http://alerts.motorists.org/nma-maryland-alert-should-the-baltimore-washi
July 22, 2011
NMA Maryland Alert: Should the Baltimore Washington Parkway (295) be Widened?
Open access to our federal government is a key issue in this day and age -- and that access includes roads to Washington...!
The Baltimore-Washington Parkway carries approximately 100,000 vehicles per day (Annual Average Daily Traffic), and this represents a five-fold traffic increase since the parkway opened more than 50 years ago. (See this historic overview.)
Yet when an NMA member called his Senator about the need to widen the Parkway to relieve congestion that had traffic at a daily standstill, he was told that he was "the only one complaining."
Do you agree that lanes (and not just an HOV lane) should be added to the Baltimore-Washington Parkway as soon as practically possible? Then add your voice to the chorus. Members of the Maryland House of Delegates and the State Senate, along with Baltimore officials, should hear the complaints about traffic on the parkway directly.
Here are the contact links:
Maryland House of Delegates
Maryland State Senate
Baltimore Department of Transportation
If any place needs its free and open access maintained, it's our nation's capital, right...?
Friday, July 22, 2011
Sunday, July 17, 2011
New Blog- 'DEMOLITION SPECIALS'
http://demolitionspecials.blogspot.com/
Inspired by boondoggles as 'The Hampshires' Masonic Eastern Star I-95 Blockage in Washington, D.C. amongst others...
Inspired by boondoggles as 'The Hampshires' Masonic Eastern Star I-95 Blockage in Washington, D.C. amongst others...
Wednesday, July 13, 2011
Eastern Star D.C. I-95 CHOCK!!!
Considering buying into "The Hampshires"?
Know this location's regional transportation significance.
http://wwwtripwithinthebeltway.blogspot.com/2006/11/pepcobo-i-95.html
http://wwwtripwithinthebeltway.blogspot.com/2009/06/1973-pepco-i-95-extension-inside.html
http://wwwtripwithinthebeltway.blogspot.com/2011/04/i-95-pepco-corridor-southern-end.html
New demolition specials on D.C. I-95 route, in the form of "The Hampshires" a real estate project by Comstock Homes.
Was reported in December 2010. AFAIK it has not been covered in such planning related blogs as Greater Greater Washington.
According to the developer's web site:
At this time, I have yet to see any renderings.[* UPDATE July 15, 2011] Though described as including a village green, the project will likely include a number of new homes that can be described as demolition specials, to create new opposition to ever completing PEPCO-B&O I-95 within the Beltway.
[* UPDATE]- Here's a plan view from the design firm's web site:
http://francklohsen.com/#/portfolio/planning/6000-new-hampshire-avenue/
PEPCO power line right of way- 250 feet wide, extending about 5 miles from the Capital Beltway to the vicinity of Ray Road and New Hampshire Avenue, about 1,600 feet from the MD/DC line
I-95 'stumps' at the I-495 Capital Beltway, with parallel PEPCO right of way
I-95 extension- southern end of PEPCO & along New Hampshire Avenue in Maryland (1973)
I-95 extension alongside New Hampshire Avenue in Washington, D.C. (1971)
I-95 extension alongside New Hampshire Avenue in Maryland cross section (1973)
'The Hampshires' I-95 Demolition Special Project in Washington, D.C. via Comstock Homes (2011)
New Hampshire Avenue to PEPCO Connection
http://wwwtripwithinthebeltway.blogspot.com/2010/06/new-hampshire-avenue-b-connection.html
D.C. Freeways 101
http://wwwtripwithinthebeltway.blogspot.com/2009/01/trip-within-beltway-101.html
Know this location's regional transportation significance.
http://wwwtripwithinthebeltway.blogspot.com/2006/11/pepcobo-i-95.html
http://wwwtripwithinthebeltway.blogspot.com/2009/06/1973-pepco-i-95-extension-inside.html
http://wwwtripwithinthebeltway.blogspot.com/2011/04/i-95-pepco-corridor-southern-end.html
New demolition specials on D.C. I-95 route, in the form of "The Hampshires" a real estate project by Comstock Homes.
