Greater Greater Washington

Posts by Steven Yates

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

Budget


Topic of the week: Is the Metro fare hike fair?

The WMATA Board yesterday approved a fare increase, which will be effective July 1. Are the fare hikes fair?


Photo by Oran Viriyincy on Flickr.

Metrorail fares will increase 3%, on average, and most Metrobus routes will now cost $1.75, no matter if you pay with cash or SmarTrip. Today, the buses cost $1.60 with SmarTrip, $1.80 cash. Parking rates at Metro lots will go up 10¢, except at some Prince George's County lots, which will cost 60¢ more.

Are the fare increases too great? Did WMATA make the right call with the specifics of the fare hike? Our contributors weigh in below. What do you think? Post your thoughts in the comments.

Michael Perkins: WMATA missed another opportunity to make their parking pricing make sense. They raise the rates universally by only 10¢, and put an additional 50¢ on most lots in Prince George's County, even though there's already a large east/west divide in ridership, and the PG County lots are less crowded than other parking lots.

For the 2016 fare update, WMATA staff should do their homework and get ready to implement something similar to BART. BART staff are allowed to periodically review and adjust the parking rates in their parking lots based on demand.

For the cash fare on bus business, I think WMATA made the right call. The cash discount was causing a lot of people to load one trip's worth on a SmarTrip card and then use it immediately just to get the SmarTrip discount.

Dan Malouff: Just to keep up with inflation since WMATA's last fare hike in 2012, fares should rise between 2-3%. The Metrobus hike is a lot, but the Metrorail hike of 3% is not much more than inflation. But even buses are matching inflation over the long term. A DC Metrobus fare in 1975 was 40¢. Adjusted for inflation, that would be $1.75 today.

Ben Ross: I find it very disappointing that WMATA has paid for lesser fare increases by cutting funding for bus priority corridors. It is very hard to take long-range plans for expensive "bus rapid transit" seriously if the area isn't willing to make modest investments in making its buses move more rapidly now.

Malcolm Johnstone: People are being priced out of using the subway and, now, the bus. Metro is too expensivenowhere else in North America can you pay $10 round trip just for subway ride.

Malcolm Kenton: WMATA still needs to institute some form of daily, weekly and monthly pass that covers both bus and Metrorail. Nearly every other big city transit agency that operates both bus and rail offers passes that cover both. If a 7-day "short trip" rail pass is $36 and a 7-day bus pass is $17.50, perhaps a 7-day "short-trip" rail pass that also includes unlimited bus travel could be $50.00. Similarly, a 28-day rail-plus-bus pass could be $260.00.

It's interesting to note that the deal remains in place that allows those with current weekly or monthly MARC train tickets to ride local buses in both the DC and Baltimore regions, as well as the Baltimore subway and light rail, at no additional cost. At $175.00, a MARC monthly ticket between Baltimore and DC is a great bargain for those who also travel extensively within either metro area: the only other form of transit it doesn't cover is Metrorail.

Can WMATA's rationale for these hikes be tied directly to any change in federal funding, or to a change in any particular jurisdiction's share of funding? Or simply to declining ridership and/or increasing costs?

Michael Perkins: Even better than that, the MTA sells a zone 1 bus pass that's good on all WMATA services as well as service in Baltimore. The Transit Link Card is just a hair under $200 and is good for everything. It covers rail and bus. Unlimited everything, including zone one MTA commuter bus and all the MTA service in Baltimore too. I don't know that there are any restrictions. Someone should try it.

The thing is on autopilot. I don't think Metro staff or the board really look at it so it just goes up with inflation every year, even though the peak long distance rail fare has outpaced inflation for a decade.

Metro has some of the highest fares in North America. I think only the London Tube has higher fares in the world. On the other hand, the trains are bursting with people. The London Tube also has reasonable passes, unlike Metro, and a congestion charge.

Myles Smith: I was surprised how close Metrorail was to the actual per-rider cost, with taxpayers subsidizing the fares by only about 20%, was it? Metrobus was more heavily subsidized, something like 60% by taxpayers. And any discussion of it should compare these subsidies to those of public streets for private vehicles (a 100% subsidy).

Jim Titus: We should not have to revisit every policy question related to equitable burden sharing, simply to make annual adjustments to account for inflation. And for the most part, they didn't.

Roads


Topic of the week: Trapped inside a marathon?

