Tuesday, January 31, 2012

A Better Future A Different Future

Terminator 2 Alternative Ending Washington, D.C. Future Park

Shows the improbable, yet teases us with the almost* probable [*actually quite probable as an excellent idea properly located, but for what sits at the top of the political pyramid].

With Washington Monument to the right, but closer, the axis of this future T2 movie's park's axis would be roughly from the Federal Reserve or U.S. State Department. Such a location would be highly improbable, because it would require removing a swath of buildings for constructing this concept of Linear Park at an angle other than 90 degrees to the U.S. Capitol building.



At Franklin Street




At New York Avenue



http://youtu.be/JgUsMkbipQQ


This WOULD seal the story forever. And it would have been perfect. Oh but noooo...we had to put up with the T3 crap and the T4 garbage. T1 and T2 rules, everything else is a bad attempt of the lost movie generations.

predatorxv 4 days ago

Alas, we get T3 and T4 as reflections of today's reality- that the removal of skynet did not equate a removal of the political force that continues to cast a dark shadow.

Indeed today we have the force that aborted the USNCPC South Capitol Mall along with anything to cover over the Metropolitan Branch B&O railroad.

As I heard from Richard Layman at a public meeting in 2007, the idea of covering the railyards behind Union Station was discussed and intended to be included in the U.S. National Capital Planning Commission's (NCPC's)1996 program "Extending the Legacy- Planning America's Capital for the 21st Century", only to be deleted from political opposition from the top. Notably, while it does not appear within "Extending the Legacy", that program features the "South Capitol Mall"- a logical name for the grand new grassy promenade actually shown in illustrations throughout, though with zero specific mention in any of the text as a "Mall", "Promenade" or "Greenway", and cloaked in more vague terms as a "Gateway" or "Boulevard".

Indeed, the makers of T2 picked an excellent idea for representing a future Washington, D.C. liberated from the traditional evil yoke ...

Tuesday, January 24, 2012

Pin point the B&O RR in DC only AFTER more detailed investigation of a band of alignments

The Scuttling of JFK's B&O North Central Freeway
Started Prior to 11-22-63


Never-mind the key point made by the November 1, 1962 JFK Administration report:
Significance of Using B&O Route. Use of the Baltimore & Ohio Railroad corridor to bring Routes 70-S and 95 into the city is the key to meeting the need for additional highway capacity in northern Washington, Montgomery County and northwestern Prince Georges Counties and at the same time avoiding the substantial relocation of persons, loss of taxable property and disruption of neighborhoods that would result from construction of the Northeast, North Central and Northwest Freeway proposed in the 1959 plan.- JFK Administration Report Nov 1, 1962
The engineering study for the North Central- Northeastern "Y" Route I-95/70S Freeway ordered in 1962 or early 1963 and its report supposed to take about 6 months, yet delayed until October 1964 stated:
During the preliminary line studies it became evident that the pin pointing the general corridor of the Baltimore and Ohio Railroad in the District of Columbia should only be accomplished only after more detailed investigation of a band of alignments in that area
Why?- considering that the idea of highway routes in such bands as the Georgia Avenue corridor were debated cir 1960-62, and abandoned in favor of the JFK administration's B&O 'Y' Route?!

Nonetheless, amongst its 37 some route options, the 1964 J.E. Greiner "North Central Freeway Engineering Report" includes a B&O Route option in its map, "Railroad West - Franklin".

But that is merely one of the 'preliminary' options that does not get a detailed look, rather then one of the 18 options studied in further detail.






Of the 18 routes studied in further detail, 5 are for a B&O Route to the south of New Hampshire Avenue, but with each paired to the swerve into Takoma Park, and then either rejoining the railroad near the Takoma Park-Silver Spring border, or continuing apart from the railroad through Silver Spring to the Capital Beltway and beyond via Sligo Park.
#11 Railroad East Sligo
#12 Railroad East Woodside Sligo
#13 Railroad East Woodside Ritchie Sligo
#14 Railroad East Woodside Ritchie Dale Sligo
#15 Railroad East Woodside Dale Sligo





Below are the 4 variants presented for the B&O portion of the route south of New Hampshire Avenue. Note that the text merely refers to these options as variants of a "railroad" route with no mention of the "Sligo" deviation through Takoma Park- even though all four have it clearly visible at top.

North Central Freeway [initial] Engineering Study October 1964, pp 19-21
LOCATION STUDIES IN THE BALTIMORE AND OHIO RAILROAD CORRIDOR

District of Columbia

During the preliminary line studies it became evident that the pin pointing the general corridor of the Baltimore and Ohio Railroad in the District of Columbia should only be accomplished only after more detailed investigation of a band of alignments in that area. The band would be limited on the east by the heavy complex of housing and the established limits of the Freeway Study Corridor, and on the west by the Catholic University properties. Accordingly, four alternative locations were established and analyzed in detail in this band, which extends generally from the vicinity of Rhode Island Avenue on the south to the vicinity of New Hampshire Avenue on the north. These locations are shown on Plate VIII, and are identified as the Railroad-East Study Location, Railroad-East Modified, Railroad Under Alternate and Railroad-West Alternate.

The Railroad-East Study Location has a low profile line, generally depressed, and for the most part, is situated east of the railroad and the industrial properties adjoining the railroad. Railroad-East Modified represents a slight westward shift of the Railroad-East alignment between the vicinity of Franklin Street and the vicinity of Taylor Street, which places the Freeway immediately contiguous to the eastern side of the railroad. It also has a low profile line, generally depressed. The Railroad Under Alternate, with a high profile alignment, generally spans the railroad right of way and is elevated over both the railroad and the cross streets which overpass it. The Railroad-West Alternative is a variation of the Railroad –West Alternate between the vicinity of Taylor Street and the vicinity of Riggs Road, and is also an elevated design. In the area of the interchange with Interstate 95, both the Railroad Under and the Railroad-West Alternates are located to the west of the railroad and then pass under New Hampshire Avenue and the railroad to rejoin the Railroad-East Study Location.

South of Michigan Avenue, the several alternates are narrowly separated and, in general affect the same properties, although the elevated profile of the Railroad Under alternate will permit some of the industrial properties to remain in place.

North of Michigan Avenue the Railroad-East Study Location will affect some housing, chiefly the rental units just south of Taylor Street, but in doing so would avoid much of the industry in the immediate area.

The Railroad-East Modified alignment, north of Michigan, avoids the housing stock south of Taylor Street, which is largely tenant occupied, but as a consequence will require the taking of the adjoining new industrial buildings which are mostly serviced by the railroad and which the Railroad-East alignment would not require.

