2
10
230
-
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W H I T E H U R S T
F R E E W A Y
•
C O R R I D O R
S T U D Y
• •
District ofColumbia D e p a r t m e n t of T r a n s p o r t a t i o n
Consultants Deleuw. Cather P C * Deion Hampton & Associates. Chartered •KressCox Associates P C
JOINT DEVELOPMENT OPPORTUNITY
P E D E S T R I A N C O N N E C T I O N B E T W E E N C S O CANALJ
AND R O C K
CREEK
PARK
NEAR L
STREET
�Revised East Ends
Whitehurst Freeway Corridor Study
Environmental Impact Statement Alternatives
�ALTERNATIVE AA
ALTERNATIVE F
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Whitehurst Freeway Corridor Study
Subject
The topic of the resource
Whitehurst Freeway (Washington, D.C.)
Creator
An entity primarily responsible for making the resource
District Department of Transportation
Contributor
An entity responsible for making contributions to the resource
DeLeuw, Cather P.C.
Delon Hampton & Associates
KressCox Associates P.C.
Format
The file format, physical medium, or dimensions of the resource
Illustrations
Language
A language of the resource
English
Type
The nature or genre of the resource
Prints
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821cae420715bea8bbe0e7d2e5ad08ff
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�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Whitehurst Freeway : Temporary Crossover to Ramp No. 3
Subject
The topic of the resource
Whitehurst Freeway (Washington, D.C.)
Creator
An entity primarily responsible for making the resource
District Department of Transportation
Format
The file format, physical medium, or dimensions of the resource
Illustrations
Language
A language of the resource
English
Type
The nature or genre of the resource
Prints
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"Dedication
Of Zhe
WHITEHURST FREEWAY
Ifu ike
Commissioners of the District of Columbia
�—Harris
H . C . W H I T E H U R S T , Director of
D i s t r i c t of C o l u m b i a
1930
to 1948
Highways
ct Swing.
�P R O G R A M
at
T h e Whitehurst Freeway and 27th Street, N . W .
by
T H E COMMISSIONERS O F T H E DISTRICT O F COLUMBIA
1 : 1 5 P . M . — M u s i c b y the M e t r o p o l i t a n
Police Department
CAPTAIN CHARLES BENTER,
Conducting
Songs by K A Y D E W I T T , L o e w ' s Capitol Theatre
2 : 0 0 P.M.—Introductory Remarks by:
MR. GEORGE V .
GRAHAM
Chairman,
H i g h w a y Committee
W a s h i n g t o n B o a r d of T r a d e
M a s t e r of
Ceremonies:
MR. CHARLES M .
UPHAM
Engineer-Director
American Roadbuilders
Association
I n t r o d u c t i o n of H o n o r e d G u e s t s b y :
MR. P. Y . K . HOWAT
Chairman,
Motor Vehicle P a r k i n g Agency
D i s t r i c t of C o l u m b i a
Speakers—
HON. JOHN RUSSELL
YOUNG
President,
B o a r d of C o m m i s s i o n e r s
D i s t r i c t of C o l u m b i a
HON. G U Y MASON
Commissioner
D i s t r i c t of C o l u m b i a
G E N E R A L GORDON R .
YOUNG
Corps
of Engineers,
United States
Engineer Commissioner
D i s t r i c t of C o l u m b i a
RIBBON CEREMONY
MARIA WHITEHURST
BROWNETT
G r a n d - d a u g h t e r of H . C. W h i t e h u r s t
Army
Band
�P R O G R A M
at
ROSSLYN PLAZA
Arlington, Virginia
by
THE
2:00
ARLINGTON CHAMBER O F COMMERCE
P . M . — M u s i c by the U n i t e d States A r m y B a n d — C A P T A I N
H U G H C U R R Y , Leader.
