Greater Greater Washington

Posts about Georgetown

Politics


Most mayoral challengers oppose reducing parking minimums

At a forum last month, four candidates for DC mayor argued against a proposal by the Office of Planning to relax minimum parking requirements in transit-rich areas of the city. Andy Shallal and Tommy Wells didn't address it directly, though Shallal argued for more parking capacity while Wells argued for reducing parking demand.

The Office of Planning (OP) is proposing changes to the zoning code that would let property owners choose the right amount of parking in the highest density downtown neighborhoods, including developing areas like NoMa and Capitol Riverfront. Elsewhere, the zoning code would require one space per three units in apartment and condominium buildings away from transit corridors and half that near transit.

This proposal is the result of multiple compromises by planning director Harriet Tregoning to satisfy opponents' concerns. If the response of mayoral candidates is any indication, Tregoning's compromises have resulted in only more demands for compromises, an outcome that many predicted.

At the forum, moderator Davis Kennedy, editor of the Northwest Current, asked the following question:

Some have criticized our city planners for reducing the amount of required parking in new apartment buildings in some neighborhoods and for allowing apartments in single family homes. The fear is that it will substantially reduce on street parking availability. Others feel if we did not reduce the new apartment parking requirements, as underground parking is so expensive, it would contribute to much higher rents. What do you think?
Kennedy asked a good question that fairly represented both sides of the issue. Here are the answers of each candidate, with the portions that directly answer the question in bold:

Muriel Bowser:

Bowser directly opposes OP's proposal, then argues that expanding alternative transportation is the better solution:

I think that the Office of Planning got this one wrong, and that's why I introduced emergency legislation that in some cases would limit the expansion of visitor parking. Walking in Georgetown neighborhoods, walking all around ward 2, people tell me that DDOT got it wrong and we stopped it working with your councilmember who joined me in that effort.

This is what I know: our city's roaring. We'll have 200,000 new people here by the year 2040 and not everyone will be able to drive. I approach our transportation system in a balanced way. We have to have excellent public transportation. We have to have excellent bikeshare or bike parking, bike lanes. And we have to have roads that work and the ability to park.

It's very important that we approach our entire transportation system with a balance. We asked the Office of Planning not to eliminate parking minimums, because that was their first plan, but to look at a way to manage it in a better way.

This has become the standard way for elected officials opposing OP's proposal to frame the issue, and Evans and Orange follow suit. But fewer parking requirements and more multimodal streets solve different problems. Reducing parking requirements prevents regulatory-driven overbuilding of parking, which induces greater demand for parking and streets and makes housing less affordable. Bike lanes won't do that.

What's also concerning is that she sees alternative transportation as needed because "not everyone will be able to drive." Everyone I know who uses bike lanes, buses and so on also is able to drive and does whenever they want to.

Jack Evans:

Evans goes the furthest in opposing OP's proposal, saying he would keep the 1958 minimum parking requirements currently in place:

The Office of Planning definitely got this wrong. I agree with keeping the parking requirements just as they are, and I'm joining with Councilmember Bowser and Councilmember Cheh to address that with the Office of Planning. Taking away more parking spaces in this city is a terrible idea.

What we have to do is focus on alternative means of transportation, something I've done in my 22 years on the Council. I served on the Metro Board and was the advocate for not only completing the 103-mile system that currently exists but for expanding Metro and someday we hope to have a Metro in Georgetown.

Secondly, bike laneswe have more bike lanes in Ward 2 than in all the other wards combined and we will continue to promote bike as another alternative transportation. Light railagain something this Council has supported, building the light rail system that will connect Georgetown to downtown and to the eastern parts of this city. So the alternative means are very important but keeping the parking as it is is also very critical.

He repeats Bowser's framing by saying that "what we have to do is focus on alternative means of transportation," taking credit for bike lanes in Ward 2 that everyone knows would have happened without him.

Reta Jo Lewis:

Lewis addresses the issue the least directly, offering general arguments for more parking. She says it would be "unacceptable" to "eliminate any parking inside of buildings," but minimum parking requirements apply to new buildings.

I served as the chief of staff in the Department of Public Works when it used to be called DPW. I want you to know that parking is one of the most important things any agency does when it deals with transportation.

Now I live right downtown, right on 5th and Mass. And I've watched everything get built. And what I've watched is not any more parking spaces coming on. And it would be unacceptable to allow our offices of administration to eliminate any parking inside of buildings.

