II - -Z L

GOVERNMENT OF THE DISTRICT OF COLUMBIA

HISTORIC PRESERV A nON OFFICE
* * *
HlSTORIC PRESERVATION REVIEW BOARD
APPLICATION FOR HISTORIC LANDMARK OR HISTORIC DISTRICT DESIGNATION
New Designation
Amendment of a previous designation
Please summarize any amendment(s) _____________________
Property name .Qa.'\'f\
f( any part ofthe interior is b g nominated, it must be specifically identified and described in the narrative statemen .
Address5jI7-5 <] C.-,e"CJ(2i'c. AUei\ u'Q..) tJ W
Square and lot number(s) -=: O? q.J.Lf: - ______________ --'---..:. -lI'itz<-------C.b-'-"o'-'-f......::3=---><f
Affected Advisory Neighborhood Commission _ _ L--f./_-----.-":B""""'---______________
Date of construction _---'-- , _3 5_____- Date of major alteration(s) --.t- _'5'---____ +0-=- (
If the applicant is an organization, it must submit evidence that among its pU/poses is the promotion of historic preservation in the
District of Columbia. A copy of its charter, articles of inco/poration, or by-laws, setting forth slIch pwpose, will satisfY this
requirement.
Address/Telephone of applicant( s) y \ C 0 ,sAt-, A va I Q 0
C Z 0 '=Z- ) :7 2., 1::, - Gs Y D J
Name and title of authorized representative U e. ('C\.G.. CJC) \ \ \ j r\'e... 6, "\ ck i\-
Date / 4/ \ \
.
Name and telephone of author of application
t\e>. C.O \ \ (z 0 7..) 7Z \:,
Date received 9/, l;/MI
H.P.O. staff ()
Office of Planning, 801 North Capitol Street, NE, Suite 3000, Washington, D.C. 20002 (202) 442-8800 fax (202) 535-2497
NPS FOlm 10900 OMB No 100240018
(Oct 1990)
Uni ted States Department of the Interior
National Park Service
National Regist er of Historic Places
Registration Form
This form IS for use In nomi natmg or requesting determinations for individual properties and districts. See instructions in How to Complete the NatIOnal
Reglstero! Hrstonc Places RegIstration Form (National Register Bulletin 16A). Complete each Item by marking "x" in the appropriate box or by entenng
IIle Information requested . it any Item does not apply to the property berng documented. enter "N/A" for "not applicable. For functions. architectural
classification, malena/s, and areas of significance, enter only categories and subcategOries from the instructions. Place additional entries and narrative
Items on cont,nual:on sheels (NPS Form 10900a). Use a typewriler. word processor or compuler. 10 complete all items.
1. Name of Property
historic name Brightwood Street Railroad Company Car Barn
other names Electrical Generating Substation Number Five
2. Location
street & number 5929 Georgia Avenue NW o not for publication
city or town Wash in,9c:.; to"' n"'.-=D:.;C=--____________________ _ ____ o vicinity
Distrr ct of
state
Colllmbia
code DC County code 001 zip code
3. State/Federal Agency Certification
As Ihe deSignated authority under Ihe National Historic Preservation Acl of 1966. as amended. I hereby cenify that this [3] nomination 0
request for determl" atlon of eligibility meets the documentation standards for registering properties in the National Register of Historic
Places and meel s the procedural and professional requiremenls sel forth in 36 CFR Part 60. In my opinion. the property I)<:J meets 0 does
nol meel the Nabonal Register cntena. I recommend that this property be considered significant 0 nationally 0 slatewlde 0 locally (0
See cont lrwatl or. Sheet for additional comments)
Signature of certifying officlalfTitle Date
Slate or Federal agency and ~ u r e a u
In my opinion. tnB proper1y 0 meels [] does not meellhe Nalional Regisler cnlena. (0 See conlinuallon sheel for addilional commenIS).
Signature of cef1Jfylng officlalfTI lie Date
Siale or Federal age.: cy and bureau
4. National Park Service Certification
I hereby. cer1lfy thaI ' hIS property IS: Signalure of Ihe Keeper Date of Action
o entered in tne Nat ional Register.
OSee conl ifl Ual Jon sheet
o detennlnea eligibl e for tne NatJonal
Register
OSee cont1l1uatlon sheet.
D Determined not eligi ble for the National
Reg ister.
D removed from the Nati onal Register
o other iexpla,ilj
Comment [LPlj: DO NOT
, DELETE! THIS IS A SECTION
BREAK.
x
5. Cl assification
Ownership of Property Category of Property
(Check as many poxes as apply) (Check only one box)
Private
x
building(s)
o public-local 0
Distri ct
o public-State 0
Site
o pubiic-Federal
0
Structure
0 Object
Name of related multipl e property listing
(Enter "N/g If prcpeny .s not part of a mult.ple property li sting)
"Streetcar and Bus Resources of Washington, D.C . 1862
1962."
6. Function or Use
Number of Resources within Property
(Do nol include previously lisled resources in Ihe count )
Contributing Noncontributing
1 buildings
si tes
structures
objects
Total
number of contributing resources previously
listed in the National Register
Historic Functions Current Functions
(Enter categones from .nstruclions) (Enter categories from instructions)
Transportation - Rail-related Vacant
Industry - energy facility
7. Description
Architectural Classification Materials
(Enter categones from Instructions) (Enter ca tegories from Instrucllons)
Other - Early twentieth century Industrial Foundation
_v_e_r_na_cJJ,l ac.. r ________________ walls _B::.:.:; ri c::.;. k'-_____________
roof
other
Narrative Descripti on
(Descri be the hlstonc and current condi tion of the property on one or more continuation sheets)
NPS Form 10-900-a
(8-86)
United States Department of the Interior
National Park Service
National Register of Historic Places
Conti nuation Sheet
Section _7_ Page _1_
OMB Approval No. 1024-00 18
Brightwood Car Barn
Name of Property
Washingt on, D.C.
