Chapter 4

Transportation

Element

CHAPTER 4: TRANSPORTATION

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Transportation Element

Overview ¹

THE TRANSPORTATION ELEMENT PROVIDES POLICIES AND ACTIONS TO maintain and improve the District’s transportation system and enhance the travel choices of current and future residents, visitors, and workers. These policies are complemented by policies in the Land Use, Urban Design, and Environmental Protection Elements on related topics, such as air quality and the management of public space. Recognizing the interplay between transportation and these related topics is critical to improving safety, mobility, and accessibility in Washington, DC. ²

The critical transportation issues facing the District are addressed in this element. These include:

• Eliminating fatalities and serious injuries on the transportation network;
• Expanding the District’s transportation system to provide alternatives to the use of single-occupant autos;
• Enhancing the District’s corridors for all modes of transportation;
• Increasing bicycle and pedestrian connections, routes, and facilities;
• Improving the efficiency of the existing transportation system;
• Investing in bridge and roadway maintenance and repair;
• Investing in transit network maintenance and repair;
• Providing equitable transportation choices and access that meet the needs of communities of color, residents at all income levels, and vulnerable populations;
• Reducing pollution and negative health and environmental effects resulting from transportation; and
• Promoting transportation demand management (TDM). ³

A safe, well-balanced, and multimodal transportation system is integral to the District’s efforts to sustain and enhance residents’ quality of life. It is also key to the District’s future economic growth and its role as the nation’s capital. Creating such a system requires integrating land use and transportation and implementing a range of improvements that enhance safety, connectivity, livability, equity, health, sustainability, resiliency, and vitality. ⁴

As the nation’s capital and the center of one of the country’s fastest-growing metropolitan areas, Washington, DC faces increasingly complex mobility challenges as it plans for its future. The District has the largest share of the region’s jobs; however, the region continues to grow, creating longer commutes, increased peak congestion, and poor air quality. Within the District, the major surface transportation arteries are highly congested during morning and evening commuting, and Metrorail has faced safety

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and reliability issues related to deferred maintenance. Funding to maintain the existing transportation system, let alone expand the system to meet increased demand, is severely constrained. 400.4¹

However, these challenges also present opportunities. The District has one of the most extensive mass transit systems in the country, densities that support and promote transit use, a growing network of bicycle and pedestrian trails, and a unique system of radial boulevards that distinguish it from all other American cities. Washington, DC’s gracious avenues, bridges, and parkways are part of its history and are defining elements of its urban form and character. With appropriate strategies, these transportation assets can enhance the quality of life in Washington, DC and increase the District’s attractiveness while still performing their essential function to move people and goods in and around the District. 400.5²

The District is also augmenting and sustaining its existing transportation network. It is expanding transit via limited-stop bus routes to areas not served by Metrorail and has established streetcar service on a major commercial corridor. It is replacing the Anacostia River bridges to improve mobility and roadway operations and to support economic development and urban beautification. It is improving sidewalks and bicycle routes across the District. It has instituted a highly successful bikeshare system and has supported private sector innovations in car sharing, ride-hailing services, and dockless bicycle and scooter sharing. The on-demand ride-hailing services offered by transportation network companies (TNCs) have created new opportunities and challenges for mobility in the District. They provide individuals with new transportation options but increase demands on the District’s limited roadway capacity. Figure 4.1 summarizes the transportation assets of the District. 400.6³

Emerging smart-city technologies—such as dynamic parking meters, connected signals, and digital sensors—provide new opportunities to meet many of the transportation challenges facing the District. These technologies build on existing transportation infrastructure, including the signal network, transit and vehicle technologies, and user tools and applications. The District aims to employ these technologies in an integrated, accessible, and equitable fashion, encouraging coordination among the District, regional agencies, smart infrastructure providers, and users. Data exchange will be a critical part of the process—as will feedback and adaptation—to encourage greater safety within, equity regarding, and accessibility to the transportation network. 400.7⁴

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Figure 4.1:

Transportation Assets of the District 400.8¹

Source: DC Office of Planning, 2017

* Facilities serving Washington, DC, located outside of its boundaries

In the District, the transportation system should strike a careful balance between serving the needs of its residents—a large workforce that arrives and departs Washington, DC each day—and serving the many people who visit. The system must meet residents’ needs, which should be coordinated with regional infrastructure and policy. In 2014, the District Department of Transportation (DDOT) produced moveDC, a multimodal transportation vision plan that addresses these challenges. 400.9²

moveDC, the District’s multimodal long-range transportation plan, presents a transportation infrastructure model and District-wide multimodal policies that will guide the District’s transportation vision for the next two decades. The plan describes the recommended networks of facilities, services, and

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The overarching goal for transportation in the District is: Create a safe, sustainable, equitable, efficient, and multimodal transportation system that meets the access and mobility needs of District residents, the regional workforce, and visitors; supports local and regional economic prosperity; and enhances the quality of life for District residents.

policies to achieve the District’s transportation goals. The Comprehensive Plan accepts moveDC’s policies and recommendations as the basis for transportation planning and policy in the District and integrates them within the broader policy framework laid out in the Comprehensive Plan. 400.10

The policies and actions in this section must be considered in the context of racial equity to address existing disparities and historic inequities. Transportation options are critical to access job opportunities, healthy food, education, and many services, and for the ability to afford to live in the District. In planning areas east of the Anacostia River, where 90 percent of residents are Black, people travel farther for employment opportunities, often by car. Black and Brown residents are proportionately higher users of transit, particularly bus services. Historically, many of the District’s transportation initiatives in the 20th century, such as highways, caused displacement of Black communities and many facilities such as the Metrorail system were sited and designed to limit use by communities of color. Communities of color and low-income communities disproportionately reside near highways, rail, and freight routes and thus experience the negative environmental and health impacts of this infrastructure. It is important to design and implement transportation systems, including new technologies, that consider the specific needs of these communities through a racial equity lens, reduce barriers to access, and increase transportation accessibility and mobility. 400.11

Transportation Goal ¹

The overarching goal for transportation in the District is: Create a safe, sustainable, equitable, efficient, and multimodal transportation system that meets the access and mobility needs of District residents, the regional workforce, and visitors; supports local and regional economic prosperity; and enhances the quality of life for District residents. 401.1

Policies and Actions

T-1 Linking Land Use and Transportation ²

Transportation and land use are fundamental components of development and are inextricably linked to each other and to the formation of cities. The construction of a new transportation facility, such as a Metrorail station or streetcar line, influences the nature and location of new development in that area. The nature and location of development, in turn, influence patterns of travel for residents. 402.1

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Transportation facilities themselves are a significant element of the built environment, creating connections but at times also creating barriers. They can spur economic development and help attract private investment, but they can also create land use conflicts and environmental and health issues if land use, equity, and environmental concerns are not considered in the planning process. 402[^.2]

T-1.1 Land Use: Transportation Coordination 403

As laid out in the Framework Element of the Comprehensive Plan, the District and region are expected to continue to gain jobs and households over the next 20[^] years. Coordination of transportation and land use decisions is critical to making the best use of the infrastructure and finite land resources as these gains occur. The balance between housing and jobs plays a clear role in travel patterns. In general, the demands on the transportation system are reduced when homes are located close to places of employment, shopping, and leisure. People spend less time traveling, and overall quality of life may be improved. The transportation system as a whole benefits when more mixed-use residential and employment areas are situated along major transit routes. Travel times are reduced, and there is better use of public transportation investments. Future efforts should account for differences in transportation options and access available to households with varying incomes and to communities of color, and seek to improve affordability and access to services for underserved areas of the District. 403[^.1]

Although the District has already developed walkable, transit-oriented neighborhoods, future opportunities will arise to strengthen the linkage between land use and transportation as new development takes place. Design features play an important role in this equation. Residential communities should be developed so that services, such as shopping, are accessible by walking, taking transit, or riding a bicycle—not just by driving a car. The design of transportation infrastructure can also have a major impact on travel behavior and system performance. For example, the redesigns of the Anacostia River crossings that are planned, under construction, and implemented provide for pedestrian and bicycle access across the river, improving the historical bridge crossings, which discouraged or prohibited access. There are also opportunities to enhance bike and pedestrian connectivity with the redesign of the Long Bridge across the Potomac River. 403[^.2]

The space needs of transportation support facilities, including space for bus garages, service yards, and motor vehicle inspection facilities, also call for stronger coordination of land use and transportation planning. The Washington Metropolitan Area Transit Authority (WMATA) already has a critical need for additional and improved bus storage and service yards

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Transportation level of service should integrate transit, bicycles, pedestrians and vechicles. The benchmark should be the number of people that can pass along a corridor or through an intersection rather than just the number of cars.

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and anticipates a need for greater rail yard space when the Metrorail fleet adds more eight-car trains. The lack of modern bus garages in the District severely impedes better bus service. As new transit lines are developed for the Circulator and DC Streetcar, additional land will be needed for new support facilities. Just as corridor preservation efforts anticipate the future need for transportation facilities, there is a need for land use planning to preserve opportunities for transportation support facilities, such as vehicle maintenance and storage. Failure to preserve areas for this use forces the location of facilities at great distances from service areas, increasing costs and limiting vehicle availability in emergencies. In some cases, as with rail facilities, location of vehicle maintenance and storage with operation service is essential. As service needs grow, transportation support facilities are needed to support existing services and future growth across the District. ¹

Closer coordination of transportation and land use planning can result in better congestion management, more efficient use of transit and parking, and transportation infrastructure that is sensitive and complementary to its surrounding context. ²

Assessing and measuring the transportation impacts of land use decisions are also important steps in integrated land use and transportation planning. New development generates new trips—be they auto trips, transit trips, pedestrian trips, or bicycle trips. Major land use changes, such as the development of large housing complexes or office buildings, should be evaluated for their impacts on existing and planned transportation infrastructure to ensure that the network can function adequately when the projects are completed. New methods of managing transportation impacts—such as TDM (additional information can be found in Section T-3.1 of this chapter)—should be pursued in lieu of simply building more roads. Additionally, as new technologies—such as transportation network companies (TNCs) and connected and autonomous vehicles (AVs)—emerge, the District will evaluate potential land use impacts and continue to encourage mixed-use and accessible development patterns. ³

In the past, the traditional way of measuring traffic impacts was to use a series of lettered grades (A through F) based on factors such as vehicle speed, the volume of cars that pass along a street compared to the street’s capacity, and the length of time for a car to pass through an intersection. These level of service (LOS) standards continue to be widely used in the suburbs, where most trips are made by car. But traditional LOS measures are not appropriate in a built-out District, where widening streets to increase capacity is rarely an option (or a desired outcome). In the District, LOS measures should integrate vehicular, bicycle, pedestrian, and transit travel. The benchmark should be the number of people who can pass along a corridor or through an intersection rather than just the number of cars. ⁴

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Policy T-1.1.1: Transportation Impact Assessment

Require appropriate environmental analysis for major transportation projects, including new roadways, bridges, transit systems, road design changes, and rerouting of traffic from roads classified as principal arterials or higher onto minor arterials or neighborhood streets with lesser volumes. ¹

Policy T-1.1.2: Land Use Impact Assessment

Assess the transportation impacts of development projects using multimodal standards rather than traditional vehicle standards to more accurately measure and more effectively mitigate development impacts on the transportation network. Environmental and climate change impacts, including that of carbon dioxide, should be included in the assessment of land use impacts. ²

Policy T-1.1.3: Context-Sensitive Transportation

Design transportation infrastructure to support current land uses as well as land use goals for mixed-use, accessible neighborhoods. Make the design and scale of transportation facilities compatible with planned land uses. Facilities should comply with the District’s Complete Streets policy, adopted in October 2010, with an emphasis on pedestrian and bicycle-friendly design. ³

Policy T-1.1.4: Transit-Oriented Development

Support transit-oriented development by investing in pedestrian-oriented transportation improvements at or around transit stations, major bus corridors, and transfer points. Encourage development projects to build or upgrade the pedestrian and bicycle infrastructure leading to the nearest transit stop to create last-mile connections. Pedestrian movements and safety should be prioritized around transit stations. ⁴

See also Section LU-1.4 of the Land Use Element for transit-oriented development policies.