What we have to do is continue to offer a comprehensive strategy, a comprehensive plan, of how residents, not just downtown, but in all of our neighborhoods, especially like Georgetown. In your 2028 Plan you specifically talked about parking. It is fair for us in communities to have parking spaces.

Vincent Orange:

Orange, like Evans, specifically supports the existing minimum residential parking requirement of one space per unit. His unique bit of unhelpful framing is to pit new residents against long-time residents:

I also think that the Office of Planning got this one wrong. There needs to be a proper balance. If you're gonna keep building units, then there at least should be a parking spot per unit. Clearly there needs to be a balance here in the District of Columbia. We're getting more and more residents.

But also that balance has to include those residents that have been here during the bad times, to still be able to be here in the good times, and allowed to travel throughout this city and be able to find parking. So there has to be a balance.

I applaud those that really are really studying this issue, to make sure there are bike lanes, there's light rail, there's transportation needs being addressed by Metro and others. But there has to be a balance. And I believe that balance can only be maintained by when you build units there should be parking associated with those units.

It's at this point that one notices none of the candidates have responded to Kennedy's argument for reducing minimum parking requirements, that it promotes affordable housing that enables long-time residents to stay in DC. Bowser and others have complained about the high rents on 14th Street for example, but part of those rents are needed to pay for minimum parking requirements.

Andy Shallal:

Shallal doesn't address minimum parking requirements, but offers complaints about insufficient parking:

I agree there's a problem, obviously, with parking. Owning a business in the District, it's very difficult as it is. And when my customers tell me they're having a hard time parking, it really makes it even that much more difficult to attract business and keep business.

It's very interesting: often times I will get a lease for a space to be able to open a restaurant, and then all the neighbors get upset because there's no parking there. I have nothing to do with the way that it was zoned and suddenly I am the one that's at fault and needs to find parking for all the people that have to come in.

The other I think we can't really address parking unless we address public transportation. I think that's one of the major issues is the fact that a lot of people want to see the Metro open later, especially on the weekends. They want to see it later. Maybe we can go for 24 hours. A lot of my patrons and my customers, my employees, would like to be able to see that.

The other thing is that increasing the hours of the parking meters is not working for many of my customers and I think we need to bring it back to 6:30.

This is concerning given that Shallal has made affordable housing a central tenet of his campaign. His platform doesn't include any positions on transportation.

His only position on parking that he offers in his response is that parking meters shouldn't be enforced after 6:30pm. However, this a peak period of demand for scarce on-street parking, and pricing on-street parking according to demand would be a better solution.

Tommy Wells:

While Wells is the only candidate to not offer arguments against OP's proposal, he also doesn't argue in support of reducing parking requirements. Instead, he uses the opportunity to argue for his bill to give OP the power to not allow residents of new buildings to receive residential parking permits:

I think that on something like parking, like everything else, we have to work smart. First thing is that if a building does put the parking space in there and everyone gets a residential parking sticker, we're going to wipe out all the neighborhood parking in Georgetown if they have the neighborhood right to park in the neighborhood. We have to be a lot smarter than that.

You know you've adopted a plan in Georgetown that does say that there be a new Metro station here. We'll bring in a streetcar system which I've been a champion of. As the city grows if our businesses are going to survive, and our local businesses, people have to come into Georgetown and out and they all shouldn't come in a car.

One of the bills that I've proposed (which I proposed last time, and this Council killed, and I've re-proposed) is when we have infill development and we put a building in there and they want anything from the government they negotiate that the residents at the building will not get residential parking. We can't build any more residential parking. And so, on the streets, we cannot add more spaces. So its more important to be smart.

While Wells' bill is good, it's disappointing that none of the candidates offered any arguments in support of scaling back parking requirements. Georgetown is a difficult audience with which to discuss minimum parking requirements, but if we are serious about affordable housing and not allowing our city to turn into a car sewer we have to address parking requirements directly instead of changing the subject.

Public Spaces


Captain America obliterates Rosslyn and Roosevelt Island

If you're like me, then you're probably pretty excited for the next Captain America movie, The Winter Soldier, coming out in April. Set in a reimagined DC, the film has a very different vision of Arlington's waterfront:


Helicarriers in the Potomac. Screencap by Rob Bricken on i09.

