Mobility Housing Opportunity Environment Fiscal ......IMPLEMENTING TOD IN DC 45 VII. DESIGN PRINCIPLE SUMMARY 51 VIII. APPENDIX ONE: TOD CHECKLIST 54 IX. APPENDIX TWO: BIBLIOGRAPHY

Recreating Transit-Oriented Neighborhood Centers in Washington D.C.A DESIGN HANDBOOK for NEIGHBORHOOD RESIDENTS

Government of the District of ColumbiaAnthony A. Williams, Mayor

Mobility

Housing

Opportunity

Environment

Fiscal Responsibility

Economic Development

Trans-Formation:

TRANS-FORMATION:Recreating Transit-Oriented Neighborhood Centers in Washington D.C.

A DESIGN HANDBOOK FOR NEIGHBORHOOD RESIDENTS

OFFICE OF PLANNING PROJECT TEAM

Karina Ricks, TOD Project ManagerSteve Cochran, Development Review SpecialistMonaCheri McCoy, Community PlannerDavid McGettigan, Development Review SpecialistTara Penders, Graduate InternDerrick Wo o d y, Commercial Revitalization Specialist

Andrew Altman, DirectorEllen McCarthy, Deputy Director Development Re v i e wToni L. Griffin, Deputy Director Revitalization Planning

OFFICE OF PLANNING REVIEWERS

Steve Callcott, Architectural HistorianRobert Collins, Neighborhood PlannerRosalynn Fr a z i e r, Neighborhood PlannerJennifer Steingasser, Zoning Manager

PROJECT PA RT N E R SDistrict Department of Tr a n s p o r t a t i o nU. S. Environmental Protection AgencyCoalition for Smarter GrowthWashington Regional Network for Livable CommunitiesWashington Metropolitan Area Transit Authority (WMATA )

A C K N O W L E D G E M E N T S

The Office of Planning would like recognize the

following organizations for their contributions to

this document:

M a y o r’s Task Force on Tr a n s i t-O r i e n t e d

D e v e l o p m e n t

DC Marketing Center

Smart Growth America

Federal Transit Authority

Parsons Brincke r h o f f

Recreating Transit-Oriented Neighborhood Centers in Washington D.C.A DESIGN HANDBOOK for NEIGHBORHOOD RESIDENTS

Trans-Formation:

Material may be reproduced without permission, with proper credit given.

SEPTEMBER 2002

Produced by DC Office of Planning

Fu n d i n g

US Environmental Protection Agency

DC Department of Transportation

DC Office of Planning

Original diagrams

Tara Pe n d e r, University of Michigan

C o n s u l t i n g

Cunninghan and Quill Architects, PLLC

i

LETTERS Dear Re s i d e n t ,

Throughout my Administration, I have worked to

strengthen our city and improve the quality of life in

our neighborhoods. One important way to accomplish

both objectives is through transit-oriented develop-

m e n t .

Tr a n s i t-oriented development (TOD) puts

development near our transit resources., which

gives all District residents easy access to

goods, services, employment, education and

entertainment without the necessity of owning

or driving a private automobile. This strategy

can help reduce commuter traffic currently

invading our neighborhood streets by both

attracting commuters to live in the city and

encouraging the use of transit as the preferred

mode for moving around the region.

TOD addresses two issues that concern me

personally – the strength of our neighborhoods

and the protection of the environment. TO D

can strengthen already diverse and dynamic

neighborhoods by creating strong neighbor-

hood centers that are a center for activity and a

source of pride for communities. TOD is also

good for the environment by reducing traffic

and congestion; therefore, improving air quality

and encouraging sustainable development.

I am pleased to present the Tr a n s ~ Fo r m a t i o n

Design Guide. I hope you will find it useful in

helping to create a unique and sustainable

neighborhood center for your community.

S i n c e r e l y,

Anthony A. Williams

M a y o r

Dear Re s i d e n t ,

I am pleased to present this Tr a n s ~ Formation Guide,

an exciting new product especially for community

leaders. This guide will provide you with good infor-

mation that you can use in thinking about how to uti-

lize our transit resources and potential development

projects to strengthen our neighborhoods and meet

neighborhood goals.

Community education is the first part of good

p l a n n i n g. This guide will give you the tools you

need to think about the assets of your neighbor-

hood – particularly transit assets – and begin to

create a vision for the kind of neighborhood

center you would like to see.

Once you are familiar with the different

design components that contribute to the physi-

cal environment around a transit-station or

major bus corridor, you will be in a better posi-

tion to approach or negotiate with developers in

a positive and constructive dialogue to create a

superior development that meets both private

sector and neighborhood objectives.

I encourage you to use this guide and share

it with others in your neighborhood and stake-

holders throughout the District and region and

hope you will find it a useful tool in building

your community.

S i n c e r e l y,

Andrew Altman

Director of Planning

Letters

High-quality transit service is an asset that can be used toachieve other neighborhood priorities such as economicdevelopment, housing and safety.

VISIONWith over 2,000 acres of vacant or aban-

doned land within a 10 minute walk of

excellent transit service, there is a signifi-

cant opportunity to enhance DC’s tradi-

tional neighborhood centers without dis-

placement and without threatening exist-

ing neighborhoods or historic resources.

The region is growing and change is

inevitable. At issue is not whether to grow

or change, but how and where it occurs.

This guidebook is intended to provide

tools for managing and guiding change to

benefit our communities and create

vibrant, successful neighborhood centers

organized around transit.

iiVision

The District’s transit stations and corridors pro v i d ean opportunity to create safe, vibrant, and accessiblecenters for community throughout the city.

PROLOGUE: WHY READ THIS DESIGN GUIDE?

W H AT IS THE TRANS~FORMATION DESIGN GUIDEBOOK ABOUT?

Tr a n s- Formation is about maximizing neighborhood potential by refocusing growth around transit

assets. This guidebook will provide neighborhood leaders, residents, and other community stake h o l d-

ers with tools and resources to evaluate, engage, and proactively plan for new development in their

communities. The guidebook introduces the concept of “Tr a n s i t-Oriented Development” or TO D.

Generally speaking, transit-oriented development is development that is concentrated around and ori-

ented toward transit stations – either MetroRail stations or major bus stops – and is designed to pro-

mote transit- r i d i n g.

In this design guide you will learn what transit-oriented development is and how it can benefit existing

and emerging District of Columbia neighborhoods. It outlines the important role neighborhood leaders

and residents have in evaluating and planning for development projects in their community and pro-

vides useful tools to community leaders. This is primarily a policy and design guide that explores in

detail the different elements that collectively create strong and lively neighborhood centers anchored

and linked together by transit.

WHO SHOULD USE THE TRANS~FORMATION DESIGN GUIDEBOOK?

This guide is intended to be used by Advisory Neighborhood Commissioners (ANCs), Civic and Citizen

Associations, Tenant Association leaders, and other interested and active neighborhood residents. All

s t a keholders are encouraged to share this document with residents to further the education and dia-

logue about transit-oriented development at the neighborhood level.

While the guide is primarily aimed at neighborhood residents; developers, development financers,

architects, urban designers, and government officials may also find it useful in engaging community

residents in the design of local TOD projects.

iii Prologue: Why Read This Design Guide?

TABLE of CONTENTSI. INTRODUCTION 1

II. HISTORIC BACKGROUND 7

III. PRINCIPAL STAKEHOLDERS 9

IV. ISSUES AND OPPORTUNITIES 11

V. DESIGNING A TRANSIT-ORIENTED NEIGHBORHOOD 15

VI. IMPLEMENTING TOD IN DC 45

VII. DESIGN PRINCIPLE SUMMARY 51

VIII. APPENDIX ONE: TOD CHECKLIST 54

IX. APPENDIX TWO: BIBLIOGRAPHY 55

iv

PRINCIPLE 1: ORIENTATION AND CONNECTIVITY 19

PRINCIPLE 2: QUALITY PUBLIC REALM AND AMENITIES 25

PRINCIPLE 3: PEDESTRIAN-FRIENDLY, SAFE ENVIRONMENT 29

PRINCIPLE 4: ATTRACTIVE ARCHITECTURE AND DESIGN 33

PRINCIPLE 5: MIX OF USES 37

PRINCIPLE 6: CREATIVE PARKING MANAGEMENT 41

v

Successful neighborhood centers are convenient by manyd i ff e rent modes of transportation including bike, foot, bus,s u b w a y, and car.

Transit-oriented development promotes a safe, inviting e n v i ronment where communities can thrive.

Buses are tremendous assets for neighborhood centers.A p p roximately 40% of District residents commute by tran-sit—of these over 60% use bus transit compared to 40%who use MetroRail. S o u rce: WMATA

1District of Columbia Office of Planning

II

n October 2001, Mayor Anthony A. Williams convened a

M a y o r’s Task Force on Tr a n s i t-Oriented Development. The

purpose of the Task Force was to: 1) evaluate the potential

of transit-oriented development as a balanced growth strate-

gy for the District of Columbia, 2) explore challenges and

opportunities for TOD in the city, and 3) propose viable recom-

mendations for implementation.

The Task Force represented a cross-section of stake h o l d e r s :

residents, ANC Commissioners, activists, local and regional

agencies, developers, market analysts, academics, and national

government partners. In addition, focus groups met to test rec-

ommendations and provide input from specific groups includ-

ing local neighborhood leaders, neighborhood business entre-

preneurs, and local for-profit and not-for-profit developers.

Both the Task Force and focus groups agreed on a common

idea: that areas around major transit resources offer a unique

opportunity to create (or recreate) unique neighborhood centers

that serve the needs of the District’s neighborhood residents.

Introduction

INTRODUCTION:WHAT IS A TRANSIT-ORIENTED NEIGHBORHOOD CENTER?

A vibrant pedestrian environment promotes neighborhood activity and a positivecommunity identity.S o u rce: Washington Regional Network for Livable Communities

2

Heavy commuter traffic can disturb the quality of life onn e i g h b o rhood streets. Transit-oriented development is ani m p o rtant strategy to guide growth throughout the re g i o n .

B E LT WAY BLU E S: HOW REGION TRAFFIC IMPACTS NEIGHBORHOOD LIFE

Lying at the center of the metropolitan re g i o n ,

District neighborhoods are acutely affected by

regional transportation investment decisions. While

discussions about adding freeway lanes in Fairf a x

County or building transit links across Prince

G e o rg e ’s County seem to have nothing to do with life

in District neighborhoods, in reality THEY DO!

Tr a n s p o rtation decisions in adjacent jurisdictions

a ffect everything from the economic success of

n e i g h b o rhood commercial areas to local enviro n-

mental health, from access to major employment centers to safety on neighborh o o d

s t reets. For these reasons, District residents must participate in and help shape re g i o n-

al transportation investments.

W H AT IS A “TRANSIT-ORIENTED NEIGHBORHOOD CENTER”?

As with other types of centers, transit-o r i e n t e d

centers are the nucleus of a neighborhood.

