Greater Greater Washington

Breakfast links: Stay safe


Photo by Elvert Barnes on Flickr.
Safe at night: A new Gallup poll shows that 72% of area residents feel safe walking by themselves at night, making the area about average when compared to the rest of the country. (DCist)

Walk safe in Fairfax: In time for spring, Fairfax County Police have started stepping up pedestrian safety enforcement. Police will ticket drivers who fail to stop for pedestrians and fine pedestrians who don't use the crosswalk. (WTOP)

Faster police: Metro Transit Police take on average 9 minutes to respond to a call, more than double what it takes BART's officers. WMATA wants to improve that time, though it may be difficult over such a large system. (Examiner)

Going off the rails: An out of service Metro train derailed coming out of the Brentwood rail yard. There were no injuries, but the incident did create minor delays. (Post)

Don't forget bikes: Alexandria is designing roads in Potomac Yard without bike lanes or other bike infrastructure, and that's a big mistake, says a cyclist. (Alexandria Times)

No FBI HQ at GPO: The GPO says a proposal to locate the FBI on their site near Union Station came as a surprise to them; they have no interest in moving. (DCist)

Georgetown wants the streetcar: Georgetown University wants the streetcar to go to its campus, not just stop at the waterfront; this is a less insular attitude than the university has had in the past. Joe Sternlieb of the BID also would like to see it have dedicated lanes to move faster. (Patch)

BID up Southwest: Southwest DC might get a business improvement district that would cover the entire quadrant west of the river and focus on bringing special events in an effort to enliven the neighborhood. (City Paper)

No-no go-go for park?: Mayor Gray wanted a lively park with music to honor Chuck Brown. Nearby residents are happy to honor Brown, but not so sure about the people and noise (and maybe crime) an outdoor amphitheater would bring. (Post)

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Steven Yates grew up in Indiana before moving to DC in 2002 to attend college at American University. He currently lives in Southwest DC.  

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The thing is that other parks in DC have amphitheaters that are underused. [There is one at Mississippi and 13th and another at Lansburg Park]. Rather than make another underutilized one, why not spend the money on programming at one of the existing ones. You could even rename the park or amphitheater for Brown.

by David C on Apr 8, 2013 8:43 am • linkreport

Re: Extend the streetcar from the Georgetown waterfront to Georgetown University: Is the grade of Wisconsin Avenue from K Street to M Street too steep for streetcar service? I'm not sure what the grade of the hill is, but it seems like if the streetcar heads to the K Street waterfront, there are few good options to extend the line northward (if the grade is too steep) or westward (except along the Capital Crescent Trail and that seems unlikely considering Purple Line opposition by trail advocates in Montgomery County).

by Michael.G on Apr 8, 2013 8:56 am • linkreport

Let's see: yesterday.

1. Woman's phone was grabbed around 11 AM at q and 14th. Perp ran into the section 8 housing on R st.

2. I counted at least 4 car windows smashed, and that was just on Florida and 11th.

3. Gun robbery at 16th and Q.

Yep, safe at night.

by charlie on Apr 8, 2013 9:09 am • linkreport

So in that case, run the streetcar across town on K to Washington Circle, and then down PA Ave to Georgetown? Or, up 23rd Street to P or Q and across to Campus?

by Andrew on Apr 8, 2013 9:10 am • linkreport

From the Chuck Brown Park & Go-Go piece...

The current amphitheater, shabby and disused as it might be, is a point of contention for immediate neighbors. On weekends during the warmer months, several nearby residents say, there are regular parties, bringing loud music, trash and traffic to the vicinity. While that might make it a Chuck Brown kind of place, in Gray’s formulation, neighbors aren’t so keen on encouraging that.

Betty Jamison has lived across 18th Street NE from the park since 1958. The noise is so bad, she said, that she has stopped hosting her pinochle club on weekends. “I can’t hear my TV, I can’t read, I can’t even have guests,” she said.

Then...

