1510.1 At one time, the mile-long stretch of H Street NE between Union Station and the starburst intersection at Bladensburg and Benning Roads was the second busiest commercial area in the District. The area faced economic challenges during the 1950s and 1960s and was heavily damaged by the unrest in 1968. An Urban Renewal Plan sparked some reinvestment on the corridor in the 1970s and 1980s, including the Hechinger Mall development on the eastern end, but until recently, the corridor was slow to recover. H Street NE's retail space had not been keeping up with the rapidly expanding buying power of the surrounding neighborhoods or the burgeoning office market north and east of Union Station until the last five years. Millions of public and private dollars have been invested into new housing, grocery stores, retail, restaurants, and cultural facilities.

1510.2 In 2003, OP completed a Small Area Plan for the H Street NE corridor, designed to guide community, private sector, and public agency action and investments. The plan lays out a vision for H Street NE as a great neighborhood shopping street, serving resident needs, providing connections to the larger District, and improving the livability of the surrounding community. The plan segmented the corridor into four parts, each with a unique identity and character (see Policy CH-2.1.1 below). The plan identified the potential for over 750 units of new housing, 200,000 square feet of new office space, and 300,000 square feet of retail space. However, these projections were too low. Since the plan's completion in 2003, 1,500 residential units have been constructed or are in the planning stages. The corridor now has a healthy and vibrant mix of full-size grocery stores, small-scale retail, restaurants, and housing.

1510.3 Land use recommendations in the H Street NE Plan were accompanied by transportation recommendations, some of which are already being implemented. The first segment of the H Street streetcar began operation in winter of 2016 between Union Station and Benning Road, with plans to extend to Minnesota Avenue. Upon completion of this segment, the streetcar line will connect Union Station to Minnesota Avenue, providing a loop between Metro's Red Line and Orange Line and increasing transit access for Northeast Capitol Hill residents. The 2003 Plan also recommended the retention of on-street parking and development of new off-street parking structures.

1510.4 Extensive streetscape, signage, and façade improvements have been completed along the H Street NE corridor, including new pedestrian crossings and a civic plaza at the eastern gateway intersection of H Street, Benning Road, and Bladensburg Road NE. This key intersection is adjacent to the 8.6-acre site locally referred to as the Hechinger Mall site, even though Hechinger has not occupied the site since the early 80s. The existing mall—a low-rise, car-centric shopping center built in 1981—is poised for future redevelopment given its size and

location on the streetcar line. H Street NE has truly been transformed since the adoption of the Small Area Plan in 2003. Over 1,500 new residential units, and over 60 new retail spaces, have opened up. H Street NE is an official DC Main Street and a nationally recognized corridor revitalization success story. Further new development is expected to continue west along Benning Road NE and potentially north on Bladensburg Road NE.

1510.5 East of H Street, the Benning Road NE corridor (between 15th Street and Oklahoma Avenue) includes a mix of residential uses and auto-oriented commercial uses. The character of the street changes considerably, with higher traffic volumes, a wider right-of-way, and a much less pedestrian-oriented atmosphere. The construction of the H Street-Benning streetcar, along with accompanying streetscape improvements such as new street trees and lighting, will create opportunities for revitalization and new businesses along Benning Road NE. This will provide a needed amenity for the adjoining Rosedale and Kingman Park neighborhoods, which currently lack convenient retail services.

1510.6 Policy CH-2.1.1: H Street NE Revitalization

Support the revitalization of the H Street NE corridor between North Capitol Street and 17th Street NE in a manner that is consistent with the approved 2003 H Street NE Strategic Development Plan. This plan recommended the development of four thematic areas along the H Street NE corridor:

1. Western Gateway, between North Capitol Street and 7th Street NE. This area includes air rights development over the CSX railroad (Burnham Place) and an urban living district between 2nd Street and 7th Street NE. The urban living district is intended for medium- to high- density residential development, with limited ground floor retail uses;
2. Central Retail, extending from 7th Street to 12th Street NE. This area is envisioned as the downtown of the H Street community. Existing retail space is to be revitalized, and new mixed-use projects combining ground floor retail and upper story housing are encouraged. Parking is to be enhanced by removing on-street parking restrictions and identifying opportunities for structured off-street parking;

3. An Arts and Entertainment District, extending from 12th Street to 15th Street. This area builds on the established Atlas Theater, Joy of Motion Dance Center and other cultural anchors. New arts and cultural uses are encouraged, as are complementary specialty retail uses, sit-down restaurants, arts-related retail, and other community services. Moderate and medium-density residential and office space, including live-work space, also is encouraged in this area; and

4. Hechinger Mall (in the adjacent Upper Northeast Planning Area), located at the intersection of H Street NE, Benning Road NE, and Bladensburg Road NE. Support continued improvements to or redevelopment of the Hechinger Mall to realize the full potential of this site as an anchor for H Street NE. Any redevelopment or improvements should make the area more pedestrian-friendly, including the creation of new civic spaces and introduction of infill development to include a mix of residential and commercial uses.

