Wednesday, April 29, 2015

I-395 Center Leg Squeeze- May 2, 2015

About the construction project to illegally constrict the I-395 Center Leg right of way to maximize developer profits at the expense of the general welfare

For more on this, see:

http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html







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Posted by: "Johnson, Lendia (MPD)"

Hello Everyone:

Here is the latest traffic advisory associated with the next phase of the I-395 Air Right project.  Please see website for additional information.  Please let me know if you have any questions.

Lane Reduction, Speed Restrictions on Highway Portion of I-395/3rd Street Tunnel set to begin on Saturday, May 2

Commuters should anticipate delays due to the reduction of one lane on the 2nd Street Off-Ramp to Massachusetts Avenue, NW
http://ddot.dc.gov/sites/default/files/dc/sites/ddot/Traffic%20Advisory%20Banner_2550px.jpg
Media Contact
Michelle Phipps-Evans, (202) 497-0124, (202) 671-0624, michelle.phipps-evans@dc.gov

(Washington, DC) The District Department of Transportation (DDOT) and Property Group Partners (PGP), the developer for the 3rd Street Tunnel project, will institute a single-lane closure that will reduce the 2nd Street off-ramp to Massachusetts Avenue from I-395 northbound to just one lane, starting Saturday, May 2, at 12:01 am, weather permitting. This closure will last approximately 17 to 19 months.

In addition, the posted speed limit on I-395 will be reduced to 35 miles per hour within this work zone.   Commuters should note that the Metropolitan Police Department will re-install speed cameras along this highway and that fines are doubled for speeding within work zones.

Traffic Impact
 
The ongoing lane closure on the 2nd Street off-ramp will result in moderate-to-significant traffic delays. Motorists, pedestrians and bicyclists will experience increased travel times and delays . New traffic signal modifications and lane configurations will be implemented at major intersections near the tunnel and ramps. 

Parking restrictions will be placed on D Street from 2nd Street, NW, to New Jersey Avenue, NW. Restrictions  will also be placed on New Jersey Avenue from G Street, NW, to 2nd Street, NW.

Motorists using the tunnel, adjacent roadways and detour routes are urged to stay alert and use caution when traveling through this area. Truck traffic must follow truck detours and adhere to over-height restrictions.

This phase of the 3rd Street Tunnel project, which is ongoing for 17 to 19 months, is preparing the I-395 highway, between E Street and Massachusetts Avenue, NW, for additional construction.

Also, commuters and pedestrians should note that related roadway construction and utility relocation are occurring above the highway on Massachusetts Avenue and H Street between 2nd and 4th Street, NW.

If at all possible, motorists should use alternative routes. Likewise, pedestrians and bicyclists are urged to stay alert, follow all posted signs and use caution when traveling through the work zones.

For additional details, please contact the project’s public outreach office at (202) 719-0196. For more information about the project, visit www.3rdsttunnel.com.
Visit goDCgo.com for more information on transportation options in the District.
For additional traffic advisories, look in DDOT's Newsroom.

Email Notice from February 5, 2015.

As Chief Traffic Engineer for the District Department of Transportation, I am writing to provide you with advance information concerning changes in traffic patterns around your building as it relates to the above mentioned project.  The I-395 Air Rights – Capitol Crossing Project is the first of a multi-phase master planned development located over the I-395. Newly designed pedestrian and vehicular corridors will reconnect the Capitol Hill and East End communities, update traffic patterns, and deliver new safety features.  More information about the project can be found on the www.3rdsttunnel.com website.
 
As the Developer’s Contractor starts (within the next week to 10 days) with the next phase of work you will notice the following:
 
  • Demolition of the shoulder and median barriers
  • Setting of temporary barriers and signage for Maintenance of Transportation Plans
  • Removal of street light poles and the installation of temporary lighting
  • Installation of duct bank and cabling for replacement of communication system in conflict with the slurry wall
  • Installation of temporary drainage
  • Demolition of the retaining wall on the east side of the north block of the freeway
  • Installation of support of excavation on the east side of the project
  • Excavation between the retaining wall and the support of excavation line on the east side of the project.
  • Closing of southbound exit ramp from I-395 Southbound  at 3rd Street
 
There will be traffic delays in the area and motorists are urged to stay alert and use caution when traveling through these work zones.  This phase of the project will take approximately four to six months to complete, weather permitting.  We will keep you updated by sending  various traffic advisories.
 
