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History


This video compares LA's streets of 70 years ago to today's

How does a street change in 70 years? In some ways a lot, and in others, not at all, as this video of Los Angeles from the New Yorker shows.

Beyond the increased build-out along the streets, in some places the older streets seem more welcoming to people walking; in others today's streets seem friendlier. While this video is of LA, one can imagine a similar then-and-now for DC.

Would you be willing to create something like this, but for DC? For example, you could grab a Go-Pro and follow the route of the 82 streetcar today.

What else do you notice about the video? Tell us in the comments.

History


Not everyone agrees on where DC's Chinatown is

While DC's Chinatown officially spans roughly two square blocks in the city's central downtown area, a number of long-time residents have different ideas of the neighborhood's boundaries. This map shows how "Chinatown" means different things to different people.


The lines on the map represent 17 different definitions of where Chinatown begins and ends, along with DC's official boundaries. Map by Molly Carpenter, Pranita Rahbhise, Katy June-Friesen, and Dr. Willow Lung-Amam.

The map is part of a larger recent project by graduate students at the University of Maryland who wanted to better understand the rapid changes to the neighborhood and what they have meant for those in the Chinese American community with long term connections to it.

The researchers conducted 16 interviews with people who have long-term connections to Chinatown, either because they live there or are involved in the neighborhood through business and cultural organizations. They also interviewed eight people they met on the street or in restaurants or coffee shops. They asked those they spoke with to draw their own map of Chinatown and identify the places that were important to them.

While some identified Chinatown as a narrow strip of shops and restaurants along H Street, others saw the neighborhood as stretching from E Street to M Street. Meanwhile, others saw Chinatown as part of the larger Gallery Place or Penn Quarter neighborhoods.

Those more familiar with the neighborhood tended to see Chinatown as a shrinking span of restaurants along H Street NW, while newcomers or visitors tended to point to the Verizon Center and Gallery Place as the defining features of the neighborhood. And while many interviewed acknowledged that Chinatown has been shrinking, others recognized that the community has also spread out to the suburbs and is not dying.

Katy June-Friesen, one of the researchers, offered her take on why the people she interviewed had such varying definitions of Chinatown:

I think the way people understand the space, the neighborhood, depends on how they use and experience it. So for some elderly residents of Wah Luck House who speak little English, the neighborhood feels like it is shrinking, because there are fewer services and shops for them, such as a Chinese-speaking doctor or Chinese grocery store. Others (of Chinese background) who have long-term connections to Chinatown but don't live there may feel the place is more symbolic of history, culture, and traditions, but the boundaries or size of the neighborhood itself don't matter as much. A restaurant worker might think of Chinatown as just the strip of Chinese restaurants on H Street, while a non-Chinese newcomer to the area might not frequent those restaurants and might think of the neighborhood as "Gallery Place" or something other than "Chinatown."
Chinatown used to be in a different place, and it has seen a lot of change

First established in the 1880s at Pennsylvania Avenue and 5th Street NW, DC's first Chinatown was displaced in the 1930s by the Federal Triangle complex. As a result, Chinese immigrants began to settle in today's location.

In this new location, the community continued to grow through the mid-1960s, establishing schools, clubs, and other community organizations. However, by the mid-1960s, the population of the community began to decline, with many residents moving to the suburbs. Despite this decline, the population of Chinatown was 3,000 in 1970.

In subsequent years, the neighborhood has been the site of a number of revitalization efforts, including the construction of the Gallery Place Metro station and a new convention center (not to be confused with the current convention center), the establishment of a downtown historic zone, which includes Chinatown, as well as the later construction of the Verizon Center.

Recent years have seen changes to the neighborhood accelerate with the continued loss of Chinese residents and businesses. Much of this has been attributed to neighborhood affordability and buyout offers for local residents and business owners as part of a broader trend of redevelopment in the city.

Today, most of Chinatown's approximately 300 Chinese-American residents live in Wah Luck House and Museum Square, two subsidized housing complexes in the neighborhood.

