Streetcar Plan To Boost District Real Estate Values by $8 Billion, District's Chief Planner Says

The District's ambitious plan to restart its streetcar network will cost $1.5 billion -- but could pay for itself more than fivefold with increased property values, more jobs and development along the 37 miles of planned streetcar lines, says Harriet Tregoning, the District's chief planning officer.

Tregoning unveiled the Streetcar Land Use Study and her office's number crunching session today at a smart-growth planning session at the National Building Museum. "It's really our transportation infrastructure that shapes our development," said Tregoning, noting that the District has earmarked $100 million in capital funding for the development and building of the eight-line streetcar expansion. Already the District has two lines under construction, one in Anacostia and the other on H Street NE, where more than two miles of tracks have been laid as part of a Great Streets revitalization. The District recently agreed to expand service over the H Street "Hopscotch" Bridge to connect the streetcar system with Union Station and to buy two more cars in addition to the three in storage in Greenbelt. Both lines are expected to begin limited service starting in mid-2013 with some on-rail non-revenue testing of the Skoda-Inekon-built cars beginning this year, Tregoning said.

While much of the grunt-work and operational details are being handled by the District Department of Transportation, its been up to the Office of Planning to detail the 30,000-foot view of the impact to the city as a whole, if the District can return a city-wide network of streetcars, similar to what existed for nearly 100 years up until January 1962, when the last streetcar rolled on a revenue run.

The Office of Planning's study showed that the current $100 billion values of District properties would increase by as much as $ 5 billion to $7 billion over ten years as the plan is completed and would attract investment of $5 billion to $8 billion during the same period. That might allow the District to sell $600 million to $900 million in bonds paid for the by the new revenue, the study claims.

"The streetcar's visibility and permanence will attract private real estate investment," she said, echoing a line long argued by streetcar proponents. "You don't have to worry about the route changing like you do with buses," Tregoning said in a pitch to potential real estate investors in the 100-person audience. "Please look at these corridors for your strategic acquisitions."

While drilling deep into streetcar proponent's talking points, including improving access to schools, expanding an already growing "creative class" and reviving historic neighborhoods, Tregoning poured some cold water on calls for Bus Rapid Transit (BRT), which would be cheaper and faster to get into service, saying they won't get the same bang-for-the-buck as streetcars. "BRT does not attract the same level of investment," she said.

Tregoning said that the Office of Planning estimated that the streetcar lines would add 5,000 to 12,000 additional households over ten years, above the increases already projected. That in turn would spur a further burst of retail, as 1,000 households typically support an expansion of 30,000 to 50,000 square-feet of shopping, equal to a large supermarket.

Tregoning however wouldn't answer questions on whether the ridership projections would be enough to pay for the operating costs of the system, or where the financing of the remaining $900 million-plus estimated to fully build out the system would come from. The federal government is always an option, but the study notes typically that the federal government funds only up to 50 percent of the project's cost and can add delays while the community waits for the feds to decide.

The District, according to the study, is counting on increased revenue from real estate development along the streetcar corridors to help finance future construction of the system. "We want to be able to finance the whole system," Tregoning said. That may take the help of the real estate development industry, which, she said, historically supported mass-transit systems as part of building new communities. "We are going to need private partners as well as public."

Washington D.C. real estate redevelopment news

A Modest Icon Returns to D.C., The Washington Globe Streetlight

Iconic street light design has long been part of A-list cities like New York, Boston and Paris. Paris, mais bien sur, naturally, is nicknamed, "The City of Light." And in the United States, New York indeed, might just be the streetlight capital, where there are more than 34 models, most with intricate ironwork, with names like "The Corvington" and the delightfully-named 24A-W "Bishop's Crook." The street light design, not surprisingly, has added to Gotham's mystique and sense of place.

Not surprisingly, there are even Web sites devoted to preserving New York's streetlight heritage.

The Big Apple actually held a design contest in 2004 to standardize and unify the more than 300,000 streetlights in the city, mainly with an aim to ending the tyranny of the banal 1960's era "form-follows-function" cobra head light.

The cobra head light, otherwise known as a Westinghouse OV25 Silverliner, first designed in 1957, is still a staple in many cities, especially Washington D.C. For many years, streetlight design in a "no-frills" government town like Washington meant cobra heads rearing up everywhere.

Oddly enough, they fit well amid the acres of Brutalist concrete of the 1960s and 1970s as the federal government needed to expand its bureaucracy quickly. And as confidence in city management waned in the Marion Barry years, more concern was understandably paid to getting burnt-out streetlights replaced quickly rather than what they looked like.

That's not to say Washington didn't have its own iconic design. The Washington Globe and its bigger brother, the "Twin-20" was, and still is a recognizable staple along Constitution Avenue, New York Avenue and other historic routes. "The Washington Globe is the most pleasing design, architecturally," the city's Fine Arts Commission declared in 1980.

But decades of neglect and disrepair took its toll on a Washington icon. Part of which was due to cost of the globes. A glass globe was the hardiest design, and didn't yellow when exposed to sunlight, but cost more than $300 each and were a danger to cars and pedestrians alike if the heavy, inch-thick glass shattered. The District sent its inventory of glass globes to a dumpster more than 20 years ago.

Replacements for the glass were far from perfect. Polycarbonate globes were tougher, could be bought for less, but yellowed when exposed to sunlight and the lights lost their luminosity. They only last about 5-10 years to boot. Acrylic globes didn't yellow, lasted longer, about 10-15 years, but they weren't cheap either, about $125 a globe.

Indifferent administrations, and the District's subordinate relationship to the federal government also contributed to the lack of appreciation of such uniqueness. During the energy crisis of the 1970s, the Carter administration urged electricity savings. At the White House's prompting, many federal agencies in town disconnected street lighting and eschewed illuminating government buildings, save the Capitol, the Lincoln and Jefferson Memorials, and the Washington Monument.

