Streetcar Land Use Study

Streetcardistrict of Columbia Land Use Study phase one

Goody Clancy Kittelson & Associates W-ZHA Zimmerman/Volk Associates EHT Traceries

January 2012

Streetcardistrict of Columbia Land Use Study phase one

January 2012 submitted to the District of Columbia Office of Planning by Goody Clancy

Land Use Plan for the District of Columbia Streetcar System | i acknowledgements

Executive Office of the Mayor Jen Hughes Department of Housing and Community Vincent C. Gray, Mayor Former Capital City Fellow, Citywide Planning Development Art Rodgers Director, John E. Hall Office of Planning Senior Housing Planner DC Housing Authority Harriet Tregoning Sakina Khan Executive Director, Adrianne Todman Director, Office of Planning Senior Economic Planner Department of Small and Local Business Rosalynn Hughey Development Deputy Director, Citywide and Neighborhood Consultant Team Director, Harold B. Pettigrew Jr. Planning Goody Clancy W-ZHA Citywide Resources Kimberly Driggins ZVA Associate Director, Citywide Planning National Capital Planning Commission Kittleson WMATA Geraldine Gardner EHT Traceries Downtown BID Associate Director, Neighborhood Planning Historic Preservation David Maloney NOMA BID State Historic Preservation Officer Agency Resources Capitol Riverfront BID Joel Lawson Office of the Deputy Mayor for Planning and Washington DC Economic Partnership Associate Director, Development Review Economic Development River East Emerging Leaders (REEL) Melissa Bird Deputy Mayor, Victor Hoskins Anacostia Economic Development Council Project Manager, Neighborhood Planning District Department of Transportation H Street Main Street Colleen Mitchell Director, Terry Bellamy Barracks Row Main Street Project Manager, Citywide Planning Ward 8 Business Council DC Surface Transit

ii | Land Use P lan for the District of Columbia Streetcar System January 2012 households, job growth, and real estate impacts. The study also considers potential challenges to the introduction of streetcar service such as the impact on historic and cultural Dear Resident: resources, housing costs and small business retention. The report examines the benefits and challenges along each The District of Columbia is committed to bringing a proposed corridor and proposes adjustments to phasing streetcar system to the city to improve transit services and small segments to maximize mobility and economic available to residents and create walkable, vibrant development benefits of the investment. communities. In the spring of 2010, the DC Office of Planning (OP) initiated a land planning study to ensure that In the months ahead, the Streetcar Land Use Study will the city and its residents gain the greatest possible benefits provide an initial foundation of analysis that OP, DDOT and from the new system, and that the overarching vision and other involved agencies will use to make recommendations goals for the District are furthered by the new system. regarding the District’s streetcar system. Future elements of the Streetcar Land Use Study will examine specific land Goals of the DC Streetcar system: use recommendations at the corridor and neighborhood • Link neighborhoods with a modern, convenient and level including zoning, retail and residential uses, attractive transportation alternative. streetscape and urban design. The District Department • Provide quality service to retain and grow transit of Transportation (DDOT) will lead the system design, ridership. financing, construction and operation of the streetcar, • Offer a broader range of transit options for District and DDOT is moving forward with the initial phase of the residents. streetcar system with construction of the H Street/Benning • Reduce short inner-city auto trips, parking demand, Road line. As DDOT completes system planning for each traffic congestion and air pollution. corridor, extensive public outreach to local residents and • Connect people to jobs and services with frequent, businesses will take place. The findings supported in this affordable, reliable transit service. study will further the dialogue between communities and • Encourage economic development and affordable District agencies as we continue planning for future lines. housing options along streetcar corridors.

The Streetcar Land Use Study provides an assessment of the citywide benefits of the system in terms of access to Harriet Tregoning jobs and schools, quality of life, transportation costs for Director, Office of Planning

Land Use Plan for the District of Columbia Streetcar System | iii iv | Land Use P lan for the District of Columbia Streetcar System contents 1. Introduction f. Provides real estate market benefits 24 >> Residential market 25 a. Planning for a streetcar system 1 >> Office market 27 >> Study purpose and methodology 1 >> Retail market 29 >> The District’s suitability for streetcar service 4 >> Lessons from other cities 4 g. Increases tax revenues 30 >> How the streetcar compares to other transit h. Expands the creative economy 31 options 7 b. Summary of findings 8 3. Systemwide Challenges and >> Streetcar benefits (Chapter 2) 8 Mitigation Strategies >> Challenges and mitigation strategies >> Housing affordability 33 (Chapter 3) 11 >> Market shifts 35 >> Neighborhood analysis (Chapter 4) 11 >> Small business preservation 36 >> Strategies and tools for optimizing land use >> Constrained right of way on city streets 36 benefits (Chapter 5) 12 >> Parking 37 >> Congestion 37 2. Systemwide Benefits >> Bicycles 37 a. Improves access to premium transit 13 4. Corridor/Neighborhood Analysis b. Reduces transportation costs 13 a. Assessing benefits and challenges in each c. Offers quality-of-life benefits 15 corridor 39 >> Improves walkability 15 >> Corridor 1: MLK, Firth Sterling Avenue, and >> Promotes public health 16 South Capital Street 40 >> “Extends the walk” 17 >> Corridor 2: Good Hope Road and Minnesota >> Encourages development of Main Streets 17 Avenue 42 >> Broadens access to schools 18 >> Corridor 3: Capitol Riverfront, Buzzard Point, >> Preserves historic resources 19 Capitol Hill, and 7th Street 44 >> Expands housing choices 21 >> Corridor 4: K and H streets to Union Station; d. Improves job access 21 F, 14th, and 7th streets downtown 46 e. Attracts new jobs and residents 22 >> Corridor 5: H Street/Benning Road 48

Land Use Plan for the District of Columbia Streetcar System | v >> Corridor 6: 14th, 18th (Adams Morgan), U streets, Florida Avenue, and 8th Street 50 >> Corridor 7: Rhode Island Avenue NE 52 >> Corridor 8: Woodley Park, Columbia Heights, Washington Hospital Center, and Brookland 54 >> Corridor 9: Georgia Avenue and Takoma 56 b. Capturing opportunity through alternative routing or phasing 58

5. Strategies and Tools for Optimizing Land Use Impacts a. maximizing land use benefits, minimizing implementation costs 65 >> Potential development tools 65 >> Potential land use and design-guidance tools 67 >> Coordination with other infrastructure investments 67 b. funding 68 >> Development-driven funding mechanisms 68 >> Improved eligibility for federal funding 70

6. Next Steps

vi | Land Use P lan for the District of Columbia Streetcar System 1. introduction

he District of Columbia’s decision to build a As the District agency responsible for the system planning, streetcar network emerged from a long-term design, financing and construction of the project, DDOT has assessment of the city’s transportation needs. collaborated with other agencies, including the Office of Integrated with Metrorail and other transit Planning, to ensure that efforts are coordinated and benefits services, the 37-mile system would extend transit to large, of the investment are maximized. The Office of Planning led underservedT portions of the District, and it would expand the this Streetcar Land Use Study to investigate impacts of the The streetcar represents benefits of transit for many areas already served by Metrorail. proposed system on land uses, as well as job access, quality of life and housing affordability. an effective strategy for advancing many of the 1a Planning for a streetcar system To reduce disruption to residents and businesses, DDOT District’s core economic The District of Columbia Department of Transportation has begun building sections of two streetcar lines as (DDOT) has initiated a program to reestablish streetcar part of previously planned roadway reconstruction and social goals. service in the District. The purpose of the DC Streetcar is along H Street/Benning Road NE and Firth Sterling Road to provide high-capacity and high-quality transit service SE. Environmental work has begun on other lines, but to residents and invest in infrastructure that will catalyze decisions still need to be made about many routes and economic development. The planned system is the result of other critical aspects of streetcar planning. 14 years of planning (see Figure 1) and touches every ward in the District. The recommended plan includes a network study Purpose and Methodology of streetcar lines operating in eight corridors. The selection Commissioned by the District Office of Planning, this criteria for these corridors included ı) ridership potential, 2) Streetcar Land Use Study constitutes an integral part of demand for additional capacity on existing Metrorail and bus the planning for the new system. Among possible land lines, 3) gaps in existing service that connect neighborhoods, use impacts of a streetcar system, the study examines employment, and retail centers, and 4) economic jobs, quality of life, and the affordability of housing in development opportunities. Map 3, Full Streetcar System the District; potential fiscal benefits to the District; the Phasing, shows streetcar segments and project phasing. streetcar’s projected effect on real estate development; and

Land Use Plan for the District of Columbia Streetcar System | 1 FIGURE 1 Early Studies Year Study Sponsor Summary 1997 Vision, Strategy DDOT The plan recommended intracity connections between the and Action Plan radial WMATA rail lines, designating ten corridors for transit related issues. Its conclusions about all of these impacts improvements that would connect District neighborhoods will help inform planning for the system. and help support community economic development initiatives. Certain parameters and methodologies for this study were 1999 Transit Service WMATA The plan advanced five corridors for further study. Expansion Plan established in order to analyze the impacts to land use 2001 Core Capacity WMATA The study identified systemwide Metrorail improvements to and develop future projections. These include study area Study accommodate estimated future ridership. boundaries, decisions on timing, data sources, and key 2002 Transit Develop- WMATA The study considered each of the previously identified criteria to be measured. They are highlighted in Figure 2 ment Study corridors for surface rail transit and recommended four and described in further detail in the subsequent chapters. priority corridors for implementation. 2003 Regional Bus WMATA The study identified bus improvements to serve inside Study previously designated corridors and to aid in District This document represents the first of several study phases circulation and Metrorail system-capacity relief. and District efforts in planning for the streetcar system. 2004–2010: DC’s Transit Future Alternatives Analysis (DCAA) In addition to projecting potential impacts and benefits, it 2004– DC’s Transit Future WMATA, The study refined a citywide system plan of enhanced, identifies land use opportunities, corridor adjustments, and 2005 Alternatives Analy- DDOT multimodal surface transit on designated corridors. other actions that can either amplify benefits of building sis (DCAA) a streetcar system or address challenges its creation might 2006 Georgia WMATA, The study resulted in the implementation of the Metro pose. By measuring the economic benefits of the streetcar Avenue/7th Street DDOT Express (Metro Extra at the time) limited-stop bus service, Rapid Bus Service Route 79, in 2007. to the city, this study can help decision makers assess the Plan broad value of the streetcar system and determine whether 2007 30s Line Study WMATA, The study identified a restructuring of five bus routes, streetcar-related land use benefits can be tapped to help DDOT resulting in a combination of local, limited-stop and shuttle fund the cost of building the system. DDOT is conducting a routes to serve Wisconsin and Pennsylvania avenues. New Metro Express limited-stop bus services, Routes 37 and 39, comprehensive financing plan that will examine property were initiated in 2008. values and funding of specific projects. Later phases will 2008 16th Street Line WMATA, The study resulted in the implementation of the Metro focus in greater depth on land use issues and will facilitate Study DDOT Express limited-stop bus service, Route S9, along 16th Street NW. community engagement in planning for the streetcar. 2009 Benning Road/H WMATA, The study identifies improved bus service levels and a Street Study (Me- DDOT planned Metro Express limited-stop service in the heavily trobus Routes X1, travelled corridor 2009 DC Circulator New Routes DDOT X2 and X3) Further expansion of DC Circulator to serve Adams Morgan, Woodley Park, Columbia Heights, Capitol Riverfront, Capitol Hill, and the Nationals Park Stadium area. CURRENT DC’s Transit Future (DCAA) Update DDOT. This updates the plan for a system of System Plan streetcars and limited stop bus services in the District. Source: http://ddot.dc.gov/DC/DDOT/On+Your+Street/Mass+Transit+in+DC/DC+Streetcar/DC+Transit+Future/ DC+Transit+Future+System+Plan+-+Planning+Process

2 | introduction FIGURE 2 Methodology Overview

Streetcar Land Use Study Phase One Streetcar Land Use Study Phase One Study area • All streetcar corridors in the DC Transit Future System Plan Methods of real Informed by review of the major types of market benefits (2010) estate analysis evident where streetcar service has been introduced in other • Study area organized into nine corridors that share similar cities land use characteristics Office Projected streetcar • ¼ mile (1,320 ft.) from streetcar lines, but excluding areas • Baseline office projection: determined by the Council of impact area within ¼ mile of existing Metrorail stations where the Governments Round 7.2 Employment Forecast and District streetcar’s benefit would be largely redundant of Columbia, Department of Employment Services’ MSA Timing • Forecasts order-of-magnitude real estate value and market employment projections by industry and occupation demand increase attributable to the streetcar over a 10- • Streetcar benefit projection: determined by applying four year horizon; analysis assumes entire planned system in specific criteria measuring the streetcar’s unique office- operation as of 2010 study market benefit in specific corridor areas to office-inclined employment projections combined with Transportation Zoning changes • Assumes no zoning changes in this phase Analysis Zone data from the Council of Governments Quality-of-life • Informed by analysis of demographic data, land use data, impacts analysis and characteristics of urban form (i.e., block size, walkability, Residential market potential neighborhood character) • Determined by applying six specific criteria measuring the • Historic-resources analysis informed by identification of streetcar’s unique housing market benefit in specific corridor existing and eligible historic structures and districts along areas to Zimmerman/Volk Associates’ proprietary target streetcar corridors market methodology. This methodology establishes market • Public health benefits analysis informed by published potential based on housing preferences, demographic trends research on health and safety impacts of transportation by and socio-economic characteristics of households. transit, car, foot, and bicycle • Includes migration analysis (internal and external), Census data from the American Community Survey, and data from Transportation Considerations for transportation benefits assessment: the Nielsen Claritas PRIZM NE market segmentation tool impact analysis • added transit capacity; • net new premium transit service; Retail market potential • transit service to pedestrian-friendly areas; • Determined from the additional retail spending potential of • service to transit-dependent populations; and new households and workers attracted by the streetcar • improved transit access to jobs Value-capture • Projects the order-of-magnitude increment in the value Considerations for corridor-constraints assessment: mechanisms of existing development and projected new development • roadway congestion; attributable to the streetcar • on-street parking impacts; • Discusses strategies for value capture, including tax- • pedestrian barriers; increment financing districts, special assessments, business • bicycle network overlaps; and improvement districts, joint development agreements, and • priority bus network overlap property acquisition • Discusses potential land use and design guidance tools, Additional analysis addresses how the Streetcar Land Use Plan including changes in allowable densities, mandatory findings can be used to support future FTA New Starts planning inclusionary zoning, and development of design guidelines efforts for the DC Streetcar.

Land Use Plan for the District of Columbia Streetcar System | 3 ST T T UTS D HOLLY ST S N CHESTN BRUMMEL CT MAP 1 32

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39TH ST I IL 24TH ST TH S I and does not reach certain areas with high demand for S LN S ST 3R S ST S ST RV PROVIDENCE ST CK ST S ST EY H ST OK 38TH ST HICK 4TH ST R

10TH

3 WH IEW AVE KENDA 15 R ST E WILT

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MASSACHUSETTS AVE LL Y premium transit. The proposed streetcar system is planned

35TH ST L

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MORTON PL 21 RS P NT LANG PL W 26TH S H 16T S L so that it would reach many of those areas, tying them to HITEHURST FWY 20TH ST L ST O M NT AVE P GRACE ST ADENSBU ABBEY NEAL ST O M L ST L ST L S T DELA 45TH ST 29TH ST L ST L ST L ST LEE S T H ST BL 1ST ST Anacostia KANE PL KANE PL

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I ST 3RD ST 19TH ST M I ST WYLIE ST T M T I S I ST I ST NEW Y 20TH ST HUNT PL HU 8TH ST ANACO L

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ST HUNT PL 26TH S ¾ ¾ SETTS A 4TH ST BARNES ST M H H ST H ST TH TER DE P R HAM AVE T

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H ST 1TH ST HAYES ST

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H ST 21ST ST LINDEN PL 22ND ST G PL 5 BENNETT PL NEW F PARKSI each other and to Metro. Unlike Metro, the above-ground OOTE ST ENIL

T 8TH ST

DISON PL G PL 1ST ST G ST MARYLAND AVE G ST K GAULT PL

VIRGINIA AVE G ST 24TH T GALES P

MA BENN

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G ST G ST G ST G ST H ST G RD GRANT ST T

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T 14 FOOTE ST

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5TH

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S F ST EDSON PL TH S ¾ 1 7TH ST EMERAL D ST FOOTE PL ACKER PL AR F ST 4 9HPL49TH F ST L M 47TH P

4 E RD PL TH ST 25T STATE PL PL

T 11TH ST LAHOM V 3 FITCH PL AVE LUMBUS CIR 2 24 PENNSYLVANIA ST E ST E ST E ST BENNING RD E ST OK 45 EADS

8TH ST KENILWORTH AVE PL

E ST EXPY H MASSACHU CO 9HST 49TH E ST EA 48TH P

20TH ST D EAST EXECUTIVE AVE 0TH ST M S ST EADS ST 8T LEXINGTON PL DUNCAN PL ISHERWOOD S T E ST 1ST ST D ST 1 18TH ST E M ¾ V SET 9TH ST T ST ST

D ST NNESSEE A ST D ST TS AVE E D ST DIX ST DIX ELLIPSE RD N ST VIRGINIA AVE T H 19TH ST TH ¾ T 21S ANA A 9

42 nature of the streetcar would increase its visibility and

PL 13 1/2 ST D ST A AVE S 3

3RD ST 23RD ST E AVE

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18T

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7TH ST 1ST ST EAST CA PITOL ST EAST CAPITOL ST 4 7TH ST 9TH A S

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A 2ND ST ST

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8TH ST

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W ST

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R 12TH ST

N ST N ST N ST 4TH N ST HOWISON PL N ST

East Potomac Park 3

G PL 10TH MASSACHUSETTS AVE BR

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T 1

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24 ND ST T ST F 2 T S T T S T T ST T ST RD ST WESTO

ST 3

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H GOOD HOPE RD T R ST

ST PL ST S TP E

41ST S

8T 33RD H ST 21 S

Anacostia Park 1

1ST AVE U ST T BRANCH

PL 1 4

V ST 0T

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2ND AVE 4 PARK DR 3R T U S T S ST S U S ST TH ST T 36 T L HOWARD RD LL TH PL 13 TH P A well beyond enhanced transportation. While the research CHICAGO ST 5 T

36TH ST ORT DUP

V ST D 30TH ST 1 V PL FORT DAV

3 F N 9TH HILLCR 4TH ST V ST S RD E 14TH S 1

W ST L N F

16TH ST P

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R 18T

32ND D TE A 7TH W ST SUITLAND PKY GALE N M SHANNON PL N ST W ST 3 TA

ST PL LA UTHERN AVE CEDAR ST VE T

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W S RD R E

D H R DR R

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T THOMAS RD 18TH PL VISTA TER CEDAR DR RERRACE 18TH ST

POMEROY RD ELVA STON G 28TH S GAINESVILLE ST GAINESVILLE ST 1 LAN District and its neighborhoods, the study also examines the 5T

MA AVE 31ST ST D PL HEMLOCK S H R HARTFORD ST 23 D PL N T Y ST T ALABA AYLOR R S E S KNOX

H ASH ST

MAGNOLIA ST KN SUITLAND PKY IRVING S T T O 23RD ST Virginia T 22ND S JA D CUDA TER X

SOUTH CAPITOL ST T M LY S SPER ST L O ¾ H PINE IRVING P L JASPER RD

R R OBINSON PL

PL 0TH ST

JASPER 2 CK PL

UMB ST

RUCE ST RI

L 28TH ST

D P P IA ACCESS R PL M

S 23RD ST

21ST ST RD EDE 2TH ¾ T D 1 SHIP S FR experience of cities that have implemented contemporary LEY TER

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CE 22ND ST PERSIMMON ST U JOHN MARR CIR R

B STANT STANTON

REDWOOD DR NAH PL

LE SQ N O TER T 2 5TH PL N H 2N TC 5TH 1 A ES

T MAP TER SAVA N D NEWCOMB ST

LEBAUM ST DGECR S ST MELLON ST PL RI Maryland TH S 4 POPLAR ST S T S SAVAN OAKWOOD ST E AVE ORANGE ST OAK DR R G 24 YCAMORE DR R

T S WAY E ON ST G S H LORIN MACD C ST ILL BLVD NNAH 21ST S T SOU NAPI AVA Proposed streetcar line on THA 22ND S LL DR L K CIR 1 streetcar systems, including Portland, San Francisco, and MALCOLM X AVE M L 23RD PKY TH P 9 KISLING S T C OD DR NP I T O SMI TO STH W 18T PARKLAND PL 7TH ST DOG ¾ TREN TR B L ST

UTLER ST ST T H WACLARK RALEIGH PL PA T

INTERSTATE 295 8TH ST

H ST RALEIGH ST TH ST NNAH S 1 E 9 2TH PL SAVA 9 12TH 15T HPLTH L AV 8 M P the route of a historic line TH 10TH H ¾ TLE 1 ST PL ST D T PL1TH S V 14T L

P CA SOUTH CAPITO LL DR D HI 13TH P INGER ST R L SAVANNAH ST WHEELE T MCCHORD ST S S 13TH ST AMES B RES Maryland VALLE T RS PL CONG L E E IE J HS D PL P Y AVE TINKER H ST AV G NR NTON Y TER M VE U S ST LE TRE ST E ROTH 5T ES ST Seattle. K NR R B O G

N AVE 6TH ST ¾ CHAP U T MISSISSIPPI AVE L A RALEI OX CON

7 C AL S

4TH S ROOK TH N UP B Proposed streetcar line not TT CIR

O DU R KING JR A ST 2ND ST E LLY CIR RICE S SC

E BLANCHARD DR L

K T R AVE ERN AVE H ANDREWS CIR UPSAL ST NOLD AVE SOUT STOVE WILMINGTON PL T AR

ANDREWS PL E ORNER P E MARTIN LUTH

H W DS LEY AV on the route of a historic line RCH CIR VAL A

2N LACK M LAND WAY AVE WILMINGTON P L 13TH WAYNE PL NGELL ST HALLEY PL TRAVIS WAY A RLOOK RNEY ST PL ST

UWL ST BURWELL R VA LE OVE WAH XENI DR I AVE Z WHEELER RD A ST PP 1 MAR 5 2 9 TH ST TIN ST ART LL PL ST H 95 SISSI A NNOI ST TE 2 H A MIS X T TE 2 T 9TH S VA FO Streetcar corridor—1/4 mile on YOUNT ST Y S XENIA ST TER XENIA ST T O NDALL S RST T HALLEY TER N STA S E O T BELLEVUE GI 1 D T R T N 00.25 0.5 1 E IN 2ND S O YUMA ST C YUMA ST HS

T INT T 8 ATLANTIC ST LEVUE ST AY ST W BEL Miles CHANUTE PL BRA BY IN A E

NDYWINE OL TER either side of proposed line WRIGHT CIR N LG 1 ATLANTIC ST These cities have experienced compelling land-use-related E PL ST BRANDYWINE ST BRANDYWINE ST BAR PL APIT E AVE

MCGUIR ST ST CHESAPEAKE ST

ARMOR CT 1

NGSTON RD

ST SOUTH C

LIVI CHESAPEAKE 8TH ST

6TH ST G JR AVE DANBURY ST HALL TH ST ABY RD Ü 7 ZINE RD RN

R KIN SOUTHERN AV GA EY MA DARRINGTON ST NT ER BA STO TE NG DAR

LIVI 3RD ST RING UTHE R T ELMIRA ST ON ST BONI

KEEL RD NI RD benefits that include increased real estate investment, FORRESTER S T FORRE HELM CT KNOT CT ARTIN L STER ST M GALVESTON PL M GALVESTON PL MASTERMetro station LAND USE PLANBEYER RD GALVESTON ST

UNNAMED RD GALVESTON S T

Streetcar station LABORATORY RD

UNNAMED RD IVANHOE ST OPERATIONS RD TH R D INGTON ST T ST improved quality of life, and expanded economic ETER NOR IRV PERIM R 1S D FOR THE DISTRICT OF COLUMBIAY STREETCAR SYSTEM S

PK N

RD T SOUTH CAPITOL TER D Y LAI JOLIET S Park/open space R Water Proposed streetcar line not correlated with the path of a historic streetcar line

Proposed streetcar line following the path of a historic streetcar line

4 | introduction opportunity.1 This suggests that access to streetcar service • Enhanced quality of life for urban neighborhoods, can yield a diverse range of positive benefits: including increased vitality in local commercial • Reduced commuting and other transportation districts, greater walkability, improved access to costs for households for whom better transit access shopping and services, and similar benefits. meant the opportunity to own fewer cars. • Expanded access to economic opportunity,

1 Portland Streetcar Development Oriented Transit, 2008. Prepared by The including employment, training, and education sites Office of Transportation and Portland Streetcar, Inc. (www.portlandstreetcar.org/ and a wider array of services. pdf/development_200804_report.pdf). Among other results, Portland has seen $3.5 billion in new investment within two blocks of its streetcar system since 1997. • Increased fiscal returns for local governments. The Effect of Rail Transit on Property Values: A Summary of Studies, 2001. • A rise in real estate values and development Prepared by Parsons Brinkerhoff (www.reconnectingamerica.org/public/show/ bestpractice162). Light Rail Systems and Property Values, 2004. Prepared by The potential, primarily within one-quarter mile of a Sacramento Regional Transit District (www.slp2.org/documents/propertyvalfs04. route and in areas that are relatively underdeveloped. pdf). Cincinnati Streetcar Feasibility Study, 2007. Prepared by HDR and Parsons Brinkerhoff (www.cincinnati-oh.gov/city/downloads/city_pdf17754.pdf).

Back to the Future: The District’s First Streetcar System tarting in the middle of the 19th century, a transportation, but their popularity began to neighborhoods that grew up around streetcar growing network of streetcar lines helped decline with widespread suburban development routes and stops. Sshape the city’s urban fabric. Electrified and an explosive growth streetcars, introduced in the late 1880s, proved in car ownership after faster and better able to handle steep grades World War II. Competing than horse-drawn cars, which had served the lines merged into a District from 1862 on. A swift transition to single company in the electrified service in the 1890s set the stage 1930s, but a charter for rapid expansion of streetcar lines in the first transfer in the mid- decades of the 20th century. Real estate devel- 1950s imposed a drastic opers used the convenience and increasing ef- requirement on the new ficiency of the system to persuade the growing owner: replacement of numbers of federal workers to buy moderately the streetcar fleet with priced homes in neighborhoods springing up buses. Although the last outside the old city center. trolley ran in January By the second decade of the twentieth 1962, the system left a century, automobiles had become increasingly lasting imprint on the common on District thoroughfares, and city’s physical form— commercial buses joined them in the 1920s. historic commercial Washingtonians throng sidewalks and streetcar stops at F and 10th streets Streetcars continued as a major mode of corridors and near Woodward & Lothrop in the 1940s.

Land Use Plan for the District of Columbia Streetcar System | 5 Numerous studies have also documented rail transit’s impact and importance in attracting housing, jobs, retail, and other amenities to urban areas. The Center for Transit- Oriented Development’s 2004 study, Hidden in Plain Sight, calculated unmet national demand for transit-oriented housing, and very recent reports by real estate and economic development organizations such as the Urban Land Institute and CEOs for Cities. The development around Metrorail stations over the past three decades provides clear, if anecdotal confirmation of this trend.

In fact, the scale of the District’s proposed system and the history of many of the city’s main commercial corridors and neighborhoods, which grew up around an earlier streetcar network, may actually help the District realize greater benefits from a streetcar system than some of these counterpart cities. For example, more than 50% of District households and a large majority of the city’s jobs would San Francisco’s F Line has been lie within walking distance of the fully built system. The demonstrating the community comparable number for Portland is 9% and for Seattle, 6%, and economic value of streetcars although both systems have fewer than ı0 miles of tracks. since the ı980s (above). The District’s streetcar would be in the same league as San Seattle’s South Lake Union streetcar, funded largely by the Francisco’s, where 65% of households sit within a quarter- private sector, has stimulated mile of a streetcar line—although that system is twice the substantial development of size of the one proposed for the District. research, office, housing and retail space (left). The study team treated the streetcar experiences elsewhere as helpful guidance, not as substitutes for evaluating the streetcar’s impact on the District’s unique conditions, such as scale of streets and blocks, patterns

6 | introduction of workplaces and housing; and existing transit-system decisions require predictability over periods of up to 30 configuration. Nevertheless, other cities do hold lessons years). Although well-designed BRT systems attract some for the District, particularly the importance of early development, their impacts are typically much less than planning to insure that increased values, expanding those for rail2 —and the BRT systems that have generated markets, and other effects do not hinder some residents the strongest development response operate on exclusive and businesses in unanticipated ways. They also highlight rights of way at all times and not in mixed traffic, as the the value of taking a comprehensive approach to streetcar District streetcar would. In cities without the potential to planning and of integrating it with land use and broader attract much development investment, implementation transportation planning. costs and other factors give buses a clear advantage. In the District, however, streetcar service appears very likely to How the streetcar compares attract significant real estate investment. to other transit options This study examined the relative costs and benefits of The increases in real estate values and development that streetcar service as compared to other transit options, the streetcar could spur over a ten-year period—looking including some with potentially lower construction costs. only at land within a quarter-mile of new routes—would The comparisons indicate that in the District, streetcar exceed the projected cost of creating the system by 600% service offers a more cost-effective means of achieving 2 Further information on transit-oriented development (TOD) associated with BRT community goals than other options. systems can be found in TCRP Report ıı8: Bus Rapid Transit Practitioner’s Guide, 2007. Prepared by the Transportation Research Board of the National BRT Academies (www.community-wealth.org/_pdfs/articles-publications/tools/tod/ Bus rapid transit ( ) and other bus alternatives, tool-tcrp-bus-rapid-transit.pdf) like the District’s popular Circulator service, have the advantages of much lower capital costs and much faster implementation. Buses also provide broad flexibility in Defining ‘Premium Transit’ terms of changing routes and can maneuver more readily “Premium transit” typically refers to high-quality transit, either rail or bus, that provides reduced travel in heavy traffic. The primary benefit the streetcar offers, times, enhances regional/local connectivity, uses evident in shelters at stops and in the rails themselves, improved vehicles and features (such as quality of is its visible permanence, which can serve as a powerful ride, specific branding, simplified routing) and offers attraction to private real estate investment. Although improved amenities (bus stop, platforms, shelters, line highly visible shelters and stations can raise the profile supervision) compared to typical local bus service. of bus service, the very flexibility of routes and service Premium transit services in the District would include limited-stop bus service, bus rapid transit (BRT), levels that represents its biggest advantage also dilutes streetcar, light rail and local rail (Metrorail) services. its ability to spur real estate investment (investment

Land Use Plan for the District of Columbia Streetcar System | 7 to ı,000%. While increased value often precedes the 1b Summary of findings completion of fixed-rail transit, such increases occur With the completion of the streetcar system and new along each segment as they connect to Metrorail and do housing attracted to it, approximately 50% of District not depend on completion of a full system. Increased real households would be located within one-quarter mile of estate investment would translate into stronger fiscal, premium transit service (the streetcar or Metrorail; see employment, and population growth for the District. Map 2, Net New Premium Transit). This dramatic increase in access to premium transit would open the door to a set Residents, visitors, and many commuters tend to prefer of significant land use benefits, and to a smaller group of streetcars to buses and bus rapid transit for their low challenges, that represent major considerations in evalu- noise levels, superior ride quality (steel rails and steadier ating and planning the streetcar system. (Note: In order to acceleration/deceleration yield a much smoother ride), develop accurate estimates, the report uses 20ı0 dollars. lower level of vibration in nearby buildings, and limited Land-use impacts reflect projected growth over ten years, emission. Evidence also suggests that streetcar vehicles calculated as if the full system began operation in 20ı0.) offer better long-term cost-benefit value than buses.3 streetcar Benefits (Chapter 2) Both light and heavy rail systems would provide faster, Streetcar service: more reliable service than a streetcar because they would • Improves access to premium transit for more than operate in exclusive rights of way. Light rail would likely one-third of the District’s households, including produce somewhat greater real estate investment and 100,000 residents along streetcar corridors who do not related benefits than the streetcar, but a light-rail system have access to a car. would cost two to three times the roughly $40 million • Reduces transportation costs by offering households per mile currently projected for the District’s streetcar within one-quarter mile of the streetcar a realistic system—and acquiring the necessary rights of way would opportunity to be “car light” (that is, own fewer cars) add to the cost considerably. Metrorail’s experience suggests or car-free. Nationally, the average yearly cost of that heavy-rail transit would produce an even larger owning a car reached $8,437 in 20ı0. 4 increase in real estate investment, but heavy rail transit costs several hundred million dollars per mile to build. 4 This is a national average calculated annually by the American Automobile Association (AAA) for a medium-size sedan driven 15,000 miles in a year, with the cost of gas held constant at $2.60/gallon (for the 2010 calucations; www. aaaexchange.com/Assets/Files/201048935480.Driving%Costs%202010.pdf, 3 Two recent publications that suggest that maintenance costs can be lower include retrieved 1 March 2011). Taxes and fees would push this total somewhat higher for Street Smart: Streetcars and Cities in the Twenty-First Century (Gloria District drivers, as would the rising price of gasoline. Using a more current average Ohland & Shelley Poticha; 2009, Reconnecting America) and Seven Rules for for the District of $3.47 for a gallon of regular, reported by AAA on 1 March 2011, Sustainable Communities (Patrick M. Condon; 2010, Island Press). brings the figure to $8,902 (http://fuelgaugereport.aaa.com/?redirectto=http:// fuelgaugereport.opisnet.com/index.asp, retrieved 1 March 2011).