Otherwise, property damages are similar for both the Railroad-East Modified Study Location. In the vicinity of the interchange with Interstate Route 95 and along the railroad between Riggs Road and New Hampshire Avenue, some industry is unavoidably affected. The latter industrial property is largely of recent construction, but consists of relatively small units, such as distribution facilities, which are not serviced by the railroad. Since both alignments would be for the most part depressed, air rights over the Freeway could be utilized for either housing or industry.

The Railroad Under Alternate was designed such that the freeway would utilize aerial rights over the railroad and any adjoining land which is necessary. South of the interchange with Interstate Route 95, industry along the railroad would generally remain in place Brookland Avenue, which parallels the railroad on the west, would remain open. In the interchange area, the industrial damage east of the railroad, which is encountered on the Railroad-Eats and Railroad East Modified Locations would be reduced. However displacement would result to industry west of the railroad which is not affected by those alternates. As on the lines east of the removal of the refining company’s petroleum products storage and distribution facilities south of Gallatin Street would be necessary. The Railroad West Alternate deviates from the Railroad Under Alternate in that area, and utilizes a large section of Fort Totten Park to avoid the refining company facilities. Otherwise, its right of way requirements are similar.

The Railroad-East Study Location and Railroad-East Modified are both relatively low in cost in cost of construction due principally to the wide spacing o cross streets and the consequent low number of crossing structures. Of the two alternates, the combined construction and right of way costs of the Railroad East Study Location are slightly higher. The Railroad Under and Railroad West Alternates on the other hand would be situated for the most part on elevated structures which would be very expensive to construct. Their high construction costs would greatly outweigh savings in rights of way costs and consequently their overall project costs would be much higher than those for he Railroad Eats Alternates. The cost disadvantage would prevail south of as well as north of Michigan Avenue, since it would be necessary to construct the facility on an elevated structure southward to Rhode Island Avenue as well.

The two alternate lines east of the railroad would permit the development of Interstate Route 95 and also of Fort Drive, both east and west of the railroad, in accordance with present planning. However, the Railroad Under and Railroad West Alternates would occupy the corridor reserved for Fort Drive immediately west of the railroad and would require the acquisition of new rights of way for that artery.

Information regarding comparative and relative costs and effects on housing, industry and employment of the several alternate alignments in the railroad corridor are shown in the accompanying tabulation.

Table

A review of the very high cost of construction and the comparatively low user benefit ratios for the Railroad Under and Railroad West alignments dictates the elimination of these alternate lines from further consideration. Their elevated locations would also be detrimental from the standpoint of winter maintenance when icing conditions and snow removal would present greater problems than for a ground level or depressed freeway. The visual features of the highly elevated facility, which would parallel the Catholic University property, would not enhance the appearance of the neighborhood and would consequently make these alignments less desirable.

Of the remaining alternates, the Railroad-East and Railroad Modified Study Locations are very similar in construction costs and users benefit ratios and the resolution of the choice between these alignments is based on the socio-economic advantages.

Economic studies made of the National Capital Region have shown that because of the Federal Government and related services, commercial and industrial operations account for a relatively small portion of the total regional employment. These studies indicated that in 1955 only about 15 per cent of the region’s industrial potential had been developed, but predicted that industrial production for the local market would become increasingly more practical as the population or mass market increases.

From an economic standpoint, it is essential to encourage and stimulate the
development of the industrial potential of a more secure and healthier share of industry in the overall economy of the area.

In weighing the advantages and disadvantages that result from alternate line studies, consideration must be given to the nature of damages with respect to time and possibility of eventual recovery. In the case of a choice of displacement of industry as opposed t o displacement of housing, it is obvious that many more factors would be involved in an industrial relocation and such factors would have to be evaluated for the specific area.

The industry in the area under construction north of Michigan Avenue, for the most part is tied to railroad operations and derived benefits from its contiguous location. Displacement of these industries would probably result in termination of operations in some cases or major relocations to areas affording comparable transportation facilities. Such industry loss or displacement is bound to result in job loses and decrease in employment opportunity in the area, together with the resultant losses to the general economy in this section of the District. Since the pattern for new industry is primarily to locate in the outer fringes of the region, the industrial employment loss in the district, due to displacement of industry would be a permanent one and create a greater imbalance in the proportion of industrial to other employment.

To avoid the industry in question the Railroad East alignment would take out housing units which border the industry. However, these are largely rental units, which in the Washington area undergo a normal turnover of tenancy every several years. The effect of displacement on these occupants while admit tingly unfortunate, is from our experience, less severe than would be the case for an area of owner-occupied dwellings. Although slightly reducing the number of residential properties, the Freeway in the Railroad-East Study Location would preserve the integrity of the neighborhood since it would pass along its edge and not through it, and would form a division between it and the industry along the railroad.

The normal housing inventory in the District of Columbia would probably have the capability of handling the displacement due to loss of housing, but if not readily solutions are available through construction of high rise dwellings or other types. This subject is discussed in more detail elsewhere in this Report under the section “Displacement and Relocation on the District of Columbia”.

In consideration of the stated factors, the somewhat lower cost and the avoidance of the housing units effected on Railroad-East Modified by the immediate and long range effects on the area that would result from the loss of the industrial properties. Consequently the Railroad East Study Location is judged to be preferable to the modified alignment, the Railroad Under or Railroad West, and is so recommended.

Montgomery County, Maryland

The investigation in the District of Columbia of an elevated alignment, which would utilize air rights over the railroad right of way and adjoining land was continued beyond the District of Columbia Maryland line, into Montgomery County as far as the business district of Silver Spring, where it would merge with the Railroad-East Study Location.

Basically an elevated alignment was found to have the same disadvantages as the similar design produced in the District portion, and consequently a detailed study was not developed. A preliminary estimate showed that its construction cost would be so high as to far outweigh any reduction in property damage it might effect. The traffic service that it could provide would be poorer because of less favorable interchange locations and the reduction in the number of feasible ramps that could be built. Inasmuch as the railroad itself is an elevated facility throughout much of this area, the Freeway I position above the railroad would be much higher than the surrounding land. Its excessive height would not only accommodate the much greater width of the Freeway which would encroach on adjoining properties taking or damaging industry, residences, college property and one large apartment facility. It would likewise pass through part of Blair Park affecting some of the park facilities and jeopardizing the continued use of the property as a public recreation area.

In view of the stated factors, the Railroad East Study Location was judged to be more desirable.



Route #11 "Railroad East Sligo"

The report thus justifies the deviation in Brookland for the sake of preserving industrial space which is more scarce than that for housing- though blunders as this swerve would have displaced the historic Brooks Mansion.

It does not even attempt to justify the deviation through Takoma Park, Maryland, asides from the straw-man argument of apparently considering an elevated above the railroad version, with no mention of the space alongside for a set of roadways depressed, or better yet, as cut and cover tunnels.