The issue of streetlights in the District played a role in one of the more tragic, and galling incidents in the city. According to the DC Inspector General's report on the death of former New York Times editor David Rosenbaum in January 2006, inadequate street lighting along Granmercy Street was a contributing factor in both his attack and the inability of responding police, firefighters and EMTs in determining the seriousness of Rosenbaum's condition, who was presumed to be drunk, rather than a victim of a robbery with a serious head injury which proved fatal.

While treating Rosenbaum, firefighters needed to turn on side floodlights of their engine to illuminate the scene, the inspector general's report said. "The area was dark, even with the fire (engine)'s lights on," the report said.

Even before Rosenbaum's death, attention had begun to focus on the dismal state of DC's 62,000-plus streetlights and their design. In 1998, the city adopted streetscape and sidewalk standards for downtown DC. Streetscape standards required that builders of commercial properties, among other things, incorporate Washington Globe streetlight design.

And in 2005, the city followed New York's lead and initiated its own streetlight design committee which identified so-called "Special Streets" and "Historic Streets" to upgrade streetlight design as funds permitted. "The historic significance of the City must be reflected through all aesthetic elements including the appearance of streetlights," the committee declared in March 2005 in its final report.

Still, city administrators will freely admit that not every "Special" or "Historic" street will get the upgraded lighting, given other more pressing budget priorities amid an economic downturn. Teardrop lights cost as much as $600, compared to $200 for a cobra head light. But DC recently used Recovery Act funding to replace outdated streetlights along the Dalecarlia Parkway in Northwest. The Dalecarlia Parkway is one of 120 "Special Street" corridors the city has identified for upgraded lighting, including Wisconsin and Connecticut Avenues, MacArthur Boulevard, and the roads making up DC's borders with Montgomery County and Prince Georges County.

But where the city is lacking funds, some of the Business Improvement Districts are stepping up. The Downtown DC BID has also used its funds to pay for new pendant lights, such as the one above seen at 12th and F NW downtown, as well as Washington Globe lights around Gallery Place. In addition, the National Park Service included new "Twin 20" lighting as part of their $10 million remake of Constitution Avenue to be completed in March.

Former Mayor Adrian Fenty also made it a priority for a portion of DC's new streetlights to be green, as well as iconic. The District uses 60.7 million kWh annually and has a lighting bill of about $3.6 million, according to the Metropolitan Washington Council of Governments. The new Metropolitan Branch Trail along the CSX-right-of-way includes nineteen solar-powered LED streetlights. The District is also using $1 million in Recovery Act money for new LED lights in alleys.

Washington D.C. redevelopment news.

Next Steps for New South Capitol Street Bridge

The District's forthcoming purchase of land needed in order to construct a new South Capitol Street/Frederick Douglass Bridge across the Anacostia has been aided by the dedication of $68 million in federal funds, with the next phase of development beginning by the end of the year.

Land acquisition followed by preliminary engineering for the bridge portion of the $806-million South Capitol Street Corridor project will be underway within the next month or two, confirmed the District Dept. of Transportation's program manager for the Anacostia Waterfront Initiative, James T. (Tom) Ryburn. The extension is part of the National Capital Planning Commission's vision to make South Capitol Street a "civic gateway," replacing the worn bridge with 6 traffic lanes and a bike path.






The Final Environmental Impact Statement (FEIS), which selected a low-arched bridge design, was approved this summer (the picture at right is a stereotype). Ryburn cautioned that current designs are preliminary. "Everything is conceptual at this stage – there’s still a lot of design to be done."

The team plans to submit the initial financial plan in early 2012. Though it's been estimated that a budget of $806 million is required for the project, DDOT will be refining the cost figures in the preliminary engineering phase. And although federal funds will help with land acquisition, construction is currently unfunded, and the start date is entirely dependent on funding, as "[DDOT] Director Bellamy said on NBC," added Ryburn. "If we had the money, [there could be a new bridge in] six or seven years."

(Click to enlarge the plan to renovate the entire South Capitol Street Corridor)

Washington D.C. real estate development news

CSX Assessing Southeast Tunnel

Last night, a public scoping meeting was held in conjunction with the commencement of a District Department of Transportation (DDOT) and Federal Highway Administration (FHWA) Environmental Assessment (EA) of the CSX Transportation Virginia Avenue Tunnel project, a nearly $160-million rehabilitation of the tunnel between 2nd and 11th Streets in Southeast under a section of Virginia Avenue. Starting now, people will be able to officially lodge their comments/questions/concerns about the project, up until October 14th. Further down the line, another meeting will be held to reveal more specifics of the project, and to consider alternatives based on information gathered from impact statements and studies. 

 The project's immediate concern, the EA process - to access any potential impacts of the project - is in compliance with the National Environmental Policy Act (NEPA), and could take approximately one year to complete. If all goes well, the 4-to-6-year improvement project, announced in 2009, will unearth and re-construct the now buried, century-old freight line; proposed improvements have been stated as being done "to address current infrastructure needs as well as community and safety concerns" and allow for double-stack intermodal container freight trains. This past May, CSX committed to an additional $160 million investment - nearly the amount needed to get the Virginia Avenue Tunnel project off (or more literally, into) the ground - bumping up CSX's total investment in the greater National Gateway initiative to around $575 million. The entire National Gateway project is an $850-million public-private partnership being done to improve freight transportation between the Mid-Atlantic ports and the Midwest and Gulf of Mexico - a massive project which got its land legs a year earlier, in May of 2008. 

Washington D.C. real estate development news

Pennsylvania Bike Lane Opens for Business

Today the long-awaited- or oft-dreaded, depending on who you talk to, bike lanes on Pennsylvania Avenue officially opened for public use. Bike enthusiasts hailed the lanes as a sign of the coming of equality for alternative forms of transportation. Car enthusiasts bemoaned the loss of auto lanes in favor of the lines of zippy bikers getting their exercise as they commute to and from work. The District Department of Transportation (DDOT) scaled back the original lanes, which would have taken over a car traffic lane, in favor of designated lanes in the center median of the roads. Officials at the ribbon cutting and inaugural bike ride praised the $150,000 pilot program for setting an example for the rest of the country.

