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Posts about Glover Park


We know where most of DC's population lives. Does Metro run through those places?

The maps below show where DC's most densely-populated pockets are, as well as where its Metro stops are. It turns out they aren't always the same places, or in other words, DC isn't building enough around transit.

Highest density census tracts comprising 50% of DC population, with Metrorail overlay. Map by John Ricco, overlay by Peter Dovak.

Back in July, John Ricco created a pair of maps showing that 50% of DC's residents live on 20% of the land, and a quarter of the population lives on just 7% of the land. Peter Dovak, another Greater Greater Washington contributor, did me the favor of overlaying John's maps onto the Metro system.

Looking at the map above, which shows where 50% of the population lives, there are some obvious areas of overlap between density and Metrorail access, including the Green/Yellow corridor through Shaw, Columbia Heights, and Petworth. The southern area of Capitol Hill also has multiple Metro stops and is relatively dense.

But what stands out are the dense places that aren't near Metro. The northern end of Capitol Hill, including the H Street corridor and Carver Langston, as well as the areas to the west around Glover Park, a few tracts to the north near Brightwood, and two larger areas east and west of the Green Line in Ward 8, near Congress Heights and Fort Stanton Park.

All of these places show that DC's growth isn't being concentrated around its transit (its transit isn't being extended to serve dense areas either, but that's harder to do).

Of course, Metro is far from the only way to get around. Residents of high density, Metro-inaccessible neighborhoods rely on buses and other modes to get where they need to go; specific to northern Capitol Hill, for example, there's also the DC Streetcar). Also, some areas next to Metro stops are low density due to zoning that restricts density or land nobody can build on, like federal land, rivers, and parks.

Still, it's useful to look at where DC's high-density neighborhoods and its high-density transit modes don't overlap, and to understand why.

25% of DC's population lives close to metro... mostly

Really, the S-shaped routing of the Green Line is the only part of Metro in DC that runs through a super dense area for multiple stops.

Looking at the map that shows 25% of the District's population, the Green/Yellow corridor helps make up the 7% of land where people live. But so does Glover Park, Carver Langston, and a tract in Anacostia Washington Highlands near the Maryland border—and these places are a long way from a Metro stop.

Highest density census tracts comprising 25% of DC population, with Metrorail overlay.

There are historical reasons for why things are this way

According to Zachary Schrag in The Great Society Subway: A History of the Washington Metro, Metro wasn't meant to be an urban subway; it was always meant to be a regional rail system. It explicitly bypassed the relatively few people in DC's high-density areas, in favor of speeding up rides for the greater number of through-commuters. Apparently, DC had little say in that decision, which is evident in the map.

On the other hand, the citywide streetcar plan was meant to bring rail access to many more DC residents—partly because, well, it was to be built by DC's government, for DC's residents, which Metro was not.

The first version of this post said that a tract was in Anacostia, but it's actually in Washington Highlands.


What do 80,000 people in a square mile look like? Depends on where you put them.

When we talk about dense housing, many think of New York City skyscrapers, or Soviet blocks. But as images maps of different neighborhoods in DC show, not all density looks the same.

A high-density block in Columbia Heights. All images from Google Maps.

Google Maps recently unveiled its auto-generated 3D imagery for DC. Using this feature, I compiled snapshots of what different levels of density—measured by people per square mile (ppsm)—look like throughout DC and Arlington. The population density numbers come from the 2014 American Community Survey, and I calculated at the census block group level.

5,000 people per square mile

In the Palisades, winding streets are lined with large houses (~5,000 ppsm):

And in Brookland, detached single family homes sit on lots with front setbacks and spacious backyards (~6,000 ppsm):

15,000 people per square mile

Though walkable, most of Georgetown isn't particularly dense, with blocks of tiny rowhouses clocking in at about 15,000 ppsm:

Lamond-Riggs achieves a similar population density with suburban-style duplexes (~13,000 ppsm):

20,000 - 30,000 people per square mile

With a mix of both historic and new-construction rowhouses, this block group in Hill East sits at around 22,000 ppsm:

This section of Fort Dupont is similarly dense, but looks much different. Garden apartments centered around green space and surface parking give this area a density of roughly 27,000 ppsm:

30,000 - 40,000 people per square mile

In Glover Park, rows of attached houses line a network of relatively narrow streets (~31,000 ppsm):

A mix of duplexes and garden apartments puts this part of Shipley Terrace at about 35,000 ppsm:

40,000 - 50,000 people per square mile

These blocks bordering the south end of Adams Morgan are almost entirely filled with large rowhouses, with a few bigger apartment buildings situated on the main thoroughfares (~45,000 ppsm):

