tag:blogger.com,1999:blog-378461172024-03-09T21:46:44.057-05:00A Trip Within the BeltwayAbout the Roads of Disconnect and Connect
Within and Near
Washington, D.C.Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.comBlogger390125tag:blogger.com,1999:blog-37846117.post-4923070902607553262024-01-29T00:01:00.000-05:002024-01-29T00:01:03.276-05:00Feds Fail to Address Post 11-22- 63 planning manipulations/machavellianisms<p> See:</p><p> </p><p> <b><a href="https://highways.dot.gov/highway-history/general-highway-history/dc-freeway-revolt-and-coming-metro">https://highways.dot.gov/highway-history/general-highway-history/dc-freeway-revolt-and-coming-metro</a></b></p>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-11222930659792136902023-09-30T01:22:00.002-04:002023-10-01T16:16:06.567-04:00The Legal Basis of Blocked Washington, D.C. Expressways<p>I initially posted this February 6, 2007 </p><p><a href="https://wwwtripwithinthebeltway.blogspot.com/2007/02/doctrinaire-anti-new-highways-position.html">https://wwwtripwithinthebeltway.blogspot.com/2007/02/doctrinaire-anti-new-highways-position.html</a></p><p>The legal basis of the Washington, D.C. expressway "de-mappings"</p><p>To get $1.4 billion transferred to transit, "de-map" - aka "for all time" links representing the basic compass lines, surrendering easements to real estate development, <u>with zero regard of long term costs</u> to conflict with reviving these expressway links as tunnels. To wit, what occurred afterwards starting in downtown Silver Spring, Maryland, with erecting costlier office towers rather than say a strip mall, creating considerably higher eminent domain & demolition costs.<br /></p><p></p><p><b>Statement of Peter S. Craig, Trustee, Committee of 100 on the Federal City. May 12, 1975</b><br />Peter S. Craig Papers ; Gelman Library Special Collections Division, G.W.U.<br /></p><blockquote class="tr_bq">
... Section 137(b) of the Federal-Aid Highway Act of 1973 (codified as
23 U.S.C. 103(4)), which authorized the Governor (Mayor Washington, in
the case of D.C.), and the responsible locally elected officials (the
D.C. City Council) to jointly request the U.S. Department of
Transportation to transfer federal aid, formerly earmarked for freeways,
for 80% of the cost of transit improvements. Such fund transfers may
occur on either of two alternatives:<br /><br />First, that the Interstate
segment being deleted "is not essential to the completion of a unified
and connected interstate System." The following un built freeways meet
that test:<br /><br />(1) North Central Freeway (70-S); Maryland has already abandoned 70-S (now I-270)<br /><br />(2) Northeast Freeway (I-95); Maryland likewise has abandoned I-95 within the Beltway<br /><br />(3) New York Avenue Industrial Freeway. This is not even on the Interstate System.<br /><br />(4)
East Leg of Inner Loop (I-295). Without an I-95 to Maryland, this is a
freeway leading nowhere; the I-295 label should be returned to the
already-constructed Kenilworth Avenue Freeway where it began.<br /><br />(5)
North Leg-West Section of Inner Loop (K Street Freeway)(I-66). This
Council already has urged that Virginia abandon I-66 inside the Beltway
in Virginia. Consistent with this action, I-66, within the city should
also be scrapped. [DW note: that I-66 was actually built and opened in
1982]<br /><br />(6) North Leg-East Section (Center Leg and I-66 to East Leg). Also not essential.<br /><br />(7)
South Leg, Inner Loop (-695). There are enough "95s" around and through
Washington without adding this one. We have I-495 around the city and
I-295 through it.<br /><br />(8) Three Sisters Bridge (I-266). Even
Virginia's State highway Department -- never distinguished for its
concern for area residents (Virginians included), has concluded this
bridge should not be built. With no Virginia connection, it would be a
bridge leading nowhere.<br /><br />(9) Georgetown Waterfront Tunnel (I-266)
This segment is also not essential for an Interstate System, although
(if properly tunneled and restricted in capacity) it may be desirable to
achieve other urban goals.<br /><br />Second, and independently of the
first reason it, freeways may be deleted and the federal aid transferred
to mass transit -- even if the freeway segment might be deemed
essential for a "unified and connected Interstate system" if such
freeway segment "would not be essential after completion of one or more
substitute public mass transit projects." See 23 C.F.R. 476.304(3). All
previously planned but un built freeways in D.C. meet this test. This
has been adequately demonstrated by the numerous in-depth studies
published by the Committee of 100 on the Federal City and other
independent analysts.<br /><br />Several red herrings have been raised
concerning the flexibility of the federal-aid transfer provision. None,
however, has merit. For example, former D.C. Highway Director Airis,
wanting to construct the South Leg of the Inner Loop (under the Lincoln
Memorial) [sic] claimed that fund transfers were not applicable in that
case because there were no plans for rail rapid transit "in the same
corridor"; i.e., between Theodore Roosevelt Bridge and the Southwest
Freeway. The Act of Congress and the DOT regulations contain no such
rigid requirement. To the contrary, the federal aid transfer authority
may even extend outside the urbanized area of Washington. This was made
explicit by the DOT regulations which provide (23 C.F.R. 476.314):<br /><blockquote class="tr_bq">
<i>"The proposed projects must serve the urbanized area from which the
Interstate segment is withdrawn, but need not utilize the same
transportation corridor as the withdrawn segment and need not be
physically located within that urbanized area."</i></blockquote>
Thus, theoretically at least, the South Leg of the Inner Loop could be
removed from the Interstate System and the federal matching funds for
this project applied for construction of an extension of Metro to
Annapolis or the Eastern Shore. Such an extension, although outside the
urbanized area of Washington, would nonetheless "serve the urbanized
area" of Washington.<br /><br />With this wide-open legal authority to get
rid of unwanted freeways and to transfer that federal aid to public
transit, it is remarkable there has been so little sign of activity at
the District Building to implement this authority.<br /><br />Over one
billion four hundred dollars of federal aid is involved. It provides a
vehicle, without Congressional action, to increase the ratio of federal
aid to local participation for Metro from its present 2/3-1/3 [67/33]
split to an 80/20 split. Without any increase in local participation
(and local taxes) it offers an additional $840 million in federal aid
for Metro. If the full $1.4 billion of federal aid for Metro were
desired for transit improvements, the additional matching cost to local
jurisdictions (D.C., Maryland and Virginia) would be $112 million. These
funds may be spent anywhere -- not merely in the District of Columbia.
They could hasten the day when the full 98- mile rail rapid transit
system is operating as originally planned. They could also be devoted to
purchases of new buses and other transit improvements.<br /><br />There is
no reason for the Council to wait, simply because the city
administration has been delinquent on its promises to establish a city
Department of Transportation under new and competent leadership. The
time is overdue for people-moving, rather than car-moving, to be the
primary objective of this city's transportation planning.<br /><br />We therefore recommend that the Council immediately initiate the following actions:<br /><br />1.
Set a date for prompt hearings on amendment of the Comprehensive Plan
to delete all un built freeways (with the exception of the Whitehurst
Freeway -- pending completion of the Georgetown Waterfront Study now
underway), including: South Leg Freeway, North Leg-West Section (K
Street Tunnel), North Leg-East Section, New York Avenue Industrial
Freeway, East Leg Freeway. (North Central, Northeast and Three Sisters
Bridge Freeways were eliminated in 1968).<br /><br />2. Enact a resolution
directing the Mayor to request changes in the designated Interstate
System reflecting the Council's determinations regarding freeways that
should not be built.<br /><br />3. Enact a resolution requesting DOT to
transfer the Federal aid for the freeways thus "de mapped" to Metro,
without limiting such transfers to segments within the District of
Columbia. In other words, such transfers should be available for
completion of Metro within suburban Maryland and Virginia as well as in
the District of Columbia.</blockquote>
<br /><blockquote>
<br /><b>Committee of 100 on the Federal City<br />Letter of May 12, 1975; Elizabeth Rowe, Chairman</b><br />Dear Mr. Chairman and Members of the Council:<br /><br />The
Committee of 100 on the Federal City respectively requests early action
by the Council on two very pressing transportation matters:<br /><br />First
the de mapping of unnecessary and unwanted freeways in the District of
Columbia through amendment of the city's Comprehensive Plan and
appropriate requests to the US Department of Transportation for the
removal of such freeways from the Interstate system.<br /><br />Second, the
initiation by the Council, in cooperation with the Mayor, of a request
to the U.S. Department of Transportation for the transfer of the federal
aid formerly earmarked for such freeways (in excess of $1.4 billion)
for completion of the presently-authorized Metro rail transit system.<br /><br />These
actions are necessary to implement two very pressing needs: First to
remove forever the cloud of destruction and more autos in an
auto-chocked city caused by the presence of obsolete freeway plans in
the comprehensive plan and on the interstate system; and second, to help
meet the escalating costs of construction of the Metro system.<br /><br />Respectfully submitted,<br /><br />Mrs. Elizabeth Rowe, Chairman</blockquote>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-85865004890612251602023-08-27T00:59:00.019-04:002023-08-29T21:12:01.644-04:00Grand Arc Opportunity For New Hampshire Avenue/Maryland WMATA Line<p></p><p>The Grand Arc Project, my selection of a name for a project constructing a D.C. North Mall/Enclosed filtrated Underground North Central Freeway (electronically tolled Expressway), offers the tantalizing opportunity to add a new WMATA line along New Hampshire Avenue into Maryland.</p><p>Since the existing WMATA Red Line would be rebuilt underground, we have the opportunity for creating a new two track WMATA line spur, beneath the hill at New Hampshire Avenue, between the RR corridor and the DC-MD line. Such a line would connect to and from the south with the Red Line, and the Grand Arc Project's inclusion of reconstructing the railroad underground provides opportunity to increase the number of WMATA as well as MARC/CSX tracks. Squandering the opportunity would be unacceptable, and neglects the fundamental stage-ability: of starting with this new spur, at least to its nearest station, somewhere in Maryland, between the District line and the vicinity of Sheridan Street. This is essentially a two block long segment of the 6 lane New Hampshire Avenue commercial strip zone, and a prime candidate for re-development. This initial stop would be called Sheridan Station. </p><p>This entire initial segment, including the portion within the District, would be underground. </p><p>To the north, where the topography descends into the valley at Ray Road, its extension would transition to a bridge, perhaps as a lower level of a new span for carry New Hampshire Avenue over the valley. Past that, it would enter its second tunnel segment to pass beneath the log established parking lot of Giant Supermarket<br /></p><p>Have a second station in the southeast quadrant of the next main commercial area at the intersection with 410 East West Highway. Likewise, place that segment underground. Be sure to guarantee a guarantee of rent stabilization for the existing businesses in the strip malls, within the first level of the inevitable replacement development.<br /></p><p>Owing to the topography, of the valley at Ray Road, this line could emerge upon its own narrow viaduct, and if a bridge was constructed to place New Hampshire Avenue atop that valley, place the new WMATA line as its lower level. Have it transition to tunnel (cut and cover) extending beneath the existing Wendy's and north past East West Highway (Rt 410).</p><p>Where the topography again descends, either have it elevated, perhaps above the median of New Hampshire Avenue, or optionally, continuing it as trench & cut and cover, to a cut and cover segment towards and at the northeast quadrant of New Hampshire Avenue's intersection with University Boulevard, at the site of this line's 3rd initial stop- University Avenue Station.<br /></p><p>Initial project would stop here, with its design fully anticipating a further continuation along New Hampshire Avenue to White Oak, by the U.S. F.D.A. Center, with the initial portion of a subsequent extension along the wide 6 lane expressway spec Route 29, with the next stop being at the commercial area alongside Rt 29 just south of Cherry Hill Road- fairly near to the Rt 29 interchange with MD 200/ICC Inter County Connector. </p><p>As an option, examine the use of moled tunneling, to start near the DC/MD line, to see if such could extend under the various valleys.<br /></p><p>Construction of the Grand Arc Project would provide some added rail capacity alongside the underground vehicular expressway, with the WMATA & MARC/CSX RR, each improved from 2 to 3 track operation.<br /></p>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-15341796747602647562023-08-12T01:22:00.028-04:002023-08-13T00:10:51.508-04:00Whatever Happened With The Tunnelfication of Washington, D.C.'s SW-SE Freeway?<p></p><p>We ALL know that the District's SW-SE Freeway is a monstrosity. BAD design. NO safety shoulders. Open trench bisecting SW, before rising up upon a hideous viaduct that crosses atop South Capital Street. And continuing east, a Chinese wall along Virginia Avenue to the interchange with the 11th Street Bridge, and a brief surface segment, before its sole well designed segment, the pair of 4 lane rectangular box tunnels beneath Pennsylvania Avenue SE's Barney Circle.</p><p>30 years ago, the Washington Post published a good article, by Roger K. Lewis, March 27, 1993, <i><b>"For The 21st Century A Capital Design Reach In Need of A Regional Reach"</b></i>. Within was an illustration, indicating an underground replacement for the SW-SE Freeway.</p><p> </p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzNlmKHiZRxcALoA861I0-MXR6GzKkflVWMHbGSEX3ZyvULF6x5ZEVZyZM_FuAiR46QeY_puf1YqdLcz_JaxwLpyUFR0H6WiecUhbU0wcY1ut4x6TEvlWcP1OKtnor-SCUAOJrEAC5Eqe2HSJz4BlVKwmiJcRnzFFDgseQwM8YeuRst3PCBv_h/s1600/WP%201993%20SW-SE%20Freeway%20Tunnel.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="531" data-original-width="1600" height="106" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzNlmKHiZRxcALoA861I0-MXR6GzKkflVWMHbGSEX3ZyvULF6x5ZEVZyZM_FuAiR46QeY_puf1YqdLcz_JaxwLpyUFR0H6WiecUhbU0wcY1ut4x6TEvlWcP1OKtnor-SCUAOJrEAC5Eqe2HSJz4BlVKwmiJcRnzFFDgseQwM8YeuRst3PCBv_h/s320/WP%201993%20SW-SE%20Freeway%20Tunnel.JPG" width="320" /></a></div><div style="text-align: center;"> </div><div style="text-align: center;">Washington Post, March 27, 1993<br /></div><p></p><p></p><p>During the late 1990s and early 2000s, U.S. National Capital Planning Commission (NCPC) published a few brochures with illustrations of the South Capital Street area with the SW-SE Freeway viaduct removed.</p><p>In 2005, NCPC published a brochure showing a westernmost portion of an underground SW Freeway, extending further west to extend beneath Washington Channel.</p><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgAQhmIKi5Z_Pv_1X4k00DWE8bLF3CoB9uJ6iwAN5AoyJhgk9jx4Isk42l9l4iRRhvJwdgktNfOPznQW_q9CGB3l-mCr66nw_C1-SdSStTHIsB1wJWyOUTGAt7Wi25rgNQPMYAPo9OfDLVw0UZWVyiS3CMLcX42m9T2QD_EzVoZQJiykRdS94hD/s1280/NCPC_SW_2005.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="961" data-original-width="1280" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgAQhmIKi5Z_Pv_1X4k00DWE8bLF3CoB9uJ6iwAN5AoyJhgk9jx4Isk42l9l4iRRhvJwdgktNfOPznQW_q9CGB3l-mCr66nw_C1-SdSStTHIsB1wJWyOUTGAt7Wi25rgNQPMYAPo9OfDLVw0UZWVyiS3CMLcX42m9T2QD_EzVoZQJiykRdS94hD/s320/NCPC_SW_2005.JPG" width="320" /></a></div><p></p><p><br /></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgn9Q6a_i50L75s8n3Y8okVCr5f_-Ufv4vcRA0pGRdEQqw-lrYc6jlvgfFwzyL77a5vWDwcn4tlrkHk2pJ3UqI01Z6JhxLInLLBWRBwn-YRlfFsALZYB6_fsQSQQogq_7yvYK_MV2PLmLcBDDLVkche_EBMEuHjcs5KsS7n3iTLcGILtnB18fkh/s400/NCPC_SW_2005%20plan%20view.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="178" data-original-width="400" height="142" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgn9Q6a_i50L75s8n3Y8okVCr5f_-Ufv4vcRA0pGRdEQqw-lrYc6jlvgfFwzyL77a5vWDwcn4tlrkHk2pJ3UqI01Z6JhxLInLLBWRBwn-YRlfFsALZYB6_fsQSQQogq_7yvYK_MV2PLmLcBDDLVkche_EBMEuHjcs5KsS7n3iTLcGILtnB18fkh/s320/NCPC_SW_2005%20plan%20view.JPG" width="320" /></a></div><p><br /></p><p></p><p>Nevertheless, NCPC fails to show any plans that are workable.</p><p>Note how the renderings above have substandard capacity (refusing to correct the bottleneck), poor geometry (too sharp a curve), and impractical to build as it transitions upon exactly the same right of way, which must maintain traffic through the reconstruction.</p><p>Even worse, the 1990s NCPC planning with the South Capital Mall - what it would obviously be called, yet such a phrase appears nowhere in any of their public publications - did not even include an underground replacement for the SW-SE Freeway. Instead it presents the unworkable-absolutely impractical notion of I-395 simply connecting to 14th and F Streets! An anti express highway exemplified by such NCPC published statements at that time, that "amphibious cars - contemporary versions of the old Army ducks - could render bridges obsolete" - try picturing that!