Posts about Petworth
Saturday, the Metro system will grow in length by 10% with the Silver Line, first envisioned in the mid-1960s. A lot has changed from the original plans for Metro. Today, DDOT circulated a 1968 map of the planned system.
In the wake of the 1968 riots, DC pushed WMATA to reroute what's now the Green Line through some of the harder-hit neighborhoods. In 1970, the WMATA Board voted to change the "E route" from Massachusetts Avenue and 13th Street and instead run it along 7th Street to Shaw and then 14th Street to Columbia Heights.
The 1970 decision also deleted the "Petworth" station, which would have been at Kansas Avenue and Sherman Circle. The "Georgia Avenue" station would have been under Kansas Avenue at Georgia and Upshur, in the heart of Petworth, but the alignment later shifted south to New Hampshire Avenue.
In addition to the many station name changes (you won't see Ardmore, Voice of America, or Marine Barracks stations on the map today), there have been a few pretty significant changes to alignments and station locations.
At the time of this map, the line we know today as the Blue Line had a split terminus, with some trains running to Franconia and some trains running to Backlick Road (and a potential future extension to Burke).
In the northwestern part of the region, the Red Line was to stop at Rockville, instead of running all the way to Shady Grove. The northern Green Line was also shorter, including a station between Berwyn Road and Greenbelt Road, instead of further north at I-495, where the current Greenbelt station is.
Along the Orange and Blue lines, there were to be two more common stations, one at Oklahoma Avenue and one at Kenilworth Avenue (River Terrace) before the lines split. The Minnesota Avenue station was not in the plan at the time.
The southern Green Line was the subject of lots of controversy between 1968 and its completion in 2001. There were two competing routes planned, one to Branch Avenue and an alternate route to Rosecroft Raceway. The 1968 map here shows the line going to Branch Avenue via Alabama Avenue.
But later, WMATA settled on using the Rosecroft alignment in DC, via Congress Heights, and the Branch Avenue alignment in Prince George's County. This created in the "jog" along the District line where the Southern Avenue station is located.
The map also shows potential future extensions in blue. Today's Silver Line is included, though it stays in the median of the Dulles Access Road instead of detouring through Tysons Corner (which was much smaller then; the mall first opened in 1968). Also shown are lines along Columbia Pike in Virginia and extensions to Bowie, Brandywine, Gaithersburg, and Laurel. The extension to Largo was actually built and opened in 2004.
You can view a pannable, zoomable version of the map here.
Drivers regularly speed on Arkansas Avenue in Petworth, creating a very dangerous place for pedestrians that has already seen one serious injury. Will more have to be hurt before DC brings traffic calming to this area?
A tow truck crashes into parked cars on Arkansas Ave NW on Sunday. Photo by a neighbor, used with permission.
Last October, a speeding driver struck my friend Kelly Dillon outside her house on Arkansas Ave NW. The driver rammed into the vehicle parked behind Kelly's own car on Arkansas Avenue as she was loading it up for a weekend trip.
The impact pushed the hit car forward, pinning Kelly's leg against her own car's bumper and crushing her knee. Instead of heading to Virginia for the weekend, Kelly went straight to the hospital for an emergency operation to save her foot from amputation.
Neighbors organized to call for traffic calming, and officials from the District Department of Transportation told us they would act to make the street safer. But four months later, there is still no timeline for action. Yesterday, Kelly started a new petition calling on the mayor, Councilmember Muriel Bowser (who represents the area), and DDOT to take action to make Arkansas safer.
This weekend, another crash
Sunday morning, a tow truck traveling northeast on Arkansas Avenue slammed into parked cars sitting just north of Iowa Avenue. The impact was so great that the first parked car lurched forward into the second, setting off a chain reaction that ultimately damaged four parked cars.
It's blurry, but in this video you can see that the tow truck was traveling quite quickly. Witnesses tell us that several pedestrians walking to the nearby church were scarily close to the crash area, though thankfully none were hit. The tow truck flipped over on its side and the driver was taken to the hospital to an ambulance.
This is just the most recent in a series of dangerous crashes that have occurred when speeding drivers rear-ended parked vehicles on Arkansas Avenue. After weeks in the hospital, eight surgeries, and months of physical therapy, my Kelly Dillon is on the mend, but still waiting for action.
This is a very dangerous area
Drivers travel far above the posted 25 mile per hour speed limit on Arkansas, especially between 13th and 14th streets. The street is wide, and the rush hour-only lane is confusing. This road connects to Rock Creek Parkway, making it a major route for commuters.
