One: First, let’s start with what’s in the room. My friend Anna at NOMOFOMO informed me of the publishing of a rather serious book about John Cage’s rather infamous piece 4’33”. The plainly titled book, it turns out, is by Kyle Gann, probably one of the most famous people ever driven off of Wikipedia. Hopefully the book will cool some of the really obnoxious commentary that trots its tired ass out whenever you mention the piece. On a related note, I was at the Smithsonian American Art Museum when some man wearing a North Face vest walked into the room with his brood and began ridiculing the works as “The Painter who Couldn’t draw curves, The Painter who Couldn’t Draw Faces, the Painter Who Didn’t Care,” repeated smugly for several minutes. Unfortunately for his smugness, we were in a gallery entitled, GRAPHIC MASTERS III. There were no paintings so … no painters either, boss.
Two: Anyway, over in my neighborhood, Richard Layman wrote a simple piece in regard to the recent efforts to build a streetcar on Wisconsin Avenue – and the consequent vicious opposition. The arguments are not that new, but he does break down the current bogeyman that guided transit will be hopelessly snarled up by obstructions. His point: it happens more often on highways, and can be minimized with design. On that note, and getting much bigger (153 comments at writing), is the thread on DCMud about the Safegate Pause.
Three: Moving out to the general idea of the neighborhood, Kaid Benfield penned a remarkably concise and thoughtful definition of Transit-Oriented Development. He emphasizes the oriented part, making the point that it’s the way the neighborhood and buildings facilitate transit use and walkability that is most important. It’s worth a read.
Quinta Monroy, via Elemental/Mammoth
Four: Getting a lot bigger, Mammoth covers mammothly (as they promised) the best architecture of the decade. Unlike so many lists of flashy blingitechture and navelgazing critiques of said blingitechture and excess, the list contains projects emblematic of new directions in architecture. Included is the Large Hadron Collider, cheap manifest-traditional housing, Chinese High Speed Rail, geoengineering, and using good design to recover from years of terror. After reading it, I feel like calling this next decade for Latin America.
Five: Finally, getting into centuries and abstract ideas, Kirk Savage will be doing a live chat tomorrow on Greater Washington. Savage is the author ofMonument Wars and Standing Soldiers Kneeling Slaves. The latter book is about the depiction of slavery in public art. The former traces the role of the monument in America over two hundred years as the changes played out in Washington, DC. I’m only about halfway through the book, but it is really good. He puts an impressive amount of information about monuments, memory, and architecture into a genuinely enjoyable read. I don’t have enough thoughts at the moment, but there will be more coming from it.
Until 1 PM Tuesday, you can always submit questions at this page, and I’ll let you go with some bonus Eames:
Nir Buras is looking to redouble work on his McMillan II plan. He asked me to post this little ad, so of course I obliged.
Recent construction in DC dilutes the character of the City’s built environment and it is on the verge of loosing its identity. Obviously the City and its citizens deserve better. The order and principles of the L’enfant Plan provided the “DNA” of the City. The McMillan Commission (1902) invented the National Mall and created many if not most of the beautiful buildings and landscapes of DC including the Lincoln Memorial, Federal Triangle, Rock Creek Park, the GW Parkway and more. The McMillan II Initiative proposes architecture and City Building principles commensurate with DC’s legacy and its world role. It will enable healthy “green” growth for DC, provide longevity and promote timeless beauty into the 22nd Century and make DC a WorldClass City.
The first round of McMillan II recognized the mile-wide no-man’s land of freeways and underused parks existing along the Anacostia River, much of it on Federal land. This disconnection is the City’s urban, social and political nightmare. DC needs a healing act, both literally and figuratively, stitching together this urban gash for the social, economic and civic benefit of all. The first round of McMillan II was recently made public on the Kojo Nnamdi show and numerous blogs. In the second round we seek participants to assist in further detailing the plan and ground it in the best sustainable, economic, hydrological, financial, urban planning and design practices. Skills sought include collegiality, reading, writing, drafting and computer graphics, modeling and animation, video, sketching and water coloring to further develop and repackage the project.
For participation, please contact Dr. Nir Buras at info@buras-classical.com and state your relevant interests, skills and experience.
Additionally, he and I are intending to hold a salon to discuss the plan, its underpinnings, and its consequences at some point in the future. If you’re not interested in working on the project, or if you’re like me and enjoy a good debate about architecture, that might be more your thing. Stay posted.
This topic is a little out of my usual purview, but it’s worth commenting on because schools are so necessary for smart growth – and are such a bloody issue.
