H.street Revitalization Part1

T A B L E O F C O NT E NT S
E X E C UT IV E S U M M A RY
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1 I NT R O D U CT I O N
1.1 A Top Priority
1.2 Plan Goals & Objectives
1.3 Key Community Issues
1.4 Study Area
1.5 Planning Process
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2 P L A N N I N G C O NT E XT
2.1 Strategic Location in City
2.2 Private Development
2.3 District Initiatives
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3 M A R K ET C O N D IT I O N S
S U M M A RY
3.1 Methodology
3.2 Economic Overview
3.3 Market Analysis
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4 R ET A I L E NV I R O N M E NT
4.1 Overview of Issues
4.2 Market Context
4.3 Retail Audit
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5 C O N D IT I O N S A S S E S S M E NT
5.1 Land Use, Zoning & Development
5.2 Retail Environment
5.3 Traffic,Transit & Parking
5.4 Public Realm
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6 C HA L L E N G E S &
O P P O RT U N IT I E S
6.4 Public Realm
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7 VISION &
PL A N F R A M E W O R K
7.1 Vision
7.2 Plan Framework
8 ST R AT E G I C D EV E L O P M E NT
P LA N
8.1 Development Program Overview
8.2 Strategic Development Plan by
District
8.3 Corridor-Wide Transportation
Improvements
9 I M P L E M E NT AT I O N
9.4 Public Realm
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A C K N OW L E D G E M E NT S
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APPENDIX A M A R K ET A N A LY S I S
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APPENDIX B M E R C H A NT A N D C O N S U M E R
S U RV EY S A N D S U M M A R I E S
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APPENDIX C N O N - P R E F E R R E D ST R E ET
S E CT I O N A LT E R N AT IV E S
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APPENDIX D E C O N O M I C D EV E L O P M E NT
I N C E NT IV E S I N
O U R N AT I O N S C A P IT A L
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District of Columbia Office of Planning

theHOKPlanningGroup
H S T R E E T N E S T R AT E G I C D E V E L O P M E N T P L A N
Gallaudet University
LOCATION IN THE CITY
Trinidad
Near Northeast
Carver Langston
H Street NE
The White House
Stanton Park
Kingman
Union Station
The Federal Triangle
The U.S Capitol
RFK Stadium
E X E C UT IV E S U M M A RY
Purpose and Roles
The H Street NE Strategic Development Plan was developed
to guide community, private sector, and public agency actions
and investments in revitalizing this traditional neighborhood
corridor over the next ten years. Over 500 stakeholders
- including residents, merchants, property owners, District
agencies and investors - provided inputs on market analysis,
neighborhood assets, transportation objectives, and current
and proposed land uses, towards the development of this Plan.
Project Boundaries and Goals
The Project Area extends from North Capitol Street to 17th
Street NE, just beyond the Hechinger Mall. The Area extends
approximately 1.5 miles, comprising 13 blocks lined by a mixture of small local commercial establishments, some national
chains, local churches, significant vacant land, abandoned buildings and underutilized upper floors.
The challenge from the H Street communities to the District
was to produce a preferred mix of diverse uses and retail
goods and services. Community goals in this planning effort
are:
to provide vital information and expert recommendations
to help existing businesses grow and thrive on H Street NE;
to recommend a realistic strategy for encouraging the reuse
of the numerous vacant lots and storefronts on the corridor
to create a desirable mix of commercial offerings on the
corridor;
theHOKPlanningGroup
to assist in determining the public investment needed to

improve the infrastructure and physical appearance of the
corridor; and
to improve the physical and market perception of the corridor to attract shoppers, tourists, residents, visitors, and
private investors.
As a single destination, the corridor is too long and, rather,

should have clear themes that describe the kinds of preferred development and uses while supporting a central
retail district; and
Introducing housing on H Street will facilitate retail retention
and attraction.
Existing Conditions and Expectations
Key Issues
Though there is significant redevelopment potential on H

Street, real expectations must be maintained about H Street
given the following conditions:
Land Use, Zoning & Development
1.5 miles of successful retail on H Street is unrealistic over a

10 year planning horizon;
Shopping habits have changed - few customers are willing
to walk 1.5 miles for basic goods and services;
Quality urban retailers locate where there is active foot
traffic of those with income virtually guaranteed on the corridor; and
H Street is within a very urban location, and there are
responsibilities (perhaps some inconveniences) that all must
share for the larger success.
The H Street plan accepts these conditions and provides the
following direction:
Some retail uses are redundant;
The current demographic is strong enough to support
vibrant retail, but will not support a full 1.5 miles of thriving
retail;
Repositioning the gateway locations (the Hechinger Mall

area at the eastern gateway and the 3rd and H intersection
at the western gateway) for redevelopment;
Accommodating new uses through lot consolidation, historic preservation and selective demolition;
Modifying land uses and/or zoning for preferred development;
Encouraging new construction and preservation with building design and development guidelines; and
Diversifying land uses with mixed income housing on the
corridor.
Retail Environment
Diversifying the retail mix;
Marketing the corridor to new retail users;
Encouraging revitalization activities along the corridor, i.e. tax
incrementfinancingdistrict,HUBandEnterprisezonebenefits,etc.;
Building the capacity of corridor merchants and property
owners, i.e. Business Improvement Districts (BIDs) or others;
and
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Developing local small businesses.
Retail Environment
Transit,Traffic & Parking
Retail market analyses indicate that over the next 10 years, the
area will support approximately 300,000 square feet of retail
of the type and variety desired by local residents. While not
enough to fill all storefronts along the corridor, the projected
demand is strong enough to spark the revitalization of retailing
in the center of the corridor and complementary retail at
the western and eastern gateways. Ground floor spaces
outside the areas targeted for retail revitalization may include
professional offices, studio spaces, and residential uses.
Parking new uses appropriately and establishing a traffic/

transportation management system; and
Assessing impact of light rail transit on corridor on parking,
land uses and zoning.
Public Realm
Developing public realm guidelines for streetscapes;
Improving safety of sidewalks and street crossings; and
Creating public gathering places (i.e. sidewalk cafs, etc.).
H Street Strategic Plan Framework and
Recommendations
Office Development. Market analyses suggest a capacity
on the corridor for approximately 200,000 square feet space
suited for small professional, non-profit, and association offices.
While it may be difficult to attract developers of large, Class
A offices like those located downtown, developers of smallerscale projects should find H Street NE to be an attractive,
highly accessible location.
Housing. H Street will become a living corridor with over
750 new and/or rehabilitated residential units, providing
needed support to the corridor retail elements as well as
additional eyes and feet on the street to improve safety,
security and retail viability.

H Street is proposed to be primarily a transit and pedestrian
corridor with retail parking. Enhanced transit service on H
Street - potentially bus rapid transit (BRT) or light rail transit
(LRT), similar to a modernized trolley service is proposed,
with potential stops on the apex of the Hopscotch Bridge, 4th
and H Street NE, 8th and H Street NE, 12th and H Street NE
and 15th and Benning Road NE. The service will connect the
corridor to Georgetown, Woodley Park and the Minnesota
Avenue metro station.
Parking will be shared and managed. Public parking is
envisioned within a redeveloped Murrys site, H Street
Connection site, 1300 block interior south side. Similarly,
parking agreements are proposed with Union Station and
Burnham Place. While parking in neighboring residential areas
is discouraged, on-street parking along the corridor will be
permitted without rush-hour limitations.
Traffic speeds will be slowed and smoothed through traffic

calming measures. All street lights are to be re-timed to
control the flow of traffic through the corridor. Finally, the
complicated intersection at Bladensburg, Florida, H Street, and
Maryland will be improved to enhance safe pedestrian, transit,
and vehicular movement.
Public Realm
H Street NE is envisioned to be primarily a transit and
pedestrian corridor. While vehicular traffic can and will
continue to move through the corridor, the installation of stop
lights at all intersection and provision of proper pedestrian
crossings ensures that the traffic moves safely and efficiently.
An H Street public realm plan is proposed to be developed
within the DDOT planning process. A consistent streetscape
will tie the corridor together and improve the pedestrian
environment. This includes, but is not limited, to wider
sidewalks along the corridor, new streetscaping (trees,
pedestrian scale lighting, bike racks, etc.), parallel on-street
parking and signage (including those to local points of
interest, e.g.. Gallaudet University, Northeast Branch library,
neighborhood schools, etc.). These will encourage more
intense and diverse pedestrian activity along the corridor, such
as outdoor dining on wider intersecting sidewalks.
Heritage-based tourism industry is invited to develop
programs for H Street, possibly involving a complete survey
of historic sites along H Street. The opportunity of a Business
Improvement District (BID) to include H Street should also
be pursued.

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STRATEGIC DEVELOPMENT PLAN

DOWNTOWN/REGIONAL OFFICE
REGIONAL RETAIL
Regional Retail Anchor
NEIGHBORHOOD CORRIDOR
Office Anchor
Residential Concentration
Local Retail Concentration
W E S T E R N G A T E W A Y:
T H E H U B A N D U R B A N L IV I N G
C E NT R A L R ET A I L D I ST R I CT
A RT S & E NT E RT A I N M E NT
HECHINGER/
O L D S EA R S
W E ST E R N G AT E W AY
E A ST E R N G AT E W AY
T H E MA L L
Vision for H Street and the Strategic Development

Plan
The Strategic Development Plan recommends four (4)
thematic areas along the H Street Corridor:
Western Gateway: The Hub and Urban Living (North
Capitol to 7th Street NE);
Central Retail District (7th Street to 12th Street NE);
Arts & Entertainment (12th Street to Bladensburg Ave NE);
and
The Mall: Hechinger Mall/Former Sears Sites (Bladensburg
Avenue to 17th Street NE).
Overall Development Program Summary
Building Area (sf)
Removed
New
District
Existing
Western
Gateway
688,000
83,000
458,000
1,063,000
Central Retail
303,000
81,000
178,000*
400,000
Arts &
Entertainment
299,000
42,000
166,000
423,000
The Mall
214,000
71,000**
285,000
1,504,000
206,000
873,000
2,171,000
Total
Total
* The estimate of new building area for the Central Retail District does not
assume redevelopment of the H Street Connection.
** The estimate of new building area for the Hechinger/Former Sears District
assumes the Former Sears site is developed with 45,000 square feet of retail
use.
Western Gateway
The salient features and recommendations for this district are

summarized as follows:
Western Gateway Development Program Summary

Building Area (sf)
Removed
New
Use
Existing
Total
Retail
47,994
23,489
56,660
81,165
Office/
Commercial
414,122
29,188
100,810
485,744
Residential
86,665
633
409,557
495,589
Exempt
138,977
30,000
-108,977
Total (approx.)
688,000
83,000
458,000
1,063,000
The Hub. The area between North Capitol Street and

2nd Street NE will be developed significantly over the next
few years. While Union Station is a regional retail and
transportation hub, it turns its back to H Street and instead
primarily fronts the corridor with parking; no other buildings
currently front H Street within this stretch. The area is
currently very hostile to pedestrians with speeding cars and
no streetscaping.
The development of the Station Place project by Louis
Dreyfus Properties and the Union Station Air Rights
(Burnham Place) by Akridge Development creates a
purpose for this critical transitional stretch of H Street at its
western gateway. The proposals will help to strengthen the
connection between Burnham Place, Station Place, Union
Station and the H Street corridor; serve overall objectives of
neighborhood revitalization; and enhance the opportunity to
create a unique multi-modal center in the heart of the District.
Union Station Air Rights project (Burnham Place) with H

Street primary entrances, addresses and active uses on
north and south sides;
Shared parking agreement;
Inviting and pedestrian-friendly streetscape treatment on
bridge; and
Shuttle service to facilitate movement to H Street uses.
Urban Living. The Urban Living subdistrict extends from
2nd Street NE to roughly 7th Street NE. Its proximity to
transit and potential for infill development makes it suitable
for primarily residential development. Housing will be
higher density with architecture that appropriately marks
the entrance to the H Street community. Limited ground
floor retail such as dry cleaners, lunch counters, and some
restaurants will support the demands of the new and existing
residential and nearby office uses. Supportable retail in this
area is estimated at 5,000 - 10,000 square feet.
Proposed rezoning to optimize proximity to transit, create
density to support proposed retail development and permit
larger in-fill residential or mixed-use buildings;
Minimum construction FAR of usable floor area within zero
lot line development;
Preservation of the Capital Childrens Museum building
- It is an excellent candidate for applying the historic
preservation tax credits and any developers should be
encouraged to take advantage of the credit to preserve
the building. If the Capital Children Museum remains at
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its current location, the site should be redeveloped to

incorporate residential and/or some small office uses and
parking. Conversely, if it should relocate, the entire site
should be redeveloped to include residential and parking;
and
Gateway streetscape treatment and public art at 3rd and
H Street
Central Retail District
The area from 7th Street to 12th Street is envisioned as the
centralized downtown of the H Street community. Retail
uses will be strengthened, consolidated, and diversified here
to offer residents, shoppers, and visitors the range of goods
and services they seek. Housing and small office uses will be
encouraged on the upper floors of developments and the
historic character will be preserved. Parking will be enhanced
by removing on-street parking restrictions and identifying
opportunities for shared and structured parking to serve this
district. Retail support will be greatest here with 150,000
- 200,000 square feet of retail concentrated in this area. The
proposals are summarized as follows:
Central Retail District Development Program Summary
Use
Existing
Retail
160,863
Building Area (sf)

Removed
New
53,717
61,275
Total
168,421
Office/
Commercial
78,100
20,797
35,145
92,448
Residential
64,257
7,368
82,005
138,894
Total (approx.)
303,000
81,000
178,000
400,000
Infill construction up to full allowable zoning limits (2.5 FAR,50 feet

height limit, 60% occupancy), minimum construction FAR of
usable floor area within zero lot line development;
Concentrated neighborhood-serving retail retention,
attraction and re-positioning;
Distinctive streetscape treatment and public art at 8th and
H Street;
Coordinated technical assistance to existing businesses; and
Long-term plans for the redevelopment of the H Street
Connection with a mix of uses and in accordance with
the above guidelines include some municipal parking in

redevelopment.
Conversely, housing may generate additional customers for H

Street businesses, though they would not be the immediate
customers that businesses prefer. Key proposals for this
district are outlined as follows:
Arts & Entertainment

Building off the existing assets of the Atlas Theatre, H Street
Playhouse and R.L. Christian Library, the area from 12th
to 15th Street will provide art, entertainment and cultural
activities to the residents and visitors of H Street. These
cultural activities will be supported by complementary
specialty retail uses such as sit-down restaurants, art galleries,
art related retail, and other community services. Residential
and office uses will be encouraged on upper-floors of
developments, providing opportunities for live-work space
for artists, performers, and professionals. Retail support in
this area is around 15,000 - 40,000 square feet. Further
information is outlined below:
Arts & Entertainment Development Program Summary
Building Area (sf)
Removed
New
Use
Existing
Total
Retail
107,496
16,319
51,220
142,397
Office/
Commercial
109,942
15,271
43,270
137,941
Residential
81,902
10,246
71,085
142,741
Total (approx.)
299,000
42,000
166,000
423,000
Construction and rehabilitation up to full allowable zoning limits

(2.5 FAR, 50 feet height limit, 60% occupancy), minimum
construction FAR of usable floor area within zero lot line;
New library building at 13th and H Street; and
Public art at both 13th and Maryland Avenue.
The Mall Development Program Summary - Option A: Large Box

Retailer
Existing
Retail
213,854
71,500
285,354
Total (approx.)
214,000
71,000
285,000
There are two potential uses of the 5-acre former Sears site.
The first envisions a large format big box retailer, while the
other proposes 50 units per acre of residential development.
A large format retail use may help the District to retain retail
sales that currently leak out into surrounding jurisdictions,
and it might bring more people through the H Street
corridor therefore providing more visibility to local retailers.
Total
The Mall Development Program Summary - Option B: Residential

Use
Building Area (sf)
Removed
New
Use
Existing
Retail
213,854
36,146
250,000
250,000
250,000
214,000
286,000
500,000
Residential
Total (approx.)
Total
The Mall Development Program Summary - Option C: Hybrid/

Mixed Use
Building Area (sf)
Removed
New
Use
Existing
Retail
213,854
63,400
277,254
Office/
Commercial
72,000
72,000
Residential
134,000
134,000
214,000
269,000
483,000
Total (approx.)
The Mall: Hechinger Mall/Former Sears Sites
Building Area (sf)

Removed
New
Use
Total
Construction and rehabilitation up to full allowable C-3-A

zoning limits (4.0 FAR,
65 feet height limit, 75% occupancy
for residential);
Retail with mixed income housing on former Sears site;
Redevelopment of Hechinger Mall site with a mix of uses
(long term); and
Pedestrian-friendly intersection.

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REDEVELOPMENT OF THE 200 AND 300 BLOCKS
RETAIL DEVELOPMENT
8TH & H INFILL DEVELOPMENT
Corridor-Wide Transportation Improvements
Recommendations of the use of the right-of-way call for the

following:
Public Parking
Proposed parking initiatives include the following:
Full-Time Curb Parking - On-street parking should be permitted at all times along the corridor. Curbside parking
improves the pedestrian environment and helps establishes
an image of H Street as a neighborhood that is open for
business. The street section that the plan recommends
maintains the number of travel lanes (with reduced widths)
along the corridor.
Increased Off-Street Parking - Off-street parking must be
easy to access, distributed to be convenient to all the com-
AIR RIGHTS & STATION PLACE DEVELOPMENTS
mercial uses, and must be safe. The plan for providing offstreet parking is a combination of short-term and long-term
initiates and surface versus structured parking opportunities.
It is difficult for urban neighborhood retail areas such as this
to provide adequate parking, since the cost of the parking
structure is an unrealistic burden, the lot size is small and
there is a goal of preservation. The additional cost of parking can make it difficult for urban retail areas to compete
with their suburban counterparts. Therefore, the District
should consider the construction of parking structures
through the parking authority held by NCRC as municipal
projects or private/public partnerships., e.g. the new parking garage in Adams Morgan, or the parking districts used in
Bethesda and Silver Spring, Maryland.
Transit Way Concept
11 sidewalk widths on both sides of the right-of-way;

8 parking lane on both sides of the right-of-way with bulbouts at each intersection to provide transit loading areas
and reduce pedestrian crossing distances at intersections;
11 transit lanes on both sides of the right-of-way used
exclusively for transit during rush hour, perhaps shared with
other vehicles during non-rush hour. (These transit lanes
could be shared by fixed rail transit serving predetermined
station locations and buses serving each intersection); and
Three 10 vehicular lanes which would allow for two lanes in
the rush hour priority direction, and one counterflow lane in
the center.
ATLAS THEATER REVITALIZATION
Implementation
Land Use, Zoning & Redevelopment
First Projects. District efforts and resources should be
focused on the following as stage-setters for the Plans success:
Redevelopment of the 200 and 300 blocks;

Retail Development;
8th & H Infill Development;
Atlas Theater Revitalization; and
Air Rights & Station Place Developments.
Support Planning for Future of the Capitol Childrens Museum Site. This site represents one of the most
important development opportunities for the corridor and is
especially critical to further investment in the Western Gate-
way District. A marketing program should be developed with

the Childrens Museum for a developer that will adaptively
reuse the structure with tax credits and develop the remainder of the site consistent with the Plan. The program may
be expanded to a design competition in the event that the
museum is expanded to a National Childrens Museum.
Target Code Enforcement. As part of the larger effort
to improve the corridors image and attractiveness, code
enforcement activities should be increased, with particular
focus on the condition of vacant property and buildings and
the conditions of side yards and alleys.
Marketing of Incentives & Assistance. The District
should take steps to alert property owners of existing and
proposed incentive and assistance programs. This effort should
include periodic updates and briefings regarding District and
federal programs.
Remove Barriers to Reinvestment. Potential economic
and regulatory barriers to the preservation and adaptive
reuse of the corridors older commercial buildings should be
identified.
Establish a New Zoning Overlay District. The current
zoning on the corridor does not provide regulations that allow
the desired development patterns. Rezoning is not applicable
as there are no existing zonings that will permit the development envisioned for the corridor. Instead, the Plan recommends that an overlay district be developed for the entire
corridor that references and incorporates the form-based
controls of the design guidelines. An overlay district can be

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an efficient mechanism to ensure the implementation of the

guidelines and is a common process in the District.
Expand Survey Efforts & Historic District Designation. The scope of the Near Northeast Civic Association
cultural and historical study should be expanded to gather
information necessary to evaluate the eligibility of an H Street
corridor historic district. Based on the findings, the designation
of an H Street Commercial Corridor National Register Historic District should be pursued.
Encourage Preservation through the Promotion of
Existing Tax Credit Programs. Adaptive reuse of historic
buildings on the corridor should be encouraged with the use
of the 20% federal tax credit (once a historic district is established) and the 10% federal tax credit for buildings that were
erected before 1936.
Interpret History & Culture. Define an educational program aimed at raising awareness of H Streets heritage, historic
buildings, and historic preservation potential. The corridors
history and unique historic character should be incorporated
into a marketing plan for the corridor.
Heritage Tourism. Opportunities to promote H Street as
a heritage tourism destination should be explored with the
DC Heritage Tourism Coalition.
Retail Environment
Business Development. An interactive, educational process with H Street merchants should be instated to enhance
their understanding of Retail Best Practices, as part of the
Main Street effort and in conjunction with Restore DC . Special issues such as general retail accounting, inventory control,
budgeting and individual marketing should be covered in
workshops or through one-on-one technical assistance.
for North Capitol Hill residents.