DC Mayor Adrian Fenty lauded the new route saying the "bike lane on Pennsylvania Avenue, literally connects the Capitol to the White House" a sign he said shows that America is "catching up" to other more multi-modal countries. Other officials clearly trying to quiet concerns from drivers emphasized the fact that more bikers means fewer cars and less competition on the roads and for parking.

In a press release, DDOT Director Gabe Klein explained in so many words the change in the bike lane design and the delayed opening, which was originally set for bike-to-work day several weeks ago. Klein said "before we officially opened the bike lanes we wanted to make sure they provide safe areas for cyclists, motorists and pedestrians...with a better design we have a better chance of success."

Washington, DC real estate development news

And I Shall Call You "Capital Bikeshare"

This fall members of the new Capital Bikeshare will find bike stations in every ward of the District and in Arlington, with plans to expand to new locations in Virginia and Maryland underway. The long awaited expansion was announced last month, and yesterday the District Department of Transportation (DDOT) officially named the new system: Capital Bikeshare. The system will be the largest of its kind, bringing roughly 1100 bikes to 114 stations throughout the region.

DDOT’s Smartbike program originally launched in 2008 in the downtown DC area. DDOT funded the first 10 stations through an advertising deal with ClearChannel, which built the new bus shelters, maintains them and uses them for ads. The ad revenue (or at least an undisclosed percentage of it) initially paid for 10 stations in the downtown area; ClearChannel runs the Smartbikes under the direction of DDOT.

Since then, DDOT Director Gabe Klein has been pushing to expand the program. "Our hope is to create a transit system with bikes" said Klein in a 2009 DCMud interview. Klein posited that an expanded bikesharing system would "hopefully make cycling a primary mode of transportation. It will also be institutionalizing it and bringing it to the masses." You hear that masses? These bikes are for you.

Capital Bikeshare will offer 100 stations in DC and 14 in Arlington. Annual, monthly, and daily memberships will be available for area residents and visitors. Alta Bicycle Share will operate the system. It looks like current Smartbike members will be allowed to use the new system, but DOT spokesman John Lisle said "I don't think the details have been worked out yet...we're still negotiating with ClearChannel."

Washington, DC real estate development news

Walgreens 2, Neighbors 0

Despite their best efforts, the Concerned Citizens of Van Ness will be stuck with a brand new Walgreens Pharmacy at 4225 Connecticut Avenue, NW. Last week the Board of Zoning Adjustment denied an appeal by the neighbors who protested building a Walgreens next to such gems as Jerry's subs, Embassy Cleaners and a parking deck. The initial design was "suburban," sitting back from the street with a parking lot in the front. After negative initial responses from neighbors and the District Department of Transportation (DDOT), the Walgreens design team revamped the plans twice, and in April of last year, the BZA approved plans for a store that sits closer to the street and has below-grade parking, but construction has been stalled by continued community objections.

On a strip rife with commercial buildings, neighbors of the Connecticut Avenue site, currently a gas station, were unhappy with the plans after design adjustments to facilitate a so-called "urban environment." Neighbors were concerned about additional traffic from the new store and problems associated with loading. Requests for additional greenery were met to an extent, though a green oasis, it is not.

The 20,000 s.f. store, designed by Rust Orling Architects, will sit a mere 50 feet from the Van Ness Metro Station and will provide 27 spaces of parking on one level beneath the store. The application required a variance and reduction from the zoning requirement for 57 spaces. The Zoning Commission approval references "other parking alternatives" at the neighboring Giant and CVS. Ah yes, Walgreens customers can use parking at a competitor's neighboring store, which offers the same products and prices. It is the second controversial Walgreens to open on that stretch of Connecticut, the first having replaced the beloved Yenching Palace restaurant in Cleveland Park.

Washington, DC real estate development news

Pedestrian Party in Chinatown

The District Department of Transportation (DDOT) has been running experiments throughout the District like a team of overzealous transportation scientists with DC as their lab. First the bike lanes on 15th Street, then the pay by phone parking meters and now a 29-second pedestrian free-for-all played out every few minutes at the busy intersection of 7th and H Streets in Chinatown. Starting Wednesday at 10 a.m., the lights at the intersection will turn red for cars in all directions and allow pedestrians to legally cross the streets, even diagonally. Diagonally!

Apparently, the new arrangement is one of several changes the agency is carrying out to increase pedestrian safety. The 29-second period, part of a 100-second cycles, will halt all vehicles in every direction for pedestrian crossings and then traffic will split the remaining 71 seconds for vehicles to go their merry ways. Another change of note for drivers, you will no longer be able to make any turns at the intersection. At all.

John Lisle, DDOT spokesperson, said the experiment will last several months to allow people to get used to the new pattern and to help the agency determine the effectiveness. DDOT has data that recorded the length of time it previously took a vehicle to pass through the intersection and will compare the old times with the news times to see if there are any efficiencies. Additionally, the intersection last year had a total of 35 accidents, 4 of which involved pedestrians for a total of 9 injuries. Other jurisdictions, such as San Francisco, have used this model with success for its busiest pedestrian intersections.

"It may work really well" said Lisle, "and then we'll consider doing it at other intersections. And if it doesn't work, we'll roll it back." Lisle admitted that the plan would not work at every intersection. For instance implementing a no-turn policy at Wisconsin and M Streets in Georgetown would be a total nightmare.

Now we'll wait for someone to organize a flashmob dance party at 7th and H. A Lady Gaga song clip of 29-seconds would work just fine.

Washington, DC real estate development news

The Streetcars are Coming - in Prototype

For all you Paul Revere-types out there harboring fears that the arrival of the streetcars spells doom, with cumbersome, monument-obstructing wires and disaster for DC as-we-know-it, tomorrow's Streetcar Showcase is for you.

Despite a minor setback of DDOT failing to make it to last night's Georgetown ANC meeting to present their plans, streetcar service may eventually cover 37 miles of the District, but will begin with limited service in Anacostia and at H Street-Benning Road by 2012. But on Wednesday, May 5th through Saturday, May 8th on Lot B of CenterCityDC (a.k.a. the still undeveloped old convention center site at 9th and H Streets, NW), The District Department of Transportation (DDOT) is giving District residents, workers, and those rare tourists interested in DC transportation matters, a chance to ogle and board the District's latest transportation innovation.