DCPS Chancellor Michelle Rhee is apparently considering relocating the prestigious Duke Ellington School of the Arts to a more central location. Currently, the school occupies a historically significant building in Burlieth, but if the move goes through, the school will move into the old Logan Elementary building near Union Station. In its place, a new High School serving mostly Ward 2 students (according to Councilmember Jack Evans) would begin operating.
For the most part, I support this move. Locating the building near a metro station will make it much more accessible for both students and teachers. Logan would also require a renovation, which would hopefully allow for some great new architecture and preservation by a local firm. The building seems dilapidated and lacking in the relevant facilities – and theaters demand great architecture. It could be a win-win for DC and its design community.
But much more importantly, opening up room for a new public high school in Northwest will accommodate new families who will undoubtedly come as appropriate development restarts in Northwest. Don’t forget, the building now occupied by Duke Ellington once held Western High School, one of two high schools in Northwest, along with Tenleytown’s own Wilson. Wilson is now pretty crowded. With more residents along Wisconsin and Connecticut, it will need to more room even than what the current renovation will provide. Private schools cannot be the answer anymore – St. Albans, Sidwell, Maret, and GDS are already larger than intended – and the costs of each are way too high for most families, $30,000 per year for some.
Backlash and speculation has (unsurprisingly) followed the discovery of the plan. Is it a racist plot to get black kids out of Georgetown? Apparently some assholes not only think so, but approve. Perhaps its is just a ploy to get better test scores from parents unable to foot private education. That’s plausible to me. Either way, the students are even getting involved, with a blog and a facebook group.
But look at it this way: growth in Northwest means slower growth and minimal displacement in less affluent parts of the city. If a new high school – and a renovated campus in Capitol Hill helps to facilitate those trends, then it is definitely worth it. Even if Jack Evan’s posturing is right, and this school will serve only students in Ward 2, then it will still likely serve African-American students. However, like Wilson, Hardy, and Deal, it should be open to promising students across the city. Compromises that benefit the entire city are absolutely necessary.
There are a lot of “ifs” behind my support. But planning for a future of 600,000 DC residents is necessary, and a new high school in Northwest would play a major role. DC has sacrificed enough school properties in recent years, however, it is time for re-use and revival.
Part one of Indian Food Month here at цarьchitect covers the frankie, probably the best post-bacchanalian food, and also the most delicious vegetarian fast food. In college, I was lucky enough to live not far from a little joint called Roti Roll. From the tiny storefront, they served up massive indian dishes wrapped in a slightly-fried whole wheat Indian bread called roti. Unlike naan, roti is unleavened, which makes it much cheaper, but also a little less fluffy. Because it’s flat, it makes an ideal edible food container. Though, unlike tortilla, roti is pretty thick, so you still have a really satisfying squish when you bite into it.
Now, because the college I attended has a remarkably incompetent administration, I had the brief opportunity to go up and grab one the other day. I came in from the cold and got my prize: the Unda Aloo Masala frankie (pictured above). Inside its shell, you’ve got a mass of almost-melted potatoes and peas with a little egg for moisture. It brings soft satisfaction to every part of your gullet. The Aloo Gobi Muttar variant has a moister mix of peas and cauliflower that’s more refined, even if it’s not pure carbolipid ecstasy. The Aloo Masala and Masala Unda are minimalist for the dieting/poor drunkard. And if you insist on carnivorating your Indian food, the Chicken Malai frankie and Chicken Lollipop (not a wrap) are good choices.
If you’re in New York, hop on up the B/D up to 110th street. Especially if it’s cold, and you’re a little sloppy, you’ll be hard pressed to find anything better. There are other Indian places in New York that serve fast Indian food including frankies, primarily serving the taxi-driver set, and 53rd&6th Chicken and Rice is a legend unto itself, but I’m feeling nostalgic today.
I think what I’m saying here is that DC needs to get a frankie joint. This is a multi-kulti extravaganza of a city – it should taste like one. It’s practically destiny. Despite Dave Stroup’s White-Guilt-fueled “it must be racist” silliness about the Fojol Bros.’ getups, If they, or any other food entity set up a frankie cart in DC, I’d make the pilgrimage. Weekly.
DCMud reports that Safeway has put their PUD approval on hold. On Monday, the Zoning Commission approved an indefinite delay for the project. This is good news. As best as anyone can tell, it indicates that Safeway are reconsidering their entire plan. If they choose the option of urbanism, I know that Torti Gallas will deliver a plan that is beautiful and energizing.
