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

Monday, March 09, 2015

New Medievalism Overides Popular Sentiment On I-395 NYA Tunnel Extension:

The recent poor planning on the Center Leg/ 3rd Street Tunnel Air Rights Project ties directly into the disregard of popular opinion favoring extending I-395 to the northeast via a new tunnel.
Citizens favor I-395 tunnel.  

Yet the U.S. National Capital Planning Commission alas, favors sticking heads into sand with unworkable parochialist-medievalist bias against outsides and automobiles- pretending that NYA does not connect MD route 50 freeway with I-395. 
Failing to extend I-395 is NOT about saving neighborhoods, but rather about a parochialist mentality to instead continue to place a disproportionate traffic burden upon less affluent neighborhoods


The I-395 Capitol Crossing Air Rights Project assumes that the freeway will never be extended, failing to even discuss the matter and giving away 50% of its right of way, including pinching the median shoulders without mention to safety-operation ability of the freeway.

It acts as if there was no recent planing efforts to extend the freeway as a tunnel that would rescue the urban neighborhoods around and along New York Avenue from the freeway levels of traffic using that Avenue from 4th Street eastward as the de-facto freeway- neglecting that it connects to the Route 50 freeway that heads to Annapolis, and its interchange with the Baltimore Washington Parkway.

 1996 I-395 New York Avenue Tunnel proposal to 7th Street NE

Extending I-395 to the northeast was not simply an idea abandoned during the mass 1970s freeway de-mappings - despite such freeways having been massively re-routed and re-designed to meet criticisms of earlier planning.

It's an idea that was revived during the 1990s under the direction of the D.C. Office of the Mayor, when the Mayor was Marion Barry, who had got much of his political start from being involved with the organized opposition to the official freeway planning during the 1960s with the group ECTC, serving as one of its Vice Chairmen.


The plans in place just prior to the de-mappings, for a cut and cover tunnel alongside New York Avenue, would have displaced (and replaced) about 600 Victorian townhouses in the area just north of New York Avenue between 4th Street NW and North Capital Street (including a one block row on New York Avenue's north side eastward to Ist Street NE town down during the administration of DC Mayor Anthony Williams).

 1971 DeLeuw, Cather, Weese
Tunnel alongside New York Avenue

The 1971 design for a cut and cover tunnel alongside New York Avenue would have been 10 lanes (2x5) wide.  Of these, 6 (2x3) would connect with the 8 lane Center Leg; 4 (2x2) with the 6 lane I-66 K Street Tunnel; and 2 (2x1) connecting the Center Leg and the K Street Tunnel.

 


The Center Leg as then built was designed for 8 lanes (2x4), plus extra space in the northbound carriageway for a lane westward to the I-66 K Street.- with its construction started started in 1975 before the de-mappings of the connecting highway links.  Today it only appears as a 2x2 lane structure due to the addition of a set of non-load-bearing tunnel walls with the 1983-1986 finishing project, which could thus be removed without compromising the structure.

The tunnel design unveiled in 1996 with the New York Avenue Development Report for the further extension to the  north-east, extends not  alongside but rather directly beneath New York Avenue, with a curved transition to the Center Leg wrapping behind the rear of the Bibleway Church complex, using existing open space, hence requiring no building displacement.  Thus, in contrast to the '1971' plan that would have displaced and replaced 600+ dwellings, it would displace 0 dwellings.

That would avoid the likely criticism of the 1971's building displacement.

But it would contain a trade-off, with the curved tunnel transition to and from the Center Leg that would wrap behind the rear of the Bibleway Church complex with geometrically inferior geometry- perhaps 30 rather than 50mph- somewhat deficient for an interstate highway.

Perhaps that's the reason why the report refrains from calling this tunnel an extension of I-395.


1996 New York Avenue Development Report
"Long" Tunnel beneath New York Avenue

The 1996 cut and cover tunnel design would have been 4 lanes (2x2) wide, with each lane 12 feet wide, with or without shoulders, continuing from the Center Leg. 