Admittance to the 10:30 AM showcase is free. And if you still haven't gotten your fill of streetcars, you can stop by the free streetcar propulsion technology seminar at the Renaissance Hotel at 999 9th Street, NW on Thursday, May 6th to listen to the top minds in transportation technology and planning discuss ideas for how the streetcars can be integrated into our transportation mindset.

Ellen Jones, Executive Director of DC Surface Transit Inc. - a veritable posse of entities and BIDs including the Downtown, Golden Triangle, and Georgetown Business Improvement Districts, as well as the Washington Convention Center Authority (WCCA), the Washington Convention and Tourism Corporation (WCTC), and the National Capital Planning Commission (NCPC) - explains that the seminar will cover all aspects of "the adaptability of the three cars that we've [the District] purchased and what can be done with them."

Thursday's panel of experts will include everyone from Downtown BID's Executive Director, Richard Bradley, to what Jones affectionately calls "five ubergeeks with over 200 years of propulsion system experience between them" from the American Public Transportation Association, to urban design guru Greg Baldwin. Stop by and get answers to any question you've ever pondered about the green-ness of the project, how DDOT intends to get around that pesky 19th century Federal statute prohibiting overhead wires in the District, and ideas for how Prius-style battery technology can safeguard our views from wires for many miles of the tracks.

Washington DC Real Estate and Development News

The Future of Washington DC Transportation

One year after Gabe Klein took the helm at the District Department of Transportation (DDOT), the District agency has a brand new website, an aggressive two-year plan and a progressive approach to transportation. Yesterday, DDOT Director Klein invited several transportation bloggers to discuss the agency's progress during his first year, and plans going forward. By 2012 DDOT aims to more than double the 2009 bicycle road share, add 250 car-share vehicles, increase Circulator ridership by 47 percent, add six more "performance" parking districts and have 2.75 miles of operating streetcar lines. Yes, he went there: operating streetcars.

Klein described an agency embracing a culture shift, one that focuses on sustainability, safety and open communication. A new website, along with DDOT's social networking presence, are part of it's outreach to inform DC residents of the agency's services down to online plans about what DDOT has planned for their neighborhood and commute.

The DDOT Director is optimistic and confident that DC will resolve issues facing overhead wires for the planned 37 miles of streetcars through a combination of technology and, of course, compromise with transportation's other stakeholders - the National Capital Planning Commission, the Capitol Hill Restoration Society and the Committee of 100, among others.

Klein says the open dialogue has narrowed the wire issue to the North-South "viewshed" of the Capitol. Klein said he was determined to make streetcars happen and eliminate unnecessary overhead wires. At the same time, he's asking streetcar opponents to rethink the boundaries for overhead wires and to maybe allow them along areas of H Street to Benning Road.

There's also the matter of disguising wires. Klein said he took a trip with several BID directors and Marcel Acosta, Executive Director of NCPC, to see the streetcars in Portland, Oregon, which Klein said fit seamlessly into the transportation flow, with wires hidden by a canopy of trees. Klein joked that he even has a photo of Acosta smiling with an overhead wire dangling in the background.

On the technology side, Klein said he is working with United Streetcar, maker of the first American streetcar manufactured in the U.S. in 50 years, to develop hybrid solutions for power. Right now the cars can travel up to 1/4 mile just on battery power, but Klein hopes to get that number up to 1 mile by working with the company to developer a lithium ion battery. Klein is applying for federal funding to pay for the new batteries, and anticipates, with rapid changes in battery technology, that the cars could eventually run up to 2 miles on battery power alone. Like a Prius, with better brakes. Announcements about the streetcar project timing should come in the next few months.

Beyond the streetcar, Klein is seeking innovative solutions at every level of the agency. A Maintenance and Operations contract will be going out to bid soon, in which DDOT will ask for creative solutions that address the agency's needs. "Free consulting" from the private sector, said Klein.

Then there are changes coming to parking meters in pilot programs throughout the city; new solar-powered meters allow payment by coins or by credit card, "so people don't carry 16 quarters for two hours" said Klein. Since their inception, 52% of patrons started using credit cards, and in the study area DDOT has seen a 30% increase in parking revenue. Klein said of the pilot, "revenues are up, people seem to love it" but that he was not ready to say it was a definite success until he knew more about the machines' reliability. Another parking change is the pay-for-performance areas - which DDOT hopes to increase to eight by 2012 - where pricing for parking is based on demand. Klein admitted that testing this out in the ballpark district might not have been the best decision, but that the agency is expanding the concept to new areas to continue to test its effectiveness.

The new website is a good resource for residents to maneuver the various responsibilities of DDOT and to learn how to maneuver the streets of DC in ever-expanding ways. If DDOT gets its way, District residents in 2012 will have a markedly different transportation scene.

Washington DC real estate development news

DC's Overlapping Authorities: Not Just a Developer's Headache

If there's one thing the ridiculous amount of snow has taught DCMud, other than developers love any excuse not to answer their phones, it's that the many overarching authorities that rule the District apparently cause headaches in areas other than development, such as snow removal. Just as massive developments like the St. Elizabeths Campus require developers to go before the Historic Preservation Review Board, the National Capital Planning Commission, the National Park Service (NPS) and the District Department of Transportation (DDOT), among other authorities, the recent snowstorm brought to the forefront the web of agencies responsible for District public space and sidewalks.

Tuesday, Councilmember Tommy Wells tweeted at the NPS and DDOT about uncleared sidewalks on several blocks of Pennsylvania Avenue SE. DDOT promptly tweeted back that it was not responsible for the 800 block of Pennsylvania and suggested the sidewalks might belong to the NPS. Other twitter followers suggested contacting Department of Parks and Recreation for good measure. If you can get over the fact that all these conversations occurred on twitter (you are reading a blog, err online journal), then you might get a feel for the confusion that is public space in the District...during a snowstorm.