There are no plans to program musical or other events for the pavilion, Stokes said, but residents will be able to seek permits to have events there, which must be approved by the elected neighborhood commission. “If there is an unpermitted event,” such as the impromptu weekend parties, he said, park rangers “will shut it down.”

I think anyone who's lived in DC for more than a few weeks knows that's not going to happen. They're not shutting down the "impromptu parties" now, so why would anyone expect them to do it after the renovations?

by oboe on Apr 8, 2013 9:13 am • linkreport

Police will ticket drivers who fail to stop for pedestrians and fine pedestrians who don't use the crosswalk.

Except that stopping drivers who ignore crosswalks is kind of a pain in the butt, so the number of pedestrians cited will be overwhelmingly higher than the number of drivers.

by oboe on Apr 8, 2013 9:14 am • linkreport

Yep, safe at night.

Of course, the poll was asking about how people feel, measuring their perceptions of safety - not counting any actual safety statistics.

Not that your anecdotes rise to the level of statistics.

by Alex B. on Apr 8, 2013 9:14 am • linkreport

@Andrew: Perhaps. Pennsylvania Avenue to M Street would make the most sense. Georgetown University also controls the old Capital Transit carbarn adjacent to the Key Bridge. Or reactivate the recently rebuilt historic streetcar tracks on O and P streets. Also, Thomas Jefferson Street and the numbered north-south streets east of Wisconsin Avenue seem to have less-severe grades than Wisconsin. But I am not an engineer to know what's possible/not possible for sure.

by Michael.G on Apr 8, 2013 9:22 am • linkreport

Re: Georgetown wants the streetcar.

I think the challenge here will be finding a path between the waterfront or M street and the university that has appropriate grade. I can't imagine they will connect GU at the expense of connecting Georgetown businesses, it will have to do both.

I would love to see the car barn used for street cars again, but I'm not crossing my fingers.

by speaketh on Apr 8, 2013 9:22 am • linkreport


@AlexB; no, it about the size of the pool. "DC Area" is far larger than "DC" or even sub neighborhoods.

In DC itself, both violent crime and property crimes are up, while the police chief is just looking at homicides.

by charlie on Apr 8, 2013 9:25 am • linkreport

@oboe
I think you hit the nail on the head. These "crackdowns" on drivers don't work because the police find it difficult (and are reluctant) to stop so many drivers breaking the law, and create traffic backup. I think you're exactly right: They'll concentrate their effort on pedestrians instead. This is where cameras come in...I'm really hoping that we can start catching drivers blocking the box and crosswalks, and running stop signs with cameras soon. They'll do a much better job than the police.

by dc denizen on Apr 8, 2013 9:26 am • linkreport

It's not the other people on sidewalks that make me nervous when I cross the street.

by drumz on Apr 8, 2013 9:29 am • linkreport

Charlie,

That may be, but it doesn't change my response to your comment:

1. The poll was still asking about how people feel, how they percieve their safety - not how safe they actually are.

2. Your anecdotes don't show any trend at all.

by Alex B. on Apr 8, 2013 9:34 am • linkreport

A couple of anecdotes aren't data, but then again, people will always search out something that confirms their preconceived ideas and then perseverate on it.

by Rich on Apr 8, 2013 10:01 am • linkreport

BART's service area is much larger than WMATA's. Consider how far away Pittsburg/Bay Point is from downtown San Francisco.

On the other hand, BART doesn't operate any bus service (other than the AirBART shuttle from Oakland Airport), so their police only have to worry about trains.

by Matt Johnson on Apr 8, 2013 10:09 am • linkreport

Re: Fairfax crackdown.

It didn't take long for us to see the knee-jerk anti-driver, pro-traffic camera comments. I suppose it's a lot easier and self-serving to demonize drivers than recognize that pedestrians are in a large part responsible for ensuring their own safety by obeying the law - and using a little common sense.

As a matter of fact, a pedestrian who steps out into traffic from a spot where they aren't expected - like from between parked vehicles - instead of using a crosswalk can be killed by a compact car moving as slowly as 10 mph (there goes your "reckless speeding drivers in their SUVs" angle) - or by a bicycle for that matter.