It would include a set of cut and cover tunnel segments connecting westerly, not to an I-66 K Street tunnel but rather as an underground connection to the new Convention Center.  Although the report included no detailed drawings, it is apparent that this extension would have required demolishing the non-load-bearing wall at least in the northbound Center Leg Tunnel, bringing it to 3 lanes. northbound.

 1996 NYA Tunnel- western connection to Convention Center

While the 1996 New York Avenue Tunnel was designed to fit entirely within the 134 foot wide right of way of New York Avenue in order to displace no buildings, no reason was given why it was shown with only 4 (2x2) rather than 6 (2x3) lanes, as that right of way is 130 feet between building lines.

Although not explicitly called an I-395 extension, the 1996 design is here shown with 8 foot right hand shoulders, each with a 3 foot wide 1 1/2 wide barrier separated walkway, with 2 travel lanes in each direction, but with no left hand shoulders, with a median of a center wall with jersey barriers together measuring 5 feet- all flanked by 2 1/2 foot wide outer walls= and 83 foot wide tunnel box.

As U.S. FHWA specifications for interstate highways require 3 meter (9.84252 foot) outer shoulders and 1.5 meter (4.92 feet) inner shoulders for tunnel segment, this design would not qualify- needing essentially a 5 foot wide set of inner shoulders plus nearly another 2 feet for each o the outer shoulders- all in all adding another 14 feet to the 83 foot given width: 97 feet for an interstate tunnel with 4 travel lanes or 121 feet for one with 6.

Both versions with or without right hand shoulders would be shown with the option of a 'short' (2,100 foot) length, with it eastern portal between North Capitol Street and Florida Avenue.  

The version with the 8 foot right shoulders would be also shown with a 'long' (4,400 foot) length, emerging east of the B&O/Red Line railroad at 6th Street NE.

The costs given for the 2,100 foot long, no shoulder and 4,400 long, with 8 foot right shoulders versions, were $340 and $600 million respectively.

1996 "I-395" Tunnel beneath New York Avenue 2x2 lanes plus shoulders
Note drafting dimension lines at left drawn as if to suggest a 2x3 lanes version

This 1996 design New York Avenue Tunnel was designed to share this right of way with a concurrent or future addition of an underground WMATA rail line.


The option of constructing the highway tunnel first would include extra deep wall extensions allowing subsequent construction below, here shown as the addition of a drilled WMATA tunnel.


Such a WMATA rail line could be built as a covered tunnel within the ample rail corridor paralleling the north side of New York Avenue to the east of the existing B&O/Red Line railroad corridor.

So could an eastern extension of the highway tunnel.

Both ideas are combinable with the idea of decking over the rail properties, with a new linear park along new York Avenue and an extension of the street grid supporting lots of new development and ending the railroad bisection.

However the report and the subsequent official planning would give little if any discussion to any of that.


This "New York Avenue Development Report" dated November 1996, was largely crafted by Ron Linton, and is often referred as the "Ron Linton report".

1996 'short' tunnel emerging between North Capitol Street and Florida Avenue

1996 'long' tunnel emerging at 6th Street NE

1996 'long' tunnel emerging at 6th Street NE


It was followed with a 1998 proposal for an even longer version extending further east to emerge at Montana Avenue.

Doing that would leave only the intersection with Blandensburg Road before New York Avenue flows into the Route 50 freeway physically standing between a full traffic light free road link between I-395 and Route 50, with its interchange with the Baltimore-Washington Parkway.

Public sentiment by any indication favored the longest tunnel feasible.  That would separate regional and local traffic, with the former comprising the bulk of the traffic into  tunnel, allowing surface new York Avenue to become less of a highway and more as a city street.

New York Avenue carries roughly 77,000 vehicles daily.

A tunnel would accommodate this traffic and even more - particularly with 6 rather than the artificially contained 4 - while giving the local neighborhoods the avenue back as a local street or boulevard.

