Executive Summary
This report has been prepared by:
Students in the Community Planning Studio
Urban Studies and Planning Program
School of Architecture, Planning and Preservation
June-August 2016
Instructor:
Dr. James Cohen
Students: 
Aaron Goldbeck
Ashlee Green
Chris Davis
Derek Lombardi
Jereme Stark
Kevin McGowan
Maha Tariq
Mahsa Vatandoost
Molly Carpenter
Pranita Ranbhise
Pranjali Rai 
Thomas Green
Taylor Robey
Community Planning Studio Class Summer 2016
with support from:
Howard County Economic Development Authority
and 
University of Maryland’s 
Partnership for Action Learning in Sustainability (PALS)
Special thanks to:
Mark Thompson, Economic Development Authority, Howard County
Charlie Bailey, Mahan Rykiel and Associates
Uri Avin, PALS, National Center for Smart Growth, University of Maryland
Paul Silberman, Sabra, Wang and Associates, Ind, Columbia Gateway, MD
Thomas Moriarity, Retail and Development Strategies LLC
Randy Clay, Division of Comprehensive and Community Planning
Erin Talkington, Robert Charles Lesser and Company
Valdis Lazdens, Department of Planning and Zoning, Howard County
Jane Dembner, Planning & Community Affairs, Columbia Association
Acknowledgments
The Columbia Gateway Project is a comprehensive report on future development for the 
Columbia Gateway site in Columbia, MD. This report charts the next steps to enhance 
the viability and explore the economic possibilities of the area.
This report lays out key issues and goals for impending planning efforts. It is a frame-
work that establishes options for the next 25 years and beyond. This report contains 
three ‘alternatives’ for development: low intensity, medium intensity and high intensity. It 
also explores the possibility of transforming the area into an “innovation district” which 
is defined as a spatial geographic model that stimulates economic growth by clustering 
entrepreneurs, startups, business accelerators and incubators.
Key Issues:
The landscape of Columbia, MD will continue to shift over the next 20 years. The popu-
lation will continue to increase and become more diverse. The Columbia Gateway area 
is one of the last areas available for extensive development within Howard County. In 
order to keep up with shifting population demands, Howard County will need to develop 
a unique plan for redeveloping this area in order to create and expand a “work, play, and 
live” atmosphere. This report outlines some key initiatives, including:
• Economic Development: Tactics are recommended to encourage business innova-
tion and growth, in order to make the area a leader in 21st century technologies. 
Particular attention is given to making the area into an innovation district on various 
levels that would support the area’s growth and economic conditions.
• Transportation: This report places great emphasis on transit, bike and pedestrian 
transportation while also improving existing road networks within Columbia Gate-
way. Each development alternative expounds on what improvements would need to 
be made to support proposed development within the area.
• Housing: Suggestions are made to create housing options that appeal to a diverse 
group of people. The report also provides options for how affordable housing 
options can be added to the area.
• Community Design: This report recommends a well-designed a community that 
includes green spaces, community areas, and more. The plans offer a way to tran-
sition the area from an office environment into a livable and recreational environ-
ment as well.
List of Figures          ii
List of Tables         iv
Introduction          1
  
I.  Profile of Columbia Gateway      3            
A. Location Context          4
B. Howard County Land Use & Economic Development    5
C. Current Land Use Pattern in the Study Area     9
D. Environmental Inventory      10
 
II. Making Columbia Gateway An Innovation 
District         13
A. Literature Review        14
B. Gateway Innovation District Features    16
C. Transforming Gateway into an Innovation District  20
III. Land Use & Development Scenarios   23
A. Low Intensity       24
B. Medium Intensity       42
C. High Intensity       63
Conclusion        88
Bibliography        90
Appendix
A. Profile of Current Businesses     92
B. Presentation Q&A and Comments    93
Table of Contents
ii iii
List of Figures
S. No.  Topic              Page No.
Figure 1  Columbia Gateway site aerial view    1
Figure 2  Regional Context      4
Figure 3  Local Context      4
Figure 4  PlanHoward 2030 Designated Place Types   6
Figure 5  PlanHoward 2030 Trasportation Improvements  7
Figure 6  Anticipated Transportation Improvements 2035  8
Figure 7  Transit Routes      8
Figure 8  Infiltration Trench Diagram    10
Figure 9  Stormwater retention strategies used in Savage Library 11
Figure 10 Drainage system of High Point, Seattle WA   11
Figure 11 Gateway Constraints Diagram    25
Figure 12 Gateway Opportunities Diagram    25
Figure 13 Low Intensity Plan Land Use Diagram   26
Figure 14 Annapolis Town Center Development   29
Figure 15 Townhomes at Chatham Sq, Alexandria VA   30
Figure 16 Mixed-use project at Canyon Boulevard, Denver Colorado 31
Figure 17 Three Park Place, MD, Bignell Watkin Hasser Architects 32
Figure 18 Outdoor seating for open space    33
Figure 19 shared public space for employees   33
Figure 20 Public Space Rendering, Envision Alachua, SASAKI  34
Figure 21 University of SC, SASAKI     35
Figure 22 South Lake Union Discovery Center   36
Figure 23 Park Center, Research Triangle Park   37
Figure 24 Low Intensity Plan Street Network    38
Figure 25 Low Intensity Plan, McGaw Boulevard Extension 1  39
Figure 26 Low Intensity Plan, McGaw Boulevard Extension 2  39
Figure 27 Medium Intensity Plan: Concept Diagram   42
Figure 28 Gateway Constraints Diagram    43
Figure 29 Gateway Opportunities Diagram    43
S. No.  Topic            Page No.
Figure 30 Medium Intensity Plan Land Use Diagram   44
Figure 31 A student resident hall/mixed used facility in Wisconsin 48
Figure 32 Knuston Townhome Development in Brambleton, VA 49
Figure 33 New apartment development in Avondale Arizona  50
Figure 34 Aloft hotel in Norfolk, VA     51
Figure 35 Southwest Educational Development Laboratory in Austin 52
Figure 36 Stoddert Elementary School & Community Center, DC 53
Figure 37 Central Park Mishawaka, Indiana    53
Figure 38 Isles in Residential Areas, Ottawa River   54
Figure 39 The Commons, Cortex Innovation District   54
Figure 40 Cafeterias at Googleplex, Mountain View   55
Figure 41 Bowling Alley at Googleplex, Mountain View  55
Figure 42 Medium Intensity Plan, Innovation Trail   55
Figure 43 Maker Space’ KOIL, Japan    56
Figure 44 Tech Square, Georgia Tech    56
Figure 45 A UW startup lab space; Seattle    56
Figure 46 CIRQL, Columbia Gateway, MD    57
Figure 47 Univ. of District of Columbia    57
Figure 48 Medium Intensity Plan Street Network   58
Figure 49 Medium Intensity Plan, Major Arterial Street  58
Figure 50 Medium Intensity Plan, Modified Minor Arterial Street 59
Figure 51 Medium Intensity Plan, Minor Arterial Street  59
Figure 52 Medium Intensity Plan, Boulevard    59
Figure 53 Medium Intensity Plan, Shuttle Service Plan  60
Figure 54 Medium Intensity Plan, Structured Parking Zones  61
Figure 55 New McMillan Renderings    63
Figure 56 Coworking, Centre for Social Innovation   63
Figure 57 Gateway Opportunities and Constraints   64
Figure 58 Earth Treks, Gateway Columbia    65
List of Figures
S. No.  Topic              Page No.
Figure 59 High Intensity, Land Use Plan    66
Figure 60 The Crossings at Highland Park, Middlesex County, NJ 69
Figure 61 Highgate at Metropolitan Mile, McLean, VA   70
Figure 62 The Waterfront Redondo Beach    71
Figure 63 Westside at Shady Grove Metro    72
Figure 64 Aerodrome Road, Light Industrial Units   73
Figure 65 The Apex Group, a shipping facility   73
Figure 66 College/Library, Metro Centre at Owings Mills  74
Figure 67 CO+HOOTS, downtown Phoenix’s   75
Figure 68 Oberlin’s LEED Downtown Development, Inhabitat  76
Figure 69 North Shore Place I &II Project, Limbach   76
Figure 70 Infill Development     77
Figure 71 Design Strategies     78
Figure 72 High Intensity, Zones and Nodes    79
Figure 73 High Intensity, Street Network    81
Figure 74 Portland grid, with Pioneer Square in the center  82
Figure 75 High Intensity Plan, Minor Collector Street   82
Figure 76 High Intensity Plan, Major Collector   83
Figure 77 High Intensity Plan, Boulevard    83
Figure 78 High Intensity Plan, Minor Arterial    83
Figure 79 High Intensity Plan, Major Arterial    84
Figure 80  BRT, santiago de Cali station    84
Figure 81 ‘Complete Streets’ for Hoboken’s Washington Street 85
Figure 82 Land Use Plan, a comparison of all scenarios  88
iv
List of Tables
PAGE INTENTIONALLY LEFT BLANK
S. No.  Topic                         Page No.
Table 1  Employment Growth by Business Categories     5
Table 2  Employment Decline by Business Categories     5
Table 3  Land Use Inventory        10
Table 4  Patent Output         17
Table 5  Columbia Gateway Strengths and Weaknesses Summary Table   19
Table 6  Innovation District Strategy Menu       21
Table 7  Low Intensity Plan Summary       26
Table 8  Low Intensity Plan: Proposed New Residential Development    27
Table 9  Low Intensity Plan: Proposed New Office & Retail Development   27
Table 10 Low Intensity Plan: Parking Requirements      40
Table 11 Medium Intensity Plan Summary       44
Table 12 Medium Intensity Plan: Proposed New Residential Development   45
Table 13 Medium Intensity Plan: Proposed New Commercial & Office Development  45
Table 14 Medium Intensity Plan: Proposed Commercial & Office Redevelopment/ Reuse 46
Table 15 Medium Intensity Plan: Impact on Schools      46
Table 16 Medium Intensity Plan: Proposed New Amenities     46
Table 17 Medium Intensity Plan, Parking Requirements     17
Table 18 High Intensity Plan Summary       66
Table 19 High Intensity Plan, Proposed New Residential Development    67
Table 20 High Intensity Plan, Impact on Schools      67
Table 21 High Intensity Plan, Parking Requirements (Ho.Co. Code)    86
Table 22 High Intensity Plan, Parking Requirements (Prince George’s Co. Code)  86
Table 23 Columbia Gateway Property Analysis      92
1The Columbia Gateway Center is an 884-acre industrial and office park located 
in Columbia, Maryland at the intersection of MD 175 and the I-95 freeway. It is 
home to 94 office or industrial/flex buildings including four large warehouses that 
once housed a GE manufacturing facility. Currently Howard County is investigating 
options for redevelopment of the site. 
The purpose of this studio was to assess the feasibility of a redevelopment 
project for the Gateway Center that would transition the site to a higher intensity 
of land use, as well as transform the office park into a regional hub of innovation. 
The resulting document provides recommendations on land use, urban form 
and design, environmental planning, transportation and connectivity, economic 
activity and marketing/branding, as well as social and cultural implications for the 
maturation of leases and the covenants of these buildings. Extensive research 
has been conducted on Innovation Districts in order to determine the feasibility 
of transforming a sprawling auto-centric suburban industrial complex into an 
innovative and creative neighborhood with a strong sense of place while staying in 
line with the site’s identity as a prime location for office and industrial uses. 
Themes:
This report begins with a profile of the Gateway Center, encompassing the 
geographical context, demographics, current land uses, and inventories of current 
businesses and environmental site features. This is followed by a literature review 
of Innovation Districts, and discussion of how the concept can be manifested in the 
Gateway Center. Three alternative redevelopment plans are proposed, ranging from 
a low-intensity development scheme to high-intensity. These plans present a variety 
of proposed elements, organized thematically by the degree of changes to the site. 
The individual plans are not meant to function as separate entities in contest with 
one another, but rather as complementary proposals with a range of options to 
account for differences in market conditions or general feasibility. Each plan follows 
several common themes, as follows.
1. The first theme is to highlight the intersection of McGaw Road and Snowden 
River Parkway as the primary entry point to the site and start phase one of 
development there.  McGaw Road is extended down the site all the way to the 
Columbia Gateway Drive loop road.  In all three alternatives, the intersection 
of the loop road and McGaw Road should be a celebrated node that favors 
pedestrian activity, multi-modal transportation, and is part of the innovation 
core zone in all three plans.
2. The second theme is the central park that divides McGaw Road into an urban 
boulevard with a large park in the center.  The vision of this central park is to 
provide an immediate public amenity to the site that catches the attention of 
developers and draws high-quality development to the site.
3. The third theme is to create an Innovation District on the site, acknowledging 
that the entire site might not be suitable for an innovation district, but that it is 
ripe for information sharing and that the process has already started with the 
welcoming of the ‘Cirql’ building.
4. The fourth theme is to improve connectivity on the site and to the site (site 
access), and “suburban repair,” by creating healthy, active, walkable, urban 
neighborhoods within walking distance to shops, a range of housing densities 
and affordable units/mixed-income housing, as well as providing ample open 
spaces and parks for recreation and enjoyment while creating a neighborhood 
identity and brand that is easily recognizable. 
Among the three redevelopment alternatives, it is this studio’s belief that Howard 
County will find several workable options to transform the Gateway Center into a 
new residential neighborhood and innovation district. 
Introduction
Figure 1: Columbia Gateway site aerial view; Source: Columbia Market Study
Profile of Columbia Gateway
Part I
Existing conditions in Gateway Columbia  
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4 5
I B.  Howard County Land Use & Economic DevelopmentI A.  The Context
Figure 2: Regional Context; Source: Author’s diagram, basemap: MERLIN Website Figure 3: Local Context; Source: Author’s diagram, basemap: MERLIN Website
Table 1: Employment Growth by Business Categories; Source: Information complied from 
             PlanHoward 2030
Table 2: Employment Decline by Business Categories; Source: Information complied from 
             PlanHoward 2030
Columbia Gateway Office Park is an integral part of Howard County, Maryland. 
Howard County enjoys a prime location close to the Washington/Baltimore Corridor 
along with the neighboring counties Anne Arundel to the east and Prince George’s 
to the south. As per ACS 2012, Howard County had the third highest median in-
come among all counties in US. The county is frequently recognized for its afflu-
ence, educated population and quality of life.
Between 1963-1966 the Rouse Company bought 14,000 acres of land for Columbia 
Development. During this time the Columbia Gateway site was transformed from a 
gravel quarry site to a General Electric Appliance Park . From the 1980’s to today 
the area has transformed into an office park that has gradually replaced previous 
industrial uses. 
Today the Gateway Office Park lies in the midst of this use transition, as well as 
changing work and life styles. Presently, the challenge for this area is to make the 
most of its locational advantage and continue to be an attractive business setting in 
the region.
 