Was reported in December 2010. AFAIK it has not been covered in such planning related blogs as Greater Greater Washington.
According to the developer's web site:
http://www.comstockhomes.com/townsathampshire.php
METRO LOCATION - COMING SOON!
The Hampshires is situated in a quiet residential neighborhood within walking distance of two Metro Stations. The Fort Totten Metro Station, to the South, and the Takoma Metro Station, to the North, are each within a mile from the Hampshires community.
This exclusive community is being built around a landscaped Village Green featuring landscaped open space and a community center. The Hampshires combines the conveniences of upscale, urban living in a Metro accessible location with hard to find, private open space amenities. Opportunities to own a new home are limited, just 37 City Homes (single family detached) and 73 townhomes will be available at the Hampshires.
The Towns of Hampshires, ranging from approximately 1,800 to 1,900 square feet, will include 3 bedrooms, gourmet kitchens with stainless steel appliances, granite countertops, upgraded cabinetry, open floorplans with generous room sizes, some with garages. The Towns of Hampshires will feature architecture designed to compliment the historical ambience the surrounding area.
The Hampshires is located at 6000 New Hampshire Ave. NE in the established Lomond Riggs neighborhood of Washington, DC. Pre-construction prices are expected to start in the upper $400’s.
For additional information about this community please contact the Comstock Homes sales representative at 703-883-1700 or request information online by clicking HERE.
At this time, I have yet to see any renderings.[* UPDATE July 15, 2011] Though described as including a village green, the project will likely include a number of new homes that can be described as demolition specials, to create new opposition to ever completing PEPCO-B&O I-95 within the Beltway.
[* UPDATE]- Here's a plan view from the design firm's web site:
http://francklohsen.com/#/portfolio/planning/6000-new-hampshire-avenue/
New Hampshire Avenue to PEPCO Connection
http://wwwtripwithinthebeltway.blogspot.com/2010/06/new-hampshire-avenue-b-connection.html
D.C. Freeways 101
http://wwwtripwithinthebeltway.blogspot.com/2009/01/trip-within-beltway-101.html
Thursday, June 30, 2011
Bruce Depuyt's Jesuitical Spin
on dealing with the Washington, D.C. region's worsening traffic problems
Rather, it should be described as those promoting a full mix of three main options:
1) expanding the WMATA transit system,
2) constructing more high density mixed used real estate development near such WMATA, and
3) expanding the highway system;
Versus those promoting only 1) and 2) but not 3), disregarding that is precisely what’s been done for the past 30+ years where it naturally is going to matter the most with the greatest ripple effects.
Yes, “traditional” – in the context of Washington D.C. regional planning – means NOT building any new major vehicular roads, a tradition of the last 30 some years, and of greater densification within the urban core/near WMATA transit stations, a tradition of the last 14 or so years. “radically different” could mean either abandoning that, or it can mean retaining that along with starting a supplementary stage of additions to the major roads network, including improved interchanges/intersections and all new links, for transit and highways.
From the spin, one would image that the Washington, D.C. region, which has got to include Washington D.C. has been building new grade seperated highways (freeways) for decades.
Yet it is within the Beltway and Washington D.C. itself where the region has suffered with the 'de-mapping' of most of the planned freeway network.
The Washington, D.C. area transportation system can be thought of as a giant carriage, with two radically different types of wheels on its left and right sides: one has a complete outer tread but with a broken and largely missing center hub, with a huge gap in its radial spokes; the other has virtually no outer tread, but with numerous more and more evenly distributed radial spoke; sitting between are a body polite telling u to simply move laterally towards the side with the latter type of wheel-and imagine the increasingly likelihood of getting shafted.
That was the result of the great transportation planning controversy of the 1960s and 70s.