But as was already plainly obvious with the artificial restriction to only 2 lanes in each direction connecting to a Center Leg designed for twice that number- the official planning was being steered elsewhere- to the idea that if we just don't build the freeway facility that the traffic will just 'go-away'

Such a facility it would be argued, either because it was 'too expensive' or because we just should not accommodate people from outside the neighborhood- never mind that such an attitude was directly contrary to the sentiment of the locals seeking to make New York Avenue itself as more of a boulevard and less of a de factor expressway!

Such a facility would cost in the low billions, serve as the gateway to what is the Nation's Capitol, and serve as a basis for significant new air right development atop locally divisive railroad and rail yards, and even be funded in part by tolling made all the more practical by non stop easy pass electronic tolling.

Nonetheless, the planning would be steered to a dogma against building any new urban freeways regardless of design or tunneled or not:  an attitude that may not be consistent with local urban opinion against 1950s style elevated highways, but which is being deeply propagandized into professional "urbanist" thinking that would better be labeled  new or neo-medievalists.

Such is what occurred the two main subsequent planning studies by the District Department of Transportation, the other by U.S.National Capital Planning Commission, with officials back-tracking by too quickly dismissing tunnel as 'too expensive' while neglecting ideas making such more practical.

The DDOT study was officially named the "New York Avenue Corridor Study".

Citizens:
https://comp.ddot.dc.gov/Documents/New%20York%20Avenue%20Corridor%20Study.pdf
Hi Rick

I live on R Street NE.  I think the best solution to the NY Avenue traffic nightmare is to build a tunnel from the BW Parkway to the 395 tunnel.  that's all that is needed to fix the problem.  95 percent of the NY Avenue traffic simply wants to get to Virgina and Maryland.  they're aren't interested in DC- they don't want to stop.

Every day I ride my bicycle to work along NY Avenue headed south and "no one" continues past the 395 turnoff- no one is going into DC.  Every night coming home it is gridlock- cars stick on NY Avenue.  Make these people pay for changes.

All these "one person in a vehicle environmental destroyers come from Maryland and Virgina- why not make them pay for the improvement?  If the city had been charging rush hour commuters a quarter each way for the past 5 years you would have a billion dollars for the upgrade now- $32 million per year.

Every day we have 175, 00 cars sitting in gridlock, destroying our environment and chocking our air- all because of outdated planning.

If we leave the existing roads for local traffic there is no need to change them.  plat trees don the center of NY and Florida avenue.  Plant trees elsewhere.  Let all the through traffic go underground.  That way we don't have to see or smell them!  The amount of pollution and gridlock is disgusting and our neighborhood is suffering because of it.  the arteries need to be unblocked and new trees planted.

Once the tunnel is complete and we have only have local traffic to deal with, we should bring the neighborhood back to the way it was designed by reinstating the beautiful traffic circles and adding a new one at NY and Florida.

A bridge over Florida Avenue- ridiculous.

And don't tell me you can't put a tunnel under railroad tracks

Regards
Scott Porter
237 R Street NE
Washington, D.C. 20002
sporter@imf.org
Rick, I reviewed your meeting notes from the final public meeting and I thought that your representative of our viewpoint  regarding the NY/FLA Avenue Bridge was fairly accurate however, in responding to the cost comparisons between the bridge vs the extended tunnel option, I think that you should have mentioned the possibility that the land and development space gained form an extended tunnel option could have additional possible economic impacts for  District, and these impacts would reduce the $300-$400 million dollar cost between the two alternatives- Mike

Micheal Weil
michael.wel@ncpc.gov

Designing the tunnel to be easier  to construct and to support new development was a set of major ideas neglected by the officials involved with this planning.


Placing the tunnel directly beneath New York Avenue was to avoid displacing buildings, yet costlier than one alongside.

Yet why would this planning subvert the idea of a longer version extending east of the B&O/Red Line that would be easier to construct and easier to accommodate new development particularly via decking over the chasm of railroads?

Rather than extending the tunnel east directly under New York avenue, why not instead alongside via the existing of a clear strip of under utilized parking lots there between the Avenue and the adjoining enormous railroad corridor.