<br /></p><p>Anyone looking at the situation can see the obvious, that a band of land MUST be cleared directly to the south. And do note that the area WAS already cleared during the late 1950s-early 1960s for the SW Redevelopment Project. Yet nonetheless, that area was subsequently filled with new residential development by the early 1970s. </p><p> </p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTj2quZ36iSkUkbHY4pWzSpsZq8HbnbAVy0D3kALByZUen-We1NGWNRFL0K7URkmd874daCGkcdlUz4Kpz-KA8kuYYyC3V7qTq69HY4edsg2wNjcu-2RIKRdRvXptK7tVF_ebXShxrvBu-NQIySBZx8KbLAQIOjAtNnjAbCF4OeWkj-lpQqpvr/s400/SW%20DC%20Open%20Area%201960s.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="324" data-original-width="400" height="259" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTj2quZ36iSkUkbHY4pWzSpsZq8HbnbAVy0D3kALByZUen-We1NGWNRFL0K7URkmd874daCGkcdlUz4Kpz-KA8kuYYyC3V7qTq69HY4edsg2wNjcu-2RIKRdRvXptK7tVF_ebXShxrvBu-NQIySBZx8KbLAQIOjAtNnjAbCF4OeWkj-lpQqpvr/s320/SW%20DC%20Open%20Area%201960s.jpg" width="320" /></a></div><br /><p></p><p></p><p>By 1993, that area had become developed except for the plot bordered by the SW Freeway southward to G Street, and extending west-east between 9th and 7th Streets SW. That is the area that people likely saw as being reserved by the feds for serving as the staging area for a project to reconstruct the SW Freeway underground, as well as definitely widening that short stretch of expressway to the interchange with the Center Leg/3rd Street Tunnel. Indeed that segment was built with inadequate capacity, lacking the must have minimum of two added lanes per direction, owing to the 1955 design report's excuse over aesthetics, never-mind the failure to design it as a cut and cover tunnel, and that the space was cleared anyway for the SW Redevelopment.<br /></p><p>Nevertheless, and quite weirdly, in 1999, shortly after the start of the administration of D.C. Mayor Anthony Williams, motorists are horrified, seeing a new real estate development project there being erected- the "Capital Square" townhouse project. It fills that parcel with townhouses, including a row of 28 at the northern side, a mere 16 or so feet from the open trench 1950s design expressway. This "Capital Square" project is undertaken by an entity called "E.Y.A. Associates.<br /></p><p>They are the same firm that subsequently constructs another townhouse project to the east, facing the southern side of the same expressway between 3rd and 4th Streets, between I Street to the south and Virginia Avenue, complicating not only ever under-grounding that segment (which is an elevated earth filled berm), but also complicating the indisputably required Virginia Avenue railroad tunnel reconstruction project. E.Y.A. reportedly underplays the likelihood of that project to potential townhouse buyers. These townhouses are filled with new dwellers. At least one of them gets to bring a law suit to block the project. And that effort is supported by the "Committee of 100 on the Federal City", which instead sought to replace that railroad with one to the south side of the Anacostia River, and which would NOT be a tunnel. Fortunately that effort failed, and the Virginia Avenue railroad tunnel project gets built.</p><p></p><p>Now, one would suppose that the SW-SE Freeway corridor would have undergone an effort to purchase properties for the space to construct an underground replacement. As traffic MUST be maintained through the construction, a band of land MUST be assembled. As this area includes existing occupied dwellings, simply purchase them over time, at least when they come onto the market, and either demolish, or at least have occupied by people told that the use is only for a set period of time.</p><p>But get this, one such area IS cleared out, with dwellings removed, and without any protest sufficient to block such dislocations- the area immediately west of 4th Street SW, right next to the expressway where it transitions from trench to viaduct. And real estate developers are allowed to erect a new residential building- at 600 4th Street SW, called the "Kiley Apartments".<br /><br />And this occurs in the same general area where the U.S. Departments of Housing and Urban Development, as well as the U.S. Department of Transportation/Federal Highway Authority are situated.</p><p>What is preventing the U.S. government from doing its duty?!<br /></p><p>Who decried that only the City of Boston is to get a serious project to reconstruct its main existing expressways underground with its Central Artery Tunnel Project (with its mainline done sadly with NO shoulders)? If Ted Kennedy and Tip O'Neil could get such for Boston, why NOTHING for the nation' Capital, Washington, D.C.?!?!<br /><br /><br /></p><p><br /></p>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-13383246779043118572023-08-10T01:16:00.003-04:002023-08-10T01:21:09.411-04:00Why Is Biden Allowing the Continual Blight of the SW-SE Freeway Viaduct Atop South Capital Street?<p></p><p>30 years ago, <b><a href="https://www.washingtonpost.com/archive/realestate/1993/03/27/for-the-21st-century-a-capital-design-concept-in-need-of-a-regional-reach/45983ad7-a43a-4b00-a3bd-e418e6147e3d/">in 1993</a></b>, the Washington Post published an article about future planning for Washington, D.C., which featured reconstructing the SW-SE Freeway, removing the surface and elevated highway and submerging a replacement expressway within a new tunnel.<br /></p><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEie5cUSPltIw3AnXehtIrsUgNPaPMiBjeNBqxzKcIldxdKKVmXPYTh9cXIicf89a70qFw32JdTk0Qb4TxacrnN0dRMktoZP_czXCqEIwhOrXgc6O1GgCN47W8hTEnmcUSkjD3tl_VLJUo4o5eI7JKKYTiOV2_t6SmhsmA28ocBfQEiuQ4X8st7P/s1600/WP%201993%20SW-SE%20Freeway%20Tunnel.JPG" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="531" data-original-width="1600" height="146" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEie5cUSPltIw3AnXehtIrsUgNPaPMiBjeNBqxzKcIldxdKKVmXPYTh9cXIicf89a70qFw32JdTk0Qb4TxacrnN0dRMktoZP_czXCqEIwhOrXgc6O1GgCN47W8hTEnmcUSkjD3tl_VLJUo4o5eI7JKKYTiOV2_t6SmhsmA28ocBfQEiuQ4X8st7P/w441-h146/WP%201993%20SW-SE%20Freeway%20Tunnel.JPG" width="441" /></a></div><p></p><p style="text-align: center;">Illustration from the Washington Post, 1993<br /></p><p>Yet, D.C. Department of Public Works is now embarking upon a project to reconstruct the existing horrifically blighting elevated facility. See: <a href="https://seswbridges.ddot.dc.gov/">https://seswbridges.ddot.dc.gov/</a></p><p style="margin-left: 40px; text-align: left;"> DDOT is planning to rehabilitate the SE/SW Freeway (I-695) Bridges,
which comprise the elevated interstate of I-695 over South Capitol
Street SW, New Jersey Avenue SE, and Virginia Avenue SE / 2nd Street SE,
along with the associated ramps. This series of bridges were built from
1958 to 1963 and rehabilitated in 1991. Due to the age of the bridges
and continued deterioration to some elements, the main objective will be
to rehabilitate the bridges and update key features to further extend
their service life. Additional improvements to lighting, signing, lane
striping, and drainage will be incorporated in conjunction with the
bridge rehabilitations.</p><p></p><p>What gives? If Boston, Massachusetts could have it Central Artery/3rd Harbor Tunnel project - the "Big Dig" - approved way back in 1986, started circa 1991, and completed about 2005, why can't Washington, D.C., our nations capital, have its project to replace its disgusting, badly designed, no safety shoulder 1959-67 SW-SE Freeway likewise replaced?<br /></p>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-12248287404786338782023-07-26T23:27:00.005-04:002023-07-28T12:23:36.636-04:00Strong Towns Misrepresents SW Freeway SW Displacement<p> <a href="https://www.strongtowns.org/" target="_blank">"<i>Strong Towns</i>" </a>which is typically dogmatic against constructing any new expressways, misrepresents building demolition impacts of late 1950s, early 1960s construction of the SW-SE Freeway:</p><p style="margin-left: 40px; text-align: left;">"Smart Growth America’s analysis puts numbers behind these arguments. It
estimates that the construction of ... I-395/695
in DC destroyed 99% of buildings in the city’s southwest quadrant,
displacing 4,700 people and causing an average of $483,000 in lost home
equity."</p><p style="margin-left: 40px; text-align: left;"><a href="https://www.strongtowns.org/journal/2023/7/24/what-we-must-do-to-address-the-historic-harms-of-highways" target="_blank">https://www.strongtowns.org/journal/2023/7/24/what-we-must-do-to-address-the-historic-harms-of-highways</a></p><p>This claim that the freeway/expressway destroyed 99% of the buildings in the district;s sw quadrant is false, it completely neglects the time periods SW Urban Renewal District program. The expressway itself displaced a fraction of all of this.</p><p>Read about the SW Redevelopment at the blog <i><a href="https://whosedowntown.wordpress.com/" target="_blank">Whose Downtown</a></i><br /></p><p style="margin-left: 40px; text-align: left;">The federal government established the Redevelopment Land Agency and the
National Capital Planning Commission to design, monitor, and complete
the redevelopment of Southwest D.C. under the District of Columbia
Redevelopment Act of 1950. The rationale provided for the urban renewal
project included concerns about congestion in the downtown area and
preoccupation over unhealthy slum conditions and unsightly dilapidated
buildings. The major expansion of the federal government during the New
Deal and World War II created pressure to free up residential space for
federal employees who worked downtown. Additionally, Title I of the
National Housing Act of 1949 stipulated that major urban cities would
receive funds in order to renovate blighted areas, including
neighborhoods classified as slums or buildings deemed unsafe and
uninhabitable. These acts gained judicial support when in 1954, the US
Supreme Court ruled that a property could be condemned and taken by the
federal government solely to beautify a community for the benefit the
general public.<a href="https://whosedowntown.wordpress.com/urban-renewal-the-story-of-southwest-d-c/#_ftn2" title=""><sup><sup>[2]</sup></sup></a></p><p style="margin-left: 40px; text-align: left;"></p><p style="margin-left: 40px; text-align: left;">The implementation of the urban renewal project displaced the large
number of African Americans living in Southwest D.C. The project
leveled 99 percent of buildings in the Southwestern quadrant of the city
and forced the 4,500 African American Families who had previously
resided in Southwest D.C. to relocate to other areas –mainly to
Northeast and Southeast D.C.<a href="https://whosedowntown.wordpress.com/urban-renewal-the-story-of-southwest-d-c/#_ftn3" title=""><sup><sup>[3]</sup></sup></a> Of the 5,900 new buildings constructed in the area, only 310 were classified as moderately-priced housing units.<a href="https://whosedowntown.wordpress.com/urban-renewal-the-story-of-southwest-d-c/#_ftn4" title=""><sup><sup>[4]</sup></sup></a>
The project tore apart the culture and history of historic African
American neighborhoods. Following resettlement in other areas of the
city, 25% of displaced residents reported not making a single friend in
their new neighborhood.<a href="https://whosedowntown.wordpress.com/urban-renewal-the-story-of-southwest-d-c/#_ftn5" title=""><sup><sup>[5]</sup></sup></a>
While local critics deemed the urban renewal program to be the “Negro
Removal Program,” the project had a wide impact on the nation as it
became a model for other large cities to emulate.<a href="https://whosedowntown.wordpress.com/urban-renewal-the-story-of-southwest-d-c/#_ftn6" title=""><sup><sup>[6]</sup></sup></a></p><p style="margin-left: 40px; text-align: left;"><a href="https://whosedowntown.wordpress.com/urban-renewal-the-story-of-southwest-d-c/">https://whosedowntown.wordpress.com/urban-renewal-the-story-of-southwest-d-c/</a><br /></p><p>I challenge anyone to look at SW DC, whether on a map, or in person, to see the considerably larger area now occupied by post 1950s buildings.</p><p>The <i>Strong Towns</i> article misstating the 99 percent figure is titled "What We Must Do To Address The Historic Harms of Highways" offers nothing with regard to that with any of the existing urban expressways, such as the D.C. SW-SE Freeway (which really needs a major project to reconstruct with added capacity to deal with the bottleneck, within new tunnel shells equipped with vehicular exhaust filtration, underground.</p><p><i>Strong Towns</i> does this typically in conformance to its jesuitical, neo medievalist opposition to any new roads.<br /></p><p><i>Smart Towns</i> needs to get its facts straight, as well as abandon its neo medievalist idiotology, and start consideration of reasonable design solutions for a host of major underground, filtrated urban highway projects for both existing and new roads.<br /></p><p><br /></p><p><br /></p>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-82648546616678198662023-07-12T23:16:00.006-04:002023-08-10T03:02:36.572-04:00Takoma WMATA Station Boondoggle Threatens Corridor<p>Yet another insane development. Whereas a past proposal would have 95 new dwellings, this project situates 440 new dwellings, directly along DC's sole northern radial transport corridor for the sake of added profits. </p><p>Authorities expected to rubber-stamp this nonsense July 13, 2023</p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgw5j6XtrJrgWiHg69u4O3nDPCNN0Xjv_V6k386DOexLYIMXoUsxFVqapO1JJJzPgWhlYMg9zs2qEvRgNCnBhgoa4vZGWhPG0o-BZAn5WGQdteagHUkGt_PVdiNvzLLRWKdFN84WSGjWZ4d-4rM1ZOLxZMKK1-PMzzAIDxdZvRTMseaeS--HJ5w/s587/Takoma%20440.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="418" data-original-width="587" height="228" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgw5j6XtrJrgWiHg69u4O3nDPCNN0Xjv_V6k386DOexLYIMXoUsxFVqapO1JJJzPgWhlYMg9zs2qEvRgNCnBhgoa4vZGWhPG0o-BZAn5WGQdteagHUkGt_PVdiNvzLLRWKdFN84WSGjWZ4d-4rM1ZOLxZMKK1-PMzzAIDxdZvRTMseaeS--HJ5w/s320/Takoma%20440.png" width="320" /></a></div><p></p><p></p><p>See:</p><p><a href="https://ggwash.org/view/90211/440-units-of-housing-at-takoma-station-near-final-approval?emci=b2f85143-bd20-ee11-a9bb-00224832eb73&emdi=5d2574d8-bd20-ee11-a9bb-00224832eb73&ceid=23048710">https://ggwash.org/view/90211/440-units-of-housing-at-takoma-station-near-final-approval?emci=b2f85143-bd20-ee11-a9bb-00224832eb73&emdi=5d2574d8-bd20-ee11-a9bb-00224832eb73&ceid=23048710</a></p><p>(Note that Greater Greater Washington articles no longer routinely include a comment section- why might that be? - to be expected perhaps from a site that has devolved into a cheerleader for reckless development.)</p><p>Projects would mandate that the area be forever divided by elevated railway. </p><p></p><p>See my alternative proposal for a park covered multi-model transport corridor published in 1997</p><p><a href="https://wwwtripwithinthebeltway.blogspot.com/2007/07/volvos-subliminal-message-for-takoma.html">https://wwwtripwithinthebeltway.blogspot.com/2007/07/volvos-subliminal-message-for-takoma.html</a><br /></p><p>Note how all of this ill placed development came AFTER I made proposal during the later 1990s.<br /></p><p>Read how the authorities deliberately blundered this planning in the wake of 11-22-63</p><p><a href="http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html">http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html</a></p><p>Also see a look at the dangerous nature of such development, built within a freight rail derailment zone, placing transit development profits over people:</p><p><a href="http://wwwtripwithinthebeltway.blogspot.com/2015/03/choking-b-grand-arci-70s-corridor.html">http://wwwtripwithinthebeltway.blogspot.com/2015/03/choking-b-grand-arci-70s-corridor.html </a><br /></p><p>Let's break the chains of Roman Catholic Church and masonic organization mis-rule!<br /></p>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-90858188801693441752021-03-28T15:27:00.004-04:002021-05-05T21:13:26.445-04:0021st Century Washington, D.C. Freeway System<p style="margin-left: 40px; text-align: left;"><b><span style="font-size: medium;">The government wants to spend trillions on COVID relief and upon infrastructure. But will they dare ever do anything about the inadequate and incomplete Washington D.C. freeway system?</span></b></p><p>Builds upon and corrects deficiencies of past planning.</p><p>Corrects capacity and geometric restrictions at the northern Capital Beltway Rock Creek Park passage, with Capital Beltway entirely buried from Wisconsin Avenue to Seminary Road in box tunnel beneath an expanded Rock Creek Park.</p><p>Designs a Central Artery - B&O Route North Central Freeway - faithful to the 1962 JFK Administration endorsed concept that the feds undermined following 1963. It would be fed from the northwest with its own carriageway connections to I-270 via the above reconstructed Beltway segment. And it would be fed from the northeast via a tunnel alongside New Hampshire Avenue for the PEPCO power line corridor I-95, further refined as a cut and cover tunnelway design for an expanded RR and a new bottleneck free highway beneath a new linear park- what would be Washington, D.C.'s new North Mall/Grand Arc.</p><p>Reconstructs the SWSE Freeway from just west of Washington Channel to at least 3rd Street SE as an expanded cut and cover tunnel, with added capacity to eliminate the northeast to southwest traffic flow bottleneck for the Center Leg-SW Freeway combo. Augments the Center Leg with parallel tunnels under 2nd and 3rd Street, with tunnel extension to the northeast under O Street for a single block west and east of North Capital Street. Restores the recently decommissioned east of 11th Street SE Freeway as box tunnel covered facility, under a new surface boulevard, and extends this past Barney Circle, under a new pedestrian waterfront promenade to RFK Stadium/East Capital Street, with box tunnel continuing to the northwest to connect with the North Mall/Grand Arc Central Artery to I-270 and I-95. The design would include a set of tunnel links crossing each other descending to pass under the Anacostia River, initially of a north-south I-295East Leg tunnel, and subsequently - as part of what could be a subsequent project to reconstruct the 11th Street Bridge approaches underground - an easterly SE Freeway link to a DC295 corridor reconstructed in cut and cover tunnel, with separate carriageways for north-south I-295, and east-west traffic, promoted by a new cross Potomac Tunnel to Virginia 110, optionally designated as I-66.</p><p>Design a NW system of radials and intercepting downtown system: westerly; an I-266 starting in Virginia via a 3 Sisters Tunnel, and west-northwesterly via a Canal Road Tunnel with a completed Clara Barton Parkway, merging together entirely within tunnel under the Georgetown waterfront, with West Leg connections to and from the south, and then K Street with a parallel tunnel under N Street-Rhode Island Avenue-O Street, to connect with the Central Artery; a north-northwesterly drilled NW Freeway tunnel emanating from the Wisconsin Avenue corridor into a reconstructed West Leg that splits to its south to: 1) a cross Potomac Tunnel to Virginia Route 27; and 2) a connection to a reconstructed, more capacious, underground SWSE Freeway.<br /></p><p> <br /></p><p><br /></p><p><br /></p>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-46597559186505038612021-01-21T14:55:00.007-05:002021-01-21T15:09:49.418-05:00New Development Threat To New York Avenue Area I-395/new I-195 Extension <div><p>
