A Summer 1963 Conversation

‘Infrastructure for the family of Man’

A Summer 1963 conversation between U.S. President John F. Kennedy, 

and Speaker of the House William John McCormack

John William McCormack Drive - the former Brookland Avenue

within Washington D.C. along the western side of the B&O railroad at the eastern edge of the main campus of Catholic University of America

U.S. Speaker of the House John William McCormack

1963 Boston Inner Belt Park Covered Tunnel proposal

Washington, D.C. B&O 95 Corridor Overlook of the Capitol 

just south of Franklin Street

A Telling renaming of a local street for the man 
who warned JFK not to push his great idea for Washington  DC

Transcript of a private conversation between U.S. President John F. Kennedy and U.S. Speaker of the House John William McCormack while taking a tour between the eastern edge of Catholic University of America and the west side of the B&O railroad in Washington, D.C. on a arm and sunny day in the summer of 1963.

Found in a copy of the 1963 Boston Inner Loop Design Study Report within the library of Catholic University of America with a cryptic note:  “the re-naming of Brookland Avenue alongside CUA after the speaker, relates to his warning to JFK to not impose his grand idea”

JFK- John, I think we had a great transportation report for Washington DC. , one that will provide a better transportation system for Washington DC and the area; one which is more efficient, less impactive and more comprehensive, and which will meet with the approval of the people.

We have moved from the plan under my predecessor’s administration in 1959, one quite heavy on vehicular highways with but a skeletal rapid rail transit system, to one that is undeniably better balanced.

We greatly added to the proposed rapid rail transit system.  

And we greatly reduced the impact of the proposed freeway system, downsizing some routes and consolidating others, vastly reducing the new right of way requirements and displacement.  

Yes we went along with the idea heavily promoted in far NW to eliminate the I-70S NW Freeway, though substituting a series of reduced footprint express roads through Bethesda down to the Potomac.   

And we have eliminated the heavily impactive downtown full interstate highway Inner Loop, deleting the I-66 North Leg along U Street and the East Leg along 11^th Street, replacing the former with a depressed express street, and shifting the latter to a hybrid intermediate routing along Eastern Avenue. 

Yet the plan still provides  for a robust network of express roads and interstate highways, with that latter link an interstate spec link to the Kenilworth Avenue freeway, supplemented by the consolidated route of the two remaining planned northern radial freeways – the North Central and the Northeast – into a “Y” route, with its left hand portion along the B&O railroad industrial corridor, which is long established, hence avoiding the introduction of a new local separation while employing lightly developed rail-side industrial properties hence likewise avoiding a lengthy swath of demolition, reducing that to a short stretch along New York Avenue to connect with the planned Center Leg.

So strange that they were considering two separate routes each cutting all new swaths through long established residential areas, rather than this railroad-industrial corridor conveniently located  midway between the eastern beltway  and the Potomac.  One along Georgia Avenue.  The other directly through Brookland.  And though there was consideration of using the railroad in Silver Spring, they were going to have it then divert directly south cutting down along Georgia Avenue.  Some 4,000 plus houses roughly along Georgia Avenue, while another separate path was to be cut through NE- and to think right at the time that Peter S Craig and his clientèle at Covington and Burling were  getting to cancel the NW Freeway that was only going to displace 74 houses to the west of Rock Creek Park, yet over 1,000 to the east.  So it’s a good thing that the local discussions could finally agree upon the obvious way of routing via the B&O Metropolitan Branch RR.

JWM- Well yes, that would have been more direct for the North Central, in the District along Georgia Avenue.  As well as the easterly route for the Northeastern – I-95 – considering the talk of running that East Leg straight to the 11^th Street Bridge along 11^th Street,  that land route subsequently nixed on Capitol Hill.  Yet that railroad corridor, given its central location and the space there to the north of New York Avenue in the rail-yards for the necessary interchange connections to the center leg and even potentially the idea of an East Leg routed towards the Anacostia River which your report did not include, does appear to be the correct choice.  Appears.   

JFK- “Appears”.  What are you getting at?

JWM- Well there are still some local concerns about that routing.

JFK—Yes, yes, I know.  That about the connecting segment from Maryland routed via the Catholic Sisters College property.  The Church objected and that’s been changed to the Fort Drive route between Gallatin and Galloway Streets.  I guess that the Church would ever want anything to happen to that, like the adjoining neighborhood being largely torn out or selling Catholic Sisters off to development …

JWM-  Yes, but no.  There are other concerns.  Not so much about I-95 from Maryland.  As you can gather, that new complex, Prince Georges Plaza, was built for that and awaits that highway link via the adjacent Northwest Branch Park corridor.  That route remains essentially unchanged by the switchover from the Catholic Sisters route to the Fort Drive route.    But rather the very concern, ahem, relating to  why you might thin, why the B&O route went so ‘overlooked’ by the earlier freeway planning.

JFK- You mean there is some perceived conflict with the idea of that corridor being used for the freeway along with the rapid rail line?  How?  Something similar to that has already been approved in Chicago.

JWM- John.  Do you think that Catholic Sisters is the only property of concern in NE?