8 | introduction ¾M

WEST BEACH DR

MAP 2 Net New PremiumKALMIA RD Transit WISE RD

CHESTNUT ST College Park-U of Md With a fully built streetcar system, ¾M ALASKA AVE ¾M the share of District residents UTAH AVE • Offers multiple quality-of-life benefits: ASPEN ST living within a convenient walk of OREGONAVE PINEY BRANCH RD >> improves walkability: new transit trips translate into rail transit would rise from roughly BLAIR RD Prince George's Plaza ¾M MCKINLEY ST EASTERN AVE 16% to 50%. Areas that would gain new walk trips as local residents typically walk 41ST ST 41ST MILITARY RD premium access appear in purple. MISSOURI AVE to and from transit in urban settings. Higher rates Rock Creek Park KENNEDY ST West Hyattsville KANSAS AVE FESSENDEN ST ILLINOIS AVE RIGGS RD ¾M LINNEAN AVE COLORADO AVE of walking support local businesses and promote 5TH ST GALLOWAY ST GALLATIN ST EBRASKA AVE ¾MFort Totten N NEW HAMPSHIRE AVE Fort Totten Tenleytown-AU Park SARGENT RD ¾M CONNECTICUT AVE a greater sense of safety that will encourage still ALBEMARLE ST IOWA AVE JOHN MCCORMACKBUCHANAN RD ST BLAGDEN AVE BATES RD Van Ness-UDC ST16TH WEBSTER ST HAWAII AVE RENO RD VAN NESS ST ¾M FORT DR more residents to walk. UPSHUR ST TILDEN ST TAYLOR ST

HAREWOOD RD

14TH ST 14TH RANDOLPH ST PORTER ST SPRING RD ¾ >> “extends the walk” by generating more trips on foot M WARDER ST Cleveland Park SOUTH DAKOTA AVE MASSACHUSETT ¾M

OTIS PL PL PARK Brookland-CUA MACOMB ST ADAMS MILL RD ¾M PARK RD MONROE ST

outside of existing commercial districts and other SHERMAN AVE

12TH ST GEORGIA AVE CATHEDRAL AVE S AVE ST 34TH KENYON ST CLEVELAND AVE IRVING ST busy areas, thereby supporting expansion of retail ¾M

13TH ST 13TH MICHIGAN AVE FRANKLIN ST VISTA ST TUNLA ¾M EUCLID ST MONTANA AVE CALVERT ST COLUMBIA RD and other neighborhood-serving uses. W RD LINCOLN RD ¾M BRYANT ST 37THST Rock Creek Park

>> fosters the growth of main streets, as new residents and WATERSIDE DR U ST ¾M RHODE ISLAND AVE BRENTWOOD RD T ST

U Street/African-Amer Civil War Memorial/Cardozo ST 1ST WISCONSIN AVE Shaw-Howard U BLADENSBURG RD VERMONT AVE RESERVOIR RD ¾M employees attracted by the streetcar inject more R ST NEW JERSEY AVE 9TH ST 9TH PENN ST Dupont Circle Q ST FLORIDA AVE

P ST ¾M ST 11TH 15TH ST15TH ¾M than $300 million in retail spending annually into ST 35TH N ST WEST VIRGINIA AVE ¾M Deanwood 33RD ST 33RD ¾ KENILWORTH AVE M ST M WHITEHURST FWY Farragut North Anacostia ¨¦§66 L ST Park ¾MK ST TRINIDAD AVE SHERIFF RD local commercial districts. ST 49TH ¾M I ST ¾M ¨¦§395 ST CAPITOL NORTH VIRGINIA AVE 24TH ST

¾ ST 20TH M ST 21ST H ST 22ND ST 22ND Gallery Pl-Chinatown BENNING RD Minnesota Ave 19TH ST19TH NEW YORK AVE Union Station ¾M G ST ¾M ¾M > broadens access to schools F ST Judiciary Square¾M

> by more than doubling ST 7TH

Rosslyn 18TH ST E ST ¾ ¾M M MARYLAND AVE DIVISION AVE

D ST ST 44TH 2ND ST 2ND

23RD ST 23RD ¾M Court House ¾MFederal Triangle the number of public and charter schools located CONSTITUTION AVE Benning Road ¾M 50TH ST The Mall NORTH CAROLINA AVE EAST CAPITOL ST

8TH ST 8TH Smithsonian ST 3RD RIDGE RD

4TH ST 4TH

6TH ST 6TH B ST ¾M INDEPENDENCE AVE within a quarter-mile of rail transit, making it EXPY ST 12TH Stadium-Armory CENTRAL AVE

17TH ST 17TH ¾M Arlington Cemetery L'Enfant Plaza C ST KENTUCKY AVE ¾M ¾M ¾M ¾M ¾ G W MEMORIAL PKY M Federal Center SW IVY ST MINNESOTA AVE ELY PL MAINE AVE 51ST ST easier for parents to commute with their children Potomac Ave¾ ¨¦§695 M TEXAS AVE FITCH ST ¨¦§295 to school and work and for families to choose from Waterfront-SEU Navy Yard Fort Dupont Park ¾M ¾M BRANCH AVE BUCKEYEEast Potomac DR Park

ROCHAMBEAU BRG BOWEN RD a wider variety of schools. NAYLOR RD CANAL ST Pentagon PENNSYLVANIA AVE ¾M POTOMAC AVE ANACOSTIA FWY

27TH ST27TH GOOD HOPE RD >> returns premium transit to disinvested historic Anacostia Park

V ST HOWARD RD W ST Pentagon City OHIO DR SUITLAND PKY MORRIS RD ¾M SUITLAND RD commercial districts built around the streetcar in ¾M

Crystal City ¾M STANTON RD the late ı9th and early 20th centuries; the new 25TH ST

Ronald Reagan Washington National Airport ¾M investment that would follow the streetcar’s Naylor Road ¾M introduction would encourage adaptive reuse of Congress Heights ¾M MALCOLM X AVE ALABAMA AVE ¾Suitland Net new premium M more historic properties, contributing to a stronger SOUTH CAPITOL ST Southern Avenue transit access ¾M sense of place. MISSISSIPPI AVE SOUTHERN AVE Existing premium transit WHEELER RD access (1/2-mile radius >> Expands housing choices by supporting development OVERLOOK AVE around Metro stations) ATLANTIC ST 0 0.5 1

CHESAPEAKE ST Ü of market-rate and mixed-income housing in Miles DISTRICT OF COLUMBIAMetro STREETCAR station LAND USE MASTER PLAN areas that have witnessed little or none in recent M Figure 3: NetDC Circulator New routesPremium Transit

Streetcar Alignments Takoma Metrorail Station to Buzzard Point Metrorail Lines ¾M Metro Stations

decades, spurring demand across the District for BLUE PLAINS DR Congress Heights to BuzzardPark/open Point space blue Rhode Island Ave/EasternSHEPHERD PKY Ave to Washington Circle Net New Premium Transit Woodley Park/Adams MorganWater to Brookland green Georgetown to Benning Road Metrorail Existing Premium Transit Service Bolling AFB to Minnesota Ave Metrorail Station orange Congress Heights to Washington Circle Circulator Service Woodley Park/Adams Morgan to Congress Heights red LandmarkBldg yellow

Land Use Plan for the District of Columbia Streetcar System | 9 developments of ten or more units subject to of District workers who also live in the District, A streetcar loads at the Portland inclusionary zoning, and expanding the supply making them subject to its income tax, could increase State University campus, of lofts, smaller units, accessory units, and other over 20 years from 3ı.5% to roughly 34%. above. The Portland streetcar system has sparked more than housing types sought by an increasingly diverse • Strengthens real estate values by adding $5 billion $3.5 billion in development, population. to $7 billion to the value of existing property and transforming light-industrial • Improves access to jobs by bringing an additional sparking an additional $5 to $8 billion in new districts and railyards into 72,000 households into walkable distance of premium development in the ten years after completion—in the new neighborhoods that mix transit, which guarantees them access to more than corridors alone. These benefits extend across housing, housing, stores, and commercial 85% of the district’s office jobs and more than half of commercial, and retail markets and apply in varying uses, like the city’s South Waterfront, pictured at right. all jobs—a benefit to both residents and to employers. degrees to every streetcar corridor. • Attracts new jobs and residents by improving • Increases revenue to the District by strengthening the accessibility and spurring creation of more amenities. real estate market, adding new residents, and producing Over a ten-year period, the District could expect to greater sales-tax receipts. Together, these sources would draw new households and retain existing ones at a likely generate between $238 million and $29ı million combined annual rate of roughly ı,400 if the system in annual new revenue within ten years of completion were complete today. At the same time, the proportion of the system.

10 | introduction • Strengthens growth in the creative economy (gener- will likely choose accessible sites over non-streetcar ally, arts, media, and communication businesses) by sites) and by supporting businesses in the corridors, offering the enhanced accessibility and amenities, particularly retailers, concerned about dislocation as improved walkability, and support for local Main Streets new businesses seek to move to the corridors. that employers and their workers in these fields value • Routing and right-of-way issues arising from some highly. The creative sector already accounts for ı0% of potential loss of curbside parking, traffic congestion, District jobs and adds economic diversity, job growth, and similar issues in specific neighborhoods and and job quality to the District employment market. commercial districts. Mitigation may involve early • Improves public health by offering significantly more identification of route adjustments, alternative people the health benefits of walking, preventing added parking, or other solutions. emissions of unhealthy air pollutants, and providing safer transportation than by automobile. neighborhood analysis (Chapter 4) • The study suggests that all corridors would share in Challenges and mitigation strategies the benefits and challengesbrought by the streetcar (Chapter 3) (detailed reviews of each corridor appear in Chapter Advance planning can mitigate potential challenges, including: 4), although these impacts would vary considerably • Housing affordability, by addressing early in the among corridors. Impacts would be most dramatic planning process the possibility of dislocation posed by a in areas that today have limited current access to 5% to ı2% increase in property values that appears likely Metrorail service. to result from improved access to jobs and amenities and • In certain locations, alternative routing or phasing by other benefits. These issues are most likely to appear of the streetcar route would unlock greater where streetcar corridors pass through neighborhoods employment, fiscal, and development benefits with lower household incomes, lower housing prices, and by extending premium transit to land with untapped higher proportions of renters. Although residents in these redevelopment potential. Some of these refinements corridors would benefit from reduced transportation costs would mean higher initial costs, but the additional and greater access to jobs—which could offset increased benefits they would trigger seem likely to outweigh housing costs for some households—the District should the extra cost and deserve study. Other refinements, monitor these areas and be prepared to step in with including earlier construction of particular route active measures to promote affordability. segments, would provide better connections to • Potential market shifts within the District by planning employment centers, resolve right-of-way issues, or early for alternative redevelopment on parcels provide more convenient service. without direct streetcar access (offices and other uses

Land Use Plan for the District of Columbia Streetcar System | 11 Construction of the H Street/ Benning Road NE streetcar segment, August 2010

Strategies and tools for optimizing • Improve access to the streetcar for pedestrians and land use benefits (chapter 5) bicyclists by making sure that new development, The District can maximize land use benefits and minimize streets, and sidewalks appeal to pedestrians and implementation challenges in many ways: cyclists and assure safe and convenient use. • Make use of existing and new development • Use multiple mechanisms to capture the value of new tools to augment the streetcar’s ability to support development drawn to the streetcar corridors to help neighborhood retail, foster redevelopment of blighted fund construction and/or operation of the system. property, attract investment in housing and jobs, and Taxes generated by the rising value of all property yield similar benefits. could underwrite more than half the system’s capital • Optimize existing and potential land use policies and costs through the sale of bonds backed by this revenue. design guidelines to ensure that zoning fully supports Projects or business improvement districts may see the District’s ability to realize benefits brought by self-interest in contributing to construction costs where the streetcar and that new development enhances a new line would increase the value of their property community character and quality. or business. Determining the timing, extent, and best • Coordinate with other transportation investments, mechanisms for pursuing such strategies will require including regional and local bus lines, bikeshare, and significant additional study. other modes to facilitate transfers, share operating lanes and stops, and generally take a comprehensive approach to integrating transportation and land use planning.

12 | introduction 2. systemwide benefits

figure 3 New Access to Premium Transit he study area for this analysis includes all Approximately 95,000 District households are currently located land within one-quarter mile of the proposed within one-quarter mile of the proposed streetcar corridors. streetcar lines, representing the area within a convenient walking distance (roughly five

minutes) of each line. National research indicates that These households 22,300 ds now have a five-minute househole corridors the strongest impacts generated by the introduction of in th within T walk (or less) to are etro that f M streetcar service occur within one-quarter mile of its rail transit with the 1/4 mile o streetcar The streetcar can routes. Research also indicates that impacts generally ow in extend in a uniform corridor along streetcar routes, owing 72,700ds n t transform the District’s househol the corridorsd 1/4 thamile to the half-mile spacing typically found between stops. beyon are tro most underdeveloped of Me areas into thriving This study area has been organized into nine corridors that share similar land use characteristics to provide a neighborhoods, finer-grained and place-specific way of looking at land use or less from the proposed streetcar. The streetcar would enlarge existing changes the streetcar could conceivably bring. Dividing open significant new transportation choices for these the corridors into smaller subareas enabled the study commercial districts, residents, in particular the 44% of the households along team to focus on critical sites or other targeted land use the proposed corridors that do not own a car. and link established issues. Map 4 shows the nine corridors and their sub-areas. 2b Reduces transportation costs neighborhoods to new 2a Improves access to premium jobs and amenities. transit The streetcar can enable households to be “car light” (that is, own fewer cars) or car-free. Either option offers the opportu- “Premium transit” describes transit service that is reliable, nity for considerable saving. In 20ı0 the average automobile predictable, and offers a high-quality ride—in other cost $8,437 to own and operate;5 most transit commutes cost words, Metrorail or the streetcar. Roughly 72,000 District less than one-third this amount when figured on an annual households now located more than one-quarter mile basis. Avoiding the expense of car ownership has an espe- from a Metro station would be located one-quarter mile 5 See footnote 4 on page 8.

Land Use Plan for the District of Columbia Streetcar System | 13 MAP 3 District Department of Transportation—Full Streetcar System Phasing MAP 4 Neighborhood Context Corridors CHESTNUT ST

¾M

ALASKA AVE As planned, construction of the Nine streetcar corridors were identified !(¾M UTAH AVE !( streetcar system will take place in that share broadly similar contexts WESTERN AVE ASPEN ST LAUREL ST

OREGONAVE PINEY BRANCH RD four phases. The initial phase is and then divided into 34 smaller !(

NEVADA AVE

5TH ST BLAIR RD BEACH DR already under construction.M sub-areas that correspond to specific MCKINLEY ST ¾ EASTERN AVE

!( neighborhoods or development zones. MILITARY RD MISSOURI AVE

Rock Creek Park

!( KENNEDY ST KANSAS AVE RIGGS RD ¾M ILLINOIS AVE Maryland COLORADO AVE LINNEAN AVE 13TH ST GALLOWAY ST NEBRASKA AVE GALLATIN ST ¾M !( Fort Totten

Park SARGENT RD DECATUR ST ¾M CONNECTICUTALBEMARLE AVE ST ARKANSAS AVE NEW HAMPSHIRE AVE BLAGDEN AVE IOWA AVE BUCHANAN ST

BATES RD JOHN MCCORMACK RD RENO RD WEBSTER ST ¾M HAWAII AVE VAN NESS ST FORT DR !( UPSHUR ST TILDEN ST BUNKER HILL RD TAYLOR ST

16TH ST

HAREWOOD RD

14TH ST RANDOLPH ST PORTER ST SPRING RD

!( WARDER ST ¾M SOUTH DAKOTA AVE !( ¾M OTIS PL PL PARK MACOMB ST ADAMS MILL RD !( M KLINGLE RD ¾ MONROE ST PARK RD MICHIGAN AVE !( !( 12THST GEORGIA AVE !( 34TH ST KENYON ST CATHEDRAL AVE CLEVELAND AVE IRVING ST ¾M !( GARFIELD ST COLUMBIA!( RD !( !( HARVARD ST SHERMAN AVE !( ¾M!( FRANKLIN ST VISTA ST TUNL EUCLID ST !( MONTANA AVE CALVERT ST AW RD !( !(

LINCOLN RD !( BRYANT ST ¾M MASSACHUSETTS AVERock Creek Park !(

37THST

!( !( U ST !( !(RHODE ISLAND AVE BRENTWOOD RD ¾M !(

1ST ST T ST S ST BLADENSBURG RD VERMONT AVE WISCONSIN AVE !( !( ¾M FLORIDA AVE RESERVOIR RD R ST

NEW JERSEY AVE Q ST 9TH ST !(

P ST ¾M 11TH ST NEW YORK AVE

15TH ST !( ECKINGTON PL

!( WEST VIRGINIA AVE 28TH ST 35TH 35TH ST ¾M N ST ¾M 33RDST KENILWORTH AVE CANAL RD 30TH ST M ST ¾M !( Anacostia L ST MONTELLO AVE TRINIDAD AVE Park !(WHITEHURST FWY ¾M SHERIFF RD

!( !( !( !( !( K ST!( !( !( !( !( !( NORTH CAPITOLST MARYLAND AVE ¾M I ST ¾M VIRGINIA AVE 24TH ST M ¾ 20TH ST 21ST ST !( !( !(H ST !( !( !( BENNING RD

19TH ST

22NDST !( G ST ¾M ¾M ¾M !( ¾M!( F !(ST !( !(

7TH ST 18TH ST !( E ST ¾M ¾M !( !(

23RDST

44TH ST D ST 49THST INDIANA AVE C ST E ST EXPY ¾M ¾M

4TH ST

2ND ST !(

10TH ST !( CONSTITUTION AVE ¾M INTERSTATE 66 INTERSTATE 395 !( !(¾M The Mall NORTH CAROLINA AVE CENTRAL AVE 8TH ST EAST CAPITOL ST 3RD ST RIDGE RD 6TH ST !( B ST ¾M 12TH ST EXPY !( INDEPENDENCE AVE

17TH ST ¾M KENTUCKY AVE ¾M ¾M!( ¾M ¾M M ¾ TEXASAVE G W MEMORIAL PKY !( !( IVY ST ELY PL

MINNESOTA AVE MAINE AVE ¾M INTERSTATE!( 695 EAST BASIN DR !( !( Fort Dupont Park !( ¾M !( !(¾M !( !( BRANCH AVE East Potomac Park

ROCHAMBEAU BRG !( BOWEN RD CANAL ST NAYLOR RD ANACOSTIA FWY

25TH ST PENNSYLVANIA AVE ¾M !( POTOMAC AVE

27TH ST !( !( Anacostia Park GOOD HOPE RD

W ST V ST HOWARD RD OHIO DR !( ¾M !( SUITLAND RD !( ¾M !( !( MORRIS RD

¾M

STANTON RD SUITLAND PKY Virginia ¾M !( !( ¾M Corridor 1 Corridor 6

Streetcar phasing MARTIN LUTHERKING JRAVE ¾M MALCOLM X AVE!( ¾M Initial ALABAMA AVE Corridor 2 Corridor 7 SOUTH CAPITOL ST Maryland ¾M Phase 1 !( MISSISSIPPI AVE Corridor 3 Corridor 8

SOUTHERN AVE HALLEY PL Corridor 4 Corridor 9 Phase 2 WHEELER RD 0 0.3 0.6 1.2 Phase 3 Miles corridor 5 ATLANTIC ST ERSTATE 295 Ü

INT CHESAPEAKE ST STREETCARM Metro station SEGMENTS M Metro station Streetcar SegmentsStreetcar station Metrorail Lines GALVESTON ST ¾M Metro Stations Streetcar station

OVERLOOKAVE Initial Park/open space blue Street Centerlines Park/open space

Water BLUE PLAINS DR Water green Phase 1 SHEPHERD PKY LandmarkBldg ¾M Phase 2 orange Parks and Open Space Phase 3 red Waterbody

¾M !( Streetcar Stations yellow

14¾M | SYSTEMWIDE BENEFIts MAP 5 Walkability Index A streetcar system can build on the excellent walkability of the District’s cially powerful impact on lower-income households, which neighborhoods, represented here by spend a higher percentage of their income on transporta- red-brown areas. In yellow-highlighted 9D tion than any other group. District households with $20,000 areas, the streetcar could attract new pedestrian-oriented development to to $50,000 in yearly income spend 28% of that income on replace auto-dominated environments. 9C transportation and another 32% of it on housing (for a total Rock Creek Park of 60%). By comparison, an average American household

Fort Totten spends 20% of income on transportation and 27% on hous- Park ing (for a total of 47%).6

2c Offers quality-of-life benefits 8E 8D

Because the streetcar offers premium transit service to areas 8C 7C 8B with large transit-dependent populations, and because it 8A 9A 7B Rock Creek Park makes both transit and walking more attractive options for all 7A 6A residents, the system would create significant quality-of-life 6C 6D benefits for people visiting, working, and living in streetcar 6B

6E Anacostia corridors. Park 4A 5B 4C 5A 4B IMPROVES WALKABILITY 5C 5D Because the bulk of streetcar trips begin on foot, streetcar The Mall service would increase pedestrian activity within the 3D Area where the streetcar and related devel- 2C streetcar corridors. This added activity would in turn Fort Dupont Park opment can improve 3A poor walkability East Potomac Park 3C support local businesses and contribute to a greater sense of 2B personal safety. Introducing the streetcar along a corridor Existing walkability 3B 1E 2A Anacostia Park may reduce motor vehicle speeds and may include facilities Low ➠ for pedestrians, such as improved crossing treatments and ➠ 1B

1A sidewalks. Infrastructure and streetscape improvements High would also likely take place as part of streetcar line 1D M Metro station construction. All of these changes would make the walking Streetcar station Park/open space 1C environment more comfortable, and streetcar service would Water enable more pedestrians to take advantage of areas where Criteria • Block length 0 0.5 1 Ü streets and blocks are already well-scaled for walking (for • Intersection type Miles DISTRICT OF COLUMBIA• Census-block STREETCAR density LAND USE MASTER PLAN 6 These numbers are based on research by the Center for Neighborhood Technology. • Sidewalk presence Figure 4: Pedestrian• Building setback Friendliness The full report is available at http://www.cnt.org/repository/heavy_load_10_06.BASED ON: STREET CONNECTIVITY, SIDEWALK PRESENCE, BUILDING SETBACK, AND POPULATION DENSITY pdf Pedestrian Friendliness Index Landmark Building Parks and Open Space Waterbody Low High Land Use Plan for the District of Columbia Streetcar System | 15 example, Capitol Hill, downtown, and Petworth). In more riders than does bus transit. Research has further shown auto-oriented areas, such as portions of Georgia Avenue that people are willing to walk further to use rail transit NW, Rhode Island Avenue NE, and Benning Road in than bus transit. The streetcar will offer additional value Anacostia, it would bridge distances between destinations in places where it stimulates investment in pedestrian- that are too far apart for comfortable walking and oriented streets and development, as 43% of people with encourage redevelopment that is oriented to pedestrians. In safe places to walk within ten minutes of where they live underdeveloped areas like Buzzard Point, a walkable street achieve physical activity targets, compared with just 27% network can emerge as new destinations and sidewalks are of people living in less-walkable areas.9 created through development. Motor vehicles produce a major portion of airborne Promotes public health particulate matter, nitrogen oxides, and smog, all of Streetcar service can be expected to offer positive public which directly contribute to respiratory health problems. health benefits in three principal ways: by promoting The streetcar’s electric propulsion eliminates such air more walking, which leads to associated health benefits; pollutants that would be introduced along streets by by promoting healthy air quality; and by encouraging automobiles or buses operating in its place.10 travel on transit and on foot as safer alternatives to driving. Travel by transit is also associated with much lower rates People who walk more tend to enjoy better physical of traffic injuries and fatalities than automobile travel, fitness, with significantly lower tendency toward which can be 20 times or more as deadly per passenger obesity or a variety of other serious health problems. mile. Rail transit, further, has only 40% the rate of passen- On average, transit users get more physical activity than ger fatalities of bus transit.11 non-transit users, even after accounting for differences in income and other demographic characteristics.7 This On top of these health benefits, the streetcar can also added activity is significant in that transit users are, on play an important role providing access to healthy food average, approximately three times more likely than choices and medical care, particularly for economically non-users to meet or exceed the CDC recommendation and physically disadvantaged populations.12 of a minimum of 22 minutes of exercise daily.8 Streetcars offer the advantage of attracting more, and more diverse, 9 Todd Litman, “Evaluating Public Transportation Health Benefits.” 7 Ugo Lachapelle and Lawrence D Frank, “Transit and Health: Mode of Transport, Victoria Transport Policy Institute, June 2010 http://apta.com/resources/ Employer-Sponsored Public Transit Pass Programs, and Physical Activity.” reportsandpublications/Documents/APTA_Health_Benefits_Litman.pdj, accessed Journal of Public Health Policy (2009) 30, S73–S94. doi:10.1057/jphp.2008.52. 23 December 2011. 10 8 David Ebner, “For Healthy People, Build a Healthy City .” Toronto Globe & Howard Frumkin, Lawrence Frank, Richard Jackson. Urban Sprawl and Public Mail, www.theglobeandmail.com/life/health/new-health/health-news/for-healthy- Health, p.103. Island Press, 2004. 11 people-build-a-healthy-city/article2251518/page2/, accessed 23 December 2011. Litman, op. cit. 12 ibid.