Two days and one big snowstorm ago, DC hosted the Rock 'n' Roll Marathon. It was one of many events that have shut down city streets. But are DC residents bearing more of a burden than necessary for these events? NBC's Tom Sherwood passed along a letter to Councilmember Tommy Wells from a resident who has had enough of these events:


Photo by Elvert Barnes on Flickr.
I would appreciate if you or one of your staff members could provide me with information on how I can access I-295 Southbound, or Pennsylvania Avenue West, around 7:30am this Saturday morning? I live at [the 1800 block of C Street SE], and the last time one of these Saturday Running Events occurred, I went to do laundry (which took about 90 minutes), and it took me almost two hours to get back home after doing my laundryeven though the laundry matt is only about 10 minutes from my house!!!! ...
Another point not mentioned in the attached information is that our DC Government should not try and compare itself to City's like New York, or Chicago, because those City's have massive public transportation systems that are far greater than what exists in DC, especially their subway systems. Accordingly, marathons in places like New York or Chicago can be accommodated in a manner that does not place a substantial number of City residents on "Lock-Down" when these events occur.
Tom Sherwood wrote, "I am all for healthy public events held in the city, but the writer [of the letter] raises an issue I occasionally have discussedhow can the city inconvenience thousands of citizens for half-days and more over such a wide area?"

Our contributors respond:

David Cranor: To answer Tom's original question, "How can the city inconvenience thousands of citizens for half-days and more over such a wide area?" That's easy, by closing a lot of streets.

But seriously, I take Tom's question to be why would the city do this. And there are several benefits that offset the costs.

  1. Tourism. A lot of these runners come from outside of DC and they come in for the day and stay for brunch or lunch. Or they even get a hotel, etc. It brings something to the economy.
  2. Amenities. One thing a city does is try to give its citizenry opportunities to take part in interesting/fun/exciting events. The marathon qualifies. Having a marathon in town is much more convenient than having to travel somewhere else. You don't even have to run in it to enjoy it. Lots of people pull lawn chairs out and sit in their yard to watch the runners go by. Or, with the Rock N' Roll marathon they can go and listen to the bands along the route (we did this a couple of years ago).
  3. Overtime pay for police officers/other employment. Police officers have to staff these events and that's paid for by the event organizers, as are other employees they need to hire. Not only does this put extra money into the local economy, but it's not a bad idea for an employer (the city) to look out for its employees and help them to make extra money when opportunities present themselvesfor morale. It's a pay raise that the city doesn't have to pay for.
  4. Fees. I know there are some. I don't know how much they cost.
  5. Charity. Some races raise money for good causes
  6. Health. There are likely some positive externalities from hosting a race that encourages more people to exercise and boosts public health (if only a little bit).
So I'm not sure what those benefits are worth, or what the total cost in inconvenience is, but the answer to Tom's question is that the city thinks the former exceeds the latter.

Matt Johnson: The Rock 'n' Roll Marathon website ... has a map of the racecourse and road closures. [The original letter writer] lives at 18th and C Southeast. He wants to know how he can get on I-295 southbound or Pennsylvania Avenue west.

That's easy. For getting on I-295, he doesn't even have to cross the racecourse. South on 18th. Potomac Ave to Eye Street. Left on 11th. Get on 11th Street Bridge. Get on I-295 south.

For Pennsylvania Avenue West (how far west?), he can take Pennsylvania Avenue all the way to the Capitol without crossing the racecourse. For the section between the Capitol and the White House, he should get on I-395 and use the tunnel under the Mall. The same goes for getting to the section of Pennsylvania Avenue all the way to Georgetown.

Topher Mathews: This is an issue that has come up repeatedly in Georgetown. One point the ANC now makes is that if the event is not substantially charitable in nature, they will object to it. They also work very closely with the race organizers to minimize the impact, etc.

I think a balance is important, but I also don't agree when people equate "I can't get my car out" with "being forcibly stuck in my house."

Canaan Merchant: I'm interested in several things.

  • I usually see announcements via the web (DDOT, GGW, DCist etc.). That could be an issue for someone not as connected as I am. There may be a dissemination issue to go over.
  • There seems to be real money to be made from all these races. I see different ones advertised all. The. Time. They've even started making obstacle courses and "zombie runs" a thing. Nominally, proceeds go to charity but the cynic in me says that races wouldn't be nearly as prevalent if there wasn't serious money to be made.
  • The "Rock 'n' Roll" marathon is happening in at least a dozen cities; this is a real franchise.
  • This Post story highlights that this route goes through a lot more neighborhoods than other races which stick to the Mall area and down on the parkways between Crystal City and Rosslyn. That's the issue the original writer is concerned about.

    So there is definitely room to ask about the outreach to neighborhoods on these events and whether communication could be improved. But one positive is that this may be the first time a lot of people ever really explore Capitol Hill and other urban neighborhoods. That may be a positive overall. Sure, people trying to really race may have their mind on other things but a race like this works better in DC than in Fairfax where it's not practical to close an arterial.