Despite the diverse views of what constitutes Chinatown, all those interviewed expressed concern about keeping alive what the neighborhood means to them, namely Chinese culture and traditions.

History


In 1979, was your neighborhood "sound" or "distressed"?

DC looked very different in 1979. A map of neighborhood housing conditions shows just how much. In many DC neighborhoods that are now in high demand, the housing stock was in danger 35 years ago.


Image from the DC Public Library, Special Collections. Click for larger version.

This map is from a report by the Department of Housing and Community Development in June 1979, during Marion Barry's first mayoral term, entitled "Housing Problems, Conditions & Trends in the District of Columbia."

The report sounded the alarm for "Petworth, Parkview, Columbia Heights, LeDroit Park, Bloomingdale, Eckington, Edgewood and most of the neighborhoods east of the Anacostia River." Those areas already had, or were in danger of developing, "deteriorating building conditions because resident incomes are not keeping pace with increasing costs of home ownership."

Here is the explanatory text and key for the map:

This map clarifies neighborhoods according to the categories shown in the legend. They are based on the following factors which are illustrated in subsequent maps: ownership patterns, yearly income of residents, real estate sales and prices, welfare assistance and the condition of housing.

Sound [Yellow]: Residents in these neighborhoods have high enough incomes to maintain their properties without public assistance. Northwest areas west of Rock Creek Park are classified as sound neighborhoods together with Capitol Hill. The only sound neighborhoods east of the Anacostia River are located south of Fort Dupont Park.

Distressed [Blue]: Residents require considerable assistance because of low incomes and poor housing conditions. Many of these areas also contain a concentration of public housing in need of significant improvement. Distressed neighborhoods west of the river include Ivy City and portions of the Southwest. East of the Anacostia River, the poorest housing conditions are found in Deanwood, Burrville, Northeast Boundary, Greenway, Anacostia, Congress Heights, Washington Highlands and Douglass.

Stable / Declining [Green]: Neighborhoods are in stable condition, with households of moderate income and high ownership, requiring little or no public assistance; or, are beginning to show deteriorating building conditions because resident incomes are not keeping pace with increasing costs of home ownership. West of the River, neighborhoods in this category are south Petworth, Parkview, Columbia Heights, LeDroit Park, Bloomingdale, Eckington, Edgewood and most of the neighborhoods east of the Anacostia River.

Transitional (early or advanced) [Red]: Neighborhoods in the early stages of transition are characterized by a surge in reinvestment and rehabilitation; whereas, neighborhoods in the most advanced stages are those experiencing extensive displacement of low and moderate income families by higher income households. Change began in Dupont Circle and Adams Morgan and spread east into Shaw and north along 14th Street, as well as into LeDroit Park and Eckington. The change which began in Capitol Hill spread further east into Lincoln Park, south to the Southeast, and north to the Stanton Park. No radical changes are occurring east of the River, though real estate activity is becoming significant but at a lower level of intensity.

This map further serves to highlight the different characteristics between areas east and west of the Anacostia River. West of the River and west of Rock Creek Park, neighborhoods are in basically sound and stable condition. The most concentrated real estate activity is found in and around the central city. Displacement is, therefore, the major problem west of the River; whereas the main concern east of the Anacostia River is the declining condition of the housing stock. Also, the majority of distressed and declining neighborhoods are found east of the River.

It's also interesting to look at the neighborhood names. NoMA didn't exist; it was "NE 1," adjacent to "NW 1" across North Capitol Street. What we now call U Street is "Westminster." And "Stanton Park" extended all the way across H Street. East of the River, neighborhood names such as "Good Hope," "Buena Vista," and "Douglass" have fallen out of currency.

The Green and Yellow Metrorail lines had not yet opened, the Red Line didn't go beyond Dupont Circle, and the Blue Line stopped at Stadium-Armory.

What else do you notice? How was your neighborhood categorized in 1979? Would it be categorized differently today?

