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Annual fleet president’s message, 41st j/30 north american championship, hot chocolate wins at bikini cup, shamrock’s big wins at the 2023 helly hansen sailing world regatta series.

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Sail1Design

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November 30, 1999 by Sail1Design Editor 2 Comments

The Blue Jay continues to be one of the leading one-design, sloop-rigged sailboats in existence today.  Fathered by Drake H. Sparkman, head of the New York designing firm of Sparkman and Stephens, Inc. after his tenure as chairman of a yacht club junior sailing program, the Blue Jay was pencil drawn in 1947.  Designed as a “ baby Lightning” it became an all-around junior training boat and now has numbers over 7,200.  It is used not only in novice programs in yacht clubs from Florida to Maine, but also in teen’s, men’s, and women’s events.  Originally constructed of wood, the IBJCA voted in the early 1960s to allow fiberglass, however, wooden boats are still being made today.  It is interesting to note that when a friend of Drake Sparkman suggested that he name the boat “Blue Bird” he decided on the “Blue Jay” which could effectively be marked by a blue “J” on the sail. (Perhaps he thought noting the junior aspect).

The International Blue Jay Class Association was formed in 1954 by Allegra Knapp Mertz.  President for 35 years, she built the class with active board members.  Among those, Bob Sparkman, Drake’s son, who was treasurer for 20 years.  James Rousmaniere was President in 1960 and 1961; Ed Hoffman, President in 1971.  In 1984, at American Yacht Club’s Blue Jay Nationals, Leggie turned the gavel over to Bill Dunbar who had been an active board member for ten years.  He continues in this position today.

The Association (IBJCA) is made up of voluntary officers and executive board members from different sailing areas on the East Coast.  They continue to maintain a strict one-design class, publish a yearbook and newsletter, coordinate regional regattas and clinics, offer a National regatta ( Championship winner may apply for Champion of Champions ) and Master’s regatta plus have added a website

In 2005, Jim Hansen of Formula Boat Works, Ledyard, CT donated the Blue Jay mold he acquired from Salle Evelyn,(deceased), of Formula Yachts, to the Association in her memory.  Both Jim and Salle were dedicated to the Blue Jay and its continued growth for many years and this offer was graciously accepted. The Association has made arrangements to have a new builder, Allen Boat Co., use the newly acquired mold, noting that Tom Allen has been the builder of the Lightning for many years.  We welcome him “ on board”.

Class website: http://www.sailbluejay.org/

Reader Interactions

June 13, 2019 at 18:07

Where can I get an aluminum mast and boom for a bluejay sailboat ?

June 20, 2019 at 13:28

Attached are the drawings we have on file please let me know what you do and don’t need and we can get you a Quote. There are two drawings for the mast and one for the boom I have one for standing rigging and a spin pole as well if you need that.

Happy to answer any questions.

The Dwyer Team

Dwyer Mast & Rigging 33 Broadcommon Rd Unit 1 Bristol RI, 02809 P – 203-484-0419 F – 203-484-2014 http://www.dwyermast.com

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• Sailboat Guide

Blue Jay is a 13 ′ 5 ″ / 4.1 m monohull sailboat designed by Sparkman & Stephens and built by Lippincott Boat Works, Clark Boat Company, Formula Yachts, and Allen Boat Co. starting in 1947.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Once seen widely in novice programs and in yacht clubs from Florida to Maine (USA), but also in teen’s, men’s, and women’s events. The BLUE JAY was originally constructed of plywood. The class association voted to allow fiberglass in the early 1960s.

Total Sail Area 90 sqft. Main 62 sqft. Jib 28 sqft. Spinnaker 56 sqft.

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BOOK CODES     The Book Codes letters column indicates the books of our designs in which the study plans for that design are published. If they are shown in more than one book, the first one listed has the most detailed coverage. Please check-out the links (click on book codes) for more details on these books or call 1-800-6TILLER (800-684-5537). They stand for:

MATERIALS CODES    The following Materials Codes refer to the versions that have been drawn up as of the date of this price list. Check with us for other options or whether there has been a change in the one you're interested in. The codes are:

• All ferro-cement designs specify the use of high strength �” 19-gauge square welded mesh. “Chicken wire” is of inadequate strength and not acceptable.
• Price shown is for owner-builders. Professional builders please call or write for royalty/licensing agreement.
• Plans are in the process of being converted for this material. Existing plans will be sent on receipt of payment. Please allow approximately 60-120 days for delivery of the revised drawings.
• Displacement shown is for the boat in cruising trim, with tanks filled and people and stores aboard. For small open boats it is for the estimated structural weight only.
• Bid and Stock Plans only sold through licensed builder. Contact Benford Design Group for information on how to reach licensed builder