Corridor Marketing. Assistance and involvement from
DC Marketing Center is sought in directing new and expanding retailers, as well as retail brokers, toward H Street.
Business Improvement District Establishment. The
feasibility of incorporating H Street into the Capitol Hill Business Improvement District (BID) as a subBID should be
explored. The H Street subBIDs contribution should entitle
merchants, residents and workers to many of the Capitol Hill
BIDs offerings, including enhanced security and maintenance,
streetscape improvements and homeless services. The H
Street subBID should negotiate a stipend to conduct its own
marketing, but avoid a situation where its brand is absorbed
by Capitol Hill.
Detailed Analysis of Traffic and Transit Strategies.
Future analyses should focus on H Streets development as a
transit way with pedestrian movement, vehicular through traffic and on-street parking.
Public Parking Improvements. Surface parking should
be developed on the vacant land behind the library and in the
middle of the block behind the Atlas Theater. Shared parking
agreements should be sought which would permit use of the
Auto Zone and H Street Connection lots for evening and offhour use.
New Public Parking. Public parking should be incorporated within the redeveloped Murrys site, H Street connection site, the Auto Zone site and the 1300 block interior site.
Full-Time Curb Parking. On-street parking should be
permitted at all times along the corridor.
Faade & Sign Improvement. Additional funding, design

assistance and general technical advice should be provided to
businesses for faade and signage improvements, under condition of compliance with existing and proposed design/ signage
design guidelines.
Pedestrian Crossings. Pedestrian crossings should be well

marked along the entire corridor, and especially at the intersection of H street, Bladensburg, Maryland, Benning Road and
15th Street (5 Points).
Corridor Branding. Corridor stakeholders should work

with the DC Marketing Center to help craft new image materials for H Street, e.g. a neighborhood sheet highlighting the
communitys new direction as a center of neighborhood life
Hopscotch Bridge Improvements. The proposed redevelopment of the Union Station Air Rights suggests improvements to the western gateway via direct pedestrian access
and improved streetscape. For this and other developments
Public Realm
fronting the bridge, every effort should be made to visually

and physically connect the sidewalks to new buildings.
Eastern Gateway Civic Space. Modifications are proposed for the intersection of H Street, Maryland Avenue and
Florida Avenue to improve the pedestrian experience, infill
street frontage and create a small public space at the street
terminus. These proposed changes may occur over a longer
term and requires a detailed design and traffic study.
Corridor-wide Streetscape Improvements.
Streetscape conditions should be improved along the entire
corridor to standards appropriate to the development type
described under the design guidelines.
Summary
H Street NE will offer diverse retail goods and services and
provide cultural and housing opportunities to strengthen the
corridors competitive advantage and image while conveying
its unique history. Priority is given to transit enhancements
(e.g. proposed trolley), pedestrian-oriented planning and
design and parking management and expansion.
The various thematic districts defined for the corridor build
upon existing assets and provide different amenities to the
community and visitors. As the corridor revives, it remains
important that stakeholders stay focused on achieving a realistic and market based program of uses
Various area stakeholder groups are expected to shepherd
the Plan through its implementation. ANC 6A and 6C should
pro-actively encourage continued economic and physical
development consistent with the overall goals of the Plan, particularlyregardingissuesofzoning.TheHStreetNEMainStreetshould
lead cleanliness and safety improvement efforts and safety
issues and work for the community in retaining, expanding
and attracting preferred retailers. The H Street CDC should
develop/redevelop their properties in accordance with the
Plan. Similarly, private developers/investors should also adhere
to the Plans recommendations. Local merchants should meet
the new and ongoing demand for quality goods and services
at competitive prices. Area residents should hold public and
private agencies and officials accountable and participate in
ANC and Main Street committee meetings, projects and
activities. Finally, public agencies should continue to work with
the H Street stakeholders to facilitate more investment.

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H STREET NE LOOKING EAST FROM THE 600 BLOCK
H STREET NE LOOKING WEST FROM THE 600 BLOCK
1 I NT R O D U CT I O N
The H Street NE Strategic Development Plan constitutes a
redevelopment plan or a neighborhood development plan
area under subchapter I of Chapter 3 of Title 6 (Redevelopment Act).
In addition to infrastructure improvements, increased safety,

beautification efforts, and financial assistance, residents advocated for more economic opportunities including improvements in physical appearance, safety and social health.
The Plan was developed to guide community, private sector,

and public agency actions and investments in revitalizing this
traditional neighborhood corridor over the next ten years.
Over 500 stakeholders - including residents, merchants, property owners, District agencies and investors - provided inputs
on market analysis, neighborhood assets, transportation objectives, and current and proposed land uses, towards the development of this Plan.
1.2 Plan Goals & Objectives
1.1 A Top Priority

The H Street NE Strategic Development Plan is a direct
outgrowth of the Neighborhood Planning Initiative of the Districts Neighborhood Action program. Through that planning
process, area residents identified the revitalization of H Street
and its transformation into a vibrant commercial corridor as
a top priority. As reflected in the neighborhoods Strategic
Neighborhood Action Plan (DC Office of Planning Cluster
25), residents and area stakeholders believe that a healthy and
viable neighborhood requires healthy and vibrant economic
opportunities. Through a carefully facilitated process of issue
identification and priority setting, residents, stakeholders, business owners, and institutional neighbors from across the area
pointed to the revitalization of H Street as a top concern.
The Strategic Development Plan has been prepared to help

reestablish H Street as a safe, attractive destination offering
a unique combination of neighborhood goods and services;
places to live, work, shop, and eat; and settings for cultural
enrichment and entertainment.
As a guide for public and private investment, the Strategic
Development Plan is designed to:
provide vital information and recommendations to help
existing businesses to grow and thrive on H Street;
offer strategies for encouraging the reuse of the numerous vacant lots and storefronts to create a desirable mix of
commercial offerings on the corridor;
assist in determining the public investment needed to
improve the infrastructure and physical appearance of the
corridor; and
identify ways to improve the physical and market perception of the corridor to attract shoppers, tourists, residents,
visitors, art patrons and private investors.
Plan recommendations and strategies focus on helping achieve

the following interrelated objectives:
retention of existing businesses and attraction of new businesses to support more diverse offerings of goods and
services, growth in job opportunities for area residents, and
increased tax revenues to support local services;
attraction of new residents, visitors and customers while
protecting surrounding neighborhoods and balancing needs
for pedestrians, vehicular traffic flow and parking; and
creation of a strong sense of place that respects the
corridors rich architectural and social history through
streetscape improvements, the preservation and adaptive
reuse of existing buildings and the construction of new
buildings compatible with the corridors existing character
and contemporary business requirements.
1.3 Key Community Issues
As a first step in the planning process for H Street, the Office
of Planning worked with community groups and area stakeholders to form an Advisory Committee (the Committee is
described in further detail in Section 1.5). Among the Committees first tasks was the identification of issues and opportunities. These issues, summarized below, served as a starting
point for the development of the Plan:

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CHARRETTE & KICK-OFF MEETING IMAGES
Pedestrian safety / sidewalk conditions and uses.
Potential redevelopment, repositioning opportunities at

both of the gateway locations (the Hechinger Mall area to
the east and the 3rd and H intersection to the west;
Recommendations for site assemblage (to accommodate
new uses), demolition and historic preservation;
Recommendations for new land uses and/or zoning modifications;
Building design and development guidelines for new construction and properties recommended for preservation;
and
Role of housing incentives and benefits of housing.
Public Realm
Retail Environment
Diversification of the retail mix;
Strategies for marketing the corridor to new retail users;
Strategies for encouraging revitalization activities along the
corridor, i.e. tax increment financing district, HUB and Enterprise zone benefits, etc.;
Strategies for capacity building of corridor merchants and
property owners, i.e. Business Improvement Districts (BID)
or others; and
Small business incubators, cultivation of local entrepreneurs.
Recommendations for transit enhancements, parking and
traffic/transportation management;
Allocation of R.O.W. to accommodate transit enhancements, parking, traffic flow and pedestrians; and
Office of Planning staff provided progress reports to stakeholder groups and organizations and solicited feedback during
numerous community meetings over the planning period.
Guidelines for streetscapes;

Safety;
Place making strategies; and
Public gathering places (i.e. sidewalk cafs, particularly side
streets).
1.4 Study Area

The focus area for the H Street NE Strategic Development
Plan includes the commercially-zoned land and buildings fronting H Street between 2nd Street NE and 15th Street NE as
well as the Hechinger Mall site (Square 4493) and the CVS/
Former Sears site (Square 4491). A larger area, referred to as
the project area, extends west to North Capitol, east to 17th
Street NE, north to K Street NE, and south to F Street NE.
While the study focuses on development sites immediately
fronting H Street, it is critical to examine potential interfaces
and impacts of the H Street development proposals to adjacent areas. This is especially important where transitions to
other uses occur (e.g. residential uses to the north and south)
or where other nearby development proposals may impact
upon H Street (i.e. North Capitol and Union Station Air
Rights to the west).
1.5 Planning Process
The process for the Strategic Development Plan included a
series of Advisory Committee work sessions, public workshops, and a 5-day interactive design charrette. In addition,
Advisory Committee Formation

As described previously in Section 1.3, a community-based
Advisory Committee was formed yo represent the interests
of a broad cross-section of area stakeholders and guide the
planning effort. Members of the committee included residents and business owners, representatives of neighborhood
and civic associations, Advisory Neighborhood Commissioners, and representatives from H Street business associations
and area cultural institutions. Advisory Committee meetings
were led by the Office of Planning and typically held prior to
the broader community workshops. The Advisory Committee
served as a conduit for information dissemination, reviewed
documents and plans and reviewed the proposed scope of
work for the Study.
Inventory & Initial Public Workshop
Prior to the initial community meeting, the design team completed a review and analysis of physical conditions along the
H Street corridor. The inventory relied on data provided
by the Office of Planning tax assessor records, GIS data,
development policies and regulations as well as information collected through a series of field surveys and stakeholder
interviews. Through the field surveys and interviews, the
design team collected information regarding the condition
and occupancy of buildings and the quality of public spaces
and rights-of-way. This information provided the basis for the

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CHARRETTE & KICK-OFF MEETING IMAGES
identification of development, preservation, parking, and public

space improvement opportunities.
On September 12, 2002, the Office of Planning and the Advisory Committee held the first public meeting. The session
was designed to introduce neighborhood stakeholders to the
study, review the study goals and objectives, present the design
teams preliminary findings, and solicit feedback on issues and
ideas for the corridor. Following an introduction by members
of the Advisory Committee and presentations by Office of
Planning staff and members of the design team, participants
shared observations about existing conditions and ideas for
positive change.
Design Charrette
During the next stage of the process, the design team led
the community through a week-long design charrette at the
Capital Childrens Museum. From September 23-27, 2002,
members of the team worked with community stakeholders
to develop and test ideas and identify potential solutions to H
Streets planning and development challenges.
In recent years, charrettes have gained popularity as effective
platforms for collaboration and community problem-solving.
As with the H Street Charrette, events are typically organized
around the following kinds of public activities:
Listening Sessions. Public workshops, stakeholder work sessions, and drop-in sessions provide opportunities to build a
shared understanding of challenges, opportunities, expecta-
tions and ideas;

Design Workshops. During a charrette, planners and
designers quickly generate design ideas and development
alternatives, responding to ideas and information gained
through the listening sessions;
Focused Interviews. Dedicated meetings are held with
individual stakeholder groups including merchants, property
owners, implementing agencies, etc.; and
Review Sessions. Drop-in sessions, walking tours, briefings,
and public workshops provide opportunities for the community to review and respond to ideas and proposals.
The openness of a charrette allows input and feedback from
parties that have a stake in the plan, intimate knowledge of the
place and its people, and the ability to support implementation. The active engagement of community members, public
officials, property owners, and local merchants is a prerequisite
to success. The H Street Charrette allowed easy access during
the drop-in sessions, workshops and formal presentations.
Throughout the week, residents, property owners and merchants stopped to check on the teams progress, share ideas
and concerns, and provide real time feedback on design and
proposals.
The charrette commenced with members of the Advisory
Committee leading the design team in a walking tour of the
corridor. The tour was followed by a public workshop held
the at the Capital Childrens Museum the evening of Septem-
ber 23, 2002. That evening the team reviewed the analysis
of existing conditions and initial design and development
concepts, and led a series of small group discussion sessions.
This was an opportunity for members of the planning team
to introduce the study and share initial observations concerning H Streets assets and issues and hear community concerns,
ideas and visions for the corridors future.
During the next two days of the charrette the team began the
design process and simultaneously held meetings with a variety of stakeholders, including merchants, residents, and property owners. The intense process allowed the information
received during the meetings to be fed directly to the design
team and incorporated into the design effort.
The charrette concluded with a large-scale public workshop
during which Mayor Anthony Williams offered a summary of
the Districts on-going work in the neighborhood and members of the design team presented the outcome of the design
effort and led a question-and-answer session with attendees.
Following the charrette the design team worked closely with
the Office of Planning to develop the recommendations contained in Strategic Development Plan. The Office of Planning
continued to provide the design team with community input
obtained from various meetings, emails and other communications. In addition, the Draft Strategic Development Plan was
presented at approximately ten individual neighborhood organization meetings throughout the H Street community.

theHOKPlanningGroup
Gallaudet University
LOCATION IN THE CITY
Trinidad
Near Northeast
Carver Langston
H Street NE
The White House
Stanton Park
Union Station
The Federal Triangle
Kingman
The U.S. Capitol
2 P L A N N I N G C O NT E XT
The combined effect of three factors H Streets strategic
location, critical mass of large-scale private investments in the
area, and public initiative to improve neighborhood livability
and economic vitality make this a perfect time to plan for
the corridors future.
2.1 Strategic Location in the City
The H Street corridor benefits greatly from its strategic location within the city and region. The corridor has served,
and continues to serve, both as a pedestrian-oriented retail
street and a vital regional link in the Districts transportation
(vehicular and transit) network. Striking a sustainable balance
between these interrelated rolesdestination and movement
corridoris among the central challenges of the current planning effort.
A District Destination
As historic photographs suggest and long-time residents and
property owners confirm, H Street in the mid 1900s both
before and after integration in 1954 was among the
Districts most lively, safe and attractive shopping destinations.
Residents from the surrounding neighborhoods known
today as the Near Northeast neighborhood to the north and
the Stanton Park and Linden neighborhoods to the South
could satisfy virtually all their needs for goods and services
along the corridor, as well as their desire for entertainment
RFK Stadium
and eating. With diverse offerings and evening hours, H Street

also became an important after-work and weekend shopping
district serving the entire District.
As with other urban commercial corridors, conditions along
H Street started to decline in the 1960s. Suburban competition, rapid population losses in the late 1950s and early 1960s,
and the 1968 riots combined to diminish H Streets position
as a regional destination and neighborhood-shopping street.
Records of the construction activity along the corridor provide evidence of changes in the pace and pattern of investment. 165 of the corridors existing 323 buildings were built
between 1900 and 1940, which translates to an average of 40
new buildings per decade. In contrast, only 12 new commercial buildings were constructed along H Street since the riots,
and only 3 of these were taller than one story.
The scale and character of development transformed along
with the pace of change. While a few of the new buildings
provided storefront retail spacenotably the office development on the 600 blockmost of the new buildings followed
a more-suburban model, with front or side rather than rear
yard parking (Hechinger Mall and H Street Connection), minimal storefront display space, signage directed to automobile
traffic rather than pedestrians (CVS), and building materials
and details out of step with the historic context of the street
and surrounding neighborhoods (Auto Zone).
While the streets general decline has been reinforced by the
unsympathetic quality of recent development and lingering

perceptions that the street remains an unsafe and unwelcoming place, signs of positive change exist and present an
important foundation for the Strategic Development Plan.
Hechinger Mall provides shopping opportunities otherwise
unavailable to local residents. Meanwhile, the H Street Connection, despite its suburban character, has helped maintain H
and 8th as the neighborhoods 100% commercial corner by
providing a concentration of recognized retail establishments
adjacent to a busy transit interchange area. Several building
renovations, storefront improvements, and upper story conversions central objectives of virtually every Main Street
revitalization effort are planned or underway, the H Street
Playhouse on the 1000 block is attracting patrons from across
the region, and proposals like that to restore the Atlas Performing Arts Center for live theater and dance performances
are raising the communitys expectation that positive change is
a real short term possibility.
Important Travel Route
H Streets role as an important travel route also has evolved
over time. In the early days of the District, H Street served as
one of the citys primary eastern gateways with connections
to Bladensburg, the Benning Bridge, and more distant destinations in Maryland.
The popularity of trolleys as a means for mass transportation
in the early to mid-1900s further reinforced H Streets role

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PRIVATE DEVELOPMENT PROPOSALS
H
Old Sears Site
Capitol Childrens Museum
Ma
Hechinger Mall
Atlas Performing Arts
15th Street
13th Street
12th Street
11th Street
7th Street
6th Street
5th Street
200 & 300 Blocks
H Street NE
14th Street
F
4th Street
3rd Street
2nd Street
8th & H Street
E
B
ue
ven
dA
an
ryl
10th Street
BP/Amoco
8th Street
Union Station & Air Rights

North Capitol Street
Eye Street NE
Bennin
g Road
G Street NE
Station Place
as local and regional travel corridor. The trolley system also

served as a catalyst for the commercial cluster that developed
around the crossing of the H and 8th Street lines, and with the
shift in technology from rail to bus, the intersection of 8th and
H Streets continues to serve as the focus of neighborhoodoriented retail and commercial services.
H Street also serves as a primary commuter route between
downtown and suburban destinations north and east of the
city. Since the construction of the Hopscotch Bridge in the
1970s and the subsequent institution of rush hour prohibitions on street parking, H Street is among the moderate to
heavy traveled commuter routes in the District.
H Streets function as a travel corridor presents both challenges and opportunities. While high traffic volumes and
transit ridership present opportunities for retailersfrontage
along busy streets and bus lines often translates to increased
saleshigh travel speeds, poor quality streetscapes, and the
lack of conveniently-located parking diminish the corridors
attractiveness to potential patrons of local businesses. If the
transportation system can be designed to better serve the
needs of residents and shoppers, H Streets re-establishment
as a neighborhood and district destination may be more easily
achieved.
2.2 Private Development
Several projects pending or proposed will have a significant
impact on the future of the corridor and provide an impor-
tant foundation for the planning effort.
tectural integrity of Union Station.
Union Station Air Rights (A)
Station Place (B)
Union Station, located a short walk from the H Street, is

among the Districts most active destinations. The Station sees
approximately 100,000 visitors per day including tourists, local
residents and local office workers from adjacent Capitol Hill.
The Station includes over 200,000 square feet of retail space
in 100 to 120 stores and restaurants, an AMC theater, and
170,000 square feet of office space for Amtrak and terminal
functions.
Station Place is a three-phase development of approximately

1.5 million square feet of office and 950 parking spaces.
Phase 1 and 2 of the development are underway and will be
occupied by the Security and Exchange Commission (SEC)
national headquarters. Construction of the two 10-story
buildings is expected to be complete by the end of 2005.
There is no target date for the construction of Phase 3, as a
lead tenant has not been identified. Phase 3, approximately
500,000 square feet of office space, is being marketed primarily to the Federal government. The proposed Phase 3 building
is to be located on 2nd Street. The building will have a third
floor connection to H Street with a primary street address on
2nd Street.
Union Stations current parking garage, which connects

directly to the west end of the Hopscotch Bridge, includes
1,400 parking spaces for Amtrak passengers, shoppers and
Station employees (200-250). The Station had been planning
to expand their garage by an additional 1,200 spaces, but this
project has been delayed pending the finalization of plans for
development of the Station air rights.
The General Services Administration recently solicited proposals from private sector interests for the development of
the air rights over the Amtrak tracks that pass beneath the
Hopscotch Bridge. Through a competitive process, GSA
selected Akridge Company, a District-based developer of
office and mixed use projects, to prepare detailed development plans for the site. Currently, plans are being drafted for a
large-scale mixed project to include three office buildings and
an inter-modal transit facility south of the Hopscotch Bridge
and a hotel and parking facility north of the bridge. Building
heights for the site are said to be limited to protect the archi-
Current plan calls for a pedestrian connection within the

buildings from H Street to Union Station, which would be
available to the public during normal business hours. In addition, a signalized parking entrance will be located on H Street
at the current median break on the Hopscotch bridge. The
developers traffic study indicates that approximately 50% of
the cars parking on site will access the site from the H Street
garage entrance. SEC will employ approximately 5,000 workers, 70% of whom use public transit.
Capital Childrens Museum (C)
Although a final decision has not been made, the Capital
Childrens Museum is considering relocating. Prior to the

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Museums occupancy of the 2.47 acre site, the property was

controlled by the Little Sisters of the Poor and developed
over a hundred year period as a convent and home for the
aged and destitute. Portions of the existing buildings are as
old as 125 years with the newer sections dating to the 1960s
and 1970s. Although the complex is not currently listed on
the National Register of Historic Places or the DC Inventory
of Historic Sites, it almost certainly would quality for both designations. In addition to the Museum, the buildings also house
two charter schools with approximately 300 students and a
private school of approximately 25 students. The schools are
a tenant of the Museum and do not have long term plans of
staying in the building.
The Capital Childrens Museums goal is to become the
National Childrens Museum, which would allow them
to continue to serve the local market, but expand to also
serve the national tourist market. The Museum reports that
they cannot fulfill their mission in the current buildings. The
Museum would like to increase its capacity to be able to serve
500,000 to 750,000 visitors per year., and has thus explored
options to redevelop the site to provide 140,000 to 200,000
square feet of space on a maximum of 3-4 floors. Such a plan,
however, does not take into account the sites historic significance, and would likely encounter strong opposition from
local preservation organizations and community groups.
BP/Amoco Site (D)
BP/Amoco has been working with the community to develop
a design solution for their proposed gas station at the intersection of H Street and 3rd Street. BP hopes to construct a
station with 16 pumps covered by an overhead canopy and
a convenience store with associated parking. The latest proposal being discussed by the community and BP uses only the
western half the site, leaving the portion east of the alley available for other developers. The building is sited with the short
end of the building abutting the sidewalk and the entrance
doors facing the pump area. The project is scheduled for
submittal to the Districts Board of Zoning Adjustment (BZA)
in early 2003. Their current plans are accommodated on the
property frontage from the existing midblock alley to the 3rd
Street to the west. The property to the east of the alley is
suitable for redevelopment for other uses and is expected to
be sold.
200 & 300 Blocks of H Street (E).
Preliminary plans exist for the development of sites along the
south side of H Street between 2nd and 3rd Streets and 3rd
and 4th Streets. With the exception of a few buildings in poor
condition, these sites are vacant and ready for development.

