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Bicycling


What do you think of these bike plans for Columbia Pike?

Columbia Pike is one of Arlington's least bike-friendly corridors—there aren't any bike lanes, traffic is heavy, and the bike boulevards on parallel streets are disjointed and disconnected. The good news it that there's a plan to make the Pike a better place to bike. The bad? It isn't exactly going to win any awards.


Riding a bike down Columbia Pike? Harrowing. Photo by Cliff on Flickr.

The transportation planning for Columbia Pike largely grew out of 2004's Columbia Pike Streetscape Task Force Report. This report set the ultimate vision for what each block of the Pike will look like in the future, once the corridor redevelops.

With that ultimate vision expected to take 30 years or more, Arlington is undertaking a short-term solution, the Columbia Pike Multimodal Project. This project includes plans to create a way to bike down Columbia Pike, or on 9th Street or 12th Street, which parallel the Pike.


The bike-related infrastructure that's planned for Columba Pike. Map by the author, base map from Google Maps.

Below are the details of the project's plans for bike infrastructure, from the western end of Columbia Pike to the east:

The west end sidepath

Starting in the west, at the Fairfax County line, Columbia Pike will get a 10-foot wide shared-use path on the north side. The path will stretch from the county line to the bridge over Four Mile Run just east of Arlington Mill Community Center.

This portion of the Pike Multimodal project is slated to being begin construction fairly soon. Fans of such a facility would likely describe it as a "trail," detractors would probably say it's "just a wide sidewalk." Having a curb to protect you from traffic is certainly a plus, but mixing with pedestrians is a negative, and having a bike route that runs in two directions cross driveways and side streets is certainly a safety concern.


The narrow sidewalk that currently runs across Four Mile Run Bridge. Photo by the author.

The Four Mile Run bridge is one of the gaps in planning for biking Columbia Pike. The 10-foot sidepath suddenly becomes a narrow and busy sidewalk that sits immediately adjacent to traffic. Right now, the only alternatives to biking in traffic over the bridge are sharing that sidewalk with pedestrians and other cyclists or detouring north past the community center, down into the stream valley via a number of switchbacks, across a fair weather ford over Four Mile Run, and then back up a steep hill to 9th Street.

Ideally, the county would either renovate the bridge to widen the sidewalk to 10 feet to match the sidepath to the west, or add a dedicated bicycle and pedestrian bridge either immediately to the north of the bridge, or further upstream to connect to 9th Street.


Fair weather crossing alternative to Four Mile Run Bridge. Photo by the author.

A bike boulevard for the central core

Moving east across the stream, the county's planned bike infrastructure transitions to a bike boulevard along 9th Street, which runs parallel to Columbia Pike. Bike boulevards are easy to bike on because while they're open to cars, they keep speeds and volumes low.

This quiet neighborhood street will get you approximately two blocks before arriving at the second potential gap in the planned bike network along Columbia Pike: crossing George Mason Drive. Most cyclists right now head another block to the north where they can safely cross George Mason Drive with a light at 8th Street.


The proposed 9th Street bike boulevard ends before George Mason Drive. Photo by the author.

While the additional two block detour is relatively negligible for someone on a long-distance ride, it could potentially double the length of a trip for anyone trying to go just a couple blocks. A better long-term solution would be a bridge across George Mason, from where it dead ends at Taylor Street to where it picks back up at Quincy Street.


9th Street before and after it reaches George Mason Drive. Image from Google Maps.

From Quincy, the 9th Street bike boulevard continues, to Glebe Road, where engineers evaluated the intersection for a HAWK signal to make crossing there easier and safer. Unfortunately, because the traffic control manual that Virginia's engineers defer to says a signal there isn't "warranted" because not enough people use the route, there won't be one.


View as a cyclist on 9th St Bike Blvd approaching Glebe. Photo by the author.

This is a common chicken-and-egg problem for bike and pedestrian crossings: Nobody crosses there because it's difficult and feels unsafe, and it's remaining difficult and unsafe because nobody crosses there. Common sense says that many cyclists and pedestrians are likely going out of there way to cross at Columbia Pike or at 8th 7th Street so that they can do so at a light, but would prefer to cross at 9th if a signal were there.