Thanks for your support.
James M. Cheeks, Jr.

Transportation Operations Administration│Desk (202) 671-1497│James.Cheeks@dc.gov │www.ddot.dc.gov
 
Lendia Sue Johnson
Community Outreach Coordinator
Seventh District
Metropolitan Police Department
2455 Alabama Avenue SE
Washington, DC 20020
(202) 698-1454 office
(202) 439-5475 cell
(202) 645-0020 fax
 
"I've learned that you shouldn't go through life with a catcher's mitt on both hands; you need to be able to throw something back." – Maya Angelo
 

Friday, April 17, 2015

David Alpert & Company Totally Out of Touch on I-395 Extension


David Alpert - developer shill
Loads up zoning meetings with sycophants for maximizing developer profits by eliminating including off street parking- yet is said to keep his own private auto at his residence in the DuPont Circle neighborhood in Washington, D.C.

Whereas popular sentiment favors keeping the Center Leg open, and overwhelmingly favoring its extension to the northeast via a tunnel, David Alpert has written:
http://greatergreaterwashington.org/post/520/north-capitol-competing-visions-for-handling-traffic/
But I noticed one very bad idea briefly mentioned on page 24 of the plan, the section on traffic. The neighborhood is very close to the intersection where the I-395 freeway comes out of the tunnel under the Capitol and dead-ends at New York Avenue. This is one of the last pieces to be built of the original DC interstate plan. The Northwest One master plan (from 2005, remember) says, "There is significant congestion along New York Avenue between the I-395 tunnel and North Capitol Street... This study recommends... the extension of the I-395 tunnel from its current terminus to Florida Avenue."
DC planners may have good ideas on smart growth, but at least in 2005 they still were stuck in the past on traffic. Adding more traffic lanes does not reduce congestion; at most it pushes it elsewhere. Extending the tunnel might allow New York Avenue to become a pedestrian-friendly road, but will also make I-395 even more appealing for drivers, increasing traffic volume there. If there are bottlenecks in the tunnel, more drivers may divert to the same city streets the plan aims to protect. And what about New York Avenue east of Florida Avenue? Enabling more traffic will make that area even more difficult to turn into walkable urban neighborhoods one day.
Continuing to surprise me, however, is the federal government: the National Capital Planning Commission conducted a charrette with Federal agencies and six consultants, which resulted in a report recommending the opposite of DC Planning's tunnel extension. Noting that many drivers use New York Avenue and 395 to cut through the District between Maryland and Virginia instead of the Woodrow Wilson Bridge on the Beltway, the report advocates designing New York Avenue to serve DC residents instead of suburbanites. It recommends planners "encourage more smart, pedestrian-friendly, mixed-use development" and "create a corridor with a better balance of transportation modes (e.g. transit, walking, bicycling)."
For the New York/Florida Avenue intersection, the group suggests policies to "discourage drive-through, auto-oriented uses at the intersection" and "employ traffic-calming measures to slow traffic to a level compatible with the urban neighborhood." Most remarkably, the report recommends DC evaluate congestion pricing in the area, and even cutting I-395 back to end at Massachusetts Avenue (a road which leads to DC neighborhoods on both ends, rather than connecting directly to a Maryland freeway).
This is remarkably progressive thinking from a federal board. This is a major intersection that carries large amounts of traffic, but is also ugly and overly designed for cars. Most Departments of Transportation would only be able to think about increasing its traffic capacity, but NCPC is instead recommending restoring the area to a vibrant urban fabric. And it can be done while still enabling people to drive in and out of the city, just as people successfully do along the avenues to the north, which work relatively well as neighborhood main streets and commuter boulevards at the same time.

This completely ignores the reality that New York Avenue is the de facto extension of the Route 50 freeway from Maryland.

Ryan Avent:
Some would argue that the solution would be to run the freeway all the way through the city, reducing traffic impacts on non-freeway streets. This is a bad idea from an induced demand standpoint and also completely unrealistic. It would cost billions, and if the city was unable to run the freeway through during the golden age of highway construction, it damned sure wouldn’t be able to do it now.