A Crafted Controversy- the Scuttling of JFK's B&O North Central Freeway

Thursday, January 19, 2012

A Crafted Controversy- the Scuttling of JFK's B&O North Central Freeway

1959


1962


1964

The standard overly simplistic explanation:

It was a political game of highways being stopped in wealthier areas, and simply shoved unto NE, with the North Central Freeway being pushed from NW- as a "white man's roads through black man's homes".

Reality:

It was a trickier such game. Yes the freeway in the wealthiest area – the I-70S Northwest Freeway was canceled, while planning continued upon the other two northern radial Washington, D.C. freeways that appeared in the 1959 Mass Transportation Plan: the North Central Freeway that would become I-70S; and the I-95 Northeast Freeway.  Each had been shown along all new separate routes, with the former roughly along Georgia Avenue, the latter in NE.  But both would be subsequently consolidated upon a "Y" alignment upon the centrally located B&O Metropolitan Branch railroad industrial corridor, which was the only such surface route with the space for the freeway with minimum local neighborhood displacement via its lightly developed industrial strip.

That's where the freeway discussions, cir 1960-1962, had culminated, with the adaptation of this B&O “Y” Route by the JFK Administration, 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.  A key point of this report was:
"Significance of Using B&O Route. Use of the Baltimore & Ohio Railroad corridor to bring Routes 70-S and 95 into the city is the key to meeting the need for additional highway capacity in northern Washington, Montgomery County and northwestern Prince Georges Counties and at the same time avoiding the substantial relocation of persons, loss of taxable property and disruption of neighborhoods that would result from construction of the Northeast, North Central and Northwest Freeway proposed in the 1959 plan. Further savings are realized by placing the rapid transit line to Silver Spring and Queen’s Chapel in the same railroad corridor."
The big popular outcry against the North Central Freeway did not emerge in 1962 or 1963, but rather in October 1964 with the release of the engineering report that significantly deviated from the JFK B&O plan: a report delayed a year plus past the 6 months it was supposed to take, past JFK’s assassination, and up to the very next Presidential election, representing a route planning deliberately BOTCHED as if by design to inflame local opposition.  That report, ordered in 1962, started in 1963, and released days before the 1964 Presidential election, stated:
“ During the preliminary line studies it became evident that in pin pointing the general corridor of the Baltimore and Ohio Railroad in the District of Columbia should only be accomplished only after more detailed investigation of a band of alignments in that area”,
It featured 37 routes almost all over the map.  It had a ‘recommended’ route -- option #11 "Railroad East- Sligo" that largely following the railroad, but with deviations in Brookland D.C., and far far worse in Takoma Park, Maryland- massively inflaming local opposition. A Washington Post article September 30, 1964 prophetically understating titled "Freeway Report May Touch Off Suburb Storm"
"District and Maryland highway officials have been sitting all summer on a long awaited report on the North Central Freeway that seems sure to touch off a storm in Silver Spring. The report has been proposed as the major funnel to bring traffic downtown from the Bethesda Silver Spring area.

Ordered more than two years ago, the report is still in preliminary form. It calls for a freeway connecting the District’s Inner Loop with the Capital Beltway.

In Washington, the route runs generally along the corridor of the Baltimore & Ohio railroad tracks….

The consultants, J.E. Greiner Co, of Baltimore were asked to make the study in mid 1962, it was originally expected to take six months. …

In the District the freeway will tie into with “the north edge of the Inner Loop,” Airis said. Officials from his department are still trying to determine just where the connection ought to be, he said.

One of the reasons the report took so long Airis added is that “we’ve had trouble nailing down the (Inner Loop) connection.

The preliminary report was turned over to the highway departments in June [1963 or 1964- this is not clear- though the facts ordered in 1962 and expected to take 6 months would suggest June 1963- DW]. District officials at first indicated it would be released without delay, but then kept postponing any announcements.

Concern by Maryland road officials over the suburban stretch apparently has caused most of the delay.
1963 brought major changes to the Inner Loop East Leg and approaches, however, like the 1960 I-95 Northeast Freeway, the 1964 and 1966 engineering reports truncate their respective studies to the area from the vicinity of Rhode Island Avenue northwards.

1960, 1964 and 1966





1960


1962


1964


1966


The report made public by the Maryland State Roads Commission has caused much consternation here in Takoma Park, for we are severely affected by the proposed freeway. It seems at first glance over the maps and materials available through the libraries and civic associations that the proposed 10 lane North Central Freeway takes a wide swerve away from the B&O tracks and in that fact destroys our community.

We need more than four weeks to study the plan and mobilize citizens into action; we need time to weigh the alternatives and their consequences. Therefore it is urgent that the December 15 joint public hearings in Silver Spring be postponed.- Mr and Mrs T McQuire, Takoma Park Washington Post Letter to the Editor published November 30, 1964
Notably the initial Washington Post article dated November 12, 1964 that reported on this would imply that the freeway simply followed the railroad in the Takoma area, with another article, dated November 14, 1964 claiming that the freeway plans were “popular”. The reaction would be immediate, relatively broad and immensely (and quite justifiably) negative, regarding the route deviation through Takoma Park.






The Takoma Park Mayor and government passed resolutions[s] absolutely opposing the North Central Freeway as planned, though not the freeway as per the JFK B&O concept. As the Washington Post reported on a public meeting in Takoma Park, March 10, 1965 in an article titled Takoma Park Shouts ‘No’
Most of the speakers were adamant against the roadway which was outlined in a huge map which hung behind the rostrum. Takoma Park will be split in half by the freeway declared Mayor George M Miller and the lives of elderly persons will be needlessly and extensively disrupted. City Councilman Russell B. Jones added “The Council of Takoma Park opposes the freeway definitely and unequivocally but if a decision is made that that freeway is necessary, that further consideration be given the route that is the least disruptive to the community and its older people, and that the feasibility of a railroad route be studied.

E. Brooke Lee of 8409 Piney Branch Road Silver Spring took a more moderate approach. A population 53 times that of Takoma Park would use the proposed expressway and these citizens should be given some consideration.

Relocating the expressway along the Baltimore &Ohio Railroad line could bring this added convenience to those outside the city, he suggested while preserving the integrity of Takoma Park.

At least one Takoma Park citizen though firmly supported the proposal. “What Takoma needs is a new freeway, I say a new freeway cutting right through the heart of the town to bring new life and light commerce and industry to the community" Herbert D. Smith of 11 Pine Ave declared amid boos, catcalls and jeers.
The JFK B&O route concept made immense sense, as the 1964 route deviation was quite significant; it not only greatly increased the local impacts - cutting a swath directly through Takoma Park’s oldest residential neighborhoods - but also added over a mile to the route.

I invite anyone to walk-drive the two different routes to see for themselves.

Meanwhile the area around the Takoma, D.C. railroad station was destined to be largely cleared and replaced by the WMATA rail transit station constructed during the 1970s, thus establishing a space for an elevated or tunneled freeway.

