Posts about ANC
In neighborhoods with streets restricted to resident-only parking, how can visitors and household workers park when they need to? The Logan Circle Advisory Neighborhood Commission (ANC 2F) recently endorsed giving residents a "coupon book" of passes to give visitors.
This is the best solution for areas of DC where parking is tight. Logan Circle joined the growing number of neighborhoods where one side of every street is reserved for residents only. This makes parking much more available for residents, possibly at the expense of local businesses and houses of worship.
But this arrangement also creates its own problem: if a family member is visiting by car, or a home health worker needs to drive in to care for a resident, what do they do?
In some other neighborhoods, the District Department of Transportation (DDOT) mailed out placards, one per household, which the resident can give to the visitor to display on the dashboard. But for neighborhoods like Logan Circle, this would represent an enormous temptation: if you don't need your pass, sell it to someone who works downtown and they can suddenly park in residential zones.
That is why ANCs in Logan Circle, Dupont Circle, Georgetown, NoMA/H Street, and other mixed-use neighborhoods vehemently objected when DDOT tried last fall to expand the visitor placard system citywide. Earlier this month, Logan's ANC instead endorsed the idea of a booklet, where people get a limited number of passes:
Commissioner Cain moved that the ANC endorse a Visitor Parking Program for all residents living within the boundaries of ANC 2F and at a Resident Parking Permit (RPP) eligible address. The proposed program shall consist of a coupon booklet containing 10 individual coupons for temporary visitor parking. Each coupon shall be valid for seven (7) days and may not be reused. Residents must opt in to the program. Each program participant may receive one coupon booklet per year (through the end of FY14). The motion was seconded and approved by the Commission (7-1).This is a much better idea than the all-year visitor pass. Over a year ago, DDOT parking manager Angelo Rao said he thought the city should set up some kind of visitor pass system, and he was under the gun to implement something by fall 2013. For whatever reasons, which almost surely include internal agency policies and bureaucratic inertia, instead nothing happened. Maybe now there can be some momentum for a real solution.
There are still some questions to work out and some ways to improve the plan.
This proposal would make passes each good for one week. That's not so bad, though it would make more sense for passes to work for a single day, and simply offer more passes. Some people have a housecleaner who comes once a week all year. Under this plan, they would get 50 days' worth of passes, but couldn't use them once a week for 50 weeks. Why not? How about a book of 50 day passes instead of 10 week passes?
One big question: what do people do if they need more passes? Some people might get passes from their neighbors, but it also would make sense to let people purchase more booklets. The rate can be low enough that it's not extremely expensive, but high enough that it keeps the numbers of cars parking in the neighborhood from overwhelming the resident-only space, and also deters a resident from selling booklets to a commuter.
The ANC did not work out a way to get more passes; Matt Raymond, a member of the ANC, said that they, Councilmember Jack Evans, and DDOT have to work out details like this.
Another question is who gets the passes. Do people with cars and people without cars alike get them? Does a household with 2 drivers get the same number as an apartment of a single person? What about basement rental units? What about illegal basement rental units?
Raymond said the commission was split on this issue, and said, "When we discussed restricting it to Ward 2 permit holders, we admitted it was somewhat arbitrary, but there was sentiment (I among those who felt this way) that there needed to be some way to restrict them rather than a no-holds-barred approach."
"Ward 2 permit holders" are people who have a car registered with a residential parking permit in the area. That is probably not a good criterion, because a person who has no car will have visitors just as much as a person who has a car. On the other hand, it's a dense neighborhood with a lot of people, and ten week-long parking passes for every person could bring in a lot of cars.
If people can buy more coupons, then one good way to deal with this is over time to lower the number of passes in the first, free book, while letting people buy more. That would discourage over-use, and DDOT could adjust the size of the initial book and the price for more until the demand doesn't overwhelm the neighborhood supply of spaces.
Will this program (or an even better day pass version with the chance to buy more books) become reality, and even expand to other mixed-use neighborhoods? DDOT has had a years-long track record of promising to do something about parking and then failing.
Walt Cain, another ANC 2F commissioner, said, "My understanding is that the new crew at DDOT is not in favor of visitor parking generally, so it will likely be an uphill battle to actually get the program put in place."