This post first ran in 2014. Since the history hasn't changed, we thought we'd share it with you again!

Links


Worldwide links: France

Today, we mourn for France, which was again the target of a horrific terrorist attack.


Photo by Kristoffer Trolle on Flickr.

Tragedy in France: A man killed over 80 people and injured at least 200 more when he drove a truck through a crowds celebrating Bastille Day in France's southern city of Nice. The attack on the pedestrian-filled promenade was the third major terrorist attack in France since January 2015.

Tramways of Paris: Light rail and streetcar lines continue to go up around the country, and while some have been successful others suffer from low ridership and poor design. Across the Atlantic, however, Paris built a system of "trams" that has a ridership in excess of 900,000. The Paris tram's successful integration with the city's existing network, along with its dedicated right of way, are things we should learn from. (TransitCenter)

Catch them all: The Pokemon Go phenomenon has urban thinkers excited about a new possibility for getting people out of the house and exploring their neighborhoods. People playing the game have been roaming the streets and complaining of tired legs while going places they normally might not in order to capture Pokemon for their collections. (Curbed)

Pre-fabulous: A new method for building prefabricated housing in England has cut construction time from eight weeks to three. Using timber construction, architects build self-supporting boxes and ship them to the site. At around 100,000, these homes could be a new source of affordable housing. (Wired UK)

Exhibits, but no musuem: Stadiums and museums cost a lot of money to build and keep running. But maybe the best place for what happens in those buildings, like concerts and exhibits, is festivals. While buildings require up keep and become a liability, festivals can use public spaces and temporary structures to fill their needs. It's an idea to ponder for places that don't have much budget to waste. (Des Moines Register)

Old burbs: As the generation known as the Baby Boomers ages, the structure of the suburbs will become more challenging: as people age, driving cars and climbing stairs will become more strenuous on both physical and mental health. But there are ways for people downsizing to prepare, and it's possible for them to move into more walkable neighborhoods. (The Herald)

Brew tube: To bring down the number of beer-filled tanker trucks driving through historic Bruges, Belgium, a local brewery decided to build a two-mile beer pipeline to its bottling plant on the outskirts of town. The pipeline allowed jobs to stay in the UNESCO historic district while upholding not just architectural heritage, but also continuing the tradition of brewing beer. (Guardian Cities)

Quote of the Week

"During multiple sessions, attendees have expressed concerns that the streetcar will speed up gentrification and displace long-time residents. Thus, the plan, these opponents say, should be discarded in the name of affordability... Over the years, studies have shown that transit access will be a factor in increased rents and gentrification, but transit access isn't the only factor. It is, then, possible and necessary to implement zoning and housing policies that can tamp down on the upward pressures transit access exerts on the affordability of a neighborhood and stave off displacement."

Ben Kabak of New York City transit blog Second Avenue Sagas on the link between transit and gentrification.

History


A streetcar used to run down Rhode Island Avenue, connecting College Park and downtown DC

Most of Washington's original "streetcar suburbs" were built within the District's boundaries. However, one important corridor of streetcar suburbs went up in Prince George's County, in the communities along Route 1 south of the Beltway.


A map of the route of the Rhode Island Avenue streetcar in Prince George's County to Branchville Road. North of Branchville road, an hourly single-track shuttle service ran to Laurel until it was abandoned in 1925. Map by the author using OpenStreet Map. Click for a larger version.

A streetcar from Baltimore to Washington?

While steam railroads had linked Baltimore to Washington for half a century, the introduction of electric streetcars in Baltimore in 1885 and Washington in 1888 led to interest in the idea of an electric interurban line to link the two cities.

In 1892, the Columbia and Maryland Railway was chartered by a group of businessmen who hoped to construct an electric streetcar line from Baltimore to Washington by way of Ellicott City, Laurel, and Hyattsville. Called the Washington, Berwyn & Laurel, this line roughly paralleled the route of the B&O line (now the MARC Camden Line) between the two cities. The businessmen expected that the growth of suburbs would create a "great country city" along the route and provide enough traffic to justify the construction of a new rail line and adjacent roadway.