Constructing the tunnel there would not only be immensely less complicated and thus less expensive than beneath the Avenue, and easier for not conflicting with traffic, but would provide the start for a decking over of the adjacent railroad that would create large amounts of new land for a new linear park with new surface development via extending the street grid to eliminate the existing railroad bisection.   After all we hear so much about the need for new urban infill development.  And we hear about how grade separated roads divide cities- with highways anyway, but not vast rail yards- go figure.  Yet the official planning would remain weirdly obtuse to that idea.

Instead, post 2000 official planning would steer greater attention upon 'short' tunnel options that would emerge between North Capitol Street and Florida Avenue, with an emphasis upon an idea that would not be popularly received, of an elevated viaduct to carry the express lanes of New York Avenue to cross over Florida Avenue.


To its credit the DDOT study included an interesting short tunnel for the New York Avenue express lanes to cross beneath Bladensburg Avenue.



As this 1996+ planning artificially constrained itself with the obtuseness towards placing the tunnel east of the B&O alongside New York Avenue, and in constricting the width to avoid interstate spec shoulders and to throw away the additional 50% capacity despite the available building-free right of way beneath the Avenue and within the northern Center Leg Tunnel hidden by the non-load-bearing add on walls, no other tunnel designs were considered.

Despite that, and the added factors of:
- short term disturbance to traffic of constructing a cut and cover tunnel beneath the heavily traveled New York Avenue approach to the existing I-395 truncation, and

- the permanent poor geometry of the 'Ron Linton' design curved transition tunnel behind the Bibleway Church complex,

I was told that my idea of a gently arcing tunnel beneath the intersection of New Jersey and and N Street and then a double stack under O Street could not receive any considered because it would displace some 33 or so dwellings (a 95% reduction from the 600+ of the 1971 design), because the project somehow had to displace zero dwellings.  Thus, that idea appeared nowhere in this formal planning process.
 
Fascinating- a study that neglects the potential of a traffic tunnel to make a corridor actually more conducive to development, let along the option of routing it alongside New York Avenue that would make it less complicated and less expensive to construct.

Noting the levels of traffic, along with the numerous citizen's comments, the DDOT report endorses the idea of an I-395 extension via a tunnel.
Report Recommendation:

It would be highly desirable to separate regional and local traffic in this area.

The study recommends that I-395 be extended by means of a tunnel under New York Avenue from its current terminus at 4th Street NW to east of North Capitol Street.

With regional traffic corridor (thought to be half the traffic currently on New York Avenue in that area) removed, the cross section of New York Avenue could be modified to remove one lane of traffic in each direction.  This would allow for extensive street-scape improvements and permit on street parking.
Not leaving well enough alone, U.S. National Capital Planning Commission (NCPC) chimed in with its 2006 "New York Avenue-Florida Avenue Charrette" consisting not of citizens but rather of a selected group of paid consultants.


http://www.ncpc.gov/DocumentDepot/Publications/NYFLACharette_2006.pdf
Howards Decker FAIA
Project Directer Ehrenkranytz Eckstut & Kuhn, Washington DC

Louis J Slade PE TOE
Vice President and Principle
Goove/Slade Associated
Washington DC

Antia B Morrison MPP
Principle Bay Area Economics
Silver Spring MD

Raymlond E. Peloquin AIA CARB Associates
Baltimore MD

Don Stull FAIA NCARB
President and Principal, Stull & Lee Inc Boston MA

Benjamin Tang
Major Bridge Specialists Leader US Federal Highway Administration Washington DC
This considered 3 options.  All included a tunneled extension from the I-395 Center Leg following the 1996 Ron Linton routing wrapping behind the rear of Bibleway, and continuing beneath New York Avenue, and eliminating the existing North Capitol Street underpass:
- "Bridge Alternative": short tunnel with portal just east of North Capitol Street than arising to bridge atop Florida Avenue

- "At Grade Alternative" : short tunnel with portal just east of North Capitol Street