DC Councilmember Mary Cheh's Committee on Transportation and the Environment is holding a hearing on parking Wednesday, January 29 at 11 am. Perhaps this, and the opportunity to apply it to more neighborhoods, will come up for discussion then.
After a survey that says residents don't want traffic calming on Wisconsin Avenue in Glover Park, Advisory Neighborhood Commission 3B will support returning the street to six lanes.
The District is working on a new streetscape that includes measures to discourage speeding and increase pedestrian safety. But ANC 3B commissioner Brian Cohen, a longtime supporter of the project, said at a meeting last night that it will oppose the median at a December 4 public hearing. Most of the 300 responses to a constituent survey favored returning to the six-lane configuration, he said.
Ward 3 Councilmember Mary Cheh first called a hearing in May as a response to concerns from Massachusetts Heights residents about a painted median that replaced one of the through lanes on Wisconsin between Calvert and Garfield streets. Councilmember Jack Evans was vocally opposed to the median, saying it created more traffic congestion as he drove his children to and from school.
The District Department of Transportation created the median to draw attention to the commercial strip, give pedestrians a safer way to cross the street and planned to keep it for a one-year trial. Though this section of Wisconsin Avenue was the site of multiple pedestrian strikes, DDOT removed the median after about six months. DDOT has yet to release any empirical data supporting their decision.
In addition to the lane configuration, the survey also solicited opinions on installing alternative traffic calming measures such as a HAWK light or speed cameras. ANC3B did not disclose the specific survey results on this question, but indicated that the results on these survey items were less definitive and suggested the community is more divided on such measures.
Commissioners explained that the wider sidewalks, streetlights, and aesthetic improvements will remain in place. There is still enough room to keep the wider sidewalks along with a six-lane street. The few residents in attendance at last night's meeting voiced their agreement with the ANC, and repeated their frustration with the slow traffic between 35th Street and Calvert Street.
The commissioners also noted that they have repeatedly complained about delivery trucks impeding the flow of traffic. and will work on pressing new rules for nighttime deliveries. Despite all the ideas residents floated from removing parked cars and ticketing delivery trucks, there was a perception that it was not working.
"I wanted it to work, but no matter what fixes we tried, it didn't," said Commissioner Jackie Blumenthal. "What did work are the sidewalks, the streetlights, and especially the new intersection at 37th and Tunlaw."
It's likely that the lanes will return to their previous form. However, there remains strong support to some kind of traffic calming measures to protect people crossing the street.
The Wisconsin Avenue streetscape has exposed DDOT as being particularly vulnerable to political pressure. It sets a precedent for opponents of other progressive transportation initiatives, particularly in Ward 3. Opponents of the brand-new bike lanes on New Mexico Avenue can only come away emboldened by DDOT's eagerness to placate many of the same people on Wisconsin.
It's clear that DDOT is willing to make significant decisions on highly politicized issues while offering no empirical support. It's a sobering reminder of the need to be vocal in support of progressive transportation projects, even after they're built.
Architects Eric Colbert and Associates shared renderings of the latest design for their proposed apartment building at 5333 Connecticut Avenue. Few renderings of the project have been available until now, so it's been difficult to understand how it will look.
The design depicted in the renderings is substantially the same as the one presented at an ANC3G meeting in August, when commissioners voted for the Memorandum of Understanding with developer Cafritz.
Colbert applies planes of glass and white frames to a glass block in manner similar to the neomodernist apartment buildings of Richard Meier. Two of those buildings are regarded as kicking off the trend for glass-enclosed apartment buildings in New York.
The sides of the building that face single family homes have significantly fewer windows, addressing the light pollution concerns the neighbors are reasonably worried about. Having such an dramatic transition from one side to another puts a lot of pressure on the corner, architecturally. Colbert negotiates this shift with a line of windows on the edge of the Kanawha Street wing, shown above. Whether this shift succeeds will depend on how transparent the glass appears at a given time of day.
The change of transparency is driven by the sun, whose heat and light are serious concerns in a glazed building. The renderings show similar treatments on both the north and south elevations of the building. That much glass on the southern exposure will lead to an excess in heat in light, but on the northern side, the glass might also abate the worries about shadows by reflecting light down to the street.