Although the plan as a whole never came to fruition, tracks were built along Rhode Island Avenue from 4th Street NE to a station called District Line, where there was a loop for streetcars to turn around, at 34th Street in Mount Rainier, Maryland (today, it's a bus loop). From there, the line continued to Laurel, leaving a gap of twenty miles to the Elliott City terminus of the Baltimore streetcar line it had been intended to connect to.


34th Street Terminal: the short-turn loop at 34th St in Mt. Rainier still exists, and is used by several WMATA and Prince George's County bus routes. Photo by the author.

The Route 1 suburbs and the streetcar

Service on the line to Mt. Rainier began in 1897 and, by September 1900, the line—now called the City and Suburban—provided half-hourly service from Branchville Road (just north of what is now Greenbelt Road in College Park) along Rhode Island Avenue and New York Avenue to the Treasury Building at 15th Street NW.

Several years later, a single-tracked line was extended to Laurel and served by an hourly shuttle. Shortly afterward, the line was merged into the Washington Railway and Electric Company, one of the District's two major streetcar systems, and became known as the "Maryland Line."

Rhode Island Avenue was extended north alongside the streetcar tracks to the Hyattsville rail station, located near the current county court building. North of Hyattsville, the streetcar stayed close to the railroad as it passed through what was still the Calvert family estate. From the line's entrance into what is now College Park to its northern terminus in Laurel, it again largely followed its own private right-of-way.

The residential developments that became Mt. Rainier, Brentwood, North Brentwood, Riverdale, and much of College Park were built along the Maryland Line while the areas around them remained farmland. Up until World War II, the streetcar line into DC was central to the sale of homes in these new communities.

Rise of the roads

The rise of the automobile, which began in the 1920's, changed the nature of the streetcar route and the communities along it.

US Route 1 was eventually switched from its original alignment along Baltimore Avenue and Bladensburg Road to follow Rhode Island Avenue into the District, and the stretch of Baltimore Avenue south of this junction, which had been a major commercial strip in Hyattsville and Bladensburg, gradually decayed and became home to light industrial uses.

North of the junction with Baltimore Avenue, Rhode Island Avenue was not extended consistently along the streetcar tracks, but disconnected segments of residential streets alongside the track were built and took on the same name. In the last decade, College Park and Riverdale have constructed a multi-use trail along this right-of-way, connecting previously disconnected neighborhoods.

The never-popular shuttle to Laurel was terminated in 1925, resulting in the construction of Rhode Island Avenue as an arterial road in the former right-of-way from Branchville Road north into Beltsville. However, service from downtown to Branchville became Capital Transit's route 82 and continued until 1958, only four years before the end of streetcar service in Washington.

History


DC Home Rule almost had... the FBI picking the police chief

What if, instead of DC's mayor picking Chief Cathy Lanier to run the city's police department, we had a chief chosen by the FBI, or the Secret Service? Some members of Congress wanted it to be that way when they gave DC home rule in 1973.


Photo by Elvert Barnes on Flickr.

Before the Home Rule Act, Congress made all of DC's laws, and the executive branch ultimately reported to the President of the United States, as if DC were another agency of the federal government (basically, it was). But in 1973, Congress set up our current system of an elected mayor and council. Only they balked at giving DC full autonomy.

Some worried that giving up the police power to local officials would let them blockade the Capitol and force Congress to submit to the will of local residents. Others, amazingly, feared that a popularly elected leader representing the people of DC might not actually be in favor of law and order.

This goes back to 1783

Control of the police is, in fact, the reason there is a District of Columbia in the first place. In the Pennsylvania Mutiny of 1783, 400 soldiers of the Continental Army briefly besieged the delegates of the Continental Congress in Philadelphia, demanding payment for services during the Revolutionary War.