- "Tunnel Alternative" : longer tunnel with portal emerging east of the B&O railroad.
Noting the traffic counts indicating a high percentage of a regional nature, continuing from the Route 50 freeway and the Baltimore Washington Parkway to the I-395 Center Leg or visa versa, they note the benefits of a tunnel to provide significantly reduced surface traffic levels upon its parallel segment of New York Avenue

Nonetheless, despite the local urban support for a tunnel, particularly the concept of one significantly longer, the NCPC "charrette" (charade) consultants overwhelmingly chose to disregard that in favor of such points as these:
- the DC street network exists to serve District residents and neighborhoods first and those who work in the District second.  Give much less priority to accommodating regional interstate traffic.  Decker, Morrison, Peloquin, Slade, Stull
- Focus on moving people- not cars  Encourage a bias against the automobile.
Decker, Morrison and Slade
- removal of the current regional through traffic-volumes would create opportunities for mixed use development Decker, Morrison, Peloquin, Slade, Stull
- To discourage use of New York Avenue/I-395 for regional through traffic Decker, Slade
- consider tolls or congestion pricing Decker, Slade
- Consider truncating I-395 at Massachusetts Avenue Decker
- Consider pairing the New York Avenue and Massachusetts Avenue ramps: off only at New York  and on-only at Massachusetts. Decker
- Use the opportunity of the Woodrow Wilson Bridge and I-295 improvement to discourage use by regional pass-through traffic on New York Avenue. Decker, Sade

Consultants Decker, Slade, Morrison, Peloquin and Stull all criticize all three as encouraging through traffic.
Move people not cars?  
People in cities move in cars unless on foot or bicycles- ridiculous ideology useless except for distracting from the economic exploitation for shirt term profit

The only consultant to refrain from so disgracing himself is Benjamin Tang.

All of the other consultants, Decker, Slade, Morrison, Peloquin and Stull subscribe to the parochialism-medievalism plaguing our Nation's Capital.

Thus, years of official planning with local citizen sentiment overwhelmingly favoring a longer tunnel would be subjugated to a new medievalism that claims to favor local neighborhoods while actually disregarding them.

Most of the popular local opinion was pro tunnel, specifically pro-longer tunnel, and even pro development given the ample railroad related brown-fields.

Yet while such was the sentiment of the urban people, the 'urbanist' professionals here would pay lip service to an idea that only local residents mattered; and that outsiders should have to take a longer route- and one through the less affluent southeast.

Never mind the reality that New York Avenue is the direct extension of the Route 50 freeway and that a tunnel could be fund-able by tolls and rail-yards air rights development.

The paid consultants here would primarily take positions against such city residents support for a tunnel for regional traffic in order to accommodate the more broad goals of accommodating regional traffic and local neighborhood concerns, in favor of a dogmatic parochialism acting oblivious to the fact that city residents and the trucks delivering goods have to travel through other areas to reach the city (and not in tunnels to shield those areas from the traffic noise. etc.)- best called 'new or neo-medievalism.

Such "planning" is what has preceded the developer giveaway of half of the I-395 Center Leg right of way via the "Capitol Crossing" Air Rights Project.
http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html

Saturday, February 28, 2015

I-395 Center Leg Capitol Crossing- Non Interstate Spec Shoulders?

Shall the I-395 Center Leg even meet Interstate highway specifications anymore?



Is this even legal?

I am unaware of Congress de-certifying the I-395 Center Leg as an Interstate Highway!
http://www.dimensionsinfo.com/interstate-highway-standards/

The maximum lane number in each direction is not less than two and there should be emergency escape ramps and climbing lanes in some parts of the highway if needed. The minimum width of each lane should be 3.62 meters. The outside shoulder width is 3 meters while the inner shoulder width is 1.2 meters. In rural places, the median width should be 11 meters and in urban areas, it should be 3 meters.