JFK- Well, who or what along the B&O railroad within Washington, D.C. opposes the freeway routing there?

JWM- Well…

JFK- What?  

JWM- Well, what’s the largest single property there along the B&O railroad?

JFK- Are you trying to tell me that the Holy See opposes running I-95 along the B&O railroad because that also runs by Catholic University of America?  That is the largest single property along this corridor.  And it just happens to be perhaps the largest Catholic Church property within Washington, D.C.

JWM- Well…

JFK- Well, what?

JWM- Well…

JFK- Well like what?  The planning has to place the highway there.  It’s the sole established grade separated transportation corridor within Washington, D.C. and conveniently located midway between the now under construction Beltway in Maryland and the Potomac River.  And it has a good amount of lightly developed rail side industrial properties.  So it makes perfect sense operation ability wise and in achieving a freeway route with the least impact to residential neighborhoods.  And besides anyway, the planning places the highway along the railroad’s eastern side, away from CUA to the west.

JWM- Yes.  The option of placing the highway to the railroad’s western side was briefly considered by the 1960 Northeastern Freeway study report.  It appeared there as a preliminary idea that was dropped with little apparent discussion.

JFK- Well, that’s understandable, given the basic conventional wisdom given in that report, as it is so in so many freeway study engineering reports.

But I’ve been thinking.  Why defer to conventional wisdom?

Have not you seen what’s being considered in our hometown area of Boston?  With the proposed Inner Loop?

People there were up in arms over that idea, of an Inner Loop Freeway in near downtown Boston.  I mean just think of the standard designs that we have seen for freeways, freeways in urban areas in particular.  Either on the surface.  Or up in the air on a viaduct or an earthen or concrete berm.  Or in a trench open to the sky.  And especially upon a right of way either involving clearing out substantial numbers of houses other buildings and or displacing cherished park-lands.  And with right of way requirements that cannot be satisfied with something like DuPont Circle of a trenchway-cut and cover tunnel combination within existing right of way.

So a bunch of us have been taking a more comprehensive look at the matter to see about better ways of integrating freeways into the urban fabric.  Given the right of way requirements e will want to maximize the use of existing relatively clear areas, and given the traffic noise issues etc, we are going to want to go with enclosed tunnel-way highways.

So we have come up with some interesting new designs for the Boston Inner Loop, with berm-ways replaced with below grade designs, and with open to the air designs replaced with enclosed tunnel-ways within box tunnel segments and covered with park-lands to build upon and expand that restively rare commodity within the urban fabric.   Just take a look at the preliminary report introduced just now in 1963 for the Inner Loop, with a more detailed report due shortly afterwards.  Just look at this concept as applied to the Fenway.

JWM-  Well that does look nice.   

JFK-  Yes it does. 

Now imagine that here, right alongside Catholic University of America.

And note this, as we meander southward alongside Catholic University along Brookland Avenue along the railroad’s western side.  Note what happens as we travel further south, past Michigan Avenue along this industrial strip along 8^th Street NE which begins widening as we continue to Franklin Street, and then walk up onto the Franklin Street overpass and look south.   See how the topography descends, revealing what would be the best through the windshield view along the Maine to Florida I-95 or indeed perhaps anywhere along the U.S. interstate highway system.  See how the Capitol rotunda and the Washington Monument all come into view.

JWM-  You mean placing the I-95 North Central Freeway along the western side of the railroad?!

JFK-  Yes.  For the southbound lanes, given both the space issues and that panoramic view through the windshield of the U.S. Capitol greeting inbound travelers.  None of the studies even mention this major benefit with such a routing.

JWM- Of course they don’t.  It would be rather costly to have the southbound lanes burrow beneath the railroad from the east to west sides to the south of CUA.  And running I-95 directly along CUA would ruin it with the traffic noise.

JFK-  Yes by conventional means.  

But this will not be a conventional highway.  

Just think about the new proposals for the Inner Belt Fenway segment. 

We’ll place the southbound DC I-95 lanes alongside CUA and the western side of the railroad encased within a box tunnel directly beneath Brookland Avenue and then further south beneath 8t Street NE, with Brookland Avenue and 8^th Street reconfigured to be continuous alongside our new grand, gently arcing pedestrian promenade.  Just as I-695 in Boston shall pass beneath a pedestrian promenade at the Fenway, I-95 shall pass beneath a new pedestrian promenade alongside CUA in Washington D.C. It shall be great!.

JWM-  Oh really?

JFK- Oh yes!  And not simply I-95 or combined I-95/I-70S, but also the adjacent railroad.  Cover that as well with our new covered highway!

JWM-  Are you sure that you want to do that?

JFK- Why not?  It would not be like being next to a conventional freeway or railroad.  Rather it would be being next to a new linear park.  A new northern extension of the National Mall, conceivably, with it being brought even southward of where the freeway would turn to join the Center Leg, addressing the rail corridor all the way down to Union Station.  Just looking at that with how its outer walls mar out a set of service road extensions of Delaware Avenue, and with that half traffic circle in front it looks like something the McMillan Commission would have come up with if they had only extended their vision a bit further.

