Here are our favorite new images from the Greater and Lesser Washington Flickr pool, showcasing the best and worst of the Washington region.
Snapping some great images of the people and places in the DC region this weekend? Make sure to join our Flickr pool and submit your photos!
With summer coming to a close, it's time to resume our regular happy hour series. Join us at Denizens Brewing Company in Silver Spring next Wednesday, September 10 from 6 to 8 pm.
This month, we're headed to Denizens Brewing Company, the new brewery and beergarden in South Silver Spring, for drinks, food, and conversation on an outdoor patio within sight of the Red Line. You'll find Denizens at 1133 East-West Highway, one block west of Georgia Avenue.
One of the region's newest breweries, Denizens is the result of a new state law that allows microbreweries to sell to the public in Montgomery County without going through the county's Department of Liquor Control. They offer a couple of their own brews alongside a number of local favorites from breweries like Port City in Alexandria and Brewer's Art in Baltimore. BBQ Bus, the DC-based food truck, provides a selection of tasty picnic-style dishes.
Denizens is a short walk from the Silver Spring Metro station (Red Line). If you're coming by bus, it's a few blocks from the 70/79 stop at Georgia and Eastern avenues, or the S2/S4/S9 stop at Georgia Avenue and Kalmia Road. There's also a Capital Bikeshare station one block away, at 1200 East-West Highway, and if you're driving, there's metered street parking and the Kennett Street Garage one block away.
In the past few months, we've met up at Metro-accessible bars Bethesda, Ward 3, and Tysons Corner. Where would you like us to go next? We're especially interested in suggestions for a future happy hour in Prince George's County.
Throughout 2014, DC and New York have jockeyed back and forth over which city's bikeshare system has the most stations in the United States. But who has the biggest stations?
DC currently leads in the number of stations race, 335 to 324. But the number of stations only tells part of the story. New York's stations are vastly bigger than DC's, and by far the largest in the US.
New York's biggest station, which is outside of Penn Station, has a whopping 67 docks. It's almost 50% larger than the next city's largest station.
Here's the number of docks at the biggest station in America's main big-city bikeshare systems:
|Rank||City||Largest station||Docks at largest station|
|1||New York||Penn Station||67|
|5||Minneapolis||Coffman Union and Lake/Knox||32|
|7t||San Francisco||Market/10th and 2nd/Townsend||27|
Cross-posted at BeyondDC.
Shortly before the advisory committee on school boundaries and feeder patterns released its final proposal, the DC Public Charter School Board's representative resigned in protest over one of the committee's recommendations. Does that move reflect a deepening rift between the charter and traditional public school sectors? It depends on who you ask.
Photo of arguing fingers from Shutterstock.
There's been a lot of brouhaha surrounding the committee's recent recommendations, their adoption by Mayor Vincent Gray, and their repudiation by both of his likely successors. The resignation of Dr. Clara Hess, the PCSB's official representative on the committee, has gotten somewhat lost in the shuffle.
But in interviews, members of the committee candidly expressed anger and dismay at Hess's resignation, seeing it as one more step in the apparent deterioration of the relationship between DC's charter sector and DC Public Schools.
"Everybody was disappointed," said Faith Hubbard, a member of the committee who lives in Ward 5. "It was like, all this work we did over a year, and you want it to come down to this?"
Others disagree that the once cordial relationship is breaking down. "I think actually relations between the sectors are better than ever," said Scott Pearson, executive director of the PCSB. "And I think the level of collaboration will continue to grow."
Priority for at-risk students
The recommendation that prompted Hess's resignation focuses on "at-risk" students, a new designation that includes kids who are homeless, in foster care, eligible for food stamps or welfare benefits, or a year or more below grade level in high school. The category includes 43% of DC students.
Beginning this school year, the DC government will provide additional funding to schools based on the number of at-risk students they enroll.
The committee recommended that all public schools, including charter schools, with fewer than 25% at-risk students give priority to such students for 25% of the seats they allocate through a lottery each year.
Pearson said the committee hadn't sufficiently analyzed the impact of that recommendation. The committee did produce data showing how many schools would be affected (19 DCPS and 13 charter schools) and how many seats at each school would be set aside for at-risk students (between two and 38).
But Pearson said the committee should also have analyzed whether at-risk students would displace others who are economically disadvantaged but don't fall into the at-risk definition.
PCSB's authority to bind charters
More fundamentally, Pearson said the PCSB did not have the authority to agree to a recommendation that would bind individual charter schools. There were no representatives of individual charter schools on the committee.
