The proposed Fort Totten Wal-Mart

Lydia DePillis takes note of the schmancy-looking surprise Walmarts opening up in the District:

From a local perspective, one of my biggest qualms about Walmart is what the mega-retailer could do neighborhoods: Can a big-box store integrate well with its surroundings, creating walkable places where other kinds of small businesses can thrive? The District's experience with other chain-centric developments, like Home Depot in Brentwood, has been rather terrible. And we're still building suburban-style strip malls on D.C.'s increasingly precious land, both with Walmarts and without them—the Shops at Dakota Crossing, the Point at Arboretum, the Georgia Avenue Walmart, and the Walmart at Capitol Gateway will all be one or two story single-use buildings, and most with large areas of surface parking.

But it's hard to have much of a problem with JBG's Walmart development on New Jersey Avenue, which has all the right elements as far as urban development is concerned: Decent architecture, apartments on the upper floors, smaller stores fronting the street. And fortunately, Walmart's fourth and fifth stores—both at 120,000 square feet—are more in that vein.

Read the rest at Housing Complex.

On June 22, 2009, the deadliest crash in Metrorail's history occurred when two Red Line trains collided near the Fort Totten station, killing nine people and injuring dozens more.

The accident, and a subsequent National Transportation Safety Board investigation, offered a harsh assessment of Metro’s lax safety maintenance. That Monday just before 5 p.m., at the height of rush hour, a downtown-bound Red Line train leaving the Takoma station stopped temporarily on the tracks near the New Hampshire Avenue NE overpass. A second train, headed in the same direction, rammed into the rear of the stationary train at 55 mph, causing the last car of that train to break apart on impact.

(For a slideshow of photos of the accident and its aftermath, click here.)

Olga Bryant, a Walter Reed Army Medical Center employee, was a passenger on the first train. She told Washington City Paper at the scene that it had been stopped for about 10 minutes before the crash. For those who ride Metro long enough, such delays become routine. Brenda Payton, who was on the speeding train, told City Paper: "We just felt a big crunch and saw smoke and stuff. We got off the train as fast as we could." Fellow passenger Anastasia McKeown said: “You could tell we hit something that wasn't an animal." Crews had to cut some passengers out of the mangled cars and propped up steel ladders to help others escape the wreckage. (For a photo gallery of the emergency response, click here.)

Then-Mayor Adrian Fenty spoke at a press conference on June 23, confirming nine dead and 76 injured. “We want to express our condolences ... our hearts go out to the many loved ones,” Fenty said. “We are cooperating fully with WMATA. They will then cooperate fully with the NTSB."

Among the fatalities was train operator Jeanice McMillan, 42. Speculation grew in the aftermath of the crash that McMillan had been texting when the trains collided. WTOP confirmed with then-Metro General Manager John Catoe that the rumors were untrue. "We know where her cell phone was—it was not on her. It was in a backpack ... There's not one letter of evidence that our operator did anything to cause the accident,” Catoe said. He added that the train had braked for several hundred feet before the crash.

Among the eight other fatalities were LaVonda King, 23, owner of a new hair salon; Maj. Gen. David F. Wherley Jr., 62, a command pilot; and Veronica DuBose, 29, a nursing student.

The NTSB’s investigation into the June 2009 accident determined that the automatic train-control system had failed to detect the delayed train, The Washington Post reported.

NTSB Chairman Deborah Hersman told the Post that D.C.’s Metrorail—the second-busiest in the country with about 200 million passenger trips a year—had “significant deficiencies in their safety culture.”

Hersman also accused Metro of ignoring the NTSB’s warnings—the most significant of which regarding its potentially malfunctioning track circuits and oldest cars dating back to the 1970s—for 15 years before the crash, according to the Associated Press. The NTSB made a series of new recommendations to Metro after the accident.

The previous most-deadliest crash in Metro’s history occurred in 1982, when an Orange Line train derailed near the Federal Triangle station due to an improperly aligned switch, killing three passengers.

Photo by Darrow Montgomery. For more of Montgomery's photos click here.

Fort Totten Metro, NE.  © 2010 Matt Dunn

The department had offered weekly disposal service at its Fort Totten Transfer Station, but will instead accept and process such materials once a month, every first Saturday, starting this week.

The weekly service at Fort Totten was implemented to replace the semi-annual household hazardous waste and e-cycling events at Carter Barron Amphitheatre. The District was the first jurisdiction in the region to offer weekly document shredding for residents.

So, if you have an old television set, a substance that can "[d]estroy living tissue on contact," or other object or material that should be disposed of properly (complete list here), be sure to mark off the first Saturday of the month. Also, if you have a substance that can destroy living tissue on contact, you may have some other logistical problems to worry about.