And anyone who thinks it's "easier for the cops to leave drivers alone and pick on pedestrians" obviously hasn't seen the Fairfax County police in action. Unlike MPD, they are quite capable of enforcing traffic laws and they don't need cameras to take an officer's place on the streets.

by ceefer66 on Apr 8, 2013 10:13 am • linkreport

pedestrians are in a large part responsible for ensuring their own safety by obeying the law
lol at the thought that simply obeying the law helps keep pedestrians safe. Meanwhile most people hit by cars are in the crosswalk.

Or that pedestrians aren't using "common sense" when trying to avoid being hit.

by drumz on Apr 8, 2013 10:18 am • linkreport

Frankly,

MetroPolice are, and have been an embarrasment for quite some time. By all appearances it is a job of "lowest common denominator" entry requirements.

So metro has 450 full time transit police officers. Not, office staff, people who are supposed to be policing the system.

Assume for ease of math, that they have 3 full time 8 hr shifts during the day. This is ridiculous because the system is either closed or barely used for the last 8 hr shift, but lets assume it is anyway.

That means that there should be ~150 metro police roving about the rail and bus system at any given moment.

We have 86 rail stations. Thats enough for 1 metro police officer at every station.

We have 5 lines. Have 3 metro police per line, randomly riding trains.

That leaves 50 to ride and patrol bus routes. This is for every shift.

I ride multiple lines of metro rail every day and while I usually see one or 2 metro police officers at Gallery Place, it has been months since I've actually seen any at any other stops.

I've never seen one riding a bus.

All of the above is for illustration, but really we only need a constant police presence at maybe 8 or 10 historically problematic stations.

by Metro on Apr 8, 2013 10:21 am • linkreport

I believe the preferred option to get the streetcar to GU would be to keep it on Penn/M St. to get it into Georgetown, probably with a dedicated lane for some stretch. (OP seems to want to keep it on the Whitehurst and add elevators down to K, which I think it a terrible idea).

Having a dedicated lane is key because having overhead wires on M St. is a no-go. So battery power is necessary. But the only way a battery-powered streetcar can get through without losing juice is to have a dedicated lane.

I think possibly a good may to achieve that would be to finally eliminate all parking on M St. There may be enough room to keep the current travel lanes, add a dedicate transit lane, and perhaps even widen the sidewalks a bit.

As for how the streetcars actually get to GU, I believe the idea is to go up the Canal Rd. entrance. I don't think that entrance is too steep for streetcars.

This would bring streetcars right to the beginning of the Cabin John right of way, which theoretically could be reclaimed for streetcar service. It won't ever happen, sadly, but it's fun to imagine.

by TM on Apr 8, 2013 10:30 am • linkreport

Yeah I was curious about the grade in Geogetown as well. Assuming that issue can be overcome (if they end up partially wireless maybe the batteries will be able to add enough juice?). Logically it should turn at Wisconsin and head up that way and either go down P to the University of keep going up Wisconsin. Other options such as Foxhall or MacArthur seem poor.

It's kind of odd that the current full system proposal barely goes into Ward 3. Guess it doesn't really come as a surprise. Probably some under the table bargain with C100.

by Alan B. on Apr 8, 2013 10:31 am • linkreport

The problem with the grade isn't the "oomph" that's required to make the vehicles climb up the hill. It's the traction required for the wheels to stick to the rails. Metal-on-metal isn't great for climbing hills. Add in a bit of rain, and the wheels will just spin.

This is one of the reasons why San Francisco needed to use cable cars in the past, and why they use electric buses today. Trains suck at climbing hills.

by andrew on Apr 8, 2013 10:42 am • linkreport

@ceefer66:

As a matter of fact, a pedestrian who steps out into traffic from a spot where they aren't expected - like from between parked vehicles - instead of using a crosswalk can be killed by a compact car moving as slowly as 10 mph (there goes your "reckless speeding drivers in their SUVs" angle) - or by a bicycle for that matter.

And one can also drown in only 3" of water.