To me, the building is the most successful at the edges of the projections from the sides of the building. There, the relationship between interior walls and the opaque frame around the edge makes it feel like volumes have slid out from the building. This could have been a simplistic, cheesy move, but Colbert's office wove translucent balcony railings into the white frame. The result is a sensitive corner, a feature often absent in glass-heavy modern architecture.
Unfortunately, this sensitivity is absent where the building touches the ground. Considering that the ground has been so controversial, the design would be better if the walls changed as they met the landscape designed by Trini Rodriguez. Whether becoming more solid, showing the weight of the building, or simply transitioning from vertical to horizontal, this relationship is key to producing a building that feels appropriate for its site.
Developer Cafritz has stated their desire to have a building that is contemporary and of its time, and meant "glass." However, glass is only "modern" when it calls attention to relationships of inside and outside, ground and sky, and between the people who look through it as neighbors. Like any materials, how a window shapes our environment is more important than the sheer technological thrill of transparency.
Despite having endorsed bike lanes on New Mexico Avenue in July, ANC 3D will consider a draft resolution asking the District Department of Transportation (DDOT) to delay installing the lanes at its meeting tonight.
Rendering of proposed bike lane on New Mexico Avenue from WABA.
New Mexico Avenue forms one of the few street connections between American University and the neighborhoods of Glover Park and Wesley Heights. The resolution, drafted by ANC 3D Commissioner Michael Gold, argues that DDOT shouldn't build bike lanes "until the completion of a formal analysis and impact study" of the surrounding transportation network which the ANC and neighborhood groups can review.
On Monday, DDOT announced that it plans to complete installing the lanes this week and posted photos outlining where they will go. DDOT has worked with the community to change the proposed design so that it would not take away any parking places.
ANC 3D voted 5-4 in favor of the bike lanes, but commissioner Tom Smith, who opposes them, happened to not be in town for the July meeting. He's marshaled those constituents who previously expressed opposition to the lane's installation to once again re-litigate the decision via email messages to the ANC supporting the resolution, which was introduced without proper notice to the community in an effort to reduce supporter outcry. Cycling advocates only found out about it yesterday.
This bike lane is an important connection in Ward 3, and if you support it, there are a few things you can do:
- Let Ward 3 Councilmember Mary Cheh know that you support the New Mexico Avenue bike lane. Cheh is head of the council's Transportation Committee and has previously indicated her strong support for Ward 3 bike infrastructure. Ask her to have your back on getting this lane installed and to reach out to DDOT to make sure it keeps with its installation schedule. You can call her office at (202) 724-8062 or send an email to email@example.com.
- You can also remind the five ANC members who voted in favor of the prior resolution, Stu Ross, W. Philip Thomas, Rory Slatko, Penny Pagano, and Joe Wisniewski, that you and the community still supports the bike lanes. You can find their email addresses at the ANC 3D website.
The developer of a new residential building at 7th & R streets NW in Shaw plans just 40 parking spaces for 105 units, but ANC commissioners say it isn't enough. Is more parking actually necessary?
Last year, DC put out a request for proposals to develop Parcel 42, a 17,000 square-foot lot next to the Shaw Metro station. After receiving several proposals, the Office of the Deputy Mayor for Planning and Economic Development selected the TenSquare Group, which wants to build 105 apartments and 5,000 square feet of retail space there. The developer will set aside 20% of the eight-story building's units as affordable housing and expect it to meet LEED Silver standards, a measure of environmental sustainability.
The Zoning Commission has yet to approve the project. Neighbors and ANC6E commissioners are unhappy that the building would have just 40 parking spaces, located underground. TenSquare insists that the current plan maximizes the motor vehicle parking for a building its size, but it's unclear how much of the parking will be set aside for retail customers.
At a meeting last Wednesday, commissioners insisted that TenSquare add more parking spaces before they could support the project. Kevin Chapple, the Advisory Neighborhood Commissioner whose single-member district covers Parcel 42, and fellow commissioners threatened to oppose the project at the Zoning Commission unless there was more parking.