9th Street at Glebe (Route 120), and the detour at Ivy Street. Image from Google Maps.

East of Glebe, cyclists are directed to detour up to 7th Street for one block at Ivy Street because of a one block stretch of one-way street between Ivy and Irving Street. The county proposed making this stretch of road two-way as part of the initial bike boulevard roll-out, but ran into fierce neighborhood opposition.

Nearby residents were very concerned about opening the street up to two-way traffic around a narrow curve with bad sight-lines and contended that while the curb-to-curb width may appear to be wide enough, the mature oak trees that line the street mean that nobody is actually able to park adjacent to the curb which leaves less room for driving than you might think at first glance.

The 9th Street bike boulevard continues east to the intersection with Walter Reed Drive. Here, Arlington engineers decided the intersection needs a full traffic signal. It will be installed as part of the long-delayed Walter Reed Drive Complete Streets Project sometime in the next few years. That project will also rebuild the intersection into a more traditional and understandable layout.

A sidepath for the east end

At Wayne Street, the 9th Street Bike Boulevard ends and the planned bike facility transitions back to a 10-foot shared use path on Columba Pike. That path is planned to stretch all the way from Wayne Street, down the hill, underneath the Washington Boulevard bridge, back up the hill past the Sheraton and all the way down past the Air Force Memorial to at least Joyce Street and potentially all the way to the Pentagon.

A stretch of the 10-foot path already runs under the new Washington Boulevard bridge. The remainder of the sidepath will be built as part of future phases of the Columbia Pike Multimodal Project, but probably not until 2018 or 2019.


New 10' sidepath beneath Washington Blvd bridge. Photo from Google Streetview

Again, the choice of a sidepath here is less than ideal. The sidepath would cross a number of side streets and driveways, not to mention the off-ramps from the Washington Boulevard bridge. Cyclists going downhill will pick up a fair amount of speed, and drivers rarely expect high-speed cyclists on what looks like a sidewalk, especially when they are coming from the "wrong direction" (because the sidepath is on the north side of Columbia Pike, cyclists headed east would be on the left side of the street).

From the east end of Columbia Pike, cyclists could continue along to the Route 27 trail past the Pentagon Memorial, or head along the Joyce Street sidepath to the future protected bike lane on Army Navy Drive into Pentagon City. Plans for this end of Columba Pike are somewhat in flux because of the land swap that is still being negotiated between Arlington National Cemetery, Arlington County and VDOT.

The land swap would potentially re-align Columbia Pike and reconfigure the Columbia Pike / Route 27 interchange near the Pentagon, changing it from its current cloverleaf configuration into a more compact signalized setup.

What about 12th Street?

There is also a bicycle boulevard on 12th Street, but given that it's on the opposite side of Columbia Pike from the sidepaths, I've focused on 9th Street in the context of a cyclist trying to travel the full length of Columbia Pike. People are unlikely to want to cross Columbia Pike multiple times just to continue on their way.

Why bike boulevards and sidepaths? Why not bike lanes or protected bike lanes?

If this plans seems a bit old-fashioned, building parallel boulevards and sidepaths instead of protected bike lanes, remember that they all grew out of that 2004 Streetscape Task Force Report. The biggest driver however, is space: there isn't that much of it, and there are a lot of competing demands for it.

In many places, the space available across Columbia Pike from building to building is less than 80 feet. In some places, the land the county currently owns is as narrow as 60 feet.
In that space, the county has been trying to accommodate wide sidewalks with street trees for a pleasant pedestrian experience, 24,000 vehicles a day with heavy transit traffic, and safe accommodation for cyclists. They don't all fit, and what has been compromised the most is the bicycle facilities.


In this cross section of Columbia Pike, there are 56 feet just for cars. The remaining space has to juggle bike lanes, pedestrian space, and trees. Image from Arlington County.

Converting some or all of the bike facilities on Columbia Pike to bike lanes or protected bike lanes would require identifying significant width to be taken away from some other use on the Pike. Turning a standard five-foot sidewalk into a ten-foot shared use path requires five feet of space beyond a typical Arlington Cross-section. Standard bike lanes would require an additional five feet, buffered or protected bike lanes additional width equal to the width of the buffer or the protection.