Adding a few residences above, townhouses behind, or even just a streetwall with a few independent stores would turn the project from a pig to a prize for Tenleytown. A commitment to LEED Gold certification and the reconfiguration of 42nd street will ensure that Safeway delivers on the real amenities they owe the neighborhood in exchange for a zoning exemption. Finally, Safeway must be flexible enough to design a building that does not require a forest to hide its bulk.
If the new store is beautiful and adds vibrancy to the city, I will be more than glad to support it. I know many others will, as well. But some will never support appropriate and sustainable growth.
It is easy to see this process as another company battered into submission by Tenleytown NIMBYs. But it’s far from that – I, groups like Ward 3 Vision, and the current board of ANC 3E understand that developers are not the enemy. A Wisconsin Avenue that serves all ages and facilitates community and sustainability is not only good, but necessary. This recent prodding was necessary to restart the motion towards TOD lost over the years of fighting.
The old regime of Tenleytown and Friendship Heights has fallen with this action. The divisive, victimizing attacks, a relic of the freeway wars, are tired and out of tune with modern planning. They have scared off too many developers with endless appeals. But their time is fading. Their secrecy and and tactics disengaged neighborhood residents. But their currency is spent. Their Rovian arguments once swayed commissions. But they fool no one anymore.
I thought I’d join in on all the annual reflection this time of year by giving you some insight into where this website fits into the universe of architectural blogs. This past year, the top search topics for my site were:
“DC metro map” in some form or another, at well over 300 hits;
Neutra, which is surprising, considering I wrote one post about him;
“Adjika,” also odd, in that I wrote one post about it;
My own blog’s name,
And Phil Freelon, also about whom I’ve only written once.
Nonetheless, I haven’t been getting too high on searches for Tenleytown – but this name theif is. What the hell? Sometimes, though, the results are a little more unusual:
Just because I love making this page load slowly – and because I can’t help but post anything I crank out of my computer, this is a map of pure pedestrian activity, I’ve shown here. It’s a rather aesthetic image, I think. Below the fold is the same image against all pedestrian spaces, to make it clear where people actually are.
Today, the Sapsan high-speed rail service began running between Moscow and Saint Petersburg. The two cities are about 400 miles from each other, and the 3 hour, 45 minute trip costs around $95. To go from DC to Boston (around the same distance) it takes six and a half hours and costs $200. Awesome. Anyway, trains go 155mph now, but could be upgraded to 200 if conditions make it feasible in the future.
The trainsets were designed and built by Siemens in Germany based on the ICE III trainsets for Deutsche Bahn. The thing is that it’s much colder in Russia, and the tracks are significantly wider. So the trains are hardened against cold and snow and their frames are built out to meet the invasion-proof Russian gauge. Although I think they look pretty damn sweet, I would like it if they had painted them with the safety orange detailing that’s been standard on elektrichkas for a while.
Russian Railroads, the state-ish rail corporation has been upgrading the century-old route for high-speed service for almost a decade, so it’s been a pretty exciting time there. Even Google is in on it. This notwithstanding the recent bombing of the service the Sapsan will replace, the Nevsky Express. Eventually, it will also reach Helsinki and Nizhny Novgorod, a city that is a lot like the Chicago Philadelphia of Russia, except that nobody outside of Russia seems to know it exists.
Anyway, it adds to the amusingly diverse options for travel in the former Soviet Union. Here’s a video about the train that makes international trade deals sound awesome.
After the heated debate at the November ANC 3E meeting, you might have expected an even fiercer confrontation this past Thursday. There were even promises of it.
But it wasn’t. Instead, anger had been supplanted with dismayed grouchiness. While Avis Black, the regional real estate manager attended the meeting, she entrusted the presentation to Brian O’Looney, an associate principal at the architecture firm Torti Gallas. In a series of slides, he demonstrated the great lengths the architects had gone to in making the bulk of the structure as unobtrusive as possible without sacrificing the program of the store.
Yet, that program, the functional concept of the store, is precisely the problem. The grocery store, and all its subsidiary stores, such as a Starbucks, would face inward, contained in one enormous envelope with a unitary entrance. To their credit, the architects have tried to address neighbor’s concerns, but their efforts are like putting a rhinoceros in a corset. When called to cut down the size of the proposed store by 1,000 square feet, around 2% of the total area, Ms. Black simply refused.