However, while the 200 block is under single ownership, the
18 parcels of the 300 block continue to be owned by 8 different owners.
Contributing to the attractiveness of these sites for mid-rise
residential and mixed-use development is their location within
a short, 8-10 minute walking distance from the Union Station
Metro.
8th and H Street (F)
The H Street Community Development Corporation
(HSCDC) plans to build a retail store on a 8,584 square foot
site at the intersection of 8th and H Street. The current proposal includes the creation of ground level retail (two shoe
stores and a fast food restaurant chain) in a single story building. In public meetings about the project, residents expressed
concern about the low scale, design quality, and proposed tenants (several fast food outlets and shoe stores exist near the
proposed building). To address some of these concerns, the
HSCDC has suggested the addition of a second story faade
treatment (i.e. false second story). The proposed faade treatment would include construction of second story walls with
no roof or windows; therefore there would be no occupied
floor area.
tion of construction drawings will begin in the spring of 2003.

Subject to the success of ongoing fund-raising, construction
will begin in January 2004, with an expected opening in March
2005. The project leaders are also interested in finding shortterm housing options for visiting performers; approximately a
dozen such studios would be required.
The building was added to the DC Inventory of Historic Sites
in October 2002, thus making the project eligible for a range
of preservation incentive and assistance programs. These possibilities may be limited, however, by the constraints of current
preservation regulations.
Former Sears Site (H)
The owners of Hechinger Mall also own 4.97 acres of vacant
land at the intersection of Maryland Avenue and Bladensburg
Road., formerly the site of a Sears department store. The
owners are considering two alternative uses for the land. The
first is a residential option that would include a four-story
building, surrounding a parking structure in the center of the
site and some convenience retail. A density of approximately
50 dwelling unit per acre is anticipated, which could yield 200
to 250 units. The second option is for the development of
the land as a large format single tenant retailer in a one-story
structure with surface parking.
Atlas Performing Arts Center (G)
Hechinger Mall (I)
Current plans for the Atlas Theater Complex, including the

Atlas Theater itself and the adjoining vacant storefronts, call
for the development of a Performing Arts Center (PAC), the
only community based performing arts center in the region.
The complex will include two professional theaters: a fixedseat theater with 285 seats and a flexible-seat theater for up
to 250 seats; two lab theaters (seating 125 each) for rehearsals, informal performances, classes, and meetings; three dance
studios; costume and production shops; and offices. The dance
studios will front on H Street and classes will be visible from
the street.
Hechinger Mall has no plans for expansion on site, but will

be undertaking some cosmetic renovations to the building
exterior and signage. In addition, Safeway intends to begin
an interior and exterior store renovation. The Mall, which
includes approximately 25 tenants, is nearly 100% leased
including the addition of two recent anchor tenants, Modells
Sporting Goods and National Wholesaler Liquidators (NWL).
The retail draw of the anchor tenants is approximately 3-5
miles, while the other smaller tenants have a neighborhood
customer base. Rental rates are competitive with other noncentral city areas. The Mall includes on-site surface parking for
approximately 590 cars.
Parking is an important consideration for the PAC They have

expressed an interest in temporary parking on the city land
behind the Library and on the Auto Zone site; neither option
has progressed to discussions yet, nor will either site as currently configured will be adequate. The nature of the PAC
functions also requires consideration of patron and student
drop off and pick up in front of the site along H Street; this
influences traffic flow and on-street parking provision.
2.3 District Initiatives

The District has several policies, initiatives and programs
designed to improve neighborhood livability and promote
reinvestment. These, along with a number of planned capital
investments in the area, will strongly influence the future of
the corridor.
The project is currently in concept design phase; prepara-

theHOKPlanningGroup
reStore DC
The Districts reStore DC program emphasizes 1) promoting
and marketing business districts; 2) improving the appearance and economic health of neighborhood business districts;
and 3) strengthening the internal capacity of District government agencies, along with organizations engaged in revitalization activity. The initiative emphasizes local entrepreneurial
opportunity, and the strengthening of partnerships among
the District government, civic and professional organizations,
residents, and business owners and managers to facilitate
commercial growth in every neighborhood. Elements of the
initiative are described below.
The DC Main Streets program consists of a comprehensive
package of technical and financial assistance for neighborhood business districts. The goal of the program is to establish and implement a continuous and comprehensive revitalization program in a range of local neighborhood business districts. Each program would be based on a proven
national model, The Main Street Four Point Approach: organization, economic restructuring, promotion, and design. H
Street NE was among the first five (5) commercial districts
designated as a DC Main Street and is in the early stages of
organizational development;
The Commercial District Technical Assistance Program (CDTAP) offers direct assistance to any commercial district in the
city, with grants awarded four times every year by the Office
of Deputy Mayor for Planning and Economic Development.
The CD-TAP is budgeted District-wide at $400,000. The
CD-TAP grants are for a maximum $25,000 each, and are
designed to assist short-term (30-90 day), highly visible projects or activities (merchant directories, special events, predevelopment studies, etc.). Business districts with specific
technical assistance needs could apply for matching funds to
procure technical assistance or advisory services related to a
specific revitalization activity or project(s). Local Main Street
program areas are ineligible to apply, as they receive comprehensive services and annual grants for 5 years. But other
local groups (i.e., merchant groups) are eligible. As such, CDTap may be available to provide assistance to H Street at a
level of $75,000 over 3-5 years;
The Commercial Property Acquisition and Development
Fund provides matching funds for non-profit organizations to acquire, redevelop, or build commercial properties
located anywhere in the District;
The Small Business Development Program assists businesses grow and prosper through opportunities for training, workshops, conferences, technical assistance, and access
to Capitol. This program component is funded at $1 million for fiscal year 2002; and
The Storefront Improvement Grants program offers storefront improvement grants to small business owners for the
enhancement of retail or commercial properties. The program is administered by the Department of Housing and
Community Development and the Office of Planning, partnering with local community organizations. The District will
grant 80% of the total costs of improvement projects and
the business owner is responsible to the remaining 20% of
the cost..
Strategic Neighborhood Investment Program (SNIP)
A targeted investment policy wherein priority District neighborhoods or locations receive a series of comprehensive
public actions or funds to complement and/or catalyze private sector investment.
Transit Enhancements
The District, with the Washington Metropolitan Area Transportation Authority (WMATA), is conducting assessments
of potential corridors and routes for enhancing the citys
mass transit network through the introduction of new
transit technologies including intelligent transportation systems, rapid bus transit, light rail transit or reestablishment of
trolleys. As indicated in the transportation section of this
report, early studies identify H Street as a candidate for such
improvements.
Transit-Oriented Development (TOD)
The Districts Transit-Oriented Development Program is a
smart growth planning strategy designed to leverage transit
investment to enhance existing neighborhood centers by
creating active and compact neighborhood development
opportunities.
Parking Demand Management
This District policy focuses on creating livable neighborhoods while supporting successful retail and residential
development through efficient management of parking
demand and resources that may include creative pricing
strategies, shared parking, municipal parking, shuttle and
transit programs, and flexible design
Housing and Economic Redevelopment
The retention and attraction of residents is a major component of the District of Columbias economic development
strategy. Over the next ten years the District seeks to capture another 100,000 new residents back to the city. The
Williams Administration has put in place several initiatives
aimed at increasing housing production and affordability to
accommodate this growth. These include the following:
Housing Act 2001. The housing initiative protects existing affordable housing, reduces displacement, converts
vacant and dilapidated buildings into new housing, and
promotes new housing for people of all incomes. The centerpiece of the housing initiative is the omnibus housing
legislation. The bill improves existing homeownership programs, creates new funding streams for affordable housing
preservation and production, provides greater protection
against displacement [HOW?], and offers new incentives
for homebuyers and developers to build and rehabilitate
housing. More information can be found on this initiative at
www.dcbiz.dc.gov/services/housing_initiative_2002a.shtm.
Home Again Initiative. The Districts Home Again Initiative is a program to convert vacant and abandoned buildings
into quality homes. Under the initiative, the District will gain
site control of vacant houses and sell them to developers
who will rehab them into housing. Its mixed income homeownership structure stipulates a minimum of 30% of the
homes sold will go to low income families. This Initiative will
focuses on empty lots and homes with no occupants.
New Neighborhoods. (from the Mayors Neighborhood 10: 10 Strategies for a Stronger Washington)
Several large sites - on former federally-controlled land like
St. Elizabeths Campus, on city-controlled properties such as
Public Reservation 13, and on large tracts of underutilized
land such as Mt. Vernon Triangle in Downtown Washington
- offer excellent opportunities to build new, mixed-use and
mixed-income communities without the displacement of
existing residents. Community planning efforts have begun in
several of these areas.
Comprehensive Plan Update Housing
Opportunity Areas.
The Office of Planning is in the process of updating
the Comprehensive Plan for the District of Columbia.
The current Comprehensive Plan does not recognize
the corridor as a Housing Opportunity Area. However,
this should be reconsidered in the update because the
corridor is capable of producing new, mixed use and mixed
income residential opportunities without displacing existing
residents. The revisions to the Comprehensive Plan are
expected to be complete by 2006.

theHOKPlanningGroup
EXAMPLES OF DESIRED RETAIL ENVIRONMENT
3 M A R K E T C O N D I T I O N S S U M M A R Y 3.2 Economic Overview

The full market conditions analysis is provided in Appendix A of
this report.
3.1 Methodology
ERAs approach was comprised of the following main components:
An examination of key regional economic indicators such as

employment and population trends and projections.
An analysis of demographic and economic conditions in the
corridor.
An assessment of real estate market conditions for office
and residential uses in the District and relevant sub-markets.
The preparation of estimates of supportable office and residential development in the corridor.
A retail market analysis for the corridor including potential
future induced demand for retail space generated by new
residents and workers.
An assessment of the implications of new cultural and
entertainment facilities for the potential for eating and
drinking uses.
A discussion of the implications of new big box uses and
mall development at either end of the planning area for
other retail uses in the corridor.
The Washington metropolitan areas economy has experienced significant growth during the past decade, a trend
that is forecast to continue during the coming 20 years or
so.
Growth in the technology sector has been the primary
force driving demand for new office space in the region.
This sector has experienced downsizing due to a market
correction in relation to over-valued telecommunications
and e-businesses.
Nevertheless, we anticipate that, in the long-term, the
sector will continue to play a centrally important role in
regional economic growth.
Forecast employment growth in all sectors will fuel
demand for around 11.6 million square feet of additional
office space in the District to the year 2012.
3.3 Market Analysis

Office
Washington, D.C. office market has strongly rebounded

from the early nineties, with a total of nearly 10.4 million
square feet of Class A and B office space added from
1995 to the second quarter of 2002.
Throughout Washington, there is an under-supply of
approximately 600,000 800,000 square feet of Class A
space and 1.7 1.9 million square feet of Class B space.
Based on existing vacancy rates, we estimate that there is

currently a net under-supply of approximately 480,000 to
510,000 square feet of Class A space in the East End submarket. There is currently an oversupply of approximately
140,000 150,000 square feet of class A space in Union
Station.
The undersupply of Class B space is more marked with
existing pent-up demand for approximately 775,000
800,000 square feet in both sub-markets combined. The
Union Station sub-market accounts for approximately
280,000 300,000 square feet of this undersupply.
Absorption activity in the East End sub-market has been
driven by Class A space largely in the form of new deliveries. Approximately 1.5 million square feet of such space
absorbed during the last two years. This compares to
negative absorption of around 50,000 square feet of Class
B space and 20,000 square feet of Class C absorption.
However, this analysis must be placed in the context of
the exceedingly low vacancy rate for Class B space at the
end of 2000 at around 1.4 percent.
The Union Station sub-market has also witnessed strong
absorption activity with around 260,000 square feet of
Class A space and 340,000 square feet of class B space
during the past two years or so.
There is approximately 4.6 million square feet of floor
space under construction or renovation throughout central Washington in 16 buildings, all due to be delivered by
the first quarter 2004.

theHOKPlanningGroup
H Street Corridor Study: Retail Market Analysis
Summary of Supportable Retail Space: 2002 - 2012
(Square Feet)
2012
High
High
Low
Productivity
Productivity Productivity
(1)
Retail Category
GAFO (2)
181,000
91,000
160,000
Convenience (3)
108,000
54,000
94,000
Meals and Beverag
64,000
32,000
49,000
Total (4)
353,000
177,000
303,000
(1) Based on 2002 Mid-Atlantic sales per square foot averages from
International Council of Shopping Centers' Monthly Mall Merchandise Index.
(2) General merchandise includes general merchandise stores, apparel stores,

and furniture stores.
(3) Convenience includes groceries, personal services, stationery,
drugs/sundries, books and magazines,and tobacco.
(4) Includes space supported by new workers and residents

Source: Claritas Inc.; Economics Research Associates, October 2002.
more modest, perhaps an additional 50 - 100 units.

Retail Market Potential
Multiple Unit Residential Market Analysis
2002
In the East End sub-market there is approximately 1.8

million square feet under construction or renovation in
seven different buildings with around 80 percent of the
space available. In the Union Station sub-market there is
approximately 880,000 square feet in two buildings both
of which are pre-leased by tenants which include the
SEC.
Between 2002 and 2012, we believe the H Street corridor planning area can capture between 2 and 3 percent
of the Class B office market growth potential of the relevant adjacent sub-markets equating to around 150,000
200,000 square feet of space.
The District is part of a wider apartment market that

includes the inner suburbs of Arlington and Alexandria,
and Fairfax, Montgomery and Prince Georges counties.
The apartment market potential in the District depends
on the extent to which it can effectively compete with
these suburbs for multiple unit residents.
We estimate that there are currently around 84,500
apartment units in the District of Columbia and a
vacancy rate of two percent, well below typical stabilized
rates of between 3 and 5 percent.
At present, we believe that there is sufficient pent-up
demand to support between 1,800 and 2,300 additional
apartment units in the District.
Population growth in the sub-region should generate
demand for approximately 40,000 additional multiple
family units for the ten-year period to 2012. This is
based on the ratio between the resident population and
the total housing stock.
The estimated ten-year incremental demand potential in
the District is around 12,000 units. This forecast coupled
with existing pent-up demand in the District, suggests
that there exists sufficient demand to support an additional 13,800 14,300 additional units to the year 2012.
Based on the performance of relevant sub-markets
including Downtown/Logan Circle and Capitol Hill, we
believe they can capture approximately 45 percent of
District demand potential to the year 2012, or 6,300
units. Excluding committed projects this translates to
around 4,300 units.
We believe the H Street corridor could capture around
15 percent of this market potential equating to around
650 units.
Based on the distribution and pace of condominium
development activity, we believe the corridor potential is
ERA examined the market supportable retail potential

for the H Street Corridor. We have developed estimates
for retail space potentials by major retail category under
three scenarios:
Existing Conditions and Productivity Rates (2002)
Existing Conditions and Investment Productivity Rates
(2002)
Future Conditions and Investment Productivity Rates
(2012)
ERAs intent in this analysis was to define a reasonable
estimate of supportable space for a retail program comprised of the following major retail categories:
General Merchandise, Apparel and Accessories,
Furniture/Home Furnishings and Other (GAFO)
Convenience
Eating and Drinking
The retail market potential of the planning area is established by examining the expenditure potential generated
from two major sources: expenditures of residents in the
primary and secondary trade areas and customers that
have been calculated as an inflow factor.
By 2012, the primary trade area is forecast to contain
approximately 5,500 households, an increase of around
15.3 percent over current levels as a result of the potential multiple unit development in the corridor identified
above. Households in the secondary area are forecast to
increase by approximately 10.5 percent to around 32,000
by 2012.
By 2012, the combined total household income for both
trade areas will be around $2.4 billion.
At present, there are approximately 15,000 workers
in the corridor. The expenditures of these workers do
contribute to the support for retail uses in the corridor.
We estimate that at present the workers in the primary
trade area spend approximately $13.5 million in the corridor annually. This is capable of supporting approximately
42,100 square feet of retail space. Of this space, around
27,000 square feet falls is the eating and drinking category.
H Street is a major, heavily trafficked arterial with approximate average daily trip estimates of 24,000 cars. As such,
we believe retail uses along the corridor are capable of
capturing a significant proportion of their total retail sales
from customers who primarily reside outside the trade
area.

theHOKPlanningGroup
Implications of Potential Cultural and Entertainment

Facilities
At present, two theater projects are under development

or in early stages of operations. The most ambitious
project is the Atlas Theater, which has been proposed to
include two smaller theaters for live performances; one
is to include 150 seats, while the larger theater would
include up to 250 seats. The other is the H Street Theater,
which includes 150 seats.
Theaters and other cultural venues do create traffic for
retail corridors, and are particularly supportive of generating business for food and beverage establishments (cafes,
table service restaurants, coffee and liquor bars designed
to serve the tastes and expenditure potentials of theater
patrons), and draw visitors to the area during the evenings
when many traditional retail stores have closed.
The total amount of retail supported would be less than
500 square feet of space. This is not to discount the
importance of attracting theater patrons to H Street in
the evenings; the theaters would be very positive activating uses for the area.
Implications of Development on Large Sites at Both

Ends of the Corridor
Part of the planning and economic viability issues for H Street
concerns the potential and impact of the large sites at the
ends of the corridor the Hechinger site and the proposed
air rights development at Union Station, Station Place. A
number of stakeholders at the Design Charrette suggested
that it would be beneficial to the area (and would provide
missing product lines and values) if one or more Big Box
retailers (large format retail stores selling a large assortment
of consumer products such as electronics, linens and housewares, or other lines; examples include stores such as Target
or Best Buy) could be recruited to a location along H Street.

ERA reviewed preliminary plans for Station Place as well as
discussed the build-out potential for the Hechinger site. After
consideration of both sites, ERA concluded the following:
Introduction of a Big Box retailer (55,000 to 80,000

square feet) would require either that the store be constructed on two levels (no longer considered an impossibility by national chains, but more costly to operate
than conventional suburban sites and far from common
in the industry) and/or that structured parking would be
required to support the needed number of spaces (also a
higher than usual cost, if compared to suburban sites).
The market impact on H Street corridor retailers would
be indirect rather than direct for either location. Because
of the prevailing pedestrian shopper behaviors (consumers are reluctant to walk more than 1,200 to 1,500 feet as
part of a shopping experience), neither site would comfortably be a walk-to location from the proposed Main
Street core area along the central portion of H Street. It
is more likely that the introduction of one or more Big
Box retailers at the eastern or western end of the corridor would help in recapturing a large share of Districtbased expenditures which are currently leaking out of
the District to these types of stores in Northern Virginia
(particularly to the Potomac Yards Big Box mall near
Alexandria on Route 1) or to stores located in Prince
Georges County. Recapturing these lost expenditures
would also increase pass through traffic along H Street as
they would generate what the retail industry calls inflow,
defined as a retail use that is a strong enough destination
that customers will seek it/them out and are willing to
travel further than the distance that the more proximate
markets (motivated by convenience) would be willing to
go.
These recovered sales, largely from District of Columbia

residents from Capitol Hill and other neighborhoods in
NE and NW Washington, would attract more people
driving to the destination Big Box stores along the H
Street corridor, increasing the level of exposure for
locally owned and Mom-and-Pop businesses located
in the more pedestrian-oriented central portion of H
Street. While it may be argued that destination retailers
may not generate sales in specialty shops and restaurants
on the same trip as their Big Box visit, the exposure
could foster another shopping trip later as more and
more customers become familiar with the H Street corridor. Therefore, the benefits of introducing/recruiting
Big Box retailers to H Street is less direct, but would
build customer traffic from other parts of the area which
would be less likely to come to H Street at all without
the Big Box destinations.
With regard to the potential linkage between the central
pedestrian retail zone of the Corridor with the Station
Place project, ERA is concerned that the walking distance
inside the project from central H Street, combined with
the grade change up the Bridge from the street level
below, will act as discouragements to the expectation
of an easy flow of pedestrian shoppers between Station
Place and the central (most active, pedestrian oriented)
core of the H Street corridor.
(ERA maintains a policy is that their reports and the findings

contained therein should be presented in their entirety with no
abstracting, modification or omissions without the express prior
permission of ERA. ERA reserves the right not to respond to
statements or questions regarding the data or findings presented
in any ERA document that has been modified.)

theHOKPlanningGroup
10
EXAMPLES OF DESIRED RETAIL ENVIRONMENT
4 R ET A I L E NV I R O N M E NT
This section of the plan provides a summary of the planning teams analysis of the retail environment along H Street.
The text offers an assessment of conditions, an overview
of market forces affecting retailers, and a review of existing
retail offerings.
4.1 Overview of Issues
neighborhood goods and services should be provided on H

Street, the neighborhoods traditional Main Street. A retail
solution should be planned and directed in a manner that
fosters thriving businesses and bustling sidewalks. Additionally, a successful retail condition will capture a portion of the
local spending currently going to markets outside of the H
Street community.
Within one-half mile of the H Street neighborhood, over

250 of the Districts most profitable retailers can be found
at Hechinger Mall and Union Station. This retail is not meeting the needs of the community, who feels the absence of
basic goods and services, as well as a common, everyday
place for interaction between neighbors.
(The H Street Merchants and Consumers Survey and Result

Summaries are provided in Appendix B.)
The H Street Consumer Survey, conducted in summer

2002, demonstrates the lack of services provided in the
area. Eighty-one percent of those surveyed make their
grocery purchases either elsewhere in DC or outside the
District. Seventy-five percent do their basic convenience
shopping away from H Street. Ninety-five percent of all
home items are bought either elsewhere in DC or outside
the District, while approximately eighty-five percent of all
clothing purchases are made outside the area. Restaurants
outside the H Street district capture eighty-nine percent of
H Street neighborhood residents business. Other retail categories show similar deficiencies along H Street.
Retail trade areas are determined by evaluating the approximate geographic area from which a retailer can reasonably
draw customers. With this information, a calculation of a
target market for local-serving retailers can be estimated.
The assessment of a trade area for H Street is based on
four distinct factors:
It is both socially and economically sound to suggest that
4.2 Market Context

Retail Trade Area
the distances urban customers are willing to travel;

the methods of travel that urban customers are willing to
use;
the existing and established retail competition that surrounds the potential retail area; and
physical and psychological barriers (i.e. major avenues and
streets, parks, etc.) that surround a potential retail area.
Within a dense area like Washington, DC, the distance that

urban customers are willing to travel is often measured in
blocks, rather than miles. For retail areas that expect daily
traffic from the surrounding neighborhood, eight to twelve
blocks is a reasonable distance to extend a trade area
boundary.
The methods of customer travel to an urban area can
expand the trade area a great deal. For example, retail
space next to a busy Metro stop can increase its customer
base exponentially. Along H Street, the potential customer
draw is enhanced by the well-established and frequentlyused bus stops.
As for future transit opportunities, we are very optimistic
that if H Street gets on its feet and becomes a vital neighborhood retail district, the introduction of new transit
options could be extremely beneficial for this corridor,
especially adding to the potential customer base at rail
stops. However, as bus rapid transit is in its early stages of
development, and unlikely to be completed within the next
five years, we are not projecting for its retail demand. If the
enhanced transit system becomes more defined as new H
Street development projects are brought online, revisions to
this section of the report should be considered. We do not
want to create retail projects that are dependent upon an
undefined transit line to succeed.

theHOKPlanningGroup
11
COMPETITIVE RETAIL CLUSTERS
PRIMARY RETAIL TRADE AREA
East End/China Town
H STREET RETAIL CORRIDOR
H STREET RETAIL CORRIDOR
Hechinger Mall
Union Station
Eastern Market
Competitive Supply
Throughout Washington, DC and the metropolitan area,
there are many neighborhoods with a specialty retail component. Within the District, Adams Morgan supports a
recognized variety of ethnic restaurants and nightclubs.
Georgetowns identity is tied to luxury merchandise, fashion,
boutique gifts and restaurants. Friendship Heights brand is
created by high-end fashion and jewelry, as well as urban big
box retail. Each of these neighborhoods occupy a unique
place in the citys retail market, but none of them serve as
direct competition to H Streets shops and restaurantsyet.
Retail neighborhoods evolve. Three of the best local examples of this evolution in progress are the U Street Corridor,
Downtowns F and 7th District and Columbia Heights. After
years of planning, identity creation, and redevelopment,
these three neighborhoods are reaching the midpoint of
their retail maturity. In the next few years, they will compete
in the same retail marketplace as Georgetown, Friendship
Heights, Old Town, Bethesda Row, and Dupont Circle.
H Street must first get back on its feet. Before the late
1950s or early 1960s, H Street was the second or third
highest grossing retail district in the city. Now, the initial
step is to recreate a neighborhood goods and services retail
district. The competitive supply for concentrated neighborhood goods and services type is evaluated by identifying and
investigating existing, established retail districts adjacent to H
Street.
The existing and established competition adjacent to H
Street has a definite impact on its retail potential. The
retail centers or districts that serve a concentrated base of
customers near H Street NE are the East End/Chinatown,
Pennsylvania Avenue/Eastern Market/Eighth Street, Hech-
inger Mall, and Union Station.

