D.C. Mun. Regs. tit. 10-A, § 417
417.1 The District is a dense urban environment with a diverse mixture of land uses that place significant demand on the District's transportation infrastructure. Washington, DC's role as an employment center for the region creates a high volume of commuter traffic in peak hours, while the consumer-driven economy generates significant demand for freight movement.
417.2 The District has experienced a substantial population increase and sustained economic development over the past decade, generating a growing demand for freight activity and increasing pressure on the District's transportation network. In May 2013, DDOT initiated the first District Freight Plan to outline freight strategies and recommendations for the District to support economic growth while maintaining livability and addressing community needs and concerns. Research for the District Freight Plan found that in 2011, the District moved 16.8 billion tons, worth $21.7 billion, of domestic goods to and from the District. District freight shipments are expected to grow 75 percent in terms of tons from 2011 to 2040, and 159 percent during that same period in terms of value. The majority of the truck traffic in the District has an origin or a destination in the District.
417.3 Trucks are critical for the District's economy to function. The District is a net consumer, rather than producer, of goods. By weight and value, more freight comes into the District than leaves the District. However, in terms of the average value per ton, freight leaving the District has a higher value ($2,571/ton) than freight coming into the District ($1,269/ton). Nearly 99 percent of goods destined for the District arrive by truck. Many businesses in the District rely heavily or solely on truck service to receive and/or ship freight. In doing so, they generate freight-related economic activity as well. Truck access is often instrumental to major business location decisions, as feasible options for alternative modes are limited.
417.4 If trucks did not accommodate demand, very few shippers could use other modes—such as rail, water, air, or pipeline—to transport freight. Moreover, the use of other modes would likely entail higher transport costs due to longer transport distances, price, logistics, and accessibility, which could increase overall demand for all users of other modes. The long-term result could be a migration of businesses that can move away from the District to other locations with better truck accessibility and modal options. Truck-based freight deliveries create jobs; 129,500 jobs in the District can be traced back to organizations that ship and/or receive freight via truck in Washington, DC.
417.5 While trucks are not the main cause of congestion, they are a contributor. Their size and operating characteristics, including being slower to accelerate and to stop, make them less nimble in traffic. In addition, the District has limited
curbside loading space, a limited number of alleys (and many of these are too narrow to facilitate access by larger vehicles), and inconsistent availability of onsite loading docks. These factors often result in trucks loading and unloading curbside, creating congestion and mobility issues in the roadway, bike lanes, and sidewalks.
417.6 District law sets a maximum weight for trucks by axle group to protect infrastructure. Overweight trucks have a significant negative impact on bridge and roadway pavement life. To assess whether and ensure that the potential effects of overweight vehicles are accounted for, DDOT conducts additional inspections of structures and bridges. Depending on the outcomes of inspections, bridge and structure improvements may be programmed ahead of or outside of normal maintenance cycles, and/or DDOT may put special weight and use restrictions of a structure in place.
417.7 Construction-related truck traffic continues to be a concern for District residents. These vehicles frequently have to travel through residential neighborhoods to get to and from construction sites, creating air pollution, noise, and vibration on these streets. Passenger vehicles are also heavy users of these same routes, leading to congestion for both passenger vehicles and trucks.
417.8 Although the District's freight rail network is small in terms of rail infrastructure mileage and the amount of freight currently originating and terminating in the District, it plays a key role in the regional freight network and local and regional rail passenger operations. Over 90 intercity or commuter passenger rail trains operate on the CSX network daily.
417.9 The District does not own any railroads but is served by two Class I and one Class III (switching or terminal) railroads, including CSX's major north-south freight rail line. CSX and Norfolk Southern own, operate, and maintain nearly seven miles of freight rail line and right-of-way in the District and carried approximately 370,000 carloads of freight in 2012. The two freight rail yards located in the District are Washington Terminal Rail Yard, which is adjacent to Union Station, and the Benning Rail Yard.