As illustrated in figure 2, Columbia Gateway Office Park lies almost mid-way be-
tween the employment hubs of Washington DC and Baltimore. The cities lie within 
a twenty mile radius of Gateway. The site offers good highway access and visibility 
due to its proximity to I-95, I-70, MD 175, MD 32, MD 295 and MD 29. It is also 
within close proximity of other transit options such as the BWI Airport, MARC and 
Amtrak rail service.
Another locational advantage is the site’s close proximity to Fort Meade, making 
Gateway an attractive option for defense contractors involved in the cyber security 
industry. The site is also close to local destinations such as Downtown Columbia, 
UMBC, Patapsco Valley State Park, Ellicott City and the Route 1 Corridor.
Economic Growth Trends:
In 2009, Howard County was home to 187,100 jobs. The County is poised for ongoing 
job growth associated with its proximity to Fort Meade, proactive efforts by the Economic 
Development Authority, and the launch of the Maryland Center for Entrepreneurship (MCE). 
A target of 3,000 jobs per year to 2030 would bring the total to 249,000. This would build 
on an 18% increase in employment over the most recent decennial census period (2000-
2009). Broken down further, there was sizable growth in different employment categories 
mentioned in Table 1.
The future appears bright for Howard County by virtue of the observed gains in high-
tech, high-wage, and high-skill industries. However, these findings are accompanied by 
decreases across goods-providing, industrial economic activities.
While Howard County can have confidence in the prospect of attracting top talent that is 
highly educated and has great earning potential, its leaders must carefully weigh strategy 
options and seek those that maximize inclusivity. Employees in retail and other low-skill and 
low-wage occupations struggle to keep up with the steep housing and transportation costs 
associated with the County’s suburban location and its relative affluence. Likewise, the 
range of job opportunities available to those without advanced degrees may be diminished 
and shut them out from the chance to work in Howard County.
Economic Development Goals
HCEDA’s most recent Strategic Plan, developed in 2011, highlights priorities for the new 
economy that currently faces Howard County. The plan’s four themes stress developing:
• a Knowledge Community that is rich with educational and workforce development 
opportunities;
• a Connected Community with physical and social networks and partnerships that link 
market participants;
• a Reinvented Community that redevelops existing employment centers and Columbia’s 
downtown while maintaining diversity as a core value and tending carefully to the 
natural environment; and
• an Innovation Community that fosters entrepreneurship, productivity, and technological 
development, and that is inviting to young professionals
Howard County’s most recent comprehensive plan—Plan Howard 2030—was published and approved just a few years ago. Plan Howard 2030 presents several trends and 
findings, issues many recommendations, and generally serves as a useful guide for this effort to plan for the Columbia Gateway’s future as an innovation district. Below are 
brief summaries of its relevant sections.
6 7
Figure 4: PlanHoward 2030 Designated Place Types; Source: PlanHoward   
     2030, Howard County Department of Planning & Zoning
Figure 5: PlanHoward 2030 Transportation Improvements; Source: PlanHoward 
              2030, Howard County Department of Planning & Zoning
Population Growth & Residential Development:
Columbia Gateway sits in what PlanHoward 2030 officially designates as a 
Growth and Revitalization zone. The Gateway and other areas identified in red 
in figure 4 are slated to absorb a significant portion of Howard County’s future 
residential growth through infill and other redevelopment strategies, including 
1,200 Adequate Public Facilities Ordinance (APFO) housing allocations per year. 
This allows the County to make full use of existing infrastructure and public 
facilities in the more dense, well-established East County, where communities 
are in convenient reach of the urban clusters in Baltimore and Washington. 
Growth and Revitalization areas are also target destinations for the County’s 
Green Neighborhoods, as well as needed age- and income-restricted housing 
units.
Of special importance to the County is striking a balance between its 
increasingly diverse population, its aging baby-boomers, and a need to appeal 
to the preferences of the millennial and later generations. Smaller households 
and multi-family arrangements will characterize a growing proportion of  
residential environment in the years ahead.
Nonresidential Growth & Development
In 2010, 15 percent of the Baltimore region’s total rentable building area (RBA) was in Howard County. That year, there were also 1,351 undeveloped acres with 
nonresidential capacity, but without development plans. This likely includes the covenant-restricted GE buildings and other parcels in the Gateway area, which in combination 
with other countywide properties left an estimated capacity for 78,000 additional jobs. Columbia Gateway and the GE site are prime locations for new employment to support 
Howard County in achieving its growth goal of 3,000 jobs per annum. Policy 5.6 of the county’s master plan specifically calls for the planning of Class A office, industrial, 
and mixed-use redevelopment in the GE site area as well aes the adjacent Snowden River Parkway.
However, strategies to expand employment in the county must show cognizance for the affordable housing challenges discussed earlier, and they should aim for a 
sustainable jobs/housing ratio. When periods of job growth coincided with APF limitations on new residential units—stretching Howard County’s ratio from 1.51 in 1990 to 
1.78 in 2009—the subsequent upward pressure on housing prices forced many workers to look out of the county for affordable places to live.
The Howard County Economic Development Authority’s key resource in this arena is the Maryland Center for Entrepreneurship (MCE), which includes an incubator, resource 
center, technology council, and a catalytic loan fund, among other services. Located between Columbia and Ellicott City, the MCE can be a centerpiece to a collaborative and 
innovative ecosystem that also incorporates a new branding and marketing campaign, expanded transit options, and a greater focus on STEM, energy, and green industries.
Redevelopment Areas
Over the past several years, areas nearby have become targets for profitable revitalization and conversion to mixed uses. PlanHoward 2030’s real estate consultants at RCLCO 
made several recommendations that will help the County optimize the developments that occur in the Gateway and in its vicinity. Recognizing challenges that face the county 
such as assembly of smaller parcels, business relocation, zoning impediments, land use incompatibility issues, higher costs of multifamily development with structured 
parking, and financing and infrastructure needs, their suggestions include:
• Job expansion efforts that leverage the County’s competitive advantage in high-skill industries and that generate additional demand for housing and commercial 
development;
• Protection of industrial and commercial land from the pressures of conversion to multifamily housing;
• Tiered development incentives;
• Service districts with branding and marketing, such as Business Improvement Districts (BIDs);
• Corridor segmentation and intensification of nodes and employment centers;
• Land banking;
• Flexible mixed-use and PUD zoning and other rezoning efforts that reduce strip retail;
• Enhanced bike/pedestrian accessibility and other transportation improvements for roads, such as better east-west circulation, and transit, such as BRT; these may 
necessitate a Transportation Management Association;
• Partnerships across public, private, and nonprofit entities.
Transportation
Howard County has a thorough road network that links its communities and 
employment centers internally and to neighboring counties. The County is also 
working to implement both a Pedestrian Master Plan and complete a Bicycle Master 
Planning process earlier this year. However, PlanHoward 2030 acknowledges that 
the predicted growth in the years ahead will also come with worsening congestion 
issues due to additional commuter and freight traffic. Furthermore, the existing street 
network is sometimes disconnected and indirect. Lastly, the frequency and reliability 
of regional and local transit service are inadequate, despite commuter bus and rail 
service to both Baltimore and Washington. 
Congestion relief will be difficult due to limited available rights-of-way, funding, 
and cost effectiveness. The county will also need to control auto emissions from 
the necessary increases in automobile traffic. These challenges must be partially 
mitigated through alternative transportation programs. These programs can include 
expanding and increasing the frequency of public transit, as well as regulations and 
initiatives that promote high-occupancy vehicles, ride-sharing, and car sharing. 
I B.  Howard County Land Use & Economic DevelopmentI B.  Howard County Land Use & Economic Development
8 9
I C.  Current Land Use Pattern in the Study Area
Figure 6: Anticipated Transportation Improvements 2035; Source: PlanHoward 2030, Howard   
              County Department of Planning & Zoning
Figure 7: Transit Routes; Source: PlanHoward 2030, Howard County Department of  
               Planning & Zoning
More compact mixed-use development patterns could also reduce the growth of vehicle miles traveled. Some of the key transportation improvements that the County 
anticipates or desires over the next several years in the Gateway area are:
• Extension of the Baltimore Light Rail and MARC commuter train line on the west side of I-95 (to MD-32); 
• BRT from downtown Columbia to the Odenton MARC station;
• A ‘New/Upgraded Interchange’ near its northern entry point;
• Increased use of the existing park and ride location to the northwest and two to the southwest;
• Concentrated development along Routes 1 and 40 to support easier and more efficient transit service.
Furthermore, Policy 5.7 in PlanHoward 2030 particularly highlights the desire of transportation services and facilities that connect Gateway along with Downtown Columbia, 
Snowden River Parkway, and Route 1 to Baltimore, Washington, and Fort Meade. 
The Columbia Gateway center is a prime example of the typical suburban office 
park developed between the 1970’s and the early 2000’s. The vast majority of the 
buildings are built with large surrounding parking lots (ranging from 50 to over 800 
spaces) and minimal sidewalks designed to convey workers from their jobs to their 
offices. Most of the buildings are also built in clusters with a single access point 
allowing individuals to drive off of either Gateway Center Drive or Robert Fulton 
Drive. The combination of a lack of contiguous sidewalks, few access points to the 
main arterial and congestion make this a highly unwalkable area as reflected by its 
maximum Walk Score of 25. Though is it much more feasible to bike into the site 
than walk (due to its sheer size and road pattern) the volume of cars and lack of on-
road bike infrastructure does not make it an attractive alternative to driving.  An off-
road bike trail parallels Columbia Gateway Drive, but has no meaningful connections 
to bike infrastructure outside the site. 
Due to the two access points (one ramp to Route 175 to the north and an 
intersection to the west onto Snowden River Parkway) to accommodate the 
estimated 14,000 employees working within the site, congestion is a continual 
problem. With only a handful of signalized intersections, drivers looking to enter 
or exit the site must wait a significant amount of time while competing with other 
drivers for limited capacity at rush hour.  A 2007 study by Sabra, Wang and 
Associates found multiple intersections within Columbia Gateway to be at an F 
or D for level of service.  Additional development would certainly exacerbate this 
problem.
The predominant building typology within the Gateway center is one and two 
story office buildings housing a wide variety of industries. Most of these buildings 
are within the Gateway Drive loop and along the northern, eastern and southern 
boundary of the study area and house industries that are of a similar nature and 
clustered throughout the site. Such businesses in these buildings range from 
computer and data processing companies to banking services to real estate 
investment firms. These firms present a valuable opportunity when considering 
the future uses within the Gateway Center as they present an established base of 
industries that can act as anchors and attractors for others. Though these firms 
are well established in the study area, the buildings that house them are beginning 
to near the end of their useful lives and present another opportunity for eventual 
redevelopment. 
Alongside these office buildings, there is also a significant number of Class A office 
spaces along the eastern edge of the study site abutting Interstate 95 which were 
built in the mid-2000’s. These structures are predominantly above four stories tall, 
some as high as seven, and are fully capable of suiting the needs of businesses 
for at least 20 more years. Unfortunately they too have fallen victim to the same 
maladies of lack of pedestrian connectivity, automobile dependency, excessive 
parking and lack of interaction between firms. 
The sites that are the most challenging yet present the most opportunity are those 
currently occupied by the former General Electric manufacturing buildings. Currently 
there are four (originally there were five, the last of which was redeveloped into the 
Snowden Square shopping center) of these buildings being used for a variety of 
purposes. The northernmost three of the GE buildings are predominantly currently 
being used as distribution facilities among other uses. The southernmost GE facility 
at 7125 Columbia Gateway Drive, is remarkable when compared to the others. It is 
currently home to Howard County’s Department of Social Services, AT&T and most 
interestingly Earth Treks, an indoor rock climbing facility. Such adaptive reuses may 
serve as precedent for future adaptive reuse as prescribed by the following three 
plans presented herein. 
I B.  Howard County Land Use & Economic Development
10 11
I D.  Environmental Inventory I D.  Environmental Inventory
Table 3: Land Use Inventory: Source: Studio GIS Analysis
Figure 8: Infiltration Trench Diagram; Source: http://www.swmm5.
Figure 9: Stormwater retention strategies used in Savage Library; Source: http://patch.  
              com/Maryland/columbia/savage-library-reopens-with-61-million-facelift
Figure 10: Drainage system of High Point, Seattle WA; Source: http://bettercities.net/ 
                images/14862/drainage-diagram
The land area available for an innovation district is contingent on the assumptions of the 
proposed alternatives that are discussed later in this report. Nevertheless, it is understood that 
in any future development which would create a net increase in impervious surface cover, such 
a development would also increase the demand on the current stormwater management system 
in Columbia Gateway. In addition, while there may be strategies to rehabilitate brownfield sites, 
the brownfield site within Columbia Gateway is seen as a major constraint for potential future 
use of the site without knowing the potential impacts to the environment and people. Therefore, 
this plan considers that there are 884 acres of developable land, accounting for the total amount 
of land within the site, excluding the current stormwater management areas and brownfield 
sites.
In thinking about the possibility of repurposing stormwater management, Howard County 
has a variety of established stormwater structures. Therefore, envisioning any future, more 
extensive development within Columbia Gateway, this plan would propose additional structures 
in addition to the stormwater management ponds already existing in the site. For example, 
infiltration trenches, rain gardens, and green roofs are all structures which can increase 
stormwater capacity. The image to the right is an example of how infiltration trenches can be 
implemented in sites like parking lots and curb plantings. Furthermore, these structures can be 
well landscaped to present a favorable aesthetic. The recently completed Savage branch of the 
Howard County Library system utilizes a network system of roof drainage features, a decorative 
trough, and a bioretention system to deal with stormwater. This shows the dual nature of how 
planning for stormwater needs can address environmental concerns and be integrated within 
the design of sites and public spaces. Stormwater management strategies promote green 
infrastructure that encompasses technologies to infiltrate, evapotranspire, capture, filter and 
reuse stormwater for irrigation. 
In considering streets, trails and paved open spaces within Columbia Gateway, several 
strategies will aid in adequately dealing with stormwater. To begin with, provide permeable 
surfaces in parking lots and sidewalks that allow stormwater to infiltrate through porous 
surfaces into the soil and groundwater. Secondly, encourage the construction of bioretention 
areas, which are shallow landscaped depressions that allow runoff to a pond in a designated 
area, then filter through soil and vegetation. These can be small water ponds aligned along the 
streets and in open civic areas.
Finally, encourage the building of swales and drainage paths or vegetated channels used to direct and transport water. These paths slow runoff, facilitate infiltration and filter 
pollutants as runoff flows through the system.
In terms of buildings, additional strategies would be offered for stormwater management. A main feature is to encourage “green” roofs, which are covered with vegetation 
that enable rainfall infiltration and evapotranspiration of stored water. In addition, green roofs also reduce atmospheric pollution, reduce energy costs, decrease the ‘heat 
island’ effect and create an attractive environment. Additionally, encourage the use of rain barrels and cisterns that harvest rainwater from rooftops for reuse. Rain barrels are 
placed at roof downspouts, and cisterns store rainwater which can be used for toilet flushing. Finally, to deal with filtration, encourage installation of sand and organic filters 
that infiltrate water through a sand bed and remove floatables, particulate metals and pollutants before water is discharged to a receiving water body, groundwater or for 
reuse.
Part II
Making Columbia Gateway an 
Innovation District
Potential and existing Innovation District features in Columbia Gateway  
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14 15
II A.  Literature ReviewII A.  Literature Review
Innovation districts are a function of the evolving physical and social form of urban 
(and suburban) economic structures, and they have been developing organically 
and through policy and market-based instruments for several decades. Recently, 
the Brookings Institution has published major research and reports highlighting the 
value that these districts provide to cities, and identifying a taxonomic system that 
describes different types of innovation districts and the strategic assets that are built 
into them. Some of the chief descriptive elements are summarized below.
Innovations districts are...
• Physically compact;
• Transit accessible;
• Technically wired, and;
• Mixed use.
Innovation districts have...
• An abundance of small, entrepreneurial firms with a supportive, risk-taking 
culture;
• People and firms that are synergistically united with place;
• An emphasis on ‘collisions’ of ideas and networking (an “ecosystem of 
products, services, companies, people and society that are working together 
creatively to foster innovation within the city” (Cosgrave et al 2013);
• Leadership and activity that is focused within, channeled through, funded 
or operated by a political or institutional structure, but with a fundamental 
dependence on decentralized bodies or bottom-up practices, without formal 
regulations or limitations, allowing “individual citizens, who are anxious 
to collaborate with each other” to actively generate ideas, create devices, 
services, and applications, solve problems, and seek out or “direct investment 
toward achieving strategic priorities”  (Cosgrave et al 2013);
• Incubation, collaboration, R&D, and a continuous evolution of conceptual 
approach or production techniques;
• Living lab components, with “development of that data into useful information 
through its links to industry and research and development” transforming 
products into marketable, appropriate and useful assets for citizens (Cosgrave 
et al 2013);
• A focus on market creation, add a commercial and social venue for 
technological and intellectual evolution.
What allows innovation districts to grow and thrive?
• A collaborative leadership network: cooperative design, marketing, and 
governance;
• A vision, with actionable short-, medium-, and long-term guidance along 
economic, physical, and social dimensions;
• Strategies to attract, retain, and expand talent and technology;
• Inclusivity, regeneration of distressed neighborhoods, and opportunities for 
low-income residents;
• Access to capital.
What you can expect to find in an innovation district?
• Economic Assets
 ° Drivers:
 - Anchor institutions like universities, research and medical institutions, 
and/or large firms;
 - Startups and entrepreneurs;
 - Technology-driven industries and applied sciences;
 - Creative fields;
 - Specialized manufacturing.
 ° Cultivators
 - Incubators and accelerators;
 - Proof of concept centers;
 - Technology transfer offices;
 - Shared working spaces;
 - High schools, job training firms, and continuing education 
opportunities.
 ° Buildings
 - Stores, restaurants, coffee shops, bars, hotels, and local retail.
• Physical Assets
 ° An improved public realm:
 - Parks and plazas;
 - Active streets;
 - Locales of energy with digitally accessible configurations (high-speed 
internet, Wi-Fi, computers and digital displays);
• Physical Assets
 ° A conducive private realm:
 - Modern office developments;
 - Shared lab/work spaces;
 - Affordable microhousing;
 - Common spaces/eating areas.
 ° Connecting elements:
 - Walkable and bikeable pedestrian-oriented streets and paths;
 - Activated public spaces.
• Networking Assets
 ° Historical and evolving relationships between firms and their employees and 
leaders;
 ° Workshops, trainings, conferences, meetings, networking breakfasts;
 ° Blogs, virtual interactive platforms and places;
 ° Innovation centers.
Given the reputation of the innovation district as a stimulus for stable and sustainable 
economic growth, cities tend to encourage their development using tools and 
strategies such as:
• Tax incentives;
• Infrastructure provisions (could be physical/structural, like housing, utilities, or 
transportation, or digital/virtual, communications);
• Creating APIs, open data platforms, city dashboards, hackathons, networking 
events, competitions, etc.;
• A stable forum for interaction, since competition in the innovation marketplace is 
fundamentally destabilizing.
The Brookings research, spearheaded by Bruce Katz, identifies three model types of 
innovation districts. They are:
• Anchor-Plus (central urban);
• Re-Imagined Urban Area (fringe urban, waterfront or industrial);
• Urbanized Science Park (suburban).
Complementary and antecedent research accompanies that of Brookings and 
provides other model types. Four typologies devised by D.A. Hart at the University of 
Reading are listed below:
• “Cohesive Clusters”: Even early industrial entrepreneurs were conscientious 
in their effort to “locate in areas of least cost with regard to factors such as 
transport and labour and therefore benefit from economies of scale” (Hart 
2001);
• “New Industrial Districts”: High-tech exclaves on the fringe of or somewhat 
distance from the CBDs of urban areas rose next, benefiting from the “high 
value-to-bulk ratio” of their small, lightweight, or virtual products, which have 
low transport costs but for which speed is necessary to outpace competitors’ 
innovation;
• “Innovative Milieux”: Modern agglomerations that have returned to urban areas 
“where established relations between firms and individuals… enhance local 
creativity and innovative output, through the informal exchange of information 
and specialized knowledge” (Capello 2010);
• “Proximity Clusters”: Collections of microfirms outside of major urban areas with 
internal heterogeneity; their continuing clients (for example, health services and 
defense organizations) promote the innovation that occurs within the clustered 
firms.
16 17
II B.  Gateway Innovation District FeaturesII B. Gateway Innovation District Features
The typologies described above are in no way an exhaustive or comprehensive 
analysis of the form and function that can be found in the innovation districts of 
today and tomorrow. The beauty of innovation is that it can take on many different 
appearances and evolutionary processes. That Columbia Gateway fits somewhat 
neatly into Katz’s “Urbanized Science Park” model and Hart’s “Proximity Cluster” 
concept is reason enough to pursue a formal innovation district in Howard 
County. Columbia Gateway’s tenants are certainly sources of innovation across a 
number of fields and industries, but there are notable shortcomings that must be 
considered in any planning efforts. 
Who can Columbia Gateway look to as a model?
An aspirational peer for the Gateway might be the Research Triangle Park in the 
Raleigh-Durham-Chapel Hill area of North Carolina, or academically-anchored 
projects at the University of Virginia or University of Arizona. Other examples from 
which to borrow innovation-inspired economic development strategies might 
be suburban Boston’s Route 128 Corridor or N2 Corridor (‘N-Squared’ which 
represents the municipalities of Newton and Needham) or the West Innovation 
District of Dublin, Ohio (outside of Columbus). 
What are the innovation district features currently present in Columbia 
Gateway?
Columbia Gateway is well-positioned for innovation thanks to its cluster of firms 
with well-trained workers doing high-skill activities and receiving high wages in 
return. Says Kevin Byrne in a 2014 article from Site Selection magazine: 
...research parks offer a site for the development of industry clusters. Like 
attracts like, and the presence of strong research firms and laboratories 
draws similar concerns, creating “industrial commons” of companies that 
work in the same sectors of the economy.
The mix of industries present in the office and industrial community suggest great 
potential for ongoing innovation. Their different sizes, ownership structures, and the 
diverse nature of their work create an environment that is ripe for the collaborative 
tendencies of an innovation district. Columbia Gateway also has a handful of 
valuable developable parcels that with the right conditions are likely to attract new 
tenants that further enhance the area’s profile and its capacity to innovate. Some of 
these are on prime land fronting I-95 giving maximum exposure.
According to data from the US Patent and Trademark Office, patent output (Table 
4) is generally strong in Howard County when compared against local competitors 
Baltimore and Anne Arundel Counties. Howard also outperforms some urban 
areas with official innovation districts like Onondoga County, New York (Syracuse 
Connective Corridor), Madison County, Alabama (Cummings Research Park in 
Huntsville) and Forsyth County, North Carolina (Wake Forest Innovation Quarter). 
However, the County lags behind other suburban counties that have recently 
initiated innovation districts in populous areas, such as Franklin County, Ohio (the 
West Innovation District in Dublin), Sonoma County, California (SOMO Village), and 
Durham County, North Carolina (the new downtown Durham ID and part of the 
Research Triangle Park).
Although no major four-year universities have a main campus within reasonable 
proximity, training sites and other university affiliates do provide some opportunity 
for professional development for tenants and local residents. The UMBC Training 
Center, located within the ovular area formed by the loop road, offers courses in 
cybersecurity, IT, project management, HR, leadership and innovation, engineering, 
global studies, big data, and sonography. They provide customizable training to 
individuals and businesses, have strategic partnerships with Microsoft, Oracle, 
Pearson, and more, and provide flexible space for meetings, conferences, 
interviews, and seminars. UMBC is also connected to the One Maryland Broadband 
Network (OMBN), a fiber optic broadband network that links 1,000+ government 
facilities and community anchor institutions in every county in the state.
Another outstanding resource is the Universities Space Research Association 
(USRA). Though the Gateway mainly serves as a home to USRA’s administrative 
activities and a NASA postdoctoral program, the group is notable for its efforts to 
innovate in the realm of space technology and its proactive efforts to involve the 
public in this arena. The group also solicits direct involvement in its work from 
over 350 universities around the world. Columbia Gateway’s evolution into a true 
innovation district may make it an appealing destination for a consolidated USRA 
headquarters since many of its high-tech work occurs elsewhere in the region and 
country.
Johns Hopkins University also maintains an office in Columbia Gateway, in one of the 
older areas near the intersection of MD-175 and Snowden River Parkway. It appears 
as though the Carey Business School has some presence here, but the building is 
generally advertised as a venue for continuing education services to older adults and a 
home to JHU’s Center for Technology in Education. This center provides an interesting 
opportunity for innovation since its mission emphasizes enhancing the quality of life for 
children through teaching, research and leadership in the uses of technology. Hopkins 
also has an existing partnership with the state Department of Education.
Lastly, the Howard County Economic Development Authority has worked hard to build 
and sustain an innovative ecosystem countywide through the tools and resources 
summarized below. These institutions are not located in the Columbia 
Gateway.
Maryland Center for Entrepreneurship (MCE) offers a rich, collaborative network of 
resources for entrepreneurs:
iCat
The Innovation Catalyst (iCat) program offers entrepreneurs key resources and support 
-  mentoring, educational programs, and networking as well as a mail drop and optional 
dedicated office space. iCat Includes:
• Residents with a dedicated office;
• Businesses connecting remotely as Affiliates; 
• Entrepreneurs who connect with our advisors and mentors;
• Leaders who attend a program or just hang out in our cafe.
Based in Columbia, the 25,000 square foot facility that houses the MCE provides space 
for startups to work, meet, and connect. With an abundance of common space and 
engaged entrepreneurs, the energy is always a-buzz. Some highlights include:
• Office space with flexible lease terms and office sizes to accommodate your 
growth;
• Six conference rooms, four with presentation media capability;
• Mail room with private mail boxes, copier, and binding equipment;
• The Innovation Cafe, with comfortable seating, gourmet coffee, and free wi-fi;
• A break room including a pool table for blowing off steam as well as a refrigerator, 
coffee maker, and microwave.
Table 4: Patent Output; Source: US Patent and Trademark Office
18 19
II B.  Gateway Innovation District FeaturesII B. Gateway Innovation District Features
Howard Technology Council (HTC):
The Howard Technology Council (HTC) gives tech companies a forum for 
engagement, collaboration and education. An active and engaged membership base 
spans a variety of industries, providing members with access to a diverse collection 
of organizations. A platform of programs, such as monthly networking events and 
educational programs are targeted to help grow businesses and business leaders. 
Roundtables, affinity groups and semi-monthly MCE Speaker Series are great places 
to connect and learn from other experienced business professionals in Howard 
County’s innovative, diverse and thriving technological ecosystem.
Membership Benefits:
• Reduced and/or complementary registration for: 
 ° HTC Networking Events;
 ° HTC Roundtables and Affinity Groups;
 ° MCE Speaker Series;
 ° HTC and MCE Partner Events.
• Access to prime/large company small business outreach programs;
• Exclusive sponsorship opportunities for Tech Council events;
• Business and networking assistance;
• Company listing on HTC website;
• Company calendar listing (we will selectively list your events on our website 
calendar);
• Free or reduced fee access to conference room resources at the MCE.
Business Resource Center (BRC): 
The Business Resource Center provides training and counseling for non-tech, 
services-based, or early-stage companies. Nontechnical, services-based 
companies, or businesses that are too early for the iCat program can still get 
support and assistance via experienced guidance and information to help them start 
and grow. BRC offerings, many of which are free of charge, include:
• Individual Counseling and Referrals;
• Business Education Seminars;
• Government Contracting Assistance;
• Small Business Awards Program.
In-house partners:
• SBDC - Small Business Development Center: SBDCs provide services through 
professional business advisors such as: development of business plans; 
manufacturing assistance; financial packaging and lending assistance; exporting 
and importing support; disaster recovery assistance; procurement and 
contracting aid; market research services; aid to 8(a) firms in all stages; and 
healthcare information. 
• SCORE - Small Business Counselors: 
SCORE is a nonprofit association dedicated to helping small businesses get off 
the ground, grow and achieve their goals through education and mentorship. 
Supported by the U.S. Small Business Administration (SBA) and a network of 
11,000+ volunteers, SCORE delivers services at no charge or at very low cost:
 ° Volunteer MENTORS who share their expertise across 62 industries;
 ° Free, confidential business MENTORING in person or via email;
 ° Free business TOOLS, templates and tips here online;
 ° Inexpensive or free business WORKSHOPS (locally) and webinars (online 
24/7).
• Procurement Technical Assistance Program (P-TAP): 
The PTAC’s mission is to maximize the number of capable U.S. companies 
participating in the government marketplace by:
 ° Providing businesses with an understanding of the requirements of 
government contracting and the market know-how they need to obtain and 
successfully perform federal, state, and local government contracts;
 ° Supporting government agencies in reaching and working with the suppliers 
they need.
Any small business may receive PTAC services provided it has a product or 
service that has reasonable expectation of being procured under government 
contract or purchase order.
The Accelerator for the Commercialization of Technology (ACT) 
It is a ground-breaking partnership between local research institutions and the 
Maryland Center for Entrepreneurship (MCE) in Howard County. The first MOU was 
signed with the Johns Hopkins University Applied Physics Laboratory (APL) and 
others are underway. Through this program, institutions such as APL will identify 
promising technologies developed by their scientists and engineers with potential 
commercial applications, and the Maryland Center for Entrepreneurship will use its 
network of entrepreneurs, guidance and resources to launch successful businesses. 
The MCE will also provide space in its business incubator, the iCat, to help the new 
ventures grow and prosper.
Unique Assets podcast: 
Recorded in the MCE, the series focuses on the launch of new companies, the 
growth of existing companies, and the building of business culture involving 
resident and affiliate companies of the MCE. 
Startup 101: 
The Class is a practicum, led by industry experts who provide personal lessons 
related to articulating the value of a business idea as an impactful product. Within 
these 6 classes and associated pitch day, the focus is on learning the steps needed 
to complete a clearly understood executive summary and associated TEDCO TCF 
proposal.
The 3D Innovation Hub:
A facility at Howard Community College offers full-service 3D printing, also known 
as customized additive manufacturing. 
What features are lacking or missing in the Columbia Gateway?
The site currently lacks the physically compact and transit accessible notions 
that prevail in today’s high-functioning innovation districts. There are also few 
recognizable shared or open spaces for informal gathering and collaboration. The 
Gateway has made progress to remedy this by way of the new CIRQL facility, 
though more can be done to market existing facilities such as those described in 
the UMBC Training Center, or to bring resources like those available at the MCE to 
area slated to become Columbia’s innovation district.
Also noticeably absent from Columbia are the high-profile research institutions 
linked to these districts. A major takeaway for Howard County is the need to shore 
up the Gateway’s largest candidate institutions, or attract a new one, to anchor the 
site in order for it to viably function as a future innovation district. Below are just a 
few of these candidates:
• Universities Space Research Association;
• Johns Hopkins University;
• UMBC Training Center;
• Geisinger Health System (xG Health Solutions)
• Merkel.
There is currently no housing component within the Gateway site, though some 
of Owen Brown’s mid-density residential developments are close to the far west 
corner of the study area. Multifamily residences also exist on the north side of MD-
175. The GE parcels present an interesting opportunity to link these two areas and 
form a contiguous housing network that also ties together with the employment 
centers (Columbia Gateway’s offices and Snowden River Parkway’s retail), creating 
a more contiguous mixed use community.
Table 5: Columbia Gateway Strengths and Weaknesses Summary Table; Source Author’s information
20 21
II C.  Transforming GatewayII C.  Transforming Gateway
The individual plans in the next section will discuss in detail some specific strategies to create an innovation district in Columbia Gateway. Some key strategies that can be 
found in these three alternatives are listed in Table 6 below:
Table 6: Innovation District Strategy Menu; Source: Author’s Information
)
Land Use & 
Development Scenarios
Three plans proposing different intensities of development. 
Part III
PAGE INTENTIONALLY LEFT BLANK
24 25
III A.  Low-Intensity Plan: Opportunities and ConstraintsIII A.  Low-Intensity Plan: Columbia’s “Gateway” to Innovation
Vision
By tapping into the area’s existing assets 
and promoting an accelerated build-out of 
the former GE parcels and neighboring sites, 
the low-intensity plan allows the Gateway 
to continue moving in a promising direction 
toward an increasingly innovative future. 
Through strategic land use recommendations 
and a robust toolkit of branding and 
engagement ideas, the plan generates cultural 
and programmatic shifts that will redefine the 
Columbia Gateway with few major changes 
to its current physical configuration. At 1,200 
acres, the size of the Columbia Gateway 
does not lend itself to an innovation district 
in its entirety. Therefore, nodal areas that 
form transitional zones between residential, 
office, industrial, and open spaces will be 
concentrated centers of innovation. 
Key Elements
• Extend McGaw Road across Snowden River Parkway into the GE parcels, terminating at the 
Columbia Gateway Drive loop road; connect McGaw axially to the existing internal road network 
(Robert Fulton Dr, Alexander Bell Dr);
• Demolish the largest GE property along Snowden River Parkway and replace with mixed-use 
commercial and high-density residential area (5-story stick construction podium apartments), 
extended to southwest side of McGaw Boulevard;
• Housing over retail to face Snowden and McGaw;
• Construct a green boulevard along the McGaw Boulevard connecting to Columbia Gateway 
Drive via a traffic circle at the heart of a new Innovation Core, serving as a central park and open 
space;
• Retain the re-purposed industrial building featuring Earth Treks and AT&T as anchor sites with 
an adjacent activity center; this will leverage the boulevard’s green space and other nearby 
innovation infrastructure such as the CIRQL, as well as create a neo-industrial theme within the 
innovation core;
• CIRQL is retained as demonstration site and focal point around which to plan a loosely 
designated innovation core district; since CIRQL sits on the edge of the designated innovation 
core, additional catalyst projects and programming will be developed in the vicinity; a TIF district 
in the industrial/flex area could support the retention and modernization of light manufacturing 