Ryan Avent presents absolutely nothing supporting his view.  He has never discussed any of the various ideas for an I-395 tunnel extension, let alone the history of the planning nor the politics, and pretends that the U.S. Federal government is somehow too poor to spend a a tiny drop of the federal budget on a heavy excavation cut and cover tunnel about 1/4 of a mile in length, plus one with light excavation on an excess parking strip between the north side of New York Avenue and the south side of a sloped embankment to a giant railroad right of way.  He rests entirely upon the 'induced use' hypothesis spin that building something for people to use is a bad thing- a condemnation that would be the flip side of condemning something as being used by too few people as being cost effective.  IOW induced use means that many people use something- making it MORE rather than less cost effective.  Besides we already have the existing Center Leg which was designed with 8 lanes, of which only 4 are in use at its north end- scheduled to be made permanent by the Capitol Crossing Air Rights project's numerous support columns- a fact unreported in the newspaper and real estate development cheer leader media outlet.

We are supposed to take his word because he is a 'new urbanist'.

Digging that out for a box tunnel in that area would be immensely less complicated and thus less expensive than beneath the Avenue, and would be adaptable to an adjoining deck over the rail properties for supporting a new linear parkland and new real estate development.

None of these planning efforts went back to the previous plan in place when the extension was 'de-mapped' during the 1970s which had better geometry but which would have demolished over 500 Victorian era townhouses in the blocks between 4th Street and North Capitol Street.  Nor did the planning consider my alternative of a superior geometry transition tunnel arcing beneath the intersection of New jersey Avenue and N Street to a double stack configuration beneath O Street.

Its a shame yet telling that such writes as Alpert and Advent have apparently stuck their finger to the wind of whatever the hoary old blood medievalists want- screw the general public.



Friday, April 10, 2015

More Junk From The Washington City Paper

"Best Argument for the War on Cars"?
- the vehicular traffic on New York Avenue between the I-395 truncation & MD Route 50

No.  The City Paper gets it wrong.  The situation described is entirely due to the failure to follow the local sentiment to extend I-395 as a tunnel, instead of having New York Avenue be the de-facto I-395 extension.

Junk as what follows should be expected from a publication that blurs the history of the un-built Washington, D.C. freeways and then CENSORS comments to provide more detailed information.


http://www.washingtoncitypaper.com/bestofdc/peopleandplaces/2015/best-argument-for-the-war-on-cars

Best Argument for the War on Cars

Wendy’s
100 New York Ave. NE
In the government office hellscape where New York and Florida avenues NE meet, there’s one bright spot: Wendy’s. While the chain’s perky commercial mascot isn’t for everyone, the fries definitely are. So why is one of the District’s most prominent Wendy’s so hard to reach? Located in an impossibly tiny triangle of land that’s blocked off by O Street NE, First Street NE, and the two state avenues, getting to and from the Wendy’s means risking your life for a fry sleeve. This is end-stage automobile culture: a restaurant penned in by cars that is really difficult to reach in a car. If you manage to make it to Wendy’s, leaving is just as hard, thanks to the traffic patterns swirling around New York Avenue. Thanks a lot, Henry Ford—I’ll stick with Dave Thomas.

Wednesday, April 01, 2015

A Summer 1963 Conversation

‘Infrastructure for the family of Man’

A Summer 1963 conversation between U.S. President John F. Kennedy, 

and Speaker of the House William John McCormack




John William McCormack Drive - the former Brookland Avenue
within Washington D.C. along the western side of the B&O railroad at the eastern edge of the main campus of Catholic University of America


U.S. Speaker of the House John William McCormack

1963 Boston Inner Belt Park Covered Tunnel proposal

Washington, D.C. B&O 95 Corridor Overlook of the Capitol 
just south of Franklin Street

A Telling renaming of a local street for the man 
who warned JFK not to push his great idea for Washington  DC

Transcript of a private conversation between U.S. President John F. Kennedy and U.S. Speaker of the House John William McCormack while taking a tour between the eastern edge of Catholic University of America and the west side of the B&O railroad in Washington, D.C. on a arm and sunny day in the summer of 1963.

Found in a copy of the 1963 Boston Inner Loop Design Study Report within the library of Catholic University of America with a cryptic note:  “the re-naming of Brookland Avenue alongside CUA after the speaker, relates to his warning to JFK to not impose his grand idea”

JFK- John, I think we had a great transportation report for Washington DC. , one that will provide a better transportation system for Washington DC and the area; one which is more efficient, less impactive and more comprehensive, and which will meet with the approval of the people.

