of the
Emergency Committee on the Transportation Crisis (
ECTC)
Rooney not only opposed the North Central Freeway,
but also the planned/built WMATA rail transit system
Angela Rooney, Douglas Willinger, Jeremy Korr
1998 'Freeways in Washington' panel
D.C. Historical Society Conference
ECTC - Emergency Committee on the Transportation Crisis names,
with Angela Rooney listed among its 'Secretarial Committee' ,
with R.H. Booker as Chairman, Marian Barry as Vice Chairman,
and Samuel Abdullah Abbott as Publicity Director
http://www.legacy.com/obituaries/washingtonpost/obituary.aspx?eid=sp_ommatch&fhid=17003&n=angela-l-rooney&pid=181167773
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 WWII.
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.
Jeremy Korr of the University of Maryland and myself appeared on the 1998 D.C. Historical Society conference panel
'Freeways in Washington' with Angela Rooney, and moderated by Keith Mulder.
http://wwwtripwithinthebeltway.blogspot.com/2007/02/review-of-1998-panel-freeways-in.html
https://groups.google.com/forum/#!topic/misc.transport.urban-transit/XGUztwmeBUA
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,"Superhighway, Superhoax," 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
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. She mentioned that cars and Metro were not the answer to our transportation
problems, 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.
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.
It was at this meeting that Angela Rooney told me that she had also opposed the WMATA rail transit system.
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
Grand Arc- a characterization that coming from her that I viewed as a compliment.
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":
http://www.peaktraffic.org/compromise.html
Date: 19 May 1997 19:56:02 EST
Subject: WRN Intersect V1 N3 Section 1 Article
INTERSECT!
A WEEKLY FAX NEWS BULLETIN FOR THE
WASHINGTON METROPOLITAN REGION
May 5, 1997 Volume I Number 2
Interview with a Freeway Fighter
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. -- Chris Niles.
"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...
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.
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.
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...
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...
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...
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.
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
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...'
"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.
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..."
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."
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.
http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html
Rooney is the latest to die among those involved with Washington, D.C.'s freeway planning controversies.
Reginald Booker Dead
http://wwwtripwithinthebeltway.blogspot.com/2016/04/reginald-h-booker-dies-last-year-at-74.html
Marion Barry Dead
http://wwwtripwithinthebeltway.blogspot.com/2014/12/marion-barry-dies-and-obituaries-dont.html
Peter S. Craig Dead:
http://wwwtripwithinthebeltway.blogspot.com/2009/12/peter-s-craig-rip.html
Ruth Abbott Dies
http://wwwtripwithinthebeltway.blogspot.com/2009/10/ruth-abbott-widow-of-sammie-abbott-dies.html
In
Long Beach, an undergrounded rail tunnel, the Alameda Corridor, was
built to facilitate freight movement between the port and the freight
railway system. 
http://wwwtripwithinthebeltway.blogspot.com/2008/02/extending-legacy-with-grand-arc.html
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.
http://wwwtripwithinthebeltway.blogspot.com/2007/09/washington-dc-big-dig.html
http://wwwtripwithinthebeltway.blogspot.com/2007/11/i-395-extension-superior-option.html
Thankfully the more recent Dunbar HS building replacement does not conflict with doing that.
Such could then continue as a duel stacked tunnel beneath O Street before turning to join the railroad corridors.
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.
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.
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.
http://wwwtripwithinthebeltway.blogspot.com/2015/01/new-medievalism-overides-popular.html
cf. the width of the High Line.
However, it could be worth doing it it were possible to double but probably triple stack tunnels for railroad and subway transit.
But it would cost many billions, and the benefit would likely not be greater than the cost.
Selective tunnels for roads could have much greater social and economic benefit.
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.
Just do a London Overground in terms of organizing the service, as I outline in past posts.
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.
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.
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.
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.
(Again, we have the tunnel machines but the shadow government only wants to use them for sewage, not for transportation. Different funding buckets)
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).
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.
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.
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.
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.
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.
New high speed tolling would make this only even more practical.
Something akin to that was briefly proposed by the Committee of 100 cir 1968.
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.
The existing I-66 terminus near the Watergate ought to be reconstructed as an underground semi-Orb beneath a new pedestrian park overlook.