The Fort Totten Transfer Station also gets high marks on Yelp—4.5 stars to be exact: "The folks here are always there to greet you with a smile—and they truly have one of the worst jobs—for what most people would prefer to do. Easy to navigate—nice people—convenient hours. Excellent customer service!!!!"

Well, not as convenient as it once was. Still, better than the Department of Motor Vehicles inspection station! From Yelp: "[R]est assured that any trip to the Department of Motor Vehicles is likely to end with you feeling more violated than your average Abu Ghraib torture victim." Ouch.

"Graham made the comment at the close of a Monday afternoon meeting between the Metro board and the National Transportation Safety Board. The two groups met to discuss 16 recommendations the NTSB made to the transit agency last month at the conclusion of its year-long investigation into the deadly crash....

Graham fired back at statements the federal safety board has made, including that the Metro board was 'tone deaf' to safety issues before the crash.

'What could I have done differently?' Graham asked rhetorically. 'I've asked myself that question on a personal level, and I conclude I don't know what I could have done.'"

Wow.

*file photo by Darrow Montgomery.

Metro Deputy Police Chief Mark Olson says reports of violence and disorderly conduct on the transit system are actually down this year. But trouble spots remain. Olson lists the District's most unruly transit hubs as Tenleytown/AU, Minnesota Avenue, Anacostia, Brookland-CUA and Fort Totten.

In related news: The Examiner reports that Metro's recent fare hike isn't doing enough to cover the rail system's budget shortfall:

The reason why Metro is in such straits is because it fell short of its ridership estimates in each of the first nine months in the current fiscal year, for a 9 percent ridership drop below expectations...

Perhaps they should start charging riders extra to watch all these "Metro Gladiators" in action.

"I don't know if power has been cut off...I have a serious head injury."

There are no time stamps so it's hard to tell how long it took for the firefighters to report that the crash involved two trains, that it was above ground, that it was very serious. There are several calls before the mass casualty units are requested.

(Via the amazing STATter 911)

Video of the response after the jump.

Here's video:

WUSA Reporter Dave Statter notes that most of the injuries came from the older metro train car.

"They have been getting hate-filled telephone messages about whether or not Fernandez, a mother of six, was a legal immigrant.

Her family gathered outside her Hyattsville apartment Wednesday. A crying woman who identified herself as Ana's sister said the accusations aren't true.

'Right now, the whole family is in pain. She was here legally, and all her children are legal. They were born here.'

She says she's grateful for the genuine expressions of sympathy, but has a message for the people who have been making the harassing calls.

'We all work, OK? And we're going to get through this.'"

WTOP reporter Kate Ryan writes in to Loose Lips with more details of the hate calls:

"Ana Fernandez' family tells me specifically that the calls accuse them of 'using the crash' to gain legal status for Ana. Again, the woman identifying herself as Ana's sister (and Ana's daughter Evelyn) tell me that not only was Ana legal, but that all six kids were born here."

Fernandez's family had been the focus of a lot of official sympathy. Yesterday, Councilmember Jim Graham, who is the chairman of the Metro Board, said he had her family in mind when he pushed for a $250,000 emergency relief fund.

(Via DCist)

Other things are happening beyond the Red Line, of course.  Read about them after the jump.

• James von Brunn, the crazy old man who shot and killed a security guard at the US Holocaust Memorial Museum two weeks ago, was released from George Washington University Hospital where he was recovering from retaliatory gunshot wounds.  Prosecutors say he is too weak to appear in court but hope for an appearance early next week.
• President Obama had a busy day.  He spent the early part of the afternoon holding a press conference and condemning Iran's elections while still trying to garner support for universal health care.  Then, to prove he is the coolest dad in the nation, he hung out with Nick Jonas from the Jonas Brothers.  The two met with a group of diabetic children in order to raise support for diabetes research, but the reason was probably lost on Sasha and Malia.  Because when Dad hangs out with your celebrity crush, you don't really care why.
• The governor of South Carolina is going to work tomorrow.  After leaving his office on Thursday afternoon, Mark Stanford disappeared in his SUV and supposedly went hiking along the Appalachian Trail.  People got concerned after not hearing from him for 5 days and when Sanford realized that his "vacation" had become a missing persons case, he decided to come home.
• And finally, DCist is reporting that WaPo humorist Gene Weingarten has taken the buyout.  During an online chat today, he admitted that the Post had offered to rehire him on contract but he'd rather write books and movies.  After winning a Pulitzer, there's not much left to achieve in daily journalism.

Confirms nine fatalities, the final count. "As a government and as a city" there are only four people whose identities have been confirmed.