JWM-  Well…

JFK- John.  This is a splendid opportunity to address how major road projects ought to be designed to better fit within urban environments.

Many have questioned carving new freeways through cities due to the right of way requirements of displacement/demolition; hence they have called for avoiding such types of routings.

But there are also issues of the noise from such concentrated traffic.

And as we already know from the recent planning, wealthier areas are getting away with avoiding their fair share of the traffic burden.   Our 1962 report went along with canceling the NW Freeway.  But look at downtown Bethesda and Friendship Heights.  Those areas are envisioned to be massively redeveloped.  That means massively demolished to accommodate the new redevelopment.  And look at those in NW that opposed the NW Freeway with the opposition primarily from far NW where the freeway would have displaced 74 houses, while supporting the North Central Freeway along Georgia Avenue displacing an upwards of 4,000+ houses.  WTF?

So to better accommodate the urban freeways build them as tunnels.  Not so much tunnels drilled deep underground.  But rather simple box tunnel construction of what would have been built anyway a s an open trenched freeway.

And do it comprehensively.

It would include reconstructing our railroads as well, not only providing a comprehensive highway network but a comprehensive road network wit he reconstruction of our urban railways with improved capacity and geometry.  It’s a win win.  Let’s make the I-95 B&O freeway the model for America!

JWM- Well…

JFK- Are you trying to tell me that the Holy See would oppose that? 

People have already opposed overly destructive urban freeways.

The Holy See opposed the Catholic Sisters route openly.  

Yet I have not heard anything about them opposing the B&O route North Central Freeway.  Are you telling me to expect reading about them opposing a project for a freeway that is tunneled, and via a project that also tunnels the railroad?  What are to expect to see in the papers that the Papacy opposes a freeway that takes but a fraction of the houses taken by other freeways that they did not object, and that they not only oppose a freeway that is tunneled but likewise oppose a project that would likewise tunnelize the railroad.  Are people to expect to see the Roman Catholic Church champion getting over upon the public merely to maintain their splendid isolation behind a surface railroad?

Please!

JWM- John, well…  Why do you think the planning was going for separate freeways along Georgia Avenue and further east, displacing 1000s of houses rather than use the lightly developed industrial properties along this centrally located railroad right next to the largest Catholic property in Washington DC.

JFK- John, well what?  

So they were going to try to get away with bulldozing 1000s of peoples homes to avoid routing the freeway through a lightly developed railroad industrial corridor simply to placate some neurotics in control of CUA!

I as elected to be President of the United States, not to be the errand boy for Rome.  Hence, I have recently reconsidered our 1962 report’s abandonment for the 3 Sisters Bridge.  Lets look to a better design for the approach roadways, particularly the connecting freeway along the Georgetown waterfront, putting that into a park covered tunnel.   And let’s take another look at what we did with the Inner Loop.  It is good that we deleted the U Street trench-way and berm-way for crosstown I-66.  But our ‘express street’ plans still displace a significant number of townhouses while providing only 2 lanes in each direction- a lack of capacity likely to lead to another such project needed to parallel that in a few years still displacing more homes.  And is not relocation of the East Leg to Eastern Avenue more than a bit disjointed, particularly without the remaining western portion of the previously proposed intermediate beltway?   For something more workable, let’s build a 3 Sisters Bridge connected to a fully tunneled I-66 across downtown fully beneath existing street right of way with at least 3 lanes in each direction.  And have it connect to an Inner Loop East Leg along the western bank of the Anacostia River, right to the site of East Capital Street were they are planning that new stadium.  There is plenty of underutilized land along the Anacostia’s western bank that could better accommodate a freeway with a tunnel box built right into the side of the hill, with a new pedestrian promenade there- way better than that monstrosity on the eastern side of the river that cuts everything off from the waterfront.  How can we tolerate that when they have not built tunneled freeways elsewhere in Washington, D.C.

Please.  That status quo is just so inequitable on the surface that I doubt that the American people would ever stand for that.

JWM-  You think that you can get away with that?  Have you forgotten what you are dealing with?  Remember what happened to Charles L’Enfant?  He wanted to interfere with the Carol family’s Tobacco loading dock area by not letting them have their mansion just a little closer to the canal, and was subsequently fired by George Washington himself.

JFK-  Do you really think that Rome could get away with stopping this vital project?  I-95 is only like America’s Main Street along the East Coast from Maine to Florida.  Do you really think that I-95 could be scuttled and stubbed at the Beltway, with 10s of thousands of people driving there daily seeing the highway so stopped at the Beltway?  And particularly with that enormous paralleling power line right of way that continues within the Beltway, even though the planning fails to use that, owing to the desire to instead route the freeway directly to that new development- Prince Georges Plaza.  Come on now.  Whether routed via the power line right of way or via the stream valley, it takes very few dwellings.  Likewise within the District along the railroad a mere fraction of that which 95 would require in southwestern Boston, or for its Inner Belt connection.  The DC 95 B&O plan was the result of 2 years of negotiations amongst numerous parties within the District.