When driving at 30 mph you have far less time to react to any incident. In addition the kinetic energy in your motor vehicle is proportional to the square of the speed. The stopping distance is also proportional to the speed squared so that means that a car braking from 30 mph will still be travelling at 22mph when one braking from 20mph will have stopped.

Towns that have implemented widespread 20 mph limits in residential areas found that child pedestrian casualties dropped by 74% (Hull City Council).

With the volume of traffic on our roads then the effect on child pedestrians walking on pavements is huge when 30 mph speeds are maintained. If you want to understand the effect of this, then try crouching down next to a busy 30 mph road. That's just what its like for a 6 year old trying to walk to school.

(http://www.20splentyforus.org.uk/FAQ_on_20mph.htm#Whats_wrong_with_30_mph)

Quote of the Day:

"If...people care about children and have a soul, they’d want 20 mph residential speed limits.”"

(http://www.20splentyforus.org.uk/Press_Releases/roads%20casualties%20%20public%20health.pdf)

by oboe on Apr 8, 2013 10:43 am • linkreport

In the olden days, streetcars inbound from the Cabin John ROW would proceed east on Prospect Street, turn left onto 35th Street, right onto O Street, right onto Wisconsin, then left on M Street to head down to Pennsylvania Avenue. (Outbound cars would turn right from M onto Wisconsin, left onto P, left onto 36th, and left onto Prospect to get back to the Cabin John ROW.) Of course, I gather than M Street wasn't as jam-packed back then as it is now, because Georgetown was more industrial and less of a "destination" neighborhood in those days -- there was a running garbage incinerator between Wisconsin and 31st Street right up until the early 1970s.

I'd guess this'll be the first time anyone has tried to get streetcars up the escarpment anywhere west of Wisconsin Avenue, but I guess using Canal Road would be the best bet.

by iaom on Apr 8, 2013 10:45 am • linkreport

1. I don't know how FFX plans to ensure that drivers are held accountable too. But I don't get the impression that FFX police are anti-pedestrian.

2. We have problems in all directions - of course we have peds who cross incorrectly, and of course lots of drivers who go too fast, and fail to yield to peds

3. Some may assume that its a matter of crossing where there is no crosswalk, vs crossing at a signal. There are huge numbers of places in FFX where peds must and do cross where there is a crosswalk, but no signals, or even signage. For the most part no one knows what the hell to do there.

by AWalkerInTheCity on Apr 8, 2013 10:46 am • linkreport

pedestrians are in a large part responsible for ensuring their own safety by obeying the law

I do not agree with this sentiment either. Intersections are very dangerous for pedestrians, especially when drivers are blocking the crosswalks and when they are taking right on red. These two dangers are usually in tandem since drivers pull into the crosswalk to take a right on red. And, I don't know about Fairfax, but here in DC the police are not ticketing drivers for blocking the crosswalk both in general, and when they are taking right on red. And I further reject that it's knee-jerk since I have to witness it everyday, multiple times, while walking with my kids. I don't enjoy walking around a car that is in the middle of the crosswalk. I welcome the day that the cameras will ticket those drivers so that I can do something as simple as walking across the street on a crosswalk while I have the light. That's not a lot to ask.

by dc denizen on Apr 8, 2013 10:47 am • linkreport

Oops, that should have said "right onto Prospect to get back to the Cabin John ROW". Ended up over-editing that sentence.

by iaom on Apr 8, 2013 10:48 am • linkreport

Any remotely realistic proposal for a streetcar to Georgetown University would have to go by way of the Canal Road entrance, as TM described above. Given Georgetown residents' continued insistence that all the side streets are "residential" and therefore inappropriate for things like buses, a streetcar on any of streets is a complete non-starter. That includes O & P Streets, glaring irony of the historical streetcar tracks located there notwithstanding.