Three of the four are residents of the District of Columbia. One lived in Hyattsville. Fenty contacted three of the four families personally. Says can't imagine the "horror and disbelief" of the families.

Fire department has completed its work as the lead agency. Debbie Hersman and the NTSB will now become the lead agency in this matter. Fenty thanks the feds for making all kinds of resources available.

Next up at the mic is D.C. fire Chief Dennis Rubin. He says that fire and EMS and various agencies have done an "absolutely incredible job" of doing their thing. Highlights—timeline begins at 5 pm, had units on location within six minutes. "Obvious this was going to be a major national event." Then they did coordination with inbound agencies. First injury person was transported 21 minutes later; last person was transported 6 hours and 51 minutes later.

Command was transferred at 1 pm. Fifty-one people that fire department treated.

"We've been busy," says Rubin, noting that there've been other fire events over this period.

Rubin, on an editorial comment here, handles himself pretty well in these moments. He has stumbled in a lot of ways since taking over the fire department but does well in front of the press.

Fenty back at the mic, saying that a grand total of eight of the nine fatalities have been identified. Two of them were David F. Wherley, Jr., former commanding general, Joint Force Headquarters, District of Columbia National Guard, and his wife Ann. Fenty said of David F. Wherley: "As fine a public servant, dedicated to the United States of America" as you'll ever find. Military is in "complete shock," says Fenty.

Now it's Metro General Manager John B. Catoe on the spot: He's saying mostly procedural stuff, talking about handing over all information to NTSB and thanking fire department for quick response. Not much here.

Now it's Jim Graham, talking about the 2 pm meeting today. He's saying there'll be another meeting Thursday. First specific action is that there's an amergency hardship relief fund and dedicated $250,000 to the kitty. It's for responding to immediate human needs. Graham says that it's not about a settlement. Will be "refining" this matter in the coming days. Also, statement: We are aggressively seeking to replace the 1000-series rail cars, which were purchased between 1974 and 1978. Also calling on the feds to make good on the commitment of $150 million per year for capital expenditures. Capital needs remain substantial, high hopes that in FY '10 budget the feds keep up funding.

Up now is Debbie Hersman, who has been easily the most interesting and informative speaker at these events. Hersman expresses condolences, sends out prayers to those who remain hospitalized. Nineteen NTSB personnel are on the case trying to determine what caused the accident.

Hersman now going into some thank-you moments for other instrumentalities that have been doing a "great job" and so on. Standard bureaucratic stuff here.

Teams have been out today collecting evidence. Summary of the work here: Track group, working closely with FBI, checking locations of the track, equipment, damage to the equipment. They're seeking an outline of what the crash looked like.

Hersman says the crash occurred on a curve, not a straightaway. It's a one-degree curve. Track speed limited to 59 mph. Feds are working to determine exact point of derailment. Once they're able to move the trains, they may be able to determine exact location of derailment.

Team is working to preserve records and collect perishable evidence. Majority of our team has been out on scene putting information together. Will need time to go through those records. Operation of the train—documentation of some of the control surfaces....now she's talking about stuff that I have no idea about, something about a dial, toggle switch in the on position. All relates to whether it was in automatic mode or manual mode—OK, I get that.

Toggle switch, dial and master controller confirm to NTSB that the train was in automatic mode. Hersman addresses braking issues—emergency mushroom was found in a depressed condition—it was pressed in. The "mushroom" she's talking about here must be the little switchy thing that hits the emergency brake.

Have conducted some interviews and Metro's ops center about the striking train's operator. The original hire date was January of '07. Was hired as a bus driver. She started training as a train operator in January '09 and started driving in March '09.

Hersman is going to be seeking all kinds of documents on the operator's employment history as well as the "72-hour history," to see whether the operator had sufficient rest-work balance. Will be looking for those records. Toxicology samples have been taken on the train operator and have been sent off for analysis.

Standing train—looking to see if there is usable data on the recorders. Pulling apart the married pair of the trains. WMATA is going to bring in a flatbed to pull stuff apart.

Striking train—Train 112—they're looking at the lead car, which sustained extensive damage. Fifty feet of the 75 feet in that car were lost to the accident. That is, two-thirds of the survivable space was gone because of the impact.

Cars and their age: Average age of Metro fleet is 19.3 years old. How compare to other transit operations: Metro ranks 6th among 15 transit agencies in terms of car age. 1000-series cars comprise 300 cars of Metro's 1115-car fleet.

Now she's going into all the other series, and I've totally lost her. 192, 50000, 2 million, whatever. We'll get those details later.