Chapple owns a home three blocks away and relies on street parking. Not surprisingly, he and his neighbors want to ensure that there is enough space for their cars. But this building may not have a big impact on that. After the Howard Theatre opened last year, DDOT decided to include Shaw in its initial launch of the Visitor Parking Pass program.
Parcel 42 is also next to the Shaw Metro station, and several Metrobus lines run up and down 7th Street in front of the proposed building, including the 70, 79, and G8. There are also several Capital Bikeshare stations nearby. Meanwhile, there's a lot to walk to nearby. Shaw has seen a tremendous boom in corporate, retail, and restaurant development. In fact, Mayor Gray will take part in ribbon cuttings for three restaurants in Shaw later this week.
It's because of compact, walkable neighborhoods like Shaw that DC residents led the regional trend in driving less. According to COG, DC residents drove 8% less in 2011 than they did in 2005. While the city has added 40,000 residents in the past decade, the number of car registrations has remained flat, suggesting more people are choosing to live without owning a car. It's likely that a new building at Parcel 42 will attract car-less residents, both to market-rate and affordable units, as less affluent households tend to have lower rates of car ownership.
Shaw has not seen the traffic congestion that other parts of the city experience. But that may soon change with the completion of developments like Jefferson at Market Place, CityMarket at O, and smaller projects, many of which will have much more parking than Parcel 42 and are likely to attract more cars.
The Jefferson development will include 281 apartments, 13,400 square feet of retail space, and 230 below-grade parking spaces. CityMarket will have 645 residential units, 182 hotel rooms, and 86,239 square feet of retail, along with 500 parking spaces. Roadside Development, which is building that project, originally planned for 700 parking spaces. Because it's in such a transit-accessible location, city planners asked for less parking, despite complaints from community leaders.
Mayor Vincent Gray has repeatedly suggested that as the District's population increases, the city will not be able to accommodate similar increases in motor vehicle ownership and traffic. The developers of Parcel 42 already seem to have accepted this reality. More homes and amenities within close reach of each other means fewer car trips, not more, and we should plan for parking accordingly.
I grew up in California, the heart of American car culture, but carpooled or took transit to high school and university, fighting two or three hours of congestion each way. I'm not unfazed by the growing pains DC is facing, but I am surprised it's taken so long for local leaders to address them.
This article was edited to note that this project has not yet been approved and that the Zoning Commission, not the Office of Planning, will decide to approve it.
Starting tomorrow, DDOT will repave the 15th Street cycle track between K and Swann streets. The agency agreed to fix the protected bike lane in June after months of complaints from cyclists about its uneven and dangerous pavement.
The first protected bike lane in DC, 15th Street is one of the city's most popular cycling corridors, used by hundreds of bicyclists daily. But the road surface is uneven and falling apart, causing cyclists to swerve into oncoming traffic to avoid bumps.
At the Dupont ANC, we heard from many, many frustrated cyclists, or would-be cyclists, about the need for repaving the lane. Because we believe good infrastructure is vital to encouraging a diversity of transit options, I and fellow ANC commissioner Noah Smith have worked with the city and the DC Council for many months to get this project accomplished.
The project will cover 13 blocks of 15th Street between K and Swann streets. When completed, the cycle track will have a 4.5-foot-wide southbound lane, which contains a 1-foot-wide gutter but has enough room for cyclists to avoid it. The northbound lane will be 3.5 feet wide, but will also be adjacent to the 3-foot parking buffer, making it feel wider.
Work will begin tomorrow in two main phases. During the first phase, the work will move in two block segments. DDOT will repair curbs, gutters, and pedestrian ramps along the corridor. While construction takes place in each section, there will be restrictions on using the parking lane and the bike lane. This phase should take about two weeks.
During the second phase, workers will resurface the 15th Street cycle track with new asphalt and install pavement markings. This should last one week, but restrictions on parking and biking will cover larger segments of the work area. During this time, DDOT recommends that cyclists use 14th or 16th streets instead.
Throughout the entire construction process, DDOT will post "No Parking" signs ahead of time so residents know when to move their cars. In addition, work should only take place between 9:30am and 3:30pm.