Policy T-1.1.5: Joint Development

Maximize ridership potential, housing including affordable housing, and economic development opportunities by fostering transit-supportive commercial and residential joint development projects on WMATA-owned or -controlled land, public land, and private properties adjacent to Metrorail stations. ⁵

Policy T-1.1.6: Transportation Support Facilities

Prioritize in place preservation and rehabilitation for mass transit facilities and prioritize new, efficient support facility locations for storage and/or maintenance for Metrobus, DC Circulator, commuter bus, motor coach, Metrorail, streetcar, commuter rail, and intercity rail to serve residential and commercial areas throughout the District to equitably distribute access to

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Residents, workers, and visitors should have access to safe, affordable and reliable transportation options regardless of age, race, income, geography or physical ability. Transportation should not be a barrier to economic, educational, or health opportunity for District residents.

these services throughout all wards. Recognize bus service and its support facilities as critical components of the District’s public transportation system. Agencies should work to integrate mass transit facilities in the urban form and development program. ¹

Policy T-1.1.7: Equitable Transportation Access

Transportation within the District shall be accessible and serve all users. Residents, workers, and visitors should have access to safe, affordable and reliable transportation options regardless of age, race, income, geography or physical ability. Transportation should not be a barrier to economic, educational, or health opportunity for District residents. Transportation planning and development should be framed by a racial equity lens, to identify and address historic and current barriers and additional transportation burdens experienced by communities of color. ²

Policy T-1.1.8: Minimize Off-Street Parking

An increase in vehicle parking has been shown to add vehicle trips to the transportation network. In light of this, excessive off-street vehicle parking should be discouraged. ³

Action T-1.1.A: Transportation Measures of Effectiveness

Implement moveDC performance measures and the District Mobility Project to quantify transportation service and assess land use impacts on the transportation system. Priority performance measures include mode share, access to transportation options, person-carrying capacity or throughput, travel time reliability, and accessibility and equity for potentially vulnerable populations. ⁴

Action T-1.1.B: Transportation Improvements

Require TDM measures and transportation support facilities—such as crosswalks, bus shelters, transit resource and information kiosks, Capital Bikeshare stations, and bicycle facilities—with large development projects and major trip generators, including projects that go through the Planned Unit Development (PUD) process. Consider improvements to transit stations—such as additional stairs, escalators, and in some cases new entrances—with large developments. ⁵

Action T-1.1.C: Create Regional Network of Transportation Support Facilities

Work with WMATA and regional jurisdictions and partners to strategically locate new transportation infrastructure support facilities for the greater Washington metropolitan area where they best serve the transportation network and complement nearby land uses. ⁶

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Action T-1.1.D: Land Use—Transportation Coordination

Establish regular meetings with neighboring jurisdictions to discuss planned transportation projects and transportation needs. Encourage all jurisdictions to engage in planning and project coordination so that projects that occur near borders are considered by all those impacted. 403.18

Action T-1.1.E Update Zoning Regulations Regarding Mass Transit

Include Metrobus service and its support facilities (i.e., parking, refueling, routine cleaning and maintenance, cosmetic repairs, employee breakrooms and lockers, offices, and training facilities) in the definition of “mass transit facilities” in the Zoning Regulations to ensure that bus service is recognized as a critical component of the District’s public transportation system. 403.19

Please consult the Land Use and Economic Development Elements for additional policies and actions on transit-oriented development. Policies on parking are included in Section T-3.2 of this element and in the Land Use Element. Please see Section T-3.1 for additional policies on transportation demand management.

T-1.2 Transforming Corridors ¹

Avenues and boulevards are much more than simple transportation routes. They are a legacy of the 1791 L’Enfant Plan and are still one of Washington, DC’s most distinctive features. They were designed to be beautiful corridors lined with distinctive buildings, affording dramatic vistas for those passing by. Today, these corridors handle hundreds of thousands of private vehicles each day, as well as pedestrians, bicycles, trucks, and buses. 404.1

Different corridors in Washington, DC serve different functions. Some, like New York Avenue, carry heavy truck and commuter traffic. Others have wide sidewalks that provide a safe and pleasant environment for pedestrians. Still others were once vital shopping streets or streetcar lines that today have lost their neighborhood-serving activities and are checkered by drive-through and auto-oriented uses. As the gateways to Washington, DC’s communities, the District’s corridors should once again become the centers of civic and economic life for surrounding neighborhoods and serve as vital transportation corridors. Major avenues will also serve as focus areas for future smart-city investments that support these goals through enhancements in safety, transit service, and public amenities. The challenges facing the District as it plans for and reinvests in its corridors include balancing the various transportation modes, providing diverse and accessible transit options for all users, and tailoring its transportation strategies to recognize the function of each major street and foster economic growth. 404.2

Transit and non-auto travel have become major travel modes in the District, yet these modes have little roadway space dedicated to their exclusive use.

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One of the key moveDC strategies to enhance the District’s multimodal system is to establish modal priorities on District streets. Per moveDC, every non-local street should prioritize pedestrians, accommodate driving and local deliveries, and support one of the following modes:

• Protected bicycle facilities;
• Dedicated high-capacity surface transit lane(s);
• Dedicated freight routes; or
• A combination of these modes in a simpler form.

Decisions on which modes will be prioritized on streets are illustrated in the moveDC plan and are based on network connectivity, land use, and travel demand. 404.3

Policy T-1.2.1: Major Thoroughfare Improvements

Beautify and stabilize gateways and major thoroughfares by implementing coordinated multimodal transportation, economic development, and urban design improvements. 404.4

Policy T-1.2.2: Targeted Investment

Target planning and public investment toward the specific corridors with the greatest potential to foster neighborhood improvements, create equitable outcomes that reduce barriers and transportation burdens, and enhance connectivity across Washington, DC and corridors that serve as gateways to the District, welcoming visitors, residents, and workers. 404.5

Policy T-1.2.3: Discouraging Auto-Oriented Uses

Discourage certain uses, like drive-through businesses or stores with large surface parking lots and minimize the number of curb cuts in new developments. Curb cuts and multiple vehicle access points break up the sidewalk, reduce pedestrian safety, and detract from pedestrian-oriented retail and residential areas. 404.6

Policy T-1.2.4: Providing Roadway Space for All Modes

Roadway space should be determined by the potential person-carrying capacity of the lane; modes with the ability to move the most people should be prioritized. These changes should be informed by the modal priorities identified in moveDC. 404.7

Action T-1.2.A: Crosstown Corridors

Implement the recommendations of the Crosstown Multimodal Transportation Study and the Florida Avenue Multimodal Transportation Study to improve mobility across town for all users of those corridors. 404.8

Please consult the Urban Design Element for additional policies and actions on streetscape and design standards for corridors.

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T-1.3 Regional Smart Growth Solutions ¹

While this Transportation Element is focused on the District, transportation issues do not stop at jurisdictional boundaries. As the core of the Washington metropolitan region, the District has a high level of interest in transportation issues being addressed at a regional level. Consistently ranked among the most congested areas in the nation, and one with very high levels of auto-related air pollution, the Washington metropolitan region should work cooperatively to promote more environmentally responsible transportation. Continued strong regional action on expanding transit and smart-growth land use policies are critical for both the transportation system and the environment. ²

In 2014, the Metropolitan Washington Council of Governments (MWCOG) released its Regional Transportation Priorities Plan, examining the impacts of projected regional growth between 2010 and 2040 on the metropolitan transportation system—and exploring alternatives to reduce future congestion. The study found that daily vehicle miles traveled in the region are projected to grow by 25 percent by 2040, while freeway and arterial lane miles are projected to grow by only seven percent. As a result, many transportation facilities will be congested. The key finding of the MWCOG study is that long-term increases in congestion can be reduced by adjusting local land use plans to better match the transportation system, shifting jobs to the east side of the region, and encouraging housing closer to the region’s job centers. ³

A regional strategy of promoting infill, mixed-use, and transit-oriented development in urbanized areas is needed to encourage transportation efficiency both in the District and the region. A robust and meaningful dialogue that involves federal, state, and local leaders is absolutely essential. This dialogue should focus on improving the jobs/housing balance, investing in transit, and limiting sprawl on the region’s edge. Among other things, the District should establish direct avenues of communication with the planning, zoning, transportation, and economic development agencies of immediately surrounding jurisdictions. ⁴

Existing trip patterns reflect the District’s role as the region’s major employment destination. When moveDC was adopted in 2016, approximately 67 percent of persons working in the District commuted from the suburbs. Of the daily trips to and from the District, 66 percent are driven, 24 percent are taken on transit, and 10 percent are pedestrians or cyclists. Daily trips to and from the District can be seen in Figure 4.2. ⁵

Approximately 35 percent of the District’s residents commute to suburban destinations, with many of these trips going to large regional activity centers, such as Tysons and Rosslyn, Virginia, and Silver Spring and Bethesda, Maryland. The majority of District residents work within the District, with a significant portion of those jobs in the downtown core. Within the District,

A regional strategy of promoting infill, mixed-use, and transit-oriented development in urbanized areas is needed to encourage transportation efficiency both in the District and the region.

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Figure 4.2:

2040 Daily Person Trip Flows for Regional Trips ¹

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39 percent of daily trips are driven; 33 percent are taken on transit; and 28 percent are taken on foot, by bike, or on personal mobility devices. ²

Policy T-1.3.1: Transit-Accessible Employment

Support more efficient use of the region’s transit infrastructure with land use strategies that encourage employment locations near underused transit stations. Work closely with the federal government and suburban jurisdictions to support transit-oriented and transit-accessible employment throughout the region. This would expand the use of major transit investments such as Metrorail. Encourage approaches that improve transit access to jobs for low-income residents. ³

Policy T-1.3.2: Reverse Commuting

Utilize data on the travel patterns of District workers as the basis for programs to improve transit service, particularly programs that increase reverse commuting options for District workers employed in major suburban employment centers. ⁴

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Policy T-1.3.3: Regional Transportation Planning Initiatives

Advocate for large-scale regional transportation planning initiatives that involve local, regional, state, and federal governments. Such initiatives are essential given the long lead times and high expense of increasing regional transportation capacity. ¹

Action T-1.3.A: Regional Jobs/Housing Balance

Continue the efforts to promote infill, mixed-use, housing, particularly affordable housing, and transit-oriented development at the regional level, design transportation systems that connect District residents to local jobs, and provide opportunities for non-resident workers to also live in Washington, DC. ²

Action T-1.3.B: Regional Transportation Infrastructure Study

Actively participate in efforts by MWCOG and other regional organizations that address long-term transportation infrastructure needs in greater Washington, DC. Participate in the preparation of the 30-year Regional Long-Range Transportation Plan, which takes a broad-based look at these needs, taking into account expected growth patterns and emerging technologies. ³

T-1.4 Placemaking in Public Space ⁴

In addition to the transportation function of streets, associated features—such as medians, curbsides, edges, and sidewalks—provide opportunities to make the District more active and livable. Some corridors have more space than is needed for transportation. This excess space may be found on wide avenues or in triangular spaces where the grid is intersected by diagonal streets. Currently, there are hundreds of small non-transportation areas of land that exist within the public right-of-way, offering opportunities to establish spaces for cultural presentation and exchange in the District. ⁵

Policy T-1.4.1: Street Design for Placemaking

Design streets, sidewalks, and transportation infrastructure—such as bike racks and other public places in the right-of-way—to support public life, in addition to their transportation functions. This includes incorporating seating, plantings, and the design of spaces for gathering, lingering, and engaging in commerce and social or cultural activities. ⁶

Policy T-1.4.2: Cultural Use of Public Space

Support social, cultural, and commercial activities in public spaces through permitting and other government functions. Reduce permitting and other barriers to cultural use of streets and the adjoining public right-of-way. ⁷

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Transit-oriented developments maximizes the use of major transportation investments such as Metrorail.

In addition to the transportation function of streets, associated features—such as medians, curbsides, edges, and sidewalks—provide opportunities to make the District more active and livable.

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Action T-1.4.A: Develop a Placemaking in Public Space Program

Develop a placemaking in public space program within DDOT. DDOT should encourage and actively promote opportunities for enhancement in ineffective and under-used spaces District-wide. Any enhancements within the public realm should prioritize the safety and functionality of the space and carefully consider the impacts of the change to the space prior to any modifications being made. ¹

Please consult the Urban Design Element for additional policies and actions on placemaking in public space, and the Environmental Protection Element for guidance on tree canopy and green infrastructure.

Action T-1.4.B: Tree Planting and Removal

Develop further guidance on tree planting and removal. ²

T-2 Multimodal Transportation Choices ³

As of 2017, the District has one of the most balanced transportation systems in the country. Of the 50 largest cities in the U.S., the District has the highest percentage of residents who walk or bike to work and ranks fourth following New York, Boston, and San Francisco in the percentage who take public transportation. Approximately 25 percent of the District’s households have no automobile. Access, mobility, and mode use differ across the District and should be considered by race and income: the average commute times in the District are the highest in Wards 7 and 8, and more residents in these wards drive to work than any other ward, despite low access to cars. Low income Metrobus riders comprise 48 percent of the District’s bus ridership, compared with 18 percent of rail ridership, attributed in part to cost. Providing transportation choices that are more efficient and environmentally friendly than driving—such as walking, bicycling, commuter rail, passenger rail, and public transit—is a key goal of the Comprehensive Plan. ⁴

T-2.1 Transit Accessibility ⁵

The District and the surrounding region are served by the second largest rail transit system and the sixth largest bus network in the United States. The bus and rail systems are operated by WMATA, which provides service throughout the Washington metropolitan region. ⁶

WMATA was created in 1967 by an interstate compact to plan, develop, build, finance, and operate a balanced regional transportation system in the national capital area. Construction of the planned 103-mile Metrorail system began in 1969 and was largely funded by the federal government. The first phase of Metrorail began operation in 1976 and was completed in early 2001. In 2004, three new stations opened—two extended the Blue Line east of the Beltway and the first infill station (NoMa-Gallaudet U) opened

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on the Red Line. With the opening of the first phase of the Silver Line in 2014, the system now totals 117 miles, 38.3 miles of which are located within the District itself. Close to half of the stations on the system—40 of 91—are located in the District. The Metrorail system is shown in Map 4.1. While much of the District is within a half mile of a station, some areas—such as Georgetown, the New York Avenue corridor, and Bolling Air Force Base—are not. ¹

As the core of the region and the hub of the Metrorail system, much of WMATA’s transit usage centers in the District. In 2016, the total average weekday boardings at all Metrorail stations was 639,000. Nearly 57 percent of these boardings occurred at District stations. ²

Downtown station platforms are often congested in the peak period. The District and WMATA continue to coordinate on opportunities to relieve overcrowding and improve safety through short- and long-term design modifications of platforms and station access points. ³

The capacity of the core of the Metrorail system—in particular, the Blue, Orange, and Silver Lines—is constrained because various lines share tracks. WMATA will continue to work with partner jurisdictions to advance capacity solutions, such as moving to eight-car trains and expanding core stations to accommodate more passengers. Long-term solutions to core capacity constraints are needed and should be considered, including the potential for new stations and lines in the District. ⁴