The Pennsylvania Executive Council, then the executive branch of the Pennsylvania state government, refused to guarantee it would protect the Congress from the protest, so the delegates moved the capital out of Philadelphia. That experience was the reason the Constitution's authors provided for a federal district, to which the federal capital eventually moved in 1800.

Members worry the Mayor would not want order

In 1973, memories of the 1968 riots were still very fresh. The President had used the National Guard to keep peace, and members of Congress worried that without federal control, this might not happen. But why? At least a few members actually worried that the Mayor would actually be unwilling to act.

Congressman Delbert "Del" Latta (R-OH) said,

Another matter that concerns me about this bill is the matter of who is going to take over this police force in times of revolt or revolution or riot, whatever you have, like we had in the city a couple of years ago.

If we have an elected Mayor who is going to be looking to his constituency in the District of Columbia to reelect him the next election, is he going to respond when the city is burning such as we saw from the Capitol steps a few years ago, as readily as if the President of the United States had the authority right now to sign an order and take over the police department of the city? (p.1764)

Rep. Charles "Charlie" Rangel (D-NY, and still in Congress today) said, "One ... rationale, commonly used by persons against home rule is that home rule will result in a drastic increase in the crime rate for the District. ... Opponents of self-determination for the District are implying that the local government of the city, specifically the Mayor and City Council, would act in bad faith. (1723-1724)

Then-Police Chief Jerry Wilson wrote a letter to Congress addressing some of the concerns:

I recognize, as I am sure you do also, that some of the concerns over home rule for the District of Columbia directly relate to fear that local control of the police may result in misuse or nonuse of the police power in a manner adverse to the interests of the city, either as a local community or as the national capital. ...

Personally, I feel that apprehension over local control of police power in the District is misplaced. My own sense of this community is the overwhelming majority are responsible citizens who want effective law enforcement just as much as residents do in any other city. If the city of Washington is to be treated substantially as a local community, albeit a special one, rather than a federal enclave, then there is no reason to deprive local citizens of control over that fundamental local service, the police force. (1699)

The bill's authors and other members of Congress also noted that the President would have the authority to take over the police in a true emergency. Rep. Charles Diggs (D-MI) replied to critics, saying, "The committee felt that the President has inherent power to invoke whatever police power is required in case of an emergency. We are prepared to put this in more explicit language." (1764)

A provision specifically emphasizing this power was then part of the committee print of the bill which went to the House floor.

Amendments try to take the police chief appointment away from the Mayor

Some Congressmen were still not satisfied. Ancher Nelsen (R-MN) tried to introduce amendments that would have given other people besides the mayor the power to appoint the police chief.

His first proposal was to set up a Board of Police Commissioners with 3 members: the head of the US Secret Service, the head of the FBI, and the Mayor of the District of Columbia. They would submit 3 candidates for police chief to the President, who would pick among them. (2406)

Nelsen notes there was a Police Board in the 1860s, DC's previous episode of home rule, but it was abolished when Congress took control of the District back.

Rep. Brock Adams (D-WA) pointed out that there are lots of federal police forces to protect the federal interest, such as the Capitol Police, Park Police, Secret Service, FBI and more. This was not the case in 1783, when the Continental Congress did not even control the military during peacetime and depended entirely on state militias.

Stewart McKinney (R-CT) also disagreed with Nelsen, saying, "With regard to the problems we have been having in urban centers a police chief has to be one of the strongest and most compatible figures in the community's relationship." (2409)

This was also not something the White House had asked for, and the House defeated Nelsen's amendment, 132-275 with 27 not voting.

Nelson tried again, this time having the board of 3 commissioners nominate individuals to the Mayor. (2424)

Diggs said, "I would just like to understand from the distinguished ranking minority member of the committee [Nelsen] just what is his rationale behind wanting to have this kind of insulation with respect to the Police Commissioner or Chief of Police for this community." (2425) The House rejected this amendment on a voice vote, and that was the end of the matter. (2426)

However, Congress did limit the District's power over its criminal justice system in other ways, which we'll discuss in coming installments of this series.