Does that space come out of the sidewalk? The street trees? The left turn lanes? The travel lanes?

Arlington County is set to spend over $100 million rebuilding Columbia Pike, and yet the "Complete Streets" project will not result in a bike facility that runs the entire length of the corridor. Is that really a complete street? Columbia Pike is the most affordable area of Arlington, and would be the ideal place to have top-notch facilities for one of the most affordable means of transportation: the bicycle.

Right now that isn't going to happen. Should it?

Development


What's wrong with this map of DC's social services?

This map shows where DC's halfway houses, drug treatment centers, and mental health facilities are. What's wrong with this picture?


Map from DC's Office of Planning.

In 2006, DC's Office of Planning published this map of group homes in the city,grouping them into five types: halfway homes and facilities for community residence, mental health, substance abuse and youth rehab.

The easiest, clearest takeaway: most of these places are east of Rock Creek Park. The map may be 10 years old, but that's just evidence that neighborhoods in that part of the District have historically opted out of helping to solve the city's broader problems.

We actually came across the map while reviewing DC's Comp Plan. Let's hope the re-write of the plan, which which the Office of Planning will start next year, results in maps that show more people doing their part to make this a better region for everyone.

Public Safety


How do our cities' decisions perpetuate racial bias? How do the choices we advocate for?

America's struggles with gun violence and police relations with communities of color have burst, again, into the headlines over the last few weeks. Our contributors and editors have some thoughts about these issues and how they relate to the decisions our cities make around housing, transportation, and much more.


Aftermath of the Philando Castile shooting. Photo by Tony Webster on Flickr.

Michael Brown. Tamir Rice. Eric Garner. Sandra Bland. Alton Sterling and Philando Castile. These and so many more incidents have repeatedly underscored how our society still doesn't truly treat black Americans equally. Americans who don't experience this injustice personally have had their eyes opened. And then, the occasional person reacts with reprehensible violence against the police and drives further wedges between Americans (most recently in Baton Rouge, previously in Dallas).

Not every social problem is related to the way we build cities and better urban design can't single-handedly solve some of America's deepest social ills. Still, our society's struggles with racial bias, whether from police or others, actually is deeply connected with the way American cities work and the decisions their leaders make. Here are some of our contributors' thoughts.

Dan Reed said,

This is about who feels safe and who public spaces are created for. We haven't experienced the worst of this here, but we've had a tumultuous demographic shift in recent years. As a person of color who grew up here, I feel unwelcome sometimes in a place that was once familiar.

This isn't just about police brutality. It's about the pervasiveness of racial bias, however subtle or unintentional, that appears in all of the policy decisions we make in education, transportation, housing, health care, and so on. It's about making sure that everyone in our community the ability to live safe, dignified lives with access to the economic and social opportunities that many of us take for granted.

Gray Kimbrough discussed how public policy has explicitly created divisions:
The built environment has long been intertwined with racism in the US. Housing policy is a clear example, with the underlying racism ranging from completely blatant redlining or other policies that excluded non-whites (e.g. the postwar explosion in VA and FHA-backed loans).
And then there's infrastructure. Growing up in North Carolina, I noticed that things like sidewalks were much less likely to be provided in predominantly black parts of town. Transportation infrastructure and transit networks have often also been used to maintain the status quo rather than to mitigate the impact of institutional racism.

Limiting the housing options for people of color and underfunding infrastructure in those areas contribute directly to limiting opportunities for whole classes of people. As a side effect, racial segregation of housing limits people's experiences with members of other groups.

This tends not to be a problem for white people, who generally don't have to fear police officers unfamiliar with people like them acting in overly aggressive ways. It can absolutely have devastating effects for people of color when police officers are more likely to see them as criminals by default, at least in part because of a lack of basic interaction due to residential segregation.

Nick Keenan added some specific policy examples:
It ties into two things I've read about Ferguson [Missouri]. One is that people in Ferguson were reluctant to walk places, even short distances, because they were afraid of being hassled by the police if they did. The other is that the municipal budget in Ferguson was dependent upon fines and fees from motorists, and that a grievance of the residents was that you couldn't drive anywhere without risking getting pulled over and ticketed for a minor infraction.