The East End/Chinatown. Until just recently, the retail
offerings of this area were geared almost exclusively to
tourists and regional visitors attending the MCI Center,
the theaters or one of the several museums in the area.
Within the past two years, following the infusion of over
4,000 housing units, the East End/Chinatown is starting to supplement its strong restaurant presence with
considerable neighborhood goods and services retailers.
The most notable of these will be the grocery store and
adjacent retail offered at Mount Vernon Walk (the former
Wax Museum Site at Seventh and K Streets).
Pennsylvania Avenue/Eastern Market/Eighth Street. This
small, but growing, retail corridor draws customers from
the dense surrounding Capitol Hill neighborhood with
very attractive demographics and its Metro access. With
a mix that primarily serves the Capitol Hill community,

theHOKPlanningGroup
12
this collection of shops includes CVS, Kinkos, Bread and

Chocolate, Ben and Jerrys, several hair salons and an
eclectic mix of restaurants.
Union Station. The offerings at Union Station pose one of
the most dramatic impacts on H Streets retail potential.
Union Station is a regional intermodal transportation hub
providing access to Metro, Amtrak, and Marc trains with a
combined daily ridership of 101,102 passengers in addition to Metrobus, taxi, and automobile commuters (DC
Marketing Centers North Capitol: NOMA marketing
piece). With numerous food outlets, including the food
court and seven sit-down restaurants, as well as fashion
and apparel, gift/boutique, and card shops, Union Station
Mall is a viable alternative for many national and regional
retailers who are looking for locations in Northeast DC.
Perhaps more damaging, as few residents of the H Street
neighborhood are interested in attracting national chains,
is that these shops present direct competition to any local
retailer who offers similar goods. For this reason, the ability for an H Street retail district to expand its customer
draw is diminished by the close proximity of the established, clean, safe, managed, and Metro-accessible shops at
Union Station.
Hechinger Mall. Though geographically located along the
H Street corridor, the Hechinger Mall site is physically and
psychologically disconnected from H Streets neighborhood-scale retail. These two retail types (large format
retail and neighborhood-scale retail) can very effectively
coexist, if they work to compliment, rather than duplicate,
one another. The Safeway, Modells, Foot Locker, Blockbuster Video, Radio Shack, and National Wholesale Liquidators (NWL) at Hechinger Mall provide retail needs for
the H Street neighborhood and a customer base up to
three miles away, thus greatly reducing the need for these
types of retailers along H Street itself.
The physical and psychological barriers around the H Street
retail district are primarily caused by major roadways. For a
potential customer, crossing New York Avenue or Massachusetts Avenue for a shopping experience is cumbersome and
unnecessary as more local options are available to the north
and south of these boundaries, respectively. North Capitol
Street and the Hopscotch Bridge currently present a similar
edge to the west. To the east, the Anacostia River becomes
a natural boundary.
Based on these four factors, the potential trade area
boundaries have been estimated to extend from New York
Avenue and Mount Olivet Road to the north, North Capitol Street to the west, Massachusetts and North Carolina
Avenues to the south and the Anacostia River to the east.

Demand Summary
For the purposes of this report, we are estimating retail
market demand over the next five years from the inception
of this study. We strongly encourage a reassessment in five
years. This period of time is considered an industry standard
for retail market analysis in a main street condition because
it is the typical length of a retailers lease.
Within the identified trade area for the H Street retail district, the demographics reflect the following conditions:
33,652 residents;
14,408 households (22.5% of these are households with
children; 40% one-person households);
$57,321 average median household income (54%
increase over the last ten years);
23,055 daytime employees;
48% of residential units are owner-occupied; and
43% of residential units are renter-occupied.
The demographics of H Street illustrate a surrounding
community that is changing, (yet with a stable base), middle
income, ethnically diverse with almost a 50/50 split between
Caucasians and African-Americans.
Based on the demographics of the trade area and the
amount of competitive retail surrounding the neighborhood,
the current total potential retail square footage generated
by the needs of the trade area along H Street is between
approximately 150,000 and 250,000 square feet.
4.3 Retail Audit
Today, H Street reflects a major city route on the brink of its
next wave. The beginnings of two diverging paths are currently evident:
a suburban-like series of pad sites and
a traditional, neighborhood retail environment.
The choices made by the community, the City and private
developers will help distinguish H Streets future direction.
AutoZone, H Street Storage, H Street Connection, and the
BP Amoco site are influencing H Street toward suburban
conditions. Perhaps two dozen successful shops and a stable
residential neighborhood are factors that make capturing H
Street as an urban center for community goods and services
a possibility.
The first focus of a Retail Audit for H Street is on each of

the various types of retail by merchandising or services
category (for example: neighborhood services salon; restaurant fast food; fashion and apparel; books, records and
magazines; etc.) and determine what is currently successful
here.
The following stores currently are found on H Street
between Second Street and Maryland Avenue:
25
17
15
9
7
6
4
4
3
2
2
2
1
1
1
salons
discount fashion stores
take out food establishments
grocery/convenience stores
dry cleaners/laundromats
discount stores
banking institutions
liquor stores
jewelry stores
auto parts stores
hardware/plumbing stores
drug stores
appliance store
record store
furnishing store
The Retail Audit is conducted using two primary tools: site

visits and evaluations at a variety of times of the day and the
week, and owner/manager interviews. The analysis is influenced by the following factors:
How is the retailer performing, based on annual sales/
profits or owner/manager understanding of current profitability versus previous years?
How well does the owner/manager understand his/her
customer base? How well does he/she cater to this customer base?
How well is the merchandise/shop presented and maintained?
How well is the storefront maintained and presented to
attract potential customers?
How well do the stores operating procedures (hours,
payment options, appointment policy, etc.) meet the
needs of its potential customer base?
Using these questions as a guideline, the H Street Main
Street group should seriously consider continuing this auditing.
Although retail establishments along H Street were evaluated individually, the results of the Retail Audit are reported

theHOKPlanningGroup
13
GRADE A RETAILERS
by merchandising or services category. All retailer types

were examined; however, the focus or our retail audit was
on the four dominant retail types on H Street: neighborhood service-salon, moderately-priced fashion, pharmacy/
convenience stores, and take-out food establishments. This
is because these retailers indicate an organic or unaltered
market demand and are the best indicators of what retail
types will naturally flourish here.
In retail development, shops and locations are frequently
graded on an A, B, C scale. For the purposes of the Retail
Audit, we identified four types of retail along H Street that
were rewarded passing grades, indicating the level of their
potential to thrive in an improved retail district. Identifying
these business types in an area preparing to undergo revitalization is important, as we do not want to plan around business types and establishments that would flounder for other
reasons than a difficult street environment.
Retail Grade Criteria

Grade
A
Criteria
Profitable
Sophisticated ownership/management
Demonstrated financial know-how
Employing a marketing strategy
Knowledgeable of customer base
Profitable
Knowledgeable of customer base
Could prosper with financial/operations assistance
Little profitability
Lacks basic information regarding business operations
Does not understand customer base or their needs
Note: With regard to these categories, we have determined shades of positive

and negative with each grade (hence B+).
H Street Retail Establishments: Grade A

The following categories of retailers have been placed in the
Grade A category of retailers, generally based on preliminary
estimates of their profitability, their marketing strategies, their
advanced understanding of the financial issues impacting their
establishment, their ability to clearly identify their customer,
and their ability to meet the needs of that customer and

adapt as these needs change.
Neighborhood Services Salons. (Approximately 25 salons
on H Street, 20% performing at Grade A). There are numerous salons on H Street. Although for many residents, this condition is a source of frustration, it is also an indication of the
health of this services category along this corridor. While a
few of the salons are running marginally successful businesses
based on low rents and low expectations of profitability, many
of these establishments are brimming with potential, have a
steady base of customers from the neighborhood and elsewhere, and have a heightened level of understanding about
their clients and how to serve them. They are negatively
impacted by surrounding business types that do not demonstrate this level of sophistication.
Moderately-Priced Fashion. (Approximately 17 moderatelypriced fashion stores on H Street, 35% performing at Grade
A). Similar to the beauty and hair salons, some of the fashion
merchants have the ingredients for successful businesses, while
others appear to be surviving on small profit margins or, quite
simply, tradition. Many of H Streets fashion merchants offer
unique merchandise, a good sense of their customer, appeal-

theHOKPlanningGroup
14
GRADE B+ RETAILERS
ing presentation, and reasonable prices. Like the salons, they

do not benefit from any clustering that might allow them to
establish a retail identity as part of an H Street retail district.
H Street Retail Establishments: Grade B+
A grade of B+ was suggested for the following categories of
retailers based on their ability to identify and capture a retail
need along H Street. Although many of these establishments
lacked the business skills found in the Grade A category, these
retailers were offering goods and services that allowed them
to do well regardless.
Pharmacy/Convenience Stores. (Approximately 8 pharmacy/
convenience stores on H Street, 40% performing at Grade
B+). H Streets daily errand, produce, and toiletries stores,
in addition to the 10,000 square foot Rite Aid provide for a
portion of the neighborhoods existing retail needs. These
merchants are clearly serving a neighborhood need; however,
their merchandising and presentation keep their customer
base quite small, as new customers remain unaware or skeptical about patronizing the establishment.
Take Out Food. (Approximately 15 take-out food restaurants
on H Street, 35% performing at Grade B+). Appearances
aside, take out food is a legitimate retail type along H Street,
partially fueled by heavy volumes of traffic generated by the
bus stops. The unique, local characteristics of this type of
retailer would make a legitimate contribution to a revitalized

H Street. Observation times include weekday late mornings, weekday mid-afternoons, and Saturday afternoons. Take
out food was perhaps the only retail type that was doing at
least some sort of business at each of these times. Many of
these establishments could use some improvement, but they
are clearly fulfilling a need, most likely accentuated by the bus
stops.
Impediments to Retail
In addition to assessing existing conditions, the Retail Audit
records challenges to the improvement or expansion of the
retail district. Many of the retailers in the H Street corridor
understand the importance of a clean, safe, convenient and
comfortable environment to attract customers. In order of
frequency, shop owners/managers cited the following challenges to successful retail on the H Street corridor:
poor lighting;
the perception/reality of neighborhood crime;
loitering;
a deficiency of parking; and
lack of concentrated retail activity/vacant buildings.
These are reasonable concerns that unquestionably impact

retail potential along H Street.
H Streets Retail Potential

For the past thirty years, H Street has persevered as a community avenue, a traffic artery, a bus route, and a center of
NE Washingtons urban fabric. As the Districts government,
residents and development community become increasingly
intent on improving corridors and neighborhoods of the
City, H Street has a tremendous opportunity to realize its full
potential.
While the political, sociological and economic environment
of H Street continues to improve, the retail industry has also
been changing in a manner that is favorable for this corridor.
Urban locations along Main Street environments are more
desirable than ever. Established retailers are willing to consider
placing stores in neighborhoods with lower average household
incomes. Retail brokers are becoming increasingly savvy about
how to sell these communities to business owners.
However, great retail streets are not created overnight. Careful, incremental steps that begin with helping existing H Street
shop owners improve their business models must be taken
first. Public investment in the corridor will minimize the
potential new retailers concerns about the uncertainty of
H Streets business environment. With many initial success
stories, over the next several years, H Street will experience
a domino effect with new shops and restaurants eager to
occupy space on this vibrant corridor.

theHOKPlanningGroup
15
DETAIL FROM SACHES 1882-83 CITY VIEW
DETAIL FROM LENFANTS PLAN
Capitol Childrens Museum Site
H Street NE
H Street NE
Hatching suggests intention of creating a special

place at the Intersection of Maryland and Florida
Avenues, Bladensburg Road & H Street NE
5 C O N D IT I O N S A S S E S S M E NT
This section of the plan offers a summary of physical conditions along the corridor.
This section presents a summary of findings from the teams
analysis of land use, zoning and development conditions along
H Street, including a review of the aspects of historic preservation and how it may impact development on the corridor.
The summary is organized around the following:
Blocks & Lots;

Land Area & Ownership;
Land Use;
Occupancy;
Zoning; and
Historic Preservation.
Blocks & Lots

The pattern of blocks and lots along H Street exerts a strong
influence on the scale and form of development. The existing pattern is a direct legacy of Pierre LEnfants Plan (c. 1792)
for the District. As with most of the Districts lettered streets
(with the exception of those leading to public buildings or
markets), H Street was designated in the LEnfant Plan for a
90-foot right-of-way and, eventually, the blocks were subdivided in small residential lots. By the 1880s (as shown in a city
view prepared by Adolph Saches, c. 1882-1883), the streets
early residential character had taken form. The drawing shows

the main building of the Little Sisters of the Poor with the rest
of the H Street frontage lined with either 2-3 story townhouses or narrow vacant lots.
As the surrounding neighborhoods developed and H Streets
role as a travel corridor grew, the balance of uses started shifting from residential to commercial/institutional. By the midtwentieth century, 2-3 story buildings with commercial firstfloor storefronts and upper story residential or storage uses
occupied virtually all the frontage from 2nd to 15th Streets,
with the important exception of churches and institutions.
Blocks along H Street range in length from 270 (the block
frontages between 4th and 5th Streets and 5th and 6th
Streets) to 770 (the block frontage between 15th and 14th
Streets) with typical block frontages measuring 300 to 310.
Typical lot sizes, excluding the few blocks with frontage consolidated in single parcels, range from 1,600 to 2,500 square
feet. Widths of these individual lots fall between 18 and 30
feet with typical depths of between 70 and 100 feet.
Land Area & Ownership
The total area of land with frontage along H Street (parcels
between 2nd and 15th Streets plus the Hechinger Mall and
CVS/Former Sears sites) is 1,684,293 square feet - approximately 39 acres. The Hechinger Mall and CVS/Former Sears
sites comprise some 15 acres of this total area or about 40%.
Land Area Overview
Land Area
H Street Frontage
Hechinger Mall & CVS/
Former Sears
Totals
sf
1,017,481
Area
avg sf
3,595
acres
23.4
666,812
222,271
15.3
1,684,293
5,889
38.7
Much of the land along the corridor is divided into individual

or small blocks of private ownership. There are some
exceptions of full-block frontages in single ownership; these
are more easily developed/redeveloped than several sites
under multiple ownership. These blocks are listed below.
Full-Block Frontage in Single Ownership
Block
(Square)
4493
4491
0859
0751
0912
0752
Description
Hechinger Mall
CVS & Former Sears Site
Subtotal
Site Between 6th & 7th South Side
Capital Childrens Museum Site
H Street Connection Site
Site Between 2nd & 3rd South Side
Total
Area (sf)
373,627
293,185
666,812
109,351
104,756
87,052
34,444
1,002,415
In addition, several clusters of smaller parcels in common

ownership are located along the corridor, as outlined in the

theHOKPlanningGroup
16
L
RY
15th STREET NE
H STREET NE
MA
12th STREET NE
6th STREET NE
3rd STREET NE
N Capitol STREET
E
AV
ND
BENN
ING R
OAD
L
RY
15th STREET NE
H STREET NE
MA
12th STREET NE
6th STREET NE
3rd STREET NE
N Capitol STREET
E
AV
ND
BENN
ING R
OAD
E
AV
ND
15th STREET NE
H STREET NE
MA
12th STREET NE
6th STREET NE
3rd STREET NE
L
RY
BENN
ING R
OAD
NU
D
AN
E
AV
L
RY
following table.
Parcels Owned by Redevelopment Land Authority
Partial Block Frontages in Single Ownership

Block
(Square)
0776
0858
1004
1027
0858
0982
1026
0833
Description
BP/Amoco Site
Murrys/Former Safeway Site
Auto Zone Site
Atlas Theater Site
H Street Self Store Site
Old McCrorys Site
District Library Site
H Street CDC Site
Total
15th STREET NE
H STREET NE
MA
12th STREET NE
6th STREET NE
3rd STREET NE
N Capitol STREET
NU
VACANT UPPER FLOORS
N Capitol STREET
NU
VACANT STOREFRONTS
FULL BLOCK FRONTAGE IN SINGLE OWNERSHIP,

PARTIAL BLOCK FRONTAGE IN SINGLE OWNERSHIP
AND RLA LAND
NU
VACANT PARCELS
Area (sf)
49,052
38,628
33,435
28,950
26,725
13,725
10,800
9,813
221,757
According to tax assessors records, only 9 parcels along the

H Street frontage are held in public ownership, including one
small parcel (a 5,000 square foot parcel on the Auto Zone
block) and 7 contiguous parcels where the library is located.
Block
(Square)
0859
0982
1026
Description
Mid-Block Parcel (Parcel 0835)
1100 Block Southside (Parcel 0819)
Library Site (7 contiguous parcels)
Total
BENN
ING R
OAD
Summary of Existing Land Uses

Area (sf)
296
5,456
10,800
16,552
Land Use
Property tax records for H Street, including Hechinger Mall
and the CVS/Former Sears sites, show the predominant use
of parcels as a mix of retail, restaurant and entertainment uses.
Parcels with these uses account for approximately 45% of
the total land area along the corridor. Vacant parcels/parcels
with fully vacant buildings comprise 30% of the total land area.
Office uses rank second comprising approximately 15% of
total land area.
Use Category
Retail, Restaurant, & Entertainment
- Hechinger Mall and CVS Site
Retail, Restaurant, & Entertainment
- H Street Frontage
Vacant Parcel
Commercial Office
Public & Institutional
Vacant Building
Parking & Vehicle Sales
Residential
Total
Land Area
450,254
27%
240,927
14%
380,025
254,004
132,815
124,942
97,629
3,697
1,684,293
22%
15%
8%
8%
6%
> 0.01%
100%
Source: Property tax records provided by DC Office of Planning.