  • If they're going to have "Rock 'n' Roll Marathon" and NOT play rock bands that are famous to DC (Dag Nasty, Fugazi, Dismemberment plan, or call it the Go-Go marathon!) then that's kind of annoying to me. They really had to go to Seattle to find a suitable band to play at the end of the race? (apologies to any fans of the Head and the Heart).
It may be worth it to talk about if there is a need to have a special road race transportation/neighborhood plan. Marathons and other races are super popular and they aren't going away, much like sports stadiums they can be a positive for the city's image but a drain on actual resources. Maybe a more a broader and more holistic approach to them is necessary.

Edward Russell: I disagree with a lot of the points the author of the original email makes. First, has he ever been stuck between the NY marathon on 1st Ave and 5th Ave, and need to get the west side? Sure, you COULD take the subway down to 42nd go to Times Square and then back up, but would you? Probably not.

Road races are a necessary public event in any city, regardless of size.

And I'm sorry, your laundry does not take precedent over an event thousands of people have trained for and are looking forward tonot to mention that has been planned and disclosed for months ahead of time.

DDOT has had digital message board advertising the race on 395 and other major highways coming into DC for more than a week nowif you're a driver in DC, it'd be hard to not know there will be road closures and you can plan around them. The city has definitely done its job letting people know of the closures on Saturday.

Steven Yates: Given where I live, events that close down roads often inconvenience me. In fact, this one will go right outside of my apartment. But it's really not more than an inconvenience for me. It might disrupt my bus route, which means I might have to leave a little earlier or walk to the Metro. I've sort of come to accept this as part of city living. Though I imagine if I had a car I'd find these a bit more of a disruption.

To answer your outreach question, Canaan, I think last year for this particular race I received a flyer on my door outlining the route (since, again, I live near the route) several weeks before the event. This year, I think I first saw it via email (or somehow knew it was happening). Signs announcing the road closings just went up a few days before the event. But often for events that close streets farther away from me (but still affect me) I don't find out until I get an email, usually either from WMATA or DDOT.

Veronica O. Davis: To bring a different perspective, the portion through Ward 7 is the last leg of the race. Basically, it means that the roads are closed on this side of town until 1:00 pm. The community has asked the marathon several times if the race could be run in the opposite direction every other year, so that this side of town could get some relief earlier in the day. The race organizers stated they have to re-open downtown first.

The Twining neighborhood is effectively trapped. They are the small neighborhood between 295 and Minnesota Ave. Over the years MPD has tried to be helpful in letting residents out of the neighborhood, by "slowing the race."

The other major issue is that Ward 7 is a bus-dependent community. Shut down the buses and it basically shuts down accessibility and mobility. We've tried to work with WMATA on bus routing. However, Minnesota Ave is one of the two major north to south bus routes. With the race on Minnesota Ave, a sizable population loses access to everything.

Sure it's only a half a day of inconvenience. However, some people to get to work, doctor's appointments, etc.

Payton Chung: These event closures, and recent complaints about diplomatic road closures, offer yet another example of why street connectivity matters. A dense network of streets offers more routes through, even when some of the streets have been closed.

Granted, Ward 7 has topography that makes it difficult for streets to run through. In other instances, like in my (and Tom Sherwood's) neighborhood in Southwest, the lack of connectivity is entirely self-imposed. We live literally on a cul-de-sac, within a neighborhood that is effectively a cul-de-sac, and even though many of the through streets still exist in practice there's great resistance to letting others trespass across what's now private property.

Hopefully, the opening of a continuous trail network along the Anacostia will open up new routes for future road races. I know that some informally organized (ahem) cyclists take advantage of the road closures and ride the route. Maybe this is a starting point for a proper Open Streets event.

Pedestrians


Topic of the week: Walking in unexpected places

Even the most hardened pedestrians can find themselves in areas where driving is the default way to get around. In those places, going for a walk can be a provocative act, met with stares and questions.


Photo by Elvert Barnes on Flickr.

Still, some of us make the conscious choice to walk or bike somewhere even in places where it's not obvious to others. Our contributors share some of their funnier stories of when people didn't understand why they just didn't drive.

David Versel: I typically walk up to the Metrobus stop for my morning commute, which is about 0.5 miles from my house in Springfield. I am ALWAYS the only adult pedestrian about, but there are usually middle school kids walking to or waiting at their school bus stop. I have gotten scared looks from these kids many times who probably think I'm a pedophile cruising school bus stops.

It's just another casualty of car culture that suburban kids automatically assume that adults should always be in cars, and that those who aren't are probably sex offenders.

Dan Reed: In high school, I usually walked to my friend's house for a study group. One day we had an argument, as 15-year-olds often do, and I stormed out. As I unlocked the front door, her mother ran into the room in a frenzy.