We have moved from the plan under my predecessor’s administration in 1959, one quite heavy on vehicular highways with but a skeletal rapid rail transit system, to one that is undeniably better balanced.

We greatly added to the proposed rapid rail transit system.  

And we greatly reduced the impact of the proposed freeway system, downsizing some routes and consolidating others, vastly reducing the new right of way requirements and displacement.  
Yes we went along with the idea heavily promoted in far NW to eliminate the I-70S NW Freeway, though substituting a series of reduced footprint express roads through Bethesda down to the Potomac.   

And we have eliminated the heavily impactive downtown full interstate highway Inner Loop, deleting the I-66 North Leg along U Street and the East Leg along 11th Street, replacing the former with a depressed express street, and shifting the latter to a hybrid intermediate routing along Eastern Avenue. 

Yet the plan still provides  for a robust network of express roads and interstate highways, with that latter link an interstate spec link to the Kenilworth Avenue freeway, supplemented by the consolidated route of the two remaining planned northern radial freeways – the North Central and the Northeast – into a “Y” route, with its left hand portion along the B&O railroad industrial corridor, which is long established, hence avoiding the introduction of a new local separation while employing lightly developed rail-side industrial properties hence likewise avoiding a lengthy swath of demolition, reducing that to a short stretch along New York Avenue to connect with the planned Center Leg.

So strange that they were considering two separate routes each cutting all new swaths through long established residential areas, rather than this railroad-industrial corridor conveniently located  midway between the eastern beltway  and the Potomac.  One along Georgia Avenue.  The other directly through Brookland.  And though there was consideration of using the railroad in Silver Spring, they were going to have it then divert directly south cutting down along Georgia Avenue.  Some 4,000 plus houses roughly along Georgia Avenue, while another separate path was to be cut through NE- and to think right at the time that Peter S Craig and his clientèle at Covington and Burling were  getting to cancel the NW Freeway that was only going to displace 74 houses to the west of Rock Creek Park, yet over 1,000 to the east.  So it’s a good thing that the local discussions could finally agree upon the obvious way of routing via the B&O Metropolitan Branch RR.

JWM- Well yes, that would have been more direct for the North Central, in the District along Georgia Avenue.  As well as the easterly route for the Northeastern – I-95 – considering the talk of running that East Leg straight to the 11th Street Bridge along 11th Street,  that land route subsequently nixed on Capitol Hill.  Yet that railroad corridor, given its central location and the space there to the north of New York Avenue in the rail-yards for the necessary interchange connections to the center leg and even potentially the idea of an East Leg routed towards the Anacostia River which your report did not include, does appear to be the correct choice.  Appears.   

JFK- “Appears”.  What are you getting at?

JWM- Well there are still some local concerns about that routing.

JFK—Yes, yes, I know.  That about the connecting segment from Maryland routed via the Catholic Sisters College property.  The Church objected and that’s been changed to the Fort Drive route between Gallatin and Galloway Streets.  I guess that the Church would ever want anything to happen to that, like the adjoining neighborhood being largely torn out or selling Catholic Sisters off to development …

JWM-  Yes, but no.  There are other concerns.  Not so much about I-95 from Maryland.  As you can gather, that new complex, Prince Georges Plaza, was built for that and awaits that highway link via the adjacent Northwest Branch Park corridor.  That route remains essentially unchanged by the switchover from the Catholic Sisters route to the Fort Drive route.    But rather the very concern, ahem, relating to  why you might thin, why the B&O route went so ‘overlooked’ by the earlier freeway planning.

JFK- You mean there is some perceived conflict with the idea of that corridor being used for the freeway along with the rapid rail line?  How?  Something similar to that has already been approved in Chicago.

JWM- John.  Do you think that Catholic Sisters is the only property of concern in NE?

JFK- Well, who or what along the B&O railroad within Washington, D.C. opposes the freeway routing there?

JWM- Well…

JFK- What?  

JWM- Well, what’s the largest single property there along the B&O railroad?

JFK- Are you trying to tell me that the Holy See opposes running I-95 along the B&O railroad because that also runs by Catholic University of America?  That is the largest single property along this corridor.  And it just happens to be perhaps the largest Catholic Church property within Washington, D.C.

JWM- Well…

JFK- Well, what?