16 | SYSTEMWIDE BENEFIts MAP 6 NewCHESTNUT Retail ST Potential

¾M

ALASKA AVE ¾M New retail demand generated by the

UTAH AVE

WESTERN AVE ASPEN ST streetcar would reinforce existing LAUREL ST

OREGONAVE PINEY BRANCH RD9D “EXTENDS THE WALK” neighborhood Main Streets and

NEVADA AVE

5TH ST BLAIR RD BEACH DR ¾M MCKINLEY ST support creation of new ones. As the streetcar generates more trips on foot outside of EASTERN AVE

MILITARY RD traditionally busy areas, such as the vicinity of Metrorail 9C MISSOURI AVE Rock Creek Park

KENNEDY ST KANSAS AVE RIGGS RD ¾M stations and existing commercial districts, it expands the ILLINOIS AVE Maryland COLORADO AVE LINNEAN AVE 13TH ST GALLOWAY ST NEBRASKA AVE GALLATIN ST ¾M area in which intense pedestrian activity helps support re- Fort Totten Park SARGENT RD DECATUR ST ¾M CONNECTICUTALBEMARLE AVE ST ARKANSAS AVE NEW HAMPSHIRE AVE BLAGDEN AVE IOWA AVE BUCHANAN ST

BATES RD JOHN MCCORMACK RD tail and other neighborhood-serving uses. Local stores can RENO RD WEBSTER ST ¾M HAWAII AVE VAN NESS ST FORT DR UPSHUR ST TILDEN ST BUNKER HILL RD TAYLOR ST

benefit significantly from this new activity (as the Main 16TH ST HAREWOOD RD

14TH ST RANDOLPH ST PORTER ST SPRING RD

WARDER ST

¾M SOUTH DAKOTA AVE Streets discussion below confirms), and as local retail activ- ¾M OTIS PL PL PARK 8E MACOMB ST ADAMS MILL RD M KLINGLE RD ¾ MONROE ST PARK RD MICHIGAN AVE 9B 12THST GEORGIA AVE ity grows, the additional amenity and increased number of 34TH ST KENYON ST CATHEDRAL AVE IRVING ST 8C CLEVELAND AVE ¾M 8D 7C GARFIELD ST COLUMBIA RD

HARVARD ST SHERMAN AVE destinations would promote even more pedestrian activity. 8A¾M FRANKLIN ST VISTA ST TUNLAW RD EUCLID ST MONTANA AVE CALVERT ST 8B

9A LINCOLN RD 7B BRYANT ST ¾M MASSACHUSETTS AVERock Creek Park 7A 37THST U ST RHODE ISLAND AVE 6A ¾M BRENTWOOD RD ENCOURAGES DEVELOPMENT OF 1ST ST T ST S ST BLADENSBURG RD 6C VERMONT AVE WISCONSIN AVE ¾M FLORIDA AVE RESERVOIR RD R ST

NEW JERSEY AVE MAIN STREETS Q ST 9TH ST

P ST ¾M 11TH ST NEW YORK AVE

15TH ST 6D ECKINGTON PL

WEST VIRGINIA AVE 28TH ST 35TH 35TH ST ¾M N ST ¾M 33RDST 6B KENILWORTH AVE As increased development along streetcar corridors attracts CANAL RD 30TH ST M ST ¾M 6E Anacostia L ST MONTELLO AVE TRINIDAD AVE Park WHITEHURST FWY ¾M SHERIFF RD

K ST NORTH CAPITOLST 4A MARYLAND AVE ¾M I ST ¾M 5B VIRGINIA AVE 24TH ST M 4C ¾ 20TH ST new residents and employees, these additional people can 21ST ST H ST BENNING RD 19TH ST 5A

22NDST 4B G ST M ¾M ¾ M ¾M F ST ¾ 5C

7TH ST

18TH ST E ST ¾M drive the establishment of more retail. The analysis indicates ¾M

23RDST

44TH ST D ST 49THST INDIANA AVE C ST 5D E ST EXPY ¾M ¾M

4TH ST

2ND ST

10TH ST CONSTITUTION AVE

INTERSTATE 66 INTERSTATE 395 that roughly every ı,000 additional households can spur the ¾M E The Mall NORTH CAROLINA AVE CENTRAL AV 8TH ST EAST CAPITOL ST 3RD ST RIDGE RD 6TH ST B ST ¾M 12TH ST EXPY INDEPENDENCE AVE

17TH ST ¾M creation of one new block (30,000-50,000SF) of “main street” KENTUCKY AVE ¾M ¾M ¾M ¾M M ¾ TEXASAVE G W MEMORIAL PKY 3D IVY ST ELY PL 3A ¾M MINNESOTA AVE retail space. Map 6 shows where this new demand would MAINE AVE 2C INTERSTATE 695 EAST BASIN DR

Fort Dupont Park ¾M ¾M likely be strongest. Combined with spending by employees 3C BRANCH AVE East Potomac Park

ROCHAMBEAU BRG 2B BOWEN RD CANAL ST NAYLOR RD of new businesses attracted to the corridors (primarily ANACOSTIA FWY 25TH ST PENNSYLVANIA AVE ¾M POTOMAC AVE 3B 2A 27TH ST office workers), these new households could introduce Anacostia Park GOOD HOPE RD W ST V ST HOWARD RD OHIO DR ¾M 1B 1E SUITLAND RD a projected $305 million to $370 million in new retail ¾M MORRIS RD spending into areas along the streetcar system. Such a broad ¾M

STANTON RD 1A SUITLAND PKY Virginia ¾M wave of spending would significantly strengthen existing 1D ¾M

neighborhood retail and support new retail clusters. MARTIN LUTHERKING JRAVE ¾M MALCOLM X AVE ¾M ALABAMA AVE SOUTH CAPITOL ST 1C Maryland ¾M potential for New neighborhood retail MISSISSIPPI AVE (from new households and new jobs)

SOUTHERN AVE Key areas where the streetcar would likely encourage HALLEY PL < 0.5 block of development potential WHEELER RD 00.25 0.5 1 additional pedestrian-oriented retail, a priority for the MilesÜ 0.5-1.5 blocks of development potentialRSTATE 295 ATLANTIC ST

INTE District and a stated goal of the Retail Action Roadmap 13 1.5–4.0+ blocks of development potentialCHESAPEAKE ST Criteria NEW RETAIL POTENTIAL • Number of new households attracted by GALVESTON ST Streetcarstreetcar Segments ¾M Metro Stations (20ı0), include: PotentialM forMetro new station neighborhood retail OVERLOOKAVE • Typical household retail spending profiles (from new householdsStreetcar station and jobs) Streetcar Stations blue BLUE PLAINS DR • Number of new jobs attracted by streetcar < 0.5 blockPark/open development space potential SHEPHERD PKY Parks and Open Space green 13 ¾M • Typical worker retail spending profiles http://planning.dc.gov/DC/Planning/Across+the+City/Other+Citywide+ Water 0.5 - 1.5 blocks development potential Water orange Initiatives/Retail+Action+Strategy/Retail+Action+Roadmap 1.5 - 4.0+ blocks development potential red ¾M yellow

Land Use Plan for the District of Columbia Streetcar System | 17 MAP 7 Improved Access(!!( to Public and Charter Schools CHESTNUT ST The streetcar would provide access to ¾M ALASKA AVE ¾M !(46 UTAH AVE (! approximately two-thirds of the District’s

WESTERN AVE ASPEN ST LAUREL ST • Minnesota Avenue SE/NE and Benning Road NE OREGONAVE PINEY BRANCH RD public schools and over half of its

NEVADA AVE

!(5TH ST (subareas 2C, 5D) !(13 (!50 BLAIR RD charter schools, expanding education (! BEACH DR !( (! ¾M MCKINLEY ST (! (! 24 (! EASTERN AVE (! (! (! choices for families. • Downtown Anacostia (ıE) MILITARY RD (! !( MISSOURI AVE (!(!25 (!!(43 Rock Creek Park

KENNEDY ST • Georgia Avenue NW (9C) KANSAS AVE(! RIGGS RD ¾M ILLINOIS AVE COLORADO AVE 13TH ST (! LINNEAN AVE (!!(20 Maryland GALLOWAY ST (!41!( NEBRASKA(!!(21 AVE !( GALLATIN ST ¾M • The Atlas District and Florida Avenue NE/NW in (!!(59 !( Fort Totten

(! SARGENT RD Park DECATUR ST ¾M CONNECTICUTALBEMARLE AVE ST !( !( ARKANSAS AVE (!36 (! (! NEW HAMPSHIRE AVE NoMa (subsections 5B, 6E) BUCHANAN ST BLAGDEN AVE IOWA AVE BATES RD JOHN MCCORMACK RD RENO RD WEBSTER ST ¾M (! HAWAII AVE VAN NESS ST !(!(!(19 (! (!37(! FORT DR UPSHUR ST (! !( • Rhode Island Avenue NE at the Rhode Island Avenue BUNKER HILL RD TILDEN ST !( (!40 !(88 (!29 TAYLOR ST (!

(! 16TH ST (! HAREWOOD RD

14TH ST RANDOLPH ST PORTER ST SPRING RD Metro (7B) WARDER ST (! (!!(49¾M SOUTH DAKOTA AVE ¾M !( OTIS PL !( PL PARK (! (! MACOMB ST ADAMS MILL RD (!58 (!(!40 ¾M !( !( KLINGLE RD MONROE ST (!34 • Southwest Waterfront (3A) (!67 PARK RD !( MICHIGAN AVE 12THST

GEORGIA AVE

34TH ST (! KENYON ST CATHEDRAL AVE !( CLEVELAND AVE IRVING ST !( (! (! ¾M (!41 GARFIELD ST (! COLUMBIA RD

(!(! SHERMAN AVE !( • U Street NW (6C) HARVARD(! ST (! (!57 ¾M (! FRANKLIN ST VISTA ST TUN (! (!!(52 !( !( EUCLID ST (! MONTANA AVE (!40 LAW RD !(CALVERT ST 62 !( !( (! (!!( (!70 (! !( (! (!37 (! (! (!30 LINCOLN RD BRYANT ST ¾M MASSACHUSETTS AVERock Creek Park !(72 (! 37THST (! (! !( RHODE ISLAND AVE Streetcar service can also rebalance auto-oriented !(70 U ST (!52 BRENTWOOD RD (! ¾M

1ST ST T ST (! !( BLADENSBURG RD 88(!S ST !( !( (! VERMONT(! AVE73 WISCONSIN AVE (! (! !( (!56!( ¾M FLORIDA AVE !( RESERVOIR RD R ST (!41 !(79 NEW JERSEY AVE commercial streets such as Georgia Avenue NW and (! 9TH ST !( Q ST !(

(!11TH ST ¾M P ST 70 NEW YORK AVE

15TH ST (! !( ECKINGTON PL

!( WEST VIRGINIA AVE 28TH ST 35TH 35TH ST !( (!37 !( ¾M (!68 !( N ST (!47 ¾M

portions of Rhode Island Avenue NE, by increasing foot 33RDST (!85 (! KENILWORTH AVE 30TH ST (! !(17 CANAL RD M ST (! (! ¾M (! (!!( Anacostia L ST !(20 !(MONTELLO AVE (! (! !18 TRINIDAD AVE Park ¾M (! !( ( WHITEHURST FWY 54 SHERIFF RD K ST (! NORTH CAPITOLST !( !( traffic, better serving bicyclists, and creating a more (!61 MARYLAND AVE!((!17 ¾M I ST ¾M VIRGINIA AVE 24TH ¾ST M !(

20TH ST 21ST ST (!32(! H ST (!!( BENNING RD

19TH ST 22NDST !( G ST ¾M ¾M !( (!29 ¾M !( ¾M (!78 F ST

7TH ST walkable “Main Street” character. 18TH ST !( (!!(58 (! (! !( E ST ¾M (!42 ¾M (!!(80

23RDST 44TH ST (! !( 49THST (! D ST (!53 INDIANA AVE ! C ST ( E ST EXPY ¾M ¾M !(

4TH ST 10TH ST 2ND ST !( (!39 !( CONSTITUTION AVE 76 !19 INTERSTATE 395 ( INTERSTATE 66 (! (!!(70 (!!(66 (! ¾M NORTH CAROLINA AVE ! CENTRAL AVE The Mall !( ( EAST CAPITOL ST

8TH ST 3RD ST !37 ( RIDGE RD (! 6TH ST (! B ST ¾M The streetcar’s support of Main Streets extends to a broader 12TH ST EXPY INDEPENDENCE AVE !( 17TH ST (!¾M (! (!27 KENTUCKY AVE !( ¾M ¾M (! M ¾M M !( ¾ ¾ 58 TEXASAVE G W MEMORIAL PKY (!!(72 (! IVY ST !( !( (!41!(ELY PL (!!(55 !( variety of services and job opportunities, strengthening (!76 (!!(35 (! (! ¾M MINNESOTA AVE MAINE AVE !(69 INTERSTATE 695(!(! (! EAST BASIN DR !(56 !( (!(!(!20 (! (!!(56 the self-sufficiency of each neighborhood. Residents would Fort Dupont Park ¾M ¾M (! BRANCH AVE East Potomac Park

ROCHAMBEAU BRG enjoy access to a wider range of local shopping, civic 52 BOWEN RD CANAL ST !(NAYLOR RD ANACOSTIA!( FWY (! ! 25TH ST ( (!PENNSYLVANIA AVE ¾M POTOMAC AVE !( 23 !(59 (! 27TH ST (! services, schools, jobs and other necessities. 27 Anacostia Park GOOD HOPE RD (!!(39 W ST V ST HOWARD RD OHIO DR !!(48 M ( ¾ (! SUITLAND RD !(23 ¾M(! MORRIS RD (!!(38 Broadens ACCESS TO SCHOOLS ¾M !( (!!(35 (!(!17

STANTON RD SUITLAND PKY The streetcar would increase the share of public and ¾M VirginiaPublic schools: Students 36 !( ¾M outside of eacH school’s (!24!( (! charter schools located within a quarter-mile walk of rail District boundary

(!MARTIN LUTHERKING JRAVE ¾M MALCOLM X AVE !( No info available (!47 ¾M ALABAMA AVE

transit from ı8% to 39%. Many of these schools are already SOUTH CAPITOL ST (!(!!(56 > 50% inside boundary (! !( (!!(42 ¾M Maryland MISSISSIPPI AVE (!!(11 accessible by bus, but the fact that more than 85% of the > 50% outside boundary !( (!20 SOUTHERN AVE HALLEY PL !( (!31 WHEELER RD District’s office jobs are located along streetcar routes (! (!!(34 00.25 0.5 1 Charter schools ATLANTIC ST (! Miles TERSTATE 295 IN Ü means that many more parents would be able to travel CHESAPEAKE ST (!!(8 Charter school (!!(58 !( STREETCAR ACCESS: PUBLIC(!21 AND CHARTER SCHOOLS with their school-age children to and from school and work Public Schools: Students out-of-boundary Charter SchoolsGALVESTON ST Metrorail Lines Street Centerlines M Metro station OVERLOOKAVE Label = % of students out of boundary blue Parks and Open Space (! Charter School Locations by rail transit. The increased number of schools accessible Streetcar station green Waterbody (! More than Half in-boundary BLUE PLAINS DR Park/open space SHEPHERDStreetcar PKY Segments orange ¾M Water Streetcar Stations (! More than Half out-of-boundary red Area with 1/4-mile of streetcar yellow !( No Info Available ¾M Metro Stations ¾M

18 | SYSTEMWIDE BENEFIts MAP 8 HistoricCHESTNUT ST Districts and Structures

¾M

ALASKA AVE The streetcar would help revitalize ¾M

UTAH AVE

WESTERN AVE ASPEN ST historic buildings, neighborhoods, and LAUREL ST OREGONAVE PINEY BRANCH9D RD commercial corridors by attracting

NEVADA AVE

5TH ST BLAIR RD BEACH DR market-driven reinvestment.¾M MCKINLEY ST by premium transit will also expand the school choices EASTERN AVE MILITARY RD 9C MISSOURI AVE available to the District’s students. The streetcar would Rock Creek Park KENNEDY ST KANSAS AVE RIGGS RD ¾M ILLINOIS AVE Maryland COLORADO AVE LINNEAN AVE 13TH ST GALLOWAY ST NEBRASKA AVE GALLATIN ST also greatly increase transit capacity during peak hours for ¾M

Fort Totten

Park SARGENT RD DECATUR ST ¾M CONNECTICUTALBEMARLE AVE ST ARKANSAS AVE students traveling to and from school, a key benefit because NEW HAMPSHIRE AVE BLAGDEN AVE IOWA AVE BUCHANAN ST BATES RD JOHN MCCORMACK RD

RENO RD WEBSTER ST ¾M HAWAII AVE VAN NESS ST FORT DR so many students depend on transit to reach school. UPSHUR ST TILDEN ST BUNKER HILL RD TAYLOR ST

16TH ST

HAREWOOD RD

14TH ST RANDOLPH ST PORTER ST SPRING RD 9B

WARDER ST

¾M SOUTH DAKOTA AVE ¾M OTIS PL PL PARK MACOMB ST ADAMS MILL RD KLINGLE RD ¾M8E MONROE ST PRESERVES HISTORIC RESOURCES PARK RD MICHIGAN AVE 12THST

GEORGIA AVE

34TH ST KENYON ST CATHEDRAL AVE CLEVELAND AVE IRVING ST 8C¾M 7C An earlier streetcar system spurred development of many of GARFIELD ST COLUMBIA RD HARVARD ST SHERMAN AVE 8D ¾M FRANKLIN ST VISTA ST TUN 8A EUCLID ST MONTANA AVE CALVERT ST the District’s commercial corridors and residential neighbor- LAW RD 8B 9A LINCOLN RD 7B BRYANT ST ¾M MASSACHUSETTS AVERock Creek Park hoods. These development patterns remain largely intact and 37THST 7A U ST RHODE ISLAND AVE 6A ¾M BRENTWOOD RD

1ST ST T ST S ST BLADENSBURG RD VERMONT AVE WISCONSIN AVE 6C ¾M FLORIDA AVE constitute a majority of the city’s historic districts and land- RESERVOIR RD R ST NEW JERSEY AVE Q ST 9TH ST 6D

P ST ¾M 11TH ST NEW YORK AVE

15TH ST ECKINGTON PL

WEST VIRGINIA AVE 28TH ST marks (see Map 8; these patterns also include districts and 35TH ST ¾M 6B N ST ¾M 33RDST KENILWORTH AVE CANAL RD 30TH ST M ST ¾M 6E Anacostia L ST MONTELLO AVE TRINIDAD AVE Park WHITEHURST FWY ¾M SHERIFF RD buildings eligible for designation). After streetcar service end- K ST NORTH CAPITOLST 4A MARYLAND AVE ¾M I ST ¾M VIRGINIA AVE 24TH ST M ¾ 20TH ST 21ST ST 4C H ST 5B BENNING RD 19TH ST 5A 22NDST 4B G ST ¾M ¾M ¾M ed in ı962, some of these areas—such as the corridors along ¾M F ST

7TH ST

18TH ST E ST M ¾M ¾ 5C

23RDST

44TH ST D ST 49THST INDIANA AVE C ST 5D E ST EXPY ¾M ¾M

4TH ST

2ND ST Rhode Island Avenue NE, Georgia Avenue NW, and Martin 10TH ST CONSTITUTION AVE

INTERSTATE 66 INTERSTATE 395 ¾M The Mall NORTH CAROLINA AVE CENTRAL AVE 8TH ST EAST CAPITOL ST 3RD ST RIDGE RD 6TH ST B ST ¾M Luther King Jr. Avenue SE—suffered from a lack of access 12TH ST EXPY INDEPENDENCE AVE

17TH ST ¾M KENTUCKY AVE M ¾M ¾M ¾M M3D ¾ ¾ TEXASAVE G W MEMORIAL PKY IVY ST ELY PL to efficient transit and other factors that drove subsequent 3A MINNESOTA AVE MAINE AVE ¾M INTERSTATE 695 disinvestment. Others, including M Street NW (Georgetown) EAST BASIN DR 2C Fort Dupont Park ¾M ¾M 3C BRANCH AVE East Potomac Park and ı6th Street NW, continued to thrive and have become ROCHAMBEAU BRG 2B BOWEN RD CANAL ST NAYLOR RD ANACOSTIA FWY

25TH ST PENNSYLVANIA AVE ¾M POTOMAC AVE important contributors to the District’s sense of place. 3B 2A 27TH ST Anacostia Park GOOD HOPE RD

W ST V ST HOWARD RD OHIO DR ¾M SUITLAND RD 1B ¾M Implementation of a new streetcar system would trigger MORRIS RD ¾M 1E

reviews by multiple agencies investigating impacts STANTON RD Virginia 1A SUITLAND PKY ¾M on historic resources. Meeting this obligation would 1D ¾M

MARTIN LUTHERKING JRAVE 14 ¾M require significant effort. The reviews would address a MALCOLM X AVE ¾M ALABAMA AVE SOUTH CAPITOL ST Maryland 1C ¾M Historic district MISSISSIPPI AVE 14 The proposed routes pass through 18 districts protected under the District’s 1978

Historic district and park HALLEY PL SOUTHERN AVE Historic Landmark and Historic District Protection Act. All local historic districts WHEELER RD Historic structure 00.25 0.5 1 are also listed on the National Register of Historic Places and are protected under Miles RSTATE 295 ATLANTIC ST Ü Benefit cluster subarea INTE the National Historic Preservation Act of 1966. These protections require local CHESAPEAKE ST and federal historic-preservation and environmental review processes through the HISTORIC DISTRICTS & STRUCTURES HistoricM DistrictsMetro station Parks and Open SpaceGALVESTON ST Streetcar Segments Metrorail Lines District’s State Historic Preservation Office and its Historic Preservation Review OVERLOOKAVE Streetcar station Board. These reviews would be coordinated with other design-review processes Historic District and Park Waterbody Streetcar Stations blue Park/open space BLUE PLAINS DR green conducted by the Commission of Fine Arts and the National Capital Planning Historic Structures SHEPHERD PKY Streets Water¾M Commission, both of which also assess impacts on historic resources. ¾M Metro Stations orange red

¾M yellow

¾M Land Use Plan for the District of Columbia Streetcar System | 19 The Question of Overhead Wires For more than 120 years the District of Columbia has sources. Some of these alternatives are designed solely prohibited overhead power and telephone lines in the for short wireless segments of a route and others are Old City of Washington (often referred to colloquially designed to operate without an overhead-wire system as the “L’Enfant City.”) In January 2011 the City Council over longer stretches. The Federal Transit Administration amended the ban to permit use of overhead wires on the recently awarded DDOT funding to evaluate the H Street–Benning segment and requiring DDOT to submit advantages and disadvantages of alternative streetcar a plan for the use of wires on other proposed streetcar propulsion systems and provide a recommendation for routes. this and future streetcar lines as part of the Alternative The issue of overhead wires is not unique to the Analysis study of the Union Station-to-Washington Circle District, and streetcar manufacturers have responded extension. with experimental models that use alternative power

range of issues, including the impact of overhead wires, Alongside these challenges, the streetcar could deliver particularly on historic view sheds; the streetcar’s effect notable benefits. Roughly two-thirds of the proposed system on the character of historic districts and landmarks; would retrace earlier routes, restoring the transportation introduction of new infrastructure (such as tracks, context that shaped many historic areas and areas eligible transformer boxes, streetcar shelters, and medians); and for designation. A new system could build on this inherited Examples of potential historic potential changes in the width and general character urban fabric, particularly in areas that have endured resources include (left to right) of historic thoroughfares. The density and significance disinvestment, and deliver benefits that include: 16th Street and Columbia Road NW; Florida Avenue and 3rd of resources in some corridors—such as K Street NW, • revitalizing historic commercial corridors by making Street NW; and Martin Luther Columbia Road NW, 8th Street SE, and ı4th Street NW— them more accessible, thus attracting reinvestment; King Jr. Avenue SE. would present particular challenges in the review process. • promoting use of historic-rehabilitation tax credits for both commercial and income-producing residential properties; • establishing above-ground transit connections to help expand visitor access to and interest in historic and cultural destinations outside the city’s core; and • bringing communities together around cultural and heritage resources that contribute to a stronger sense of place.

20 | SYSTEMWIDE BENEFIts Silver Spring ¾M

WEST BEACH

MAP 9 Improved HouseholdDR KALMIA R Access to Jobs via Transit Bethesda D WISE RD Between 40% and 50% of residents CHESTNUT ST ¾ would experience improved access to M ALASKA AVE ¾M EXPANDS HOUSING CHOICES UTAH AVE jobs within the District. ASPEN ST

OREGON AVE 9D The streetcar would expand mobility to and from a large PINEY BRANCH RD

BLAIR RD ¾Prince George's Plaza and diverse mix of housing choices. As noted above, the MCKINLEY ST EASTERN AVE M

Friendship Heights 41ST ST MILITARY RD fully built streetcar system would place an additional ¾ 9C MISSOURI AVE M 43RD ST

WESTERN AVE KENNEDY ST West Hyattsville KANSAS AVE 72,000 households within a quarter-mile walk of the ILLINOIS AVE RIGGS RD ¾ FESSENDEN ST RIVER RD LINNEAN AVE M COLORADO AVE T ST 5TH GALLOWAY ST GALLATIN ST ¾Fort Totten NEBRASKA AVE NEW HAMPSHIRE AVE M

streetcar, greatly expanding access to a variety of jobs (see SARGENT RD ¾Tenleytown-AU CONNECTICUT AVE IOWA AVE ALBEMARM LE ST

JOHN MCCORMACKBUCHANAN RD ST BLAGDEN AVE BATES RD “Office Market” in section 2f). When these are combined Van Ness-UDC 16TH ST Rock Creek Park HAWAII AVE RENO RD WEBSTER ST VAN NESS ST ¾ M FORT DR UPSHUR ST TILDEN ST TAYLOR ST with the approximately 40,000 households already within Fort TottenHAREWOOD RD Park

14TH ST RANDOLPH ST PORTER ST 9B¾ SPRING RD M WARDER ST a quarter-mile walk of Metro stations and another 12,000 Cleveland Park SOUTH DAKOTA AVE MASSACHU ¾ M OTIS PL PARK PL Brookland-CUA MACOMB ST ADAMS MILL RD ¾ PARK RD 8EM MONROE ST SHERMAN AVE

2HST 12TH SETTS AVE GEORGIA AVE 8D

(approximately) new households that the streetcar couldCATHEDRAL AVE 34TH ST KENYON ST CLEVELAND AVE IRVING ST 8C¾M 7C

13TH ST MICHIGAN AVE 8B FRANKLIN ST attract to its corridors over 10 years, more than 50% of all TUNLAW RD ¾ VISTA ST M MONTANA AVE CALVERT ST EUCLID ST 8A COLUMBIA RD

Rock Creek Park 9A LINCOLN RD 7B¾M District households would sit within a quarter-mile walk of ST 37TH BRYANT ST 7A WATERSIDE DR U ST ¾ M RHODE ISLAND AVE BRENTWOOD RD the streetcar or Metro by the time the system is completed. U Street/African-Amer6A Civil War Memorial/Cardozo 1ST ST T ST WISCONSIN AVE Shaw-Howard U BLADENSBURG RD VERMONT AVE ¾ Anacostia Park RESERVOIR RD R ST M 6CNEW JERSEY AVE

9TH ST PENN ST Dupont Circle QST FLORIDA AVE P ST ¾ 11TH ST 6D M 15TH ST 6B ¾ 35TH ST WEST VIRGINIA AVE M N ST ¾ 33RD ST ¾ M Deanwood In areas that have seen little or no development of market- MST M KENILWORTH AVE WHITEHURST FWY The Mall Farragut North 6E ¨¦§66 LST ¾ TRINIDAD AVE SHERIFF RD

MKST 49TH ST ¾ I ST ¾ ¨¦§395 NORTH CAPITOL ST VIRGINIA AVE24TH ST M M

¾ 20TH ST rate and mixed-income housing in recent decades, the 21ST ST M 22ND ST H ST Gallery Pl-Chinatown 5B BENNING RD 4A 19TH ST NEW YORK AVE Union Station ¾MMinnesota Ave GST ¾ ¾ ¾ FSTM M Judiciary Square 5A Fort Dupont Park

7TH ST M Rosslyn 18TH ST 4C ¾ EST East Potomac¾ Park streetcar would support development within roughly a M M MARYLAND AVE 4B D ST 44TH ST 2ND ST 5C 5D 23RD ST ¾ Court House ¾Federal TriangleM M CONSTITUTION AVE Anacostia Park ¾Benning Road five-minute walk of each new line. As demonstrated in oth-¾ M 50TH ST

8TH ST

3RD ST NORTH CAROLINA AVE EAST CAPITOL ST M RIDGE RD Smithsonian 4TH ST ¾ 6TH ST B ST

12TH ST EXPY INDEPENDENCE AVE M Stadium-Armory

17TH ST ¾ KENTUCKY AVE M er cities, streetcar service also tends to spur development Arlington Cemetery¾ ¾L'Enfant Plaza¾ C ST¾ ¾ G W MEMORIAL PKY M M M M Federal Center SW IVY ST M3D MINNESOTA AVE ELY PL MAINE AVE Potomac Ave¾ ¨¦§695 of new housing that responds to current market needs M 2C TEXAS AVE ¨¦§295 Waterfront-SEU Navy Yard

3A BRANCH AVE and preferences. This newer development often takes the ¾M ¾M BUCKEYE DR 3C D ROCHAMBEAU BRG 2B NAYLOR RD BOWEN R form of lofts, smaller units, and accessory dwelling units impact of improved CANAL ST Pentagon PENNSYLVANIA AVE ¾ POTOMAC AVE ANACOSTIA FWY transit accessM 27TH ST 3B 1E 2A that expand the diversity of housing choices and enable High GOOD HOPE RD HOWARD RD W ST Pentagon City OHIO DR V ST SUITLAND PKY MORRIS RD ¾ SUITLAND RD M¾edium M people to find the kind of housing they want within a given M Crystal City 1B Low ¾ STANTON RD neighborhood. Young professionals, for instance, can more M 25TH ST Ronald Reagan Washington National Airport ¾M 1A M Metro station Naylor Road easily find affordable starter housing close to employment, ¾M Streetcar station 1D family or friends, and empty nesters can more easily shift Park/open space Congress¾ Heights MALCOLM X AVE MALABAMA AVE Suitland Water ¾M

SOUTH CAPITOL ST Southern Avenue to smaller units without leaving their community. 1C ¾M Criteria MISSISSIPPI AVE SOUTHERN AVE • Population density WHEELER RD

OVERLOOK AVE Although the streetcar is projected to raise housing values • Existing transit access 0 0.5 1 ATLANTIC ST Ü to jobs Miles and rents in neighborhoods along each line, the size of • Walkable proximity to CHESAPEAKE ST Figure 6:streetcar Streetcar Impact on Access to Jobs the increase—roughly 5% to ı2%—appears unlikely BASED ON: EXISTING• Transit-dependent TRANSIT ACCESS TO JOBS, DISTANCE TO PROPOSED STREETCAR LINE, NEW JOBS CREATED, AND TRANSIT-DEPENDENTpopulation POPULATION • New jobs created¾ Streetcar Benefit on Access to Jobs M Metro Stations Low Landmark Building Medium Waterbody High Parks and Open Space Land Use Plan for the District of Columbia Streetcar System | 21 to cause widespread displacement or in other ways Adding streetcar service in corridors with a high demand dramatically transform neighborhood character. (Chapter for additional transit service will provide residents in those 3 includes a more detailed discussion of this point.) The areas with better links to downtown, other employment streetcar should indirectly spur creation of affordable centers, and higher education that can improve workforce housing in higher-income areas in developments subject readiness. These include Howard University, Washington to mandatory inclusionary zoning, which is discussed Hospital Center, the St. Elizabeth’s hospital site, Walter further in Chapter 3. Reed Medical Center, and Georgetown University, all of which currently lack premium transit service. Additionally, 2d Improves job access the proposed network will improve connections to As noted above, more than 50% of all District households Metrorail stations, allowing resident access to job centers would sit within a quarter-mile walk of the streetcar or throughout the region. Metro by the time the system is completed. More than two- thirds of new housing units and 85% to 95% of all new of- 2e Attracts new jobs and residents fice employment over the next ten years are projected to be to the District located in the corridors (section 2e, below, examines these While this area requires further study, initial figures figures in more detail), underscoring the streetcar’s value suggest that the added accessibility and amenity of the in connecting jobs and housing. Map 9, Improved Household streetcar appear likely to attract new jobs and residents Access to Jobs via Transit , shows how access increases within to the District. Preliminary projections suggest that as corridor subareas. The map reflects both the level of new the system grows, it would draw an additional 6,300 to accessibility that streetcar service adds and the proportion 7,700 jobs and 4,000 to ı2,000 households to the District of residents who would gain strong benefit from it. over a ten-year period, compared to a scenario with no streetcar. Figures 4 and 5 compare the two scenarios for Map 9 shows that the proposed streetcar corridors cross residential growth and job growth, respectively. Better neighborhoods that today lack access to premium transit access and amenities would also help the District retain yet whose residents rely heavily on transit. As noted earlier, some households that might otherwise move. Taken roughly 44% of households now in the corridors do not together, these two trends could translate into a projected own a car. The streetcar would improve transit service increase of more than ı,400 households annually once the in these areas, particularly along Martin Luther King Jr. system is complete. This would increase the proportion of Avenue SE, Minnesota Avenue SE/NE, Benning Road NE, the District workforce that also lives in the District from M Street SE, Florida Avenue NE/NW, and the northern 3ı.5% today to approximately 32.5% over ı0 years and stretches of Georgia Avenue NW (dark purple). roughly 34% over 20 years (Figure 5).