County and State
Description Summary:
The Brightwood Car Barn at 5929 Georgia Avenue NW has been continuously associated with
transportati on from its construction as street railroad car barn and electrical substation in 1909
through its many years as an automobile dealership. The building is an example of the industrial
vernacular styl e. Its few classical architectural elements, comprised of arched windows and engaged
pilasters, provide subtle complement to tihe building's fUllctional design. These simple
embellishments remain and echo its integrity to vernacular design despite modern additions.
Although the bui ldi ng possesses architectural elements from both the streetcar and the automobile
eras, it retains its integrity of form as a street car service facility and power substation.
General Description:
The car barn, which faces west on Georgia Avenue, a major north-south commercial artery, is flanked
on both sides by parking lots. Other than a 1950's automobile showroom addition adjoining its west
fayade and two additions on the north fayade, the exterior of the building echoes its historic function
as a streetcar facil ity and power substation.
The car barn is one story in height and consists of two gable-roofed bays. The reinforced brick
masonry, bearing wall s, and steel truss roofing system support the skylight-divided concrete roof.
These elements combined create a fire-retardant structure maximizing natural light. Exposed truss
systems, large metal doors, and gray painted brick walls oharacteriLe the industrial interior space.
The two bays extend perpendicular to Georgia Avenue. The exterior masonry of the northern bay
and the southern bay are joined lengthwise. The northern bay is twice as wide as the southern bay.
Currently two outbui ldings flank the exterior of the northern bay, One, a service and parts office,
attaches to th e bay' s western corner. A recent cind'erblock fou r-car garage attaches to the rear of the
bay (Photo 1).
The western faC;2de originally served as the entry and exit for streetcars. Originally, five sets of rails
carried cars in and out under the front gabled roof bays (Photo 2) 1 Today a 1950's storefront covers
the majority of the west fayade. The storefront's stucco frame surrounds large display windows,
which once showcased new Chevrolets (Photo 3). The waiting room area mirrors the glass storefront
addition on a small er scale. While the dealership was in operation, automobiles were driven between
the showroom and the waiting room through the front of the original brick fayade.
, Theodore Horydczak, "Potomac El ectri c Power Co. substations. Brightwood Station Car 8arn ,"(Ubrary of Congress.
1920 ca .) LC-H814-1026 <P&P>[P&Pj .
NPS Form 1D-900-a
(8-86)
United States Department of the Interior
National Park Service
National Register of Historic Places
Continuation Sheet
Section _7_ Page _ 2_
OMS Approval No 1024-0018
Brightwood Car Barn
Name of Property
Washington, D.C.
County and State
The car barns modern entryways and exits mirror architectural elements of the original car barn.
Engaged pi lasters segment the north favade into eights to the rear of the service addition. Four of
these engaged pilaster segments contain brick voussoirs in an arch. The centered brick arches
indicate the presence of an arched window under which the rectangular six over six windows are
centered today. A large metal garage door is centered in a rear engaged pilaster segment. The door
is a new addition di splaying the adaptability of the building from a car barn for streetcars to one for
automobi les. The final engaged pilaster segments are concealed by the rear garage addition (Photo
4).
The decorative engaged pilaster motif continues around Ihe east and south facades. The rear of the
building reveal s the valley-ed roofline created by the engagement of the rear south bay and the north
bays' roofli nes. Ni ne six over six windows pierce the rear fac;:ade, with the voussoired pattern above.
The original window openings have been filled in with brick. These are currently six over six metal
warehouse windows (Photo 5) . The mixing of historic and contemporary attributes manifests the
building's eclecti c and functional character.
The south fac;:ade best shows the historic function of the car barn, (Photos 6 & 7) although some
original windows have been filled in with brick or gl'ass block (Photo 6) . The segmented, pilaster
decorated, planes of this fac;:ade possess two symmetrical window openings per segment, decorated
by a brick voussoi red arch and a concrete sill. The window material is either brick fill or glass block; a
modification or the original, respectively. The masonry-filled window openings contrast against the
wall masonry, outlining original window openings (Pnoto 6). The masonry probably replaced the
original glass block after the neighboring building was erected. The south bay width expands as it
continues towards the rear eastern end of the building, which has a large wooden door. The interior
of this bay is for the sales staff rather than being mechanics' space.
Currently the bays are accessed from the exterior by metal garage doors (Photos 8 & 9) . Metal
garage doors also allow interior passage through the massive reinforced brick masonry. In addition
the building has two interior large fireproof doors, remnants of the streetcar barn (Photo 9). Wear and
tear on the glazed concrete floor slabs reveals two sets of streetcar tracks in the south bay (Photo
10).
The roof of each bay is comprised of a steel truss system The truss-roof system provides the
expansive space of the bays to be sheltered from the weather and lighted naturally. The strong truss
system supports the li ghtweight glass roof and ~ e m o v e s the need for massive roof supports dividing
the bays. This functionality of the roof improves working conditions for past streetcar employees and
present day car mechanics. This roofing system is also less of a fire conductor, a historically
important choice for the new Brightwood Car Barn, especially during its service as an electrical
substation.
NPS Form 10-900-a
(8-86)
United States Department of the Interior
National Park SeNi ce
National Regi ster of Historic Places
Continuation Sheet
OMB Approval No. 1024-00 18
Brightwood Car Barn
Name of Property
Washington, D,C.
Section _7_ Page _3_
County and State
The modest appearance of the Brightwood Car Barn, created by its heavy massing and minimal
ornamentation, represents its industrial functions. Its mix of late 19th century and mid 20-th century
architectural characteristics reflects the modernization of transportation during this time period. It
retains imporrant characteristics of integrity, such as design, materials, setting, feeling and
association, quali fyi ng it for Criteria C of the National Registerfor Historic Places.
Comment [LP2): DO NOT
I DELETE! THIS IS A SECnON
BREAK.
NPS Form D-BOG-s
(8-86)
United States Department of the Interior
National Park Service
National Register of Historic Places
Continuation Sheet
Section _9_ Page _1_
OMS Approval No. 10240018
Brightwood Car Barn
Name of Property
Washington , DC
County and State
Brightwood Car Barn Washington, DC
Name of Propeny County and State
8. Statem n of Significa nce
Applicable National Register Criteria
(Mark "x" In one or more boxes for the criteria qual ifying the property for
National Regls[er listing)
x A Prope.y IS associated with events that have made a
slgmfi cant contribution to the broad pattern of our
History
B Property associated with the lives of persons
significant In our past.