We were promised both wheel-sets- a WMATA rail transit network, and a freeway-highway network. Though it was not offered with a transit outer tread – a beltway rail, offering that only for the freeway network owing to the relative little demand – it offered both WMATA rail and freeway radial spokes, as seen by November 1962.
JFK's Washington, D.C. Transportation System- November 1, 1962
http://wwwtripwithinthebeltway.blogspot.com/2006/12/1962-national-capital-transportation.html
Anyone remotely familiar with the region knows this is largely the WMATA system, but behold, much of the freeway system is simply missing- a fact testified daily by the sights of the numerous freeway truncations within and near Washington. Consequently, as a result of the mis-planning of the mid 1960s and later, there are no continuous freeway routes, encouraging thus the traffic to entirely spill onto the surface streets and/or take continuous yet longer freeway routes, primarily upon the Capital Beltway which goes around Washington, D.C. barely piercing its southernmost disconnected tip in Alexandria, Virginia’s Jones Point Park. This wastes a significant amount of time, discourages commerce, and does so unnecessarily from standpoints of local neighborhood preservation and costs, owing to the existing right of ways – such as the conveniently located 250 foot wide PEPCO power line corridor for extending I-95 within the Beltway – as well as the use of cut and cover tunnels, not only such beneath existing surface streets, but also to bring it back together where now bisected by surface and elevated rail .
Yet Depuyt with a straight face asks "To what extent do you envision some type of pushback against a more roads is better approach to solving our regions transportation problem?"
Depuyt sounds utterly ignorant of the history of Washington, D.C. and inside the Beltway highway planning -- we all know that the Washington Post loves to continually lie about it again and again and again -- and that the spin is assigned.
The dynamics suggest something highly hierarchical, with key properties along key routes, such as this, and hardly loyal to the principle of truth.
More on this:
A debate on the region’s transportation priorities
A June 21, 2011 presentation moderated by Bruce Depuyt, featuring David Alpert, creater of the blog Greater Greater Washington, Stewart Schwart of the Coalition for Smart Growth, and Richard Parsons of the Suburban Maryland Transportation Alliance; Depuyt askes what needs to be done to fix the Washington D.C. region's notoriously bad traffic problem, yet does so with a misleading spin, from the very start.
“Those promoting traditional method”Depuyt’s description, as applied, is factually erroneous- unfairly against Richard Parsons.
“A radically different approach to growth and transportation challenges”
Rather, it should be described as those promoting a full mix of three main options:
1) expanding the WMATA transit system,
2) constructing more high density mixed used real estate development near such WMATA, and
3) expanding the highway system;
Versus those promoting only 1) and 2) but not 3), disregarding that is precisely what’s been done for the past 30+ years where it naturally is going to matter the most with the greatest ripple effects.
Yes, “traditional” – in the context of Washington D.C. regional planning – means NOT building any new major vehicular roads, a tradition of the last 30 some years, and of greater densification within the urban core/near WMATA transit stations, a tradition of the last 14 or so years. “radically different” could mean either abandoning that, or it can mean retaining that along with starting a supplementary stage of additions to the major roads network, including improved interchanges/intersections and all new links, for transit and highways.
From the spin, one would image that the Washington, D.C. region, which has got to include Washington D.C. has been building new grade seperated highways (freeways) for decades.
Yet it is within the Beltway and Washington D.C. itself where the region has suffered with the 'de-mapping' of most of the planned freeway network.
The Washington, D.C. area transportation system can be thought of as a giant carriage, with two radically different types of wheels on its left and right sides: one has a complete outer tread but with a broken and largely missing center hub, with a huge gap in its radial spokes; the other has virtually no outer tread, but with numerous more and more evenly distributed radial spoke; sitting between are a body polite telling u to simply move laterally towards the side with the latter type of wheel-and imagine the increasingly likelihood of getting shafted.
That was the result of the great transportation planning controversy of the 1960s and 70s.