Now let’s stop this nonsense.  We are hardly Rome’s vessel.  Once it is built, they will see the folly of their ways;  indeed that Farnese family that created the Jesuit Order and runs much of the show along with the other ancient Roman Catholic Church families, can always adopt the park covered cut and cover freeway concept to their urban freeways.  Think about those that were built along waterfronts.  Those could be rebuilt underground beneath new park-lands, and they could even do so while doubling the capacity of the freeway, as it would be enclosed.

JWM-  Jack, you are really pushing the envelope.  Do you really want to risk it?

JFK-  Look the planning is already coming along nicely.  We have an engineering report being worked on, including by some of those working on the Boston Inner Loop Fenway park covered freeway tunnel.  They are taking that idea and applying it to this very corridor right alongside Catholic University.

And 95 itself is practically completed in northern Maryland.  I’ll be delivering a speech there in the next few months at its upcoming dedication ceremony.  Some important people shall be there, including New York’s Robert Moses.  Hopefully I’ll have a conversation with him about my ideas for radically more considerate urban freeway design, that he could take back to his home state, and perhaps introduce some plans to bury say Manhattan’s ring road freeways, you know the FDR and particularly that antiquated West Side Highway that dates back from the 1920s.  Now THAT could be a useful upcoming project to reconstruct that updated and improved beneath new parkland to serve a broader swath of humanity rather than say more and more prison construction, like that I was being prodded by that fruitcake Harry Anslinger.  New York's liberal progressive community would go strongly in support of updating and improving these freeways underground- I don't see how they could ever oppose that- or let alone go along with  sending the money instead transferred to unaudited bureaucracies or building more prisons.

JWM- Jack.  

You think that?  

All I can say is that there are some powerful political roadblocks to what you want to do.  They really know how to get what they want by manipulating public opinion.  They are masters at getting the public to subvert its own best interest.  And you have no idea how you underestimate their ability to achieve that!

JFK- What?  That they could get people to prefer urban freeways that are not tunneled?

Well yes, I already know about the incentive regarding that- aka the air pollution issue.  And I recall that newspaper campaign by that drunkard, Cissy Patterson against the DuPont Circle traffic tunnel, once one of her crocked son in law's fraternity brothers who got him to malign the Tucker automobile got her to start that because of some petro exec's fears of the pollution hot spots at the road tunnel portals.

Well, once the road tunnels are built than people can really get a good whiff at how our petrochemical mercantilism is poisoning the atmosphere so we can then move towards an open fuel standard.

On that note, Chrysler has this turbine engine automobile project going that can burn just about any combustible liquid fuel, except leaded gasoline and is set to begin delivery of a run of 50 or so of these new T-Bird like coups starting sometime this fall.  As with our X-20 space plane, we are a nation destined to move ahead!

JWM- Jeszz.  Are you trying to get yourself assassinated?

FK-  John, please.  Did you forget my inauguration speech?  Why do you think that my best known phrase was ‘ask not what your country can do for you, ask what you can do for your country”.

Why do you think that is my most often cited quote?

JFK Was Re-Considering The 3 Sisters Bridge & North Leg

Recommendations for Transportation in the National Capital Region: A Report to the President for Transmittal to Congress by the National Capital Transportation Agency November 1, 1962

had rejected the 3 Sisters Bridge and North Leg,

yet by mid 1963 JFK was reconsidering these links:

http://wwwtripwithinthebeltway.blogspot.com/2013/11/the-straw-that-broke-camels-back.html

Owing to concerns that the proposed 2x2 'express street would be inadequate, along with abandoning the Crossing at 3 Sisters, a follow-up letter dated June 1, 1963 letter enumerates the cross town I-66 North Leg and Three Sisters Bridge as the most controversial segments require further study

“…I noted that certain portions of the highway network within the District of Columbia required further study. The guidelines which I believe should be followed in this re-examination are as follows:

The re-examination should focus upon the sections of the highway plans which have from the beginning been the most uncertain and the most controversial- the North Leg of the Inner Loop and the Three Sisters Bridge, both of which involve the manner in which necessarily involve a re-study of those additional portions of the plan which are directly affected by the conclusions reached in the re-examination…”

With his November 1962 report having rejected the Three Sisters Bridge, his June 1963 letter calling for that bridge’s ‘re-examination’ meant that it might be needed, hence having JFK place freeways alongside Catholic University of America and Georgetown University.

Canceled B&O D.C. I-95 next to Catholic University of America

The canceled I-266 Three Sisters Bridge- pointing at Georgetown University 

Hence in the months leading up to his assassination, JFK was reconsidering a highway proposal that had been rejected by the November 1, 1962 transportation report, hence placing a second interstate highway next to a major Roman Catholic Church property.

http://wwwtripwithinthebeltway.blogspot.com/2008/12/who-really-stopped-washington-dcs.html

http://wwwtripwithinthebeltway.blogspot.com/2007/02/sampling-of-attitudes-towards-dc-i-95.html

The JFK Administration Plan For Transit & Freeways

Had BOTH freeways and rail transit, 
with a reduced footprint, yet comprehensive non truncated highway system; 
and a greatly increased rail transit system- compared with the proposals in the 1959 Mass Transportation plan

see scans of complete report available at:
http://wwwtripwithinthebeltway.blogspot.com/2012/02/november-1-1962.html

Recommendations for Transportation in the National Capital Region: A Report to the President for transmittal to Congress by the National Capital Transportation Agency November 1, 1962

 1959 and 1962 proposed transportation systems

 1962 proposed rail transit and freeway Systems

A comprehensive freeway system with a greatly reduced footprint displacing a fraction of the dwellings of that proposed in the 1959 Mass Transportation Plan.