Though District law requires property owners to clear snow and ice from sidewalks, handicap ramps and steps abutting their property within the first 8 daylight hours after snow, sleet or ice stop falling, District Agencies have their own priorities. As Charles Allen, Chief of Staff for Councilmember Wells, explained about the Pennsylvania Avenue situation "some of the parks are DC managed parks while many others are managed by the National Park Service...NPS [is] putting it on their radar to get out and clear, but their priority is around the monument and federal areas."

How many authorities overlap in snow removal for public space? Well, Allen was not certain but listed "the AOC for the US Capitol grounds, National Park Service for the Mall, national parks and a lot of the “pocket parks” throughout the city, and then the DC Government manages all the other local parks."

Another high-profile example of conflicting authorities and priorities is the street car debate.
In a September review of the 11th Street bridge project, the NCPC stated that it "does not support a street car system with overhead wires in the L'Enfant City" and encouraged DDOT "to pursue alternative propulsion technologies...that do not require overhead wires." The NCPC ban on overhead wires in the downtown area means DDOT will either have to find a way to power the street cars without overhead wires or have the law changed to allow them. Headache.

Whether you're trudging through snow or trudging through bureaucratic red tape, at some point you'll likely get stuck in the mire of District and federal agencies that govern DC. Oh yeah, you can follow us on twitter @TheDCMud.

Washington, DC real estate development news

K Street Redesign: And the Winner Is...

The District Department of Transportation (DDOT) has chosen a plan for remaking K Street downtown into a two-lane center transit way with loading zones, to streamline the lobbying corridor between Washington Circle and Mount Vernon Square. Throughout the fall, DDOT held a series of public meetings to allow interested parties to provide comments regarding the project. DDOT considered two build options to address infrastructure, safety, congestion and access problems in the busy K St corridor. The K St Redesign is estimated to cost $139 million, which DDOT hopes to cover entirely with federal TIGER (Transportation Investment Generating Economic Recovery) funds.

The winning design includes two center bus/transit lanes, which might allow taxis at limited hours, separated from the general purpose lanes by a median. During rush hour there would be three general purpose lanes and during regular hours the curb lanes might be used for loading and parking. In this alternative, commuter buses would stop in the curb lanes to pick up passengers traveling to the MD and VA suburbs. As for cars and pedestrians, the plan would include 200 on-street parking spaces during off-peak hours as well as on-street loading in off-peak hours, and provide a shared lane for bikes with autos and a shared lane with parking in off-peak hours.

TIGER fund recipients will be announced in February.

Washington DC real estate development news

Zipcar Coming to an Alley Near You

Last night, Zipcar won a small but meaningful victory for car-sharing in D.C. when the Zoning Commission formalized a set of regulations to allow car-sharing spaces throughout the District. The new zoning definitions and requirements allow Zipcar and other car-sharing services to operate in places most other commercial enterprises cannot. In short, the move means the company, which DDOT Director Gabe Klein holds dear to his heart as a former Zipcar exec, can continue to provide car-sharing vehicles, already in residential neighborhoods, and expand their presence throughout the District.

As DDOT continues to invest time and money into providing safe alternative forms of transportation, such as Smartbike, street cars and contra bike lanes, the agency works with other DC authorities to revamp old regulations to make room for smarter transportation policies. The rules demonstrate a willingness by various District agencies to provide alternative forms of transportation for DC residents. Karyn LeBlanc, DDOT Spokesperson, told DCMud, "DDOT supports car-sharing programs as a means to encourage reduction of congestion, and environmentally friendly transportation alternative and as one solution to limited parking resources throughout the city."

Parking is a premium in the City and many of the limitations to car-sharing programs under the new rules are related to space requirements. In the District, zoning requirements stipulate how many parking spaces must be provided based on the building size and use. The new regulations for car-sharing state that a mixed-use site (i.e. condo with ground floor retail a la the Ellington) or a specially zoned site can include Zipcars as long as the cars do not take up any of the required spaces for a building of the size. So if you need 20 spaces and you have 22, then those 2 extra spaces can be used for car-sharing.

Additionally, the regulations limit some residential buildings to two car-sharing spaces on a single lot, which also cannot be the required parking for the lot. In other residential areas the same rules apply except that additional cars can be on the site if they are within or under a principal structure (i.e. apartment building, condo, parking garage) and are, again, not the required parking spaces for that location. Basically, if you want Zipcars in your condo, check on the number of spaces provided versus the number required, if there are extra, then you can have Zipcars; otherwise, you're out of luck.

At the hearing Zipcar Marketing Manager for DC, Anthony Marinos testified, "We consider ourselves a vital part of the DC community. Having vehicles placed in residential areas and areas of convenience to our members and potential members is something we feel very strongly about."

The Streetcars are Coming!

The District Department of Transportation (DDOT) announced today that DC's streetcars have finally arrived in the District and will no longer be gliding through the streets of the Czech Republic. The three cars, which arrived in Baltimore via ship on Saturday, will be stored in Greenbelt and tested so workers are familiar with their function.

Today's announcement does little to clear up when the cars will be able to roam freely through DC, but does give residents (and taxpayers) a hopeful sign of things to come. DDOT Director, Gabe Klein, said “We’re also thrilled to have the streetcars here locally so we can familiarize ourselves with them, test them and prepare for the day when we will put them in service.”

Industry Insight: Gabe Klein

Gabe Klein, Mayor Fenty's pick to steer the future of transportation in DC, began his post as Director of the District Department of Transportation (DDOT) in February 2009. Klein comes from a progressive, private sector background where he cultivated a reputation for partnering innovative businesses with government programs. He served as the DC regional Vice President of Zipcar from 2002 to 2006, making DC the nation's largest car sharing city by both membership and vehicles. He then co-founded and most recently served as the Chief Executive Officer of On the Fly, a boutique food-service company with retail, wholesale, catering and events businesses all-in-one whose green smartkarts are spotted throughout the city. Having achieved a quasi rock start status among urban planners and other pointy-heads for his entrepreneurial, progressive approach to greener transportation and development, Klein has quickly made Washington DC a leader in non-carbon transport options. Klein recently discussed with DCMud his plans for the future of DC transportation.

