Thread by @TransportAaronZ

Proud of the great work we’ve done at @DDOT to lead the nation in rethinking the dvlpmnt review & TIA processes for a 21st century city. #VisionZero #LessParking #Equity ⁦@Westy33⁩

This is our 2021 #TRBAM paper showing other cities can do the same: linkedin.com/posts/aaron-zi…

Quality site design, public realm design, #VisionZero, connectivity to transit & n’borhood amenities, and minimal parking supply are the most important aspects of a project to DDOT. The traffic analysis (i.e. intsctn congestion) has been demoted to #9 (most cities it’s still #1).

There are so many good reasons to provide minimal off-street parking and appropriately price the amnt of parking you do have (especially near transit)... check out the graphic on the right, isn’t the bldg on the bottom so much better?

These are our DDOT preferred max parking ratios, based on the DC Comp Plan’s 75% non auto modeshare goal (higher near Metro stations). They fit nicely w/in the 2016 Zoning Regs mins and maxes.

Mitigation is required for higher parking ratios to offset induced demand for driving.

The District has excellent Metrorail, Priority Metrobus, and Streetcar coverage so we look for most projects to have reduced parking.

This is our checklist of #VisionZero upgrades that we look for developers to implement on every project (off-site ones are limited to projects w/ “impacts”).

ANC Commissioners out there, you can ask for some of these in your Community Benefits & Amenities Package!

We repurposed our level of service (LOS) analysis to leverage non-auto improvements. In this is example, a recent project failed both parking max and intersection LOS tests, so we negotiated a multi-modal package of improvements. **None were auto-oriented**

We created a waiver from conducting a transpo study to make it easier for transit-oriented infill dvlpmnt to get through zoning... so long as it is w/in 0.5 mile of Metrorail, has little parking, has a TDM Plan, ensures complete ped network, and provides 2+ EV charging stations

We made our mitigation asks a bit clearer. If you provide little parking and have little traffic impacts, then a TDM Plan is all we need. If you have traffic impacts and/or high parking then we need a multimodal mitigation package. Note this chart is intended for 500 GSF or less.

Within DDOT public space, we ❤️ when developers activate the street with 1) artwork (do it!), 2) fill the tenant & furniture zones w/patio seating, and 3) put a #streatery or #parklet in the parking lane!

We also love when developers close 1960/70s channelized right-turn lanes. Lots have been removed the last 5 years and more to come (Arena Stage 6th & M SW).

This slows traffic that would’ve whipped around the corner unimpeded and shortens the crossing distance for pedestrians.

back to parking... I love this example b/c it shows how you could fit more housing onto the same property if you’re not required to provide parking and a driveway. The cost of each unit could be substantially less.

If you don’t know where to begin w/ reduced parking, you don’t have to jump in the same way DDOT did... there are many points in every city’s planning & development processes.

Here are some ideas we came up with:

As we re-imagined DDOT’s development review program from top to bottom, this @adamzyglis cartoon stuck in my head from a few years earlier. We want new development to support the goal of making DC streets the safest, most accessible, and most pleasant in the world.

speaking of safe streets... at DDOT we focus a lot of effort on having developers close curb cuts when they redevelop.

In this ex, 10 existing curb cuts become 2! This means fewer conflict points b/w cars & peds, more street trees added, and on-street parking spaces restored

Another innovation I discussed in our session today is our Ped Gap Analysis.

We require these in CTRs, which show completeness/accessibility of the ped network & walking paths to transit and other n’hood amenities. These help us choose the most critical ped infra to upgrade 1st