307.1 Over the last five decades, Washington, DC, 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 District with major employment centers and other destinations. Additional investments in rapid transit, consisting primarily of streetcars, dedicated bus lanes, transit signal priority, and express/limited-stop service, are planned along major corridors. These improvements are essential to enhancing regional mobility and accessibility, responding to future increases in demand, and providing alternatives to single-passenger automobiles. The improvements also create the potential to reinforce one of the signature elements of Washington, DC's urban form: its major streets and thoroughfares.

307.2 Fully capitalizing on the investment made in Metrorail requires effective 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, a few 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 premium surface transit service has been implemented or proposed. Some commercial buses pass through fairly dense, walkable neighborhoods. Other station areas consist of long, undifferentiated commercial strips with vacant storefronts, little or no housing, and few amenities for pedestrians.

307.3 Much of the planning during the last decade has focused on making better use of transit station areas. Plans have been developed for Columbia Heights, Takoma, Anacostia, Georgia Avenue-Petworth, Brookland, Deanwood, Hill East, Southwest, Maryland Avenue NE, Rhode Island Avenue NE/NW, Florida Avenue Market, H Street NE, and Shaw/Howard University. In each case, the objective was 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 business districts facing economic challenges. Another important objective has been to accommodate growth in a way that minimizes the number and length of auto-trips generated and reduce household expenses on transportation by providing options for car-free (or one car) living.

307.4 The District's Metrorail stations include 15 stations within the CEA and 25 neighborhood stations (see Map 3.6). Looking forward, certain principles should be applied in the management of land around all of the neighborhood stations. These principles include:

1. • A preference for mixed residential and commercial uses rather than single-purpose uses and in many areas a preference for housing above ground-floor retail uses;
2. • Providing diverse housing types, including both market rate and affordable units; a mix of unit sizes that can accommodate both smaller and larger households; and housing for older adults and persons with disabilities;
3. • A priority on attractive, pedestrian-friendly design and a de-emphasis on auto-oriented uses and surface parking;
4. • Provision of well-designed, well-programmed, and well-maintained public open spaces;
5. • Appropriate transitions of densities and heights between stations and lower-density uses in the vicinity recognizing, however, that some major corridors well served by transit can support higher-density uses even farther away from the Metrorail station;
6. • 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 District; and
7. • Pedestrian and bicycle connectivity between the stations and the surrounding neighborhoods

307.5 Beyond these core principles, station area development policies must respond to the unique needs of each community and the unique setting of each station, and seek community and broader public input in station area planning and development. Some station areas wrestle with concerns over too much development, while others experience difficulties attracting development. Moreover, the District’s role in facilitating transit-oriented development (TOD) must vary from station to station. In some parts of Washington, DC, 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 to require public benefits (such as affordable housing, plazas, parks, and childcare facilities) when development approval is requested.

307.6 While TOD is most commonly thought of as a strategy for Metrorail station areas, it is also applicable to premium transit corridors.

307.7 Map 3.6: Priority Transit Corridors and Transit Stations

307.8

The reach of TOD around any given station or along a high-volume transit corridor should vary depending on neighborhood context. While a quarter to a half-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 unacceptable increases in traffic congestion, applying a uniform radius is not always 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 or corridor’s capacity to support new transit riders. Many stations abut historic or low-density neighborhoods. Similarly, many priority transit corridors transition to single-family homes or row houses just one-half block or less off the street itself. Careful planning and design to appropriately transition from desired growth around stations and corridors to adjacent neighborhoods is needed when development is planned.

307.9

Policy LU-1.4.1: Station Areas as Neighborhood Centers

Encourage the development of Metro stations as anchors for residential, economic, and civic development and to accommodate population growth with new nodes of residential development, especially affordable housing, in all areas of the District in order to create great new walkable places and enhance access and opportunities for all District residents. The establishment and growth of mixed-use centers at Metrorail stations should be supported as a way to provide access to housing opportunities at all income levels and emphasizing affordable housing, 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 that the stations provide. Station area development should have population and employment densities guided, but not dictated, by desired levels of transit service. This policy should be balanced with other land use policies, which include conserving neighborhoods. 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.