Note: Property tax records identify land use for parcels, not for building area.
Additionally, they do not take into account mixed use buildings, for example,
buildings with retail uses on the ground floor and office space above.)

theHOKPlanningGroup
17
EXISTING ZONING
NU
D
AN
E
AV
L
RY
MA
H STREET NE
BENN
Occupancy
Regulations.
Existing Storefront Space
Approximately 380,000 square feet or 22% of the total

land area along the corridor is currently vacant. The largest
blocks of vacant land are located at the western and eastern
gateways of the site. At the eastern end, the Old Sears site
accounts for over 200,000 square feet of the corridors vacant
land. At the western end, the BP/Amoco site and the site
across H Street from the Capital Childrens Museum account
for 50,000 and 35,000 square feet, respectively, of the total.
The remaining 95,000 square feet of vacant land is in single
sites and small clusters of sites along the corridor.
Area
Occupied Storefronts
Vacant Storefronts
Total Storefront Space
Area
sf
Acres
380,025 8.72
1,304,268 29.94
1,684,293 38.66
sf
369,107
126,729
495,836
%
74%
26%
100%
%
22%
78%
100%
Note: Parcels includes H Street Frontage from 2nd Street to 15th Street as
well as the Hechinger Mall site and the CVS/Former Sears site.
Building vacancy is a significant issue along the corridor. There

are 232 buildings along the corridor; nearly 30% of the
corridors 218 storefront spaces are currently unoccupied, and,
of the 83 multi-story buildings, 50% have vacant upper floors.
Combined, these vacancies represent 285,000 square feet of
space 126,000 on the ground floor and 159,000 in upper
stories - or roughly 19% of the approximately 1,500,000 total
square footage on the corridor.
The majority of the corridor is built well under allowable

density, height and other controls. Zoning constraints do not
seem to have acted alone as an impediment to development
on the corridor as current limits have not been met. As
indicated in the following table, development under current
zoning would permit approximately double the amount of
building area than currently exists.
Overview of Zone Controls
Existing Upper Story Space

Area
Parcels
#
%
54
19%
232
81%
286 100%
Buildings
#
%
154
71%
64
29%
218
100%
Notes: Occupied Storefronts includes H Street frontage only; does not include
non-storefront buildings such as CCM, Library, churches, Hechinger Mall, &
CVS.
Occupancy of Parcels
Vacant Parcels
Occupied Parcels
Total Parcels
15th STREET NE
12th STREET NE
6th STREET NE
3rd STREET NE
N Capitol STREET
ING R
OAD
Occupied Upper Floors

Vacant Upper Floors
Total Upper Floors
sf
532,681
159,166
691,847
%
77%
33%
100%
Buildings
#
%
95
53%
83
47%
178
100%
Note: Total occupied upper floor space includes occupied space in DOES,
CCM and Self Store buildings. Upper floors in these buildings accounts for
almost 400,000 square feet of occupied upper floor space.
Zoning
The majority of the corridor is zoned C-2. The eastern end
and Hechinger Mall areas are zoned C-3. These zones allow
both commercial and residential development. In addition,
small portions of the corridor are zoned C-M-1, a strictly
commercial zone, and R-4, a strictly residential zone. The
diagram attached indicates the zoning designation locations
and the chart below describes the amount of the land in
each zone as defined by the District of Columbia Municipal
Zone
District
Permitted Intensity (FAR)

Commercial
With
Use Only
Residentl
Max.
Height
% Lot
Cover*
Rear
Yard
C-2-A
1.5
2.5
50
60%
15
C-2-B
1.5
3.5
65
80%
15
C-2-C
2.0
6.0
90
80%
15
C-3-A
2.5
4.0
65
75%
12**
C-M-1
3.0
N/A
40
N/A
12***
*For residential uses.

**2-1/2 inches per foot of vertical distance from the mean finished grade at
the middle of the rear of the structure to the highest point of the main roof or
parapet wall, but not less than 12 feet.
**Above 20 feet; the minimum depth of the rear yard shall be 2.5 in/ft of
vertical distance from the mean finished grade at the middle of the rear of
the structure to the highest point of the main roof of parapet wall, but not
less than 12 ft.

theHOKPlanningGroup
18
BUILDINGS CONSTRUCTED 1950 OR EARLIER (204 BUILDINGS)
Overview of Zoned Land

Zone
District
C-2-A
C-2-B
C-2-C
C-3-A
C-M-1
R-4
Individual Parcels
#
%
238
83
2
0.7
1
0.3
38
13
2
0.7
5
2
% of Total
Land Area
35%
7%
6%
49%
2%
0.5%
Capacity Analysis
Zone District
R-4
C-2-A
C-2-B
C-2-C
C-3-A (H St
Frontage)
C-3-A (Hech/Sears)
C-M-1
Total
Existing
Area (sf)
0
796,938
37,225
236,201
Allowable
Area (sf)
8,975
875,387
182,244
218,702
Underused
Area (sf)
8,975
578,449
145,019
-17,499
211,564
393,648
182,084
213,854
0
1.495,782
1,667,030
109,827
3,455,813
1,453,176
109,827
2,960,031
Historic Preservation
This subsection of the report presents a summary of
findings related to the preservation and adaptive reuse of
the corridors older, and potentially historically significant,
structures. The summary is organized around the following:
Preservation and Community Revitalization;
Designation of Historic Sites;

Significance of Historic Resources along H Street;
Preservation Incentives; and
Heritage Development.
Preservation and Community Revitalization. The

H Street corridor retains a distinctive collection of historic
commercial buildings that reflect the history of the people
that lived, worked, and shopped there. Historic preservation
may be the best means for the Districts residents and visitors
to explore H Streets ongoing history and strengthen its sense
of place. The H Street corridor and the immediate areas
that surround it can benefit from local and national historic
designation of its eligible building stock. Potential benefits
include federal and local tax credits for property owners who
rehabilitate their historic properties, legal protections that
encourage the retention of the historic fabric of its buildings,
and the development of local heritage tourism opportunities.
Numerous studies have underscored the important role that
historic preservation plays in revitalizing older neighborhoods
and commercial centers throughout the U.S. It is often the
quality and character of historic buildings and settings that
attract initial reinvestment in economically blighted areas.
Initial reinvestment often starts with a number of small-scale,
residential, or small business projects that eventually spark the
interest of larger investors.
In addition, preservation strategies provide the foundation for
successful Main Street revitalization efforts across the country.
By focusing on historic preservation and retaining community
character, the Main Street programfounded in 1980 by the
National Trust for Historic Preservationhas been extremely

successful, becoming one of the most powerful economic
development tools in the nation. The Main Street program
is designed to improve all aspects of the historic business
districts of U.S. towns and cities. Building on a downtowns
inherent assetsrich architecture, personal service, and most
of all, a sense of placethe Main Street approach strives to
rekindle entrepreneurship, downtown cooperation, and civic
concern.
In April 2002, the reStore DC selection committee selected
the H Street corridor as one of the first five Main Street
programs in the city. The program will continue for five
years, with funding and professional support provided by
the Office of the Deputy Mayor for Planning and Economic
Development and the National Trust for Historic Preservation.
A local board of directors, an executive director, and a series
of committees will administer the program.
Designation of Historic Sites and Districts. In
the District of Columbia, historic properties are officially
recognized by listing on the District of Columbias Inventory
of Historic Sites (a local designation) and by inclusion on the
National Register of Historic Places (the federal governments
listing of important historic properties). Properties are
listed both locally and nationally. District of Columbia and
federal designations confer different protections, benefits, and
constraints on the historic properties.
The District of Columbias Inventory of Historic Sites is the
citys official list of properties that have been determined
worthy of protection due to their historical or cultural

theHOKPlanningGroup
19
HISTORICALLY SIGNIFICANT (DESIGNATED OR WITH POTENTIAL FOR DESIGNATION) STRUCTURES
significance. The list was established in 1964 and now includes

more than 500 individual sites and two dozen neighborhood
historic districts that, together, contain more than 20,000
buildings. Only properties or historic districts approved by
the Districts Historic Preservation Review Board (HPRB)
are placed on the Inventory, properties or historic districts
are nominated by a sponsoring group and approved by the
Districts Historic Preservation Review Board (HPRB).
Inclusion in the D.C. Inventory of Historic Sites recognizes the
historic or cultural value of a property. Designated historic
properties are eligible for special consideration under the
D.C. Construction Code (Section 513) and for waivers of
certain zoning requirements. In addition, local tax benefits
are available to some designated historic sites. (See Historic
Housing Tax Credit, D.C. Code, Section 47-1806.08).
Buildings and sites that are either individually listed on the D.C.
Inventory of Historic Sites or located within a historic district
are subject to the D.C. Preservation Law (Title 10, Chapter
26 of the District of Columbias Municipal Regulations). This
law requires that the Districts HPRB review demolition,
new construction and planned exterior alterations to listed
properties. The goal of the HPRB is to preserve the historic
fabric of designated buildings and sites in the city. The HPRB
approves, defers, or denies applications for alterations by
determining whether proposed changes are compatible with
the historic character of the properties within its purview.
The National Register of Historic Places is the official
federal list of historic districts, sites, buildings, structures, and
objects that are significant in American history, architecture,
archaeology, engineering, and culture. The list is administered

by the National Park Service (NPS) with the assistance of the
State Historic Preservation Office (SHPO) in each state. In
the District of Columbia, the SHPO is part of the Office of
Planning (OP).
Individual sites and historic districts on the National Register
of Historic Places are recognized as having historic significance
in local, state, or national history. National Register listing also
confers a level of protection to historic sites by requiring that
all federal and state agencies consider the impact of their
planning and construction activities on properties that are
listed or that are eligible for listing on the National Register of
Historic Places.
Owners of income-producing properties that are listed on
the National Register can apply for credits that equal 20% of
the certified total construction costs paid to rehabilitate their
property. These credits can be used to offset federal income
tax obligations.
Listing on the National Register does not restrict the
activities or rights of private property owners. Since land use
regulation is traditionally carried out by local governments
in accordance with state laws, the federal designation of a
historic property does not regulate the actions of private
property owners.
Significance of Historic Resources along H Street.
Several H Street properties are listed on the DC Inventory
of Historic Sites and a number of historic buildings along the
corridor qualify as individual sites for both National Register
and local designation. The vast majority of the buildings along

H Street would not qualify for individual listing, however, as a
group they form a cohesive collection of historic buildings.
Two historic properties on H Street have recently been
placed on the District of Columbias Inventory of Historic
Sites. They are:
The Mott Motors/Plymouth Theater (currently H Street
Playhouse), D.C. Landmark Designation 4/25/2002. Built
in 1928 and renovated for use as a movie theater in 1943,
the Mott Motors and Plymouth Theater building is a rare
survivor of the small-scale, inner-city automobile dealerships
which served a vital but largely overlooked role in the
transformation of the urban and exurban landscape and
American way of life through the transportation revolution
made possible by the automobile. The building is also a fairly
intact example of a World War II-era theater which catered
principally to African Americans, the first such facility in the
Near Northeast neighborhood.
The Atlas Theater and Shops, D.C. Landmark Designation
10/24/2002. Built in 1938 and designed by prominent
theater architect John J. Zink in the Art Moderne style,
the Atlas Theater and Shops building is a good example
of the neighborhood movie house in Washington. It
exemplifies the evolution of the motion picture theater type
in Washington and served the local residents for thirtyeight years. It is associated with the citys heritage in social,
historical, cultural, commercial, and developmental terms.

theHOKPlanningGroup
20
Historic Designations
Local DC Designation
Who
designates?
DC HPRB
What is the
Purpose?
Recognition
Protection of
Heritage.
May be eligible for
local tax credits.*
Design controls
through review of
changes by DC
HPRB.
Special
consideration
under the DC
Construction
Code.
Waivers of certain
zoningrequirements.
Exterior
alterations require
the approval of
the DC HPRB.
What are
the Benefits?
What
Constraints
are there on
Designated
Properties?
National Register
Designation
DC HPRB
recommends
NPS makes final
decision
Recognition.
Eligible for 20%

federal tax credits.**
Consideration in
federal & DCfunded project
planning.
Eligible for charitable
contribution tax
deduction for
donation of a
historic preservation
easement.
No mandatory
design controls;
no restrictions on
demolition, additions
or alterations.***
Abbreviations: DC HPRB = D.C. Historic Preservation Review Board; NPS

= National Park Service.
*See Historic Housing Tax Credit, D.C. Code, Section 47-1806.08). As of
November 2002, the District government had not included funding for this
tax credit in its budget.
**The federal historic rehabilitation tax credit is only available to incoming
producing properties such as apartment buildings, office buildings,
restaurants or other commercial properties.
***Except when applying for the federal tax credits. This application
process requires that the applicant follow the Secretary of Interiors
Standards for Historic Preservation when designing alterations to
the subject property. The standards are available online at http://
www2.cr.nps.gov/tps/standguide/index.htm.
There are several buildings on the corridor that are, or may

be may be, eligible for historic designation, based on their
architecture and history. Those buildings that are already are
eligible are:
the former Northeast Savings Bank at 800 H Street (now a
local branch of Riggs Bank); and
the former Douglas Memorial Baptist Church at 1000 H
Street;
Old McCrorys Building, 1121-25 H Street; and
the former Ourisman Chevrolet Dealership (established
1920, rebuilt 1951) at 624-626 H Street (now H Street
Storage).
Those buildings that warrant further study to determine their
eligibility include:
the Little Sisters of the Poor complex at 220 H Street (now
the Capital Childrens Museum); and
the former Home Savings Northeast Branch Bank at 720722 H Street (now a local branch of the Bank of America).
Potential for a Historic District. The corridor contains
historically- and aesthetically-linked buildings that reflect the
development of the area as a major transportation and
commercial corridor from the end of the 19th century
through the middle of the 20th century. The corridor retains
a distinctive collection of historic commercial buildings that
reflect the history of the people that lived, worked, and
shopped there. Historic preservation may be the best means
for the Districts residents and visitors to explore H Streets
ongoing history and to strengthen its sense of place. The
H Street corridor and the immediate areas that surround it
can benefit from local and national historic designation of its
eligible building stock. Potential benefits include federal and
local tax credits for property owners who rehabilitate their
historic properties, local regulation that would encourage
the retention of the historic fabric of its buildings, and the
development of heritage tourism opportunities.
Despite some large and out-of-character infill development
along the H Street corridor, a preliminary, windshield survey of
the historic physical fabric of H Street and a review of written
histories and documentation indicates that the segment that
extends from 4th Street NE on the west to the intersection
of Florida and Maryland Avenues, NE on the east contains a
sufficient number of historic buildings to justify the exploration
of a potential historic district in the area.

In the case of the H Street corridor, the continuous physical
fabric of the historic street facades has been degraded in
several places along the corridor where, within the last two
decades, older buildings have been replaced or removed.
These include the blocks or portions of the following city
blocks:
the south side of H Street between 12th and 13th Streets
(site of Auto Zone);
the south side between 10th and 11th Streets;
the south side between 8th and 10th Streets (H Street
Connection);
the south side between 6th and 7th Streets (office building);
the north and south sides between 3rd and 4th Streets;
and
on the south side between 2nd and 3rd Streets.
The process for establishing a designated historic district,
either national or local, would involve the physical
documentation of each individual building or site within the
potential district; the development of a series of historic
contexts that are illustrated by the individual buildings and
by the group of buildings as a whole; the assessment of the
districts level of integrity; and a determination of the areas of
significance and period of significance for the district. To define
a boundary for a potential historic district on the H Street
corridor, further historical study and physical documentation
of its buildings will be required.
Preservation Incentives. Owners of historic buildings and
buildings contributing to the significance of a historic district
are eligible for several incentive programs. Federal tax credit
programs provide incentives for historic preservation through
targeted tax credits for owners who rehabilitate historic
properties. For income-producing (commercial or rental)
properties listed on the National Register individually, or as
contributing properties within listed historic districts, property
owners can apply for credits that equal 20% of the certified
costs that they pay to rehabilitate their properties. These
credits can be used to offset federal income tax obligations.
The federal government also offers a 10% tax credit to
property owners who rehabilitate buildings constructed
before 1936, as long as the buildings are not already listed
on the National Register of Historic Places and are not
contributing buildings within a listed historic district. The
10% federal tax credit applies to non-residential, commercial
properties where a specified percentage of the existing
structure is retained during the rehabilitation project.

theHOKPlanningGroup
21
Owners of designated historic properties can also obtain substantial tax benefits by donating a preservation easement to a
qualified charitable or government organization. A preservation easement is a voluntary legal arrangement that protects a
historic, archaeological or cultural resource by providing assurance to the owner that the propertys intrinsic historical value
will be preserved through subsequent ownership. When the
owner donates an easement to a charitable or governmental
organization, he can claim a charitable deduction on federal
income tax. In most cases an easement donor may deduct
the value of the easement, for up to 30% of the taxpayers
adjusted gross income, from federal taxes. The value of the
easement is based on the difference between the appraised
fair market value of the property prior to conveying an easement and its value with the easement restrictions in place.
Heritage Development. Historic preservation maintains

and enhances the historic character of a community and helps
to create places that attract visitors who want to experience
local history. Heritage tourism is a rapidly growing sector of
the travel industry and is a proven economic development
tool for historic areas.
Several states offer historic preservation tax credits at the

state level. The District of Columbia provides a Targeted Historic Housing Tax Credit for owners of properties in certain
targeted historic districts. The law provides income tax credits
for up to 35% of the expense of rehabilitating historic houses.
(See D.C. Code, Section 47-1806.08; Note: As of November
2002, the District government had not included funding for
this tax credit in its budget.). Properties in the H Street corridor can benefit from H Streets inclusion in the Districts
preservation incentives program.
The Coalition develops programs that encourage the growth

of heritage tourism throughout the city. Most of its efforts
focus on areas outside the citys major tourist destinations
on the Mall. In collaboration with WMATA, the Washington
Convention Center, the National Endowment for the
Founded in 1996, the District of Columbias Heritage Tourism

Coalition utilizes the Districts past to promote the vibrant
history of D.C. and the city beyond the monuments. The
Coalitions members include nearly every museum and
cultural organization in the District as well as neighborhood
groups, community development corporations, faith-based
organizations, WMATA and the National Capital Region of the
National Park Service.
Humanities, and the Historical Society of Washington D.C., the

Coalition has initiated a Beyond the Monuments campaign to
promote neighborhoods as tourist destinations.
In October 2001, the Near Northeast Citizens Against Crime
and Drugs initiated a multi-year cultural study to develop an
understanding of the specific historic contexts that apply to
H Street. The first phase of the project was funded through
a federal Historic Preservation Fund grant and resulted in
a written narrative history of the neighborhood which is
summarized in the brochure that can be viewed at http:
//www.hstreetdc.com/cultstudy/nnebroch1.pdf. Using the
historical data collected through this research project, people
who live and work along the H Street corridor can capitalize
on the DC Heritage Tourism Coalitions expertise and
programs to promote itself as a travel destination.
A detailed review of existing retail conditions for H Street has
been provided separately in Chapter 4.
Sample Federal Historic Rehabilitation Tax Credit Project for a

Designated Historic Building
Description
Acquisition Price
Land Portion
Building Portion
Rehabilitation
Expenditures
Amount of Tax Credit

Investors Marginal Tax
Rate
Annual Credit
Allowable
Monetary
Value
Notes
$100,000
$20,000
$80,000
$200,000 Generally, the cost of
rehabilitation must exceed
the value of the building
portion.
$40,000 $200,000 x 20%
36%
$9,000
$25,000 x 36%
Under passive loss
exception of tax code
Adapted from the National Trust For Historic Preservations Preservation

Information Booklet: A Guide to Tax-Advantaged Rehabilitation, by Jayne F.
Boyle, Stuart Ginsburg and Sally Oldham, revised by Donovan D. Rypkema,
1994.

theHOKPlanningGroup
22
SELECTED TRAFFIC VOLUMES
Eye Street NE
u
ven
dA
an
ryl
Ma
G Street NE

This section presents a summary of findings from the planning
teams analysis of transportation conditions along H Street.
The summary is organized around the following:
Traffic and Street Operations;

Parking Analysis;
Bus Transit Conditions;
Bicycle Conditions;
Pedestrian Conditions; and
Truck Loading Issues.
Traffic and Street Operations

H Street is used during the morning and evening rush periods
as a commuter route into and out of the downtown core
for residents who live in the eastern part of the District and
in the Prince Georges County suburbs. According to the
Department of Public Works (DPW) 1999 ADT Maps, the
Average Daily Traffic (ADT) volume for H Street (24,000
vehicles per day) is approximately the same as the ADT
volume for U Street (23,000 vehicles per day). In addition,
the average daily traffic volume for H Street is approximately
half as heavy as the ADT volume for Benning Road (42,000
vehicles per day) and lower than many other similarly sized
roadways with the exception of U Street. H Street has a
higher average traffic volume than Bladensburg Road (with
17,000 vehicles per day) and Maryland Avenue (with 8,000
vehicles per day).
While the purpose of this study is to determine how H Street

NE should be redeveloped and to facilitate a more pedestrian,
bicycle, and transit-oriented roadway, it is important to
remember that H Street is an important east-west route for
morning and evening auto commuters. As a result, H Streets
function as an important auto commuter route should be
incorporated into the new design of the roadway, in addition
to any other design enhancements that might be made in the
future.
Existing traffic volumes were obtained for the signalized
intersections of H Street/6th Street and H Street/13th Street,
from the District of Columbia Department of Public Works,
Bureau of Transportation Services. A field reconnaissance was
conducted to obtain the existing lane usage, signal phasing, and
signal timings for each intersection. The current posted speed
limit along H Street is 25 miles per hour however, peak period
traffic is often observed to be moving significantly faster than
the posted speed limit.
Intersection capacity analyses were performed for the A.M.
and P.M. peak hours at the H Street/6th Street intersection
and for the A.M. peak hour at the H Street/13th Street
intersection. The capacity analyses are based on methods
outlined by the Transportation Research Boards Special
Report 209 Third Edition: Highway Capacity Manual (HCM),
2000. Levels of Service (LOS) for a capacity analysis range
from A (best) to F (worst), as described in the report
Appendix. The traffic signals are controlled by the DC DPW
computerized signal system and both signals operate on an
80-second cycle length during both the A.M. and P.M. peak
g Road
15th Street
14th Street
13th Street
12th Street
Bennin
11th Street
10th Street
8th Street
7th Street
6th Street
5th Street
4th Street
3rd Street
2nd Street
H Street NE
H Street NE
24,000 Vehicles Per Day
Benning Road
42,000 Vehicles Per Day
Existing Capacity Analysis

Roadway
Intersection
H Street/6th
Street
(signalized
intersection)
H Street/13th
Street
(signalized
intersection)
Delay &
Direction of
Travel
Total Delay
Northbound
Eastbound
Westbound
Total Delay
Northbound
Southbound
Eastbound
Westbound
Level of Service Delay