We were promised both wheel-sets- a WMATA rail transit network, and a freeway-highway network. Though it was not offered with a transit outer tread – a beltway rail, offering that only for the freeway network owing to the relative little demand – it offered both WMATA rail and freeway radial spokes, as seen by November 1962.
Anyone remotely familiar with the region knows this is largely the WMATA system, but behold, much of the freeway system is simply missing- a fact testified daily by the sights of the numerous freeway truncations within and near Washington. Consequently, as a result of the mis-planning of the mid 1960s and later, there are no continuous freeway routes, encouraging thus the traffic to entirely spill onto the surface streets and/or take continuous yet longer freeway routes, primarily upon the Capital Beltway which goes around Washington, D.C. barely piercing its southernmost disconnected tip in Alexandria, Virginia’s Jones Point Park. This wastes a significant amount of time, discourages commerce, and does so unnecessarily from standpoints of local neighborhood preservation and costs, owing to the existing right of ways – such as the conveniently located 250 foot wide PEPCO power line corridor for extending I-95 within the Beltway – as well as the use of cut and cover tunnels, not only such beneath existing surface streets, but also to bring it back together where now bisected by surface and elevated rail .
Yet Depuyt with a straight face asks "To what extent do you envision some type of pushback against a more roads is better approach to solving our regions transportation problem?"
Depuyt sounds utterly ignorant of the history of Washington, D.C. and inside the Beltway highway planning -- we all know that the Washington Post loves to continually lie about it again and again and again -- and that the spin is assigned.
The dynamics suggest something highly hierarchical, with key properties along key routes, such as this, and hardly loyal to the principle of truth.
A debate on the region’s transportation priorities
Thursday, May 19, 2011
White Flint Interchange CAN Become a Great Place
A few miles outside the beltway
View Larger Map
A very good, interesting and somewhat misguided article within the blog Greater Greater Washington that IMHO represents a doctrinaire bias against urban freeways akin to insisting upon single level ranch houses because of a lack of imagination to properly design stairs- blind them to the potential- despite the clear examples of urban friendly grade seperation ala beneath DuPont Circle.
http://greatergreaterwashington.org/post/10499/white-flint-interchange-could-have-been-a-great-place/
My RX:
The concepts of more dense development and a more pedestrian friendly design are valid and contrary to the articles' presumption, are NOT necessarily mutually exclusive with the also valid concept of improved traffic flow. Remember DuPont Circle and the conversation in Greater Greater Washington to cover the open depressed portion of the DuPont Circle's Connecticut Avenue approach?
NO one calls for filling that in and closing off the underpass for the sake of restoring a more pedestrian friendly DuPont Circle!
The basic design of the Montrose Parkway underpass/MD 355 overpass (bridge) is actually basically sound, with the proper basic dimensions avoiding wasteful demolition, as a foundation for a more holistic plan extending both sets of concepts above.
All of this can be done in stages.
Add semi circle covers alongside the existing bridge to create the shape of a traffic circle. This can have any of a number of possible design configurations, and may retain the existing 355 straight through roadways. Below is an illustration of this concept of such a bridge with the additions of a pair of semi circles from a study on Washington, D.C.'s New York Avenue.
Imagine Bladensburg Road representing MD 355
My preference would not be an SPUI configuration, as that would create lengthy surface ramp stringing that would be the anti-thesis of a friendlier for pedestrians environment, and we want development lining the space along the depressed expressroad, rather than uncovered as here shown; rather I would perhaps retain the existing Montrose Parkway traffic light intersection just east of 355, with a master plan accommodating later adding a set of redesigned left turn ramps, such as with a circular roadway ramp that drops below 355 to continue onto Montrose Parkway westbound, to best allow air rights development atop Montrose Parkway on both sides of MD 355.
Add retaining walls and building supports atop the Montrose Parkway to the west for new denser development adjacent to if not directly atop. Drop the grade to the west and add such overpasses, starting with Hoya to allow covering the Montrose Parkway as tunnel between Hoya and 355, with adjacent plots for such air right development.