"Where are you going!?" she asked, and I said I was walking home. (This is how far apart our houses were.)

"Don't worry, I'll give you a ride," she said. I said it was okay, but she relented, and went back to get her keys. She came back and said, "Alright, let's go." I felt terrible asking her to go through the trouble, so I said "Um, I changed my mind and I'll stay here," and returned to sulk in the basement with my friends.

David Alpert: When I was in Los Angeles once, I was staying with family friends in Brentwood and was at an event on Wilshire Boulevard just south of Brentwood. When I was ready to leave, I realized that the cross street we were right near was also one of the main cross streets near their house, so I walked the approximately 1.2 miles to their house instead of calling for a ride.

When I got there they were flabbergasted that I had walked.

Matt Johnson: I can do ya one better. And this conversation did happen. Word for word.

The first time I was ever in LA, Ryan and I stayed at a hotel one block from the Vermont/Santa Monica subway station. We got in fairly late, and we really just wanted to go to bed, but we hadn't eaten. On the one block walk from the station, we'd seen a few storefronts, but hadn't really been paying a lot of attention.

So after we got situated in our room, we went down to the front desk, and I asked the receptionist...

Me: "Can you tell me are there any restaurants nearby?"
Receptionist: "Oh, sure. Let me call you a cab."
Me: "Oh, no, no. We don't want to go anyplace far away. Just something close by."
Receptionist: "Yeah, there are lots of places. Let me call you a cab." [picks up phone]
Me: "No, please don't. We really just want someplace close. Is there any place within walking distance?"
[She looks puzzled]
Receptionist: "It's really no trouble for me to call you a cab."
Me: "We don't want a cab. We just want to know if there are any restaurants nearby. Are there any restaurants within a block or two?"
Receptionist: "Yeah. There are a few places at the corner of Vermont and Santa Monica. Are you sure you don't want me to call you a cab?"
Me: "Vermont and Santa Monica is a block away, right?"
Receptionist: "Yes."
Me: "We'll just walk. Thanks for your help."
Receptionist: "Really, it's no trouble to call a cab. Are you sure you don't want one?"

The ironic thing is that LA (the LA Basin at least) is actually very walkable. The problem is that Angelenos don't seem to know that.

I've ridden the 4/704 all the way from Union Station to the Santa Monica pier. And the density/urban form never drops below what you'd find in the Woodley Park commercial strip. That's about the same distance as going from Metro Center to Rockville. There are a few places were the walkability isn't great (Century City), but for the most part, the sidewalks are wide and complete, the street is buffered with parking, and buildings are built right to the street.

Dan Malouff: My example isn't quite so bad. It's a 0.4 mile walk from Fairfax City Hall to Fairfax Main Street. Who wants to guess how many people other than me walked to lunch, back when I worked in Fairfax?

Canaan Merchant: I used to walk to Fairfax City from GMU. It really freaked my roommates out. Thinking back, I have lots of examples of me having to explain that sometimes I preferred to walk for 20 minutes than drive 10 to get to places in Fairfax.

David Edmondson: In fairness to the drive-everywhere crowd, I definitely took the Metro from Mt. Vernon Square to Chinatown a number of times when I first moved to DC before I realized how close it actually is.

Meta


Why Greater Greater Washington is important to me

Greater Greater Washington is holding a reader drive to fund our Associate Editor, who makes sure we get high-quality posts up every day. Some members of the Greater Greater Washington family have written accounts of why this community is important to them and to the region. Please support us today!

I don't remember when I started reading Greater Greater Washington. It probably came from clicking on links from DCist and slowly realizing that it would be easier just to come to the site directly.

I was first drawn to the high-quality, substantive content that GGW provided. I could be kept informed of WMATA's latest plans and what new developments I could look forward to.

Probably more than any other website, GGW changed the way I thought about the world around me. I learned what damage vast amounts of parking can have on an area. I learned why certain areas seemed to be teeming with life, while others seemed barren.

Perhaps most of all, I liked the comments section. With its thoughtful discussions and reasoned responses, I came to regard it as the best comment section on the internet. I would lurk around other websites' comment sections (and did at GGW for a while). But I decided to join the conversation on GGW, and made it one of the only sites I commented on.

As I read more and got more invested in the site, I wanted to get more involved. I thought about writing articles, but I wasn't sure what to write about. Then an opening came up to put the breakfast links together. I was (and still am) a big fan of the links and I figured if they meant so much to me, I should help with them, even though it would require doing something I loathe, which is getting up early. You now see my byline a lot less, as I've moved behind the scenes to editing links from our fantastic links team.

But now GGW needs your support. Please consider making a contribution so that we can continue to grow and provide you with some of the best urbanist content on the internet.