Many experienced cyclists have stories of interactions with police officers where just the fact of operating a bicycle seemed to set the cops off. There was a blog post last summer that got a lot of coverage about how for many people riding a bicycle is the closest they will ever come to not having white privilege.

Tracy Hadden Loh added,
It's all about who has access to what planning processes - whose outcomes are measured, voices are heard, values represented, needs prioritized, etc. Planning is all about navigating tradeoffs to maximize access and efficiency of public goods in a world where most of the acreage/square footage is private. ...

We [all] have our own often unstated assumptions about *how* to achieve planning goals [and] I don't think [we] ask enough hard questions about who the winners and losers will be.

Let's try hard to think about who winners and losers will be as we discuss the many choices cities and counties in our region make. How do the events of the last few weeks, and few years, affect how you think about urban spaces and the issues we discuss?

Development


33 pages after calling for a growing and inclusive city, DC's Comprehensive Plan muddies that vision

Greater Greater Washington readers are reading the DC Comprehensive Plan together. Each week we discuss a section online. We'll post a summary of each chapter and our participants' thoughts about the changes we want to see in the upcoming amendment process.

DC's 2005 Comprehensive Plan began with a strong and encouraging vision: building a growing and inclusive city. Just one chapter later, it lists a set of contradictory guiding principles that waffle between preserving the status quo and promoting inclusive growth. Oops.


Image by Debbie Ohi on Flickr.

A great vision gives great promise

DC's 2005 Comprehensive Plan accurately forecast DC's growth up to 2010, though the city has grown much faster than predicted since then.

The plan did not, however, fully anticipate the spiraling housing costs that are putting housing in DC out of reach for so many people. But it issued a strong guiding vision to grow inclusively. It's a vision statement worth repeating:

Growing inclusively means that individuals and families are not confined to particular economic and geographic boundaries but are able to make important choices—choices about where they live, how and where they earn a living, how they get around the city, and where their children go to school.

Growing inclusively also means that every resident can make these choices—regardless of whether they have lived here for generations or moved here last week, and regardless of their race, income, or age.

This vision was right for 2005, and it is definitely right for 2016, as we watch rents rise at twice the national average and many outside of the wealthier income brackets are feeling pressured to move out. Figuring out how to capture the benefits of this growth without excluding many is the challenge we'd hope this document would take on.

Don't judge a book by its cover; a vision gets lost

After making a lot of predictions about the future, the plan starts to get into principles for guiding DC's growth. It starts out well:

1. Change in the District of Columbia is both inevitable and desirable. The key is to
manage change in ways that protect the positive aspects of life in the city and reduce negatives such as poverty, crime, and homelessness.
But then, the plan seems to say that not everyone has to help make room for new neighbors or any other kind of change.
6. Redevelopment and infill opportunities along corridors and near transit stations will be an important component of reinvigorating and enhancing our neighborhoods. Development on such sites must not compromise the integrity of stable neighborhoods and must be designed to respect the broader community context.
Of course it's important to respect the neighborhoods and neighbors as they currently exist, but this statement is simply not bold enough to let the city be and remain inclusive.

The plan seems to acknowledge that every neighborhood has to be a part of the solution:

12. Each neighborhood is an integral part of a diverse larger community that contributes to the District's identity. Growing an inclusive city means that all neighborhoods should share in the overall social responsibilities of the community, including housing the homeless, feeding the hungry, and accommodating the disabled.
But, then, not:
8. The residential character of neighborhoods must be protected, maintained and improved. Many District neighborhoods possess social, economic, historic, and physical qualities that make them unique and desirable places in which to live. These qualities can lead to development and redevelopment pressures that threaten the very qualities that make the neighborhoods attractive. These pressures must be controlled through zoning and other means to ensure that neighborhood character is preserved and enhanced.
Corey Holman noticed that many of these statements use "near antonyms," like "Maintaining and enhancing the mix of housing types" (Principle #3) or "ensure that neighborhood character is preserved and enhanced" (Principle #8). He wrote, "How can something be maintained or preserved while also being enhanced? It's that wishy-washy language that allows people to see what they want in this document, instead of laying out a clear vision.