Alas, the conversation has been dominated by the relatively well funded establishment foundation type organizations with their devotion to doctrinaire attitudes against the very concept of grade separated urban highways, with justifiable outrage over various elevated freeways used as a slippery slop argument to foolishly waste existing below ground level roadways by filling them in rather than covering them- as if placing all of the traffic upon a single level was somehow more pedestrian friendly, while avoiding any discussion of design details.
UPDATE: May 20, 2011
The author of that piece, Rollin Stanley, Director of the Montgomery County Planning Department, and blogmaster of "The Directors' Blog" further confirms, in a follow up piece in Greater, Greater Washington, my charge that the new urbanist movement, specifically the reletively well funded and connected foundation type entities, promote an intellectual slippery slope argument blurring dislike of some elevated freeways into a dislike of all urban freeways. Key to this is the confusion of those that are elevated, with those below ground level, altogther neglecting to even acknowledge that those are compatible with being lidded (covered):
Such is the very sort of nonsence promoted by entities as the Congress for New Urbanism, blurring together the elevated versus the below ground level:
As an example of this deceit, see this video at 3:33 where they begin talking about the elevated freeway in Buffalo, N.Y., while flashing to images of the below ground level Kensington Expressway which locals want to make into a tunnel, yet such foundation type organizations have entered the scene by pushing the wasteful idea of filling in the trench and placing all of that corridor's traffic upon an 8 lane surface street.
Rollin's complete failure to even consider the positive potential of this underpass as a foundation for a more urban local environment, is like attempting to hammer a square peg into a round hole of a rigid ideology that is clearly wrong- imagine DuPont Circle today without its Connecticut Avenue underpass-tunnel. All for a pseudo intellectualism akin to rejecting any buildings other than those single level, owing to an inability to imagine-design staircases, yet pushed through societies of those perhaps more yoked than free as somehow 'progressive' and 'futuristic'.
Redevelop the 355 overpass into a circle with adding semi-elipes on each side, and lower Montrose Parkway to the west beneath a new such overpass for Hoya, for ultimately developing the land atop. Urbanism does better by forcing design innovations involving multiple levels for accomdating and reconciling greater levels of human activity - rather then to simply serve fewer people -- aka elitism.
View Larger Map
A very good, interesting and somewhat misguided article within the blog Greater Greater Washington that IMHO represents a doctrinaire bias against urban freeways akin to insisting upon single level ranch houses because of a lack of imagination to properly design stairs- blind them to the potential- despite the clear examples of urban friendly grade seperation ala beneath DuPont Circle.
http://greatergreaterwashington.org/post/10499/white-flint-interchange-could-have-been-a-great-place/
My RX:
The concepts of more dense development and a more pedestrian friendly design are valid and contrary to the articles' presumption, are NOT necessarily mutually exclusive with the also valid concept of improved traffic flow. Remember DuPont Circle and the conversation in Greater Greater Washington to cover the open depressed portion of the DuPont Circle's Connecticut Avenue approach?
NO one calls for filling that in and closing off the underpass for the sake of restoring a more pedestrian friendly DuPont Circle!
The basic design of the Montrose Parkway underpass/MD 355 overpass (bridge) is actually basically sound, with the proper basic dimensions avoiding wasteful demolition, as a foundation for a more holistic plan extending both sets of concepts above.
All of this can be done in stages.
Add semi circle covers alongside the existing bridge to create the shape of a traffic circle. This can have any of a number of possible design configurations, and may retain the existing 355 straight through roadways. Below is an illustration of this concept of such a bridge with the additions of a pair of semi circles from a study on Washington, D.C.'s New York Avenue.