Hubbard argued that it would have been impossible to have representatives of all DC charter schools on the committee, just as it was impossible to have all DCPS schools represented. There was one representative from DCPS, she said, just as there was a representative from the PCSB.
But Pearson said those representatives were not equivalent, since all of DCPS is a single Local Education Agency, while each charter operator is its own LEA.
Part of the problem was that the committee didn't begin focusing on charter schools until fairly late in its 10-month process, so there wasn't time to canvass charter leaders on the at-risk issue. The committee's initial mission was to redraw boundaries and feeder patterns for DCPS schools.
But at community meetings on the first round of proposals in April, parents repeatedly called for comprehensive planning that would include both sectors, according to committee members.
Pearson said those meetings, held at DCPS schools and organized according to DCPS feeder patterns, didn't adequately represent charter school parents. Committee members responded that parents often switch back and forth between sectors, so there was more charter representation than was apparent.
"To say charter parents weren't represented in the process is erroneous and is convenient if you don't like what came out of it," said Eboni-Rose Thompson, a Ward 7 resident who was on the committee. Thompson has also been a contributor to Greater Greater Education.
The DCPS-charter relationship
The more important question, especially now that the future of the committee's recommendations is uncertain, is what the disagreement means for the DCPS-charter relationship. Thompson and Hubbard were pessimistic, feeling that a generally positive process had ended on a sour note.
But Pearson was more upbeat, pointing to another recommendation that calls for a task force to be set up by the end of December that will focus on collaboration and planning across school sectors. The PCSB still supports that recommendation, he said.
His perspective was echoed by Emily Bloomfield, a committee member and former board member of the PCSB who is in the process of launching a new charter school.
"I'm very optimistic about collaboration partly because I've seen more of it over time," Bloomfield said, citing the common school lottery and an annual school fair that used to be limited to charter schools and now includes DCPS.
But those who have called for collaborative planning generally envision a process that would impose some limits on charter growth and location. As Pearson has made clear, the charter sector is adamantly opposed to any limits that aren't voluntary on its part.
Hubbard feels that attitude will be a problem for the task force that the recommendations call for. "Charters have been allowed to grow without much oversight," she said, "and this task force is going to infringe on that. Anytime, they could say: we're going to take our ball and go home."
Both Hubbard and Thompson, an alumna of a charter school, say that things have changed since charters were a small part of the educational landscape. Now that they educate nearly half of DC's students, Thompson said, charter autonomy shouldn't be seen as sacrosanct.
"Now it should be about how we ensure we're making a good faith effort to serve all students," she said, "and not just buying into words that sound attractive like 'innovation' and 'autonomy.'"
Perhaps, as Thompson predicts, the DC Council will soon be ready to impose limits on charter growth, although so far there have been few signs of that. Or perhaps, as Bloomfield suggests, charter operators will be willing to voluntarily adjust their plans in exchange for a better way of obtaining suitable buildings from the DC government.
What's clear is that many in both sectors share a sense of mission about improving the quality of education for DC's low-income students. But they don't always agree on the best way to achieve that.
Let's hope the task force, which is scheduled to begin meeting before Gray leaves office, will provide a better forum than the advisory committee for hashing out differences between the sectors. Unlike the committee, the task force will most likely include representation from charter school operators, and it will be clear from the outset that its mission is cross-sector planning and collaboration.
It's a frequent sight around the city. Drivers who are ignorant or who just don't care park in the bike lane when they can't find a parking space. It's rude and inconsiderate, of course, but it's also dangerous for the cyclists who have to dart into traffic to pass. How would drivers react if cyclists started parking in their lane?
The poster above was produced by Canadian design and cities-focused magazine Spacing. The image is designed to be a little provocative and to make drivers think about how they'd like it. I suspect most of them wouldn't like it one bit.
I've always wondered why people think it's acceptable to park in the bike lane. Recently I was riding on the M Street cycletrack and as I approached one of the mixing zones, a UPS driver was backing his truck into the buffered part of the bike lane. At this point, it was already after the evening rush hour, and there were 4 lanes for cars, but only one for bikes. If the UPS delivery guy had parked in one of the car lanes, he'd be blocking 1 of 4 lanes. But by blocking the bike lane, he was blocking the only bike lane.
Why is it that drivers who would never for a moment consider blocking a car lane "just for a minute," while they run inside will, without even the briefest of thoughts, park in the bike lane?
Well maybe this image can be successful in making drivers give it a little thought.
The Department of Agriculture South Building an archetypal federal building: big, beige, and boxy. But it's missing a corner. Why? The L'Enfant Plan and a street that no longer exists.
The South Building, with the Jamie L. Whitten Building to the north. Image from Google Maps.