Mayor Miller, who unequivocally opposed the 1964 route, but not necessarily the B&O Route, and who was first elected as Takoma Park Mayor for 1954, was consistently reelected, serving a total of ten terms before succumbing to cancer at Holy Cross Hospital in July 1972.


Takoma Park resident Sammie Abbott, unquestionably the most colorful of this manufactured controversy's figures, was an accomplished labor organizer in Buffalo, New York, one time candidate for the U.S. Congress regrettably under the Communist Party label (his widow Ruth would exclaim and apologize to me personally that they had no idea that Stalin was the brute that they later found him out to be), and future 1978-1985 Takoma Park Mayor).

Abbott had been spurred to become an anti freeway activist in late 1964. Residing at 7308 Birch Avenue, and additionally an highly accomplished artist, Sammie Abbott began creating numerous examples of protest art against the option #11 Railroad Sligo East North Central Freeway- examples such as the two pamphlets and the 1964 Christmas card published in the Washington Post.



Sammie Abbott 1964 Protest Art

Every indication I've seen or heard (including interviewing Ruth Abbott, as well as driving her around various sites of the un-built inside the Beltway and D.C. 70S (270) and 95 and the built freeway segments (she had zero fear at speeds legal throughout much of Europe, particularly when driving towards the I-95 stubs at the Capital Beltway), has the massive opposition spurred with the release of the infamous J.E. Greiner study report in October 1964.  Not earlier.

If there had been any controversy about the B&O North Central Freeway when JFK was still alive or even into early-mid 1964, it was a small fraction of that that erupted in October – November 1964.

Indeed, that October 1964 dated engineering report was seen as if designed to take people by surprise and to piss them off- an idea conveyed by the September 30, 1964 Washington Post article “Freeway Report May Touch Off Suburb Storm".

Though the engineering report would justify its relatively modest swerve away from the railroad into Brookland as conserving relatively scarce industrial space as opposed to housing (without mentioning that this included the historic Brooks Mansion!), it would not even attempt explaining the ¼ away swerve away from the railroad through Takoma Park, Maryland, never mind the impacts of a new swath removing 471 houses rather than say 30 along the railroad. Particularly with the November 1962 JFK directive of “Use of the Baltimore & Ohio Railroad corridor to bring Routes 70-S and 95 into the city is the key to meeting the need for additional highway capacity in northern Washington, Montgomery County and northwestern Prince Georges Counties and at the same time avoiding the substantial relocation of persons, loss of taxable property and disruption of neighborhoods that would result from construction of the Northeast, North Central and Northwest Freeway proposed in the 1959 plan.





1964

With reducing building displacement a key point, these route deviations represented a clear betrayal of JFK's vision: a President who in early 1963 had canceled the highly unpopular I-66 North Leg West route along Florida Avenue and U Street, by calling for a look for alternatives that lead to the 1965 emergence of the I-66 K Street Tunnel proposal. Indeed, President Kennedy and his wife Jacqueline had expressed an interest in Washington D.C. planning during his inaugural ride along the Federal Triangle, and in all likelihood more involved himself with such planning issues than his predecessor Dwight D. Eisenhower, or perhaps any of his successors so far.

Indeed, he was likely aware of that at that time for the proposed Boston Inner Belt which featured proposed designs for partially encased box tunnel segments beneath new pedestrian promenades.    As JFK was from Boston and undoubtedly somewhat familiar with that area along with that alongside Catholic University of America (where the road there today is named after the 1962-1971 Speaker of the House, John William McCormick), I can wonder if he ever envisioned a design like that for alongside CUA.





John William McCormack 
(December 21, 1891 – November 22, 1980)


 John McCormack Drive 
between B&O railroad and Catholic University of America

As a product of the local planning discussions of the early 1960s, the B&O route North Central Freeway had enjoyed the support of such organizations as the Committee of 100 on the Federal City (founded by 32nd U.S. President Franklin Delano Roosevelt's maternal uncle, Frederic Adrian Delano in 1924), which favored it as a 4 lane I-70S and I-95 each converging into an 8 lane I-95 North Central Freeway.  With the November 1962 White House report placing it immediately along the railroad’s eastern side, it spurred no such popular outrage as would occur 2 years later and subsequently, with the route's botching but a part of a series of events designed to steer popular sentiment against this freeway along the B&O corridor which ran alongside Catholic University of America.

As if on key, the assassinated JFK’s successor fanned the flames of NE-NW class resentment by stating his opposition to the NW Freeway, with a January 17, 1965 Washington Post article's emphasis upon the number of lanes - 10 - conceivably masking the arguably greater intrusiveness of the route deviation away from the railroad through Takoma Park, Maryland.

And likewise, organizations, including this "Committee of 100", used the indignation against the 1964 plan as the reason -- or excuse -- to reverse their position on the B&O route concept, under the mantle of saving the homes of Blacks -- never-mind that prior to this highway planning perversion, the B&O Route was selected for its central location, and for being the route displacing the least number of homes.

As if on cue, this new opposition from attorney Peter S. Craig was accompanied by the support of the powerhouse Washington, D.C. law firm of Covington &Burling, with a law suit alleging a lack of support from the appropriate government entities before such had likewise reversed their support.

Such is an opposition, as indicated by the colorful protests, centered upon saving the 69 (or 34 as the plan was refined by 1970), holding out even against the route of the freeway with the highest utility with the least displacement as developed by 1973 with the B&O-PEPCO power-line route, displacing a total of 59 dwellings all the way to the interchange B near New York Avenue- a number comparable with the recent Virginia Springfield Interchange reconstruction project, and Maryland's Montgomery County Inter-county Connector- each displacing 57. With the Woodrow Wilson Bridge replacement project displacing 335 dwellings, and the feasibility of constructing a geometrically acceptable tunnel link to the northern end of the existing I-395 Center Leg displacing as few as 33 dwellings, we ended up displacing more dwellings by NOT completing I-95 through Washington, D.C.

How the government would handle this sort of 'planning' designed to fan resentment and opposition, in order to foment emotion and irrationality with the denial of the proposed freeway link’s basic utility- never-mind that the “Y” route replaced 3 separate freeways within a northern sector with no radial links between 9 o’clock and 3 o’clock (and 11:00 and 2:30 regarding parkways which don’t allow trucks, at least regarding the freeway’s basic need versus the issue of the number of lanes). As the Washington Post reported April 4, 1965 in an article 'Unit Opposes Any Freeway In NE Area'
The Save Takoma Park Committee issued a statement yesterday welcoming the highway chief’s “admission that the $350,000, three year (consultants) study is inadequate.”

“But their proposal for a new rote survey evades the real issue- namely, that no study has demonstrated that this ten lane freeway is necessary.”
How the media reported certainly help mold popular opinion. An early example of this is the December 28, 1964 Washington Post ‘Potomac Watch column article The Game in Upper Northwest
REALPOLITIK IN THE DISTRICT of Columbia is a game played best in the upper northwest.