New public right of way threat: "Douglas Development" 557 unit residential building, architects HOK Architects, to be built upon now empty triangle between O Street and the heavily used North Capitol Street and New York Avenue.</p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0qrlb80G_WO_Y1d8jhWRTk1w_Tlkn8Q14uRlDEsAoNiZnHWYgqTwVjt4PWEwXDJ6-WHe_ylKEDQHtomQbDSnoFIx3XWNnxiA1X0aht2OyQ3AIUao5n75cKv6d5jzGmQp1nVbg/s1200/Douglas+557+map.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="785" data-original-width="1200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0qrlb80G_WO_Y1d8jhWRTk1w_Tlkn8Q14uRlDEsAoNiZnHWYgqTwVjt4PWEwXDJ6-WHe_ylKEDQHtomQbDSnoFIx3XWNnxiA1X0aht2OyQ3AIUao5n75cKv6d5jzGmQp1nVbg/s320/Douglas+557+map.jpg" width="320" /></a></div><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjilwdtuJ-u6uNFGuTySyVsPZdnqw5W8fyxe8D_01SmUvIr3PQa0D_XBNIddEg7s6X4oKjJ2N8VNRJUj_ytfcDRXjMvoVO-ygki7EnoWws1CANLGn0z4WzhD5Pw1LTsbLHwTCNm/s1200/Douglas+557+NYA.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="670" data-original-width="1200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjilwdtuJ-u6uNFGuTySyVsPZdnqw5W8fyxe8D_01SmUvIr3PQa0D_XBNIddEg7s6X4oKjJ2N8VNRJUj_ytfcDRXjMvoVO-ygki7EnoWws1CANLGn0z4WzhD5Pw1LTsbLHwTCNm/s320/Douglas+557+NYA.jpg" width="320" /></a></div></div><div style="text-align: center;">Take a close look- </div><div style="text-align: center;">way more building displacement along the west side of North Capitol Street?<br /></div><div><p></p><p></p><p>See: <a href="https://dc.urbanturf.com/articles/blog/douglas-development-pitches-557-unit-development/17764" target="_blank"> https://dc.urbanturf.com/articles/blog/douglas-development-pitches-557-unit-development/17764</a><br /></p><p></p><p>O Street is by far the best alignment for a tunneled extension of I-195 (I-395 is being re-named) to the northeast, presenting the best geometry (the curved transition has a greater turning radii of any of the alternate plans, even those from the 1950s, let alone the horrifically deficient 1996 "Ron Linton" plan) with comparably little displacement.</p><p>The <a href="https://wwwtripwithinthebeltway.blogspot.com/2007/11/i-395-extension-superior-option.html" target="_blank"><b>O Street Tunnel</b></a> would use the entire right of way with, as defined by the northern edge of the recently built Dunbar High School building, removing the buildings to the east along the southern side of that street for one (1) block, with that right of way continuing due east of North Capitol Street through the now empty lands to the vicinity of the Wendy's ("Dave Thomas Circle"), before turning to follow the northern side of New York Avenue to the confluence of the two main railroad corridors.<br /></p><p></p><p>Where is new U.S. Transportation Secretary Pete Buttigieg on this? </p><p>Does he support an O Street I-195/I-395 tunnel to fix that area so it can be better developed than it would otherwise be as an open traffic sewer? Does he support of a truly comprehensive transportation plan that gets our Capital City
highway system back on track with a modern primarily underground express
system, with its centerpiece of a multi-model, linear park covered North
Mall/Grand Arc project establishing needed highway links, along with improved
rail service, all designed to fit together.</p><p>Or does he support Washington DC's traditional economic/environmental racism of "de-emphasizing" the 3rd Street Tunnel/Center Leg (see my numerous posts on this blog regarding DEVELOPER THREATS TO OUR RIGHT OF WAYS), with the longstanding local Washington D.C. racist polices of pushing the traffic burden disproportionately upon the area's least affluent areas in SE?</p></div>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-88851422827300627832017-05-29T11:30:00.000-04:002017-06-08T02:06:37.478-04:00Letter From Georgetown Law On The Center Leg Cover & Chock ProjectAs usual, no mention of <a href="http://wwwtripwithinthebeltway.blogspot.com/2017/03/a-crime-in-washington-dc.html"><b>the crime</b></a>.<br />
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<div style="text-align: center;">
<b>Wallace Mlyniec</b></div>
<br />
<br />
<br />
by Wallace Mlyniec<br />
<blockquote class="tr_bq">
<a href="https://www.law.georgetown.edu/campus-services/facilities/construction-info/">https://www.law.georgetown.edu/campus-services/facilities/construction-info/</a></blockquote>
<div class="cs_control CS_Element_Textblock" id="cs_control_220541">
<blockquote>
<div class="CS_Textblock_Text">
<b>April 10, 2013</b><br />
<br />
Dear colleagues,<br />
<br />
You may have noticed some activity on the road bed and on the streets
surrounding the I 395 freeway west of the Law Center. If so you would
have seen engineers drilling core samples to test the composition of the
soil and to search for archeological remnants in the area. A
construction company, Balfour Beatty, has also converted the pink
building at the corner of 3rd Street and Massachusetts Avenue into a
construction management center. These activities signal the early stages
of the development project over the highway. The development was
formerly known as the Air Rights Project or the Return to L’Enfant, but
is now known as Capitol Crossing.<br />
<br />
As you may recall, the developers, Property Group Partners (PGP),
intend to build a deck over the freeway between E Street and
Massachusetts Avenue. Depending on how one counts, 5 or 6 buildings will
be erected on the deck for offices, housing, and retail activities. The
retail spaces, which will be located on the first floor of
Massachusetts Avenue, 2nd Street, and 3rd Street, will add vibrancy and
needed services to our neighborhood. The apartment building will add new
residents in about one hundred and fifty rental units. When completed,
the project will contain approximately 2.4 million square feet of
occupiable space, bringing 24-hour activity to the neighborhood. The
buildings, all LEED certified with green roofs, will be 12 stories tall.
Unfortunately, this will eliminate our views to the west.<br />
The rectory of Holy Rosary church, which now sits in the middle of F
Street at 3rd on the other side of the freeway, will be demolished and
rebuilt behind the church. This is where it was sited before the freeway
was built. The Jewish historical synagogue, now located on 3rd Street
near Massachusetts Avenue, will be moved to the Building Museum grounds
during construction and then to a site on the corner of 3rd and F
Streets.<br />
<br />
The current entrance to and exit from the freeway heading south, now
located on 3rd Street, will be eliminated and a new freeway entrance
heading south will be created from Massachusetts Avenue. The exit going
north on 2nd Street, now reaching street level alongside the Williams
Library, will be relocated slightly to the south of where it is now. Our
driveway on the 2nd Street side of McDonough Hall will remain once
construction is completed.<br />
<br />
G Street between 2nd and 3rd Streets will be open only to pedestrians
and bicycles. F Street between 2nd and 3rd will be open to automobile
traffic but will have traffic calming devices to discourage automobile
traffic. Reopening these streets will unite the west and east ends of
downtown and give us quicker access the center of the city. Opening F
Street between 2nd and 3rd Streets, however, allows the Mayor to
terminate our easement for the Tower Green and to reestablish F Street
though our campus. Ultimately, this is an issue of contract and
politics. We do not expect any conversations between Georgetown and the
Mayor concerning this issue to begin for at least three years.<br />
<br />
Construction will commence sometime between mid-July and the end of
August of this year. The first stage will involve utility replacements
under 2nd, 3rd, E, and H Streets and under Massachusetts Avenue. The
developers are still studying the civil engineering drawings to
determine which utilities need to be replaced. As of today, we are
unsure about where utility work will commence, but once started, it will
last for 6 months to a year.<br />
<br />
The construction of the deck will commence in 2014 after the utility
work is substantially completed. Construction will begin at
Massachusetts Avenue and move south. If the freeway remains open, it
will take 4 years and $250 million to build the deck. If it is closed,
the deck can be constructed in 1 ½ to 2 years. The Department of
Transportation has not yet issued a decision regarding the freeway
closing. Once the deck is completed between Massachusetts Avenue and G
Street, construction of the North buildings along Massachusetts Avenue
will begin.<br />
<br />
Needless to say, our operations will be disrupted. It appears at this
time that the most disruptive work will take place during utility
replacements on 2nd Street and during reconstruction of the freeway exit
onto 2nd Street. Peter Brown and I are working closely with the
construction team and thus far, they seem willing to accommodate our
needs. They have yet to develop a construction schedule, but we will be
working with them to try to have their schedule accommodate the rhythms
of our academic year.</div>
</blockquote>
<blockquote>
<div class="CS_Textblock_Text">
We have a team in place at the Law Center to advise Peter and me
about Law Center concerns. We have members from the Registrar’s Office,
the Department of Security, the Day Care Center, the Gewirz Center, the
Facilities Department, the Admissions Office, and the Library. If your
work will be substantially impacted by construction and feel the need to
be on this working group, please let me know. Once we get closer to the
commencement of construction, I intend to send e mails to the Law
Center community to keep everyone apprised of the issues.<br />
<br />
I have discussed the project with the Associate Deans and the Dean’s
senior staff. They will be able to answer many of your questions. Feel
free to contact me they are unable to provide an answer.</div>
</blockquote>
<br />
<blockquote>
<div class="CS_Textblock_Text">
This project is truly an extraordinary engineering feat. When the
project is complete, and that may be ten to twelve years from now, our
neighborhood will have a completely different look and feel. Most of the
changes will be to the Law Center community’s benefit. I hope you enjoy
watching the project evolve.<br />
<br />
Wally Mlyniec</div>
</blockquote>
<br />
<b><span style="font-size: large;"><a href="http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html">http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html</a></span></b><br />
<br />
<b><span style="font-size: large;"><a href="http://wwwtripwithinthebeltway.blogspot.com/2014/12/fhwa-bogus-finding-of-no-significant.html">http://wwwtripwithinthebeltway.blogspot.com/2014/12/fhwa-bogus-finding-of-no-significant.html </a></span></b><br />
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<a href="http://wwwtripwithinthebeltway.blogspot.com/2017/03/a-crime-in-washington-dc.html"> <b>http://wwwtripwithinthebeltway.blogspot.com/2017/03/a-crime-in-washington-dc.html</b></a></div>
<br />
<br />Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com1tag:blogger.com,1999:blog-37846117.post-31656804814921601962017-04-04T22:27:00.000-04:002017-04-26T23:39:45.133-04:00Letter From Georgetown Law On The History of the Washington, D.C. Freeway System<br />Senior Counsel, Juvenile Justice Clinic, Lupo-Ricci Professor of Clinical Legal Studies <br /><br />B.S., Northwestern; J.D., Georgetownnote- Georgetown Law is situated directly alongside<br />
the now under constr<u><b><i>i</i></b></u>ction segment of the I-395 Center Leg<br />
<br />
see: <a href="http://wwwtripwithinthebeltway.blogspot.com/2017/03/a-crime-in-washington-dc.html">http://wwwtripwithinthebeltway.blogspot.com/2017/03/a-crime-in-washington-dc.html</a><br />
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<div class="" style="clear: both; text-align: center;">
<a href="https://www.law.georgetown.edu/faculty/mlyniec-wallace-j.cfm"><b><span class="st"><i>Wallace Mlyniec</i></span></b></a></div>
<br />
<br />
<span style="font-size: large;"><i><b>Why is that ditch there anyway?</b></i></span><br />
by Wallace Mlyniec <br />
<br />
A generally good piece, though misleading and erroneous on the cross-town I-66 link<br />
with a few errors- see notes.<br />
<blockquote class="tr_bq">
<span style="font-size: xx-small;"><a href="https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=4&cad=rja&uact=8&ved=0ahUKEwi9nMySmYzTAhVr1oMKHV9MDXgQFggsMAM&url=https%3A%2F%2Fwww.law.georgetown.edu%2Fcampus-services%2Ffacilities%2Fconstruction-info%2Fupload%2F2014-6-11-Why-is-that-ditch-there-anyway.docx&usg=AFQjCNEdjfTNlUiIZ-W5xTazLxf3atoCsg&sig2=xaYLuwmxU8SsVgqlBFiEGQ&bvm=bv.151426398,d.cGc">https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=4&cad=rja&uact=8&ved=0ahUKEwi9nMySmYzTAhVr1oMKHV9MDXgQFggsMAM&url=https%3A%2F%2Fwww.law.georgetown.edu%2Fcampus-services%2Ffacilities%2Fconstruction-info%2Fupload%2F2014-6-11-Why-is-that-ditch-there-anyway.docx&usg=AFQjCNEdjfTNlUiIZ-W5xTazLxf3atoCsg&sig2=xaYLuwmxU8SsVgqlBFiEGQ&bvm=bv.151426398,d.cGc</a></span></blockquote>
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<br />
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<i>Dear colleagues,</i></div>
<blockquote class="tr_bq">
<div class="MsoNormal" style="text-indent: .5in;">
<i>As you have undoubtedly noticed,
the utility phase of the Capitol Crossing project has begun. Backhoes are
digging trenches twenty-feet deep and metal supports are being lowered into the
trenches to prevent collapse as workers install and connect sections of a new
sewer line to take storm water and waste water away from the neighborhood. I
will be reporting more about those lines in another email; but today, as you
look at the work going on and the highway behind it, you may be asking yourself,
“Why is that ditch there anyway?”</i></div>
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<i><br /></i></div>
<div class="MsoNormal" style="text-indent: .5in;">
<i>Any modern urban planner looking at
the I-395 ditch that bisects the East End of downtown probably recoils in
horror and wonders why anyone would deliberately create such a fissure in the
urban landscape. Such modern thinking, however, has not always permeated city
planning.<span style="mso-spacerun: yes;"> </span></i></div>
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<br /></div>
<div class="MsoNormal" style="text-indent: .5in;">
<i>The post-World War II prosperity
changed the habits of the vast majority of Americans. Wages rose, home ownership
became more common, and suburbia seemed to expand in every direction. Cities
became places to work and visit but they were no longer considered the primary
place to live. People moved farther from the central cores of cities and their
geographic horizons expanded. They discovered new places to explore, places
they had only heard of before, and they now had the money to do so. Moreover,
the also had the means because the automobile had liberated middle-class
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<i>Post-War Americans fell in love
with the automobile in ways that were different from before the War. Although
Henry Ford and his twentieth-century assembly lines made cars easier to make
and somewhat affordable, America’s post-World War II prosperity made those cars
affordable and accessible to more people. A car of one’s own became every man’s
and every woman’s birthright. Coming of age for teenagers meant getting a
driver’s license. The cars themselves became works of art, each distinctive in
style from those of other manufacturers. Ford, General Motors, and Chrysler
created multiple brands and multiple lines within brands. Detroit hummed,
producing cars of status like Cadillacs, Mercuries, Packards, and Imperials;
but they also made more affordable cars like Ford Fairlanes, Chevys, and
Plymouths for middle class Americans. Unlike today’s cars, the cars of the
1950s and 1960s were beautiful and instantly recognizable. You can see some of
the classics if you visit</i></div>
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<i>This love affair with the
automobile and the desire for fast and convenient travel spawned President
Eisenhower’s U.S. Interstate Highway System, considered by many to be the
greatest public works project in modern history. As a young officer in 1919,
Eisenhower traveled with a convoy of trucks from San Francisco to Washington.