The South Building's façade stands about 30 feet back from Independence Avenue. The south entrance to the Smithsonian metro stop fits so cozily into the corner, it almost looks as if the notch was built just for it. Of course, that doesn't square with the history.
This building was an exercise in making efficient use of the land. Unlike Federal Triangle, or Southwest's modernist buildings, its walls run right up to the property line. With long, thin wings connected at the perimeter, the South Building was as efficient as an office building could be before air conditioning.
When completed in 1936, it was the largest office building in the world. Only the Pentagon would unseat it. On Independence Avenue, its facade runs for 900 feet of beige brick and green-painted steel.
The architect, Louis Simon, wouldn't have built the setback if he didn't have to. Looking at a satellite photo provides no clues. But, if you look at an older satellite photo, the reason becomes obvious.
Pierre L'Enfant's Virginia Avenue slightly clips the block. You can't see it now, because urban renewal replaced that section of Virginia Avenue with bas-relief urbanism and highway ramps. Ironically, the sightline the architects so carefully avoided was erased thirty years later.
And this brings up the last reason it's so mysterious: the architects went out of their way to hide the difference between the corners. Rather than clipping it diagonally along the property line, Simon's team designed an orthogonal setback that seemed like it was the natural place for the wall.
With two pedestrian bridges and a long walk in between each corner, it's really hard to notice the difference. I wouldn't have noticed it had it not come up in the dispute over the Eisenhower Memorial's setbacks.
For now, it's another one of DC's carefully hidden quirks, like the off-axis position of the Washington Monument, or the Jefferson Memorial sitting slightly to the south where Maryland Avenue would be. As Southwest is rebuilt, and Virginia Avenue returns, the purpose of the notch will become more clear.
On Monday, we posted our twentieth photo challenge to see how well you know Metro. I took photos of five Metro stations. Here are the answers. How well did you do?
We got 19 guesses this week. 6 of you got all 5 correct. Great job, Alex B, MZEBE, Peter K, coneyraven, Roger F, and Phil.
The first image is from the mezzanine of West Falls Church. The crucial clue here was the "Dulles Airport Shuttle" sign. It refers to the now-truncated DC Flyer service. I don't know whether this sign is still in place. I took the photo last month. But despite that, the line of natural light coming in from the ceiling and the down escalator at the far left discounts underground Rosslyn and L'Enfant Plaza. Wiehle Avenue doesn't have this kind of brutalist architecture, so it's out too. 13 of you correctly guessed West Falls Church.
The second image shows the western escalator entrance to Judiciary Square, in front of the National Building Museum. The District of Columbia City Hall is visible at center, which is a clear giveaway. Another clue is the pair of elevators, which drop directly to the platforms, bypassing the mezzanine. 16 of you knew this one.
The third image was a bit harder. It depicts the canopy at White Flint. This peaked-roof canopy is very similar to the canopies at most of the above-ground stations that opened in the 1980s and 1990s. But there's a unique feature here: This canopy has tapered support beams. These tapers are not present anywhere else in the system on the beams running parallel to the tracks, though the taper is standard on the cross-beams. The office building visible through the glass may have tipped some of you off as well. 9 of you got this one right.
The fourth image shows the set of 4 escalators at the western end of Tysons Corner station. Tysons Corner has two entrances. One is on the south side of Route 123, via a bridge over the roadway. It lands near Tysons Corner Center. But the other entrance is below the tracks, 2 levels below the mezzanine. These escalators lead from the mezzanine to a landing (where the photo was taken) and down to the north side of Route 123. Nine of you guessed this one correctly.
The final image shows the view out of the entrance to East Falls Church station. The road that's visible is Sycamore Street, which runs under the tracks and platform (which are above the concrete lattice in the photo). The other clue is the bridge that carries the westbound lanes of I-66, just visible in the upper right corner. East Falls Church is the only median station in the system with an entrance below the tracks. 14 of you got this one right.
Next Monday we'll have 5 more photos for you to identify. Thanks for playing!
A father and son comfortably bike down a slow Arlington street. They approach the new Hayes Street cycletrack. The father asks "Want to take the special bike lane?" The son responds with an excited "Yeah!"
I overheard that interaction this past weekend, and had to stop and smile.
That one brief conversation sums up why protected bike lanes are so great: They make city streets safe, comfortable, and fun for even children to bicycle on. Not to mention older people, less-able people, and novice cyclists.
If Americans ever hope to make cycling for transportation a mainstream activity, cycling must feel comfortable for everyone. Getting bikes out of the path of speeding cars is a big part of that.
Cross-posted at BeyondDC.
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by getreal on Why build protected bike lanes, in one happy quote