(in seconds/vehicle)
A.M. Peak
P.M. Peak Hour
Hour
B (15.0)
C (21.6)
C (23.5)
C (22.1)
B (10.5)
C (24.7)
B (12.7)
A (9.4)
B (15.8)
B (16.7)
C (30.0)
C (22.7)
B (18.7)
B (18.9)
A (9.8)
B (17.7)
B (15.4)
A (9.1)
The analyses of existing traffic volumes indicate that both

intersections operate at acceptable Levels of Service
during both A.M. and P.M. peak hours. An operational
Level of Service of E or higher is generally considered to
be acceptable for an urban street like H Street, during a
peak hour. The above intersection capacity analyses of
the H Street/6th Street and H Street/13th Street sample
intersections, along with supplemental field observations,
indicate that H Street currently operates with reserve or
excess capacity during the peak weekday hours, west of the
Maryland Avenue/Florida Avenue/Benning Road intersection.
Average daily traffic volumes are significantly heavier along
Benning Road, east of the Maryland Avenue/Florida Avenue/
Benning Road intersection, and as a result, those intersections
likely operate at lower Levels of Service (LOS). (Note: The
District Department of Transportation was not able to provide

theHOKPlanningGroup
23
PARKING--ON-STREET & PRIVATE LOTS

32 SPACES
102 SPACES
44 SPACES
40 SPACES
46 SPACES
210 ON-STREET SPACES

300-350 SPACES
168 SPACES
140 SPACES
125 SPACES
300-360 SPACES
585 SPACES
1,387+ SPACES
the Consultants with the data for calculating the LOS for the 5Road Intersection.)
As part of this revitalization effort, the H Street
redevelopment team is proposing to reconfigure the H Street/
Benning Road/Maryland Avenue/Florida Avenue intersection
to allow for landscaping opportunities at the corridors
eastern gateway. This reconfiguration is proposed primarily
for pedestrian safety and aesthetic reasons; however it should
also provide an opportunity to improve traffic conditions at
a primary commuter intersection. It is recommended that
the District Department of Transportation (DDOT) conduct
a traffic study in order to assess the traffic implications of any
geometric improvements
Parking Analysis
The H Street corridor currently contains both on-street and
off-street parking within the study area. On-street parking
is generally available along H Street during all times except
during the period of the predominant flow of commuter
traffic in the morning and in the evening. As a result of these
existing parking restrictions, several H Street business owners
have complained about the restrictions as hindering customer
access to the business locations during the restricted times.
On-street parking is generally restricted along H Street along
the north side of the street (along the westbound traffic side)
from 7:00 9:00 AM and on the south side of the street
(along the eastbound traffic side) during 4:00 6:30 PM. A
mix of metered (2-hour parking permitted Monday through
Friday, 9:00 AM 6:30 PM) and residentially zoned parking

spaces is located on the north-south streets within the study
area. The corridor currently contains 336 on-street spaces
on H Street, which appear to be primarily used by H Street
business customers and merchants.
The off-street parking lots located in the study area currently
contain approximately 850 spaces. These lots are generally
restricted for patrons of the commercial and institutional uses
located along H Street and are not for use by the general
public. The one lot, which contains general public parking,
is located at the intersection of H Street and 3rd Street
and contains approximately 110 spaces. This lot is used by
commuters on weekdays but could be available for other
general parking on weekday evenings and weekends. The
remaining 740 off-street spaces are located in the other offstreet lots contained in the H Street study area.
Parking opportunities in the H Street corridor are dependant
upon future H Street development because there could
be more off-street parking made available in the future
as buildings are removed or added, according to the
development plan. However, the following two existing
locations could potentially help to serve a portion of the offstreet parking needs in the H Street corridor.
Union Station. There is currently a significant amount of
parking (1,387 spaces) located at Union Station and there
could potentially be additional development located here in
the future. As a result, assuming that the parking located here
in the future would be adequate enough to meet the future

Union Station parking demand and the demand generated by
any additional future development located at Union Station,
some of the future parking could potentially be available for
use by other future development located in the H Street
corridor.
Hechinger Commons Shopping Center. The parking lot for
the Hechinger Commons Shopping Center could potentially
be made available for shared parking use with H Street
corridor commercial/institutional uses during non-shopping
center business hours. For example, people who drive to
H Street destinations during the evening could potentially
use the Hechinger Commons Shopping Center parking lot
after the shopping center stores close. However, this shared
parking arrangement would likely require some sort of formal
agreement between the shopping center owner(s) and H
Street businesses. In addition, the Hechinger Commons
Shopping Center could also potentially charge for the use
of its extra parking spaces that are regularly unused (e.g.
spaces located the furthest from the shopping center) during
shopping center business hours.
Union Station generally has higher parking occupancies during
weekday business hours, while shopping centers such as the
Hechinger Commons Shopping Center typically have higher
occupancy rates during evening weekdays and mid-day on
Saturday. Businesses located along H Street likely have greater
parking occupancies during weekday business hours and mid-

theHOKPlanningGroup
24
ROUTES
BUS TRANSIT
Routes 90, 92 &93
Routes X-3
Route 0-8
Eye Street NE
u
ven
dA
an
ryl
Ma
H Street NE
15th Street
14th Street
13th Street
12th Street
11th Street
10th Street
8th Street
7th Street
Route X-2
6th Street
5th Street
4th Street
3rd Street
2nd Street
Routes X-1
Bennin Route X8
g Road & X-3
Routes X-1,
X-2,
G Street NE
day on Saturday. Union Station and Hechinger Commons are

located at each end of the corridor and would likely be useful
as local off-street overflow parking for people who could not
find other off-street or on-street parking along H Street. Both
of these potential off-street parking locations would be made
more accessible by a future light rail/bus transit or shuttle bus
line along H Street, which would link the commercial uses
along H Street to the parking locations. Also, the likely success
of using these parking facilities for H Street commercial
establishments will depend on the nature of the area as a
destination.
Bus Transit Conditions
The H Street corridor is served by the following bi-directional
Metrobus routes: X1, X2, X3, D8, 90, 92, and 93. The X1 and
X2 routes serve the entire length of the corridor. The X3, D8,
90, 92, and 93 routes have stops located at key intersections
along H Street, and the 90, 92, and 93 routes all have a stop at
8th Street, which is the study areas midpoint and connect the
H Street community south to Capitol Hill and Eastern Market,
and across the Anacostia River.
The end points for the X1 Metrobus route are located
at the Minnesota Avenue Metrorail station and the State
Department in Foggy Bottom. The X2 route travels between
the Minnesota Avenue Metrorail station and Lafayette Square,
and the X3 Metrobus route travels between the Minnesota
Avenue Metrorail station and McLean Gardens in northwest
Washington, D.C. The D8 bus route travels between the
Washington Hospital Center and Union Station, Route 90
travels between the Anacostia Metrorail station and McLean
Gardens, and routes 92 and 93 both travel between the

Congress Heights Metrorail station and McLean Gardens.
Existing Metrobus H Street Routes and Ridership
Metrobus routes and key transit transfer points easily connect

the H Street Corridor to virtually all major employment
and population centers in the District of Columbia, including:
Downtown, Capitol Hill, the Washington Hospital Center, and
the U Street Corridor. The bus routes provide direct access
to key transfer points located at the Union Station, Gallery
Place-Chinatown, New York Avenue Metrorail station (under
construction), Anacostia, and Minnesota Avenue Metrorail
stations.
Overall frequency of service along the H Street corridor
is very good, with 15-30 minute headways for most buses
during off-peak hours and every 10-20 minutes during peak
hours. Weekend service averages between 20-45 minute
headways. Some community members complain that the
buses are over-crowded during some off-peak periods,
particularly during the middle of the day.
Metrobus stops are located every two blocks along H Street
in the study area. Approximately half of the Metrobus stops
are sheltered stops. Most of the Metrobus stops located in
the study area appear to be heavily utilized, and the frequent
number of buses stopping along H Street, do not appear to
significantly impede the traffic flow during rush periods.
Route
D8
X1
X2
X3
90
92, 93
Origin
Washington
Hospital
Center
Minnesota
Avenue
Station
Minnesota
Avenue
Station
Minnesota
Avenue
Station
Anacostia
Metrorail
Station
Congress
Heights
Station
Destination
Weekday
Ridership
Avg # of
Riders per
Hour
Union
Station
5,002
51
State Dept
in Foggy
Bottom
1,684
46
Lafayette
Square
16,333
84
1,684
46
17,128
50
17,128
50
McLean
Gardens
NW
McLean
Gardens
NW
McLean
Gardens
NW
Metrobus Performance Assessment Report, July 2002
The following table provides the weekday ridership and

average number of passengers per hour for the seven
Metrobus routes, which serve the H Street study area.

theHOKPlanningGroup
25
BICYCLE ROUTES
Bicycle Conditions
The following bicycle-related characteristics currently exist in
the study area, which affect the quality of the local bicycling
environment:
On-street parking is generally restricted along H Street
along the north side of the street (along the westbound
traffic side) during 7:00 9:00 AM and on the south side of
the street (along the eastbound traffic side) during 4:00 6:
30 PM;
Traffic volume along H Street is consistently heavy with
speeds that appear to be in excess of 35 mph;
There is limited room available between on-street parked
cars and the traffic lane for safe cycling;
Sidewalks along H Street are narrow (less than 6 feet in
some locations) and have heavy foot traffic;
Blocks are short, with frequent curb cuts and intersections,
which presents a cyclist with frequent potential vehicular
conflict locations;
Relatively heavy traffic volumes and confusing traffic
patterns at the H Street intersection with Benning Road,
Bladensburg Road, Florida Avenue, and Maryland Avenue,
are difficult for cyclists to negotiate; and
The Hopscotch Bridge, which has fast-moving traffic and
no curbside parking, provides the most direct street access
between the H Street corridor and Downtown. For
many bicyclists, the steep grade on the bridge is a factor
that is difficult to climb and can be dangerous to descend,
thus discouraging cyclist movement. However, there is

alternative access between Union Station and H Street via
3rd, G and F Streets.
H Street is neither an official or unofficial on-road bike route.
However, the streets located to the immediate north and
south of H Street form a dense grid of streets, with relatively
light and slow-moving (less than 25 mph) traffic volumes,
which makes the local neighborhoods pleasant for bicycling. H
Street is connected to two official on-road bike routes, which
are located along 4th and 6th Streets. Both 4th Street and
6th Street have striped bicycle lanes in one direction, along the
blocks south of H Street. 4th and 6th Streets connect the H
Street corridor with Union Station, the extensive bicycle lane
network on Capitol Hill, the National Mall, and Anacostia.
Two unofficial bike routes located along 12th Street, NE, and
Maryland Ave, NE, also intersect with H Street at its eastern
end, and connect the H Street corridor with neighborhoods
throughout the Northeast Quadrant of the District, as well
as to the Anacostia watershed. K Street NE, which is located
two blocks to the north of H Street, is an unofficial bike route
that provides direct access to downtown Washington, D.C.
and the Metropolitan Branch Trail.
The Metropolitan Branch Trail is a multi-use, on-road and
off-road bike trail, which connects the neighborhoods of
northeast D.C. and Union Station (located to the south), with
residential, recreational, and commercial nodes located in
Silver Spring, Maryland. Overall, H Street is not very bicycle-
oriented, however, its location within a dense grid of residential

streets (many of which are either official or unofficial bike
routes) with low traffic volumes, situates it within a local area
with a pleasant bicycling environment. H Street is also located
within close proximity to many significant commercial and
recreational activity centers within the District of Columbia.
Pedestrian Conditions
Pedestrian traffic is generally moderate to fairly heavy along
H Street, with significantly more people observed crossing
the north-south cross-streets along H Street, than H Street
itself. With the exception of 5th Street, all of the H Street
intersections contained in the study area are signalized and
have double-lined crosswalks, which appear to have been
recently painted and are clearly visible. The lengths of the
green/walk signal phases at each of the intersections appear
to be adequate for the elderly and disabled to safely cross H
Street and all of the cross-streets along H Street.
In general, pedestrian traffic in the study area does not appear
to impact vehicular traffic traveling along H Street, due to a
lack of jay-walking and/or large pedestrian volumes crossing
H Street. This is likely due to the wide cross section of H
Street, the relatively fast travel speed of traffic traveling along
H Street, and the lack of adequate crossing gaps, all of which,
make H Street unattractive for crossing at times other than
during the pedestrian signal phases.

theHOKPlanningGroup
26
Truck Loading Issues

Illegally parked commercial delivery vehicles are a citywide
issue. Trucks that double park in travel lanes create a
bottleneck effect when through vehicles are forced to merge
into fewer travel lanes. This results in traffic congestion in the
citys commercial districts during peak and non-peak time
periods.
Commercial delivery vehicles currently park in loading/
unloading areas located behind buildings along H Street, in offstreet parking lots located in front of buildings where available,
or on H Street, where there is no off-street delivery space
available. Thus, there currently appears to be a Free Loading
Zone parking strategy in place (see Appendix), along H Street
in the study area.
Three other more sophisticated on-street commercial parking
strategies, which could potentially be implemented in the
future, include: Commercial Permit Parking, Metered Zone
Parking, and Premium (Exclusive) Zone Parking. Each strategy
has numerous features, advantages, and disadvantages, which
are listed in the Appendix.
The future H Street commercial community, along with
the District government, should determine which on-street
commercial delivery parking strategy would be the most
appropriate for the H Street study area. The determination

of the most appropriate future strategy, however, will likely
have to wait until a redevelopment plan is formulated and
implemented along the H Street study area.
Transit Enhancements (Planned)
In the fall of 2000, the District of Columbias Department
of Transportation (DDOT) and Office of Planning (OP)
entered into a joint project with the Washington Metropolitan
Area Transit Authority (WMATA) to conduct a preliminary
analysis of 12 transit corridors that may provide opportunities
for improving mobility within the District of Columbia.
Identification of the corridors selected for study was based
on the Districts 1997 A Transportation Vision, Strategy, and
Action Plan for the Nations Capital and WMATAs 1999
Transit Service Expansion Plan. Two of the twelve corridors
that were studied utilized the H Street corridor for a portion
of the routing: one connected Woodley Park Metrorail Station
to Minnesota Avenue Metrorail Station, and one connected
Georgetown to the RFK Stadium Armory Metrorail Station.
The study was conducted in two phases. Phase 1 produced
an initial screening of the corridors based on mobility or
ridership service potential, potential relief for the Metro
system within the regions central core, construction potential,
and other factors. As part of Phase 2, a second screening was
conducted to organize corridors into: 1) corridors that appear

to be good candidates for more detailed planning, 2) corridors
for consideration in a special East of the Anacostia River.
A third screening was then conducted considering
appropriateness for advancement to a more detailed level
of planning, service to District Residents, opportunities for
transit supported economic development, and other factors.
The purpose of the third screening was to identify the two
or three corridors that appear to be the most promising
corridors for advancement to a more detailed level of
planning as part of a federal alternative analysis. The Woodley
Park Metro to Minnesota Avenue Metro via H Street was one
of the three selected corridors.
The Woodley Park Metro to Minnesota Avenue Metro
corridor is projected to serve between 22,000 to 26,500 daily
riders by 2025.
A map of the proposed transit lines illustrating to which
centers H Street might be more directly linked is available
at http://www.ddot.dc.gov/information/documents/frames/
transit_study.shtm.
DDOT is planning a more detailed study of this route in 2003.
The study is expected to take one to two years and would
determine a more specific alignment for the transit corridor.

theHOKPlanningGroup
27
STREETSCAPE IMAGES
5.4 Public Realm

The quality of the public environment has a powerful influence
on our perceptions of a place. The public realmthe publiclyowned and controlled spaces between buildingsand the
elements that define itpaving materials, street trees, and
furnishingsall contribute to our overall impression of
place. Streetscapes can be used to define districts and create
identifiable places or to tie a linear corridor together to be
understood as a single place. Local examples illustrate how
streetscape improvements can support place-making and
revitalization strategies. For example, the ceremonial arch and
streetlights in China Town reinforce the neighborhoods unique
heritage and the streetscape improvements along Pennsylvania
Avenue NW reflect the streets symbolic and ceremonial roles
as the link between the Capitol and White House.
Entries to the Corridor
H Street NE has distinct eastern and western entries, each
presenting opportunities for improvement under the Strategic
Development Plan.
Eastern Entry. Since the early days of the District, the
intersection of H Street, Bladensburg Road, Florida Avenue,
Benning Road, 15th Street and Maryland Avenue has been
an important point of entry. Under the LEnfant Plan, the
intersection marked the eastern edge of the new National
Capitol and the place where the city grid met the Bladensburg
Turnpike, the early link between the District and the cities of
Annapolis and Bladensburg.
Over the years, as areas east of the District have grown,
the intersection has been reconfigured to serve increases
in commuter traffic, especially along Benning Road, one of
only 5 bridges across the Anacostia River. Over time, these
improvements have tended to favor vehicular rather than
pedestrian movements, making the intersection particularly
difficult to cross on foot. The current configuration, with its
lack of green space, areas for pedestrians, and streetscape
amenities, creates a significant barrier between the H Street,
the surrounding neighborhoods, and Hechinger Mall.
Fortunately, the LEnfant Plan provides a useful foundation for
thinking about potential improvements to the intersection.
As with other sites in the District where diagonal avenues
crossed, the intersection was shown on the LEnfant plan
as a hatched circle (please refer to illustration on page 14),
suggesting its potential for treatment as a special public place.
This potential is highlighted in the National Capitol Planning
Commissions recently adopted Monuments and Memorials
Plan. The Plan described the intersection as follows:
A potential commemorative feature at this location
could be incorporated within the existing and future site
conditions as the intersection of Maryland and Florida
Avenues is redesigned. The reconfigured space could provide
a landscape setting befitting this important node within

the Maryland Avenue Monumental Corridor. Circulations
improvements could include a traffic circle that would give a
new presence to the existing intersection. This new setting
could strengthen community identity while providing a context
for a medium size commemorative feature.
Western Entry. The Hopscotch Bridge defines the western
end of the corridor. The Bridge, constructed in the 1970s to
serve commuter traffic, was constructed in a utilitarian fashion
similar to many highway bridges in more suburban settings in
the region. The rise of the bridge acts a visual barrier between
the H Street NE corridor and the Downtown core, isolating
the neighborhood and contributing to the sense that the
street is a mere highway.
The bridges design as a continuous arch also affects
the potential for directly connecting existing and new
development to the street. Existing buildings along the
bridge, including the Capital Childrens Museum and the office
buildings west of the railroad tracks, do not open directly
onto the bridge and views are blocked from lower floors.
The continuous slope also presents challenges for the Station
Place and Union Station Air Rights developments. The slope
limits opportunities for new buildings to open directly onto
the bridge and create a more attractive streetscape and
comfortable pedestrian environment.

theHOKPlanningGroup
28
STREETSCAPE IMAGES
The pedestrian environment along the three block length of

the bridge is stark and inhospitable. The bridge is flanked by
high solid protective barriers, giving the bridge a canyon feel
with no streetscape, no trees and no activity. The solid barriers
on the sides of the bridge have been dressed up with public
art, and while this helps by adding color, it does not solve the
fundamental problems with the bridge that make this a hostile
place for pedestrians, as well as a barrier between the heart of
the City and the H Street corridor.
bus shelter was constructed in the center of the circulation

path near the Murrys grocery store and has become an
obstacle to pedestrians on the sidewalk.
Streetscape Conditions
Tree pits are not consistently located, edged or sized. Many

tree pits have a metal edge protruding up several inches that
is in disrepair, causing tripping hazards. In a few locations, tree
grates have been added over the tree pits to improve the
walking surface. Although, new street trees (maples, consistent
with District policy) have been added to a few areas within
the corridor, such as at the H Street Connection; overall the
existing trees are in poor condition. There is no consistent
spacing of the tree locations; many are missing, dead or dying.
There is no clear design of streetscape on the corridor and

much of what exists is in disrepair. Street furnishings are either
non-existent or inconsistently located. For instance, there is
no regular pattern or style of trash receptacles. While street
sweeping is regularly performed, the lack of trash receptacles
contributes to excessive littering that is evident throughout
the corridor. Similarly there is no overall streetscape design
concept to guide the location of bus shelters. As a result, a
Lighting on the corridor is provided from overhead cobra

style streetlights. These fixtures are designed to efficiently light
the vehicular travel ways, but do nothing for the pedestrian
environment. Smaller scale pedestrian fixtures, which add
character and warmth to the walkways, are lacking.
The width of walkways is another important consideration.