The trip took 62 days which gave him plenty of time to notice that there were
seldom places to eat, sleep, or repair broken down vehicles along the way.
Eisenhower never forgot the rigors of that convoy. His war experiences also
impressed upon him the need for good transportation across the land. These
experiences, combined with a Cold War defensive mentality, resulted in the
passage of the Federal-Aid Highway Act of 1956. The Pennsylvania Turnpike,
opened to traffic on October 1, 1940, was then the prototype of the modern,
high-speed interstate highway. It, along with the then highly profitable
Hutchinson River and Merritt Parkways in New York and Connecticut, were
incorporated into the interstate system at the time of its creation in 1956.
More freeways and toll roads were soon built or while existing ones were
integrated into the Interstate System. Today, the Interstate Highway System comprises
46,876 miles of concrete. For more fascinating information about the Interstate
System, visit </i></div>
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<a href="http://www.fhwa.dot.gov/interstate/homepage.cfm">http://www.fhwa.dot.gov/interstate/homepage.cfm </a></div>
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<br /></div>
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<i>America’s love affair with the
automobile and the coming of the Interstate Highway System combined to make
travel in and out of a city easy; but it also altered the notion of urban
planning and ultimately led to the I-395 ditch. Although it is sometimes
disputed, most urbanists today would say that planning in the late 1940s and
1950s was focused on transforming the built environment of the country to a
suburban form, while at the same time, devising the most efficient way to move
cars in, out, and around a city. The District of Columbia was not immune from
these influences. Despite the departure of many government employees who
supported the war effort, the population of Washington had soared to over
900,000 by 1950. (By the way, today’s D.C. population is only 632,323.) In that
same year, the population in the metropolitan area exceeded 1.5 million. Although
retailers saw their customers abandoning the inner city for the far edges of
the District and for the newly emerging suburbs, the demand for downtown office
space accelerated as trade associations, educational societies, and national
planning groups recognized that the Federal government intended to retain its
primacy in the affairs of the nation and the world. In 1950, there were over
600,000 civilian jobs in Washington, D.C., twice the number there had been in
1940. The police complained that the overwhelming number of cars coming into
the city interfered with crime fighting activities. Suburbanites, driving into
the city to work, found the city streets congested and difficult to maneuver.
Despite their new prosperity and well-being, the suburbanites and the locals
were not happy when behind the wheel in the city. </i></div>
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<br /></div>
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<i>The National Capital Park and
Planning Commission, authorized by Congress in 1945 to rebuild Washington's
deteriorated neighborhoods, was beset by lobbyists from many special interest
groups, each with a grand plan to end the blight and revitalize the city. Among
the more powerful were local transportation officials and the sellers of the
beautiful and affordable automobiles. They demanded that transportation within
and around the District of Columbia be improved. At first they were extremely
successful. In 1947, the Whitehurst Freeway began to move commuters around the
congested lower Georgetown area. In 1948, century-old elm trees were destroyed
to build the DuPont Circle Underpass that would ease automobile traffic and
serve the city's busiest trolley line. The Capital Beltway, originally called
the Circumferential Highway, was also designed in the mid-1950s. Its first
segment, which included the Woodrow Wilson Bridge, was completed in 1961. The
entire 64-mile highway was completed in 1964, at a cost of $190 million.
America was moving on wheels and D.C. was not going to be left behind.</i></div>
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<i>The Center Leg Freeway was part of
a larger project called the <b>Inner Loop</b>, which itself was part of an even larger
scheme to reroute traffic along several corridors through the city and then out
to the developing Capital Beltway. The Inner Loop had several segments. The
South Leg was designed to run along the Potomac River, connecting a new
Southeast Freeway, the 14th Street Bridge, and the new Theodore Roosevelt
Bridge, before turning towards Georgetown. There it would connect with the
Potomac River Expressway, a new highway that would be paved over the historic C
& O Canal. The last part of this plan was eliminated after Supreme Court
Justice William O. Douglas challenged highway proponents to walk the entire
length of the Canal with him and to discover and then preserve its natural
beauty. The East Leg was to have begun at the new Anacostia Freeway, cross the
11th Street Bridge, and proceed along 11th Street near Lincoln Park on Capitol
Hill to Florida Avenue. If completed, it would have destroyed a beautiful group
of row houses on 11th Street S.E., now called Philadelphia Row, built by
Charles Gessford between 1865 and 1867. At Florida Avenue, the loop would turn
west and follow along T Street until it turned south above DuPont Circle to
join up in lower Georgetown with the Potomac River Expressway. Another proposed
highway, called the Northeast Freeway, would have commenced on the East Leg at
Florida Avenue, and then continue along the railroad tracks to Silver Spring.
<u>Other features proposed at one time or another were <b>an I-66 leg going up K
Street from the East Leg to Georgetown</b>, crossing a new bridge over the Potomac
River at the Three Sisters Islands, and then proceeding along <b>a new North Leg
on 16th Street</b>.</u> [sic*]Planners also proposed an expressway along Missouri Avenue [the Intermediate Beltway, along the route previously proposed for the Fort Drive Parkway] and
another, called the Industrial Parkway, that would have run along New York
Avenue and then to Baltimore via the new Baltimore Washington Parkway. </i></div>
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--------------- </div>
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[*sic - This description is potentially confusing. It is either:<br />
<br />
- <u>a vague mention of a later plan that appeared during the mid 1960s for the cross-town I-66 <i>link</i>, within a paragraph that describes the freeway <i>system</i> as planned during the latter 1950s</u>.<br />
<br />
The initial plan was for the cross-town I-66 North Leg to run from the west as an open trench freeway
continuing from the I-66 West Leg that would be constructed during the early 1960s in the vicinity of today's Kennedy center and the Watergate complex, northerly alongside Florida Avenue and then easterly between U and T Streets to an interchange with the planned northern end
of the open trenched Center Leg Freeway alongside New Jersey Avenue. An eastern extension of the North Leg, continuing upon an elevated berm, would continue to the vicinity of <a href="https://www.gallaudet.edu/">Gallaudet University</a> to meet the
northern end of the open trenched East Leg at 11th Street NE.<br />
<br />
Opponents
to that plan as Elizabeth Rowe by 1965 offered the alternative idea of
constructing <a href="http://wwwtripwithinthebeltway.blogspot.com/2007/03/i-66-north-leg-west-k-street-tunnel.html"><b>the cross-town I-66 North Leg via a tunnel beneath K Street</b></a>, eastward from Georgetown to the Center Leg, and refined by 1971
taking advantage of the geometry by placing the crosstown I-66 tunnel's
western approach beneath Pennsylvania Avenue just west of Washington
Circle, continuing beneath K Street to the vicinity of Mt Vernon Square
and then to its eastern approach tunnel beneath and partially offset to
the north of New York Avenue. The I-66 North Leg would be an
essentially east-west route; 16th Street which is a north-south road was
never proposed for the east-west North Leg]<br />
<br />
- Or, given its linking phrase "crossing a new bridge over the Potomac River at the Three Sisters Islands and then...", the whole sentence should instead read "<u>Other features proposed at one time or another were <b>an I-266 leg from the West Leg along a widened Whitehurst Freeway (which is along the K Street axis in Georgetown) </b>, crossing a new bridge over the Potomac
River at the Three Sisters Islands, and then proceeding alongside the Spout Run Parkway in Virginia to connect with I-66.</u><br />
<br />
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<div class="MsoNormal" style="text-align: center; text-indent: 0.5in;">
<i>MAP OF THE PROPOSED D.C. HIGHWAY
SYSTEM</i> [*]</div>
<br />
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[*Mlyniec's paper describes the Washington, D.C. freeway system via the plans from the <i><b>Inner Loop Engineering Study report</b></i> from 1955, yet shows the system as later vastly re-routed as illustrated from the <b><i><b>"Summary of Comparison of Alternative Systems District of Columbia
Interstate System 1971 by Deleuw, Cather Associates, Harry Weese
& Associates, Ltd."</b></i></b></div>
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjd00b2sa-F4PwxsTSmzXbMup_PzJTzjYt8UYK8Y4N6od0EA5r-RtXRHag3Sk7p-Jj8xsLFXWGH4sSwOf_gqCOUfocZxibsRgQEtWYqHBnlYobSXeMOYeFDxgubQi5XMVbJ3M2J/s1600/DC+Freeways+as+Planned+1971.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="317" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjd00b2sa-F4PwxsTSmzXbMup_PzJTzjYt8UYK8Y4N6od0EA5r-RtXRHag3Sk7p-Jj8xsLFXWGH4sSwOf_gqCOUfocZxibsRgQEtWYqHBnlYobSXeMOYeFDxgubQi5XMVbJ3M2J/s320/DC+Freeways+as+Planned+1971.jpg" width="320" /></a></div>
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[Washington, D.C. Freeway System as proposed in 1971]</div>
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<br /></div>
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<div style="text-align: center;">
[BELOW: the Initial and Revised Proposals for the D.C. regional freeway system,<br />
downtown Inner Loop,<br />
and the Inner Loop's North Leg (west) cross-town I-66</div>
<div style="text-align: center;">
added by Douglas A. Willinger/<i><b>A Trip Within The Beltway</b></i> to better present the story.]</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjP552Zp9fZ9XtfEhuXlx8iA6xFoB_EljfKLW0Le4wUprDZIJWnVpmDsPN8Ry1jQoDNY6tAHwNo7e53xZg7kCQGHyug-m6mDzX7ODossJMcT7yqglC0dM0RCErh7wH0PV_0M03v/s1600/DC+Freeway+System+1959.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="276" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjP552Zp9fZ9XtfEhuXlx8iA6xFoB_EljfKLW0Le4wUprDZIJWnVpmDsPN8Ry1jQoDNY6tAHwNo7e53xZg7kCQGHyug-m6mDzX7ODossJMcT7yqglC0dM0RCErh7wH0PV_0M03v/s320/DC+Freeway+System+1959.jpg" width="320" /></a></div>
<div style="text-align: center;">
Washington, D.C. Freeway System </div>
<div style="text-align: center;">
</div>
<div style="text-align: center;">
as proposed cir.1958</div>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTteZx_EjeIceR5O2Xea_KYKxSqiGj4sYTMG0W0F9K9tcDdtSPuU3Hunve0d00ND-_EhNjkbAB-_U8DQKC1JfXMTrRLtlNWNKPnlsffA4z7Ymhjz81E7lQ4F-AcEC6Tr9So49E/s1600/DC+1955+Inner+Loop.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="233" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTteZx_EjeIceR5O2Xea_KYKxSqiGj4sYTMG0W0F9K9tcDdtSPuU3Hunve0d00ND-_EhNjkbAB-_U8DQKC1JfXMTrRLtlNWNKPnlsffA4z7Ymhjz81E7lQ4F-AcEC6Tr9So49E/s320/DC+1955+Inner+Loop.jpg" width="320" /></a></div>
<br />
<div style="text-align: center;">
Washington, D.C.</div>
<div style="text-align: center;">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2007/01/blog-post.html">Inner Loop Freeway</a></b></div>
<div style="text-align: center;">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2007/01/blog-post.html">as proposed 1955</a></b><br />
<br /></div>
</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrDbBJQBiYiPHE3xpZ8PSDhLiDVqgG5hi5_4UfOTGj690wU1Z_Jsy_7dQdIvo1UeTUiZ5XtBy_7_qhhC6YL-cz-iEm0wNYkQP7R7US3GLa5yHMWXCg7x57wCiHYoswFe233lTV/s1600/DC+North+Leg_1959_1280.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="208" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrDbBJQBiYiPHE3xpZ8PSDhLiDVqgG5hi5_4UfOTGj690wU1Z_Jsy_7dQdIvo1UeTUiZ5XtBy_7_qhhC6YL-cz-iEm0wNYkQP7R7US3GLa5yHMWXCg7x57wCiHYoswFe233lTV/s320/DC+North+Leg_1959_1280.jpg" width="320" /></a></div>
<div style="text-align: center;">
Washington, D.C. Inner Loop I-66 North Leg (west)</div>
<div style="text-align: center;">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2006/12/1950-62-plans.html">as proposed during the late 1950s-early 1960s</a></b>, </div>
<div style="text-align: center;">
with I-95 (now I-395) Center Leg extension at bottom right, </div>
<div style="text-align: center;">
with connecting interchange at New Jersey Avenue and T Street.</div>
<div style="text-align: center;">
While these two freeways were to be depressed below street level, </div>
<div style="text-align: center;">
the I-95 North Leg (east) at the right was to be elevated.</div>
<div style="text-align: center;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2aj1x7Kn0i6BCD0vNKPeCn6Bagjc3xAvXjYGdmVMHhpvWXsQBPOW4afN27IV2Z591yyXFohzvICKsntA7XBr6G5vYH_q871S8_xp4OweH7KthrvoBRIc2t6s3lCqW9Hl6DD-K/s1600/1971+I-66+K+Street+Tunnel+North+Leg+640.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="103" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2aj1x7Kn0i6BCD0vNKPeCn6Bagjc3xAvXjYGdmVMHhpvWXsQBPOW4afN27IV2Z591yyXFohzvICKsntA7XBr6G5vYH_q871S8_xp4OweH7KthrvoBRIc2t6s3lCqW9Hl6DD-K/s320/1971+I-66+K+Street+Tunnel+North+Leg+640.jpg" width="320" /></a></div>
<div style="text-align: center;">
Washington, D.C. Inner Loop I-66 North Leg (west)</div>
<div style="text-align: center;">
as proposed in the 1971 </div>
<div style="text-align: center;">
<i><b>"Summary of Comparison of Alternative Systems District of Columbia Interstate System 1971 by Deleuw, Cather Associates, Harry Weese & Associates, Ltd."</b></i></div>
<div style="text-align: center;">
<br /></div>
<div style="text-align: center;">
</div>
<div style="text-align: center;">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2007/03/i-66-north-leg-west-k-street-tunnel.html">http://wwwtripwithinthebeltway.blogspot.com/2007/03/i-66-north-leg-west-k-street-tunnel.html</a></b></div>
<div style="text-align: center;">
<br />
Also see:<br />
<br />
<b><a href="http://www.roadstothefuture.com/DC_Interstate_Fwy.html">http://www.roadstothefuture.com/DC_Interstate_Fwy.html </a></b><br />
<br />
--------------</div>
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<i>Fearful that the highways would diminish the grand views contemplated by Pierre L'Enfant and George Washington, the planners intended to depress [*sic] the highways below the surface of the city. The Mall would be spared by a tunnel running under the Lincoln Memorial. Each Leg of the Inner Loop would be built below the streetscape and bridged at strategic points. E Street would have a tunnel from 6th to 13th Street, N.W. It would have actually run under the White House. Depressed tunnels were also planned for portions of 9th 12th and 14th Streets. Remnants of this depressed highway system exist today as the E Street Expressway and Virginia Avenue near the Kennedy Center in Foggy Bottom, and at the Center Leg Freeway west of the Law Center. Obviously, such a system would have cut the city into several enclaves isolated from each other by highways, at least until decks could be built over some of them. The old Capitol Hill neighborhood provides an example of how this plan would have degraded the city. The original Capitol Hill neighborhood developed on the banks of the Anacostia River when President John Adams established the Navy Yard. It then grew to the north along 8th Street, S.E. The Eastern Market, a Capitol Hill landmark located today at 7th and C Streets, S.E., was originally sited at about 5th and K Streets, S.E., between the Navy Yard and the emerging Capitol Hill residential neighborhood. Today, the Southeast Freeway, elevated rather than depressed, divides the Capitol Hill neighborhood at Virginia Avenue, hampering efforts to enhance the old 8th Street commercial district and connect the neighborhoods south and north of the highway.</i></blockquote>