417.10 Ongoing improvements to the rail freight network will further enhance the importance of the District's network by providing a key to the double-stack intermodal container freight route from the East Coast to Midwest markets. Although these improvements will not likely result in the District becoming an intermodal hub, they will enhance the operational capabilities of both rail freight and passenger operations by removing existing bottlenecks and clearance restrictions, and they will possibly expand rail service to District markets by reducing rail transportation costs. These actions would not only benefit existing or potential rail users, but also result in a reduction of the number of trucks traveling
through the region, creating safety and environmental benefits for the area.
417.11 Continued support for the freight rail projects within the State Rail Plan is needed. The Virginia Avenue Tunnel is a major endeavor for the freight rail network. The project was expanded to include two tracks; this will increase the clearance, allowing for double-stack intermodal trains that can accommodate high-capacity containers. Construction began in 2015 and was completed in 2018. Additional opportunities presented by the presence of freight rail in the District should be explored, including the potential for an intermodal or transload facility.
Balance the need for goods delivery with concerns about roadway congestion, hazardous materials exposure, quality of life, and security. Rail and road freight and construction routing should consider and minimize impacts to adjacent neighborhoods, with recognition that many routes historically have impacted communities of color and low-income residents.
Continue to work with the federal government and the rail owners and operators to protect the District’s residents and workforce by working to eliminate the rail shipment of hazardous materials through the District. Continually evaluate truck crash data and address issues as identified.
Encourage the use of rail for long-distance movement of cargo and continue to expand goods movement strategies to better manage truck traffic within the District. Preserve and enhance rail infrastructure throughout Washington, DC and preserve existing maritime freight infrastructure.
Manage truck circulation in the District to balance access and mobility of all users. Goods movement needs to be incorporated into transportation planning to balance the need for fostering economic growth and development with managing congestion, air quality, and safety, which will minimize negative impacts on residential streets.
Enhance freight routing and preserve key District-wide freight routes. Consider establishing a freight corridor traffic signalization program, install weight-in-motion sensors at key locations, further enhance dynamic truck routing, implement truck route signage, improve data collection on truck movements, and conduct a location-aware device-based study of truck movements in the District.
Manage construction and oversize and overweight vehicles in Washington, DC to promote the safety of all users. Fees for oversized and overweight trucks should be assessed to ensure they are offsetting their impact to the District, and construction vehicle permits should be enforced.
417.18 Policy T-3.3.7: Truck Routing and Parking Enhance truck route enforcement to encourage the use of appropriate routes, which will minimize travel on local roads. Delivery vehicles should park in suitable locations for loading and unloading and should not block travel lanes, transit stops, crosswalks, or bike lanes.417.19 Action T-3.3.A: Enhance the Loading Zone Program Enhance the loading zone program with policies and programs including automated and more targeted enforcement, complete user data collection, data evaluation to inform enforcement and future program decisions, and dynamic loading zone pricing. Provide freight zones on streets in office districts, and expanded curbside space available for loading.417.20 Action T-3.3.B: Freight Trip Generation Study Complete the freight trip generation study and develop an off-peak delivery program.417.21 Action T-3.3.C: Implement Last-Mile Delivery/Pickup Develop a strategy to allow for the implementation of last-mile delivery/pickup using bikes and other small mobility devices.417.22 Action T-3.3.D: Improve Truck Safety Implement a truck safety campaign aimed at pedestrian, cyclists, and truck drivers that focuses on the need to share the road and identifies potential truck conflict locations with bike lanes, transit stops, and streetcars.417.23 Action T-3.3.E: Address Personal Goods Delivery Devices Develop policies to address small goods delivery through autonomous devices on sidewalks to promote the safety of pedestrians on sidewalks as these services are deployed.417.24 Action T-3.3.F: Freight Advisory Committee Establish a freight advisory committee to provide advice on policies related to the movement of goods in the District. This group could help communicate truck information to elected officials and the public.
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)).