"It's saying, 'we need growth in commercial corridors—but "stable" (which seems like code for "affluent single-family homeowner") neighborhoods should not be touched,'" said David Alpert. Or, "Growth should be inclusive, but don't worry, people in exclusive areas—we don't mean YOU have to be inclusive."

Corey Holman added, "To me, this is an example of 'I got mine, move the development elsewhere' that certainly shouldn't be considered a guiding principle of growth in the city."


DC's need to accommodate new residents applies to Chevy Chase, too. Photo by Dan Reed.

A timid Comp Plan is not going to work

The vision of an inclusive, growing DC is maybe even more needed today than in 2005. The status quo of today is not acceptable for many people who are being priced out of living in safe neighborhoods. We can't fix that with a bunch of weak or confusing "guiding principles" that just qualify and carve out broad exceptions to its compelling vision.

No, we shouldn't just build on every scrap of land available. No, we shouldn't just build 12 stories on top of every low-rise building. Green space matters. A diversity of housing types and neighborhoods matters.

But our city's Comprehensive Plan needs to provide solutions, not a list of non-committal statements that read in conflicting ways. It should push for the inclusive growth we need in no uncertain terms. And while each neighborhood should be a part of the discussion and have some voice in shaping how it grows, no neighborhood should get an unqualified opt out from growing and being inclusive.

Interested in helping us find ways to make this plan stronger? Join our online "book club" by filling out the form below. We cleared 110 members last week. Jump on in!



Links


National links: How the highways happened

The US highway system is around partly because of a road trip Dwight Eisenhower took right after WWI, and if our leaders don't invest in our transit infrastructure, we'll have to sit back and hope for the best until they change their minds. Check out what's happening around the world in transportation, land use, and other related areas!


Photo by Ken Lund on Flickr.

Interstate prelude: On July 7, 1919, Dwight Eisenhower struck out on a road trip across the country. His military convoy, the first to cross the US by car, was partly a WWI celebration and partly an effort to gather info on the state of American roads at the time. It averaged 52 miles per day. This road trip and a view of the German autobahns would plant the seeds of the future US Interstate Highway System (History)

Alphabet soup: Sidewalk Labs, a subsidiary of Alphabet (which is basically Google), has offered a suite of tools to Columbus Ohio, the winner of a contest for city design. It includes a program called "Flow," which would help the city modernize its parking system and coordinate ride sharing for low income residents. Though some worry the program will take away from standard transit services. (Guardian Cities)

Surviving the storm: Transit in the United States is often set back by ideological rigidity and under-investment. Laws that keep tax money from going toward infrastructure, for example, make it impossible to get the support needed to repair and expand transit, and they'll stay in place unless leaders change them. The real question is whether transit can survive until those changes happen. (The Hill)

Try something new!: The developers behind a Harris Teeter in Carrboro, North Carolina, want to build something familiar: a grocery store in a tired strip mall. The design has remained very suburban and auto-oriented despite the city's multiple efforts to make it more urban and increase its potential tax base. It's an example of what happens when bean counters at the home office believe what they've always done (strip malls) is the only way to make money. (City Beautiful 21)

No Mickey Mouse ride: Disney has been pushing for a streetcar line from a commuter rail station in Anaheim to the theme park, and local officials were going along with the plan until now. The streetcar has been cancelled by the Orange Country Transit Authority board, with opponents citing low demand for the existing commuter rail and a high speed rail station that's coming in the future as reasons. (Voice of the OC)

Geek city:This week bay area tech incubator Y Combinator has put out a request for applications for its city research endeavor. The agency hopes that in the future, it might be able to find out the best way to build a city from scratch in a way that's better than what exists now. Good luck with that.(Treehugger)

Quote of the Week

"Drive-ins shifted the film industry's focus to the teenage demographic, a tactic that still informs studio decisions in 2016. And drive-ins unwittingly became both cause and casualty of urban sprawl."

- Urban planning expert Ryan Baker on the heyday of the drive in theater.

Development


Ten years ago, predictions for DC today were pretty spot on, except for a few key things

A lot has changed in DC in the last ten years ago. Planners knew it would, back then. But they had to make some predictions about the future as part of DC's then-new Comprehensive Plan. How did they do?


Crystal ball and city photo from Shutterstock.