Because of the very high cost of building entirely new Metrorail subway lines within Washington, DC, the District is proposing better connections, to and among, the various spokes of the Metrorail system, with investments in surface transit. These improvements include limited-stop bus service and dedicated transit lanes, streetcars, and improvements to local bus service through the use of new technologies, including real-time bus arrival information and transit signal priority. In addition, the District is working with WMATA to make more efficient use of existing infrastructure through measures such as increasing train lengths from six cars to eight cars. The increased train length would add about one-third more capacity to each train, greatly helping to alleviate congestion problems on some lines in the system. This technique does not require any changes to railroad or station infrastructure but does require the power delivery infrastructure to be upgraded. The District and other jurisdictions are currently working toward upgrading the power system to support eight-car trains and working to procure new rail cars. ⁵

WMATA also operates the Metrobus regional bus service. The buses run approximately 160,020 miles on an average weekday, making 422,000 trips. Approximately 55 percent of these trips are within the District. Metrobus operates 171 lines and 270 routes on 1,184 miles of roadway throughout the

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Map 4.1:

Metrorail System¹

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Source: DC Office of Planning, 2018

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metropolitan area. Within the District, Metrobus operates 71 bus lines and 105 routes on 261 miles of roadway, or 22 percent of the roadway system. Average weekday ridership on these District-based lines ranges from about 200 persons to over 19,000 persons. Some of the high-volume bus corridors include Wisconsin/Pennsylvania Avenue (routes 30N, 30S, 32, 33, 34, 36, 37), 14th Street NW (routes 52, 53, 54, 59), 16th Street NW (S1, S2, S4, S9), and Georgia Avenue—7th Street (routes 70, 74, 79).¹

WMATA faces complex and unique funding and budgetary challenges to maintain and operate the transit system. Research shows that over half of the total capital spending for other transit systems in other cities comes from dedicated sources of one kind or another. However, until recently, WMATA received no funding from such sources A historic funding agreement for WMATA was reached in May 2018, with the District, Maryland, and Virginia officially agreeing to $500 million in annual dedicated funding for Metro’s capital program. The Dedicated Funding for the Washington Metropolitan Area Transit Authority Emergency Act of 2018 commits the District to $178.5 million per year in capital funding through fiscal year 2059, as part of the WMATA Dedicated Funding Fund. This agreement creates the first stable funding source for WMATA since its creation in 1967.²

The Washington Metrorail Safety Commission met for the first time in February 2018. The commission was established through an interstate compact and requires funding from the District, Maryland, Virginia, and the federal government. As an independent legal entity, the commission is empowered to review, approve, oversee, and enforce the safety plan of the Metrorail system. The commission is responsible for publishing an annual safety report and submitting it to the Federal Transit Administration (FTA) and publishing an annual report of operations (detailing its programs, operations, and finances) and an annual independent audit of its finances.³

WMATA now has a stable, reliable, and dedicated source of capital funding. The District will continue to actively collaborate with jurisdictions throughout the region and with the federal government to encourage the success of the WMATA Dedicated Funding Fund.⁴

The District is served by many regional bus carriers in addition to Metrobus. In Maryland, these include Maryland Transit Administration (MTA) Commuter Bus, Dillon, Eyre, and Keller Transportation. In Virginia, these include Quick’s, Martz National Coach, Loudoun County Commuter Bus, Fairfax Connector, and Potomac and Rappahannock Transportation Commission (PRTC) OmniRide. Some private bus services also provide circulation within the District for schools, hospitals, universities, and other areas or attractions. The District is also served by regional commuter rail (found in the next section).⁵

WMATA now has a stable, reliable, and dedicated source of capital funding. The District will continue to actively collaborate with jurisdictions throughout the region and with the federal government to encourage the success of the funding source.

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Metrobus vehicles travel about 160,020 miles on an average weekday carrying about 422,000 trips. Approximately 55 percent of these trips are within the District.

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In addition to the regional WMATA bus service, the District began the DC Circulator service in July 2005. Circulator, a District-operated service that connects people to business, culture, and entertainment throughout Washington, DC, has grown to have six routes, providing more than 16,000 trips on the average weekday. 408.13¹

The District is working to increase transit options for intra-District trips. These options will include a variety of transit technologies, including neighborhood circulators, streetcars, limited-stop bus service, and Capital Bikeshare. The intra-District system is designed to be cohesive, supplement and complement existing Metro services, and support District land use objectives. 408.14²

Map 4.2 illustrates the High-Capacity Transit (HCT) Corridors recommended in WMATA’s Priority Corridor Network (PCN) Plan and the eight-mile streetcar corridor currently moving through planning and implementation. Further analysis will be necessary on each corridor to specify the mode and operational characteristics. 408.15³

Phase 1 of the DC Streetcar began service in 2016, connecting Oklahoma Avenue/Benning Road NE to Union Station. Plans for extending the line east to Benning Road Metrorail station are underway. 408.16⁴

As of 2019, other ongoing transit improvement initiatives include:

• K Street Transitway: The transitway will provide two travel lanes for exclusive use by buses between 21st Street NW and 12th Street NW.
• Circulator: The Transit Development Plan for the DC Circulator is being updated with a focus on the performance of the six current routes. Projects are also underway for the replacement of more than half of the bus fleet as well as acquisition of a site for a maintenance and storage facility.
• 16th Street NW Bus Lanes: The design phase is underway for a suite of bus improvements on the 16th Street NW corridor, which provides more than 20,000 bus trips each weekday. Improvements include peak-period, peak-direction bus lanes; transit signal priority; real-time passenger information displays; off-board fare collection; and operational changes, such as additional limited-stop service and route simplification. 408.17⁵

Policy T-2.1.1: Transit Accessibility

Work with transit providers to develop transit service that is fast, frequent, and reliable and that is accessible to the District’s residents, workers, and visitors, including during late-night hours. Pursue strategies that make transit safe, equitable, secure, comfortable, accessible, and affordable. 408.18

Policy T-2.1.2: Surface Transit Improvements

Enhance surface transit service by improving scheduling and reliability, providing timed transfers, reducing travel time, providing relief for overcrowding, increasing frequency and service hours, and improving both local access and crosstown connections. Key strategies in support of this policy may include roadway priority treatments, including dedicated transit lanes and transit signal priority, proof-of-payment systems, and larger vehicles capable of carrying more riders. 408.19

Policy T-2.1.3: WMATA Funding

Support the continuation of the WMATA Dedicated Funding Fund, which provides the District’s share of the regional dedicated, reliable capital funding for Metro, and work with Virginia and Maryland to ensure the funding continues beyond fiscal year 2059¹.

Policy T-2.1.4: Maintenance of Transit Facilities

Facilitate coordination among WMATA, DDOT, and the Department of Public Works (DPW) to program and prioritize safety and state-of-good-repair investments for WMATA-owned, District-owned, and other transportation infrastructure and facilities. 408.21

Map 4.2:

Proposed High-Capacity Transit Corridors¹

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Policy T-2.1.5: District Streetcar System

Expand transit options for District residents by developing a streetcar line. Create a streetcar line that will connect neighborhoods and key destinations, and create walkable, amenity-rich, and diverse communities along the streetcar route. Explore various value-capture strategies to obtain private and other financial support for the construction and ongoing operation of streetcars. 408.23¹

Policy T-2.1.6: First- and Last-Mile Connections

The District should advance the planning and implementation processes to consider last-mile travel between major transit or commercial nodes to and from nearby residential areas. 408.24²

Policy T-2.1.7: Water Taxis

Support privately funded ventures to provide water taxis and support facilities on the Potomac and Anacostia Rivers to serve close-in areas around the District as well as longer-distance routes from points south, such as Indian Head on the east side of the Potomac and Woodbridge to the south. 408.25³

Action T-2.1.A: New High-Capacity Transit Corridors

Develop transportation and land use plans to construct a network of new premium transit infrastructure, including priority bus corridors to provide travel options, better connect the District, improve surface-level public transportation, and stimulate economic development. As needed, replace existing travel and parking lanes along select major corridors with new transit services—such as limited-stop bus service, dedicated bus lanes, and transit signal priority—to improve mobility within Washington, DC. 408.26⁴

Action T-2.1.B: Eight-Car Trains

Increase Metrorail train lengths from six cars to eight cars when justified by demand to meet service guidelines and passenger levels. 408.27⁵

Action T-2.1.C: Circulator Buses

In addition to the current DC Circulator bus routes, consider implementing Circulator routes in other areas of the District that will support all-day, high-frequency transit service. Modified, expanded, or new routes should be designed in collaboration with WMATA to strengthen the District’s bus network and provide appropriate levels of service to meet the demands of each corridor. The Circulator will continue to connect residents, workers, and visitors to commercial centers and visitor attractions. 408.28⁶

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Union Station is a vital national, regional, and local transportation hub and cultural destination. It handles 37 million visitors (including passengers) annually—substantially more passengers served than any of the region’s three airports, which each serve between 20 and 22 million passengers annually.

Action T-2.1.D: Bus Stop Improvements

Improve key bus stop locations through such actions as:

• Extending bus stop curbs to facilitate reentry into the traffic stream;
• Moving bus stops to the far side of signalized or signed intersections where feasible;
• Adding bus stop amenities, such as user-friendly, real-time transit schedule information, benches, shade, and shelters;
• Improving access to bus stops via well-lit, accessible sidewalks and street crossings; and
• Using global positioning system (GPS) and other technologies to inform bus riders who are waiting for buses when the next bus will arrive. ¹

Action T-2.1.E: College Student Metro Passes

Continue to explore potential partnerships between WMATA and local colleges and universities, similar to the University Pass partnership with American University, to provide Metro passes to college students. As part of this program, improve connections between campuses and Metrorail stations during both on- and off-peak hours. ²

Action T-2.1.F: Transit Amenities

Seek opportunities to dedicate space in the right-of-way for surface transit amenities, such as bus stops, signage, shelters, passenger information, and off-board fare collection. Follow best practices in bus-stop siting (most often on the far side of an intersection) yet evaluate each case separately. Consider opportunities for enhanced stops and amenities with large-scale developments and redevelopments. ³

Action T-2.1.G: Performance Measures

Develop, apply, and report on transit performance measures to identify strengths, deficiencies, and potential improvements and to support the development of new and innovative facilities and programs. ⁴

T-2.2 Making Multimodal Connections ⁵

Multimodal connections refer to the links between different modes of travel, such as Metrorail, buses, bicycles, and private cars. These connections can be improved by expanding Metrorail stations to allow for more effective bus and streetcar transfers. Similarly, better pedestrian amenities, increased bicycle parking, more Capital Bikeshare stations, and more visible parking for carshare vehicles at Metrorail stations can enhance connections. ⁶

Intercity and commuter rail and bus connections are also critical to creating an efficient multimodal transportation system. Amtrak regularly runs

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trains to and from Union Station, providing service along the Northeast Corridor, as well as to and from points west and south. The District ranks second in Amtrak station passenger volume, after New York City. The District is currently served by two commuter rail systems—Maryland Area Regional Commuter Rail (MARC), which provides service from Maryland, and the Virginia Rail Expressway (VRE), which provides service from Virginia. These systems provide up to 37 million trips annually to and from Union Station. MARC also provides daily service to Baltimore/Washington International Thurgood Marshall Airport (BWI), including on weekends. Commuter ridership has increased substantially during recent years, and continued growth of both systems is expected. Union Station is also served by intercity bus providers, including Greyhound, Bolt Bus, and Megabus. 409.2¹

Union Station is a vital national, regional, and local transportation hub and cultural destination. It handles 37 million visitors (including passengers) annually—substantially more passengers served than any of the region’s three airports, which each serve between 20 and 22 million passengers annually. The Union Station Metrorail station is the busiest in the system and provides connections for travelers to the rest of the District and region. 409.3²

The expansion of the intercity bus networks, improvement of two commuter rail services, and increased intercity bus capacity, along with Metrorail and Metrobus service, will increase accessibility and enhance regional transportation options. Several key facilities on the rail system need improvements to accommodate future ridership and enable intermodal transfers. Increased capacity at Union Station and L’Enfant Plaza is also needed to accommodate commuter rail passenger traffic for MARC and VRE riders, respectively. Paratransit providers, taxis, and TNCs may also provide enhanced mobility for persons with disabilities and older adults. The continued growth of wheelchair-accessible taxicabs will be important for serving this group. 409.4³

Taxis and for-hire vehicle services constitute another important component of the District’s multimodal transportation system. They provide an alternative and convenient means of travel throughout the District. 409.5⁴

Policy T-2.2.1: Multimodal Connections

Create more direct connections between the various transit modes. This change is consistent with the federal requirement to plan and implement intermodal transportation systems. Make transit centers into locations of multimodal activity, with welcoming paths for users of all modes and supportive infrastructure, including wide sidewalks, marked crosswalks, and bicycle parking and storage. 409.6⁵

Policy T-2.2.2: Connecting District Neighborhoods

Improve connections among District neighborhoods by upgrading transit, auto, pedestrian, and bike connections, and by removing, ameliorating,

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mitigating, or minimizing existing physical barriers, such as railroads and highways. Recognize where transportation infrastructure has separated communities, particularly low-income residents and communities of color, and encourage strategies that rebuild connections. However, no freeway or highway removal shall be undertaken prior to the completion of an adequate and feasible alternative traffic plan and that plan’s approval by the District government. ¹

Policy T-2.2.3: Airport Connections

Work with other local governments in the Washington metropolitan region to maintain intermodal transportation services that provide more efficient and convenient connections between the District and the Reagan Washington National (DCA), Baltimore/Washington International Thurgood Marshall (BWI), and Washington Dulles International (IAD) airports. ²

Policy T-2.2.4: Union Station Expansion

Ensure that expansion and modernization of Union Station supports its role as a major, intermodal, transit-focused transportation center. Changes to Union Station should improve intermodal connections and amenities; facilitate connections with local transportation infrastructure with an emphasis on transit, pedestrian, and bicycle mobility; enhance integration with adjacent neighborhoods; minimize private and for-hire vehicle trips; reduce on-site parking; and provide a continued high quality of life for District residents and visitors. ³