The walkway widths vary considerably along the corridor for
a number of reasons. Block sections include varying sidewalks
from approximately 5 to 15 feet, an approximately 9-12 feet
wide parking lane and approximately 11 foot wide travel
lanes. The changing size of parking lanes and sidewalk widths
serves no apparent function and results in an inconsistent
streetscape. In addition, other intrusions reduce the width of
sidewalks, including tree boxes, bay window projections, utility
meters, and poorly located bus shelters. In some locations the
combination of narrow walkway width and physical intrusions
results in walkways that are much too narrow.
The type and condition of the sidewalk paving is also an
issue in the corridor. Several different combinations of brick
and concrete, concrete alone, or brick alone can be found
throughout the corridor. In many areas the walkways are in
disrepair and have been haphazardly patched. The sidewalks
do not tie the area together with a consistent design concept
or material.

theHOKPlanningGroup
29
6 C H A L L E N G E S & O P P O RT U N IT I E S
The assessments summarized in previous sections of this
report were undertaken to help the planning team and community
1) understand issues affecting the vitality and attractiveness of
the corridor; and
2) identify opportunities which could serve as the foundation
for the plans development and implementation.
A summary of these challenges and opportunities follows.
Challenges
The presence of vacant sites, storefronts, and whole buildings, along with the poor condition of many occupied buildings, contributes to perceptions of the area as unwelcoming
and unsafe. The use of solid security grates and unshielded
security lighting further reinforces perceptions of the corridor as a risky place for investment;
With the notable exception of a half dozen sites, the size
and depth of parcels limit their attractiveness to investment
and redevelopment. Typical modern commercial buildings,
especially office and mixed-use buildings, require a much
larger footprint than is possible on a small, shallow site;
The current pattern of ownershipsmall parcels in separate ownershiplimits opportunities for larger-scale (half
to whole block) preservation and redevelopment. The patterns makes it difficult to consolidate contiguous blocks of
land to support modern building requirements or encourage multi-building preservation and adaptive projects;
With minor exceptions, no formal controls or incentives
exist to ensure that the corridors historic buildings are preserved and that new buildings be designed to relate well to
their surroundings;
Many new buildings along the corridor follow a suburban
development model, with front or side rather than rear
yard parking, minimal storefront display space, signage
directed to automobile traffic rather than pedestrians, and
building materials and details out of step with the historic
context of the street and surrounding; and
Current zoning provisions tend to promote the development of single use buildings with suburban site configurations, such as the CVS and Auto Zone, over developments
such as mixed use buildings with ground floor retail, second
story office and 2-3 floors of apartments.
Opportunities
The proximity of the western end of the corridor to metro
stations at Union Station and New York Avenue (planned)
greatly increases the potential for new residential and
mixed-use development and the adaptive reuse of existing
buildings;
The presence of several large, mostly vacant sites under
single ownership (e.g. the former Sears site) offer important
development opportunities;
With financial assistance, guidelines, zoning changes, and off-
site parking, barriers to the development of small sites will

be removed;
The special qualities of the corridor and surrounding neighborhood can be expressed through the conservation and
adaptive reuse of buildings and new initiatives to celebrate
and interpret history. Preservation incentives and interpretation programs can help reinforce the corridors character
and the livability of surrounding neighborhoods; and
Recent and planned investment in arts facilities on the
east of the corridor can serve as catalysts for the reuse of
existing historic buildings to house a range of arts related
usesfrom art galleries and studios, artists live/work spaces,
restaurants, performance venues, and small specialty shops.
Challenges
The current mix of uses along the corridor does not provide the range or quality of goods and services sought by
neighborhood residents or shoppers from other parts of
the city, nor does it contribute to the creation of a lively
street environment. While residents are dissatisfied with
the existing mix of uses, nearby shopping destinations present significant competition and existing market demand will
only support retail and restaurants uses in approximately
half of the corridors frontage. Early efforts must focus on
building a critical mass of quality destinations in key locations;

theHOKPlanningGroup
30
Because H Street lacks a distinct image, retailers searching

for space are more inclined to investigate neighborhoods
with an established identity and higher quality public environment. There is a need to (re)introduce investors and
merchants to the corridor and sell them on its potential;
Many existing businesses do not present an attractive face
to the street. Signage is outdated, display windows are
blocked and doorways are not well lit and inviting;
Local retailers and neighborhood residents identified safety
and security as central concerns. The lack of street lighting,
loitering and the presence of vacant and poorly maintained
storefronts contribute to the streets image as an unsafe
place;
The corridors transformation will be achieved incrementally. It will take several years of hard work and commitment to realize the communitys vision. All steps in the right
direction, even small ones, should be celebrated. Over time,
a record of success, even on a modest scale, will build the
corridors reputation in the marketplace; and
The benefits of an improved H Street will not be distributed evenly among existing businesses. While many will
flourish as new development, new customers, and new
merchants are attracted to the corridor, some will not.
While unfortunate, this dynamic is an unavoidable consequence of improvement.
Opportunities
H Street offers a tremendous opportunity for entrepreneurial retailers. With rents below most other neighborhoods, the corridor is affordable to start-up and one-ofa-kind businesses. This phenomenon remains an essential
component of U Streets success story;
Giving residents shopping opportunities closer to home
will establish a strong customer base for existing and new
businesses, bring new life to the street, promote a stronger
sense of community, and put H Street on the map of District shopping destinations;
Many retailers on H Street have the business sensibility
and product offerings to thrive in a revitalized environment. Helping these retailers survive and thrive in a more
competitive environment will be critical to maintain the
corridors unique and special character; and
While small lots and block fronts under multiple ownership
limit present obstacles to large scale development, the same
conditions represent opportunities for smaller scale, more
incremental improvements by local property owners and
entrepreneurs.

Challenges
Balancing the needs of commuters, using H Street as a connection to one of the few Anacostia River bridge crossings
and travelers bound for H Street and neighborhood destinations is a sensitive challenge;
As a principal commuter route, H Street carries a significant
volume of traffic during peak travel periods, often at speeds
that negatively impact the pedestrian environment;
Conditions for pedestrian traveling along sidewalks and
crossing H Street are less than optimal; and
The lack of public parking - both off- and on- street creates difficulties for shoppers and increases competition for
spaces along side streets and in the neighborhood. Without
additional publicly available spaces, it will remain difficult to
attract new retailers, restaurants, entertainment venues,
small-scale infill projects and the adaptive reuse of historic
buildings.
Opportunities
Traffic control system are proposed to be re-timed to
encourage reasonable travel speeds;
The introduction of peak period transit lanes that extend to
the outlying suburbs would improve regional access to the
District of Columbias central business district as well as to
the H Street corridor;
The introduction of Light Rail or Bus Rapid Transit along
the corridor would improve the corridors connection to
neighborhoods and commercial districts throughout the city,
including downtown, increasing the corridors attractiveness
and the visibility of its businesses;
More visible crosswalks, widening sidewalks, the possibility of 24-7 parking lanes (as a protective buffer to moving
vehicular traffic) and improved transit facilities and access,
would enhance the pedestrian environment and improves
access to local businesses along the corridor; and
The possibility of lifting the rush hour restrictions on curb
lane parking would provide convenient parking spaces for
local businesses along the corridor.
6.4 Public Realm
Challenges
With few expectations, streetscape conditions along H
Street are poor. Street trees are nonexistent or in bad
condition, no pedestrian scaled lights exist, and elements
like benches, bus shelters, trash receptacles, and bike racks
are few and far between;

The condition of public spaces and rights of way at either
end of H Street makes the corridor feel isolated from
nearby destinations and the balance of the District. As a
place for pedestrians, the intersection of H Street , Maryland Avenue and Florida Avenue is unsatisfactorywalking
in this area is an uncomfortable experience;
Similarly, the portion from Hopscotch Bridge leading into
the main H Street corridor is unhospitable and lacking in
pedestrian amenity;
The side streets connecting the H Street frontage to the
neighborhoods are in particularly poor shape. In many
locations, the side yards of corner buildings have been
paved, used for trash cans and rubbish, or for illegal parking. As generally uncared for space, many sideyards have
become popular locations for loitering; and
Several factors reinforce perception of the corridor as
unsafe and unwelcoming - poor quality streetscapes, buildings that are vacant and/or in disrepair, grates blocking
storefronts and the corridors reputation for having a high
crime rate. This negative image of the corridor affects the
ability of the corridor to thrive.
Opportunities
By making a clear and dedicated improvement to H Streets
streetscape, maintenance, and safety, the City has the
opportunity to alert the business and development communities that the DC government is a serious and invested
partner in this corridors revitalization;
The proposed redevelopment of the Union Station Air
Rights presents a significant opportunity to improve the
western gateway into the corridor. The proposed development suggests direct pedestrian access to H Street. In the
development of this and other properties that front the
bridge, every effort should be made to provide visual and
physical connections (especially on the pedestrian scale)
from these developments to H Street;
Modifications to the intersection of H Street , Maryland
Avenue and Florida Avenue will improve the pedestrian
experience, infill the street frontage, create a visual terminus
and reduce the impact of surrounding parking lots; and
Any transit improvements within the corridor may require
the reconstruction of the street to provide the transit
lanes. This becomes an opportunity to correct the narrow
sidewalk width and poor condition of the walkways and
to create coordinated streetscape design. The existing 90foot right-of-way within the corridor can provide adequate
travel lanes, transit lanes, sidewalks and rush hour street
parking.

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Quality Design and Development
Respect for History, Heritage and Diversity
A Rich Mix of Uses
Leveraging Transit Investments
Streets for People
A Quality Public Realm
7 V I S I O N & P LA N F RA M EW O R K
This section of the report presents the communitys vision for
H Street and an introduction to the four focus areas around
which the Plans recommendations are organized.
7.1.Vision
Much of the discussion during public meetings and the design
charrette focused on the corridors colorful history and
special qualities. While some shared their concern about
current problems, many spoke of a brighter future. Diverse
stakeholders talked about the importance of making H
Street a safe and attractive place offering opportunities and
activities for the whole neighborhoodyoung and old, families
and singles, newcomers and old-timers. People spoke of the
importance of supporting existing businesses, creating new
opportunities for local entrepreneurs, and attracting new
investment. They talked about the importance of protecting
the streets character, promoting a unique sense of place, and
ensuring that new projects complement rather than detract
from the areas best qualities.
Emerging from these discussions was a shared vision for the
future of H Streeta vision of a great neighborhood shopping
street, serving resident needs, providing connections to the
larger City, and improving the livability of the surrounding
community. Elements of the vision follow.

Quality Design and Development. New buildings along
the corridor should be designed in ways that respect the
communitys character, protect neighborhood livability and
contribute to the making of active streets and public spaces.
New development should be urban in character and use,
bringing life to the street, complementing historic buildings
and reinforcing a sense of place for the corridor. Through
the use of design guidelines and preservation incentives, the
community can ensure that new investment is of the highest
quality.
Respect for History, Heritage and Diversity. The
history of H Street and the surrounding neighborhoods
provides a strong foundation for the corridors future. The
Plan calls for uses that support the entire neighborhood, for
the preservation and adaptive reuse of the corridors most
historic buildings, and for the introduction of new buildings
that reinforce the streets uniqueness. To raise awareness of
local history, the Plan calls for new programs and initiatives to
interpret and celebrate history.
Retail Environment
A Rich Mix of Uses. A revitalized H Street should be
thought of as a string of unique but interrelated places, each
serving a range of neighborhood needs. The plan calls for the

strengthening of existing businesses, and the attraction of new
uses retail shops, restaurants, an improved library facility and
housing opportunities. The plan envisions improved and new
places to live, shop, eat, and be entertained, all of which will
promote a safer and more attractive street environment and
provide new opportunities for employment.
Leveraging Transit Investments. The corridors
attractiveness is greatly enhanced by transit. The proximity
of Metro Stations at Union Station and New York Avenue
(planned), the presence of high capacity, high frequency bus
lines, and plans for transit enhancements will strengthen
connections between the neighborhood and the rest of the
City. For the corridor, this improved connectivity can add new
life to the street, increase pedestrian traffic, improve visibility
for retailers, and temper demand for parking.
Streets for People. H Street should be designed to serve
a number of travel modesautomobile, bus, transit, and
pedestrian. The corridor should be accessible to residents and
visitors as well as offer connections to amenities throughout
the District. H Street should be designed to provide for
safe, comfortable pedestrian movement as well as vehicular
and transit circulation and parking. Improvements to the

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STRATEGIC DEVELOPMENT PLAN

DOWNTOWN/REGIONAL OFFICE
REGIONAL RETAIL
Regional Retail Anchor
NEIGHBORHOOD CORRIDOR
Office Anchor
Residential Concentration
W E S T E R N G A T E W A Y:
Local Retail Concentration
HECHINGER/
O L D S EA R S
W E ST E R N G AT E W AY
E A ST E R N G AT E W AY
T H E MA L L
Hopscotch Bridge and Eastern Gateway will further improve

the corridors walkability.
Public Realm
A Quality Public Realm. The quality of the public realm
- streets, sidewalks and public-rights-of-way - has a powerful
influence on the communitys livability and economic vitality.
To ensure success, the corridors public spaces must be clean,
safe, and attractive. A comprehensive program of streetscape
improvements curb, gutters, and sidewalks; decorative
benches and streetlights; etc. . along with efforts to improve
safety, fix-up storefronts, and attract new businesses and
residences will contribute to the creation of a lively public
environment.
7.2 Plan Framework
The concepts presented in the Strategic Development
Plan are organized around a vision of the corridor as a
special place in the City composed of four distinct but
interrelated districts. While each district has its own unique
qualities and opportunities, plan recommendations build
towards a larger vision of the corridor as a safe, attractive,
and interesting destination. Following this framework, the
Plans development and preservation recommendations are
provided for the entire corridor as well as the four districts:
Western Gateway: The Hub and Urban Living;

the Central Retail District;
Arts & Entertainment; and
The Mall (Hechinger Mall/Former Sears Sites).
For each of the districts, the Plan offers land use, preservation,
urban design, and development strategies, all of which are

designed to contribute to the revitalization of the whole
corridor.
and office tenants seeking to benefit from regional transit

accessibility. This subdistrict thus becomes critical transitional
stretch to H Street at its western gateway.
The four districts were defined based on the findings of

the conditions assessment and market analysis, and refined
through discussions with community stakeholders. Factors
such as walking distance, building and site vacancy, planned
development, proximity to transit, and existing land use
supported the teams decisions regarding boundaries and
area-specific development strategies. (Please note that the
boundaries of the districts have been defined for planning
purposes onlythe boundaries between districts should be
interpreted as transitions rather than hard edges.)
The development of the Station Place project by Louis

Dreyfus Properties and the Union Station Air Rights
(Burnham Place) by Akridge Development will help to
strengthen the connection between Burnham Place, Station
Place, Union Station and the H Street corridor; serve overall
objectives of neighborhood revitalization; and enhance the
opportunity to create a unique multi-modal center in the
heart of the District. With entries directly on the bridge,
active storefronts, pedestrian amenities, and improved access
to Union Station, the Hopscotch Bridge can become an
attractive extension of the corridor and a critical link to new
uses.
An introduction to each focus area, including the rationale

behind its definition, follows.
Western Gateway (North Capitol Street to 7th Street)
The Western gateway comprises two subdistricts: The Hub
and Urban Living. The Western Gateway serves as the literal
and symbolic bridge between H Street, North Capitol Street,
Union Station, and destinations throughout the core of the
City.
The Hub (North Capitol Street to 2nd Street). The
area between North Capitol Street and 2nd Street NE will be
developed significantly over the next few years. Union Station
is a regional retail and transportation hub; walking distance
from Union Station played a strong role in defining the limits
of the subdistrict the entire area is within a 10-12 minute
walk of a Metro station, making development and adaptive
reuse projects particularly attractive to residents, retailers
Urban Living (2nd Street to 7th Street). New buildings

between 2nd and 4th Streets can bring new life to this end of
the corridor. Larger sites in single ownership along this stretch
of H Street make higher density, mixed-use projects possible
and allow a sensitive transition from developments in The
Hub to lower scale buildings between 4th and 7th Streets.
Mixed-use development at this end of the corridor reinforces
the concept of Transit-Oriented Development (TOD), the
Districts policy of focusing higher density mixed-use activity
nodes close to major transportation hubs.
Central Retail District (7th Street to 12th Street)
Plans for the Central Retail District recognize this areas long
history as the neighborhoods primary shopping destination.
The area around the intersection of 8th and H Streets
continues to benefit from its position as the corridors 100%

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cornerthe place where the transportation network best

supports retail activity. Several transportation-related factors
the crossing of high volume bus lines, the passing of 24,000
vehicles per day, and foot traffic from the neighborhoodmake
this area attractive to a mix of local, regional, and national
retailers. Recent building renovations and the low number
vacant sites and storefronts are clear signs of the areas viability
as a retail destination.
Recommendations for the Central Retail District focus on
leveraging existing assetsstrong existing businesses, quality
building stock, and excellent accessibility. Recommendations
include initiatives to increase the competitiveness of existing
businesses, attract new investment, encourage the renovation
of storefronts and buildings, attract small office and apartment
uses in upper story spaces, and encourage infill development
on vacant and underutilized sites. Full-time on-street parking
along with proposed public parking facilities at the districts
edgesat the redeveloped Murrys and/or Auto Zone sites
will help support the districts development.
Arts & Entertainment (12th Street to Bladensburg
Avenue)
Building on the success of the H Street Playhouse, the
presence of the R. L Christian Library, plans for the Atlas
Performing Arts Centers rebirth, and the areas historic
buildings, the Plan envisions the eastern end of the corridor

developing as a destination for restaurants, cafes, galleries, small
shops, and studio spaces serving the needs of theatergoers,
the District arts community, and neighborhood residents.
Extending from 12th Street to Bladensburg Road, this area
will act as a magnet for arts and entertainment-related
investments and a catalyst for the celebration of local heritage
and culture. Improved library facilities are expected to play
an important role in the areas futurea new facility or greatly
improved facility could provide a civic presence and an
important educational and cultural anchor for neighborhood
residents, especially children. The plan also calls for the
redesign of the intersection of H and 15th Streets with Florida,
Maryland, Bladensburg, and Benning Roads to improve
conditions for pedestrians, calm traffic, and create a new space
for a memorial or public art.
This area, in combination with the Central Retail District, will
further improve the streets image as a unique and interesting
destination. Recommendations for this area include initiatives
to attract new investment, encourage the renovation of
storefronts and buildings, attract small office and apartment
uses in upper story spaces, encourage infill development on
vacant and underutilized sites. Additional parking is proposed
on the vacant land behind the library and in the middle of
the block behind the Atlas Performing Arts Center. Shared
parking agreements should be sought which would permit use

of the Auto Zone and H Street Connection lots for evening
and off-hour use.
The Mall (Hechinger Mall/Former Sears Sites)
(Bladensburg Avenue to 17th Street)
Plans for the Hechinger Mall/Former Sears sites focus on the
on-going improvement of Hechinger Mall and the attraction
of new development on the former Sears site that serves
neighborhood needs without competing against H Street
retailers. The plan supports the development of this site for
either residential or commercial use so long as the design is
sensitive to the surrounding neighborhood and the urban
context.
A second development scenario proposes 50 units per
acre of residential development, in addition to retaining the
Hechinger Mall and CVS gross floor areas, as well providing an
additional 36,000 square feet of new retail use.
A third scenario proposes a mixed use development on
the former Sears site. Some 63,000 square feet of retail
is provided at ground level. Some 72,000 square feet of
commercial/office use is provided, largely within a 6 story
building. Some 130 residential units are provided in 3 to 7
story developments.

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8 ST R AT E G I C D EV E L O P M E NT P L A N
This section of the report begins with an overview of the

development program for the entire corridor followed by
a review of recommendations for each of the four districts
and a summary of the corridor-wide recommendations. The
development program overview provides a summary of
proposed uses as they relate to the findings of the market
analyses and retail audit. The recommendations for the four
districts focus on land use, preservation, design quality, and
development strategies for specific blocks and sites. The
corridor-wide recommendations focus on streetscape and
public space improvements, traffic and transit improvements,
and programs and initiatives to support existing businesses,
attract new investment, and ensure neighborhood
compatibility.
8.1 Development Program Overview
The development program for the corridor provides ten year
planning targets for land uses. The program builds on the
results of the market analyses and retail audit and is shaped
by the communitys goals for new uses, the preservation of
existing buildings, and ideas for new development.
As provided in the market analysis, demand over a ten year
period could support approximately 1.24 million square feet
of development, approximately half of which would be used
for apartment units in new buildings or in the uppers floors of
existing buildings.
(Note: The corridor currently has approximately 1.22 million

square feet of occupied gross floor area, including 138,977 sf
under Exempt, e.g. Government, Institutional, etc. uses.)
(Note: This amount projects the needs for the corridor, and may
be built up incrementally, beyond the ten year horizon.)
Market Demand Projection to 2012

Use
Retail Uses
Office
Apartments
Building Area (sf) Current Occupied Area (sf)

300,000
431,150
200,000
538,931
650,000*
106,673 (all Residential
use)
Condominium Units
100,000*
(combined with above)
Total 2012 Demand
1,250,000
*Building area required for apartments and condominium units is based on an
average unit size of 1,000 square feet.
Meeting this demand along H Street over the next 10 years

will result in significant new investment in a mix of renovation
and new building projects.
The Plan, as presented in the following pages, identifies
opportunities for new development on vacant parcels and the
preservation and adaptive reuse of existing buildings. In total,
the plan identifies opportunities for the addition of between
800,000-900,000 square feet of building space for a total of
potentially some 2.2 million square feet of space along the
entire corridor.
As indicated in the plan, the proposed new development is

generally divided between new, larger-scale projects on vacant
or underutilized sites at the western end of the corridor and
small scale, infill development projects scattered along the
entire corridor.
While the total potential building area illustrated in the Plan
is substantially higher than what is called for in the market
analysis, the Plan must provide for an adequate range of
development opportunities to accommodate shifts in market
demand and provide flexibility to potential developers and
investors. Another reason for the gap between the demand
numbers and the potential building area illustrated in the Plan
relates to the timing of projects. Some projects, including
many of the small scale, infill projects, are expected to develop
over a 20 year, rather than 10 year, time period.
The Plan also calls for the replacement of several existing
buildings with new buildings. These recommendations for
redevelopment fall into two general categories:
replacement of buildings on underutilized sites scattered
along the entire corridor; and
replacement of buildings to accommodate larger-scale
redevelopment projects.

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The first type of redevelopmentreplacement of buildings

on underutilized sitesbuilds on the assumption that over
the next twenty years, most of the existing 1 story buildings
(virtually all of which were built in the past 35 years and are
not considered historically significant) will be replaced with
3-4 story buildings. The second type, related to larger scale
redevelopment projects, will result in the removal of a few
existing, non-historic buildings including the mid to late 20th
century additions to the Childrens Museum, the Murrys
building (to be replaced with a larger grocery and related
retail uses), and the Auto Zone store. Its important to
note the plan proposes that only 14% of the total building
area along the corridor be removed to accommodate new
development, and that this redevelopment is expected to
occur gradually over a ten to twenty year period.
The Study encourages land assemblage on all the parcels
along the corridor where new construction has been
proposed, indicated as orange developments in the illustrated
Plan.
8.2 Strategic Development Plan by District

Building Area (sf)
Removed
New
District
Existing
Western
Gateway
688,000
83,000
458,000
1,063,000
Central Retail
303,000
81,000
178,000*
400,000
Arts &
Entertainment
299,000
42,000
166,000
423,000
The Mall
214,000
71,000**
285,000
1,504,000
206,000
873,000
2,171,000
Total
Total
The following section of the Plan provides a summary of

recommendations for each of the districts along the H Street
corridor. For each district, the Plans general intent is restated,
the development program is presented, and specific projects
and initiatives are described.
use.

