Capitol Riverfront Urban Design Framework Plan

Urban Design Framework Plan June 13, 2013

Greetings from the Capitol Riverfront BID

Capitol Riverfront, circa 1960

Source: National Museum of the US Navy

Capitol Riverfront, 2010

Source: Nokia and Microsoft Corporation

The Capitol Riverfront BID is a rapidly developing neighborhood in southeast Washington DC on the northern shore of the Anacostia River. It includes the historic Navy Yard campus, Nationals Ballpark, the Yards development and Yards Park, the U.S. Department of Transportation Federal DOT headquarters building, Canal Park, and the rebuild of the Arthur Capper Carrollsburg public housing complex.

Upon achieving build out, community will include 37 million square feet of new development in a high density, mixed-use community that is transit oriented (TOD).

In November 2012, the Capitol Riverfront BID hired the team of AECOM, Nelson Nygaard, and Rebar to analyze these issues and prepare an Urban Design Framework Plan for the neighborhood. The pages that follow illustrate the planning and participation process, as well as a range of recommendations to address the above referenced issues.

The Urban Design Framework Plan is seen as a strategic plan for our neighborhood that can guide public and private investment for the next twenty years, while providing an action agenda for a range of implementation projects.

The transition of the Capitol Riverfront from an industrial and manufacturing district to a TOD, mixed-use urban neighborhood on the river has been transformative, and many of the results to date are evident in over 11.2 million square feet of building program. In fact, the neighborhood has achieved approximately 33% of its build out and currently has over 35,000 employees, 4,000 residents, three new public parks, 200,000 square feet of retail either existing or under construction, and a 204 room hotel.

The following five big ideas have emerged as principles for future growth.

While a majority of the new development will occur over the next 10-15 years, the current building cycle will see the addition of another 1,000 units of new housing, a new grocery store, a large health club, 9 new restaurants, and a new hotel.

These private development projects, as well as several large scale transportation and public works projects, will continue to shape the look, feel, character, and experiences of the Capitol Riverfront.

We are confident that these strategies, tactics, and implementation actions will create a Capitol Riverfront neighborhood that is easy to understand and navigate, imageable with a great sense of place, connected to other destinations and the river, regionally accessible, and is a destination for live, work and play, all while exhibiting a high quality public realm.

Yet a feeling persists that neighborhood development to date has not happened in a coordinated and cohesive fashion, even though much of the Capitol Riverfront has benefited from master planning efforts. There are “gaps” in the urban fabric, the streetscape and landscape systems seem random or incomplete in some corridors, emerging activity centers are not effectively connected, the quality of the public realm is not exceptional, and there is a perception that the neighborhood has not achieved a “critical mass”. We lack an overall feeling of sense of place and neighborhood identity.

1. Better regional transit connections.

2. Improving local circulation systems.

3. Connecting the open space system.

4. Creating a new civic framework.

5. Clustering retail and providing interim uses to animate the neighborhood.

We hope that you enjoy the recommendations, strategies, and actions contained in the Capitol Riverfront Urban Design Framework Plan.

Best wishes to all, Michael Stevens, AICP Executive Director Capitol Riverfront BID

Contents

Acknowledgements

1. Evolution................................. 4

Capitol Riverfront BID

Planning Context..................................... 6 Precedent Destinations ............................ 8 Community of Neighborhoods................ 8 A Critical Moment In Time........................ 11

2. Vision...................................... 12 Planning Process...................................... 16 Stakeholder Objectives............................ 17

3. Connectivity Framework........ 18 The Demand............................................. 19 Regional Connections.............................. 20 Surface Transit Service............................. 23 Local Connectivity.................................... 26

4. Open Space Framework........ 34 Signature Open Spaces............................ 36

5. Destination Framework.......... 44 Retail Activators......................................... 46 Entertainment and Cultural Activators..... 47 Civic/Institutional Amenities..................... 48 Waterfront Activators................................. 49 Third Place Opportunities........................ 50

6. Interim Use Framework.......... 52 Connectivity Enhancement...................... 54 Cultural and Ecologic Activation.............. 57 Gateways and Landmarks....................... 60 Interim Use Funding Incentives................ 63

7. Implementation...................... 64 Implementation Planning......................... 64 Design Principles...................................... 67

Michael Stevens, Executive Director Claire Schaefer Oleksiak, Deputy Executive Director Ted Skirbunt, Director of Real Estate Research Board Members Daryl Jackson, Capitol Hill Tower Co-Op Jim Dautenhahn, DRI Development David Brainerd, Madison Marquette Stephen Flippin, CSX Michael Leyes, Monday Properties John Clark III, Steuart Investments Ed Kaminski, Velocity Condos Dodd Walker, Akridge Eric Siegel, Cohen Companies John Wilson, JBG Amy Phillips, Monument Realty Brad Fennell, WC Smith Arlene Brown, Faison / RAM Partners Ramsey Meiser, Forest City Washington Bert Donohoe, Donohoe Real Estate Services David Howell, Lerner Enterprises Marvin Rosskopf, Ruben Companies Amelia Zimmerman, Courtyard Marriott Martin Smith, Barracks Row Main Street Erik Moses, DC Sports & Entertainment Commission Gregory McCarthy, Washington Nationals Baseball Club John Dillow, Living Classrooms Janelle Herring, Washington Navy Yard Mark Batterson, National Community Church Consultant Team Members Ryan Bouma, AECOM Alan Harwood, AECOM Emily Leckvarcik, AECOM Bel St. John, AECOM Kody Smith, AECOM Karina Ricks, Nelson Nygaard Michael Eiseman, Nelson Nygaard John Bela, Rebar Group A. Ghigo DiTommaso, Rebar Group

1

Evolution The Capitol Riverfront encompasses nearly 500 acres in southeast (SE)Washington, DC and is strategically located between the U.S. Capitol Complex and the Anacostia River. Historically an industrial and manufacturing center anchored by the Washington Navy Yard, the neighborhood served as the city’s industrial backyard until the turn of the century. With the 1995 Base Realignment and Closure (BRAC) decision by the Federal Government to consolidate Naval Sea Systems Command (NAVSEA) operations to the Navy Yard and the 2003 Anacostia Waterfront Initiative to cleanup and target areas for new development along the river, attention was refocused on the neighborhood. The map opposite shows the Capitol Riverfront in context and highlights the major new developments in the last decade.

The neighborhood has undergone a rapid transformation. In addition to significant developments like the Washington Nationals Ballpark, 30% of the neighborhood’s eventual build out has been realized. However development has happened in a diffuse manner. Activity centers are separated by expansive vacant land creating “gaps” in the community. With all the new development, disparate architectural languages and public realm treatments are emerging intermingled with largely vacant parcels awaiting development, and industrial remnants. The Capitol Riverfront Business Improvement District (BID) initiated the Urban Design Framework Plan to address the lack of critical mass and ensure the appropriate amenities, streetscape, connections, and infrastructure are present at build out.

This plan adds to the initial vision for the neighborhood (section 2) and proposes to achieve it by: • Encouraging better connections between emerging activity centers locally and region (section 3) • Expanding and linking the world-class neighborhood parks through a comprehensive park and open space framework (section 4) • Establishing a cohesive community and animated public realm through civic uses and strategic land use clusters (section 5) • Initiating interim uses to facilitate long term development and establish a sense of place in the short term (section 6) The final section (7) recommends action priorities, advocacy initiatives, and design principles necessary to achieve the vision and build support for long term infrastructure and development projects.

Source: Capitol Riverfront BID

Capitol Riverfront Development Context Within the past decade the Capitol Riverfront has undergone a rapid transformation. In addition to the major new developments highlighted below, over 223,000 square feet of retail space, 7.2 million square feet of office space, and 3,000 residential units have been built.

U.S. Capitol

RFK Stadium

Capitol Hill L’Enfant

Barracks Row

Arthur Capper/Capital Quarter Townhomes, 2009-2012 Courtyard by Marriott Hotel, 2006

Canal Park, 2012

US DOT Headquarters, 2007

Washington Navy Yard

Washington Nationals Ballpark, 2008

Yards Park, 2010

Anacostia River

Legend

Diamond Teague Park, 2009 Poplar Point

Fort McNair

Evolution | Capitol Riverfront Urban Design Framework Plan

1-5

Planning Context The Capitol Riverfront has benefited from the city’s overall vision and a zoning framework established by the Office of Planning (DCOP) to support that vision. Many planning documents have helped the Capitol Riverfront achieve the transformation thus far and will continue to influence development in the future.

Pertinent planning documents to the Urban Design Framework Plan are summarized below.

Anacostia Waterfront Initiatives (2003 & 2010, DCOP & DDOT)

Anacostia Waterfront Transportation Design Guidelines Source: DDOT

The 30-year, $10 billion Anacostia Waterfront Initiative (AWI) aims to transform the shores of the Anacostia River into a world-class waterfront by integrating multiple transportation, land use and economic development projects within the area surrounding the Anacostia River. Recent transportation projects in the Capitol Riverfront under the AWI include the 11th Street Bridges, Anacostia Riverwalk Trail, and South Capitol Street Corridor Improvements. The South Capitol Street Corridor project calls for transforming the urban freeway into a scenic boulevard and increase pedestrian and vehicular safety on both sides of the Anacostia. Final federal environmental approval and construction funding are still pending.

Revised Comprehensive Plan (2006, DCOP) M Street SE/SW Transportation Study Source: DDOT

General planning document for the city of Washington DC. The Capitol Riverfront lies within the “Lower Anacostia Waterfront/ Near Southeast” area. The plan calls for the continued revitalization of the Anacostia Waterfront with new, pedestrianoriented waterfront uses and a strengthened M Street, SE/SW corridor. It envisions the Capitol Riverfront as a high density, mixed-use neighborhood/waterfront community.

Capitol Gateway Overlay District (2005, DCOP)

South Capitol Street Source: NCPC

1-6

The Capitol Gateway (CG) Overlay District was established to provide use, height, density (including incentives for bonus density and height), combined lot development, and design requirements to ensure an appropriate mixture of residential and commercial uses and suitable height, bulk, and design Capitol Riverfront Urban Design Framework Plan | Evolution

of buildings. The overlay is applied to the Buzzard Point and Capitol Gateway areas, which are in the southwest (SW) and near southeast (SE) quadrants of the city, north or west of the Anacostia River

South Capitol Street Corridor Improvements Phasing Map

Anacostia Waterfront Transportation Architecture Design Guidelines (2006, DDOT)

Guided by the AWI, this document catalogues design guidelines for transportation related elements in the public realm. These guidelines have been developed to emphasize: 1) environmental stewardship; 2) waterfront access; 3) safe pedestrian, bike and transit friendly rights-of-way; 4) neighborhood character; and 5) integration with the monumental core and the Capitol. These encourage the use of low impact development techniques (LID) and aim to emphasize the history and uniqueness of the Anacostia Watershed Area. The guidelines prescribe infrastructure and design that support the economic and environmental health of the region.