All numbers in parentheses refer to page numbers in Home Rule for the District of Columbia, 1973-1974, Background and Legislative History of H.R. 9056, H.R. 9682, and Related Bills Culminating in the District of Columbia Self-Government and Governmental Reorganization Act, Approved December 24, 1973 (Public Law 93-198), Serial No, S-4, US Government Printing Office, December 31, 1974.

This post first ran back in 2012. Since the history hasn't changed, we thought we'd share it with you again!

History


You know the Watergate, but what about the Water Gate?

You might know the Watergate as the famous hotel that Richard Nixon's henchmen broke into, and maybe you think of it anytime journalists default to adding "-gate" to a word associated with whatever modern day scandal they're reporting on. But they all get their name from a real Water Gate, an actual structure to hold back water. It's still here on the Georgetown Waterfront for anyone to see.


The tide lock with Water Gate ruins and the Watergate development in the background. Images by the author.

Built in the 1830s as an integral part of the C & O Canal, the Water Gate was a reinforced wooden dam at the mouth of Rock Creek that filled a basin with water so that the adjacent Tide Lock could be used to raise canal boats from the Potomac River into Rock Creek, and up to Lock 1 for their trip in the canal.

The basin's water level was maintained with a spillway at the top of the Water Gate, allowing excess flow into the Potomac River, while always maintaining a large amount of water to operate the Tide Lock so boats could navigate into Rock Creek Basin and up to Lock 1.


The tide lock looking out to Rosslyn skyline.

The canal quickly became obsolete in the early 20th century, no longer commercially viable due to competition from railroads and a growing roadway network. Commercial operations stopped in 1924. Without the revenue to make repairs, the canal and Water Gate slipped into disrepair over the next 30 years.

In 1954, Supreme Court Justice William O. Douglas led a walk along the entire 184.5 mile canal, calling to preserve it in response to the Washington Post supporting a plan to fill-in the canal and turn it into an automobile parkway—Douglas was the most notable local advocate, though many other local advocates were involved in this effort. The preservation efforts came to full fruition in 1971, when the C & O Canal and adjacent lands were designated as a national park.


Water Gate ruins at the mouth of Rock Creek with spillway control screws still in place.

The physical work to maintain the canal is an ongoing effort. Though the Water Gate itself is now an industrial ruin, NPS and Georgetown Heritage recently announced the funding for reconstruction of Locks 3 and 4, and a planning effort and conditions assessment for other canal structures in Georgetown will commence later this year.

So the next time you see a scandal with "gate" lazily stapled to it, remember that it comes from a real place with its own very interesting history.


Development


This vacant tower could become your favorite new bar

There's an old rail control tower on 2nd Street SW, a few blocks from where CSX is rebuilding the Virginia Avenue Tunnel, and CSX has agreed to do major work on the tower as part of the rail project. Could it become a museum or a bar? Could someone live there? There are great possibilities, but also unique challenges.


Image from DC's Historic Preservation Office.

The Control Point Virginia Tower, which sits at 2nd Street and Virginia Avenue SW next to the railroad tracks that take VRE and Amtrak passengers between Union Station and CSX's rails that run along the east coast. It's an interlocking tower, which is where a leverman used to manually switch which railroad tracks a train was using.

The Virginia Tower was built between 1904 and 1906 along with the First Street Tunnel, and around the same time as seven other such towers in Washington, DC.

Though a marvel of the late 19th century, by the 1930's CP towers started to be replaced by centralized traffic control from remote control centers. By the late 1980's almost all such towers were closed.

Of those eight DC towers, only Virginia and "K", so named because it is just south of K Street on the approach to Union Station, still stand. CSX stopped using the Virginia Tower in 1989, and according to a 2007 article in Trains magazine, there were plans at the time to demolish it (which is what the agency did with the Anacostia Tower in 2008).


Base image from Google Maps.