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[*sic- its should read "... <i>some of</i> the highways..." Although the trenched 11th Street East Leg and the Center Leg next to Georgetown Law Center are correctly described, and the author makes the useful observation that these could be eventually decked (covered) over, he only mentions that the Southeast Freeway is elevated rather than depressed, nor that is only so west of 11th Street (the portion to the east sitting on the surface at a sufficiently low where the topography descends towards the Anacostia to permit erecting a deck atop.grade to permit. He fails to mention that the adjourning segment of the Southwest Freeway is also elevated, and so was the portion of the 1950s design proposal for the North Leg to the east of its connection at New Jersey Avenue with the northern end of the Center Leg.]</div>
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<i>The Center Leg Freeway, developed in our East End neighborhood in the 1950s and approved in 1964, was even more devastating to the D.C. urban landscape. By the time the existing portion was completed in 1973, over 400 dwellings were demolished and more than 100 businesses and 1600 residents were displaced. When the Law Center moved to this neighborhood in 1971, the East End was a virtual ghost town. A future email will discuss the devastation of this old, primarily Italian, but integrated neighborhood.</i><br />
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<i>Notwithstanding the approval of the Center Leg Freeway, it was never completed. The portion of the Center Leg that was completed ran a mere 1.4 miles from the Southeast Freeway interchange to Massachusetts Avenue. It was 22 feet below sea level, with a tunnel under the Mall that ran 3,500 feet. Costing $81 million (1972 dollars), it was reputed to be the most expensive highway ever built at the time. It was also the most technically complex. Despite its technological complexity, it became a highway to nowhere. </i><br />
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<i>Most of the Inner Loop plan was scrapped after years of controversy. Lawsuits by the Committee of 100, the D.C. Federation of Civic Associations, and other civic groups, protests by activists like Sammy Abbot and Peter Craig, the demand for a new subway transit system, and the obvious racial discrimination associated with the plan ultimately resulted in its demise. Still, remnants remain. The road along the Potomac River and around the Lincoln Memorial that connects Independence Avenue with the Rock Creek Parkway and the E Street Expressway were built as a compromise. The Theodore Roosevelt Bridge, the Southeast Freeway, the Anacostia Freeway, and the depressed Virginia Avenue in Foggy Bottom are a few parts of the original plan that still exist. Old arguments about parts of the plan resurface from time to time. Debates continue about the existence of an interchange at Barney Circle on Pennsylvania Avenue, S.E., and Virginia legislators still dream of a Three Sister's Bridge. As for the Center Leg, the highway beyond Massachusetts Avenue became a parking lot until 1982 when it was extended to K Street. The extension, however, did nothing to change its fate as a relic from the past. Now that relic will continue its limited purpose but it will disappear from view, buried beneath the new Capitol Crossing project.</i><br />
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<i>The intense and prolonged resistance to the Inner Loop ultimately saved the L'Enfant Plan. Saving it turned out to be critical to the urban renaissance that downtown Washington is experiencing today. For the next eight years, we will be eye witnesses to that renaissance. We will have a close up view as the East End neighborhood is reconnected to the downtown and a part of the original L’Enfant design is reestablished. The ditch will remain but it will be covered by a seven acre deck replete with modern buildings, new residents, and new businesses. I intend to chronicle that journey in the coming years so that you can share in the exuberance of this extraordinary urban project. Stay tuned.</i><br />
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I invite <a href="https://www.law.georgetown.edu/faculty/mlyniec-wallace-j.cfm"><b>Wallace Mlyniec </b></a>and his readers to learn about the history and designs of the Washington, D.C. freeway system, as built and as proposed through this blog of mine that I started nearly a decade ago <b><i>"A Trip Within The Beltway".</i></b><br />
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About Wallace Mlyniec:<br />
<br />Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-88247020088470065992017-03-30T11:48:00.001-04:002017-03-31T21:19:59.821-04:00A Crime in Washington, D.C.About Washington, D.C.'s I-395 (once I-95) Center Leg Freeway/3rd Street Tunnel<br />
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Gives away 50% of the design capacity, and fails to maintain interstate spec shoulders<br />
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All about shifting traffic burdens disproportionately upon less affluent areas east and south of the Anacostia River.<br />
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Before:</div>
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After:</div>
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February 2016<br />
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February 2017 - shoulders?</div>
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<span style="font-size: large;"><b>USFHWA Perjury!</b></span></div>
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<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2014/12/fhwa-bogus-finding-of-no-significant.html">http://wwwtripwithinthebeltway.blogspot.com/2014/12/fhwa-bogus-finding-of-no-significant.html</a></b></div>
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<b>See more:</b><br />
<br />
<a href="http://wwwtripwithinthebeltway.blogspot.com/2014/12/current-i-395-center-leg-air-rights-row.html"><b>http://wwwtripwithinthebeltway.blogspot.com/2014/12/current-i-395-center-leg-air-rights-row.html</b></a><br />
<br /></div>
<div style="text-align: left;">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html">http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html</a></b><br />
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<br /></div>
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<br /></div>
Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-90127604893645485022017-02-28T00:11:00.000-05:002017-03-13T00:46:39.979-04:00Center Leg Constriction- Photos February 2017The continuing desecration of the design capacity of the I-395 Center Leg Freeway in Washington, D.C.<br />
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<span style="font-size: x-small;">photos by Douglas A. Willinger- February 26, 2017</span><br />
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<b>Southbound</b> </div>
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<b> </b></div>
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<br />
<blockquote class="tr_bq">
<span style="font-size: large;"><b><a href="http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html">http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html</a></b></span></blockquote>
<blockquote class="tr_bq">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2014/12/fhwa-bogus-finding-of-no-significant.html"><span style="font-size: large;">http://wwwtripwithinthebeltway.blogspot.com/2014/12/fhwa-bogus-finding-of-no-significant.html</span></a></b></blockquote>
<blockquote class="tr_bq">
<span style="font-size: large;"><b><a href="http://wwwtripwithinthebeltway.blogspot.com/search/label/I-395%20Air%20Rights%20Capitol%20Crossing%203rd%20Street%20Tunnel%20Project">http://wwwtripwithinthebeltway.blogspot.com/search/label/I-395%20Air%20Rights%20Capitol%20Crossing%203rd%20Street%20Tunnel%20Project</a></b></span></blockquote>
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<br />Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-63553547043336951272017-01-20T23:13:00.002-05:002017-01-20T23:23:03.268-05:00Advice For the 45th U.S. President About Washington, D.C. Freeways<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhq1BIRYrfLK76QOF6G6w1TllwBAbrY6gFsFXJ8x1OuTmN6svLBLZ-26NyMZQ4FtaIqH4rDeR5orqk5WXfGDROn50wf9OLl7HLF8VluR7YdTPBVQtn8bL3eWgPzfSrII7UBJFe6/s1600/DJT+Fist+Salute.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhq1BIRYrfLK76QOF6G6w1TllwBAbrY6gFsFXJ8x1OuTmN6svLBLZ-26NyMZQ4FtaIqH4rDeR5orqk5WXfGDROn50wf9OLl7HLF8VluR7YdTPBVQtn8bL3eWgPzfSrII7UBJFe6/s1600/DJT+Fist+Salute.jpg" /></a></div>
<br />
<blockquote class="tr_bq">
<a href="http://www.foxnews.com/politics/2017/01/20/full-text-president-donald-trumps-inauguration-speech.html">http://www.foxnews.com/politics/2017/01/20/full-text-president-donald-trumps-inauguration-speech.html</a><br />
<br />
<i>We will build new roads, and highways, and bridges, and airports, and tunnels, and railways all across our wonderful nation.....</i><br />
<br />
<i>Finally, we must think big and dream even bigger.</i><br />
<br />
<i>In America, we understand that a nation is only living as long as it is striving.</i><br />
<br />
<i>We will no longer accept politicians who are all talk and no action – constantly complaining but never doing anything about it.</i><br />
<br />
<i>The time for empty talk is over.</i><br />
<br />
<i>Now arrives the hour of action.</i><br />
<br />
<i>Do not let anyone tell you it cannot be done. No challenge can match the heart and fight and spirit of America.</i><br />
<br />
<i>We will not fail. Our country will thrive and prosper again.</i></blockquote>
<br />
Start within Washington, D.C.<br />
<br />
<a href="http://wwwtripwithinthebeltway.blogspot.com/2012/03/new-dc-95-project.html">http://wwwtripwithinthebeltway.blogspot.com/2012/03/new-dc-95-project.html</a><br />
<br />
<a href="http://wwwtripwithinthebeltway.blogspot.com/2015/01/i-95-should-go-through-washington-dc.html">http://wwwtripwithinthebeltway.blogspot.com/2015/01/i-95-should-go-through-washington-dc.html</a><br />
<br />
<a href="http://wwwtripwithinthebeltway.blogspot.com/2015/01/grand-arc.html">http://wwwtripwithinthebeltway.blogspot.com/2015/01/grand-arc.html</a><br />
<br />
<a href="http://wwwtripwithinthebeltway.blogspot.com/2008/07/new-i-395-gateway-if-its-coordinated.html">http://wwwtripwithinthebeltway.blogspot.com/2008/07/new-i-395-gateway-if-its-coordinated.html</a><br />
<br />
<a href="http://wwwtripwithinthebeltway.blogspot.com/2007/11/i-395-extension-superior-option.html">http://wwwtripwithinthebeltway.blogspot.com/2007/11/i-395-extension-superior-option.html</a><br />
<br />
<a href="http://wwwtripwithinthebeltway.blogspot.com/2007/09/washington-dc-big-dig.html">http://wwwtripwithinthebeltway.blogspot.com/2007/09/washington-dc-big-dig.html</a><br />
<br />
<a href="http://wwwtripwithinthebeltway.blogspot.com/2016/10/the-new-york-times-covers-capitol.html">http://wwwtripwithinthebeltway.blogspot.com/2016/10/the-new-york-times-covers-capitol.html</a><br />
<br />
<br />
<br />
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<br />Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-77981203459217314942017-01-18T21:08:00.001-05:002017-01-18T21:08:31.111-05:00A Digital Reconstruction of Early Washington, D.C.It would be good to see a project as this regarding the development of the Washington, D.C. Freeway System- Built and Proposed Variants<br />
<br />
<center>
<iframe allowfullscreen="" frameborder="0" height="315" src="https://www.youtube.com/embed/jC1snu3J8wo" width="560"></iframe></center>
<br />
<div style="text-align: center;">
<a href="https://youtu.be/jC1snu3J8wo">https://youtu.be/jC1snu3J8wo</a></div>
<br />
Brought to my attention here: <a href="http://ghostsofdc.org/2012/01/25/video-visualizing-early-washington-d-c/?utm_source=campaign-monitor-recycle&utm_medium=email&utm_campaign=Video+Visualizing+Early+Washington%2C+D.C.&utm_content=item-2">http://ghostsofdc.org/2012/01/25/video-visualizing-early-washington-d-c/?utm_source=campaign-monitor-recycle&utm_medium=email&utm_campaign=Video+Visualizing+Early+Washington%2C+D.C.&utm_content=item-2</a><br />
<br />
Created by this company: <a href="https://www.irc.umbc.edu/">https://www.irc.umbc.edu/</a><br />
<br />
Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-5137469676305798312016-11-09T23:39:00.000-05:002017-01-03T23:40:20.018-05:00Relief For Washington D.C.'s Truncated Freeway System?<br />
excerpt from:<br />
<br />
<a href="http://www.nytimes.com/2016/11/10/us/politics/trump-speech-transcript.html?_r=0">http://www.nytimes.com/2016/11/10/us/politics/trump-speech-transcript.html?_r=0</a><br />
<blockquote class="tr_bq">
<span style="font-size: large;"><br /></span>
<span style="font-size: x-large;"><b><i>"...We are going to fix our inner cities and rebuild our highways, bridges,
tunnels, airports, schools, hospitals. We’re going to rebuild our
infrastructure, which will become, by the way, second to none. And we
will put millions of our people to work as we rebuild it...."</i></b></span></blockquote>
Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-31082562778203737552016-10-29T01:21:00.003-04:002023-09-30T22:58:42.594-04:00Tysons Corners Circle Proposed<br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijMd9V5Q5UPFZ2AqOOMnyTFMTPwi68j1l1gnWZT9yde1E3uN4irkYsr6-ZAIAyj0GmpBW-uLQPn3_shpOHFEKYLyXg5lQ86X1FMnWyC2KoaPGJlCNhkP0wak013FnINkqGJZXK/s1600/Tysons+Circle.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="271" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijMd9V5Q5UPFZ2AqOOMnyTFMTPwi68j1l1gnWZT9yde1E3uN4irkYsr6-ZAIAyj0GmpBW-uLQPn3_shpOHFEKYLyXg5lQ86X1FMnWyC2KoaPGJlCNhkP0wak013FnINkqGJZXK/s400/Tysons+Circle.jpg" width="400" /></a></div>
<br />Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-52174549787172653352016-10-29T01:21:00.002-04:002017-01-20T21:39:40.291-05:00The New York Times Covers 'Capitol Crossing' ProjectNot a mention of this project's give-way to developers of the public's right of way:<br />
<br />
<a href="http://www.nytimes.com/2016/10/26/realestate/commercial/a-project-mends-a-gash-in-the-street-grid-of-washington.html?_r=0">http://www.nytimes.com/2016/10/26/realestate/commercial/a-project-mends-a-gash-in-the-street-grid-of-washington.html?_r=0</a><br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgP9oph2JO1iYkp2S-c1JibAm1TLxAuyMVA7ldtrzKdqtmt0Xsalnm1XwUvynqS3O7oXfwZojUKXq1LvjJAN_uHkzHzcpQyV-P0U9PqoUhaLq938E3ZXba6MPpDCFMMABxaA4zK/s1600/Capitol+Crossing+NY+Times+Oct+2016.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgP9oph2JO1iYkp2S-c1JibAm1TLxAuyMVA7ldtrzKdqtmt0Xsalnm1XwUvynqS3O7oXfwZojUKXq1LvjJAN_uHkzHzcpQyV-P0U9PqoUhaLq938E3ZXba6MPpDCFMMABxaA4zK/s400/Capitol+Crossing+NY+Times+Oct+2016.jpg" width="400" /></a></div>
<br />
<br />
See the <a href="http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html"><b>other articles </b></a>about this <a href="http://wwwtripwithinthebeltway.blogspot.com/2016/03/center-leg-capitol-crossing.html"><b>developer give-away</b></a> that squanders 50% of the below ground level Center Leg Freeway's design capacity, and even disregards safety by squeezing the median shoulders, at the tag below.<br />
<br />
See: <a href="http://wwwtripwithinthebeltway.blogspot.com/2016/03/center-leg-capitol-crossing.html">http://wwwtripwithinthebeltway.blogspot.com/2016/03/center-leg-capitol-crossing.html</a>Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-13671266862633146472016-09-24T00:06:00.002-04:002016-09-24T00:06:42.269-04:00'Streetsblog' Apparently Sides With Wealthy NIMBY's Against Popular D.C. Area Transit Project<br />
<a href="http://usa.streetsblog.org/2016/08/11/court-dont-spend-billions-on-outdated-travel-forecasts/#disqus_thread">http://usa.streetsblog.org/2016/08/11/court-dont-spend-billions-on-outdated-travel-forecasts/#disqus_thread</a><br />
<br />
<br />
<br />
<br />
<header class="comment__header">
<span class="post-byline">
<span class="author publisher-anchor-color"><a data-action="profile" data-role="username" data-username="war_on_hugs" href="https://disqus.com/by/war_on_hugs/">war_on_hugs</a></span>
</span>
<span class="post-meta">
<span class="bullet time-ago-bullet">•</span>
<a class="time-ago" data-role="relative-time" href="http://usa.streetsblog.org/2016/08/11/court-dont-spend-billions-on-outdated-travel-forecasts/#comment-2832590753" title="Thursday, August 11, 2016 2:10 PM">2 days ago</a>
</span>
</header>
<br />
<div class="post-message " data-role="message" dir="auto">
<blockquote>
The underlying principle here is that big investments ought
to be based on forecasts—whether of future traffic or ridership—that
fully reflect all the information we have at hand on how travel patterns
are changing, and are likely to change in the future.</blockquote>
Unfortunately,
this is an overly optimistic interpretation of the ruling, in my view.