22 | SYSTEMWIDE BENEFIts figure 4 Projected Residential Growth Over Ten Years Projected streetcar impact Figures in parentheses show percentage increase over base condition. Assumes full implementation Base (Without Streetcar) of streetcar network.* Combined (BASE + Streetcar impact) Population Net new District residents 34,340 15,500–18,900 (45–55%) 49,800–53,200 Households Net new District households 22,000 10,800–13,200 (49–60%) 32,800–35,200 Of net new households, those located along streetcar corridors 16,360 7,400–9,000 (45–55%) 23,800–25,400 Existing households 39,500 About 112,000 72,400 more existing households (29%) within 1/4 mile of rail transit (16% of 248,300 households) (45% of 248,300 households) Existing and new households 43,500 to 48,500 96,200 to 97,800 139,700 to 146,300 within 1/4 mile of rail transit (16–18% of 270,300 new) (34–35% of 278,300) (50–52% of 278,300 households) * See “Residential Market” on page 24 for explanation of the streetcar’s potential to attract and retain households.

figure 5 Projected Job Growth Over Ten Years (Office and Retail) Projected streetcar impact Figures in parentheses show percentage increase over base condition. Assumes full implementation Base (Without Streetcar) of streetcar network. Combined (BASE + Streetcar impact) Net new jobs* 78,133 6,300–7,700 (8–10%)** 85,096 Net new workforce 22,900 10,300–12,600 (45–50%)*** 33,200–35,500 Number of jobs in District held by 248,220 residents—2010 (31.5% of 788,160 jobs) n/a n/a Number of jobs in District held by 271,116 10,300–12,600 more workforce; 281,400 to 283,700 residents—2020 (31.5% of 860,760 jobs)* 6,300–7,700 more office and retail jobs (32.4–32.7% of 866,293 DC jobs)* Number of jobs in District held by 294,013 10,300–12,600 more workforce; 314,600 to 319,200 residents—2030 (31.9% of 922,259 jobs) 6,300–7,700 more office and retail jobs (33.4–34% of 941,558 DC jobs) * These projections are preliminary and reflect conservative assumptions. Further study of the streetcar’s impact on the District’s regional competitiveness appears likely to identify greater opportunities for job growth. ** See “Office Market” on page 26 for explanation of the streetcar’s potential to attract and retain tenants and associated jobs. *** Based on residential market benefits.

Land Use Plan for the District of Columbia Streetcar System | 23 2f Provides real estate market FIGURE 6 Property Value Increases Along Streetcar Corridor (approximate) benefits Aggregate increase in This initial assessment of the streetcar’s impact on real estate value of existing property markets conservatively projects that if the system were in Aggregate value of place today it would add $5 billion to $7 billion to the value new property of existing property and attract an additional $5 billion to $8 billion in new investment in the study corridors over ten years (Figures 5 and 6). These projections align with studies of real estate impacts from new streetcar lines completed in Portland and Seattle and projections of the impact of a proposed line in Los Angeles.15 The study team believes that more detailed assessment in Phase II of the streetcar’s impact on real estate values and investment would likely show that Corridors 1 2 3 4 5 6 7 8 9 the streetcar can make the District more competitive for a Please refer to Map 4 on page 14 for the location of the corridors. range of real estate investments. Further assessment will also look at the extent to which the streetcar would make the FIGURE 7 Expected Ranges for Existing Property Appreciation (typical) District more competitive for jobs within the region.

Most residential property will fall in the lower end 15 Estimated real estate investment in Portland from the time the city identified its 7.3 of the appreciation range miles of streetcar routes to 2008 was $3.5 billion (http://www.portlandstreetcar. shown for each corridor. org/pdf/development_200804_report.pdf). In Seattle, approximately $2.4 billion Properties at the upper in investment, including 2,500 housing units and 12,500 jobs, has taken place in end of each range will be the last eight years along the 2.6-mile streetcar line that connects the South Lake primarily offices. Union neighborhood and downtown. The line was financed and built within COrridors � three years, with one-half of the $52.9 million cost coming from adjacent property 1 2 3 4 65 7 8 9 owners (South Lake Union Investment Analysis, Seattle Department of Transportation, 2008). A 2011 study for the city redevelopment agency and Los Angeles Streetcar, Inc., L.A. Streetcar Economic Analysis, found $1.1 billion in economic impact for a proposed 5.0-mile streetcar route in downtown Los Angeles. That figure includes the value of new commercial and residential construction (respectively, 2,600 units and 675,000 square feet) and 2,100 new non-construction jobs (www.lastreetcar.org/wp-content/uploads/2011/02/Downtown.L.A.Streetcar. Economic.Impact.Report_Feb.08.2011.pdf). Please refer to Map 4 on page 14 for the location of the corridors.

24 | SYSTEMWIDE BENEFIts The streetcar’s impact on property values and new invest- RESIDENTIAL MARKET ment is particularly pronounced in three situations: This study measures opportunities for new housing ı. Where it improves access to underdeveloped development in each corridor subarea by identifying areas. Most real estate investment in the District undeveloped or underdeveloped sites large enough to over the past three decades has visibly clustered accommodate significant multifamily housing, and within a half mile of a Metro station. The premium evaluating the development capacity those sites have transit offered by the streetcar would expand market under current or anticipated zoning. interest in areas such as Buzzard Point and the Washington Hospital Center, which have extensive The streetcar would stimulate residential market demand, underdeveloped land but lack convenient transit translating into increases in values for existing housing service today. and investment in housing construction and rehabilita- 2. Where it encourages further expansion of existing tion.16 Map ı0, Impact on New Residential Market Demand, commercial districts and intensively developed highlights areas where the streetcar system appears likely transit nodes by “extending the walk.” In areas to intensify market demand for new housing. such as New York Avenue NE (particularly east of the rail underpass), ı4th and U streets NW, portions of The streetcar system would increase existing residential Anacostia, and Eastern Market, the streetcar supports property value by $ı.0 billion to $ı.6 billion, and the growth of existing lively commercial districts along increases would be especially pronounced near the streetcar corridors, in part by making them more District’s core, in locations that are currently less well readily accessible to nearby neighborhoods. served by Metrorail. Most property values would increase 3. Where it increases accessibilty to areas with 5% to ı2%, with values likely to rise even higher in existing amenities. Established markets, such as K areas that have many prime redevelopment sites.17 The

Street NW, and growing areas like NoMa would realize 16 The yardstick used to assess the streetcar’s impact on housing markets in each corridor increased property and business value from more was how well it increased accessibility to six destinations that affect housing values and demand for development: workplaces, Metro stations, shopping and services, convenient access to restaurants and other amenities entertainment, eating and drinking establishments, and green space/parks/recreation. in places like the H Street corridor. They would also In addition, the study team evaluated the extent of publicly owned, vacant, and under- benefit from the addition of premium accessibility for a developed sites in each corridor that would be readily available for redevelopment. 17 While individual property values could increase 5% to 12%, the study utilized larger pool of employees. Similarly, residential markets more conservative estimates in calculating corridor-wide totals: between 2.5% and would benefit, particularly in areas with expanded access to jobs, amenities, schools, and services

Land Use Plan for the District of Columbia Streetcar System | 25 MAP 10 Impact on New Residential Market Demand The streetcar could increase market ¾M ¾M 9D demand by up to 50% over ten years, attracting up to 1,200 net new strongest growth in demand for both existing and new households to the District each year. development would occur adjacent to downtown: ¾M • U Street/Logan Circle/Florida Avenue/NoMa/Howard 9C Rock Creek Park University/western Rhode Island Avenue (subareas ¾M Maryland

¾M 6A–6E, 7H, 9A) Fort Totten Park ¾M • H Street/Benning Road (4C, 5A–5C) ¾M • Buzzard Point (3B) • Capitol Riverfront (3C) ¾M ¾M 9B 8E¾M • Other significant increases in demand ouldw occur

¾M 8D 7C 8C in Downtown Anacostia (ıE), Washington Hospital ¾M 8A 8B 9A Center (8D), Takoma Park (9D), and Georgetown (4A). 7B¾M Rock Creek Park

¾M 7A 6A 6C ¾M Figure 8 suggests how the streetcar’s impact on new 6D ¾M 6B ¾M ¾M 6E housing development would vary in different settings. ¾M Anacostia ¾M Park 4A It reflects both the degree to which streetcar service ¾M ¾M ¾M 4C 4B 5A 5B ¾M ¾M ¾M ¾M 5C heightens market demand and the availability of land that M ¾M ¾

¾M 5D ¾M could support development to meet that demand. The ¾M The Mall ¾M 3D chart highlights where the greatest value and strongest ¾M ¾M ¾M ¾M ¾M ¾M impact on residential potential for new residential development would occur market demand 3A ¾M 2C Negligible: Baseline Fort Dupont Park once the streetcar system is in place. The chart’s vertical capture (as if no ¾M ¾M 3C streetcar present) East Potomac Park 2B axis shows the relative increase in market demand for Moderate: 20 to ¾M 50% above baseline 3B 2A housing that the streetcar would add in each subarea. capture Anacostia Park ¾MSignificant: 50% or The horizontal axis shows the potential number of new 1B¾M more above baseline 1E capture¾M housing units developed annually, taking into account Virginia 1A M Metro station¾M site availability. For instance, subarea 6C (U Street) would ¾M Streetcar station 1D Park/open space experience a greater increase in market demand than ¾M Water ¾M Maryland subarea 8E (Brookland/CUA), but more new units could be 1C ¾M Criteria—RESIDENTIAL ACCESS TO: 5% for residential values and between 5% and 10% for commercial values. 00.25 0.5 1 • Job locations MilesÜ • Metrorail • Goods/services STREETCAR'S• Entertainment IMPACT ON RESIDENTIAL MARKET DEMAND: NEW• Eating/drinking DEVELOPMENT establishments Negligible: Baseline Capture (as if no streetcar present) CRITERIA - RESIDENTIAL ACCESS TO: • Green space/parks/ - Job locations - Metrorail recreationModerate:¾M Example - 20 to 50% avove baseline capture - Goods/services Significant: Example - 50% or greater above baseline capture - Entertainment - Eating/drinking establishments ¾M - Green space/parks/recreation

26¾M | SYSTEMWIDE BENEFIts FIGURE 8 Variations in Streetcar’s Impact on Housing Development The streetcar’s impact on housing development would vary by subarea based not only on market impact, but also on availability and character of development sites.

Criteria for availability of development sites • Sufficient site size to accommodate mixed-use development • Scale and character of context • Site proximity to streetcar corridors

produced in 8E because it has more underdeveloped sites. OFFICE MARKET Subarea ıB (Poplar Point) appears twice to illustrate the The streetcar would bring similar benefits to the difference between developing a large site with no direct markets for existing and new office development along streetcar access (the current plan) and developing it with the proposed streetcar corridors. The value of existing direct access, which would significantly increase market office space would increase most in locations without demand. convenient Metrorail access. Map ıı, Impact on New Office Market Demand, shows how streetcar service would increase market demand for new office development

Land Use Plan for the District of Columbia Streetcar System | 27 MAP 11 Impact on New Office Market Demand CHESTNUT ST The vast majority of new District office ¾M ALASKA AVE ¾M UTAH AVE jobs would be accessible by streetcar. WESTERN AVE ASPEN ST LAUREL ST

OREGONAVE around the core of the District as well as along radial PINEY BRANCH9D RD

NEVADA AVE

5TH ST BLAIR RD corridors. Roughly $ı billion to $ı.3 billion in office BEACH DR M MCKINLEY ST ¾ EASTERN AVE

development would occur in streetcar corridors within MILITARY RD 9C MISSOURI AVE

Rock Creek Park

KENNEDY ST the next ten years (the figure combines new construction KANSAS AVE RIGGS RD ¾M ILLINOIS AVE Maryland COLORADO AVE LINNEAN AVE 13TH ST GALLOWAY ST NEBRASKA AVE GALLATIN ST and rehabilitation). The streetcar corridors were designed ¾M Fort Totten

Park SARGENT RD DECATUR ST ¾M CONNECTICUTALBEMARLE AVE ST ARKANSAS AVE NEW HAMPSHIRE AVE BUCHANAN ST to pass through existing concentrations of jobs and areas BLAGDEN AVE IOWA AVE BATES RD JOHN MCCORMACK RD RENO RD WEBSTER ST ¾M HAWAII AVE VAN NESS ST FORT DR UPSHUR ST of greatest anticipated growth in office development, TILDEN ST BUNKER HILL RD TAYLOR ST

16TH ST

HAREWOOD RD

14TH ST RANDOLPH ST PORTER ST SPRING RD 9B which they will reinforce. In some underdeveloped areas, WARDER ST ¾M SOUTH DAKOTA AVE ¾M OTIS PL PL PARK MACOMB ST ADAMS MILL RD M KLINGLE RD ¾8E MONROE ST PARK RD MICHIGAN AVE introduction of streetcar service will likely play a more 12THST GEORGIA AVE

34TH ST KENYON ST CATHEDRAL AVE CLEVELAND AVE IRVING ST 8C¾M 7C GARFIELD ST COLUMBIA RD

SHERMAN AVE 8D transformative role, putting these locations “on the map” HARVARD ST ¾M FRANKLIN ST VISTA ST TUNLAW RD 8A EUCLID ST MONTANA AVE CALVERT ST 8B 9A for office development. LINCOLN RD 7B BRYANT ST ¾M MASSACHUSETTS AVERock Creek Park

37THST 7A U ST RHODE ISLAND AVE 6A ¾M BRENTWOOD RD

1ST ST T ST S ST BLADENSBURG RD VERMONT AVE WISCONSIN AVE 6C ¾M FLORIDA AVE RESERVOIR RD R ST

NEW JERSEY AVE Specifically, 9TH ST Q ST 6D

P ST ¾M 11TH ST NEW YORK AVE

15TH ST ECKINGTON PL

WEST VIRGINIA AVE 28TH ST 35TH 35TH ST ¾M 6B N ST ¾M • The streetcar would increase demand for office 33RDST KENILWORTH AVE CANAL RD 30TH ST M ST ¾M 6E Anacostia L ST MONTELLO AVE TRINIDAD AVE Park WHITEHURST FWY ¾M SHERIFF RD

K ST NORTH CAPITOLST development within streetcar corridors by 2.5 4A MARYLAND AVE ¾M I ST ¾M VIRGINIA AVE 24TH ST M ¾ 20TH ST 21ST ST 4C H ST 5B BENNING RD 19TH ST 5A

22NDST G ST 4BM ¾M ¾ M ¾M F ST ¾

7TH ST million to 3.0 million square feet or roughly ı5%. 18TH ST E ST M ¾M ¾ 5C

23RDST

44TH ST D ST 49T

INDIANA AVE C ST 5D HST E ST EXPY ¾M ¾M

4TH ST

2ND ST

10TH ST CONSTITUTION AVE The streetcar would make nearly all locations within INTERSTATE 66 INTERSTATE 395 ¾M E The Mall NORTH CAROLINA AVE CENTRAL AV 8TH ST EAST CAPITOL ST 3RD ST RIDGE RD 6TH ST B ST ¾M the streetcar corridors moderately to significantly 12TH ST EXPY INDEPENDENCE AVE 17TH ST ¾M KENTUCKY AVE ¾M ¾M ¾M ¾M M3D ¾ TEXASAVE G W MEMORIAL PKY IVY ST ELY PL more competitive for office development than they 3A MINNESOTA AVE MAINE AVE ¾M INTERSTATE 695 EAST BASIN DR 2C are today. The streetcar would increase the market Fort Dupont Park ¾M ¾M 3C BRANCH AVE East Potomac Park

ROCHAMBEAU BRG impact on office market 2B BOWEN RD share of new office development for these corridors CANAL ST NAYLOR RD ANACOSTIA FWY

demand 25TH ST PENNSYLVANIA AVE ¾M POTOMAC AVE 3B 2A 27TH ST from roughly 85% to more than 90% of new office Negligible: 0–5% GOOD HOPE RD Anacostia Park

above baseline capture W ST V ST HOWARD RD OHIO DR ¾M investment in the District. Moderate: 5%–10% 1B SUITLAND RD ¾M above baseline capture MORRIS RD 1E • More than 80% of this demand would occur in Significant:¾M 10%–20%

above baseline capture STANTON RD Virginia 1A SUITLAND PKY parts of the streetcar corridors that today have ¾M 1D ¾M substantial underdeveloped land and poor transit M Metro station Streetcar station MARTIN LUTHERKING JRAVE ¾M MALCOLM X AVE ¾M Park/open space ALABAMA AVE access. These include Buzzard Point (subarea 3B); SOUTH CAPITOL ST Maryland Water 1C ¾M portions of the Southwest Waterfront (3A); the eastern MISSISSIPPI AVE SOUTHERN AVE Criteria HALLEY PL WHEELER RD part of the Navy Yard (3C); parts of NoMa near New • Access to premium transit 00.15 0.3 0.6 Miles RSTATE 295 ATLANTIC ST Ü • Employers’ access to INTE Jersey Avenue NW (4C) and New York Avenue NE target employees CHESAPEAKE ST STREETCAR'S• Businesses’ access to IMPACT ON NEW OFFICE MARKET DEMAND east of the train tracks (6E); the Washington Hospital clients/customers GALVESTON ST

OVERLOOKAVE Center (8D); and the eastern reaches of Rhode Island • Employers’Negligible: access 0-5% to above baseline capture CRITERIA: services and eating/ BLUE PLAINS DR - Access to premium transit SHEPHERD PKY - Employers' access to target employees drinkingModerate: establishments¾M 5%-10% above baseline capture - Businesses' access to clients/customers Significant: 10%-20% above baseline capture - Employers' access to services and eating/drinking establishments ¾M

28 | SYSTEMWIDE BENEFIts ¾M Avenue NE (7C). Improving access to Poplar Point, Figure 9 potential new retail spending* as described on page 57, could give development Corridor sales square feet prospects a significant boost, increasing demand by 1 $22,800,000–$27,900,000 80,600–98,000 more than 20%. 2 $4,800,000–$5,800,000 17,000–21,000 increase existing office property • The streetcar could 3 $54,300,000–$66,400,000 192,000–235,000 values by roughly $3.7 to $5.8 billion. Office 4 $60,200,000–$73,500,000 213,000–260,000 property values would increase between roughly 2% 5 $22,900,000–$28,000,000 81,000–99,000 and ı0% along individual corridors. In areas that are 6 $53,000,000–$64,900,000 188,000–229,000 already substantially built out, 2% represents the 7 $21,300,000–$26,100,0000 75,000–92,000 likely upper limit, while in underdeveloped areas with 8 $29,200,000–$35,700,000 103,000–126,000 significant capacity for new development, property 9 $36,500,000–$44,600,000 129,000–158,000 values could rise by 20% or more.18 TOTAL FISCAL • Adjusting the proposed system routing in a limited BENEFIT $305,000,000–$373,000,000 1,100,000–1,300,000 number of areas, particularly Buzzard Point and Poplar * Projections assume a 10-year time frame and that all corridors receive similar spending potential for each new household or job. Point, could significantly increase office-development Sources: Claritas I nc., Retail Market Power; International Council of Shopping Centers, opportunity in those locations. Office Worker Retail Spending Patterns (2003); W-ZHA spur development of roughly 30,000–50,000 square feet of RETAIL MARKET additional retail space within a five- to ten-minute walk (a Increased residential and office market activity along quarter- to a half-mile). streetcar corridors would benefit retail values and raise demand for retail space nearby. As shown in Figure 9, This new demand would take different forms in different the streetcar would add a projected $305 million to $373 places. Areas that see substantial new housing and/or jobs, million to the District’s retail spending potential, which in such as Buzzard Point, could support one or more blocks turn would generate approximately ı.ı to ı.3 million square of new retail space. In areas with substantial existing feet of new retail space after ı0 years. New households development, new market demand would both increase would provide the most significant support: preliminary business for existing retailers and attract new infill retail analysis determined that each ı,000 new households could where space permits it. Because retailers prefer to locate 18 Some cities have seen commercial property values rise substantially as a result of near other retailers, these new businesses would likely building a streetcar system. Portland, Oregon, experienced a 400% property-value increases after completing its system, but much of the land in question began as attract additional stores that serve broader markets. railyards and vacant industrial sites. The District’s streetcar corridors would not see such dramatic rises, because real estate values typically start at much higher levels .

Land Use Plan for the District of Columbia Streetcar System | 29 2g Increases tax revenues 7). The difference owes largely to the density of existing properties and the availability of land for development. Existing real estate within the proposed corridors repre- For example, increased value from new property would sents roughly $ı00 billion in property value (Figure 10). significantly outweigh increases in existing properties’ As noted above in the discussion of real estate market value in Anacostia because of large planned projects, such benefits, the streetcar would likely add roughly ı0% to as mixed-use redevelopment of the eastern portion of the ı5% to this aggregate figure, increasing District real estate St. Elizabeth’s hospital site (subarea ıD) and Poplar Point tax revenues by a corresponding amount. (ıB). By contrast, heavily built-out areas such as downtown (4B) would see minimal gains from new properties but Figure 6, as noted earlier, shows the impact the streetcar substantial gains in the value of existing property. For would likely have on values of both existing and new parts of the city with both significant new development properties. Most noticeably, increases vary broadly across opportunities and larger volumes of high-value property, the streetcar system: some areas would gain value mostly such as Capitol Riverfront and NoMa, major value from appreciation of existing properties, other from new increases would come from both sources. development, and still others from both (also see Figure

figure 10 Projected Fiscal Benefit of Streetcar Over Ten Years Base (Without Streetcar) Projected streetcar impact Combined (BASE + Streetcar impact) commercial Existing commercial property tax $1,260,000,000–$1,540,000,000 $79,200,000–$96,800,000 $1,339,200,000–$1,636,800,000 New commercial development property tax $135,000,000–$165,000,000 $5,700,000–$6,900,000 $140,700,000–$171,900,000 residential Existing residential property tax $244,800,000–$299,200,000 $9,000,000–$11,000,000 $253,800,000–$310,200,000 New residential development property tax $136,800,000–$167,200,000 $68,400,000–$83,600,000 $205,200,000–$250,800,000 Income tax (new residents due to streetcar) $117,900,000–$144,100,000 $64,300,000–$78,600,000 $182,200,000–$222,700,000 Retail sales tax (additional sales tax due to streetcar) $21,600,000–$26,400,000 $11,900,000–$14,500,000 $33,500,000–$40,900,000 TOTAL FISCAL BENEFIT $1,916,100,000–$2,341,900,000 $238,400,000–$291,400,000 $2,154,500,000–$2,633,300,000

30 | SYSTEMWIDE BENEFIts MAP 12 ‘Cool Space’ Potential CHESTNUT ST The streetcar would encourage re- ¾M ALASKA AVE ¾M The District would also benefit from additional income UTAH AVE occupancy of vacant upper-floor office WESTERN AVE ASPEN ST LAUREL ST

OREGONAVE PINEY BRANCH9D RD space, historic structures, and other taxes paid by new residents attracted by the streetcar

NEVADA AVE

5TH ST BLAIR RD smaller, unique spaces that creative BEACH DR M MCKINLEY ST ¾ (Figure 10), projected at $65 million to $80 million EASTERN industriesAVE seek, with particular benefit

MILITARY RD 19 9C MISSOURI AVE to neighborhood “Main Streets.” annually after full system buildout. Additional retail Rock Creek Park

KENNEDY ST KANSAS AVE RIGGS RD ¾M ILLINOIS AVE Maryland COLORADO AVE spending by new residents and employees after full LINNEAN AVE 13TH ST GALLOWAY ST NEBRASKA AVE GALLATIN ST ¾M

Fort Totten

Park SARGENT RD DECATUR ST buildout is projected to generate roughly $ı4 million in CONNECTICUT AVE ¾M ALBEMARLE ST ARKANSAS AVE NEW HAMPSHIRE AVE BLAGDEN AVE IOWA AVE BUCHANAN ST

BATES RD JOHN MCCORMACK RD RENO RD WEBSTER ST ¾M HAWAII AVE new annual tax revenue. VAN NESS ST FORT DR UPSHUR ST TILDEN ST BUNKER HILL RD TAYLOR ST

16TH ST

HAREWOOD RD

14TH ST RANDOLPH ST PORTER ST SPRING RD 9B

WARDER ST

¾M SOUTH DAKOTA AVE ¾M OTIS PL PL PARK 2h Expands the creative economy MACOMB ST ADAMS MILL RD M KLINGLE RD ¾8E MONROE ST PARK RD MICHIGAN AVE 12THST

GEORGIA AVE

34TH ST KENYON ST CATHEDRAL AVE CLEVELAND AVE IRVING ST 8C¾M 7C Creative Capital: The Creative DC Action Agenda, released GARFIELD ST COLUMBIA RD HARVARD ST SHERMAN AVE 8D ¾M FRANKLIN ST VISTA ST TUN 8A EUCLID ST MONTANA AVE CALVERT ST in 20ı0 by the District’s Office of Planning and The LAW RD 8B 9A LINCOLN RD 7B BRYANT ST ¾M MASSACHUSETTS AVERock Creek Park

Washington Economic Partnership, stresses the 37THST 7A U ST RHODE ISLAND AVE 6A ¾M BRENTWOOD RD

1ST ST T ST S ST BLADENSBURG RD VERMONT AVE WISCONSIN AVE 6C ¾M FLORIDA AVE importance of the “creative economy” to the city’s RESERVOIR RD R ST

NEW JERSEY AVE Q ST 9TH ST 6D

P ST ¾M 11TH ST NEW YORK AVE

15TH ST ECKINGTON PL

WEST VIRGINIA AVE 28TH ST economic diversity, job growth, and job quality. The 35TH ST ¾M 6B N ST ¾M 33RDST KENILWORTH AVE CANAL RD 30TH ST M ST ¾M 6E Anacostia L ST MONTELLO AVE TRINIDAD AVE Park WHITEHURST FWY ¾M SHERIFF RD

District defines the creative economy, which already NORTH CAPITOLST K ST 4A MARYLAND AVE ¾M I ST ¾M VIRGINIA AVE 24TH ST M ¾ 20TH ST 21ST ST 4C H ST 5B BENNING RD 20 19TH ST 5A

22NDST G ST 4B¾M ¾M accounts for ı0% of District jobs, as economic activity ¾M ¾M F ST

7TH ST

18TH ST E ST M ¾M ¾ 5C

23RDST

44TH ST D ST 49THST INDIANA AVE C ST 5D E ST EXPY ¾M ¾M

4TH ST

2ND ST related to museums and heritage, building arts, culinary 10TH ST CONSTITUTION AVE

INTERSTATE 66 INTERSTATE 395 ¾M The Mall NORTH CAROLINA AVE CENTRAL AVE 8TH ST EAST CAPITOL ST 3RD ST RIDGE RD 6TH ST B ST arts, performing arts, media and communications, and ¾M 12TH ST EXPY INDEPENDENCE AVE

17TH ST ¾M KENTUCKY AVE ¾M ¾M ¾M ¾M M3D ¾ TEXASAVE G W MEMORIAL PKY visual arts and crafts. The enhanced accessibility to IVY ST ELY PL 3A MINNESOTA AVE MAINE AVE ¾M INTERSTATE 695 jobs and amenities and the improved walkability the EAST BASIN DR 2C Fort Dupont Park ¾M ¾M 3C BRANCH AVE East Potomac Park streetcar system would create represent critical strategic ROCHAMBEAU BRG 2B BOWEN RD CANAL ST NAYLOR RD ANACOSTIA FWY

25TH ST PENNSYLVANIA AVE ¾M POTOMAC AVE advantages in the District’s effort to retain existing 3B 2A 27TH ST Anacostia Park GOOD HOPE RD

W ST V ST HOWARD RD OHIO DR creative-industry businesses and attract new ones. M ¾ SUITLAND RD ‘cool Space’ potential 1B ¾M No MORRIS RD ¾M 1E Maybe

STANTON RD Studies prepared for CEOs for Cities include two key Virginia Maybe/Yes 1A SUITLAND PKY ¾M findings particularly relevant to the District: that the Yes 1D ¾M

MARTIN LUTHERKING JRAVE ¾M M Metro station MALCOLM X AVE U.S. faces a long-term shortage of the kinds of skilled ¾M ALABAMA AVE Streetcar station SOUTH CAPITOL ST Maryland 1C ¾M Park/open space MISSISSIPPI AVE 19 Water An estimated ı,200 net new households would move into the District annuallyas SOUTHERN AVE HALLEY PL

WHEELER RD a result of the full streetcar system buildout, generating $65 million to $80 million 00.25 0.5 1 Criteria Miles STATE 295 ATLANTIC ST Ü annually in new income tax revenue, assuming an average taxable household • Scale INTER income (after deductions) of $70,000. • Character CHESAPEAKE ST 20 COOL• Price SPACEpoint POTENTIAL ALONG STREETCAR ROUTES Creative Capital: The Creative DC Action Agenda, 2010 (http://newsroom. GALVESTON ST

• WalkabilityNo Streetcar OVERLOOKSegmentsAVE Metrorail Lines orange dc.gov/show.aspx/aency/planning/section/2/release/20010, retrieved 1 March • Proximity to amenities

2011) Maybe Streetcar StationsBLUE PLAINS DR blue red

SHEPHERD PKY ¾M Maybe/Yes ¾M Metro Stations green yellow Yes ¾M

¾M Land Use Plan for the District of Columbia Streetcar System | 31 and educated workers that are essential to creative other neighborhood locations that offer restaurants, industries and that creative-industry employers unique shopping, and similar amenities, such spaces understand the necessity of locating in areas preferred become more competitive as locations for these by their workforce.21 CEOs for Cities surveys indicate businesses once they are accessible by streetcar. Map ı2, that these workers are roughly 50% more likely than the Cool Space Potential, shows each subarea’s potential to 23 general population to prefer living and working in urban attract creative-economy businesses. Areas well supplied neighborhoods with lively commercial districts; they also with “cool space” that would likely see strong interest by are far more likely to value short commutes by transit creative-economy businesses, include: and convenient transit access to a wide range of shopping, • Capitol Hill along 8th Street NE/SE (subarea 3D) entertainment, and other urban amenities. 22 The streetcar • Georgia Avenue NW (9A–9C) appeals directly to these preferences. • Logan Circle, U Street NW (6B,6C) • Atlas District/H Street NE (5B) Seeking distinctive character but sensitive to cost, • Downtown Anacostia (ıE) creative-economy employers tend to search for “cool • Adams Morgan (6A, 8B) space”—rehabilitated industrial or commercial buildings, upper floors above retail, and similar nontraditional 23 spaces. Often found in older commercial districts and Calculations to determine subareas’ cool space potential appear in Appendix E.