That’s’ why plans for carrying Interstate 70-S into the city have been shifted over the years from the Wisconsin Avenue corridor in Northwest Washington to the North Central Freeway route in Northeast Washington. In the Northwest, protectors of the status quo use phone calls first names and chats at the country club. On the other side of town they use picket signs, jeers and letters of protest. In both cases, the goal is to keep the expressway the expressway—any expressway – from their side of town

SO FAR THE OPPONENTS of the Wisconsin Avenue corridor have been highly. Highway planners have been forced to look for another route n the other side of Rock Creek Park.

The shift was not racial. Both routes would run through white and Negro neighborhoods alike.


But the North Central Freeway would run for a long stretch alongside the Baltimore & Ohio railroad tracks.

The Wisconsin Avenue corridor would nick the Chevy Chase Club.

The North Central would displace families of modest means.

The Wisconsin Avenue corridor would displace some members of the Establishment.

The North Central has drawn the opposition such as the Woodside Forest Citizens Association and the Save Takoma Park Committee.

The Wisconsin Avenue corridor raised the prestigious hackles of the Metropolitan Washington Board of Trade, the Federal City Council, Woodward & Lothrop and the chairman of the Riggs National Bank.

IT SHOULD BE NOTED however, that most of these groups indicated link through Northwest Washington for interstate 70-S, a proposal that subsequently bogged down mainly because of difficulties with parkland. They did not suggest putting it on the other side of Rock Creek Park.

At hearings in Silver Spring earlier this month the opponents of the North Central set up picket lines with outspoken protests such as “Fight Funk’s Folly” “In A Blue Funk”, and “Funk Will Meet His Waterloo.” Maryland Roads Commission Chairman John B. Funk’s replies were met with boos.


The foes of an expressway alongside Wisconsin Avenue had subtler lines of communication open to them.

All the chaps at the Chevy Chase Club had to do, for example, was to wait for the late District Commissioner David B. Karrick to show up for a round of golf to tell him what they thought. An old-line Washingtonian Karrick was not about to preside over the club’s dissolution – or even rearrangement of its golf course.

After two years of hot community debate, Karrick and Engineer Commissioner A.C. Welling outvoted Commissioner Robert E. McLaughlin in April of 1959 to kill the Wisconsin Avenue corridor.

“Boom Boom” Welling (he like to open new projects with cannon shots) had undoubtedly been cautioned extensively by then to hold his fire on freeway projects through Northwest Washington.

THE PROPOSAL however, was revived by the National Capital Planning Commission under former Chairman Harland Bartholomew. Then early in 1960 the Bureau of Public Roads said any interstate from Denver Colorado to Pooks Hill, Bethesda ought to come into town by the straightest route- the Wisconsin Avenue corridor. That brought out the big guns. Four committees of Congress jumped into the dispute. The upshot was a five year Congressional freeze on freeway construction through the Northwest west of 12th Street NW.

Out of all this came the proposal for the ten lane North Central Freeway announced this fall.

Both may be needed one day. Even Gen. Braddock thought that the Wisconsin Avenue corridor the best way to .. Rockville and that was in the French and Indian War. The North Central on the other hand would serve the more populous Silver Spring and Wheaton areas, among others
.

Naturally no one wants a freeway to come barreling through his living room. Members of the Establishment have just as much right to object, as the families in the path of the North Central.
But … [making] the North Central tens lanes wide should be looked at critically. District highway officials … [did this] .. because they say they are going to leave Northwest Washington alone.

The north Central should be able to stand on its own feet. But it seems unfair to ask residents to make room for ten lanes in order to buy time for the Northwest. Property owners there should have to face up traffic demands in their neck of the woods, to.
Note how the entire history cir 1961-1962 culminating in the JFK Administration report of Nov 1962 is compressed into a single sentence “Out of all of this came the proposal for the ten lane North Central Freeway announced this fall." No mention of the B&O Route of 1962, nor its betrayal by that strangely over-delayed report released nearly 15 months over-due, nor that if there had been controversy in 1962-63 it was a fraction of that engendered by the October 1964 released report.

This selective omission would be repeated ad nausea, by subsequent mass media reporting so designed to steer sentiment concerning what was a relatively UN-controversial proposed freeway from the JFK Administration that was deliberately botched at the time surrounding and following his assassination. This was the selective report to focus solely upon I-70S being pushed east of Rock Creek Park, with otherwise precious little reference to the topographical realities, to effectuate a spin of this as primarily a battle -- regarding I-95 -- of saving 69 or 34 houses closest to the railroad.

By April 1965 nonetheless officials declared they would do a restudy. Consistent of the idea of inflaming opposition, the new plan was ELEVATED over the RR version- never mind at least the proposal of the Committee of 100 on the Federal City cir 1962-64 for a low level version. The elevated high level version would occupy much of 1965 in the public’s attention before being dismissed, and subsequently followed by calls and promises for a new “supplementary” study.

That 1966 plan, published in the supplementary North Central Freeway report by J.E. Greiner associates was a step in the right direction.

This version featured a 6 lane I-70S that would flank the railroad.  That would converge with a 6 lane connection from an 8 lane I-95 via the District Fort Drive Route (which had its continuation in Maryland via Northwest Branch Park)- with the extra 2 lanes connecting to a connection to North Capital Street - arcing further westward into Fort Totten Park than the 1964 version, to join together and pass through a set of tunnels to the railroad's eastern side, and quickly neck down into a 10 lane I-95 North Central Freeway in the vicinity of Taylor Street.  From there, the 10 lane 1-95 North Central Freeway paralleled the B&O railroad's eastern side, displacing only industrial properties southwards to Monroe Street, and some 69 homes further south between the railroad and 10th Street NE.  Unlike the 1964 plan it entirely avoided the Turkey Thickett neighborhood and the historic Brooks Mansion.  To the south of Jackson Street where the railroad begins turning southwesterly, the freeway route would maintain a southerly direction, leaving an opening between it and the railroad that becomes wider as it approaches Rhode Island Avenue.

Further south the freeway would met "Interchange B" with the Inner Loop, thus connecting with the 6 lane I-295 East Leg, and the 8 lane North Leg East continuation of I-95 to the Center Leg (3rd Street Tunnel).

With an eye towards better land space utilization, the 1966 'supplementary' report included a suggestion of a lid atop a segment of the I-95 North Central Freeway alongside the main campus of Catholic University of America just east of the surface road along the east side of the B&O railroad, though not to the south where the design was also somewhat depressed grade.





Cut and cover tunnels alongside Blair Park


I-70S enters near D.C. through a set of cut and cover tunnels compatible with Montgomery Community College, preserving Blair Park, AND transitioning to a configuration to flank the railroad (rather then having it all to the east) to reduce the conflicts.