I'm excited to see that this important cycling corridor will get the repairs it needs to keep everyone safe and moving. However, if you encounter any problems or have any questions, please contact me at Kishan.Putta@DupontCircleANC.net.
Last night, the Dupont Circle ANC recommended that DC lift a liquor license moratorium for restaurants and stores, but to temporarily keep the cap on taverns and nightclubs. Some commissioners feel it's a step towards phasing out the moratorium entirely.
In 1990, DC first created the moratorium, which applies primarily to establishments along 17th Street NW, to prevent bars and clubs from pushing out stores and to reduce late-night noise and crime. But today, there are fewer retail stores, and neighbors say the street needs more activity, not less. While the moratorium is a crude and outdated tool, as an ANC commissioner, I strongly believe that it's best to end it in stages to minimize disruptions and conflicts.
Other local ANCs are trying to phase out their moratoria as well. Two years ago, the ANC partially lifted one along P Street NW and have since reported no negative impacts, and a proposed moratorium on 14th and U streets faces widespread ANC opposition.
The moratorium is intended to protect local retailers from being bought out by alcohol-serving establishments with higher profit margins. But today, there are far fewer retail stores, largely due to the rise of online shopping. What retail remains serves daily needs, like pharmacies, hardware stores, and grocery stores.
Meanwhile, there is no evidence that the community is anywhere close to becoming too unsafe or too noisy. Residents of all ages who live close to the 17th Street commercial strip tell us that they are not bothered by the current noise and would be happy for the strip to be more lively. While some residents have concerns about safety, police statistics show that crime has gone down significantly in the past two years, including both violent crime and property crime.
According to the Capitol Retail Group, increased foot traffic can revive urban retail corridors like 17th Street. New or better restaurants can generate more foot traffic, helping all businesses in the area. But under the moratorium, restaurants can't get liquor licenses to open here.
A Dupont Circle ANC subcommittee held three public meetings about the moratorium over the last three months. They came up with a compromise following in the footsteps of the West Dupont moratorium, which lifted the ban on liquor licenses for restaurants, but not for taverns and nightclubs.
Establishments with restaurant licenses must serve food and alcohol and are subject to certain food sales minimum requirements. Many of the popular new places on 14th Street, like Masa 14 and El Centro, have restaurant licenses, even though they have bars, music, and dancing. They may seem like bars and clubs to some, but they face limitations that taverns and nightclubs do not.
Meanwhile, establishments with tavern licenses don't have to serve food, but they're not all the same. Some are peaceful, like Room 11 in Columbia Heights, while others are very fun, but loud dance clubs, like some of the taverns on U Street (one of which has "Boom Boom" in its name, which I enjoy and have no objection to in its current location). 17th Street residents might welcome taverns like Room 11, which probably would not have an impact on noise or safety, but the latter ones may not be as well received.
ANCs and the DC Alcoholic Beverage Control Board (ABC) have some tools to try and minimize the negative effects of these establishments, but they aren't perfect. And once a tavern gets licensed, it's not easy to enforce prior agreements, and the immediate neighbors have to face the consequences.
If DC agrees to lift the moratorium on restaurants and stores, I and some of my colleagues will consider it the first stage of phasing out the moratorium entirely. During this first stage, the ANC should strengthen and clarify its policies and tools so that it can ensure that any new taverns or nightclubs on 17th Street are successful, but also responsible members of our community.
Not everyone agrees with lifting the moratorium, but it is not the best tool for making 17th Street and Dupont Circle a better neighborhood and a stronger retail environment. Many people want to eliminate the moratorium, and I agree, but it will be less disruptive to do it in phases. When the moratorium ends, we want the supporters to remain friendly with the opponents, because we have a very convivial community. And we want it to stay that way as we make progress together as a community.
Our recommendations will go before the ABC, which will decide whether to lift the moratorium. To send them your recommendations, visit their website. You can also see a list of recently-awarded liquor licenses.
Most of the Advisory Neighborhood Commissions in DC's Ward 2 have passed resolutions saying they don't want a free visitor parking placard program in their neighborhoods. The commissions went on record on this issue up to a year ago, but last week, transportation officials announced that they'll expand the program citywide anyway.
