Tuesday, September 09, 2014

A SE Freeway Plan Benifiting The Greatest Segment of Society



Shown as an underground bus depot, though clearly practical as underground box tunnel freeway
connecting into the existing set of box tunnels beneath Barney Circle

Freeway Cover should be modified to connect the north-south running streets to M Street 
and extend Water Street with appropriate waterfront terracing, 
reconnecting neighborhood to waterfront
NONE of the proposed options would do such 

Relatively Low Cost Underground SE Freeway - build box tunnel atop existing eastern SE Freeway and the adjacent railway with terracing down to the waterfront- low cost due to that the most expensive portion of an underground freeway is creating the new excavation, and this segment would not require any new excavation.   Build new linear park atop, flanked by 2+ lane surface roadways tied into the existing street grid, with some new development to the sides.

Extend to new interchanges at East Capitol Street and Benning Road - would require minimal excavation, being cut into side of hill along the western side of the Anacostia River, with northern portion a trench through parking lots, connecting to the New York Avenue Corridor-with access to the BW Parkway and design flexibility to the northwest.

Build such with surface roadways as "complete streets" tied into the street grid; line portions with new development alongside if not atop in areas.
They could keep the freeway, extend it along the west bank of the Anacostia to Route 50/BW Parkway with interchanges at East Capitol St and Benning Rd and cover the whole thing with a platform containing a "complete street"-type boulevard lined with retail, entertainment, condos, and apartments that intersects with existing neighborhood streets .

This would make lot of sense considering DC's desire to get the 2024 Olympics. The housing could be built as housing for the teams and converted to market and affordable housing later. And since it would be a once in a lifetime project - located away from the historic core where people are obsessed with "views" - perhaps they could relax the height limits, allowing for some really creative and interesting architecture.

But that would require imagination and spunk. Something the District's "leaders" are severely lacking.
Provides underground freeway at considerably less cost then the much needed undergrounding of the existing Anacostia Freeway to the east of the Anacostia River that now cuts off those less affluent areas from the Anacostia Waterfront.

Provides alternative route- crucial for diverting traffic from the existing Anacostia Freeway, making that latter freeways undergrounding - which requires a new excavation -- more practical.  That would increase the likelihood of those less affluent areas to the east of the Anacostia Freeway to have that freeway undergrounded, hence increasing their access to the Anacostia Waterfront.

Opposition to the freeway to the west of the Anacostia River - whether the established portion or the extension -- would be a classic text book example of a wealthier area getting over on a less affluent area, and society at large.  Such is being pushed by officials as ANC 6B09 Commissioners Brian Flahaven and Kirsten Oldenburg.
In November 2013, the District Department of Transportation shared five design concepts for replacing the end of the Southeast Freeway with a boulevard and constructing a full traffic circle at Barney Circle SE. As I detailed at the time, all five DDOT concepts essentially replaced the freeway with….a freeway completely separated from the neighborhood grid. ANC 6B unanimously opposed DDOT’s concepts and urged the agency to reconsider their plans.


Note that the freeway extension would run along the outer edge of ANC6B and NOT displace any homes there.  Built properly with the box tunnel cover with waterfront terrace, it would actually increase ANC6B's waterfront access.

A freeway extension is alas not being formally considered, only the long established portion to the west of Barney Circle-Pennsylvania Avenue and east of the 11th Street Bridge is being considered.

Recent planning was pushing to have this SE freeway segment decommissioned and replaced at best with a surface street, though DCDOT has apparently had second thoughts and is now moving for its restoration for re-opening.
Bowing to political pressure from both DC and Maryland commuters, DDOT is planning to temporarily re-open the freeway between 11th Street and Barney Circle by the end of the year. Construction crews are already putting the old road back in place using funding from the 11th Street Bridge Project.
I watched while hundreds of dump truck loads of dirt were piled on the freeway over the last couple years. Now I’m watching as hundreds of dump truck loads of dirt are removed.
Some reasons given:
Let DC reopen this road. It would relieved the operational problems on the other side of the river. Traffic bound for eastbound Pa. Ave enters DC 295 from the left side of the freeway trying to exit to Pa. Ave on the right side of the road. This is dangerous.

On the other hand, westbound Pa. Ave traffic entering DC 295 enters on a cloverleaf ramp trying to merge with DC 295 traffic exiting to Pa. Ave eastbound. Equally dangerous.