---

excerpted from pages 12-13  (also see pp24-29)

The Relocation Problem

The District of Columbia Highway department estimates that construction of the interstate highway portion of the 1959 plan would displace some 28,000 persons.  The Agency estimates that construction of all the highways proposed in the 1959 plan, excluding the portions already under construction would displace some 33,000 persons in the District of Columbia alone, or almost five percent of the District's population.  In contrast a rapid transit system will be constructed for the most part under the streets or on existing right of way and, together with the necessary highways, will displace only about one sixth as many persons.  Under the 1959 plan there would also be substantial displacement of schools, churches and businesses, to say nothing of the serious disruption of neighborhoods by the construction of highways through heavily built up areas.

The Solution

As a result of its studies the Agency recommends a balanced transportation system composed of:

1. A regional rapid transit system designed to encourage a high degree of utilization of public transportation for trips to and through downtown (Map B page xiii)

2.  An expanded highway system complementing the rapid transit system.  (Map C, page xiii)  This highway system is designed to provide a high level of freeway service to the region while reducing to a minimum problems of relocation, tax loss and impact on the character of the city.

  1962 Freeway Plan

narrow lines represent smaller scale parkways or trenched

grade separated "express streets"

excerpted from pp 43-46

Downtown Freeway System

The agency's highway plan includes an inverted "T" within downtown Washington connecting the central bridges with freeways leading to Montgomery and Prince Georges Counties.  the "T" includes major elements of the inner loop proposed in the 1959 plan.  (Map E).  However, the North Leg of the previously proposed loop is replaced by an express street system that would provide adequately for traffic requirements and at the same time preserve desirable neighborhood characteristics and fit in with any future plans for neighborhood improvement.  The agency's studies how that such improved street facilities would be adequate for traffic movements in the area which the North leg would serve.  The precise design of the system for accommodating such traffic can be worked out through the joint efforts of the Agency and the District of Columbia highway department.

The Agency's studies similarly show that the East Leg of the previously proposed loop is not required since it can be satisfactory replaced by a high speed route through Fort Drive.

[Note: this 1962 report's map shows this as a thick line partially along Eastern Avenue, hence showing it as a 6 or 8 lane freeway like the Inner Loop East Leg, but routed further north, neither along 11th Street NE/SE as proposed in 1955, nor to the east Capitol Street- RFK Stadium area as subsequently planned].

Here again the precise means of routing traffic around the eastern part of the city can be worked out through the joint efforts of the agency and the District Highway department.

Construction of the "T" involves

(a) Extending the Southeast Leg to 11th Street and across the Anacostia River to Route 295; and

(b Constructing an underground freeway below the Mall from Third and C Streets SW to the vicinity of Third and C Streets NW, and a depressed freeway from there to New York Avenue and Florida Avenues.  This Third Street leg will not require use of any part of the Capitol grounds.  in the vicinity of New Jersey Avenue it will be integrated with proposed urban renewal projects.

The "T" will provide superior access to downtown commercial areas and at the same time will enable substantial numbers of autos and trucks going elsewhere than downtown to bypass the center of the city.  The Agency's studies show that each leg of the "T" will carry some 7,000 vehicles in each direction during the peak hour in 1980 at speeds average 20 to 25 mph compared with 10 miles per hour today on existing streets.  during the off peak hours, speeds will average 40 miles per hour.  as noted in Chapter III, the "T" will substantially relieve downtown street congestion.


 Routes 70-S and 95 in the District of Columbia and Maryland

 "Significance of Using B&O Route. Use of the Baltimore & Ohio Railroad corridor to bring Routes 70-S and 95 into the city is the key to meeting the need for additional highway capacity in northern Washington, Montgomery County and northwestern Prince Georges Counties and at the same time avoiding the substantial relocation of persons, loss of taxable property and disruption of neighborhoods that would result from construction of the Northeast, North Central and Northwest Freeway proposed in the 1959 plan. Further savings are realized by placing the rapid transit line to Silver Spring and Queen’s Chapel in the same railroad corridor."


Route 66 in Virginia

This route is already under construction outside the Capital Beltway, and land acquisition has begun inside the Beltway.  Under the Agency's plan, Route 66 will have six lanes except between the Airport Access Road junction and Four Mile Run.  Between these two points the capacity will be increased to eight lanes.  From Route 66 to Arlington Boulevard, a short spur through Four Mile Run will be needed as will improvements of the Boulevard.  it is pointed out in chapter III that because trucks are not permitted to use the Theodore Roosevelt Bridge, a connection with the Shirley Highway bridges will be made via the Jefferson Davis Highway to accommodate route 66 truck movements.