JWM- Well…

JFK- Well like what?  The planning has to place the highway there.  It’s the sole established grade separated transportation corridor within Washington, D.C. and conveniently located midway between the now under construction Beltway in Maryland and the Potomac River.  And it has a good amount of lightly developed rail side industrial properties.  So it makes perfect sense operation ability wise and in achieving a freeway route with the least impact to residential neighborhoods.  And besides anyway, the planning places the highway along the railroad’s eastern side, away from CUA to the west.

JWM- Yes.  The option of placing the highway to the railroad’s western side was briefly considered by the 1960 Northeastern Freeway study report.  It appeared there as a preliminary idea that was dropped with little apparent discussion.

JFK- Well, that’s understandable, given the basic conventional wisdom given in that report, as it is so in so many freeway study engineering reports.

But I’ve been thinking.  Why defer to conventional wisdom?

Have not you seen what’s being considered in our hometown area of Boston?  With the proposed Inner Loop?

People there were up in arms over that idea, of an Inner Loop Freeway in near downtown Boston.  I mean just think of the standard designs that we have seen for freeways, freeways in urban areas in particular.  Either on the surface.  Or up in the air on a viaduct or an earthen or concrete berm.  Or in a trench open to the sky.  And especially upon a right of way either involving clearing out substantial numbers of houses other buildings and or displacing cherished park-lands.  And with right of way requirements that cannot be satisfied with something like DuPont Circle of a trenchway-cut and cover tunnel combination within existing right of way.

So a bunch of us have been taking a more comprehensive look at the matter to see about better ways of integrating freeways into the urban fabric.  Given the right of way requirements e will want to maximize the use of existing relatively clear areas, and given the traffic noise issues etc, we are going to want to go with enclosed tunnel-way highways.

So we have come up with some interesting new designs for the Boston Inner Loop, with berm-ways replaced with below grade designs, and with open to the air designs replaced with enclosed tunnel-ways within box tunnel segments and covered with park-lands to build upon and expand that restively rare commodity within the urban fabric.   Just take a look at the preliminary report introduced just now in 1963 for the Inner Loop, with a more detailed report due shortly afterwards.  Just look at this concept as applied to the Fenway.

JWM-  Well that does look nice.   

JFK-  Yes it does. 

Now imagine that here, right alongside Catholic University of America.

And note this, as we meander southward alongside Catholic University along Brookland Avenue along the railroad’s western side.  Note what happens as we travel further south, past Michigan Avenue along this industrial strip along 8th Street NE which begins widening as we continue to Franklin Street, and then walk up onto the Franklin Street overpass and look south.   See how the topography descends, revealing what would be the best through the windshield view along the Maine to Florida I-95 or indeed perhaps anywhere along the U.S. interstate highway system.  See how the Capitol rotunda and the Washington Monument all come into view.

JWM-  You mean placing the I-95 North Central Freeway along the western side of the railroad?!

JFK-  Yes.  For the southbound lanes, given both the space issues and that panoramic view through the windshield of the U.S. Capitol greeting inbound travelers.  None of the studies even mention this major benefit with such a routing.

JWM- Of course they don’t.  It would be rather costly to have the southbound lanes burrow beneath the railroad from the east to west sides to the south of CUA.  And running I-95 directly along CUA would ruin it with the traffic noise.

JFK-  Yes by conventional means.  

But this will not be a conventional highway.  

Just think about the new proposals for the Inner Belt Fenway segment. 

We’ll place the southbound DC I-95 lanes alongside CUA and the western side of the railroad encased within a box tunnel directly beneath Brookland Avenue and then further south beneath 8t Street NE, with Brookland Avenue and 8th Street reconfigured to be continuous alongside our new grand, gently arcing pedestrian promenade.  Just as I-695 in Boston shall pass beneath a pedestrian promenade at the Fenway, I-95 shall pass beneath a new pedestrian promenade alongside CUA in Washington D.C. It shall be great!.

JWM-  Oh really?

JFK- Oh yes!  And not simply I-95 or combined I-95/I-70S, but also the adjacent railroad.  Cover that as well with our new covered highway!

JWM-  Are you sure that you want to do that?

JFK- Why not?  It would not be like being next to a conventional freeway or railroad.  Rather it would be being next to a new linear park.  A new northern extension of the National Mall, conceivably, with it being brought even southward of where the freeway would turn to join the Center Leg, addressing the rail corridor all the way down to Union Station.  Just looking at that with how its outer walls mar out a set of service road extensions of Delaware Avenue, and with that half traffic circle in front it looks like something the McMillan Commission would have come up with if they had only extended their vision a bit further.