I'm all for more realistic forecasting methods, but there's little
evidence in this case that MTA or FTA should have done anything
differently.<br />
<br />
While it's true that DC Metro transfers are predicted
to account for about a quarter of the Purple Line's ridership, let's
game this out: assuming current trends continue, Metro ridership will be
about 10% lower than its 2009 level by the time the Purple Line opens
in 2022.<br />
<br />
So: 25% x 10% = 2.5% difference from the current
forecast. Significant, sure, and something to plan for, but hardly an
earth-shattering difference.<br />
<br />
And that's a very generous assumption for the plaintiffs. For one thing, it's quite possible that Metro's woes would actually <i>increase</i> Purple Line usage, since a new light rail line is likely to be a far more reliable option.<br />
And,
as mentioned, the Purple Line's projected opening is six years in the
future. (And keeps getting delayed by lawsuits like this.) It's highly
unlikely that Metro will still be in such bad shape by then.<br />
<br />
It's a
very different situation than relying on clearly outdated traffic
models, where courts have shown every deference to state DOTs, even in
the Wisconsin case mentioned (which was a very narrow ruling).<br />
For
context, Friends of the Capital Crescent Trail is a NIMBY group based
in a wealthy suburb, Chevy Chase, that has opposed the Purple Line since
its inception for reasons that have nothing to do with ridership
forecasts.<br />
<br />
For years, they've thrown every legal argument at the
wall hoping something would stick -- declaiming the effect of the
project on their namesake trail, mainly, even saying that danger to a
rare arthropod should scrap the whole project.<br />
<br />
What this ruling
really says is that they've found a judge who finally bought one of
their capricious arguments. A judge who happens to live in Chevy Chase
and is a member of a country club that is vehemently opposed to the
Purple Line, for that matter.<br />
<br />
<br /></div>
Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-33609406280269922322016-08-25T00:48:00.003-04:002016-08-25T01:24:36.488-04:00Anti Freeway/Anti WMATA Rail Transit System Activist Angela Rooney Dead at 96of the<i><b> Emergency Committee on the Transportation Crisis</b></i> (<b>ECTC</b>)<br />
<br />
<br />
Rooney not only opposed the North Central Freeway,<br />
but also the planned/built WMATA rail transit system<br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghuXwswe9Hg9N9dC6m8QufdxyP7ed5DcY5oORB7FMhMjA2zz4keyR65x0BF0oXOGT1rvsIZMwiGgZtRhAk26gDfW8Wm4lZ5dF99Td_1bn2Ya_9PSRIpWNllVM5Jd3FN6PhmFj3/s1600/1998+FIW+Rooney+Willinger+Korr_crop_2.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghuXwswe9Hg9N9dC6m8QufdxyP7ed5DcY5oORB7FMhMjA2zz4keyR65x0BF0oXOGT1rvsIZMwiGgZtRhAk26gDfW8Wm4lZ5dF99Td_1bn2Ya_9PSRIpWNllVM5Jd3FN6PhmFj3/s320/1998+FIW+Rooney+Willinger+Korr_crop_2.png" width="320" /></a></div>
<div style="text-align: center;">
Angela Rooney, Douglas Willinger, Jeremy Korr</div>
<div style="text-align: center;">
1998 'Freeways in Washington' panel</div>
<div style="text-align: center;">
D.C. Historical Society Conference</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6zdSjOewxaSErFRMIxCNr8tLBspjXygy5nFvo_wgD8EWcg6WYfUNMhDW3b3sGds1kjED-rwXEy3htFd2dZoPPSgY4x6h4uQ2TaS1THqdsmc6x_HdmhKkpoFtTq-FgD-3YKMlC/s1600/ECTC_poster_crop_names1280.GIF" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="163" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6zdSjOewxaSErFRMIxCNr8tLBspjXygy5nFvo_wgD8EWcg6WYfUNMhDW3b3sGds1kjED-rwXEy3htFd2dZoPPSgY4x6h4uQ2TaS1THqdsmc6x_HdmhKkpoFtTq-FgD-3YKMlC/s320/ECTC_poster_crop_names1280.GIF" width="320" /></a></div>
<div style="text-align: center;">
ECTC - <b>Emergency Committee on the Transportation Crisis</b> names, </div>
<div style="text-align: center;">
on <i><b>'<a href="http://wwwtripwithinthebeltway.blogspot.com/2007/11/ectc-1970.html">Freeway Cancer Hits Washington, D.C.' </a></b></i><a href="http://wwwtripwithinthebeltway.blogspot.com/2007/11/ectc-1970.html">poster</a> partially visible in the preceding photo </div>
<div style="text-align: center;">
with Angela Rooney listed among its 'Secretarial Committee' ,</div>
<div style="text-align: center;">
with R.H. Booker as Chairman, Marian Barry as Vice Chairman, </div>
<div style="text-align: center;">
and Samuel Abdullah Abbott as Publicity Director</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjV87B1Iu2gc3NfR8huDULHct80MHh6gypIv4DgcWMdiAbV6SRJyVAgEJ-Wv7NUTnGwaCu5aTSvGGjNJTgJK1SwfzTIn9uEjJ74eOjRZBLbsNt62n6QgB_vNHosTyux-eUIipaA/s1600/ECTC+Poster+Freeway+Cancer+Hits+DC+1280.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjV87B1Iu2gc3NfR8huDULHct80MHh6gypIv4DgcWMdiAbV6SRJyVAgEJ-Wv7NUTnGwaCu5aTSvGGjNJTgJK1SwfzTIn9uEjJ74eOjRZBLbsNt62n6QgB_vNHosTyux-eUIipaA/s320/ECTC+Poster+Freeway+Cancer+Hits+DC+1280.png" width="238" /></a></div>
<div style="text-align: center;">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2007/11/ectc-1970.html">http://wwwtripwithinthebeltway.blogspot.com/2007/11/ectc-1970.html</a></b></div>
<blockquote class="tr_bq">
<a href="http://www.legacy.com/obituaries/washingtonpost/obituary.aspx?eid=sp_ommatch&fhid=17003&n=angela-l-rooney&pid=181167773">http://www.legacy.com/obituaries/washingtonpost/obituary.aspx?eid=sp_ommatch&fhid=17003&n=angela-l-rooney&pid=181167773</a><br />
<br />
On
Saturday, August 20, 2016 of Washington, DC. Beloved wife of 60 years
to Thomas P. "Tom" Rooney; wonderful mother of Kate Rooney Miskovsky and
the late Christopher Rooney; loving grandma of Alex, Megan, Lauren
Miskovsky and Alexis Rooney; sister of the late William Bayer and Joan
Severin. Survived by her daughter-in-law, Kimberley Rooney; as well as
numerous nieces, nephews, cousins, friends and neighbors. Angela enjoyed
a long and extraordinary life. She was a devoted wife and mother, who
also found time to pursue diverse careers, and her three main passions;
art, acting, and activism. After receiving her BFA from the Tyler School
of Art at Temple University, she served three years with the American
Red Cross during <a class="MicrositeKeyword" href="http://www.legacy.com/memorial-sites/ww2/?personid=181167773&affiliateID=600" id="InlineMicrositeLink_WWII" target="_blank" title="Visit WWII Memorial Site to see similar profiles">WWII</a>.
Angela worked for the NY Botanical Society and the DuPont Company. She
moved to Washington, DC, in the 1950s taking advanced acting classes at
Catholic University, which led to a TV job on the Mark Evans Show.
Following her marriage to her devoted husband Tom, they settled into
Brookland in DC. She soon became involved in many civic organizations,
often as a co-founder including the Emergency Committee on the
Transportation Crisis, NCTC, UNECC, Preservation of the Brooks Mansion,
The McMillan Reservoir, Trash Transfer station issues, and a staunch
supporter of the Metro System. During these years she also worked as a
manager of the Kennedy Center Theater Chamber Players and special events
at the National Gallery of Art. She received numerous distinguished
awards for her dedication to the city and her community. A Funeral Mass
will be offered at St. Anthony''s Catholic Church, 1029 Monroe Street,
NE, Washington, DC on Friday, August 26 at 10 a.m. Interment Mt. Olivet
Cemetery. In lieu of flowers, memorial contributions may be made in her
name to Capital Caring Hospice, 2900 Telestar Court, Falls Church, VA
22042.</blockquote>
Jeremy Korr of the University of Maryland and myself appeared on the 1998 D.C. Historical Society conference panel <b>'Freeways in Washington'</b> with Angela Rooney, and moderated by Keith Mulder.<br />
<blockquote class="tr_bq">
<a href="http://wwwtripwithinthebeltway.blogspot.com/2007/02/review-of-1998-panel-freeways-in.html">http://wwwtripwithinthebeltway.blogspot.com/2007/02/review-of-1998-panel-freeways-in.html </a></blockquote>
<blockquote class="tr_bq">
<a href="https://groups.google.com/forum/#!topic/misc.transport.urban-transit/XGUztwmeBUA">https://groups.google.com/forum/#!topic/misc.transport.urban-transit/XGUztwmeBUA</a> </blockquote>
<blockquote class="tr_bq">
Doug was followed by Angela Rooney, a lady from the Brooklands area who was an activist during the era. She spent most of her time plugging her friend Helen Leavett's long out-of-print book,<i><b>"Superhighway, Superhoax,"</b></i> which is an excellent work if you believe that we'll run out of gas in 1975. Ooops. She also entertained us with stories about how the FBI was out to get her and her ECTC cronies, and how the newspapers and media in general were interested only in silencing these fine citizens. She mentioned that they never did anything illegal, two minutes before telling us how a few of them got arrested during protests -- ahem -- but had little mention of Marion Barry's formula for burning down suburban houses in retaliation for<br />
those lost to wrecking ball in DC. Another interesting story was about a fantasy road that has never existed on any master plan for DC, with a highway being tunneled under the Lincoln Memorial.<u> She mentioned that cars and Metro were not the answer to our transportation<br />problems</u>, but rather some unnamed "multimodal" system consisting of, one presumes, Star-Trek type transporters. No doubt the FBI is suppressing that technology as well. Strangely, she was silent about the homes that have already been lost in Springfield VA for the I-95 widening, as well as the hundreds of apartments that will be razed in Alexandria, all due to the Beltway's being overburdened due to the cancellation of a through-DC I-95. I suppose White Men's roads through Hispanics' Apartments is okay.</blockquote>
I first met Angela Rooney in or about February 1998, upon paying her and her husband a visit with Ruth Abbott (1920-2009), widow of Sammie Abbott (1908-1990). Ruth had told me that she and Rooney had not seen each other in years, and I thought - correctly - that this would be an interesting person to meet.<br />
<br />
It was at this meeting that Angela Rooney told me that she had also opposed the WMATA rail transit system.<br />
<br />
It was also at this meeting where she called me a 'dangerous' person for my idea of a primarily cut and cover tunneled B&O North Central Freeway/CSX/WMATA Railroad beneath a new linear park, the <a href="http://wwwtripwithinthebeltway.blogspot.com/2015/01/grand-arc.html"><i><b>Grand Arc</b></i></a>- a characterization that coming from her that I viewed as a compliment.<br />
<br />
I had probably first hear of Rooney from her 1997 internet published interview with Chris Niles, who I subsequently met, with him telling me that his family's house or houses had been targeted by planned freeways. This interview has been re-published at the Mark Robinowitz site "Peak Traffic":<br />
<br />
<blockquote class="tr_bq">
<a href="http://www.peaktraffic.org/compromise.html">http://www.peaktraffic.org/compromise.html</a><br />
<br />
Date: 19 May 1997 19:56:02 EST<br />
Subject: WRN Intersect V1 N3 Section 1 Article<br />
INTERSECT!<br />
A WEEKLY FAX NEWS BULLETIN FOR THE<br />
WASHINGTON METROPOLITAN REGION<br />
<br />
May 5, 1997 Volume I Number 2<br />
<br />
<span style="font-size: large;"><b>Interview with a Freeway Fighter</b></span><br />
<br />
<b>Angela Rooney was one of the leaders in the anti-freeway movement from
the early 60's to the early 70's that succeeded in preventing the construction
of 1500 lane miles of freeway in the region. This included an extension
of I-95 and an "inner-circulator," both of which would have,
among other things, destroyed thousands of homes and small businesses
in the District of Columbia. I have spoken to Ms. Rooney several times
and have been deeply impressed with her courage, commitment to speaking
truth to power and political savvy. Her knowledge of both the political
history of transportation struggles in this region and the essentials
of effective movement building are of great value to today's activists
fighting current highway projects. I recently asked her how she became
involved with the Freeway Fighters and how they became such an effective
fighting force. Following are some excerpts of her thoughts from that
conversation.</b> -- Chris Niles.<br />
<br />
"I think the first thing that struck me was the social inequality
of ramming a huge freeway through a largely black section of the city
which would have just ripped up neighborhood after neighborhood, community
after community. It was just a massive attempt to destroy half of Washington
DC. Better connected whites in Northwest simply said no way are you going
to ram a freeway down Wisconsin or Connecticut Ave or anywhere else in
Northwest. So the highway department went back and redrew it and said
"wow, we can go through Northeast, they don't have any clout."
But the idea that this was going to be imposed on the city without any
real opportunity to be heard from was to me an outrage...<br />
<br />
I quickly learned that there was no one to lead us or protect us. I
heard that there was to be a hearing in Takoma Park, another community
that the freeway would decimate. So, I took myself out and I watched what
happened at the public hearing.. As I heard the testimony, I found the
people that I wanted to work with. We started this huge network. We did
not have the advantage of getting funding for anything, ever. </blockquote>
<blockquote class="tr_bq">
It began with meetings every week, meetings every day sometimes. We
went to all the hearings and learned the tactics of the labor unions,
by which I mean simultaneously organizing and educating, though without
having the guns right in our faces. At the top of the list was educating.
We realized that our job was to teach people what their rights were, to
realize that the constitution guaranteed those rights, to stand up for
them, and to speak out.<br />
<br />
We were scrupulously careful in never having a meeting from which anyone
was barred or never having a plan that was not within our constitutional
rights to carry out, to hold a meeting, to picket, to demonstrate. Everything
that we did was within the law. Still, what came down was the heavy, heavy
boot of the FBI and our newspaper (the Washington Post). The Post called
us everything from communists to pinkos to "that little band of discontented
people..." Our job was to educate from the highest economic level
to the lowest economic level and bring them all together at the same table
whenever possible so that everybody was focused on the same issue. We
were immensely advantaged by having a guy named Sam Abbott who was at
heart and soul a great union organizer to focus and understand what was
really going on. We understood that almost all of our troubles came out
of the '56 Highway Act which created an enormous lobby of asphalt and
cement people, auto companies, tire makers, all the people who make money
from highways. They were well-entrenched in Congress and drinking deeply
from the federal trough that was set up called the Highway Trust Fund.
They had little respect for anyone who got in their way and they were
astonished that anybody like me, a white woman living in a largely black
neighborhood would get up and testify strongly, mincing no words...<br />
<br />
The Federal Highway Administration, was in fact breaking its own laws
left and right. They would not hold the proper hearings, they would not
publish advance notice of meetings. We had to force the government to
obey its own laws and regulations. The more you saw of how criminally
they behaved, the more you learned the importance of learning what they
were up to all the time. You tracked the organizations that supported
the highways, that greased the wheels. You also learned another important
thing: Always know where the money is coming from and where it is going.
We eventually succeeded in networking a large area that included the suburban
areas of Maryland and Virginia and the whole of the District of Columbia.
The idea was to create a political climate of understanding of what was
being done so that the lawsuits that were brought and the lawyers who
had joined us-there were not many but there were some brilliant ones-would
be judged in a political climate that understood the social injustice
and the terror that was being visited upon this city and the suburbs...De
Toqueville said that the most important thing for a democracy to succeed
is an educated and involved citizenry. That does not mean learning how
to be a rocket scientists. I'm talking about the operations of our government
in action. You need to understand why people vote the way they do and
what they're interested in.. You've got to help people to see how to look
at things and analyze the political situation in a generalized way, not
just go along because this Democratic guy is nice or that Republican says
something you want to hear. You divorce the issue from party politics,
stick with the issue and learn how it plays out in the big picture as
well as in your own community...<br />
<br />
Our first rallying cry was: "No White Men's Roads Through Black
Men's Homes!" We had to do that as offensive as it was to some
people because it was absolutely the truth. It was indeed Black men's
homes and businesses that were being confiscated. It was a very personal
kind of insult, especially in a city where many blacks worked for the
Federal government the city, to find out that your home could be gone
just like that. The highway proponents felt no compunction about this.
I don't remember whether it was the highway lobby men or the representatives
from the FHA but they would say, "yeah, we built that road and we
didn't even have to give them the moving money. They didn't know they
were supposed to get it...<br />
<br />
Our other rallying cry was: "Freeways No!, Metro Yes!" That
was in everything we put out to focus hard on the fact that we needed
good public transportation. If they built I-95, the inner loop, the outer
beltways and all the other roads, there was no hope for a Metro being
built because there would be no money. So we fought long, long and hard
for years to break open the trust fund for other kinds of transportation.
People had no idea that they had an option...Even in the 1960's, we were
calling loud and clear for a multi-modal, interdependent, complete transportation
system. We discovered that there was no "transportation plan"
for the United States at all. That was a euphemism they used to use: "Oh,
we have to build that road, it's a part of the transportation plan.".
We were very happy when we learned, after being blackmailed as a city
and told we would get no federal payment if we did not take the money
for the freeways, that the money had been shifted over to Metro. I truly
believe that the money was shifted because the freeway people realized
that they were operating in a city that made it impossible for anybody
to be elected unless they were against the freeways-including Barry. At
the same time, they suddenly realized that if they got Metro, and built
it in their image, they could make just as much money, maybe even more
because then they could enrich all those suburban developers. We did lobby
for good Metro stops in the city that would not destroy the whole neighborhood
with uncontrolled development around every Metro stop. Developers did
not get their way around every Metro station in the District-not yet at
least. But they pretty much got their way at suburban Metro stations.
Look at Tyson's Corner, for example. With Metro, they have simply recreated,
by and large, highway-like development pattern. If we had had our druthers,
we would not have built Metro out into the cow pastures, and we would
not have built so damn deep. It was, is, an overbuilt system. I mean,
look at Dupont Circle. I doubt very much that they had to go that deep.
It is not a well conceived system. It was never integrated properly with
the buses or light rail. Further, public transportation should be available
to everyone and it should be free. There is no reason it can't be.<br />
<br />
There were always agent provocateurs that we needed to deal with. We
expected them to be at mass meetings. We learned to look at the shoes
to see if they were shined. We learned not to be deceived by anyone who
wore fake dashikis-there were lots of those. We learned to study the people
who brought unnamed camera crews. We knew our phones were tapped, all
the time. We received a lot of phone calls from so-called innocent people
just asking how many people did you expect to turn out, or offering to
provide coffee and donuts. They would also say that they were writing
books and wanted to know if we thought this country was really worth saving.
