Section 10-A306. LU-1.3 TRANSIT-ORIENTED AND CORRIDOR DEVELOPMENT

 

306.1Over the last four decades, the District of Columbia, the federal government, and neighboring jurisdictions have invested billions of dollars in a mass transit system that effectively connects residents in many parts of the city with major employment centers and other destinations. Additional investments in rapid transit, consisting primarily of light rail, streetcars, and busways, are planned along major avenues. These improvements are essential to enhance regional mobility and accessibility, respond to future increases in demand, and provide alternatives to single passenger automobiles. The improvements also create the potential to reinforce one of the signature elements of Washington’s urban form-its boulevards. 306.1

 

306.2 Fully capitalizing on the investment made in Metrorail requires better use of the land around transit stations and along transit corridors. While many of the District’s 40 Metrorail stations epitomize the concept of a “transit village,” with pedestrian-oriented commercial and residential development of varying scales, others do not. Some stations continue to be surrounded by large surface parking lots and auto-oriented commercial land uses. The same is true for those corridors where light rail or bus rapid transit service has been proposed. Some pass through fairly dense, walkable neighborhoods. Others consist of long, undifferentiated commercial strips with many vacant storefronts, little or no housing, and few amenities for pedestrians. 306.2

 

306.3Much of the city’s planning during the last five years has focused on making better use of transit station areas. Plans have been developed for Columbia Heights, Takoma, Anacostia, Georgia Avenue/Petworth, and Shaw/Howard University. In each case, the objective was not to apply a “cookie-cutter” model for transit-oriented development, but rather to identify ways to better capitalize on Metrorail and more efficiently use land in the station vicinity. One objective of these initiatives has been to strengthen transit stations as neighborhood centers and attract new investment to struggling business districts. Another important objective has to been to accommodate the growth of the city in a way that minimizes the number and length of auto trips generated, and to reduce household expenses on transportation by providing options for “car-free” (or one car) living. 306.3

 

306.4The District’s Metrorail stations include 15 stations within the Central Employment Area and 25 “neighborhood” stations (see Map 3.5). Looking forward, certain principles should be applied in the management of land around all of the District’s neighborhood stations. These include: A preference for mixed residential and commercial uses rather than single purpose uses, particularly a preference for housing above ground floor retail uses; A preference for diverse housing types, including both market-rate and affordable units and housing for seniors and others with mobility impairments; A priority on attractive, pedestrian-friendly design and a de-emphasis on auto-oriented uses and surface parking; Provision of well-designed, well-programmed, and well-maintained public open spaces; A "stepping down" of densities with distance away from each station, protecting lower density uses in the vicinity; Convenient and comfortable connections to the bus system, thereby expanding access to the stations and increasing Metro's ability to serve all parts of the city; and A high level of pedestrian and bicycle connectivity between the stations and the neighborhoods around them. 306.4

 

306.5Beyond these core principles, station area development policies must respond to the unique needs of each community and the unique setting of each station. Some station areas wrestle with concerns over too much development, while others struggle to attract development. Moreover, the District’s role in facilitating transit-oriented development must vary from station to station. In some parts of the city, weak demand may require public investment and zoning incentives to catalyze development or achieve the desired mix of uses. In other areas, the strength of the private market provides leverage for the District to require public benefits (such as plazas, parks, and child care facilities) when approval is requested. 306.5

 

306.6While transit-oriented development is most commonly thought of as a strategy for Metrorail station areas, it is also applicable to premium transit corridors and the city’s “Great Streets.”  Seven corridors are designated Great Streets as part of an integrated economic development, transportation, and urban design strategy.  The location of these streets is shown in Map 3.5. While not officially designated, four other corridors—Rhode Island Avenue, North/South Capitol Streets, Lower 14th Street, and Bladensburg Road—are also shown on the map to recognize their potential for enhancement.

 3

306.7Map 3.5: Great Streets and Transit Stations

 

http://planning.dc.gov/planning/frames.asp?doc=/planning/lib/planning/2006_revised_comp_plan/3_landuse.pdf.

 

306.8The “reach” of transit-oriented development around any given station or along a high volume transit corridor should vary depending on neighborhood context. While ¼ to ½ mile is generally used across the country to define the walkable radius around each station, and therefore the area in which higher densities may accommodate growth without increased traffic congestion, applying a uniform radius is not appropriate in the District. The established character and scale of the neighborhood surrounding the station should be considered, as should factors such as topography, demographics, and the station’s capacity to support new transit riders. Many stations abut historic or stable low density neighborhoods. Similarly, many of the city’s priority transit corridors transition to single family homes or row houses just one-half block or less off the street itself. 306.8

 

306.9To avoid adverse effects on low and moderate density neighborhoods, most transit-oriented development should be accommodated on commercially zoned land. Possible rezoning of such land in a manner that is consistent with the Future Land Use Map and related corridor plans should be considered. Current zoning already expresses a preference for the use of such land for housing by permitting more density for mixed use projects than for projects with commercial uses alone. At the same time, some of the existing zoning categories were drafted at a time when peak hour transit volumes were lower and regional congestion was less severe. Changes to the regulations may be needed to recognize the widespread desirability of transit use by those within walking distance, taking into consideration station and system wide capacity issues and the other factors listed above. 306.9

 

306.10Policy LU-1.3.1: Station Areas as Neighborhood Centers

 