Accident sequence: There was a train at Ft. Totten. Were servicing the platform. The struck train was waiting on the tracks as a result. The striking train—there was a report that there was an announcement that there was a train ahead and then the striking train started again. Looking into that, says Hersman.

Know that the community is anxious to get service back. Track is safe.

Hersman appreciates support from city and other people too. Including Sal Army, which has helped with water and stuff. Also appreciates people in the neighborhood. Look forward to wrapping up this part of the investigation.

Now taking questions:

Question is about trains reported two months past due on brake service.

Hersman has seen reports to that effect and will review records. Interested in looking at those records, but interested in looking at all of those records. Just in first 24 hours of investigation.

Question: What implications of the aging of the fleet has to the rest of the system.

Hersman says agency has no position on that. Will work closely with WMATA if NTSB finds something that is an acute safety problem.

Question: Is the location of the fatalities and whether they were in the striking or struck car.

Hersman says it's premature to comment on that.

Question: NTSB's request for texting records and the like.

Hersman says hard to say. Not really sure exactly what the point is on this question, though Hersman is saying that operators of vehicles and the like should not be texting or talking on cell phones and the like.

Question: Missed it.

Hersman is responding to the question, but I don't know what the question was, so can't really figure out what to type here.

Question: What OCC might have seen displayed about the location and position of the trains in the system.

Hersman says hasn't gotten with her people on this just yet. Says they will provide additional factual information when it's available.

Fenty now back in front, celebrating the accomplishments of the first responders to this calamity. Talks about the "heroic job" of all these responders. Fenty is not so great in situations like this. Nor is he terrible. He just doesn't project the image of a feeling person. A bit robotic. He gets all the information out there, so that's good. He covers all the bases like a good mayor, including crediting the front-line workers and nodding to the feds and other agencies that have assisted.

HOWEVER: When it comes to shifting to a higher civic and emotional gear, Fenty just doesn't have the equipment to go there.

The Washington Times picked up what may become an emerging angle from the Metro Crash—the tensions between WMATA and the D.C. Fire Department. Fire Chief Dennis Rubin basically called out WMATA for initially downplaying the extent of the crash. The Times writes:

"Fire officials stated bluntly Monday night that Metro's original description of the accident understated its magnitude, and it was only when the first rescuers arrived at the scene that the sort of help needed was finally summoned.

'A little after five o'clock we responded to what was believed to be a small incident,' D.C. Fire Chief Dennis L. Rubin said. 'The first arriving company recognized the fact that apparently two trains had collided.' Fire officials eventually sounded three alarms, summoning hundreds of rescuers and implementing their mass- casualty operations."

It's unclear whether rescue work was delayed as a result or whether WMATA or 911 dispatchers made errors in communicating the severity of the crash. "[The Office of Unified Communications] is not under our purview," explains Deputy Fire Chief Kenneth Crosswhite. "We're not responsible for OUC....I would be curious to hear what the first 911 call was reporting."

Fire Department Spokesperson Alan Etter refused to say when the department sounded three alarms and summoned all those rescue workers. "It was an evolving event—resources were called as they were needed," he stated in an e-mail to City Desk. "In other words, nobody jumped up and said—this is a third alarm incident—at the height of involvement we had an equivalent of three alarms on scene—more than 200 personnel–with mutual aid, etc."

The department's own notification records point to such a response. It's unclear whether or not that response was timely.

At 5:23 p.m., the Fire Department issued what may have been its first notification noting the Metro train derailment and that it was "above ground, train involved."

At 5:40 p.m., a second notification came out describing that one train was on top of another. It listed the staging area for emergency personnel at 2nd and Nicholson.

At 5:41 p.m., a third notification was sent out noting that the command center had been established to support the emergency efforts. All off-duty battalion chiefs were to call in placed on standby.

At 5:54 p.m., a fourth notification was sent out announcing that different radio channels had been established for the rescue.

Crosswhite says the scene was not chaotic, adding that the department has two mass casualty units that responded. He is not sure if they were on the scene when he arrived at 5:30 p.m. "I really don't know," he explains. "I seem to think they were already there—I want to say in the staging area."

Crosswhite ended up driving an ambulance.

Rubin responded to the Washington Post's questions on the WMATA issue this afternoon:

"Firefighters on their way to the Metro crash site yesterday they were unaware that there was a horrific fatal collision and thought they were responding to a 'small incident,' D.C. Fire Chief Dennis L. Rubin told The Post's Allison Klein.

They initially were dispatched to the two Metro stations — Takoma Park and Ft. Totten — before they located the mile marker of the crash. But responders got to the scene within six minutes, Rubin said, and 'performed in an exceptional way.'