We knew people who worked at the FBI and they saw our files. Sometimes,
provocateurs would go to our meetings and attempt to rouse the crowd to
some kind of action that would force the police to interfere. That was
never our style. It was always brought on by an individual or group of
people sent there to try to force the crowd into some kind of useless
action.. I used to get called up by white people who thought they were
looking after my good and they would ask me, "why do you associate
with those people? They don't even use good grammar?" They would
also say that they thought the company I kept was dangerous because they
thought some of them were what they used to call "pinkos." It
was very silly. I would say "why don't you stop worrying about the
style of their speech and listen to the content..." Ten years later,
we won a lawsuit against the FBI for harassment<br />
<br />
We learned that it was important to distinguish the private decision
making process from the public one. The private decision making process
in Washington consisted of the Gold Plan, the Silver Plan and the Blue
Plan. The Gold Plan was for those who will make serious money from the
private decision making process. The Silver Plan was for the hangers on
who receive secondary benefits from the Gold Plan. The Blue Plan is the
one that the community is supposed to see...Generally speaking, you never
get a look at the Gold Plan unless you paid thousands of dollars a year
to belong to 'the club...'<br />
<br />
"The media has taken over the job of the highway lobby of brainwashing
the American people. We are so deep into the culture of the automobile
now that we have no notion how we have been suckered into it. Children
from the time they are born assume the right of the automobile. It is
the biggest sex symbol in America. But our dependency on the car has backfired
all over the country: air pollution is worse, traffic jams are far worse
then they ever were, water runoff is worse.<br />
<br />
Despite all this, the highway lobby continues fighting for more roads...Recently,
the Post was a part of a transportation study (now reading from a recent
Post editorial): "The study was conducted by a group of national
and regional transportation specialists hired by the Board of Trade with
funds from various member companies...including this newspaper."
This study was a done deal before it was completed so it would say exactly
what they wanted it to say; and what they want is to build roads that
we prevented them from building in the 60's..."<br />
<br />
I think one of the most important lessons that came out of our efforts
is that there is no compromise unless there are equal advantages on both
sides. Otherwise it's not compromise. What are activist giving up when
the compromise? Nothing. What are the highway people getting? Everything
they wanted. It's really important to understand this because people are
always being asked to be reasonable. There is no such thing as being reasonable
when somebody is putting your head on a chopping block. People are deceived
all the time: "Let's get a few of you together and talk it over,
we're all reasonable people." You are dead in the water if you buy
that. Never go in small groups. Take everybody. Let everybody hear what
the highway proponents are up to."</blockquote>
Such sentiment was what was largely precipitated by the sort of 'planning' that had fashioned Washington, D.C.'s planned main northern traffic artery into something that became highly unpopular, from what had previously been a relatively uncontroversial idea when initially proposed via the John F. Kennedy administration in November 1962.<br />
<blockquote class="tr_bq">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html">http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html</a></b></blockquote>
Rooney is the latest to die among those involved with Washington, D.C.'s freeway planning controversies.<br />
<br />
<b>Reginald Booker Dead</b><br />
<blockquote class="tr_bq">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2016/04/reginald-h-booker-dies-last-year-at-74.html">http://wwwtripwithinthebeltway.blogspot.com/2016/04/reginald-h-booker-dies-last-year-at-74.html</a></b></blockquote>
<br />
<b>Marion Barry Dead</b><br />
<blockquote class="tr_bq">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2014/12/marion-barry-dies-and-obituaries-dont.html">http://wwwtripwithinthebeltway.blogspot.com/2014/12/marion-barry-dies-and-obituaries-dont.html</a></b></blockquote>
<br />
<b>Peter S. Craig Dead:</b><br />
<blockquote class="tr_bq">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2009/12/peter-s-craig-rip.html">http://wwwtripwithinthebeltway.blogspot.com/2009/12/peter-s-craig-rip.html</a></b></blockquote>
<br />
<b>Ruth Abbott Dies </b><br />
<blockquote class="tr_bq">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2009/10/ruth-abbott-widow-of-sammie-abbott-dies.html">http://wwwtripwithinthebeltway.blogspot.com/2009/10/ruth-abbott-widow-of-sammie-abbott-dies.html </a></b></blockquote>
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<br />Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-28041944061095275782016-07-31T22:10:00.003-04:002016-07-31T22:10:52.925-04:00GWW Post Subliminally Hints At Great Idea For Tunnel For Vehicular Traffic<br />
<br />
<br />
<a href="http://greatergreaterwashington.org/post/33023/an-1886-plan-would-have-built-atop-rock-creek/#comments">http://greatergreaterwashington.org/post/33023/an-1886-plan-would-have-built-atop-rock-creek/#comments</a><br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzWldPxF6kSOBEyWeOV3mJaAM7PNMJfIGQ3ykXZ2gt_9saFRR0RDfIa9U6dNEVSZ1EkH2DURVyfuQ37mP8hGvnSAZl0eqJAMEirS0G19ftYGJOkZrVoVLG_J100FlT4zgi_2ct/s1600/Rock+Creek+Tunnel+Map.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzWldPxF6kSOBEyWeOV3mJaAM7PNMJfIGQ3ykXZ2gt_9saFRR0RDfIa9U6dNEVSZ1EkH2DURVyfuQ37mP8hGvnSAZl0eqJAMEirS0G19ftYGJOkZrVoVLG_J100FlT4zgi_2ct/s320/Rock+Creek+Tunnel+Map.png" width="155" /></a></div>
<br />Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-49629534021493293362016-06-29T23:38:00.000-04:002016-06-30T23:41:38.874-04:00Scrap "Capitol Crossing" & Build A Park <br />
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This blog has <a href="http://wwwtripwithinthebeltway.blogspot.com/2015/01/choking-i-395-center-leg.html"><b>editorialized against </b></a>the Capitol Crossing air rights project atop the un-covered trenched segment of Washington, D.C.'s Center Leg Freeway as an ill advised endeavor that constr<i>i</i>cts the freeways's existing below ground level capacity by over 50% including its utterly irresponsible constriction of the emergency shoulders- all to increase the developer's profits, <u>so done with no apparent consideration of the costs of replicating the lost capacity</u>, <b>via <a href="http://wwwtripwithinthebeltway.blogspot.com/2014/12/fhwa-bogus-finding-of-no-significant.html">a perjurious US FHWA of <i>'no significant impact'</i></a></b>.<br />
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There is an additional reason to oppose Capital Crossing. Why more more buildings? The area of Washington, D.C. has relatively little park space in the area north of the National Mall. The Center Leg has an existing park atop it for a meagerly single block.<br />
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Instead of simply scrapping the existing Capital Crossing project design, why not scrap it radically- eliminating not only the infringing support columns, but as well the monolithic new buildings of which that area has a new abundance of, and build a new park atop?<br />
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Does Washington, D.C. really need these new buildings?<br />
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Especially when the surrounding area is being heavily re-developed! <br />
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Have Congress enact legislation to purchase the air rights, scrap the Capitol Cross project, demolish the offending intrusions upon the sunken I-395 right of way, and construct a lid respecting such with a new park atop, perhaps with a hot house for plants, thus providing an oasis for such year round.. Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-78440777652670418192016-05-03T00:21:00.000-04:002016-05-03T00:21:34.513-04:00Luckily This Did Not Occur In The Takoma Station Area<b><b>B&O Metropolitan Branch RR</b></b><br />
<b>May 1, 2016 Sunday Morning HAZMAT Freight Train Derailment- just before 7AM</b><br />
<b>near the Rhode Island WMATA Station</b><br />
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<b><span style="font-size: xx-small;"><a href="http://wtop.com/dc/2016/05/csx-train-derails-in-northeast-d-c-possible-hazardous-leak/slide/1/">http://wtop.com/dc/2016/05/csx-train-derails-in-northeast-d-c-possible-hazardous-leak/slide/1/</a></span></b><br />
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14 car derailment, with 3 leaking cars- one of sodium hydroxide (similar to bleach or Drano)- reportedly was sealed Sunday; another of non-hazardous calcium chloride said to be non-hazardous, also plugged; and another of ethanol slowly leaking from the base
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No injuries. No evacuations ordered.</div>
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Was an interstate shipment from Cumberland, Maryland to Hamlet, North Carolina.</div>
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Cause of derailment unknown.<br />
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Caught on video. See: <b><span style="font-size: xx-small;"><a href="http://abcnews.go.com/US/video-shows-dramatic-csx-train-derailment-dc/story?id=38827399">http://abcnews.go.com/US/video-shows-dramatic-csx-train-derailment-dc/story?id=38827399</a></span></b><br />
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Fortunately this did not occur in an area as the Takoma Station area, to the north, just inside the Washington, D.C. line, where the railroad is upon an embankment higher than the adjacent wood framed residential dwellings recently constructed as part of the mania for 'transit oriented development'. Such a derailment there would kill dozens of people in their homes within such projects as 'Elevation 314' for being irresponsibly located within the footprint of a derailment and at a lower elevation- meaning that that train cars would not just come into their dwelling laterally but also from top down.<br />
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'Elevation 314'</div>
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<a href="http://wwwtripwithinthebeltway.blogspot.com/2011/08/forgotten-elephant-building-too-damn.html">http://wwwtripwithinthebeltway.blogspot.com/2011/08/forgotten-elephant-building-too-damn.html</a></div>
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<a href="http://wwwtripwithinthebeltway.blogspot.com/2011/08/forgotten-elephant-building-too-damn.html">http://wwwtripwithinthebeltway.blogspot.com/2011/08/forgotten-elephant-building-too-damn.html</a></div>
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Derailments along that railroad corridor in 1996 and in 1976 did not result in such injuries or deaths because the nearby dwellings were set back 50 feet or more from the railroad. The 1996 derailment just north of 16th Street in Silver Spring went eastward into an apartment building parking lot; while the 1976 derailment, though from the embankment just south of the Takoma Station area, went westward upon Blair Road and the front yards of the houses along that Roads' west side. <br />
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Location of the May 1, 2016 derailment is adjacent to two new 'transit oriented development' real estate development projects by <a href="http://wwwtripwithinthebeltway.blogspot.com/2015/07/best-vista-along-grand-arci-95-corridor.html"><b>MRP Reality</b></a> and <a href="http://wwwtripwithinthebeltway.blogspot.com/2014/12/rhode-island-avenue-area-encroachment.html"><b>Douglas Development</b></a>.<br />
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<br />Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-77769340649529285242016-05-02T01:00:00.000-04:002016-05-02T01:00:37.407-04:00Richard Laymen Reports On Road Tunnels- February 9, 2016<br />
Richard Laymen/<i><b>Rebuilding Space in The Urban Space</b></i> makes some good points about the need for road tunnels in urban areas, even as he so far fails to defend the space to facilitate their construction, from badly located new real estate development.<br />
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<a href="http://urbanplacesandspaces.blogspot.com/2016/02/london-mayor-proposes-roadway-tunnels.html"><b>http://urbanplacesandspaces.blogspot.com/2016/02/london-mayor-proposes-roadway-tunnels.html</b></a><br />
<h2 class="date-header">
Tuesday, February 09, 2016</h2>
<a href="https://www.blogger.com/null" name="7583349726656441505"></a>
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London Mayor proposes roadway tunnels to divert surface motor vehicle traffic and congestion
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<i>Central Artery before and after, Boston. </i><br />
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According to the <i>Guardian</i> ("<a href="http://www.theguardian.com/uk-news/2016/feb/04/boris-johnson-london-road-tunnels-congestion-air-quality">Boris Johnson unveils road tunnel plans to ease London congestion</a>"). From the article:<br />
<blockquote>
“Around eight of every 10 journeys in London are made using our roads –
whether by car, taxi, motorbike, bus, cycle, foot or freight – which is
why it is vital that we think big. We must deliver long-term solutions
that will not just make the most of the space we have for road users but
bring environmental and amenity improvements to local areas.” ... <br />
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He added: “By pushing forward strategic initiatives we are outlining
today, we will lay the foundation for the next wave of improvements to
everyone’s experience of the road network across the city.”<br />
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The major road tunnels are based on the strategies pursued in Stockholm
and Boston, although the latter’s “Big Dig” proved difficult, costly and
controversial. The success of flyunders in transforming parts of cities
such as Madrid, where its inner ring road was partially buried, may
make the smaller projects more viable. TfL believes a 1.3km tunnel at
Barking could create a new neighbourhood of 5,000 homes in a blighted
area, and that either tolls or the housing could make the project pay
for itself.</blockquote>
Who knew that there is the <a href="https://www.ita-aites.org/en/">International Tunneling and Underground Space Association</a>?<br />
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-- "<a href="https://www.ita-aites.org/en/use-of-underground-spaces/transport/urban-environment/urban-road-tunnels">Urban Road Tunnels</a>," ITA<br />
-- "<a href="https://www.blogger.com/blogger.g?blogID=9238664">MADRID CALLE 30: AN URBAN TRANSFORMATION PROJECT</a>"<br />
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I mention this because I have suggested this in the North Capitol-Blair
Road corridor in DC, and support it for through traffic on New York
Avenue (the equivalent of a connection between I-95 through DC to
Virginia)--this is not my idea originally, it was suggested in the New
York Avenue Transportation Study about ten years ago. 16th Street NW
would be another corridor where this is worth considering.<b> [DW- That study proposed a tunnel connecting to the I-395 Center Leg to the northeast under New York Avenue; it made no reference to any northern radial corridor as North Capitol-Blair Road, nor the parallel B&O]</b>.<br />
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The justification is that the negative impacts on abutting neighborhoods
are significant and worthy of mitigation. The underground trip would
be faster and therefore should be worthwhile for users, thereby
justifying toll charges for the privilege. See "<a href="http://urbanplacesandspaces.blogspot.com/2011/11/tunnelized-road-projects-for-dc-and.html">Tunnelized road projects for DC and the Carmel Tunnel, Haifa, Israel example--tolls</a>."<br />
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I didn't know about the Madrid example. Marseille removed a highway
along the waterfront by shifting it to an underused rail tunnel.