Increased intensity of activity makes the center

a dynamic place that draws community and visi-

tors to socialize, shop, live and interact. The

vitality of the center depends on the mix of

activities and number of people using the area.

Neighborhood centers represent the distinctive

character of the community and create a sense

of place and source of pride to residents.

Whether entering the center by bus, train, bike ,

foot or car, the identity of the neighborhood is

immediately recognizable and the traveler

knows at once that they have arrived at a

unique and dynamic place.

U n l i ke other centers, a transit-oriented center is

organized around a transit resource that pro-

vides life and linkages to the center. Buildings,

l a n d s c a p i n g, and public space are all arranged

to reinforce and orient activity toward the center

and transit. The overall environment is safe and

enjoyable and conducive to walking. While auto-

mobiles move through the center, the emphasis

“ Transit-Oriented Development in the District

of Columbia is a land use strategy to accom-

modate new growth, strengthen neighbor-

hoods, expand choices and opportunities by

capitalizing on bus and rail assets to stimulate

and support vibrant, compact, diverse and

accessible neighborhood centers within an easy

walk of transit.”

— Mayor’s Task Force on Transit Oriented Development (2002)

Introduction

is on pedestrians, bicycles, and transit as pre-

ferred modes of travel.

Washington, DC is different from many other

places that have adopted TOD as a growth

strategy in that both our neighborhoods and our

transit system have been in place, in most

cases, for over a generation. This condition

means that, unlike newer cities or emerging

suburban communities, reestablishing transit-

oriented neighborhood centers must be accom-

plished through in-fill projects that adapt to and

fit in with the existing community. TOD in

Washington, DC, generally speaking, will not be

implemented through wholesale change or

redesign of a neighborhood. Instead the center

will be created incrementally over time as indi-

vidual development projects are introduced into

the community around the transit area.

3Introduction

The ability to move around the city – toschool, stores, and services – is important forall residents, particularly the very young orold who are unable to drive a private vehicleand rely on public transit.

WHY TOD? WHY NOW?

Tr a n s i t-oriented development (TOD) is not a new

concept. In fact, many District neighborhoods

were originally established around trolley lines.

Neighborhoods like Tenleytown, Brookland, and

Anacostia where DC’s original TODs.

Tr a n s i t-oriented development has once again

become an important planning strategy. The

region is experiencing extremely rapid growth.

While this growth has been positive for the

regional economy, it has also brought a number

of problems: escalating traffic congestion, dan-

gerous regional air quality, polluted waterways,

and growing demand for housing and services.

L i n ked to these regional trends, District neigh-

borhoods have experienced tremendous pres-

sures including neighborhood commercial areas

struggling against suburban malls, heavy com-

muter traffic intruding onto neighborhood

streets, environmental pollutants, childhood and

senior health issues, and rising housing costs.

To d a y, market trends, regional conditions, and

neighborhood concerns create an opportunity for

a new strategy for regional growth. The district is

pursuing a TOD policy for the District to achieve

regional, municipal and neighborhood benefits

i n c l u d i n g :

4 Introduction

ECONOMIC DEVELOPMENT

• Increased market demand for retail and other

neighborhood amenities;

• Increased property values, tax base and eco-

nomic strength;

• Protection of existing neighborhood character

by focusing new development near transit;

• Improved access to jobs and shopping

throughout the region.

AIR QUALITY AND T R A N S P O RTATION IMPA C T S

• Reduced necessity for auto trips to access

goods, services, and opportunities; therefore,

reduced auto emissions;

• Reduced automobile commuter traffic on

neighborhood streets;

• Opportunities for increased pedestrian, bicy-

cle, transit activity, and car sharing.

A F F O R D A B I L I T Y

• Maximizing land resources for increased

h o u s i n g, employment, and retail opportuni-

t i e s ;

• Increased housing opportunities for people at

all income levels;

• Increased disposable income by decreasing

transportation costs.

FISCAL RESPONSIBILITY

• Decreased infrastructure costs for road main-

tenance and construction;

• Increased transit ridership;

• Efficient use of municipal investments;

• Increased return on transit investment.

Successful neighborhood centers provide benefits toall members of a community – young singles,families, professionals, and seniors of all income levels.

5Introduction

T R A N S I T, AFFORDA B I L I T Y, AND OPPORTUNITY

A ff o rdable housing is a critical concern in many District neighborh o o d s .I n c reased demand in the local housing market has led to rapidly risinghousing and rent prices. Transit areas provide a unique opportunity toi m p rove housing aff o rd a b i l i t y.

The more intense focus at the core of a transit-area means that morehousing units of various types and sizes can be provided allowing someto be off e red at lower prices that maintains the diversity highly valued inmany neighborh o o d s .

Residential development close to transit can lower both housing anddevelopment costs. Transit-accessible areas give households the optionnot to maintain a private automobile. According to the 2000 Census37% of District households are without access to an automobile.Whether by choice or due to financial constraints, housing options closeto transit means these households can still meet their employment andhousehold needs without the significant expense of purchasing, maintain-ing, and fueling a private automobile.

Because access to transit gives residents the choice to save money by notowning a private car, this frees up the income that would have gone tocar expenses to use in other ways—for example for better housing, edu-cation, or other expenses. Developments that encourage the use of transitand reduce the demand for private autos means developers have theo p p o rtunity to reduce parking that would otherwise drive up develop-ment costs (costs which are eventually transferred to the buyer).

F i n a l l y, TOD allows for a variety of housing types such as apart m e n t sabove stores, English basements, stacked row houses, condominiums,a p a rtment houses, and traditional single family homes. Having morehousing means more housing choice and the ability for residents to stayin the same neighborhood from youth through old age.

Planned infill development for the old Wax Museum site at 5th & KS t reets, NW includes over 100 units of aff o rdable housing units in theh e a rt of downtown.

Housing above shops (right) or with garden apart-ments (above) provides aff o rdable rental optionsas well as income to pro p e rty owners and an addi-tional customer base for neighborhood businesses.

6 Introduction

BETHEL NEW LIFE & WEST GARFIELD PA R K

A struggling neighborhood in Chicago’s west side

was threatened with the removal of the deteriorat-

ing transit line that served their community. They

o rganized and crafted a bold and ambitious plan to

not only keep the line, but modernize it and use the

transit area as a catalyst for the re b i rth of their

n e i g h b o rh o o d .

Bethel New Life, a faith-based community develop-

ment corporation operating in the West Garf i e l d

Park neighborhood of Chicago, led the charg e .

They proposed two major developments – constru c-

tion of 50 new aff o rdable market-rate homes and

development of a mixed-use transit center that

included shops, restaurants, a day care center and an

employment off i c e .

O rganized and armed with a vision, the community

a p p roached the city. A partnership emerg e d

between the community, the City of Chicago, the

Transit Authority, and a private design firm. Thanks

to local leadership, the neighborhood that grew up

and developed around the transit line will soon

thrive again because of it.

The planned transit centerincludes health services andextended-hour childcare right atthe transit station. The designalso includes a green ro o f .S o u rce: Farr AssociatesA rc h i t e c t u re and Urban Design

P roject Highlights:

• Infill development in an existing neighborh o o d• Starter housing for young families and senior housing• 14,000 transit riders per week• Aff o rdable at $25,000 median household income

P a rt n e r s :

• Bethel New Life CDC• West Garfield Park neighborh o o d• Center for Neighborhood Te c h n o l o g y• Chicago Transit Authority• City of Chicago• Farr Associates

II

7

HISTORIC BACKGROUND:TRANSIT AND HISTORIC NEIGHBORHOOD GROWTH

Historic Background

The District of Columbia, like

most cities, grew and trans-

formed through the influ-

ence of transportation. The

N a t i o n’s Capital was located at the

juncture of the Potomac and

Anacostia (then Eastern Branch)

Rivers because the waterways

were the primary mode of trans-

portation in early American history.

With the introduction of streetcars, the city was

able to expand beyond the original plan devel-

oped by Pierre L’Enfant in 1791. Between 1890

and 1940, the District experienced its most dra-

matic growth and most of our current neighbor-

hoods were established during this period.

This was the era of the streetcar. Streetcar lines

covered the city and provided residents of the

District of Columbia their first opportunity to move

away from the central city into emerging neigh-

borhoods. At the center of each neighborhood

was a central node serviced by the streetcar.

These nodes included shops, apartments, hous-

es, parks, plazas, schools and other neighborhood

amenities. They evolved into a “mini-d o w n t o w n”

for the many different neighborhoods.

In the 1950s and 1960s the streetcars were

slowly decommissioned and replaced by rubber-

tired buses. This signified the dominant role of

the automobile in Washington DC that emerged

beginning in the 1920’s. From the 1970’s

through today, the private automobile has been

assumed the transportation mode of choice.

Personal cars meant people were no longer

needed to live within walking distance of the

streetcar line. They could live anywhere in the

region and drive to jobs, shopping, and school.

The region spread out and the neighborhood

centers faded as workers, shoppers and resi-

dents abandoned them for opportunities in the

newly constructed suburbs.

Opened in 1976, the Metro rail system

replaced the trolley as the centralizing link to

Washington DC services and neighborhoods.

The past decade has seen preferences shift

back toward compact neighborhoods with

characteristic centers. There is rising demand

once again for the opportunity to walk instead

of having to use a private automobile. Urban

living is becoming more popular. People list

the “small town feel” of many District neigh-

borhoods as their greatest asset. To d a y, the

challenge is to remember what has been for-

gotten – that maximizing transit is essential to

the appeal and identity of our neighborhoods.

Transit was an integral part of vibrant District neighborh o o d s .(Mt. Pleasant and Lamont Street, NW—1950) S o u rce: Washington DC Arc h i v e s

8 Historic Background

TOD IN HISTORIC DISTRICTS

15 of the 29 MetroRail stations are within or adjacent

to a designated historic district. This isn’t surprising

considering that many of the current transit lines fol-

low the historic routes of old streetcar lines and ser-

vice the same neighborhoods that grew up around the

s t reetcar stops.

Though historic districts carry with them special pro-

visions for new developments and renovations, that

does not mean that historic districts cannot also

achieve the goals of transit-oriented development – in

fact, in many ways historic neighborhoods are even

better suited for TOD which aims to re c reate or

s t rengthen traditional neighborhood form and centers.

ANC commissioners, neighborhood residents and his-

toric pre s e rvationists should adopt and pursue the

design principles presented here when reviewing pro-

jects within their historic districts.

A map of Washington D.C. circa 1892 indicates the emergence ofthe city’s historic neighborhoods along major streetcar lines.S o u rce: Washington DC Archives

Friendship Heights andWisconsin Avenue tro l l e y sS o u rce: National CapitalTrolley Museum

III

9Principal Stakeholders

PRINCIPAL STAKEHOLDERS:COOPERATING TO CREATE VIBRANT NEIGHBORHOOD CENTERS

Co m m u n i t y, government, and

private investors must all

work together to create tran-

s i t-oriented developments and

neighborhood centers that meet

each groups individual needs.