Policy T-2.2.5: Commuter and Intercity Rail

Support the expansion of commuter and intercity rail by investing in existing infrastructure and facilities, supporting emerging transportation technologies that encourage faster travel on the Northeast Corridor and enhancing the rail south of the District. ⁴

Policy T-2.2.6: Taxi and For-Hire Vehicle Enhancements

Promote and incentivize upgrades to the District’s taxi fleet, including conversion to hybrid or electric vehicles (EVs), installation of time and distance meters, improvements in tracking and dispatching, and implementation of accessible vehicles. Particular attention should be given to improving taxi and for-hire vehicle service to underserved communities. Incorporate TNCs into the District’s mobility planning, with an emphasis on shared vehicles. ⁵

Policy T-2.2.7: TNCs

Monitor the impacts of TNCs on the District’s transportation network, encourage companies to reach underserved areas of Washington, DC and incentivize shared rides. TNCs should not increase overall vehicular traffic volumes or cause significant mode shifts from public transit or

zero-emission transportation options. Increase efforts to ensure TNC driver compliance with applicable traffic laws, particularly bike lane safety regulations and other Vision Zero policies. 409.12¹

Action T-2.2.A: Intermodal Centers

Support the role of Washington Union Station as an intermodal hub with regional importance. Identify other locations with the potential to serve as intermodal hubs within the District. 409.13²

Action T-2.2.B: Pedestrian Connections

Work in concert with WMATA to undertake pedestrian capacity and connection improvements at transit stations and stops and at major transfer facilities to enhance efficiency, operations, and pedestrian safety, comfort, and flow. 409.14³

Action T-2.2.C: Bicycle and Carpool Parking

Increase investment in bicycle parking and provide more visible parking for carsharing operations at Metrorail stations, key transit stops, and future streetcar stations. 409.15⁴

Action T-2.2.D: Commuter Rail and Bus Connections

Support the projects and initiatives identified in the State Rail Plan developed by DDOT, which calls for increased investment in the District’s rail network. This will include investments at both Union Station and L’Enfant Plaza station to increase capacity for passengers and trains and improve circulation. This investment will accommodate growth for intercity rail and commuter rail traffic and could accommodate future through-running rail service by MARC or VRE. Exploration of an additional infill rail station could further leverage the District’s rail system. In addition, support continued investment in commuter bus service and in Metrorail feeder bus service throughout the region. 409.16⁵

Action T-2.2.E: Transit Connections

Promote crosstown transit services and new transit routes that connect neighborhoods to one another and to transit stations and stops. 409.17⁶

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The use of bicycles for transportation and recreation is increasing within the District. Between 2000 and 2017, bicycle commuting grew by 514 percent, from a 1.2 percent share to a 4.5 percent share of all District-based work trips.

T-2.3 Bicycle Access, Facilities, and Safety ¹

Bicycling has long be en a part of the transportation mix in the District. In the late 19th and early 20th centuries, bicyclists, pedestrians, buggies, and streetcars all shared District streets. The District’s interest in bicycling as an alternative to motorized transportation grew in the 1970s in response to the energy crisis, and the first District Bicycle Plan was adopted in 1976. ²

The use of bicycles for transportation and recreation is increasing within the District. Between 2000 and 2017, bicycle commuting grew significantly, by 514 percent, from a 1.2[^] percent share to a 4.5[^] percent share of all District-based work trips. Continued increases in bicycling as a percent of work trips is desired. ³

As of 2017, the District has 75[^] miles of bike lanes, nine miles of cycle track, 60[^] miles of bike paths, 100[^] miles of bicycle routes, and 300[^] Capital Bikeshare stations. The District is also working to improve bicycle connections through parks and green spaces. Map 4.3 shows Washington, DC’s bicycle trail network. ⁴

While existing conditions provide a firm foundation for bicycling, many parts of Washington, DC could be more bicycle-friendly. Some parts of the District have no bicycle facilities at all, and many workplaces and other destinations have no facilities for storing or locking bicycles, showering, or changing. ⁵

Safety is another big concern. There were 660[^] crashes involving bicycles in 2016. Close to one-third of all fatalities from motor vehicle crashes in the District were pedestrians or bicyclists, compared to about 20[^] percent nationally and 27[^] percent for other large urban areas. ⁶

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Map 4.3:

Bicycle Routes and Trails¹

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Source: DC Office of Planning, 2018

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In 2014, DDOT estimated the bicycle LOS on all 1,171 miles of District streets. DDOT evaluated roadway lane and shoulder width, speed limit, pavement condition, and on-street parking data. The analysis found that about 46 percent of the study network received below-average bicycle LOS grades, a 23 percent improvement from 2003, when 70 percent of the network was below average. The recently completed Bicycle Element of moveDC includes many recommendations to improve bicycle facilities and infrastructure and should be consulted for more detail. When all requirements of the Bicycle Element of moveDC are fully implemented in 2040, the percentage of below-average streets will drop to 32 percent.¹

Please refer to the Parks, Recreation, and Open Space Element for additional policies and actions related to bicycle and pedestrian trails.

DDOT has established a Capital Bikeshare station expansion policy that balances stations by location type. The DDOT development plan breaks the District down into three market areas: High Ridership, High Revenue, and Accessibility. Stations located in each of these three areas are expected to have different ridership characteristics and revenue-generating potential. The expansion policy will help the District diversify the program’s ridership base and use Capital Bikeshare to connect residents to new opportunities.²

Policy T-2.3.1: Better Integration of Bicycle and Pedestrian Planning

Integrate bicycle and pedestrian planning and safety considerations more fully into the planning and design of District roads, transit facilities, public buildings, and parks such that residents of each of the District’s wards have access to high-quality bicycling and pedestrian facilities.³

Policy T-2.3.2: Bicycle Network

Provide and maintain a safe, direct, and comprehensive bicycle network connecting neighborhoods, employment locations, public facilities, transit stations, parks, and other key destinations. Eliminate system gaps to provide continuous bicycle facilities. Increase the amount of protected bike lanes, wayfinding signage, and Capital Bikeshare stations.⁴

Policy T-2.3.3: Bicycle Safety

Increase bicycle safety through continued expansion of protected bike lanes (cycle tracks) and other separated facilities, traffic-calming measures, provision of public bicycle parking, enforcement of regulations requiring private bicycle parking, and improved bicycle access where barriers to bicycle travel now exist.⁵

Policy T-2.3.4: Capital Bikeshare Expansion

Continue the expansion of Capital Bikeshare stations throughout the District to develop a complete bicycle-sharing network and encourage bicycling. Expansion of the system should balance service provisions, system costs,

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public input, and revenue-generation concerns. The cost of a Capital Bikeshare membership or the technology used to become a member should not be a barrier to using the system. 410.12

Policy T-2.3.5: Capital Bikeshare Access

Continue to increase utility of the system for users by locating stations so that 65 percent of residents and 90 percent of employees are within a quarter mile of a Capital Bikeshare station. Expand user access to destinations, including jobs and services; promote retail and entertainment access; and expand access to residential neighborhoods to encourage annual ridership increases. 410.13

Policy T-2.3.6: Dockless Programs

Dockless bike-share, scooter and other mobility systems should supplement and be compatible with the multimodal and accessibility priorities of the District through the permitting of private vendor-provided services. These systems should complement existing mobility services in the District, including Capital Bikeshare, Metrorail, Metrobus, and the DC Circulator. 410.14

Action T-2.3.A: Capital Bikeshare Community Partners

Continue investment in the Community Partners Program to reach unemployed persons, underemployed persons, and persons experiencing homelessness with subsidized Capital Bikeshare memberships to increase access to transportation. 410.15

Action T-2.3.B: Bicycle Facilities

Wherever feasible, require large, new commercial and residential buildings to be designed with features such as secure bicycle parking and lockers, bike racks, shower facilities, and other amenities that accommodate bicycle users. Residential buildings with eight or more units shall comply with regulations that require secure bicycle parking spaces. 410.16

Action T-2.3.C: moveDC Bicycle Element

Implement the recommendations of the Vision Zero DC Action Plan and the Bicycle Element of moveDC to:

• Build more and better bicycle facilities;
• Enact more bicycle-friendly policies; and
• Provide more bicycle-related education, promotion, and enforcement. 410.17

Action T-2.3.D: Performance Measures

Develop, apply, and report on walking and bicycle transportation performance measures to identify strengths, deficiencies, and potential improvements and to support the development of new and innovative facilities and programs. 410.18

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The District has 300 Bikeshare Stations and 2,300 bikes.

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4

The District’s population density, interconnected grid of streets, wide sidewalks, and renowned park system have long contributed to a favorable environment for walking. In 2017 approximately 47,624 District residents (12.7 percent of Washington, DC’s labor force) walked to work.

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Encouraging walking will bring many benefits to the District. It will provide convenient and affordable transportation options, reduce vehicular travel and related pollution, and improve the health and fitness of District residents.

Action T-2.3.E: Dockless Sharing Programs

Monitor dockless programs closely so that public benefits outweigh any negative impacts to the public right-of-way, equity of service, or the ability of the Capital Bikeshare system to provide cost-effective and equitable service. Work with providers to promote equitable access to the increased mobility options these dockless programs provide. ¹

T-2.4 Pedestrian Access, Facilities, and Safety ²

The District’s population density, interconnected grid of streets, wide sidewalks, and renowned park system have long contributed to a favorable environment for walking. In 2017 approximately 47,624[^p32-424] District residents (12.7 percent of Washington, DC’s labor force) walked to work. DDOT works to develop and maintain a cohesive, sustainable transportation system that is safe, affordable, and convenient, while preserving and enhancing the natural, environmental, and cultural resources of the District. Whenever DDOT substantially paves, repaves, resurfaces, or engages in construction of a roadway, bridge, or tunnel, it will bring that facility into compliance with the most current accessible guidelines. ³

The District has more than 1,800 miles of sidewalks. However, there are still approximately 100 miles of District streets without sidewalks and a backlog of sidewalks needing repair. When a street is fully reconstructed or when a curb and gutter are installed or rebuilt, DDOT is required to install a sidewalk on at least one side of the street if none are present. ⁴

Improvements to pedestrian facilities can enhance the quality of the walking and public transit environments and foster greater use of both modes. Improvements should focus on reductions in the number and severity of pedestrian-vehicle conflict points, clarified pedestrian routing, widened sidewalks, and improved aesthetic features, such as landscaping. ⁵

Encouraging walking will bring many benefits to the District. It will provide convenient and affordable transportation options, reduce vehicular travel and related pollution, and improve the health and fitness of District residents. ⁶

Policy T-2.4.1: Pedestrian Network

Develop, maintain, and improve pedestrian facilities. Improve the District’s sidewalk system to form a safe and accessible network that links residents across Washington, DC. ⁷

Policy T-2.4.2: Pedestrian Safety

Improve safety and security at key pedestrian nodes throughout the District. Use a variety of techniques to improve pedestrian safety, including textured or clearly marked and raised pedestrian crossings, pedestrian-actuated signal push buttons, high-intensity activated crosswalk pedestrian signals,

rectangular rapid flashing beacons, accessible pedestrian signal hardware, leading pedestrian interval timing, and pedestrian countdown signals. 411.6¹

See also Action T-1.1.A on developing multimodal transportation measures of effectiveness, and the Educational Facilities Element for recommendations on the Safe Routes to School program.

Policy T-2.4.3: Traffic Calming

Continue to address traffic-related safety issues through carefully considered traffic-calming measures. Expedite processes for implementing traffic calming measures at locations and corridors identified as having the highest number of incidents involving bicyclists and pedestrians. 411.7²

Policy T-2.4.4: Sidewalk Obstructions

Locate sidewalk cafes and other intrusions into the sidewalk so that they do not present impediments to safe and efficient pedestrian passage. Maintain sidewalk surfaces and elevations so that persons with disabilities or older adult pedestrians can safely use them. 411.8³

Action T-2.4.A: Pedestrian Signal Timings

Review timing on pedestrian signals to ensure that adequate time is provided for crossing, in particular for locations with a large older adult population. 411.9⁴

Action T-2.4.B: Sidewalks

Install sidewalks on streets throughout the District to improve pedestrian safety, access, and connectivity. Continue to monitor the sidewalk network for needed improvements. Consult with Advisory Neighborhood Commissions (ANCs) and community organizations as plans for sidewalk construction are developed. Coordinate with the National Park Service (NPS) to complete local sidewalk networks that overlap with NPS land. All sidewalks shall be constructed in conformance with the Americans with Disabilities Act (ADA) Accessibility Guidelines. 411.10⁵

Action T-2.4.C: Innovative Technologies for Pedestrian Movement

Explore the use of innovative technology to improve pedestrian movement and safety for all users, such as personal transportation systems and enhanced sidewalk materials. 411.11⁶

Action T-2.4.D: Pedestrian Access on Bridges and Underpasses

Ensure that the redesign and/or reconstruction of bridges, particularly those crossing the Anacostia River, includes improved provisions for pedestrians, including wider sidewalks, adequate separation between vehicle traffic and sidewalks, guardrails, pedestrian-scaled lighting, and easy grade transitions. Maintain sidewalk segments under and over rail tracks and provide adequate lighting in these locations. 411.12⁷

Action T-2.4.E: Pedestrian Master Plan

Implement the recommendations of the Pedestrian Master Plan, the Vision Zero Action Plan, and moveDC Pedestrian Element to improve accessibility, connectivity, and safety for pedestrians throughout the District.¹

Action T-2.4.F: Pedestrian and Bike Events

Support events in public spaces and streets that encourage bicycling and walking.²