SE/SW Waterfront Transportation & Planning Study (2013, DDOT)

Studied how to better integrate the Capitol Riverfront with the surrounding neighborhoods and improve multimodal travel and public realm within the neighborhood. Recommendations include increasing transit modes and frequency in the short term, long term improvements explored include additions to the local street network to support redevelopment areas such as Buzzard Point and east-west connectivity improvements to include additional access portals to Metrorail Stations and potential streetcar on M Street, SE/SW.

Virginia Avenue Tunnel Project (EIS 2013, CSX, DDOT & FHWA)

The Virginia Avenue Railroad Tunnel is located directly beneath Virginia Avenue along the northern border of the Capitol Riverfront.

The project will expand the existing tunnel to allow for doublestack intermodal container trains. The project may necessitate the temporary closure of Virginia Avenue and excavation of the existing street to build the new tunnel. A new Virginia Avenue will then be rebuilt enabling increased neighborhood connectivity and new open space opportunities.

Evolution | Capitol Riverfront Urban Design Framework Plan

Source: DDOT

1-7

Precedent Destinations and Scale Comparison Gaslamp Quarter, San Diego, CA Annapolis, MD

The Capitol Riverfront occupies a 500 acre area between Capitol Hill and the Anacostia River with approximately 1.5 miles of riverfront. Similarly positioned neighborhoods in other cities often become walkable retail and entertainment destinations with sought-after office and residential addresses.

Examples include: • Portland, OR: The Pearl District • San Diego, CA: The Gaslamp Quarter • Annapolis, MD: The Annapolis Waterfront • Charleston, SC: The Battery • Boston, MA: The North End

Pearl District, Portland, OR

Compared at the same scale, the Capitol Riverfront could cover the land area of three precedent destinations

The Capitol Riverfront is large enough to incorporate three of such places, when compared at the same scale (see image on left), and has the potential to surpass their success and popularity.

Source: Google Earth

Community of Neighborhoods North of M

Ballpark / Half Street

Canal Arthur Park Capper / Capital Quarter The Yards

Lower 8th Street Washington Navy Yard

Buzzard Point

Maritime Plaza / Boathouse Row

Distinct neighborhoods exist within the Capitol Riverfront, such as the Washington Navy Yard and Buzzard Point, and new communities are emerging around new activity nodes, such as The Yards and Canal Park. The Lower 8th Street neighborhood is historically tied to Barracks Row north of I-395 and retains a loose association. Primary residential neighborhoods exist within the Arthur Capper/Capital Quarter redevelopment and among the new apartments and condos emerging North of M Street, SE between New Jersey Avenue, SE, and South Capitol Street. Maritime Plaza/Boat House Row maintains a distinct identity due to the its relative seclusion and historic presence of private boathouses lining the River.

Future development should cultivate the uniqueness of these neighborhoods while maintaining an association with the larger Capitol Riverfront community.

The neighborhoods of the Capitol Riverfront 1-8

Capitol Riverfront Urban Design Framework Plan | Evolution

Strengths The Capitol Riverfront has significant strengths on which to build.

Already zoned as a high density, mixed use neighborhood, located just five blocks from the U.S. Capitol, and served by Metrorail and Circulator Bus, the neighborhood has been discovered as a riverfront redevelopment area. Over 35,000 employees work in the BID along with a growing residential population of over 4,000. The presence of the Navy Yard and historic structures gives the neighborhood a sense of authenticity while Yards Park and Canal Park are defining the open space character and creating a new sense of place. The 41,000-seat Washington National Ballpark attracts over two million visitors annually. New restaurants are on the horizon and construction has begun on the neighborhood’s first grocery store. The Capitol Riverfront is building momentum and now is the time to focus on quality of life in the near term and planning for the next generation of community infrastructure.

Strengths on which to build

Challenges to overcome

Signature attractions

Inadequate pedestrian infrastructure

Source: AECOM

Difficult street crossings

Source: AECOM

Vertical vacancy

Source: AECOM

Source: blog.LetTeddyWin.com

Challenges While the projected build out will result in a dense urban environment, development to date has been diffuse and disconnected. The community currently lacks a strong center of gravity, despite its significant attractions. Barriers exist between destinations that interrupt the sense of community and allow emerging vibrancy to evaporate (see diagram on following page).

In some cases, these barriers are the presence of a fence or an element of sterile architecture. In other cases, a barrier is created by a missing connection. In order to ensure a strong community identity and high quality of life for residents, employees and visitors, the neighborhood must address the following barriers: • Absent sense of proximity to the river • Sense of vacant parcels throughout the neighborhood • Foreboding street crossings along M Street, SE and South Capitol Street • Inhospitable streetscapes in Buzzard Point and between destinations • Uninviting gateways to the neighborhood • Inanimate architectural facades in highly visible locations • Lack of cohesion between distinct neighborhoods • Growing transit capacity concerns during events and peak commuting periods Evolution | Capitol Riverfront Urban Design Framework Plan

Waterfront activities

Source: Capitol Riverfront BID

Growing residential community

Source: AECOM

1-9

Capitol Riverfront Connectivity Analysis This diagram illustrates some of the existing challenges to redevelopment. Barriers are one of the biggest obstacles, impeding the walkability and connectivity of the BID. The existing barriers, missing connections, and current streetscape character are highlighted below.

Legend Park/Open Space Pavement Existing Buildings Future Build Out Metrorail Station Barriers/Inaccessible Space Appealing Streetscape Unappealing Streetscape Missing Connection Welcoming Gateway Unwelcoming Gateway 1-10

Capitol Riverfront Urban Design Framework Plan | Evolution

A Critical Moment In Time The Capitol Riverfront is now at a critical point in its evolution.

Over $1.2 billion has been invested in the neighborhood by the private sector, the federal government, and the District.

Significant infrastructure projects like the 11th Street Bridge, South Capitol Street Bridge, Virginia Avenue Tunnel, and the DC Streetcar system are under construction or in concurrent planning processes, and 32% of the projected build out has been achieved. Now is the time to align these regional transportation components to maximize the opportunities in the Capitol Riverfront and adjoining destinations. This is also the opportune moment to enhance the finer grain circulation, build a sense of civic critical mass, optimize open space systems, and plan for the amenities necessary for an engaging community.

Snapshot of progress toward build out (by 2035) 0%

25%

50%

75%

11th Street, SE bridge reconstruction Source: AECOM

100%

Existing Virginia Avenue, SE R.O.W. at New Jersey Avenue, SE Source: AECOM

Office Build Out Daytime Employment Residential Population Residential Build Out Retail Build Out Future office and retail on Half Street, SE Source: Akridge

Grocery store and residential units under construction at M and 4th Streets, SE Source: Forest City Washington

Evolution | Capitol Riverfront Urban Design Framework Plan

1-11

2

Vision The Capitol Riverfront is uniquely positioned to become a new kind of DC waterfront; a connected, vibrant neighborhood of urban density, regional attractions and distinct local amenities. Of Washington’s 28 miles of waterfront, less than three miles have the potential to integrate the water’s edge with the urban vitality of the city. With over half of that three miles of frontage, the Capitol Riverfront has the benefit of accessible transit, developable land, a robust regional road network, federal employment anchors like the U.S. Department of Transportation (DOT) and the Navy Yard, a growing resident population, and regional attractions like the Nationals Ballpark, Canal Park, and Yards Park.

These building blocks are significant and the neighborhood is gaining momentum; however it will take an emphasis on achieving strategic regional connections and developing an undeniably walkable character for the Capitol Riverfront to optimize its potential and become, in effect, a new downtown by the water. To achieve this goal, walkability must go beyond the sidewalk to permeate the atmosphere and lifestyle of the community. To maximize its potential, the Capitol Riverfront must become increasingly engaging, accessible, comfortable, and convenient.

Visualization of the Capitol Riverfront at build out Source: Interface Studios

Vision | Capitol Riverfront Urban Design Framework Plan

2-13

Engaging The Capitol Riverfront must continue to create dynamic amenities that invite visitors, employees and residents alike, and integrate gathering places for community, art, commerce, and ecological processes.

Tanner Park, Portland, OR

Source: David Baker + Partners, Architects

Pearl Street, Boulder, CO Source: RoTroia

Yards Park, Capitol Riverfront Source: Capitol Riverfront BID

Accessible The Capitol Riverfront must be well connected to other proximate neighborhoods and employment centers, transportation hubs, and regional attractions. Within the neighborhood, the street network and path system must intuitively interconnect to create redundancy, support a variety of transit modes, and distribute load among many streets.

Pearl District, Portland, OR

Source: Jordan Martin, Portland Real Estate

2-14

Pennsylvania Avenue, Washington DC Source: Jonathan Maus/Bike Portland

7th Street NW, Washington DC Source: CarfreeDC

Capitol Riverfront Urban Design Framework Plan | Vision

Comfortable The Capitol Riverfront public realm must include proportions, materials, plantings, furnishings, and spaces for people to congregate that are inviting, durable, and distinct to the neighborhood.

Canal Park, Capitol Riverfront Source: Capitol Riverfront BID

Fulton Mall, Brooklyn, NY Source: AECOM

Madison, WI

Source: Dan Burden

Convenient The Capitol Riverfront at build out must include the appropriate civic infrastructure and commercial amenities needed to support approximately 10,000 residential units, 1,200 hotel rooms, 500,000-700,000 SF of retail, 75,000-100,000 daytime employees, and millions of visitors per year.

School in an urban environment Source: www.visualphotos.com

Vision | Capitol Riverfront Urban Design Framework Plan

Shirlington Library, Shirlington VA Source: Ecragg

Columbia Heights, Washington DC Source: Transportation Nation

2-15

Planning Process The involvement, support, and advocacy of neighborhood stakeholders will be critical to realizing this vision. As such, the planning process included robust public engagement and interaction with the BID Board of Directors, property owners, existing residents, District government agencies, and Federal agencies.