and other conforming uses;
• Dense housing (26-40 du/acre) continues along the south side of the McGaw Boulevard and 
transitions into a townhome typology in the direction of Robert Fulton Drive;
• The Innovation Core will be characterized by new programming rather than new development, 
though market-driven redevelopment potential exists in the older properties in the industrial/
flex area, and denser “innovation” developments in the commercial and mixed use areas will 
be encouraged; the County could benefit from investing in property in which to relocate its 
entrepreneurial services and encourage additional tenants and redevelopment projects that 
enhance the innovation infrastructure;
• Extension of MD-108 to foster market-driven development on I-95/MD-175 corner parcel.
Constraints
• The sheer size of the site makes a comprehensive large-scale redevelopment strategy 
difficult, especially since the easternmost part of the site has newer buildings with 
sprawling parking lots whose owners may not be as interested in densifying or other 
new designs or layouts;
• Brownfield site;
• Snowden Square retail area is untouchable;
• Lack of walkability, especially between existing office sites and the redevelopment 
parcels where the bulk of our recommended activity is to occur;
• Repositioning of existing flex assets or site redevelopment into new flex product is 
highly unlikely. A $13-15/SF rent will not produce enough of a revenue increase above 
the existing site use to justify redevelopment costs;
• Some product types have such negative reasonable letting values (RLVs) that future 
rent growth alone will not provide an avenue to market feasibility and construction;
• Developers are hesitant to pursue inline retail and office/retail projects due to negative 
RLV;
• Threat of intensifying traffic congestion;
• Cybersecurity and defense-oriented corporate entities may not be inclined to embrace 
the collaborative innovation economy.
Opportunities
• Older office, flex, and industrial properties on the northern/western edge of the site, 
including the GE buildings, are the most ripe for redevelopment given their age and 
their proximity to existing retail centers and roads;
• Successful industrial site (Pepsi/Jack & Jill);
• Reuse of at least one large industrial building;
• Low commercial vacancy (about 5.6% across all office, industrial, flex properties asr 
of June 2016);
• Significant countywide housing demand;
• Howard County is projected to add 21,000 households through 2030, a figure which 
is likely far lower than market demand for housing county-wide RCLCO forecasts a 
structural demand for 1,860 housing units per year, of which 75% would be single-
family and 25% would be multifamily units based on historical permitting alone (true 
demand for multifamily units is likely 2X or more than this);
• Good transportation access and opportune location between I-95 and downtown 
Columbia;
• Highly educated population.
Figure 11: Gateway Constraints Diagram; Source: Author’s Diagram on base layers from County GIS
Figure 12: Gateway Opportunities Diagram; Source: 
Author’s Diagram on base layers from County GIS
26 27
III A.  Low-Intensity Plan: Plan InformationIII A.  Low-Intensity Plan: Land Use
Table 7: Low Intensity Plan Summary; Source: Author’s   
             Information
Table 8: Low Intensity Plan: Proposed New Residential Development; Source: Author’s Information
Table 9: Low Intensity Plan: Proposed New Office & Retail Development; Source: Author’s Information
Figure 13: Low Intensity Plan Land Use Diagram; Source: Author’s Diagram on base layers from County GIS
Within the development “hub” that this low-intensity plan calls for, there are six proposed land uses. The following pages give a description of the various uses and images of 
how such uses can be envisioned for their defined areas within Columbia Gateway. In the interest of changing the character and creating a vibrant, innovative-rich environment, 
this plan recommends strategies which ultimately can be used in a form-based code or implemented into zoning regulations to achieve such a desired physical environment.
4657
1120
677
28 29
III A.  Low-Intensity Plan: High-Density Rental Apartments (26 units/acre, 19 acres) III A.  Low-Intensity Plan: Plan Information
Notes:
• Developable area is the total # of acres multiplied by the average amount of developable area for a given site (80%), as recommended by the Howard County Land 
Development Department in Sabra Wang’s Traffic Assessment.
• The number of units per acre was determined based on the following range of densities:
Low-density residential: 1-8 DU/acre
Medium-density residential: 9-25 DU/acre
High-density residential: 26-40+ DU/acre
The following calculations are based on a figure of 26 DU/acre for high density and 15 DU/acre for medium-density.
• For single-use residential, 100% of the developable area is assumed to be dedicated to residential use. For the mixed-use parcel, 95% is dedicated to residential use, 
while the remaining 5% is dedicated to retail.
• The total number of units is the developable area multiplied by the DU/acre and the % residential.
• The average household size was derived from average household sizes of surrounding census tracts, and chosen to best represent the expected type of household the 
redevelopment will attract. It is expected that Gateway will appeal primarily to young professionals, an assumption shared by the Downtown Columbia redevelopment. 
This would translate to a smaller average household size than the county overall.
• The number of new residents is the number of units multiplied by the given average household size.
• The number of students added is the total number of new housing units multiplied by the expected student yield per housing unit (0.118). The expected student yield was 
calculated as the expected student yield per new housing unit in downtown Columbia, according to the Howard County department of Planning and Zoning. Downtown 
Columbia is considered a comparable redevelopment project to Gateway.
• The number of jobs created is the square footage of developable area, multiplied by 2 to reflect the intended FAR of 2.0 This figure was then divided by 416, which is the 
number of square feet required to generate 1 new office employee, according to the Planner’s Estimating Guide (Arthur C. Clark, FAICP, 1999).
Bozzuto Group.  
Annapolis Town Centre:
Single-use high-density urban 
residential building (stick-on-
podium construction) with 
structured garage parking off 
alley in rear are an appropriate 
typology to garner more residents 
to support retail on the first floor 
of buildings that flank the prime 
intersection of McGaw and 
Snowden River Parkway.
High-density residential units should occupy the extension of McGaw along the Boulevard Park mimicking New York City’s Central Park on a lesser scale. Retail is 
inappropriate on the first level of these buildings since there will be no building defining the street on the other side; instead, residences border a green space with mature 
trees, jogging paths, and gathering spaces drawing upon Olmsted principles  The park in the middle of the McGaw extension is cohesive in all of the alternatives provided 
and is a staple to the proposal.
The high-density housing units envisioned for the Columbia Innovation District will be a minimum of 26 dwelling units per acre. The form of this housing typology will be in 
four to five story buildings with rear garages for resident and guest parking. Pocket parks are encouraged near these buildings and interior parks on larger blocks are also 
encouraged. High-density housing is recommended for this zone as its location will likely be in high demand. The zone sits adjacent to the proposed Boulevard Park along 
the McGaw Road extension from Snowden River Parkway to Columbia Gateway Drive, as well as to the existing retail center along Snowden River Parkway. Residential 
units in this area will also be in high demand due to their proximity to the proposed Innovation District with CIRQL at its center. The Innovation District core is an area 
poised for job growth and expansion.
Figure 14: Annapolis Town Center Development ; Source: https://www.bozzuto.com/apartments/communities/1076-mariner-bay-crosswinds/neighborhood
30 31
III A.  Low-Intensity Plan: Mixed-Use Residential (26 units/acre) (42 acres)III A.  Low-Intensity Plan: Medium-Density Townhomes (15 units/acre) (62 acres)
Chatham Sq Alexandria, VA:  
Traditional rowhouse typology flanking an 
urban square (green) in the middle.  This 
traditional neighborhood planning scheme 
should be used in the new urban-style 
rowhouse residential development in the 
lower-density housing zone.  Narrower 
units or stacked (one- or two-over-two) 
duplexes should be used for affordable 
housing units.
The medium-density housing is similar to a traditional urban rowhouse typology. These townhomes should be three to five stories in height with a top story stepback 
for a rooftop deck area, and private parking garages in each townhouse accessed by a service alleyway. This typology is ideal for affordable units where the builder can 
incorporate narrower houses (i.e., two bays instead of three or four) or stacked two-over-two or two-over-one townhomes. This urban single-family attached house defines 
the street edge with little to no front garden and no backyard. These units roughly provide the same or more return of a suburban 3-to-4 story garden apartment building 
and reduce significantly the amount of land consumed by open-air surface parking and infrastructure. With community in mind, small pocket parks and interior parks should 
be provided since there are no private yard spaces. This townhouse typology in the first, low-intensity alternative scheme is estimated to provide 15 dwelling units per acre 
when factoring in multiple urban parks intermixed with the housing.
This area is designated as a lower-density housing typology in order to allow for a mix of housing typologies within the site, and to function as a possible contingency in the 
event of a housing market shift or downturn. The zone is perhaps less desirable to developers than other areas within the site, as there are areas on the site with superior 
highway access and higher visibility.
A vertical mix of uses like the building shown 
in figure 16 is appropriate for the Mixed-Use 
zone at McGaw and Snowden River Parkway.  
The low intensity plan provides the option to 
have up to four floors of residential dwelling 
units (one and two bedrooms) above one 
floor of retail uses. However, it recognizes 
the possibility that not much retail will be 
supported on the site initially, thus smaller 
buildings like this one in Denver, Colorado 
are proposed to build-out the first phase 
of development on the site at this crucial 
intersection.
The mixed-use zones of the low-intensity alternative scheme incorporate both horizontal and vertical mixing of uses. Large five-story buildings (stick on podium construction) 
will be built on the corner of the new McGaw Road and along Snowden River Parkway with the orientation toward each of those streets.  A service alleyway will be built 
behind the buildings for utilities, trash, and structured garage parking for the residences, their guests, and retail visitors. The first floor will be for retail uses with four levels 
of residential use above it. These buildings will define the street edge with a tree box zone (which incorporates benches, trash cans and street signs) at the curb of Snowden 
River Parkway, a pedestrian zone on the sidewalk, and a cafe zone for tables. In this mixed-use zone, it is also appropriate to not only use a vertical mixing of uses, but to 
also have exclusively residential apartment buildings that reduce the build-out square footage of retail but increase the number of residents to support the retail placed along 
McGaw.  These apartment buildings will also be built stick-on-podium, with parking and amenities such as meeting rooms and fitness centers for the residences above.
In terms of developable area, 95% is designated for residential use, with the remaining 5% reserved for retail use. The retail space is envisioned to be a mix of traditional 
retail, providing basic services and entertainment to the extent that can be sustained by new residents and workers, and if the economy allows, a hotel.
Figure 15: Townhomes at Chatham Sq, Alexandria VA ; Source: http://cnu.civicactions.net/resources/projects/chatham-square-2007 Figure 16: Mixed-use project at Canyon Boulevard , North Metro Area, Denver Colorado ; Source: http://www.denver-cityscape.com/photo4.html
32 33
III A.  Low-Intensity Plan: Office (36 acres), Industrial/Flex (64 acres) and Open SpaceIII A.  Low-Intensity Plan: Office (6 acres)
Jerome J. Parks, Annapolis, MD.  The low-intensity scheme 
proposes urban office buildings along the extended McGaw 
Boulevard.  These buildings are not surrounded by parking, rather 
they are surrounded by urban squares, retail, residential buildings, 
and parks.  The typology shown in figure 17 is a vertical mix of 
retail use on the first floor and office uses on the top four floors.  
This office building typology should promote discussion about 
how the highest density housing units might provide enough 
residences on the site to support retail in one or two office 
buildings that are added to the North of the site. Another option is 
to permit one level of retail, one to two levels of office, and two to 
three levels of residential uses in the same building in this zone.
The zone designated as Office includes Class A office buildings, with an estimated floor-area ratio of 2.5. Currently, the site has many suburban-style office buildings built out 
that are surrounded by large surface parking lots due to a minimum number of parking spots per square foot of office space.  This building typology is not recommended for 
this zone; instead, three to four levels of office floors will sit above a first-floor (ground-level) parking lot and lobby, with potential interior square footage on the street front.  
Another option is to build five-story office buildings with structured parking behind them that is shared with adjacent residential buildings. This higher-density office typology 
will blend in with the neighboring high-density residential buildings, and will be easily accessible by the proposed site access improvements. Future office development in the 
south of the site (inside the Gateway loop road and south of it) should have this building typology instead of permitting the development of many low-rise buildings with high 
minimum parking requirements.
Industrial/Flex (re-use) (64 acres)
The zone designated as industrial/flex will host adaptive reuse of industrial 
buildings and will be the site of new industrial tenants. A Tax Increment Financing 
district is encouraged, in order to spur industrial redevelopment. As part of 
the Innovation Core, this zone will host permanent business accelerators and 
incubators, with month-to-month or short annual leasable space, as well as 
shared amenities. 
Office (re-use) (36 acres): The zone designated as Office (re-use) on the south side 
of McGaw will utilize the existing office and industrial buildings for the remainder of 
their lifespan in a flexible manner that allows for a variety of office and retail uses. 
Also proposed is adaptive re-use of warehouse buildings within the zone. The re-use 
of industrial space by the company Earth Treks will be a precedent for further re-use. 
As part of the proposed Innovation Core, the goal is to attract more tenants looking to 
creatively adapt the existing space, as well as to spur engagement and collaboration 
through programming and the provision of public space between buildings. 
Open Space (14 acres)
The site plan for this low-intensity alternative allocates approximately 14 acres of parks 
and green space (not including smaller pocket parks or public spaces contained inside 
other zones). The majority of this green space constitutes the Boulevard Park, a park 
that sits in the middle of the McGaw Road extension. Many of the current matured 
trees should remain on the site and line each side of the street with bike/jogging paths, 
squares, furniture such as benches, trash/recycle bins, features such as fountains, and 
other shrubs and plantings. The planned residential, retail, and office redevelopment 
will generate a significant amount of pedestrian activity along McGaw. The park will 
not only serve as an amenity for new residents and workers, but will also function 
as a traffic-calming device. Bikers and pedestrians can utilize a shared path through 
the length of the park, reducing congestion and pressure along McGaw. An additional 
green space is located within the Innovation Core, along the traffic circle. This park 
will serve as a shared public space for workers, in order to encourage interaction and 
collaboration among different companies. The park may also be home to programmed 
events and activities for workers. 
Figure 17: Three Park Place- Annapolis, MD, Bignell Watkin Hasser Architects; Source:http://www.bigwaha.com/?avada_portfolio
                =three-park-place-annapolis-md-2
Figure 18: Outdoor seating for open space; Source: Unkown
Figure 19: A shared public space for employees; Source: Unkown
34 35
III A.  Low-Intensity Plan: Innovation CoreIII A.  Low-Intensity Plan: Areas Outside of the Development “node”
• Any new development outside of the low-intensity development node should have 
a floor-area ratio of at least 1.0. This will encourage higher densities and the use of 
structured parking;
• All new office space development should include the provision of shared public 
outdoor space, designed in such a way as to encourage public gatherings and play 
host to programming events amongst various tenants;
• Any new development that is of a higher density than existed previously on the site 
must be accompanied by improved site connectivity in the form of new connector 
roads and bicycle and pedestrian paths;
• Roads throughout the site should transition to a “Complete Streets” typology, in 
which roads become equally functional and accessible for all modes of transit 
including vehicular, bicycle, pedestrian, and public transit;
• New bicycle and pedestrian paths throughout the site should connect to the regional 
Howard County trails network.
If a given parcel outside of the designated Low Intensity Core is targeted 
for development by a developer, the Low Intensity plan has a set of 
recommendations for development based upon existing literature and case 
studies. These recommendations are not meant to radically alter the current 
pattern of development, which would be considered more of the purview of 
the Medium to High Intensity Plans. Rather, this alternative suggests changes 
that could be made incrementally, cheaply and with great positive benefits 
to the site. The current development patterns that exist towards the southern 
and eastern edges of the study area are typical of suburban office parks that 
were developed in the 1980’s and 90’s. These sites are characterized by large 
single use office buildings separated by expansive parking lots with a lack of 
pedestrian infrastructure, attractive land uses and overall character. In order 
to facilitate a more cohesive, connected and vibrant community where office 
spaces currently exist, if development were to occur in these areas it would be 
optimal for developers to adhere to the following loose recommendations.
Pedestrian-friendly plazas and paths link the boulevard park to residential and commercial 
developments and also serve as additional gathering spaces that can be flexibly used for 
publicly or privately sponsored events. Connecting elements of this nature might be included 
as bonus features alongside new developments, but Howard County might wish to proactively 
provide amenities like the pictured University of South Carolina (figure 21), to promote and 
accelerate development and to create much-needed areas for relaxation, reflection, and 
recreation within the Columbia Gateway.
Other nearby facilities are prominently featured in the Core and function as innovative 
demonstration projects, such as CIRQL and the creatively re-used warehouse that currently 
houses the Earth Treks rock-climbing facility and top tenants like AT&T, Nationwide, SAIC, 
and Cigna. Extending these physical spaces or launching new catalytic projects in the Core’s 
vicinity will continue to cement its reputation as the innovative heart of the Gateway, Columbia, 
Howard County, and Maryland itself.
The Core area also overlaps with an existing industrial area, which plays host to the large Jack & Jill ice cream distribution facility and other space used by PepsiCo. Since 
these are successfully utilized industrial parcels that border some of the older flex properties, the low-intensity plan recommends ongoing industrial zoning and land use, with 
a specific zone carved out as a high-tech industrial TIF district. This would allow and incentivize modern manufacturing and similarly productive uses to maintain and solidify 
their position within the Gateway’s innovative ecosystem, either by renting and using the flex buildings as they were intended or retrofitting and/or building new industrial 
facilities. A TIF district of this nature was also recommended to protect industrial uses near the Fulton Market Innovation District of Chicago and was recently requested to 
support future development by Howard Hughes in downtown Columbia. Some of the industries that might benefit from this designation and the retention and rebuilding of 
industrial facilities are:
• Robotics or computers;
• Precision engineering and nanotechnology;
• Aeronautics parts and assembly;
• Pharmaceuticals;
• Craft food/beverage.
A TIF district would also protect a diverse base of jobs and economic productivity for Columbia and Howard County, in one of the last remaining industrially zoned areas with 
development potential. It allows the Gateway area to further maintain a distinct industrial advantage vis a vis other development areas like Columbia’s downtown. Overlay 
zoning may also prove useful to distinguish the Core from its surrounding and other employment and activity centers within the county.
Figure 21: University of SC, SASAKI; Source: http://www.sasaki.com/project/35/universi  
                ty-of-south-carolina-innovista-master-plan/
Figure 20: Public Space Rendering, Envision Alachua (Gainesville, FL), SASAKI; Source: Unknown
One concept to explore is the AT&T Foundry, an acceleration center that leverages collaborative 
environments and technological expertise to fast-track ideas into the marketplace. Currently, 
Foundry centers exist in six locations around the country and in Israel, each with a specific 
innovation theme (i.e. cybersecurity, software, healthcare, automotive, ‘Internet of things’). Given the presence of AT&T Government Solutions in a large flex/office 
warehouse that currently sits within the Core district, it may be possible to incentivize the multinational company to convert its facility into the first Northeast-based Foundry, 
conveniently located in Baltimore-Washington’s attractive high-tech market.
36 37
III A.  Low-Intensity Plan: Innovation CoreIII A.  Low-Intensity Plan: Innovation Core
Physical Improvements and New Developments:
While the low-intensity plan leaves much open to market forces, a general guideline would be for priority to be placed on redeveloping older properties within or close to the 
Core, in order to accommodate and facilitate new innovation activity. One of the County’s main priorities within the Innovation Core should be developing a new home for 
county, state, nonprofit, or private institutions that support entrepreneurs and startups. Given the relative compactness of the innovation district in this scenario, it is especially 
important to consolidate resources located outside of the site area into a more central location or even under one roof. This includes the MCE, iCat, ACT, HTC, BRC, and the 
Center for Business & Technology Development. By physically linking these facilities with players inside of the Gateway---such as HCEDA, Leadership Howard County, the 
Columbia Workforce Center, and TEDCO, among others---the Innovation Core can function as intended without requiring any other major physical disturbances to the site. The 
low-intensity scheme suggests a phasing process that incorporates this recommendation as immediately as possible while also attracting and developing other concepts into 
the Core area, such as:
• New office space that is available for short-term leases or in customizable sizes (i.e. renting by desk);
• A flexible “hall” building that can be used for regular indoor programming, with rentable auditorium or banquet space, a visitor information center or kiosk, daytime dining 
options at a cafe or lunch counter, or other informal gathering spaces;
• Private coworking space providers like WeWork and Cove;
• Makerspace, studios, and labs with complimentary amenities such as digital tools, machines, electronics, weekly office hours with discipline mentors, on-site visits and 
demonstrations, and other resource and tool sharing --- these can be partially member-funded with matching funds from public, private, or nonprofit resources;
• A small project/technology demonstration area that can be used by innovators in the Gateway to show off prototypes and new products.
The South Lake Union Discovery Center 
shown here in figure 22 is a small-scale 
facility centrally located in Seattle’s innovation 
district. A similar concept could operate as a 
featured ‘third space’ in Columbia Gateway, 
with possible event or gathering room, day-
time dining at a coffee shop or lunch counter, 
a technology/project demonstration area, or 
an information center for visitors.
The innovation district is a “Core” area situated in the center of the site, where a mix of recommended land uses converge and the built-out office park area along Columbia 
Gateway Drive intersects with the future development areas formerly occupied by GE and other primarily industrial uses. The Innovation Core will be in reasonable proximity to 
“anchor” candidates like USRA and UMBC. However, the low-intensity innovation district is designed to function without a distinct anchor as the bulk of its activity would be 
driven by the eclectic group of corporate, nonprofit, and public entities that already populate the Gateway, along with new residents and an influx of small firms.
The Core is characterized by street activity in and around public 
spaces, including the southeastern edge of the future Boulevard 
Park. The open space areas that fall within the core area can be 
utilized for official programming such as farmers markets and 
other pop-up retail, fitness classes, outdoor movie screenings, 
and concerts. These opportunities would attract employees and 
residents and can serve to extend the Gateway’s active hours 
beyond the workday. Stormwater management elements could be 
incorporated as attractive design features, as in figure 23, which 
shows an open space rendering in North Carolina’s Research 
Triangle Park.
Figure 22: South Lake Union Discovery Center; Source: https://www.discoverslu.com/about/
Figure 23: Park Center, Research Triangle Park; Source: http://www.rtp.org/about-us/park-center/
38 39
III A.  Low-Intensity Plan: Transportation: Bicycle and Pedestrian ImprovementsIII A.  Low-Intensity Plan: Transportation
Low intensity transportation options emphasize improving accessibility to and within the site.  Transportation would include adding two new access points to the site to 
improve congestion issues while also adding complete streets elements throughout the site to improve the travel experience for all users.  We hope to limit the need to use 
SOVs within the site by improving infrastructure for pedestrian and bike users based on NACTO’s complete street design guidelines.  
The goals of this transportation plan are:
• Reallocating existing street space/implementing a road diet Columbia Gateway;
• Improving pedestrian connections to the new innovation core, provide wayfinding to attractions/entertainment with walking distances included, improved pedestrian 
crossings with islands and bump outs and other infrastructure to ensure pedestrian safety and comfort;
• Traffic calming throughout the study area to facilitate the flow of both cars and pedestrians.
In order to remedy the existing congestion problem 
within the site, the Low Intensity plan recommends 
the extension of Route 108 to John Mcadam Drive. 
While this investment would present a challenge with 
the signalization of the existing intersection and its 
relative proximity to Interstate 95, the addition of a 
point of entrance and egress from the site would relieve 
congestion leaving Columbia Gateway Drive at the 
existing Route 175 ramps. At minimum, the addition of 
an exit ramp from John Mcadam Drive onto Route 175 
eastbound would greatly aid in alleviating the afternoon 
congestion at rush hour.
A second access point into the study site would be the 
extension of McGaw Blvd from its current terminus at 
Snowden River Parkway through the center of the site 
to terminate at a planned traffic circle that would adjoin 
to Columbia Gateway Circle. While entering the site 
from Snowden River Parking onto McGaw Blvd, the 
extended street would split and parallel the park area 
as well as the planned Mixed Use and Office zones. 
Branching off from McGaw Blvd would be a number of 
streets extending into the Townhouse, Mixed Use and 
High Density zones in order to create a more gridded 
street pattern. This would aid in facilitating pedestrian 
travel via smaller block lengths, provide additional 
venues for traffic to dissipate through the site and 
encourage a more livable, urban environment.
Future consideration ought to be given to the existing CSX line which runs parallel to the Columbia Gateway study area. The conversion of the line to a share used Rail-
to-Trail pedestrian and bike path is an attractive option. Connecting the Columbia Gateway center and the surrounding communities to points south with a pedestrian path 
would aid in facilitating countless car free trips in a much more cost effective manner.
Within the study site, there is currently a severe lack of connectivity between the isolated sidewalks and parcels, forcing individuals to utilize their vehicles to complete 
even the shortest trips. The Low Intensity Plan recommends that connections between these fragments of sidewalks plus significant investments in shared use paths, 
sharrows and other pedestrian oriented infrastructure be made immediately. More specifically,  Robert Fulton Drive and Columbia Gateway Drive need to have contiguous 
pathways along the street right of way connecting to planned sidewalk and shared use paths. 
In order to help activate the extension of McGaw Boulevard, wide sidewalks and sharrows are necessary to aid in attracting visitors to explore the mixed use areas, 
facilitating commercial activities that do not require vehicle use and increasing interactions of individuals as elaborated upon in the previous Innovation District section. 
McGaw Boulevard will be bisected by the strip of open space, with one direction of traffic on each side. There will be three lanes of traffic per side, with a lane of street 
parking. A shared bicycle/pedestrian path will run through the Boulevard Park, in order to further alleviate congestion along McGaw. 
Figure 24: Low Intensity Plan Street Network; Source: Author’s Diagram on base layers from County GIS
Figure 25: Low Intensity Plan, McGaw Boulevard Extension 1; Source: Section generated from streetmix.net/ Figure 26:  Low Intensity Plan, McGaw Boulevard Extension 2; Source: Section generate from streetmix.net/ 
40
PAGE INTENTIONALLY LEFT BLANK
III A.  Low-Intensity Plan: Transportation
McGaw Boulevard and the road extensions into the site will contain significant amounts of parallel parking along both sides of the street in order to mitigate the necessity of 
having excessive surface parking for businesses to attract customers. These spaces ought to have a maximum of 2 hour parking limits during business hours in order to 
increase the turnover of spaces and allow for high utilization.
While the townhomes in the study area will have ground level parking and the commercial streets will contain parallel parking, in order to satisfy parking demand the Low 
Intensity Plan recommends the construction of two structured parking garages. One of the structures should be located within the Mixed Use area just to the south of McGaw 
Boulevard while the other would occupy space within the High Density area just off Snowden River Parkway. Each of the structures should be no less than three levels tall 
and occupy an acre of land a piece. While such investments may seem costly and infeasible considering the current land use patterns, the Low Intensity plan will generate 
significant parking demand between the office and commercial uses. If the Low Intensity plan may transition to the Medium Intensity plan over time, such parking structures 
would be ideally located to sate the need for parking. 
Table 10 displays the parking requirements given the amount of new residential, retail and office development. This Plan assumes that parking requirements will be reduced 
for Columbia Gateway due to the implementation of Transportation Demand Management strategies. The Howard County Municipal Code grants a 20% minimum parking 
requirement reduction based on a “Trip Reduction Plan” to be approved by the Maryland Department of the Environment. 
Table 10: Low Intensity Plan: Parking Requirements; Source: Author’s Information
42 43
III B.  Medium-Intensity Plan: Opportunities and ConstraintsIII B.  Medium Intensity Plan:  Columbia’s “Gateway” to Innovation
Key Elements
• Subdivide all the larger parcels into smaller ones and tie in all the different uses together;
• Create access to Gateway which includes MD 108 connection, Snowden River Parkway connection, 
and McGaw extension. Create internal shuttle service to reduce dependability on cars and reduce the 
number of trips. The transportation plan also includes bike share access throughout the study area;
• Build a mixed-use medium/high density along Robert Fulton Dr, next to the brownfield parcel on the 
southeast side of McGaw, along Snowden River Parkway to be subdivided into two parcels - a hotel 
and a high density mixed use area;
• Create an innovation trail to make the area more walkable and pedestrian friendly. The trail will extend 
from Columbia Drive to McGaw;
• Retain industrial building with Earth Treks and AT&T but develop the adjacent area to create 
a community space. The flexible space can be used for community activities such as festival 
celebrations, farmer’s market, food trucks (during peak hours) and other pop-up retail, as well as 
landscaping to promote social activities (e.g. Cortex Commons Innovation District); 
• Utilize the area enclosed by Columbia Gateway Drive as a collaborative office space with education 
institution, research firms, incubator spaces and tie them all together;
• Encourage existing institutions to build on their current presence by opening of surrounding leasable 
space/ land for redevelopment through zoning.
Vision
The medium density plan envisions creating 
an innovation district by building on the 
existing assets to create a balance of jobs and 
housing. This new development will include 
a variety of employment opportunities with a 
mix of international and national corporations, 
national associations, centers for advanced 
technology, research and development 
companies as well as local services. It aims 
to attract millennials and families by providing 
diverse housing, as well as a broad mix of 
regional retail, local retail and recreational 
amenities, creating a sense of community and 
giving it a unique character.
Constraints: 
• Lack of residential use; lacks a of sense of community;
• Lack of walkability and biking in the office park, due to lack of sidewalks; 
pedestrian connectivity might prove to be one of the biggest constraints in 
transforming this office park into an innovation district;
• The contaminated Brownfield site which cannot be used due to treatment 
infrastructure;
• Absence of a gridded and connected network of secondary roads;
• Lack of employee dedicated services;
• Large parcels with less connectivity requiring subdivision;
• Possible competition with Columbia housing and retail market;
• Utility capacity and infrastructure improvements;
• Impervious surface of existing surface parking lots;
Opportunities:
• Location and visibility of a portion of the GE site;
• High current and future housing demand in Howard County;
• Number of vacant industrial properties and surface parking lots which can be 
utilized for redevelopment;
• Successful industrial site with existing businesses such as AT&T and Earth 
Treks;
• Existing facilities at Snowden Square which features theater area, retail and 
Lifetime Fitness;
• Institutional presence in Gateway Office Park such John’s Hopkins,  University of 
Maryland Baltimore Campus and Howard Community College;
• The CIRQL which is an existing innovative office space that offers shared 
collaboration areas and amenities;
• Large parcels and consolidated ownership for land;
• Possible development of employee dedicated retail and shared recreation facility 
in proximity of office areas of the park;
• Loop roads within the site for an intra-campus shuttle service in the Office Park.
Figure 27: Medium Intensity Plan: Concept diagram; 
Source: Author’s Diagram
Figure 28: Gateway Constraints Diagram; Source: Author’s Diagram on base layers from County GIS
Figure 29: Gateway Opportunities Diagram; Source: 
Author’s Diagram on base layers from County GIS
44 45
III B.  Medium-Intensity Plan: Plan InformationIII B.  Medium-Intensity Plan: Land Use
In determining land use options for the medium plan, we looked at a variety of aspects and came up with certain options. The land use plan creates a sense of connectivity 
through developable area.  The following pages give a description of the various uses and images of the uses that could potentially exist within the Columbia Gateway Site. 
Table 11: Medium Intensity Plan Summary; Source: Author’s Information
Figure 30: Medium Intensity Plan Land Use Diagram; Source: Author’s Diagram on base layers from County GIS
Table 12: Medium Intensity Plan: Proposed New Residential Development; Source: Author’s Information
Table 13: Medium Intensity Plan: Proposed New Commercial & Office Development; Source: Author’s Information
46 47
III B.  Medium-Intensity Plan: Plan InformationIII B.  Medium-Intensity Plan: Plan Information
Notes:
• Average Household Size chosen as per what best represents millenial and young family population households. as per estimates from Downtown Columbia 
• 80 % of total acres is developable; the remaining 20% may be considered to include steep slopes, new roads, recreation etc. (Page 16, Columbia Gaterway Traffic 
Assessment, Sabra. Wang & Associates, Inc)            
• For mixed use development it assumed that 95% will be residential and max. 5% retail. Given the existing retail on site and projected lesser market for retail (Market 
Study) only 5% retail has been assumed in mixed use development
• High density mixed use parcels are assumed to have a density of 40 DU/ acre, Medium Density apartment parcels are assumed to have a density of 30 DU/ acre and 
Medium Density Town Home (TH) parcels are assumed to have a density of 14 DU/ acre. (Table 3-1 Planner’s Estimation Guide 2000)   
• General Office Area / employee = 416 sq. ft (Planner’s Estimation Guide 1999)
• Total Gross Hotel Area per Guestroom = 750 (For a mid-rise 5 story Convention Hotel) (Planning & Programming of a Hotel, Cornell University School of Hotel 
Administration, 2011)
• Sq ft area/ employee for Lodging services = 1124 (USGBC 2008, U.S. Dept. of Energy Data)
• Number of employees High Turnover (Sit-down restaurant)= 100 (USGBC 2008, Institute of Transport Engineers Data)
• Number of jobs estimated = (sq.ft /416) or (# of employees reported in CoStar Data) whichever is greater
• Expansion of institutional facilities have been proposed (Factor of 2 Arbitrary Number for proposed sq ft and number of jobs)
• Sq. Ft / employee in Higher Education Institutions assumed close to High School Sq,ft/ employee= 1587 (USGBC, ITE Data0
• For Innovation center proposed number of jobs : Sqft/ Employee for high tech manufacturing =466 (Planner’s Estimation Guide 1990)
• For Fox Run Research Business Center for proposed # of employees Sq. Ft/ Employee = 406 (for Research & Development facility USGBC 2008, ITE Data) 
• Student Generation Rates for Multifamily apartments for high-density mixed use apartments ( 0.06-ES, 0.025-MS and 0.033-HS) (Expected numbers for multifamily 
high-rise units 5-stories or more, HoCo memo Date July 25 2016) , for Medium Density apartments (0.101- ES, 0.045- MS and 0.036- HS) ( Ho Co Avg yeilds for new 
multi-family units) and for medium- density THs ( 0.0735- ES, 0.0630- MS and 0.0735- HS) (Planner’s Estimating Guide estimates for 2020) 
• 100 Sq Ft / Student (Planner’s Estimating Guide, 2000)
• Neighborhood Park - 2 acres & Community Park- 6.50acres per 1000 residents (Planner’s Estimating Guide, 1963)  
   