T-2.5 Roadway System and Auto Movement³

The District’s roadway system consists of 1,171 miles of roadway, 241 vehicular and pedestrian bridges, and approximately 7,774 intersections. Approximately 22 percent of these intersections are signalized.⁴

The roadways in the District are categorized by function, ranging from interstates and other freeways, which carry the largest volumes of motor vehicle traffic, to local streets, which provide the highest level of access to land uses. Map 4.4 shows the existing roadway system based on a Functional Classification System described in Figure 4.3.⁵

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Map 4.4:

Roadway System by Functional Classification¹

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Increases in funding for street maintenance since the mid-1990s have allowed the District to continually improve the condition of its roadway pavement. The District continually monitors and rates the condition of its roadways and bridges. 412.4¹

Figure 4.3: Existing Roadway System Functional Classification 412.5²

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Traffic congestion on the District’s roadway network occurs primarily on the radial principal arterial roadways. Map 4.5 illustrates motor vehicle traffic volumes on major streets and highways. The flow of motor vehicle traffic is greatly influenced by north-south movements along the I-95 corridor feeding into I-295 and I-395. These highways carry the heaviest daily motor vehicle traffic volumes in the District, with an average of approximately 168,000 daily trips on I-395 and 108,000 on I-295 in 2017. In addition, the limited number of crossings over the Potomac and Anacostia Rivers generates higher volumes of motor vehicle traffic at these gateways than their counterparts in the northern portion of the District. ¹

Examples of heavy volumes in 2017 from the south include 38,000 daily motor vehicle trips across the Anacostia River on the Pennsylvania Avenue Bridge, 52,000 motor vehicle trips across the Potomac on the Francis Scott Key Bridge, 94,000 motor vehicle trips across the Theodore Roosevelt Bridge, and 241,000 motor vehicle trips across the 14th Street Bridge and I-395 bridge complex, also over the Potomac. These volumes can be contrasted with volumes coming into the District from the north and northeast, which include 29,000 daily motor vehicle trips on Connecticut Avenue, 21,000 motor vehicle trips on Massachusetts Avenue, 24,000 daily motor vehicle trips on Georgia Avenue, 33,000 daily motor vehicle trips on 16th Street NW, 48,000 daily motor vehicle trips on North Capitol Street, and 132,000 daily motor vehicle trips on New York Avenue. ²

The Concept of Induced Demand

Research shows that urban traffic congestion tends to maintain a self-limiting equilibrium: vehicle traffic volumes increase to fill available capacity until congestion limits further growth. Any time a consumer makes a travel decision based on congestion (“Should I run that errand now? No, I’ll wait until later when traffic will be lighter.”) they contribute to this self-limiting equilibrium. Travel that would not occur if roads became congested but that would occur if roads became less congested is called induced travel demand. Increasing road capacity, or reducing vehicle use by a small group, creates additional road space that is filled with induced demand. ³

Map 4.5:

Existing District Traffic Volumes, 2017¹

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OPID0030253 Source: DC Office of Planning, 2019

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As Washington, DC is a densely developed District with a historic built environment, the District does not foresee making significant investments in road widening to accommodate more motor vehicles. Instead, the District will continue to manage existing roadway resources and provide for viable transportation choices throughout Washington, DC. 412.9¹

As part of moveDC, an analysis of the transportation impacts of anticipated 20-year land use and transportation changes was conducted. The analysis projected that if the recommendations in moveDC are implemented, there will be a 39 percent increase in the total number of transit trips by 2040, a 16 percent increase in the total number of motor vehicle trips, and a 52 percent increase in non-motorized trips (walk and bike). Motor vehicle congestion will increase on several corridors. The analysis concluded that new TDM measures, bike and pedestrian improvements, and transit improvements will be needed to keep the system functioning adequately. 412.10²

Policy T-2.5.1: Creating Multimodal Corridors

Transform District arterials into multimodal corridors that incorporate and balance a variety of mode choices, including bus, streetcar, bicycle, pedestrian, and automobiles. 412.11³

Policy T-2.5.2: Managing Roadway Capacity

Manage the capacity of principal arterials within existing limits rather than increasing roadway capacity to meet induced demand for travel by car (see text box entitled The Concept of Induced Demand). Prioritize improvements based on their multimodal person-carrying capacity. Increase auto capacity on roadways only if needed to improve the safety of all travelers, improve connectivity of the multimodal transportation network, or improve targeted connections to regional roadways. 412.12⁴

Policy T-2.5.3: Road and Bridge Maintenance

Maintain the road and bridge system to keep it operating safely and efficiently and to maximize its useful life. 412.13⁵

Policy T-2.5.4: Traffic Management

Establish traffic management strategies that prioritize the safety of pedestrians over vehicular traffic; separate local traffic from commuter or through-traffic; and reduce the intrusion of trucks, commuter traffic, and cut-through traffic on residential streets. Prioritize public transit solutions, including bus lanes and signal priority, to reduce commuter traffic. 412.14⁶

Policy T-2.5.5: Natural Landscaping

Work with other District and federal agencies to identify, plant, and manage natural landscaping areas along highways, traffic circles, bike paths, and sidewalks. 412.15⁷

Action T-2.5.A: Maintenance Funds

Provide sufficient funding sources to maintain and repair the District’s system of sidewalks, streets, and alleys, including its street lights and traffic control systems, bridges, street trees, and other streetscape improvements. ¹

Action T-2.5.B: Signal Timing Adjustments

Regularly evaluate the need for adjustments to traffic signal timing to prioritize pedestrians, surface transit, and bicyclists. ²

Action T-2.5.C: Update the Functional Classification System

Continue to update the Functional Classification System on a two-year cycle. The Functional Classification System is a tool developed by the Federal Highway Administration (FHWA) and used by DDOT to help describe and generally assign the vehicular transportation purpose of a street within the street network. ³

T-2.6 Addressing Accessibility for All Residents ⁴

Multimodal transportation options are critical for populations who cannot drive or do not have access to a car. Access to transportation is essential for residents across the income spectrum, older adults who may need transportation to a medical appointment, and persons with a disability who need to go to work. Without alternatives to cars, a significant portion of the population may be unable to lead independent lives. ⁵

Policy T-2.6.1: Transportation Access

Address the transportation needs of all District residents, including those with special physical requirements and trip needs, such as access to medical centers or wellness centers. ⁶

Policy T-2.6.2: Transit Needs

Establish, expand, or continue assistance for transit-dependent groups in the District, including older adults, students, school-age children, and persons whose situations require special services, including those experiencing homelessness. ⁷

Action T-2.6.A: Public Improvements

Invest in public improvements, such as curb inclines, aimed at increasing pedestrian mobility, particularly for older adults and persons with disabilities. ⁸

Action T-2.6.B: Shuttle Services

Through public services, private services, or public-private partnerships, supplement basic public transit services with shuttle and minibuses to

provide service for transit-dependent groups, including older adults, people with disabilities, school-age children, and residents in areas that cannot viably be served by conventional buses. ¹

Action T-2.6.C: Transportation Access and Service

Conduct an analysis of the impacts transportation access and service has on underserved and low-income communities. ²

T-3 Transportation System Efficiency and Management ³

With the costs of providing new transportation facilities on the rise, the District must constantly look for ways to reduce travel demand and more effectively use its existing and future transportation systems. This section of the element addresses Transportation Demand Management TDM, curbside management and parking, truck and motor coach movement, and travel information. ⁴

T-3.1 Transportation Demand Management ⁵

TDM refers to a series of transportation strategies that are designed to maximize the people-moving capability of the transportation system by increasing the number of persons in a vehicle, increasing transit ridership, or influencing the time of (or need to) travel. To accomplish such changes, TDM programs rely on incentives or disincentives to make shifts in travel behavior more attractive. The TDM Strategic Plan includes strategies to increase the non-Single Occupant Vehicle (SOV) rate and to streamline TDM in the project review process. It provides, supports, and promotes programs and strategies aimed at reducing the number of car trips and miles driven (for work and non-work purposes) to increase the efficiency of the transportation system. ⁶

The primary purpose of TDM is to reduce the number of motor vehicles using the road system while providing a variety of mobility options to those who wish to travel. Typical TDM programs include:

• Carpooling and vanpooling, employee shuttles, and improvements that encourage bicycling and walking;
• Financial incentives, such as preferential parking for ride sharers, parking cash-outs, and transit subsidies;
• Congestion avoidance strategies, such as compressed work weeks, flexible work schedules, and telecommuting in circumstances where workplace productivity is not impaired; and

With the costs of providing new transportation facilities on the rise, the District must constantly look for ways to reduce travel demand and more effectively use its existing and future transportation systems.

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• Education and outreach regarding which transportation options are available, how to use transit, safety tips for bicycling, and how to join a carpool or vanpool. ¹

TDM strategies are particularly useful during peak period travel times, when demand is the greatest. The Washington, DC metropolitan region is a leader in developing and implementing such strategies. Some of the regional TDM strategies already in place include telework centers, vanpool programs, guaranteed ride home programs, and transit incentive programs. ²

In 2013, the federal government employed approximately 437,000 people in the National Capital Region. As the region’s largest employer, the federal government has a strong interest in improving the quality of transportation services and infrastructure. It is in a unique position to provide leadership in TDM programs that can accommodate the travel needs of its workforce while setting the standard for the region as a whole. Its mandatory regional transit subsidy program is an effective form of TDM: in 2012, 42 percent of peak period Metrorail riders were federal employees. ³

The District supports all these initiatives and also has many of its own TDM measures. For instance, it is helping to educate the public about various shared mobility options in the District, including point-to-point and traditional carsharing services. The District’s ultimate goal is to reduce reliance on single-occupancy vehicles and reduce vehicle miles traveled (VMT). To incentivize the use of shared cars and encourage the private sector to expand carsharing programs, the District has designated strategic curbside parking spaces for these vehicles, accompanied by educational brochures to help explain this service to the public. ⁴

Roadway pricing is another strategy to manage transportation demand. Research indicates that 75 to 80 percent or more of the costs of driving are external costs, such as noise and air pollution. Over the long term, recovering these costs will serve to level the playing field for all modes of travel. The region’s motorists and residents currently pay the full cost of transportation through a variety of indirect means, including their time and health. Making these costs more apparent to motorists will ultimately help shift travel both in the District and throughout the region to modes that are most efficient in terms of lowest overall costs. The District is investigating how to implement roadway pricing, particularly strategies targeting those drivers who cut through the District with neither a starting nor an ending point within District boundaries. ⁵

New technologies are making roadway pricing more feasible and economical. The range of roadway pricing approaches includes a congestion pricing cordon (used most notably in London and Singapore), which involves motorists being charged via electronically read debit cards for entering the central portion of the District. Other options include measuring

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miles traveled on particular roads (using electronic means) and assessing per-mile charges based on such variables as wear-and-tear on the roadway system, air and noise pollution, and imposition of congestion, among others. Pricing strategies can also vary depending on the time of day, the level of congestion, and other parameters. In evaluating new technologies and approaches to encourage use of TDM and reduce vehicle miles travelled, it is important to use disaggregated data that identifies the mode use, ability, and access for communities of color and residents of all abilities and income levels. This can be used to consider appropriate, equitable TDM measures, minimize barriers to entry (such as price or access to technology) and encourage adoption of TDM. ¹

moveDC has a tiered strategy for future implementation of managed lanes and a congestion pricing cordon for downtown. It identifies key facilities where managed lanes are appropriate entering the District, including:

• I-66 on the Theodore Roosevelt Bridge;
• I-295 between the District line and the 11th Street Bridge;
• I-395 on the 14th Street Bridge;
• I-395/I-695 between the 11th and 14th Street Bridges;
• Canal Road between the Chain Bridge and the Whitehurst Freeway; and
• New York Avenue between I-395 and the District line. ²

The District Mobility Project leverages transportation data for multiple modes (walking, bicycling, taking transit, and driving) to inform DDOT’s short- and long-term investment strategies. It builds on national advances in transportation system performance management to track District-wide trends in congestion and travel-time reliability, among other key system performance metrics. By highlighting areas with high congestion, low reliability, and poor accessibility, the District Mobility Project shows where DDOT will target near-term investments to improve multimodal mobility. ³

Policy T-3.1.1: TDM Programs

Provide, support, and promote programs and strategies aimed at reducing the number of car trips and miles driven (for work and non-work purposes), to increase the efficiency of the transportation system. ⁴

Policy T-3.1.2: Regional TDM Efforts

Continue to pursue TDM strategies at the regional level and work with regional and federal partners to promote a coordinated, integrated transportation system. These strategies include setting commuter benefits program participation rates for employers, developing corridor-level TDM plans to educate the public on DDOT and regional lanes initiatives (i.e., bus only, high-occupancy toll, high-occupancy vehicle, and road diets), and adopting emerging technologies to promote carpooling. ⁵

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Policy T-3.1.3: Carsharing

Encourage the expansion of carsharing services as an alternative to private vehicle ownership by removing barriers to access private carsharing systems. 415[^.12]

Policy T-3.1.4: Special Event TDM

Encourage event organizers to provide transportation amenities for large events. These measures can include the TDM initiatives developed through the hospitality and tourism program to promote the use of transit options to hotels, lodging providers, District-wide events, and museums through advocacy and outreach in hopes of influencing event attendees. 415[^.13]

Action T-3.1.A: TDM Strategies

Develop strategies and requirements that reduce rush hour traffic by promoting flextime, carpooling, and transit use where consistent with maintaining workplace productivity, to reduce vehicular trips particularly during peak travel periods. Identify TDM measures and plans as vital conditions for large development approval. Transportation Management Plans should identify quantifiable reductions in motor vehicle trips and commit to measures to achieve those reductions. Encourage the federal and District governments to explore the creation of a staggered workday, where appropriate, to reduce congestion, and implement TDM initiatives through a pilot program that focuses on the District government and public schools. Assist employers in the District with implementation of TDM programs at their worksites, to reduce drive-alone commute trips. Through outreach and education, inform developers and District residents of available transportation alternatives and the benefits these opportunities provide. 415[^.14]

