207.1 The Washington region faces significant transportation challenges. While road congestion remains a top issue for many in the region, District residents, commuters, and visitors also experience issues with transit capacity and reliability, as buses, railcars, and station platforms are crowded at peak use. The safety and reliability of the region's transportation system- from Metrorail to pedestrian and cyclist networks - are continuing concerns. Funding to maintain the existing transportation system, let alone expand the system to meet increased demand, is severely constrained.

207.2 Regionally, areas close to transit have become highly desirable as households and employers attempt to reduce travel time and costs. Between 2015 and 2030, approximately 78 percent of all development in the District will be within a half mile of a Metro station. Regional and District efforts support directing growth toward transit-rich locations, taking advantage of existing infrastructure and maximizing transportation efficiencies. Looking forward, increased investment in bus and rail transit, pedestrian and bicycle facilities, and other modes of travel, will be needed to sustain population and economic growth and ensure a resilient, robust network increasing accessibility for all.

207.3 The District already has one of the most extensive transit systems in the country and ranks second only to New York in the percentage of residents using transit to go to work. The Metrorail and bus systems complement the city's radial roadway system and maximize the movement of people across the city. While Metro remains one of the safest and cost-effective means of travel in the region, years of deferred maintenance have led to problems with safety and reliability requiring sustained investment and new regional approaches to funding. In addition, parts of the Metrorail system are approaching capacity. Many of those who need transit the most, including low-income households and those with special needs, do not have equitable access to transportation options. Transit often does not connect District residents to jobs in the suburbs, and it may be expensive or difficult to access.

207.4 At the same time, the District's multi-modal transportation network has diversified and seen significant improvement, such as protected bicycle lanes, wider sidewalks, signalized crosswalks, the DC Circulator system, the streetcar, and prioritized bus corridors. A good example is the Capital Bikeshare system. Since its creation in 2010, the bikeshare system has grown to almost 450 stations and 3,700 bikes across the District and the region. The District also supported infrastructure changes and other strategies to make pedestrian and bicycle environments safer and more accessible. For example, District residents commuting to work by biking or walking increased by 70 percent to over 66,400 commuters from 2006 to 2017. Car-sharing, ride-hailing, and other new

approaches provide additional travel options but also present challenges.

207.5 The District's Sustainable DC goals have set targets to reduce the share of commuter trips made by car to 25 percent by 2032, while increasing transit mode share to 50 percent and walking and cycling to 25 percent. To further these goals, additional investments will have to be made in high capacity transit improvements, an expanded network of bicycle and pedestrian infrastructure, and rethinking of road and curb space. Access to the multimodal transportation network must be equitable across the District.

207.6 Technological innovations will continue to disrupt how we get around and receive goods and services. Increasingly, people have the technology and services to work from multiple locations, changing commute patterns and workspaces. Private sector firms offering transportation services such as car-sharing, ride-hailing, or scooters have proliferated in the District. Delivery firms are exploring new ways to deliver goods, including sidewalk drones. While new technology platforms can increase convenience for some, research suggests a correlation between ride-hailing and reduced public transit use, increased vehicle miles travelled, and increase traffic injuries and fatalities. Serious questions remain about the impact of widespread adoption of autonomous vehicles. These changes result from a demand for alternative transportation modalities to improve mobility, and public policy and regulation are necessary to ensure their implementation is safe, inclusive, accessible, and sustainable.

207.7 While multi-modality and new technologies are important, most important is linking land-use decisions to transportation capacity. Our existing infrastructure primarily accommodates privately owned vehicles, often making it difficult or unsafe to use public transit or bicycles, or to walk. Moving forward, our infrastructure must be upgraded and built to provide a multimodal transportation network that is safe and equitably accessed across the District.

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, effe

ctive 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 Framework Amendment Act of 2019, effective August 27, 2020 (D.C. Law 23-127; 67 DCR 001360 (February 14, 2020)).