Outreach efforts included: • Individual stakeholder interviews (August 20th - October 1st, 2012)

• BID Board meeting (September 6th, 2012)

• Public workshop (October 13th, 2012)

• Planning workshop with stakeholders Residents participating in October 13th workshop Source: AECOM

(October 15th-19th, 2012)

• Residents meeting (November 20th, 2012)

• BID Board meeting

(November 28th, 2012)

• BID Board meeting

(February 28th, 2013)

• Stakeholder Meetings (April 10-11th, 2013)

• BID Board Meeting (April 25th, 2013)

The planning process included numerous meetings with District and Federal agencies, such as DDOT, DCOP, and the Architect of the Capitol to coordinate with other parallel studies and shape planning ideas.

Planning workshop presentation with stakeholders on October 19th Source: AECOM

2-16

Capitol Riverfront Urban Design Framework Plan | Vision

Stakeholder Objectives Stakeholder engagement efforts yielded relevant concerns and suggestions that guided development of this Plan. The critical principles gathered from stakeholder input can be summarized in the following goals:

Critical Opportunities Diagram illustrating the critical connections, animation corridors, and opportunity sites identified to achieve stakeholder objectives.

B,D

A. Access and celebrate the river.

B. Create faster connections to Capitol Hill, Union Station, L’Enfant Plaza, and Downtown.

C. Provide links to the SW Waterfront, Anacostia, and St. Elizabeths Campus.

D. Establish new transit choices to relieve pressures on the Green Line and M Street, SE/SW. E. Interconnect and animate the street and trail network to make a pedestrian friendly environment.

F. Continue the tradition of creating and activating signature public spaces.

G. Establish infrastructure for children, families, and visitors.

B B G

C

F B

B

E

D D

C

A

E

F

A

F

E

A E F

These measures of effectiveness provide the basis for the recommendations of this plan. The following sections describe a series of flexible frameworks for achieving these goals.

F

C

A

Vision | Capitol Riverfront Urban Design Framework Plan

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3

Connectivity Framework The connectivity framework identifies opportunities to improve regional transit services to the Capitol Riverfront and recommends improvements to local streets and ped/bike connections in order to achieve the vision of a walkable, urban, riverfront community.

The Capitol Riverfront area has tremendous mobility demands today and these are expected to rise in the future. As it stands today, the BID is home to over 4,000 residents, 35,000 jobs, and a 41,000 seat ballpark.

The coming decades will triple both housing and employment and add a score of new retail and dining establishments. By 2035, 75,000 to 100,000 daytime workers and nearly 8,000 residents are anticipated. This density of employment, mixed with the thousands of new visitors and many diverse retail and entertainment offerings will create one of the most dynamic and lively districts in the city.

With only one Metrorail line, a handful of current bus and bicycle services, and streets truncated by past urban renewal efforts and freeway-style infrastructure, the existing Capitol Riverfront street network and transit services are not enough to meet future demand. Achieving higher densities, while maintaining an attractive and vital community, relies heavily on encouraging and accommodating non-auto modes of travel at rates equal to and even higher than those achieved in the heart of downtown – an area boasting four different Metrorail lines, a rich grid of streets, premium bicycle facilities and dozens of bus routes.

The Demand Accommodating 60,000 more jobs and over 7,000 more residents in the BID area, requires achieving some of the largest non-auto mode shares outside of the Central Business District. The connectivity framework strives to provide a public environment that can encourage and support the following ambitious, but achievable, commuter targets:

Comparison of the Capitol Riverfront BID to the Downtown Washington DC BID

• 40% transit ridership = 26,000 more transit riders (+9,000/peak hour) • 15% walk to work = nearly 10,000 more pedestrians • 8% bike to work = over 5,000 more bicyclists • 37% auto commuters = 24,000 more cars on Capitol Riverfront Streets (8,500 more/rush hour)

Categories

Capitol Riverfront BID1

Downtown DC2

2012

2012

Class A rent/SF

$46.48

$54.12

Residential Units

3,033

6,740

Office (SF)

7.25 million

36.2 million

Retail (SF)

223,629

2.9 million

20133

20133

Green

Green, Yellow, Red, Orange Blue

1

7

Metrorail average weekday boardings

8,250

105,000

DC Circulator routes

2

2

Circulator ridership average weekday boardings

2,200

~10,000

Metrorail lines

The Capitol Riverfront BID, at build out, will have half the number of jobs and half again the population of Downtown DC, but needs to service them with one-fifth the Metro lines, one-seventh the Metro stations, and one-quarter of the bus lines and arterial streets (see comparison chart). Existing Capitol Riverfront transit services are already taxed on an average weekday. I-395, M Street, SE/SW and South Capitol Street struggle under existing vehicle volumes. Residents describe feeling like fish swimming up-stream during rush hours and find bus services lacking in frequency, reliability, and direct connections to desired destinations. Pedestrians and cyclists describe the difficulties of attempting to cross South Capitol Street at Eye and M Streets, SE because of challenged and unsafe crossings.

Metrorail stations

Achieving the commuter targets requires new regional services, better local connections, and an improved public realm for all travel modes.

Sources: 1. 2012 Annual Report & State of the Capitol Riverfront

Streetcar lines

2 (planned)

2 (planned)

Local bus routes

16

>50

Bus-served streets

4

17

Principal arterials

1

9

Minor arterials

3

12

2. 2012 State of Downtown. Downtown Business Improvement District. http:// www.downtowndc.org/reports/state-downtown-2012 3. Metrorail Passenger Survey Average Weekday Passenger Boardings.

Revised 6/2011 http://www.wmata.com/pdfs/planning/FY11_Rail_Ridership_ By_Station.pdf

Connectivity Framework | Capitol Riverfront Urban Design Framework Plan

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Regional Connections

Regional Connection Opportunities

NoMa

Union Station (Marc, VRE, Red Line, & Amtrak)

Capitol Hill Employment

Orange and Blue Line

Green Line Ballpark/ Riverfront

Proposed North/ South Premium Transit Link Premium Waterfront Connector Potential Future Streetcar Lines

3-20

Poplar Point

St. Elizabeths Employment

Metro’s Green Line has experienced the fastest growing ridership in comparison to other Metro rail lines as a result of development over the past few years. With large scale development planned near the Anacostia and Congress Heights stations and abundant development possibilities remaining in the Capitol Riverfront and along the northern and southern portions of the line, ridership pressures will continue to grow.

New solutions are necessary. The Capitol Riverfront is less than a mile and a half from two major intermodal hubs – Union Station and L’Enfant Plaza. Both provide rich commuter rail connections to the larger region and east coast economies. Though close, the Capitol Riverfront needs a stronger and more direct connection to Union Station and L’Enfant Plaza.

Providing a direct transit link from Union Station, by the U.S. Capitol Complex and through the Capitol Riverfront, to St. Elizabeths serves not only local needs, but provides flexibility, redundancy, and relief to the regional Metro system. A new rapid rail route directly linking the Red line at Union Station, the Orange and Blue lines at Capitol South, and the Green line at Navy Yard can relieve passenger congestion both at Union Station and in the core transfer stations of the Metrorail system.

Dedicated transit lanes can be established with minimal disruption to high volume auto corridors by utilizing the public streets already closed to traffic around the Capitol Complex and the lower volume north/south streets within the Capitol Riverfront such as New Jersey Avenue, SE or First Street, SE (see page 3-28). Extending this line southward and across the Anacostia River brings premium transit service to under-served growth areas like Buzzard Point and Poplar Point, as well as satisfies the need for additional transit service and connections to the St. Elizabeths campus, and sets up the eventual possibility of direct rapid transit service to National Harbor.

This premium transit line, operating at five-minute headways, could provide 5,000 additional transit seats per hour, per direction. This line could use the same streetcar equipment as non-dedicated lines but couple multiple cars to achieve greater capacity.

Connecting service to the St. Elizabeths campus area creates a direct connection from the Capitol Complex to the Department of Homeland Security (DHS), providing additional commuting options for 14,000 federal workers. The operational requirements and potential alignments for this opportunity should be studied further in concert with the South Capitol Street Bridge and included in DDOT’s and WMATA’s long range transportation planning.

Capitol Riverfront Urban Design Framework Plan | Connectivity Framework

Potential Premium Transit Alignment Options Right-of-ways (ROW) on New Jersey Avenue, SE and First Street, SE will accommodate dedicated or shared transit lanes through the Capitol Riverfront. There are several potential alignments that would accommodate the transit route.

The 3rd Street, SE corridor also has the potential to provide the needed north/south connection.

Capitol Hill and Anacostia could be better linked via premium transit using the 11th street bridge and 13th Street, SE/NE. A premium transit service of rapid bus or Circulator type service connecting the SW/SE waterfront is recommended along M Street, SW/ SE to meet regional demands.

Streetcar/premium transit connections from Downtown to Buzzard Point are critical to catalyzing development.

New dedicated transit crossings on either the new South Capitol Street Bridge, the old Frederick Douglass Bridge alignment, or a new bridge can make a vital connection to Ward 8.

Legend

Connectivity Framework | Capitol Riverfront Urban Design Framework Plan

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Transit Modes

Bicycle Source: Capitol Bikeshare

Streetcar Source: DDOT

Light Rail Source: Sacramento Regional Transit District

3-22

Bus Source: AECOM

Circulator Bus Source: AECOM

Metrorail Source: Nikki Kahn/The Washington Post

Capitol Riverfront Urban Design Framework Plan | Connectivity Framework

Surface Transit Service Meeting the tremendous transit demands of the Capitol Riverfront will require layers of transit service. While the regional rapid transit connection to Union Station would provide substantial new capacity, it would not satisfy all transit demands. Premium local circulator service or premium bus services is also required along an east-west axis linking the SE/SW waterfront areas, destinations and populations. The urban design framework anticipates that this connection will likely occur along M Street, SE, which should be designed with adequate sidewalk space to provide safe and comfortable pedestrian movement and transit stops (see page 3-27).

Additional Local Bus Service Existing bus routes servicing the SE/SW areas should be evaluated to ensure they meet today’s, and future, ridership demands and match the changing origins and destinations of the city and its sub areas. As population and destinations continue to grow in the area, transit routes may be evaluated to serve additional corridors in the Capitol Riverfront area.