307.10

Policy LU-1.4.2: Development Around Metrorail Stations

In developments above and around Metrorail stations emphasize land uses and building forms that minimize the need for automobile use and maximize transit ridership while reflecting the design capacity of each station and respecting the character and needs of the surrounding areas.

307.11

Policy LU-1.4.3: Housing Around Metrorail Stations

Build housing adjacent to Metrorail stations that serves a mix of incomes and household types, including families, older adults, and persons with disabilities, and prioritize affordable housing production. Leverage the lowered transportation costs offered by proximity to transit to increase affordability for moderate and low-income households.

307.12

Policy LU-1.4.3: Affordable Rental and For-Sale Multi-family Housing Near Metrorail Stations

Explore and implement as appropriate mechanisms, which could include community land trusts, public housing, and shared appreciation models, to

encourage permanent affordable rental and for-sale multi-family housing, adjacent to Metrorail stations, given the need for accessible affordable housing and the opportunity for car-free and car-light living in such locations.

307.13 Policy LU-1.4.4: 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 sidewalks, bicycle lanes, 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 or low-density housing.

307.14 Policy LU-1.4.5: Development Along Corridors Encourage growth and development along major corridors, particularly priority transit and multimodal corridors. Plan and design development adjacent to Metrorail stations and corridors to respect the character, scale, and integrity of adjacent neighborhoods, including appropriate transitions and buffers, while balancing against the District's broader need for housing.

307.15 Policy LU-1.4.6: Parking Near Metro Stations Encourage the creative management of parking around transit stations, ensuring that multimodal needs are balanced. New parking should generally be set behind or underneath buildings. Parking should be managed and priced to focus on availability and turnover rather than serving the needs of all-day commuters, while considering the commuting characteristics of District residents, such as access to transit stations and mode use, to provide equitable outcomes. As existing parking assets are redeveloped, one-for-one replacement of parking spaces should be discouraged, as more transit riders will be generated by people living, working, and shopping within walking distance of the transit station.

307.16 Policy LU-1.4.7: Transit-Oriented Development Boundaries Tailor the reach of TOD policies and associated development regulations to reflect the specific conditions and community input at each Metrorail station and along each transit corridor. The opportunity to provide affordable housing and access to employment for low-income households, presence of historic districts, landmark status, and conservation areas should be significant considerations as these policies are applied.

307.17 Policy LU-1.4.8: 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 enhance neighborhood identity.

307.18 Policy LU-1.4.9: Co-location of Private and Public Facilities District-wide, analyze the opportunity to co-locate private and public uses, including multiple public uses, where the District seeks to modernize, expand, or build new public facilities. Co-located uses should align with District-wide priorities and can include affordable housing for older adults and families, affordable multi-family housing, recreation facilities, and health-related facilities.

307.19 Action LU-1.4.A: Station Area and Corridor Planning Conduct detailed station area and corridor plans and studies collaboratively with the Washington Metropolitan Area Transit Authority (WMATA) and local communities that include detailed surveys of parcel characteristics (including lot depths and widths), existing land uses, structures, street widths, potential for buffering, and possible development impacts on surrounding areas. Plans should also address joint public-private development opportunities, urban design improvements, transportation demand and parking management strategies, integrated bus service and required service facilities, capital improvements, neighborhood conservation and enhancement, and recommended land use and zoning changes throughout the District. Conduct studies District-wide but prioritize stations and corridors in Future Planning Analysis Areas.

307.20 Action LU-1.4.B: Zoning Around Transit With public input, develop and use zoning incentives to facilitate new and mixed-use development, and particularly the provision of new housing, and new affordable housing in high opportunity areas to address more equitable distribution.

307.21 Action LU-1.4.C: Metro Station and Inclusionary Zoning Encourage developments in and around Metro station areas to exceed the affordable units required by the Inclusionary Zoning Program, with appropriate bonus density and height allowances.

307.22 Action LU-1.4.D: Co-Location Opportunity Evaluation District-wide, encourage the co-location of new development, such as housing or retail, as part of public facilities' modernization, expansion, and new construction.

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)).