C ProperTy embodies the dlstlnGtive characteristics of a
type penod. or method of construction or represents
The worK of a master, or possesses high artistic values,
or represents 2, significant and distinguishable entit y
Whose co ponents lack individual distinction.
D 0 Property has y;elded, or is likely to yield, informati on
Important In prehistory or history
Criteria Consi derations
(Mark "x' In .,llhe Doxes t, at apply)
Property is
D A Owned ~ y a :eli glous Institution or used for rel igious
pu rposes
D B removed iro,n ,ts onglnallocatlon.
D C a blfihplace or grave.
D 0 a cemetery
D E a recor.slrccted b IIding, object, or structure.
D F a commemorali'le property.
D G less tnan 50 years of age or achieved significance
withm I . ~ e past 50 years.
Narrative Statement of Significance
(Expl ain the sIgnIficance of the property on one or more continuation sheets)
Area of Significance
(Enter categori es from instructions)
Architecture
Period of Significance
1909-1 955
Significant Dates
Significant Person
(Complete if Critenon B is mar1<ed above)
Cultural Affiliation
Architect/Builder
William B. Upton
NPS Form 10-90Q.a
(8-86)
United States Department of the Interior
National Park Service
National Register of Historic Places
Conti nuation Sheet
Section _9_ Page ~
9. Major Bibl iographical References
OMS Approval No. 1024-00 18
Brightwood Car Barn
Name of Property
Washington, DC
County and State
Bibiiography
(Ci te the books, . nicles. and other sources used in preparing this form on one or more continuation sheets)
Previous doc mentation on files (NPS):
o preliminary cet ermmation of indiVidual listing (36
CFR 67) has been requested
o prev,ously 1,5,ed in the National Register
o preViously determined eligibl e by the National Register
o designal eG a lati onal Historic Landmark
o recorced oy H; stori c American Bui ldings Survey
# - - - - ~ ~ ~ ~ ~ - - ~ - - ~ - - - - - - -
o recorded by Hi stori c American Engi neering Record
#----------------------------
Primary location of additional data:
o State Hi storic Preservation Office
o Other State agency
o Federal agency
o Local government
o University
o Other
Name of repository:
NPS Form 10-900-
(8-86)
United States Department of the Interior
National Park Service
National Register of Histori c Places
Continuation Sheet
Section _ 9_ Page _3_
OMB Approval No 1024-0018
Brightwood Car Barn
Name of Property
Washington. DC
County and State
Summary Statement of Significance:
Three car barns have been listed in the DC Inventory and the National Register of Historic Places the
Fourteenth and Boundary Street Car Barn (now known as Manhattan Laundry, 1877) at 1346 Florida
Avenue, NW; the East Capitol Street Car Barn at 1400 East Capitol Street , NE (1896); and the
Georgetown Car Barn at 3600 M Street, NW (1895) 2
The National Register Multi-Property Nomination "Streetcar and Bus Resources of Washington, D.C.,
1862-1962" terms the car barn "a significant property type for its role in the early public transportation
system of the District of Columbia ... the car barn holds a principle role as the most prevalent example
of a property type constructed during the reign of the streetcar" . The car barns "represent the
transportation system' s direct influence on the growth of the city. as well as the development and the
social/economic status of its residents.,,3
For the period between 1862 and 1962, car barn resources are eligible under Criterion A. Car barns
are also eli gible under Criterion C if they include resources exhibiting elements of the functional
industrial vernacul ar style. The eligible property must retain its original form as well as the streetcar
entry openings. For both criteria, enough of the railway tracks should exist on the interior to represent
the original site configuration and function of the resource. The eligible car barns must retain integrity
of location , workmanship, feeling, desi,gn, setting, materials, and association.
Electri cal substations are similarly eligible under Criteria A and C if they retain sufficient contributing
elements that represent the original design and function of the resource.
The Brightwood Car Barn, which includes 'Electrical Generating Substation Number Five', retains
sufficient retain integrity of location, workmanship, feeling, design, setting, materials, and association
to be eligible under both Criteria A and C. The car barn is eligible under Criteria A as the last
survivi ng functional building associated with the Brightwood Street Railroad, a major factor in the
devel opment of the Brightwood community.
The Bri ghtwood car barn is also eligible under Criterion C. Its existing reinforced brick masonry,
bearing walls, and steel truss roofing system that supports the skylight-divided concrete roof reflect
the technology of its era in creating a fire-retardant structure maximizing natural light. Its interior has
two large fireproof doors, remnants of the streetcar barn (Photo 9). Patterns on the glazed concrete
floor slabs reveal two sets of streetcar tracks in the south bay interior. (Photo 10). The engaged
2 Bunting. Jennifer , Amanda Didden. Laura V. Trieschmann, Robin J. Weidlich. and Kim Williams. "Streetcar and Bus
Resources oi Washmgton, D.C., 1862-1962 " Nati onal Park Service. Multiple Property Documentation Form. June.
2005.p. 72
3 "Streetcar and B s Resources of Washi ngton, D.C., 1862-1962." P 73.
NPS Form 10-900-a
(8-86)
United States Department of the Interior
National Park Servi ce
National Register of Historic Places
Contin ation Sheet
Section _ 9_ ."age _4_
OMB Approval No . 1024-0018
Brightwood Car Barn
Name of Property
Washington, DC
County and State
pilasters tha segment the building 's facrade and contain brick voussoirs in an arch, the centered brick
arches with in-fil led arched windows, and gable roof sections are characteristic of the industrial
vernacular styl e. ,cl.,lthough some additions have been appended to the structure, its original unique
footprint of add-size bays remains intact. Although metal garage doors cover its original entrances,
they are sti ll di scernable.
The car barn's peri od of significance begins in 1909, when the current building was designed in a
major reworking of existing street railroad buildings on the site, and ends in 1955 when it was
converted to an automobile dealership.