JWM-  Well…

JFK- John.  This is a splendid opportunity to address how major road projects ought to be designed to better fit within urban environments.

Many have questioned carving new freeways through cities due to the right of way requirements of displacement/demolition; hence they have called for avoiding such types of routings.
But there are also issues of the noise from such concentrated traffic.

And as we already know from the recent planning, wealthier areas are getting away with avoiding their fair share of the traffic burden.   Our 1962 report went along with canceling the NW Freeway.  But look at downtown Bethesda and Friendship Heights.  Those areas are envisioned to be massively redeveloped.  That means massively demolished to accommodate the new redevelopment.  And look at those in NW that opposed the NW Freeway with the opposition primarily from far NW where the freeway would have displaced 74 houses, while supporting the North Central Freeway along Georgia Avenue displacing an upwards of 4,000+ houses.  WTF?

So to better accommodate the urban freeways build them as tunnels.  Not so much tunnels drilled deep underground.  But rather simple box tunnel construction of what would have been built anyway a s an open trenched freeway.

And do it comprehensively.

It would include reconstructing our railroads as well, not only providing a comprehensive highway network but a comprehensive road network wit he reconstruction of our urban railways with improved capacity and geometry.  It’s a win win.  Let’s make the I-95 B&O freeway the model for America!

JWM- Well…

JFK- Are you trying to tell me that the Holy See would oppose that? 

People have already opposed overly destructive urban freeways.

The Holy See opposed the Catholic Sisters route openly.  

Yet I have not heard anything about them opposing the B&O route North Central Freeway.  Are you telling me to expect reading about them opposing a project for a freeway that is tunneled, and via a project that also tunnels the railroad?  What are to expect to see in the papers that the Papacy opposes a freeway that takes but a fraction of the houses taken by other freeways that they did not object, and that they not only oppose a freeway that is tunneled but likewise oppose a project that would likewise tunnelize the railroad.  Are people to expect to see the Roman Catholic Church champion getting over upon the public merely to maintain their splendid isolation behind a surface railroad?

Please!

JWM- John, well…  Why do you think the planning was going for separate freeways along Georgia Avenue and further east, displacing 1000s of houses rather than use the lightly developed industrial properties along this centrally located railroad right next to the largest Catholic property in Washington DC.

JFK- John, well what?  

So they were going to try to get away with bulldozing 1000s of peoples homes to avoid routing the freeway through a lightly developed railroad industrial corridor simply to placate some neurotics in control of CUA!

I as elected to be President of the United States, not to be the errand boy for Rome.  Hence, I have recently reconsidered our 1962 report’s abandonment for the 3 Sisters Bridge.  Lets look to a better design for the approach roadways, particularly the connecting freeway along the Georgetown waterfront, putting that into a park covered tunnel.   And let’s take another look at what we did with the Inner Loop.  It is good that we deleted the U Street trench-way and berm-way for crosstown I-66.  But our ‘express street’ plans still displace a significant number of townhouses while providing only 2 lanes in each direction- a lack of capacity likely to lead to another such project needed to parallel that in a few years still displacing more homes.  And is not relocation of the East Leg to Eastern Avenue more than a bit disjointed, particularly without the remaining western portion of the previously proposed intermediate beltway?   For something more workable, let’s build a 3 Sisters Bridge connected to a fully tunneled I-66 across downtown fully beneath existing street right of way with at least 3 lanes in each direction.  And have it connect to an Inner Loop East Leg along the western bank of the Anacostia River, right to the site of East Capital Street were they are planning that new stadium.  There is plenty of underutilized land along the Anacostia’s western bank that could better accommodate a freeway with a tunnel box built right into the side of the hill, with a new pedestrian promenade there- way better than that monstrosity on the eastern side of the river that cuts everything off from the waterfront.  How can we tolerate that when they have not built tunneled freeways elsewhere in Washington, D.C.

Please.  That status quo is just so inequitable on the surface that I doubt that the American people would ever stand for that.

JWM-  You think that you can get away with that?  Have you forgotten what you are dealing with?  Remember what happened to Charles L’Enfant?  He wanted to interfere with the Carol family’s Tobacco loading dock area by not letting them have their mansion just a little closer to the canal, and was subsequently fired by George Washington himself.