In Rosslyn, parking lots and highways surround these 7- to 10-story apartment buildings (~47,000 ppsm):

50,000 - 60,000 people per square mile

These apartment complexes on Massachusetts Avenue near American University don't cover a lot of land area, but their height makes them relatively dense (~53,000 ppsm):

Dupont Circle's streets blend rowhouses with 4- to 8-story prewar apartment buildings (~55,000 ppsm):

80,000+ people per square mile

This section of Columbia Heights is mostly close-together 4-story apartment buildings, giving it both a high density and a human scale (~80,000 ppsm):

At the north end of Mount Pleasant, a large apartment complex pushes this block over 85,000 ppsm:

Just south of Logan Circle, bulky apartment buildings both old and new give rise to densities over 100,000 ppsm:


Did Metro handle buses correctly in this mostly-non-storm?

On Monday afternoon, WMATA announced that Metrobuses would only run on a "moderate" snow plan, which cancels or reroutes a large number of buses. But when snow didn't materialize on much of the region, the agency restored service at dawn Tuesday. Did it make the right calls?

Not what happened. Photo by tadfad on Flickr.

Ned Russell wasn't so enthusiastic about the original decision. On Monday, he wrote,

This seems a bit much for what is forecast to be rain to an inch dusting in the city. NYC buses don't change at all for this little snow. I live in Eckington and the three primary routes that serve the neighbourhood—D8, 80 and P6—are all detoured or cancelled with far fewer stops in and around the neighborhood.
Gray Kimbrough felt some whiplash from the decisions:
I understand that there's a lot of uncertainty here and it's impossible to please everyone, but keeping transit service running is important to the region. Preemptively announcing significantly limited service only to switch back to regular service early this morning was disruptive to a lot of people.

I guess this could be the new normal strategy, which could be okay if we're clear on what it means. "WMATA plans to curtail bus service tomorrow but will reevaluate at 4 AM; check back for updates" would have been a much more helpful communication to riders if that was their intended strategy all along.

I checked and the @metrobusinfo Twitter account did tweet the revision just before 4 am, though @wmata didn't until 6 am and it didn't really filter through the media until later in the morning.

Other contributors, however, defended Metro, saying this was a very tough situation.

Abigail Zenner felt that she'd rather Metro preemptively cancel service than try to run it and have buses get stuck, as she's experienced in her neighborhood of Glover Park.

Warmer temperatures mean no ice. It could have easily gone the other way. We are cursed to be on the snow line.

In the past, we would slide to the bus stop only to find out a bus was stuck on a slippery spot never to be heard from again and blocking the road.

Adam Froehlig explained the extremely difficult forecast:
Yesterday afternoon it looked tricky. The "cutoff line" was basically right on top of the region, aligned southwest to northeast. This is a difficult forecast, as Abigail mentioned earlier. In scenarios like this where you're close to the freezing point not just at the surface but at lower altitudes, all it takes is a difference of one or two degrees at the right altitude to make the difference between rain, snow, or some other form of freezing precipitation.

What looks like happened is temperatures stayed just warm enough at the right altitudes to keep the precip as mostly rain or rain/snow mix from the District south and east. It should be noted (and highlights the cutoff mentioned above) that Dulles and BWI have been all snow since 4am, while National has been oscillating between rain or a rain/snow mix.

So the change overnight is likely what prompted WMATA to change their plans this morning, and also played a factor in OPM's status decision.

Jonathan Neeley also gave Metro the benefit of the doubt:
The thought I keep coming back to is that the blizzard was a chance to not screw up royally, and Metro seized it. They agency didn't handle everything perfectly, but given its however-many-years' worth of poor decision making and customer service, I think it's OK to say things went well.

Obviously, yesterday's precautions wound up being unnecessary, but as others have said, that isn't always clear until pretty late in the game. I don't know exactly what factors went into making decisions about bus service, both yesterday and pre-blizzard. But I'm willing to consider that being a bit too trigger happy in that realm has been part of a tradeoff that meant a positive move for bus and rail service overall.

Also not what happened. Photo by Samir Luther on Flickr.

While contributors reached a consensus that the forecast was understandably uncertain (one model predicted no snow and then 10 inches on consecutive runs six hours apart), some were still not persuaded that going to the moderate plan was necessary in the first place. Kelli Raboy said:

Going to the moderate snow plan was an overreaction, even for the worst-case forecasts. The moderate plan cuts a significant number of routes. The light snow plan would have been more reasonable.