Seemingly disparate issues must be

addressed and balanced.

Collaboration, cooperation, and

compromise are necessary to get to

projects that are financially feasible,

c o m m u n i t y-supportive, and advance

D i s t r i c t-wide goals. Each group has

a stake in the outcome and there-

fore must be a partner in the plan-

ning and development of their com-

mon goal: strong, stable, active and

vibrant neighborhood centers

served by transit.

C O M M U N I T Y

Because community members live in the neigh-

borhood day in and day out, they have a special

s t a ke in development. But who is “the commu-

n i t y”? Often a community has many voices and

many perspectives. Some community members

seek better retail, housing and employment

options. Other residents are concerned that

new development will change their community

c h a r a c t e r, be out of scale with the rest of the

neighborhood, and bring more traffic. A suc-

cessful planning process provides enough room

and opportunity for all voices to be heard and

considered. However, it is the responsibility of

the community to participate constructively and

collaboratively with the other stakeholders in

the process, to understand the constraints and

goals of other partners, and to work to a mutu-

ally beneficial and workable plan.

Community input and planning is necessary toadapt general design principles into specificstrategies for unique neighborhood are a s .

10

PUBLIC SECTOR

Municipal officials have a stake in the financial

health of the District, a role in the growth of the

region, and a responsibility to pursue equitable

development (both positive and negative) that

serves the city as a whole. Public agencies set

the framework and objectives for growth and

development in the District and often serve as

collaborators and mediators to balance commu-

n i t y, public and private interests for the long

term health and vitality of the city as a whole.

P R I VATE SECTOR INVESTORS ANDD E V E L O P E R S

Developers have a clear financial stake in the

feasibility and success of neighborhood pro-

jects. The private sector brings not only invest-

ment capital, but also innovation, creativity, and

connections to the partnership. Investors, like

residents, seek projects that have broad public

appeal and support. Traditional financing, how-

e v e r, often constrains development to “industry

standards” that have proven marketable. Open

cooperation and collaboration among public

agencies, developers, and community members

can address these obstacles and identify viable

compromises that work for everyone.

Principal Stakeholders

Public, private, non-profit, and community partners allwork together to create spaces for healthy neighbor-hood activities, like this Farm e r’s Market at an AdamsM o rgan bus transfer point.

The private sector is an important partner in cre a t i n gattractive buildings and retail opportunities that defineand give life to the neighborhood stre e t .

IV

Also in attendance were neighborhood associa-

tion leaders, community activists, small busi-

ness entrepreneurs, DC Main Street organiza-

tions, community development corporations,

and interested individuals. Many people came

to the workshop knowing very little about tran-

s i t-oriented development or urban design. They

came because they were interested in the topic

and wanted to learn more about how to use

transit assets to meet the goals of their neigh-

borhoods for growth or stability.

11Issues and Opportunities

ISSUES AND OPPORTUNITIES:THE WASHINGTON DC EXPERIENCE

Washington is unlike any other city. Each neighborh o o dmust adapt TOD principles to the unique conditions oftheir community and the unique needs and objectives oftheir re s i d e n t s .

For TOD to be appropriate in the District of

Columbia, it must respond to the unique condi-

tions of the neighborhoods of this city. On June

8th, 2002 a community training workshop was held

to review the general principles of transit-o r i e n t e d

development and discuss their application in District

neighborhoods. The purpose of the workshop was to

encourage broader understanding of TO D, the chal-

lenges and opportunities it presents, and the positive

impact it can have on our neighborhoods.

One hundred people attended this workshop

representing every ward of the city. Many of the

participants were Advisory Neighborhood Com-

missioners (ANCs) responsible for gathering and

conveying neighborhood reactions to develop-

ment proposals that come before the Board of

Zoning Adjustment (BZA) or Zoning Commission.

The goal of the workshop was to help ANC

Commissioners understand, craft, and share

TOD principles with the residents of their neigh-

b o r h o o d s .

CAPTURING OPPORT U N I T I E S

The positive effects of regional and city- w i d e

growth include a growing and diversified

employment base, economic development and

increased tax revenues to fund public services.

The negative impacts include increased traffic

and associated declines in air quality, unequal

access to jobs and opportunities, and increasing

housing costs. Creating appropriate designs for

TOD means neighborhoods can capitalize on

the positive opportunities and mitigate negative

i m p a c t s .

Existing Metro infrastructure, including bus routes

and subway stops, presents a great opportunity

for neighborhoods to capture the positive aspects

of regional growth while mitigating negative

impacts. The opportunities are many:

12 Issues and Opportunities

W H AT IS THE ISSUE?

For the past three decades, the Wa s h i n g t o n

region has experienced tremendous population

growth. Over the same period; however, the

District of Columbia has lost nearly a third of the

c i t y’s population, from a high of 802,000 in the

1950s to 572,000 currently. Today there is an

upward trend in population as the District is

once again beginning to capture a portion of the

r e g i o n’s growth. While all neighborhoods can

expect change, development pressures are

uneven. Neighborhood residents have reacted

to these pressures, often with concern.

H o w e v e r, the issue is not if District neighbor-

hoods will change, but how growth and change

will occur and what strategies are in place to

guide it in a way that is feasible for developers

and desirable for neighborhoods.

• Land is available for development without dis-

placement or neighborhood disturbance. The

District has over 2,000 acres of vacant or

abandoned land within a 10-minute walk of

high quality bus or rail service. WMATA con-

trols over 1.7 million square feet of devel-

opable land.

• The region’s roadways are filling up.

Legendary traffic congestion in the suburbs

is making District neighborhoods with high

quality transit service more appealing for

employers and new residents;

• Transit ridership is increasing. WMATA has

reported a region-wide increase of over

100,000 daily trips since 1998;

On June 8, 2002, residents fro ma c ross the city participated in acommunity training workshop toe x p l o re how transit can helpdefine the active center of Districtn e i g h b o rh o o d s .

• Air quality concerns are more acute. The

region risks losing substantial federal funding

for transportation infrastructure if air quality

standards are not met. Better utilization and

promotion of transit is essential.

• Neighborhoods want solutions to traffic con-

gestion, housing and economic development.

Over a third of neighborhood clusters identi-

fied traffic, affordable housing, and/or eco-

nomic development as priority issues in their

Strategic Neighborhood Action Plans (SNAPs ) .

13Issues and Opportunities

D E V E LOPER’S ADVICE FOR TO D

At the June 2002 workshop, ULI: The Urban

Land Institute – a national development trade

and re s e a rch organization - shared with part i c i-

pants draft recommendations from a ULI study

g roup convened to identify guiding principles for

implementing TOD from the private sector per-

spective. These recommendations included:

1. Identify a Vi s i o n

2. C reate Part n e r s h i p s

3. Use Innovative To o l s

4. C reatively Address Parking

5. C reate hubs of mobility

6. Think 360 degre e s

7. Transit area must work for pedestrians

8. Be Realistic about Retail

9. Think of the corridor and not just the station

10. Make Buses a Better Idea

11. E v e ry Price Point Likes to Live Around Tr a n s i t

( d i v e r s i t y )

12. Development Around Transit Responds to a

Changing and Growing Market

13. Factor Economic Feasibility into Planning

14. Invest for the Future

15. Commuting, Work and Corporate Culture is

C h a n g i n g

U L I ’s re p o rt on TOD Principles will be available in

October 2002 and can be obtained through the web

at http://www. u l i . o rg

Vacant land around metrostations provides animmediate opportunity to

redefine and re c reate ourn e i g h b o rhood centers.

14 Issues and Opportunities

TAILORING PRINCIPLESFOR DISTRICTN E I G H B O R H O O D S

The TOD principles presented

in this guidebook are typical

for many cities and communi-

ties trying to plan for develop-

ment that maximizes the use of transit.

H o w e v e r, the District is unique in a num-

ber of ways: it is a wholly urban juris-

diction with well established neigh-

borhoods; the transit system has

been in place for over a gen-

eration; and there are limit-

ed opportunities for planning

and redevelopment for whole

new neighborhoods around transit

areas as exist in the suburbs. Each

neighborhood has its own unique

strengths and challenges. What might be

appropriate in Foggy Bottom may not be feasi-

ble or desirable in Deanwood. A transit-c o r r i d o r

may have consistently higher densities all along

its length but not penetrate very deeply into the

neighborhood; whereas a transit-area may be

concentrated around a single node.

Therefore, these Principles are general guidelines

that should be adopted and modified as appropri-

ate to respond to unique neighborhood condi-

tions. Generally speaking, however, is that areas

around high-quality transit service are character-

ized by a relatively higher level activity of a greater

variety than areas farther removed and less con-

venient to transit and the neighborhood center.

U N D E R S TANDING NEIGHBORHOODT Y P O L O G I E S

D C’s neighborhoods are quite different from

one another in their current land uses, densities,

economic conditions, and market conditions.

Some neighborhoods are extremely attractive

to developers, while other neighborhoods

struggle to attract any development at all.

Some of the District’s neighborhoods

are characterized predominantly by

large, single family homes and

yards; others are a mix of tra-

ditional rowhouses and

smaller apartment build-

ings; while others still are

dominated by larger apart-

ment buildings. These land uses

help define the identity of the neigh-

borhood and its residents.

The application of TOD design principles

should enhance these unique characteristics

while at the same time providing

needed opportunities for growth

that strengthen the existing neigh-

borhood. Continued citizen educa-

tion, understanding and participa-

tion will help developers, investors,

and public officials to appropriately

implement TOD for each unique

District neighborhood.

Washington neighborhoods vary in theirland uses, densities, and developmentpotential. Transit-oriented neighborh o o dcenters should provide increased activityrelative to the character of the surro u n d i n gn e i g h b o rh o o d .

19Principle One: Orientation & Connectivity

To really be a vibrant node of activity, a

neighborhood center must be connected

to other destinations in the neighborhood

and other opportunities throughout the District

and the region. It must be easy to access, acces-

sible through multiple routes and pathways,

and serviced by a variety of transportation

m o d e s .

PRINCIPLE ONE: ORIENTATION & CONNECTIVITYTHE IMPORTANCE OF CREATING CONNECTIONS

C O N C E P T S

Orientation toward the neighborhood center and connections to and from it…

• Provides multiple routes to transit and other destinations.

• Creates easy and convenient connections with other modes of

t r a v e l .

• Enhances sightlines to transit and other destinations to make

connections easily visual and logical.

• Minimizes physical barriers to walking and transit use.

• Links neighborhood centers together to maximize access to

goods, services and opportunities throughout the region

Wa s h i n g t o n ’s traditional street grid is a model of connectivity.All streets converge on a common center and provide easy andlogical access across the neighborh o o d .

20 Principle One: Orientation & Connectivity

G U I D E L I N E S

Not all neighborhood destinations or amenities

can or should be concentrated in the neighbor-

hood center. Schools, large parks, large-s c a l e

retail, or low-density residential developments

may be more appropriately located outside of

the neighborhood center. Access to and linkages

between local and regional destinations is

important to the vitality of the core transit center.