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W E ST E R N G AT E W AY :
Western Gateway:The Hub and Urban Living (North Capitol Street to 7th Street)
Building Area (sf)
Removed
New
District
Existing
Western
Gateway
688,000
83,000
458,000
1,063,000
Central Retail
303,000
81,000
178,000*
400,000
Arts &
Entertainment
299,000
42,000
166,000
423,000
The Mall
214,000
71,000**
285,000
1,504,000
206,000
873,000
2,171,000
Total
Total
use.
Western Gateway Development Program Summary

Building Area (sf)
Removed
New
Use
Existing
Retail
47,994
23,489
56,660
81,165
Office/
Commercial
414,122
29,188
100,810
485,744
Residential
86,665
633
409,557
495,589
Exempt
138,977
30,000
-108,977
Total (approx.)
688,000
83,000
458,000
1,063,000
Total
Introduction
Development Program
The Western Gateway, extending from North Capitol Street

to 7th Street, serves as the literal and symbolic bridge between
H Street, North Capitol Street, Union Station, and destinations
throughout the core of the City. Walking distance from Union
Station played a strong role in defining the limits of the districtthe entire area is within a 10-12 minute walk of a Metro
station, making development and adaptive reuse projects
particularly attractive to residents, retailers and office tenants
seeking to benefit from regional transit accessibility. Planned
developments at Station Place and the Union Station AirRights site and the concentration of vacant sites and buildings
further contribute to the districts potential.
The Plan estimates the Western Gateway can support, over

the next 10 years, the following:
With proper planning, new buildings along the Hopscotch

Bridge and between 2nd and 4th Streets can bring new life to
this end of the corridor. With entries directly on the bridge,
active storefronts, pedestrian amenities, and improved access
to Union Station, the Hopscotch Bridge can become an
attractive extension of the corridor and a critical link to new
uses. Larger sites in single ownership make higher density,
mixed-use projects possible and allow a sensitive transition
from Station Place and the Air Rights development to lower
scale buildings between 4th and 7th Streets. Mixed-use development at this end of the corridor reinforces the concept of
Transit-Oriented Development (TOD), the Districts policy of
focusing mixed-use activity nodes close to major transportation hubs.
be counted on, and these needs will be met in the Central

Retail District or the small corner retailers that have been
accounted for in this district.
Recommendations
500,000 to 600,000 square feet (or 500-600 units) of

housing;
5,000 to 15,000 square feet of retail space; and
100,000 square feet of Class B office space
Accommodating these uses and maximizing the development
potential of vacant and underutilized sites would result in the
removal of approximately 83,000 square feet of building area
and the addition of 458,000 square feet for a total potential
building area of 1,063,000 square feet. Under the Plan, new
development is focused on the 300 and 400 blocks of H
Street. Buildings to be removed include most of the remaining
buildings on the 300 block, the most recent additions to the
Childrens Museum, and the Murrys Grocery Store building.
The development program for this district is heavily focused
on residential use. A concentration of housing at the western
end of H Street will have a beneficial impact on the viability of
small retail establishments, such as traditional corner shops.
While Station Place and the Air Rights project are adjacent to
the corridor, it is anticipated that these will have limited impact
on H Street retail, as their primary retail focus will be toward
Union Station. As with all office workers, the retail needs
generated by these types of development will be predominantly food, and namely quick bite food, which will be satisfied
by their internal cafeteria and the offerings at Union Station.
Additional spill over onto H Street is possible, but should not
Air Rights and Station Place (A). The District and

community stakeholders should continue to work with the
developers of these significant projects to ensure they contribute to the creation of a quality pedestrian environment along
the Hopscotch Bridge. This includes, but is not limited to, the
provision of convenient, safe and clearly-marked connections
to Union Station; the provision of streetscape amenities such
as sufficient lighting, signage, hardscaping and other street
furniture; and the disposition of the proposed developments
so that they engage the street at pedestrian level. New buildings should have H Street addresses with primary entries
opening directly on the bridge sidewalk or onto entry courts
with direct connections to the bridge. New buildings should
directly abut the bridge structure with no rails or fencing
between the sidewalk and the building facades. To the greatest extent possible, the bridge should appear to be an extension of the H Street streetscape.
Capital Childrens Museum Site100 Block Northside (B). The District should encourage the redevelopment
of Capital Childrens Museum (CCM) site, with rehabilitation
of existing CCM and additional residential development of
residential units at the east, north and west sides of the block,
in the form of townhouses and multi-family buildings. CCMs
possible relocation makes this a key development site, as this

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Currently, Potomac Development Corporation owns this

site and had architectural drawings prepared for a mixed-use
development, with residential, office and retail components.
Station Place developers are interested in area housing
opportunities for the employees of the Securities Exchange
Commission and other future tenants.
WESTERN GATEWAY ILLUSTRATIVE PLAN--100-300 BLOCKS
Gateway Public Space Intersection and Corner

of H and 3rd Streets (D). The intersection of H and 3rd
Streets is proposed to have special hardscaping/paving distinguishing it from the other intersections along the corridor and
marking it as the transition from the Hopscotch Bridge/Union
Station area into the corridor proper.
New development on the east side of the intersection of 3rd

and H Street should also contribute to the creation of this
space. A small public space fronting the intersection on the
southeast corner is envisioned to form, with the hardscaped
intersection, a larger symbolic place, a civic plaza welcoming
people to the corridor and marking the western end of the
corridor. The corner public space also becomes an informal
neighborhood gathering space animated by shops and cafes.
The current scheme for the BP/Amoco site does not depict a
public space at the northeast corner. Nonetheless, it is anticipated that the revised scheme for the BP/Amoco site or an
alternative development proposal, as described in the following subsection, will be able address this intent, accommodate a
public space at the northeast corner and complete the formal
gateway public space.
D
A
is the only block controlled by a single entity. The complexs

probable historical importance suggests adaptive reuse of
Capital Childrens Museum buildings, most likely for residential
use. Parking for the redevelopment can be accommodated
underground at the west edge of the site, as the grade slopes
down toward the rail lines.
It must be noted that a cultural facility along the corridor
represents a significant and important civic entity separate
from private development and capable of offering a fully supportive infrastructure. Without the CCM facility, H Street may
be losing a civic opportunity, but the continued accommodation toward projects of its type must be encouraged to fulfill
the role of a complete neighborhood. Alternatively, the possible expansion of the current facility to a National Childrens
Museum would be best explored and developed as a design
competition. In this event, the program and criteria for the

competition should be developed by the District and/or CMM
as a separate undertaking.
Western Gateway Site200 Block Southside (C).
The Plan calls for the assembly of several lots and their development to a mid-rise (6-8 story) building to accommodate
mixed income residential and/or office uses with a retail or
restaurant use at the corner of 3rd and H Streets. The building should be built to the property line on H Street, with the
mass of the building placed as far to the north of the site as
possible. Parking should be provided underground with the
primary vehicular access off 2nd Street. The design of the
building should reinforce the importance of the 3rd and H
Street intersection as the corridors western gateway.
BP/Amoco SiteWest of Alley (E). The District and

community stakeholders will continue their work with the
representatives of BP/Amoco to develop the best possible
design for a new gas station and convenience store on the
existing gas station site (Note: They are anticipated to resubmit their zoning application in early 2003.).
While a service station may provide a needed service and
tax revenues, it does not represent the optimal land use and
building type at this location. An alternative might include a
6-8 story residential building to match the scale of proposed
development on the south side of H Street. The introduction of new households at this location could have a positive
impact on H Streets business development efforts.
BP/Amoco SiteEast of Alley (F). At this location, the
Plan calls for the development of a 3-5 story building designed
for retail on the ground floor and residential and/or office uses
on upper floors. The new building should be pulled forward
to define the street edge, and incorporate some architectural
treatment recognizing its position on a corner. Parking should

theHOKPlanningGroup
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DETAIL OF GATEWAY SPACES WITH BP/AMOCO SITE REDEVELOPED
WESTERN GATEWAY ILLUSTRATIVE PLAN--400-700 BLOCKS
PERSPECTIVE OF GATEWAY BUILDINGS LOOKING WEST
Gateway Public Spaces
HP
be provided underground and to the rear of the building with

access off the alley. While ground floor retail uses may not be
possible in the near term, the new building should be designed
to accommodate retail or restaurant uses in the future.
300 Block Southside (G). Like the block immediately to
the west, the Plan calls for the assembly of several lots along
H Street and their development to a single 6-8 story building
with residential or office as the primary use and retail uses on
the H Street frontage and at the corner of 3rd and H Street.
The new building should be built to the property line on H
Street, defining the street edge/public realm. A small public
space at the corner of 3rd and H Street forms part of the civic
space marking the western gateway. Parking should be provided underground with access from 3rd or 4th Streets rather
than H Street.
Currently, a local developer has preliminary plans for a mixeduse project on the entire block frontage. The developer is
currently seeking a larger partner in order to move the project forward. The developer is also an area stakeholder and is
committed to the appropriate design character and use for
this strategic site.
Preservation, Adaptive Reuse and Infill Development. The remaining blocks are appropriate for preservation,
adaptive reuse and selective redevelopment/infill development.
For the largest of the redevelopment sites, currently home to
the H Street CDC, the Plan calls for the removal of the existing one-story office building and the development of a new 34 story building with storefronts along H Street, residential or
office uses on the upper floors and parking off the alley. While
ground floor retail uses may not be possible in the near term
given market constraints, the new building should be designed
to accommodate retail or restaurant uses in the future.
Murrys Site Redevelopment (H) - The Plan recommends the Murrys site and parking lot be redeveloped to
create a new mixed use project incorporating residential
and/or office uses, an urban grocery store and a parking
structure designed to serve the development as well as
provide public parking for the corridor. It is estimated that
a new development could accommodate 300-350 parking spaces in a mid-block structure. Redevelopment plans
should include an analysis of the Blaire Schools historic
significance and adaptive reuse potential. The project should
result in the creation of new storefronts along H Street.
Loft Housing Adaptive Reuse (I) - The redevelopment
of the storage facility for loft-style apartments/condominium
units should be explored as part of the redevelopment

plans for the Murrys site. While this proposal requires additional study, transformation of the current structure (formerly the Ourisman Chevrolet showroom) into a stylish loft
apartment building could serve as a catalyst for similar conversions along the corridor. This effort could be combined
with the Murrys/Blaine School strategy, making the overall
scenario more attractive to the development community.
Activation of the DOES/DHS Ground Floor (J)
- The plan includes a proposal for infill development at the
wide entrance to the DOES building parking lot along with
improvements to the ground floor of the DOES building.
Opportunities exist to create a continuous street wall by
bridging over the entrance to the parking lot and bringing
more active uses to the H Street frontage of the building.
The DOES is a temporary use occupying the buildings
ground floor. The space offers a great development opportunity for some other appropriate ground level use, e.g.
retail, once it vacated in 2005. However, should ground
floor retail prove infeasible (this area is not identified as a
priority site for retail development) the building owners
should explore possibility of removing visual barriers along
the street edge and letting passersby see into the building.
As part of the planning process, a redevelopment alternative was prepared for the site. The alternative called for a
large-scale housing development on the site. If realized, the
additional residential population generated would complement the proposed redevelopment of the Murrys site and
provide additional customers for the proposed Central
Retail District.

theHOKPlanningGroup
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Central Retail District (7th Street to 12th Street)

Building Area (sf)
Removed
New
District
Existing
Western
Gateway
688,000
83,000
458,000
1,063,000
Central Retail
303,000
81,000
178,000*
400,000
Arts &
Entertainment
299,000
42,000
166,000
423,000
The Mall
214,000
71,000**
285,000
1,504,000
206,000
873,000
2,171,000
Total
Total
use.
Central Retail District Development Program Summary

Building Area (sf)
Removed
New
Use
Existing
Retail
160,863
53,717
61,275
168,421
Office/
Commercial
78,100
20,797
35,145
92,448
Residential
64,257
7,368
82,005
138,894
Total (approx.)
303,000
81,000
178,000
400,000
Total
Introduction
Development Program
Plans for the Central Retail District recognize this areas long
history as the neighborhoods primary shopping destination.
The area around the intersection of 8th and H Streets
continues to benefit from its position as the corridors
100% cornerthe place where the transportation network
best supports retail activity. Several transportationrelated factorsthe crossing of high volume bus lines, the
passing of 24,000 vehicles per day, and foot traffic from the
neighborhoodmake this area attractive to a mix of local,
regional, and national retailers. Recent building renovations
and the low number vacant sites and storefronts are clear
signs of the areas viability as a retail destination.
The Plan estimates the Central Retail District can support,

over the next 10 years, the following:
Recommendations for the Central Retail District focus on

leveraging existing assetsstrong existing businesses, quality
building stock, and excellent accessibility. Recommendations
include initiatives to increase the competitiveness of
existing businesses, attract new investment, encourage the
renovation of storefronts and buildings, attract small office
and apartment uses in upper story spaces, and encourage
infill development on vacant and underutilized sites. Fulltime on-street parking along with proposed public parking
facilities at the districts edgesat the redeveloped Murrys
site and at the Auto Zone sitewill help support the
districts development.
120,000 to 200,000 square feet of retail uses;

100,000 square feet (or 100 units) of housing; and
50,000 square feet of square feet of office space
other type of shop that benefits from a dense, residential

clientele of approximately 30,000 people.
Concentrating retail investment and activity is designed to
address several key obstacles:
the isolation of retailers along the H Street corridor;
Accommodating these uses and maximizing the

development potential of vacant and underutilized sites will
result in the removal of approximately 81,000 square feet of
building area and the addition of 178,000 square feet for a
total building area of 400,000 square feet. Development in
this area will result in the rehabilitation and adaptive reuse
of existing buildings and redevelopment resulting in the
replacement of several single story buildings with new 3-4
story buildings.
The development program is heavily focused on retail
uses. By focusing future retail development in this District,
both existing and new merchants will benefit from crossshoppingcustomers patronizing another establishment
than the focus of their original tripand the creation of a
strong identity for the district. The types of retail that fit into
this merchandising mix would be bakery, dry cleaner, party
supplier, tailor, florist, beauty salon, barber, convenience store,
deli, newsstand, small family restaurants, coffee shop, and any
the inability of market demand to support retail along the

entire corridor; and
negative perception caused by the proliferation of vacant
storefronts.
Recommendations
Preservation, Adaptive Reuse and Infill
Development (A). Several sites have been identified
as appropriate for small scale redevelopment and infill
development. These sites offer opportunities for owners
of small vacant and underutilized sites opportunities to
contribute to the revitalization effort while maintaining the
scale and character of the corridor.
8th and H Infill (B). Development at 8th and H is
currently permitted as a one-story retail building. The
design team proposes the addition of a real second-floor
one that could include either office space or a civic use.
In any case, it is vital for this location to be occupied by a
2 or 3 story building that properly responds to the corner

theHOKPlanningGroup
40
PERSPECTIVE VIEW LOOKING WEST
CENTRAL RETAIL DISTRICT ILLUSTRATIVE PLAN
A
AXONOMETRIC OF H STREET CONNECTION REDEVELOPMENT
B
C
C
REDEVELOPMENT PROPOSAL FOR H STREET CONNECTION
location. A 1-story building will simply not create a strong

development edge at this important intersection as well as a
2 or 3-story building.
H Street Connection (C). Simple, short-term
improvements, such as better landscaping, lighting and
signage are recommended to create a better image for
the center. To better use the Connections parking during
evening hours, shared parking agreements between the
center and the theaters should be explored.
replacement of the existing buildings with a more urban,

mixed use development composed of 3-4 story buildings
with retail on the ground floor, residences and offices in
upper story spaces, and rear yard parking or underground
parking. The new buildings should be built at the street
edge. The redevelopment alternative also includes an
opportunity for a new civic building and small public square
on the center of the site.
Corner Lots. Corner lots in this district present unique

opportunities to enliven the street and create stronger
connections between the corridor and the surrounding
neighborhood. The wide sidewalks on many of the side
streets, e.g. 7th Street, 11th Street and 12th Street, present
great opportunities for the development of sidewalk cafes,
outdoor displays of merchandise, small garden spaces, and
other uses that take advantage of the wide right-of-way.
In the long term, the sites redevelopment is recommended.

To maximize the sites development potential and to
bring more activity to the street, the Plan recommends

theHOKPlanningGroup
41
Arts & Entertainment (12th Street to Bladensburg Avenue)

Introduction

Building Area (sf)
Removed
New
District
Existing
Western
Gateway
688,000
83,000
458,000
1,063,000
Central Retail
303,000
81,000
178,000*
400,000
Arts &
Entertainment
299,000
42,000
166,000
423,000
The Mall
214,000
71,000**
285,000
1,504,000
206,000
873,000
2,171,000
Total
Total
use.
Arts & Entertainment Development Program Summary

Building Area (sf)
Removed
New
Use
Existing
Retail
107,496
16,319
51,220
142,397
Office/
Commercial
109,942
15,271
43,270
137,941
Residential
81,902
10,246
71,085
142,741
Total (approx.)
299,000
42,000
166,000
423,000
Total
Building on the success of the H Street Playhouse, the

presence of the R. L Christian Library, plans for the Atlas
Performing Arts Centers rebirth, and the areas historic
buildings, the Plan envisions the eastern end of the corridor
developing as a destination for restaurants, cafes, galleries, small
shops, and studio spaces serving the needs of theatergoers,
the District arts community, and neighborhood residents.
Extending from 12th Street to Bladensburg Road, this area
will act as a magnet for arts and entertainment-related
investments and a catalyst for the celebration of local heritage
and culture. Improved library facilities are expected to play
an important role in the areas future a greatly improved
facility could provide a civic presence and an important
educational and cultural anchor for neighborhood residents,
especially children. The plan also calls for the redesign of the
intersection of H and 15th Streets with Florida, Maryland,
Bladensburg, and Benning Avenues to improve conditions
for pedestrians, calm traffic, and create a new space for a
memorial or public art.
This area, in combination with the Central Retail District, will
further improve the streets image as a unique and interesting
destination. Recommendations for this area include initiatives
to attract new investment, encourage the renovation of
storefronts and buildings, attract small office and apartment
uses in upper story spaces, encourage infill development on
vacant and underutilized sites, and increase the availability of
parking.
Development Program
Recommendations
The Plan estimates the Arts & Entertainment District can

support, over the next 10 years, the following:
Auto Zone Site Redevelopment (A). The Plan

identified the Auto Zone site as an appropriate location for
the development of a 3-4 level parking structure with ground
floor retail fronting H Street and 12th Streets. The current
condition of the site does not contribute to the pedestrian
character of H Street. The buildings blank walls and autocentric parking configuration make this site a good example
of development that should not be repeated along the
corridor. The redevelopment of the parcel could provide an
opportunity for structured parking in a location that provides
support for the arts and entertainment and other supporting
uses. Although parking is recommended in this location, a
mixed-use structure which combines, retail, residential and/or
office would be allowed if parking proves to be infeasible.
15,000 40,000 square feet of retail uses;

100,000 square feet (or 100 units) of housing; and
50,000 square feet of office space.
Accommodating these uses and maximizing the development
potential of vacant and underutilized sites will result in the
removal of approximately 42,000 square feet of building area
and the addition of 166,000 square feet for a total building
area of 423,000 square feet. Development in this area will
result in the rehabilitation and adaptive reuse of buildings and
redevelopment resulting in the replacement of several single
story buildings with new 3-4 story buildings. The Plan also
calls for the development of public parking to serve this area
and the Central Retail District.
This development program for retail use is built on the
assumption that the Atlas Performing Arts Center, along with
the already thriving H Street Playhouse, will become strong
arts and entertainment magnets and spark demand for
restaurants and neighborhood cafes.
This area in combination with the focused Central Retail
District would further support the streets image as a unique
and interesting place to investigate and patronize. The success
of this district could result in an expanded trade area, which
would translate into healthier H Street retail establishments.
R. L Christian Library Site (B). The District recently

initiated a process to evaluate R. L Christian Librarys
programs and facilities and determine alternatives for
providing better services to the community. The process will
result in recommendations for improvements to the existing
facility, replacement of the facility on the existing site and a
new building. The Plan fully recognizes the librarys important
role in the neighborhoods future and strongly supports
its continued presence in the center or eastern end of the
corridor.
Short term improvements to the site could include the
development of a small (15-20 space) public parking lot
behind the library, with appropriate lighting, screening, and

theHOKPlanningGroup
42

H.street Revitalization Part1

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T A B L E O F C O NT E NT S

District of Columbia Office of Planning

LOCATION IN THE CITY

The Federal Triangle

The U.S Capitol

to assist in determining the public investment needed to

As a single destination, the corridor is too long and, rather,

Existing Conditions and Expectations

Though there is significant redevelopment potential on H

Land Use, Zoning & Development

1.5 miles of successful retail on H Street is unrealistic over a

Repositioning the gateway locations (the Hechinger Mall

Developing local small businesses.

Transit,Traffic & Parking

Parking new uses appropriately and establishing a traffic/

Transit,Traffic & Parking

Traffic speeds will be slowed and smoothed through traffic

District of Columbia Office of Planning

STRATEGIC DEVELOPMENT PLAN

Local Retail Concentration

Vision for H Street and the Strategic Development

The salient features and recommendations for this district are

Western Gateway Development Program Summary

The Hub. The area between North Capitol Street and

Union Station Air Rights project (Burnham Place) with H

District of Columbia Office of Planning

its current location, the site should be redeveloped to

Building Area (sf)

Infill construction up to full allowable zoning limits (2.5 FAR,50 feet

the above guidelines include some municipal parking in

Conversely, housing may generate additional customers for H

Arts & Entertainment

Construction and rehabilitation up to full allowable zoning limits

The Mall Development Program Summary - Option A: Large Box

The Mall Development Program Summary - Option B: Residential

The Mall Development Program Summary - Option C: Hybrid/

The Mall: Hechinger Mall/Former Sears Sites

Building Area (sf)

Construction and rehabilitation up to full allowable C-3-A

District of Columbia Office of Planning

REDEVELOPMENT OF THE 200 AND 300 BLOCKS

8TH & H INFILL DEVELOPMENT

Corridor-Wide Transportation Improvements

Recommendations of the use of the right-of-way call for the

AIR RIGHTS & STATION PLACE DEVELOPMENTS

Transit Way Concept

11 sidewalk widths on both sides of the right-of-way;

ATLAS THEATER REVITALIZATION

Redevelopment of the 200 and 300 blocks;

way District. A marketing program should be developed with

District of Columbia Office of Planning

an efficient mechanism to ensure the implementation of the

for North Capitol Hill residents.

Faade & Sign Improvement. Additional funding, design

Pedestrian Crossings. Pedestrian crossings should be well

Corridor Branding. Corridor stakeholders should work

fronting the bridge, every effort should be made to visually

District of Columbia Office of Planning

H STREET NE LOOKING EAST FROM THE 600 BLOCK

H STREET NE LOOKING WEST FROM THE 600 BLOCK

In addition to infrastructure improvements, increased safety,

The Plan was developed to guide community, private sector,

1.2 Plan Goals & Objectives