Resource Hi s ory and Historic Context:
1. Street Cars and the Early Devel opment of the District of Columbia
After the Civil War the population density of D.C. vastly increased due to the Union's vested interest
in the development of the central government
4
The city developed along the routes established by
Pierre L'Enfant' s 1791 plan for the nation's capital. Major corridors radiated from the center of the city
to outlying fiel s and plantations.
Early omnibus, horse car, and streetcar lines linked commercial districts within the original city limits
of Washington, DC. On May 17, 1862, Congress chartered the Washington and Georgetown
Railroad, the city 's first local street railway company, which operated horse cars on metal rails.
Although t h i ~ li ne ori gi nally linked the city of Georgetown to Washington's downtown commercial
districts, the Washi ngton and Georgetown and its rivals the Metropolitan and Columbia Railroad
Companies soon spurred the development of outlying areas like LeDroit Park, which lay just across
"Bounda ry Street" (now Florida Avenue), the original border of the L' Enfant city plan.
After a lull in the incorporation of new railways ended in 1888, street railroad lines became
increasingly important forces in the development of the District of Columbia outside the original L'
Enfant plan boundaries. The earliest railways sought profits by providing transportation in heavily
settled areas, Whi le the newer railways sought to make outlying areas attractive to residential
development They were not expected to generate immediate profits, as routes ran through largely
vacant land. Rather, such real estate speculators as George Truesdale, who founded the Eckington
and Soldi ers Heme Railroad to service his Eckington subdivision, and A.M. Randle, who developed
the Anacostia and Potomac Railroad to connect his Congress Heights and Randle Heights
subdivisions to the city, built railways to realize bolster the prices of new residences and building lots.
4 John Reps. Town Planning In Frontier America , (Princeton University Press 1969) p. 341 .
NPS Form 1G-9CO-a
(8-86)
United States Department of the Interior
National ParK Se",:ce
Nationa_Register of Historic Places
Continuation Sheet
Section _ 9_ Page _ 5_
OMB Approval No 1024-0018
Brightwood Car Barn
Name of Property
Washington, DC
County and State
The powerhouses and substations that street railway entrepreneurs built only powered the cars but
also provided su ch amenities as residential electricity and streetlights to their real estate
developments. Occasionally these promoters buil,t amusement parks or provided other recreational
opportunities at the ends of lines to attract potential customers to newly subdivisions and to bolster
ridership on weekends. Developers also sometimes improved the public roadbed to accommodate
railway tracks. Thus, streetcar lines enhanced the city's infrastructure, and real estate values became
directly correlated with proximity to their routes.
Between 1888 and 1890, the number of streetcar companies in the city more than doubled.
Increasi ng from five to eleven and while track mileage grew from 29 to 45. However, it was the 1890s
which saw the greatest expansion of service, with track mileage more than quadrupling to over190
miles.
5
It was uring this period that the city expanded into the hitherto rurai areas north of Boundary
Street fol lowing he routes of the streetcar lines.
Technology played a key role in this expansion. Boundary Road traced the foot of a steep
escarpment that essentially crosses Washington, DC. Traversing the steeper ~ r a d e s above Boundary
Road sometimes required that cars be pulled by teams of up to seven horses. Although attempts
were made to conq er the grades with cable cars, the development of the hilly areas north of
Boundary Road was facilitated greatly by the development of the el'ectric street car.
In 1888, Edison associate Frank J. Sprague installed twelve miles of trolley lines with overhead electric
power In Ric mo d, Virginia, quickly rendering horses obsolete. Congress mandated the end of horse
drawn traction wic j the original boundaries of the Federal City in the District of Columbia Appropriation
Act of 1890 (enacted March 2, 1889), which required that all lines operating within the city switch to other
form of motive power within two years. In 1892, Congress altogether forbade horsepower, allowing two
years for every line to convert to electric power or lose its corporate franchise?
The need to eliminate horse power led to experimentation For example, the Metropolitan Railroad
hired C.O Maill oux to supervise installation of a storage battery system ,S which failed because of
limited battery life. Other lines attempted to use magnetic power or compressed air propulsion.
As of 1894, Congress mandated that no overhead wires be allowed in Washington, D.C .' s city limits.
D.C. prided its aestheti c beauty and saw visible wires as scars on the architectural beauty of the city.
Overhead wire were limited to the outskirts of the city and underground power was mandated within
5 "Streetcar ana Bel s Resources of Washington. DC. 1862-1962." P 5.
6 Ibid . P 30.
7 United States Senate Commi ttee on the District of Columbia, Hearing on the Brightwood Railway Company Act of 1888 .
52"" Cong .. 1" sess . Mis.Doc.54, Washington. 1892.
Washi ngton Pes!.ll Works like a Charm". August 21 , 1890 p. 8.
NPS Form 1O-900-a
(8-86)
United States epartment of the Interior
National ParK SeNice
National Register of Historic Pl aces
Conti nuation Sheet
Section _9_ Page _ 6_
OMS Approval No. 1024- 00 18
Brightwood Car Barn
Name of Property
Washington, DC
County and State
the city. By the summer of 1896, the first successful electrical conduit operation was operating along
the Fourteenth Street line, leading to the end of the cable car usage within three years. The cabre car
and the streetcar, or trolley, shared many qualities, making the transition between the two powered
vehicles fairly seaml ess.
2. The Development of the Brightwood Street Railroad Company
At the beg inning of the peak period of streetcar system expansion, Congressional Bill 931 chartered
the Bri ghtwood Street Railroad Company. The company's trackage ran north from the City of
Washington's boundary along Brightwood Road (now Georgia Avenue). The Brightwood Railroad
shared tracks with the Metropolitan Railroad Company line for three quarters of a mile, but it was
planned that it ultimately would extend its own tracks four miles north to the District of Columbia line
and from there mto Silver Spring, Maryland. A District of Columbia Committee Report that
accompanied bill S.931 predicted that "this system will furnish more rapid transportation and improve
facilities for clerks and citizens, for reaching cheap homes in the suburbs. "g
Two years after its incorporation the Brightwood Street Railroad had purchased more trackage from
the Metropolitan Line but was still not cl'ose to reaching the District line. Tracks were laid only as far
as Brightwoo , one and one-half miles short of the expected terminus in Maryland.
