409.1 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.

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

409.3 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.

409.4 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.

409.5 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.

409.6 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.409.7 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, 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.409.8 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), BWI, and Washington Dulles International (IAD) airports.409.9 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.409.10 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.409.11 Policy T-2.26: 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.

409.12 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.

409.13 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.

409.14 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.

409.15 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.

409.16 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.

409.17 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.

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)).