A. Provide multiple routes to transit and des-

tinations in the defined center.

Neighborhood centers are most successful

when they can be accessed easily and logi-

cally from many different points in the sur-

rounding neighborhood.

• Strengthen or reintroduce an interconnected

network of streets and pathways.

• Break up “super blocks” with streets or path-

ways. Blocks of extensive length limit pedes-

trian movement and convenient access to

t r a n s i t .

• Strengthen or reintroduce a simple street and

block pattern radiating from the neighbor-

hood center; avoid cul de sacs, curving

roads, or dead ends. Street patterns should

be simple and memorable.

• Use the intersection of major streets or path-

ways as opportunities interesting architec-

ture, uses, or destinations.

• Provide clear, concise, and reliable maps of

the neighborhood at transit stops and in

other locations in the neighborhood.

• Improve signage to neighborhood destina-

tions such as schools, parks, recreation cen-

ters, and historic resources.

• Increase lighting and other safety measures

to ensure that a number of different routes

provide safe pedestrian pathways to transit

and neighborhood destinations.

N e i g h b o rhoods can take advantage of transit by high-lighting easy routes to important local destinations suchas historic sites to attract visitors to the community.

L’ E n f a n t ’s historic plan for Washington DC (left) laidout the city in a grid of streets with diagonal connec-tions to other important destinations in the District.

21

B . Provide clear connections from transit to

other modes of travel including walking,

b i k i n g, and transit transfers.

• Design transit-area plazas and public spaces

to integrate bus access and transfer points.

• Incorporate bus shelters into public spaces

and the architecture of buildings along transit

r o u t e s .

• Provide safe bicycle facilities close to transit

areas, such as lockers and paths.

• Adjust the connection between bus and rail

services so that buses do not idle for extend-

ed periods or obstruct pedestrian pathways.

Principle One: Orientation & Connectivity

N e i g h b o rhood centers should be designed to facilitateconnections between diff e rent modes of travel includ-ing transit, bike, and auto.

Transit centers provide dire c taccess to bus service, majorpedestrian routes and neighbor-hood destinations making transitconvenient and easy to use.

Buildings can be designed to incorporate bus stops or othertransit amenities into the façade of the building itself toenhance connections to transit.


C . Enhance visual connections across the

neighborhood center. Visual connections

provide a sense of orientation, entice people

to visit the destination, and promote a

sense of comfort and safety.

• Orient public spaces and building entrances

to transit facilities to increase access to tran-

sit and destinations such as shopping and

e m p l o y m e n t .

• Include public art or other landmarks in tran-

s i t-area developments to help visitors and

residents orient themselves in the neighbor-

h o o d .

• Maintain straight streets and consistent

building setbacks to extend the line of sight

for several blocks in many directions.

• Provide direct pedestrian pathways that fol-

low site-lines to destinations.

REGIONAL CONNECTIONS

Vibrant neighborhood centers that are pedestrian-friendly

and connected to transit provide local access to housing,

employment and service options. Several unique centers

within the District and metropolitan region reduce re l i a n c e

on automobile travel while creating a system of regional des-

tinations or “nodes of activity. ”

The regional benefits of TOD are best recognized through this system of activity nodes.

Connected by transit, they provide regional access to services and employment to all citizens,

re g a rdless of automobile ownership. In addition, reduced reliance on automobile travel results in

i m p roved air quality and less unplanned, dispersed development that relies on auto travel. In this

w a y, TOD holds the potential for local and regional change that can benefit all District neigh-

b o rhoods and the re g i o n .

The proposed Potomac Ya rds plan in Vi rginia is an exampleof a transit corridor with multiple, connected nodes. S o u rce: Cunningham + Quill Arc h i t e c t s

The transit system provides all residents access too p p o rtunities throughout the metropolitan re g i o n .

23Principle One: Orientation & Connectivity

D. Minimize physical barriers to transit use.

• Provide safe, convenient and inviting pedes-

trian and bicycle bridges and tunnels

over/under barriers such as major roadways,

railroad tracks, and steep gullies or streets.

• Link development projects to area transporta-

tion and circulation plans to ensure consis-

t e n c y.

E. Provide convenient, reliable and flex i b l e

connections between transit-oriented neigh-

borhood centers.

• Expand transit service to maximize accessibil-

ity to neighborhood centers.

• Route transit service to link neighborhood

centers with minimal transfers or delay.

• Promote service to the neighborhood center

by multiple travel modes including subway

lines, direct bus service, and bicycle path-

w a y s .

At Rhode Island Avenue, pedestrians cut across railro a dtracks adjacent to the Metro Station to take the mostd i rect route home. Improving access is important toencouraging transit use and providing safe ro u t e s .


Public spaces help create an identity for the neighborhood aswell as providing comfortable places to sit, visit, and re l a x .

N e i g h b o rhood centers should be safe and accessiblefor all members of the community.S o u rce: Washington Regional Network

25Principle Two: Quality Public Realm & Amenities

PRINCIPLE TWO: QUALITY PUBLIC REALM & AMENITIESTHE IMPORTANCE OF QUALITY PUBLIC SPACES

G reat public spaces, such asE a s t e rn Market, attract local andregional activities and are funand pleasant places to be.

The best cities and neighborhoods in the world are defined

by their great public spaces. A quality public realm creates a

“sense of place” and serves as the living room of a commu-

n i t y. Public community life provides vibrancy to the neighborhood

c e n t e r. Public spaces designed to encourage activities ranging from

public gatherings to casual people watching reinforce this vitality,

as well as transit use and pedestrian movement.

C O N C E P T S

A quality public realm….

• Provides a public focus and gathering space for the neigh-

b o r h o o d .

• Includes pedestrian pathways, village greens, neighbor-

hood parks, urban squares, and transit plazas.

• Is directly connected to public streets, residential areas

and retail uses.

• Radiates from transit stops to promote pedestrian activity.

• Emphasizes elements that are pedestrian-oriented, not

a u t o-d o m i n a t e d .

26

G U I D E L I N E S

A. Provide or enhance public spaces at neigh-

borhood centers to accommodate a variety

of community activities.

• Provide public plazas, wide sidewalks, or

small parks that serve as a focus for commu-

nity activities and transit use.

• Urban squares or parks at transit should be

a p p r o p r i a t e l y-scaled to fit surrounding densi-

ties, land uses, and daily activities.

• Use public spaces and plazas at major transit

stops as the connector between rail and bus

systems and the pedestrian pathway system.

• Encourage an active environment at neighbor-

hood parks as safe places for children to play

and neighbors to visit.

• Stimulate a vibrant pedestrian street life with

sidewalks that organize several everyday func-

tions such as shopping, child care, dry clean-

ing or simply catching the bus within an invit-

ing and attractive environment.

• Encourage active use of public space by pro-

viding or encouraging: street furniture; outdoor

cafes and dining; venues for festivals and com-

munity events; porches; community events.

B. Establish a system of public space ele-

ments that promote a sense of place,

pedestrian traffic, economic investment

and a positive neighborhood image.

• Create access to destinations via sidewalks

that support casual public activity, walking

and transit use.

• Define quality public spaces with trees. Tr e e s

and landscaping create a buffer from traffic,

while providing shade and comfortable gath-

ering places.

• Promote a safe evening environment with

p e d e s t r i a n -scale lighting that contributes to an

attractive neighborhood character and image.

• Encourage developments that build to the

property line to create a consistent edge or

“street wall” that defines the public space.

Principle Two: Quality Public Realm & Amenities

Public spaces provide venues for neighborhood festivals ande x p ress neighborhood character.S o u rce: Latino Economic Development Corporation

A p p ropriately sized neighborhood parks bord e red bydiverse uses provide an active and interesting place forcommunity such as the planned Village Green at theTakoma Station.

N e i g h b o rhood landmarks like the “Big Chair” inAnacostia, are a common meeting place and pro m o t en e i g h b o rhood identity and history.

27

C. Improve transit facility amenities that

enhance use and neighborhood character.

• Bus stop improvements may include:

• Expanded signage

• B e n c h e s

• Information kiosks

• S h e l t e r s

• Public Art

• Rail Station improvements may include :

• Plaza and landscaping improvements

• Information kiosks

• Public Art

Principle Two: Quality Public Realm & Amenities

A quality public realm supports retail, pedestrian and bicy-cle traffic, and casual visiting that are an essential compo-nent of a safe and attractive neighborh o o d .S o u rce: Washington Regional Network

Paley Park in New York City is a small urban park that pro-vides flexible space for community gathering, chess games,eating, and visiting.

Sidewalks are flexible public spaces that can simultaneouslybe used for pedestrian travel, commercial activity, and com-munity gathering places.

28 Principle Two: Quality Public Realm & Amenities

P R I VATE INVESTMENT IN THE PUBLIC REALM

Negotiating project re q u i rements with developers is one way to

p rovide public space amenities. Transit oriented development can

be facilitated through special zoning regulations or through the

Planned Unit Development (PUD) process. The PUD pro c e s s

gives the developer greater flexibility in meeting zoning re q u i re-

ments. In re t u rn, the developer is expected to provide a public

amenity pro p o rtional to the flexibility granted. Communities may

negotiate for parks, plazas, or other improvements such as land-

scaping. For example, a developer may negotiate an increase if floor

a rea or building height in exchange for providing sidewalk impro v e-

ments or a public plaza.

Private development, such as the pro p o s e d"Ellington" at U Street, contribute to an activepublic realm by including ground-floor re t a i l ,outdoor seating, and quality arc h i t e c t u re .S o u rce: Dontelli & Klein

The plan for the Hill East Wa t e rf ront re i n t roduces a traditionalgrid; wide, tree-lined streets; and a town square at the metrostation to encourage the use of transit.S o u rce: EEK Arc h i t e c t s

D. Integrate elements of the public realm into

plans for transit-oriented development.

• Develop a plan for future public spaces and

amenities, such as trees, lighting and store-

front design, appropriate to each neighbor-

h o o d .

• Incorporate improvements to the public

realm into private transit-oriented projects.

• Direct public investment to fund public space

improvements and attract private sector

i n v e s t m e n t .

29

Apedestrian friendly environment promotes walking over

automobile use. Sidewalks, streets, stores, and housing are

organized to create a vibrant atmosphere that stimulates

transit use, economic investment and a sense of place. Safety is

enhanced by multiple activities with “eyes on the street.”

Principle Three: Pedestrian Friendly, Safe Environment

PRINCIPLE THREE: PEDESTRIAN FRIENDLY,SAFE ENVIRONMENTTHE IMPORTANCE OF A PEDESTRIAN COMMUNITY

C O N C E P T S

A Pedestrian Friendly Environment….

• Reinforces walking, cycling and transit use as enjoyable

and preferable modes of travel.

• M a kes it convenient to walk to neighborhood parks,

shops and employment areas.

• Locates walking paths along or within view of all streets.