This is why I assume the SE freeway spur is being opened.

As for thinking that opening the road will increase traffic on 19th and 17th Streets, drivers were using the narrow ramp by the cemetery illegally. If it was blockaded, the traffic on those two streets would not increase.

Let DC reopen the road to relived the dangerous situation on the other side of the river before some gets injured or killed.
People from the Hillcrest neighborhood, on the eastern, less affluent side of the Anacostia, understandably see this as a positive development.   In response to a letter from Boyle Stuckey, 2d Vice President of the Hillcrest Community Civic Association (HCCA):
We at the District Department of Transportation (DDOT) have received your support for reopening the connection between the Southeast/Southwest Freeway (I-695) between 11th Street SE and Barney Circle.

This is an important connection for District residents east of the Anacostia River, primarily in Ward 7. Reopening this roadway segment will reestablish traffic movements (for example, eastbound I-695 to eastbound Pennsylvania Avenue SE toward Ward 7; westbound Pennsylvania Avenue SE to westbound I-695).

We appreciate your support and will take your concerns about closing the left-turn lane from Pennsylvania Avenue SE to northbound DC 295 into consideration. For further questions, please contact DDOT at 202-673-6813.
DCDOT is doing the right thing- as a foundation and start for a significant change for the better.







In the day and a half since I published this piece, not one but two articles have appeared on this freeway segment in David Alpert's Greater, Greater Washington:



Very interesting comments section in both.  Likewise with the following 2010 and 2013 GGW articles on the adjacent area to the south:


Last spring, I was in a studio at school that looked at the development potential of removing or capping parts of the Southeast/Southwest Freeway. I did the urban design plan, and in the area you're talking about, we extended the existing street grid to the river and got a pretty substantial amount of housing and a lovely waterfront park to boot.

My beef with Southeast Boulevard is that they didn't really consider how the street would fit into a larger scheme for that area. It could be the spine of a new waterfront neighborhood, but instead it'll just be a street as divorced from its context as the freeway is.
by dan reed! on Feb 28, 2013 11:12 am • link
Dan Reed- I would love to see that studio's work.

Thursday, June 26, 2014

Continuing Ignoring UnBuilt D.C. I-95 - 4

Creepy disregard for comprehensive transportation planning- highlighted by WTOP article & its ad juxtaposition.

The I-495 Capital Beltway has the highest accident rate on the portion with the truncation of real I-95, higher even than the curvy section to the northwest.

Newly released numbers from the Virginia Department of Transportation and the Maryland State Highway Administration show that over the last few years, the greatest number of crashes and fatal crashes on the Capital Beltway happened in Prince George's County. The counts in Virginia and Montgomery County were significantly lower.

The highest concentration of crashes was on the segment between the Interstate 95 Interchange in College Park and the U.S. 50 Interchange in Landover.
Such is the area where southbound I-95 traffic must exit onto the Capital Beltway, with "I-95" signed upon that southbound segment of the Capital Beltway.  Of that, much of that southbound traffic exits onto the Baltimore-Washington Parkway and Maryland Route 50.

This is of course due to the irresponsible refusal to construct inside the Beltway I-95, despite its clear right of way almost entirely to the District line, and the low number of residences that would be need for removal to connect with the B&O Metropolitan Branch-WMATA Red Line corridor that passes alongside Catholic University of America.

That low number was about 27 late 1940s construction red brick hoses; that low number was due to the open space of the field of the Masonic Eastern Star Home property.

 That is until about 2012 with the utterly IRRESPONSIBLE perjurious approval and construction of "The Hampshires" - some 110 residences foolishly placed upon the unbuilt I-95 route - placing real estate developer profits over people - the general public be damned.

Via my previous "A Trip Within The Beltway" blog articles, people potentially buying into this real estate planning boondoggle, simply googling the name of the project, were warned

Comstock - "The Hampshires" Demolition Specials








Celebrating Socially Irresponsible Profeteering
& Contempt for the Public Welfare

Friday, June 13, 2014

Virginia Avenue Tunnel UPDATE June 2014

The Federal Highway Administration (FHWA) and the District Department of Transportation (DDOT) released a Final Environmental Impact Statement (FEIS) today for the proposed reconstruction of the Virginia Avenue Tunnel. The FEIS incorporates feedback from the community and identifies “Alternative 3 - Two New Tunnels” as the Preferred Alternative for construction. The FEIS and a fact sheet are available at www.virginiaavenuetunnel.com.