But it's home to many residences, two churches, the Upshur Pool and Park, and several schools. It's not safe to treat Arkansas as a high-speed commuter corridor. Consistently heavy and fast-moving traffic, several unsignalized intersections, and poor or absent crosswalks make it difficult to cross the street safely.
Neighbors clamor for action
DDOT has a clear traffic calming application process on its website. Residents have to obtain signatures from at least 75% of the residents along a street to petition for a traffic calming study.
As a group of us started to knock on doors, we quickly realized we would have no problem. Most neighbors we spoke with had their own stories of drivers crashing into parked cars, and one neighbor had been hit recently while walking his dog. In the end, we were able to reach 80% of the homes along the street, and 100% of those neighbors signed on. This response rate demonstrates how necessary and non-controversial this issue really is.
After receiving our petition, representatives from DDOT, the mayor's office, and Councilmember Bowser's office agreed to meet with us and other neighbors to discuss problems with the street and what they could do to make it safer.
At that meeting, last December, DDOT's James Cheeks committed to studying the street and coming up with options to improve safety. Cheeks told us that by spring DDOT would have preliminary results. But so far we have seen nothing, and we have been unable to get a response on when we can expect the results.
DDOT has calmed traffic on nearby 13th Street and Kansas Avenue, which could serve as template for Arkansas Avenue. On those streets, the agency long ago eliminated the rush hour lanes, installed more stop signs, updated crosswalks, and added bike lanes on Kansas.
Parking, bike lanes, and a stop sign on Kansas Avenue NW could provide a good example for Arkansas Avenue NW. Image from Google Maps.
The rush hour lane in particular is a major problem. Residents can't leave their cars on the northbound side all day, and because parking is plentiful in the area, there are often only a few cars parked. As a result, drivers traveling northeast on Arkansas often assume they can take up two lanes or use the wide street to pass slower cars, only to realize they have to merge into one lane at the last minute to avoid a parked car.
Just in the past year, we have personally witnessed two instances where cars have rear-ended parked cars along Arkansas. Neighbors told us many more stories of this same crash scenario repeating over and over. Simply painting a narrower lane and eliminating the rush hour lane can visually narrow the street and slow traffic.
We have counted at least 6 pedestrians and cyclists struck on Arkansas in the last few years. Between 2012 and 2013, the number of pedestrians seriously injured increased 20% citywide. It's time for action to make Arkansas Avenue, and all of our streets, safer.
While new investment and street life arrive in Northwest DC neighborhoods like Petworth, Brightwood, and Takoma, Kennedy Street has been slow to respond. But a group of local citizens seeks to change that.
Shuttered storefronts define Kennedy Street today, despite its population with rising incomes, newly-arrived young families, and relatively low crime. Folks who arrived in the neighborhood ten, five, or one year ago all say they thought the same thing when they first arrived: "Kennedy Street will arrive any time now." Long-term residents also complain about the lack of services, and are resigned to driving to other neighborhoods for restaurants, groceries, arts and entertainment.
Growing weary of hearing complaints and disappointments, a group of citizens and I started the all-volunteer Kennedy Street Business and Development Association (KSBDA) in January help hasten the evolution.
Geography and the street experience hold Kennedy Street back
Challenges beyond supply and demand explain why Kennedy Street has been slow to change. The street is oriented east-west, against the grain of the city's main north-south commuter routes, and it is bisected by the imposing four-lane Missouri Avenue, isolating the eastern end of Kennedy Street from the rest of the corridor closer to Georgia Avenue.
The area's public transport connections are not ideal, as much of the street is just beyond walking distance of the Fort Totten, Takoma, and Petworth metro stations. Except along Georgia Avenue, bus service is limited outside commuter hours.
The street itself creates a difficult environment for thriving retail. Fortuitously, Kennedy Street is zoned C-2-A between Georgia Avenue and North Capitol Street, permitting a mix of housing and commercial uses. But many of the true commercial buildings are clustered around corners with row houses in between, creating gaps in potential retail clusters. In some places, alleys, the sides of houses, wooden fences, and back yards break up the street wall.
Meanwhile, the sidewalks are narrow, with retaining walls and telephone poles creating bottlenecks. Though there are few places to plant, residents and business owners alike lament the street's general lack of greenery. Some commercial buildings have no alley access at all, requiring business owners to leave waste receptacles on the sidewalk.
Limited support for Kennedy Street
The city's support for the street appears uncoordinated and uneven. After a model effort in community buy-in, the Office of Planning issued a Revitalization Plan for the street in 2008. The plan is as valid today as it was six years ago. But few of its recommendations have been implemented.