Wanted: ‘Cool Space’ Common characteristics: Industries that frequently 21 City Advantage. CEOs For Cities http://www.ceosforcities.org/files/ CityAdvantage.pdf.• interesting/historic Retrieved 17 Fbuildingsebruary 2011. locate in “cool space” include: 22 The• ample Young and natural Restless inlight a Knowledge Economy,• 2005.fine Joseph arts/artists Cortright, Impresa Consulting for CEO for Cities • easy walking distance to • communications/advertising/ restaurants marketing • sidewalks in front of • media buildings • information technology • not necessarily inexpensive • entertainment • convenient size for emerging • health services and growing businesses

32 | SYSTEMWIDE Challenges & mitigation strategies 3. systemwide challenges and mitigation strategies rom right-of-way constraints to housing affordability, building a successful streetcar system raises an array of issues that require early and close coordination of planning for both land use and transportation. This chapter identifies challengesF facing the proposed District system and potential strategies for mitigating them across the system. Chapter 4 examines how these challenges and strategies could play out in each of the nine corridors. Strategies are available to help mitigate Addressing challenges Housing affordability challenges that would M Street SE The accessibility and amenity benefits that the streetcar come with streetcar would bring could create affordability issues in multiple • Median home values (existing) implementation. locations along the streetcar corridors. To pinpoint where • Proximity to existing Metrorail these issues might appear, the study team devised an index that combines five indicators of the potential for Map ı3, Housing Affordability Pressures, shows how each increased housing costs: streetcar corridor subarea fared when measured against • Projected rise in the value of existing housing (as the index. The analysis found that nearly a third of calculated for this study) subareas stand a relatively higher chance of experiencing • Median household income (existing) strong upward pressure on housing prices. Another • Proportion of rental to ownership housing in any area group of subareas, roughly half, would likely face more (existing rental housing is more susceptible to short- moderate upward price pressures. Together, these indicate term cost increases) the advisability of applying city policy to preserve and

Land Use Plan for the District of Columbia Streetcar System | 33 MAP 13 Housing Affordability Pressures CHESTNUT ST

¾M

ALASKA AVE In locations where the streetcar’s ¾M UTAH AVE housing-market benefits would place WESTERN AVE ASPEN ST *# LAUREL ST

OREGONAVE expand affordability in a substantial portion of the PINEY BRANCH9D RD pressure on housing costs, active policy *#

NEVADA AVE 5TH ST BLAIR RD efforts can help preserve affordability. streetcar corridors for District residents. BEACH DR ¾M MCKINLEY ST # * EASTERN AVE

MILITARY RD *#9C MISSOURI AVE *# Rock Creek Park *# *# *# KENNEDY ST Financial benefits generated by streetcar service could KANSAS AVE *# *# RIGGS RD ¾M ILLINOIS*# AVE*# Maryland COLORADO AVE 13TH ST *# LINNEAN AVE *# GALLOWAY ST NEBRASKA AVE GALLATIN ST help some of these same households offset potential *# *# ¾M *#Fort Totten

*# Park SARGENT RD DECATUR ST ¾M CONNECTICUTALBEMARLE AVE ST ARKANSAS AVE NEW HAMPSHIRE AVE BUCHANAN ST increases in housing costs. Introduction of premium BLAGDEN AVE IOWA AVE BATES RD JOHN MCCORMACK RD RENO RD *# WEBSTER ST ¾M HAWAII AVE VAN NESS ST *# *# FORT DR *# UPSHUR ST rail transit would create an opportunity for households TILDEN ST BUNKER HILL RD *# TAYLOR ST

16TH ST # HAREWOOD RD 14TH ST *#* RANDOLPH ST PORTER ST SPRING RD 9B to reduce the number of cars owned (or to become car- *# WARDER ST ¾M SOUTH DAKOTA AVE ¾M #

* PL PARK *#*#*# OTIS PL *# *# MACOMB ST ADAMS MILL RD *# # ¾M8E MONROE ST KLINGLE RD * *#PARK RD *# *# MICHIGAN AVE free). These households would pocket much of the cost 12THST *# *# GEORGIA AVE 34TH ST *# *# *#KENYON ST CATHEDRAL AVE *# *# CLEVELAND AVE IRVING ST *# *# *# *## 8C¾*#M *# 7C *#*# *# GARFIELD ST *#*#*#COLUMBIA*# RD*# *# SHERMAN AVE 8D *# of owning and operating a car—as noted earlier, more *#HARVARD*# ST *# *# M *# FRANKLIN ST ¾ *#*# *# VISTA ST *# TUNLAW RD 8A *#*# *#*#*# *# *# *# EUCLID ST *# MONTANA AVE CALVERT ST *#*#*#*# *# *#*#*# 8B *# 9A *# than $8,000 annually for a mid-sized sedan. That would *# *# *# *#*#*#*# *#*# LINCOLN RD 7B # *# ¾M * # BRYANT ST Rock Creek Park * MASSACHUSETTS AVE *# *# *# *#*# 37THST *# *# *# 7A *# *# *#U ST RHODE ISLAND AVE constitute a particularly significant saving for households 6A *#*# ¾M BRENTWOOD RD *# 1ST ST T ST # BLADENSBURG RD S ST * VERMONT AVE WISCONSIN AVE 6C*# FLORIDA AVE *# *#*#¾M RESERVOIR RD *#R ST*# *# *# # *# *#*# NEW JERSEY AVE * earning between $20,000 and $50,000 per year, which, *#9TH ST *# *# Q ST *# *# *#6D

*# 11TH ST P ST ¾M NEW YORK AVE

15TH ST *# ECKINGTON PL

WEST VIRGINIA AVE 28TH ST 35TH 35TH ST *# *# *# *# ¾M *#6B N ST ¾M on average, spend nearly as much on transportation as 33RDST *# # *# KENILWORTH AVE 30TH ST *# * # M ST *# * CANAL RD *#*# ¾M *# *#*# 6E *# *# # Anacostia L ST MONTELLO AVE *# * *# TRINIDAD AVE Park WHITEHURST FWY ¾M *#*# *#*# SHERIFF RD K ST # NORTH CAPITOLST # they do on housing. Many of these households would 4A **# MARYLAND AVE *# * ¾M I ST ¾M *# *# 24TH ST *# VIRGINIA AVE M # ¾ 20TH ST * 21ST ST 4C # # *#*# * H ST 5B * *# BENNING RD 19TH ST 5A *# *# 22NDST *# *# # G ST 4BM ¾M * *# ¾ M *# ¾M F ST ¾

7TH ST also benefit from improved access to jobs as a result of the 18TH ST E ST M ¾M ¾ *# 5C

23RDST *# 44TH ST *# 49THST D ST *# INDIANA AVE C ST 5D E ST EXPY ¾M ¾M

4TH ST

2ND ST 10TH ST *# CONSTITUTION AVE streetcar’s introduction. INTERSTATE 66 INTERSTATE 395 *# *# ¾M E The Mall NORTH CAROLINA AVE CENTRAL*# AV 8TH ST EAST CAPITOL ST 3RD ST *# RIDGE RD 6TH ST *# B ST ¾M *# *# *# 12TH ST EXPY INDEPENDENCE AVE *#

17TH ST ¾M KENTUCKY AVE *# *# ¾M ¾M ¾M ¾M M3D #*# # ¾ * TEXASAVE * G W MEMORIAL PKY *# *# IVY ST ELY PL The District could adopt several strategies to promote 3A *# *# *# *# *# ¾M MINNESOTA AVE MAINE AVE # INTERSTATE*# 695 *# * *# EAST BASIN DR *# *#*# 2C *#*# preservation and construction of affordable housing: *# *# Fort Dupont Park ¾M ¾M *# *# 3C BRANCH AVE East Potomac Park *# *# *# *# ROCHAMBEAU BRG *# # • Mandatory inclusionary zoning— * 2B BOWEN RD the District’s 2009 CANAL ST # *# * NAYLOR RD ANACOSTIA FWY

25TH ST PENNSYLVANIA AVE ¾M POTOMAC AVE *# 3B 2A*# 27TH ST ordinance will apply to most new housing development GOOD HOPE RD Anacostia Park *#*# W ST V ST HOWARD RD OHIO DR *# ¾M *# SUITLAND RD with more than ı0 units in streetcar corridors. The 1B *# *#*#*#*# *# ¾M *#*# *# *# potential degree of *# *# MORRIS*#*# RD *# *#*#*# *#*# challenge to ¾houM sing 1E *# ordinance would make more than 8% of new units *# # affordability *# # *# STANTON RD * Virginia 1A *#*# SUITLAND*# PKY affordable, and these units could offset a small portion Lower ¾M *# *# *# *# 1D *# ¾M *#*# of affordable units lost in areas where displacement Medium *#*# *# *# *# MARTIN LUTHERKING JRAVE *#*# ¾M MALCOLM X AVE *# *# 24 *# *# *# ¾M ALABAMA AVE appears most likely to occur. The bulk of new housing Higher SOUTH CAPITOL ST # *#*#Maryland Maryland 1C* ¾M *# MISSISSIPPI AVE construction, however, would take place in areas where *# *# *# NLIHC DC property *# SOUTHERN AVE HALLEY*# PL *## *# *WHEELER RD *# strong housing demand has already increased values. Public housing 00.25 0.5 1 # *# Miles STATE 295 * development *# ATLANTIC*# ST Ü # *# INTER *# *#* *# *#*# While that outcome would expand affordable options Benefit subarea Criteria CHESAPEAKE ST *#*# *# HOUSING AFFORDABILITY• Rise value of PRESSURES existing*# *# housing Potential Degree of Challenge to• HousingMedian household AffordabilityGALVESTON*# ST income*#

24 OVERLOOKAVE Assumptions: 80% of new units are in developments of 10 or more units; 60% M Metro station • Proportion of rental to Public Housing Metrorail Lines orange Lower Streetcar station of eligible units are of wood-frame construction; 40% of concrete- or steel-frame ownershipBLUE housingPLAINS DR Park/open space • MedianBenefitSHEPHERD home PKY Subareas values blue red construction; and no density bonuses are used. Medium¾M Water • Proximity to Metrorail green Higher Streetcar Stations yellow Streetcar Segments ¾M Metro Stations *# NLIHC¾M DC Properties

34 | SYSTEMWIDE Challenges & mitigation strategies ¾M in more affluent neighborhoods, it could not address Market shifts all potential lost affordability, and additional measures While the streetcar would likely attract new development may be needed to assure that affected households can into the District, it would also draw some commercial remain in their communities. development to the streetcar corridors from other areas of • Use of public land—either vacant or in need of rede- the District. This is particularly true of office space. Of the velopment—for mixed-income housing with specified roughly 19 million square feet of additional office space affordability targets could yield a significant number of the streetcar corridors are projected to receive over ten units. Roughly ı00 acres of publicly owned land (about years, ı.9 million square feet (about ı0%) would likely be 40 of them at the former McMillan sand filtration site) lie attracted by the streetcar from elsewhere in the District. within the corridor subareas identified on Map ı3 as plac- Planning should examine redevelopment strategies for es where the streetcar would likely have the strongest places where: effect on housing costs. Approximately ı40 more acres of • Market interest may diminish. Identify other market- public land lie in the remaining portions of the corridors; based uses that do not seek locations close to premium more than half of that total represents the District’s por- transit, like light industry, and determine the best tion of the former St. Elizabeth’s Hospital campus. strategy for directing investment in those uses to • Targeted use of tax-credit and other affordable neighborhoods outside the streetcar corridors. housing funds could encourage additional mixed- • Market interest will likely intensify. Review the income housing on sites within the streetcar corridors. District’s zoning and development policy to ensure promotion • Preserving existing public, subsidized, and/or of mixed-use, transit-oriented development where it has not other affordable housing in or near the streetcar historically occurred. Examples include the Washington corridors, also shown on Map ı3, represents one of the Hospital Center, Buzzard Point, and portions of auto- most cost-effective ways of maintaining affordable- oriented street corridors, such as portions of Rhode housing choices. Island NE and Minnesota Avenue NE. • Encouraging creation of accessory dwelling units within existing properties, by converting basements Focusing development along streetcar corridors also has a or garages to apartments, could generate units to meet variety of positive impacts. It would: additional demand in well-established neighborhoods. • Make more efficient use of District infrastructure (transit, utilities, streets, sewers) and service delivery. • Better support environmental sustainability and cut energy and time costs for residents and businesses by reducing auto-oriented development and dependence.

Land Use Plan for the District of Columbia Streetcar System | 35 • Protect large parcels further from the core, preserving diversity and unique character of individual commercial long-term development capacity to accommodate areas. Such planning may also involve addressing parking unanticipated uses that may emerge as future and traffic concerns, discussed below. priorities. • Retain more space for service and light-industrial Constrained right of way businesses that support core economic sectors and on city streets help diversify the District’s job base with more blue- As in any highly urbanized area, there are many demands collar jobs. for the existing roadway space in the District. Vehicles • Reduce development pressure in neighborhoods traveling on the road (private cars, buses, trucks, bicycles), where it is inappropriate. in addition to users parking, loading, and walking along the road all compete for limited space. While Small business preservation adding streetcar provides a desirable and sustainable Owners and residents have expressed concern that transportation choice for residents, in some cases it streetcar service, by inducing higher rents and heavier will require tradeoffs with other modes and users. For competition, poses a threat to small businesses in example, it may require allowing parking on only one Anacostia and possibly other areas. Other cities’ experience side of the street, dedicating sidewalk space for shelters, or with streetcar systems suggests that many existing reducing travel lanes for motor vehicles. In locations that retailers, including smaller “mom and pop” businesses, experience particularly severe congestion, the addition of would benefit from the new streetcar-related spending streetcar service poses a design challenge: balancing the described in Chapter 2, in part because a large part of such needs of each mode of travel as well as the needs of local spending would flow to existing commercial areas. The residents and businesses, and designing a right of way that District maintains several programs designed to support is efficient and effective. Other cities have shown that a commercial areas and individual businesses.25 Although streetcar system can be successfully integrated into this program funding remains limited, streetcar planning type of congested urban environment with appropriate offers an opportunity to determine strategic ways to design and mitigation. use these programs to help existing and future small businesses benefit from streetcar service, reinforcing the Mitigation strategies include giving transit vehicles priority over other vehicles by changing signs, lane 25 “Tools and Resources” in Section Four of the Office of Planning’s report, Retail Action Roadmap: The Future of the District of Columbia’s Retail configuration, and/or signalization. The most effective Markets (2010) describes a number of these programs in more detail (http:// form of mitigation may be the streetcar itself, since its planning.dc.gov/DC/Planning/Across+the+City/Other+Citywide+Initiatives/ Retail+Action+Strategy/Retail+Action+Roadmap). availability can reduce the use of private automobiles, which require more roadway space and parking per

36 | SYSTEMWIDE Challenges & mitigation strategies person than public transit. Through DDOT’s system native routings for the limited number of locations where planning, each proposed corridor will undergo detailed congestion may reach levels too high to accommodate the design to address the impacts of streetcar on other modes. streetcar.

Parking Other cities have successfully shown that a streetcar For streetcars to run safely and efficiently, on-street system can be designed to operate efficiently under such parking needs a permanent, dedicated lane or must conditions. Mitigation strategies include giving transit be removed. Streetcars cannot operate on roadways vehicles priority over other vehicles by changing signs, lane with peak-hour on-street parking restrictions, which configuration, and/or signalization. The most potent form occur along roughly 40% of the proposed corridors. of mitigation, however, may well be the streetcar itself, Eliminating on-street parking or limiting on-street since its availability lessens the need to use automobiles. loading may restrict vehicular access to nearby businesses Devising specific strategies for addressing congestion will or residences, but that may prove acceptable when require further, more localized study. comparing the new riders and street-level activity that streetcar service is expected to generate. The question of Bicycles how to handle on-street parking and loading zones will be Attention to detail in the design phase will be essential addressed case by case at the planning stage, will involve to ensuring that bicyclists and streetcars can share the all key community stakeholders, and will reflect the needs road safely. Bicyclists and transit vehicles often leap-frog of affected properties, traffic requirements, transit users, each other at transit stops creating a weaving pattern that and pedestrians. can slow transit operations and increase hazards for all roadway users. Streetcar tracks can also pose a hazard to Congestion cyclists, as bike tires can get caught in the rails. As in any highly urbanized area, many District streets experience daily vehicular congestion. This study evaluated Several options are available to mitigate potential conflict. daily traffic volume per peak-hour travel lane, and Figure One-way streets can accommodate bicycle lanes on 8 shows the areas of potential concern it identified. The one side of the street and streetcar tracks on the other. analysis found the highest levels of congestion within the Alternately, bike routes can be designated on streets proposed streetcar network along K Street NW, Columbia parallel to streetcar routes. In addition, several cities Road NW, Florida Avenue NW/NE, Benning Road SE, and have developed coordinated lane markings for bikes and Georgia Avenue NW. This chapter outlines potential alter- streetcars that could serve as models for the District.

Land Use Plan for the District of Columbia Streetcar System | 37 38 | SYSTEMWIDE Challenges & mitigation strategies 4. corridor/neighborhood analysis 4a. Assessing benefits, opportunities, MAP 14 Neighborhood Context Corridors This chapter examines and challenges in each corridor the specific opportunities To clearly describe how the streetcar system will influence and challenges the particular neighborhoods, this study divides the proposed network into nine corridors (with additional subareas) that streetcar could bring to reflect similar land use characteristics (see Map ı4, Neighbor- the neighborhoods along hood Context Corridors). As stated earlier, the full streetcar system would create different opportunities and challenges its corridors. in different neighborhoods. Generally, the most dramatic benefits will occur in neighborhoods that currently lack access to fixed-route transit and have underdeveloped land and commercial districts. All areas, however, will experience some level of benefits. Section 4b, “Capturing opportunity through alternative routing or phasing” describes changes in proposed routes that may deliver further benefits.

This chapter describes the location or other key local benefits of streetcar service, as Corridor 1 Corridor 6 Corridor 2 Corridor 7 distinct from the discussion in Chapter 2 of Corridor 3 Corridor 8 benefits that would accrue across the system Corridor 4 Corridor 9 and the District itself. Similarly, while this corridor 5

chapter identifies locations where challenges M Metro station such as housing affordability and right- Streetcar station Park/open space of-way constraints might arise, Chapter 3 Water describes in a more general way strategies for addressing these challenges.

Land Use Plan for the District of Columbia Streetcar System | 39 Martin Luther King Jr. Avenue, Firth Sterling Avenue, corridor The portion of this corridor along Martin Luther King, Jr. Avenue SE had streetcar and South Capital Street service for much of the 20th century. The corridor begins in downtown Anacostia, an area of significant cultural importance that also contains opportunities for reinvestment in properties and businesses. The corridor passes south through the 1former St. Elizabeth’s Hospital campus, currently being redeveloped west of MLK as headquarters for the U.S. Department of Homeland Security (DHS), which will ultimately employ approximately ı4,000 people here. The campus east of MLK will likely host mixed-use redevelopment. The corridor ends south of a cluster of

¾M M ¾M ¾ ¾M neighborhood retail and schools in Capitol Heights. A

¾M spur from the Anacostia Metro station serves the Barry H ST INTERSTATE 695 H ST I ST I ST I ST

11TH ST 11TH

K ST K ST ST 13TH 15TH ST

INTERSTATE 295 14THST Farm public housing development and the U.S. Naval L ST ¾M M ST¾M 5TH ST

HALFST CAPITOLST AVE

LFST ELAWARE AVE VE AVE 1 D ST ANACOSTIA DR East Potomac Park N ST HA TINGEY ST N ST 12TH ST Annex. N PL WATER

SOUTH

O ST O ST 10THST Maryland

TIA FWY PAULDING PAULDING

PARSONS A PARSONS CANAL PST ST PATTERSON P ST A ST Q ST ANACOS Q ST B ST POTOMAC AVE R ST 17THST Downtown Anacostia (MLK Jr. Avenue SE) RIDGE PL

22NDST 2NDST S ST S ST Benefits: The streetcar would bolster the area’s access T ST

T ST T ST GOOD HOPE T ST 23RD ST 23RD Anacostia Park RD U PL U

4TH AVE 4TH 2ND AVE 2ND V ST ST to premium transit and strengthen its connections to V ST INTERSTATE 295 13TH ST W ST D ST 1B

18THST E ST 1B SHANNON PL ROBBINS RD SUMNER ¾RDM HOWARD1E RD both neighborhood and citywide amenities. It would link 16TH ST EATON RD HIGH ST STEVENS RD MORRIS RD Anacostia, Barry Farm, Congress Heights, and surrounding WICK DR MITSCHER RD DEFENSE BLVD ERIE ST

CEDAR DR BRUCE PL

SUITLAND PKY SUITLAND neighborhoods to employment opportunities at the S RD GAINESVILLE ST ELVANS RD STANTON 1A 1A ASH ST

ROBBIN 22ND ST 22ND future DHS headquarters and other development planned

RD 22ND ST 1D 20TH ST 1D 12TH PL

2ND ST on the St. Elizabeth’s site. Equally beneficial, streetcar NEWCOMBLEBAUM ST ST BRUCE ST

18TH ST OAK DR 15TH PL

MARTIN LUTHER KINGAVE JR 19TH ST 21ST ST service would connect new employees at these sites to ¾M MALCOLM X AVE INTERSTATE 295 INTERSTATE BLVD RALEIGH ST 12TH ST 15TH ST

ALABAMA10TH PL AVE SAVANNAH13TH PL ST

WHEELER RD Anacostia’s commercial districts, broadening the market 1C CASTLE AVE ¾M

LUKE AVE 7TH ST

Virginia WESTOVERAVE for existing and new businesses and housing. 6TH 6TH ST BROTHERS PL CHAPPIE JAMES

2ND ST 4TH 4TH ST

BROOKLEY AVE DUNCAN AVE

13T Maryland

HORNER PL

K AVE ST T H ST

1S 8TH ST

9TH ST 00.045 0.09 0.18 Miles Ü OVERLOO HARTZ DR MISSISSIPPI AVE 1ST ST YUMA ST SOUTHERN AVE STREETCAR2ND ST BENEFIT VALLEYAREAS AVE ATLANTIC ST Benefit Cluster 1 Subareas Metrorail Lines Parks andBELLEVUE Open Space ST 1 Other Benefit Cluster Areas blue Waterbody This spur is under construction as a pilot segment of the streetcar system.

3RD ST CHESAPEAKEStreetcar Segments ST green Streets

DANBURY ST 6TH ST Streetcar Stations orange

LIVINGSTON RD ¾M 40Metro Stations |ELMIRA C STorridor/nred BARNABY RD eighborhood analysis

KEEL RD KEEL yellow The streetcar would further support mixed-use Notable indicators households (80% earning less than $35,000) development planned or anticipated along MLK SE • Job growth projections suggest this area will and households without cars (75%). Median between Chicago and U streets, at Barry Farm, and at the add 25,000 jobs by 2030. That includes the household incomes are significantly higher 14,000 DHS jobs as well as others in downtown elsewhere in the corridor. Anacostia Metro station. Existing and new development Anacostia, Poplar Point, and Congress Heights. • The corridor has one of the largest inventories of in these areas and Congress Heights would benefit • One of the largest public housing developments public land available for redevelopment among the from improved access to and from District and regional in any streetcar corridor, Barry Farm, gives this corridors. destinations via Metrorail Green Line connections and corridor a substantial concentration of low-income direct streetcar connections to areas west of the river.

Certain routes in Anacostia could increase the economic benefits that streetcar service brings. Running the streetcar under I-295 for direct access to Poplar Point would expand redevelopment possibilities for the large parcels of land there and improve public access to the Anacostia waterfront. A second alternative would extend service from Congress Heights east along Alabama Avenue to the Congress Heights Metro station, creating stronger connections for Congress Heights, St. Elizabeth’s, and Metrorail’s Green Line. (See section 4b for more detailed discussion of these routings.)

Challenges: The proposed MLK Avenue corridor could present a design challenge if the right of way proves too narrow to accommodate the streetcar, customer and delivery parking, traffic, and existing transit services simultaneously. However, DDOT is working with the Federal Transit Administration to conduct a NEPA analysis to refine and improve the plan for proposed streetcar service in this area.

Solomon G. Brown Corps Community Center on Martin Luther King Jr. Avenue SE

Land Use Plan for the District of Columbia Streetcar System | 41 Good Hope Road and Minnesota Avenue corridor As proposed, this corridor passes mostly through established residential development with clusters of neighborhood retail at Good Hope Road SE and Pennsylvania Avenue SE. The plan proposes extending streetcar service to the Minnesota Avenue Metro station, with its large municipal office building. 2The corridor runs next to Fort Dupont Park, one of the District’s largest, and runs within a half mile of Anacostia Park. Redevelopment opportunities exist on several sizable commercial parcels north of East Capitol and Minnesota Avenue at 16th Street NE where Pennsylvania Avenue SE crosses the corridor. Note: Corridor 5 describes the Minnesota Avenue corridor north of East Capitol Street NE.

Benefits: Streetcar service would better connect the corridor’s neighborhoods —Fairlawn, Randle Highlands, Twining, Greenway, and Fort Dupont—to local retail, jobs, and Metrorail and streetcar lines in downtown Anacostia and at the Minnesota Avenue Metro station. The streetcar has the potential to intensify retail/commercial activity, particularly at Pennsylvania Avenue SE and along Minnesota Avenue NE between East Capitol Street and Benning Road, if stops are located close to commercial properties.

Challenges: Implementation of the streetcar may affect on-street parking.

42 | Corridor/neighborhood analysis Notable indicators • Median household incomes and home values are solidly in the middle range of streetcar corridors. However, 40% to 50% of households earn less than $35,000, a high proportion compared to other corridors.

The intersection of Good Hope Road and Minnesota Avenue SE

Land Use Plan for the District of Columbia Streetcar System | 43 Capitol Riverfront, Buzzard Point, Capitol Hill, corridor Most of this corridor once enjoyed streetcar service. The Capitol Riverfront and 7th Street has seen some of the District’s most intensive recent development, including new federal offices, the Arthur Capper/ Carrollsburg mixed-income housing redevelopment, and Nationals Park. Significant redevelopment opportunities 3remain at the Southwest Waterfront, Buzzard Point, and several other underdeveloped sites. The north-south legs of the corridor pass through Capitol Hill, L’Enfant Plaza, and the National Mall, areas already largely developed and/or under historic protections. They contain a variety of important travel destinations and Metro connections Redevelopment of the Arthur Capper/Carrollsburg public and connect areas separated by the Southwest and housing site to create a new mixed-income community Southeast freeways.

Benefits: Streetcar service would enhance connectivity in this area and generate additional economic benefits by offering an additional premium transit option to these neighborhoods. This is particularly true in Buzzard Point and the Southwest Waterfront, both of which have large Buzzard Point supplies of underdeveloped land that could greatly increase in value and development potential once a streetcar connection exists.

The routing of the spur to Buzzard Point has flexibility and could respond to proposed mixed-use development. (Section 4b, “Capturing opportunity through alternative routing or phasing” describes alternative route options.) A

44 | Corridor/neighborhood analysis route that provides convenient service to both downtown Southwest Waterfront would make its planned hotel, and Anacostia’s St. Elizabeth’s Hospital site would be stores, and restaurants more accessible to visitors at the especially beneficial. A route could also serve Nationals National Mall or downtown, as well as to residents and Park, strengthening its connection to the region. jobs elsewhere in the Capitol Riverfront.

The mixed-income community that will emerge near The 7th Street NW/SW leg of the streetcar route would M Street SE from redevelopment of the Arthur Capper/ establish a critical connection among the Capitol Barracks Row on 8th Street SE Carrollsburg public housing could take significant Riverfront and Anacostia, downtown, multiple Metro advantage of the streetcar. The project will attract and commuter rail lines, and visitor destinations to the public housing residents as well as higher-income north. This service would create important workplace-to- professionals—groups that typically have higher rates of housing and business-to-business connections and would transit ridership. Public housing sites near the Waterfront- open new options for visitors beyond the National Mall. SEU Metro station could present further opportunities It could also support walkability enhancements needed for mixed-income redevelopment. Both they and the around L’Enfant Plaza. mixed-use development envisioned on Maine Avenue at the Southwest Waterfront would benefit from streetcar Capitol Hill would benefit from improved connections service. A more direct streetcar connection to the to Metrorail stations and direct streetcar routes to a other District neighborhoods. Among other benefits, this would Notable indicators more varied household-income levels. Neverthe- make businesses at Barracks Row, Eastern Market, and less, wide disparities will almost certainly persist. • Median household income varies within the cor- Massachusetts Avenue more accessible destinations. ridor. Capitol Hill is tied for the second-highest • South of the freeway, as few as 20% of While streetcar will not markedly increase the magnitude median income among streetcar corridors, but households own cars, one of the lowest car- south of the freeway income drops substantially. ownership rates among streetcar corridors. of mixed-use development already completed or planned A concentration of public and other affordable along M Street SE from South Capitol to the Navy Yard, it housing means that as many as two-thirds of • The M Street corridor contains 80,000 jobs will expand access between this significant development households earn less than $35,000—one of the today—second among streetcar corridors—and, largest concentrations of low-income households together with Buzzard Point, is projected to add and other centers of jobs and housing. in any streetcar corridor. Household incomes rise about 25,000 new jobs by 2030, more than any markedly from east to west along M Street, which other corridor. Challenges: 8th Street NE/SE offers only a single travel has a large supply of market-rate housing built during the urban-renewal era. Major projects recently • A significant expanses of redevelopable land has lane in each direction, but it could function as a streetcar completed or under way—including redevelopment drawn strong development interest. About 16 corridor with an appropriate redesign to manage traffic million square feet of new development has been of the Arthur Capper/Carrollsburg public housing and parking-related issues. as a mixed-income community that will retain its proposed for completion by 2015, including major current count of 900 public units—will produce housing and office projects.

Land Use Plan for the District of Columbia Streetcar System | 45 K and H streets to Union Station; F, 14th, and corridor K Street NW from Georgetown to Mount Vernon Square includes some of the 7th streets downtown District’s densest and highest-value development—mostly office space, but with housing as well. Between Mount Vernon Square and Union Station the corridor takes on a different character, with much less development and large parcels cleared 4for urban renewal, construction of I-395, or industrial uses near Union Station. This area has attracted intense redevelopment activity in recent years, particularly east of North Capitol Street in NoMa. Overall, approximately ı0 million square feet of development, split about equally between offices and housing, has been proposed to be built by 20ı5. The corridor crosses three business improvement districts: Georgetown, Downtown, and NoMa. Although the downtown portion of the corridor has several Metro stations, Georgetown and New Jersey Avenue lack rail transit. Streetcar service along this corridor would also NoMa (K and ıst streets, NE) enhance east-west connectivity in the downtown core.

Benefits: By filling the gaps between the Metro stations at Mount Vernon Square, Gallery Place, Judiciary Square, Union Station, and New York Avenue, the streetcar system would reduce barriers that now make it hard for pedestrians to reach Metro stations and would add new transit connections. These improvements would reinforce favorable conditions for new development and raise the value of existing properties. On a systemwide basis, the streetcar’s added transit capacity would also help address

46 | Corridor/neighborhood analysis capacity challenges on Metro lines in the downtown extending the line north to M Street, Georgetown University, core. Section 4b discusses alternative routing intended and/or further north along Wisconsin Avenue—would bring to strengthen redevelopment sites east of North Capitol rail transit’s benefits to important destinations; section 4b Street in NoMa. includes a more detailed discussion of this option.