3 lanes hugging each side of the B&O railroad in Takoma, D.C.
Interchange at New Hampshire Avenue





1966 North Central Freeway at Brookland- Catholic University of America
Entirely east of the railroad further south in Brookland, it avoided Turkey Thicket and Brooks Mansion, reducing the number of dwellings for the I-95 portion of the North Central Freeway to 69 houses (1910-20s vintage).

The 1966 supplementary study included the future addition of constructing a lid atop the depressed portion alongside Brookland, potentially making a cut and cover tunnel.

1966

By late 1966 the controversy had significantly died down, with the agreement of the various government agencies upon the 'supplementary' study B&O Route, only to be again inflamed by the brand new Federal Highway Authority.

According to a letter dated June 1, 1967 from Takoma Park resident and former --- to Maryland Governor Spiro Agnew:
Citizens of Takoma Park and Silver Spring had reason for their demonstrations of bitter dissatisfaction with the highway authorities of your predecessor's administration. After we had been given reason to believe that the causes of our protests had been in at least some part overcome, the matter now threatens to break into renewed bitterness. I am sure you will wish to avoid this as much as many of us.

We showed that the methods of traffic projections which were claimed to justify the North Central were fallacious, the results in error by as much as 400 percent. Our contention was tacitly admitted in "re-studied" versions of the proposal made public last year, sharply reducing the original plan of 5 lanes each way.

The re-studied proposal also tacitly admitted that the route first proposed was needlessly, even carelessly if not ruthlessly, destructive of our communities. The new version hugged both sides of the existing Baltimore and Ohio railway, thus avoiding a new swath of destruction to divide our communities and sharply reducing the number of homes to be taken.

The reduced, re-routed proposal was made public last year with endorsement of D.C. And Maryland highway authorities. The D.C. Portion was forced through the National Capital Planning Commission by votes of representatives of the D.C. Highway Department and of the U.S. Bureau of Public Roads. From this we concluded, reasonably enough, that the highway authorities of the two jurisdictions (Maryland and D.C.) had reached a firm understanding with the Bureau of Public Roads.

Many of us were therefore astonished and aroused to preparations for renewed protests when Washington newspapers recently reported that the Bureau has acted to open it all up again. We have not found the Bureau forthcoming with candid information, but the press articles intimate an intention to force Maryland to accept modifications of route or design ostensibly "cheaper."

The result is that the whole controversy, which had been somewhat quiescent, is beginning to agitate the communities again. I can assure you this is so, for although I recently resigned chairmanship of the Metropolitan Citizens Council for Rapid Transit and write this simply as an individual citizen who wishes your administration well, I do remain in close touch with neighborhood sentiment on transportation-related issues.
As the Washington Post would report, May 8, 1967:
Top officials of the Bureau have ordered a full review of the plans for the 3 ½ mile road … While it is good practice to disrupt as few people as possible in road building, is it worth the added cost of $22 million?

… Rejection by the Bureau would certainly fan the embers of one of the Washington area’s freeway controversies spearheaded by a group called the Save Takoma Park Committee. It rallied the residents of the middle income suburb composed largely of turn of the century homes on tree lined streets to strident opposition at hearings in Washington and Silver Spring on the original [1964] alignment.
This cheap skate attitude - $22 million upon a $271 million 1966 figure project -- surely served the purpose of poisoning popular sentiment against the B&O North Central Freeway.


JFK Postage Envelope Issued May 29, 1967

Notably latter 1966- early 1967 was a time of transition and bureaucratic reorganization, with the U.S. Bureau of Roads being replaced by the then brand new U.S. Federal Highway Authority, with the outgoing administrator Rex Marion Whitton, who served from 1961 to 1966, quoted by the Kansas Evening Star about his retirement that at [the age of] 68

"I want to get out while I am still winning or at least that I am still winning"
as if on que of an impending planned scuttling.

Rex Marion Whitton


Lowell K Bridwell

His successor, Lowell K Bridwell (1967-69) was later the FHWA director overseeing New York City’s to be scuttled Westway Project, which would have replaced Manhattan's elevated West Side Highway with a modern interstate highway, the southern part via a tunnel in new land fill within the pier area, beneath a new waterfront promenade, parkland and new development providing the perpetual benefit of property tax revenue, thereby creating an new source of perpetual property tax revenues; the Westway Project would have no expense to the City of New York , yet was unfairly maligned as a waste of money, as a reflection of the generalized post 1961 idea that the U.S. was too poor to afford highway and transit. Notably Bridwell died in 1986 at the age of 62 a mere year after Westway’s September 1985 cancellation.

The dynamics of a high level decision to scuttle the assassinated President's B&O Route North Central Freeway were further displayed by the words and actions of again subverting the B&O NCF by new US Department of Transportation Administrator Alan Boyd, starting with the adaptation of the historical revisionism that “forgets” to mention the route’s development 1961-1962, and its subsequent botching. As the Washington Post reported, January 15, 1968 Transportation Secretary Alan S. Boyd, who has refused to approve plans for the North Central Freeway, said yesterday the path of the road through Northeast Washington was determined
not by “where the traffic wants to go,” but by where “political opposition was insufficient to stop it.”

“All the traffic surveys say it should be built along the Wisconsin Avenue corridor,” Boyd explained in an interview on WTOP television’s Capital Conversation.

“But the people who live along Wisconsin Avenue or have business there have much more political clout than the people on the other side of town.”


Ten years ago the freeway was planned to run along the District shore of the Potomac River, Body said.


But it was pushed eastward,” he said, “until political opposition was insufficient to stop it.”


The outer approved by the National Capital Planning Commission in 1966 would run from the Capital Beltway through Silver Spring Takoma Park, and Northeast to a major interchange near Union Station. It would provide high speed access to downtown Washington from eastern Montgomery County.


“We’re going to have to find a better way to do it than to say we’re going to take the property of poor people and leave everyone else alone.” Body said. “That’s not the way the way the traffic moves.”


Boyd argued that highways could be built “to compact themselves reasonably well” in any neighborhood if stores and homes were built in the air space over the roads.

“We should not just tear up the homes of poor people and Negroes,” Boyd declared. “We ought t make a determined effort to put freeways where traffic wants to go.
Boyd, who said in November he would not approve another highway project, the Three Sisters Bridge, as presently planned, said he would continue his opposition until he knows “what’s going to happen to the traffic” that would use it. Under present plans, he said, “there’s no provision for a distribution system” to take heavy traffic from the bridge into the Northwest section of Washington
And, as reported in the Drew Pearson The Washington Merry Go Round column 'D.C. Mayor on Spot in Freeway Fight' (yes the Drew Pearson who maligned the Tucker Motor Car), on February 21, 1968:
Secretary Boyd also argues that Negro communities are not the only ones to be relocated to make room for suburban freeways. Wealthier communities should move too. Specifically he has held up the North Central Freeway in Washington because it was shifted over from a high bracket residential community to a low bracket , because the white residents pack more political punch than Negroes do. “We should not just tear up the homes of poor people and Negroes,” says Boyd. “We ought to make a determined effort to put freeways where the traffic wants to go. We’re going to have to find a better way to do it than say we’re going to take the property of poor people and let everyone else alone.”
Boyd conceivably had the option of promoting reviving the Northwest Freeway- consider how that freeway could have fit within the re-development footprint in downtown Bethesda- Boyd had practicalities that he could have advanced.