Route 95 in Virginia

The Virginia Department of highways proposes to widen Shirley Highway to a 3-2-3 lane configuration.  The middle two lanes will be reversible so that five lanes will be provided in the direction of heavier traffic flow.  the Shirley Highway improvements proposed by the Virginia Department of Highways have been incorporated by the Agency's plans.  Minor modifications to permit development of express bus service and transfer of bus passengers to the proposed rapid transit lie near the pentagon are presently being discussed with the Department and the bureau of public Roads.

Other Major highway and Street Improvements

For proper operation of the downtown freeway plan, two projects are essential: (a) construction of a highway on Fort Drive between the junctions of routes 95 and 70-S and on Kenilworth Avenue Expressway, and (b) the development of an express street system to replace the proposed North Leg.  The Fort Drive route will require only a small amount of new right of way since much of the land has already been reserved for highway purposes.  In latter years it will be necessary to widen Kenilworth Avenue and the Anacostia Freeway.

The express street system that would replace the North Leg of the previously proposed Inner Loop system would be connected directly with the downtown freeway system and would in general follow the location of the North Leg route.  From the west it would be below grade most of the way to Connecticut Avenue and would be four lanes wide.  Between Connecticut Avenue and the junction of Florida and Rhode Island Avenues, the system would be at street level and would be under-passed at several crossings.  Between Rhode Island Avenue and New York Avenues the system would again be below grade.

The agency has already made extensive studies of the proposed express street system.

[Note- there is an "S Street Express Street Study Report" that I have seen at the library of the U.S. National Capital Planning Commission for a depressed roadway similar to the depressed segments of North Capital Street].

It proposes to conduct further studies in collaboration with the National Capital Planning Commission and the District Department of highways to work out the precise means of accommodating vehicular traffic in ways most advantageous to the neighborhoods.

In the Bethesda area two major road improvements will be required: (a) grade separating Wisconsin Avenue or nearby parallel streets at key intersections and (b) widening Little Falls Branch Parkway, and connecting it to Wisconsin Avenue and the George Washington Memorial Parkway.

1962 freeways- close up

1962 rail transit plan

The 1962 report had a greatly increased rapid rail system then that proposed in the 1959 report.

1962- rail transit system

1962- downtown rail transit subway system

pp 31-42

The principle features of the express transit system are:

1.  Two subway routes crossing twice within downtown to provide an extensive distribution and collection system.  This will provide fast service throughout downtown, speeding rush hour trips and improving circulation of downtown traffic in off peak hours

2.   Extensions of the downtown system throughout the district and suburban areas via seven rapid rail transit routes and one commuter route.

3.   Stations and paring areas, designed to meet the needs of the auto age and to serve as local distributions and collection centers.

4.   Express and local bus services in the district and throughout the suburbs with convenient connections to the high speed trains
.

The rail rapid transit system will be 83 miles long and will be served by 65 stations.  Nearly 19 miles will be underground.  Some 26 miles of freeway median strips and 24 miles of existing railroad right of way will be used for the rail rapid transit system.  The Pennsylvania railroad line will be 15 miles log and will have seven suburban stations.  Express bus operations will be provided on 52 miles of freeway and parkway.

The Downtown Subway

The downtown subway network is the heart of the regional transit system.  The pattern of this central underground system has been guided by existing and potential development of the downtown area, and has been designed to provide convenient connections between all major concentration of downtown activist, including federal and private office and commercial areas.  It is essential to unify and strengthen Washington,'s central area and to facilitate travel within this area.

An east west route (see "A" on map) will bring trains from Anacostia and southeastern Prince Georges County into downtown.  From the Navel Weapons plant it will proceed to a station at the Capitol with convenient access to the Senate and House Office buildings.  Other stations will be located at the Municipal center (judiciary Square) and in the heart of the downtown commercial area at 8th and g, NW . (Old patent Office Building) and at 12th and g Street NW.  The stations along G Street will stretch almost continuously from 7th to 13th Streets, with entrances at all major crossings and key commercial and office buildings.

After passing the Treasury and the White House, the east-west route will continue along Pennsylvania Avenue, turn down 21st street, and proceed to Virginia via a tunnel crossing of the Potomac River in the vicinity of Memorial Bridge.  Stations will serve the newly developing employment centers at 18th and Pennsylvania Avenue NW, and at 21st and E NW, near the State Department.

A north-south route (see "B" on map) will bring trains into downtown from the northeastern and north central portions of the District and from Montgomery County and northwest Prince Georges County.  At Union Station there will be a convenient transfer to the Pennsylvania Railroad commuter service.  From Union Station, the north south route will proceed to the Capitol, where there will be a direct transfer to the other route.  The north-south route will then proceed into the new employment area near south of the Mall, with stations at 4th and independence s and at the new 10th Street mall redevelopment area near C Street, and one at 12th and G Street NW, where riders can transfer to and from the other route.

The north-south route will then turn westward, with stations at 14th Street and I, NW, and Connecticut and K NW, serving the highest density office development in downtown Washington.  From there the route will go to the Northwest and to Columbia Heights with downtown stations at 18th and P NW, adjacent to DuPont Circle, and at 19th and Florida, providing access to the Connecticut Avenue commercial and office area.