JFK-  Do you really think that Rome could get away with stopping this vital project?  I-95 is only like America’s Main Street along the East Coast from Maine to Florida.  Do you really think that I-95 could be scuttled and stubbed at the Beltway, with 10s of thousands of people driving there daily seeing the highway so stopped at the Beltway?  And particularly with that enormous paralleling power line right of way that continues within the Beltway, even though the planning fails to use that, owing to the desire to instead route the freeway directly to that new development- Prince Georges Plaza.  Come on now.  Whether routed via the power line right of way or via the stream valley, it takes very few dwellings.  Likewise within the District along the railroad a mere fraction of that which 95 would require in southwestern Boston, or for its Inner Belt connection.  The DC 95 B&O plan was the result of 2 years of negotiations amongst numerous parties within the District.
Now let’s stop this nonsense.  We are hardly Rome’s vessel.  Once it is built, they will see the folly of their ways;  indeed that Farnese family that created the Jesuit Order and runs much of the show along with the other ancient Roman Catholic Church families, can always adopt the park covered cut and cover freeway concept to their urban freeways.  Think about those that were built along waterfronts.  Those could be rebuilt underground beneath new park-lands, and they could even do so while doubling the capacity of the freeway, as it would be enclosed.

JWM-  Jack, you are really pushing the envelope.  Do you really want to risk it?

JFK-  Look the planning is already coming along nicely.  We have an engineering report being worked on, including by some of those working on the Boston Inner Loop Fenway park covered freeway tunnel.  They are taking that idea and applying it to this very corridor right alongside Catholic University.

And 95 itself is practically completed in northern Maryland.  I’ll be delivering a speech there in the next few months at its upcoming dedication ceremony.  Some important people shall be there, including New York’s Robert Moses.  Hopefully I’ll have a conversation with him about my ideas for radically more considerate urban freeway design, that he could take back to his home state, and perhaps introduce some plans to bury say Manhattan’s ring road freeways, you know the FDR and particularly that antiquated West Side Highway that dates back from the 1920s.  Now THAT could be a useful upcoming project to reconstruct that updated and improved beneath new parkland to serve a broader swath of humanity rather than say more and more prison construction, like that I was being prodded by that fruitcake Harry Anslinger.  New York's liberal progressive community would go strongly in support of updating and improving these freeways underground- I don't see how they could ever oppose that- or let alone go along with  sending the money instead transferred to unaudited bureaucracies or building more prisons.

JWM- Jack.  

You think that?  

All I can say is that there are some powerful political roadblocks to what you want to do.  They really know how to get what they want by manipulating public opinion.  They are masters at getting the public to subvert its own best interest.  And you have no idea how you underestimate their ability to achieve that!

JFK- What?  That they could get people to prefer urban freeways that are not tunneled?

Well yes, I already know about the incentive regarding that- aka the air pollution issue.  And I recall that newspaper campaign by that drunkard, Cissy Patterson against the DuPont Circle traffic tunnel, once one of her crocked son in law's fraternity brothers who got him to malign the Tucker automobile got her to start that because of some petro exec's fears of the pollution hot spots at the road tunnel portals.

Well, once the road tunnels are built than people can really get a good whiff at how our petrochemical mercantilism is poisoning the atmosphere so we can then move towards an open fuel standard.

On that note, Chrysler has this turbine engine automobile project going that can burn just about any combustible liquid fuel, except leaded gasoline and is set to begin delivery of a run of 50 or so of these new T-Bird like coups starting sometime this fall.  As with our X-20 space plane, we are a nation destined to move ahead!

JWM- Jeszz.  Are you trying to get yourself assassinated?

FK-  John, please.  Did you forget my inauguration speech?  Why do you think that my best known phrase was ‘ask not what your country can do for you, ask what you can do for your country”.

Why do you think that is my most often cited quote?

Friday, March 27, 2015

WMATA Unanimously Approves EYA Takoma Demolition Specials

EYA -
- it built the irresponsibly located row of 'Capitol Square'  townhouses within 17 feet of the the SW Freeway retaining wall, thus complicating any future project to widen and cover the freeway

- it built its 'Capitol Quarter' townhouses along Virginia Avenue, establishing a new neighborhood to oppose the CSX Tunnel reconstruction, while censoring information about that project from prospective buyers to keep them in the dark
 continues to get over upon the general public.