Proposed Bus Service Alternatives

Premium waterfront circulator service

Connectivity Framework | Capitol Riverfront Urban Design Framework Plan

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Downtown’s Existing Arterial Street Network These two diagrams compare the density of the arterial street grid in Downtown DC to that of the existing Capitol Riverfront.

Proposed Street Network The growth in vehicle traffic needs to be managed in order to support development of the Capitol Riverfront. New connections are necessary to distribute traffic better through an interconnected and flexible grid. The proposed street network should be designed so that auto traffic alone does not dominate their use to the exclusion of all others.

The diagrams illustrate the need for street grid connections to build a flexible, redundant network.

Vehicle demands are anticipated most strongly along the eastwest axis and coming from major regional portals such as the South Capitol Street interchange, Freeway ramps, M Street, SW, and over the regional and local 11th Street bridges.

Key Map

Currently, M Street, SE/SW exists as the only continuous east-west connection between the SW Waterfront and the 11th Street bridge. Improving the pedestrian amenity and character of M Street, SE requires additional east-west connectivity to share the burden of vehicular traffic. By aligning a number of ongoing projects, this new connectivity can be realized.

Legend Interstate Other Freeway and Expressway

Capitol Riverfront’s Existing Arterial Street Network

Principal Arterial

The recent removal of an unnecessary segment of the freeway opens up the possibility of a new L Street, SE between Barney Circle and 11th Street, SE. With each of these projects and the newly reconnected Eye Street, SE, continuous vehicle, bicycle, and pedestrian traffic can calmly flow between the SW Waterfront and Pennsylvania Avenue, SE. The feasibility of converting 9th Street, SE, 4th Street, SE, and 5th Street, SE from one-way to two-way streets should be further studied by DDOT.

Minor Arterial Collector Local

Source: DDOT Functional Classification Maps

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Capitol Riverfront Urban Design Framework Plan | Connectivity Framework

Connectivity Framework The following diagram illustrates proposed streets and greenways that can increase local multimodal connectivity. Many of these proposals are part of planned redevelopment.

Barney Circle

Connectivity Framework | Capitol Riverfront Urban Design Framework Plan

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Local Connectivity

M Street, SE Presently carrying over 19,000 vehicles per day, M Street, SE is a major auto-dominated corridor providing one of the few east-west connections. High volumes of traffic, narrow sidewalks, and lack of shade make M Street, SE a desolate and unpleasant barrier dividing the neighborhood and impeding movement to the waterfront.

While improvements to the regional transit service are being explored, the following improvements are recommended for enhancing connectivity design, and increasing mode-split locally.

Eye Street, SE As neighborhood density and traffic increases, alternate east-west routes are necessary. Eye Street, SE is proposed to complement M Street, SE and serve as the primary east-west bicycle corridor for the neighborhood. The graphic below depicts the proposed improvements to Eye Street, SE.

At build out, traffic could more than double from what it is now.

The opposite page details two options for making M Street, SE more hospitable to pedestrians and transit while ensuring continued traffic flow.

Proposed Eye Street, SE Improvements Eye Street, SE Improvements • Two dedicated bike lanes • Wider sidewalk and furnishing zone • On street parking • Two travel lanes • Center turn lane

6’ Sidewalk 5’ Furnishing 8’ 5’ Zone On Street Bike Parking Lane

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11’ Travel Lane

10’ Turn Lane

11’ Travel Lane

5’ Bike Lane

8’ On Street Parking

5’ Furnishing Zone

6’ Sidewalk

Capitol Riverfront Urban Design Framework Plan | Connectivity Framework

Existing M Street, SE R.O.W.

M Street, SE Option 1 - Median

Option 1

10’ 6’ 11’ Sidewalk Furnishing Travel/ Zone Transit Lane

10’ Travel Lane

10’ Travel/Turn Lane

6’ Median

10’ Travel Lane

11’ Travel/ Transit Lane

M Street, SE Option 2 - Flex Lane

6’ Furnishing Zone

10’ Sidewalk

• Expanded central median for easier crossings and the incorporation of art and shade • Two travel lanes in each direction with turn lanes at intersections • Wider sidewalks and furnishing zone • No on street parking

Option 2 • Elimination of central median • Center turn lane that can be used as third travel lane during events • Two travel lanes in each direction • Wider sidewalks and furnishing zone • No on street parking • Designated on street loading ares

12’ Sidewalk

6’ Furnishing Zone

12’ Travel/ Transit Lane

10’ Travel Lane

10’ Turn Lane

10’ Travel Lane

Connectivity Framework | Capitol Riverfront Urban Design Framework Plan

12’ Travel/ Transit Lane

6’ 12’ Furnishing Sidewalk Zone 3-27

First Street, SE & New Jersey Avenue, SE As described on page 3-20, a north/south connection extending from Union Station to St. Elizabeths would significantly increase the Capitol Riverfront’s connectivity to the larger region.

First Street, SE Option 1 Bike lanes on First Street, SE

Within the BID, First Street, SE and New Jersey Avenue, SE were both examined as the major north/south routes for premium transit and bicycle lanes conversely. Both are low-volume traffic corridors and dedicated lanes for transit and bicycles could be established with minimal disruption to surrounding higher volume auto corridors by utilizing the public streets already closed to traffic through the Capitol Complex.

The right-of-ways of First Street, SE and New Jersey Avenue, SE could accommodate shared auto-transit lanes as well. The options presented here illustrate just two of the ways dedicated transit lanes can be accommodated.

With an average of 160’ right-of-ways, New Jersey Avenue, SE is an ideal candidate for premium transit.

New Jersey Avenue, SE is an original L’Enfant diagonal street and view sheds to the Capitol building should be considered if premium transit is implemented. The illustrations to the right provide two alternatives for organizing these streets.

18’ Sidewalk

6’ 6’ 9’ Bike Furnishing On Lane Zone Street Parking

11’ Travel Lane

11’ Turn Lane

11’ Travel Lane

110’ First Street, SE

9’ 6’ 6’ On Furnishing Bike Street Zone Lane Parking

18’ Sidewalk

First Street, SE Option 2 Dedicated (or shared) transit lanes on First Street, SE.

18’ Sidewalk

8’ Furnishing Zone

11’ Travel Lane

12’ Transit Lane

12’ Transit Stop

12’ Transit Lane

11’ Travel Lane

8’ Furnishing Zone

18’ Sidewalk

110’ First Street, SE

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Capitol Riverfront Urban Design Framework Plan | Connectivity Framework

New Jersey Avenue, SE Option 1 Dedicated (or shared) transit lanes on New Jersey Avenue, SE.

37’ Sidewalk and Furnishing Zone

12’ Transit Lane

9’ 6’ Median On Street Parking

11’ Travel Lane

11’ Turn Lane

11’ Travel Lane

9’ 6’ On Street Median Parking

12’ Transit Lane

15’ Transit Stop

6’ Furnishing Zone

16’ Sidewalk

160’ New Jersey Avenue, SE

New Jersey Avenue, SE Option 2 Bike lanes on New Jersey Avenue, SE.

28’ Sidewalk

10’ Furnishing Zone

10’ Sidewalk

9’ On Street Parking

11’ Travel Lane

6’ Median

12’ Two-way Cycle Track

6’ Median

11’ Travel Lane

9’ On Street Parking

10’ Sidewalk

10’ Furnishing Zone

28’ Sidewalk

160’ New Jersey Avenue, SE

Connectivity Framework | Capitol Riverfront Urban Design Framework Plan

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East-west local circulation The two Virginia Avenue(s), SE flanking the freeway presently serve more like collector/distributor streets than as a single and functional principal arterial. They lack character and quality multimodal functionality adjacent to the newly redeveloped Arthur Capper/Capitol Quarter neighborhood.

Riverfront community. However, this improvement would likely require changes to existing and planned Freeway ramps and other opportunities to enhance the East-west circulation should be explored.

Converting what is presently eastbound Virginia Avenue, SE into a two-way street linking New Jersey Avenue, SE to Barney Circle provides another principal arterial for the district. A two-way Virginia Avenue, SE can begin to restore the historic L’Enfant grid and increase the connectivity of the Capitol

To that end, Eye Street, SE could be improved to allow twoway circulation from the SW neighborhood to Pennsylvania Avenue, SE near the Potomac Avenue Metro Station. This option requires signalization and operational changes at 6th Street, SE, but could offer a potential alternative to Virginia Avenue, SE.

Rendering of a potential Virginia Avenue, SE with greenway 3-30

Capitol Riverfront Urban Design Framework Plan | Connectivity Framework

Boathouse Row Connectivity Despite being a mere four blocks away from the Potomac Avenue Metro Station, the eastern end of the Capitol Riverfront community is severely constrained by infrastructure barriers.

The railroad and the limited access connection between I-395 and Barney Circle currently isolates this area from its surroundings.

adjoining development. DDOT’s plan to replace the freeway east of 11th Street, SE with an urban boulevard offers the possibility of an at-grade pedestrian crossing at 14th Street, SE. A signature pedestrian bridge could then extend from this point southward, over the railroad, to new waterfront development and revitalized Boathouse Row.

The Anacostia Waterfront Initiative’s Barney Circle and Southeast Boulevard Transportation Planning Study provides an opportunity to reconnect with Boathouse Row and

In addition, adjusting the current circulator bus route to better serve the O Street, SE gate will benefit Navy Yard employees as well as connectivity to Boathouse Row.

New Connections to Boathouse Row

Pedestrian Connection to Potomac Ave Metro Barney Circle

Pedestrian Bridge in Buenos Aries

Source: http://javageno.blogspot.com/2012/02/ buenos-aires-ar.html

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Pedestrian Connection to Navy Yard Entrances Yards Park Pedestrian Bridge Source: Jacqueline Dupree

Connectivity Framework | Capitol Riverfront Urban Design Framework Plan

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Bicycle Circulation

Regional Bicycle Circulation

The Capitol Riverfront is surrounded by premium exclusive bicycle trails and cycle tracks capable of drawing travelers from deep within the District to the employment opportunities of the BID area. However, nearly all of these facilities stop short before reaching the Riverfront, funneling riders onto streets with busy traffic, undoubtedly dissuading some persuadable riders. The following extensions of trail facilities are recommended: Metropolitan Branch Trail

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Eye Street Cycle Track

Potomac River Trail

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• Metropolitan Branch Trail – share exclusive transit route through Capitol Hill and establish cycle track on parallel street (First Street, SE, Second Street, SE, or New Jersey Avenue, SE) south of the Hill through the Riverfront and over the South Capitol Street Bridge.