Action T-3.1.B: Roadway Pricing and Management

The recommendations in moveDC should be explored and implemented, where feasible, in three phases:

• Phase 1: Continuously monitor direct and external roadway costs to gain a more accurate estimate of the true cost of driving for motorists;
• Phase 2: Develop a system to identify those who drive entirely through the District without stopping (i.e., those who are not living in, working in, or visiting Washington, DC), as well as a mechanism to charge these motorists for the external costs that they are imposing on the District’s transportation system; and
• Phase 3: Continuously monitor state-of-the-art roadway pricing techniques and technologies, and work with neighboring jurisdictions to implement roadway pricing programs that better transfer the full costs of driving to motorists. This could include higher costs for heavier and higher-emission vehicles. 415[^.15]

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Action T-3.1.C: Private Shuttle Services

Develop a database of private shuttle services and coordinate with shuttle operators to help reduce the number of single-occupant trips. Encourage shuttle operators to provide real-time transit data, and create a layer in goDCgo’s interactive map to show all shuttles. Motivate companies to implement a shuttle service. ¹

Action T-3.1.D: Transit Ridership Programs

Support employers in implementing the DC Commuter Benefits Law. Continue to support employer-sponsored transit ridership programs, such as those under the federal Transit Benefits Program, which stipulates that, pursuant to federal legislation, public and private employers may subsidize employee travel by mass transit each month. Continue to support employer-sponsored bicycle commuter benefit programs for public and private employers. ²

Action T-4.1.E: Implement the TDM Strategic Plan

Provide, support, and promote programs and strategies aimed at reducing the number of car trips and miles driven (for work and non-work purposes), to increase the efficiency of the transportation system. Smart-city technologies promise to enhance and transform TDM as more data becomes available. TDM practitioners such as goDCgo should determine platforms for delivering practical travel and routing information to improve mobility. ³

Action T-4.1.F: Analytic Tools to Measure Performance

Plan and implement the development of advanced analytic tools to measure the performance of the transportation network in support of the District Mobility Project. ⁴

T-3.2 Curbside Management and Parking ⁵

The public curbside, the space along the street between travel lanes and sidewalk, is limited real estate. Within this space, many essential activities of urban life occur: buses pull in and out, delivering thousands of passengers a day; residents and visitors come and go; and shoppers and diners arrive and depart. It is an active place, the use and management of which affects adjacent businesses and local neighborhoods. Demands on the public curbside space are diverse and come from residents, workers, visitors, patrons, deliverers, and travelers of all means and modes. The needs and desires for curbside use are not uniform throughout the District. In some areas, competition for curbside space is fierce, while in other areas, demand is comparatively light. As new vehicle technologies develop and become commercially available, the District will explore ways to receive parking data from them, enhancing the District’s parking management system. DDOT’s District Mobility Project includes a tool to visualize multimodal transportation system performance. ⁶

DDOT manages 1,392 miles of public curbside. Curbside space is generally available for anyone to use, at least for short durations, except in areas with curbside restrictions due to traffic safety and specific, reserved uses, such as residential permit parking, commercial loading zones, diplomatic parking, motorcycle parking, metered parking, motor coach parking, and valet staging zones. The District does not own or operate off-street garages and lots for public use. ¹

Policy T-3.2.1: Parking Duration in Commercial Areas

Using pricing, time limits, and curbside regulations, encourage motorists to use public curbside parking for short-term needs, and promote curbside turnover and use while pushing longer-term parking needs to private, off-street parking facilities. ²

Policy T-3.2.2: Employing Innovations in Parking

Consider and implement new, asset-light technologies and approaches to increase the efficiency, management, and customer use of curb space, while minimizing barriers to entry such as price or lack of access to technology. These include pay-by-cell parking metering, digitizing the curbside management permit distribution system, and multimodal dynamic demand-based parking pricing. ³

Policy T-3.2.3: Repurposing Parking

Consider the potential reuse of parking facilities at the outset of their design to future-proof them. These uses could include housing, office, retail, and/or other non-vehicle-storage-related uses. Future-proofing considerations could include the design and configuration of ramps, column spacing, ceiling heights, natural light exposure, ventilation, and elevators in ways that could support other uses. ⁴

Action T-3.2.A: Short-Term Parking

Continue to work with existing private parking facilities to encourage and provide incentives to convert a portion of the spaces now designated for all-day commuter parking to shorter-term parking to meet the demand for retail, entertainment, and mid-day parking. ⁵

Action T-3.2.B: Carshare Parking

Continue to provide strategically placed and well-defined curbside parking for carshare vehicles, particularly near Metrorail stations, major transit nodes, and major employment destinations, and in medium- and high-density neighborhoods. ⁶

Action T-3.2.C: Curbside Management Techniques

Revise curbside management and on-street parking policies to:

• Adjust parking pricing to reflect the demand for, and value of, curb space;

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• Adjust the boundaries for residential parking zones;
• Establish parking policies that respond to the different parking needs of different types of areas;
• Expand the times and days for meter parking enforcement in commercial areas;
• Promote management of parking facilities that serve multiple uses (e.g., commuters, shoppers, recreation, entertainment, churches, special events );
• Improve the flexibility and management of parking through mid-block meters, provided that such meters are reasonably spaced and located to accommodate persons with disabilities;
• Preserve, manage, and increase alley space or similar off-street loading space;
• Increase enforcement of parking limits, double-parking, bike lane obstruction, and other curbside violations, including graduated fines for repeat offenses and towing for violations on key designated arterials; and
• Explore increasing curbside access for EV supply equipment. 416.8

Action T-3.2.D: Unbundle Parking Cost

Find ways to unbundle the cost of parking. For residential units, this means allowing those purchasing or renting property to opt out of buying or renting parking spaces. Unbundling should be required for District-owned or subsidized development and encouraged for other developments. Employers should provide a parking cash-out option, allowing employees who are offered subsidized parking the choice of taking the cash equivalent if they use other travel modes. Further measures to reduce housing costs associated with off-street parking requirements, including waived or reduced parking requirements in the vicinity of Metrorail stations and along major transit corridors, should be pursued. These efforts should be coupled with programs to better manage residential street parking in neighborhoods of high parking demand, including adjustments to the costs of residential parking permits.

416.9

Action T-3.2.E: Manage Off-Street Parking Supply

Continue to waive or reduce parking requirements in the vicinity of Metrorail stations and along major transit corridors, as implemented during the recent revision of the zoning regulations. Explore further reductions in requirements as the demand for parking is reduced through changes in market preferences, technological innovation, and the provision of alternatives to car ownership. Update the Mayor’s Parking Taskforce Report with more recent parking data and monitor parking supply on an ongoing basis. 416.10

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Action T-3.2.F: Encourage Shared-Use Parking

Collaborate with private, off-street parking facilities to encourage shared-use parking arrangements with nearby adjacent uses to maximize the use of off-street parking facilities. ¹

T-3.3 Goods Movement ²

The District is a dense urban environment with a diverse mixture of land uses that place significant demand on the District’s transportation infrastructure. Washington, DC’s role as an employment center for the region creates a high volume of commuter traffic in peak hours, while the consumer-driven economy generates significant demand for freight movement. ³

The District has experienced a substantial population increase and sustained economic development over the past decade, generating a growing demand for freight activity and increasing pressure on the District’s transportation network. In May 2013, DDOT initiated the first District Freight Plan to outline freight strategies and recommendations for the District to support economic growth while maintaining livability and addressing community needs and concerns. Research for the District Freight Plan found that in 2011, the District moved 16.8 billion tons, worth $21.7 billion, of domestic goods to and from the District. District freight shipments are expected to grow 75 percent in terms of tons from 2011 to 2040, and 159 percent during that same period in terms of value. The majority of the truck traffic in the District has an origin or a destination in the District. ⁴

Trucks are critical for the District’s economy to function. The District is a net consumer, rather than producer, of goods. By weight and value, more freight comes into the District than leaves the District. However, in terms of the average value per ton, freight leaving the District has a higher value ($2,571/ton) than freight coming into the District ($1,269/ton). Nearly 99 percent of goods destined for the District arrive by truck. Many businesses in the District rely heavily or solely on truck service to receive and/or ship freight. In doing so, they generate freight-related economic activity as well. Truck access is often instrumental to major business location decisions, as feasible options for alternative modes are limited. ⁵

If trucks did not accommodate demand, very few shippers could use other modes—such as rail, water, air, or pipeline—to transport freight. Moreover, the use of other modes would likely entail higher transport costs due to longer transport distances, price, logistics, and accessibility, which could increase overall demand for all users of other modes. The long-term result could be a migration of businesses that can move away from the District to other locations with better truck accessibility and modal options. Truck-based freight deliveries create jobs; 129,500 jobs in the District can be

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traced back to organizations that ship and/or receive freight via truck in Washington, DC. 417.4¹

While trucks are not the main cause of congestion, they are a contributor. Their size and operating characteristics, including being slower to accelerate and to stop, make them less nimble in traffic. In addition, the District has limited curbside loading space, a limited number of alleys (and many of these are too narrow to facilitate access by larger vehicles), and inconsistent availability of on-site loading docks. These factors often result in trucks loading and unloading curbside, creating congestion and mobility issues in the roadway, bike lanes, and sidewalks. 417.5²

District law sets a maximum weight for trucks by axle group to protect infrastructure. Overweight trucks have a significant negative impact on bridge and roadway pavement life. To assess whether and ensure that the potential effects of overweight vehicles are accounted for, DDOT conducts additional inspections of structures and bridges. Depending on the outcomes of inspections, bridge and structure improvements may be programmed ahead of or outside of normal maintenance cycles, and/or DDOT may put special weight and use restrictions of a structure in place. 417.6³

Construction-related truck traffic continues to be a concern for District residents. These vehicles frequently have to travel through residential neighborhoods to get to and from construction sites, creating air pollution, noise, and vibration on these streets. Passenger vehicles are also heavy users of these same routes, leading to congestion for both passenger vehicles and trucks. 417.7⁴

Although the District’s freight rail network is small in terms of rail infrastructure mileage and the amount of freight currently originating and terminating in the District, it plays a key role in the regional freight network and local and regional rail passenger operations. Over 90⁵ intercity or commuter passenger rail trains operate on the CSX network daily. 417.8⁶

The District does not own any railroads but is served by two Class I and one Class III (switching or terminal) railroads, including CSX’s major north-south freight rail line. CSX and Norfolk Southern own, operate, and maintain nearly seven miles of freight rail line and right-of-way in the District and carried approximately 370,000⁷ carloads of freight in 2012⁸. The two freight rail yards located in the District are Washington Terminal Rail Yard, which is adjacent to Union Station, and the Benning Rail Yard. 417.9⁹

Ongoing improvements to the rail freight network will further enhance the importance of the District’s network by providing a key to the double-stack intermodal container freight route from the East Coast to Midwest markets. Although these improvements will not likely result in the District becoming an intermodal hub, they will enhance the operational capabilities of both

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rail freight and passenger operations by removing existing bottlenecks and clearance restrictions, and they will possibly expand rail service to District markets by reducing rail transportation costs. These actions would not only benefit existing or potential rail users, but also result in a reduction of the number of trucks traveling through the region, creating safety and environmental benefits for the area. ¹

Continued support for the freight rail projects within the State Rail Plan is needed. The Virginia Avenue Tunnel is a major endeavor for the freight rail network. The project was expanded to include two tracks; this will increase the clearance, allowing for double-stack intermodal trains that can accommodate high-capacity containers. Construction began in 2015 and was completed in 2018. Additional opportunities presented by the presence of freight rail in the District should be explored, including the potential for an intermodal or transload facility. ²

Policy T-3.3.1: Balancing Goods Delivery Needs

Balance the need for goods delivery with concerns about roadway congestion, hazardous materials exposure, quality of life, and security. Rail and road freight and construction routing should consider and minimize impacts to adjacent neighborhoods, with recognition that many routes historically have impacted communities of color and low-income residents. ³

Policy T-3.3.2: Freight Safety

Continue to work with the federal government and the rail owners and operators to protect the District’s residents and workforce by working to eliminate the rail shipment of hazardous materials through the District. Continually evaluate truck crash data and address issues as identified. ⁴

Policy T-3.3.3: Rail and Waterways as an Alternative to Trucking

Encourage the use of rail for long-distance movement of cargo and continue to expand goods movement strategies to better manage truck traffic within the District. Preserve and enhance rail infrastructure throughout Washington, DC and preserve existing maritime freight infrastructure. ⁵

Policy T-3.3.4: Truck Management

Manage truck circulation in the District to balance access and mobility of all users. Goods movement needs to be incorporated into transportation planning to balance the need for fostering economic growth and development with managing congestion, air quality, and safety, which will minimize negative impacts on residential streets. ⁶

Policy T-3.3.5: Enhance Freight Routing

Enhance freight routing and preserve key District-wide freight routes. Consider establishing a freight corridor traffic signalization program,

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install weight-in-motion sensors at key locations, further enhance dynamic truck routing, implement truck route signage, improve data collection on truck movements, and conduct a location-aware device-based study of truck movements in the District. 417.16

Policy T-3.3.6: Oversized and Overweight Trucks

Manage construction and oversize and overweight vehicles in Washington, DC to promote the safety of all users. Fees for oversized and overweight trucks should be assessed to ensure they are offsetting their impact to the District, and construction vehicle permits should be enforced. 417.17

Policy T-3.3.7: Truck Routing and Parking

Enhance truck route enforcement to encourage the use of appropriate routes, which will minimize travel on local roads. Delivery vehicles should park in suitable locations for loading and unloading and should not block travel lanes, transit stops, crosswalks, or bike lanes. 417.18

Action T-3.3.A: Enhance the Loading Zone Program

Enhance the loading zone program with policies and programs including automated and more targeted enforcement, complete user data collection, data evaluation to inform enforcement and future program decisions, and dynamic loading zone pricing. Provide freight zones on streets in office districts and expanded curbside space available for loading. 417.19

Action T-3.3.B: Freight Trip Generation Study

Complete the freight trip generation study and develop an off-peak delivery program. 417.20

Action T-3.3.C: Implement Last-Mile Delivery/Pickup

Develop a strategy to allow for the implementation of last-mile delivery/pickup using bikes and other small mobility devices. 417.21

Action T-3.3.D: Improve Truck Safety

Implement a truck safety campaign aimed at pedestrian, cyclists, and truck drivers that focuses on the need to share the road and identifies potential truck conflict locations with bike lanes, transit stops, and streetcars. 417.22

Action T-3.3.E: Address Personal Goods Delivery Devices

Develop policies to address small goods delivery through autonomous devices on sidewalks to promote the safety of pedestrians on sidewalks as these services are deployed. 417.23

Action T-3.3.F: Freight Advisory Committee

Establish a freight advisory committee to provide advice on policies related to the movement of goods in the District. This group could help communicate truck information to elected officials and the public. 417.24

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4

Traveler information plays a key role in transportation system efficiency, and new technologies provide an increasing number of options for providing timely information to travelers across all modes.