Transit


Metro swaps out carpets for slip-resistant floors

Tired of carpeting on Metro during your commute? Soon you will see much less of it. WMATA is installing new slip-resistant flooring in some of its railcars. Today they shared some pictures of installing this so-called "resilient flooring."

All photos by Metro Forward on Flickr.

Metro plans on installing this flooring in all of its 5000 and 6000 series railcars over the next 2 years. This floor will also go in the new 7000 series railcars.


The new flooring is easier and cheaper to maintain than the old carpets, which had to be replaced every 5 years. The new flooring should last at least 25 years.

Public Spaces


Topic of the week: Where we live

Our contributors all roughly share similar views on ways the city could be built and operate, yet we all chose to live in different places across the region. So we asked them, "where do you live, and why did you choose to live there?" Here are some highlights:


Logan Circle. Photo by thisisbossi on Flickr.

Andrew Bossi, Logan Circle: When I moved here from Laurel in 2010, I saved money on taxes, utilities, and transportationeasily making up for the increase in rent. I live by Logan Circle, a 10-15 minute stroll from every Metro Line, Chinatown, and the 9th, 14th, and U Street corridors, and there are buses that fill in the subway's gapsgetting me to Georgetown, Columbia Heights, and Adams Morgan. Still need to find a decent way to Capitol Hill... but I often just go by foot; even that is an easy walk.

My 50-minute commute to work consists half walking, half railand I love it. My commute is my exercise. In my spare time I find a delight to going on a stroll that takes me past major world landmarks, always with my camera in hand. Lastly, I'm surrounded by four grocery stores (so many of my friends aren't even near one) and enjoy a quiet neighborhood with a great view of the Washington Monument and National Cathedral from my roof. I just wish I could actually afford to own a place in my neighborhood.

Veronica Davis, Fairfax Village: In 2005, I was living with my dad in Potomac. I was perfectly happy being a freeloader, but the commute to L'Enfant Plaza was killing my time and my wallet. It was time to start looking for my own place. (The real reason I was motivated to move: my dad was selling the house). I wanted to live in a condo and I didn't want to drive for any portion of my work trip. The minute I saw Fairfax Village I knew this was the place for me. The selling points were:

  1. 1 seat bus ride to L'Enfant Plaza for $2.50 round trip (2005 bus fares)
  2. The crime was relatively low, which was important as a single woman in my mid-20s.
  3. Older neighbors who knew everyone and everything in the neighborhood gave my mom comfort that I'd have people checking in on me.
  4. A suburban feel without being in the suburbs. It's a quiet neighborhood with manicured lawns and plush trees.
  5. Skyland Town Center was "coming", promising new amenities less than a mile from my condo.

Mount Rainier. Photo by Mr. T in DC on Flickr.

Brent Bolin, Mt. Rainier: I moved here in 2002 and ended up in Maryland because I couldn't afford DC and the MD politics were a good fit. We looked in a lot of different places before we discovered Mount Rainier and fell in love with the sense of community and the overall vibe. A historic streetcar suburb right on the DC border, the city has great fabric and great architecture that promotes front porch culture and close ties with neighbors.

I live a block from Glut Co-op, a funky progressive food store that's the heart of our neighborhood and a good lens on the diverse, progressive, working class values that have defined the community. We have incredible bus service from our town center down Rhode Island Ave in addition to the West Hyattsville Metro station on the north side of town. We are very near the Anacostia Tributary Trail network to get out by bike or on foot to great park amenities.

Topher Mathews, Georgetown: I moved to Georgetown from Arlington in 2003 because my roommate and I found a ridiculously cheap two bedroom apartment overlooking Montrose Park on R St. The unique juxtaposition of the bucolic charm of the park with the dense neighborhood was enough for us to break our lease on a drab garden apartment in Courthouse. I've stayed and started a family here because I love the history, the dense walkability, the parks, and of course the close proximity of over 500 shops and restaurants.

I also love that I can quickly get to all the other great central DC neighborhoods with a short bus or bike ride. I look forward to raising my daughter in such a beautiful and multifaceted neighborhood, but with a mind towards emphasizing to her the need to foster the literal and figurative connections between Georgetown and the city it belongs to.


Falls Church. Photo by Thomas Cizauskas on Flickr.

Canaan Merchant, Falls Church: I live in downtown Falls Church. I moved there in August where I traded proximity to the metro in Arlington for a little more space in my apartment but without sacrificing overall walkability. Regardless, I'm well within a 1/2 mile of a hardware store, music shop, bowling alley, dry cleaner, barber, several restaurants, and even a major music venue.

Bus service is pretty frequent on routes 7 and 29 which allows me to function very well without a car of my own. And I can still walk to East Falls Church Metro if I need to. Falls Church is a great example of how being a suburb doesn't automatically mean one must have a car to get around and how good principles of urban development can work at several different levels of density.