• Creates an attractive and interesting sidewalk streetscape

with storefronts, street trees, art, etc…

• Maintains a continuous and active street wall of develop-

m e n t .

• Produces desirable street activity to create a safe atmos-

phere that discourages crime.

Compact, mixed-use neighbor-hood centers provide conve-nient access to services andi n t e resting places to walk orpeople-watch. 24-hour activityi n c reases safety.S o u rce: DC Marketing Center

30

G U I D E L I N E S

A. Ensure an active, lively and continuous

street front and street activity.

• Maintain a “street wall” of development along

sidewalks that allows views into building

storefronts and defines a compact pedestrian

realm.

• Orient retail, commercial and residential

entrances onto the street to increase activity

and create an interesting walking environ-

m e n t .

• Encourage street level retail to generate and

attract walking trips.

B . Enhance quality streetscape and sidewalk

spaces to emphasize walking as an asset

to neighborhood life.

• Provide sidewalks and public space ameni-

ties including trees, lighting, and furniture.

• Ensure sidewalk are wide enough to accom-

modate intense pedestrian traffic and other

active uses.

C. Create safe, continuous pedestrian paths

with direct access to transit facilities.

• Connect sidewalks and pedestrian paths to

create clear routes to transit and the core

commercial district.

• Create pedestrian shortcuts through large

blocks to facilitate walking.

• Provide well designed crosswalks at many

points along major routes to shorten crossing

distances and create a safe interaction with

a u t o m o b i l e s .

• Utilize on-street parking as a buffer between

pedestrians and auto traffic.

D. Discourage auto-oriented land uses in the

neighborhood center.

• Discourage land uses that attract auto traffic

such as gas stations, drive-thrus, and large

parking lots. These uses decrease the densi-

ty needed for a pedestrian environment,

interrupt the “street wall” and increase con-

flicts between cars and pedestrians.

• Minimize curb-cuts and driveways where

pedestrians must cross automobile drive-

w a y s .


M e rchants, by having shops in the neighborh o o d(above), are invested in the community. Maintainingclean sidewalks, interesting displays, and watching thes t reet can improve overall safety for a better business andpedestrian enviro n m e n t .S o u rce: Washington Regional Network

S t o re f ronts oriented toward the street, wide sidewalks, well-marked cross-walks, signage, and lighting all contribute to asafe and walkable place.S o u rce: Pudget Sound Regional Council

31

E. Ensure an environment where cars, pedes-

trians and bikes can all circulate safely and

e f f i c i e n t l y.

• Employ traffic calming techniques (see side-

bar on following page).

• Modify traffic flow to channel traffic onto

arterial streets.

• Create designated bike lanes.


• Large, transpar-ent store f ro n twindows anddoors that facethe stre e tengage pedestrians andinvite activity.

• Outside displaysor seating p rovide critical“eyes on thes t re e t ”

• Ample sidewalkseasily accom-modate pedes-trian traffic andp rovide criticalpublic space.

• Benches, lights,and trees areamenities thatalso buff e rpedestrians fro mthe stre e t .

• Roadway curblanes provide on-s t reet parking ando p p o rtunities forbike lanes allow-ing for manychoices of trans-p o rtation modesin the neighbor-hood center.

Clearly marked cross-walks allow pedestrians, bicycles,cars, and buses to safely circulate within the neighbor-hood center.

32 Principle Three: Pedestrian Friendly, Safe Environment

F. Encourage development patterns that en-

hance community safety.

• Locate entries and windows at the street to

create activity and supervision in the neigh-

b o r h o o d .

• Increase the number of housing units and

businesses to generate economic stability and

opportunities for positive activity day and

e v e n i n g.

• Avoid blank walls and vacant lots. These

“dead zones” create opportunities for crime

and discourage walking.

• Encourage porches, balconies,

and patios to encourage out-

door use and additional “eyes

on the street.”

TRAFFIC CALMING

I d e a l l y, pedestrians, bicycles and automobiles

a re all able to move about and coexist harm o-

n i o u s l y. Ty p i c a l l y, however, speeding cars ru l e

the streets and pose a barrier to safe and easy

pedestrian movement. Excessively fast auto

t r a ffic is not only a safety hazard, but also

means traffic is moving through the neighbor-

hood without slowing to take advantage of

retail and other activities the neighborh o o d

has to off e r.

Tr a ffic calming methods can not only create a

safer environment for non-auto movement,

but can also help drivers by ensuring a con-

tinuous flow of auto traffic at a constant, but

safe, pace rather than “speed-up and stop”

p a t t e rn s .

Tr a ffic calming measures range from expensive

redesigns of streets and curbs, to less expen-

sive modifications to pavement, to simple com-

munity campaigns and neighborhood activi-

ties. Tr a ffic calming improvements change the

physical appearance of the street thus chang-

ing the driver’s perception and driving behav-

i o r. Tr a ffic calming typically does not dramati-

cally change the street capacity or function.

Common traffic calming tools include:

• Curb bulbouts

• Intersection ro u n d a b o u t s

• M i n i - t r a ffic circ l e s

• Median strips

• L a n d s c a p i n g

• S t reet trees/ street furn i t u re

• Raised intersections or cro s s - w a l k s

• S i g n a g e

• S t reet and sidewalk activity

• O n - s t reet parking

• E n f o rc e m e n tBlank walls create a cramped and unfriendlypedestrian enviro n m e n t .

33

Attractive buildings and spaces contribute to

a positive neighborhood identity and engag-

ing pedestrian environment. Quality and

appropriate architecture integrates all components of

a compact neighborhood and carefully accommo-

dates the intensity of activity necessary to a success-

ful transit area without changing the positive charac-

ter of the community.

Principle Four: Attractive Architecture & Design

PRINCIPLE FOUR: ATTRACTIVE ARCHITECTURE & DESIGNTHE IMPORTANCE OF A WELL DESIGNED ENVIRONMENT

C O N C E P T S

Attractive, appropriate architecture and design…

• Accommodates increased densities with sensitive and

appropriate design.

• Provides transitions in density and scale to connect new

development with the existing neighborhood.

• Provides buildings and spaces that interact with street life

and create a safe and attractive environment.

• Promotes site design that creates pedestrian places and

manages the presence of automobile traffic.

New buildings should reflect and define the neighbor-hood. Large streets, such as Pennsylvania Avenue, needl a rger buildings to define the edge of the public space.

34

G U I D E L I N E S

A. Utilize distinctive architecture to help

define neighborhood identity and character.

• Design buildings of appropriate scale and

massing with distinctive architecture to high-

light important or significant places within

the neighborhood.

• Promote contemporary architecture that

introduces interest and diversity. While build-

ings must be sensitive to the character of

neighborhoods outside of historic districts, it

is not necessary for all buildings to adopt his-

toric styles.

• Provide site design that is responsive to com-

munity priorities concerning public space and

p a r k i n g.

B. Emphasize quality architecture and design

to create a pedestrian environment with

distinctive character.

• Design the ground floor facades of all build-

ings to maximize transparency, architectural

details, multiple entrances, and interesting

signage and lighting.

• Avoid blank walls along major streets or

pedestrian pathways.

• Provide frequent and attractive entrances into

buildings along the street wall. (Refer to

Principle Four: a pedestrian-friendly environ-

ment, for more strategies for relating build-

ings to a pedestrian environment.)


A rchitectural details help re i n f o rce the character of acommunity whether it is historic Capitol Hill (above) orthe Asian influences in Chinatown (below).

D C ’s new store f ront designguidelines encourage attrac-tive signage, front doors andwindow displays to create am o re interesting and attrac-tive neighborh o o ds t re e t s c a p e .S o u rce: Nelson Arc h i t e c t s

35

C. Integrate higher density commercial, resi-

dential and mixed uses into the ex i s t i n g

neighborhood to support activity and safety.

• Utilize innovative and sensitive design ele-

ments to combine all new and existing land

uses into one complimentary attractive envi-

r o n m e n t .

• Encourage architectural details and varied

façade materials to visually break up taller

buildings or those of great mass.

• Step upper floors of buildings back to relate

to the smaller scale of the existing neighbor-

h o o d .


• Visually tie together buildings of different

scales and uses to create one identity using

similar details, materials and transitions on

s c a l e .

• Orient building entrances toward transit to

encourage transit use and create a vibrant

public realm around buildings and transit

a r e a s .

A traditional block near one of the District’s transit stopsincludes a variety of opportunities for housing and re t a i lwith varying heights and styles of buildings that worktogether to create an interesting stre e t s c a p e .S o u rce: Tara PendersC o n t e m p o r a ry design can add interest, new residents, and

critical activity to a neighborhood stre e t .

A N ATOMY OF A BLO C K

On blocks near transit areas in the District of

Columbia you will find a number of diff e re n t

uses, building types and building heights. This is

n o rmal for many urban neighborh o o d s .

Imagine walking around a typical block. On the

c o rner you may find an elegant old eight story

a p a rtment building. Next door is a row of smaller,

four story multi-family homes along side 2 to 3

s t o ry row houses. At the far corner is a neighbor-

hood corner store with a residence above it and

single-family homes extending down the block.

At the next corn e r, you encounter some attrac-

tive condominium buildings about 6 stories in

height. At the fourth corner is a large re t a i l

building with shops, offices and residential units.

Parking is accommodated behind the building at

the interior of the block.

You can find this block, or a variation on it,

t h roughout the District. Some blocks may have

m o re single-family houses, some may be without

retail, but many will have a diversity of housing

types and densities occurring on the block. This

variation of use and building heights adds inter-

est to the block, as well as activity and safety to

the neighborh o o d .

36

D. Transition density and residential types to

fit into the surrounding neighborhood.

• Decrease density of development with dis-

tance from transit and the neighborhood cen-

ter to provide a variety of housing and ser-

vice options. For example, provide high-d e n-

sity housing in close proximity to transit

stops, moderate density housing as you

move away from the center and low density

housing only in the surrounding neighbor-

h o o d .

• Encourage a mix of residential units close to

transit within the neighborhood center. A

change in density can accommodate differ-

ent housing types and households within an

easy walk of transit, jobs and services.

• Encourage increased residential densities in

a variety of types in transit centers to provide

affordable housing options, access to jobs

and services, while supporting diversity.


High1density residential or mixed land usesa re desirable in the immediate vicinity oftransit stations.

• Encourage moderate density housing that

provides a transition in scale and character at

the perimeter of the center while accommo-

dating a variety of household types.

• Accommodate low-density housing outside

the defined transit center. While not appropri-

ate at the core, single family homes in the

neighborhood support diversity and provide a

larger consumer base for nearby commercial

s e r v i c e s .

Moderate density residential units are appro p r i a t ein the mixed-use zone around transit stations. Low-density residential dwellings like the one

above in Congress Heights are appro p r i a t ef a rther from the defined center.

37

An intense mix of land uses: retail, employment, residential, enter-

tainment, and public services concentrated within a neighbor-

hood center stimulates pedestrian activity and provides economic

opportunities. A diverse neighborhood is a “melting pot” and destination

for a variety of people for many different purposes.