Many people in this region rely on WMATA to get to work. When they cut bus routes far in advance of potential snow, it sends the message that WMATA is not a reliable option for transportation. I'm lucky to be able to telework when WMATA overreacts like this. Many people, especially the underserved in our communities, do not have that luxury.

From an operational standpoint, I understand the need to have a plan ready several hours in advance (so that employees and buses are in the right place at the right time). But that reasoning went out the window when WMATA changed their minds at the last minute anyway.

I also think they did a poor job communicating the changes. There was never any suggestion yesterday that the plan could change in the morning.

Matt Johnson agreed:
I think Metro is being overly cautious, and too much so in this case. The forecast was very uncertain (0-10" forecast), but Capital Weather Gang favored the "nuisance" end heavily, meaning that they thought the best chances were for very little snow.

Metro announced that they were going to "moderate" snow plan, which cuts service to many residents and businesses throughout the region long before forecasts were nailed down. And I suspect strongly that they were simply managing expectations. "Oh, look everybody, we're doing more than we promised!" That's not acceptable in this case, because as has been pointed out, the cancellation of much service was the last word anyone heard about it.

It would have been much more prudent for the agency to have said Monday night, "Given the uncertain forecast, Metrobus service and routes may be affected in the morning. Please check the website for up to date information in the morning. An announcement about service will be made no later than 5:00 am."

Ned Russell added, "Residents should not have to check their transit options every morning of their commute. I imagine a lot of people are not in the habit of repeatedly checking WMATA's status round-the-clock."

What do you think?

Public Spaces

When "aging in place" efforts extend beyond the elderly, everyone benefits

Across the region, grassroots efforts are underway to make it easier for elderly people to independently take care of errands and chores. But one group is recognizing the importance of mitigating these kinds of challenges for people of all ages.

College students help serve dinner at a meal hosted by Glover Park Village. Photo by Street Sense on Flickr.

Trips the doctor, food shopping, yard work, snow shoveling, and going to social events are all examples of things that can get harder as residents age or sustain long or short-term disabilities. Not having a way to do these things can cause people to live in isolation, eat poorly, worry a lot, and have a generally lower quality of life.

While residents sometimes ask for help from neighbors when they can't do it all independently, volunteers often step in and help.

This is commonly referred to as "aging in place," but more recently, "aging in community" has become the preferred term because "community" reflects the value of strong and fulfilling bonds that keep people engaged.

In 2010, Glover Park Citizens' Association president Patricia Clark and a team of volunteers formed the Golden Glovers to formalize efforts to help seniors age in community, like seminars, financial counseling, and end of life care. Before they even got started, though, they widened their scope to include everyone in their community, recognizing that young and old residents alike face both temporary and permanent conditions that could force them away from independent living.

Very soon after it formed, the organization shed "Golden" from its name and started calling itself Glover Park Village because, as a participant in Washington Area Villages Exchange (WAVE) it wanted to apply the larger organization's "village" concept.

Glover Park Village offers tons of different services

Glover Park Village offers a broad range of services to make independent living more feasible. Some residents need a helping hand with yard work, small fix-it projects and help using tools or computers. Sometimes volunteers help with taking winter clothes out of storage and decluttering living space. They also take people for walks, help with paperwork, and simply pay friendly visits.

Others residents request transportation to medical appointments, prescription pickup, mailing packages or grocery shopping. In those cases, Clark explained that the drive itself isn't always why someone requests a ride to the doctor. Walking to and from parking spaces on both ends of the trip adds additional complexity, making a door-to-door drive more feasible.

Still others are interested in the home visits and seminars for the companionship and social interaction. Glover Park Village hosts regular gatherings with guest speakers, and attendees often say that simply getting together as a community means as much as the speaker's topic.

Really, Glover Park Village volunteers do just about everything except personal medical care. Addressing the situations of those they help is often more like peeling layers of an onion than fixing a single problem, according to Clark.

"One neighbor needs an eye operation," Clark says. "Then, he stays at home at least a week to recover. Transportation to and from the surgery is only part of his concern. We're working with him to plan his meals and volunteers to keep him company. Before he schedules the surgery, he wants to see and feel comfortable about his daily routine."

Glover Park Village has been running for five years now

At its five year anniversary, Glover Park Village boasts over 100 volunteers, including a pool of 20-30 available drivers, and provides services to over 100 residents. Glover Park Village currently gets its funding from donations, not charging a dime for its services or events.

When Glover Park Village formed, the GPCA and ANC3B provided nearly $10,000 over a three year period for early operating expenses such as background checks for volunteers, insurance, website, database, printing and postage. Now organization, currently relying on resident donations and volunteer efforts, is self-sustaining. The volunteers report that they appreciate their own opportunity to strengthen the community and connect with fellow residents.