One of the things that piqued my interest was that S.H.I.E.L.D.'s Helicarriers, or flying aircraft carriers, are supposedly manufactured and stored underneath the Potomac right where the Orange and Blue Line tunnels are. That would certainly explain some of the delays on my daily commute!

Science fiction blog io9 screencapped an entire trailer of the film, giving us a better look at what that facility looks like. Above is an overhead shot of the Helicarrier facility.

In the film, the Georgetown side of the Potomac looks much the same, but the Arlington side looks very different. It looks like the Helicarrier facility has replaced part or all of Roosevelt Island, whose worth as a park and nature preserve is apparently less valuable than our need to have flying ships that can be blown up by demi-gods, possessed archers, and Hulks.

The Rosslyn skyline is missing, as well as I-66 and the George Washington Parkway which have been replaced with shorter office buildings. But maybe those were just moved underground. It's clear that at least one high-rise remains in Arlington, as we see Robert Redford's character looking out of his office window towards the National Mall.


Looking out across the Potomac. Screencap by Rob Bricken.

At least fans of DC's height limit can look forward to this film, unlike the disappointment they probably felt at the end of Terminator 2.

Public Spaces


Besides Metro and a gondola, plan lays out many ways to burnish Georgetown

Georgetown used to be DC's premier shopping district, but development downtown and in other neighborhoods, coupled with the lack of a Metro station, have made it lose some of its luster. A new "Georgetown 2028" plan lays out strategies to spruce up the neighborhood's commercial areas.


All images from Georgetown 2028 plan unless otherwise noted.

The Georgetown Business Improvement District (BID) worked with community groups, residents, the university, and the city to reach consensus on proposals. That gives the plan a lot more chance of becoming reality, but it does also mean that in several key areas it just calls for more studies where there wasn't consensus.

The neighborhood stands solidly behind getting a Metro station, if it can. The plan also suggests studies for an aerial gondola to Rosslyn, an idea that initially seems kind of far-fetched, but is also intriguing. Supporters like BID Executive Director Joe Sternlieb are confident it is a more cost-effective way to move a lot of people; it'll be interesting to see a more detailed analysis when one is ready.

There's also a suggestion to build a pedestrian and bicycle bridge from the waterfront to Roosevelt Island, and then on to Virginia.

Most of the proposals in the plan are smaller aesthetic improvements that can polish up what's already there. If and when a streetcar comes to K Street, that street will need a lot of facelift elements to make it feel more like a gateway to the neighborhood as opposed to a back alley.

To better connect K to the main strip on M, the plan suggests studying a bicycle and pedestrian bridge over the C&O Canal west of 33rd Street, and redesigning the one at 33rd, as well as improving other connections. The idea is to integrate K and M and the blocks in between as an integrated district, says Topher Mathews, a Greater Greater Washington contributor and board member of the Citizens' Association of Georgetown who participated in developing the plan.

More buildings south of M could have ground-floor retail, especially once there will be much more foot traffic along those streets between M and the streetcar on K. Where retail isn't possible, maybe there can be public art and seating:

Improve connections west, east, and south

The plan talks about ways to better connect Georgetown University to the neighborhood. One is a simpler pedestrian connection to M Street, perhaps passing through buildings like the Car Barn or new buildings like one that could replace the gas station at the foot of the Key Bridge.

In the longer term, it calls for a study about how to connect the streetcar to the university. But if the streetcar is down on K/Water Street, that probably means some kind of tunnel under the mountain. If there's a way to get the money for it, that could then bring the streetcar even across the university and up to neighborhoods to the north, but tunnels are not cheap.

On the eastern side of the neighborhood, Rock Creek Parkway and the ramps to and from the Whitehurst create a formidable barrier for anyone not in a car (and sometimes even in one) between Georgetown and Foggy Bottom.

Suggestions in the plan include a clear and comfortable pedestrian route to and from the Foggy Bottom Metro station, and a better bicycle connection between the Capital Crescent Trail and Rock Creek Parkway trail. For drivers, there's a suggestion to let the off-ramp from southbound Rock Creek become a reversible ramp for northbound traffic in the afternoon peak, when Rock Creek Parkway is one-way.

And lots more

The C&O Canal is a real jewel, but limited NPS resources and restrictive rules mean people don't have many chances to enjoy it. One section of the plan talks about enlivening the canal, but at this point there aren't many details. Rather, it calls for a "multi-stakeholder" process to figure out how to better use the canal.

