D.C. Mun. Regs. tit. 10-A, § 429

T-5.1 Autonomous Vehicles

Effective Aug 21, 2021Authority: Comprehensive Plan Amendment Act of 2021, effective August 21, 2021 (D.C. Law 24-20; 68 DCR 006918 (July 16, 2021)). 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)).District of Columbia, Office of the Secretary

429

429.1

AVs have the potential to significantly impact transportation and land use patterns over the next 10 to 30 years. These impacts need to be understood to ensure they are well managed, to avoid unintended disruptions, and to provide benefits for District residents, visitors, and workers.

429.1a

Text Box: Autonomous Vehicles (AVs)

With AV technology, vehicles need varying levels of driver engagement to safely navigate a roadway. A scale system has been created by the National Highway Traffic Safety Administration to understand the sophistication of the technology and the necessary level of driver engagement.

Level 0 – No Automation: Zero autonomy; the driver performs all driving tasks.
Level 1 – Driver Assistance: Vehicle is controlled by the driver, but some driving assistance features may be included in the vehicle design.
Level 2 – Partial Automation: Vehicle has combined automated functions, such as acceleration and steering, but the driver must remain engaged with the driving task and monitor the environment at all times.
Level 3 – Conditional Automation: Driver is a necessity but is not required to monitor the environment. The driver must be ready to take control of the vehicle at all times, with notice.
Level 4 – High Automation: The vehicle is capable of performing all driving functions under certain conditions. The driver may have the option to control the vehicle.
Level 5 – Full Automation: The vehicle is capable of performing all driving functions under all conditions. The driver may have the option to control the vehicle.

429.2

The District of Columbia Autonomous Vehicle Act of 2012 authorized operation of AVs on District roadways. While these vehicles are allowed to operate on District roadways, it remains important for the District to continue to support the transportation policies laid out in existing municipal guidance, with the goal of maintaining equitable access to transportation and mobility within the District. moveDC recommends that the District serve as an urban test bed for AVs through policy and legal support. In addition, the Vision Zero Action Plan calls for the evaluation of ways to improve safety through data integration among AVs, District-wide traffic signals, and other infrastructure.

429.3 AVs have the potential to improve safety, efficiency, and mobility and to potentially reduce the need for on- and off-street parking. AVs raise several important issues about the future of transportation, including:

Potential impact on VMT;
Future demand for curbside access;
Distance and frequency of trips made;
Character of future transit ridership; and
Nature of future mobility, including for persons with disabilities.

429.4 The degree to which AVs are personally owned or are operated as fleet vehicles will have major ramifications for the transportation system. Sharing AVs for trips has the potential to increase the efficiency of the transportation network, while a system that allows increases in vehicle trips that serve only one—or zero—passengers could greatly exacerbate congestion.

429.5 As the proliferation of autonomous vehicles increases and the underlying technology becomes more sophisticated, understanding the intended and unintended impacts of automation on land use, transportation patterns, safety, racial equity, environmental sustainability, cybersecurity, and the regional and national economy will be critical to avoiding negative impacts to District residents. The District also has an opportunity to harness the potential positive impacts of autonomous vehicles through a transparent, adaptable, and comprehensive policy approach.

429.6 Policy T-5.1.1: AVs and Safety

Autonomous vehicles operating within the District should account for human error and unpredictability to support the Vision Zero goal of reducing, and ultimately eliminating, serious injuries and fatalities. Use street design principles and speed limitations to promote the safety of all roadway users, with a particular focus on the most vulnerable users.

429.7 Policy T-5.1.2: Shared-Use AVs

Incentivize the shared use of AVs. The District currently hosts many shared-use services, such as public transit, informal carpooling, carsharing, ride hailing, and bikeshare. Shared AVs should complement and integrate with these existing services.

429.8 Policy T-5.1.3: Traffic Congestion and VMT

Minimize future increases in VMT and congestion created by AVs.

429.9 Policy T-5.1.4: Equitable Access Adoption of autonomous vehicles in the District should be equitable. Autonomous vehicle fleet services should be made accessible and available to all users throughout the District.429.10 Policy T-5.1.5: Person Throughput Continue to monitor the person-carrying capacity of vehicle lanes and prioritize modes that carry the most people per lane mile. As AVs begin to operate on District roadways, travel lanes may face increased pressure. AVs should complement and not displace other sustainable and healthy modes of transportation, such as walking and cycling.429.11 Policy T-5.1.6: AV Impacts Monitor, evaluate, and address, as appropriate, the short- and long-term effects that AVs may have on mobility and transportation networks; infrastructure, including the electrical grid, roadways, and data networks; goods movement; economic development; the design of the built environment; and configuration of land uses.429.12 Action T-5.1.A: AV Working Group The Autonomous Vehicle Working Group—an interagency working group comprised of agencies focused on transportation, rights of persons with disabilities, environmental issues, and public safety—should continue to meet and monitor AVs and their impact on the District. The group should work to develop policy and regulatory guidance to ensure AVs enhance the District by improving safety, efficiency, equity, and sustainability while minimizing negative impacts on residents, workers, and visitors.429.13 Action T-5.1.B: Continued Research Examine and monitor the latest research on AVs to inform policy development. Review publications from universities, think tanks, foundations, and other jurisdictions to better understand the potential implications in the District. Research should be comprehensive and focus on direct impacts on the transportation network and the indirect impacts on land use, as well as economic and job market disruption, public revenue, environmental sustainability, and social and racial equity.429.14 Action T-5.1.C: Data Sharing Encourage AV manufacturers and operators to share data to support responsive research efforts and inform public policy making. Data sharing will need to have a level of accuracy and detail for specific research needs and respect the privacy of individuals.

429.15 Action T-5.1.D: Enhance Access to Transit

Explore strategies to make autonomous vehicles complement rather than replace existing transit service, such as through dedicated curbside access, transit alternatives for seniors and people with disabilities, and shared mobility solutions to provide first-mile/last-mile connections.

429.16 Action T-5.1.E: Parking and Curbside Access

Monitor the shifts that AVs will create in the use of parking facilities and curbside lanes. Explore regulatory and technological tools for dynamically adapting to these shifts in usage, to allow for and incentivize more efficient and productive uses of these urban spaces.

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)).