The other sources of contention revolved around automobility. Noise emandating from the garage concerned one 43rd street resident in particular. Out front, it became clear that Safeway did not want to remove a slip lane between Wisconsin and 42nd St. because they intended it use it for cars to idle for grocery pick up. That a reconfigured intersection would be safer for pedestrians, produce a better pocket park, and reduce the amount of speeding on 42nd was not worth the change.
Unfortunately, critics of the store could not put up a consistent front, entering tangents about a number of minor elements – some of which were created by other halfhearted concessions. Whose interests does the store need to address? The hottest moment of a debate came when an irate Georgetown Day teacher called out the proposal to move the controversial rear walkway, which ran from the school to the store entrance, inside the garage. The teacher declared, indignantly, that GDS was a neighbor too.
And beyond that, how about the residents of a few blocks away – or the region? At what point does a corporation that entered into public debate, as part of the Planned Unit Development process, have to address the public benefits. Safeway has tried to reduce the impact on adjacent neighbors. However, the store needs to take into consideration public issues, like regional planning, street life, and future growth in the area. A beautiful wall like the one to be built along 42nd is still just a wall. With the currently proposed monolithic store, Safeway cannot be urban.
What did appear was a conclusive sense that dialogue had failed between neighbors and the store. Safeway had made no promises and now promised even less. The neighbors in attendance seemed to not expect any changes. So the potential for mixed use and sustainable neighborhood design is lost, unless Safeway reconsiders their plans, or the zoning commission rejects them. The site has much potential, but Safeway is choosing to squander that.
After the heated debate at the November ANC 3E meeting, you might have expected an even fiercer confrontation this past Thursday. There were even promises of it.
But it wasn’t. Instead, anger had been supplanted with dismayed grouchiness. While Avis Black, the regional real estate manager attended the meeting, she entrusted the presentation to Brian O’Looney, an associate principal at the architecture firm Torti Gallas. In a series of slides, he demonstrated the great lengths the architects had gone to in making the bulk of the structure as unobtrusive as possible without sacrificing the program of the store.
Yet, that program, the functional concept of the store, is precisely the problem. The grocery store, and all its subsidiary stores, such as a Starbucks, would face inward, contained in one enormous envelope with a unitary entrance. To their credit, the architects have tried to address neighbor’s concerns, but their efforts are like putting a rhinoceros in a corset. When called to cut down the size of the proposed store by 1,000 square feet, around 2% of the total area, Ms. Black simply refused.
The other sources of contention revolved around automobility. Noise emandating from the garage concerned one 43rd street resident in particular. Out front, it became clear that Safeway did not want to remove a slip lane between Wisconsin and 42nd St. because they intended it use it for cars to idle for grocery pick up. That a reconfigured intersection would be safer for pedestrians, produce a better pocket park, and reduce the amount of speeding on 42nd was not worth the change.
Unfortunately, critics of the store could not put up a consistent front, entering tangents about a number of minor elements – some of which were created by other halfhearted concessions. Whose interests does the store need to address? The hottest moment of a debate came when an irate teacher at the adjacent Georgetown Day School called out the proposal to move the controversial rear walkway, which ran from the school to the store entrance, inside the garage. The teacher declared, indignantly, that GDS was a neighbor too.
Just a little too large for anyone's good.
And beyond that, how about the residents of a few blocks away – or the region? At what point does a corporation that entered into public debate, as part of the Planned Unit Development process, have to address the public benefits. Safeway has tried to reduce the impact on adjacent neighbors. However, the store needs to take into consideration public issues, like regional planning, street life, and future growth in the area. A beautiful wall like the one to be built along 42nd is still just a wall. With the currently proposed monolithic store, Safeway cannot be urban.
What did appear was a conclusive sense that dialogue had failed between neighbors and the store. Safeway had made no promises and now promised even less. The neighbors in attendance seemed to not expect any changes. So the potential for mixed use and sustainable neighborhood design is lost, unless Safeway reconsiders their plans, or the zoning commission rejects them. The site has much potential, but Safeway is choosing to squander that.
Okay, so in the last post, I mentioned that density seemed to form around destinations and where zoning permitted it. So, it’s worth looking at the transit-accessibility of each of the different localities. Obviously, transit planning, zoning, economics, architectural form and residents all affect each other as a town grows, but mapping is the process eliminating information to make some pattern legible.
So the relation to transit accessibility can offer insights into what makes each place work.
I think you can see that only schools really form places where there is very limited transportation. Otherwise, it’s a significant part of making any location successful. Take a look at the same pattern with the street activity.
A few found ideas.