Areas of the corridor that are mostly built out would also The 7th, F, and ı4th Street NW routings downtown also gain from the streetcar. The streetcar’s visibility and sense add important connections to the extensive jobs, Metro of permanence would enhance K Street as an address and stations, and amenities that already exist here. Additionally, thus tend to bolster property values. Because K Street streetcar service would encourage more residents to use property is already quite valuable, even an increase as transit and could reduce levels of car ownership. small as 2% would yield a major boost in tax revenues to the District. The streetcar would also benefit the Challenges: Building the streetcar line will require convention center by offering visitors simpler, more direct a major redesign and reconstruction of K Street. The connections to hotels, Metrorail, and Union Station. corridor’s intense economic activity and traffic olumev demand special attention in order to mitigate construction The streetcar would create a stronger east-west connection impacts. 7th, F, and ı4th streets NW in downtown present to Georgetown, enhancing existing premium bus service. In challenges, including street widths, intersection geometry, a built-out neighborhood like Georgetown, most streetcar and traffic levels; see section 4b, “Capturing opportunity benefits would accrue to existing properties and residents. through new connections or phasing” for routing The proposed corridor extension beyond Phase 3— alternatives that avoid these potential problems.

Notable indicators • At nearly $120,000, median household income at the Georgetown • This corridor contains the most significant concentration of jobs in end of the corridor leads all streetcar corridors by a wide margin. the streetcar system—more than one third of all jobs in the District. Elsewhere, the corridor matches most other corridors with a median Projections show it attracting nearly 20,000 more by 2030. income of about $50,000. • The corridor is one of the most important centers of planned • Outside of Georgetown, the corridor contains some of the lowest development activity in the streetcar system. Substantial office and household rates of car ownership within the streetcar system, housing development are planned or under way, particularly on averaging about 40%. sizeable parcels east of Mount Vernon Square.

Land Use Plan for the District of Columbia Streetcar System | 47 H Street/Benning Road corridor The H Street NE commercial corridor along H Street NE, an historic streetcar route, has endured a decades-long decline that ended only when the revival of cultural facilities like the historic Atlas Theater and construction of the first modern streetcar segment in 2009 began to spur reinvestment. High-density mixed-use 5development has occurred close to Union Station on former industrial parcels at the edge NoMa.

Other portions of H Street and Benning Road NE generally contain small commercial or mixed-use parcels with well- established residential development on flanking streets, most commonly two- and three-story townhouses and single-family houses. Only the Hechinger Mall and several vacant parcels near the “starburst” intersection of H H Street NE Street and Benning Road break this pattern. Two sizeable multifamily developments are planned northwest of the mall, and the rest of the vacant sites offer significant redevelopment potential.

East of the Anacostia River walkability remains poor and most development is light industrial or commercial in nature. The Benning Road and Minnesota Avenue Metro stations have attracted little redevelopment compared to other stations in the District, and most new development has relied on District financing or subsidy. The area’s poor walkability, a legacy of auto-oriented development, is one factor discouraging development in the area.

48 | Corridor/neighborhood analysis Under parcels, and lower-density residential zoning on adjacent Notable indicators Benefits: construction since 2009 blocks. However, significant potential exists on several • Median household income at the east end of this corridor ranks behind other corridors, with 50% or more of households reporting as part of the Great Streets underdeveloped parcels, including the shopping center less than $35,000. Toward the west, however, median incomes rise Streetscape project, the at 8th Street NE, the proposed housing redevelopment significantly, with more than 80% of households near Union Station H Street/Benning Road north of Hechinger Mall, and in the long term, potentially reporting income of more than $35,000, high compared to other corridors. streetcar route represents the Hechinger site itself. Medium-size sites assembled a pilot segment for the from smaller parcels might be able to support mixed-use • Car-ownership rates tend to reflect income patterns. In the lower- full system. It will bring redevelopment that, if pedestrian-friendly, could help knit earning east, 30% to 50% or more of households do not own cars (relatively high compared to other corridors); this rate shrinks to premium rail transit access together the four neighborhoods that meet there. nearly 20% in the west. to more than two miles of H • Median home values and densities tend to be somewhat below other Street and Benning Road and Existing properties would see moderate to significant corridors. introduce a variety of new increases in values with the streetcar. Mixed-income development opportunities. redevelopment on public housing sites in the Connecting to Union Station would increase access to corridor, potentially coordinated with Hechinger Mall jobs and many other transportation modes for residents redevelopment, could offer a good opportunity to expand of the corridor’s many neighborhoods—the Atlas District, affordable and market-rate housing choices. Areas with Trinidad, Carver Langston, Kingman Park, Mayfair, River auto-oriented uses and heavier traffic, particularly around Terrace, Mahaning Heights, and Benning. the Hechinger Mall and east of the Anacostia River, will need updated pedestrian facilities to meet current Redevelopment opportunities along H Street NE are standards for sidewalks, crossings, pedestrian-oriented limited because of established development patterns, land uses, and street-level activity—all key to deriving full with numerous historic buildings, relatively few larger advantage from the streetcar’s presence.

Challenges: New street infrastructure with smaller blocks and better pedestrian accommodations must complement development in this area to help it take full advantage of the streetcar. Restoring the street grid across the shopping center at the corner of Benning Road and Minnesota Avenue NE could improve both walkability and traffic flow, making Benning more attractive as a retail destination and residential neighborhood.

Minnesota Avenue at Dix Street NE

Land Use Plan for the District of Columbia Streetcar System | 49 14th Street, 18th Street (Adams Morgan), U Street, corridor These former streetcar corridors just north of downtown suffered decades of Florida Avenue and 8th Street decline prior to 2000, when reinvestment began to transform the blocks around the Metro stations at U Street-Cardozo, Shaw- Howard University and New York Avenue. Much more development is planned near the New York Avenue station. Existing 6development, some of it historic, limits the corridor’s potential for new development, yet opportunities remain in NoMa, at Howard University, and on a handful of larger commercial parcels. High ridership and demand for the streetcar will likely come from Howard and Gallaudet universities (student and staff populations) as well as restaurant and entertainment destinations in the Adams Morgan/U Street area.

Benefits: The streetcar’s significance in this corridor stems from its ability to extend the walkable area from existing Metro stations along five streetcar corridors that will radiate from the area. Nearly all of this corridor U and 14th streets NW would experience greater market interest for existing and new residential and commercial space, amplifying the revitalization already spurred by Metrorail.

Development potential varies along the corridor. Much of U Street NW in Shaw is built out or subject to historic- preservation restrictions, yet several commercial parcels could be redeveloped. Several large parcels also stand out in blocks adjoining ı4th Street NW, which otherwise is also mostly developed.

50 | Corridor/neighborhood analysis Along Florida Avenue in LeDroit Park, Bloomingdale, Notable indicators Eckington, and Truxton Circle, the streetcar would • The corridor contains one of the highest residential populations complement existing bus service, which is relatively light among the streetcar corridors, and strong household growth is compared to demand. Streetcar service would particularly projected through 2030. improve access to the New York Avenue Metro station, • The area contains the third largest concentration of jobs in the where conditions present barriers to walkability: roadway corridors. Taken together, NoMa and The Florida Avenue Market width and traffic volume on New York Avenue, the area will add a projected 13,000 jobs by 2030. railroad embankment, and the auto-oriented character • By 2014 the area around the New York Avenue Metro station will of most existing development. These challenges have likely add about 6 million square feet of development, almost severely limited the benefits of the station. Streetcar evenly balanced between offices and housing. The rest of the service would improve access by attracting pedestrian- corridor has relatively little land suitable for redevelopment. oriented development that can gradually make New York • The 14th Street and Adams Morgan portions of the corridor have and Florida avenues more walkable. By improving access the highest housing-unit densities of all streetcar corridors. Densities in NoMa and the area near Gallaudet University rank at here, the streetcar would enhance some of the District’s the bottom of the corridors. most important redevelopment opportunities in NoMa • Median household income just surpasses the middle range of and the Florida Avenue Market. values among all the corridors.

New streetcar service would provide valuable support • Median home values drop by about 50% from west to east along the corridor. in Adams Morgan, where stakeholders say that limited parking and auto capacity have constrained growth of an important link that helps local destinations and adds the restaurant/retail district along ı8th Street NW (see mobility for residents and workers across the full Metro/ “Challenges” section streetcar network. below). streetcar corridor also connects to Metrorail’s Challenges: Streetscape conditions for pedestrians need Red Line at Woodley Park, improvement, particularly along Florida Avenue. Demand for on-street parking and traffic congestion in the area are high. Construction of the streetcar line would require refinement of existing on-street parking. Neighborhood- scale approaches to parking and congestion management can offer appropriate ways to address these challenges.

Gallaudet University at Florida Avenue and 8th Street NE

Land Use Plan for the District of Columbia Streetcar System | 51 Rhode Island Avenue corridor Once served by streetcars east of 3rd Street NE, this corridor divides neatly into three segments. From Florida Avenue NW to 4th St NE, Rhode Island Avenue contains a median with landscaping and shade trees and runs through well-established residential neighborhoods. A half-mile from the Rhode Island Avenue-Brentwood 7Metro station the avenue’s character shifts to automobile- oriented commercial uses—although a new mixed-use project may signal the arrival of a new development model in this section. East of the station lower-density residential neighborhoods line the corridor, with clusters of underdeveloped, auto-oriented commercial parcels near Montana Avenue NE and at the Maryland border.

Benefits: The streetcar would provide much of the Rhode Island Avenue at 2nd corridor with its first premium transit service in Street NE decades and would strengthen the connection between Brookland, Langdon, Woodbridge, Brentwood, and other neighborhoods and the city’s core. A relatively broad right of way and moderate traffic volumes on Rhode Island mean that the streetcar could travel at higher speeds, a distinct benefit for residents and workers.

As in other corridors, isolated walkable areas would be extended along the corridor. Important opportunities for higher-value pedestrian- and transit-oriented redevelopment would be created, particularly around the station, near the commercial node at Montana Avenue NE, in the Woodbridge commercial district, and at Brentwood Shopping Center.

52 | Corridor/neighborhood analysis Adding a future spur to or an alternative terminus at Fort Lincoln and the Gateway neighborhood along South Dakota Avenue NE would open additional opportunities for development and connectivity. Section 4b examines Notable indicators these ideas in more detail. • The corridor contains considerable redevelopable land in both public and private hands, primarily east of the Metro station. Challenges: Areas dominated by auto-oriented • The concentration of public housing near the Rhode Island development today will need pedestrian and streetscape Avenue Metro station corresponds to relatively high numbers of improvements; updated zoning and design guidelines corridor households earning less than $35,000 (more than 50%) and lacking a car (more than 60%). An additional group of public and implementation procedures could help achieve these housing units sits just outside the corridor on Montana Avenue NE. goals. Due to the corridor’s relatively small number of • Overall, median household incomes and home values fall within jobs, ridership seems likely to be dominated by one-way the middle range of values for all streetcar corridors. peak travel compared to other corridors.

Auto-oriented commercial properties with transit-oriented redevelopment potential near Rhode Island and Montana avenues NE

Land Use Plan for the District of Columbia Streetcar System | 53 Woodley Park, Columbia Heights, Washington corridor Streetcars formerly ran on Calvert Street NW in Woodley Park/Adams Morgan and Hospital Center and Brookland on Michigan Avenue NE in Brookland. The west end of the corridor links to Metrorail’s Red Line at Woodley Park. The corridor’s intermediate section passes through Columbia Heights, where high- density mixed-use development has 8recently taken root around the Metro station, and through the Washington Hospital Center, a major employment center. The hospitals, the McMillan Sand Filtration site, and the Armed Forces Retirement Home possess great near- and long-term development potential for residential, biomedical and other uses. The eastern end of the corridor contains Catholic University, Trinity University, other religious and educational institutions, housing, and a light industrial area near the Brookland Metro station that has drawn redevelopment interest. The McMillan Sand Filtration site—a development opportunity Benefits: This route ties together neighborhoods and districts that have long been separated by Rock Creek, large institutional uses, and a rail corridor. It would also relieve capacity constraints on core Metrorail lines by shortening interline connections among Woodley Park, Columbia Heights and Brookland-CUA stations.

While Woodley Park offers limited development opportunities, a streetcar connection to the Metro station would play a key role in expanding access options for residents and easing capacity constraints across the full Metrorail/

54 | Corridor/neighborhood analysis west, and the Brookland/CUA Metro station could emerge as a mixed-use center offering a greater range of amenities to the corridor.

An alternate corridor could consolidate the planned track configuration into a single route through the hospital campus. See section 4b for a more detailed discussion.

Challenges: Columbia Road NW presents one of the most stringent right-of-way constraints in the entire streetcar network, with just one travel lane each way and substantial traffic. Due to congestion east of ı6th Street NW, additional routes merit consideration for streetcar operation, such as Harvard Road NW. Near the hospital campus and the Brookland-CUA Metro station, auto- oriented development dominates the corridor, which might benefit from new zoning and design guidelines to New Columbia Heights development within the one-quarter -mile streetcar corridor encourage more walkable development and streetscapes. streetcar network. It can also serve the area’s many ho- Notable indicators tels. The streetcar would give Columbia Heights’ dense • Already important as a jobs destination, the Washington Hospital population and burgeoning retail destinations important Center is expected to see significant job growth in coming decades. east-west connections on premium transit, and it would improve access to the thousands of jobs at the Washington • The Adams Morgan and Columbia Heights portions of the corridor have some of the highest population and housing-unit densities Hospital Center. That area also holds strong potential for per acre among all streetcar corridors. additional jobs in the biomedical and other sectors. • There are significant opportunities for higher-value redevelopment around the Washington Hospital Center and Brookland-CUE Metro The streetcar would expand development potential at the station, though relatively little development is planned for the near McMillan Sand Filtration and Armed Forces Retirement term. Home sites —two of the District’s largest neighborhood • Woodley Park has one of the highest median household incomes of development opportunities. Further east, Catholic any portion of the corridors in the streetcar system. The remainder University and other institutions would gain better of the corridor contains a range of median household incomes and property values, including a public housing component. connections to destinations and Metrorail lines to the

Land Use Plan for the District of Columbia Streetcar System | 55 Georgia Avenue and Takoma corridor Streetcars formerly served the four-mile stretch of Georgia Avenue NW that forms the heart of this corridor. Howard University’s campus dominates the corridor’s southern end, and extensive mixed-use development has arisen around the Georgia Avenue-Petworth Metro station, but neighborhood and 9auto-oriented retail backed by low-density residential neighborhoods define much of the rest of the corridor. At Butternut Street NW the corridor reaches Walter Reed Army Medical Center, slated to add significant mixed- use redevelopment, then turns east toward the Takoma Metro station, which offers only modest opportunities for multifamily housing or other transit-oriented development on infill sites. Georgia Avenue near Jefferson Street NW Benefits: The streetcar can transform auto-oriented portions of Georgia Avenue NW into more transit-oriented areas with higher-value development and improved access options. Streetcar service would expand the walkable area now concentrated at the Georgia Avenue-Petworth Metro station. Similarly, it would make the northern part of the Howard campus, an important employer, more accessible to the Shaw-Howard University Metro station. The streetcar would also amplify Georgia Avenue’s appeal as an office location for creative-economy industries. As households and jobs increase along the corridor in response to the streetcar, thousands of square feet of new neighborhood-oriented retail could be created. These

56 | Corridor/neighborhood analysis changes would make Georgia Avenue’s neighborhoods Notable indicators more self-sufficient in terms of jobs and services. • Median household income rises along Georgia Avenue from about $35,000 at the corridor’s southern end to about $70,000 at the Many commercial parcels hold strong potential for north, placing it in the upper-middle range of streetcar corridors infill redevelopment, like the former Curtis Chevrolet • At the southern end of the corridor, with many public housing dealership at Peabody Street NW. Such sites could residents and university students, more than 50% of households earn less than $35,000, and nearly 60% lack a car. reinforce neighborhood commercial nodes and attract employers to locations along Georgia Avenue • The corridor is expected to add a large number of households by 2030. in Brightwood, Manor Park, 16th Street Heights, and Petworth. The corridor’s marquee opportunity, however, is the Walter Reed campus, where planning has begun to introduce major redevelopment that combines commercial, government, and housing uses over a decade.

Extending the streetcar line north on Georgia Avenue to Silver Spring, instead of ending it at Takoma as now planned, would open opportunities in this part of the District. The District’s northern neighborhoods would gain much better transit access to regional job centers and housing. This could, in turn, significantly raise land value and neighborhood connections along Georgia Avenue. Shifting the route would not markedly affect Takoma, because it already has Metro service. Section 4b contains a more detailed explanation of this alternative routing.

Challenges: The biggest design challenge involves integrating the streetcar into the right of way along Georgia Avenue, a thoroughfare that currently New development on Georgia Avenue NW experiences high volumes of bus, motor vehicle, and pedestrian traffic. Areas now dominated by auto-oriented development will need pedestrian and streetscape improvements.

Land Use Plan for the District of Columbia Streetcar System | 57 Silver Spring ¾M

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Rosslyn 7TH ST 18TH ST E ST ¾M ¾M MARYLAND AVE

D ST 44TH ST 2ND ST 2ND

23RDST ¾M Court House ¾MFederal Triangle CONSTITUTION AVE capturing added value Poplar Point Benning Road through Alternate routing Downtown Anacostia ¾ M 50TH ST ¾M The Mall NORTH CAROLINA AVE EAST CAPITOL ST

8TH 8TH ST Smithsonian ST3RD RIDGE RD

4TH 4TH ST Current proposed Added opportunity through 6TH ST Added opportunity through B ST Clarendon streetcar route ¾M INDEPENDENCE AVE alternate EXPY ST 12TH routing: Poplar Point is one of alternate routing:Stadium-Armory Several strategies 17TH 17TH ST ¾ Arlington Cemetery Possible alternative L'Enfant Plaza C ST KENTUCKY AVE M path of the route ¾M the District’s ¾largestM ¾planned-developmentM ¾M and¾M could help fit streetcar service into the G W MEMORIALMetro PKY lines Federal Center SW IVY ST MINNESOTA AVE ELY PL waterfrontMAINE AVE park sites, yet conditions strongly 51ST ST Potomacconstrained Ave MLK right-of-way in downtown M Metro station discourage walking to it from the nearest Anacostia¾ in ways that benefit businesses and ¨¦§695 M TEXAS AVE FITCH ST Streetcar station Metro station, Anacostia. A future spur or loop Park/open space ¨¦§295 institutions there. These strategies include Water directly servingWaterfront-SEU Poplar Point would dramaticallyNavy Yard creating alternate traffic routes, such as Fort Dupont Park ¾ ¾M BRANCH AVE improve access toM the site by Shannon Place SE or Poplar Point; BUCKEYEEast Potomac DR Park public transit and make I-295 a creating a one-way couplet for the ROCHAMBEAU BRG Y BOWEN RD less-daunting barrier. By shifting NAYLOR RD CANAL ST streetcar using Shannon Place SE Pentagon development from auto-oriented and limited development-parcelPENNSYLVANIA AVE ¾M POTOMAC AVE ANACOSTIA FW to transit-oriented form, the area together 27TH ST with MLK; and/ GOOD HOPE R Anacostia Park spur or loop option would also D or routing streetcars through Pentagon City provide powerful supportV ST for HOWARD RD W ST OHIO DR SUITLAND PKY MORRIS RD Poplar Point between Good Hope SUITLAND RD Poplar Point to succeed as a ¾M and Howard roads instead of ¾M Poplar Point major mixed-use development on MLK. Applying one or more E Crystal City and a park/recreation of these strategies would avoid ¾M STANTON RD destination for the entire District. removing on-street25TH ST parking and K. JR. AVM

New development value created M.L. loading spaces on MLK—vital to Ronald Reagan Washington National Airport ¾M by streetcar service would likely Anacostia’s principal commercial Naylor Road justify the cost of the modest district— to create streetcar¾M stops. route extension. Congress¾ Heights MALCOLM X AVE MALABAMA AVE Suitland ¾M

SOUTH CAPITOL ST Southern Avenue ¾M

MISSISSIPPI AVE

SOUTHERN AVE WHEELER RD

OVERLOOK AVE

ATLANTIC ST

CHESAPEAKE ST Land Use Plan for the District of Columbia Streetcar System | 59 Figure 12: Transportation Constraints and Potential Alignments BASED ON: ROADWAY WIDTH, CONGESTION; WMATA PRIORITY CORRIDOR NETWORK; AND ON-STREET PARKING Proposed Streetcar Alignment ¾M Metro Stations Significant Constraint LandmarkBldg Potential Constraint Parks and Open Space Ü Restricted Parking - 2 lanes Waterbody 0 0.5 1 Restricted Parking - More than 2 lanes or under-utilized Maintenance Facility (identified by DCTF ) Miles Potential Alignment Silver Spring ¾M

WEST BEACH DR

KALMIA RD Bethesda

WISE RD Silver Spring ¾M CHESTNUT ST WEST BEACH DR ¾M

ALASKA AVE ¾M

UTAH AVE KALMIA RD Bethesda ASPEN ST

OREGONAVE PINEY BRANCH RD WISE RD

CHESTNUT ST BLAIR RD ¾Prince George's Plaza ¾M MCKINLEY ST EASTERN AVE M ALASKA AVE ¾M

Friendship Heights UTAH AVE 41ST ST41ST MILITARY RD MISSOURI AVE ¾M ASPEN ST

43RDST Rock Creek Park OREGONAVE PINEY BRANCH RD

WESTERN AVE KENNEDY ST West Hyattsville KANSAS AVE FESSENDEN ST ILLINOIS AVE RIGGS RD ¾M RIVER RD LINNEAN AVE BLAIR RD Prince George's Plaza COLORADO AVE 5THST GALLOWAY ST GALLATIN ST ¾ MCKINLEY ST EASTERN AVE M ¾MFort Totten NEBRASKA AVE NEW HAMPSHIRE AVE Fort Totten Friendship Heights SARGENT RD

Tenleytown-AU ST41ST Park ¾ CONNECTICUT AVE M IOWA AVE MILITARY RD ALBEMARLE ST MISSOURI AVE 46TH 46TH ST ¾M JOHN MCCORMACKBUCHANAN RD ST BLAGDEN AVE 43RDST BATES RD Rock Creek Park Van Ness-UDC 16TH ST WEBSTER ST HAWAII AVE RENO RD WESTERN AVE KENNEDY ST West Hyattsville VAN NESS ST ¾ KANSAS AVE M FORT DR UPSHURFESSENDEN ST ST ILLINOIS AVE RIGGS RD ¾M TILDEN ST RIVER RD LINNEAN AVE TAYLOR ST COLORADO AVE

5THST HAREWOOD RD GALLOWAY ST GALLATIN ST ¾Fort Totten

14TH 14TH ST M NEBRASKA AVE RANDOLPH ST NEW HAMPSHIRE AVE PORTER ST SPRING RD ¾ Fort Totten M WARDER ST SARGENT RD Tenleytown-AU Park Cleveland Park ¾M CONNECTICUT AVE SOUTH DAKOTA AVE ALBEMARLE ST IOWA AVE MASSACHUSETTS AVE ¾M 46TH ST

OTIS PL PL PARK Brookland-CUA MACOMB ST ADAMS MILL RD JOHN MCCORMACKBUCHANAN RD ST ¾M MONROE ST BLAGDEN AVE BATES RD PARK RD Van Ness-UDC 16TH ST SHERMAN AVE WEBSTER ST HAWAII AVE 12THST GEORGIA AVE RENO RD CATHEDRAL AVE VAN NESS ST ¾M 34TH 34TH ST KENYON ST FORT DR UPSHUR ST CLEVELAND AVE IRVING ST FOXHALL RD TILDEN ST TAYLOR ST

¾M HAREWOOD RD

13TH 13TH ST MICHIGAN AVE

14TH 14TH ST FRANKLIN ST VISTA ST RANDOLPH ST TUNLAW RD ¾M PORTER ST SPRING RD ¾ MONTANA AVE M WARDER ST EUCLID ST CALVERT ST COLUMBIA RD Cleveland Park SOUTH DAKOTA AVE MASSACHUSETTS AVE ¾M

OTIS PL PL PARK Brookland-CUA LINCOLN RD MACOMB¾M ST ADAMS MILL RD BRYANT ST ¾M MONROE ST 37THST Rock Creek Park PARK RD

SHERMAN AVE

12THST GEORGIA AVE CATHEDRAL AVE WATERSIDE DR 34TH ST KENYON ST U ST ¾ RHODE ISLAND AVE BRENTWOOD RD M CLEVELAND AVE IRVING ST FOXHALL RD T ST

U Street/African-Amer Civil War Memorial/Cardozo ST 1ST WISCONSIN AVE Shaw-Howard U ¾M BLADENSBURG RD VERMONT AVE

13TH 13TH ST MICHIGAN AVE RESERVOIR RD ¾M FRANKLIN ST R ST NEW JERSEY AVE VISTA ST TUNLAW RD ¾M MONTANA AVE 9TH 9TH ST PENN ST Dupont Circle Q ST CALVERT ST EUCLID ST FLORIDA AVE COLUMBIA RD

P ST ¾M ST 11TH 15TH 15TH ST LINCOLN RD ¾ ¾M 35TH ST 35TH WEST VIRGINIA AVE BRYANT ST M N ST 37THST BuzzardRock Creek Park Point Southwest Waterfront capturing added value ¾M Deanwood 33RD ST 33RD ¾ KENILWORTH AVE throughM ST Alternate routing M WHITEHURST FWY Farragut North Added opportunity throughWATERSIDE DR CapturingAnacostiaU ST added value through L ST Current proposed ¾M RHODE ISLAND AVE BRENTWOOD RD ¨¦§66 Park ¾M streetcar route TRINIDAD AVE T ST SHERIFF RD K ST alternate routing: Adding BuzzardU Street/African-Amer Point Civil Waralternate Memorial/Cardozo routing: RelocatingST 1ST the streetcar

WISCONSIN AVE Shaw-Howard U 49TH ST

Possible alternative 395 NORTHCAPITOL ST BLADENSBURG RD ¾ I ST ¾ ¨¦§ VERMONT AVE VIRGINIA AVE24TH ST M path ofM the route access along 1st Street SE and Potomac from Maine Avenue¾ SW to Water Street SW

¾ 20TH ST M M ST21ST RESERVOIR RD H ST 22NDST R ST NEW JERSEY AVE Gallery Pl-Chinatown BENNING RD Minnesota Ave 19TH 19TH ST Metro linesNEW YORK AVE Union Station 9TH 9TH ST ¾ Avenue SE/SW would expand streetcar would improve access to the largeM mixed-use PENN ST G ST ¾M ¾M Dupont Circle Q ST F ST accessJudiciary to Square Nationals¾M Park and to development development proposed for Water Street,FLORIDA as well AVE

7TH 7TH ST Rosslyn ST 11TH 18TH ST P ST ¾ M Metro station E ST M ¾ 15TH ST ¾M Streetcar station M MARYLAND AVE ¾

planned along Half ST 35TH and 1st streets SE. It would as to public waterfront areas, with negligible WEST VIRGINIA AVE M

D ST 44TH ST Park/open space N ST

2ND ST 2ND ¾M Deanwood 33RD ST 33RD 23RDST ¾M also connect future development in Buzzard impact on route length.¾M KENILWORTH AVE Court House Water ¾MFederal Triangle M ST CONSTITUTIONWHITEHURST AVE FWY Farragut North Benning Road Anacostia Point to the stores and restaurants near the L ST 66 ¾ Park ¨¦§ M 50TH ST ¾ TRINIDAD AVE SHERIFF RD ¾M The Mall NORTH CAROLINA AVE MK ST EAST CAPITOL ST 49TH 49TH ST stadium. This route could serve 8TH ST as the sole Capturing added value through Smithsonian ST3RD RIDGE RD

4TH 4TH ST 395 NORTHCAPITOL ST 6TH 6TH ST ¾ I ST ¾ ¨¦§B ST Clarendon VIRGINIA AVE24TH ST M M

¾ access¾ to 20TH ST alternate phasing: The Southwest

M INDEPENDENCE AVE M ST21ST H ST 12TH ST EXPY ST 12TH 22NDST Stadium-Armory Gallery Pl-Chinatown BENNING RD Minnesota Ave

19TH 19TH ST NEW YORK AVE

17TH 17TH ST ¾ KENTUCKY AVE M Union Station ¾M Arlington Cemetery L'Enfant Plaza C ST Buzzard GP ointST Waterfront ¾developmentM ¾M project appears likely ¾M ¾M ¾M ¾M ¾M F ST Judiciary Square¾M G W MEMORIAL PKY Rosslyn M 7TH ST Federal Center SW IVY ST or it could 18TH ST to start before Phase 3MINNESOTA streetcar AVE ELY PL construction E ST 51ST ST MAINE AVE ¾M ¾M MARYLAND AVE Potomac Ave

supplement a begins for this segment. The projectD STwould 44TH ST 2ND ST 2ND

¾23RDST §695 M ¾M TEXAS AVE FITCH ST Court House ¨¦ second route benefit from¾M Federalcoordinated Triangle inauguration of CONSTITUTION AVE ¨¦§295 along 1st, streetcar service east to Nationals Stadium-Navy ¾Benning Road

DST Navy Yard Fort Dupont Park M 50TH ST Waterfront-SEU T EXPY ¾M The Mall NORTH CAROLINA AVE EAST CAPITOL ST

8TH 8TH ST

3R Canal, and 2nd SmithsonianBRANCH AVE Yard Metro RIDGE RD M M 4TH ST ¾M ¾M 6TH ST B ST

SE M BUCKEYEEast PotomacClarendon DR Park ¾M INDEPENDENCE AVE

streets SW, S 12TH and north to

ST Stadium-Armory

17TH 17TH ST ¾M ROCHAMBEAU BRG Arlington Cemetery L'Enfant Plaza C ST KENTUCKY AVE 1ST if justified by L’Enfant Plaza M ¾M ¾ BOWEN RD VE NAYLOR RD ¾ M M CANAL ST ¾M M ¾M c A G W MEMORIAL PKY Federal Center SW MINNESOTA AVE

W Buzzard Point or,IVY preferably, ST ELY PL Pentagon 51ST ST S MAINE AVEPENNSYLVANIA AVE T ANACOSTIA FWY Potomac Ave ¾M S POTOMACPOTOMA AVE development to the National

27TH 27TH ST 695 ¾M 2ND ¨¦§ TEXAS AVE FITCH ST GOOD HOPE RD Buzzard Anacostia Parkvalue. In Mall and Point ¨¦§295 either case, downtown. V ST HOWARD W ST Waterfront-SEU Navy Yard Fort Dupont Park Pentagon City OHIO DR SUITLAND P routesMORRIS RD and ¾M These ¾ BRANCH AVE ¾M SUITLANDM RD M M RD BUCKEYEEast Potomac DR Park ¾M KY operations connections ROCHAMBEAU BRG should would improve BOWEN RD Crystal City NAYLOR RD STANTON RD CANAL ST ¾M conveniently connect Buzzard Point toPentagon both access, PENNSYLVANIA AVE ¾M 25TH ST POTOMAC AVE ANACOSTIA FWY downtown and the former St. Elizabeth’s site. particularly for visitors, an important 27TH ST GOOD HOPE RD Ronald Reagan Washington National Airport target market for planned hotel, retail, and Anacostia Park ¾M Naylor Road entertainment uses. V ST HOWARD RD W ST Pentagon City OHIO DR SUITLAND PKY ¾M MORRIS RD ¾M SUITLAND RD ¾M