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• Virginia Avenue Greenway – Extend the Anacostia Riverwalk Trail trail from 11th and M Streets, SE along a new Virginia Avenue, SE/SW greenway trail to L’Enfant Plaza. way

• Eye Street Cycle Track – Connect the 15th Street and Pennsylvania Avenue cycle track via the 4th Street, NW/ SW bike lane. Improve crossing at Eye Street, SE/SW and South Capitol Street and explore possibility of buffered bicycle lanes on Eye Street, SE/SW. • Potomac River Trail – Explore ways to connect the Rock Creek Park Greenway and the Potomac River Trail through southwest along the historic N Street, SE/SW alignment across South Capitol Street, along P Street, SW, or on Potomac Avenue, SE/SW through The Yards to the Anacostia Riverwalk Trail.

Capitol Riverfront Urban Design Framework Plan | Connectivity Framework

Eye Street Cycle Track

Metropolitan Branch Trail

Capitol Riverfront Proposed Bicycle Circulation

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Barney Circle

Potomac River Trail

Potomac River Trail

• Cycle Tracks - are segregated bicycle facilities such as roads, tracks, lanes, or paths designated for use by cyclists from which motorized traffic is generally excluded. • Bike Lanes - are designated lanes or painted markings for cyclists on vehicular streets.

Connectivity Framework | Capitol Riverfront Urban Design Framework Plan

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4

Open Space Framework The signature parks within the Capitol Riverfront have become the front yard and heart of the community. Award winning Yards Park, within two years, has created a unique sense of place and drawn new residents, visitors, and businesses to the neighborhood. It was ranked overwhelmingly by residents as their favorite place outside their home in the Capitol Riverfront. The recently opened Canal Park has the potential to do the same for the community and visitors alike. Other favorite parks in the neighborhood include: • Randall Recreation Center provides the only active use recreation facilities, but is often overcrowded and difficult to get to because of the challenging South Capitol Street crossings.

• Many parents with children and dog owners enjoy Garfield Park for the multiple play structures and mature shade trees. Accessing the park from 2nd Street, SE can be uncomfortable because of the skate park and its activities dominate the path under the freeway.

• The Virginia Avenue Community Garden and off-leash dog area is popular with Capitol Hill and Capitol Riverfront residents. The wait to secure a community garden plot is said to be up to three years. The Virginia Ave CSX Tunnel project is likely to disturb portions of this park temporarily and provide opportunities for improvement.

• Diamond Teague Park is the western terminus of the Anacostia Riverwalk Trail, a continuous 20-mile multiuse path on both sides of the river. This trail is popular with neighborhood residents, as well as DC cyclists, walkers, and joggers.

The park and open space framework plan (opposite) seeks to better link existing parks and continue in their transforming tradition with several new signature spaces providing new opportunities for active recreation, respite, and community events.

Open Space Framework Plan

Marion Park

Randall Recreation Center

Garfield Park

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Virginia Ave Park

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Tingey Square

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South Capitol Street Oval

Poplar Point PEPCO Substation

Existing Open Space/Linkage Proposed Open Space/Linkage Open Space Framework | Capitol Riverfront Urban Design Framework Plan

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Signature Open Spaces Half Street Gallery Half Street SE between M Street, SE and the Washington National’s Ballpark is planned as a retail and entertainment destination with a unique urban aesthetic. North of M Street, SE, Half Street, SE is primarily home to residential and office development. To better connect the commercial destinations south of M Street, SE to the residents within the North of M neighborhood and provide a place-making opportunity, a linear, open-air art gallery is proposed, spanning the length of Half Street, SE from M to Eye Streets, SE. The gallery would feature rotating art installations as well as unique overhead and vertical ornamentation, lighting, benches, bike racks, and other street features (examples left).

Tingey Square Schréder’s Puntila Light & Custom Pole Source: Schréder Group

Aires Libres Exhibition, St. Catherine Street, Montreal Source: inthralld.com/DMCA

Landscape Form’s Lungo Mare Bench Source: Landscape Forms

Sculptural Bike Rack, Charleston, WV Source: Jim Balow/The Charleston Gazette

Tingey Square, the intersection of New Jersey Avenue, SE, N Street, SE, and Tingey Street, SE, is a nondescript, unconnected void today. However, the place created at this intersection has the potential to be an energetic piazza; a celebration space at the heart of the retail district. Animated by restaurants, stores, galleries, and the movement of people in all directions, Tingey Square is a critical linkage between the transit amenities at M Street, SE and the Riverfront.

In the short term, a Triangle Art Park could begin the transformation of the Square (see further discussion of this on page 6-60). In the long term, the energy and amenity of Tingey Square can eventually surround the historic DC Water Pump Station to the south and extend to the Metro station to the north with a new station entrance south of M Street, SE. This will create a seamless and animated connection directly to the water. If designed together, the confluence of Tingey Square and New Jersey Avenue, SE play an important role in connecting the Riverfront northward into the core of the neighborhood literally through multiple transportation modes, and visually by bringing the Riverfront character north. The design of Tingey Square should include a dynamic water feature, visible from M Street, SE, that announces the Riverfront.

Examples of unique street furnishings and linear art installations 4-36

Capitol Riverfront Urban Design Framework Plan | Open Space Framework

Rendering of potential future conditions along New Jersey Avenue, SE at Tingey Square

Summer movies in Tingey Square Source: Capitol Riverfront BID

DC Water’s Beaux Arts pumping station building Source: Jacqueline Dupree

Open Space Framework | Capitol Riverfront Urban Design Framework Plan

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Virginia Avenue Greenway The disruption caused by the CSX Virginia Avenue Tunnel project will provide a significant opportunity for enhanced connections and new park space. Tunnel construction may require temporary removal of Virginia Avenue, SE. Upon completion of the tunnel project a new Virginia Avenue, SE can be built with an improved streetscape and a gracious linear park.

The resulting greenway can link Garfield Park to Boathouse Row and include a multiuse pathway, seating areas, art, recreation equipment, and storm water management gardens.

The pedestrian and bicycle facilities could extend northward, as well as parallel to the CSX corridor, to connect to the L’Enfant transit hub. Connecting to L’Enfant requires an elevated structure over the center leg freeway but this direct linkage will enable significant new pedestrian and bicycle commuting opportunities.

Existing Virginia Avenue, SE Streetscape Source: AECOM

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The illustration to the right depicts one of the possible configurations for the greenway and streetscape. It is also possible to align the streetscape between the greenway and the freeway. The optimal configuration will be determined through the Virginia Avenue Tunnel public outreach process.

Capitol Riverfront Urban Design Framework Plan | Open Space Framework

Rendering of a typical section of the proposed Virginia Avenue Greenway Open Space Framework | Capitol Riverfront Urban Design Framework Plan

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11th Street Bridge Gateway Opportunities exist for a distinctive gateway and recreation uses under and around the newly constructed 11th Street Bridges. As a node along the Virginia Avenue Greenway, Anacostia Riverwalk Trail, and major gateway to the neighborhood, the 11th Street Bridge Park can be an important landmark for the Capitol Riverfront.

From L Street, SE south to the Anacostia River between 11th and 12th Streets, SE, a collection of linear parcels exist between the bridge piers and around the 11th Street Bridge abutments. As discussed in the previous section, the Virginia Avenue Tunnel and 11th Street Bridge project will create new local street connection opportunities. Approximately five acres of space could accommodate park facilities and connect the Virginia Avenue Greenway east through Maritime Plaza to Boathouse Row and the Anacostia waterfront.

Example of underpass art, Chicano Park, San Diego, CA Source: Russ Hart

This area is envisioned to include gateway elements, such as sculptural light installations, visible to motorists crossing the 11th Street Bridge. At the ground level, the underpasses can be augmented with supplemental lighting and art to encourage pedestrian and bicycle connections. The aggregated land surrounding the bridge infrastructure can also act as an extension of the Virginia Avenue Gardens, supporting fruit tree orchards and rain gardens to filter bridge runoff.

This land, as well as the Potomac Avenue, SE right-ofway between M and 11th Streets, SE, can relate to the reconfiguration of Virginia Avenue Park. The current park configuration could be modified to accommodate a new street on the northern edge of the park, which would help with eastwest connectivity and improve visibility into the park. In order to maintain the same total park acreage, the adjacent Potomac Avenue, SE could be converted to open space.

Example of gateway art, the LAX Gateway Pylon Project, Los Angeles, CA Source: The Lighting Design Alliance, Inc.

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Capitol Riverfront Urban Design Framework Plan | Open Space Framework

South Capitol Street Oval the freeway to the north. As the design is refined for the reconstructed street, the character of the pedestrian space, the calmness of the street, and the ease of crossing are critical to its role as a city gateway. The street should be perceived and used as an urban boulevard, not a freeway. A goal of the 11th Street Bridge project is to dramatically reduce traffic demands on South Capitol Street. This change in circulation patterns creates new opportunities for community connections. The future configuration of the South Capitol Street Oval should provide an inviting, active pedestrian experience, and better link the SE and SW neighborhoods.

The South Capitol Street Bridge project will transform the South Capitol Street gateway at the Anacostia River and the areas surrounding it. The current environmental impact statement (EIS) preferred alternative includes a three acre traffic oval connecting South Capitol Street bridge, Potomac Avenue, SE/SW, and South Capitol Street. There are several well planned design elements such as emphasis on mixeduse, culturally-influenced development surrounding the oval, and a significant public space at the axial terminus. However, the BID stakeholders voiced concerns over the pedestrian experience at this critical linkage between the Ballpark District and Buzzard Point. The monumental scale of the oval, the potential dimensions of the street crossings, the speed of traffic around the oval, and the number of intersections could possibly create a barrier to east-west connectivity. As DDOT studies the details of the terminus, the BID has developed a series of principles to inform the design: • Street crossings – to avoid becoming a barrier, intuitive and well marked designated pedestrian crossings must be provided that are wide and highly visible.

• Public space – The signature public space at the axial terminus must be sized properly to allow for significant amenities, but not so large that it becomes underutilized and barren. Connections across adjoining streets must be comfortable and accommodating to maximize use of the space. Rather than a setting for individual topical commemorative works, perhaps this site can become an interactive civic park, that in and of itself is a commemorative work.