Principle Five: Mix of Uses

PRINCIPLE FIVE: MIX OF USESPROVIDING A DIVERSITY OF USES FOR A VIBRANT CENTER

H Street, NE includes retail, offices, services, and oppor-tunities for housing.

C O N C E P T S

A mix of uses ….

• Includes places to live, work, shop, play and learn.

• M a kes a variety of destinations convenient to transit riders and

p e d e s t r i a n s .

• Provides many housing types and retail options for a variety of

preferences and incomes.

• Increases opportunities for and access to employment.

• Keeps sidewalks busy and safe at most hours of the day and

n i g h t .

• Can be organized horizontally and vertically.

• Reflects the character of the neighborhood and the type of transit

services available.

38

G U I D E L I N E S

A. Promote a variety of uses in the compact

neighborhood center that provides many

different opportunities for housing, eco-

nomic growth and pedestrian activity.

• Establish a commercial retail center near

transit facilities. A variety of services creates

interesting pedestrian and transit destina-

t i o n s .

• Support employment opportunities near tran-

sit facilities. Job opportunities easily

accessed without an automobile support the

local economy and reduce auto traffic.

• Provide housing development opportunities

within the defined center.

• Orient retail and commercial uses to the

sidewalk to make these services conve-

nient to pedestrians and transit users while

contributing to a vibrant community envi-

r o n m e n t .

• Determine the mix based on neighborhood

strengths. Some neighborhoods can

accommodate major employers, others

may be large retail centers, while others

will be predominantly housing. There is no

magic mix of uses.

B. Establish a mix of residential opportuni-

ties near transit facilities and community

s e r v i c e s .

• A mixture of uses such as apartments

above shops provides opportunities for

additional housing options, while town-

houses can also be incorporated at the

c e n t e r.

• A mix of residential types, costs and owner-

ship help create a diverse community and

generate transit use. Refer to Principle Fo u r :

Attractive and appropriate architecture.


Adams Morgan is easily accessible by bus or bike, making ita convenient place to live, work, eat, and shopS o u rce: Washington Regional Network

Buildings can have a mixture of uses within them andcontribute to a mixture of uses at street level.

39

C. Promote development of underutilized

l a n d .

• Encourage infill development on abandoned

or underutilized properties.

• Introduce a mix of uses through gradual infill

i n v e s t m e n t .

• Utilize and expand existing buildings for new

uses in demand by the community.

D. Discourage a separation of land uses in the

neighborhood transit center.

• Minimize pedestrian “voids” between build-

ings and uses such as surface parking lots,

u n d e r-utilized vacant land or wide roadways.

• Eliminate auto-oriented land uses in the

defined center such as gas stations and

d r i v e- t h r u s .

E. Encourage a mix of uses within buildings

and on adjacent sites.

• Mix uses vertically within buildings. Fo r

example, locate business and housing above

first floor retail and commercial uses to sup-

port a lively sidewalk environment.

• Mix land uses horizontally between adjacent

sites within a neighborhood. Include a variety

of uses with a concentrated area such as

s h o p p i n g, offices, schools, restaurants, and

community centers.


Development on vacant or underutilized pro p e rties can pro-vide a desired mix of uses and additional residents to meetcommunity needs. S o u rce: Pudget Sound Regional Council

Uses can be mixed within the same building (below) or bymixing single-use buildings (such as apartment buildingsor offices) within the same compact are a .S o u rce: New Jersey Tr a n s i t

Low density land uses, such as drive-thru fast food estab-lishments can be obstacles to creating compact, vibrantpedestrian-oriented development

40

F. Integrate public facilities such as schools,

libraries and government offices into the

transit area.

• Balance public uses with private develop-

ments (commercial and residential) to ensure

24 hour activity.

• M a ke public facilities a focus for activities

including community meeting space, festi-

vals and markets, and after-school and week-

end activities.


Public facilities such as the school at Minnesota Avenue station or the Library at Te n l e y t o w ncan be important anchors for transit areas and improve broad access to public serv i c e s .

The Adams Morgan neighborh o o dincludes residential, office, retail, re s t a u-rant, and professional services within acompact, easily walkable are a .

D a y - c a re at the Columbia Heights metrostation is located above a pharm a c ywhich allows families to take care ofmany errands on their way to or fro mthe transit station.

• O f f -street parking should be appropriately

located away from pedestrian zones, set

behind buildings, and integrated with com-

pact land uses.

• Minimized and utilized through management

and incentive programs.

• Used to stimulate the economy and support

the vitality of the area.

41

C O N C E P T S

Parking should be …

• Limited and conveniently located in transit-

oriented development areas.

• Provided on the street to serve as a pedestri-

an buffer to car traffic.

Principle Six: Creative Parking Management

PRINCIPLE SIX: CREATIVE PARKING MANAGEMENTTHE ROLE OF INTEGRATED PARKING IN TRANSIT-ORIENTEDDEVELOPMENT

Parking must be provided in neighborhood centers,but is best located away from areas with high pedes-trian activity.

The provision of parking is not only necessary to the

economic success of a transit-oriented neighbor-

hood, but is also a design tool to help create a bet-

ter pedestrian environment. Parking must, however, be

appropriately located and innovatively managed to

ensure it does not dominate the landscape, consume lim-

ited land resources, or over-inflate development costs.

Conventional notions about parking are being challenged

and redefined in urban communities where walking, bik-

ing and transit provide equally convenient travel options

as the private automobile.

42

G U I D E L I N E S

Because driving is faster than walking or taking

transit, parking demand is great. If parking is

abundant and easy to find, most people will

choose to drive. Wisely providing sufficient

parking to support residential and commercial

uses while not providing so much that transit is

no longer competitive is the primary challenge.

A. Utilize parking to strengthen the neighbor

hood center and retail uses. Constrained

parking can strengthen the use of transit,

encourage “park-once” behaviors, and cre-

ate more foot traffic in neighborhood retail

c o r r i d o r s .

• Emphasize short-term parking over long- t e r m

commuter parking.

• Locate parking to conveniently serve a num-

ber of different destinations in the neighbor-

hood center.

• Utilize on-street parking as a resource to local

businesses and a safety buffer between

pedestrians on the sidewalks and cars in trav-

el lanes.

• Implement parking-demand management to

determine the actual need for parking in the

total area instead of for individual uses. Fo r

instance, the same parking space may be

used by a bank between 10 am to 4 pm and

a restaurant after 5 pm; therefore, an individ-

ual parking spot for each is not necessary.


O n - s t reet parking provides a buffer between pedestrians onthe sidewalk and moving cars in the stre e t .

Entrances to parking can be cre a t i v e l ydesigned so they do not interrupt theappearance or flow of the sidewalk.

B. Minimize parking in high-pedestrian or

transit areas.

• Reduce or eliminate surface parking so that

parking lots do not dominate the street

frontage .

• When feasible, locate parking in structured

parking facilities, on top of or beneath

developments in lieu of surface parking.

• Encourage developers to incorporate tran-

s i t-subsidies as a part of commercial or res-

idential rent.

• Eliminate free and subsidized parking for

office or residential tenants by imposing

fees for additional parking.

43

• Encourage employees to utilize transit to

reserve available parking for customer use.

• Allow and encourage less than one residen-

tial parking space per unit for units within a

ten-minute walk of transit.

• Integrate senior housing into developments

near transit, as seniors typically rely on transit

as the primary mode of travel and own fewer

vehicles than younger households.

C . Employ innovative parking management

s t r a t e g i e s .

• Encourage shared parking for multiple retail

establishments such as banks, professional

services and evening uses.

• Encourage employers to offer ride sharing

and pay per use options such as Flexcar and

Zipcar programs that help reduce the depen-

dency on individual vehicle trips.

• Establish the management and operation of a

parking program prior to completion of a

transit oriented development.

• Work with the transit authority, WMATA to

reduce commuter parking requirements in

joint development transit areas.


D. Improve the design of parking lots,

garages, and facilities to contribute to an

attractive neighborhood atmosphere.

• Locate parking entrances set away from adja-

cent sidewalks and pedestrian paths.

• Locate parking behind buildings.

• Use innovative lighting and signage for park-

ing entrances, lots and garages.

• Wrap parking structures in ground-floor retail

to integrate the parking structure with the

neighborhood and provide opportunities for

viable neighborhood businesses and offices.

Parking can be wrapped in retail to maintain an activeedge to the sidewalk and integrate parking into the rest ofthe neighborhood center.R e s o u rce: New Jersey Tr a n s i t

P rovide parking behind buildings and store f ronts tore s e rve the sidewalk and street edge for pedestrian andtransit activities.S o u rce: Pudget Sound Regional Council

S t ru c t u red parking can be stacked above, below or betweenn e i g h b o rhood services such as gro c e ry or video store s .

44

• Screen parking lots using shrubs, low walls

and ornamental fencing so the continuity of

the commercial/business street frontage is

not interrupted.

• Incorporate “Lo w-Impact Design” (LID) prac-

tices in parking facilities, such as rain gar-

dens, tree shaded lots, and rooftop gardens.


T R A N S P O R TATION DEMAND MANAG E M E N T

Tr a n s p o rtation demand management (TDM) is a term that applies to a number of strategies

intended to reduce or shift the demand and use of diff e rent types of transportation modes. TDM

m e a s u res can reduce the use of, and number of trips made by, private automobiles (and there f o re

the need for parking) and encourage and facilitate the use of other modes of transportation such

as bike, transit, or walking.

Common transportation demand management measures include:

• Eliminating free employee parking;

• P roviding incentives for car-pooling or van-pooling;

• Employee or tenant transit subsidies;

• Flexible curbside parking pricing based on location and time of day;

• P roviding bicycle facilities (i.e protected bike racks, showers, etc.)

• Te l e c o m m u t i n g

• Guaranteed ride home

• Tr a ffic calming

• Pedestrian impro v e m e n t s S e rvices such as Zipcar ® or Flexcar ® provide re s i d e n t swith access to a private automobile without having to own,maintain, or park the car themselves.

Public parking provides shared spaces for multiple diff e re n tretailers which cuts down on both development costs andland devoted to parking.

F. Link parking to transit options and other

travel modes.

• Link parking facilities with river walks,

greenways, hike r / b i ker trails, as well as the

local street grid.

• Integrate parking structures or facilities

with waiting areas and drop-o f f / p i c k- u p

points for buses, tour-mobiles, and shuttle

v a n s .

VI

45

The public sector, private sec-

t o r, and community leader-

ship all have a role to play in

implementing transit-o r i e n t e d

development to create strong,

cohesive, and successful neighbor-

hood centers. Strong leadership

from the public sector removes

barriers to implementing TO D, cat-

alyzes TOD efforts, and sets the

stage for development. The com-

munity shapes public policies and

works with private developers and

businesses to create a transit-o r i-

ented center. The private sector

provides innovative, flexible, and

creative projects that accomplish

both corporate needs and neigh-

borhood goals.