   
   
Table 14: Medium Intensity Plan: Proposed Commercial & Office Redevelopment/ Reuse; Source: Author’s Information
Table 15: Medium Intensity Plan: Impact on Schools; Source: Author’s Information
Table 16: Medium Intensity Plan: Proposed New Amenities ; Source: Author’s Information
48 49
III B.  Medium-Intensity Plan: Townhomes (14 DU/acre, 17acres)III B.  Medium-Intensity Plan: Mixed Use (40 DU/ acre) 
Mixed Use High Density: (40 DU/ acre, 98 acres)
The mixed used high density residential land use would encompass four to six story apartment buildings with the ground floor being commercial. This area would be along 
the McGaw Road extension. This would allow the area to increase the number of residents within Columbia Gateway while creating an activity hub along the one of the main 
thoroughfares on the site and would be highly walkable for the residents in the area. 
Figure 31 is from a student resident 
hall/mixed used facility in Eau Claire, 
Wisconsin. The plan proposes 
4-6 floors of studio to 2 bedroom 
apartments. Retail may include but 
is not limited to eateries, cafes, 
cleaners, salons/barbershops, 
clothing stores, bars or specialty 
boutiques. 
Moderate Density Townhomes: (14 DU/ acre, 17 acres) 
This site would implement single-family attached townhomes. It would bring more families into the area that may still want to be a part of the activity hub in the area.  Families 
or singles alike would be able to enjoy the shopping along the main street as well as the greenspace areas. The townhomes could also be a part of the county’s Moderate 
Income Housing Unit (MIHU) policy, in which 10% of the residential units are required to be affordable to households within the moderate-income threshold. Townhomes 
additionally carry the benefit of giving families more options outside of apartment-style housing. 
Townhomes in the community would include 
three to four levels with rooftop terraces. 
Parking may be on-the-street or in attached 
garages. Figure 32 is a concept image taken 
from Knuston development in Brambleton, 
VA.  This development provides families 
and singles with entertainment space that 
would otherwise be limited due lack of a 
large yard space in higher-density apartment 
developments. 
Figure 31: A  student resident hall/mixed used facility in Eau Claire, Wisconsin; Source: http://www.commonwealdc.com/property.phtml/downtown_eau_claire_ 
                wi_54703/
Figure 32: Knuston Townhome Development in Brambleton, VA; Source: http://www.brambleton.com/townhomes/
50 51
III B.  Medium-Intensity Plan: Hotel (16.1 acres)III B.  Medium-Intensity Plan: Apartments (30 DU/acre, 24 acres)     
Medium Density Apartments: (30 DU/ acre, 24 acres)
Medium density apartments would provide a happy medium between being in a more urban style housing type such as the mixed-use apartments without owning a 
townhome. The units will be located to the back of the current shopping development and the new McGaw Road extension.  These large 2-3 bedroom apartments would 
be 2-3 floors and have large windows for a more airy feel.  The buildings could be equipped with a lobby area as well as small community room for residents. This would 
give the residents an opportunity to have a gathering space if the building does not come with balconies or an outdoor convening space. The building could possibly 
accommodate levels of structured parking or have split level parking as shown in the above image. 
Figure 33 shows design options for new 
development in Avondale, Arizona. The apartments 
would offer more space to accommodate families, 
empty nesters, or millennials that may be used to 
the greater amount of space that suburbia often 
offers. Retail is not appropriate in this area due to 
scale and parking. 
Hotel Space: (16.1 acres)
A hotel would be important to accommodate out of towners visiting firms and institutions within the area as well as guests of local residents. This plan proposes a smaller 
hotel chain such as an Aloft or LeMeridian with about no more than 150 rooms. This option would be a best fit for the area given the presence of competing hotels nearby, 
location, unforeseen economic forces, and consistency of the community’s design and scale. These include but are not limited to amount of competing hotels within the area, 
location, unforeseen economic market forces and  community design scale consistency. 
Figure 34 is from the Aloft hotel in Norfolk, Va. It has 136 
rooms, a 24-hour fitness center, an indoor swimming 
pool, meetings rooms, a business center and more. 
The hotel would be positioned off of Snowden River 
Parkway and would visible from MD-175 as well.  It 
would be a step up from the local hotels in the area, 
providing an affordable luxury option.  The hotel could 
have surface parking or parking that could be supported 
by an adjoining parking structure with the mixed use high 
density apartments nearby. 
Figure 33: New apartment development in Avondale Arizona; Source: Unknown
Figure 34: Aloft hotel in Norfolk, Va; Source: http://www.aloftchesapeake.com/ 
52 53
III B.  Medium-Intensity Plan: Community Space (3 acres)III B.  Medium-Intensity Plan: Office (15.6 acres) 
Midrise Office Space: (15.6 acres)   
Although the Columbia Gateway has plenty of office space, adding newer and updated office space may attract more firms and businesses into the area. This could be used 
as “standard” office space or more creative spaces for firms to collaborate. 
 