Dan Reed, Silver Spring: When I finished graduate school in Philadelphia, I was unemployed and moved back in with my parents in Silver Spring. I knew that whenever I moved out, I wanted to have what I had in West Philly: a grocery store, coffeeshop, and bar within walking distance, the ability to get to work without driving, saving my time in the car for fun trips; and chill, friendly neighbors with a strong sense of community. And I wanted to live in Montgomery County, where I'd already gotten my hands dirty in blogging and activism for several years.

It wasn't easy, but I found it all one mile from downtown Silver Spring, and I plan to stick around, if only to give my DC friends an excuse to visit and learn that yes, there is life beyond Eastern Avenue, and better food too.

Aimee Custis, Dupont Circle: In the 6 years I've lived in the District, I've lived in 3 separate neighborhoods, but my current neighborhood, Dupont Circle, is my favorite. I love being in the middle of things in central DCgoing out for froyo or picking up a prescription at midnight on a weekday.

In Dupont I've always felt completely safe, even living alone as a 20-something single woman and walking home from a service industry job late at night. Also, it's surprisingly (to me) affordable and a great value for what I do pay. In my price range, with the amenities I want, I've been able to find lots of choices in Dupont, when I've been priced out elsewhere.

David Versel, Springfield: When I returned to the DC area 2011 after 10 years away, I was met with sticker shock when I tried to find a 3-4 bedroom home for my family near my job at the time in the Fort Belvoir area. We ended up renting a townhouse in Springfield; later, we bought a 47-year old fixer-upper and got to work.

As far as suburbs go, you could do a lot worse. I am a short drive from the Franconia-Springfield Metro, and can walk or bike to several Metrobus and Fairfax Connector lines. I have also found this area to be very diverse and interesting in terms of the people and the ethnic dining options, and my neighborhood is also one of those rare places where kids still play outside with only occasional glances from parents. And the schools really are great in Fairfax County.

All that said, I am still largely car-dependent, and no matter how I get to my current job in Arlington, it still takes an hour each way. When my youngest kid finishes high school, my wife and I will be returning to the city.

These are just a few of the responses we got. There were so many, we couldn't fit them all in one post, but we could fit them on a map.


Click for interactive map.

What about you? Where do you live and why?

Arts


Come see Clybourne Park, then talk about it with us

In 2011, we organized a group outing to see Clybourne Park, the award-winning play about gentrification in Chicago, at the Woolly Mammoth. Come see it with us again next month in Arlington!


Image from the Arlington Players.

The Arlington Players will stage the show for its local community theater debut Sunday, February 9 at 2:30 pm at the Thomas Jefferson Community Theatre in Arlington. Then, we'll have an open discussion with the director, cast, and some of your favorite GGW contributors.

The play opens in 1959, in Chicago's Clybourne Park neighborhood, the same time and place depicted in Lorraine Hansberry's A Raisin in the Sun, before jumping to the present. It weaves themes of race and gentrification with dialogue on zoning and commute times.

A white family is moving out, and one of their neighbors is concerned because they sold the house to what the neighborhood's first African-American family. 50 years later, the neighborhood is almost exclusively black, and now a young white couple has bought the house and plans to replace it with a McMansion. Not surprisingly, the characters show no comfort in addressing the big issues that lay before them, preferring to dance around them as much as possible.

The theater's located at 125 S. Old Glebe Road, a little over a mile from both the Ballston and Virginia Square Metro stations. It's also accessible by Metrobus routes 10B, 23A, 23C, and 4A as well as ART route 41. You can purchase tickets here. And if you can't make our outing, you can still catch the play between January 31 and February 15 at 8:00 pm on Friday and Saturday nights and on Sunday afternoons at 2:30 pm.

Links


Breakfast links: Cold and white


Photo by Maryland Route 5 on Flickr.
Brr!: It snowed, and now is really cold! There were disabled trains causing delays at Bethesda and Rosslyn, and on MARC. How was your commute? (Post)

Transforming away from crime: Prince George's effort of focusing government services to fight crime seems to be working. The 6 Transforming Neighborhood Inititive communites saw dramatic drops in violent crime. (Post)

The long road of the Bi-County: The Bi-County Parkway has a long and complex history, including an unpopular PR campaign from VDOT in support of the road. A new governor could add more uncertainty to the road's future. (LoudounTimes)

Faster but concentrated?: The DC Housing Authority may sell off some property in the Capitol Riverfront neighborhood to jump-start building of affordable units. But the move would concentrate affordable units in one building. (City Paper)

Meet the new CFO: Jeffery DeWitt starts as DC's CFO today. DeWitt previously was Phoenix's CFO before taking over for the retiring Natwar Gandhi. (WTOP)

Metro wants to hear from you: WMATA wants people to take a survey on fares and what priority capital improvement projects, like escalator repair, should take.