Implementing TOD in DC

IMPLEMENTING TOD IN DC:TOOLS FOR REALIZING TRANSIT ORIENTED DEVELOPMENT

M e t roBus and MetroRail service is very much a part ofThe District of Columbia and Wa s h i n g t o n ’s re p u t a t i o nas a livable city.

C O N C E P T S

Tools for implementing TOD include …

• Consistent and predictable plans developed

through community visioning;

• Facilitation project review and permitting;

• Innovative regulations to enable transit-o r i e n t-

ed development;

• Public and private investment in development

and infrastructure;

• Community planning, leadership, and

a d v o c a c y ;

46

G U I D E L I N E S

The public sector typically sets the framework

for development. The private sector then can

develop within these plans for transit-o r i e n t e d

neighborhood centers and contribute to the

community fabric through improvements to the

physical environment of the area, bringing new

residents, stores, or services to the area; and

providing community amenities. The communi-

t y, of course, must participate with both public

and private partners to help create projects that

benefit the community.

PLANNING AND INFORMATION: A ROADMAP FOR SUCCESS

A critical first step in implementing transit-o r i-

ented neighborhood centers is to gather, share,

and analyze information and conduct planning

in advance of development projects. To o l s

i n c l u d e :

• Tr a n s i t-area planning

• M a r ket and feasibility studies

• Transportation and parking demand manage-

ment studies

• Design guidelines

• Community education and outreach

There is no “one-s i z e- f i t s-all” approach to

designing transit-oriented neighborhood cen-

ters. Transit is an asset that neighborhood lead-

ers can use to attract investments that achieve

neighborhood priorities.

The best way neighborhoods can take advan-

tage of transit is through vision and proactive

p l a n n i n g. Proactive planning identifies neighbor-

hood assets; the things that are good about the

neighborhood, and builds off of these to devel-

op strategies for improving the elements that

are still lacking in the neighborhood. This may

mean stronger local businesses, a safer environ-

ment, quality open spaces, or more housing

o p p o r t u n i t i e s .

Once a neighborhood has articulated the objec-

tives it wishes to accomplish, then a plan can

be adopted to translate these ideas into a viable

physical development strategy. This advance

plan is a powerful tool for neighborhood resi-

dents, the public sector, and potential develop-

ers. It sets a common framework that conveys

the neighborhood’s vision and gives developers

a predictable “road map” for building in the

area. The plan defines the relationship between

individual projects so that, when implemented,

they add up to a cohesive and logical neighbor-

hood center that reflects the unique character

of the community.

COMMUNITY INVOLV E M E N T:E A R LY AND OFTEN

Often, neighborhood residents fight develop-

ment proposals. Too often this is simply

because not enough information was shared

with residents early on in the process.

Developers can encourage and invite community

participation by sharing conceptual development

plans with neighborhood leaders and inviting

early input into the process. This saves the

developer both time and money in moving a pro-

ject forward, creates a positive working environ-

ment with the community, and generally results

in a much better product.

The public sector too must share information

regarding new investments, changes in zoning

or policy, and public programs available to their

c o m m u n i t y. Planning is an important tool for

organized community involvement.

Ultimately “implementation” of community

involvement lies with community members

themselves to participate in developments in

their communities and encourage others to join

as well.


Public involvement early on in the planning and develop-ment process is critical to project success.

47

I N V E S T M E N T: BUILDING COMMUNITY

Investment attracts private investment. Pu b l i c

investments in a transit-area, particularly in

underserved areas, send a signal to the private

sector that the area has development potential

and improves the physical and economic attrac-

tiveness of the area for private investment.

Public investments take many forms:

• Physical infrastructure improvements

• Land purchase and assembly

• Development incentives or tax abatements

• Development of public facilities (recreation,

libraries, office space, etc.)

• Joint development

• Public financing

The private sector investment is critical in creat-

ing projects that encourage the use of transit,

define and enhance the neighborhood center,

and provide a benefit to the community that

lives there. Aside from the development project

i t s e l f, public sector developers and financers

can invest in the community by providing:

• Public amenities; Though a potential addition-

al capital cost in development, amenities can

pay for themselves by expanding neighbor-

hood support for the project. Amenities can

be simply improving the pedestrian environ-

ment at the street level, providing well-lit and

safe public spaces such as plazas, or building

bus shelters into building façades to facilitate

transit use and increase clear sidewalk

s p a c e .

• Innovative loan and financing products: New

mortgage products—dubbed “Lo c a t i o n

Efficient Mortgages” (LEMs) or “smart com-

mute” loans- make housing near transit more

affordable by offsetting the price of housing

near transit with the decreased household

expense of multiple automobile ownership.

• Flexible financing for mixed-use develop-

ment: Many banks are set up to fund only

one kind of development project—all residen-

tial or all commercial. Mixed use develop-

ment loans are necessary to support the type

of development best suited near transit in the

neighborhood center.

FA C I L I TATION: MAKING THINGS HAPPEN

Perhaps the most frustrating experience for

developers and community residents is to ham-

mer out a development project that all parties

are excited and eager about only for govern-

ment processes to delay development for

months or years.

Permit review can be an unpredictable process.

A process that makes transit area development

e a s i e r, while taking some of the risk and uncer-

tainty out of TOD makes a transit area more

attractive to private investors and developers

than other areas of the neighborhood and pre-

vent encroachment of development into areas

where it is not wanted or cannot be supported.

The following are tools that can simplify the per-

mit process.

1. Coordinate efforts of public sector agencies.

Eliminate conflicts between agency require-

ments and procedures that can delay permit

approval. Establishing multi-agency review of

TOD projects and providing one designated

contact person for transit oriented projects

can simplify the process and facilitate coordi-

nation of associated requirements.

2 . Ensure consistent application of regulations.

A straightforward process that is predictable

and easy to navigate can encourage TO D


Consistent public policies, such as design standard s ,i n c rease predictability for private investors and neigh-b o rhood residents alike.

48

efforts. Prepare a packet containing all regu-

lations for transit areas and/or transit overlay

zones. Also, provide a checklist to developers

of all applicable requirements.

3 . Allow for flexibility in the permitting process.

Establishing an interactive review process

can be effective in negotiating requirements.

Similar to the PUD process, interaction with

developers can shorten permitting time and

result in benefits for the public, as well as the

d e v e l o p e r.

4 . Conduct some of the permit steps in

advance of development proposals.

Examining specific impact issues early in

planning process, such as transportation and

utility capacity, can reduce uncertainty and

permit review time.


R E G U L ATIONS: TOOLS THAT WORK

Fi n a l l y, regulations can both help and hinder the

goal of maximizing transit assets. Zoning in the

District of Columbia is not significantly different

in transit areas than in other parts of the city.

Thus, transit areas have no special advantage

in attracting development or investment. In

some neighborhoods, zoning is a disincentive

or even bars the mix of uses and densities

essential to TO D.

There are many options for tailoring zoning to

TOD areas including rezoning properties, creat-

ing new zoning districts, or creating transit over-

lay zones. To rezone a property means to

change its classification in a way that facilitates

transit area development. A new zoning district

creates a new set of land uses and standards

tailored specifically to the needs of a transit

area. Similar to special zoning for an historic dis-

trict, a Transit Overlay Zone supplements the

existing zoning for properties with provisions

that apply only to a defined transit area.

Transit Overlay Zones have been recommended

as one zoning strategy by the Mayoral Tr a n s i t-

Oriented Development Task Force; however, a

combination of strategies may be necessary to

achieve TOD objectives in defined geographic

boundaries, while protecting the character of

the surrounding neighborhood. Tailored zoning

increases predictability for the community,

developers and land owners. Zoning modifica-

tions can impact involved properties in three

general ways:

1. Control distribution of land uses. Require a

high mix of desirable land uses in a defined

geographic area. As a result, a sterile separa-

tion of land uses and land uses inconsistent

with increased transit use can be avoided in

TOD areas.

2. Control density of development. Through

floor area ratio (FAR) requirements, the inten-

sity of development in a defined transit cen-

ter can be increased to create a compact

walking environment.

3. Implement design standards. Design stan-

dards make sure the five design principles for

developing defined neighborhood centers are

incorporated and properties are maximized. A

variety of design typologies can be devel-

oped to respond to the character of District

neighborhoods and included in zoning

changes. Communities can determine which

one(s) most closely reflects their neighbor-

hood objectives. These standards can serve

as the code by which to evaluate develop-

ment within TOD zones.

A consistent transit-oriented development policy canhelp to retain and strengthen existing businesses andresidents by guiding new development to where it cancontribute to neighborhood priorities.

49District of Columbia Office of PlanningImplementing TOD in DC

P R O M OTE PRIVATE DEVELO P M E N TTHROUGH PUBLIC AC T I O N S

Adopted from the Puget Sound Regional Council

Public agencies can initiate investment in a

transit area through public actions. Public

investments in transit areas can leverage poten-

tial private investment. The following are some

of the proactive measures local government can

take to create defined neighborhood centers.

1. Develop Small Area Plans. Working with a

community to develop small area plans for

defined transit station areas can re d i re c t

District and private sector re s o u rces to

these priority areas. Development can be

attracted resulting in physical impro v e-

ments and economic re v i t a l i z a t i o n .

2 . Market potential development opport u n i-

ties. A marketing strategy can be used to

“sell” transit-oriented development opport u-

nities to the development community. The

strategy should address developer concern s

and obstacles, as well as initiating a pro c e s s

that shapes market conditions, not mere l y

responds to current market demand.

3. Establish incentives. Often, incentives are

n e c e s s a ry to attract developers to the re l-

atively riskier practice of TOD.

Incentives may include density bonuses

for providing public amenities, as well as

favorable permit review pro c e d u re s .

4. P rovide public facilities and infrastru c-

t u re. Infrastru c t u re investment can

demonstrate a public commitment to

n e i g h b o rhood transit centers and can

p rovide needed improvements to the

safety and appearance of an are a .

Investments may include a police substa-

tion, sidewalk amenities and utility

i m p rovements. In addition, public facili-

ties such as libraries and parks can be

s t rong magnets for developments and

transit use.

5 . Package and assemble land for develop-

ment. Public action in securing and assem-

bling land can result in pro p e rties of suff i-

cient size to be economically viable and

spur change in station area land use pat-

t e rns. Small and challenging parcels can be

combined with other pro p e rties and

Federal investment in the Washington Navy Ya rdattracted significant private investment to the sur-rounding neighborh o o d .

50 Implementing TOD in DC

planned as part of a neighborhood development. Also,

land adjacent to transit stations that is owned by

W M ATA is regularly made available for development

o p p o rtunities.

6 . Help in securing project financing. Aggressive finan-

cial participation and risk sharing can help stimulate

TOD. One method of risk sharing is underw r i t i n g

land costs in re t u rn for project participation. For

example, set below market rents in exchange for a

p o rtion of project revenues for certain length of

time. Also, public/private partnerships can also aid in

securing project financing.