1O
Originally, the
company was authorized to use only horses or underground steel cables with electric power, thus
precluding t .e overhead trolley system that had proven so successful on the Eckington line. To meet
the challenge of hits hill y terrain, the company was experimenting with an alternative technology.
Alongside tl16 '1orse tracks of the Metropolitan Railroad, the Judson Pneumatic Street Railway
Company began constructing a single-track road from Boundary Street (today's Florida Avenue) to
Rock Creek Church Road.
11
LeRoy O. King, Mr.' s history 100 Years of Capital Traction describes the
Judson system as
Consist[i , gj of two parallel tubes six or eight inches in diameter which were installed in
an underground conduit and revolved against a set of staggered friction wheels
attached to and depending from the car, and impelled the car on the principle of the
screw The rota ry motion was imparted to the tubes by small engines about 500 ft apart
al ong the tubes. As the air escaped from the exhaust it absorbed so much heat from the
surrounding atmosphere that the ice so generated clogged the gearing of the engines
9 United States house Committee on the Di strict of Columbia, Hearing on the Brightwood Railway Company: Bill 931. , 50'"
Cong o 1" sess. Rep No 294, Washington, 1888.
10 "Streetcar ar.d B u ~ Resources of Washington, DC., 1862-1962 ." P. 49.
11 King, LeRoy. 1-00 Years of Capital Traction: The StOry of Streetcars in the Nations Capital. Taylor Publ ishing Co.
Washington. D.C. 1972 p. 41.
NPS Form 10-900-8
(8-86)
United States Department of the Interior
National ParK Service
National egister of Historic Places
Continuation Sheet
Secti on _9_ ."age _ 7_
OMS Approval No. 1024-001 8
Brightwood Car Barn
Name of Property
Washington, DC
County and State
by w .Ich the pipes were turned and was an insuperable obstacle to efficient operation
of the devi ce,,12
When the Judson system's failure became obvious, the Brightwood Railroad decided to electrify. In
hopes for a satisfactory completion of the line to Silver Spring, Congress orl July 26, 1892 amended
the railroad's cnarter to allow an overhead trolley system.
13
However, the railroad demanded
controversial ex,ensions of the electrification deadline to prevent losing its charter.
14
Eventually, it
converted to steam-generated electricity transmitted through overhead lines,
On January 16, 1896, the struggling Brightwood line was dealt a potentially mortal blow. At about 8
PM, Night Superintendent Gilmore noticed flames in a tool and equipment room behind his office in
the Brightwood Avenue "car stables" . Despite the best efforts of the staff on premises, the two year
old frame bui ldi ng, PoNO stories tall , fifty feet wide, and two hundred feet long, was quickly engulfed in
flame. Abandoning the stable and the thirteen cars it contained , the workers switched their focus to
saving the brick powerhouse and generating station at its rear. By demolishing the portion of the
stables closest (0 the powerhouse to create a firebreak , they were able to save the other company
buildings despite a long delay in reporting the tire because of a broken alarm box, and the inability of
the ti re department to pump water from a frozen creek. The Washington Post reported that "at ten
o'clock all that remai ned of the stables was a mass of embers andl." a great pile of smoking coal".15
Providenti a!ly for t e company, most of its rolling stock was out on the rails, and it was able to
continue in business.
A year later, an arti cle from Street Railways, the Capitol Traction magazine reported that the
electrified Brightwood Line:
supplements two of the principal city lines, and thereby connects the business center of
Washi ngton with Brightwood, Soldier's Home, Petworth, Takoma Park, North Takoma, Silver
Springs and other points in a well developed and growing portion of the suburbs. Its
passenger traffi c is regular and large ,,1 6
However, this article probably is an early example of corporate "spin". In 1898 that Congress ordered
the Brightwood !ne to switch to an underground electric conduit system. 17 However, the railroad
12 King. p. 301
13 United States Senate Committee on the District of Columbia , Hearing on the Brightwood Railway Company Act of 1888,
52
00
Cong. , 1" sess. Mi s Doc. 54, Washington, 1892.
14 Ibid.
'5 The Washington Dost 'Car Stables Burned": Jan 25, 1895. p. 1
' 6 The Evening Scar, 'The Fight Against Overhead Wires," (Street Railways. 1902).
, 7 Ibid .
NPS Form 10-900-3
(8-86)
United States Department of the Interior
Nati onal Park Serv. ce
National Register of Histori c Places
Continua- ion Sheet
Sect ion --.iJ.-::>age _ 8_
OMS Approval No. 1024-0018
Brightwood Car Barn
Name of Property
Washington, DC
County and State
never abanooned its overhead power lines, which for decades were strung from a line of poles that
ran down the center of Georgia Avenue.
'8
During the late nineteenth and early twentieth centuries,
the Washington Post reported myriad complaints from streetcar riders, a disproportionate number of
wrJich seemed to i volve the Brightwood streetcars. The Brightwood Civic Association had begun
complaining aoou! poor service when the line was new in 1891.
