Yesterday Councilmember Marion Barry (D – Ward 8) issued a disapproval motion to block the contract for the new park here in LeDroit Park.  Mr. Barry couldn’t even bother to issue an explanation for meddling in a Ward One park and Councilmember Jim Graham is duly upset.  Contracts over $1 million must be submitted to the Council and such contracts are approved if the Council takes no action within a certain number of days.  Mr. Barry’s procedural move will delay the project by at least 45 days until the Council reconvenes in September and can vote on the motion.

Mr. Barry also issued another mysterious disapproval resolution yesterday to block DDOT’s consolidation of its offices into one building near Nats Stadium.  Mr. Barry was stripped of his chairmanship in March after it was revealed last July that he was issuing do-nothing city contracts to his girlfriend.  Our sources tell us that since then he has taken to generously sprinkling disapproval measures for projects throughout the District in a desperate move to show that he still matters.

The park can still move forward without the extra delay if Mr. Barry is convinced— likely with an old-school lobbying effort— to withdraw his motion.  It’s a pity, though, that important government projects are subject to the whims of childish councilmembers.  It should not take yet another lobbying effort to get this park built.

In a city that decries Congressional meddling in local affairs, it’s truly ironic that a desperately need Ward One project is put on hold by a councilmember we didn’t even elect.

Several whimsical Washingtonians staged a Barnes Dance Barn Dance at Seventh and H Streets in Chinatown on Friday.  (see video above)

DDOT installed the new Barnes Dance crossing late last week and is studying the effectiveness of installing such configurations at some of the city’s busier intersections.

The setup in Chinatown provides three light cycles: one for H Street, one for Seventh Street, and one cycle during which pedestrians may cross whichever way they choose, even diagonally through the intersection.  The Chinatown Barnes Dance differs slightly from a traditional Barnes Dance in two ways:

1. Cars may not turn at any time.  A traditional Barnes Dance provides right-turn arrows during the streets’ respective green cycles.
2. Pedestrians in Chinatown may cross with traffic in addition to the all-pedestrian cycle.

These variations prioritize pedestrian crossings, a priority in line with DDOT’s goal of enhancing pedestrian transportation in the District.

Some in Georgetown are hoping the DDOT installs a similar “dance” at Wisconsin Avenue and M Street.  Greater Greater Washington disagrees with that potential site, as several unique factors render that part of Georgetown unsuitable for a Barnes Dance.

Yesterday we featured a flashback of an intersection near the 9:30 Club.  Well, now we’re at Florida Avenue, Ninth Street, and U Street in 1958.  Again, the photo is from DDOT’s historical archive.

The “Washington globe” streetlights, still manufactured today haven’t changed much from their 1958 predecessors, but the street signs have changed in style from a black-on-white serifed typeface to a white-on-green sans-serif typeface. 

The DC Housing Finance Agency has replaced the building hosting Uptown Billiards.  The building at the opposite corner, soon to be the Brixton Pub, appears to have been occupied in 1958.  The emergency call box has been reoriented and fixed up somewhat and the traffic lights now extend over the roadway slightly.  The crosswalks in 1958 were barely marked on the pavement.

DDOT’s historical photo archive contains this photo taken at Florida Avenue, Ninth Street, and V Street in 1958.

Here is the same view today.

Today one of the gas stations is gone, but several high-rises dot the skyline.

Photo by M.V. Jantzen

The District recently renovated and reopened Champlain Street to cars under the Marie Reed Center.  The new street is one-way southbound for cars and includes a northbound contraflow bike lane.  The reopened street will improve street connectivity between Adams Morgan and the U Street corridor.  Currently, much of the car traffic is forced onto Ontario Road on the east and Eighteenth Street on the west.

The northbound contraflow bike lane will connect nicely to the westbound bike lane on V Street (mapped below).  Though bicycles are entitled to ride on all District streets, LeDroit residents who prefer bike lanes will find a more relaxed route along V Street (from Vermont Avenue) westward to Florida Avenue, then northward on Champlain Street.