On March 27, 2015 EYA gets its way in Takoma, with WMATA's irresponsible unanimous vote to sell out the Takoma WMATA station property for an unnecessary residential safety hazard/I-270 Tunnel right of way conflict.
Yesterday, the WMATA Board of Directors voted unanimously to allow plans for our new multi-family residential community on at the Takoma Metro station to move forward.
We’re pleased with the results and look forward to working together as the plans move to the next phase of the approvals process. We will continue to provide updates and share new information as we moved ahead.
Stay tuned for more images of our revised concept plan and information about the next steps in the approval process.
Have questions or comments? Email our team at info@takomaconnected.com
 The problem is the portion of the building closest to the railroad.



Takoma Station Promenade 
Atop Railroad-Highway Tunnel


"Takoma Connected" is an EYA site.

EYA project irresponsibly places residential dwellings within the footprint and at a lower elevation of a potential heavy freight rail car derailment, similarly as done a few hundred feet to the south with the Elevation 314 deathtrap, and as built and proposed on the other side of the Metropolitan Branch-CSX/WMATA railroad.

By building so closely to existing elevated railroad, this sort of "smart growth' works to lock in such a wall by introducing potential newcomer neighborhood opposition to project to bury railroad and underground highway.

Such "smart growth" creates such problems out of a serious case of short-sightedness, if not a conscious malicious intent.

Haphazard anti multi model planning that further underscores the need to abolish WMATA for its deliberate undermining of transportation competitiveness.

Notably the Takoma Connected site contains a blog-roll that includes such sites as Greater, Greater Washington, Rebuilding Places In the Urban Space, and Just Up The Pike- all of which make the cut as sufficiently un critical of real estate development projects.

The creator of Rebuilding Places In The Urban Space, Richard Layman, to his credit, has acknowledged the need for underground road connections, particularly in the Takoma Station area.

However, quite sadly, he has been utterly incapable of even questioning or challenging a single real estate development project that is badly placed to conflict with ever constructing an underground bypass.

This Takoma EYA Demolition Special was reported at this blog earlier here.
http://wwwtripwithinthebeltway.blogspot.com/2014/03/takoma-dc-chock-2014.html

Wednesday, March 25, 2015

A Growing Epithany?


That D.C.'s transportation priorities have been delusional.


Decades ago we heard the chant- "Stop ALL D.C. freeways until a rapid rail system has been given a chance".

That essentially happened.

And we ended up with a system clearly deficient.

Yet instead of beginning to plan for completing the freeway system, DC planners instead focused upon a street car slow speed trolley system, as if that should be the priority.

Meanwhile, the planning has been so deficient regarding freeways that local authorities have allowed development to both lock in existing decisive freeway designs while blocking extensions, constricting or blocking unbuilt freeway paths and even blocking uncompleted ramps.

And regarding transit, planning has seriously neglected the need for vastly improved bus stop mini stations that would make bus and van service far more appealing and popular.

See:
http://cos-mobile.blogspot.com/2015/03/the-overlooked-link-bus-stop-stations.html

Sunday, March 22, 2015

A Call To Fire 'Dr' Gridlock

Should really be a call to boycott The Washington Post for being so beholden to the selfish elites that simply want to push the traffic burden disproportionately upon less affluent areas

The current 'Dr Gridlock' 
http://www.washingtonpost.com/local/trafficandcommuting/we-dont-go-to-extremes-to-solve-congestion-problems-should-we/2015/03/21/8b89e1a0-cb34-11e4-8a46-b1dc9be5a8ff_story.html
One thing that could be done would be to fire Dr Gridlock and replace him with someone who would actually advocate for motorists. If there were stronger advocates out there for drivers, who didn't just dismiss solutions calling for new roads, bridges, and lanes out of hand, then maybe motorists could be united into what they should be based on their numbers: a powerful lobbying force, and we might actually get prioritized for the funding required to build those things.

Fire Doctor Gridlock.
As Robert Thomson is an employee of The Washington Post , the problem is probably may be more likely to that paper rather than Thomson personally, as that paper has a long track record of dishonesty regarding the feasibility of highway projects on behalf of the power elite.
http://wwwtripwithinthebeltway.blogspot.com/search/label/Washington%20Post%20Lying
http://wwwtripwithinthebeltway.blogspot.com/2014/09/getting-over.html
http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html