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High quality and carefully designed wayfinding signs can help orient tourists, Metro riders, and others so they can easily find their intended destinations.

T-3.4 Traveler Information ¹

Traveler information plays a key role in transportation system efficiency, and new technologies provide an increasing number of options for providing timely information to travelers across all modes. A state-of-the-art traveler information system can enhance transportation quality, safety, cost-effectiveness, and efficiency. ²

For visitors, wayfinding signage—that is, signage that helps travelers reach their destinations—is one of the most important components of the District’s transportation infrastructure. Much of the existing wayfinding signage in the District is effective and appropriate for motorists, but gaps exist in the network of signs. High-quality and carefully designed wayfinding signs for pedestrians can also help orient visitors, transit riders, and others, so they can easily find their intended destinations. ³

Policy T-3.4.1: Traveler Information Systems

Promote user-friendly, accurate, and timely traveler information systems for highways and transit—such as variable message signs, GPS traffic information, and real-time bus arrival information—to improve traffic flow and customer satisfaction. ⁴

Action T-3.4.A: Transit Directional Signs

Establish a joint District, WMATA, and private sector task force to improve and augment pedestrian directional signs and system maps for transit riders, especially at transit station exits and at various locations throughout the District. ⁵

Action T-3.4.B: Regional Efforts

Through a regionally coordinated effort, continue to explore and implement travel information options, from the provision of printed and electronic maps and internet-based information to motor coach operators, travel agents, and trucking companies. ⁶

T-3.5 Motor Coach Operations ⁷

The District receives approximately 21-25 million visitors to the National Mall each year. These visitors arrive by different transportation means, including personal occupancy vehicles, airplanes, rail, and motor coaches. Motor coaches are the third most used form of transportation by visitors. As many as 1,100 buses per day bring visitors to the National Mall, accounting for over 200,000 motor coaches and eight million visitors annually. This volume makes parking for motor coaches a challenge and creates pollution from idling vehicles. Due to the limited supply of curbside space, only a limited number of areas are available for motor coaches to load and unload passengers or park. In addition, motor coaches are expected to

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follow the District’s three-minute anti-idling law and obey curbside and traffic restrictions. As a result, motor coaches tend to stop or park on neighborhood streets and circle the blocks near the visitor loading areas to avoid exceeding the limits on idling times. Many tour bus operators remain in the District only long enough to take visitors to major attractions but then leave, resulting in loss of revenues as visitors shop, dine, and spend the night in suburban jurisdictions. There is a need to identify clearly defined parking areas and loading zones for motor coaches. ¹

T-3.6 Shuttle Bus and Sightseeing Operations ²

Shuttle bus operators transport employees and organizational members across multiple sites or destinations. Examples include universities that provide shuttle service for students between buildings or different campuses and hospitals that provide shuttle service from hospital campuses to Metrorail or Metrobus stations. ³

There are many shuttle bus service providers. Some are owned by the organization that uses the service, while others may be contracted to provide service to an organization. Since shuttle buses serve different areas. Some may be required to have a permit if they are operating on a public street, and others may not need them if they are operating on private property. This difference creates challenges for curbside management, as some shuttle services use the public curbside without a bus stop permit and others with permits may double-park to load and unload passengers if the permitted loading zone is blocked. ⁴

Sightseeing operators are similar to shuttle buses in that they provide scheduled service. However, sightseeing operators focus on visitors and serve major attractions, including the National Mall. These routes are traditionally hop on/hop off. Multiple sightseeing operators share stops around the National Mall, where they are supposed to spend no longer than 15 minutes at the curbside for loading and unloading. However, some may stage and layover in the permitted space due to a lack of parking options in areas around the main attractions. This causes other sightseeing providers to load and unload in the street or circle the block until the space becomes available. ⁵

T-3.7 Commuter Bus Operations ⁶

Commuter buses provide bus service for workers traveling from Virginia and Maryland into the District. The providers of commuter bus operations include MTA, PRTC, Loudoun County, and Martz. ⁷

Commuter bus service is focused on the morning and afternoon rush hour peak times. Commuter buses operate on a set schedule and require midday parking, bus staging, and layovers for routes. However, given the high

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demand at the curbside, finding parking is a challenge for commuter bus operators, leading many to find illegal staging and parking on residential streets. Due to these constraints, some operators make the less economically viable decision of sending their buses back to the home jurisdiction during mid-day and return empty buses to pick up riders during afternoon service. 421.2

T-3.8 Intercity Bus Operations ¹

Intercity bus operators provide service for the District to and from New York City, Philadelphia, Richmond, and other locations. Intercity buses operate from the early morning to the late evening, with staging times in between. Many intercity buses are centrally located at the transportation hub, Union Station. The list of specific companies includes Greyhound, Bolt Bus, and Megabus. However, some intercity buses still operate at the curbside in highly congested areas. This presents a challenge as conflicts with other uses at the curbside arise. Passenger safety is a concern at these locations. Business and building owners also have concerns due to buses blocking highly trafficked curb areas while waiting to disembark on their next trip. 422.1

Policy T-3.8.1: Motor Coach Facilities

Develop carefully planned parking areas, loading zones, and dedicated routes for motor coaches to prevent motor coach parking in residential neighborhoods. Enforce and apply fines and penalties when motor coach parking and route regulations are violated. 422.2

Policy T-3.8.2: Commuter Bus Facilities

Develop a commuter bus off-street parking facility plan that identifies solutions to the challenge of limited curbside space and eliminates parking in residential neighborhoods. 422.3

Policy T-3.8.3: Intercity Bus Relocation

Develop a plan for intercity buses to operate at off-street locations, and restrict the permits for intercity bus on-street locations. Enforce and implement fines when intercity bus on-street regulations are violated. 422.4

Action T-3.8.A: Motor Coach Management Initiative

Implement the recommendations of the DDOT Tour Bus Management Initiative, prepared to ameliorate long-standing problems associated with motor coach parking, roaming, and idling around the District’s major visitor attractions. 422.5

Action T-3.8.B: Manage Layover and Staging Zones

Maximize the efficiency of existing layover and staging zones. Coordinate with WMATA and District agencies to identify areas of shared use for on-street and off-street layover and staging zones. 422.6

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Action T-3.8.C: Shuttle and Sightseeing Bus Staging

Develop carefully planned staging zones for shuttle and sightseeing buses to prevent them from double-parking or circling the block, which adds to congestion. Enforce and apply fines and penalties when sightseeing and shuttle bus permit regulations are violated. 422.7¹

Action T-3.8.D: Motor Coach Off-Street Parking Initiative

Coordinate with District and federal agencies and stakeholders to create a plan to build an off-street bus parking facility for short-term, long-term, and staging needs of all motor coaches. 422.8²

Action T-3.8.E: Consolidate Intercity Buses at Union Station

Coordinate with the Federal Transit Administration (FTA), Federal Railway Administration (FRA), Amtrak and the Union Station Redevelopment Corporation to promote the consolidation of intercity buses in the transportation hub expansion plan. Explore termination of the lease agreement with the Union Station Redevelopment Corporation for bus parking at the Crummell School site in Ivy City to allow for other uses. 422.9³

T-4 Safety, Security, and Resiliency 423⁴

Transportation has always played an important role in Washington, DC’s security by providing a means of evacuation, as well as routes for emergency and relief service; and by connecting residents to critical services and essential workers to their job sites. The District must continue to plan for and safeguard its transportation system, protecting its value as a major component of Washington, DC’s urban infrastructure and economy. Transportation safety is also critical not only in the sense of preparing for and responding to major incidents, but also in protecting the lives of residents, workers, and visitors as they travel around the District. All users of the transportation system should have safe access in the District. 423.1⁵

T-4.1 Emergency Preparedness, Transportation, and Security 424⁶

In light of terrorist attacks, public health emergencies, and major weather events, every major American city has embarked on emergency preparedness and traveler information systems designed to inform citizens how to respond in the event of an emergency. As the nation’s capital, the District considers emergency preparedness a critically important issue. 424.1⁷

Should the District face an emergency situation, the transportation system provides the critical means to evacuate residents, workers, and visitors; to support the movement of emergency service response teams; and/or to connect residents to critical services and essential workers to their job sites. Depending on the nature of an incident, persons may need to rely on car, train, bus, bike, and/or walking. It is essential that the District maintain and

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plan for a well-functioning, coordinated system that can adapt to the needs of an incident. Given the District’s reliance on the regional transportation network in the event of an evacuation, close coordination with partners in Maryland and Virginia and at WMATA would also be needed to respond to the event. 424.2

DDOT is the lead District agency for all regional and federal emergency transportation coordination and activities that affect the District. Another key agency is the Homeland Security and Emergency Management Agency (HSEMA), which partners with District agencies, businesses, and communities to help plan for the management of an emergency event. There is also increasing coordination among regional departments of transportation, the federal government, and other agencies, primarily through MWCOG. 424.3

The region has identified 25 corridors radiating from Downtown Washington, DC as emergency event/evacuation routes. Each of the routes extends to the Capital Beltway (I-495) and beyond. Customized roadway signs allow for easy identification of direction; outbound signs direct motorists to I-495 in Maryland and Virginia, and inbound signs show images of monuments. Evacuation routes are also identified by street name signs, which include the red and white District flag. 424.4

If directions are given to evacuate the Central Business District, Pennsylvania Avenue NW, between Rock Creek Park and the U.S. Capitol, serves as the dividing line for routes. None of the evacuation routes cross each other, and no vehicles would be permitted to cross Pennsylvania Avenue. Traffic signals would be timed to move traffic away from the incident area. In addition, police officers would be present at critical intersections on the evacuation routes within the District to expedite the flow of traffic and prevent bottlenecks. Bike trails could also be used by cyclists or pedestrians in the event of an evacuation. 424.5

Although the District is more equipped now than it has been in the past to respond to emergencies, additional planning is needed to better prepare the region’s transportation systems to respond to and rapidly recover from disruptions. The District should not only continue to plan for evacuations at the local level and provide the necessary information to the public, it should also improve coordination with its regional partners and take advantage of new technologies and federal support in preparing for the transportation needs resulting from a wide range of potential emergencies. 424.6

As home to the largest concentration of federal agencies and facilities in the country, the District and the federal governments should continue to coordinate extensively to address the District’s security and mobility needs. Over the past decade, several of the District’s streets have been closed by the federal government to protect the White House and the U.S. Capitol.

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These street closures have disrupted mobility for pedestrians and vehicles, requiring extensive re-routing of Metrobus and vehicular travel through downtown and Capitol Hill. This has led to delays for residents, workers, visitors, and emergency service providers. 424.7¹

Please refer to the Community Services and Facilities Element for additional policies and actions related to emergency preparedness, and to the Urban Design Element for policies on security and design.