DISPLACEMENT & CONSTRUCTION COSTS    Costs for boatbuilding these days are fairly directly tied to the volume or displacement (weight) of the vessel involved. The feedback we've been receiving from our various builders indicates to us that costs are running from about $2.50/pound for the very heavy displacement types to over $4/pound for the lighter displacement boats. For an example, look at the range of displacements for our 50' designs - they range from 32,750 to 110,000 pounds. Using the lower $2.50 price times 110,000 gives $275,000 and the higher $4 times 32,750 gives $131,000.    These prices are for materials only, exclusive of any hired labor, tools, building site, building shed, insurance, launching, and inflation over the time during which the vessel is built.    A professionally built boat is running from a low of around $5/pound for the very heavy ones to well beyond $20 for the lighter ones. This would include the materials above plus the labor to transform them into a boat, but with no allowance for inflation. This figure can readily be run up, depending on the level of finish and detail, plus the costs for electronics and other extras that may be added as the boat is being built. Of course, the costs in a boat can be unlimited, as we all tend to add "just one more" item to them in an ongoing fashion, but these figures generally include all the basics such as engines, sails, berths, head and galley.

A CAVEAT....    We are known to be, perhaps, the most careful and conservative of designers. We take great care in trying to be sure that the designs are well thought out and detailed. However, there is always the possibility of a transposition or otherwise incorrect notation slipping by us in proofing the drawings. I remember one occasion, where ten years after we'd issued a drawing it was pointed out to us that we had the engine exhausting a couple feet underwater.... We then sent out over 60 notices to builders worldwide to correct this wrong note. Thus, if anything does not seem right, call or write us and let us know.

WHAT ARE STUDY PLANS?    Study plans are a way of looking at the outboard profile and/or sail plan and the accommodation plan of a boat in larger scale than is shown in our catalog and books. Many find this helpful in being able to scale various elements of the design to visualize how they would live on the boat and use it before going ahead with building the boat.    Thus, study plans are the outboard profile drawing (the sail plan on a sailing boat) and the accommodation plan (what would be called the floor plan in a house). Oftentimes, there are more than one version of a design and these are usually included in the study plan package. This varying content accounts for the varying prices listed for the study plans - the higher the price the more sheets of drawings included. The only exception to this is the Benford 30 set where there are over two dozen versions of the design and we usually limit the B30 study plan package to two versions. Most of the plans are about two by three feet in size and printed by the Xerox process on bond paper. Unlike older ammonia process prints, these will not fade when hung in sunlight.    In the case of the boats that are in our books, there is often more detailed information on the boats in the books than on the study plans, with the proviso that the drawings are reproduced at a reduced scale. Thus, the books are the best way to get an overview of the designs and the best place to start. In the following lists are Book Codes showing which boats are in which books.

WHAT ARE ESTIMATING/BID PLANS?    For the last three decades we've offered as "study plans" the profile or sail plan and arrangement plan sheets from our "stock plans" or construction plan sets.    Now, with the increasing complexity of gear available for cruising boats, and raw materials costs continuing to rise, we've decided to offer an alternative level of plans. These will be between the conceptual picture of the designs found in the study plans and the complete building plan sets. They will offer the prospective owner or builder a way to look over all the information on the plans about the scantlings and equipment specified. Thus, you will be able to do a better job of estimating the cost in time and materials to build the boat before committing to the full cost of the stock plans.    Our pricing is primarily based on the number of prints to be provided with a bit of a sliding scale factor built in to make the smaller boats less expensive.    When you've finished work estimating from the plans and wish to proceed with building the boat, it's then the time to buy the stock plans. To do this, you may pay the difference between the estimating/bid plans and the stock plans and have us send the balance of the plans and your authorization or building rights for one boat. Or, you can pay the full stock plan price and get a complete new set of stock plans sent to you, thus having duplicate prints for most all of the plans if you need one for the shop and one set for home.

