August 14, 2026
Ms. Anita Cozart, Director, DC Office of Planning
Via: OP.RFKMasterPlan@dc.gov
RE: Comment on RFK Campus Master Plan – Public Comment Draft
Dear Director Cozart:
Please accept these comments on the housing and mobility components of the draft RFK Campus Master Plan on behalf of the Coalition for Smarter Growth (CSG). CSG advocates for walkable, bikeable, inclusive, transit-oriented communities as the most sustainable and equitable way for the Washington, DC region to grow and provide opportunities for all.
In summary:
- Affordable Housing – CSG reiterates our support for and expectation that all the housing and affordable housing requirements are met, phased together as the redevelopment plan builds out.
- Gold Line and Transit Center – CSG is concerned that the Gold Line and Transit Center are not given sufficient priority, based on low funding commitments and lack of specificity for location and design in the draft Campus Master Plan. We urge clear commitments to: A) funding final design, construction and operations of the Gold Line BRT service to Union station, and B) the Transit Center’s location, design and buildout, which is the essential platform for attracting and efficiently boarding riders for the Gold Line. The goal should be to make this a transit-first stadium, where motor vehicle parking and private vehicles are minimized and sustainable modes of access maximized.
We endorse the comments of the RFK Stadium Coalition, which represents residents and stakeholders working to ensure the RFK redevelopment delivers lasting public good through equitable development, environmental stewardship, affordable housing, and fiscal responsibility. We also endorse WABA’s helpful comments on the draft plan.
Below are CSG’s detailed comments on housing and mobility.
- Affordable housing
CSG supports the overall commitment to 6,500 new homes, of which 30% will be affordable at 30% and 60% median family income. The income targeting should be explicitly stated in the plan, which is a requirement in B26-0288 – Robert F. Kennedy Campus Redevelopment Act of 2025.
CSG supports the plan’s phasing commitment for affordable units, that “To ensure the construction of affordable units keeps pace with market-rate units, the provision of affordable units should be phased so that no less than 30 percent of residential units built at any time are affordable, and the zoning for the campus should ensure compliance with this requirement.” We expect these commitments to be met.
- Transportation for a transit-first stadium
Planned Stadium-Armory Metro station upgrades are critical
We commend the DC and WMATA commitments to upgrades to double the capacity of Stadium-Armory Metro station for $300 million. We appreciate that these Stadium-Armory Metro Station improvements will include elevators, escalators, stairs, mezzanines, and an expanded north entrance. These improvements will help distribute crowds for orderly, efficient, and safe station operations. These upgrades will be crucial to the success of the stadium as well as improved service for existing residents and future development.
Gold Line Bus Rapid Transit (BRT): DC government must commit to funding final design, construction and operations
We strongly support the planning and full implementation of the Gold Line BRT line as a central component of the transportation strategy which relies on transit to provide the largest mode of access. The Gold Line BRT is needed to provide a fast, reliable, high-capacity connection to the Red Line at Union Station in Phase 1. This is to be center-running, dedicated bus lanes on H Street/Benning Road NE to deliver capacity, convenient, and competitive travel time to Union Station for transfers to the Red Line, Amtrak, MARC, and VRE. The Gold Line-Union Station connection would reduce pressure on Stadium-Armory Metro station, served by the Orange/Blue/Silver lines, and replace and improve on the discontinued DC Streetcar.
We commend DC’s $5 million allocation for the 30% Gold Line design. However, deeply concerning is that no funds are identified for the final design, construction, or operations of the Gold Line. DC must identify and program all necessary funding by spring of 2027 to be ready for opening day in 2030.
Transit Center: show the site and bus priority lanes, and articulate the DC government and Master Plan commitment to implementing it
We are greatly concerned about the vagueness of commitment to the Transit Center in this land use master plan. The Transit Center is essential to attracting and efficiently boarding post-game riders on the Gold Line.
Per the draft Master Plan:
WMATA’s RFK Campus/Kingman Park Transit Improvements Study recommends a Campus Transit Center station to be located in or near Kingman Commons. The station will have access to dedicated bus lanes and other priority infrastructure that link RFK to Union Station. (Final location and design of bike and bus transit facilities will be determined through future feasibility and engineering studies.) (page 59)
The Transit Center must be shown as a specific site and design concept in the Campus Master Plan. The plan must clearly commit to the Transit Center and the street design with bus priority lanes connecting to Benning Road to ensure high-performance BRT that achieves the needed ridership and reliability. This Master Plan should state that the DC government and this Master Plan are wholly committed to the Transit Center — not just mention that WMATA has made recommendations for a transit station.
Other Mobility Recommendations
Vehicle Parking
This stadium should be a transit-first stadium. This means giving priority to the modes used by the largest share of fans to access games — via Metrorail and Metrobus, along with bicycling, and walking. Motor vehicle parking should be limited. The Master Plan should minimize surface parking as much as possible, make the pause on a third parking garage permanent, and focus on improving access to the area by improved transit, bicycle networks, bicycle parking, and an enhanced walk environment.
Curbside management for for-hire vehicles
Taxis and for-hire vehicles should be managed to protect the priority movements of buses, bicycles, and pedestrians. Since we fully expect some visitors to use this mode, we should have a plan in place to manage their access and impacts.
Bike network
We agree with the analysis and recommendations that WABA has provided. Bicycling has great potential to supplement transit access to the stadium if the Master Plan can provide high-quality bicycle facilities including protected bike lanes, convenient bike routes, and convenient, secure, high-capacity parking. The District must create safe cycling connections to areas surrounding the RFK Campus in time for the expected 2030 stadium opening. The District must provide fully protected bikeways across the Anacostia River along Pennsylvania Ave SE, East Capitol St, and Benning Road NE, as shown in the RFK Campus Context Plan, with fully protected bikeways extending into Wards 7 and 8 along those major arterials. Bike share and bike parking are essential, including bikeshare docking stations and bike-valet for events.
Serving a neighborhood
While much of the planning is focused on the stadium and what happens when an event occurs, the District needs to ensure that the existing and new neighborhood can function at all times. For example, significant amounts of bus service will need to operate in the new mixed-use districts every day with or without a game. This bus service needs to be able to get through all day, every day. Similarly, bicycle and walk access should be supported every day.
Thank you for the opportunity to comment.
Sincerely,
Cheryl Cort
DC & Prince George’s Policy Director