Policy T-4.1.1: Balancing Security Measures and Desires for an Open District

Balance and mitigate security requirements against daily mobility, efficiency, and quality of life concerns of District residents and visitors, and the potential for negative economic, environmental, and historic impacts. The trade-offs associated with potential street closures or changes to transportation access should be adequately assessed. 424.8²

Policy T-4.1.2: Coordination with the Federal Government

Work closely with federal agencies to find alternative security solutions and to avoid street closings to the greatest extent possible. 424.9³

Policy T-4.1.3: Providing Redundancies

Provide alternate routes and modes of travel, or redundancies, across the District to promote the security of District residents and visitors and reduce the effects on non-routine incidents. 424.10⁴

Policy T-4.1.4: Accommodating Evacuation Needs

Ensure evacuation planning and implementation considers and addresses issues of race, poverty, disability, and age. 424.11⁵

Action T-4.1.A: Pennsylvania Avenue Closure

Work with federal agency partners to implement the Presidents Park South project along E Street NW near the White House to provide an excellent public space as well as a key east-west bicycle and pedestrian connection. Use the security requirements for closing the street to vehicles to create a space for bicycles and pedestrians. 424.12⁶

Action T-4.1.B: Coordination with the Federal Government

Continue to work with the federal government to assess the impacts of security measures on the quality of life of District residents and businesses. 424.13⁷

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Action T-4.1.C: Emergency Evacuation Plan

Continue to refine an emergency evacuation plan that not only describes evacuation procedures and routes, but also defines the modes of transportation to use in the event that certain modes, such as the Metrorail system, become unavailable. Increase public education and awareness of local emergency management plans and make information on evacuation routes and procedures more accessible and understandable to residents, employees, and visitors. 424.14

T-4.2 Safety for All Travelers [^p58-425]

The District is committed to a Vision Zero philosophy, with the goal of eliminating fatalities and serious injuries from the transportation network. Under Vision Zero, the network will be designed and operated to support the safe and efficient movement of people and goods, while also taking into account that travelers inevitably make mistakes resulting in crashes. However, there is no need to accept that those crashes will inevitably lead to fatalities. The number of deaths and serious injuries on the District’s transportation network has been steadily decreasing for many years, even as the District’s population grew. In 1995, the District suffered 62 traffic fatalities. In 2005, there were 49[^p58-1], and by 2014, there were 26 traffic fatalities. Unfortunately, the number of fatalities has been increasing in recent years. In 2016, there were 28 traffic fatalities in the District, and in 2017, there were 30 fatalities. This loss of life on District streets is unacceptable. 425.1

Policy T-4.2.1: Vision Zero

Incorporate the disciplines of engineering, evaluation, law enforcement, and education to achieve the District’s goal of zero transportation-related deaths and serious injuries by 2024. 425.2

Action T-4.2.A: Vision Zero Action Plan

Implement the strategies recommended in the District’s Vision Zero Action Plan. 425.3

T-4.3 Rail Safety [^p58-426]

The D.C. Council enacted the Rail Safety and Security Amendment Act of 2016, establishing an Emergency Response and Rail Safety Division. In addition to carrying out emergency response activities, this division would coordinate with the FRA and other federal and state agencies as appropriate to carry out inspection, investigation, enforcement, and surveillance activities for railroads operating in the District. The act also transferred the functions of the State Safety Oversight (SSO) agency, which oversees the safety of the DC Streetcar, from the District’s Fire and Emergency Medical Services Department (FEMS) to the Emergency Response and Rail Safety Division. The act established a Railroad Advisory Board to provide consultation to the Mayor, D.C. Council, and District agencies on matters

C I T Y W I D E E L E M E N T S

pertaining to the investigation and surveillance of federal railroad safety laws. 426[^.1]

Policy T-4.3.1: Coordination with the Federal Government

The District will work closely with the FRA to obtain the necessary certifications and approvals for the District to be accepted into the FRA’s State Safety Participation Program (SSPP), to guide matters relating to the safety of railroad operations in the District. The District will also work with the FTA to maintain the necessary certifications of an SSO regarding the oversight of the DC Streetcar. 426[^.2]

T-4.4 Climate Resiliency 427[^]

Climate change will have serious impacts on transportation infrastructure as temperatures rise, precipitation rates increase, and sea levels rise. These changes will cause transportation infrastructure to flood more frequently, roads to buckle, rails to bend and warp, and an increased maintenance burden in the District for transportation facilities. These impacts require special consideration in the planning, design, and maintenance of transportation infrastructure. The District has experienced several extreme weather events in recent years, which have caused extensive disruption to the District’s transportation system. 427[^.1]

Policy T-4.4.1: DDOT Climate Change Adaptation Plan

Continue to implement and update the DDOT Climate Change Adaptation Plan so that the District’s transportation network will withstand future climate conditions. DDOT’s Climate Change Adaptation Plan provides the foundation to better understand, anticipate, and prepare transportation assets for changing future conditions. 427[^.2]

Policy T-4.4.2: Climate-Adaptive and Resilient Transportation

Improvements Promote the integration of climate-adaptive, resilient design, and operational and maintenance protocols for transportation systems serving the District. 427[^.3]

Policy T-4.4.3: Mitigation Measures for Flood-Prone Transportation

Facilities Develop, prioritize, and implement flood mitigation measures for existing flood-prone transportation facilities based on vulnerability assessments and consideration of extreme precipitation events and sea level rise. 427[^.4]

Action T-4.4.A: Climate Adaptation Guidelines for Transportation Projects Develop and implement climate adaptation guidelines while designing transportation projects. The guidelines may include evaluating the effectiveness of stormwater management, urban heat island mitigation, and

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other technical components to better buffer transportation infrastructure from the impacts of climate change. 427[^.5]

Action T-4.4.B: Research Resilient Transportation Design Best Practices Research and leverage existing best practices from other metropolitan transportation departments as DDOT continues to make future adjustments to its design parameters that incorporate hazard mitigation and climate change adaptation. Consider updating design standards to account for projected extreme temperatures and precipitation. 427[^.6]

Action T-4.4.C: Climate-Ready Evacuation Routes Identify alternate evacuation routes for roads and bridges identified as vulnerable to flooding and/or sea level rise. 427[^.7]

T-5 Technology and Innovation 428[^]

New transportation technologies have the potential to dramatically change the way people move in cities. As new technologies develop, they will impact people’s transportation decisions, possibly increasing the accessibility of different areas of the District. This change in access will have economic and land use impacts, as areas previously disconnected from the public transportation system are made more accessible. Transportation technology’s effect on the District can be seen through two examples. The first is the historic streetcar systems that operated between 1862 and 1962. The system reinforced and extended the original L’Enfant Plan street grid and supported linear forms of commercial development. The second example features the change in land use patterns with the introduction of Metrorail, which has supported nodal patterns of development and, in some cases, shifted the centers of gravity of neighborhoods subtly away from the former linear corridors. 428[^.1]

It is important to leverage new technologies that support the vision of an inclusive District and to enhance safety, mobility, access, and equity in the District for residents, workers, and visitors. New technologies must also be considered through a racial equity lens, recognizing that historically, transportation innovations were connected to displacement and disconnection in communities of color. Consider differences and barriers in how technologies may be adopted by various groups. 428[^.2]

T-5.1 Autonomous Vehicles 429[^]

AVs have the potential to significantly impact transportation and land use patterns over the next 10 to 30 years. These impacts need to be understood to ensure they are well managed, to avoid unintended disruptions, and to provide benefits for District residents, visitors, and workers. 429[^.1]

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The District of Columbia Autonomous Vehicle Act of 2012 authorized operation of AVs on District roadways. While these vehicles are allowed to operate on District roadways, it remains important for the District to continue to support the transportation policies laid out in existing municipal guidance, with the goal of maintaining equitable access to transportation and mobility within the District. moveDC recommends that the District serve as an urban test bed for AVs through policy and legal support. In addition, the Vision Zero Action Plan calls for the evaluation of ways to improve safety through data integration among AVs, District-wide traffic signals, and other infrastructure. 429.2

AVs have the potential to improve safety, efficiency, and mobility and to potentially reduce the need for on- and off-street parking. AVs raise several important issues about the future of transportation, including:

• Potential impact on VMT;
• Future demand for curbside access;
• Distance and frequency of trips made;
• Character of future transit ridership; and
• Nature of future mobility, including for persons with disabilities. 429.3

The degree to which AVs are personally owned or are operated as fleet vehicles will have major ramifications for the transportation system. Sharing AVs for trips has the potential to increase the efficiency of the transportation network, while a system that allows increases in vehicle trips that serve only one—or zero—passengers could greatly exacerbate congestion. 429.4

As the proliferation of autonomous vehicles increases and the underlying technology becomes more sophisticated, understanding the intended and unintended impacts of automation on land use, transportation patterns, safety, racial equity, environmental sustainability, cybersecurity, and the regional and national economy will be critical to avoiding negative impacts to District residents. The District also has an opportunity to harness the potential positive impacts of autonomous vehicles through a transparent, adaptable, and comprehensive policy approach. 429.5

Policy T-5.1.1: AVs and Safety

Autonomous vehicles operating within the District should account for human error and unpredictability to support the Vision Zero goal of reducing, and ultimately eliminating, serious injuries and

Autonomous Vehicles (AVs)

With AV technology, vehicles need varying levels of driver engagement to safely navigate a roadway. A scale system has been created by the National Highway Traffic Safety Administration to understand the sophistication of the technology and the necessary level of driver engagement.

• Level 0—No Automation: Zero autonomy; the driver performs all driving tasks.
• Level 1—Driver Assistance: Vehicle is controlled by the driver, but some driving assistance features may be included in the vehicle design.
• Level 2—Partial Automation: Vehicle has combined automated functions, such as acceleration and steering, but the driver must remain engaged with the driving task and monitor the environment at all times.
• Level 3—Conditional Automation: Driver is a necessity but is not required to monitor the environment. The driver must be ready to take control of the vehicle at all times, with notice.
• Level 4—High Automation: The vehicle is capable of performing all driving functions under certain conditions. The driver may have the option to control the vehicle.
• Level 5—Full Automation: The vehicle is capable of performing all driving functions under all conditions. The driver may have the option to control the vehicle.

429.1a

fatalities. Use street design principles and speed limitations to promote the safety of all roadway users, with a particular focus on the most vulnerable users. 429.6¹

Policy T-5.1.2: Shared-Use AVs

Incentivize the shared use of AVs. The District currently hosts many shared-use services, such as public transit, informal carpooling, carsharing, ride hailing, and bikeshare. Shared AVs should complement and integrate with these existing services. 429.7²

Policy T-5.1.3: Traffic Congestion and VMT

Minimize future increases in VMT and congestion created by AVs. 429.8³

Policy T-5.1.4: Equitable Access

Adoption of autonomous vehicles in the District should be equitable. Autonomous vehicle fleet services should be made accessible and available to all users throughout the District. 429.9⁴

Policy T-5.1.5: Person Throughput

Continue to monitor the person-carrying capacity of vehicle lanes and prioritize modes that carry the most people per lane mile. As AVs begin to operate on District roadways, travel lanes may face increased pressure. AVs should complement and not displace other sustainable and healthy modes of transportation, such as walking and cycling. 429.10⁵

Policy T-5.1.6: AV Impacts

Monitor, evaluate, and address, as appropriate, the short- and long-term effects that AVs may have on mobility and transportation networks; infrastructure, including the electrical grid, roadways, and data networks; goods movement; economic development; the design of the built environment; and configuration of land uses. 429.11⁶

Action T-5.1.A: AV Working Group

The Autonomous Vehicle Working Group—an interagency working group comprised of agencies focused on transportation, rights of persons with disabilities, environmental issues, and public safety—should continue to meet and monitor AVs and their impact on the District. The group should work to develop policy and regulatory guidance to ensure AVs enhance the District

by improving safety, efficiency, equity, and sustainability while minimizing negative impacts on residents, workers, and visitors. 429.12¹

Action T-5.1.B: Continued Research

Examine and monitor the latest research on AVs to inform policy development. Review publications from universities, think tanks, foundations, and other jurisdictions to better understand the potential implications in the District. Research should be comprehensive and focus on direct impacts on the transportation network and the indirect impacts on land use, as well as economic and job market disruption, public revenue, environmental sustainability, and social and racial equity. 429.13²

Action T-5.1.C: Data Sharing

Encourage AV manufacturers and operators to share data to support responsive research efforts and inform public policy making. Data sharing will need to have a level of accuracy and detail for specific research needs and respect the privacy of individuals. 429.14³

Action T-5.1.D: Enhance Access to Transit

Explore strategies to make autonomous vehicles complement rather than replace existing transit service, such as through dedicated curbside access, transit alternatives for seniors and people with disabilities, and shared mobility solutions to provide first-mile/last-mile connections. 429.15⁴

Action T-5.1.E: Parking and Curbside Access

Monitor the shifts that AVs will create in the use of parking facilities and curbside lanes. Explore regulatory and technological tools for dynamically adapting to these shifts in usage, to allow for and incentivize more efficient and productive uses of these urban spaces. 429.16⁵

T-5.2 Electric Vehicles 430⁶

EVs have the potential to minimize the negative environmental impacts associated with current internal combustion engine vehicles. EVs create fewer emissions, including fewer greenhouse gas emissions, which make them an important part of achieving the region’s air quality goals. They are also quieter than traditional vehicles. 430.1⁷

Charging infrastructure is an important component in the success of EV deployment. The production of electricity that serves the District has fewer greenhouse emissions than traditional combustion engines. 430.2⁸

EVs have the potential to minimize the negative environmental impacts associated with current internal combustion engine vehicles. EVs create fewer emissions, including fewer greenhouse gas emissions, which make them an important part of achieving the region’s air quality goals.

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Policy T-5.2.1: Deployment of EVs

Support the deployment of EVs in place of traditional gasoline-powered vehicles to help the District achieve its sustainability goals. 430.3¹

Policy T-5.2.2: Charging Infrastructure

Encourage early deployment of EV charging stations at no charge in appropriate, publicly accessible locations across the District to serve existing neighborhoods. Consider the integration of EV charging stations in new and existing residential and commercial developments. Consideration should also be given to locations where EV charging stations can be retrofitted into parking garages. As EVs become more popular, there will be increased demand for on-street charging stations, which will need to be balanced with other curbside needs and uses. 430.4²

Policy T-5.2.3: EV Transit

Require the use of EVs for the DC Circulator, WMATA buses, and, if available, trucks used by DPW. The implementation of a fully electric fleet will reduce tailpipe emissions and reduce noise pollution in neighborhoods. WMATA must develop a timeline for bus fleet conversion to EVs that enables the District to meet its greenhouse emission reduction targets and promotes environmental justice by reducing diesel emissions in predominantly Black and Brown neighborhoods. 430.5³

Action T-5.2.A: Expand Charging Infrastructure

Install publicly accessible electric charging stations throughout the District to expand EV infrastructure and lead the market, in keeping with demand for and encouraging the conversion to EVs. 430.6⁴

Action T-5.2.B: EV Supply Equipment

Encourage the siting of EV supply equipment in curbside public space, multi-dwelling unit garages, commercial facilities and residential areas, where appropriate. 430.7⁵