'The instant we laid eyes on it, this was declared a major operation,' Rubin said.

At Fenty's press conference just after 5 p.m. today, Rubin says Fire Department responded quickly to disaster.

*photo by Darrow Montgomery.

"The Metro train car that slammed into another on the Red Line yesterday evening was two months past due for scheduled maintenance on its brakes, and the car was an older model that federal officials had recommended be replaced because of concerns about its safety in a crash, officials said today....

According to a Metro source knowledgeable about railcar maintenance, the first car of the striking train was two months behind on a scheduled maintenance for changing out brakes and brake components."

The identities of some of the dead have also been identified. According to WTOP's account:

"Metro has identified them as: 59-year-old Mary Doolittle of Northwest D.C.; 40-year-old Ana Fernandez of Hyattsville; 64-year-old Dennis Hawkins of Southeast D.C.; 23-year-old Lavanda King of Northeast D.C. and 42-year-old Jeanice McMillan of Springfield, Va., the operator of one of the trains involved in the collision.

Metro spokeswoman Candace Smith says four bodies were recovered from the wreckage Monday after the rush-hour crash. Five more were removed Tuesday.

The crash sent 76 people to hospitals. Metro officials said two men and seven women, all adults, were killed."

So how did the Red Line metro crash death toll jump to nine last night then fall back to seven this morning and then back up to nine? Last night, City Desk reported that three news outlets—WUSA9, WTOP, and WJLA—had confirmed that nine had died in the crash. WTOP cited the D.C. Fire Department as its source. WJLA had cited Metro.

This morning, Fenty stated that the number of confirmed dead was actually seven. That number soon increased back up to nine.

At least one fire department official is trying to figure out how and why there was so much confusion. One reporter City Desk contacted speculates that it may have to do with just the gruesomeness of the scene.

Deputy Fire Chief Kenneth Crosswhite says the death toll should not have gone up to nine last night. "I don't know how that number got out there," he says. "I'm very disappointed. We had no idea that there was nine. I called the command post and said, 'Are we at nine?' They said, 'No, we're at six.'... [They said] we have not recovered any more bodies."

Crosswhite is trying figure out who leaked the increased death toll last night. "Maybe you could help me out," he says. "Where should I look? I talked to Metro's PIO and I talked to NTSB, their PIO. I don't know where that number came from. If you find out please let me know so it doesn't happen again."

The Fire Department's own spokesperson, Alan Etter, says he isn't the source for last night's number. "I didn't talk to anyone at all last night," he says. "Nor did I get any new information—they might have talked to someone at the scene."

Dave Statter, the runs the STATter 911 blog and is a reporter with WUSA, says it may have come down to body parts. "My impression is that last night's information which came from sources around 11:20 PM was based on what the camera saw or parts of bodies being seen," Statter says via e-mail. "They had not gotten to those bodies in time for the 8:00AM press conference so the official count was left at 7. After the press conference access was made and five bodies came out bring the official toll to 9."

Councilmember Jim Graham appears to side with Statter for an explanation on the confusing death toll numbers. "I think it has to do with the way the car was crushed," he says. "There was a lot of uncertainty about what was in that crash. That's just pure guess work on my part having been on the scene."

Graham says he plans on asking about the death toll issue at this afternoon's Metro Board hearing on yesterday's crash.

*photo by Darrow Montgomery

"The number of people killed in last night's deadly Red Line crash has risen to nine, Metro's general manager said this morning, shortly after five bodies were removed from the mangled wreckage...

Several of the dead were crushed, their bodies not located until a crane removed part of the striking train this morning."

Last night, three local news outlets had reported that nine had been confirmed dead. The news orgs had cited the fire department and Metro as sources. [The Fire Department refused to confirm that number late last night when City Desk called]. The Washington Post would only say the death toll was expected to rise to nine.

New Columbia Heights notes that Wonderland's owner has no desire to cash in and allow Real World d-bags to infiltrate his bar with drama, cameras.

Carlos in DC is mad at D.C. Police for stopping and detaining a woman for selling food on the street:

"While I agree the police was trying to enforce the law, but the officers in charge were totally ignorant with people -including me- who tried to help the Spanish-speaking woman with translation into English. The two policewomen were extremely rude and threatened anyone who tried to help."

Borderstan wants to know why Dupont Circle was completely cleared for a half hour on Sunday.

And Now, Anacostia notes that historic district signs are up in SE:

"Not sure why these didn't go up years ago, but I'm happy to report that the Anacostia Historic District is finally marked with signs. It's nice to have some physical reminders of the district's boundaries, but also emphasizes our need to expand in certain areas to include some of the neighborhood's more fragile homes and commercial buildings."