DCMUD: So it’s been almost a year at this point since you started at DDOT.

GK: Almost…I got appointed in December but I started February 1st. Nine months.

DCMUD: What do you think is the biggest problem with the city’s transportation right now and what are you doing about it?

GK: Well, it depends on if you look at this part of the region or if you focus more on just the city itself, I live just five blocks from here.

DCMUD: Do you walk to work?

GK: I walk to work or I bike to work. My commute on foot is about 9 minutes. So you know, from my personal stand point, we have a wonderful transportation system - a very walk-able, ride-able, transit-oriented city. So if you live, work or play in the city, I think it’s wonderful. I think if you’re commuting in - I was talking to one of our guys today - he lives in Baltimore, so his commute, total is between 2 and a half to 3 hours a day. So for folks that live in the region, I would say the traffic during rush hour is a huge problem.

Here in the city I think we need to make sure that the city is as safe as possible for people, particularly when people want to not be in their car. You know, forty percent of the people in the city don’t even own a car.

DCMUD: By safer do you mean as in a transportation perspective on the street as in walking?

GK: [It needs to be] safe for people to walk, to bike, to drive—and so you know we have a big responsibility in terms of safety and we’re looking hard at that, at how we want to arrange our safety resources in the form of a team so that they’re as responsive as possible to the public. Right now we’re looking at the fifty worst intersections in the city and trying to make sure that we focus our efforts on making them safe. In terms of your readers, I think what’s important is that if you’re developing at one of the worst intersections in the city—like Donatelli’s at Minnesota and Benning—what are we doing to make that safe, so his mixed-use development really attracts people to live there. It’s very important to the city to have smart growth, to have transit-oriented development of which that will be both, right, so there’s going to be stores, offices, and residential. And the problem is if we don’t create a safe intersection so people can cross to the grocery store, are people going to want to buy there? Is the real estate going to be worth what it could be? We’re very focused on that. And there is obviously a renaissance in DC, as there is in many urban quarters, and we’re very aware that there are many more children in the city than there used to be. There are people like you and I who are, well I don’t know where you live, but there are people like us who at this age are saying, “we want to live in the city and maybe raise a family,” and the mayor I think is doing a phenomenal job at trying to better the schools; I think our job is to make sure that people feel their neighborhoods are safe from a transportation standpoint. And a lot of that is pedestrian safety. One thing I’ve noticed - I’ve had one hearing season here - and when I go in front of council, the majority of the people who are testifying are testifying about safety - particularly pedestrian safety. So we’re really focusing on that. We’re also going to be launching an expanded bike share program.

DCMUD: Bike share has been pioneered during your tenure, can you address that? Also, I recently spoke with DDOT Transportation Planner Jim Sebastian and he said you’d be expanding the program from 10 bike stations to 90. When can we expect that?

GK: Right now we’re going through a contracting and procurement process, so we’re going to have everything nailed down, I can tell you soon we’ll be making an announcement about our expansion of the program. It will be a significant expansion. We’re hoping to take it to 100 stations. And a thousand bikes, it could be a little more, a little less, and our hope is to create a transit system with bikes

I just went to Montreal about a month ago on vacation…[and]…I wanted to go…to actually see the bike share system. We were the first in North America to launch our system, but they have the biggest system in North America, I think something like 3,000 bikes. Just recently they dropped in 3,000 all at once. It’s very interesting to see biking go from a sort of secondary mode of transportation to a primary mode of transportation and really become its own point-to-point transit system. So we’re very excited. And I think for developers it’s exciting because we can park one of these [systems] right in front of their development. And depending on what system you go with, we’re looking at a few options. It may even be a mobile system, meaning that we can move it seasonally or just move it periodically, you may have seen the SmartBike system out front. That was a construction project, we put that in the ground. We are looking at some other options which will allow us more flexibility in moving them and we definitely will be doing some outreach to the development community to talk about placing them on private property.

DCMUD: Would that be part of their PUD (zoning change) application?

GK: It certainly could be. It could be something that we do after the fact. So yeah, we’re very excited about working with the private sector. I think there’s so much we can do together. And you know one of the great things about our Mayor and working with the Mayor is that he really gets the synergy between the public and private sector - think how more you can accomplish when you’re working together.

DCMUD: Okay, and then regardless of bike sharing stations, in order to have bikes, or Segways, we need a useful infrastructure—bike lanes, bike paths. You said before you’re goal is to level the playing field for bikers, how do you plan to do that?

GK: One of the things I’ve been focusing our staff on around here is the fact that we’ll be launching this expanded bike share system which in many ways is going to hopefully make cycling a primary mode of transportation. It will also be institutionalizing it and bringing it to the masses. You know the early adopters of bike sharing, like the early adopters of car share, are people who are really into it so to speak, or environmental. Then you get the mass adoption, and when you hit mass adoption, you have to make sure you have safe and secure infrastructure. And again something I’ve seen in other countries - and they’ve been working hard on in New York and Portland and some other progressive cities - is dedicated bike-ways, cycle tracks, contraflow bike lanes, etc.

DCMUD: So not just a painted line?

GK: Not just a painted line, although I think we can do more with a painted line, the painted line could really be a painted bike lane, which may actually keep cars out of the lane. And you know, we really want to create a safe infrastructure for cars too. So we’re looking harder at a signal system, signal timing, we’re making significant upgrades on New York Ave. We’re going to have five very large projects, totaling…over $100 million in investment to make sure that some of the main arterials that allow people to get in and out of the city, whether you’re a resident or a commuter, that they are in tip-top shape with the best technology to move as many people as possible. So I think striking a balance also doesn’t mean ignoring vehicular traffic, it means supporting the best technology for vehicular traffic, best infrastructure, it means investing in transit through metro through our own transit system and it means creating new transit systems like bike share and making sure we have the infrastructure so people can safely ride. One of the things I’ve been talking about with my staff is that we’re going to have 75 year-old folks getting on the bike sharing system because we’re bringing it to the masses. So we need these separated, dedicated lanes for people.