CSX is fixing up the Virginia Tower on the outside...

The Virginia Tower, however, has dodged the wrecking ball, and under the terms of the 2015 Memorandum of Agreement for the Virginia Avenue Tunnel project, CSX has agreed to preserve the tower.

Moreover, the agency has filed the necessary paperwork to add the tower to the National Register of Historic Places and the DC Inventory of Historic Sites, and it has agreed to rehabilitate the tower.

The rehabilitation will improve the appearance, repair the structure and provide added security. CSX will remove all exterior additions that are no longer needed such as antennas, steel window mesh, utility connections, and cabinets, along with the graffiti and cover-up paint. The agency will repair, replace or restore all of the floors, roof, windows, doors, and walls. Finally, CSX will add security features such as fencing, gates, and cameras.

...the inside is a different story, but think of the possibilities

The plan is to only rehabilitate the exterior of the tower and leave the interior alone. According to CSX the tower "will remain an active building to support CSX operations" as it "is still a vital part of the railroad infrastructure."

It's hard to see how that's the case since CSX was planning to demolish it only nine years ago. Interlocking towers such as this one have been reused at other sites, but almost exclusively as small railroad museums. And while there are several serious and likely insurmountable barriers to any adaptive reuse—CSX resistance, the location between an active railroad track and a secure congressional office building, and its unusual size and location—below are some ideas for what could be done with it if those barriers weren't there.

Museum

As I mentioned above, other such towers have been turned into museums or rail fan club houses. A museum run by volunteers with infrequent tours could better address security concerns by leaving it closed and locked at most times. The museum in Bradford, Ohio, for example, is only open six hours a week for nine months of the year.

Restaurant or bar

The building itself wouldn't hold many patrons, but the courtyard could support an outdoor beer garden like the Brig at 8th and L SE. The building could could serve as a kitchen and storage. The idea is not totally crazy. K Tower, the other remaining interlocking tower in DC, is still used by Amtrak. According to one source it is the only such tower in use south of Philadelphia, but in the 2012 Union Station Master Plan, Amtrak envisioned turning it into restaurant or bar.


The reconstructed K Tower as a destination bar/restaurant in the air rights development. Image from Akridge/SBA.

Canal Quarters

It would be the most unique hotel in DC, but the tower could be turned into a small, rustic rental similar to what the C&O Canal has done with its lockhouses as part of its Canal Quarters program. It would be cramped, but you can't beat the steps-from-the-Mall location (assuming you can sleep through train noise). Maybe the Canal Trust would even manage it for a cut of the profits.

Housing

Before the Canal Quarters rental program, the C&O Canal park attempted to lease its Lockhouses. Micro-units are the hot thing in real estate, and this cozy condominium might be a step up for a Congressmember currently sleeping in her office. It's only a three block walk to the Rayburn Building. Perhaps it could even become the Official Residence of the Speaker of the House?

Development


This map shows what all of DC's houses are made of

Did you know the vast majority of DC's houses are made of brick? That might not surprise you if you've walked around the city much, but this map confirms it, and shows how common other types of building materials are.


You can click this map for a larger, interactive map of all the houses in DC. Map by Kate Rabinowitz via DMPED.

Kate Rabinowitz of DataLensDC created the interactive map, which shows what materials make up the facades on DC's houses, based on data from the city.

DC has been around for a while, so it makes sense that a lot of our buildings are made of old-school materials like brick. While new construction generally uses cheaper materials, brick was the material of choice for decades, especially in residential areas closer to the core of the city. For a long time, it was the cheapest, most fireproof construction material available, which was especially important in DC at one point.

Looking throughout the entirety of DC, some areas in the northeast and southeast quadrants have a lot of aluminum and vinyl, which are characteristic of newer construction. There are also a fair number of homes in the northwest quadrant that use wood or stucco. But for the most part, we live in a brick city.

Do you notice anything else in the map? Can you offer any more insight as to why we've used the materials we have?

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