Thessaloniki built a tunnel around its historic traffic to divert
traffic and create a more pedestrian-centric environment along the
waterfront.<br />
<br />
t. <br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibeWZz-aozoGI0KKGZj1wH0TLbSzAmkgnhCZaCFdWya6DN5kVDoo1V6L5-ehQtLzyKKILhct_yITt9nHIsdHogi9mWPvh3haputMalbUzJM83LqQ50Wo70HlVfvRgyq9QcM_FaGg/s1600/web-22.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibeWZz-aozoGI0KKGZj1wH0TLbSzAmkgnhCZaCFdWya6DN5kVDoo1V6L5-ehQtLzyKKILhct_yITt9nHIsdHogi9mWPvh3haputMalbUzJM83LqQ50Wo70HlVfvRgyq9QcM_FaGg/s320/web-22.jpg" /></a>In
Long Beach, an undergrounded rail tunnel, the Alameda Corridor, was
built to facilitate freight movement between the port and the freight
railway system. <br />
<br />
It could have been interesting to have also built a tunnel for truck
traffic between the port and the highway system, since the road system
is inundated with truck traffic generated by the port.<br />
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Miami is creating such a facility, the <a href="http://www.fdotmiamidade.com/current-projects/north-miami-dade/nw-25-street-viaduct-west-segment.html">N.W. 25th Street Viaduct Project</a>, between the Miami Airport's cargo hub and the local freeway system (pictured at left).*<br />
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Of course, Boston's "Big Dig" or Central Artery Freeway is another example ("<a href="https://www.bostonglobe.com/magazine/2015/12/29/years-later-did-big-dig-deliver/tSb8PIMS4QJUETsMpA7SpI/story.html">10 years later, did the Big Dig deliver?</a>," <i>Boston Globe</i>) although it is not tolled.<br />
<br />
Note that the tunnel underpasses in various places in the city, such as
at Massachusetts Avenue and Thomas Circle for the roadway system and on
North Capitol Street between M Street and Rhode Island Avenue, were
early attempts to facilitate traffic movement but without providing
simultaneous improvements in conditions for neighborhoods and the urban
street fabric.<br />
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<i>Capitol Crossing, before. </i><br />
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The <a href="http://capitolcrossingdc.com/">Capitol Crossing</a>
development, which will deck over of the I-395 freeway between
Masachusetts Avenue and D Street NE is an example of decking over an
existing facility, without creating a new tunnel.<b> [DW- Alas, it reduces the right of way profile 50% with zero consideration of the comparisons of the real estate project's extra profitability versus that of restoring the lost capacity via a pair of new parallel tunnels]]</b><br />
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<i>Reknitting the street grid in Washington by decking over more of I-395.</i><br />
<br />
==========<br />
<br />
* Separately, I wonder if the Long Bridge reconstruction project--the
bridge carries passenger railroad, freight railroad, and subway trains
over the Potomac River between Southwest DC and Arlington County--should
add lanes for a bi-directional dedicated busway. <br />
<br />
It could serve National Airport when the subway is closed as well as tour bus traffic and other bus traffic to and from DC.<br />
<br />
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<i>posted by Richard Layman @ <a href="http://urbanplacesandspaces.blogspot.com/2016/02/london-mayor-proposes-roadway-tunnels.html" title="permanent link">11:34 AM&Permanent Link</a></i>
<a class="comment-link" href="https://www.blogger.com/comment.g?blogID=9238664&postID=7583349726656441505&isPopup=true">9 comments</a><br />
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<dt id="c8687008977511978885">
<img alt="Anonymous" class="comment-icon anon-comment" src="https://www.blogger.com/img/blank.gif" />
<span dir="ltr">Anonymous</span> said...</dt>
<dd>if you are going to have freeways for cars in a large city this
is the way to go- but my beef with the Big Dig is that they put too
many monster roads up on top instead of what is being done here in DC
which is to actually rebuild the city that had been taken out in the
first place. Boston is a world better than before the BD but they
could have done an even better job using the new freed up space.<br />
<div class="comment-timestamp">
12:01 PM</div>
</dd>
<dt id="c8930710796497050585"><div class="profile-image-container">
<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow"><img alt="" class="profile" height="57" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvdQ5OnvfgszS75SUy4xt_ZaqNU8Gf2WEIT6ZzibOrGNcNvzltROaLDfiVpa44AeSv0IKqVM0ELXp9FpnZomswBTXgnkSLWfFCbDhNokbaqtH61KFdisWpKt43Fu5WLqqqjd8xKg/s60/*" title="Douglas Andrew Willinger" width="60" /></a></span></div>
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<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow">Douglas Andrew Willinger</a></span> said...</dt>
<dd>Take advantage of the opportunity to bury existing railway
corridor, bring log covered waterways back to the surface and create
vast new park corridors, as I have long suggested via my Grand Arc
proposal for Washington, D.C.<br />
<br />
http://wwwtripwithinthebeltway.blogspot.com/2008/02/extending-legacy-with-grand-arc.html<br />
<br />
Do
be sure to write out about misplaced real estate development placed too
close to such corridors in in other wrong places as "The Hampshires"
townhouses that are essentially demolition specials, as well as poorly
designed projects as the Capitol Cross project that combines the
righteous idea of covering the Center Leg with the foolishness of
wasting up to 50% of its capacity, thus necessitating a new pair of
parallel cut and cover tunnelways.<br />
<br />
http://wwwtripwithinthebeltway.blogspot.com/2007/09/washington-dc-big-dig.html<br />
<br />
<br />
<div class="comment-timestamp">
2:25 PM</div>
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</dd>
<dt id="c757212928498719390"><div class="profile-image-container">
<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow"><img alt="" class="profile" height="57" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvdQ5OnvfgszS75SUy4xt_ZaqNU8Gf2WEIT6ZzibOrGNcNvzltROaLDfiVpa44AeSv0IKqVM0ELXp9FpnZomswBTXgnkSLWfFCbDhNokbaqtH61KFdisWpKt43Fu5WLqqqjd8xKg/s60/*" title="Douglas Andrew Willinger" width="60" /></a></span></div>
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<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow">Douglas Andrew Willinger</a></span> said...</dt>
<dd>Also, any tunneled extension from the northern end of the Center
Leg should arc beneath the intersection of New Jersey Ave and N Street
rather than the 1990s-early 200s plan instead under 4th and New York
Avenue. The former would take advantage of the space beneath the
recreation field of Dunbar HS and be easier to construct, and provide
far superior geometry for the transition to the northeast.<br />
<br />
http://wwwtripwithinthebeltway.blogspot.com/2007/11/i-395-extension-superior-option.html<br />
<br />
Thankfully the more recent Dunbar HS building replacement does not conflict with doing that.<br />
<br />
Such could then continue as a duel stacked tunnel beneath O Street before turning to join the railroad corridors.<br />
<br />
A
tunnel beneath New York Avenue would be better for a continuation of a
cross-town I-66 Tunnel that from Mt Vernon Square to Washington Circle
run beneath K Street- the idea favored by opponents to the 1950s plan
for a new swath along Florida Avenue and U Street. <br />
<br />
To the east
of the railroad, the cut and cover tunnel should then run alongside New
York Avenue with a box containing highway and a new WMATA rail subway,
beneath a linear park and new development with a deck atop the rail
chasm.<br />
<br />
The authorities subverted the idea of extending the tunnel
east by only considering the pricier, more disruptive and less
profitable idea of placing it directly beneath New York Avenue.<br />
<br />
http://wwwtripwithinthebeltway.blogspot.com/2015/01/new-medievalism-overides-popular.html<br />
<div class="comment-timestamp">
2:41 PM</div>
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</dd>
<dt class="blog-author" id="c5527226712767804120"><div class="profile-image-container">
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<span dir="ltr"><a href="https://www.blogger.com/profile/02765521217875752850" rel="nofollow">Richard Layman</a></span> said...</dt>
<dd>the problem with tunneling the Metropolitan Branch is that it
isn't particularly wide. So the amount of land generated would be
minimal. As a park or bike trail, it wouldn't be worth the expense.<br />
<br />
cf. the width of the High Line.<br />
<br />
However,
it could be worth doing it it were possible to double but probably
triple stack tunnels for railroad and subway transit. <br />
<br />
But it would cost many billions, and the benefit would likely not be greater than the cost.<br />
<br />
Selective tunnels for roads could have much greater social and economic benefit.<br />
<div class="comment-timestamp">
3:04 PM</div>
</dd>
<dt class="blog-author" id="c1812926188536105342"><div class="profile-image-container">
<span dir="ltr"><a href="https://www.blogger.com/profile/02765521217875752850" rel="nofollow"><img alt="" class="profile" height="45" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiilVQKdoKOxgLsE5pbGdP_xEiGiNHIpAm1fZJ4F6Cc0U5jpFwPQ0b9TDkCPH1ChoIaWLb_7mrXTlp8ZJvnMPWlnT15XjFYnSfRJYU6pLLFzz5ydiiodVEfwLxBjGXNnAyF_P-g7w/s60/2012-12-24+15.22.49.jpg" title="Richard Layman" width="60" /></a></span></div>
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<span dir="ltr"><a href="https://www.blogger.com/profile/02765521217875752850" rel="nofollow">Richard Layman</a></span> said...</dt>
<dd>tunneling New York Avenue is a different issue. Normally, I'd
say not to do it with transit, since there is no compelling need to move
the existing trackage just for the hell of it.<br />
<br />
I don't know
exactly how the track is threaded, but it seems that from New Carrollton
you can figure out how to get to Annapolis, and from New Carrollton to
DC there is no need to tunnel.<br />
<br />
Just do a London Overground in terms of organizing the service, as I outline in past posts.<br />
<br />
2.
The I-66 idea is interesting but I don't think serves much purpose.
But you could build it in conjunction with the proposed separated
blue/silver line that I have written about in the past. Dumping traffic
on city streets isn't something that makes sense.<br />
<br />
3. But in
conjunction with I-66, I've suggested a cut and cover tunnel for an RER
type line out of Union Station (a continuation of Penn Line) which would
be electrified.<br />
<br />
4. I don't know enough about electrification
technology to figure out how to make an Annapolis to DC rail line
electrified rather than diesel. Maybe it's just as easy to put it
underground to be able to electrify it.<br />
<div class="comment-timestamp">
3:12 PM</div>
</dd>
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<span dir="ltr">charlie</span> said...</dt>
<dd>When i was going to Madrid the construction for the tunnel was
just starting. A real mess, and it made getting to the in laws hard.<br />
<br />
Probably the best analogy in the various plans in DC to bridge/tunnel over E st and the area around 66 and the Kennedy Center.<br />
<br />
(Again,
we have the tunnel machines but the shadow government only wants to use
them for sewage, not for transportation. Different funding buckets)<br />
<br />
Or
to blow the willinger's mind, build a tunnel under K, run it under
georgetown (and take down whitehurst), go under the potomac and then up
Spout run).<br />
<br />
<div class="comment-timestamp">
7:32 PM</div>
</dd>
<dt id="c8100804696552334881"><div class="profile-image-container">
<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow"><img alt="" class="profile" height="57" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvdQ5OnvfgszS75SUy4xt_ZaqNU8Gf2WEIT6ZzibOrGNcNvzltROaLDfiVpa44AeSv0IKqVM0ELXp9FpnZomswBTXgnkSLWfFCbDhNokbaqtH61KFdisWpKt43Fu5WLqqqjd8xKg/s60/*" title="Douglas Andrew Willinger" width="60" /></a></span></div>
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<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow">Douglas Andrew Willinger</a></span> said...</dt>
<dd>The B&O Metro Branch corridor would be simultaneously
widened, to the degree that it would still fit, in Brookland between the
mainline of CUA buildings, and the Turkey Thicket neighborhood. That
would likewise avoid Brooks Mansion, and would displace relatively few
dwellings, less than the 34 of the cir 1970 version of the 1996 North
Central Freeway. However my version would pace southbound tunnel box
carriageways stacked, immediately west of the RR, directly beneath John
McCormack Drive, and unstacking to the south in the lightly developed
industrial area along 8th Street NE, with a southbound portal
immediately past Franklin Street thus affording THE best vista perhaps
anywhere along the Interstate Highway System.<br />
<br />
The displacement
besides the 34 or so targeted by the 1966-70 plan would be confined to
the foolishly misplaced new buildings such as the 2 Arts Space buildings
nearest to the RR.<br />
<br />
To the north, recently recklessly located
buildings as the Elevation 314 project would be demolished, as they
should as safety hazards as residential wood framed buildings within a
footprint of a potential freight rail derailment from a set of ELEVATED
tracks, as would the Cedar Crossing and a corner of the adjacent
project. The late 1990s Takoma Co-Housing project is thankfully just
outside the footprint. To the north, the historic Cady Lee mansion and
the row of houses along Takoma Avenue would all be avoided; however the
foolishly placed mid 1960s Montgomery Gardens apartment complex would be
at least partially demolished.<br />
<br />
For the connection to the PEPCO
corridor, a depressed, part or all covered link along the north side of
New Hampshire Avenue would displace 27 1940s houses just inside D.C.,
strip retail just inside Maryland, and of course a good chunk of that
recent demo special of "The Hampshires" which was a completely
irresponsible development, before swinging across New Hampshire Avenue
to run via the PEPCO corridor to the I-95 stubbs at the Capital Beltway.
To address the challenging topography, I would have NH Avenue upon a
new bridge with I-95 passing through its southern abutment.<br />
<br />
New
retail and housing could then be constructed in a lid atop the NHA I-95
segment, rather than keeping it as an open trench. I would do the same
in spots to the north along the PEPCO corridor, including a lid with
such at University Avenue.<br />
<br />
The benefits would be immense. Not
simply for achieving a full northern I-95 link plus one towards I-270
and a cut and cover tunnel beneath Georgia Avenue as an alternative to
the old Northern Parkway proposal. But as well with the creation of a
vast new northern radial park - a northern Mall in essence - for
Washington D.C. extending down to the rear of Union Station- already the
existing end-cap. And furthermore, as I see it, with a resurfacing of
the long buried Tiber Creek.<br />
<br />
New high speed tolling would make this only even more practical.<br />
<br />
<div class="comment-timestamp">
7:49 PM</div>
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<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow">Douglas Andrew Willinger</a></span> said...</dt>
<dd>"Or to blow the willinger's mind, build a tunnel under K, run it
under georgetown (and take down whitehurst), go under the potomac and
then up Spout run)."<br />
<br />
Something akin to that was briefly proposed by the Committee of 100 cir 1968.<br />
<br />
A
variant of that would be to build a 3 Sisters Bridge, but rather than
the mess of spaghetti for its approaches, do those via a tunnel that
makes the elevation change arcing beneath the recreation field of
Georgetown University.<br />
<br />
The existing I-66 terminus near the
Watergate ought to be reconstructed as an underground semi-Orb beneath a
new pedestrian park overlook.<br />
<div class="comment-timestamp">
7:54 PM</div>
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<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow">Douglas Andrew Willinger</a></span> said...</dt>
<dd>The New York Avenue corridor to the east of the B&O RR is a
fantastic canvas for redevelopment extending to and past Montana
Avenue, with downtown DC-Paris scaled buildings along its northern side
with the new freeway and WMATA line in tunnel box. there is a great
deal of space that could be worked with by digging out the space
immediately north of the Avenue, and then extending a deck atop the RR
chasm.<br />
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7:57 PM</div>
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<span dir="ltr"><a href="https://www.blogger.com/profile/06412711658495398785" rel="nofollow">Douglas Andrew Willinger</a></span> said...</dt>
<dd>" I have suggested this in the North Capitol-Blair Road corridor
in DC, and support it for through traffic on New York Avenue (the
equivalent of a connection between I-95 through DC to Virginia)--this is
not my idea originally, it was suggested in the New York Avenue
Transportation Study about ten years ago."<br />
<br />
That study only
addressed a tunnel beneath New York Avenue extending from existing I-395
Center Leg; it said nothing about the northern part of North Capital
Street, nor Blair Road, etc.<br />
<br />
What would be the locations of your
proposal's southern and northern portals? Presumably you would have it
start on NCS in the vicinity of New Hampshire Avenue, but how far would
it go? Georgia Avenue? 16th Street? The Capital Beltway? Would not a
portion of it run along the B&O, and how would you thread it
through Takoma DC and SS MD?<br />
<br />
Should not any coverage of real
estate development in say the Takoma Station area address the need to
preserve a clear path for such a tunnel?<br />
<br />
You ought to study this more and present a drawing.<br />
<div class="comment-timestamp">
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Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0tag:blogger.com,1999:blog-37846117.post-10932262689395043542016-04-30T12:19:00.002-04:002016-04-30T12:19:52.219-04:00Reginald H. Booker Dies Last Year At 74Booker was an Emergency Committee on the Transportation Crisis (ECTC) figure who worked with Sammie Abbott and <a href="http://wwwtripwithinthebeltway.blogspot.com/2014/12/marion-barry-dies-and-obituaries-dont.html"><b>Marion Barry</b></a><br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgKoJyuILKPtAyWRAHv9NCLn_EMivdQw3Vq-36LfW8GeKOB-fh8cG61Cmx3YH8_UbXsNAICxGdvcwUXpSaDYMNTkPleH8ygdt0MNGWIGHQphARLN1BDqDnMji9Mf2O5izgPj71N/s1600/ECTC_Aug%252B1969%252BR%252BBooker%252BArrested_1280.GIF" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="247" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgKoJyuILKPtAyWRAHv9NCLn_EMivdQw3Vq-36LfW8GeKOB-fh8cG61Cmx3YH8_UbXsNAICxGdvcwUXpSaDYMNTkPleH8ygdt0MNGWIGHQphARLN1BDqDnMji9Mf2O5izgPj71N/s320/ECTC_Aug%252B1969%252BR%252BBooker%252BArrested_1280.GIF" width="320" /></a></div>
<div style="text-align: center;">
<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2009/10/ectc-creations.html">http://wwwtripwithinthebeltway.blogspot.com/2009/10/ectc-creations.html</a></b></div>
<br />
<blockquote class="tr_bq">
<b>REGINALD HARVEY BOOKER</b> (74)
Passed
peacefully on July 19, 2015. He is survived by one daughter, Jaha
Booker; two sons, Daniel Gayden and Jamal Booker; three grandchildren,
four sisters, Germerish Booker, Arlene Jackson, Ruby Holt and Wendetta
Watson; two brothers, Harry Jackson, Jr. and Jerome Jackson; and a host
of other relatives and friends. Services will be Monday, July 27 at
Horton's Chapel, 600 Kennedy St., NW.; 10 a.m. viewing and 11 a.m.
service
-<br />
<br />
<a href="http://www.legacy.com/obituaries/washingtonpost/obituary.aspx">http://www.legacy.com/obituaries/washingtonpost/obituary.aspx</a></blockquote>
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I wrote about this freeway controversy previously:<br />
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<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2009/10/ruth-abbott-widow-of-sammie-abbott-dies.html">http://wwwtripwithinthebeltway.blogspot.com/2009/10/ruth-abbott-widow-of-sammie-abbott-dies.html</a></b><br />
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<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2014/09/getting-over.html">http://wwwtripwithinthebeltway.blogspot.com/2014/09/getting-over.html</a></b><br />
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<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html">http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html</a></b><br />
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A Takoma Park, Maryland resident's 1967 Letter to then Gov. Spiro Agnew How This Controversy Was Being Stoked:<br />
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<b><a href="http://wwwtripwithinthebeltway.blogspot.com/2015/02/june-1-1967-duncan-wall-letter-to-spiro.html">http://wwwtripwithinthebeltway.blogspot.com/2015/02/june-1-1967-duncan-wall-letter-to-spiro.html</a></b><br />
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Douglas Andrew Willingerhttp://www.blogger.com/profile/06412711658495398785noreply@blogger.com0