WHAT ARE STOCK PLANS?    Included in this booklet is a list of our stock plans, current as of the date listed at the beginning. These are plans that have already been completed for someone else, usually as a custom design. They are offered "as is" and printed "from stock" and thus the origin of the name stock plans.    Our stock plans usually include the following drawings, as applicable to each boat: Lines Plan; Table of Offsets; Construction Plan; Sections; Inboard Profiles; Arrangement Plan; Deck Plan; Sail Plan and/or Outboard Profile; Rigging Details; Rig Plan; Engine, Steering & Tanks; and other details (sometimes standardized) as required. If the builder had done his homework by reading the boatbuilding books available, researching and/or working in various boatyards, and has the foresight to build at least a dinghy, if not one or two small boats before tackling a larger yacht, he'll find that our plans are quite explicit.    In the cases where there is more than one version already designed for the basic hull of one of our stock plans, these versions are usually included in the stock plan package. Such options may include alternate cabin profiles, different interiors, rig variations, and/or handy cross-reference information. When ordering stock plans which have more than one version please specify your preference of rig, interior and/or choice of construction method or material.    If you don't see what you're looking for amongst our printed stock plan lists please be sure to give us a call. We'd be happy to work with you on a modified version or a new design especially for you.    In the pages of our PRICE LIST are the prices for the Study Plans , Bid Plans and Stock Plans .

• Investigations & Narratives

After being grounded by Hurricane Ian, an aging sailor struggles to get back to sea

• Lane DeGregory Times staff

Capt. Jay got a boat.

Six months after Hurricane Ian smashed his live-aboard sailboat into the mangroves, after a Coast Guard helicopter rescued him, after spending five months in a tent beneath a Fort Myers bridge, John “Jay” Burki, 76, finally has a home.

He’d written his plea for all to see: “I need help finding a 47-foot sailboat.” Then a guy he knows told him about this 38-footer in Placida, about an hour’s drive north. It had been made for the 1985 John Candy movie “Summer Rental,” filmed around Tampa Bay. The boat’s owner had been hurt in a fire, or something — Capt. Jay is not entirely sure —and had to unload it.

Like many Floridians, Capt. Jay had given up on getting any storm compensation money from the Federal Emergency Management Agency. He was sick of the grind of bureaucracy, tired of living on land. He hadn’t been on shore this long for 30 years.

He had to get back to sea.

In mid-March, a few weeks after his story ran in the Tampa Bay Times, he caught a ride to the boatyard. The vessel was smaller than he’d hoped for, but a foot longer than his old one.

The guy told him: “It hasn’t been floating in quite a few years.”

Undaunted, the hoary-headed seaman said, he scraped together $3,000 from the Veterans Administration, Social Security, plus pension from his time in the Navy, and emptied his bank account to buy the aptly named Barnacle.

A friend helped him haul his donated bed, bookcase and boombox, his Mozart CDs and fishing poles to the boatyard. There, his new home sits on a slip of gravel. He spent a few slow days carrying everything up the 10-foot ladder onto the deck, then down into the crowded cabin.

“A good Monday morning to you as the sun rises from Placida,” he texted friends on March 20, beneath a photo of tangerine clouds. “Smile and enjoy your day.”

He was glad to make coffee on a real stove each morning and have ice in his rum and Cokes at night. To taste the salty air and hear the wind chiming his sail rigging.

Even if he was miles from the water. And his boat wouldn’t float.

At least here, he thought, no one could make him move.

Hurricane Ian killed nearly 150 people in Southwest Florida in September and left at least 5,000 without housing. About 10% of the homeless had lived on boats that were destroyed.

An estimated 34,000 people stayed in emergency shelters. But in January, after all 260 closed, hundreds of people were forced onto the streets — and into the woods.

Homeless advocates have nowhere to put them. Rent vouchers don’t help. Few places are taking new tenants.

Beneath the Matanzas Pass Bridge, where Capt. Jay landed after the storm, dozens of others pitched tents and relieved themselves in paint buckets. They amassed donated blankets, bikes and food, formed a makeshift community. Then in February, Lee County Sheriff’s Office deputies ordered everyone out.

Capt. Jay has no idea where his neighbors went. He found a lot on the beach where a house had been destroyed, and the owner said he could stay as long as he helped clean up.

But a local council member didn’t want tents on the beach.

So Capt. Jay moved onto the boat.

“They want $800 for me to stay another month,” Capt. Jay said at the end of March, ranting about the boatyard owners. “And the Barnacle’s so much worse than I thought.”

He already had repaired the rudder, put a regulator on the hose, added fiberglass. He wound up spending his next Social Security check to stay at the boatyard through April.