Glover Park Village works with residents of more than just Glover Park. It has triangle shaped borders, with Glover-Archbold Park to the west, Whitehaven Parkway to the south and Massachusetts Avenue to the east—that means it covers Glover Park, Cathedral Heights, Massachusetts Avenue Heights, the Naval Observatory, and other nearby areas.

And in fact, neighborhoods across our region run a network of 48 villages that meet quarterly through WAVE to discuss issues such as end of life care, hospital discharges and financial liability. The DC Office on Aging organizes four seminars annually on topics relevant to villages.

Ultimately, the village movement is about more than senior citizens needing a ride. It's a reflection of how neighbors organize to identify needs of individual residents living independently, resolve quality of life issues and build livable communities.


A woman died crossing a street in Glover Park last night

The intersection of Wisconsin Avenue, Calvert Street, and 37th Street NW is dangerous. On Thursday evening a truck driver struck and killed a woman there.

The scene a few hours after the crash. Photo by the author.

There isn't much information yet on exactly what happened or why, and is too soon to jump to conclusions. Some rumors on the Glover Park listserv say that the driver was turning left and did not obey a red arrow. This has not been officially confirmed.

The intersection, looking south from Wisconsin Avenue. Image from Google Maps.

This isn't the only crash involving a pedestrian on Wisconsin Avenue this week or the only fatality on the roads in the region just on Thursday. A car driver injured a pedestrian on Wednesday at Wisconsin and Veazey Street, in Tenleytown. A Montgomery County school bus driver struck and killed a woman crossing a street on Thursday morning near Shady Grove Metro.

Wisconsin Avenue could have been different

Not long ago Wisconsin Avenue went on a diet. DDOT put in a median, added a turn lane, and slowed the traffic. In some parts of the avenue it sometimes took an extra two minutes to drive up the road.

Residents complained. Ward 2 Councilmember Jack Evans complained. Councilmember Mary Cheh, the Advisory Neighborhood Commissioners at the time, and DDOT bowed to the popular outcry and reversed the change.

In the evening, Glover Park residents talked in person and on email lists about what happened. Some people quickly jumped to assumptions about what the pedestrian may have done. Some assumed she may have not been in the crosswalk and others that she may have walked against the light.

But did the street design contribute? Could the truck driver see adequately? Did he turn left or right on red? Was he driving too fast?

We don't yet know the details of what happened, so we can't say whether the road diet would have helped avoid this tragedy or not. But we do know that a move to make Wisconsin Avenue safer in the past was overturned because drivers wanted to be able to move faster through this neighborhood.

Even if the driver violated another law, like going through a red light, the point of designing streets for safety is to ensure there is more margin for error. Drivers (and pedestrians) won't obey every law at every moment. One violation on either side shouldn't lead to death, especially since it's always the pedestrian's.

In aviation, there's a maxim that any fatal plane crash is always the result of not one, often not two, but multiple things going wrong—a tired pilot AND bad weather AND an otherwise-minor equipment glitch AND a communications mix-up. Without any one of those failures, everything is fine. That's a system where safety is a higher priority. On the roads, a single mistake by a driver can kill an innocent pedestrian.

Correction: The initial version of this article quoted a WUSA9 story which interviewed a man who said the intersection was dangerous. However, this interview actually was about the other crash, at Wisconsin and Veazey. We have removed the quotation.


Communication problems leave residents in the cold amid bus and electricity failures

Every snowfall brings its inconveniences and problems. Most of us depend on critical infrastructure that can't keep running for everyone in bad weather. But communication problems compounded some already-frustrating service disruptions for Metrobus riders and Pepco electric customers yesterday.

Photo by Dustin Renwick on Twitter.

Cold residents can't get the bus in Glover Park

In Glover Park, the neighborhood streets pose a challenge when snow falls, because the streets are hilly and narrow. Side streets often take time to get plowed and become impassable to buses and cars.

The D2 bus, which runs through Glover Park, stopped venturing into the neighborhood during the day. By late afternoon, WMATA officials told Glover Park residents that the bus was running on a snow detour. But the information coming from the agency didn't match what drivers were actually doing.

Instead of taking the planned snow detour, buses were stopping their routes at 35th Street and Whitehaven Parkway.

Ann Chisholm, Government Relations Officer for WMATA, told Advisory Neighborhood Commissioner Jackie Blumenthal that drivers do not decide where to go; instead, they follow the prescribed route. On Twitter, @MetroBusInfo communicated the same detour. But the bus drivers found ice on 39th Street and told one another to turn back at 35th.

The D2 snow detour map. Image from WMATA.