Although a major function of he subway will be to distribute rapid transit riders from the outlying residential area, the system has been designed also to provide swift service for trips confined to the downtown area.  Trips by subway service between points such as the State Department and Capitol Hill or the Federal Triangle and DuPont circle will be made in a fraction of the time they now take on surface streets.  (Figure 16).  Still another important function of the downtown subway will be to provide a fast through route for persons crossing the central area.  It will thus reduce the number of auto trips through the heart of the city.

Stations

The 14 downtown subway stations have been located so that almost 80% of the persons employed downtown will be less than five minutes walk from a station to their place of employment.  (Figure 17).

Each station will have a separate pedestrian level - a mezzanine, located between the street and the train tracks and served by escalators.  For the convenience of patrons and in order to lesson congestion on the streets, the mainlines will provide access to several corners at major street intersections.  The mezzanines will have space available for concessions, providing additional revenue for the system, and will allow direct underground access to many of the downtown office and commercial buildings.

Because American cities have built few subways in recent years, the Agency's concept of modern subway design has been influenced by systems recently built in Toronto and in a number of European cities, such as Stockholm.  Subways in these cities have clean and brightly lit interiors, with architecturally designed surfaces, modern ventilation and air conditioning and a low noise level.  Subway stations are designed to minimize walking, just as the service itself is designed to minimize waiting on the platform.  Changes in level are accomplished without effort by escalators and other modern mechanical devices.  All of these modern architectural and engineering design features will be incorporated in the proposed downtown subway.

Radial Train Route

Eight rail transit lines will be part of, or will connect with the downtown subway system.  (Map I).  While the precise location of some segments of these lines is still to be determined, there is no question as to the major corridors to be served.  In some corridors final determination of route and locations of stations will have to await more extensive engineering studies and further consultations with local officials.

The eight rail lines will extend into the most densely populated areas of the District and the suburbs.  the lines have been placed to serve the greatest numbers of people- and thereby to generate as much revenue as possible per dollar of capital outlay, and they have also been planned to minimize costly subway construction outside of the downtown area.  Two of the lines will use railroad rights of way and three others will make extensive use of median strips of proposed highways.  A sixth line will provide modern commuter service on the existing electrified tracks of the Pennsylvania railroad.  On the remaining two lines subway construction has been avoided where it has been possible to do so.

The Agency has had extensive discussions with the railroads concerned; all have indicated their interest in the proposed project and their willingness to cooperate.  The agency made a special study of the sue of railroad rights of way either for rapid transit service or for conventional commuter rail service.  The conclusions set forth as herein will be explained in an appendix volume:

The eight rail lines are as follows:

1.  Northwest Bethesda.  A line from Pooks Hill in Montgomery County will pass through the northwest corridor of Bethesda and the District, down Connecticut avenue to Farragut Square and across downtown to the Capitol.  for most of the way in the District the line will be tunneled underground.

2.  Columbia Heights Pentworth.  This relatively short, two mile spur will provide service for most of North Central Washington.  The line will be underground most of the way.  It will begin near Georgia and New Hampshire Avenues, proceed to Columbia Heights and join the northwest line at 19th and Florida Avenue.

3.  Rockville-Silver Spring.  Using the right of way of the Baltimore and Ohio railroad, a radial will pass through central Montgomery County, the upper north central portion of Washington, and a portion of northeast Washington.  It will go underground at Union Station and lead directly to the Capitol and downtown.

4.  Route 95-Queens Chapel.  A line on the median strip of Interstate 95 will originate outside the Capital Beltway, pass through northwestern Prince Georges County and join the Rockville line inside the District of Columbia.

5.  Bowie County.  Modern commuter railroad service will be provided on the Pennsylvania Railroad from bowie through Lanham and Cheverly.  All stations will be in Prince Georges County.  The service will be fast and frequent.  Trains will bring passengers directly to the subway platforms at union station for n easy transfer to all downtown points.

6.  Henson Creek-Anacostia.  A combined surface and subway line will bring passengers from south-east Prince Georges County and southeast Washington to downtown.  A major transfer station in Anacostia near Good hope Road will connect with bus lines serving the corridor between South Capitol Street and Pennsylvania Avenue.  After crossing the Anacostia river, the line will lead into the Capitol area and thence downtown.

7.  Springfield-Alexandria.  This line will use the right of way of the Richmond, Fredericksburg & Potomac Railroad and the Southern Railroad over much of its length.  The line will begin in Springfield, and then pass through Alexandria to the Pentagon.  It will then proceed under the Potomac into downtown.

8.  Route 66-Roslyn.  Using the media strip of Interstate 66 in Fairfax County and portions of Arlington, a rapid transit line will provide service from the city of Fairfax through central Fairfax County, East Falls Church and North Arlington.  It will join the Springfield line on the Virginia side of the river.