7 . Pursue Public/Private Partnerships. Joint develop-

ment eff o rts are based on the idea of combining tran-

sit investment and commercial development to allow

the public to share in value enhancements generated

by public investment.

It may be beneficial to purchase a portion of a pro-

ject for a public purpose; library, offices, etc… The

developer gains a paying tenant while the city gains

an integrated mixed-use project and well-located

f a c i l i t y. The federal Department of Tr a n s p o rt a t i o n

has made funding available for TOD joint develop-

ments. The benefits include securing a re v e n u e

s t ream for the transit system and shaping land use to

i n c rease economic development and transit use

Development of land adjacent to transit can catalyzeredevelopment of other pro p e rties within the transit are a .

V

15Designing a Transit-Oriented Neighborhood

C O N C E P T S

A successful transit-oriented neighbor-hood center….

• Is a core of compact development focused

around bus and rail stations.

• Is the center of community life by providing

opportunities to shop, work, live, learn and

p l a y.

• Has a defined boundary and character dis-

tinct from the surrounding neighborhood.

DESIGNING A TRANSIT-ORIENTED NEIGHBORHOOD:THE IMPORTANCE OF A DEFINED CENTER

• Emphasizes six key design principles:

1. Orientation & Connectivity

2. Quality Public Realm & Amenities

3. Pedestrian Fr i e n d l y, Safe Environment

4. Attractive Architecture & Design

5. Mix of Uses

6. Creative Parking Management

Adefined neighborhood center

serves as the focus of communi-

ty life. Six key design principles

refocus new investment to recreate tra-

ditional centers to take advantage of

existing transit facilities to create pedes-

trian friendly retail, entertainment,

employment educational, and housing

options for all community members.

A defined neighborhood center integrates basic designprinciples into one lively pedestrian enviro n m e n taccessible by transit.

16 Designing a Transit-Oriented Neighborhood

G U I D E L I N E S

This chapter focuses on six design principles

that can create vibrant centers focused on tran-

sit, while enhancing unique neighborhood char-

acteristics. Most of these principles are evident

in different combinations throughout

Washington, DC; however, they can be com-

bined to have a greater impact in reinforcing

patterns of development friendly to transit and

walking to increase neighborhood vitality.

A transit-oriented neighborhood has a defined centerfocused around high quality transit. Activity and densityd e c reases with distance from the center.S o u rce: New Jersey Tr a n s i t

B. Create an environment that supports tran-

sit use and neighborhood investment.

• Promote compact development around tran-

sit facilities to shift neighborhood focus from

automobile travel by making many daily activ-

ities accessible by transit and walking.

• Create a street wall of buildings to provide

retail, employment and housing opportunities

that open onto the sidewalk, defining a

vibrant walking environment with access to

t r a n s i t .

• Stimulate reinvestment in neighborhoods by

creating a variety of development opportuni-

ties. Access to many destinations and transit

results in a compact vibrant environment.

A . Integrate the six design principles to cre-

ate compact development around rail and

bus facilities:

1. CONNECTIVITY

A transit-oriented neighborhood center must

be connected to neighborhood destinations,

different travel modes, and activity centers

throughout the District and region.

2. QUALITY PUBLIC REALM

A network of public spaces must be provided

to create a sense of place and promote

pedestrian activity.

3. PEDESTRIAN-FRIENDLY ENVIRONMENT

Physical design, infrastructure, and land uses

promote walking, biking and transit use to

increase activity and deter crime.

4. AT T R ACTIVE ARCHITECTURE & DESIGN

Quality design should integrate all compo-

nents of a transit-oriented neighborhood to

reflect one unified, attractive environment.

5. MIX OF USES

A variety and intensity of land use and activi-

ties should be provided within walking dis-

tance of transit facilities.

6. CREATIVE PARKING MANAG E M E N T

Parking should be managed so that automo-

bile access is balanced with transit, pedestri-

an and bicycle travel.

17Designing a Transit-Oriented Neighborhood

CONNECTIVITY MIX OF USES

P roviding compact development at transit facilities shiftsfocus from automobile travel requiring extensive parking(above), to emphasize walking and transit as the dominantmodes of travel to and from the neighborhood center( b e l o w ) .

Automobile uses such as wide road or large, barren parkinglots create a hostile and unsafe pedestrian and neighbor-hood environment (above). Continuous development alongthe street with an active mix of uses creates a welcomingplace for pedestrians to shop and dine (below).

ATTRACTIVE ARCHITECTURE

Deteriorating pro p e rties can be a burden on neighborh o o d s ,but also an opportunity for reinvestment (above). Infilldevelopment can strengthen a community and create newo p p o rtunities for housing, retail, and employment (below).

18 Designing a Transit-Oriented Neighborhood

C . The neighborhood center should be

focused at the transit stop, intensifying

uses within a comfortable walk of transit

and tapering away in intensity away from

transit access.

• A general guideline for a comfortable walking

distance is a 5-minute walk (roughly 1/4 mile

or 1,250 feet) to transit stations or stops.

• The boundary of the transit-oriented area is

within a 10-minute walk of high quality tran-

sit—typically 1/2 mile or 2,500 foot from the

s t o p .

• Increase intensity of uses and activities in the

neighborhood center to create a variety of

opportunities within walking distance of tran-

sit stations and support local neighborhood

r e t a i l .

• Decrease development intensity at perimeter

of the defined center to relate to the sur-

rounding neighborhood.

• The boundaries will vary and adapt to the

neighborhood. Generally speaking, people

will walk further to employment and housing

than they will to retail services.

D i ff e rent building shapes may produce the same FA RS o u rce: Cunningham + Quill Arc h i t e c t s

Intensity of uses decline with distance from thedefined neighborhood center and comfortable, convenient use of transit . S o u rce: Chicago Transit Authority

W H AT IS FA R ?

FAR refers to Floor Area Ratio, the ratio of the

total building floor area to parcel area. FAR is

used to measure the density of commercial mixed

used development and certain intense housing

types (apartments and town houses). FA R

re q u i rements ensure the appropriate intensity of

development occurs within the neighborh o o d

center and may vary depending on neighborh o o d

characteristics and transit facilities.

FAR usually sets a maximum level of develop-

ment. To assure the goals of compact, transit-ori-

ented development, minimum FAR re q u i re m e n t s

may be more appro p r i a t e .

54

iLAND USE

Is there higher density development at the

defined center?

Is there a mix of uses in the defined transit cen-

ter including residential, commercial, retail, and

e m p l o y m e n t ?

Is there a mix of uses within buildings?

Are retail and convenience services located on

the ground floor and directly connected to side-

w a l k s ?

Is there pedestrian activity throughout the day?

Are people using nearby transit throughout the

d a y ?

Are automobile oriented uses such as parking

lots, gas stations, or drive-thrus, discouraged or

appropriately treated?

SITE PLANNING & DESIGN

Are buildings and public spaces oriented

towards sidewalks and streets?

Are the sidewalks along streets? Do they con-

nect to other streets and destinations in the

a r e a ?

Is it easy to walk between transit, mixed land

uses and surrounding areas?

Are there trees along sidewalks and streets?

Is there lighting along sidewalks and streets?

Do buildings fit in with each other?

Are there features that create an interesting

pedestrian environment?

STREET PATTERNS & PA R K I N G

Are streets frequent and connect to the larger

n e i g h b o r h o o d ?

Is there a lack of surface parking that breaks up

the building edge at the street?

Do street patterns connect and simplify access

to destinations?

Are pedestrian routes buffered from traffic and

large expanses of parking?

Are there convenient crosswalks to local desti-

n a t i o n s ?

Addendum One

ADDENDUM ONETOD CHECKLIST

Tr a n s i t-Oriented Development

P l a n n i n g

DC Office of Planning

801 N. Capitol Street, NE Suite 4000

Washington, DC 20002

2 0 2 . 4 4 2 . 7 6 0 0

w w w. p l a n n i n g. d c . g o v

Mass Transit Planning

District Department of Tr a n s p o r t a t i o n

Office of Mass Tr a n s i t

2000 14th Street, NW 6th Floor


2 0 2 . 6 7 3 . 6 8 1 3

w w w. d d o t . d c . g o v

ReStore DC: Neighborhood

Commercial Revitalization

Office of the Deputy Mayor for

Planning and Economic Development

1350 Pennsylvania Avenue, NW,

Suite 317


2 0 2 . 7 2 7 . 6 3 6 5

w w w. d c b i z . d c . g o v

Joint Development

Washington Metropolitan Tr a n s i t

A u t h o r i t y

600 5th Street, NW


2 0 2 . 9 6 2 . 1 2 4 0

w w w. w m a t a . c o m / b u s 2 b u s / j d / j o i n t

d e v. c f m

Regional Transportation Planning

Metropolitan Council of Governments

777 N. Capitol Street, NE, Suite 300


2 0 2 . 9 6 2 . 3 2 0 0

w w w. m w c o g. o r g

Washington Region Smart Growth

Coalition for Smarter Growth

1777 Church Street, NW


2 0 2 . 5 8 8 . 5 5 7 0

w w w. s m a r t e r g r o w t h . n e t

Washington Regional Network for

Livable Communities

1777 Church Street, NW


2 0 2 . 6 6 7 . 5 4 4 5

National Smart Growth

Smart Growth Network

w w w. s m a r t g r o w t h . o r g

T R A N S- F O R M AT I O N:R e s o u rces for Further Inform a t i o n

• Burden, Dan; Streets and Sidewalks, People and Cars,

The Citizen’s Guide to Traffic Calming; The Center for

Livable Communities; April 2000.

• California Department of Transportation; Tr a n s i t-

Oriented Development Guidebook; Date?

• Calthorpe & Associates; Transit Oriented Development

Design Guidelines for Sacramento County, California;

September 1990.

• C h e s a p e a ke Bay Foundation; Building Healthier

Communities with Metrorail: Rethinking Pa r k i n g

Policies; 2001.

• Chicago Transit Authority, Chicago, Illinois; Guidelines

for Tr a n s i t-Supportive Development; 1996.

• Metropolitan Council, Minneapolis, Minnesota;

Planning More Livable Communities with Tr a n s i t-

Oriented Development; July 2000.

• Puget Sound Regional Council, Seattle, Wa s h i n g t o n ;

Creating Transit Station Communities in the Pu g e t

Sound Region; June 1999.

• The Center for Livable Communities; Building Livable

Communities: A Po l i c y m a ke r’s Guide to Tr a n s i t-

Oriented Development; August 1996.

ADDENDUM TWOREFERENCED SOURCES

Prepared by Government of the District of Columbia

Office of Planning801 N. Capitol Street, NESuite 4000Washington, DC 20002P/ 202.442.7600F/ 202.442.7637www.planning.dc.gov

Documents

Mobility Housing Opportunity Environment Fiscal ......IMPLEMENTING TOD IN DC 45 VII. DESIGN PRINCIPLE SUMMARY 51 VIII. APPENDIX ONE: TOD CHECKLIST 54 IX. APPENDIX TWO: BIBLIOGRAPHY