Overall, the plan got a lot right. It predicted the 2010 population and the number of jobs in 2015 quite well. But DC started growing faster, and was in even higher demand as a place to live, than looked likely in 2005.

These and other predictions are part of the Framework chapter of the Comprehensive Plan, which we're reading in an online book club.

The group identified some predictions and then pulled current numbers to compare 2005 forecasts to reality.

Population: Even forecasting significant growth for DC was a big change in 2005, when the Comprehensive Plan was written. DC had lost population every Census from 1950 to 2000, but the trend had already started to turn around—and fast.

The plan's forecasts estimate 600,000 people by 2010. That was an amazing guess: the Census counted 601,721.

After that, the plan anticipated more growth, but reality far outstripped it. The Comp Plan predicted DC would reach 630,000 by 2015. Instead, the Census's estimate was 672,228. The plan forecast the population to hit 698,000 by 2025. We're surely going to get there much sooner; the mayor now talks about 800,000, not 700,000.

What happened? DC had started growing much faster than the forecasts, but the recession took a bite out and brought the growth numbers back down for 2010. Since then, people have continued coming to DC faster than the planners of 2005 imagined.


Population change from 1980-2000 (left) and 2000-2010 (right, by Corey Holman).The darkest shade of red represents the steepest decline, while the darkest green is the steepest increase.

Jobs: The 2005 Comprehensive Plan estimated 819,600 jobs in DC by 2015. The Bureau of Labor Statistics lists May 2016 employment as 784,700. James Denney said:

It's a pretty close miss for the 2005 plan. Considering just how hard the economic downturn hit the nation in the late '00s, and accounting for the 2013 sequestration, the fact that DC is only 35,000 jobs away from the 2005 projection is actually rather admirable. Even ignoring the recession, the sequestration of 2013 accounts for nearly all of the projection gap.

Persons 25 and over without a college degree, 2000 (left) and 2010-2014 5-year ACS (right, map by Corey Holman).

Corey Holman looked at some other predictions in the Comp Plan and how they turned out.

Families are back. Prediction: "In fact, the average household in Washington contained 2.16 persons in 2000, down from 2.72 in 1970. Middle-class families left the city in large numbers during this period and the number of school-aged children dropped dramatically. Looking forward, the city expects household size to continue falling through 2010, and then stabilize."

Reality: Average household size in the 2010 census did continue to fall to 2.11, but the 2005-2009 (2.21 persons) and 2010-2014 5-Year ACS (2.22 persons) showed much larger household size.

Baby boomer boom? Prediction: "According to the US Census, the percentage of seniors is expected to increase as 'baby-boomers' retire."

Reality: The number of seniors is lower now that it was at the time the Comp Plan was written. In 2000 the 65+ percentage was 14.3%. In the 2010 Census it was 13.0% and in the 2010-14 ACS is was 11.3%. The 18-64 age group percentage increase dramatically while 0-18 showed decreases as well.

Immigrants come, but not as many Latinos. Prediction: "The percentage of foreign-born residents, particularly those of Hispanic origin, is expected to rise."

Reality: Foreign-born population did increase slightly from 12.9% in 2000 to 14.0% in the 2010-14 ACS. However, the percentage of people of Hispanic origin is actually lower now that it was in 2000.


Poverty rate in 2000 (left) and 2010-2014 5-year ACS (right, map by Corey Holman)

So what?

The Comprehensive Plan governs DC government decisions, particularly land use and zoning. Many provisions suggest adding more housing while other provisions talk about "protecting" neighborhoods.

The way the plan underestimated population growth means other provisions may also be inapt for DC's current needs if they are predicated on lower housing demand than there really turned out to be.

We'll delve into more specific policy statements in the Comp Plan as the book club gets to those chapters. Want to be a part of the book club? Sign up with the form below!



Development


Is DC "growing inclusively"? In 2005, it set out to.

Greater Greater Washington readers are reading DC's Comprehensive Plan, a document that lays out how we build our city, and discussing it as we go. Each week, we'll post a summary of the chapter we most recently read, along with some highlights of what our book club participants think about how the plan could change in the upcoming amendment process.