19
In 1898, 1904, and 1908 the Post
reported citizens' protests about poor service and unfavorable changes in the railroad 's free transfer
policy 20 In 19 1. the Citizens Association threatened to start a line of auto jitneys to compete with the
streetcar service if its complaints weren 't resolved ,21
In January , i 908, the president of the Petworth Citizens Association told the House District
Committee ,at the operations of the Brightwood line were "a disgrace to the capital "n A week later,
the Petworth, Bri g twood, and Takoma Park Civic Associations asked the Senate to investigate
streetcar operati ons
23
In Apri l, 1908, Senator Elmer Burkett of Nebraska told the Brightwood Civic
Association that the transfer station at Seventh Street and Florida Avenue was "an abominable place
of work for whi ch there is no excuse"24 Eventually the District Commissioners appointed a committee
to deal with these i s es, but controversy continued. For its part the railroad complained that it wasn't
profitable and threat ened to go out of business if it was forced to buy new equipment or raise its level
of se-rvice
2 5
By 1908, as 'Jart of an industry-wide trend toward consolidation, the Brightwood Street Railroad was
one of a dozen-od Di strict of Columbia lines controlled by a holding company called the Washington
Railway and Electri c Company26 In early 1909, the railroad filed for a permit to build a new car barn
at the site of ol d stabl es, Designed by engineer WB, Upton, who had designed the Eckington Car
Barn in 1896,27 the brick car barn was to be erected by the Samuel Prescott Company on the
foundation of the oid stables,28 Apparently it incorporated the power plant facilities, as it was
18 In the spring and sum mer of 1926, a controversy raged in the press about the relocation of trolley power poles from the
center of Georgia A'ienUe to the side of the road as a safety measure. See the Washington Post arti cles "Side Poles
Likely on Georgia Avenue" . May 20, 1926. p. 22, "Georgia Avenue Poles Will Be Changed to Side of the Street", May 25,
1926, p. 22. and t:1eMoval of Pol es on Georgia Avenue Protested", Jul 2, 1926, p, 22,
19 Washington Pes , Better Facil ities Wanted" April 18, 1891, p,6.
20 Washington Post. Want A Free Transfer" November 13, 1898, p, 11 , "Public Hearing Day", March 24, 1904, p, 10 , and
"Through Cars eeded' , October 6, 1908. P 2,
21 Washing on Post.' 8oycott on the Road", August 29, 1901, p, 2.
22 Washington Pas ,'Want More Tracks" January 17, 1908, p, 1
23 Washingto Pes' "Senate Gets Petitions" January 23, 1908. p, 4.
24 Washington Pas; "Criti cize Railway Servi ce" April 11 , 1908, p, 2.
~ 5 Washington .Dost'\I1ay Drop Car Li ne" June 12, 1908, p, 1.
,6 Washington Post 'VViIi Force Railways", November 17, 1908, P 5,
27 Washinglo Pos:, "Building Permits Issued". January 27, 1906. p. 2.
28 Hopkins Map. 1896 v. 3 pi 20 & Baists Map 1903 v.3, comparison
NPS Form 1 D-ge a OMB Approval No. 1 024-00 18
(8 -86)
United States epartment of the Interior
National ParK Se' v,ce
Nationa _ egister of Histori c Places
Contin ation Sheet
Brightwood Car Barn
Name of Property
Washington, DC
Secti on ~ Page _9_ County and State
described as ooubling the existing building, providing a street frontage of 108 feet and a depth of 275
feet
29
As "Streetcar and Bus Resources of Washington, DC, 1862-1962" describes,3o car barns housed
colling stock, provided repair and maintenance facilities, served as parts depots, and were generally
the location w,ere personnel began and ended their tours of duty _Early car barns like the original
Brightwood Taci,i ty were often large shed-like facilities which doubled as horse stables, Most were
one-story, but they shared wood frame construction and a rectangular plan with the original
Brightwood facirty,
With the elecrrifi cati on of the railway system in 1886, car barns became more commonly constructed
of brick, thereby I-educing the potential for severe fire damage from mechanical or electrical
equipment faolL. re. Floor plans included rectangular, L-shaped, U-shaped, trapezoidal, and even
pentagonal footprints, An intricate system of tracks typically ran through the barn's interior, allowing
the streetcars to b e efficiently moved in and out. Often car barns stood adj'acent to an open storage
yard .
Most District of Columbia car barns were constructed before 1900, with forty-eight percent
constructed in Ihe 1890s when electrification was facilitating expansion of the railway lines_ The Multi
Property nomination "Streetcar and Bus Resources of Washington , D,C " 1862-1962" studied twenty
nine car barns constructed between 1862 and l' 941 representing diverse architectural styles_ The
maj ori ty of the reso rces display characteristics of the imposing Romanesque Revival style, while a
limited nUmcer exhibi t detailing of the Classical Revival style or the more modest elements of
industrial verracular like the Brightwood car barn
31
By 1905, ca' barns frequently housed the main power generators for the electric traction systems _
The Brightwood car barn was 'Electrical Generating Substation Number Five ' of the Washington
Railway & Electri c Company, today known as Pepc0
32
The building 's modest vernacular appearance
was standarci for substations, which were generally designed to blend in with neighboring buildings, in
contrast to full-fl edged powerhouses, which were often built in high style to showcase the railway
company. Th s arrangement remained common until improvements in electric generation, the building
of the Benning Road Power Plant, and changes in service made the older small electrical generation
sites uneconomical.
29 Wa shing ton ~ o t "A Month's Review of the Building Trades", January 31 , 1909, P CA6, and Building Permit 3082.
February 23, 19C&. Washlnaton D,C_
3D "Streetcar and Bus R e s o ~ r c e s of Washi ngton, D C" 1862-1962. p, 72-74.
31 Ibid. p, 72-74
32 Ibid. p. 92,
NPS !'orm 10-90C-E
(8-86)
United States epartment of the Interior
Nati onal Park Sefl/l ce
Nationa Register of Historic Places
Continuation Sheet
Secti on Page
OMS Approval No . 1024-0018
Brightwood Car Barn
Name of Property
Washington, DC
County and State
The new car barn provided room for additional rolling stock, which helped to meet the District Railway
Commissior ' s 1911 order that the company provide larger cars and more frequent service.
33
Theodor
Horydczak' s 1920' s photograph shows the car barn with a web of overhead wires casting shadows
onto the tracks below. Five sets of rail tracks exit from the north bay and one set of rail tracks
emerges from t 12 south bay . The combination of cables and tracks reveals the dual functions of the
Brightwood Car Barn.
During the early decades of the twentieth century, the Brightwood streetcar line continued to power
the comme C: 3 , a residential development of the Georgia Avenue corridor. The economic
implicatio s of a transportation mute manifested itself in increased property values, opportunity for
commerce, and mobil ity for residents. During the World War I era and 1920s, many cross-streets
filled in with row house developments and detached house developments constructed on speculation
by builders ana rea estate companies. The Brightwood neighborhood developed as a middle class
community wit!'" many commuters because of the streetcar line. Georgia Avenue developed as a
commercial corridor through the linkage the streetcar provided between downtown and the
burgeoning suburban community of Silver Spring.