And how about real-time information? The Georgetown BID is working with TransitScreen, the company Matt Caywood founded to commercialize the open source screens Eric Fidler built on a fellowship for Arlington's Mobility Lab. (Disclosure: I was involved in managing the Mobility Lab project as well.)

The plan suggests piloting and then expanding screens in shop windows, as well as real-time signs or screens to give information about parking availability. (That's assuming, of course, the BID can work out something acceptable to the historic review boards.)


Concept for Georgetown transit screen from TransitScreen.

What's not in the plan: better parking management and wider sidewalks

However, also notable is the absence of some of the more significant ways to improve Georgetown, but which are also controversial. As is often the case, it mostly comes down in some way to parking.

The sidewalks on M Street are far too narrow for the volume of pedestrians along there. Yet a lane on each side serves as parking, even though only a very small number of cars can park along M and bring only a very tiny minority of shoppers.


Photo by Christopher Chan on Flickr.

Working groups for the plan explored widening sidewalks, but there wasn't enough consensus among people in the neighborhood to reallocate the tight space among pedestrians, rush hour driving, parking, and more. Some argued that the narrow sidewalks were even a historic feature of the neighborhood that had to be preserved as is.

The plan alludes to this dissent, with statements like, "Proposals for permanent sidewalk widening on principal corridors have raised concerns over the potential impact on Georgetown's already heavy traffic congestion. Any sidewalk widening efforts should focus on creating space where, and when, it is most needed."

Instead of recommending any widenings, the plan more vaguely suggests trying some pilot projects on weekends to temporarily widen sidewalks when traffic is low, and to put "parklets" on some side streets. Perhaps if those succeed and residents see the sky doesn't fall, they can become permanent on weekends, or even permanent at all times.


Photo by M.V. Jantzen on Flickr.

One reason some fear losing the parking on M is that shoppers headed for M often circle nearby streets to look for free 2-hour (or, on Sundays, all-day) parking. The private lots are fairly expensive, while the streets are free. However, a few spaces on M won't really change this dynamic: the simple fact is that all of those meter spaces are almost always full, and free parking is really appealing compared to pay garages.

I personally have spent 15 minutes or more driving around the blocks near M to find a free space when none of the meters was available and my wife and I needed to do some quick shopping. The problem is that most of the garages, like many around the city, are something like $9 for the first hour and $15 for 2 hours or all day; it's one thing if you're going to stay a long time, but for a 1½ hour shopping trip it seems exorbitant.

Plus, there's always the chance of getting a free space just around the corner. When you first arrive, you might as well drive around to see if there's a space. Once you've been at it a while, it psychologically seems even more silly to give up on spending all that time and go pay the same amount you'd have paid from the start in a garage. Any minute you might find something (and, eventually, you do!)

A simple solution to this is to require drivers who aren't Georgetown residents to pay for curbside parking on residential blocks using the pay-by-phone system. The rate can be lower than the garages for short term parking but high enough to push longer-term parkers to the garages. At the very least it would generate money that could help pay for some of the elements of this plan.

DDOT parking manager Angelo Rao convened some meetings last year to talk about this possibility, which had support from advocates and some ANC commissioners, but they encountered significant opposition from a number of residents. Rao is now no longer at the agency, and many neighborhood leaders have now abandoned efforts to allow paying for parking on residential streets, according to contributor Ken Archer, who participated in the working groups. Mathews notes, however, that other parking ideas might still gain consensus.

A Metro station would be great, but it's a long way off and may never happen. In the meantime, there are ways Georgetown can better use its street space that balance the needs of all road users, but that will mean making some changes that aren't popular with everybody.

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?

History


What's the oldest continuously named street in DC?

I recently embarked on a quest to figure out what was the oldest continuously named street in the District of Columbia. While I initially thought it was going to be a easy task, my initial inquiries came up inconclusive. But I'm tentatively ready to name the victor Water Street NW, a short street in Georgetown.


Image from Google Street View.

Georgetown existed before the District of Columbia. It was founded as a Maryland town in 1751, more than fifty years before the District was established. If any street name from Georgetown's founding were still in use, it would clearly be the longest continuously used street name in DC.