Champlain Street and vicinity. The blue line marks the northwestern edge of the L'Enfant Plan

The roadway just south of the Marie Reed Center has been renamed Champlain Street to signify its continuation from the north.  Its old namesake, Old Morgan School Place,  has since been shortened from its former L-shape to its one remaining block between the Reed Center and the PEPCO substation.

We applaud DDOT and Councilmember Jim Graham (D-Ward 1), who spearheaded the reopening, for accommodating cyclists and connecting the street grids.  Connected streets alleviate traffic jams as they provide more alternatives routes when the main streets become unexpectedly crowded.

Highlights from Thursday’s monthly meeting of ANC1B: New restaurants and lounges are on their way to U Street.  Office construction in the District may be hurting, but neo-Victorian townhouses will replace an old parking lot on Vermont Avenue.  Fifteenth Street’s protected bike lane will finally enter Ward 1.

Bar Fights

Several commissioners bickered over the process of approving liquor licenses— in this case a procedural dispute— but the commission relented and took no further action on Cuckoo Marans and the U Street Music Hall, both of which we wrote about earlier.  The ANC typically protests all new licenses officially as a means to goad applicants to reach voluntary agreements with the ANC.  These voluntary agreements tend to be less permissive than the District’s standing liquor laws.

In new business, a new liquor license applicant presented his plans for Café Society, which he billed as an affordable and upscale (oxymoron?) steakhouse that will feature steaks (of course) and local produce.  The 139-seat steakhouse will occupy the ground floor and upper floors (and a roof terrace) of the newly renovated building on the northeast corner of Fourteenth and U Streets.  Cuckoo Marans will occupy the basement of the same building.

Against the Grain

DDOT sought and received the ANC’s support for extending the Fifteenth Street southbound contraflow bike lane from U Street northward to the foot of Meridian Hill at W Street.  Fifteenth Street is one-way northbound from Massachusetts Avenue on the edge of downtown all the way up to Columbia Heights. Though one resident complained of renegade cyclists disobeying traffic laws, the ANC voted to support the lane anyway.  Commissioner Brianne Nadeau (ANC1B05 -  Meridan Hill) expressed her desire to see the lane extended all the way up Meridian Hill to Euclid Street, but DDOT is not seeking that extension just yet, though they seem to be studying it, if informally.

When DDOT began installing the contraflow lane in November, Councilmember Jim Graham (D – Ward 1) flipped out at DDOT’s alleged inadequate notification of his constituents.  In response DDOT built the lane along Fifteenth Street in Ward 2, but stopped at Ward 1′s boundary at U Street.  A chastened DDOT now has the ANC’s approval.

Home Again

A local developer and his architect presented plans to build three townhouses (two units each) on the south side of the parking lot at T Street and Vermont Avenue.  The architect displayed several handsome elevation drawings, all in a Victorian style, that match the rich neighboring architecture.  Each of the three townhouses will feature alley-accessible garages.  The developer will also replace the existing concrete sidewalk with brick, our favorite paving material.  The north side of the parking lot will also be redeveloped as part of a separate project.

Truxton Circle, Lincoln Road is at the top of the photo.

You’ve seen the streetpole banners on Florida Avenue designating the area around North Capitol Street as Truxton Circle.  But exactly where is the circle?  The circle, pictured above, used to sit right there at the convergence of North Capital Street, Florida Avenue, Q Street, and Lincoln Road.

Urban planning blogger Richard Layman spotted a diagram of the old circle posted on the wall at the offices of DDOT.

Truxton Circle Diagram, Source: Richard Layman

In 1940 the District removed the circle and replaced it with a traditional intersection that failed, and continues to fail, to match the elegance of the original circle pictured at the top of this post.

View Larger Map

A quick perusal of the DC Atlas, the District’s main online map product, reveals the circle’s imprint on the properties just north of Florida Avenue.  It seems that the property lines still accommodate the circle.