Ward 2 Councilmember Jack Evans also opposes the plan. He citing the opposition of "most of the ANCs" in his ward, while saying he only has gotten a few messages from constituents who support the program.
Georgetown's ANC hasn't passed such a resolution, but that doesn't mean they support it, either. Its chair, Ron Lewis, told residents and the media that "this came as a total surprise to us." Lewis has been working for years with Georgetown residents and DDOT parking planners to find agreement on a set of parking proposals that everyone would support.
Shortly before DDOT's announcement, the agency's planners in charge of parking, Damon Harvey and Angelo Rao, left or were fired. Harvey and Rao had led two parking town halls in Georgetown and dozens of meetings of an ad hoc Georgetown Parking Working Group made up of residents and business representatives. I was involved in these meetings, and all parties felt that the group was very close to a set of consensus proposals after years of negotiation.
Free visitor parking passes for all Georgetown RPP holders was never a serious proposal in these discussions, and community leaders communicated concerns about expanding these passes into Georgetown several times.
We've been here before
Last year, a similar process played out. DDOT spokesperson Monica Hernandez told reporters that the agency intended to expand the trial citywide. In response, ANCs throughout Ward 2 passed resolutions opposing the idea and sent the resolutions to DDOT.
For example, here is Dupont's ANC 2B resolution from last October.
DDOT ultimately pulled back and did not expand the program to these neighborhoods in 2012. Rao promised to devise a replacement system before this fall. However, with no new program on the horizon, DDOT announced it would offer visitor passes to all neighborhoods by October 1 and proposed regulations making that possible.
You can provide feedback on DDOT's expansion of the visitor parking program through the mandated 30-day comment period for all such regulations. To tell the agency how you feel about their regulations expanding free visitor parking placards citywide, email firstname.lastname@example.org before September 8.
Major infrastructure projects, such as sewer construction, can cause a lot of disruption without many tangible benefits. But in Upper Northwest, proposed sewer repairs could result in new bike paths and connections to local parks.
DC Water needs to repair disintegrating sewer lines in Glover Archbold Park and the Soapstone Valley, which could include building an access road. Not fixing the lines could cause sewage to build up in the park. But both conservationists and the National Park Service, which owns the land, are afraid that it will require losing trees and disrupting wildlife habitats.
Another proposal, to completely move the pipes and build pumping stations, has residents concerned that DC Water and NPS are not fully considering all policy alternatives. At a public presentation in July, ANC3B Commissioner Mary Young, who represents Cathedral Heights, said the proposal could violate Environmental Protection Agency guidelines. "No one has spoken much about the enormous carbon footprint that the city will face with the pumping stations," she said.
At the meeting, DC Water presented several options for the repairing the sewer. Their intent is to find a way to do so while also preserving parkland. Options include lining the pipes to repair them, daylighting some of the stormwater pipes, removing the lines completely, and building pumping stations.
If the pipes are abandoned and left as they are, sewage could build up in the park and become hazardous to everyone. In an email, DC Water spokesman John Lisle says the existing pipes and manholes are structurally compromised.
While the repairs may be disruptive, they present an opportunity to make it easier to reach Glover Archbold Park and the Soapstone Valley. The proposed pipe lining option will require an access road, which could provide connections to Glover Park. ANC3D Commissioner Kent Slowinski, who represents Wesley Heights, suggests that an access road created in consultation with NPS could have bike lanes and link to the future bike lanes on New Mexico Avenue, creating a direct route between Georgetown and American University.
The access road could accommodate other users as well, like visitors with disabilities. Today, the park is "totally inaccessible" to wheelchairs because of a lack of paved paths, said Young.
As with many infrastructure projects, DC Water and NPS will need to find a solution that creates needed sewer infrastructure while minimizing impacts on the ecosystem and neighbors. But the added benefit of a paved, multi-use path in the park could make this project much more attractive to the community.
Lisle notes that the design process has just started, nor have any decisions been made. It's possible that construction may not happen for at least 2 years, he says. That means now is the best time for the community to weigh in. The National Park Services will take public comments on the proposal until August 18. After that, ANC3B will host representatives from DC Water and NPS at their next meeting September 12.
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