DCMUD: How are you planning to bring it to masses? Are you thinking advertising or what is your plan for making it more approachable?

GK: Well, you know I come really from a marketing and operations background. I’m a private sector person. I’m used to doing a lot with a little, first of all. And I’m used to having to market without a lot of resources. At Zipcar we actually had no marketing budget for probably the first two or three years—I mean literally nothing. And we were very effective at leveraging partnerships, and grass roots, guerilla marketing to get the word out. So we’re going to bring a lot of those marketing strategies to DDOT. We’re also going to leverage technology quite a bit. We’re going to have new web site that we’ll be launching probably in the winter. We’re using Facebook and Twitter. So we’re reaching people in new ways. And we want to pair that high-tech strategy with feet-on-the-street and continuing to make sure we do a great job - as DDOT really always has - in going to meetings in the community, engaging the public, engaging the business community. We’re aggressively working with kids.

DCMUD: And about car sharing, what are you doing to encourage that, obviously you don’t work for Zipcar anymore but how are you incorporating that into the DDOT plan?

GK: Well when I was at Zipcar I had the opportunity to work with Dan Tangherlini and the folks at DDOT and bring car sharing to the masses and a lot of that - I mentioned we aggressively marketed on the street and in people’s neighborhoods - but we also formed a partnership with the city as we did with Arlington county and actually placed cars on the street. It’s very important to make a new transportation option high-profile. That’s what we did with car sharing. I think the car sharing program needs to be rejuvenated a little bit. Our TDM Program (Transportation Demand Management Program), we plan to enhance that and put more resources into it. We’ve got one great person running that TDM Program, but we need to give her more resources. We plan on doing that next year. Which will allow, not only the promotion of car sharing, but bike sharing, the bike station, our DDOT store that we’re working on…so there are a whole lot of projects. I’m actually working on a slightly different work chart structure which is going to have an Innovative Transportation Services Division. And that Division will receive Street Car, our Mass Transit Group, and what were core partnerships that are incubated through our Policy and Planning Group, but now that we have a critical mass of them - we’re getting up to about six or eight - we’re working on an electrification program so that people can charge their cars curb-side. So as we build more and more of these units we need people that can really manage these contracts, and manage these as business units, which includes marketing.

DCMUD: Street Cars: the overhead wires, you’re making progress on laying the tracks on H Street, but NCPC doesn’t seem to be buying into the idea of having overhead wires. How do you think that issue is going to get resolved and when do you think that’s going to happen?

GK: Well, the first thing I’d like to say is that there seems to be a lot of drama out there about the over head wire issue—for lack of a better term. NCPC, they’re great folks over there, we have a good relationship with them. We don’t publicly talk about this all the time, but we meet with them on a pretty regular basis. We’re working on a compromise of sorts that will protect their interests and protect our interests. We in no way want to upset the North/South “viewsheds” around the monuments. We are working on alternative technologies which include electric, battery-powered vehicles that can drop the wire. So for instance, let’s say that NCPC was okay with us having the overhead wire on H Street but once we got to K near the monuments, they wanted the wire dropped—if that was a concern for them, these cars this new technology that is looking to be built in the US in Portland, Oregon, we could drop the wire for up to a mile. And that’s just one of many different technology options. The roof of the car would be lined with battery. So it would charge while it was attached to the [overhead contact system], when it dropped it would run on battery power—similar to a Toyota Prius which uses gas and charges and then when it’s stopped or coasting it just goes to battery power.

DCMUD: So street cars were purchased for Anacostia. How will this fit into the picture? Do you need new cars? Are those the cars…the cars that will go on H Street, will there be a difference in cars between those [at H Street] and those that go into Anacostia?

GK: Well, we have a Street Car Division, now—a dedicated team that we’re building to work just on Street Car. And that’s very important because I don’t think the Street Car program has historically been treated as its own large-scale project with its own team—the way we’ve treated the 11th Street Bridge, which is a large $300 million dollar infrastructure project. The first thing is that we’re building a group of people to manage it. Second of all, we have an operational segment in Anacostia. The H Street/Benning portion was designed as a Great Street, and we said, okay, if we’re going to do the construction let’s put in the rails. But we are challenging ourselves and the Mayor is challenging us as well to make that an operational segment in the same timeline as Anacostia.

DCMUD: Which is when?

GK: Well, right now we’ve said about 2012. But we’re working very hard now that we have a team in place to speed that up - pretty dramatically. So hopefully, you’ll see an announcement in the next 6 months that gives people an update and hopefully it will be a good update - that we’re going to get up and running more quickly. I actually spent the morning out touring the city looking for maintenance facility locations near H Street. We have a number of places we’re looking at, existing infrastructure we can use - so we’re very focused on this project, we’re putting a lot of our own in-house resources into it. We want this to be, you know, a real win for the city.

One of the things that’s really made me passionate about this is learning the history of Street Car in Washington. The fact that we had over 200 miles of Street Car in and around the city - every major arterial, they all had Street Car. It was the primary mode of transportation in the city. In fact, if you look at old pictures, you see very few cars. You see bikers, walkers, and Street Car. So what’s so funny is that people think, “Oh you know, this agency or that agency is progressive with its New York DOT or Portland DOT,” and you know we’re just trying to put back what was here.

DCMUD: So new buildings in DC are required to provide parking minimums. But there’s nothing in the building process that requires people to do car-sharing, or bike benefits—it’s all like an addition or a community benefit—at what point will that change, or is it going to change? Do you see this as being at odds with your role in integrating transportation?

GK: It needs to change. I’ll be honest with you, this year, I have so many projects, it is probably not something we’re going to be able to attack. But, I mentioned earlier that we want to build our TDM resource capability. I would put that in the TDM category. We want to make sure that we’re heavily involved in the PUD process, in zoning, in making sure that we give builders alternatives to building parking which can be up to $65,000 a space as you dig down into the ground. So why are we incentivizing people to dig garage spaces? There was an article in The Washington Post about how nobody is using the garages there [in Columbia Heights]. And the fact is, whoever built that spent a lot of money doing that. So we would prefer that people invest in transit and alternative modes and facilities and infrastructure, to encourage that rather than building parking spaces.