“Life without purpose is meaningless!” he typed beneath a sunrise photo he sent to friends April 8. That night, below a shot of sunset, he wrote, “Success in your life is a result of self-satisfaction.”

He felt the breeze through his beard, looked up at the stars, then climbed into his cabin and poured another rum and Coke.

He’s been stuck before. He worked as an electrician, oysterman and fisherman. Got married five times. After his daughter was grown, he sold his house near Lake City and moved onto his first sailboat in 2006. He anchored offshore, rowed a dinghy to town when he needed cigarettes. He rode out three hurricanes and dozens of other storms on the water.

But in 2012, Tropical Storm Debby dumped his sailboat onto Gulfport Beach, where he stayed on the wrecked Promise for almost a month. Town officials threatened to break up the vessel, so a crowd showed up and shoved it back into Boca Ciega Bay.

Capt. Jay planned, then, to travel to Key West. But he made it only as far as Fort Myers.

At the Placida boatyard, he has yet to repair his sailboat’s spreader, fix the in-board engine, buy an outboard one. Or climb the 52-foot mast to check the rigging.

With his slumped shoulders and back bent from an ancient injury, it’s hard to imagine Capt. Jay scaling a five-story pole. He insists he’s not worried. Besides, he has no one to help.

“I like solitude,” he said. “But I’m still searching for that female companion.”

He’ll settle for a Pomeranian. Or maybe a boxer. “Someone to travel around the world with me.”

“I’m going to do a TV show from every port. … I may be in the water by next week.”

Until then, his dreams will keep him afloat.

Enterprise Reporter, Hope and Humanity

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Timbers acquire forward Jonathan Rodriguez from Club America

FILE - America’s Jonathan Rodríguez protests to referee Fernando Guerrero during a Mexican soccer league game against Guadalajara at Azteca stadium in Mexico City, Saturday, Sept. 16, 2023. The Portland Timbers have acquired Rodriguez Wednesday, march 20, 2024, from Liga MX team Club America through 2026 with a club option for another year. (AP Photo/Eduardo Verdugo, File)

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PORTLAND, Ore. (AP) — The Portland Timbers have acquired Uruguayan forward Jonathan Rodriguez from Liga MX team Club America through 2026 with a club option for another year, the Timbers announced Wednesday.

Rodriguez has 21 goals and seven assists in 65 appearances across all competitions over the past two seasons with Club America.

Rodriguez had nine goals and three assists in 24 matches last year in Club America’s Apertura championship run.

He has also made 31 appearances with Uruguay’s national team, scoring three goals.

“Jonathan’s accomplishments as a player speak for themselves — he will provide us a constant attacking threat and has consistently scored goals throughout his career,” Timbers general manager Ned Grabavoy said in a statement. “We are eager to integrate him into the team, and we believe he can make an immediate impact.”

Rodriguez will join the Timbers as a designated player pending a physical and receipt of his transfer certificate and visa.

AP soccer: https://apnews.com/hub/soccer

30-day dry time proposed for Yellowstone-bound boats

To reduce the possibility of invasive mussels reaching Yellowstone Lake, the National Park Service is considering a requirement that a boat be inspected and sealed to its trailer for 30 days ahead of its intended launch date.

The requirement, if adopted, would apply to all inboard/outboard and inboard jet motorboats and sailboats. The Park Service referred to such craft as complex motorized boats. An exception would apply to boats powered only by an outboard motor.

“Large, complex, trailered watercraft pose the highest risk of transporting and introducing invasive mussels, and other AIS, because they are difficult to inspect and less likely to completely drain/dry or be fully decontaminated,” the Park Service wrote. “Manual decontamination with the use of hot water is not always 100% effective in removing all mussels. Given this, a 30-day dry time is needed to mitigate the risk associated with these watercraft.”

In addition, the Park Service is proposing to “deny launch to any watercraft (motorized or non-motorized) that has previously been fouled by mussels, regardless of dry time.”

In seeking public comment through April 5 on the proposal, the Park Service cited the “increased risk of invasion” by zebra and quagga mussels, collectively referred to as dreissenid mussels, “following recent detections of these highly invasive species in waterways” close to the park.

The mussels “have caused irreversible ecological damage and extensive impacts to infrastructure and recreation in waterways throughout the Midwestern and Eastern United States, as well as in the lower Colorado River Basin,” the Park Service noted.

New infestations were detected in South Dakota’s Pactola Reservoir in 2022 and the Snake River near Twin Falls, Idaho, in 2023. The Idaho detection was the first time the mussels had made it into the Columbia River Basin.