The District Department of Transportation (DDOT) offered $3.75 million in funding for streetscape improvements, but it's tied up a separate $3.1 million fund to reconfigure the intersection of Kennedy Street with Missouri and Kansas avenues, both of which are behind schedule. Quick fixes like new parking lines, street furniture, and bike racks have been generally unrealized. City programs to improve building facades and invest in businesses have barely touched Kennedy Street.
Oddly, the eastern portion is not eligible for several city incentives, though the commercial buildings there are in worse shape. Pepco has refused requests to bury or even reduce the number of overhead wires, citing the cost and reliability of the existing infrastructure.
Businesses are determined to make it work
Still, some current businesses are determined to grow with the neighborhood. Culture Coffee, a community-oriented cafe at 7th and Kennedy streets NW, has fast become the neighborhood's third space. A block away, a new outpost of Taqueria DF will add patio seating for tacos and cervezas this summer. Local take-out favorite Andrene's, at 3rd and Kennedy, has pledged to remove its plexiglass windows and open up to the street.
KSBDA has found some businesses who seek locations here, but would need to buy and invest in a space. Most owners are only looking to lease, but don't have the capital to install commercial kitchens, quality floors or new facades. Some owners are speculating on appreciation, but their marginal tenants or unavailable vacant storefronts hold the street back.
More than a few prime commercial locations are shuddered and their status is entirely unclear: are they operating irregularly, defunct, or hiding from city regulators? Other owners are absent, often elderly, and have little faith that the street could ever change. Two owners have even tried to talk me out of starting a business on the street!
So how do we overcome these challenges to help Kennedy Street fulfill the potential that residents and businesses all see? How can a movement of volunteer residents and true mom-and-pop businesses help the street become a walkable, welcoming destination, without turning to major outside developers with no attachment to how we define our neighborhood?
Many of us are ready to take action to help grow the street from the bottom up, but we need your help, your lessons, your advice, and your resources to get it done.
Wednesday is the final ward-based community information session for the zoning update, in Ward 4. This is a particularly important one as Councilmember Muriel Bowser seems undecided on, or leaning against, proposals to reduce parking minimums near transit or to permit corner stores in Petworth, and confused about the specifics of the proposal to let homeowners rent out a basement or garage.
The meeting starts at 6:30 (doors open at 6) at Takoma Education Campus, 7010 Piney Branch Rd NW. As with the others, the Office of Planning will present, then there will be time for people to ask OP staff questions individually, followed by a "town hall" where people can speak at a microphone.
Bowser has already asked the Office of Planning to delay forward motion on the zoning update last year. In a December email to the Chevy Chase listserv, she expressed "concern" over many of the very important, fairly timid, yet fiercely opposed provisions of the zoning update:
Neighbors-Explanations of accessory dwellings are confusing
I'm happy to answer any specific questions you have. My office has convened at least two meetings on the Zoning Update. I'll post to my website the major issues for which we've advocated. Briefly, the chief concerns raised in our meetings: parking requirements near transit zones, by right corner stores and accessory dwelling units, height requirements, non-residential uses in neighborhoods, and community input.
I remain concerned about parking requirements near transit zones and by right, non-residential uses in residential neighborhoods. I believe the issue with by right Accessory Dwelling Units (detached) has been removed from the recommendations.
Again, I'll alert you when a full summary of the issues is posted on my website. I've been invited to present to Citizens Association in January and will plan to spend some time discussing there as well.
Ward 4 Councilmember
Bowser appears to be, or to have been, confused about the accessory dwelling proposal. It's not surprising, since OP has been explaining it in a very opaque way.
At the Ward 3 meeting last week, OP's Jennifer Steingasser explained that the current, old regulations require a variance for an accessory dwelling inside a main house, but allow a unit by-right for a "domestic employee" above a garage. Steingasser said that OP's goal was to "flip" the two, allowing accessory units as of right inside main buildings but requiring a special exception for a new carriage house.
However, this wording confused many people, including some of our commenters who were at the meeting, as well as a vocal opponent who spent about 10 minutes arguing with Steingasser. I didn't agree with that opponent's views on the issue, but sympathized with her confusion as she received one complex answer after another that didn't elucidate the issue very well.
Accessory dwellings are an important policy. They are the easiest way to add housing choices without changing the built form of neighborhoods, help house people at stages of life where they want an English basement or small garage, and give homeowners a way to earn more income and help pay the mortgage or supplement a fixed retirement income.
The Office of Planning need not "spin" the issue as not really much of a change. Instead, they should proudly explain why this is the right policy and stand up for it.
Map shows more about corner store proposal
They are standing up for, and more clearly explaining, the corner store proposals. OP made this map of corner stores in Ward 4, and says they are working on comparable maps for other wards. (At the Ward 3 meeting, a few residents asked for Ward 3 specific maps; it wasn't clear to me why they couldn't just focus on the upper-left portion of a citywide map, but whatever.)