Ultimately, I'm with TM: ditch the onstreet parking on M and replace it with dedicated bus/streetcar lanes.

by Dizzy on Apr 8, 2013 10:55 am • linkreport

I find it telling that when a pedestrian is run over, it's proof that the pedestrian needs to be more careful. When a driver runs off the road on a curve, or runs a red light, it's proof that we need to change the light timing, or spend $20 million to reconfigure the geometry of the curve.

by oboe on Apr 8, 2013 11:10 am • linkreport

I think the odds of Georgetown's residents agreeing to streetcars running through the residential portions of the neighborhood aren't great, to say the least.

by Potowmack on Apr 8, 2013 11:13 am • linkreport

What about a wildly unrealistic dream of turning M. Street into a transit mall that would also include the sorely needed wider sidewalks? Then you could also run a line over the key bridge to Rosslyn.

by drumz on Apr 8, 2013 11:15 am • linkreport

M Street has what, 80 feet of ROW? So, put in 11 foot sidewalks on each side, 2 car lanes at 11 feet each, 2 transit only lanes at 12 feet each and 12 foot wide cycle-track. Heaven.

by David C on Apr 8, 2013 11:29 am • linkreport

I wasn't feeling well this weekend so I finally watched the BBC documentary series "The Tube" that I acquired last year (sadly, it is no longer available on the website: http://www.bbc.co.uk/programmes/b01cmsfd/episodes/guide)

The biggest take-away for me was how passenger-oriented the Tube staff is. They're out there on the platforms and in the lobbies helping passengers navigate, waking up sleeping people, helping drunks down the stairs, coordinating with EMS, and just generally being visible, helpful and telling people what's going on. Pretty much the exact opposite of Metro.

Sure they have their issues with breakdowns and delays, but not with communication. In fact, I actually started to feel a little bad for getting upset with delays because it was so clear how dedicated the Tube staff is to keeping things running. And how rude passengers could be when they were delayed, even after they found out the delay was to remove a "one-under" or help a crime victim.

It may be unfair to compare the physical systems, but the differences in corporate culture and leadership is jarring and troublesome.

by Colleen on Apr 8, 2013 11:32 am • linkreport

M Street has what, 80 feet of ROW? So, put in 11 foot sidewalks on each side, 2 car lanes at 11 feet each, 2 transit only lanes at 12 feet each and 12 foot wide cycle-track. Heaven.

But I swear I'll never shop in Georgetown again if I can't park directly in front of Johnny Rockets!

by drumz on Apr 8, 2013 11:36 am • linkreport

I still think M to Wisconsin makes more sense. I mean covering the last half mile to GU would be nice but I don't think M needs to be completely covered. People walk down there now so if anything having to walk back will increase foot traffic. GU runs shuttles to will cover the gap for anyone that just absolutely can't walk for 10 minutes. Given the limited alternatives, ridership on Wisconsin would be heavy in both directions.

by Alan B. on Apr 8, 2013 11:39 am • linkreport

The idea of parking on M Street always struck me as a purely mythical possibility. I understand it's theoretically possible, but I've never even bothered to try.

by Potowmack on Apr 8, 2013 11:40 am • linkreport

I wonder what the numbers were prior to 2011? Do they feel safer now that Gray is on office than they did during Fenty's term? I imagine the numbers aren't that much different.

Not sure how the ticketing in Fairfax will work out but of course it makes sense to start a campaign like this. Awareness is the issue most lacking among folks with everybody thinking ultimate ownership belongs to them.

M Street so needs to remove it's street parking. But it would inevitably make it more difficult for those who live there. Can't really make a case for bikes but there DEFINITELY needs to be dedicated bus lanes. Of course that makes traffic worse as well so..there u go.

Not really sympathetic to the n'bors concerns wrt to Chuck Park. They live near a defunct amphitheater that the city is attempting to bring back. Stick w/the 200-seater and create some sort of system where permits are required...but doled out fairly and not at the behest of on community leader.

by HogWash on Apr 8, 2013 12:20 pm • linkreport

Oh and I used my zipcar thingy for the first time. +100 for the H.O.G.

by HogWash on Apr 8, 2013 12:24 pm • linkreport

"q and 14th"

Obviously a Philistine interloper.