In addition, during inspections last year and in 2022, Yellowstone officials “intercepted and denied launch to mussel-fouled watercraft, highlighting the urgency and severity of the threat.”

“Given Yellowstone National Park is located at the headwaters of the Yellowstone, Snake, and Missouri river drainages, pro-active measures are required to ensure the long-term ecological integrity not just of Park waters, but also of downstream mussel-free waters in Wyoming, Montana and Idaho,” the Park Service wrote. “Failure to prevent invasion by dreissenid mussels could result in widespread negative impacts to natural resources and recreational values, and could undo over two decades of work to restore populations of native Yellowstone cutthroat trout (Oncorhynchus virginalis bouvieri) within the Park. Because there are no effective eradication methods, and control/containment is both costly and environmentally consequential, prevention of an introduction is critical.”

Seals from Yellowstone National Park, Idaho State Department of Agriculture; Montana Fish, Wildlife, and Parks; and Wyoming Game & Fish Department will be honored pending verification of the 30-day dry time during an already-mandatory Yellowstone AIS inspection prior to launch. Boaters will also be asked to present the inspection receipt from the date the seal was applied.

The preferred method for submitting comments is online at https://parkplanning.nps.gov/yellboats. Comments may also be mailed to: Yellowstone Center for Resources Attn: AIS Proposed Changes, PO Box 168, Yellowstone National Park, WY 82190. The deadline to submit comments is Friday, April 5.

At the conclusion of the 30-day public comment period, the NPS will analyze and consider all comments received. A final decision is expected this spring.

Providence Sacred Heart Children’s Hospital: 20 years of caring

At just four days old, Elliott Naftzger underwent her first open-heart surgery.

Fatal shootings in D.C.’s Shaw area recall neighborhood’s violent past

Two men were killed and five people wounded sunday almost 30 years to the day after a similarly brazen, deadly attack nearby.

The gunshots that jolted her awake in the District’s Shaw neighborhood at 3:01 a.m. Sunday were “huge booms,” as Sheena Berry tells it: one volley of bullets and then another, fusillades that left two people dead and five wounded.

The location — P Street between Sixth and Seventh streets NW — is as familiar to D.C. police as it is notorious in the geography of homicide in the nation’s capital. For two generations, lethal gunfire has impacted the area, which borders Logan Circle and downtown, and is just north of the Walter E. Washington Convention Center. Sunday’s mayhem echoed a history of bloodshed on those blocks, once a hot spot of crack-fueled violence in the city.

“Lost lives and terrorized,” said Berry, an advisory neighborhood commissioner in Shaw, describing victims and residents.

Gentrification has largely wiped away the open-air drug markets that proliferated during the murderous crack epidemic of the 1980s and early 1990s. Yet in some ways, the streets around the Kennedy Recreation Center in Shaw remain the stubborn remnant of a bygone era.

“It’s just a continuous tragedy,” said Rachelle Nigro, the ANC chairwoman for Shaw. “Residents who have lived in that area have been terrorized for decades with violence. … How much can this community take?”

The two men killed were identified by authorities as Anthony Brown of Southeast Washington and Jay Lucks of Baltimore. Both were 32. Two women and three men survived their wounds, according to police. Three live in Maryland and two in the District. Relatives of Brown and of one of the women who were injured declined to comment. Efforts to reach others were not successful.

D.C. police have provided few details of the shooting and have not discussed a possible motive. Two officials familiar with the investigation — speaking on the condition of anonymity about an open case — said some, if not all, of the victims appeared to be coming from a nearby nightclub. It could not be determined if that played a role in the shooting.

Violent crime in the Shaw area increased last year compared with 2022, as neighborhoods across the District experienced spikes in robberies and gunfire, according to police statistics.

Homicides so far this year in D.C. are down 32 percent compared with the same time in 2023, and violent crime overall has also declined citywide. But on the blocks surrounding Seventh and P, crime has stayed relatively consistent compared with the first few months of last year. As of Monday, according to police, there had been four robberies and two shootings, including the deadly gunfire over the weekend.

Recurring violence has afflicted the neighborhood dating back to when D.C.’s annual homicide toll was so high in the 1990s that the city was widely considered “America’s murder capital,” and Shaw was among its desolate killing grounds.