Congress HeightsCrystal City ¾ STANTON RD MALCOLM X AVE MALABAMA¾M AVE Suitland

25TH ST 60 | Corridor/neighborhood analysis ¾M

SOUTH CAPITOL ST Ronald ReaganSouthern Washington Avenue National Airport ¾M ¾M Naylor Road MISSISSIPPI AVE ¾M

SOUTHERN AVE WHEELER RD Congress Heights OVERLOOK AVE ¾ MALCOLM X AVE MALABAMA AVE Suitland ATLANTIC ST ¾M

SOUTH CAPITOL ST Southern Avenue CHESAPEAKE ST ¾M

MISSISSIPPI AVE

Figure 12: Transportation Constraints and Potential Alignments SOUTHERN AVE WHEELER RD BASED ON: ROADWAY WIDTH, CONGESTION; WMATA PRIORITY CORRIDOR NETWORK; AND ON-STREET PARKING Proposed Streetcar Alignment ¾M Metro Stations OVERLOOK AVE ATLANTIC ST Significant Constraint LandmarkBldg CHESAPEAKE ST Potential Constraint Parks and Open Space Ü Restricted Parking - 2 lanes Waterbody Figure 12: Transportation Constraints0 0.5 1 and Potential Alignments Restricted Parking - More than 2 lanes or under-utilized Maintenance Facility (identified by DCTF ) BASED ON: ROADWAY WIDTH, CONGESTION; WMATA PRIORITYMiles CORRIDOR NETWORK; AND ON-STREET PARKING Potential Alignment Proposed Streetcar Alignment ¾M Metro Stations Significant Constraint LandmarkBldg Potential Constraint Parks and Open Space Ü Restricted Parking - 2 lanes Waterbody 0 0.5 1 Restricted Parking - More than 2 lanes or under-utilized Maintenance Facility (identified by DCTF ) Miles Potential Alignment Silver Spring ¾M

WEST BEACH DR

KALMIA RD Bethesda Silver Spring ¾M

WEST BEACH DR WISE RD

CHESTNUT ST ¾M

KALMIA RD Bethesda ALASKA AVE ¾M

UTAH AVE

WISE RD ASPEN ST

OREGONAVE CHESTNUT ST PINEY BRANCH RD ¾M ALASKA AVE ¾M BLAIR RD ¾Prince George's Plaza UTAH AVE MCKINLEY ST EASTERN AVE M

ASPEN ST Friendship Heights

41ST ST41ST OREGONAVE MILITARY RD PINEY BRANCH RD MISSOURI AVE ¾M 43RDST Rock Creek Park

BLAIR RD Prince George's Plaza WESTERN AVE KENNEDY ST West Hyattsville KANSAS AVE ¾ MCKINLEY ST EASTERN AVE M FESSENDEN ST ILLINOIS AVE RIGGS RD ¾M RIVER RD LINNEAN AVE COLORADO AVE

Friendship Heights 5THST GALLOWAY ST GALLATIN ST 41ST ST41ST MILITARY RD ¾MFort Totten NEBRASKA AVE MISSOURI AVE NEW HAMPSHIRE AVE Fort Totten ¾M SARGENT RD 43RDST Tenleytown-AU Park Rock Creek Park ¾M CONNECTICUT AVE ALBEMARLE ST IOWA AVE 46TH 46TH ST WESTERN AVE KENNEDY ST West Hyattsville JOHN MCCORMACKBUCHANAN RD ST KANSAS AVE BLAGDEN AVE ILLINOIS AVE BATES RD FESSENDEN ST Van Ness-UDC RIGGS RD 16TH ST ¾M RIVER RD LINNEAN AVE WEBSTER ST HAWAII AVE COLORADO AVE RENO RD

VAN NESS ST ¾ 5THST GALLOWAY ST M GALLATIN ST FORT DR ¾MFort Totten UPSHUR ST NEBRASKA AVE TILDEN ST NEW HAMPSHIRE AVE Fort Totten TAYLOR ST HAREWOOD RD Tenleytown-AU Park SARGENT RD ¾ CONNECTICUT AVE M IOWA AVE ALBEMARLE ST 14TH ST RANDOLPH ST 46TH 46TH ST PORTER ST SPRING RD ¾ M WARDER ST JOHN MCCORMACKBUCHANAN RD ST BLAGDEN AVE Cleveland Park BATES RD SOUTH DAKOTA AVE Van Ness-UDC 16TH ST MASSACHUSETTS AVE WEBSTER¾M ST HAWAII AVE RENO RD OTIS PL PL PARK Brookland-CUA VAN NESS ST MACOMB ST ADAMS MILL RD ¾M FORT DR ¾M UPSHUR ST PARK RD MONROE ST

SHERMAN AVE

TILDEN ST 12THST TAYLOR ST GEORGIA AVE

CATHEDRAL AVE HAREWOOD RD

34TH 34TH ST KENYON ST CLEVELAND AVE 14TH 14TH ST IRVING ST

FOXHALL RD RANDOLPH ST PORTER ST SPRING RD ¾ ¾ M WARDER ST M Cleveland Park SOUTH DAKOTA AVE

13TH 13TH ST MICHIGAN AVE FRANKLIN ST VISTA ST MASSACHUSETTS AVE ¾M TUNLAW RD ¾M OTIS PL PL PARK Brookland-CUA MONTANA AVE MACOMB ST ADAMS MILL RD CALVERT ST EUCLID ST COLUMBIA RD¾M PARK RD MONROE ST

SHERMAN AVE

12THST GEORGIA AVE CATHEDRAL AVE LINCOLN RD ¾M 34TH 34TH ST KENYON ST BRYANT ST CLEVELAND AVE IRVING ST 37THST Rock Creek Park FOXHALL RD ¾M WATERSIDE DR U ST ¾ RHODE ISLAND AVE BRENTWOOD RD 13TH 13TH ST MICHIGAN AVE M FRANKLIN ST TUNLAW RD VISTA ST T ST ¾M U Street/African-Amer Civil War Memorial/Cardozo ST 1ST WISCONSIN AVE Shaw-Howard U MONTANA AVE BLADENSBURG RD EUCLID ST VERMONT AVE CALVERT ST COLUMBIA RD RESERVOIR RD ¾M R ST NEW JERSEY AVE

LINCOLN RD Q ST¾M 9TH ST PENN ST BRYANT ST Dupont Circle 37THST Rock Creek Park FLORIDA AVE

14th Street/FP ST Street¾ MNWST 11TH 7th Street/F Street NW

15TH 15TH ST ¾ 35TH ST 35TH M WATERSIDE DR U ST WEST VIRGINIA AVE ¾M RHODE ISLAND AVE BRENTWOOD RD N ST Added opportunity through Added opportunity through ¾M Deanwood 33RD ST 33RD T ST ¾M KENILWORTH AVE

U Street/African-Amer Civil War Memorial/Cardozo ST 1ST M ST WISCONSIN AVE Shaw-Howard U alternateWHITEHURST routing: FWY Tight turning geometry alternate routing:BLADENSBURG Introducing RD a one-way VERMONT AVE Farragut North Anacostia L ST RESERVOIR RD and traffic congestion¾M at 14th§66 and F streets couplet can avoid impacts on the constrained Park NEW JERSEY¨¦ AVE R ST ¾MK ST TRINIDAD AVE SHERIFF RD 49TH 49TH ST

9TH 9TH ST PENN ST 395 NORTHCAPITOL ST Dupont Circle Q STNW both make persuasive arguments for ¾ I ST right¾ of way along 7th Street¨¦§ NW and expand

24TH ST M M VIRGINIA AVE FLORIDA AVE

¾ 20TH ST M ST21ST H ST

22NDST P ST ¾M identifying an alternateST 11TH route, such as 15th W YORK AVE Gallery Pl-Chinatownstreetcar access to BENNING RD Minnesota Ave

19TH 19TH ST NE 15TH 15TH ST Union Station ¾M G ST ¾ 35TH ST 35TH Street and Vermont Avenue to Thomas Circle. WEST¾M VIRGINIA AVE¾M a broader corridor. M N ST ¾M F ST Judiciary Square¾M Rosslyn 7TH ST Deanwood

18TH ST 33RD ST 33RD ¾M E ST KENILWORTH AVE M ST ¾ This alternate ¾M A couplet could MARYLAND AVE WHITEHURST FWY M

Farragut North AnacostiaD ST 44TH ST

66 L ST would also followPark 9th St andST 2ND ¨¦§ 23RDST TRINIDAD AVE ¾M SHERIFF RD Court¾MK House ST ¾MFederal Triangle 49TH 49TH ST

improve NORTHCAPITOL ST rail CCONSTITUTIONonstitution AVE Avenue ¾ I ST ¾M ¨¦§395 Benning Road VIRGINIA AVE24TH ST M M

¾ 20TH ST M ST21ST ¾

H ST M 50TH ST 22NDST transit access NW between F and ¾M Gallery Pl-Chinatown The Mall BENNING RD NORTHMinnesota CAROLINA Ave AVE EAST CAPITOL ST

19TH 19TH ST NEW YORK AVE

8TH 8TH ST Union Station Smithsonian ST3RD ¾ RIDGE RD 4TH 4TH ST M G ST ¾M ¾M for blocks 7th for southbound 6TH ST B ST

Clarendon F ST Judiciary Square¾M ¾M INDEPENDENCE AVE 12TH ST EXPY ST 12TH

Rosslyn 7TH ST 18TH ST Stadium-Armory E ST located further streetcars, with 17TH 17TH ST ¾ ¾M Arlington Cemetery ¾M MARYLAND AVE L'Enfant Plaza C ST KENTUCKY AVE M fromD ST Metrorail ¾M ¾M northbound¾M service 44TH ST ¾M ST 2ND M ¾M G W MEMORIAL PKY MINNESOTA AVE 23RDST ¾M Federal Center SW IVY ST ELY PL Court House ¾MFederal Triangle stations. MAINE AV using 7th to F streets 51ST ST CONSTITUTION AVE Potomac Ave Benning Road E ¾

NW. ¾ M 50TH ST ¨¦§695 M TEXAS AVE FITCH ST ¾M The Mall NORTH CAROLINA AVE EAST CAPITOL ST

8TH 8TH ST Smithsonian ST3RD RIDGE RD

4TH 4TH ST 6TH 6TH ST ¨¦§295 B ST Clarendon ¾M INDEPENDENCE AVE 12TH ST EXPY ST 12TH Waterfront-SEUStadium-Armory Navy Yard Fort Dupont Park

17TH 17TH ST ¾ M BRANCH AVE Arlington Cemetery L'Enfant Plaza C ST KENTUCKY AVE ¾M ¾M ¾M ¾M ¾M ¾M ¾M BUCKEYEEast Potomac DR Park G W MEMORIAL PKY Federal Center SW IVY ST MINNESOTA AVE ELY PL MAINE AVE 51ST ST ROCHAMBEAU BRG Potomac Ave BOWEN RD NAYLOR RD ¾ CANAL ST ¨¦§695 M TEXAS AVE FITCH ST Pentagon PENNSYLVANIA AVE ¾M ¨¦§295 POTOMAC AVE ANACOSTIA FWY

27TH 27TH ST Waterfront-SEU Navy Yard Fort Dupont Park GOOD HOPE RD ¾M ¾M BRANCH AVE Anacostia Park BUCKEYEEast Potomac DR Park V ST HOWARD RD W ST Pentagon City OHIO DR SUITLAND PKY MORRIS RD ROCHAMBEAU BRG SUITLAND RD ¾ BOWEN RD NAYLOR RD M ¾M CANAL ST Pentagon PENNSYLVANIA AVE ¾M POTOMAC AVE ANACOSTIA FWY Crystal City 27TH ST STANTON RD ¾M GOOD HOPE RD

Anacostia Park 25TH ST

V ST HOWARD RD W ST Pentagon City OHIO DR SUITLAND PKY Ronald Reagan WashingtonMORRIS RD National Airport ¾M ¾M SUITLAND RD ¾M Naylor Road ¾M Crystal City ¾M STANTON RD

25TH ST Congress Heights Land Use Plan for the District of Columbia Streetcar System | 61 MALCOLM X AVE ¾M Suitland Ronald Reagan Washington National Airport ALABAMA AVE ¾M ¾M Naylor Road

SOUTH CAPITOL ST Southern Avenue ¾M ¾M

MISSISSIPPI AVE Congress Heights SOUTHERN AVE ¾ WHEELER RD MALCOLM X AVE MALABAMA AVE Suitland ¾M OVERLOOK AVE

SOUTH CAPITOL ST Southern Avenue ¾M ATLANTIC ST

MISSISSIPPI AVE CHESAPEAKE ST

SOUTHERN AVE WHEELER RD

Figure 12: TransportationOVERLOOK AVE Constraints and Potential Alignments

BASED ON: ROADWAY WIDTH, CONGESTION;ATLANTIC WMATA ST PRIORITY CORRIDOR NETWORK; AND ON-STREET PARKING Proposed Streetcar Alignment ¾M Metro Stations CHESAPEAKE ST Significant Constraint LandmarkBldg Figure 12: TransportationPotential Constraints Constraint and PotentialParks and Alignments Open Space Ü BASED ON: ROADWAY WIDTH, CONGESTION; WMATARestricted PRIORITY Parking - 2 CORRIDORlanes NETWORK; AND ON-STREETWaterbody PARKING 0 0.5 1 Proposed Streetcar Alignment ¾M Metro Stations Restricted Parking - More than 2 lanes or under-utilized Maintenance Facility (identified by DCTF ) Miles Significant Constraint Potential AlignmentLandmarkBldg Potential Constraint Parks and Open Space Ü Restricted Parking - 2 lanes Waterbody 0 0.5 1 Restricted Parking - More than 2 lanes or under-utilized Maintenance Facility (identified by DCTF ) Miles Potential Alignment Silver Spring ¾M

WEST BEACH DR

KALMIA RD Bethesda

WISE RD

CHESTNUT ST ¾M

ALASKA AVE ¾M

UTAH AVE

ASPEN ST

OREGONAVE PINEY BRANCH RD

BLAIR RD ¾Prince George's Plaza MCKINLEY ST EASTERN AVE M

Friendship Heights 41ST ST41ST MILITARY RD MISSOURI AVE ¾M 43RDST Rock Creek Park

WESTERN AVE KENNEDY ST West Hyattsville KANSAS AVE FESSENDEN ST ILLINOIS AVE RIGGS RD ¾M RIVER RD LINNEAN AVE COLORADO AVE

5THST GALLOWAY ST GALLATIN ST ¾MFort Totten NEBRASKA AVE NEW HAMPSHIRE AVE Fort Totten Tenleytown-AU Park SARGENT RD ¾M CONNECTICUT AVE ALBEMARLE ST IOWA AVE 46TH 46TH ST JOHN MCCORMACKBUCHANAN RD ST capturing added value BLAGDEN AVE BATES RD Van Ness-UDC Washington 16TH ST Hospital Center through Alternate routing WEBSTER ST HAWAII AVE RENO RD VAN NESS ST Added¾ opportunity through alternate routing: Eliminating Current proposed M FORT DR streetcar route UPSHUR ST the route splitTILDEN planned ST on Irving Street/Michigan Avenue NW/NE in favor of Possible alternative TAYLOR ST path of the route a single route through or along the south side of the hospital campus would HAREWOOD RD

14TH 14TH ST Metro lines RANDOLPH ST PORTERprovide ST convenient access for employees andSPRING visitors RD while¾ eliminating the M WARD Cleveland Park SOUTH DAKOTA AVE M Metro station need for about one mile of double track, a savings of $25–$40 million. The

MASSACHUSETTS AVE ARK PL ARK ¾M ER ST

Streetcar station OTIS PL P Brookland-CUA consolidatedMACOMB ST routing would remainADAMS MILL RD Park/open space ¾M PARK RD MONROE ST Water sufficiently close to the McMillan SHERMAN AVE

12THST GEORGIA AVE CATHEDRAL AVE

Sand 34TH ST Filtration site to encourage KENYON ST CLEVELAND AVE IRVING ST FOXHALL RD development there. Less ¾M VE

convenient access to the streetcar 13TH ST MICHIGAN A FRANKLIN ST VISTA ST TUNLAW RD ¾M BIA RD from the Armed Forces Retirement MONTANA AVE CALVERT ST EUCLID ST Home campus may be acceptable,COLUM

given the modest quantity and long- LINCOLN RD ¾M BRYANT ST 37THST term nature of potentialRock Creek development Park there.

WATERSIDE DR U ST ¾M RHODE ISLAND AVE BRENTWOOD RD T ST Added opportunityU Street/African-Amer through Civil alternate War Memorial/Cardozo phasing: Building thisST 1ST WISCONSIN AVE Shaw-Howard U BLADENSBURG RD segment earlier than Phase 3 could offer multiple benefits.VERMONT AVE Providing earlier RESERVOIR RD ¾M R ST NEW JERSEY AVE

streetcar access to the hospital center, a major employment 9TH ST destination, PENN ST Dupont Circle Q ST could translate into earlier demand elsewhere in the District for housing. It FLORIDA AVE P ST ¾M ST 11TH 15TH 15TH ST ¾

would ST 35TH further benefit Columbia Heights and Adams Morgan, high-density WEST VIRGINIA AVE M N ST ¾M Deanwood 33RD ST 33RD ¾ KENILWORTH AVE neighborhoods that would see significantM ST benefit from theM new service. WHITEHURST FWY Farragut North Anacostia Accelerated construction would alsoL SThelp free up critical capacity in Metro’s ¨¦§66 Park ¾MK ST TRINIDAD AVE SHERIFF RD

core by allowing inter-line connections among Woodley Park, Columbia 49TH ST ¾ I ST ¾ ¨¦§395 NORTHCAPITOL ST VIRGINIA AVE24TH ST M M

¾ 20TH ST Heights, and Brookland-MCUA stations.ST21ST The segment also offers the chance to H ST 22NDST Gallery Pl-Chinatown BENNING RD Minnesota Ave 19TH 19TH ST NEW YORK AVE Union Station ¾M add a streetcar-maintenanceG ST facility on Metrorail’s R¾Med Line¾M near Brookland- F ST Judiciary Square¾M

Rosslyn 7TH ST CUA, which could serve Phase 1 and18TH ST 2 segments along Georgia Avenue, U E ST ¾M ¾M MARYLAND AVE

Street, Florida Avenue and/or 14th Street NW. D ST 44TH ST 2ND ST 2ND

23RDST ¾M Court House ¾MFederal Triangle CONSTITUTION AVE ¾Benning Road

M 50TH ST ¾M The Mall NORTH CAROLINA AVE EAST CAPITOL ST

8TH 8TH ST Smithsonian ST3RD RIDGE RD

4TH 4TH ST

6TH 6TH ST B ST Clarendon ¾M INDEPENDENCE AVE 12TH ST EXPY ST 12TH Stadium-Armory

17TH 17TH ST ¾ Arlington Cemetery L'Enfant Plaza C ST KENTUCKY AVE M ¾M ¾M ¾M ¾M ¾M G W MEMORIAL PKY Federal Center SW IVY ST MINNESOTA AVE ELY PL MAINE AVE 51ST ST 62 | Corridor/neighborhood analysis Potomac Ave¾ ¨¦§695 M TEXAS AVE FITCH ST ¨¦§295 Waterfront-SEU Navy Yard Fort Dupont Park

¾M ¾M BRANCH AVE BUCKEYEEast Potomac DR Park

ROCHAMBEAU BRG BOWEN RD NAYLOR RD CANAL ST Pentagon PENNSYLVANIA AVE ¾M POTOMAC AVE ANACOSTIA FWY

27TH 27TH ST GOOD HOPE RD Anacostia Park

V ST HOWARD RD W ST Pentagon City OHIO DR SUITLAND PKY MORRIS RD ¾M SUITLAND RD ¾M

Crystal City ¾M STANTON RD

25TH ST

Ronald Reagan Washington National Airport ¾M Naylor Road ¾M

Congress¾ Heights MALCOLM X AVE MALABAMA AVE Suitland ¾M

SOUTH CAPITOL ST Southern Avenue ¾M

MISSISSIPPI AVE

SOUTHERN AVE WHEELER RD

OVERLOOK AVE

ATLANTIC ST

WEST BEACH DR

KALMIA RD Bethesda

WISE RD

CHESTNUT ST ¾M

ALASKA AVE ¾M

UTAH AVE

ASPEN ST

OREGONAVE PINEY BRANCH RD

BLAIR RD Prince George's Plaza Silver Spring ¾M MCKINLEY ST ¾M EASTERN AVE

Friendship Heights WEST BEACH DR 41ST ST41ST MILITARY RD MISSOURI AVE ¾M 43RDST Rock Creek Park

KALMIA RD Bethesda WESTERN AVE KENNEDY ST West Hyattsville KANSAS AVE FESSENDEN ST ILLINOIS AVE RIGGS RD ¾M RIVER RD LINNEAN AVE COLORADO AVE

WISE RD 5THST GALLOWAY ST GALLATIN ST ¾MFort Totten NEBRASKA AVE CHESTNUT ST NEW HAMPSHIRE AVE Fort Totten Tenleytown-AU Park SARGENT RD ¾M CONNECTICUT AVE ¾M ALBEMARLE ST IOWA AVE 46TH 46TH ST ALASKA AVE ¾M JOHN MCCORMACKBUCHANAN RD ST BLAGDEN AVE BATES RD UTAH AVE Van Ness-UDC 16TH ST WEBSTER ST HAWAII AVE RENO RD VAN NESS ST ¾M ASPEN ST FORT DR UPSHUR ST OREGONAVE TILDEN ST PINEY BRANCH RD TAYLOR ST

HAREWOOD RD

14TH 14TH ST RANDOLPH ST PORTER ST BLAIR RD SPRING RD ¾ M WARD Prince George's Plaza Cleveland Park ¾ SOUTH DAKOTA AVE MCKINLEY ST EASTERN AVE Columbia Road NWM

MASSACHUSETTS AVE ARK PL ARK ¾M ER ST

OTIS PL P Brookland-CUA MACOMB ST ADAMS M Added opportunity¾ Mthrough Friendship Heights PARK RD MONROE ST

41ST ST41ST SHERMAN AVE

12THST MILITARY RD GEORGIA AVE alternate routing: Due to congestion MISSOURI AVE N ST CATHEDRAL AVE ILL RD 34TH 34TH ST KENYO ¾M and one-way travel on Columbia Road capturing added value 43RDST CLEVELAND AVE Rock Creek Park IRVING ST through Alternate routing FOXHALL RD ¾M east of 16th Street NW, additional routes WESTERN AVE KENNEDY ST West Hyattsville Current proposed

13TH 13TH ST MICHIGAN AVE KANSAS AVE in the area, such as Harvard Street, streetcar route ILLINOIS AVE RIGGS RD FRANKLIN ST VISTA ST FESSENDEN ST TUNLAW RD ¾M ¾M RIVER RD LINNEAN AVE MONTANA AVE Possible alternative COLORADO AVE should be considered for streetcar CALVERT EUCLID ST 5THST ST COLUMBIA RD GALLOWAY ST path of the route GALLATIN operation.ST This could also reduce impacts ¾MFort Totten Metro lines NEBRASKA AVE NEW HAMPSHIRE AVE LINCOLN RD ¾M Fort Totten BRYANT STon neighborhood parking, and spread SARGENT RD Tenleytown-AU 37THST Rock Creek Park Park ¾ CONNECTICUT AVE M Metro station M IOWA AVE ALBEMARLE ST streetcar benefits across a broader Streetcar station 46TH 46TH ST WATERSIDE DR U ST ¾MJOHN MCCORMACKBUCHANAN RD ST corridorRHODE. ISLAND AVE BRENTWOOD RD Park/open space BLAGDEN AVE BATES RD ONT AVE Water 16TH 16TH ST T ST

Van Ness-UDC U Street/African-Amer Civil War Memorial/Cardozo ST 1ST HAWAII AVE WISCONSIN AVE WEBSTER ST Shaw-Howard U RENO RD BLADENSBURG RD VAN NESS ST ¾ VERM M RESERVOIR RD FORT DR ¾M UPSHUR ST R ST NEW JERSEY AVE Fort Lincoln TILDEN ST 9TH ST PENN ST Dupont Circle Q ST TAYLOR ST HAREWOOD RD FLORIDA AVE

P ST ¾M ST 11TH 14TH 14TH ST Capturing added value through 15TH 15TH ST RANDOLPH ST ¾ PORTER ST ST 35TH SPRING RD ¾ WEST VIRGINIA AVE M M WARDER ST N ST ¾ alternate routing: This route along South MSOUT Deanwood Cleveland Park ST 33RD ¾M Mt. KENILWORTH AVE M ST mar Dakota Avenue NE to a terminus at Fort Lincoln MASSACHUSETTS AVE ¾M WHITEHURST FWY Rainier OTIS PL PL PARK Farragut North Brookland-CUA H DAKOTA AVE Anacostia MACOMB ST ADAMS MILL RD L ST y ¨¦§66 ¾M land would reach Parklarge parcels of underdeveloped ¾ MONROE ST TRINIDAD AVE SHERIFF RD PARK RD MK ST RHODE ISLAND AVE SHERMAN AVE 49TH 49TH ST

12THST GEORGIA AVE ¾ I ST ¾ ¨¦§395 NORTHCAPITOL ST land that the District’s Comprehensive Plan has CATHEDRAL AVE VIRGINIA AVE24TH ST M M

34TH 34TH ST KENYON ST

¾ 20TH ST M ST21ST H ST 22NDST designated for high-density housing and large- CLEVELAND AVE IRVING ST Gallery Pl-Chinatown BENNING RD Minnesota Ave 19TH 19TH ST NEW YORK AVE Union Station FOXHALL RD ¾M ¾M G ST ¾M ¾M scale retail. Fort Lincoln could provide a more F ST Judiciary Square¾M

Rosslyn 7TH ST

18TH ST

13TH 13TH ST MICHIGAN AVE FRANKLINE ST ST ¾ compelling terminus for the Rhode Island Avenue ¾ M VISTAMARYLAND ST AVE TUNLAW RD ¾M M Fort

D ST 44TH ST MONTANA AVE Lincoln segment than Mount Rainier. Given its lower-density CALVERT ST EUCLID ST ST 2ND COLUMBIA RD 23RDST ¾M Court House ¾MFederal Triangle development patterns and significant grades,F ort CONSTITUTION AVE Benning Road LINCOLN RD ¾M ¾ BRYANT ST Lincoln itself offers only modest opportunity for M 50TH ST 37THST ¾M Rock Creek Park The Mall NORTH CAROLINA AVE EAST CAPITOL ST

8TH 8TH ST Smithsonian ST3RD RIDGE RD

4TH 4TH ST 6TH 6TH ST streetcar-related redevelopment, butB ST industrial Clarendon ¾ BURG RD WATERSIDE DR M INDEPENDENCE AVE

U ST EXPY ST 12TH ¾M RHODE ISLAND AVE BRENTWOOD RD parcelsStadium-Armory along South Dakota Avenue hold very

17TH 17TH ST ¾ Arlington Cemetery T ST L'Enfant Plaza C ST KENTUCKY AVE M

U Street/African-Amer Civil War Memorial/Cardozo ST 1ST WISCONSIN AVE Shaw-Howard U strong potential. This alternative also offers the opportunity to create a ¾ ¾M ¾M BLADENS ¾M VERMONT AVE M ¾M G W MEMORIAL PKY Federal Center SW IVY ST MINNESOTA AVE ELY PL RESERVOIR RD ¾M 51ST ST R ST NEW JERSEY AVE MAINE AVE streetcar-service facility. Potomac Ave

9TH 9TH ST PENN ST Dupont Circle Q ST ¾ FLORIDA AVE ¨¦§695 M TEXAS AVE FITCH ST

P ST ¾M ST 11TH 15TH 15TH ST ¨¦§295 ¾

35TH ST 35TH WEST VIRGINIA AVE M N ST Waterfront-SEU Navy Yard Fort Dupont Park ¾M Deanwood 33RD ST 33RD ¾ KENILWORTH AVEBRANCH AVE M ST M ¾M ¾M WHITEHURST FWY Farragut North BUCKEYEEast Potomac DR Park Anacostia L ST ¨¦§66 Park ¾MK ST ROCHAMBEAU BRG TRINIDAD AVE SHERIFF RD Land Use Plan for the District of 49TH ST Columbia Streetcar System |BOWEN 63 RD I ST 395 NORTHCAPITOL ST NAYLOR RD ¾ ¾ ¨¦§ CANAL ST VIRGINIA AVE24TH ST M M

¾ 20TH ST M ST21ST Pentagon H ST PENNSYLVANIA AVE 22NDST Gallery Pl-Chinatown BENNING RD ANACOSTIA FWY Minnesota Ave 19TH 19TH ST NEW YORK¾M AVE Union Station POTOMAC AVE ¾M G ST ¾M ¾M ¾ 27TH ST F ST Judiciary SquareM GOOD HOPE RD

Rosslyn 7TH ST 18TH ST Anacostia Park E ST ¾M ¾M MARYLAND AVE

D ST 44TH ST Pentagon City V ST HOWARD RD W ST

2ND ST 2ND OHIO DR SUITLAND PKY MORRIS RD 23RDST ¾M Court House ¾MFederal Triangle SUITLAND RD CONSTITUTION AVE ¾M ¾M ¾Benning Road

M 50TH ST ¾M The Mall NORTH CAROLINA AVE EAST CAPITOL ST

8TH 8TH ST Smithsonian ST3RD RIDGE RD

4TH 4TH ST

Crystal City 6TH ST B ST STANTON RD Clarendon ¾M INDEPENDENCE AVE 12TH ST EXPY ST 12TH ¾M Stadium-Armory

25TH ST

17TH 17TH ST ¾ Arlington Cemetery L'Enfant Plaza C ST KENTUCKY AVE M ¾M ¾M ¾M ¾M ¾M G W MEMORIAL PKY Federal CenterRonald SW ReaganIVY WashingtonST National Airport MINNESOTA AVE ELY PL MAINE AVE ¾M 51ST ST Potomac Ave¾ Naylor Road ¨¦§695 M TEXAS AVE ¾MFITCH ST ¨¦§295 Waterfront-SEU Navy Yard Fort Dupont Park

¾M ¾M Congress BRANCHHeights AVE BUCKEYEEast Potomac DR Park ¾ MALCOLM X AVE MALABAMA AVE Suitland

ROCHAMBEAU BRG ¾M BOWEN RD NAYLOR RD CANAL ST SOUTH CAPITOL ST Southern Avenue Pentagon PENNSYLVANIA AVE ¾M ¾M POTOMAC AVE ANACOSTIA FWY 27TH 27TH ST MISSISSIPPI AVE GOOD HOPE RD Anacostia Park SOUTHERN AVE WHEELER RD V ST HOWARD RD W ST Pentagon City OHIO DR SUITLAND PKY MORRIS RD SUITLAND RD ¾M OVERLOOK AVE ¾M ATLANTIC ST Crystal City STANTON RD ¾M CHESAPEAKE ST