My preference would not be an SPUI configuration, as that would create lengthy surface ramp stringing that would be the anti-thesis of a friendlier for pedestrians environment, and we want development lining the space along the depressed expressroad, rather than uncovered as here shown; rather I would perhaps retain the existing Montrose Parkway traffic light intersection just east of 355, with a master plan accommodating later adding a set of redesigned left turn ramps, such as with a circular roadway ramp that drops below 355 to continue onto Montrose Parkway westbound, to best allow air rights development atop Montrose Parkway on both sides of MD 355.
Add retaining walls and building supports atop the Montrose Parkway to the west for new denser development adjacent to if not directly atop. Drop the grade to the west and add such overpasses, starting with Hoya to allow covering the Montrose Parkway as tunnel between Hoya and 355, with adjacent plots for such air right development.
Alas, the conversation has been dominated by the relatively well funded establishment foundation type organizations with their devotion to doctrinaire attitudes against the very concept of grade separated urban highways, with justifiable outrage over various elevated freeways used as a slippery slop argument to foolishly waste existing below ground level roadways by filling them in rather than covering them- as if placing all of the traffic upon a single level was somehow more pedestrian friendly, while avoiding any discussion of design details.
UPDATE: May 20, 2011
The author of that piece, Rollin Stanley, Director of the Montgomery County Planning Department, and blogmaster of "The Directors' Blog" further confirms, in a follow up piece in Greater, Greater Washington, my charge that the new urbanist movement, specifically the reletively well funded and connected foundation type entities, promote an intellectual slippery slope argument blurring dislike of some elevated freeways into a dislike of all urban freeways. Key to this is the confusion of those that are elevated, with those below ground level, altogther neglecting to even acknowledge that those are compatible with being lidded (covered):
"Maybe 20 years from now the Montrose underpass may be MoCo's elevated expressway. The mistake realized decades later in places like Seattle, Toronto and San Francisco, where lots of money was invested to reverse the damage and open up new opportunities for creating better environments for people, not autos.
Several years ago, a portion of the one elevated expressway that reached downtown Toronto was torn down, about 1.5 miles of it. Support is now building to take down the rest. This is one of the locations around the world where the benefits of tearing down 1950/'60s era transportation infrastructure has and will open up new economic opportunities that also meld well with the greening of urban areas"
Such is the very sort of nonsence promoted by entities as the Congress for New Urbanism, blurring together the elevated versus the below ground level:
As an example of this deceit, see this video at 3:33 where they begin talking about the elevated freeway in Buffalo, N.Y., while flashing to images of the below ground level Kensington Expressway which locals want to make into a tunnel, yet such foundation type organizations have entered the scene by pushing the wasteful idea of filling in the trench and placing all of that corridor's traffic upon an 8 lane surface street.
Rollin's complete failure to even consider the positive potential of this underpass as a foundation for a more urban local environment, is like attempting to hammer a square peg into a round hole of a rigid ideology that is clearly wrong- imagine DuPont Circle today without its Connecticut Avenue underpass-tunnel. All for a pseudo intellectualism akin to rejecting any buildings other than those single level, owing to an inability to imagine-design staircases, yet pushed through societies of those perhaps more yoked than free as somehow 'progressive' and 'futuristic'.
Redevelop the 355 overpass into a circle with adding semi-elipes on each side, and lower Montrose Parkway to the west beneath a new such overpass for Hoya, for ultimately developing the land atop. Urbanism does better by forcing design innovations involving multiple levels for accomdating and reconciling greater levels of human activity - rather then to simply serve fewer people -- aka elitism.
Monday, May 09, 2011
They Started Building Too Close To The RR AFTER 911
The U.S. govt says that foreign terrorists were planning to derail trains
Yet, they permit new residential real estate development creating a particularly dangerous situation, just inside of Washington, D.C. with its main north-south RR
View Larger Map
Think about the development at the Takoma WMATA Station- the Elevation 314 and Ceder Crossing projects, built AFTER 2001, with dwellings well within a RR derailment crash zone, even at elevations lower then the heavy RR!
Go to the Takoma D.C. WMATA Station to see for yourself.