The great Metrothon: One man is going to attempt to exit all 86 Metro stations tomorrow. Can he make it before the system closes? (Patch)

And...: 7 Democrats turned in enough signatures to qualify for the mayoral ballot in DC. (City Paper) ... What words and phrases should urbanists stop using? (Atlantic Cities) ... A documentary from a DC bike thief's perspective is in the works. (DCist)

Have a tip for the links? Submit it here.

Meta


Topic of the week: Greater Greater 2024

Wednesday marks the start of 2014, but what about further into the future? We asked our contributors what they hope to be writing and reading about on Greater Greater Washington in 10 years.


Photo by Joe on Flickr.

Dan Reed: I'd like to write about how the region's ethnic enclaves, from Langley Park to Annandale, have become the new hot spots, drawing investment from around the globe as the cool kids finally realize there's a big world outside DC, and it's got much better food. Meanwhile, the Rockville Metro station gets renamed "Chinatown."

Jim Titus: I hope to read that that Metropolitan AME complains about DDOT's insensitivity to churches, while the city makes excuses. Church officials complain that CaBi needs to completely empty its 60-bike dock early on Sundays, to prevent the dock from exceeding capacity at the 11:00 AM service.

But DDOT says the real problem is that the new "trikeshare" three-wheelers used by most elderly parishioners each take up two spaces. Church officials concede that the dock never fills at the 7:45 service, which is generally attended by younger members.

Michael Perkins: Goal for the next five years is for DC to take the experience in San Francisco to heart and get serious about managing their curbside parking. Adjust hours and prices to ensure people can find a space if they're willing to pay what it's worth.

Ben Ross: Construction of a new Metro line through downtown DC, and new rail lines in the suburbs. And a reorientation of the Montgomery and Prince George's transportation departments, like DC and Arlington, to operate urban complete streets rather than suburban highways.

Canaan Merchant: 1) Hopefully I'll be reading about construction on a number of new transit lines. 2) Hopefully we'll see so many people on bikes that we'll need to discuss how to handle bicycle congestion. 3) How the city has adapted under new buildings that have broken the current height limit. 4) What the city has planned for an RFK site that is now focused on providing new housing/retail for the city and not more stadiums and parking lots. 5) How the Columbia Pike streetcar has aided in transforming the corridor and led to calls for streetcar expansion throughout Northern Virginia.

Chad Maddox: How the region has successfully absorbed many more residents while simultaneously managing to keep housing relatively affordable. Also, how the District has become a national model for its efforts to eliminate concentrated poverty and residential segregation in its borders.

Tracey Johnstone: That better coordination among local transit agencies, combined with the implementation of free transfer among subway, light rail, bus, and streetcar increased transit usage by over 25%.

Adam Froehlig: In a controversial effort to address chronic bike congestion on the MVT and the 14th St Bridge path, NPS and DDOT implement all-electronic bicycle tolls. A local bike commuter is quoted in the news as saying it will force him to switch to driving while another complains that the revenues will go to the private collector and WMATA instead of to path and bridge repairs.

And after years of false starts, the District finally implements a mileage tax. The effort is seen as a colossal failure as non-DC-registered cars are exempt and the elimination of the gas tax prompts Maryland drivers to suddenly flood DC streets such as Benning Road and Georgia Ave to take advantage of the cheaper DC gas.

Neil Flanagan: I'd like to hear Montgomery officials getting anxious about how successful Prince George's Smart Growth program has been. That it's putting pressure on DC to drop rents, but won't someone think about the historic Greenbelt gas station that's going under?

Also, "Daddy, what's a Millenial?"

Roads


Topic of the week: You don't have to put on the red light (cameras)

Red light cameras are supposed to improve safety, but in 2013 their use actually went down. Are they on the wane? Our contributors give their insight.


Photo by Wayan Vota on Flickr.

Modesto, California has found that cameras may not be worth the trouble. They don't monitor all the lanes at an intersection, most of the revenue goes to the vendor that operates the system, and the fines are shockingly high. And studies, including one of local Virginia jurisdictions, conclude the red light camera effect on safety is ambiguous. Should we fix the problems with cameras, or focus our efforts elsewhere?

Dan Malouff: Many people don't like cameras because they intrude on our collective sense of entitlement to break traffic laws with impunity. But that entitlement should be intruded upon. Yes, governments should of course strive to get cameras right and deploy them fairly, but laws should be enforced. If it turns out that enforcing these laws is somehow unsafe (a claim I'm skeptical of), then the law should change, not the tactic of enforcing it.