It is understandable that there are times when bus routes are blocked, but when the actual routes don't match the information available, it leads residents to wait outside in the cold and snow for a bus that will never come.

Last year, after a very minor snowfall, buses stopped running on some major routes including Wisconsin Avenue. Crowds of riders lined up at the corner of Wisconsin and Calvert St. with no hope of getting on a bus. These types of stories are a constant for riders throughout the region.

Cold, power-free residents don't know when they'll have heat again

Dupont Circle, Logan Circle, and U Street usually don't suffer from power outages because their lines are underground, but something happened at 18th and New Hampshire yesterday at 6:45 am, which resulted in smoke coming out of manhole covers and no power all the way to 13th and U or beyond.

These things happen, and Pepco quickly dispatched crews to the scene. However, the utility gave constantly-shifting time estimates for a fix: 11:00 am, 2:00 pm, 5:00, 7:00, 10:00, and finally 11:30. The power came back at 11:15 pm for all but a few blocks.

During the evening, many residents were tweeting with great apprehension about whether they would have enough heat to make it through the bitterly cold winter night.

DC operated a warming center at Raymond Recreation Center, near Petworth Metro. But as several pointed out on Twitter, that's over two miles from much of the affected area. This area has a lot of car-free households, and transit doesn't operate all night.

Pepco's official statement said, "Pepco recommends that customers monitor the estimated time of restoration and make their own decision whether to vacate their home based on their individual needs and circumstances." But monitoring the estimated time wasn't helpful when it had become fairly clear earlier in the day that the estimated time meant little.

Local resident Noah Bopp wrote in an email, "My family has options, but I think about older neighbors who may have depended on Pepco's predictions and then were effectively trapped in freezing weather with no real means to get out. Anyone walking down [our] street last night knows how pitch-black-icy-treacherous it was. Expecting an aging resident to walk through that to hail a cab on Connecticut to go to the warming center is just crazy."

There's still scant information about what exactly happened in that manhole yesterday. But things do happen, and these neighborhoods are lucky not to have had many other power outages. Better estimates and fuller communication could have enabled everyone to make sound judgments and alternate plans. Without it, people are left cold, scared, and confused.


In some DC neighborhood commission races, urbanism, walkability, and growth are the issues

Advisory Neighborhood Commissions (ANCs) in many DC neighborhoods have a reputation for just being obstacles to any change, but that's not always true. In many parts of the District, ANCs have been a positive force for steps to improve communities. Will this election bring representatives who would continue or arrest those trends?

Each ANC covers one or a few neighborhoods and is divided into Single-Member Districts of about 2,000 residents each. You can find your district at here and a list of candidates here.

All of the regular neighborhood battles crop up in ANCs as well: density, bike lanes, sidewalks, parking. Good ANC commissioners work to shape change for the better instead of block it. They find ways to build consensus for better pedestrian and bicycle infrastructure. They work to make development projects better respond to community needs rather than just oppose them or push to make them smaller. They listen to neighbors, but also recognize that after everyone has a chance to be heard, there comes a time to make a decision and move forward.

Here are a handful of the many ANC races across the city. In these districts, a resident stridently opposed to a change or to a particular project may be challenging a more constructive commissioner, or someone is challenging a more obstructionist incumbent, or two candidates with differing views are vying for an open seat.

3E (Tenleytown)

Many parts of Ward 3, in upper Northwest DC, have warmed up to urban-friendly growth in the past few years and even led with key steps to improve walkability. A lot of that comes from hard work of a few ANC commissioners who face challengers in Tuesday's election.

ANC 3E includes the Wisconsin Avenue corridor from Tenleytown to Friendship Heights. The commission worked out a good deal for a new parking-free building at Brandywine and Wisconsin and endorsed new bicycle boulevards.

Tom Quinn represents 3E04 in Friendship Heights east of Wisconsin Avenue, and received our endorsement two years ago. He has been a champion of smart growth with particularly enthusiastic support for the zoning rewrite. Quinn faces Sandy Shapiro, who has said she would like the physical neighborhood to stay the same and expressed a desire to further delay zoning changes that have been under consideration for six years.

In 3E01 around and west of the Tenleytown Metro, the incumbent is stepping down, and the two candidates present dramatically different views. Anne Wallace has expressed a desire for a mixed-use and multi-modal Tenleytown. In an interview on TenleytownDC, she talked about how much she loves the diversity of the neighborhood and wants to see it thrive.

Her opponent, Kathleen Sweetapple, is running on a platform criticizing the current ANC commissioners and their efforts. She often says she worries about "outside influences," "one-size-fits all approaches" and smart growth strategies that she says do not fit in Tenleytown. Tenleytown needs responsive commissioner, but one who sees neighborhood's issues in connection to the challenges that all of the city faces.