DCMUD: We wrote an article about H Street and how the Steuart Investment Company has a new development underway there. They’re changing their plan to have one-level parking and .7 parking spaces per unit. We had a lot of feedback that so much parking wasn’t necessary. I don’t know that there’s enough information out there about alternatives to parking.

GK: I think 97% of people live within a few minutes of a bus stop. We’re working hard to upgrade buses, particularly with our own DC Circulator, to make it more on-par with something like the Metro or Street Car. I think, 1.5 or 2 spaces per unit, it’s just old school. We need to move into the 21st century. And we don’t live in Reston. And one of the beauties - I mean, I’m not putting down Reston, I like Reston, it’s a nice place. I don’t want to get any nasty letters, but - what’s nice about living in a city, is that you don’t need that 2.2 cars per household, that you can walk to the grocery store or jump on a Trolley. I mean, that’s what makes the city a city. So if we’re trying to recreate McLean in DC, I think that’s a huge mistake. Let’s take advantage of the positives. And it’s a huge cost. It’s just wasteful. One of the nice things about a down economy is that people can’t afford to waste.

DCMUD: So pedestrians, bicyclists, and car drivers all need different kinds of infrastructure to make their lives easier. How do you prioritize different projects for different users and how do you balance all of those needs when you’re redesigning a street, how do we want to approach transportation in the city?

GK: Well, inherently, a huge amount of our program and our budget goes toward asset maintenance. And a lot of our assets are vehicular-focused assets. So by default, we spend probably 70-80% of our budget on asset maintenance, you know, bridges, tunnels, roads, sidewalks—all these things. I think our biggest challenge, though, is when we’re looking at redesigning, re-building, maintaining these facilities, let’s balance the system. So when we’re redoing a road in Columbia Heights, let’s do a wider sidewalk. Let’s create bike lanes. When we’re building a plaza in Columbia Heights, let’s make sure that it’s functional, but that it’s beautiful - which it is. So I don’t think it’s so much about prioritizing one aspect. It’s really about making sure we’re addressing everybody’s needs when we’re out in the field doing our work, and I think for far too long, nationally, we focused too much on cars. So we’re trying to focus on beauty of the public space, sustainability—you know we take care of over 140,000 trees in this city—so every project, we now look very hard at the urban tree canopy. We actually have an arborist over in our permitting office. And we make sure that we’re addressing the needs of pedestrians and cyclists for their safety.

DCMUD: You’ve already answered question how do you get to work, but do you do bike sharing to get here or do you use your own bike?

GK: So bike sharing’s great. I worked in the car sharing industry and the way it works now is you take a car and you’ve got to bring it back to where you found it. So it’s good for leaving home, going shopping, you bring it back. The great thing about bike sharing is it’s point to point. But generally you don’t have a bike [share station] at your house. But the goal is that when we locate more stations, we can actually push them out into the neighborhoods so that people can use them more for commuting. My bike’s down in the garage, so I ride my bike or I walk. If I have to do something immediately after work like in Virginia, I might bring my car. I have a little Smart Car.

DCMUD: You don’t have to defend your car.

GK: Well, you know. I don’t really need it to be honest, but I like it. It’s a cute car.

DCMUD: Do your friends ever complain to you about commuting and transportation in DC? [Do you get complaints like] “It took me 20 minutes to get to work today, you need to fix this…”

GK: Oh, my friends will text me and say, “I think the signal timing’s screwed up at 18th Street.” And yeah, I take all the feedback from friends and people that aren’t friends. Whenever people write us and they want us to look at something we always look at it and we always respond. But yeah, your friends can be your biggest detractors.

DCMUD: Is there anything else you wanted to add about DDOT or your plans for the future? Or what it’s been like to have had this position?

GK: Well, it’s been great. I need to thank the Mayor, Dan Tangherlini, and Neil Albert you know for giving me this opportunity. It’s something I never thought I’d be doing—working in the government. It’s just a great experience. I feel like we’re doing a lot of great work. And it took me probably 6 months to get my feet under me. And now I feel like I’m really putting together a strategic vision for the future that we’ll be able to execute over the next 24 months. So you’re going to see a lot of new energy, and direction, and work out of the agency over the next two years.

K Street Redesign Presentation on Wednesday

Tomorrow, the District Department of Transportation (DDOT) will host a public meeting for comments on the Environmental Assessment (EA) of the K Street Transitway Study. DDOT is currently considering two build options to address infrastructure, safety, congestion and access problems in the busy K St corridor. Tomorrow's public hearing, according to the DDOT website, will afford all interested persons the opportunity to provide comments regarding the project. The K St Redesign will cost roughly $139 million, which DDOT hopes to cover entirely with U.S. Department of Transportation TIGER (Transportation Investment Generating Economic Recovery) funds. Both build plans are open for public comment, which will be included in any final decision-making process. The EA rated each plan based on its effect on the community and on transportation in the corridor. Each build option, according to the EA, would improve the travel time from end to end on K Street. Perhaps of great interest to the public is the effect each plan will have on parking and bicyclists. Alternative 2 (Two-Lane Transitway) would include 200 on-street parking spaces during off-peak hours as well as on-street loading in off-peak hours, and provide a shared lane for bikes with autos and a shared lane with parking in off-peak hours. Alternative 3 (Two-Lane Transitway with passing) has no on-street parking at any time, with loading available in selected locations. Alternative 3 is a bikers dream with a 5 foot paved and signed bicycle dedicated lane. Alternative 1 would be to leave the present street unchanged. The event begins at 6 PM and is scheduled to end at 8:30 PM at the Carnegie Library at 801 K St., NW, and will feature a presentation at 7 PM and an open public testimony session beginning at 7:30 PM. The public comment period ends October 30, 2009.

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