• Transit – The configuration of intersections should consider the long term inclusion of multiple transit modes.

The street systems, right-of-way, and pedestrian corridors should take into account the desire to enhance transit connectivity across the Anacostia River and to Buzzard Point.

• Traffic calming – South Capitol Street is a ceremonial gateway to the heart of Washington. It provides access to regional attractions and significant development, but the street’s current scale and auto-centric character cause more disruption to the SE/SW communities than

Bird’s eye rendering of the South Capitol Street Oval Source: NCPC

Open Space Framework | Capitol Riverfront Urban Design Framework Plan

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PEPCO Substation The PEPCO Power Substation, occupying three blocks along 1st and Half Streets, SW between V and S Streets, SW is expected to continue its operations into the foreseeable future.

The substation, while remaining functional and operational, can become a centerpiece of Buzzard Point. The edges of the substation could be enhanced to accommodate pedestrian and bike paths, green infrastructure to manage storm water, and buffering strategies to soften the impact of the boundary wall and draw people to the river.

Existing Half Street, SW Streetscape

Once the generation plant discontinues its operations, the vacant structures could become a highly visible iconic urban art pieces. The generation plant could be repurposed and reused as a cultural destination that would animate and enliven Buzzard Point. The working elements of the substation themselves are highly visible and offer a unique opportunity for industrial art. Lighting effects and painted elements can dramatically change the disposition of the property and celebrate the infrastructure in conjunction with cultural reuse of the vacant power generation station. Precedent examples include Gasworks Park in Seattle, Landschaftspark in Germany, and the Tate Modern Art Museum in London.

Source: AECOM

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Capitol Riverfront Urban Design Framework Plan | Open Space Framework

Rendering of the PEPCO Substation as potential future industrial art from Half Street, SW looking south Open Space Framework | Capitol Riverfront Urban Design Framework Plan

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5

Destination Framework Establishing a balanced land use mix and appropriate distribution of amenities is critical to ensuring that the Capitol Riverfront supports the highest quality of life at build out. While zoning regulations address the blend of uses throughout the neighborhood, they do not directly speak to the influence of those uses as street level animation. Storefronts and sidewalk cafes are the ideal symbol of animated, vibrant destinations, however it is not economically viable for retail uses to animate each segment of the neighborhood. Other uses, facilities, and treatments are needed to animate the community at street level beyond cafes and retail storefronts.

A destination framework is proposed (opposite) to identify areas where particular land uses and amenities can act as the animating influence at the street level. A mixture of uses is desired throughout the BID and the destination framework is not suggesting single land uses by these designations. The plan is rather seeking to ensure that destinations are optimally distributed and clustered to reinforce each other and better link current activity hubs.

The framework builds from previously planned and recently constructed development, such as the anticipated Half Street, SE and Tingey Street, SE retail developments, and expands certain existing attractions, like Barracks Row while encouraging additional entertainment venues near the Ballpark.

New attractions, like cultural institutions anchoring the South Capitol Street Oval, embrace existing planning document proposals or stakeholder input gathered during the planning process.

While the Capitol Riverfront BID does not control the retailers and other private businesses that developers are able to attract, it can advocate with BID stakeholders directly to achieve mutually beneficial activity concentrations and maximize ground floor animation throughout the neighborhood.

Destination Framework Plan

Destination Framework | Capitol Riverfront Urban Design Framework Plan

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Retail Activators Retail uses include destinations such as restaurants, bars, coffee shops, clothing and apparel stores, barber shops, salons, grocery stores, markets, delis, bakeries, and drugstores. Retail uses activate the public realm by attracting residents and visitors alike. The pedestrian traffic animates the public realm and is essential to achieve an urban, high density environment.

The future retail development planned for Half Street, SE Source: Akridge

Over 180,000 SF of retail is currently developed within the Capitol Riverfront and concentrated in the core of the neighborhood between Half and 3rd Streets, SE and Eye and Tingey Streets, SE. The retail activation framework builds on the findings of the BID’s 2012 Retail Analysis and Absorption Study and encourages clustering retail uses along street corridors that leverage scale, connectivity, and visibility. The epicenter of dining and shopping activity identified in the retail study is situated between the Ballpark and the heart of The Yards development. This activity is clustered between Half and 4th Streets, SE, and M Street, SE and N/Tingey Streets, SE. This will create a dynamic synergy with walkable retail, entertainment, and cultural attractions close to one another.

Lower 8th Street also has the opportunity to capture the retail demand of Barracks Row and channel it southward toward the Capitol Riverfront by encouraging retail expansion between the Freeway and M Street, SE.

The soon-to-open Boilermaker Shops Source: Forest City Washington

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Capitol Riverfront Urban Design Framework Plan | Destination Framework

Entertainment and Cultural Activators The primary entertainment activators in the Capitol Riverfront are the Washington Nationals Ballpark, Yards Park, Canal Park, and the Navy Museum. Additional indoor, year-round attractions, such as local galleries and performance venues, as well as a destination movie theater, are targeted for the stadium area.

Cultural activators are public or private non-profit institutions that engage in educational or artistic community enrichment.

The District has a strong history of cultural institutions integrated with vibrant neighborhoods including the Smithsonian Institution and private museums such as the Newseum or the National Spy Museum. Currently, the Capitol Riverfront is home to the National Museum of the United States Navy located within the Navy Yard. The museum has outgrown its current facilities and could hopefully find a new home in the Capitol Riverfront community near the Navy Yard.

The South Capitol Street terminus at the Anacostia River was identified in a 1997 study, Extending the Legacy: Planning America’s Capital for the 21st Century, by the National Capitol Planning Commission (NCPC) as the potential location for new commemorative and cultural space in the city. This concept was reinforced and encouraged by the Anacostia Waterfront Framework plan and subsequent studies by the District and Federal government. The Urban Design Framework Plan encourages this development in conjunction with private development to create a cultural destination in the community.

The U.S. DOT’s outdoor transportation history exhibit Source: AECOM

Other venues for cultural and entertainment destinations include the gateway at Eye Street, SE and South Capitol Street, and reuse of the PEPCO substation at Buzzard Point.

In addition, Buzzard Point was identified as a potential location for a DC United stadium. The BID supports the sensitive integration of a soccer stadium with the expectation that it will incorporate significant, active, street-level uses and enable strengthened pedestrian, vehicular and transit connectivity.

The stadium should be designed and programmed to help catalyze infrastructure investments and the redevelopment of Buzzard Point.

The National Spy Museum is an example of a cultural activator in DC Source: Traveling S’more Blog

Destination Framework | Capitol Riverfront Urban Design Framework Plan

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Civic/Institutional Amenities Civic and institutional amenities refer to facilities that benefit the local residential community. These are often owned and operated by the local government or quasi-government agencies, but can be private (for-profit or nonprofit) enterprises for the benefit of the community as well.

Existing civic amenities include the Joy Evans Recreation Center on M Street, SE between 5th and 7th Streets, SE, run by the DC Department of Parks and Recreation. Directly behind the recreation center is Headbanger’s Boxing Gym, a temporary location for a community-based boxing team. Several places of worship are also located in the neighborhood. Given the current lack of civic amenities, Capitol Riverfront residents were asked during the public engagement process to rank which public amenities they most desired in the neighborhood.

School Without Walls in Foggy Bottom, Washington, DC. Example of a school in an urban setting Source: EE&K Architects

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Based upon the top responses, two key opportunities emerged: an elementary school and a recreation center. The Van Ness school site is currently utilized as office space by the DC Public School System (DCPS). The DCPS has told community residents and parents that they plan to reopen Van Ness Elementary School for the 2015/16 school year.

However, reopening the school and building a successful school will require ongoing advocacy and community engagement. Additional future opportunities for the Van Ness school site include combining the school site and the adjacent Joy Evans Recreation Center site to develop a new school for DCPS as well as potential parcels for private development. A public-private partnership could result in profitable development on M Street, SE and a new school for neighborhood families. Similarly, a new Capper Carrollsburg Recreation Center, across L Street, SE from the new school, can support recreation facilities as well as child care, computer labs, a game room and community meeting rooms. Together, these adjacent facilities create a civic destination in a primarily residential section of the neighborhood.

Other civic amenities with animating characteristics include private health clubs, child day care centers, a library, a post office, and fire or police station. The framework outlines approximate locations that can support these activities.

Capitol Riverfront Urban Design Framework Plan | Destination Framework

Waterfront Activators Waterfront activities are essential to connecting the neighborhood with the water and attracting visitors to the water’s edge. The Capitol Riverfront has made significant connections to the Anacostia already with the Yards Park, Diamond Teague Park, the extension of the Anacostia River Trail, marinas at Buzzard Point and the community paddling and rowing facilities at Boathouse Row. Opportunities exist to build on these amenities and further activate the waterfront.

Example of urban waterfront activities

Additional waterfront amenities include: • Expanded community boating – In addition to docks at Diamond Teague Park, a kayak and canoe rental can add boating opportunities to Diamond Teague. Also, a launch for kayaks and canoes can be located at Boathouse Row. With improved connections, Boathouse Row could become a destination for additional rowing and paddling facilities.

The Yard’s Summer Concert Series Source: Capitol Riverfront BID

• Event and small cruise vessel dockage – The extension of the Riverwalk trail south of the new South Capitol Street bridge can be designed with moorings for events such as boat shows, tall ships, or small cruise vessels. The southern location minimizes the necessary dredging and maintenance associated with larger ships.

• Water taxi landings – In the future, when commercially viable, water taxi services can operate between the Capitol Riverfront and other destinations such as Poplar Point, Georgetown, Reagan National Airport, Old Town Alexandria, National Harbor, Charles County, MD and Prince William County, VA. In the long term, the DC Water Pump House south of Tingey Square could become a central water taxi terminal incorporating commercial and cultural uses.

The Pittsburgh Three Rivers Regatta draws thousands to the City’s riverfront annually Source: WPXI.com

• Marina expansion at Buzzard Point – Additional marina facilities between James Creek and Buzzard Point, could be integrated with reuse/repurposing of the Coast Guard office buildings.

Waterfront amenities should complement each other and adjoining land uses rather than replicate similar attractions.

Example of urban waterfront activities Source: Sun City Center Kayak Group

Destination Framework | Capitol Riverfront Urban Design Framework Plan

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Third Place Opportunities Third Places refer to the social environments outside of home and work where people choose to spend their time. Third places are increasingly important for establishing a sense of community. Third Places tend to be free or inexpensive, welcoming and comfortable, technology enabled, highly accessible, walkable from most neighborhood destinations, and access to food or drink is typically important as well.

