D.C. Mun. Regs. tit. 10-A, § 621

E-6 the Link Between Land Use, Transportation, and Air Quality

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

621.1 Land use and transportation policies work in tandem to affect the region’s air quality. Fifty-one percent of nitrogen oxide emissions and 31 percent of volatile organic compounds emissions—the two precursors to ground-level ozone formation—come from transportation, making it the second-largest source (see Figure 6.9 and Figure 6.10, respectively), and as noted earlier, transportation is the largest overall contributor to air pollution. In general, the more vehicle miles Washington, DC-region residents must travel to reach home, work, shopping, and services, the worse the air quality becomes. Longer commutes are compounded by traffic congestion, which results in additional emissions from idling cars. Despite the use of cleaner-burning fuels and newer vehicles with tighter emissions standards, attaining federal air quality standards will be difficult until the adoption and implementation of new approaches to rethink how the region handles its growth. New approaches include supporting smart city data, applications, and technology to help people and goods move more quickly, cheaply, and efficiently—all of which will also contribute to further reductions in air pollution.

621.2 Figure 6.9 District Nitrogen Oxide Emissions by Sector in 2014

(Source: DOEE)

621.3 Figure 6.10 District Volatile Organic Compounds Emissions by Sector in 2014

(Source: DOEE)

621.4 Fortunately, Washington, DC is already implementing sustainable approaches to land use and urban form, resulting in lower vehicle emissions even as the District’s population continues to grow. These approaches are at the District, neighborhood, and site level, and together they will help Washington, DC maintain attainment of air quality standards. For example, the District’s land use development patterns mean that jobs, housing, and recreation are in proximity to each other. As the Land Use and Transportation Elements of this Comprehensive Plan note, clustering higher-density development along major corridors, bus routes, and near Metrorail stations means shorter and fewer car and truck trips, thus reducing vehicle miles traveled (VMT) and motor vehicle emissions, which improves air quality for residents. At the same time, historic land use patterns segregated residents by race and income with the result that these residents frequently have longer trips, often by car, to reach jobs, education, shopping, and services. Equitable development patterns have the potential to improve or mitigate air quality problems by providing and promoting alternatives to vehicular travel, such as mass transit, biking, or walking. However, the rise of ridesharing services provided by transportation network companies (TNCs) is a countervailing trend that must be considered; likewise, autonomous vehicles may encourage more people to live farther from their work.

621.5 At the site level, several District policies contribute to a further reduction in vehicle emissions. Washington, DC continues to support the proliferation of EV charging and bikeshare stations throughout the District. In addition, the District

continues to work with private businesses to develop a suite of incentives that can be offered to employees to encourage clean commuting, such as including facilities for showering after biking and walking, as well as providing transit subsidies.

621.6

The District is fortunate to have one of the best transit systems in the country and many options for traveling without a car. The District, however, is not an island. The air is polluted from the suburbs and by power plant emissions from places as far away as the Ohio Valley. Washington, DC will continue to work with regional partners through MWCOG to support transportation policies resulting in lower air emissions. Recent data shows a reduction in regional emissions is due not only to a cleaner electric grid, but also because of cleaner cars and less driving per person. In addition, the continued development of a safe and convenient regional and District-wide bicycle lane and trail network contributes to a reduction in VMT.

See the Transportation Element for additional policies on improving mass transit, pedestrian, and bicycle circulation, and transportation management.

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)).