Washington-Lee Cadet B a n d
—HAKOLD RUBENSTEIN,
Leader
Presiding:
SIDNEY R. JOHNSTON,
President
A r l i n g t o n C h a m b e r of C o m m e r c e
M a s t e r of C e r e m o n i e s :
THEODORE M. FORNE,
Chairman
W h i t e h u r s t F r e e w a y Celebration
Committee
I n t r o d u c t i o n of D i s t i n g u i s h e d G u e s t s
Remarks:
A . T . L U N D B E R G , County
Manager
A d d r e s s of W e l c o m e :
B A S I L M. D E L A S H M U T T ,
Chairman
A r l i n g t o n C o u n t y B o a r d of
Commissioners
P r e s e n t a t i o n of F l o w e r s t o :
MRS.
H . C. W H I T E H U R S T
by M R S . S I D N E Y R . J O H N S T O N
MARIA WHITEHURST
by K A T H Y
BROWNETT
BAUER
Parade Route
F r o m Rock
C r e e k , w e s t o v e r the W h i t e h u r s t F r e e w a y to the
F r a n c i s Scott K e y B r i d g e .
S o u t h o v e r K e y B r i d g e to the R o s s l y n
P l a z a i n A r l i n g t o n C o u n t y , V i r g i n i a , thence r e t u r n i n g b y w a y of
Key
B r i d g e a n d the W h i t e h u r s t F r e e w a y to R o c k C r e e k .
�W H I T E H U R S T F R E E W A Y . — A n elevated h i g h w a y p a r a l l e l i n g the P o t o m a c R i v e r f r o m C a n a l R o a d a n d M S t r e e t ,
N . W . , to the o v e r p a s s a t the i n t e r s e c t i o n of K S t r e e t a n d
the R o c k C r e e k a n d P o t o m a c P a r k w a y i n the v i c i n i t y of
Twenty-seventh Street.
N a m e d i n h o n o r of C a p t a i n H . C .
W h i t e h u r s t , D i r e c t o r of H i g h w a y s , E n g i n e e r D e p a r t m e n t ,
G o v e r n m e n t of the D i s t r i c t of C o l u m b i a f r o m A u g u s t 1st,
1930, u n t i l h i s d e a t h on S e p t e m b e r 1st, 1948, W a s h i n g t o n ' s
first
e l e v a t e d h i g h w a y w a s officially opened to traffic on
October 8th, 1949, w i t h dedication e x e r c i s e s attended
by
m e m b e r s of C o n g r e s s , officials of the F e d e r a l a n d D i s t r i c t
G o v e r n m e n t s a n d p r i v a t e persons, p r o m i n e n t i n the a f f a i r s
of the c o m m u n i t y .
C o n s t r u c t e d a t a cost of $3,370,000 b y
the c o n t r a c t i n g firm of A l e x a n d e r & R e p a s s , D e s Moines,
I o w a , the s t r u c t u r e extends over K S t r e e t f o r a d i s t a n c e of
a p p r o x i m a t e l y 4,300 feet, a n d p r o v i d e s t w o r o a d w a y s
of
t w e n t y - t w o feet a n d nine inches e a c h w h i c h a r e s u p p o r t e d
on a s e r i e s of p i e r s a n d steel columns.
F o u r bronze
me-
m o r i a l plaques a r e affixed to the p a r a p e t w a l l s i n the a p proaches.
�THIS
VOLUME
IS
DEDICATED
TO
H E R B E R T C. W H I T E H U R S T
Director
Department of H i g h w a y s , D . C.
1930 - 1948
T h e memory of this E n g i n e e r ' s understanding and s y m p a t h y and his capacity
f o r deep f r i e n d s h i p a n d w a r m r e l a t i o n s w i t h h i s s t a f f r e m a i n s u n d i m i n i s h e d .
C a p t a i n H e r b e r t C. W h i t e h u r s t distinguished h i m s e l f f o r a l m o s t a q u a r t e r of a c e n t u r y i n t h e s e r v i c e of
the G o v e r n m e n t o f t h e D i s t r i c t of C o l u m b i a .
D i s t r i c t ' s H i g h w a y F u n d as a separate budget account.
A t the time of his death, the a n n u a l H i g h w a y Budget
approached
$10,000,000.