Unfortunately, no street name from Georgetown's founding is still in use today. Here's the original plan of the town:

None of the original street names are still in use, with the one exception of Water Street. Originally, the street we now call Wisconsin Avenue was called Water Street south of the street we now call M Street. Nowadays, "Water Street" is the name we call K Street west of Wisconsin Avenue. But in 1751, this stretch was called "The Keys" and West Landing.

So it's not quite right to say Water Street is the longest continuously named street in DC. At least not based on this information. All of the other "Old Georgetown" street names in use in 1751, like Bridge Street and High Street, stopped being used shortly after Washington City absorbed Georgetown in 1871.

Jump ahead from the town's founding in 1751 to 1796, and more of the "Old Georgetown" street names have appeared, including Dunbarton Street, Prospect Street, and Water Street, which now includes what we today call "Water Street." This is still before the creation of DC, and so they should still preexist any non-Georgetown street names.

All three of those street names continued after the 1871 merger. It's probably safe to say one of those three names is the oldest continuously used street name in DC.

But the question is which of them, if any, is the oldest? We know that the name "Water Street" is the oldest, but was it used to refer to the actual waterfront street before it was called Prospect or Dunbarton?

In a way, we can already dismiss Dunbarton seeing as it has changed its spelling and suffix over the years, going from Dunbarton Street to Dumbarton Avenue, and back to Dumbarton Street. So it's really between Prospect and Water.

But if we're ready to dismiss Dumbarton Street because it once was called Dumbarton Avenue, then Water Street might be the winner after all. That's because, like Dumbarton and Olive streets, Prospect Street was also briefly known as Prospect Avenue after the merger. It appears all the "Old Georgetown" street names that survived the merger were temporary referred to as avenues. Except for Water Street, which doesn't appear to have been renamed.

So barring new information, I'm ready to tentatively give Water Street the title of longest-continuously named street in DC.

A version of this post appeared on the Georgetown Metropolitan.

Development


Events roundup: Free-for-all

Save up to splurge on holiday shopping with this upcoming plethora of free events around the region.


Photo by ZakVTA on flickr.

Panel and party for local producers: Join Smart Growth America, Think Local First DC, and Elevation DC for Production in the City, an event celebrating local manufacturers in DC. Get a local perspective on production during a panel discussion and shop the pop-up marketplace with over 20 local producers, including Gordy's Pickle Jar, Cherry Blossom Creative, and Capital City Mumbo Sauce.

This free event happens this Thursday, December 5 from 5:30 to 8:30pm at the Yards Boilermaker Shops, located at 300 Tingey Street SE, and you can register to attend here.

After the jump: Reserve your space now to discuss all things nerdy with the Lobby Project, add two more exciting urban events to your docket for this Thursday, and remember to join the GGW and GGE crew for two upcoming discussions.

Get nerdy in NoMa: This Tuesday's free event from the Lobby Project, "Lighter, Quicker, Cheaper: Better Cities," appears to already have "sold out." Make sure you register here for the next and equally-as-free event in the series, "Crafting Local Brews and Spirits," happening on Tuesday, December 17. Both events take place from 6 to 8pm at 1200 First Street NE.

Hear new thoughts on New Urbanism: Also on December 5, you have the option of heading to Arlington's RoundAbouts Speaker Series for Victor Dover's talk on New Thoughts on Streets and Cities. A charter member of the Congress for New Urbanism, Dover's projects include the Columbia Pike revitalization plan and code, and Plan El Paso, which the Natural Resource Defense Council has hailed as "America's Best Smart Growth Plan."

Of course, it is free, in the Founders Hall Auditorium at George Mason University's Arlington campus, located at 3301 Fairfax Drive. The event goes from 6:00 to 8:00pm and you can RSVP here.

Meet transportation techies: Are you a techie looking to make innovative contributions in transportation? Join Mobility Lab for their Transportation Techies meetup: CaBi Hack Night. This debut event will highlight tools and apps built using open data from Capital Bikeshare and encourages attendees to share any programs they may have created using CaBi open data.

The event is this Thursday, December 5 from 7 to 10pm at 1501 Wilson Boulevard, Suite 1100 in Rosslyn. You can RSVP here.

Greater Greater Events: And don't forget about our two upcoming events involving the GGW and GGE teams.

Warm up for whichever Thursday night activity you choose with David Alpert and a talk on blogging and civic engagement. To join, make your way to Georgetown University's School of Continuing Studies Downtown Campus, located at 640 Massachusetts Avenue NW, this Thursday, December 5 from 4:30 to 5:30pm.