3G (Chevy Chase)

In the leafier parts of Chevy Chase DC, Barnaby Woods, and Hawthorne, ANC3G has been fairly moderate, pushing for positive change instead of outright opposition on a new building at 5333 Connecticut Avenue and strongly supporting pedestrian safety activities.

Carolyn "Callie" Cook, the incumbent in 3G01, dissented from the rest of her ANC to oppose the new residential building at 5333, supporting instead a legal challenge to the by-right building. She testified to keep in place the District's often-abused disability parking placards. Brian Oliver is running against Cook. He is a parent of school-aged children and is interested in school improvements, revitalizing the Connecticut Avenue commercial area, improving parks, the library, and sidewalks.

In 3G06, an open seat, Dan Bradford is a small businessman who has promised a balanced focus on issues like pedestrian safety while seeking to preserve the vitality of the current community. In contrast, Alan Seeber has been a strident opponent of the more progressive elements of the zoning rewrite, and continues to criticize the idea of reduced parking minimums in transit zones. He also promises to fight any increased cross-town bus transit if it runs on roadways through Chevy Chase.

ANCs 3B (left) and 3G (right).

3B (Glover Park)

Farther south in Glover Park, the incumbent in 3B01, Joe Fiorillo brings an honesty and enthusiasm to a diverse district that includes both single-family homes and high-density apartments. Two months ago he voted in favor of a small new development in his district. That move brought him an opponent, Ann Mladinov, who felt that she and her neighbors were not heard in the process.

She's facing no opposition, but it's worth mentioning that GGW contributor and editor Abigail Zenner is on the ballot to represent 3B03. She will surely make as valuable a contribution to the ANC as she has to Greater Greater Washington!

District boundaries for ANC 2B.

2B (Dupont Circle)

Moving eastward, ANC 2B, which spans from the Golden Triangle area to Rock Creek to 14th and U, will be changing substantially between this year and next. Four of the nine members are not running for re-election this year, and two of those districts are contested along with two others where an incumbent faces a challenger.

In 2B02, west of Connecticut Avenue, Daniel Warwick and Jonathan Padget are both vying to succeed Kevin O'Connor, who moved out of the neighborhood. Perhaps reflecting the way this district is rich in transit, bicycling, and walking, both candidates answered a question about parking by discussing ways to reduce parking demand rather than add more parking.

Warwick served as the ANC's Public Policy Fellow recently and also helped start the transportation committee. He has a very deep understanding of many issues, as is clear from his interview on the Short Articles About Long Meetings blog. Padget expressed good ideas as well, but in much less detail, and Warwick's valuable work on the ANC already seems to make him an ideal candidate.

Nicole Mann, who commutes by bicycle every day from north Dupont to H Street, has been an integral part of the ANC's transportation committee, which I also serve on. She is bidding to represent 2B08, as recent ANC chair Will Stephens is stepping down. Meamwhile, Mann's opponent, Robert Sinners, sounded quite pro-car-dependence and anti-new-residents in his SALM interview.

The ANC's chair, Noah Smith, has has done an excellent job as commissioner and chair of the transportation committee. He also drawn a challenger in his district 2B09, Ed Hanlon, who focuses extensively on his complaints about growth and argues for one-side-of-the-street parking which would be very problematic without additional tweaks in Dupont Circle.

In the neighborhood's southeast, commissioner Abigail Nichols in 2B05 has been a regular voice against new housing, nightlife (sometimes with good reason, sometimes not), and other elements of a vibrant, urban neighborhood. Jonathan Jagoda takes a more balanced view of many of these issues.

6B (Capitol Hill)

Last year, we highlighted two key races in southern Capitol Hill's ANC 6B, where residents staunchly opposed to development on the Hine school site were running on an anti-growth platform against Ivan Frishberg and Brian Pate in the two districts closest to the site.

Pate and Frishberg are stepping down this year, but the races in those districts still maintain the same tenor. In 6B05 northeast of 8th and Pennsylvania SE, Steve Hagedorn is running for the seat. Hagedorn has been involved with the ANC already as part of its Hill East Task Force, and as a volunteer with Congressional Cemetery.

He faces Carl Reeverts, one of the leaders of the Eastern Market Metro Community Association (EMMCA), which has organized opposition to Hine and is part of litigation trying to block or delay the project. Ellen Opper-Weiner is also stridently against the development and many other changes in the neighborhood.