He could have pointed out that much of downtown Bethesda was to be demolished and replaced owing to the inevitable transit induced densification, anyway.

Hence he could have promoted that segment as a cut and cover tunnel beneath new buildings there as well as in Friendship Heights.

Further south, where the grade must further descend owing to the NW Washington D.C. topographically, he could have promoted a revision of the southern portion via a deep drilled tunnel straight from the Tenley Circle area to the existing end of I-66.  That would have been roughly twice the length of the 1960 I-95 Northeast Freeway study option with 4 x 2 tunnels 4,000 feet in length, and would have made a powerful backup to his statements concerning social equality, and indeed the famous quote of JFK- 'ask not what your country can do for you; ask what you can do for your country'.

Rather, he conformed with the dynamics suggested by the outgoing U.S. Bureau of Roads chief's comments about getting out "while it still appeared that we were winning."

Indeed, he not only repeats the established media "spin" concerning I-70S (that 'forgets' the 1961-62 history leading to the JFK Administration's November 1, 1962, along with the route botching of the long delayed initial engineering report), thereby sustaining a resentment against the wealthier NW, he extends it to oppose I-70S along the railroad through Silver Spring and the Takoma Park area, and also to I-95 through the western edge of the Washington, D.C. neighborhood of Brookland, displacing 69 WW1 era townhouses (with a 1970 revision reducing that to 34), just across the railroad from Catholic University of America.

Indeed this geographical class angle would be useful, given that B&O and the Northeastern I-95 would have displaced but a fraction of that for the I-70S segment, due to the later construction of brick houses along the railroad's western side Blair Avenue, along with the Montgomery Gardens apartment complex near Blair Park.

The reaction of "white mans roads through black mans homes" had been the response to the botched planning unveiled in 1964, with its review of a broad array of route options of the type of freeway planning of the 1959 Mass Transportation Plan rejected by the planning discussions that had lead to the adaptation of the I-70S / I-95 B&O North Central Freeway in 1962 by the Committee of 100 on the Federal City and the Kennedy Administration. Hence it was a betrayal of the participants who accepted this eastward shift as the means of routing I-70S with the least displacement (and as the most logical-cost effective means employing the existing areas of the rail-yards for routing traffic from I-70S and I-95 into and through the Inner Loop: certainly a deep drilled I-70S tunnel from Tenley Circle to I-66 would work, especially with an under Potomac Tunnel to Virginia Route 27 and or 110, but would not handle I-95 traffic, whereas the B&O concept handles I-70S and I-95 traffic).

The 'social justice' idea conveyed with this freeway planning politicization can be seen as a history extending back a century earlier when the B&O Metropolitan Branch was routed where it was in NE with that corridor significantly industrialized, while the comparable stream valley in NW, Archibald-Glover Park, remained more or less in its natural state.

Boyd (like any other such FHWA figure) has the option of promoting a further design evolution of the I-70S/ I-95 B&O North Central. One with greater capacity, given his testimony before the House subcommittee on roads -- reported by a December 6, 1967 Washington Post article "3 Major Road Projects Are Unwise" -- against the North Central Freeway "as it is now designed" describing it as "a tremendously expensive and inadequate artery."

He could have promoted a re-design without the neck-down and within a right of way avoiding the historic Brooks mansion to the east, and the line of Catholic University of America buildings to the west with the freeway entirely under-grounded southwards of Taylor Street.  The extra capacity could have been added via cut and cover tunnel carriageway along the railroad's west side directly beneath John McCormack Drive- named for the 1961-1971 Speaker of the U.S. House of Representatives.  Hence the planners could have accommodated the traffic while maintaining and even enhancing the tranquility of this area directly alongside Catholic University of America: note Donald Trump's promoted treatment of the 57th to 72nd Street segment of Manhattan's West Side Highway of new concrete box tunnels directly beneath the new Riverside Park Drive.

Manhattan's Westway- cancelled September 1985



Manhattan's Riverside Drive Tunnel


Boston I-93 Central Artery Tunnel/Promenade

Consistent with this expansive view of 'social justice' meaning for the broadest segment of society, he could have gone further with the idea of extending the legacy of monumental Washington, D.C. by combining the tradition of the Mall as well as such places as Meridian Hill Park, make the surface area atop the new underground I-95 North Central Freeway Tunnel, with its underground walls designed to accommodate a lowering and tunnelization of the two track heavy railroad, and optionally portions of the two track WMATA aluminum rail car transit Red Line. Such an under-grounding would permit re-establishing vast portions of this corridor as parkland, and conceivably be advanced to bring the long buried creak back to the surface. One would think that given all the talk about improving cities, that there would be advancement of such things as a cut and cover and deep drilled NW Freeway, and especially a largely tunneled cut and cover North Central Freeway beneath a new linear park extending atop the railroad corridor sculpted into the land and its architecture into the shape outlined by God and Man as situation and framed by Washington, D.C.'s majestic Union Station: a shape that may be called the "Grand Arc".

USNC Extending the Legacy with UN-official addition of the Grand Arc 95 /270E


1997+ I-270 Takoma Station Town Square/Tunnel


Abbott and his allies never had the opportunity to see a serious such under-grounded North Central Freeway, and had taken their hardline stance spurred by the unveiling of the deviant 1964 "option #11 Railroad East Sligo extended even to the 1962 B&O route, according to Zachary M. Schrag’s The Great Society Subway: A History of the Washington Metro,at p 121, because this would still displace “a line of houses parallel to the railroad”, even though a fraction of those by the 1964 plan.

Schrag does not elaborate, but of these, the best were and remain those along Takoma Avenue on the RR’s east side, at Takoma Park Maryland’s northwestern edge, plus the northernmost house within Washington DC to the RR’s east side, the landmark Cady Lee Mansion with a mere 85 feet setback- all situated with adequate room to construct a cut and cover tunnel extending beneath Takoma Avenue to join the already (1966) planned cut and cover tunnel along Montgomery Community College. Extending the cut and cover configuration beneath Takoma Avenue, whether with 2 in each direction all along the railroad's east, or 3 in each direction flanking the railroad would fit, and have sufficient length to drop with the topography to extend the tunnel further south within the footprint of what was cleared for the WMATA station and suitable for new transit induced development. The 1971 DeLeuw, Cather Associates and Harry Weese & Associates, Ltd. Washington D.C. version had the WMATA station area with a cut and cover I-70S North Central Freeway Tunnel with all six lanes to the railroad's east, thus displacing the historic Cady Lee Mansion along with the Takoma Avenue houses- and thereby creating a new means of inciting opposition. Before anyone advanced alternative designs more incorporating the space along the railroad's western side, as it enters Washington, D.C., perhaps with a set of 4 lane tunnel flanking the railroad -- I like the idea of employing this segment as a bypass for Maryland 410 around rather than through Takoma Park -- Maryland drops this link altogether in 1972.