Everyone here knows that the proper format is "14th and Q".

by Frank IBC on Apr 8, 2013 12:33 pm • linkreport

MetroPolice are, and have been an embarrasment for quite some time. By all appearances it is a job of "lowest common denominator" entry requirements.

Actually the Metro Transit Police have among the toughest requirements for entry of any DC-area police force (many other departments will accept applicants that have already been turned down by the MTPD). The officers are also very well trained (they have a very long academy due to having to be certified in DC, VA, and MD as well as special transit-oriented training).

Whatever problems there are with the police, its not because the officers are unqualified or poorly trained.

by dcdriver on Apr 8, 2013 12:33 pm • linkreport

it's not because the officers are unqualified or poorly trained.

One would not know that from their behavior in their idling SUVs -- as they sit, parked illegally, far from any Metro stations or bus routes. Seems to me they're even worse than the notoriously bad, law-breaking MPD, FBI and Capitol police. Comment aloud to them on their hypocritical illegal parking, and you'll be pursued and threatened with "arrest" (whatever that means, from someone grossly overweight, making illegal U-turns, and yelling obscentities at law-abiding cyclists).

by Sydney P. on Apr 8, 2013 1:11 pm • linkreport

@Michael.G

GU rents the Car Barn - it doesn't own/control it. Not sure when their current lease ends, but surely whatever they pay (or any prospective tenant would pay) for now-converted office space in Gtown would be more attractive to its private owners than to be re-re-purposed back into a Car Barn again.

@Dizzy, Powtowmack:
+1

@Yates:
Completely erroneous to lay the blame for campus insularity entirely at the feet of the university. Residents are responsible for re-routing campus-to-Dupont GUTS buses through 34th St to National Cathedral (!) instead of the direct Q St. route. Trips take three times longer, burning more gas, making fewer trips per hour. Transport fewer people with more emissions. Sustainable urbanism it's not.

Residents were also responsible 16-month suspension of G2 operations between Wisconsin at 37th St., cutting off the entire East Campus from its main connection to the city. The justification for that was to re-install useless trolley tracks and and decidedly bike-unfriendly cobbles along O and P streets. Because quaint!

Ironically, the same residents' attitudes that pushed for that trolley-track-obstructionism in '11-'12 will doom any notion of an actually functional streetcar in the neighborhood.

by Ronald on Apr 8, 2013 1:49 pm • linkreport

@HogWash

Why can't you make a case for bikes on M? It's the only way to get to the Key Bridge. Though I did know a guy who knew a guy who biked down the Whitehurst one night.

by Steven Harrell on Apr 8, 2013 2:13 pm • linkreport

@Steven Harrell:

The Whitehurst isn't so bad, so long as you take the lane.

by oboe on Apr 8, 2013 2:36 pm • linkreport

Why can't you make a case for bikes on M? It's the only way to get to the Key Bridge. Though I did know a guy who knew a guy who biked down the Whitehurst one night.

I'm thinking of ways to best move traffic and cut down on the rather chaotic nature of that corridor. Adding a separate bike lane takes away a lane for cars and I imagine having two lanes in separate directions will only make it that much worse.

by HogWash on Apr 8, 2013 2:46 pm • linkreport

@Ronald

I was going to make a comment about the "insular" bit too, but if you read the article, you have this:

It is just in the last year the campus plan agreement that the university "really turned the page" in its approach to master planning and its position within the city, Lee said.

"One of our real goals here is to be able to move the university sort of off of the hilltop and integrate it more as a real partner with the city," Lee said.

So that's not really Steven Yates' fault, it's a fair interpretation of something said in the article and by a University representative. I understand what Lauralyn Lee is going for there, but I wouldn't have phrased it in quite the same way.

by Dizzy on Apr 8, 2013 3:00 pm • linkreport

I'm thinking of ways to best move traffic and cut down on the rather chaotic nature of that corridor. Adding a separate bike lane takes away a lane for cars and I imagine having two lanes in separate directions will only make it that much worse.