1510.7 Policy CH-2.1.2: Clustering of Retail Recognize that the existing supply of retail space on the H Street NE corridor may exceed demand, and that retail development should therefore be clustered on the 700-1100 blocks.1510.8 Policy CH-2.1.3: Physical Improvements Improve the infrastructure and physical appearance of the H Street NE corridor as a way to enhance its market perception and to attract investors, visitors, shoppers, and residents.1510.9 Policy CH-2.1.4: H Street NE Transit and Streetscape Improvements Undertake transit and streetscape improvements to enhance mobility along H Street NE, and improve the area's accessibility from the surrounding neighborhoods and other parts of the District. Improvements should upgrade aesthetics and pedestrian safety and make walking along the street more comfortable and enjoyable.1510.10 Policy CH-2.1.5: Parking Retain existing on-street parking along H Street NE. As recommended by the H Street Small Area Plan adopted by the D.C. Council, encourage the development of improved transit, underground parking, and shared parking lots serving the retail and theater areas in the central and eastern parts of the commercial district.1510.11 Policy CH-2.1.6: Historic Preservation Encourage the preservation of historic buildings along H Street NE and promote educational and cultural tourism activities to raise awareness of the corridor's history and unique historic character. In coordination with the affected ANC, periodically evaluate and update the implementation strategies in the H Street Small Area Plan.1510.12 Policy CH-2.1.7: H Street Bridge DDOT plans to replace the H Street Bridge (located directly behind Union Station over the CSX railroad tracks, and sometimes referred to as the Hopscotch Bridge) in the near future. Any future development in the air rights adjacent to the H Street Bridge should recognize the limitations of the streets beneath the bridge to

serve high-volume commercial traffic and include well-designed access points to and from the bridge itself. The allowable height of any building constructed in the air rights should be measured from the bridge.

1510.13 Action CH-2.1.A: H Street Strategic Development Plan Implement the recommendations of the 2003 H Street Strategic Development Plan.

1510.14 Action CH-2.1.B: Business Assistance Implement programs to improve retail success along H Street NE, Benning Road NE, and Bladensburg Road NE, including financial assistance to small businesses, grant and loan programs, façade improvement programs, Small Business Administration loans, and the creation of a BID.

SOURCE: District of Columbia Comprehensive Plan Act of 1984, effective April 10, 1984 (D.C. Law 5-76; 31 DCR 1049 (March 9, 1984)); as amended by District of Columbia Comprehensive Plan Act of 1984 Land Use Element Amendment Act of 1984, effective March 16, 1985 (D.C. Law 5-187; 32 DCR 873 (February 15, 1985)); as amended by District of Columbia Comprehensive Plan Amendments Act of 1989, effective May 23, 1990 (D.C. Law 8-129; 37 DCR 55 (January 5, 1990)); as amended by District of Columbia Comprehensive Plan Amendments Act of 1989 NCPC-Recommended Amendments, and Closing of Public Alleys in Square 669, S.O. 88-452, Act of 1990, effective May 23, 1990 (D.C. Law 8-132; 37 DCR 2213 (April 6, 1990)); as amended by District Government Land Use Temporary Amendment Act of 1994, effective October 1, 1994 (D.C. Law 10-190; 41 DCR 5360 (August 12, 1994)); as amended by Comprehensive Plan Amendments Act of 1994, effective October 6, 1994 (D.C. Law 10-193; 41 DCR 5536 (August 19, 1994)); as amended by District of Columbia Comprehensive Plan Act of 1984 Land Use Amendment Act of 1994, effective March 21, 1995 (D.C. Law 10-235; 42 DCR 30 (January 6, 1995)); as amended by Technical Amendments Act of 1996, effective April 18, 1996 (D.C. Law 11-110; 43 DCR 530 (February 9, 1996)); as amended by Second Technical Amendments Act of 1996, effective April 9, 1997 (D.C. Law 11-255; 44 DCR 1271 (March 7, 1997)); as amended by Comprehensive Plan Amendment Act of 1998, effective April 27, 1999 (D.C. Law 12-275; 46 DCR 1441 (February 19, 1999)); as amended by Technical Amendments Act of 1999, effective April 12, 2000 (D.C. Law 13-91; 47 DCR 520 (January 28, 2000)); as amended by Comprehensive Plan Amendment Act of 2006, effective March 8, 2007 (D.C. Law 16-300; 54 DCR 924 (February 2, 2007)); as amended by Technical Amendments Act of 2008, effective March 25, 2009 (D.C. Law 17-353; 56 DCR 1117 (February 6, 2009)); as amended by Comprehensive Plan Amendment Act of 2010, effective April 8, 2011 (D.C. Law 18-361; 58 DCR 908 (February 4, 2011)); as amended by Comprehensive Plan Amendment Act of 2021, effective August 21, 2021 (D.C. Law 24-20; 68 DCR 006918 (July 16, 2021)).