Ace Hotel Lobby, New York

Justin’s CafÊ on 1st and L Streets, SE, Yards Park at 3rd and water Street, SE and Lot 38 Espresso Bar on 2nd and L Streets, SE currently serve as third places for many neighborhood residents. Canal Park and the Starbucks on M Street, SE and New Jersey Avenue, SE are also other examples of third places. The lobbies of future hotels, office, and residential buildings offer compelling third place opportunities. These spaces can become an indoor part of the public realm if amenitized with appropriate technology connections, seating, and decor.

Source: George Aquino

Community Room, Towson University

Source: Towson Campus and Community News Source

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Upstairs at Lot 38 Espresso Bar Source: Lot 38 Espresso Bar

Capitol Riverfront Urban Design Framework Plan | Destination Framework

Justin’s Cafe at 1025 1st Street, SE in the Capitol Riverfront Source: Capitol Riverfront BID

Outdoor seating at Yards Park Source: Capitol Riverfront BID

Destination Framework | Capitol Riverfront Urban Design Framework Plan

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6

Interim Use Framework Though the Capitol Riverfront is quickly developing, it will not reach its future build out for over a decade. The proposed land use, open space improvements, and local and regional connections will also take time to be realized. This section details interim use strategies for the immediate future that will facilitate the long term development while establishing a sense of place in the short term.

Interim use of undeveloped parcels and temporary interventions in the public space can have paramount effects in accelerating the revitalization of areas that are undergoing major urban transformations. Interim use and temporary interventions are lower cost and lower risk. They often fulfill unmet needs in the neighborhood while generating social, cultural, and economic yields in the short term. The value of temporary interventions, however, goes far beyond. Because of the non-permanent condition that defines them they tend to be well received by members of the community. As in most cases they are created through a participatory process, therefore they express a plurality of opinions. Their small scale and the down-to-earth mediums and tools they employ can help give shape to a sense of authenticity to an otherwise vacant location. All of this makes them unique and highly effective tools for igniting the life of the neighborhood.

The interim use framework plan (right) outlines the interim uses and temporary interventions that are most necessary or appropriate for a specific area, helping identify sites where they should be implemented.

The historic Navy Yard, Ballpark and riverfront contribute considerably to shaping the Capitol Riverfront’s identity. It is recommended that most of the interventions be concentrated in the area of the neighborhood bounded by New Jersey Avenue, SE, First, Second, and Fourth Streets, SE. The Plan also recognizes that transitions from Capitol Hill to the Capitol Riverfront through the SE/SW Freeway underpasses requires intervention as well. These underpasses can be enlivened and made more appealing through the uses of special lighting and painting efforts that help these transitions spaces read as safe passages and even as works of art.

The second half of this section further specifies the priority actions and the planning necessary to coordinate the logistics associated with interim uses.

Interim Use Framework Plan

Commercial Garden Store

Interim Use Framework | Capitol Riverfront Urban Design Framework Plan

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Connectivity Enhancement Connectivity enhancement means to improve walkability and bikeability by making gateways and corridors recognizable and beautiful, making street crossings safe and easy for pedestrians, and bicyclists.

M Street - Navy Yard Wall One of the unique elements that defines the Capitol Riverfront is the Washington Navy Yard. The history of the U.S. Navy has been built, literally, behind its walls. Nonetheless, the neighborhood does not take full advantage of the sense of place the presence of such an important site could provide.

The framework plan recommends creation of a year-round outdoor exhibition dedicated to the history of the Navy Yard along M Street, SE to help historical meaning manifest itself in the community while improving the walkability of M Street, SE.

Intersection Improvements Safe crossings will have a very strong impact in the overall perception of the walkability and the bikeability of the area.

Traffic-calming measures, street painting, special signage, and temporary gateway art installations are the best tools for these interventions.

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Capitol Riverfront Urban Design Framework Plan | Interim Use Framework

Example of what a Naval History exhibition could look like on the Navy Yard Wall

Example of what a Naval History exhibition could look like on the north side of M Street, SE, across from the Navy Yard Wall Interim Use Framework | Capitol Riverfront Urban Design Framework Plan

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Temporary Bike Lanes Bikeability will play an important role in defining the identity and accessibility of the Capitol Riverfront as a TOD. Interim bikeways will contribute to their long term implementation in the neighborhood while demonstrating that the Capitol Riverfront is bicycle-friendly and ready to employ enhanced measures to improve bike routes while waiting for the completion of the permanent bicycle amenities.

Example of a painted interim bike lane on New Jersey Avenue, SE 6-56

Capitol Riverfront Urban Design Framework Plan | Interim Use Framework

Cultural and Ecologic Activation Cultural and ecologic activation of vacant parcels is all about incubating new uses by creating places for commerce, culture, rest, play, art and nature.

Empty Lot Treatment Design Guidelines The empty lots of the Capitol Riverfront neighborhood are contributing, more than anything else, in conveying a sense of incompleteness. This apparent weakness can be transformed into a point of strength by addressing the perimeter of vacant sites systematically and converting them into key components of the new neighborhood branding. Empty lot boundaries could be redefined through three simple measures.

1. By deploying rows of repurposed debris containers along the edge of the lots to accommodate young trees, creating ‘linear tree nurseries‘ that will contribute to the greening of the neighborhood while improving air quality.

Planters and trees would be easily movable and their number and location could be constantly readjusted depending on need. The trees could then be re-planted in their permanent location when the desired growth size is reached.

2. A simple, but well designed fencing system constituted of pre-fab concrete bases, galvanized steel light structure, and colored fabric would be placed in front of the planters, hiding the containers while letting the tree canopy project over the pavement. The fabric would become a canvas for graphics/art.

3. Some of the space behind the planters would be ideal for accommodating parking that would be screened from the street. A set of guidelines will provide a ready-to-use ‘design kit’ (right) adjustable to empty lots of any size and characteristics, as well as the details on the necessary implementation tools. In spite of its simplicity, if used extensively, this empty lot treatment could become one of the most powerful tools to improve the quality of Capitol Riverfront public space in the interim.

Interim Use Framework | Capitol Riverfront Urban Design Framework Plan

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Ecologic Activation and Pop-up Commerce

Temporary Parks

Appropriate ecologic activation of empty lots in the Capitol Riverfront includes the creation of community gardens, urban orchards, and the establishment of commercial tree farms on empty lots. Ecologic activation of surrounding vacant parcels should be explored.

Temporary parks are proposed to activate the public realm prior to future development and retail activators are established.

In addition, pop-up commerce or entertainment uses can encourage foot traffic that supports more permanent retail.

Interim commerce can also incubate the program of services and amenities desired by the community. For instance, temporary garden centers and bicycle shops would likely be welcome additions to the neighborhood.

Triangle Art Park, for instance, is proposed as a temporary outdoor communal gathering space (see image on right).

Triangle Art Park could contain amenities, such as seating, shade, rotating art installations, and could also accommodate occasional events.

Example of an interim seasonal market and tree nursery on an empty lot awaiting development

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Capitol Riverfront Urban Design Framework Plan | Interim Use Framework

Triangle Art Park

This underutilized space along New Jersey Avenue, SE is ideal for the implementation of a temporary park and could act as a catalyst for the long term development of Tingey Square and surrounding properties.

Interim Use Framework | Capitol Riverfront Urban Design Framework Plan

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Gateways and Landmarks The understanding of the form of the neighborhood, of its center and boundaries and its corridors and nodes, is critical for the experience of being within and moving through it.

Signaling the location of entry and arrival points through recognizable gateways and landmarks will enhance the “understandable index� of the neighborhood while creating a better sense of arrival.

Underpass Art 2nd Street, SE

3rd Street, SE

Source: Rebar Group

Source: Rebar Group

Public art has always been the preferred way to manifest these nodal points of the urban fabric. While the definitive form of the neighborhood will slowly shape itself, pieces of temporary art can offer a great early contribution.

It is recommended that the underpasses from Capitol Hill into the Capitol Riverfront be enhanced through a coordinated art program. The art installations could be selected through a competition, which would establish and regulate the budget, the implementing tools, and the time line while offering guidelines for the artists in terms of themes and techniques.

6th Street, SE

7th Street, SE

Source: Rebar Group

Source: Rebar Group

New Jersey Avenue, SE Source: Rebar Group

These gateways could be part of the community benefits after the reconstruction of the Virginia Avenue Tunnel, or partnerships with Capitol Hill community groups could also be explored to help finance or implement this improvement to their shared border.

4th Street, SE Source: Johnmichael

Example of a coordinated temporary art program for the underpasses of the Capitol Riverfront 6-60

Capitol Riverfront Urban Design Framework Plan | Interim Use Framework

Lower 8th Street In addition to underpass art, a landmark art installation, temporary park, or playground is recommended for a vacant parcel around the Lower 8th Street gateway. The activation of this area will help to draw the energy from Barracks Row south into the Capitol Riverfront, and build upon the art installation at the 8th Street, SE overpass. This installation should be coordinated with connectivity enhancements along M Street, SE. Once into the Capitol Riverfront from Barracks Row, people are then encouraged to continue west on M Street, SE toward the heart of the neighborhood.

Example of a landmark installation on a vacant Lower 8th Street parcel Interim Use Framework | Capitol Riverfront Urban Design Framework Plan

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The Ballpark is a significant attraction in the neighborhood. The sports identity could be reinforced through interim uses by bringing a venue for active recreation to the neighborhood. Prior to later development phases, the Florida Rock parcel, for example, could host a series of activities ranging from a BMX track to climbing walls while getting people to the waterfront.

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Capitol Riverfront Urban Design Framework Plan | Interim Use Framework

Interim Use Funding Incentives Among the interim uses that have been successfully put into action in other cities many have used the following incentives as financing mechanisms.

Property Tax Incentives

Impact Fees/Exactions

Temporary tax credit equal to 20% of documented soft & hard costs of an interim improvement.

Developer receives future “impact fee credit” equal to all or a portion of documented costs of any interim use; credit is applied against any citywide or project-specific exactions on development site.

• Soft & hard costs of interim 3-year art installation are $150,000; Developer receives a 20% tax credit amortized over period of interim use.

• Minimum interim use period should be required; Developer must ensure that interim use is maintained to certain standards.

