The much-anticipated Shaw’s Tavern at Florida Avenue and 6th Street finally opened on Friday, July 29. The restaurant, whose food neighbors have praised, is not serving alcohol, due to the fact they likely violated the District liquor laws before they even opened.

The City Paper reports that the restaurant, before it opened, hosted a private fundraiser for a local charity. The Alcoholic Beverage Regulation Administration (ABRA), which enforces the city’s liquor laws, accuses the restaurant of serving alcohol without a license during the event.  Restaurants, bars, and other places of public accommodations, must have licenses to serve alcohol.

The restaurant contends that because it had not yet opened to the public, it was not “operating” and thus logically could not operate without a license.

Whatever the case, we hope Shaw’s will obtain its license soon.  The culinary photos they post on Facebook would look even more delicious if paired with wine or beer.

While we welcome new restaurants to the area and appreciate the owners’ pricey investment renovating the property, it is important to uphold the rule of law and not excuse violations.  Certainly any punishment should fit the severity of the crime, but to excuse some businesses while punishing others for the same violation is unfair.

Bloomingdale resident Snorre Wik has produced this video of the shuttered McMillan Sand Filtration Site.

Several months ago the city decided to reset development plans for the site and do part of the preliminary traffic and groundwater studies itself.  We will keep you posted as development plans for the site inch along.

An earlier rendering of HTC. Source: DMPED

Plans for Howard University’s proposed mixed-use development project, Howard Town Center, have been dragging on for years. The university is making the tough call to hold out for the ideal project rather than build what it can in this investment climate.

Troy Stovall, Howard University’s chief operating officer, revealed Thursday that the difficulty in financing the project is not due to the retail and supermarket component, but due to the number of apartments slated for the site.

Rather than letting the developer proceed with building the garage, supermarket, retail shops and half the number of apartments originally planned, Howard wants the full project, including all of the apartments built into project at the same time.

When asked on the status of the retail component, Mr. Stovall said that the developer has received several letters of intent from supermarkets interested in the space. The problem, though, lies upstairs. The banks, Mr. Stovall stated, are less convinced about the financial viability of building so many apartments on lower Georgia Avenue.

U street developer JBG, however, has recently purchased several properties within a few blocks of the Howard Town Center site. JBG and Howard’s banks clearly differ in confidence in the area’s potential.

Is Howard letting the perfect become the enemy of the good? Neighbors appear to strongly support the arrival of a supermarket, especially since the closest one, a mile away, offers a paltry selection.

However, to abide by the banks’ requirements to reduce the number of units reduces the viability of the area’s retail revitalization. More residents, after all, means more potential customers, and thus more chances for success along Georgia Avenue.

It’s certainly debatable as to whether the delay in the arrival of a grocery store is worth the slowing of Georgia Avenue’s revival. One the one hand, Howard’s desire for delayed gratification will make the avenue’s retail revitalization more durable. On the other hand, holding out for the ideal project postpones a catalyst for the avenue’s revival.

We’ve been really busy lately and we have a big post reviewing Howard University’s campus plan in the works.

In the meantime, have a look at this Post video of Ben Taylor, a U Street photographer.

On Thursday, July 7, ANC 1B will discuss and likely adopt a resolution (appended below) opposing the proposed taxi medallion system recently proposed by several councilmembers.  The medallion bill, written by lobbyist John Ray at the behest of some of the city’s big taxi magnates, seeks to halve the number of taxis in the city.

The issue came up in the ANC because many independent taxi owners live in the Pleasant Plains neighborhood and view the bill as a means by big taxi companies to force them out of the business.

The ANC 1B Transportation Committee held its inaugural meeting to discuss the bill and how it would impact taxi service for drivers and for passengers, i.e. the public.

Commissioner Tony Norman (ANC 1B10 – Pleasant Plains) proposed the committee adopt his draft resolution opposing the bill.  Mr. Ray, the bill’s chief lobbyist, was invited to attend but did not.

The Transportation Committee did, however, agree that the industry needs reform, but that this particular medallion bill is fundamentally flawed to the degree that it will harm the public.  The committee agreed to add to the resolution a clause expressing the need for meaningful taxi reform.

Radio reporter Pete Tucker, who hosts a radio show on taxi issues, recorded much of the meeting and aired select quotations on the June 19 episode of his program.

(Mr. Tucker himself became news at the DC Taxicab Commission meeting the week after the Transportation Committee meeting.  The U.S. Park Police, at the behest of the commission’s Chairwoman Dena C. Reed, arrested Mr. Tucker and other journalists for recording at the commission’s June 22 hearing.)

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Left for LeDroit sees the bill as a wolf in sheep’s clothing, conflating real taxi reform with a severe reduction in the number of taxis.  The bill places costly barriers to entry for independent cab drivers and will likely lead to one or two cab companies holding all of the medallions.