The minimum vertical clearance in urban places should be 4.3 meters and in rural place, it is 4.9 meters. Bridges along the highway should have not less than HS-20 structural capacity. It is also important that bridges have lanes that measure 12 feet. Tunnels along the Interstate should have a width of not less than 13.1 meters. These should have two lanes. Each lane should have a width of 3.6 meters. The outside shoulder of the lanes should measure 3 meters while the inner shoulder should be 1.5 meters (4.9213 feet).  Additionally, it is important that tunnels have safety walkways. These should be found on each side of the tunnel. The walkway should measure .7 meters.




 
 "Typical I-395 cross section"  page 10 2009 Air Rights EIS

http://wwwtripwithinthebeltway.blogspot.com/2014/12/current-i-395-center-leg-air-rights-row.html

4.9213 required.

4.0 shown in cross section labeled 'typical I-395 cross section.

? shown in overhead at actual spot of the pinch.



The I-395 3rd Street Tunnel Capital Crossing Air Rights projects needs to be STOPPED until the design is changed to fully respect the full 8 lane plus shoulders right of way.

Likewise the project should be re-designed to maintaining both the on ramp and the off ramp, with a redesign that keeps the idea of the center loader ramps- a basic design that needs to be adopted to Interstate highways particularly those in urbanized areas as infinitely more suitable for reconciling freeway related and more localized traffic, including pedestrian any bicycle.

The U.S. Congress ought to investigate the planning and those involved with this unwarranted selling out of the sunken I-395 Center Leg right of way.



Friday, February 27, 2015

An Opponent to the Northwest Freeway Passes Away

who had been appointed by President Kennedy as Chairman of the Advisory Board of the National Capital Transportation Agency to work upon Recommendations for Transportation in the National Capital Region: A Report to the President for transmittal to Congress by the National Capital Transportation Agency November 1, 1962


Thomas Farmer - from Cleveland Park, Washington, D.C.
d. February 5, 2015 at 91



Died February 5, 2015 at the age of 91.

Was from the Cleveland Park area of Washington D.C. NW

From 1961 to 1964, he was chairman of the advisory board of the National Capital Transportation Agency and roughly concurrently helped form the Northwest Committee for Transportation Planning.

Cleveland Park was the neighborhood of the attorney Peter S. Craig, where the I-70S Northwest Freeway was proposed to have its south-eastern portion run between the Wisconsin Avenue corridor to then cross Rock Creek Park and run through the Mount Pleasant area before turning due south a few hundred feet west parallel to 14th Street NW to meet the I-66 North Leg of the Inner Loop along U Street as that latter freeway was proposed in the 1955 Inner Loop Study.

The NW Freeway, as shown in 1957 and 1959 study reports, would have entered Washington, D.C. at Friendship Heights,  paralleling Wisconsin Avenue from the Capital Beltway through Bethesda, and so continuing to a set of cut and cover tunnels beneath Tenley Circle, with this Wisconsin Avenue corridor segment displacing about 74 houses within the District, according to the 1957 report.

A prohibition upon a mixed use - allowing trucks - freeway in Glover Archibold Park led to the 'Cross Park Freeway' routing for the south-eastern portion of the I-70S NW Freeway through the Cleveland Park area, displacing there about 0 homes, before crossing Rock Creek Park where the segment to the east would have displaced probably 1,000+ houses in the Mount Pleasant area.  Although the freeway's impacts where primarily to the east, it was Cleveland Park that would be perhaps the main nexus of the opposition to any freeway planning to the west of Rock Creek Park, that would successfully get the U.S. Congress to include a 5 year moratorium on such planning in far NW.

A significant amount of such activists, including those from Bethesda would then -- cir 1960-1962 -- favor routing I-70S along a North Central Freeway paralleling Georgia Avenue that would have displaced an upwards of 4,000+.  Others though, including Peter S. Craig, would favor the alternative routing along the B&O railroad-industrial corridor, displacing far far fewer houses while avoiding establishing a new local bisection, as adopted by the Kennedy Administration's transportation report dated November 1, 1962. 

As Farmer had been appointed by President Kennedy as Chairman of the Advisory Board of the National Capital Transportation Agency from 1961 to 1964, which helped produce that November 1, 1962 report, he might not have been dogmatically opposed to freeways within Washington D.C. in general.