Takoma Park area plates for the 1966 supplementary study B&O Low Level Route North Central Freeway, and the 1971 version









Sam Abbott’s artwork – of which there is much evident talent -- might suggest a plausible subconscious reason for his sentiment, assuming that he necessarily liked the landscapes he chose to paint.   Much of that art was of rail-side industrial mud flats as those in his native Buffalo New York where he worked, organized, and was arrested and imprisoned; it was there, in the lock up with his best friend, where they here visited by that friend's daughter, Ruth, who was Sam's future wife.

Certainly, according to Ruth, he was partially spurred against the freeway by her father and his friend who inveighed against the petroleum economy at a time when freeway construction was occurring roughly at the time that many electric rail transit lines were being deactivated, and replaced with smelly and noisy diesel buses (even as heavy rail had already been using diesel electrics).

Sam Abbott passed away in 1990.

Thomas Airis passed away in July 1991.



Abbott, Airis 1970 D.C. City Council hearing

US National Capital Planning Commission reversed itself in December 1968- the botching and the spin having done its job prior to the politically turbulent events of that year that brought the MLK and RFK assassinations respectively that April and June.

It was simply a 'white mans road through black mans homes', as the newspapers defined it: a simple truth in the context of the botched 1964 planning, but given the physical reality, an over simplification obscuring the more complex matters of political influence and power.

Not building the North Central Freeway saved, as per the 1966 design, 372 dwellings within Washington, D.C. and 163 within Maryland, with 69 of these, plus 110 respectively for the I-95 Northeastern Freeway, or 59 total for the 1973 I-95 B&O/PEPCO Route proposal.

This compares with the figures of 720 and 531 for the 1964 plan, 1,095 in D.C. for the 1960 I-95 Northeast Freeway near the B&O railroad; and 74 and about 1,000 respectively for the Wisconsin Avenue corridor and the east of Rock Creek Park segment of the Cross Park Freeway serving as the southernmost I-70S segment to its interchange with the I-66 North Leg of the Inner Loop Freeway at 14th and U Streets NW.

Of all of these, the most cost effective route -- B&O-PEPCO -- is endangered with ill advised real estate development along the north side of New Hampshire Avenue just inside Maryland (which would be fine if planned with having I-95 pass beneath) and just inside D.C. in the traditional open field of the Masonic Eastern Star Home, and in the Brookland - Catholic University of America area in the traditional lightly developed industrial bands to the east between Taylor Street and Michigan Avenue, and west to the south along 8th Street NE connecting with our John McCormack Drive southbound I-95 Tunnel.



Likewise, and further what should be criminally negligent for creating a hazard, the deathtrap residential development in the I-70S Takoma Station area of wood framed dwellings within and generally at a lower grade of a potential derailment of the immediately adjacent heavy railroad that carries heavy freight cars. Meanwhile, people in Takoma Park found out that the planning of 'DE-mapping' the freeways for the sake of some extra funds to speed the WMATA system's construction (while denying a potential perpetual revenue from highway tolls- an option apparently unconsidered), provided zero promise of WMATA not one day covering some of the local green space of the WMATA facilities with new development, with a new proposal for 95 such dwellings at the Takoma Station green area and parking lots.

Meanwhile, slapping I-95 signs on the eastern portion of the I-495 Capital Beltway led to a greater traffic burden there, leading to the recent Woodrow Wilson Bridge replacement project, replacing a single 6 lane span with a pair doubling capacity, with a displacement of 335 dwellings in Alexandria, and 57 at the concurrent Springfield Interchange replacement project. A new project the 11th Street Bridge[s] finally completes a no traffic light through route that dips down through SE, though yet nothing yet to humanely tunnel portions of the I-295 or DC 295 Anacostia Freeway, with now decades of in-activism -- consider ECTC's Marion Barry as just a start.


According to the November 26, 2000 Washington Post magazine article "End of the Roads" by Bob and Jane Freundel Levey, Takoma Parks Sammie Abbot guilted out Peter S Craig, with Abbott charging Craig with only caring for his neighborhood- never mind the significantly lower impacts of reusing an existing railroad industrial corridor rather than a swath through parkland or residences.
"I couldn't be parochial. I had to oppose the whole thing", he says, after Sammie Abbott called him out of the blue one night and said "All you care about is the rich White folks west of the [Rock Creek] Park". "He said I was being pretty provincial", Craig says. "He guilt triped me and as a good Quaker, I fell for it."
Never mind this shift to poorer Blacker areas was exactly what was being accomplished by the enemies of the northern radial freeways as the Northwest, North Central and North East. Had not Craig or Abbott, Abbott's ECTC confederate Reginald H. Booker, Marion Barry or anyone else following this line of reasoning pondered it in SE alongside the I-295/DC 295 Anacostia Freeway? Or in Springfield interchange or the Wilson Bridge replacement projects -- even if the areas are not majority Black -- both involving displacing more residences by widening the section of the I-495 Capital Beltway that became "I-95" upon the cancellation of the less necessarily imp-active idea of completing I-95 through Washington D.C. via the least displacement route of the B&O-PEPCO combination, reportedly over protests over the 34 WW1 era townhouses while running alongside Catholic University of America.

By going with the spin established by the very establishment running the show, Sam Abbott and ECTC's doctrinaire stance against the B&O Route North Central Freeway simply went along with what the established actually wanted, an establishment most plausibly -- consider the dynamics of a political wobble effect -- with the entity marked by the very landmark properties along the proposed freeway routes.

It could be said that, for a man as Sammie Abbott the political activist and artist described as politically angry, that he, even if unwittingly, was preserving the canvass for the ultimate expression of the shape revealed, with the B&O Metropolitan Branch railroad's head piece of Union Station, with the rail corridors covered- Grand Arc.

If Madrid, the Capital of Spain, can do it with its M-30 Rio Project, so can Washington D.C. with Grand Arc 95/270.

This Washington, D.C. Status Quo of a city locally split by surface rail-yards, the traffic burden shifted disproportionately onto SE, and the general inefficiencies of the absence of the Washington, D.C. northern radials, is a continuing social and political injustice.

Douglas A. Willinger
A Trip Within The Beltway
January 19, 2012