One attack in particular became a symbol of that intractable violence and its intrusion on everyday life — a burst of gunfire inside the then-bustling O Street Market almost exactly three decades ago, March 31, 1994, that killed one and injured at least eight. It occurred just a block from Sunday’s shooting scene.

By 2013, the empty, vandalized marketplace was redeveloped in a now-gentrifying neighborhood. A Washington Post headline conveyed a sense of hope: “O Street Market: Symbol of violence becomes a marker for D.C.’s resurgence.”

But the violence, largely attributed to feuds involving Fifth and O as well as Seventh and O street crews, has never fully gone away, even if motives and participants have changed. In 2022, federal authorities arrested more than 20 people and seized cocaine, fentanyl and firearms following a year-long investigation of the crew at Seventh and O. Prosecutors said a dozen people have been sentenced to prison for between three and 10 years.

On Sept. 1, two women, 18 and 19, were fatally shot near Seventh and O. Police said more than 100 bullets were fired in the shooting a few minutes before midnight at the start of the Labor Day weekend. Near that shooting, and near where Brown and Lucks were fatally shot, is an upscale French bistro struggling to stay open. Its owner, Cedric Maupillier, blames crime — and, by extension, the officials in charge of driving it down.

“It’s sickening, and I’m tired,” Maupillier said Monday as he walked inside Convivial after yelling at a passerby for trying to hide beers in one of his planters. “The only people to blame are the people who run the city.”

Maupillier opened Convivial in the heart of Shaw about 10 years ago amid the dramatic transformation of a neighborhood once known for gang-fueled gunfights into one with two-story rowhouses selling for an average of $660,000. Back then, Maupillier believed he had hit the real estate jackpot: He could serve escargot and “Le Classique Cheeseburger” in a flourishing part of the District.

Now, he said, his location is costing him diners and employees. In October, men opened fire at the Giant supermarket across the street, sending customers cowering under tables, fearing an active shooter. At least two of his employees quit in the past year because of crime in the area, Maupillier said.

The gunfire in the wee hours of Sunday was just another reminder of how dangerous his block had become and, the owner said, the inability of District officials to address the problem.

“They lack courage to change and be more aggressive toward the people that create crimes,” he said. “Police can’t do anything. We don’t do anything about petty crime anymore.”

Asked whether Secure D.C., the bill recently passed by the D.C. Council that allows tougher enforcement of low-level offenses, eased his concerns, Maupillier said: “I don’t believe in politics. I want people to actually do the job they say they’re going to do.”

Last year’s 274 homicides , the highest recorded in the District in a quarter-century, sent leaders and police scrambling for answers. Council member Brooke Pinto (D-Ward 2), who represents Shaw, sponsored the sweeping public safety bill Secure D.C . that Mayor Muriel E. Bowser (D) signed March 11.

The law includes tougher punishments for offenses such as illegal firearms possession and allows for more suspected violent offenders to be held before trial. It also eases some restrictions on police to target suspected criminals. In a statement, Pinto, chairwoman of the council’s public safety committee, said she was “gutted to see a mass shooting in Shaw this weekend.”

In a statement, Pinto said the shooting “has far-reaching consequences and pain” for the community’s victims and residents. “We know this particular area of Shaw has experienced a disproportionate amount of gun violence and that residents are rightly scared, angry, and eager for change and improvements.” She noted that the crime bill addresses gun violence such as what occurred Sunday.

Berry, the ANC representative, said she plans to meet with violence interrupters to learn what is being discussed on the streets about the shooting. She said she has voiced concerns that provisions of Secure D.C. could bring harsher police tactics without addressing other issues that lead to violence.

“We don’t do any preventive work,” Berry said. Referring to Secure D.C., she said: “There is a false illusion to safety since this bill has passed.” She added, “The problems that we have are not going to be solved with one bill. It’s not going to be solved overnight. It’s going to take the whole community to come together.”

Nigro, the ANC chairwoman, said she routinely asks for more police officers, particularly on the blocks around the Kennedy Recreation Center. “Seeing police, having that on-the-street presence, speaks volumes for the constituents,” she said. “Would that have changed anything early Sunday morning? I don’t know.”

On Secure D.C., Nigro said it is too early to assess whether the new law will help curtail violence. “We have to give it time,” she said. “One can hope that it will help.”

Nigro said she talked to one resident who has lived in Shaw for 40 years and who recounted 40 years of trouble.

“What is the solution?” the neighborhood commissioner said. “That is what we’re trying to figure out and find ways to help all these community members. How much longer can this go on? My constituents are worn out.”

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