Real reform includes mandating and enforcing a minimum quality of service.  This means ensuring the cabs are clean and air conditioned and that they accept credit cards.  Furthermore, the city should consider GPS tracking to alert customers with smartphones as to the availability of nearby taxis.  Furthermore, a centralized dispatching system should aid consumers looking to schedule a trip.

Medallions, however, are a deliberate attempt to limit competition.  This is ultimately bad for the public.  After New York, Washington is the easiest American city in which to hail a cab and the ability to do so aids our quality of life and increases our diversity of practical transportation options.

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Here is the resolution the committee adopted and which the ANC will discuss on July 7:

WHEREAS: The Council for District of Columbia is contemplating an overhaul of the taxicab system by proposing a medallion system for taxicabs in the District of Columbia; and

WHEREAS: There is a clear and present need for the Mayor of the District of Columbia and the Council for the District of Columbia to review and propose objective reforms in the present taxicab system, in terms of taxicabs being modernized, i.e. energy efficient, gps, air conditioning, credit cards and drivers knowledge of best routes; and

WHEREAS: The present number of taxicabs in the District of Columbia is over 9,000, the proposed medallion system would place an arbitrary cap on the number of taxicabs at 4,000, this restricts the supply and creates barriers to competition; and

WHEREAS: The District of Columbia Chief Financial Officer’s Office studied in 2010 how the taxicab medallion system worked in other major cities and the study concluded that the system would result in windfall profits for a small group of people; an overall decline in service with longer waits and higher fares, create a system more amenable to corruption in the District of Columbia; and

WHEREAS: The substantial reduction of taxicab in the District of Columbia will have a negative effect on residents, in terms of the quality and quantity service, particularly in underserved low income areas, whom will have longer waits and face more service refusals; and

WHEREAS: The substantial reduction of taxicab in the District of Columbia will also have a negative effect on businesses: particularly small businesses, hotels, bars, night clubs and restaurants, as it related to customers quality and quantity of service, in terms of longer waits for an available taxicab; and

WHEREAS: The present proposals would result in loss of opportunity for would be entrepreneurs, most of whom would be low-income and/or minorities; and

WHEREAS: Over 900 hundred independent taxicab drivers (so far) have signed a petition to oppose the arbitrary regulations proposed to reform the taxicab industry;

NOW, THEREFORE BE IT RESOLVED, That ADVISORY NEIGHBORHOOD COMMISSION 1B requests that the Mayor of the District of Columbia and the Council for the District of Columbia reject the taxicab medallion system and adopt the findings of the District of Columbia Chief Financial Officer.

BE IT FURTHER RESOLVED, That ADVISORY NEIGHBORHOOD COMMISSION 1B requests that the Mayor of the District of Columbia and the Council for the District of Columbia review and propose objective reforms in the present taxicab system, in terms of taxicabs being modernized, i.e. energy efficient, gps, air conditioning, credit cards and drivers knowledge of best route.

Mark your calendars. The LeDroit Park Civic Association’s final meeting before the summer recess is Tuesday at 7pm at the Florida Avenue Baptist Church (enter at the rear on U St).

This month’s agenda:

• Ward 1 School Board member Patrick Mara
• Representatives from Metro. Police and Fire to discuss safety/crime
• A discussion on the Howard University project, and how it will benefit our neighborhood
• A discussion about the living conditions at Kelly Miller and our call for action to DCHA
• An update on the new Park

While strolling around our new park, you might have noticed this landscaped depression near the mural.

This is a rain garden.  The storm drains within the park empty into this garden so the ground has an opportunity to absorb rainwater.  Obviously there’s a limit to what the ground can absorb in a downpour, so the grate at the bottom of the photo carries the overflow into the sewers.

Under each street in areas of the city built before 1900 is a single pipe that carries both sewage and storm water. The problem with this combined system is that heavy rain storms force the combined system to overflow at 53 discharge points into Rock Creek, the Potomac, and the Anacostia.

Building these rain gardens helps alleviate the pressure on the sewer system during storms and thus helps protect the water quality of our rivers.

DDOT will begin reconstructing U Street this fall. Stretching from 9th Street to just short of 14th Street NW, the project’s first phase will fix many of the worst pedestrian problems with this street. Sadly, not being a Great Streets project, it isn’t getting some of the decorative touches of other projects like H Street NE.

Most of the details in the plan are the same as they were three years ago. A major theme is that the street will better accommodate pedestrians, especially those in wheelchairs. DDOT is guaranteeing a 4-foot-wide clearance throughout the project, and to do so the agency will eliminate parking spaces and driving lanes and move walls, street poles, and trees where necessary.

On the 1300 block, the staircases of three buildings on the south side currently make for a sliver of a sidewalk. Instead of trying to move or reconfigure the stairs, which are on public space, and instead of looking for an exception to the 4-foot clearance, DDOT will remove parking spaces and extend the sidewalk toward the travel lane.

Curb extension design for the 1300 block of U St. NW. Image from DDOT.