Due to the amount of surface parking within the area, a parking structure may not be necessary. The other parking zones on site may also support the need to not add 
parking around the office space. Future office development within this area should use this style of office structure and not the low-rise building structures currently in 
Columbia Gateway.
Figure 35 is a concept image 
of the Southwest Educational 
Development Laboratory 
Headquarters in Austin, Texas; 
a three level office building with 
reception area, conference room, 
meeting rooms and open space 
concept for cubicles. 
Community space: (3 acres) 
The community space within Gateway should include an elementary school/community center. 
Figure 36 is from the Stoddert Elementary School & Community Center in Washington DC designed by Perkins Eastman. This school facility has been designed for after-hours 
use by the community and houses the offices of Parks and Recreation. 
Figure 37 is from proposed development for Central Park in Mishawaka, Indiana. It consists of a playground area and water features. These spaces are an example of how 
building open space can also be used as a social space. 
Figure 35: Southwest Educational Development Laboratory Headquarters in Austin, Matdor Project Solutions; Source: http://matadorps.com/southwest-educational-devel        
                opment-laboratory/opment-laboratory/  
Figure 36: Stoddert Elementary School & Community Center in Washington DC, Perkins Eastman; Source: http://www.perkinseastman.com/pro
                ect_3405952_stoddert_elementary_school_community_center
Figure 37: Central Park Mishawaka, Indiana; Source: http://sandiego.eater. 
                com/2014/2/13/6279933/beer-garden-coffee-food-trucks-more-fill- 
                quartyard  
54 55
III B.  Medium-Intensity Plan: Innovation TrailIII B.  Medium-Intensity Plan: Open Spaces (18.4 acres)
Gateway Commons
Greenway
Greenway: (5.59 acres)
Figure 38 is a proposed concept for the Isles Residential area in Canada. It includes 
a bikeable pathway and greenspace for a community garden and seated areas with 
furniture such a benches, tables, and trash/recycling bins. Such a greenway may 
also feature other things such a fountains or water features, and planting and trees for 
shade.  A greenway for Gateway would go between the high density apartments and 
the medium density apartments. It would bridge the lower density residential units and 
the higher density residents units, while connecting the area through the proposed plan 
from one end to other. It would connect the residential area with the office community 
around the loop road. 
This area would reduce some of the congestion on McGaw Road by allowing people 
to possibly walk or bike to work if they lived in the area or if not, to have lunch there.  
The area would contribute to livability in Gateway. It would create a unique use of 
greenspace that would otherwise be filled with trees and/or shrubbery.  It would provide 
an opportunity for the population to lead healthier lifestyles by creating a walkable and 
bikeable environment. 
Gateway Commons: (12.9 acres)
The Gateway Commons would consist of the green space between the two boulevards 
that connect the McGaw Entrance to Columbia Gateway Drive.  The commons will 
consist of a variety of different uses. These may include a farmer’s market, movie 
screenings, eating areas and parks 
Figure 39 is from the Commons space at the Cortex Innovation District in St. Louis. 
Columbia Gateway currently has multiple small institutional and training facilities. The 
absence of a major anchor institution is one of the major constraints in development of an 
innovation district in this area. The site also lacks a single large business that can act as an 
anchor for this district. 
Taking into consideration the absence of  such major anchors, the medium intensity plan 
focuses on increasing physical and social connectivity between the existing firms, as well 
as creating collaborative office spaces and open spaces. The plan also introduces unique 
programs that will act as common amenities for employees within the Gateway site.
The Innovation Trail system will have a characteristic landscape encouraging people to bike, 
walk or take electric golf cart shuttles to access amenities, social spaces, institutions and 
businesses around it. Following are the main facilities proposed along the Innovation Trail.
1.  Gateway Employee & Business Facility:  
This facility includes different employee recreation services (indoor sports), common 
dining area or food court, diverse types of networking spaces (cafe, restaurants, 
meeting and conference spaces, other event spaces) and state of the art open spaces. 
The building is essentially a smaller scale version of spaces like Park Center at Research 
Triangle Park and Googleplex at Mountain View. Figures 40 and 41 illustrate the food 
court and bowling alley facility at Googleplex Mountain View. These are few of the 
amenities on the Google site. 
Figure 38: Isles in Residential Areas, Ottawa River, Windmill Development Group; Source: http://ottawacitizen
                com/news/local-news/algonquin-panelists-to-debate-zibi-project-at-arboretum-festival
Figure 39: The Commons, Cortex Innovation District; Source: http://cortexstl.com/the-district-old/innov
                 tion-centers/
Figure 40: Cafeterias at Googleplex, Mountain View; Source:    
                http://www.bizjournals.com/sanjonews/2013/07/11/ 
                mountain-view-restaurants-googles.html
Figure 41: Bowling Alley at Googleplex, Mountain View;
                Source: Author’s Photograph
Figure 42: Medium Intensity Plan, Innovation Trail; Source: Author’s diagram on base layers from County GIS
56 57
III B.  Medium-Intensity Plan: Innovation Trail III B.  Medium-Intensity Plan: Innovation Trail
2.  The Innovation Center: 
The Center will include maker space, workshops and lab spaces that can be 
rented by the hour, day and month. These spaces will attract new programming 
facilities to house start-ups and other small businesses.
Figure 43 shows the Maker Space at KOIL workplace in Kashiwa-shi Japan by 
Naruse Inokuma Architects. A maker space  facility usually includes shared use 
of  fabrication equipments like laser cutters, 3D printers, CNC machines and 
other prototyping machines. 
3.  The Tech Square: 
The Tech Square will include existing and new tech-related training institutions 
and services with common open space. UMBC Training Centers is located 
here and a considerable expansion is proposed for UMBC programs in order to 
develop this space as a center for tech skill learning and business development 
in the Area.
Figure 44 shows an actual Tech Square developed at Georgia Tech. This space 
at Scheller College of Business helps to bring together professionals in business 
and technology at Georgia Tech. 
4.  Fox Run Research Business Center: 
The Center will be the home of existing Universities Space Research Association 
along with other new research businesses requiring workshop/ lab space.
Figure 45 depicts spaces that house small research businesses. These spaces are 
usually a mix of office and workshop space. They tend to occupy flex office areas 
which are usually separated from other businesses. Having a new center offering 
similar spaces to house multiple small research businesses and including common 
areas may increase collaboration among start-ups.
5.  The Incubation Center: 
Further developing the innovative activity in CIRQL involves adaptation 
of existing buildings into short and long term rentable office spaces with 
collaboration areas and incubator spaces.
Figure 46 shows the shared common area of CIRQL located at 7134 
Columbia Gateway Dr. This facility also contains small and large office 
rental spaces, and meeting rooms and spaces with group seating and 
white boards for collaborative work. These incubation spaces have different 
layouts catering to both large and small groups.
6.  Business Training Hub: 
The site already includes the Howard Community College Charles I Ecker 
Business Training Center which can act as an on-site hub for short and long 
term business training. Hence a considerable expansion has been proposed 
which can be achieved by consolidating surface parking. This will create 
space for new buildings and open space. The existing county office may be 
shifted to a different location.
Figure 47 is from University of the District of Columbia. It has a green court 
surrounded by campus buildings. The court acts as a great interaction space 
for the campus.
Figure 43: Maker Space’ KOIL, Japan; Source: http://www.designboom.com/architecture/naruse-inok
                ma-architects-koil-japan-06-27-2014/
Figure 45: A UW startup lab space; Seattle ; Source:http://www.washington.edu/           
                news/2014/04/07uw-startup-creates-underwater-robotics-with-a-human-touch/
Figure 46: CIRQL, Columbia Gateway, MD ; Source: Author’s Photograph
Figure 47: Univ. of District of Columbia ; Source: http://colleges.usnews.rankingsandreviews.com/best-colleges/dc
Figure 44: Tech Square, Georgia Tech; Source: https://www.scheller.gatech.edu/degree-programs/ 
                 undergraduate/admissions/visit.html
58 59
III B.  Medium-Intensity Plan: TransportationIII B.  Medium-Intensity Plan: Transportation
The current transportation system of the Gateway Office Park will not support the 
changes that this plan is implementing. The addition of residential units and a dramatic 
increase in retail will create a large increase in automobiles and pedestrians moving 
throughout the area. Not only will the current system need to be upgraded to support 
this demand, but it will also need to be expanded. 
The goals of this transportation plan are:
1. Provide easy access to the park 
2. Create a walkable and bikable environment
3. Allow easy movement of automobiles through the park
Figure 48 displays the proposed transportation plan. There will be an extension of MD 
108 that connects to Columbia Gateway Drive. This provides another access/exit point 
to the park and helps alleviate congestion at the current access points. Automobiles 
coming from I-95 and east will no longer have to use the MD 175 intersection to 
access the park. For those going to the Innovation Trail, they will not have to drive 
through a large portion of the park to access the area. The addition of this extension 
will reduce the congestion as cars exit the park, as they will no longer have to use the 
175 intersection as well. 
Major Arterial: The goal of Robert Fulton Drive and Columbia Gateway Drive will be 
to get automobiles into the park and quickly move them throughout. While most of the 
roads for this part of the plan are already created, they will require upgrades. No on-
street parking will be provided on these roadways, as the main goal is to provide access. 
Sidewalks, lined with trees and street lamps will be on both sides of the roadways to 
create a walkable environment. The roadway will need to be widened to make room for 
bike lanes. There will be a tree-lined median for the road system as well. 
Modified Minor Arterial:
 There will be two enhanced entrances to the park coming off of Snowden River 
Parkway. Snowden Square Drive will be extended and a new road beginning at 
Snowden River Parkway and McGaw Road will bring automobiles, bicyclists and 
pedestrians to the newly developed mixed use section of the park.  These entrances 
will reduce the strain on the already established access points of the park and help 
facilitate incoming and outgoing traffic.  This same road type will be implemented in 
the north section of the park to connect Columbia Gateway Drive to the mixed-use 
area. This provides visitors with another entrance and exit point to the area.
Minor Arterial: 
Two roads will be created to bisect the mixed-use area of the park. These roads will 
be utilized to bring traffic off of Columbia Gateway Drive and Robert Fulton Drive. 
These roads will provide a way to quickly get from one side of the park to another, 
a connection that is currently lacking in the park. Each direction will have two lanes 
to help facilitate the amount of travel the roads will support in order to serve the 
residential and mixed-use area. There are existing roadways for parts of these roads 
but they will need to be updated and in some cases, created. As with the rest of the 
road system, there will be dedicated bike lanes along with sidewalks. These roads 
will also offer on-street parking to alleviate parking lots and structures. 
Boulevard:
The main attraction of the mixed-use area will be the boulevard. This is where 
everything will be centered and will bring the greatest amount of people. The 
transportation system has been set up to provide easy access to this area. The 
boulevard will feature wide tree-lined sidewalks, dedicated bike lanes, on-street 
parking and a wide planting strip median. While automobiles can access the 
boulevard, it is designed to have a more pedestrian feel. Lanes are narrower than the 
rest of the park in order to reduce automobile speed in this section. Sidewalks on the 
boulevard are designed to be wider with trees providing a barrier to the roadway in 
order to encourage walking. The separated bike lanes encourage bicycle use in this 
area as well.
Figure 48: Medium Intensity Plan Street Network; Source: Author’s Diagram on base layers from County GIS
Figure 49: Medium Intensity Plan, Major Arterial Street; Source: Section generated from streetmix.net/ 
Figure 50: Medium Intensity Plan, Modified Minor Arterial Street; Source: Section generated from streetmix.net/ 
Figure 51: Medium Intensity Plan, Minor Arterial Street; Source: Section generated from streetmix.net/ 
Figure 52: Medium Intensity Plan, Boulevard; Source: Section generated from streetmix.net/ 
60 61
III B.  Medium-Intensity Plan: TransportationIII B.  Medium-Intensity Plan: Transportation
Shuttle: 
With the increase in employment and the addition of residential development, an 
internal shuttle service can provide transportation within the park. We are proposing for 
Gateway Office Park to fund this service in order to attract residents and businesses to 
the park.  As seen figure 53, the shuttle route will loop through the park and have stops 
in strategic locations to provide access to a variety of areas. The shuttle will allow those 
working in the Innovation Trail area to quickly get to the mixed-use zone of the park 
in order to access the amenities. Providing the shuttle will also allow people to park 
anywhere within the site but still have easy access to their destination. 
Bicycles and Pedestrians: 
As can be seen by the road types proposed in this plan, a large emphasis has been 
placed on walkability and bicycling.  This is something that is largely lacking in the 
current park. While there are some sidewalks, connectivity throughout the park is a 
problem. This plan makes it possible to safely walk to any area in the park on sidewalks 
or the Innovation Trail. Bicycling is something that is not supported by the current 
transportation plan. All roads for this plan offer some type of bike lane. With the addition 
of housing to the park, it is important that residents will have the ability to easily 
travel through the park. Access points to the park also have bike lanes to encourage 
employees to commute by bicycle.
Parking: 
With the extent of development in the Columbia Gateway, there will be a considerable increase in demand for parking. With the vision of creating a more walkable and bikeable 
area, the Plan proposal includes bike share and shuttle service to reduce the use of cars and congestion in the study area, reducing the demand for parking.
For parking spaces the Plan takes into account geographic, demographic and economic factors that affect parking demand. It aims to create sufficient parking, in order to 
reduce its impact on the built environment. It focuses on major development areas to create parking spaces and have higher density parking closer to major transportation 
hubs.It proposes leveraging currently underutilized areas (corners, edges, undeveloped land, etc.) for parking small cars, motorcycles and bicycles. It recommends 
maximizing the number of on-street parking spaces, for example, by using a curb lane for parking rather than traffic during off-peak periods, and designating undersized 
spaces for small cars or motorcycles.
This plan also suggests reducing the parking space size. Shorter-term parking 
requires larger spaces, but employee and residential parking spaces can be 
somewhat smaller. A portion of spaces can be sized for compact vehicles, which 
require about 20% less space than full-size stalls.
The plan proposes 5 parking zones. These zones do not represent a fixed space and 
can be expanded or reduced depending on the parking demand. The proposed zones 
are within walking distance to the proposed shuttle stops, providing easy access to 
the shuttle service. These zones are shared between different land uses to maximize 
the utilization of the space. More structured parking is proposed in place of surface 
lot parking. Parking meters can be used near commercial and retail areas to reduce 
parking demand and have a two hour parking limit to have efficient utilization of 
space.
 