B o r n i n R i c h m o n d , V a . , S e p t e m b e r 20, 1886, he r e ceived his e n g i n e e r i n g education a t V i r g i n i a P o l y t e c h nic I n s t i t u t e , w h e r e he g r a d u a t e d i n 1906. U n t i l W o r l d
W a r I , he w o r k e d a s a n e n g i n e e r w i t h p r i v a t e c o n struction
firms.
D u r i n g t h a t w a r , he s e r v e d i n t h e
United S t a t e s a n d abroad as a combat engineer. S u b s e q u e n t l y , h e c o n t i n u e d to s e r v e w i t h t h e C o r p s of
E n g i n e e r s a n d , f o r a time, headed the Construction
Division at Wilson D a m , Muscle Shoals, A l a b a m a .
M a j o r improvement projects conceived under the
C a p t a i n ' s direction include the Scott C i r c l e , T h o m a s
Circle, Dupont Circle, and V i r g i n i a Avenue underpasses, as w e l l as the Sousa B r i d g e , the South C a p i t o l
Street B r i d g e , the C a l v e r t S t r e e t B r i d g e , and the new
H i g h w a y B r i d g e over the Potomac R i v e r a t 14th S t r e e t ,
and m a n y others. A n o t h e r w a s the K S t r e e t E l e v a t e d
H i g h w a y , w h i c h w a s officially d e d i c a t e d i n 1949 b y
the D i s t r i c t Commissioners as the " W h i t e h u r s t F r e e way."
H e w a s t r a n s f e r r e d to the Office of the E n g i n e e r
C o m m i s s i o n e r of t h e D i s t r i c t o f C o l u m b i a i n 1926.
T h r e e y e a r s l a t e r , he r e s i g n e d h i s c o m m i s s i o n , i n t e n d i n g to e n t e r p r i v a t e i n d u s t r y . H o w e v e r , the D i s t r i c t
C o m m i s s i o n e r s , w h o h a d m a d e a s t u d y of t h e W h i t e hurst P l a n for better h i g h w a y management in W a s h i n g t o n , p e r s u a d e d h i m to r e m a i n a s C o o r d i n a t o r a n d
C h i e f E n g i n e e r . L a t e r , t h e j o b w a s e x p a n d e d a n d he
became t h e first D i r e c t o r of H i g h w a y s .
N o r d i d h e h e s i t a t e to u n d e r t a k e d u t i e s b e y o n d t h e
l i m i t s of h i s office. I n a d d i t i o n to s e r v i n g a s D i r e c t o r
of H i g h w a y s C a p t a i n W h i t e h u r s t s e r v e d a s h e a d of
t h e D i s t r i c t D e p a r t m e n t of C i v i l i a n D e f e n s e a n d C o m m a n d e r of t h e C i t y ' s C i v i l D e f e n s e C o r p s d u r i n g
World W a r I I .
U n d e r the C a p t a i n ' s leadership, the mileage of paved
s t r e e t s i n W a s h i n g t o n w a s n e a r l y doubled f r o m 550
m i l e s i n 1926 to n e a r l y a 1,000 m i l e s i n 1948. H e c a m p a i g n e d v i g o r o u s l y a n d s u c c e s s f u l l y to e s t a b l i s h t h e
C a p t a i n W h i t e h u r s t ' s r e p u t a t i o n i n the e n g i n e e r i n g
p r o f e s s i o n w a s n a t i o n w i d e . H e w a s P r e s i d e n t of t h e
A m e r i c a n R o a d B u i l d e r s ' A s s o c i a t i o n 1935-36, p r i o r to
w h i c h he h a d been P r e s i d e n t o f the M u n i c i p a l D i v i s i o n
of t h a t A s s o c i a t i o n , t h e n k n o w n a s t h e C i t y O f f i c i a l s
D i v i s i o n . H e s e r v e d a s T r e a s u r e r o f A R B A f r o m 1940
to the t i m e of h i s d e a t h . H e w a s a l s o a m e m b e r o f
the A m e r i c a n Society of C i v i l E n g i n e e r s , the A m e r i c a n
A s s o c i a t i o n of S t a t e H i g h w a y Officials, the A s s o c i a t i o n
of H i g h w a y Officials of t h e N o r t h A t l a n t i c S t a t e s ,
t h e H i g h w a y R e s e a r c h B o a r d , a n d the W a s h i n g t o n
B o a r d of T r a d e , among others.