Encourage the development of Metro stations as anchors for economic and civic development in locations that currently lack adequate neighborhood shopping opportunities and employment. The establishment and growth of mixed use centers at Metrorail stations should be supported as a way to reduce automobile congestion, improve air quality, increase jobs, provide a range of retail goods and services, reduce reliance on the automobile, enhance neighborhood stability, create a stronger sense of place, provide civic gathering places, and capitalize on the development and public transportation opportunities which the stations provide. This policy should not be interpreted to outweigh other land use policies which call for neighborhood conservation. Each Metro station area is unique and must be treated as such in planning and development decisions. The Future Land Use Map expresses the desired intensity and mix of uses around each station, and the Area Elements (and in some cases Small Area Plans) provide more detailed direction for each station area. 306.10

 

306.11Policy LU-1.3.2: Development Around Metrorail Stations

 

Concentrate redevelopment efforts on those Metrorail station areas which offer the greatest opportunities for infill development and growth, particularly stations in areas with weak market demand, or with large amounts of vacant or poorly utilized land in the vicinity of the station entrance. Ensure that development above and around such stations emphasizes land uses and building forms which minimize the necessity of automobile use and maximize transit ridership while reflecting the design capacity of each station and respecting the character and needs of the surrounding areas. 306.11

 

306.12Policy LU-1.3.3: Housing Around Metrorail Stations

 

Recognize the opportunity to build senior housing and more affordable “starter” housing for first-time homebuyers adjacent to Metrorail stations, given the reduced necessity of auto ownership (and related reduction in household expenses) in such locations. 306.12

 

306.13Policy LU-1.3.4: Design To Encourage Transit Use

 

Require architectural and site planning improvements around Metrorail stations that support pedestrian and bicycle access to the stations and enhance the safety, comfort and convenience of passengers walking to the station or transferring to and from local buses. These improvements should include lighting, signage, landscaping, and security measures. Discourage the development of station areas with conventional suburban building forms, such as shopping centers surrounded by surface parking lots. 306.13

 

306.14Policy LU-1.3.5: Edge Conditions Around Transit Stations

 

Ensure that development adjacent to Metrorail stations is planned and designed to respect the character, scale, and integrity of adjacent neighborhoods. For stations that are located within or close to low density areas, building heights should “step down” as needed to avoid dramatic contrasts in height and scale between the station area and nearby residential streets and yards. 306.14

 

306.15Policy LU-1.3.6: Parking Near Metro Stations

 

Encourage the creative management of parking around transit stations, ensuring that automobile needs are balanced with transit, pedestrian, and bicycle travel needs. New parking should generally be set behind or underneath buildings and geared toward short-term users rather than all day commuters. 306.15

 

306.16Policy LU-1.3.7: TOD Boundaries

 

Tailor the reach of transit-oriented development (TOD) policies and associated development regulations to reflect the specific conditions at each Metrorail station and along each transit corridor. The presence of historic districts and conservation areas should be a significant consideration as these policies are applied. 306.16

 

306.17Policy LU-1.3.8: Public Facilities

 

Encourage the siting (or retention and modernization) of public facilities such as schools, libraries, and government offices near transit stations and along transit corridors. Such facilities should be a focus for community activities and should enhance neighborhood identity. 306.17

 

306.18Action LU-1.3.A: Station Area and Corridor Planning

 

Conduct detailed station area and corridor plans prior to the creation of TOD overlays in an effort to avoid potential conflicts between TOD and neighborhood conservation goals. These plans should be prepared collaboratively with WMATA and local communities and should include detailed surveys of parcel characteristics (including lot depths and widths), existing land uses, structures, street widths, the potential for buffering, and possible development impacts on surrounding areas. Plans should also address joint public-private development opportunities, urban design improvements, traffic and parking management strategies, integrated bus service and required service facilities, capital improvements, and  recommended land use and zoning changes. 306.18

 

306.19Action LU-1.3.B:  TOD Overlay Zone 

During the forthcoming revision to the zoning regulations, develop zoning language in areas surrounding transit stations and stops.  The language should include provisions for mixed land uses, minimum and maximum densities (inclusive of density bonuses), parking maximums, and buffering and design standards that reflect the presence of transit facilities.  Work with land owners, the Council of the District of Columbia, local ANCs, community organizations, WMATA, and the Zoning Commission to determine the stations where such a zone should be applied. The emphasis should be on stations that have the capacity to accommodate substantial increases in ridership and the potential to become pedestrian-oriented urban villages.  Neighborhoods that meet these criteria and that would welcome a TOD overlay are the highest priority.

 

authority

Pursuant to the District of Columbia Comprehensive Plan Act of 1984, effective April 10, 1984 (D.C. Law 5-76; D.C. Official Code § 1-306.01 et seq.), the Comprehensive Plan for the National Capital: District Elements of 2006, effective March 8, 2007 (10 DCMR A300 through A2520) (“Comprehensive Plan”).

source

Comprehensive Plan Amendment Act of 2006, effective March 8, 2007 (D.C. Law 16-300), published at 54 DCR 924 (February 2, 2007); as amended by the Comprehensive Plan Amendment Act of 2010, effective April 8, 2011 (D.C. Law 18-361) published at 58 DCR 908, 910 (February 4, 2011).

notation

The provisions of Title 10, Part A of the DCMR accessible through this web interface are codification of the District Elements of the Comprehensive Plan for the National Capital. As such, they do not represent the organic provisions adopted by the Council of the District of Columbia. The official version of the District Elements only appears as a hard copy volume of Title 10, Part A published pursuant to section 9a of the District of Columbia Comprehensive Plan Act of 1994, effective April 10, 1984 (D.C. Law 5-76; D.C. Official Code § 1 -301.66)) . In the event of any inconsistency between the provisions accessible through this site and the provisions contained in the published version of Title 10, Part A, the provisions contained in the published version govern. A copy of the published District Elements is available www.planning.dc.gov.