Canaan Merchant: Data I'd seen before had convinced me of a red light camera's effectiveness. This and other studies I've seen recently have cast some of that into doubt. Still, I think the problems that people have with automated traffic enforcement mainly stem from poor management in developing the systems, usually by just selecting a vendor without a clear oversight process, and problems that people have with due process once a ticket is issued.

The former should absolutely be an area of concern while the latter may just be indicative of problems that have always existed but ignored because an individual's likelihood of getting a ticket was lower. If both of those issues are handled competently then I think camera enforcement will generally be a net-positive for a given intersection.

Still the best way to tackle the problem would be to make red lights more irrelevant. That means focusing on solutions that move people without requiring the use of a car.

Neil Flanagan: Traffic cameras, whether they're at red lights or to control speeding, should always be a second choice. Better design of the roadway should always be the priority. Narrower lanes, neck-downs, medians, and shorter distances between intersections can discourage speeding and remind drivers that they're approaching an intersection. Marking the pavement where a driver should brake if they see yellow might also help.

The goal should be to make intersections safe for all users, not uphold the law strictly. Starting from there, you can see another problem. Left out of this article, too, were non-motorists. Cars are engineered to protect drivers. The street is the only protection a pedestrian has.

That said, I'll echo the sense of entitlement to the right-of-way. The top comments on the article are a slew of excuses for traffic violations, like this one by "Biceps:"

Perfect example: a co-worker of mine got a photo of herself from an RLC in the mail - it was *classic*. It was a perfect pic of her driving through the intersection, looking way to her left, mouth wide agape, with a cellphone right up against her head. She didn't even remember running the light. It was a [expletive] awesome photo."
It wasn't her fault, he explains: she wasn't trying to speed through the light, she just wasn't paying attention! The engineer of the recent Metro-North accident was not given the same benefit of the doubt for spacing out, even though railroads are still safer per passenger-mile.

Adam Froehlig: I have always seen red light cameras as a local jurisdiction's attempt to replace traffic enforcement with a revenue generation tool. This is especially apparent in DC, where the revenues the cameras generate is well publicized and leads to much of the public angst against the program. A well-designed program puts this revenue back into safety programs and street improvements, but DC simply adds it to its general fund.

The safety record of red light cameras is a bit mixed. While they do help prevent the more serious right-angle crashes that often result in injuries and the occasional fatality, they can actually increase the overall crash rate due to rear-end crashes caused by the lead driver slamming on their brakes to avoid the red (and the camera ticket) and the driver behind them not stopping in time to avoid the rear-end crash.

Another item to consider: due to legal reasons, the red light camera can only fine the owner of the vehicle, it cannot target the operator. While the vehicle owner is usually the operator, this is not always a case. Compare this with a law enforcement official pulling over a vehicle and issuing the driver a ticket, where the driver (if unsuccessful in their "defense") will not only have to pay a fine, but will also lose points on their license.

While it helps reduce crash severity, it's at best a mediocre replacement for an actual law enforcement official doing traffic enforcement.

Ben Ross: Surely the reason for rear end crashes at red light cameras is that the driver in the first car doesn't expect the camera and then stops suddenly, and the driver in the second car also doesn't expect the camera and is therefore unprepared for the first driver's sudden maneuver. With more cameras these problems would vanish. It's like with cyclists, there's safety in numbers.

Abigail Zenner: Although I wish that red light and speed cameras were not needed, sadly drivers' impatience has a tendency to cause very dangerous situations. We also see that law enforcement either cannot be everywhere all the time or cannot always pull over the driver who runs a red light. Drivers also complain that red light cameras catch legal right turns at some intersections, although I have often wondered if the driver came to a complete stop prior to the right turn.

I would love to see some more awareness campaigns on driver attentiveness and explain to drivers why we have the laws we do. Many times, impatient behavior by drivers actually slows traffic down and creates more hazard.

I am fascinated by some experiments, like the one in Texas that rewards drivers for good driving behavior with cash or prizes. Cameras could also provide these rewards. The winner of the VW Fun Theory contest had this idea to enroll good drivers in a lottery when caught driving at or below the speed limit. Maybe we can come up with more carrots and more education to balance out the stick of a ticket.

Jim Titus: Do you remember what it was like before the red-light cameras?

We had trains on tires. Drivers regularly ran red lights as long as they were within 30 feet of the rear end of another car going through the intersection. Drivers with a green light often had to edge their way into these trains of red-light runners. Most drivers in the District of Columbia stop at red lights now.

Maybe today, some tailgating distracted drivers rear-end cars that stop at yellow lights. But in those days, people who stopped at newly red lights faced the same fate.

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