M Street is 6 lanes wide, and there's a parallel freeway right next door, how many lanes do cars really need!? You don't even have to remove a car lane to add a bike lane (or two); unless they take the lane, bikes often get caught between moving and parked cars now.... If you really want to make M Street less chaotic--and move more people in that corridor--then remove some of the cars, starting with the parked ones.

Besides, my point is that there are now--and will always be--bikes on M Street because (unlike cars) bikes only have one reasonable way to get to the Key Bridge. Since bikes and streetcars don't mix well, we shouldn't expect bikes to mix it up with cars, buses and streetcars in the general purpose lanes. If there were good parallel routes (like there are for H St NE) then things would be different; but as it stands, the only true parallel route is a freeway.

by Steven Harrell on Apr 8, 2013 3:52 pm • linkreport

I mean you could probably use the towpath along the canal if you're going to/from the bridge.

by Alan B. on Apr 8, 2013 4:06 pm • linkreport

The canal path is great for biking along the canal. It sucks getting on and off the bridge. Plus if you're going anywhere east of rock creek then you're better off on M than the canal that ends in Georgetown anyway.

by Drumz on Apr 8, 2013 6:38 pm • linkreport

David C, you have the right idea for this park idea, but people don't seem to be willing to hear it. Yes, the current park is a problem. As it stands, it's not well used, and, with or without an amphitheater (currently WITH), draws the wrong, rowdy, noisy crowd late at night. These folks aren't there because there exists a slab of concrete that is called an amphitheater, but because they can get away with being disruptive.

Building a beautiful new amphitheater will not draw more malfeasance, noise, or crime. If things don't change at all, except for the new outdoor building, things will remain the same. That is, there will be a generally underused park that hosts annoying, ILLEGAL activities late at night. However, IF the community rallies around turning their park into something enjoyable, and participates in programming a new amphitheater with things they would like, then it could be a real boon. As I proposed elsewhere, we could really turn something like that into a HUGE community amenity. The first thing that jumped to my mind (living less than a mile away, I'd be willing to help organize this) was to program it in the off-season with a holiday sing-along for the community. Get a cart out there with some hot chocolate, invite a local choral group (adult or children), and have the community gather to sing their favorite winter holiday songs. The same could be done for almost every major holiday (patriotic songs on the 4th, a "monster mash" for halloween, etc.). And in between, get some smooth jazz artists to play on Fridays or some local indie group to set up an acoustic set on the weekend. And, guess what? If people are out there USING the park in a peaceful, friendly, neighborly manner, then the idiots will go somewhere else!

by Ms. D on Apr 9, 2013 12:32 am • linkreport

Who cares what Georgetown wants? They've done nothing to help build the city's transit infrastructure, even working to hinder it, so let them eat cake and walk from the riverfront.

by ad ad on Apr 9, 2013 4:57 am • linkreport

"The canal path is great for biking along the canal. It sucks getting on and off the bridge."

I disagree. I love dropping through that little pocket park at the west end of M to the set of stairs at the bottom of that steep cobbled street, then riding the little stone ramp that runs alongside the stairs. Used to be the best part of my morning commute.

:)

by oboe on Apr 9, 2013 7:31 am • linkreport

@ Ad ad - the urban legend about Georgetown blocking a proposed "Georgetown metro station" is just that - an urban legend. There was no such proposal. There was no such "resistance by the town fathers". At the time the Metro system was being planned in the late 1950s and 1960s, Georgetown primarily a blue-collar neighborhood, with industry along the waterfront. It was just starting to gentrify at the time the Kennedys moved there, and it wasn't a serious destination until a decade later.

Also, an approach to Rosslyn via Georgetown is much more difficult than a straight shot from Foggy Bottom.

Someone get a hammer and a stake. This legend just won't die.

by Frank IBC on Apr 9, 2013 9:05 am • linkreport

@ Alan B

Can non staff or students ride the shuttles, I wondered that when I had to go to Georgetown Univ for conference several years ago but did not take the time to go find out ?

---

DC needs to come up with some law that states that any street/road etc that has at one point had a street car or has/had streetcar tracks can not object to streetcars running there again.

by kk on Apr 9, 2013 1:05 pm • linkreport

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