Just to the west, the race in 6B02 pits Diane Hoskins, a wetlands lobbyist and environmentalist (formerly with the District Department of the Environment) against Jerry Stroufe, another EMMCA leader who ran last year against Frishberg.

And many more!

There are hundreds of ANC seats across the city, many contested, many not. Many have a spirited contest which doesn't turn on policy to the extent that some of these do. And there are far more races worth talking about than we have time or space to discuss.

What ANC races in your area are worth watching?


"Stay the course" or "pivot"? Gray and Evans disagree about the ill-fated Wisconsin Avenue median

In 2012, DC changed the traffic patterns on Wisconsin Avenue in Glover Park to make it more friendly to pedestrians, then reversed course following strong complaints from many Georgetown residents including Councilmember Jack Evans. The issue came up in my interviews with Evans and Mayor Vince Gray.

Photo by Abigail Zenner.

I asked every candidate about the way the government can spend a lot of time planning a project, build community support, and still then later run into a lot of people who say they never heard about it or want to block it. Gray brought up this project in his response. He said,

Vincent Gray. Image from the candidate website.
We've seen in some parts of the city when a lane was changed and it was done with the concurrence of the people who lived in that area, who then railed against it in the aftermath and now it's being put back like it was.
I think that you've got to stay the course. I happen to live on a street that was changed, where when people saw a change there was enormous negative reaction to it: Branch Avenue, which went from being two not sufficiently wide lanes on either side of the street, in my opinion—we saw lots of accidents there—to being one lane on either side. There were people that were up in arms. They wanted to put it back like it was. Now, people have adapted. It's taken a number of years, no question about that, but people have adapted.

We have to work with communities around what do these proposals mean for their lives. Make sure there's community input on how we get to the answer. And then once we do, we've got to stay the course if we believe, earnestly, these changes will make life better for folks.

People hate sitting in traffic. The answer is not to give more streets. The answer is to give other options to folks, other ways of traveling, other methods of traveling, and then you've got to swallow hard and stay with it.

Jack Evans disagrees. I asked him specifically about the Glover Park issue, and he said,

Jack Evans. Image from the candidate website.
It was a complete disaster ... Even the ANC chair, Brian Cohen who was the spearhead of it, and Jackie Blumenthal came to the position that it was a complete disaster. It wasn't just me, it was everyone who realized that narrowing Wisconsin Avenue to 1 lane going north in rush hour just wasn't working. You were backing traffic all the way past the Safeway all the way to R Street, and that wasn't working for anybody.

I think the lesson that we take from that is they try something that doesn't work, but can then pivot and maneuver rather than sticking to something that was just causing chaos. What you were doing, as you know, by having that center lane with stripes on it, people were starting to cut around, creating a very dangerous situation. I'm glad that people were starting to recognize that.

To be precise, the plan did not make Wisconsin Avenue 1 lane at rush hour; there was a part-time parking lane people could drive in during rush hour. However, it was 1 lane outside rush hour, and according to Glover Park resident and GGW contributor Abigail Zenner, times like school pick-up around 2-3 pm were worse for traffic than rush hour itself.

What if some of the details like these had worked better, I asked, but drivers still found themselves delayed by a minute or two? Evans said, "If we were talking about a minute or two. We were talking about a half hour."

At one ANC meeting last year, DDOT reported that driving times had increased by 2 minutes. But, Zenner said, "since then I have not been able to get my hands on any more data. My unscientific anecdotal experience also backed up the two minute claim. I have never experienced a half hour back-up, although I have heard a lot of people say things like that."

Evans doesn't buy it. "As you've heard me testify many times, if it was a minute or two we wouldn't be here. Don't take my word for it, take the word of the proponents of the project, Brian, Jackie and others, who came to the conclusion. 80-90% of people in the neighborhood hated it. It was a universally hated idea. "

But, I asked, any change to a roadway will engender significant opposition. How do you differentiate legitimate problems with a project from knee-jerk opposition to change? Evans said,

You have to deal with each individual situation. The 15th Street bike lanes would be an example where we got tons of complaints, but it worked and we kept it in place. We didn't respond to the complaints. It's quieted down, but we still get complaints about the bike lanes. Most people quieted down and now accept it for what it is. The important thing is you have to be able to respond and not take a rigid view.
Evans did complain about the 15th Street lane at first, also, but changed his tune. Part of that might have come from a bike ride I organized to take him around the ward to the various bike lanes (an experience he referenced in the interview). And, indeed, he has not fought the 15th Street lane, or the L and M Street lanes crosstown.


Neighbors unite to tackle slippery sidewalks

Fed up with the slippery, dangerous sidewalks in their neighborhood, Glover Park residents took matters into their own hands and came together to de-ice Calvert Street.