In the map above, the dark purple is the mixed-use or commercially zoned areas, and the light purple the "buffer zone" in which it will be illegal to create a corner store. The red dots are examples of the type of store that the new zoning will allow (though most of them are in the buffers).
Yellow is the area where corner stores will be legal under the zoning update; in Ward 4, it's pretty much just Petworth and a few other very small areas. With corner stores limited to actual corners or buildings originally built as commercial, there will be very few eligible sites, since most of the buildings already have residents in them.
Can you attend?
Thanks in part to Greater Greater Washington readers, people supporting the zoning code or asking for it to go further equaled the number of people opposing the changes at last week's Ward 3 meeting. One person asked OP to restore their proposal for parking maximums (which require just a transportation analysis to exceed), and another spoke up for lighter restrictions on corner stores.
DC Council Chairman Phil Mendelson, Councilmember Mary Cheh, Zoning Commissioner Rob Miller, reporters Tom Sherwood and Mike DeBonis, and many others heard a wide range of views from residents, ranging from wanting more change to none at all. It's important to have a similar diversity of views at tomorrow's Ward 4 meeting, the last one of this series.
Please stop by Takoma Education Campus, 7010 Piney Branch Rd NW, at 6:30 (doors open at 6) and try to stay until about 8, when they'll let people speak in the town hall. The balance of views during that open mic session will likely have a lot of sway over whether Councilmember Bowser stands in the way of the zoning update or not.
Update: The original version of this post suggested that Bowser was leaning against or "unsure" on the accessory dwelling proposal. However, the email shows she is leaning against the other proposals. She does not appear to be undecided on, but apparently is confused about, the accessory dwelling proposal. The post has been corrected.
Temporarily closing a segment of the Green Line might ironically improve service for some this weekend. WMATA announced that it will close the Shaw, U Street, and Columbia Heights stations this weekend for scheduled track maintenance.
Green Line closure this weekend.
The stations will close at 10 pm Friday and won't reopen until Tuesday morning's normal opening time (Monday is a holiday). A similar closure will be in place on the Orange Line between East and West Falls Church stations as Metro works to connect the new Silver Line.
In the meantime, Metro will operate free shuttles along the route to ferry passengers through this service gap. Ironically, these shuttles may sometimes operate more frequently than the rail service would on a typical weekend.
Metro instituted a similar closure along a section of the Red Line on Labor Day weekend. On that weekend, I went to have brunch at a friend's house in the Brookland neighborhood. During that time, Metro shuttles were running down his street every 2 minutes. Many of the buses were nearly empty, but for a moment I was jealous at the thought of transit service every 2 minutes.
Likewise, if WMATA keeps similarly short headways for the shuttles this weekend, the agency might actually enhance mobility between the Convention Center, Shaw, U Street, Columbia Heights, and Petworth.
One of Metro's main shortcomings is that riding during non-rush periods, especially on weekends or at night, can entail waiting on platforms for as much as 24 minutes. This is an unacceptably low level of service, but our region lacks the political leadership to set a minimum level of transit service the way we do for utilities.
In the abstract, our leaders may appreciate the importance of frequent service, but nothing drives home the point like waiting on a Metro platform with 100 other people only to watch a packed train arrive half an hour later.
Though buses can't match the speed and comfort of rail service, the frequency of bus shuttles this weekend might prove to be a significant, though temporary, transit improvement.
Petworth residents who walk along New Hampshire Avenue will have noticed that the medians on the blocks closet to the Metro station have recently been mulched. However, according to area resident Jeff Green, there are much more exciting plans in the works.
The medians on the 3900 block of New Hampshire Avenue (between Randolph and Shepherd) have finally gotten approval to move forward with plantings between the trees. Work is scheduled to commence on July 10.
The project was made possible due to a grant from the ANC 4C for the plant material. Tom Cater from Petworth-based Terra, Inc. will be donating the mulch.
Buckets and funnels are also available to anyone who is willing to adopt 2-3 trees and water them on New Hampshire Ave. during the summer months.
Depending upon future funding and community support, the long-term plan is to increase median beautification by about one to two blocks per spring/summer. Volunteers for either can get involved by sending an email to firstname.lastname@example.org.
- WhichWMATA week 19: On vacation
- Baltimore plans to replace beach volleyball with a parking garage
- Michelle Rhee takes a break from education reform
- Protected bike lanes could fit in DC's traffic circles; here's how
- This could have been the Silver Spring Transit Center
- A cycletrack appears in Pentagon City
- Could rooftop apartments transform suburban retail?