Additionally, the construction process itself is designed to minimize disruptions to pedestrians. The city will require its contractor to work on only one block at a time and will divert pedestrians to the parking lane when the sidewalks are being replaced.

Phase 1 will start in the fall and construction is expected to last 9 months. Phase 2, which stretches from 14th Street all the way to 18th Street, will start after phase 1 and the 18th Street reconstruction project are both finished.

In phase 1, the roadway will simply be milled down and resurfaced, a process that itself takes about 3 hours per block. The sidewalks will also be replaced except in front of the African-American Civil War Memorial and the Ellington, where they are very new. Phase 2 is more complicated, involving digging up the entire road bed, replacing a century-old water main, and rebuilding the entire roadway. The phase 1 section’s water main was replaced in the late 1980s with the construction of the Green Line, so the road work is less extensive there.

On the 1700 block, the north side’s sidewalk is notoriously narrow, poorly lit, and buckled by tree roots. DDOT will eliminate an eastbound driving lane on this residential block and redistribute the reclaimed area to both sidewalks.

Design for the 1700 block of U St. NW. Image from DDOT.

At the intersection with 16th Street and New Hampshire Avenue, the agency will include bulbouts (“B”) to reduce the street-crossing distances for pedestrians.

Design for the intersection of U St., 16th St., and New Hampshire Ave. NW. Image from DDOT.

Just east of the intersection and on the north side of U Street, the agency will remove an existing retaining wall (“A”) on the public right-of-way and rebuild it several feet back. This move will widen this otherwise narrow section of sidewalk.

The elimination of the slip lanes onto New Hampshire Avenue on both sides discourages speeding and creates small pedestrian plazas.

As we have documented before, some transportation departments are prone to neglecting pedestrians or expecting them to take needlessly long detours around construction. This will not be the case on U Street, much to the relief of pedestrians and business owners.

To minimize obstructions along the sidewalks, the city will install multi-space meters. This will be a good time to consider implementing performance parking for the U Street corridor, as parking becomes especially difficult on Friday and Saturday nights. The increased revenue could be used to improve and maintain the street amenities over the coming years, as is being done on Barracks Row.

The city will save street trees where it can and replant new trees in empty boxes and where trees cannot be saved.

While these improvements will enhance the experience for the many pedestrians who traverse the corridor, this reconstruction lacks many of the decorative design touches of some other projects around the city including the Great Streets projects.

U Street will receive the standard blue-gray concrete sidewalks instead of the beige, exposed aggregate concrete sidewalks now on H Street and currently being installed in Adams Morgan. H Street’s sidewalks enjoy pedestrian-scaled street markers etched in granite slabs embedded in the sidewalks. The metal street banners are another nice touch on H Street that won’t come to U Street under the current plan.

We can certainly add some decorative elements later, but the sidewalk pavement is something expected to last decades and must be done right the first time. With such a storied history, U Street deserves some of the qualities of a Great Street.

Howard University is inching closer to finalizing its draft campus plan.

As you recall, each university in DC is required to submit a decennial campus plan to the Zoning Commission for approval.  The campus plan is a legally binding plan that commits the university to certain enrollment caps as well as plans for future physical changes to the campus.

Please note that this is a draft and the university is getting closer to finalizing the plan it intends to submit to the Zoning Commission.  There will continue to be many opportunities for community input and the Zoning Commission will likely decide on the final plan in the fall.

HU Draft Campus Plan (Part 1)

HU Draft Campus Plan (Part 2)

Is LeDroit Park a “food desert”?  The phrase refers to a neighborhood where the nearest grocery store is more than a mile away.  First, this metric would classify many of the tony precincts of Bethesda, Potomac, and McLean as “food deserts”.

Despite that, the metric isn’t entirely useless.  Distance does matter greatly to populations who, for whatever reason, do not have cars.  Groceries are heavy, after all.

Even still, WAMU’s recent characterization of LeDroit Park as a food desert is incorrect.  In fact, you can plug in directions from Anna J. Cooper Circle, the neighborhood’s center, to the Giant at 8th and P Streets NW.

The distance?  Under a mile. That’s about 15 minutes by foot.

In fact, if you’d rather take a bus, which we frequently do with groceries, the G2 runs every 30 minutes from LeDroit Park and along P Street.  It passes not only the aforementioned Giant, but also the Whole Foods on the 1400 block of P Street.  If you return in under 2 hours, the round-trip bus cost is $1.50.

This grocery store is slated to close soon so a new Giant, along with housing, can be constructed on the site.  After that happens, the 3-year-old Safeway at 5th and L Streets NW and the 6-month-old Harris Teeter in NoMA will vie for the title as nearest grocery store.  Each is exactly 1 mile away.

Furthermore, once the Howard Town Center project takes flight, it will feature its own grocery store.  The project is about a half-mile from Anna J. Cooper Circle.

So there you have it.  Within 1 mile of LeDroit Park one will find a Giant, a Safeway, and a Harris Teeter.  That hardly qualifies the neighborhood as a food desert.