The Brig htwood streetcar line remained in business for decades after the completion of the car barn .
Gradually, owever, competition from automobiles and busses began to take its toll on the streetcar
industry. In 921 the Washington Rapid Transit Company began operating bus routes throughout
D.C. with ten ''OUI_lex" buses, each one of which seated 21 passengers with a single driver. During its
first year, t e company added several buses and expanded its routes. By 1922, the company was
running 36 buses and in 1925 it purchased four double-decker buses seating 51 passengers each
34
Private automobi:e ownership grew rapidly in Washington during the 1920s. Although growth in
registratior; was fl attened somewhat by the depression, Washington had roughly 14% more vehicles
in 1935 than :n 1929. When Kass Realty hired world-renowned architect John Eberson to design the
Sheridan in the 6100 block of Georgia Avenue in 1936, the project included a Park and Shop
plaza with an off-street parking forecourt
35
Historian , Brian Kraft has described the cumulative effect
of the automobile on the neighborhood of Brightwood. "The first three decades of the 20
th
century
brought er.ormot..s changes to Brightwood, as family farms sprouted rows of houses and the
extended grid of streets accommodated a crush of automobiles.,,36
By 1936, there was talk of replacing some Brightwood streetcar runs with bus service. Over the
course of the next two decades, buses and private cars proved streetcars obsolete and
33 Washington Post.O;ders Belier Car Service" November 9, 1911. p. 14.
:l4 "Streetcar and Bus Resources of Washington, D.C., 1862-1962". P. 70.
35 Nati onal Regls!2r of .'-l istoric Pl aces Nomination Form. "Sheridan Theatre and Park and Shop" 2005.
36 Bnan Kraft "Bngn[\'lood: Crossroads Community in Upper Northwest ," 2005.
NPS Form 10-900 a
(8-86)
United States Department of the Interior
Nati onal Park Service
National Register of Historic Places
Continua"ion Sheet
Section ~ _ ::>age _11_
OMB Approval No. 1 024-0018
Brightwood Car Barn
Name of Property
Washington, DC
County and State
uneconomical. Between 1956 and early 1962, all the remaining streetcar lines were eliminated or
converted to bus routes
37
In 1955 Pepco sold th e car barn,38 which was converted to a new transportation-related use as the
Hicks Chevrolet deal ership and service center
39
At this time the storefront with large display windows
was added to the front fa<;:ade of the car barn. After twenty-one years the deed was transferred to
Curtis DworK2r1
4o
who opened Curtis Chevrolet. During the 1980's, the buildings around the south
boundary of the buildi ng were razed and the lots used for showing cars, Curtis Chevrolet remained a
family business Jntil 2007, when Abdo Development purchased the property Today the car barn
stands solitari,y amongst large vacant parking lots.
The Brightw a Car Barn is not alone in D.C. as an adaptively reused car barn. The Georgetown Car
Barn and tn: Eckington Car Barn are extant buildings from the streetcar era. The Georgetown Car
Barn is usee as the headquarters for the MBA program at the Georgetown University Business
School. The Eckington Car Barn serves as the Capital Vehicle Maintenance Facility for the United
States Postal Service.
37 "Streetcar and Sus Resources of Washington, D.C , 1862-1962.
3" Book 10344 ::>age 27. D.C. Register of Deeds. Pepco- Hicks Chevrolet.
39 Deed # 359" 6 of 1976. D.C. Regi ster of Deeds. Sarasou-CDworken.
NPS Form i:l-!lllCa OMS Approval No. 1024-00 18
(8-86)
United Sates Department of the Interior
National Park Servi ce
National egister of Historic Pl aces
Conti nuation Sheet
Brightwood Car Barn
Name of Property
Washington. DC
Section ~ Page _ '1 2_
County and State
NPS Form ~ 0-900-3 OMB Approval No. 1024-0018
(8-86)
Un ited States Department of the Interior
Nati onal Pa:'k Service
Nationa egister of Historic Places
Contin ation Sheet
Brightwood Car Barn
Name of Property
Washington, DC
Section _ 9_ Page ~ County and State
Majo!' Bibliographical Referen ces:
1. Anderson, Ajex. "Greater Washington; Suburban Electric Railways. " Alex D. Anderson, 1897. Street
Rail ways Capi tal Traction Compa ny. Special Col lections Li b, Martin Luther King Jr. Library.
2. 82' 5:'S Map of Washington, D C , plate 20, block 2986, 1915.
3. BlJnt;ng Jennifer, Amanda Didden, Laura V. Trieschmann, Robin J. Weidlich, and Kim Williams . "Streetcar
and Bus Resources of Washington, D C., 1862-1962." Nati onal Park Service. Multiple Property
Documentation Form. June, 2005.
4. orydczak, Theodore. "Potomac Electric Power Co. substations. Brightwood stati on car barn," Theodore
Horycdzak Collection, Library of Congress: 1920 ca. LC-H814-1026 <P&P>[P&Pj .
5. :<ing LeRoy. 100 Years of Capital Traction The StOry of Streetcars in the Nations Capital. Taylor Publishing
Co Wasrnngton, D. C. 1972.
6. Kraft Bnan, "Brightwood Crossroads Community in Upper Northwest. " 2005,
7. ReDs John. Town Planning in Frontier America. Princeton University Press, Princeton, NJ . 1969,
8. ' S,ucy of Ine Buildi ng Permits on Georgia Avenue NW Between 5700 and 6199". Distri ct of Columbia's
rl isoric Preservation Office, 2007,
9. The Evening Star. "The Fight Against Overhead Wires ." 16 Dec. 1902. Street Railways: Capital Traction
COMpany Special Collect ions Lib., Martin Luther King Jr, Library
10. Ui1I,ed Stares. Senate. Committee on the District of Columbia. Hearing on the Brightwood Railway Company
Act of 1888.52'0 Cong. , 1
S1
sess. MisDoc.54. Washington: 1892.