Next Monday, December 9, join Greater Greater Education for an Evening with Councilmember David Catania, where we'll discuss public education in the District of Columbia. The event runs from 6:30 to 8pm at the Hill Center at Old Naval Hospital, located at 921 Pennsylvania Avenue SE. You can register here. Whether or not you can make it, please submit your questions for the panel in the comments box here.

History


See Georgetown's historic movie theatres

Like many DC neighborhoods, Georgetown historically had several movie theatres. While none of them are still in operation today, almost all of the buildings that once held movie theatres are largely intact.


The former Key theatre. Photo by Constantine Hannaher on Flickr.

Jonathan O'Connell of the Washington Post ran a fantastic feature Monday on the history of theatres in DC, with a map showing where historic theatres were and existing theatres are. The city had 116 movie theatres and playhouses during the 20th century, six of which were in Georgetown. Let's tally them up!

Above you see a photo of the Key Theatre. Of the historic theatres, it was on the young side. It was opened in 1969 and closed in 1997. Nowadays it (along with the former Roy Rogers next door) is occupied by Restoration Hardware.


The Biograph. Photo by joe on Flickr.

Here is the Biograph. It was even younger than the Key Theatre. It was built in 1976 in a former car dealership and lasted until 1996. Like the Georgetown theatre, in its later years it mixed art house with adult fare, but was unable to stave off closure. Like many former theatres in DC, it now houses a CVS.


The Georgetown. Photo by Tony on Flickr.

Familiar to many, the Georgetown Theatre building has lasted several decades, gutted and decrepit as it may be today. However, the facade as we now know it is thankfully not long for this world. Local architect Robert Bell has a contract to buy the building and plans to restore the neon sign and rip off the formstone exterior.

Bell only intends to restore the facade to its state immediately before the formstone was applied. That is apparently a simple stucco style, but unfortunately I couldn't locate a picture of what that looked like. Bell confirmed that he had no plans to restore the facade of the Dumbarton Theatre, which was what became the Georgetown in the 1950s. It was opened in 1913, shortly before this photo was taken:


The Dumbarton in 1913. Photo by joe on Flickr.

Bell plans to restore the neon side, making it red, while returning the frame to its original black color. I predict it will displace the old Riggs Bank dome as the iconic Georgetown image once it's finally repaired.


Tommy Hilfiger, once home to the Lido theatre. Photo by Bill in DC on Flickr.

This obviously isn't a theatre, but the Tommy Hilfiger stands at the site of the former Lido Theatre. The theatre was open from 1909 to 1948. I unfortunately could not find any picture of the original theatre. The facade was changed significantly for Tommy Hilfiger, here's what it looked like in the 1990's:


The former Lido Theatre (on the far left). Photo courtesy of the author.

I'm not certain, but chances are that this isn't really the original building. It just looks way more mid-century than turn-of-the-century. The theatre shut in 1948, and that building looks awfully 1950's-ish. I suspect that's when the current structure was built, or it may mean the building's facade was redone later on. So maybe this is one that should be considered "lost."


The former Barnes and Noble. Photo by NCinDC on Flickr.

This is also obviously not a photo of a theatre, but before this building held Nike or Barnes and Noble, it held the Cerebus 1-2-3 Theatre. Like many of the large and similar looking buildings on 14th St., this property was also originally built as a car dealership. The theatre occupied the space from 1970 to 1993.


The Foundry. Photo by kiev_dinamo on Flickr.

Last, but not least, on O'Connell's list is the Foundry Theatre. The photo above shows it as it is today, but it hasn't really changed much since the theatre closed in 2002. It was the youngest theatre on this list, having been opened in 1984. For all intents and purposes, it was replaced by the Georgetown AMC theatre, which opened the same year.

So at one point in the late 1970's, there were four different movie theatres open in Georgetown. Now there's just one (two if you count Letelier Theatre) but we've got almost all the old shells. In the age of Netflix and on-demand movies, maybe we should be happy we've even got that.

Crossposted on Georgetown Metropolitan.

Support Us
DC Maryland Virginia Arlington Alexandria Montgomery Prince George's Fairfax Charles Prince William Loudoun Howard Anne Arundel Frederick Tysons Corner Baltimore Falls Church Fairfax City
CC BY-NC