Parking space: 10 ft wide, 20 ft deep, 25 ft aisle; Parking space = 200 sq. ft. + 
circulation space % = 269 spaces
Figure 53: Medium Intensity Plan, Shuttle Service Plan:; Source: Author’s diagram on base layers from          
                County GIS
Figure 54: Medium Intensity Plan, Structured Parking Zones:; Source: Author’s diagram on base layers from      
                County GIS
Table 17: Medium Intensity Plan, Parking Requirements; Source: Author’s Information
63
III C.  High Intensity Plan: Columbia’s “Gateway” to Innovation
PAGE INTENTIONALLY LEFT BLANK
Vision
This plan envisions that through the 
transformation of the physical site 
and a major collaboration effort 
between Howard County, property 
owners, firms, and other stake-
holders, Columbia Gateway can 
become a nucleus for an innovation 
community.
Connected to the McGaw Road/Snowden River Parkway entrance, an 
urban boulevard flanked by new development is envisioned to be a 
central node for activity and interaction in Columbia Gateway. 
Key Elements
• The removal of all existing GE buildings to create dense urban blocks with a network of streets that encourage 
walkability and establish a pedestrian-oriented environment; 
• Introduction of major residential development with a variety of proposed housing options;
• Proposed infill and redevelopment of existing office areas within and to the east of Columbia Gateway Drive to form 
a new Innovation District. Focus on creating walkable blocks and pedestrian areas to create a sense of place and 
interaction;
• The development of a robust road network and new transportation plan to deal with higher density land uses and a 
more active site;
• Create and define open and civic places including community gardens, plazas, and third spaces, where people are 
part of an innovative network where they can socialize and interact;
• Increasing access to the site with new major access roads to Snowden River Parkway, a new connection to MD 108, 
and two new BRT Stations supporting enhanced transportation modes;
• The phasing of development so that the initial to mid stages are focused on major mixed-use development of 
residential and office zones at the center of the site with peripheral areas developing at later periods;
• A new major ‘Boulevard’ acts as a central spine to bridge/weave/connect various zones within the Gateway site.
New development and redevelopment of aging office space within Columbia 
Gateway offers the opportunity to create shared spaces to bolster the innovative 
process in the creation, production, and distribution of goods and services. Figure 55: New McMillan Renderings; Source: http://dc.urbanturf.com/articles/blog/the_buildings_more_     
                renderings_released_of_mcmillan_redevelopment/6956
Figure 56: Coworking, Centre for Social Innovation; Source: http://www.digital.nyc/incubators/center-so    
                cial-innovation
64 65
III C.  High-Intensity Plan: Opportunities and ConstraintsIII C.  High-Intensity Plan: Opportunities and Constraints
Built Structures
Surface Parking
Roads
Reserved Open Spaces
Brownfield
Stormwater Management
Highways
Vacant lots
GE Buildings
2’ wide sidewalk - one side 
LEGEND
Buildings are clustered but they 
do not define a walkable block 
structure. Building type is often 
only free standing office 
building. Lack mixed use. 
Parcels of GE sites are under 
single ownership, meaning it 
may be easier to coordinate 
redevelopment of GE sites. 
Site is relatively flat and devel-
opment parcels are already 
graded that would potentially 
lower construction costs. 
Lack of ‘Third’ places, such as 
restaurants, which promote 
social interaction and provides a 
platform to connect and share 
ideas.  
Columbia Gateway Drive
Co
lu
m
bi
a 
Ga
te
w
ay
 D
riv
e
Robert Fulton Drive
Sn
ow
de
n R
ive
r P
kw
y
Rouse Pkwy / I - 175
I - 9
5
CONSTRAINTS OPPORTUNITIES
Surface Parking
Large parking lots that are 
EJTQFSTFE, exposed and 
often empty after business 
hours. Currently 30% of the 
land is used for parking. 
Walkability
Low walkability as lack PG

walkable block structures; only 
2 to 3 feet wide sidewalks on 
one side of the road; and 
absence of buffers against fast 
moving vehicles.
Buildings Arrangement
Civic Places
Vacant Land
Vacant land available for 
development of Innovation 
District, which includes both 
WBDBOU lots and aging building 
sites. 
Connectivity
1SPYJNJUZ
access to major roads 
including MD-175 and I-95. 
Ideal location as it is a mid-point 
between Baltimore and 
Washington DC.  
Existing Institutions & Facilities