In 2005, DC's Comprehensive Plan was 20 years old and woefully out of date. The District undertook a major effort to rewrite the plan for DC's needs. This new plan opens with an encouraging vision: a growing, inclusive city. Has the plan actually helped DC grow inclusively?

Our book club discussed these questions as it read the first chapter, the Introduction.


DC Comprehensive Plan - Chapter 1

A big vision: planning to grow for all people

The opening statement of the Comprehensive Plan reads:

Growing inclusively means that individuals and families are not confined to particular economic and geographic boundaries but are able to make important choices—choices about where they live, how and where they earn a living, how they get around the city, and where their children go to school.
Growing inclusively also means that every resident can make these choices—regardless of whether they have lived here for generations or moved here last week, and regardless of their race, income, or age.
The emphasis on growing inclusively is important. This Comprehensive Plan was developed in the early 2000s, when DC's population had declined for 50 years and that trend was just ending. Since that time, DC's population has grown quickly, with more growth predicted for the coming decades. The language in this Introduction highlights the need to allow for this growth.

But will the city translate this vision into practice and actually grow in a way that welcomes people of all incomes?

The Comp Plan is a piece of a larger puzzle

The Comprehensive Plan is not the same as a prescriptive law. Its purpose is to guide the city's agencies and policies when making planning decisions. But it is not the only plan to do so.

The federal government (through the National Capital Planning Commission) creates its own "Federal Elements" about government land and property. DC also has many topical plans, like Sustainable DC, Move DC (for transportation), and Play DC (for parks). Finally, the Office of Planning is charged with periodically developing Small Area Plans, which address individual neighborhoods in more detail.

All of these other plans become part of the Comp Plan, and its more general policy statements are supposed to guide those plans. Theoretically then, growing inclusively should become a guiding principle for every planning decision that gets made in the city.


A plan within a plan... within a plan...

This 2006 plan was a big change from past plans

This version of the Comprehensive Plan was adopted in December of 2006. It was created because the previous version created in the 1980s was out of touch with the realities of the city.

Among some of the important changes was an entirely new way to organize the city. Previously, the Comprehensive Plan described the city based on ward boundaries, but because these boundaries shift over time due to population changes and politics, this plan delineates its own sections of the city, called Area Elements, to keep things consistent.


Area Elements Map of DC Comprehensive Plan

Another change was the high level of community input and engagement that took place to create the plan. Book club member Jane Dembner was a part of the consulting team for the Comp Pan, and shared that "this process was unprecedented in DC at that time" and was more strategic about engaging diverse stakeholders than ever before.

Will this plan fulfill its promise?

Many book club members were enthusiastic about the plan's bold vision. Peter Casey said, "too often, organizations and governments move forward without a vision of what they want to move towards. It heartens me to see the city so intentional in its development and choosing inclusion as its guiding principle."

But, he continued, "talking about inclusion is one thing, actually achieving it is anotherů In my mind, inclusion, more than anything else is the major challenge facing the District today."

David Alpert, too, reflected particularly about how this vision statement uses the language of "choices" and asked whether today we have the choices the plan calls for:

"In some ways, choices have really expanded in 10 years - people have more transportation mode choices, and there are more better schools including charter school choices, etc. ... But other choices have not expanded or have [even] contracted, like where to live. While many neighborhoods have gotten safer, more of the city is also out of reach of many people than was 10 years ago, and I don't think we are doing enough to ensure people still have those choices."
Yuki Kato wondered about "how this concept [of inclusivity] gets executed in the remainder of the [Comp] Planů It is possible that in some of the elements inclusivity is more easily conceptualized and executed."

Cheryl Cort, who was part of the task force that created the plan, noted it includes good concepts about "building an inclusive city, but now seems to lack urgency to address rising demand to live in the city, since the city grew much faster, and sustained its growth."

In summary, readers who shared their thoughts support the vision of growing an inclusive city, but wonder how it will be implemented. The problems we are facing today are generally magnified and more acutely felt than they were in 2006, especially in terms of housing. This amendment process is the opportunity to update the Comp Plan and make sure it reflects our city's current and future needs.

Can you be a part of the book club?

This week and next we are reading Chapter 2: Framework, and will report our thoughts soon. After that we move on to Chapter 3: Land Use.

Want to join us? We are 85+ and counting! Fill out the form below.