Rapid Transit Service

Service on the rapid transit system will be rapid and frequent.  Overall speeds, including station stops, will average between 45 and 50 miles per hour between the suburbs and downtown.  Downtown trains will operate a minute and a half apart during the peak hours.  Modern, lightweight equipment will be far superior in comfort and performance to that in use on existing domestic rapid transit systems.  the vehicles will be quite modern as those usually associated with so-called monorail systems (which the Agency does not propose to use because, among other reasons, of he cost of placing them underground; see chapter V and the Appendix).  The vehicles will be attractive to look at and comfortable to ride in; they will be air conditioned and well lighted.  In the open, they will run, for the most part, along freeway and railway rights of way; occasionally they will use aerial structures.  Modern insulating methods and track construction will keep noise to a minimum.

As shown in figure 18 the system will provide a fast service to downtown from all points in the region.  it will be a dramatic improvement over present transportation in both time and comfort.  A detailed listing of the new travel times is given in the following table.

Two hypothetical trips serve further to illustrate the revolutionary change in regional travel times that rapid transit service will introduce.

A peak-hour trip from Silver Spring to the Federal Triangle today takes an average of 45 minutes by bus.  A rapid transit passenger who drives his car to the station at silver spring will be able to make the same trip in 8 minutes, 38 percent faster than today's bus trip.  A feeder bus passenger will be able to make the trip in 33 minutes, 27 percent faster than today's bus times.

Many commuters will continue to use their automobiles from suburban homes to central city work places.  Salesmen, doctors and others need the flexibility of personal transportation.  But the overwhelming number of daily commuters are routine travelers, interested  mainly in travel time comfort, and economy.  Satisfying their needs by efficient, modern public transportation is the major step forward toward a more balanced urban transportation system.

Express and Local Bus Service

Express bus service will be developed on several freeways and express parkways.  In addition to the new express service, existing local bus service will serve areas not covered by the regional rapid train routes, and new local bus service will be developed to feed the train routes, particularly in newer suburban areas.  the express bus routes will include:

George Washington Memorial Parkway.  This route will begin along the Potomac River at Cabin John and use the new parkway into the District to downtown.

Suitland Parkway.  This line will use the parkway into the district and then transfer all passengers to the Henson Creek train line at Alabama Avenue.

Anacostia-Boiling.  this line will serve the Federal installations at the Naval Research Laboratory and at the Anacostia and Boiling facilities and will be connected to the Anacostia station.

Shirley Highway.  Frequent service, using the widened Shirley Highway, will be operated between Duke Street- Lincolnia and the Pentagon area.  All passengers will transfer to the Springfield train line for quick service downtown.

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See the full Recommendations for Transportation in the National Capital Region: A Report to the President for transmittal to Congress by the National Capital Transportation Agency November 1, 1962 document here:

http://wwwtripwithinthebeltway.blogspot.com/2012/02/november-1-1962.html

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This November 1, 1962 report stands in marked contrast to the status quo to come, with its intent was to build BOTH the freeways and the WMATA system.

The popularization of the idea of simply not building a continuous Washington, D.C. freeway system would come in the wake of the October 1964 North Central Freeway report that failed to follow the 1962 report's prescription for that freeway to strictly follow the B&O railroad corridor that runs alongside Catholic University of America.

http://wwwtripwithinthebeltway.blogspot.com/2012/01/crafted-controversy-scuttling-of-jfks-b.html

http://wwwtripwithinthebeltway.blogspot.com/2015/01/feds-stoked-controversy-over-dc.html

In the time since, mainstream media accounts of this history have been overly generalized.  They apply criteria against building new urban freeways that is strangely not applied to urban railways; nor do they consider such projects elsewhere from around the world as that in Madrid.  Nor is such applied to new real estate development placed so close to existing urban freeways and railways, as to complicate reconstructing such underground to reconnect local neighborhoods, such as with new linear parkland in areas of the city were such is rare.  Though, for instance, people in Brookland, D.C. favored a proposal to cover the existing B&O railroad, the whims of Catholic University of America to remain isolated by the existing surface railway would take prominence.


Meanwhile, revisionist accounts by WMATA have presented a differing dichotomy of building the rail transit system or the freeway system, neglecting the history that the two systems were planned to be constructed together.

http://wwwtripwithinthebeltway.blogspot.com/2011/12/wmata-pushing-false-dichotomy-of-them.html

It's as if people were being distracted from asking questions about why a nation as wealthy as the United States of America was somehow too poor to afford building both the rail transit and freeway systems, particularly in the city that happens to be the Nation's Capital.

As an example. just consider the example of failing to question the cancellation of the Westway highway tunnel project in New York City, that would have created acres and acres of new land with permanently taxable new real estate development, just prior to that State embarking upon perhaps its biggest spending spree ever in police enforcement and prison construction for the sinfully wasteful 'drug war'.

Was it any wonder that this either-or mythology on transit and urban freeways was promoted in part by the Tobacco-pharma power house law firm of Covington & Burling?

http://wwwtripwithinthebeltway.blogspot.com/2009/10/ectc-paid-to-riot-via-covington-burling.html

http://wwwtripwithinthebeltway.blogspot.com/2009/12/peter-s-craig-editorial-reply.html

For more on the 'drug war' see my companion blog 'Freedom of Medicine And Diet'

http://freedomofmedicineanddiet.blogspot.com/

Anyone interested in urban planning should be appalled at the tremendous waste of money and lives spent on the 'drug war'.