11 . Ur.i:ed States, House, Committee on the District of Columbia. Hearing on the Incorporation of the Brightwood
1
S1
"ilWay Company. 50th Cong" sess . Rep.No,2575, Washington 1888.
Unred States. House. Committee on the District of Columbia. Hearing on the Brightwood Railway Company
El ill S ~ 9 8 . 51st Cong., 1" sess. Rep,No.2894 Washington: 1890.
13. Un,ted Stales, Senate, Committee on the District of COlumbia. Hearing on the Brightwood Railway Company
on B:II 93., 50th Cong., 1" sess, Rep.No,294. Washington 1888,
14 . Nasmnglon D.C, City Directory 1952,
15, Tile Nasnington Post. Publi shed daily at Washington, DC 1877-present.
Comment [LP3]: DO NOT
DELETE! THIS IS A SECTION
BREAK.
Bri htwood Car Barr.: _____ ______ _ Washington, DC
1 arne of Properly county and State
10. Geograph' ca Data
Acreage of Property
UTM References
(Place addll10nal Li TM references on a continuation sheet)
I I 3 W '--' ,-;:;-,: 1
Zone cast.ng Northing Zone Easting Northing
2 4
1
o
See continuation sheet
Verbal Boundary Descri ption
(Describe the bOLln danes OT the property on a continuation sheet)
Boundary J ustificstior.
(Explain why the bouc,danes were selected on a continuation sheet)
11 . Form Prepared By
' - , d /1 /1
name/title \ c. ( ' <. C; / / 11/, .
Organizatior J3 ('\j k-t4-w_ov ....."-- r-"",-",,-"",-::!...=....,"'- ....- - - -:-.... ' - - ----- f-,.,.-:. r-'7'...,.",,...... - ,..u .........
street & number '0_11-/ Cc: 1-
1
/l /-1 telephone '.3..J i =-2.(/- (i 1-1
city or town VVasniflQ"'t"'o:.cn'--_ ________ state -=D"' C=---_ ______ zip code (" C /'
Additional Doc' mentation
Submit the follew;;"',: i :.er;1 S with the completed form:
Cantin uation Sneels
Maps
A USGS map :7 5 or 15 minute series) indi cating the property' s location
A Sketcn map :or nlstonc districts and properties having large acreage or numerous resources.
Photographs
Represen:ar.'Je black and white photographs of the property.
Additional Items
(Check \Nith me SrlPO 0:- FPO for any addi ti onal items)
Property Owne,
(Complete ,hiS ,t.:11 a: the ,equest of SHPO or FPO)
Name
street & numbe: telephone _ _ ___ _ _ _ _
- - -...--- - ----- --- -----
City or town state zip code
Paperwork Reduct!On Statement: Thi s information is being collected for applications to the National Register of Historic Places to nominate
properties for 0" .::: etermlne eligibil ity for listing. to list properties, and to amend existing listings. Response!o this request Is required 10 obtain a
benefit In accordance WIt)- the National Historic Preservation Act. as amended (16 U.S C. 470 et. seq.).
Estimated Burdo Statement: Publ ic reporting burden for this form is estimated to average 18.1 hours per response mduding the time for reviewing
instructions, and maintaining data. and completing and reviewing the form. Direct comments regarding this burden estlmaie or any aspect of
thiS form to the Chief ;>.cmll1<strative Senllces Division . National Par1< Service. P.O. Box 37127. Washington. DC 20013 7127 : and the Office of
Management ane Seoge!. Daperwork Reduct ions Prolect (1024-0018). Washington . DC 20503 .
NPS Form lO-900-a
(886)
United States Jepartment of the Interior
National Park Se-vice
Nationa Register of Historic Pl aces
Conti n a -ion Sheet
Section ~ Page _1_
Verbal 30 ndary Description:
The Bnghtwooc C<.r Sarn occupies lot 856 of Square 2986.
Sou!"! ary Justification:
OMB Approval No. 1 024-00 18
Brightwood Car Barn
Name of Property
Washington, DC
County and State
,,'
Dr
L
. N. W. --.!
I
Vb
j
:Lr
..
"PEABODY
N Vol
,
"
tl
.. \

",, '
3;
z
r-.....
-
I

\ Z
'0 :::--:.::..:::
RI"TJ
29B8 .
.......
_ .. ___r
649
Pasr O;C-/
It) ON. 6i.. OR.
if N.D
,J" COOl-'S .,

.

lr
..:)
:'::J I

:,: ! .:.
I
:: I .':; 1
<rL , " . . . I ':'::' T,--=,,-,-"_ _.:.. _.:.J
- Z8/ - - I 3 2 8
, '
L S R , SHc;O.
' ____ - __ _ ___ -'----
eo,HHECHINCER & CO.
LUMBER&. BUILDING SUPPLIES
. 986,
12
LL
'0
lw
' I
II 'PII

II II
1/ 1\ Ii

11 ;11 II


_ _ --J
lit:);



"
to.-.. , . "
.
. II .11 n

" II
II
II
II
\\' .of! I, '- -IF -n
, . II
\\ 1- ("-to...: :::; ?41 II
', .' ""-<- /I
JJ{} -"01'", , ?? II /I
\\ o:::,?? II II
;f- -r /I 'I:
\\ J
. .. ' 11 11
t
\\ , 48
M
Ul.P' II
!-r. - - .. - - - ..r II
\\ .-.-...-- ...... \I
II - - - - - - - . "
II I R
= ::::=b-- I II II I/ rU
\I ::::::= ==", , II II JIJj../.J7.',
\\ \I \I
\\ CONroAO II 1/ II 1r
1\ Q..: " II n
qJ:\ :s. 1I .II 6
h' ,,'1\
#' :
J' It
q 1/ ' 1,1 '"-'II '<i
(/ t II nlf\\il\
. , II
! ! \I!! 'I
(I II I,
1\
II
tI ..... :::