Great Truxton's ghost! Proptery lines still show outer limit of the old circle.

Perhaps DDOT will one day resurrect the circle after its seventy-year absence.  In 2006, DDOT restored downtown’s Thomas Circle to its original shape, eliminating the almond-shaped cut-through for Fourteenth Street.  In the 1980s the District similarly restored Logan Circle, eliminating the Thirteenth Street cut-through.  Here in LeDroit Park, Third Street bisected Anna J. Cooper Circle until the District in 1984 restored it to its original circular shape.

We wrote earlier about the rebirth of DC’s streetcar system and even suggested our own alignment for a full-length Rhode Island Avenue line.

As we reported, the city’s three streetcars were collecting dust in the city of Plzeň in the Czech Republic, where they were manufactured.  Today they completed their transatlantic voyage and landed at the Port of Balitmore. DDOT recorded the event:

The streetcars will be transported to the Greenbelt Metro railyard, where WMATA staff will maintain them until the tracks are ready.

Speaking of tracks, DDOT has finished laying down the streetcar tracks along Benning Road in Northeast.

DDOT took this photo on Benning Road NE at 17th Street NE, just two blocks outside the L’Enfant Plan, where overhead catenery wires are prohibited by law— another issue DDOT will have to resolve.

DDOT is ambitiously moving ahead with the streetcar plan, but Councilmember Jim Graham (D – Ward 1) told us that though he may not see the streetcars in his lifetime, I’d see them in mine (you’re writer is 25).  Not fully reassuring, but better than nothing.

The DC Historic District markers adorning lampposts in Shaw, Anacostia, and Capitol Hill are coming to LeDroit Park— eventually.

The Office of Historic Preservation informed us today that the signs, for which the office has already paid, will adorn every historic district when DDOT decides to dust them off and install them.

One wonderful feature of living in LeDroit Park is not only its proximity to downtown, but the variety of options in getting downtown.

A cab ride to Chinatown is only about $5.50.  A walk is only 25 minutes. The Green and Yellow lines stop at 7th and S Streets in Shaw.  Numerous buses run along 7th Street and Georgia Avenue toward downtown.  For those of us who can’t tolerate the 70s buses that stop every block, the limited-stop 79 stops at 7th and T Streets, just two stops before downtown.

Yet there is another frequently overlooked option: picking up a SmartBike at 7th and T Streets and riding downtown to another bike station.

SmartBike was established by the advertising company Clear Channel Outdoor as a quid-pro-quo for having the right to advertise in the city’s bus shelters. For a flat, annual $40 fee, subscribers receive an RFID card (just like a SmarTrip card) that they wave at a station, which then unlocks a bike in response.  A member may use the bike for up to three hours and can return it to any station.

When the weather is nice, your author frequently picks up a bike at 7th & T Streets and rides it to work near Metro Center.  He returns it to a station located on his office’s block at 12th and G Streets (across the street from Macy’s).  Since the cost is a flat $40 per year, there is no additional cost for each ride.

DDOT, which pushed Clear Channel for this program, is ultimately responsible for bringing the idea to the District.  DDOT Director Gabe Klein, formerly a Zipcar executive, promises to expand the program by next spring.  Currently there are only ten stations, which limits the program’s utility for many residents.  Since a bike must be returned to a station, but may be returned to any station, SmartBike is subject to something akin to the the network effect, i.e. the more stations there are, the more inherently useful the system is.

Though Mr. Klein did not specify if the SmartBike expansion would use a new bike vendor, Greater Greater Washington noticed that the Montréal newspaper Le Soleil (The Sun) is reporting that their hometown bike-sharing champion, named Bixi, is preparing to sign a deal with the District, presumably replacing the current Clear Channel arrangement.  The main advantage of the Bixi bikes is that their stations are solar-powered and can be deployed virtually anywhere, whereas the current stations require the costly (and often complicated) installation of power lines under existing sidewalks downtown.

Hopefully by next spring we will be able to pick up a bike and tool on over to places other than downtown.