What sort of government permits such such nonsensical development lacking safety buffer zones, which places people unneccesarily at risk for the sake of an agenda of further blocking parallel cut and cover roadway tunnels -- whether vehicular or rail -- for the sake of deferring to this corridor's past botched planning for its most wealthy and selfish property holding entities simplistic anti-freeway mania?
What is Wrong With the Pentagon?
http://cos-mobile.blogspot.com/2011/02/what-is-wrong-with-pentagon.html
Yet, they permit new residential real estate development creating a particularly dangerous situation, just inside of Washington, D.C. with its main north-south RR
View Larger Map
Think about the development at the Takoma WMATA Station- the Elevation 314 and Ceder Crossing projects, built AFTER 2001, with dwellings well within a RR derailment crash zone, even at elevations lower then the heavy RR!
Go to the Takoma D.C. WMATA Station to see for yourself.
What sort of government permits such such nonsensical development lacking safety buffer zones, which places people unneccesarily at risk for the sake of an agenda of further blocking parallel cut and cover roadway tunnels -- whether vehicular or rail -- for the sake of deferring to this corridor's past botched planning for its most wealthy and selfish property holding entities simplistic anti-freeway mania?
What is Wrong With the Pentagon?
http://cos-mobile.blogspot.com/2011/02/what-is-wrong-with-pentagon.html
Sunday, May 01, 2011
Fort Totten Travesty
The Sin of building toooo close to the railroad,
chocking JFK's B&O D.C. I-95 corridor
This is where D.C. I-95 was to turn from alongside the B&O Metropolitan Branch/C.S.X.-WMATA RR to the Fort Drive route between Gallatin and Galloway Streets, or, as per the superior PEPCO route starting near Ray Road, connecting to such by continuing further along this RR before turning away to parallel the northern side of New Hampshire Avenue, running through the field of the Masonic Eastern Star Home.
Homeland Security Better Served By Reviving D.C. Northern Radial Freeways
http://cos-mobile.blogspot.com/2008/07/homeland-security-goal-would-be-better.html
The Botching Of Washington, D.C.'s North Central Freeway
http://wwwtripwithinthebeltway.blogspot.com/2010/05/1960s-washington-dc-freeway-planning.html
A Sampling of Attitudes Towards D.C. I-95
http://wwwtripwithinthebeltway.blogspot.com/2007/02/sampling-of-attitudes-towards-dc-i-95.html
Dave Murphy's Imagine D.C. Telling Deletion
http://wwwtripwithinthebeltway.blogspot.com/2009/05/telling-deletion.html
Shadow Government Dynamics
http://wwwtripwithinthebeltway.blogspot.com/2010/05/telling-indifference.html
chocking JFK's B&O D.C. I-95 corridor
This is where D.C. I-95 was to turn from alongside the B&O Metropolitan Branch/C.S.X.-WMATA RR to the Fort Drive route between Gallatin and Galloway Streets, or, as per the superior PEPCO route starting near Ray Road, connecting to such by continuing further along this RR before turning away to parallel the northern side of New Hampshire Avenue, running through the field of the Masonic Eastern Star Home.
Homeland Security Better Served By Reviving D.C. Northern Radial Freeways
http://cos-mobile.blogspot.com/2008/07/homeland-security-goal-would-be-better.html
The Botching Of Washington, D.C.'s North Central Freeway
http://wwwtripwithinthebeltway.blogspot.com/2010/05/1960s-washington-dc-freeway-planning.html
A Sampling of Attitudes Towards D.C. I-95
http://wwwtripwithinthebeltway.blogspot.com/2007/02/sampling-of-attitudes-towards-dc-i-95.html
Dave Murphy's Imagine D.C. Telling Deletion
http://wwwtripwithinthebeltway.blogspot.com/2009/05/telling-deletion.html
Shadow Government Dynamics
http://wwwtripwithinthebeltway.blogspot.com/2010/05/telling-indifference.html
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