• Modeled after Federal Historic Tax Credits, but less paperwork & transaction costs.

Temporary property tax “off-set” equal to any “net new taxes” generated by the interim use.

• Pop-up retailer generates $5,000 in sales taxes from $500,000 in retail sales; Developer can claim credit in the same tax year for any interim-use sales taxes generated in the same year.

Property Tax Increment Assign a future tax increment stream/annuity equal to a percentage of soft & hard costs of an interim improvement.

• Example: Total costs of interim 3-year art installation are $150,000; Developer receives future increment until fully compensated for a percentage of the original costs of project.

• Minimum interim use period should be required; Developer must ensure that interim use is maintained to certain standards.

• Drawback: financial benefits flow in the future so this incentive may be heavily discounted.

• Benefit: no net loss to government funds now or in the future.

Interim Use Framework | Capitol Riverfront Urban Design Framework Plan

• Less complicated administration but benefits accrue in the future, so incentive is less immediate & compelling to development community.

• Policy downside: creates a perceived and real “zero-sum” game between future, permanent amenities & public benefits & interim uses.

Sponsorship & Advertising Interim users find local or corporate sponsors to generate income to underwrite costs of projects. Sponsors receive brand & promotional benefits from association with “cutting edge” urbanism.

• Unknown market value: may not be large enough to incentivize much activity • Sponsorship may undermine “authenticity” of the interim use and the public’s perception of the new spaces and places that emerge.

Development Rights District provides master developer future “Floor area ratio (FAR) credits” in exchange for sponsorship of interim uses.

• Assuming that project includes a “Base FAR” for future development, additional FAR could be “purchased” by funding certain interim & permanent public improvements.

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Implementation Early action priorities focus two fundamental approaches. The first being construction projects that will strengthen the neighborhood character, enhance public safety, and overcome community barriers.

The second focus area addresses advocacy initiatives aimed at building support for long term infrastructure and development projects.

The charts on the opposite page outline the top near term priorities.

Near Term Advocacy Initiatives

Advocacy Audience

Next step

North/south and east-west transit and bicycle connectivity

City Administrator, WMATA, DDOT, DCOP, DMPED, AOC, Capitol Police, The Wharf, Union Station, WABA, NCPC

BID to coordinate with NCPC, continue discussions with AOC and advocate for inclusion of N/S connections in Move DC vision plan. BID to study operational requirements of N/S transit line to assist in advocacy

Eye Street, SE/L Street, SE two-way connection to Barney Circle

DDOT, Capitol Hill BID, CSX

BID to participate in ongoing DDOT SE boulevard study

Virginia Avenue, SE park system and connective greenway

CSX, DDOT, DCOP

BID to participate in CSX/DDOT VA Ave tunnel outreach

Van Ness School site redevelopment and reopening

DCPS, DMPED

BID to advocate for 2015 reopening and to study feasibility for long term redevelopment including new school

Capper Carrollsburg Recreation Center development

DCHA

BID to assist DCHA in coordination with recreation Vendors such as YMCA

Maritime Plaza/Boathouse Row pedestrian and vehicular connectivity

DDOT, DCOP, DMPED, CSX

BID to advocate for N/S pedestrian connection over the rail road tracks as part of the Barney Circle SE Boulevard study

South Capitol Street crossings and “oval� refinement

DDOT, DCOP, NCPC, CFA

BID to coordinate with NCPC and convey design aspirations to DDOT

Tingey Square Piazza

DC Water, DMPED, Forest City Washington

BID to coordinate with FCW on time frame and process for design/construction

Navy Yard Museum relocation within the Capitol Riverfront

US Navy

BID to meet with museum director to determine relocation time line and advocate for a location in Capitol Riverfront

Signature attraction to anchor redevelopment at Buzzard Point

City Administrator, DMPED, DCOP

BID to coordinate with DMPED on potential attractions that complement other sites in surrounding neighborhoods

Near Term Projects

Funding Partners and Mechanisms

Next Step

Triangle Art Park at southwest corner of New Jersey Avenue, SE and M Street, SE

Capitol Riverfront BID, FCW, DDOT

BID to study cost and phased implementation with expansion coincident with NGA site redevelopment

Linear museum along Navy Yard wall and both sides of M Street, SE from 5th US Navy, DDOT, Capitol Riverfront BID to 8th Streets, SE

BID to discuss exhibit options with Navy Yard Museum Director and research grants to support implementation

Pedestrian crossing improvements and art installation at Eye Street, SE and South Capitol Street

DDOT, DC Arts and Humanities, Capitol Riverfront BID

BID to coordinate with DDOT and KIPP school proposal to accelerate improvements at this intersection

Painted bike lanes/markings on Potomac Avenue, SE/SW, Eye Street, SE, and 1st, 4th, and 6th Streets, SE

DDOT, Capitol Riverfront BID, WABA

BID to coordinate with DDOT and WABA on grant applications for implementation

Linear nursery along the southern edge of M Street, SE between New Jersey Avenue, SE and First Street, SE

Casey Tree Foundation, Forest City Washington, Capitol Riverfront BID

BID to coordinate with FCW, Casey Tree and a local nursery to develop pilot program

Interim recreation elements at Florida Rock Phase II Site

MRP Development, Capitol Riverfront BID

BID to support MRP in their initial phase of interim use

Underpass art installations at 2nd , 3rd, 4th, 6th, and 7th Streets, SE

DDOT, DC Arts and Humanities, Capitol Riverfront BID

BID to pursue public/private grants to support implementation

Implementation | Capitol Riverfront Urban Design Framework Plan

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Long Term Implementation Longer term construction projects involve significant infrastructure improvements and funding partnerships between the private sector, the District and the federal government. Each of these projects will require technical coordination and, in many cases, align the outcomes of

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concurrent, but individual, National Environmental Policy Act (NEPA) processes which require public input. The following chart lists these longer term enhancements, the coordination considerations affecting their timing and the likely implementation partners who will participate.

Long Term Projects

Coordination Considerations

Implementation Partnerships

Virginia Avenue, SW/SE bikeway to L’Enfant Plaza

CSX Virginia Avenue tunnel must first be completed

DDOT, DCOP, DMPED, CSX, Capitol Riverfront BID

Virginia Avenue, SE greenway and streetscape

CSX Virginia Avenue tunnel must first be completed

CSX, DDOT, DCOP

L Street, SE connection from 11th Street, SE to Barney Circle

Must coordinate with Phase II of 11th Street Bridge

DDOT, FHA, DCOP, Capitol Riverfront BID

Virginia Avenue Park/Potomac Avenue, SE redesign and construction

CSX Virginia Avenue tunnel must first be completed

CSX, DDOT, Capitol Riverfront BID, DCOP

Maritime Plaza/Boathouse Row connectivity

Pedestrian bridge at 14th Street, SE

Public-private Partnership

M Street, SE streetscape design and construction

All transit alignments to be determined first

DDOT, FHA

South Capitol Street Reconstruction

Bridge and landings to be completed first

DDOT, FHA

New Jersey Avenue, SE streetscape design and construction

All transit alignments to be determined first

DDOT, FHA

Potomac Avenue, SE/SW & First Street, SE streetscape design and construction

All transit alignments to be determined first

DDOT, FHA

Tingey Square design and construction

All transit alignments to be determined first

Public-private Partnership

Buzzard point riverwalk extension

Integrated with of reuse of waterfront structures

Public-private Partnership, DDOT

PEPCO substation edge enhancements

Coincide with signature attractions

PEPCO, DC Arts and Humanities, Capitol Riverfront BID

Buzzard point streetscape enhancements

Coincide with signature attractions

DDOT, FHA

East-west branded transit connection to southwest waterfront/L’Enfant Plaza.

Inform ongoing and future NEPA processes

DDOT, Capitol Riverfront BID, SW Waterfront

North/South premium transit connection to St. Elizabeths and Union Station/NoMa.

Inform ongoing and future NEPA processes

WMATA, DDOT, FTA, Capitol Riverfront BID, other federal agencies

Expanded marina and event dock at Buzzard Point

Integrated with of reuse of waterfront structures

Public-private Partnership

Expanded recreational boating venues at Boathouse Row and Diamond Teague Park

Integrate with enhanced connectivity

DMPED, NPS, ECC

Capitol Riverfront Urban Design Framework Plan | Implementation

Design Principles The public realm and adjoining architecture must work in concert to exemplify the character and identity of the community. To maximize the community’s potential at build out, the Capitol Riverfront must create an increasingly walkable atmosphere. The following design principles articulate the attributes necessary for the Capitol Riverfront to evolve into a vibrant entertainment and commercial district, an inviting residential community, and a connected employment center.

Streetscapes • Prioritize pedestrian and bicycle infrastructure.

• Provide pedestrian space and intuitive wayfinding needed to maximize access to transit.

• Scale street design and character to human use.

• Preserve and promote the distinct character of individual neighborhoods within the BID. • Create an overall sense of cohesion along streets that connect BID neighborhoods.

• Incorporate community identity elements into signature features like transit stops, bicycle storage, and light pole panels • Utilize materials and design elements that add visual warmth and historically relevant texture.

• Integrate public art elements at gateways, landmarks, and along prominent corridors.

• Encourage permeable pavements, rain gardens, and/ or other infiltration systems on streets to filter and retain stormwater runoff.

• Augment urban ecology through increased tree canopy.

• Street tree wells should be densely planted with urbantolerant native or naturalized plantings.

• Complement existing guidance from DDOT and other regulatory agencies.

Future Development Sites • Ensure basic pedestrian connectivity and accessibility in and around parcels awaiting development.

• Provide basic buffering and connectivity prior to construction.

• Establish common aesthetics for property security features.

• Encourage productive uses prior to construction that will benefit the community and the environment.

• Create a safe environment with adequate lighting.

Architecture • Create vibrant, scale-sensitive facades.

• Design engaging ground floors along primary street frontages.

• Highlight building entries and civic focal points with iconic features which contribute to neighborhood identity.

• Encourage prominent buildings to provide publicly accessible areas on the ground floor.

• Celebrate buildings that have green roofs, utilize rainwater water harvesting systems, or gray water recycling.

• Provide awnings and canopies for shelter and transition areas from the interior to sidewalk amenities.

Source: Forest City Washington

Source: Akridge

Future dynamic urban developments proposed within the Capitol Riverfront Implementation | Capitol Riverfront Urban Design Framework Plan

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