1959 NW Freeway - Cleveland Park

1959 NW Freeway - Mt. Pleasant


 1962

At this time, "A Trip Within The Beltway" has no further details on Thomas Farmer's freeway related activism, and can simply gather from the time-line and his location -- Cleveland Park -- that he was active against the Northwest Freeway
http://www.usaidalumni.org/alumni/tributes/

Thomas Farmer

New! Thomas Laurence Farmer, whose Washington career in public service and private law practice spanned 63 years, died February 5, 2015 at his home in Cleveland Park surrounded by his family. He was 91 years old. The cause was neuro-degenerative illness.

Thomas Farmer combined private law practice with a passion for politics and international affairs. He first came to Washington in 1951 where he worked for the CIA for three years as a Covert Operations Officer. He returned to Washington in 1958 as an Associate of the New York law firm of Simpson, Thacher and Bartlett and to work in John Kennedy’s presidential campaign. Appointed by President Kennedy as Chairman of the Advisory Board of the National Capital Transportation Agency from 1961 to 1964, he helped lead a crucial battle that prevented interstate highways from bisecting Washington.

From 1964 to 1968, he worked as the General Counsel for the State Department’s U.S. Agency for International Development, and contributed to the establishment of the Asian Development Bank. From 1977 to 1981 he served as Chairman of the Intelligence Oversight Board during the Carter administration. From 1970 to 1994 he was partner in the law firm Prather, Seeger, Doolittle and Farmer.

Born in 1923 in Berlin, to an American father and a German Jewish mother, Tom Farmer came with his parents to New York City in 1933. He graduated from Great Neck High School in 1940 and from Harvard College (A.B. 1943), where he was a member of the Editorial Board of the Harvard Crimson. He served in the U.S. Army from 1943 to 1946 and worked as a member of the Military Intelligence Division of the Combined Chiefs of Staff, Washington. He then read Law at Brasenose College, Oxford (LL.B. 1948) and at Harvard Law School (LL.M. 1950).

Tom Farmer was deeply involved in developing relations between the United States and Germany in the Postwar era. In 1983 he helped found the American Institute for Contemporary German Studies as a Director and Secretary-Treasurer, and was a Trustee until his death. In 1994, with Henry Kissinger and German President Richard von Weizscker, he helped found the American Academy in Berlin, served as its Founding Chairman until succeeded by Richard Holbrooke, and continued as a Trustee until his death. In 1993 he became the only non-German appointed to the Treuhandanstalt, the “Trust agency” of the Federal Republic of Germany after reunification in 1990, and helped implement privatization of the state-owned coal industry in the former East Germany. He received the Commander’s Cross of the Order of Merit of the Federal Republic of Germany in 1997.
He is survived by his wife, Wanda Walton, his three children: Daniel, Sarah and Elspeth, and five grandchildren. A prior marriage to Elizabeth Midgley ended in divorce.*

And from The Washington Post:
http://www.washingtonpost.com/local/obituaries/thomas-l-farmer-dc-lawyer-and-civic-activist-dies-at-91/2015/02/26/ba61de6a-bc48-11e4-8668-4e7ba8439ca6_story.html

Thomas L. Farmer, a Washington lawyer who represented banking interests in his professional life and fought freeway construction through the nation’s capital as a civic activist, died Feb. 5 at his home in the District. He was 91.

The cause was progressive supranuclear palsy, a neurodegenerative disease, said a daughter, Sarah Farmer.

From 1970 to 2002, Mr. Farmer was general counsel to the Bankers Association for Foreign Trade, and for two years after that, he was senior counsel for international finance for the American Bankers Association.

He was chairman of the advisory board of the National Capital Transportation Agency from 1961 to 1964 and, about that time, he also helped form a citizens group called the Northwest Committee for Transportation Planning.

With the committee, he was a leader in a successful battle to block the construction of interstate highways through the city. Highway opponents argued that a network of interstate freeways would have torn up the city and destroyed neighborhoods.