Under the process prescribed by the National Environmental Policy Act (NEPA), the agencies considered the alternatives outlined in the Draft Environmental Impact Statement (DEIS), released in July 2013, and determined that Alternative 3 best meets the project’s purpose and need while addressing community concerns and minimizing impacts to the tunnel’s neighbors. 

Alternative 3 has the shortest construction timeframe of the build alternatives considered (approximately 30 to 42 months). It addresses community concerns about moving trains through an open trench during construction by operating trains in an enclosed tunnel at all times in front of residences. It also maintains access for residents and emergency responders to all homes and cross-streets during the entire construction process.

Copies of the FEIS are available for review at the following locations:
  • Southeast Neighborhood Library, 403 7th Street SE, Washington, DC   20003
  • Southwest Neighborhood Library, 900 Wesley Place SW, Washington, DC 20024
A public meeting will also be held on July 1, 2014 at the Capitol Skyline Hotel, 10 I (Eye) Street SW, Washington, DC 20024 from 6:30 p.m. to 8:00 p.m. The meeting will include a presentation on the details about construction and will include a brief time to ask questions of the project team. If you need special accommodations or language assistance services please email contact@virginiaavenuetunnel.com or leave a message at (202) 681-0646.

The FEIS will be available for review for 30 days before an official decision is released, called the Record of Decision (ROD). After the conclusion of the review period, FHWA will issue a Record of Decision, which provides the basis for the decision, summarizes mitigation measures incorporated into the project and documents any required Section 4(f) approval. Dependent upon the decision in the ROD, CSX will share additional information about timing and other specifics.

For more information about the Virginia Avenue Tunnel project, visit www.virginiaavenuetunnel.com.

The Virginia Avenue Tunnel Project Team

Friday, April 25, 2014

Silver Spring MD Transit Center Demolition Special

The 'Paul S. Sarbanes Silver Spring Transit Center'

Built stupidly upon the legitimate right of way of the vital North Central Freeway in downtown Silver Spring Maryland, this Transit Center boondoggle is 5x over budget ($26 million to $120 million), ridden with improper concrete construction, and may have to be torn down anyway.  It stands as a temporary monument of the 'if it's transit it has to be good/highways bad' without regard to design mentality.  Tear it down!

Also includes senseless real estate development encroachment upon the North Central Freeway right of way directly alongside the B&O Metropolitan Branch railroad corridor- a project politically botched during the 1960s near and following the assassination of the U.S. President who supported it, John F. Kennedy.

Thursday, March 27, 2014

Takoma D.C. Chock 2014

New insanity to wedge 200+ dwellings in the tight street network around the neck of Washington D.C.'s sole railroad-industrial northern radial transportation corridor, with parking garage area built within needed right of way enhancement.  Has the support of the moneyed organizations that are pro-development/indifferent to hostile to transportation.  To be voted upon today, March 27, 2014

Project impinges upon  existing WMATA station parking and transit potential of site, while adding traffic to the over-stressed narrow streets.

Parking garage area conflicts with the legitimate North Central Freeway/Grand Arc Mall Tunnel right of way.

Was voted unanimously by WMATA- leading support to the idea that WMATA perhaps should be abolished or folded into a comprehensive transportation related entity.


Monday, January 27, 2014

CUA Chock Continued 3 ...

Idiotic chock of Washington D.C.'s main northern radial transport corridor also disregards need for 3rd MARC trackway.  See

This talks about the need for a THIRD railway track for MARC trains via the Metropolitan Branch corridor.   From the above actfortransit url:
Another project to pay attention to is a third track for the Maryland Area Rail Commuter (MARC) Brunswick Line. CSX moves its freight trains in this corridor, and to move more passenger trains requires a third track. Add in that Frederick County is expected to grow 36% by 2040 (forecast from Metropolitan Washington Council of Government), and it is clear we must have more capacity. We need to make sure we reserve right-of-way and ask the state to start putting in a third track to accommodate more passenger traffic. In addition,we need to keep an eye on the money − money spent to widen I-270 [sic- fight the cigarette protectionist 'drug war' pharmacratic Inquisition] would be money not available for transit.