Before (left) and after (right) neighbors on Calvert Street cleared the ice from the sidewalks on Calvert Street. Photos by Rebecca Johnson.

After last week's snowfall, we highlighted a "Hall of Shame" of residents, businesses, public agencies, and even embassies who neglected to clear their sidewalks. As the snow melted and refroze, the unkempt walks became a nasty, slippery sheet of ice.

In Glover Park, no one knew whom to call and report the slippery sidewalks. So one enterprising resident issued a call to arms to her neighbors to clear them.

Rebecca Johnson went on the neighborhood's listserv and asked volunteers to meet her Saturday morning to clear Calvert Street from 39th Street to Wisconsin Avenue. A group of seven volunteers showed up, and along the way, some college students came out and joined them.

It would be nice if homeowners and landlords took responsibility for the sidewalks in front of their properties. But it was nice to see the community come together and make their streets safer.


DDOT removes traffic calming on Wisconsin Avenue

In January, the District Department of Transportation replaced two lanes on Wisconsin Avenue in Glover Park with a painted median and turn lane to calm traffic. But due to pressure from residents and local elected officials, DDOT will end their year-long trial and return the street to six lanes.

New left-turn lanes in Glover Park. Photo from DDOT.

DDOT created the median between 35th and Garfield streets NW to draw attention to the commercial strip and give pedestrians a safer way to cross the street. But after complaints from drivers and Ward 2 Councilmember Jack Evans, the agency already removed part of the median in May.

Since DC received federal funds for this project, it must comply with federal lane width guidelines. Putting the original six lanes back would violate those guidelines, meaning the city will have to do so with its own funds.

Residents say they want pedestrian safety, but not at drivers' expense

The Glover Park ANC originally supported DDOT's plan, but reversed its position after conducting an informal online survey in October that said most Glover Park residents support a return to six traffic lanes. Just 300 of Glover Park's 10,000 residents completed the survey, but Ward 3 Councilmember Mary Cheh agreed with the ANC's position.

Opponents claim the traffic calming has added to travel times, with anecdotal accounts citing times twice as long as the previous configuration. DDOT's official report indicates that average northbound drive times have increased by two minutes. Opponents have criticized this figure as only reflecting rush hour times and suggest that other times of day have been heavily affected as well.

Some business owners claimed a drop in customers because of difficulties driving to their locations. However, several new restaurants opened or will open in the corridor during the past year, including Sprig and Sprout, Arcuri, Einstein Bagels, and Jimmy John's. Meanwhile, Rocklands BBQ, whose owner signed a letter from local businesses saying they were getting fewer customers, recently announced that it will double in size.

At a recent community roundtable on the changes, Cheh and Glover Park ANC Chair Brian Cohen said very clearly that they did not want to change the lanes back without doing some pedestrian safety improvements to the area. Most residents testified in support of returning the street to six lanes, and some residents were open to speed cameras and HAWK lights, but little else.

DDOT Director Terry Bellamy noted in his testimony that it is difficult to both keep vehicles moving and build in safety measures. He also said that Wisconsin Avenue is too narrow for six lanes, as it is only 55 feet wide in the Glover Park commercial district.

Compromise proposal would remove just one lane

At the roundtable, Georgetown resident and GGW contributor Ken Archer offered a compromise plan, which would return one of the traffic lanes, but make them narrower, providing room for a northbound bike lane and rush-hour dedicated bus lane.

Archer argued that congestion will only get worse, pointing to residential developments all along Wisconsin. The only solution, he said, is to get drivers out of their cars. Cheh said that DDOT should consider Archer's plan for the long term, but in the short term all traffic lanes should be returned.

Political pressure on DDOT appears to work

Ward 3 Councilmember Mary Cheh first called a hearing in May as a response to concerns from Massachusetts Heights residents about the painted median between Calvert and Garfield streets. Though this section of Wisconsin Avenue was the site of multiple pedestrian strikes, DDOT removed part of the median within weeks of the May hearing. DDOT has yet to release any empirical data supporting their decision.

The hearing this month was a response to continued demands to remove the median south of Calvert. And like the first hearing, DDOT agreed afterwards to undo its lane configuration with no empirical data supporting their decision.

This experience shows that DDOT is being particularly vulnerable to political pressure. It sets a precedent for opponents of other progressive transportation initiatives, particularly in Ward 3, where Cheh opposed converting the Cleveland Park service lane to a sidewalk. And it bodes well for opponents of the new bike lanes on New Mexico Avenue, who can only come away emboldened by DDOT's eagerness to placate many of their neighbors on Wisconsin.

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