Presence of firms related to 
innovation (Tech, cyber-security, 
health firms); and major ameni-
ties (Lifetime Fitness, Earth Treks, 
and 6OJUFE
"SUJTUT
5IFBUFS).
Buildings Ownership
Site GradationEnvironmental Constraints
Currently, 32% of the land is 
EFTJHOBUFE
for open space, 
which includes the parcels 
for brownfields and 
Stormwater Management. 
Constraints
• The unknown environmental conditions in razing GE buildings. Is the land 
contaminated?
• Absence of sidewalks and lack of connectivity; not walkable;
• No civic, “third” spaces for casual interactions;
• No residential use, thus little retail. Both of such activities could “activate” the site 
better than current conditions;
• Design is that of a large suburban business park, dominated by parking, with 
secluded office spaces. These aspects make walking challenging and pedestrian 
activity limited; 
• No major anchor institution, an important feature of an innovation district;
• Severely lacking transportation options. Dominated by private car use. Limited 
public transportation access due to lack of density;
• Few entry/exit points to the site;
• Stormwater management/steep slopes along Snowden River Parkway;
• Few amenities within the site (parks, coffee shops, restaurants, retail);
• No connection of pedestrian paths. Lack of pedestrian paths in certain areas;
• Growing pressure on industrial land to be rezoned for more profitable residential 
use;
• An aging building stock in office and GE buildings, less energy efficient, less 
attractive for future use;
• A major brownfield site near the cinema amenity;
• Proposal may compete with Downtown Columbia.
Opportunities
• Presence of firms related to innovation (technology, cybersecurity, and health 
firms); 
• Proximity access to major roads (MD 175/ I-95);
• Several major amenities (Lifetime fitness, UA Theater, Earth Treks);
• Building approaching end of life cycle. Increased opportunity for 
redevelopment moving forward;
• New development of large buildings within last 10 years. Office space still 
attractive to firms;
• Vacant parcels available for development and aging building sites attractive for 
redevelopment;
• Major parcels like the GE site are under single ownership and covenants on 
land use nearing completion;
• The site, being a part of Columbia, is midway between Baltimore and 
Washington D.C;
•  No major dissent from surrounding community on Columbia Gateway being 
further developed;
• Perceived as a fairly isolated and secluded office area; Opportunity to market; 
Columbia Gateway as a major development area with its own identity as an 
innovation district;
• Developed parcels already graded. Potentially lower construction costs.
Earth Treks is a major existing 
amenity which serves as an 
opportunity for this plan  to 
continue to draw people into 
Columbia Gateway, and be 
a major attraction especially 
for millenials connected to 
the tech firms of innovation 
assumed to  flourish in 
Columbia Gateway.
Figure 57: Gateway Opportunities and Constraints; Source: Author’s diagram on base layers from County GIS
Figure 58: Earth Treks, Gateway Columbia; Source:http://www.splicetoday.com/writing/i-love-earth-treks-climbing-gym
66 67
III C.  High-Intensity Plan: Plan InformationIII C.  High-Intensity Plan: Land Use
In proposing wide range changes to the site, the high intensity plan proposes nine major land uses. The following pages give a description of the various uses and images of 
how such uses can be envisioned for their defined areas within Columbia Gateway. In the interest of changing the character and creating a vibrant, innovation-rich environment, 
this plan recommends strategies which ultimately can be used in a form-based code or implemented into zoning regulations.
Figure 59: High Intensity, Land Use Plan; Source: Author’s diagram on base layers from County GIS
Table 18: High Intensity Plan Summary;     
              Source: Author’s Information
Table 19: High Intensity Plan, Proposed New Residential Development; Source: Author’s Information
Table 20: High Intensity Plan, Impact on Schools; Source: Author’s Information
68 69
III C.  High-Intensity Plan: Medium-Density Residential (15 units/acre, 22 acres)III C.  High-Intensity Plan: Plan Information
Notes:
• Developable area is the total # of acres multiplied by the average amount of developable area for a given site (80%), as recommended by the Howard County Land 
Development Department in Sabra Wang’s Traffic Assessment.
• The number of units per acre was determined based on the following range of densities:
• Low-density residential: 1-8 DU/acre
• Medium-density residential: 9-25 DU/acre
• High-density residential: 26-40+ DU/acre
• For single-use residential, 100% of the developable area is assumed to be dedicated to residential use. For the mixed-use parcel, 95% is dedicated to residential 
use, while the remaining 5% is dedicated to retail.
• The total number of units is the developable area multiplied by the DU/acre and the % residential.
• The average household size was derived from average household sizes of surrounding census tracts, and chosen to best represent the expected type of household 
the redevelopment will attract. It is expected that Gateway will appeal primarily to young professionals, an assumption shared by the Downtown Columbia 
redevelopment. This would translate to a smaller average household size than the county overall.
• The number of new residents is the number of units multiplied by the given average household size.
• The number of students added is the total number of new housing units multiplied by the expected student yield per housing unit (0.118). The expected student 
yield was calculated as the expected student yield per new housing unit in downtown Columbia, according to the Howard County Department of Planning and 
Zoning. Downtown Columbia is considered a comparable redevelopment project to Gateway.
• The number of jobs created for commercial office is the square footage of developable area divided by 405 for commercial office, 509 for retail, 134 for the 
commercial retail hub, 466 for light industrial, 1124 for hotel, or 466 for the innovation district. These figures represent the number of square feet required to 
generate 1 new office employee, according to the Planner’s Estimating Guide (Arthur C. Clark, FAICP, 1999). 
While a major concept of the high intensity plan is to increase density throughout the site to create a more urban sense of place, the plan would also introduce a wide range 
of housing options. Coupled with retail, housing can particularly invigorate the site in the evening hours after Columbia Gateway employee activity terminates, assuming most 
employees are commuting to the site. Thus, introducing housing would be one component in making the site a more vibrant place. 
The mid-density residential land use parcels would be located in between the new proposed boulevard and Alexander Bell Drive. This site is proposed to have single-family 
attached townhomes. As an existing and prevalent housing form within Howard County, it is the assumption that townhomes within the site would help address greater 
demand for housing within the county and give an attractive option for families who not only want to live in Columbia and Howard County, but who also want to be a part of 
the Columbia Gateway urban, innovation experience.
The parcel areas dedicated for townhomes envisions different types between conventional townhomes oriented in rows and stacked townhomes. The presence of these 
townhomes reflects several housing objectives of the high intensity plan. One is to provide a variety of housing types. Second is addressing the pressure of demand for more 
residential land usage. Finally,  the plan would want to implement the Moderate Income Housing Unit (MIHU) policy adopted by the county (10-15% of residential units be 
affordable according to MIHU standards). 
Conventional townhomes envisioned for the medium 
density residential area.
Figure 60: The Crossings at Highland Park, Middlesex County, NJ; Source: http://www.maserconsulting.com/projects/the-crossings-at-highland-park/
70 71
III C.  High-Intensity Plan: Commercial Retail Hub (11 acres) III C.  High-Intensity Plan: High-Density Residential (40 units/acre) (38 acres)
The high density residential land use is envisioned to encompass four to five story apartment buildings. This area would be immediately to the west of the townhomes and 
would be adjacent to Snowden River Parkway and thus a highly visible area with connection to the new boulevard main street connecting to McGaw Road. This land use would 
allow the opportunity to significantly increase the number of residents in Columbia Gateway and create the mass of people to begin transforming the area into a vibrant, activity 
charged place. High-density residential land use would ideally be midrise apartments with building facades lining the streets.  These buildings would also be within the new grid 
of streets proposed in this plan, and thus form blocks of residential apartment buildings.  
Two parcels adjacent to the new urban boulevard and the mid-density residential areas are recommended to be similarly scaled condo buildings. This would create another 
housing option. This urban boulevard would be a key feature of this area and of the overall plan. This boulevard is envisioned to be a vibrant activity street that is highly 
walkable and promotes an inviting feeling for pedestrians with ample street furniture (benches, lighting, landscaping, etc.).
Tysons Corner, Virginia: This type of midrise 
apartment building would be envisioned for Columbia 
Gateway. While not planned to support ground floor 
retail at this time, this design shows how there can be 
an engaged public realm with outdoor furniture and 
space to interact. 
In an effort to spur activity in the site and support the new residential components, this plan proposes a new residential retail hub situated adjacent to the residential mixed-
use zone in the western part of the site. This retail hub would also be adjacent to the existing United Artists movie theater. The plan attempts to connect this retail component 
to the movie theater in an effort to create a new node within Columbia Gateway that is full of activity.  This notion of creating nodes is significant because it can be used as 
tool to connect people and places, especially in such a large site. 
This area is envisioned to have local retail amenities such as coffee shops, dry cleaners, bars, a grocery store, several variety department stores, and restaurants. These 
amenities would create activity and business in the site at all hours of the day and thus add more character to a site which is currently a greenfield at the rear of the Snowden 
Square shopping center. The fact that this area would be adjacent to the Snowden Square shopping center (excluded for the Columbia Gateway study area) would create 
opportunities in the future to connect this retail with Snowden Square. 
This opportunity is based on the assumption that Snowden Square would be redeveloped and continue as a retail center during the 25-30 year life cycle of this plan, 
extending the successful retail concept into the Gateway study area. 
The introduction of this retail hub 
becomes a source of constant activity 
within Columbia Gateway outside the 
9-to-5 work schedule. In addition, this 
retail hub, as figure 62 shows, can be 
a source of a nightlife where people 
can enjoy entertainment, dine, and 
shop. 
Figure 61: Highgate at Metropolitan Mile, McLean, VA; Source:https://www.psbusinessparks.com/about/development/ Figure 62: The Waterfront Redondo Beach; Source:http://thewaterfrontredondo.com/the-plan.php
72 73
III C.  High-Intensity Plan: Mixed-Use (Light Industrial/Office/Flex)III C.  High-Intensity Plan: Mixed-Use Residential (33 acres)
Mixed-Use Residential: (33 acres)
The mixed-use residential area would be immediately to the south, adjacent to the new urban boulevard/McGaw Road connection. This area would also be arranged in blocks 
on top of the new proposed street grid and sit directly east of the planned retail hub. This area would continue the urban design and parking system highlighted in the high-
density residential area with buildings lining the streets and heights of 4-5 stories. A key distinction would be that these buildings would be apartments with retail on the ground 
floor. As explained previously, current market conditions limit the amount of retail in this site. Ideally, this plan would call for retail components consistently along the ground 
floor of all apartment buildings in this area to create a vibrant pedestrian street life. However, recognizing current demand of retail, and more importantly, trying to balance the 
effectiveness of the commercial retail hub area, this plan recommends that retail be strategically oriented at the ground level, at the corners of these buildings, to create activity 
on the street at these node areas.
Westside at Shady Grove, Rockville, Maryland: 
This new mixed-use development  reflects a similar 
environment envisioned for the mixed-use residential 
area within Columbia Gateway. This particular 
rendering reflects how ground floor retail, particularly 
at the corners of blocks, and spacious sidewalks can 
give a platform for an active streetlife.
Mixed-Use (Light Industrial/Office/Flex)
The light industrial zone comprises the area which is currently office/flex space. This plan would recommend continued use of this office/flex space in addition to small 
industrial manufacturing uses. Together, this area would serve as a supply-oriented  area for the ideas and products that are produced from the firms and startups in the 
innovation district zone. This plan envisions the great opportunity that Columbia Gateway could have to not only produce innovative ideas and concepts for the marketplace, but 
could also produce, at a small scale, the material assets of those ideas.
Figure 64 shows how the light industrial mixed use zone can serve as the support area for the larger firms envisioned in the innovation district. Small industrial manufacturing 
(above left) could be the facilities that produce products from entrepreneurs and startups in the innovation district. Furthermore, flex office space can be redeveloped into 
more of a ‘campus feel’ to help aid in bringing firms together in collective spaces to spur idea generation. The flex space could then continue the creative process from idea to 
product.
Figure 65 illustrates how this industrial office/flex offers the opportunity to create a unique cluster of small manufactures, lab space and R&D where firms can translate their 
ideas generated in the innovation district ( ECHO) to physical products. Combining  idea generation and product production, Columbia Gateway could become a distinct area of 
innovation throughout the region with its own distinct character.
Figure 63: Westside at Shady Grove Metro, KTGY Architecture + Planning; Source:http://ktgy.com/work/westside-at-shady-grove-metro/
Figure 64: Aerodrome Road, Light Industrial Units; Source:http://www.spenceltd.co.uk/case-study/aerodrome-road--light- 
                industrial-units-174967749.html
Figure 65: The Apex Group, a shipping facility; Source: http://www.apexshipping.com/
74 75
III C.  High-Intensity Plan: Office (Innovation District & Southern Areas 377 acres)III C.  High-Intensity Plan: Institutional/Office, Hotel and Open Space
Mixed Use (Institutional/Office) (47.3 acres)
With the major addition of residential land use and the other various land use changes to increase density within the site, this plan recognizes the importance and opportunity 
that an institutional use would bring to the site. In this area, there could be a school and expansion of the high-quality public library system with a new location here within 
this zone. 
Hotel (26 acres)
Hotel space would be important within the scope of this plan in order to accommodate people who are visiting firms and businesses, as well as Columbia. This area would 
be planned near I-95 to provide visibility from the interstate and help successfully draw people to the site.
Figure 66 is from Metro Centre, Owings Mills, Maryland- 
This mixed use development brings together government, 
education, office, and retail space structured around an 
open plaza layout. 
A similar type of development would be proposed within 
the proposed institutional area in this high-intensity plan. 
Such development could bring existing and new uses 
together such as the Howard County office building, private 
firms such as COPT, and select retail such as the popular 
AIDA restaurant.
Open Space (207 acres)
The last major land use category is open space. In significantly developing most parcels within Columbia Gateway, it is important that this plan preserve existing open space 
in certain areas. This is no more clear than in the northeast area of the site. The Dorsey Run stream bed is a major natural resource on the site and the wooded area that 
encompasses it should be protected from development. Furthermore, in the northwest corner of the site where Snowden River Parkway meets MD 175, this area is planned 
as a major open space park and community amenity space.  In addition, this open space parcel could also be envisioned as a mixed use park site for a major recreational 
space such as a Baltimore Ravens training facility. Finally, the site could also be used for community facilities such as a police department and fire station. This area would 
be strategically beneficial for these services because of its access to the Columbia Gateway Drive entry/exit point. Furthermore, green open space would be encompassed 
in the new urban boulevard designed to feel like an urban park (For example, Meridian Hill Park in Washington DC). Such an urban open space would further help to spur 
pedestrian activity along this boulevard along with the retail along the mixed-use residential zone buildings. Finally, at the street level, open space would be embraced with 
wider sidewalks and tree plantings along streets and in plazas.
Office: (Innovation District (ECHO) & Southern Areas 377 acres)
Office space is currently a dominant land use category in Columbia Gateway, and would remain so in this plan.  One of Columbia Gateway’s major strengths is its 
extensive business community. There are major national firms such as Leidos and Kaiser Permanente. Office land use would be predominant in the Innovation District zone 
encompassing parcels within the Columbia Gateway Drive ring and the large parcels to the east of Columbia Gateway Drive and west of I-95. The overall strategy in these 
areas would be to bring buildings closer to the street and to each other. This would be most strongly seen in the internal Columbia Gateway Drive buildings of which many 
are 20 to 30 years old and would be in good position for redevelopment during this plan. 
The continued development of office space within 
Columbia Gateway Drive is envisioned to be the heart 
of the new ECHO innovation district where startups, 
business incubator accelerators and larger firms can 
cluster to foster idea-sharing.
Figure 66: College/Library, Metro Centre at Owings Mills; Source:http://metrocentreom.com/college-library/
Figure 67: CO+HOOTS, downtown Phoenix’s; Source:http://aztechbeat.com/2015/11/cohoots-announces-spring-2016-expansion-plans/
76 77
III C.  High-Intensity Plan: Office (Innovation District & Southern Areas 377 acres) III C.  High-Intensity Plan: Design Considerations
This plan proposes a reorienting and addition of buildings and a subsequent increase 
in building height of two to three stories. This would increase overall office space by 
increasing density on existing sites, offering a future pipeline of Class A office space. 
Secondly, the taller stories would allow for orientation where offices could be on the 
top floors and the ground floor could be inviting lobby space and or leasable startup 
spaces for entrepreneurs and tech-firms. Interior building open lots for parking would 
follow the scenarios described in the high-density residential area. These efforts thus 
focus on creating a stronger pedestrian street sense along Columbia Gateway Drive 
and the new internal streets proposed inside the Columbia Gateway Drive, where 
people can walk to different places and engage in a new, more developed public street 
realm. 
This area would also be a prime location for business incubators and accelerators. 
With this redevelopment scheme, major firms could cluster with business incubators, 
take advantage of this close proximity, and help to spur business relationships that will 
have mutual economic benefits for involved parties. The existing buildings would be 
embedded seamlessly within the newly created fabric of additional buildings. These 
buildings are reoriented to face the streets in a way that masks the parking, in order to 
promote walkable gathering spaces and generate a public realm.
To offset the intense development within the innovation district zone, two large 
existing squares to the southeast corner adjacent to I-95 and the office buildings near 
Lifetime Fitness will be planned as continued office space. This allows for the retention 
of traditional, Class A office privatized space, in their current form. This could be 
attractive to firms that might not find the sharing space concept within the innovation 
district necessarily essential for their business (such as defense and security firms), 
but retain the view of Columbia Gateway as an attractive location for their firms.
Figure 68: Oberlin’s LEED Downtown Development Revitalizes a Community, Inhabitat; Source: http://inhab      
                itat.com/oberlins-leed-gold-downtown-renovation-revitalizes-a-community/
Figure 69: North Shore Place I &II Project, Limbach; Source: http://limbachinc.com/8811/north-shore     
                place-i-and-ii-project
Figure 70: Infill Development; Source: Tachieva & Bell, 2010, Pg 166
Existing Buildings
Proposed Buildings
Business Park  TO   Innovation District
Columbia Gateway is a suburban business park that contains clusters of freestanding buildings that are dedicated specifically for office and industrial uses. The arrangement 
of the buildings tends to be arbitrary as they stand within over-scaled parking lots that are often underutilized and dominate building frontages. Such an arrangement of  
buildings and lack of identifiable block structure, reduces connectivity and walkability. Lack of walkable destinations and civic places force office workers to operate all day 
in their fortresses and drive to other places for lunch and errands. The site has potential for infill development in which existing buildings are embedded seamlessly within the 
newly created fabric. Balancing infill with mixed uses and increasing density will help to transform a business park into an innovation district. Making streets walkable and 
providing open and enclosed civic/third places will allow people to interact, connect and share ideas that fulfill the purpose of an innovation district. The high density urbanism 
will support retail and Bus Rapid Transit by providing more housing, jobs and commerce.
78 79
III C.  High-Intensity Plan: Zones & Nodes
Existing Buildings
Proposed Buildings
Paved open spaces
Planned green spaces
Reserved open spaces
Parking
 
Innovation District
Town Center
Production District
Central District
Residentail Quaters
 
Sn
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ZONESLEGEND
NODES
Rouse Pkwy / I - 175
Columbia Gateway Drive
Boulevard
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MacGaw Rd
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Boulevard
BRT Station
Paved Open Spaces
Planned Green Space
Figure 72: High Intensity, Zones and Nodes; Source: Author’s diagram 
Deficiency
Deficiency: Single building type and use. Deficiency:  Lack of walkable block structure. Deficiency:  Dispersed and exposed parking. Deficiency: Lack of civic space (3rd places)
Remedy:     Introduce new building types 
              and mix of uses.
Remedy:     Connect and repair throughfares; 
              create urban blocks.
Remedy:      Rationalize parking and add 
               garages.
Remedy:     Define open and civic space. 
              Add third places. 
Outcome:   Variety of building types and mix
              of uses to a town center.
Outcome:    Walkable network and block 
               structure
Outcome:    Parking to support higher 
               density and mixed use.
Outcome: Hierarchy and spatial definition 
             of public realm
Deficiency Deficiency Deficiency
Remedial Techniques Remedial Techniques Remedial Techniques Remedial Techniques
III C.  High-Intensity Plan: Design Considerations
Although buildings are clustered, they do not form defined blocks or create a street-scape which is pedestrian friendly. The remedy is a rebalancing of uses. Housing, shopping, 
and lodging are inserted to create a place which is occupied 24 hours a day . Oversized parking lots can easily accommodate parking garages with new residential and retail 
buildings at their perimeters. Offices can share some parking with housing. Creating a denser network of streets will calm the traffic and encourage pedestrian circulation. 
Additional repairs may include reduction of lane widths by adding parallel parking and sidewalks, reducing curb radii for easier pedestrian crossings, and adding median and 
access lanes. The new block structure allows for hierarchical allocation of civic spaces. A square at the Boulevard that accommodates a future transit stop, becomes a focal 
point by forming a small plaza. Other similar open courtyard spaces serve as plazas with outdoor cafés, which become gathering places.
Figure 71: Design Strategies; Source: Tachieva & Bell, 2010, Pg 168-171
80 81
III C.  High-Intensity Plan: Implementation and Phasing of Development
Preliminary-Planning Phase (2017-2025):
 Acting as a preliminary-development phase, this period is intended to be 
an intensive planning process between Howard County government, crucial 
stakeholders, and firms within Columbia Gateway, particularly those involved in 
technology, health, and cybersecurity, to come up with a consensus on the plan 
for Columbia Gateway as an innovation district. Such activities could include 
focus groups to identify if and how these firms could engage in collaboration. 
The evolution of such relationship building could progress in the form of monthly 
happy hour socials, the formation of a Columbia Gateway social network account, 
and ultimately some major synergetic planning efforts, such as a signage package 
for the new identity of the Columbia Gateway Innovation District. Such exercises 
could help build enthusiasm among firms and momentum behind the idea of the 
innovation district. Preparing the people and the site for innovation would include 
not just the building of relationships or the development of land, but also building 
the technological infrastructure to make sure that the site is completely “wired” 
and wifi-accessible throughout, so that companies can continue to evolve and 
communicate effectively.
Phase 1: (1st 10 years of the plan)
The first official phase of the plan would focus on the development of the 
residential areas proposed within Columbia Gateway. Most importantly, an 
environmental site analysis would be warranted at this point to determine if 
the GE site is free of contamination and physically suitable for the kind of high 
density residential development proposed in this plan. This analysis would be 
crucial in determining how and if this plan could proceed. Given a favorable 
outcome from such an analysis, the initial development stages would call for the 
demolishing of all of the GE buildings to set the stage for the new residential area. 
If accomplished, the new proposed street grid construction would then proceed in 
order to form the residential blocks.
Phase 2: The Innovation District (2nd 10 years of the plan)
This phase would deal with tackling the interior parcels within the innovation district in 
the central part of the site. Like in the previous phase, importance would be placed on 
creating the new street grid network. By this time period, many of the buildings would 
be 30-40 years old and would be ready to either be replaced or redeveloped. New 
buildings will begin to take shape in accordance with the urban design proposed for this 
area, as previously discussed. These urban design strategies would include bringing 
buildings closer to Columbia Gateway Drive and constructing parking behind such 
structures, in the form of lots or constructed garages. In addition to development of 
the interior parcels, parcels on the far east side of the site may start to be redeveloped 
during this phase. 
Phase 3: (The Last 5 years)
The final phase would deal with development of the large peripheral parcels. These 
include the large open space in the northwest corner of the site, the civic institution 
areas, formal development of the anchor institution and hotel area, the light industrial 
area, and the two remaining office square parcels adjacent to Lifetime Fitness and I-95 
in the southeast corner of the site. Since the residential, retail, and office components 
are central to the innovation district, these peripheral office areas have been planned to 
develop at later times in order to respond and adjust to the market and the conditions of 
the innovation district area and mixed-use residential areas.
III C.  High-Intensity Plan: Transportation
LEGEND
Boulevard
MacGaw Rd
Rouse Pkwy / I - 175 
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Robert Fulton Drive
Columbia Gateway Drive
Boulevard
Major Arterial
Minor Arterial
Modified Minor Arterial
Collector
Service
 