25TH ST

Ronald Reagan Washington National Airport Figure ¾M12: Transportation Constraints and Potential Alignments Naylor Road BASED ON: ROADWAY WIDTH, CONGESTION; WMATA PRIORITY CORRIDOR NETWORK; AND ON-STREET¾M PARKING Proposed Streetcar Alignment ¾M Metro Stations

Significant Constraint LandmarkBldgCongress Heights ¾M Potential Constraint MALCOLMParks X AVE and Open SpaceALABAMA AVE SuitlandÜ ¾M

Restricted Parking - 2 lanes SOUTH CAPITOL ST Waterbody Southern Avenue ¾M 0 0.5 1 Restricted Parking - More than 2 lanes or under-utilized Maintenance Facility (identified by DCTF ) MISSISSIPPI AVE Miles

Potential Alignment SOUTHERN AVE WHEELER RD

OVERLOOK AVE

ATLANTIC ST

WEST BEACH DR

KALMIA RD Bethesda

WISE RD

CHESTNUT ST ¾M

ALASKA AVE ¾M

UTAH AVE

ASPEN ST

OREGONAVE PINEY BRANCH RD

BLAIR RD ¾Prince George's Plaza MCKINLEY ST EASTERN AVE M

Friendship Heights

41ST ST41ST

ST MILITARY RD MISSOURI AVE Silver Spring ¾MM 43RD Rock Creek Park Capturing added value through alternate routing: A major employment WESTERN AVE KENNEDY ST West Hyattsville KANSAS AVE andSilver residential Spring center, Silver Spring makes a more compelling origin and destination for FESSENDEN ST ILLINOIS AVE RIGGS RD ¾M RIVE LINNEA COLORADO AVE ¾M Silver Spring streetcar trips than Takoma Park. Terminating the Georgia M R RD 5THST GALLOWAY ST N AVE GALLATIN ST WEST BEACH DR Avenue NW segment at Takoma requires riders to transfer ¾MFort Totten mar NEBRASKA AVE NEW HAMPSHIRE AVE Fort Totten y to the Metrorail’s Red Line to travel on to Silver Spring. SARGENT RD land Tenleytown-AU Park ¾M CONNECTICUT AVE Adding Silver Spring expands opportunities to increase ALBEMARLE ST IOWA AVE 46TH 46TH ST JOHN MCCORMACKBUCHANAN RD ST KALMIA RD housing and commercial values and attract neighborhood- BLAGDEN AVE BATES RD Bethesda Van Ness-UDC 16TH ST WEBSTER ST HAWAII AVE oriented infill development along GeorgiaA venue. The RENO RD VAN NESS ST ¾M M FORT DR WISE RD route also creates synergies between Silver Spring and the UPSHUR ST TILDEN ST TAYLOR ST CHESTNUT ST mixed-use redevelopment planned at Walter Reed Medical HAREWOOD RD

Center. Finally, the streetcar could make a direct connection ¾M 14TH ST RANDOLPH ST PORTER ST SPRING RD ¾ to MARC’s Brunswick Line at Silver Spring, linking Walter M WARDER ST ALASKA AVE Cleveland Park SOUTH DAKOTA AVE Walter ¾M Takoma Reed Army Reed and the rest of the Georgia Avenue corridor to MASSACHUSETTS AVE ¾ UTAH AVE M

OTIS PL PL PARK Brookland-CUA Medical MACOMB ST ADAMS MILL RD Center ¾M counties northwest of the District. These benefits could well PARK RD MONROE ST

ASPEN ST SHERMAN AVE

12THST GEORGIA AVE

OREGONAVE justify the costs of the 1.5- to 2-mile extension, which would PINEY BRANCH RD CATHEDRAL AVE 34TH 34TH ST KENYON ST require funding from the State of Maryland. CLEVELAND IRVING ST FOXHALL RD ¾M

BLAIR RD

Prince George's Plaza 13TH ST MICHIGAN AVE AVE FRANKLIN ST VISTA ST ¾ TUNLAW RD ¾ EASTERN AVE M M MCKINLEY ST capturing added value Wisconsin Avenue NW MONTANA AVE through Alternate routing EUCLID ST CALVERT ST COLUMBIA RD Friendship Heights Current proposed

41ST ST41ST MILITARY RD streetcar route Capturing added value through alternate LINCOLN RD ¾M MISSOURI AVE BRYANT ST ¾M Possible alternative routing: This proposed route would run from K Street NW 37THST Rock Creek Park

43RDST path of the route Rock Creek Park to the Friendship Heights Metro station, with a potential spur WATERSIDE DR U ST Metro lines ¾M RHODE ISLAND AVE BRENTWOOD RD WESTERN AVE KENNEDY ST West Hyattsville KANSAS AVE along Reservoir Road NW to Georgetown University and T ST U Street/African-Amer Civil War Memorial/Cardozo ST 1ST ILLINOIS AVE RIGGS RD WISCONSIN AVE Shaw-Howard U FESSENDEN ST M Metro station ¾M BLADENSBURG RD RIVER RD LINNEAN AVE its hospital. The strongest case for streetcar service along VERMONT AVE COLORADO AVE Streetcar station RESERVOIR RD ¾M NEW JERSEY AVE 5THST R ST Park/open space this corridorGALLOWAY STis theGALLATIN connection ST it would provide to existing ¾MFort Totten Q ST 9TH ST PENN ST NEBRASKA AVE Water NEW HAMPSHIRE AVE Dupont Circle FLORIDA AVE jobsFort Totten and the addition of Georgetown University to the city’s SARGENT RD Georgetown P ST ¾ ST 11TH Park M

Tenleytown-AU 15TH ST ¾ CONNECTICUT AVE University

M IOWA AVE transit network. Job growth will not match the system’s top ¾ 35TH ST 35TH M ALBEMARLE ST N ST WEST VIRGINIA AVE 46TH 46TH ST ¾M Deanwood corridorsJOHN but MCCORMACKBUCHANAN RDprojected ST job growth and population density ST 33RD ¾M KENILWORTH AVE BLAGDEN AVE BATES RD M ST Van Ness-UDC 16TH ST WHITEHURST FWY are comparableHAWAII AVE to Rhode Island Avenue. Benefits do not Farragut North Anacostia WEBSTER ST L ST RENO RD ¨¦§66 Park VAN NESS ST ¾ ¾M TRINIDAD AVE SHERIFF RD M FORTnow DR appear as strong as those in some other corridors and K ST 49TH 49TH ST UPSHUR ST ¾ I ST ¾ ¨¦§395 NORTHCAPITOL ST

24TH ST M M TILDEN ST alternate routes.TAYLOR ST VIRGINIA AVE

¾ 20TH ST M ST21ST H ST

22NDST HAREWOOD RD Gallery Pl-Chinatown BENNING RD Minnesota Ave 19TH 19TH ST NEW YORK AVE Union Station ¾M 14TH 14TH ST G ST ¾ ¾ RANDOLPH ST M M ¾M PORTER ST SPRING RD F ST Judiciary Square Rosslyn 7TH ST ¾ 18TH ST M WARDER ST E ST Cleveland Park SOUTH DAKOTA AVE ¾M ¾M MARYLAND AVE 64 | strategies and tools for optimizing land use impacts

D ST 44TH ST MASSACHUSETTS AVE

¾M ST 2ND

OTIS PL PL PARK Brookland-CUA MACOMB ST ADAMS MILL RD 23RDST ¾Federal Triangle¾M ¾M MONROE ST Court House M PARK RD CONSTITUTION AVE Benning Road SHERMAN AVE

12THST GEORGIA AVE ¾

M 50TH ST CATHEDRAL AVE ¾ The Mall 34TH 34TH ST KENYON ST M NORTH CAROLINA AVE EAST CAPITOL ST

8TH 8TH ST Smithsonian ST3RD RIDGE RD

4TH 4TH ST

CLEVELAND AVE IRVING ST 6TH ST B ST FOXHALL RD Clarendon ¾M INDEPENDENCE AVE ¾M EXPY ST 12TH Stadium-Armory

17TH 17TH ST ¾ L'Enfant Plaza C ST KENTUCKY AVE M 13TH 13TH ST MICHIGAN AVE Arlington Cemetery FRANKLIN ST VISTA ST TUNLAW RD ¾M ¾M ¾M ¾M ¾M ¾M MONTANA AVE G W MEMORIAL PKY Federal Center SW IVY ST MINNESOTA AVE ELY PL EUCLID ST 51ST ST CALVERT ST MAINE AVE COLUMBIA RD Potomac Ave 695 ¾ LINCOLN RD ¾M ¨¦§ M TEXAS AVE FITCH ST BRYANT ST 37THST Rock Creek Park ¨¦§295 Waterfront-SEU Navy Yard Fort Dupont Park WATERSIDE DR U ST BRANCH AVE ¾M RHODE ISLAND AVE BRENTWOOD RD ¾M ¾M T ST

U Street/African-Amer Civil War Memorial/Cardozo ST 1ST BUCKEYEEast Potomac DR Park WISCONSIN AVE Shaw-Howard U BLADENSBURG RD VERMONT AVE ROCHAMBEAU BRG RESERVOIR RD ¾M R ST NEW JERSEY AVE BOWEN RD NAYLOR RD CANAL ST

9TH 9TH ST PENN ST Dupont Circle Q ST Pentagon PENNSYLVANIA AVE FLORIDA AVE POTOMAC AVE ANACOSTIA FWY P ST ST 11TH ¾M ¾M 27TH ST 15TH 15TH ST ¾

35TH ST 35TH M GOOD HOPE RD N ST WEST VIRGINIA AVE Anacostia Park ¾M Deanwood 33RD ST 33RD ¾ KENILWORTH AVE M ST M HOWARD RD W ST WHITEHURST FWY Pentagon City V ST SUITLAND PKY Farragut North Anacostia OHIO DR L ST MORRIS RD ¨¦§66 Park SUITLAND RD ¾MK ST TRINIDAD AVE SHERIFF RD ¾M 49TH 49TH ST ¾ NORTH CAPITOL NORTHCAPITOL ST M ¾ I ST ¾ ¨¦§395 VIRGINIA AVE24TH ST M M

¾ 20TH ST M ST21ST H ST 22NDST Gallery Pl-Chinatown BENNING RD Minnesota Ave Crystal City 19TH 19TH ST NEW YORK AVE Union Station ¾M STANTON RD G ST ¾M ¾M ¾M F ST Judiciary Square¾M 25TH ST

Rosslyn 7TH ST 18TH ST E ST ¾M ¾M MARYLAND AVE

D ST 44TH ST Ronald Reagan Washington National Airport 2ND ST 2ND

23RDST ¾M ¾M Court House ¾MFederal Triangle Naylor Road CONSTITUTION AVE ¾Benning Road ¾M

M 50TH ST ¾M The Mall NORTH CAROLINA AVE EAST CAPITOL ST

8TH 8TH ST Smithsonian ST3RD RIDGE RD

4TH 4TH ST

6TH 6TH ST B ST Clarendon ¾M INDEPENDENCE AVE 12TH ST EXPY ST 12TH Stadium-Armory Congress Heights

17TH 17TH ST ¾ Arlington Cemetery L'Enfant Plaza C ST KENTUCKY AVE M MALCOLM X AVE ¾M Suitland ¾M ¾M ¾M ¾M ¾M ALABAMA AVE G W MEMORIAL PKY Federal Center SW IVY ST MINNESOTA AVE ELY PL ¾M MAINE AVE 51ST ST

Potomac Ave SOUTH CAPITOL ST Southern Avenue ¾ ¾M ¨¦§695 M TEXAS AVE FITCH ST ¨¦§295 MISSISSIPPI AVE Waterfront-SEU Navy Yard Fort Dupont Park SOUTHERN AVE ¾ ¾ BRANCH AVE M M WHEELER RD BUCKEYEEast Potomac DR Park

ROCHAMBEAU BRG OVERLOOK AVE BOWEN RD NAYLOR RD CANAL ST ATLANTIC ST Pentagon PENNSYLVANIA AVE ¾M POTOMAC AVE ANACOSTIA FWY 27TH 27TH ST CHESAPEAKE ST GOOD HOPE RD Anacostia Park

V ST HOWARD RD W ST Pentagon City OHIO DR SUITLAND PKY MORRIS RD Figure 12: Transportation Constraints and Potential Alignments ¾M SUITLAND RD ¾M BASED ON: ROADWAY WIDTH, CONGESTION; WMATA PRIORITY CORRIDOR NETWORK; AND ON-STREET PARKING Proposed Streetcar Alignment ¾M Metro Stations Crystal City STANTON RD ¾M Significant Constraint LandmarkBldg

25TH ST Potential Constraint Parks and Open Space Ü Ronald Reagan Washington National Airport ¾M Naylor Road Restricted Parking - 2 lanes Waterbody ¾M 0 0.5 1 Restricted Parking - More than 2 lanes or under-utilized Maintenance Facility (identified by DCTF ) Miles Potential Alignment Congress¾ Heights MALCOLM X AVE MALABAMA AVE Suitland ¾M

SOUTH CAPITOL ST Southern Avenue ¾M

MISSISSIPPI AVE

SOUTHERN AVE WHEELER RD

OVERLOOK AVE

ATLANTIC ST

CHESAPEAKE ST Figure 12: Transportation Constraints and Potential Alignments BASED ON: ROADWAY WIDTH, CONGESTION; WMATA PRIORITY CORRIDOR NETWORK; AND ON-STREET PARKING Proposed Streetcar Alignment ¾M Metro Stations Significant Constraint LandmarkBldg Potential Constraint Parks and Open Space Ü Restricted Parking - 2 lanes Waterbody 0 0.5 1 Restricted Parking - More than 2 lanes or under-utilized Maintenance Facility (identified by DCTF ) Miles Potential Alignment 5. strategies and tools for optimizing land use impacts aximizing the cost-effectiveness of To identify areas where anticipated development the streetcar depends on pursuing pressures might most merit updated development tools, policies that reap the greatest benefit the study team performed a development-capacity from new streetcar-related investments analysis for all the streetcar corridors. Available in development and infrastructure, and on funding development capacity under current zoning was strategiesM that make implementation possible. This is determined for all parcels within a quarter mile of the a preliminary assessment; further analysis of specific proposed streetcars lines and then compared against Thoughtful District conditions and locations along the streetcar corridor is ten years of potential residential and commercial development policy, needed. DDOT is developing a thorough funding plan development attracted by the streetcar. Map ı5 highlights to determine the most effective funding tools for the the areas where development capacity is low compared to infrastructure planning District. predicted demand. and funding strategies POTENTIAL DEVELOPMENT TOOLS are vital to achieving 5a Maximizing land use benefits, The District can create or call on several entities to the streetcar’s potential minimizing implementation costs encourage development along the streetcar corridors: benefits. The District already employs several potentially effective development tools, in some cases as a partner • Tax-increment financing districts, special with other entities, that could effectively enhance the assessment districts development benefits from streetcar service. Further These tools can help finance street infrastructure and/ planning should address the ability of the streetcar or other public investments that support development to reinforce the effectiveness of each of these tools— by increasing development capacity, providing better particularly for areas in which the District seeks to pedestrian connections to existing neighborhoods and encourage and shape investment. development, and encouraging greater investment by developers.

Land Use Plan for the District of Columbia Streetcar System | 65 • Local/business improvement districts (BIDs) MAP 15 PotentialCHESTNUT Development Pressures ST Expanding existing BIDs or encouraging formation ¾M ALASKA AVE ¾M As increased development occurs within the

UTAH AVE

of new ones along the streetcar corridors bolsters WESTERN AVE ASPEN ST streetcar corridors, development capacity LAUREL ST

OREGONAVE PINEY BRANCH9D RD private-sector resources that can assist with limitations under current zoning could

NEVADA AVE

5TH ST BLAIR RD BEACH DR ¾M MCKINLEY ST constrain future projects (areas highlighted EASTERN AVE marketing, tenanting, managing local services, and/ in red). Updated zoning and design MILITARY RD 9C MISSOURI AVE or other functions that support existing and new Rock Creek Park guidelines should be considered in these KENNEDY ST KANSAS AVE RIGGS RD ¾M ILLINOIS AVE areas as appropriate to enable Marylandstreetcar- COLORADO AVE LINNEAN AVE 13TH ST GALLOWAY ST development—magnifying the streetcar’s ability to NEBRASKA AVE GALLATIN ST driven¾M reinvestment to best support Fort Totten

Park SARGENT RD DECATUR ST ¾M CONNECTICUTALBEMARLE AVE ST attract new investment and vitality. ARKANSAS AVE community goals. NEW HAMPSHIRE AVE BLAGDEN AVE IOWA AVE BUCHANAN ST

BATES RD JOHN MCCORMACK RD RENO RD WEBSTER ST ¾M HAWAII AVE VAN NESS ST FORT DR UPSHUR ST TILDEN ST BUNKER HILL RD TAYLOR ST

16TH ST

HAREWOOD RD

14TH ST • Joint development agreements, public- RANDOLPH ST PORTER ST SPRING RD 9B

WARDER ST

¾M SOUTH DAKOTA AVE ¾M OTIS PL PL PARK MACOMB ST ADAMS MILL RD ¾M private partnerships KLINGLE RD 8E MONROE ST PARK RD MICHIGAN AVE 12THST

GEORGIA AVE

34TH ST KENYON ST CATHEDRAL AVE CLEVELAND AVE IRVING ST 8C¾M 7C Cooperative agreements among property owners, GARFIELD ST COLUMBIA RD

HARVARD ST SHERMAN AVE 8D ¾M FRANKLIN ST VISTA ST TUN 8A EUCLID ST MONTANA AVE CALVERT ST developers, and/or government agencies can spell LAW RD 8B 9A LINCOLN RD 7B BRYANT ST ¾M MASSACHUSETTS AVERock Creek Park

out approaches to complex development projects, 37THST 7A U ST RHODE ISLAND AVE 6A ¾M BRENTWOOD RD

1ST ST T ST S ST BLADENSBURG RD VERMONT AVE WISCONSIN AVE 6C ¾M FLORIDA AVE improving the District’s ability to influence the mix RESERVOIR RD R ST

NEW JERSEY AVE Q ST 9TH ST 6D

P ST ¾M 11TH ST NEW YORK AVE

15TH ST ECKINGTON PL

WEST VIRGINIA AVE 28TH ST of uses, scale, character, and other qualities in new 35TH ST ¾M 6B N ST ¾M 33RDST KENILWORTH AVE CANAL RD 30TH ST M ST ¾M 6E Anacostia L ST MONTELLO AVE TRINIDAD AVE Park development. WHITEHURST FWY ¾M SHERIFF RD

K ST NORTH CAPITOLST 4A MARYLAND AVE ¾M I ST ¾M VIRGINIA AVE 24TH ST M ¾ 20TH ST 21ST ST 4C H ST 5B BENNING RD 19TH ST 5A

22NDST G ST 4BM ¾M ¾ M ¾M F ST ¾

7TH ST

18TH ST E ST M ¾M ¾ 5C

23RDST

44TH ST D ST 49THST INDIANA AVE C ST 5D • The Property Acquisition and Disposition E ST EXPY ¾M ¾M

4TH ST

2ND ST

10TH ST CONSTITUTION AVE

INTERSTATE 66 INTERSTATE 395 ¾M The Mall NORTH CAROLINA AVE CENTRAL AVE 8TH ST EAST CAPITOL ST 3RD ST RIDGE RD Division and other agencies 6TH ST B ST ¾M 12TH ST EXPY INDEPENDENCE AVE

17TH ST ¾M KENTUCKY AVE ¾M ¾M ¾M ¾M M3D ¾ TEXASAVE G W MEMORIAL PKY This District entity can aggregate, land bank, and IVY ST ELY PL 3A MINNESOTA AVE MAINE AVE ¾M % of available capac- INTERSTATE 695 offer for redevelopment strategic parcels that advance EAST BASIN DR 2C ity under existing zoning Fort Dupont Park ¾M ¾M required for new develop- 3C BRANCH AVE East Potomac Park

planning goals—an especially effective way to insure ment (20-year estimaROCHAMBEAUte) BRG 2B BOWEN RD CANAL ST NAYLOR RD ANACOSTIA FWY Less than 50% 25TH ST PENNSYLVANIA AVE ¾M POTOMAC AVE that the streetcar’s potential to attract investment 3B 2A 27TH ST GOOD HOPE RD 50% to 100% Anacostia Park W ST V ST HOWARD RD translates into projects that benefit particular OHIO DR ¾M 1B SUITLAND RD More than 100% ¾M neighborhoods and commercial districts. MORRIS RD ¾M 1E M Metro station STANTON RD Virginia 1A SUITLAND PKY Streetcar station¾M ¾M The effectiveness of these entities as tools for promoting Park/open space 1D

Water MARTIN LUTHERKING JRAVE ¾M MALCOLM X AVE development can vary widely, depending on context. Phase ¾M ALABAMA AVE Notes SOUTH CAPITOL ST Maryland 1C ¾M II of this study will examine which combinations of these • Analysis of development MISSISSIPPI AVE

SOUTHERN AVE capacity only includes HALLEY PL and other tools make the most sense for each streetcar WHEELER RD parcels larger than 00.25 0.5 1 MilesÜ 10,000 square feet. RSTATE 295 ATLANTIC ST corridor and its unique redevelopment opportunities. INTE • Excludes all properties CHESAPEAKE ST % OFwith AVAILABLE historic structures or FAR REQUIRED FOR NEW DEVELOPMENT within historic districts. GALVESTON ST Streetcar Segments Metrorail Lines % of FAR needed (20 year estimate) OVERLOOKAVE Less than 50% Streetcar Stations blue

BLUE PLAINS DR

50% to 100% SHEPHERD PKY Parks and Open Space green ¾M 66 | strategies and tools for optimizing land use impacts Over 100% ¾M Metro Stations orange red * Analysis of floor area ration (F.A.R.) only includes parcels larger than 10,000 square feet. ¾M ** Excludes all properties with historic structures or within historic districts yellow POTENTIAL LAND USE AND COORDINATION WITH OTHER DESIGN-GUIDANCE TOOLS INFRASTRUCTURE INVESTMENTS Streetcar planning presents an opportunity to refine Coordinated planning of transportation and infrastructure zoning and other tools the District already employs to investments will make the streetcar more cost-effective. manage development and promote design quality. As with Phase II of this study will address this coordination in the potential development tools, reviewing and fine- more detail. tuning can help insure that streetcar-related development reinforces the quality and character of neighborhoods and street INFRASTRUCTURE commercial districts, takes full advantage of increased DDOT achieved major cost savings by including two development potential, and moves the District toward its streetcar segments—H Street/Benning Road NE and employment and fiscal goals. Firth Sterling Road—as part of already planned street improvements. Any potential changes in the phasing • Changes in allowable densities to allow well- of other segments should follow this model, taking into designed, potentially higher-density developments in account and aligning with future plans for infrastructure streetcar corridors where appropriate (see Map ı5). investment.

• Recommendations for changes in land Walkability use mix to make the most of new transit service and Because the streetcar will be useful only if people can add flexibility in responding to market demand. safely walk to its stops, implementation plans must take full account of the convenience and safety of pedestrian • Mandatory inclusionary zoning (MIZ) to networks. Specifically, many locations will require specify a share of new construction that is affordable upgraded sidewalks, improved crossing treatments, to households with low to moderate incomes. The and pedestrian-friendly development. According to the District adopted an inclusionary zoning ordinance in District’s 2009 Pedestrian Master Plan, pedestrians worry 2009. most about the safety of crossing streets, and the plan recommends crossing improvements near transit stops. • Development of design guidelines to ensure high design quality throughout all streetcar corridors. buses WMATA recently introduced a Priority Corridor Network (PCN) for its highest-performing local bus routes, which many of the streetcar corridors overlap. The PCN program aims to improve bus travel times, reliability, capacity,

Land Use Plan for the District of Columbia Streetcar System | 67 and system access.1 Developing the streetcar system to challenges identified in section 3a. To make bicycling a complement rather than compete with the PCN program convenient extension of streetcar trips for more people, will ensure that streetcars increase overall transit service the proposed streetcar system should provide secure bike along each corridor. In particular, many Metrobus lines storage and bike-share facilities at every stop. extend to destinations outside the District, and it will be important to maintain these transit connections. Car Sharing It will also be important to build connections between the The design of streetcar and streetcar system and car-sharing programs. Integrating PCN bus facilities should these programs will not only improve mobility and be coordinated to allow for options for residents, but will also reinforce the District’s seamless transfers between goal of fostering sustainable transportation. the two networks and to take maximum advantage of infrastructure investments. 5b Funding This includes designing DEVELOPMENT-DRIVEN FUNDING stops that both buses MECHANISMS and streetcars can share; Federal funds, which can cover up to 50% of a system’s coordinating other transit- cost, are a common funding source for large-scale transit priority treatments, such as projects. Some communities prefer to find other sources Streetcar service will signal priority and transit-only lanes; and integrating fare to avoid the expense, delay, or uncertainty a federal complement Washington’s structures and ticketing. application can introduce. Benefits from real estate growing range of transportation investment spurred by the streetcar could fund roughly choices. Bicycling 40% to 60% (and possibly more) of the streetcar system’s Transit and bicycling complement each other in two projected $ı.5 billion completion cost. Of a variety of local important ways: bicycling can serve as an extension of private- and public-sector funding tools that systems the transit trip and transit can provide an alternative across the country have used, three appear particularly to the bicycle trip. Many existing or proposed bicycle promising for the District based on this study’s analysis of routes in the District follow proposed streetcar corridors, the streetcar’s potential land use benefits. highlighting the need for careful coordination of both systems. This includes addressing the bicycle/streetcar • Municipal funds repaid through increased property 1 The PCN program includes a significant investment by WMATA in methods to help tax revenue. This approach capitalizes on the growth buses tavel more efficiently and cross intersections with minimal delay, including in property taxes (and/or related revenues from queue-jump signals, transit-signal priority, and bus-only lanes

68 | strategies and tools for optimizing land use impacts fees) that occurs as a result of streetcar investment: • Direct payments from developers or property over time existing property appreciates in value and owners who stand to see a return on their development adds new properties to the tax rolls. investment. This approach recognizes that Tax-increment financing TIF( ) is a common form of individuals with large land holdings may see a this approach, although other models exist. Under business advantage in funding streetcar segments that TIF, a municipality obtains near-term capital funding connect their property to the larger transit network by floating bonds that are repaid over time from the and thereby substantially increase development increased revenues. potential on their parcels. Buzzard Point, Poplar Point, and NoMa are areas where such an approach could As an example, a 5% to 7% appreciation of the roughly make a measurable difference in property value. $ı00 billion in aggregate property value that exists today along the streetcar corridors would add $5 to $7 As Figure 11 shows, a reasonable scenario in Buzzard billion in value. If half of the tax revenue produced by Point would involve streetcar service’s doubling the this new value were dedicated to streetcar-bond repay- value of certain parcels from $20 to $40 per development, approximately $300 to $400 million worth of able square foot. At the same time, by making the area bonds could be sold. An equally reasonable scenario more accessible and reducing parking requirements, projects the addition of $5 to $8 billion worth of new the streetcar would increase feasible development from development attributable to the streetcar over a ten- over ı.5 to nearly ı.9 million square feet. Together, these year period. Half of the added tax revenue this develop- two changes would create additional value worth nearly ment generated would support the sale of another $300 $45 million. The possibility of realizing significant new to $500 million worth of bonds. Together, these two value from the new transit system would represent a sources could generate roughly $600 to $900 million of compelling incentive for some developers to contribute bond-backed to the cost of building it. FIGURE 11 Buzzard Point: 2010–2020 funding to Fair Share of Development Streetcar Impact Realized Value help pay for • Payments from business improvement districts Office square feet 1,534,000 1,882,650 construc- (BIDs) or other local organizations that stand FAR foot value $20 $40 tion of the to see a return on their investment. Business and Value $30,680,000 $75,306,000 $44,626,000 system. property owners within organized areas may find Cost to develop the streetcar segment $12,050,000 their interests served by directing a portion of their Internal rate of return 14% BID contributions toward streetcar implementation Source: W-ZHA, Inc. costs. Such contributions could extend streetcar service to their area sooner than scheduled, delivering

Land Use Plan for the District of Columbia Streetcar System | 69 earlier financial returns that justify the investment. • New Starts—provides up to a 50% federal match for This funding approach would prove effective, for rail transit projects. instance, on K Street through contributions from the • Small Starts—provides up to $75 million of federal Downtown, Georgetown, and/or NoMa BIDs. funding for projects with total capital costs of $250 million or less. Improved eligibility for • Very Small Starts—provides federal funding for federal funding projects with a total capital cost of $50 million or less. The Federal Transit Administration (FTA) announced in early 20ı0 that it plans to revise its funding guidelines A full description of the process and criteria for seeking FTA by expanding the primary criteria—cost and time funding appears in the Transportation Analysis appendix, saved—to include consideration of land-use-related which also evaluates how well the District’s streetcar proj- contributions to livability, such as expansion of economic ect aligns with the current FTA selection criteria. development opportunities and environmental benefits. U.S. Transportation Secretary Ray LaHood pledged that a more expansive approach to project proposals “will work to promote livability rather than hinder it.” Details of the change are not available at the time of this writing, but it appears likely that it will improve chances for streetcar projects to receive funding. The impacts of streetcars are often more evident in livability issues than in traditional transit-evaluation criteria.

The streetcar’s ability to generate value that can be tapped to help fund the system is important because the FTA’s discretionary Section 5309 Capital Investment Program, the primary source of federal funding in support of rail transit investment, can provide only a portion of the system’s development costs:

70 | strategies and tools for optimizing land use impacts 6. next steps

he Office of Planning commissioned this development trends would more fully establish the extent study to gauge the nature and extent of land to which the streetcar would make the District a more use impacts associated with reintroducing competitive place to live, work, and invest. The District streetcar service into the District. The study’s can also explore the kinds of policies and initiatives fundamental finding is that the streetcar represents an that would maximize benefits and mitigate and manage effectiveT strategy for advancing many of the District’s challenges that arrive with the streetcar. core economic and social goals. The streetcar’s benefits would extend, to varying degrees, to each of the streetcar This study and the work that follows create an essential corridors. Increased real estate values and other financial foundation for broad and informed community dialogue. Community dialogue benefits associated with the system can be tapped to This dialogue is critical to compete for federal funding and and targeted technical help fund the system’s construction. At the same time, to meet the requirements of the National Environmental the findings also indicate that the streetcar will pose Policy Act (NEPA). More important, the dialogue that this analysis are critical manageable challenges. study supports will enable the community to participate next steps toward in tailoring the streetcar to the unique characteristics and unlocking the Integrating land use considerations into the next stages aspirations of every District neighborhood. of planning will play a critical role in achieving the opportunities of the streetcar’s full potential. The study provides a clear streetcar. outline of benefits and challenges, and in the process establishes the value of additional analysis. Further work can more clearly define the metrics associated with each of the findings, including the extent to which real estate and other financial benefits could help fund system construction. Further study can also more precisely project the impacts on each corridor and on other parts of the District. An assessment of regional economic

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