Development


Let's read the book on DC... then re-write it

What if you could shape DC's master plan that guides the future of the city? You can. The District is about to update its Comprehensive Plan, and we're starting an online book club to read it and provide feedback on how it should change. Join us!


DC's Comprehensive Plan.

DC's Comprehensive Plan is one of the most important documents our leaders use to guide decisions on what the city will be like today and in the coming decades. You probably haven't read it—it's over 600 pages long. But if we're going to ensure that more people of all income levels can live and work in this great city, we need to pay attention to the Comp Plan.

The Comprehensive Plan is truly that. Its chapters include everything from housing to arts and culture. Inside each chapter are guidelines, goals, and recommendations that spell out a vision for what DC is supposed to look like and how it is supposed to function.

The plan is meant to guide everyday decisions and act as a measurement tool to see if we are building and growing in the right way based on the city's and region's needs. While the plan doesn't dictate specific buildings, roads, schools, or rec centers, it's the framework that agencies must follow when making their own decisions.

Does the Comp Plan really matter?

Yes.

As we wrote about recently, having goals matters, even if enforcing them or reaching them is difficult. Without clear, measurable and attainable goals, our growth and development as a city will move forward without our values to shape it.

What is more, an unclear or contradictory Comprehensive Plan can be used to stop needed new housing and jobs. The recent case in Brookland showed this, where a plan for 200 apartments was rejected by a court because of statements (some contradictory) in the Comprehensive Plan. The plan can be a powerful tool for the city, but if not done well it can cause harm as well.

The first Comprehensive Plan was adopted back in 1985. In 2006, DC re-wrote the plan and set a schedule for ongoing amendments every five years. There was a minor update in 2011-2012. Now, it's time again. The Office of Planning, the stewards and interpreters of the plan, will soon kick off a process to collect public input on the plan and propose revisions.

You can shape the new plan

This is a big chance for residents to set the direction for to what the city should look like tomorrow and 20 years from now.

One thing to do first though—you need to read it. And before you run off, wait! We'll read it with you!

Greater Greater Washington is organizing an online DC Comprehensive Plan Book Club. Each week for the next six months, a group of us will read one chapter at a time and discuss it over email. Volunteers will moderate each chapter's discussion, and then we'll publish a summary of our collective thoughts about each section on the blog.

If you want to be part of our book club, fill out this form and we'll get in touch with more details. If you have any questions about it, leave a comment below.

This is a big opportunity to share in the vision of our city. Time to crack open the cover.



Bicycling


Use this map to make Fairfax more bike-friendly

Little River Turnpike, a major road that runs across Fairfax, is difficult to bike along. The county is looking to change that, though, and a new interactive map lets you make suggestions for how it can.


Click this map for a version that you can comment on. Image from Fairfax County.

Stretching from Fairfax City to Alexandria, Little River Turnpike has been a major road since the 1800s and its interchanges with both 495 and 395 mean the road sees a lot of traffic today.

Right now, there are no bike lanes on Little River Turnpike, and sidewalks are hit and miss. Fairfax wants to make it easy to bike between the many neighborhoods and businesses up and down the road.


Riding a bike here could be a whole lot easier. Image from Google Maps.

While there is a master bike plan for Fairfax, some of its roads need a more detailed and focused approach. Little River Turnpike is one of them (the county has deemed it a "policy road"), so planners in Fairfax are conducting the Little River Turnpike Bicycle Study to determine the best way to improve bike riding options there. They're starting with the interactive map above.

One challenge for bike projects along the road is a narrow right of way, which means there isn't much space for bike lanes (and it'd be expensive for the county to buy the space). Also, there some places along the road do have ample space for a stretch, but then it ends abruptly.

The hope with the map is that planners will be able to identify quick fixes in some of the road's trouble spots. The entire study could lead to broader-sweeping changes, but those would be further down the line.

This isn't the only bicycle project coming to Annandale. A number of bike lanes will go in when Ravensworth Road, Guinea Road, John Marr Drive, and Heritage Drive get repaved this summer (all of these roads connect to or run near Little River Turnpike).

Fairfax did this last year as well, when it used an interactive map to crowdsource ideas for bike projects across the county.

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