Existing Bike Trail
Proposed Bike Trail
BRT Station
 
This plan will require dramatic expansion to the transportation 
infrastructure of Columbia Gateway. The addition of many residential 
units and an increase in retail and mixed uses will induce a significant 
increase in automobiles and pedestrians moving throughout the area. Not 
only will the current system need to be upgraded to support this demand; 
it will also need to be expanded.  The result envisioned is a balanced, 
multi-modal system that de-emphasizes automobile travel as much as 
possible.  This system includes existing streets along with many new 
local, collector, and arterial streets, new mass transit facilities, new 
on-road and off-road bicycle facilities, and improved pedestrian facilities 
throughout.  
The goals of this transportation plan are:
1. Increase access to Columbia Gateway by adding additional entry/exit 
points
2. Provide a walkable and bikeable environment
3. Mitigate congestion by implementing an urban style street grid
4. Provide sufficient parking while limiting parked cars impacts on the 
built environment
5. Strong Transportation Demand Management to limit travel by single 
occupancy vehicle 
This street grid and hierarchy does not provide final prescriptive street design. Final street design will require extensive modeling and traffic study, which shall be undertaken 
in Phase One.  This section is intentionally flexible to maintain a clear hierarchy of streets while allowing for various designs based on forecasted need.  As such, the transit 
system is designed to meet transportation needs in each Phase of the plan.  Figure 73 shows the major connections, including the Boulevard which is the centerpiece of the 
Phase One development.  It also shows the urban style street grid of blocks that measure roughly 300 by 500 feet.  This style of street grid is widely understood to disperse 
congestion by offering more route choices and shorter, more direct trips.  Not only will vehicle travel become more efficient, an urban street grid provides an accessible, 
human scaled environment that will be safe to use, intuitive to navigate, and aesthetically pleasing to users- which supports many of the overall goals of this plan.  This 
street grid is supported by arterial roads which provide north/south and east/west connections, as well as disperse traffic from the external site connections. This will ensure 
quick trips with minimal congestion. Funding for transit improvements to Columbia Gateway will be the responsibility of developers, public-private partnerships, and Howard 
County.
Figure 73: High Intensity, Street Network; Source: Author’s diagram 
82 83
III C.  High-Intensity Plan: Transportation
Key to the transportation plan is increased site access.  This plan calls for three new 
connections from the exterior road network to Columbia Gateway.  The most major is connecting 
MD 108 to the site from the north.  Our plan calls for a signaled intersection at MD 108 and MD 
175, with a major arterial road entering the site before splitting into two intermediate to minor 
arterial roads, integrating traffic into the street grid.  The second most major new connection 
shall be the extension of McGaw Avenue across Snowden Parkway into the site where it will 
split into a one-way boulevard that surrounds the central green space before meeting Columbia 
Gateway Road.  Finally, an arterial road will connect with Snowden north of McGaw, providing 
access to the site between McGaw and the Snowden/MD 175 intersection.  By doubling the 
number of points to access Columbia Gateway, a major increase in level of service is expected.  
Figure 74 depicts Portland grid, with Pioneer Square in the center.
(image from Google Earth)
Minor Collectors:
The Minor Collectors will make up the bulk of the street grid in the residential areas of Columbia 
Gateway.  These are relatively narrow streets with one lane of traffic in each direction.  These 
streets are intended for low speeds, ideally 25 MPH.  They will feature on street parking, not 
only to provide parking for residents but also to provide a physical buffer from car traffic for 
pedestrians.  Other Complete Streets best practices will be followed, including mixing bike and 
car traffic with shared lane markings.
Figure 74: Portland grid, with Pioneer Square in the center; Source: Google Maps
Figure 75: High Intensity Plan, Minor Collector Street; Source: Section generated from streetmix.net/ 
III C.  High-Intensity Plan: Transportation
Major Collector:
These streets will make up the bulk of the streets in the commercially focused areas of Columbia 
Gateway, as well as portions of the residential area that require additional road capacity as 
determined in Phase One.  These streets are wider, have one lane of traffic in each direction at 
slightly higher speeds, and provide a protected bike lane further buffered by parked cars.  These 
measures should maintain a pleasant and safe environment for pedestrians and cyclists, a well 
defined street edge for aesthetic reasons, while also increasing automobile access to the site.
The Boulevard: 
A street that rings the green spaces at the center of Columbia Gateway is one of the central 
features of the plan, and thus has a unique design.  The boulevard will be one way, with parking on 
the opposite side of the green space.  There will be a protected bike lane on that side as well.  The 
goal is to provide a unique feel around the central green space that is aesthetically pleasing while 
allowing robust traffic flow through the center of the site.
 
Minor Arterial:
These streets will be used throughout Columbia Gateway to provide enhanced access to 
automobiles where is deemed necessary based on traffic studies conducted in Phase One.  These 
streets will have two lanes of traffic, but maintain the on-street parking and protected bike lanes 
that enhance the pedestrian and cyclist experience throughout the site. 
 
Figure 76: High Intensity Plan, Major Collector Street; Source: Section generated from streetmix.net/ 
Figure 77: High Intensity Plan, Boulevard; Source: Section generated from streetmix.net/ 
Figure 78: High Intensity Plan, Minor Arterial; Source: Section generated from streetmix.net/ 
84 85
III C.  High-Intensity Plan: Transportation
Transportation Demand Management:
Ultimately transportation for Columbia Gateway, not to mention the region as a whole, will 
only succeed if more individuals can be induced to take alternate means of transportation, 
reducing trips taken by single occupancy vehicle.  To help promote more use of mass transit 
and active transportation Columbia Gateway requires cutting edge Transportation Demand 
Management (TDM).  In Phase One a consulting firm specializing in TDM shall be part of the 
broad consultation and planning for Phases Two-Four.  Their specific recommendations should 
be followed, and should generally emphasize the following points.  One, employers should 
provide strong incentives to encourage employees to use mass transit rather than drive single 
occupancy vehicles.  Two, to accommodate employees outside the mass transit network, car 
and vanpools should be established.  Three, technologically cutting edge ridesharing should be 
encouraged financially.  Fourth, bike commuting should be encouraged by employers offering 
secure bike parking and shower facilities in their buildings, which would also help attract 
younger talent.  If these points do not limit congestion sufficiently Columbia Gateway should 
implement congestion pricing at peak hours, collected at the site entrances, to further mitigate 
congestion The above points can be funded by in-lieu fees developers can pay to avoid having 
to build additional parking.  This plan assumes a 20-25% reduction in parking demand as a 
result of this TDM plan.
Major Areterial: 
There is only one Major Arterial street intended for Columbia Gateway, which is the connector 
to State Road 108 south of the proposed new intersection at 175.  This road is designed to 
handle a large volume of traffic while at the same time introducing traffic calming measures like 
narrower lanes so that incoming traffic may be easily integrated to the rest of the street grid.
Other elements of the transportation plan:
Bus Rapid Transit (BRT), as being explored by Howard County, will be the mass-transit option for Columbia Gateway.  It is assumed that BRT will provide inexpensive, efficient 
mass transit for Howard County.  This plan envisions one BRT station built in Phase 2 to service the new residential development, connecting those residents with points up 
and down the corridor.  A second BRT station will be added in Phase 3 to service the new, incoming employees in the Innovation District.  Providing incentives for residents and 
employees to take BRT is the cornerstone of the Transportation Demand Management plan for the site.
Figure 79: High Intensity Plan, Major Arterial; Source: Section generated from streetmix.net/ 
Figure 80: BRT, santiago de Cali station; Source: https://commons.wikimedia.org/wiki/File:BRT,_ 
                santiago_de_Cali_station.jpg 
III C.  High-Intensity Plan: Transportation
Figure 81 depicts an example of “Complete Street” concept.  
Aside from the bike trails, other bike facilities will be on street shared lane markings on low volume roads or separated bike lanes on high volume roads.  These designs 
are shared as part of the above streetscape concepts.  NACTO’s complete street guidelines shall dictate the final designs.  Traffic calming measures, like speed tables and 
narrow travel lanes, will be implemented in the minor collector and local streets to keep traffic at safe speeds and incentive travel on the major connector and arterial streets.
Parking
The extent of new development in Columbia Gateway will produce significant demand for expanded parking capacity.  However, excess parking should be avoided in order to 
incentivize alternative transit methods.  Parking should be shared as much as possible between different land uses to maximize utilization without conflict where possible.  In 
other words, parking is best located where it can service users that visit Columbia Gateway at different times so that lots are not sitting empty for extended periods.  Due to the 
amount of new parking required, this plan calls for high quality structured parking rather than surface lots.  Surface lots likely will not be able to accommodate the volume of 
required parking spaces in the Howard County Municipal Code, and diminish the quality of the built environment. Structured parking should be designed to be as aesthetically 
pleasing as possible, or concealed from the street by other structures as much as possible.  To mitigate congestion around parking structures they should offer multiple 
entrances and exits onto collector streets rather than arterial streets.
Bike improvements listed in the Columbia Association Bike Plan 
should be encouraged outside of the study area to increase bike 
connectivity, especially parallel bike facilities along Snowden 
Parkway, Route 108, and the CSX rail line.  Incentives for bike 
commuting are also a key component of the Transportation Demand 
Management Plan.  Employers are encouraged, and perhaps 
incentivised with higher FARs to provide secure bike storage, locker 
rooms, and shower facilities in new buildings.  
Aside from the bike trails, other bike facilities will be on-street shared 
lane markings on low volume roads or separated bike lanes on 
high volume roads. NACTO’s complete street guidelines will inform 
the final designs.  Traffic calming measures, like speed tables and 
narrow travel lanes, will be implemented in the minor collector and 
local streets to keep traffic at safe speeds and incentive travel on the 
major connector and arterial streets.
Figure 81: ‘Complete Streets’ Redesign for Hoboken’s Washington Street; Source: http://subwaynynj.com/revealed-coplete-streets-re 
                design-for-hobokens-washington-street/
86
III C.  High-Intensity Plan: Transportation
This Plan assumes that parking requirements will be reduced for Columbia Gateway due to the Transportation Demand Management steps listed above.  The Howard 
County Municipal Code grants a 20% minimum parking requirement reduction based on a “Trip Reduction Plan” to be approved by the Maryland Department of the 
Environment.  However, even with this reduction Howard County still requires a very large amount of parking- in our case close to 35,000 spaces.  That would require 25 
standard parking structures with a capacity of 1,500 spaces.  Each of these costs roughly $100,000,000.00.  Obviously this is a huge expense.  For that reason this Plan 
advocates an exception to the County Municipal code for the case of Columbia Gateway.  The Code may very well make sense for suburban developments, but for the dense 
urban vision of the Plan with mass transit connections a different standard would be preferable. Table 22 displays the minimum parking requirements based on the Prince 
George’s Municipal Code.  Using those requirements yields, 23,000 additional parking spaces are projected- a far more manageable amount. Therefore, this Plan calls for an 
adoption of similar requirements to Howard County’s neighbor, Prince George’s County.
To manage on street parking:
• Require parking in predominant residential areas to have permits in order to maintain open spaces for residents
• Install parking meters near commercial and retail areas in order to facilitate space turnover- ideally between 10 minutes and 2 hours 
• Foster a “park once” approach by placing parking near strong pedestrian connections to limit trips taken by car within Columbia Gateway
Table 21: High Intensity Plan, Parking Requirements (Ho.Co. Code); Source: Author’s Information
Table 22: High Intensity Plan, Parking Requirements (Prince George’s Co. Code); 
               Source: Author’s Information
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88
Conclusion
Low  Intensity Medium  Intensity High  Intensity
Through analysis of current conditions and geographical context, it was determined by this studio that the Columbia Gateway site is a highly suitable location for Columbia’s 
next major redevelopment project. Given the rising trend of Innovation Districts in cities across the country, Gateway is a prime location to capitalize on the existing firms and 
desire for greater collaboration in order to attract new firms and anchor institutions. Doing so will help establish the Gateway site as a major hub of innovation. Redeveloping the 
site within the format of an innovation district also presents an opportunity for creation of a new residential neighborhood and commercial areas. The series of plans laid out in 
this report provide several options for how the county might approach such a project. It is this studio’s hope that the alternatives presented encourage ambitious visioning of 
what the Gateway site might become, and how the county might actualize such a vision. 
Figure 82: Land Use Plan, a comparison of all scenarios); Source: Author’s diagram
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90
Bibliography
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Byrne, Kevin. 2014. “Hubs of Innovation.” Site Selection. At http://siteselection.com/issues/2014/jul/university-research-parks.cfm
Columbia Gateway Traffic Assessment, Sabra. Wang & Associates, Inc, Page 16
Columbia Market Study, November 2014: https://www.columbiaassociation.org/wp-content/uploads/2016/04/Market-Study.pdf
Cosgrave, Ellie, Kate Arbuthnot, and Theo Tryfonas. 2013. “Living Labs, Innovation Districts and Information Marketplaces: A Systems Approach for Smart Cities.” Conference on 
Systems Engineering Research (CSER 13). University of Bristol, United Kingdom.
Hart, D.A. 2000. “INNOVATION CLUSTERS: KEY CONCEPTS.” Department of Land Management and Development, and School of Planning Studies, The University of Reading, UK
Howard County Department of Planning and Zoning, Market Analysis and Strategic Implementation Analysis: U.S. Route 1 and SnowdenRiver Parkway / Dobbins Rd. Corridors.  
Robert Charles Lesser and Co., in Association with Parsons Brinckerhoff, Subra-Wang Association and Mahan Rykiel Association, December 2011.
Howard County Economic Development Authority: http://www.hceda.org/
Howard County Memo on Student Generation Rates: Date July 25 2016
Howard County Zoning Regulations: https://www.municode.com/library/md/howard_county/codes/zoning?nodeId=HOWARD_CO_ZONING_REGULATIONS_S133.0OREPALOFA
Katz, Bruce and Julie Wagner. 2014. “The rise of innovation districts: a new geography of innovation in America.’ Metropolitan Policy Program, Brookings Institute. May. At 
http://www.brookings.edu/~/media/Programs/metro/Images/Innovation/InnovationDistricts1.pdf
Nelson, Arthur C. Planner’s Estimating Guide: Projecting Land-use and Facility Needs. Chicago: Planners Press, American Planning Association, 2004
Patent info: “Listing of All U.S. Counties and Other Regional Components, Total Utility Patent Counts, 2000 - 2015.” U.S. Patent and Trademark Office. At 
https://www.uspto.gov/web/offices/ac/ido/oeip/taf/reports_cbsa.htm
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Tachieva, G., & Bell, J. I. (2010). Sprawl repair manual. Washington: Island Press.
The Baltimore Sun, Office of Transportation studies Bus Rapid Transit possibilities for Route 29.  Andrew Micheals. July 27, 2015.  Web. 24 Aug, 2016.  At
http://www.baltimoresun.com/news/maryland/howard/clarksville/ph-ho-cf-bus-rapid-transit-20150724-story.html
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A.  Appendix: Profile of Current Businesses B.  Appendix: Presentation Q&A and Comments
The CoStar Property Analytics tool was used to gather information about the current 
tenants of the Columbia Gateway. A polygon was traced to match the study area—
roughly bounded by I-95, MD-175, Snowden River Parkway, Commerce Center Drive, 
and the CSX rail line. Table 23 displays the outputs:
URSP 705/706 Summer Studio Presentation to Howard County
Maryland Center for Entrepreneurship – 9/7/16
This product was presented to Howard County stakeholders at the Maryland Center for Entrepreneurship in Columbia on Wednesday, September 7, 2016. Audience 
commentary, questions, and feedback are summarized below and, where appropriate, accompanied by student responses.
General Commentary:
• The plans do not always delve thoroughly into the rationale behind the placement of specific land use areas, nor do they deal extensively with timing, phasing, or 
infrastructure costs and calculations. Students worked under the assumption that demolition, redevelopment, and infill construction would begin as soon as buildings end 
their lifecycles and restrictive covenants on major industrial sites expire.
• Innovation district programming and concepts were culled from existing districts around the country and their relevant master plans or other public materials; there tends 
not to be a uniform “success story” – the key to successful innovation districts appears to be a diversity of programming and interactive and collaborative opportunities for 
residents, employees, visitors, and community members
• None of the plans appear to significantly transform the transportation network within the site; it is especially noticeable that the Gateway Center Drive loop road remains 
intact across all three plans. External access points and improving the grid and connectivity within the larger parcels were emphasized more intentionally by the student 
groups given the large potential that exists in transforming the former GE site.
• Environmental and other factors that relate to the Gateway site from neighboring communities could have been better incorporated. Students struggled with the sheer size 
of the Columbia Gateway and decided to limit their proposals to that area while generalizing about surrounding parts of Columbia and Howard County.
• The Boulevard Park idea that is shared across all three alternatives could pose a challenge since building one-way roads on either side of it will restrict access to it from 
either side. Another option might be running a two-way boulevard down the center with large setbacks on either side of it adjacent to the neighboring properties, thereby 
creating a more accessible space for active use.
• Comparing the land use maps side by side is helpful, but the report should also line up the numerical data for each plan together on one page
Low Intensity Plan Q&A:
Q: What is the rationale behind the placement of the land use areas?
A: See above.
Q: What type of manufacturing is envisioned to take place in the TIF area?
A: See Section IIIA.
Q: What are the successful models for regular on-site innovation programming? What has worked well in other areas?
A: See above.
Table 23: Columbia Gateway Property Analysis; Source: Author’s compilation from CoStar Database
94 95
Low Intensity Plan Q&A (continued):
Q: What transportation elements are new?
A: See Section IIIA.
Q: Is there any consideration for phasing?
A: See above.
Q: What specific square footage has been added for each land use type?
A: See Section IIIA.
Q: At what stage does relocating County services occur?
A: This is a key priority for the Low Intensity Plan and should be done at the earliest point at which land or property can be acquired near the existing CIRQL demonstration site 
and in the designated Innovation Core and fitted for this purpose.
Medium Intensity Plan Q&A:
Q: Does the trail connect primarily ped/bike?
A: See Section IIIB.
 
Q: Are the sites along the trail existing facilities or new?
A: The plan calls for a combination of existing facilities, some adapted for innovative reuse, as well as new facilities. See Section IIIB for more detail.
 
Q: Will mixed use areas contain retail? Since the only areas specifically called out for new retail is located inside of the trail, is this sufficient?
A: Mixed use areas are intended to include retail. See Section IIIB for more detail.
 
Q: What is the vision for the mixed use areas?
A: See Section IIIB.
 
Q: Does this plan include an anchor institution?
A: This plan calls upon the innovative facilities adjacent to the trail concept to serve as joint anchors. See Section IIIB.
 
Other Comments:
• This plan may not have enough potential for new office space
High Intensity Plan Q&A:
Q: The corner location will be a challenge to activate the anchor site and hotel, what was the rationale for situating it here?
A: This was primarily done to attract visitors to the site from due to I-95 visibility. It is understood that this may require further consideration. See Section IIIC for additional 
rationale.
Q: What’s the difference between the retail hub and the ground floor mixed use retail areas?
A: See Section IIIC.
Q: Where is parking?
A: See Section IIIC.
Q: With respect to the 35-acre green space created at the intersection of MD-175 and Snowden River Parkway, how will property owners be convinced to give up their land for 
conversion to a recreational space? This is a key corner so blending it into a park needs some additional thought… can a 35-acre park coexist with an innovation district?
A: Given the major urbanization that is called for under this plan, students expect that a large recreational space will be necessary to satisfy residents, employees, and visitors. 
Locating such an amenity is difficult given the spatial constraints of the site.
Q: Is office area densifying along I-95?
A: Yes, see Section IIIC.
Q: Could their be other uses for the rail line if the transit aspect is not feasible – bike/ped, etc.?
A: Yes, see Section IIIC.
B.  Appendix: Presentation Q&A and Comments B.  Appendix: Presentation Q&A and Comments
END OF REPORT