T h e r e h a v e been f e w m e n so g e n e r a l l y r e s p e c t e d a s
w a s C a p t a i n W h i t e h u r s t . T h e f a c t t h a t those w h o
k n e w h i m r e f e r r e d to h i m a l w a y s a s " T h e C a p t a i n "
w a s a t r i b u t e to h i s devotion to d u t y , h i s a d h e r e n c e to
h i g h p r i n c i p l e s , h i s l e a d e r s h i p , h i s a b i l i t y to i n s p i r e
confidence, a n d h i s a b i l i t y to get t h i n g s done no m a t t e r
w h a t the obstacles.
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Souvenir program : Dedication of the Whitehurst Freeway
Subject
The topic of the resource
Whitehurst Freeway (Washington, D.C.)
Creator
An entity primarily responsible for making the resource
District of Columbia. Board of Commissioners
Date
A point or period of time associated with an event in the lifecycle of the resource
October 8, 1949
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
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61b1f34704e960377284d70b37b4bba1
PDF Text
Text
OFFICIAL TRANSCRIPT
PROCEEDINGS BUORL
WHITEHURST FREEWAY CORRIDOR
PUBLIC MEETING
Tuesday, May 15, 1984
Washington, D. C.
�A
T A B L E OF
CONTENTS
T E S T I M O N Y OF:
PAGE
Lynne Robinson
D.C. D e p a r t m e n t o f P u b l i c W o r k s
109
Gary L. Groat
De L e u w , C a t h e r a n d Company
114
Robinson
Bader
Melvin
Jones
Condo U n i t
Owners' A s s o c i a t i o n
Ogden
Kenneth
Ben
C.
G.
130
134
Carroll
137
Klotz
139
Robert Alcorn
142
Patricia
145
Richard
Chabrier
Palco
Bon W i t P l a z a
Owners and T e n a n t s
149
James P r i c e
153
Holsey
155
Jean
G.
Handyside
O'Brien
Potomac P l a z a
L e o n a M.
Terraces,
Inc.
Lennemann
Thomas M i l l e r
P r e s i d e n t , Board
Knightsbridge
160
16 5
of Directors
C o u r t Condominium A s s o c i a t i o n
170
Maggie Cox
173
Shelton
Merrill
178
Dorothy
L. O h l i g e r
180
Jenny
Paul
Brake
J . Kennedy
183
186
�B
T A B L E OF CONTENTS
T E S T I M O N Y OF:
(Continued)
PAGE
Thomas D o u g h e r t y
S i e r r a Club
189
Mary Bergman
Commissioner
ANC 2B-0 8
19 4
�W H I T E H U R S T FREEWAY
CORRIDOR
P U B L I C MEETING
F r a n c i s J u n i o r High
24th and M S t r e e t s ,
W a s h i n g t o n , D.C.
Tuesday,
The
reconvened,
Patrick
Publie
pursuant
Meeting
May
1 5 , 19 8 4
i n the above-entitled
to recess,
K e l l y , Hearing O f f i c e r ,
a t 7:04 o ' c l o c k
presiding.
School
N.W.
matter
p.m.,
�97
P R O C E E D I N G S
MR.
KELLY:
Good e v e n i n g .
T h e h e a r i n g i s now i n
session.
My
Officer
name i s P a t r i c k
appointed
Departmental
pursuant
O r d e r No.
6, d a t e d
taking written
and o r a l
the Whitehurst
Freeway
and
This
provisions
public
May
3, 19 8 4 .
with the responsibility
statements
hearing i s being
from
of
interested
h e l d i n accordance
23 U.S. C o d e a n d i s d e s i g n e d
modify,
with the
to give the
on f o u r a l t e r n a t i v e s t o
or replace the Whitehurst
c o n n e c t i n g K S t r e e t w i t h Key B r i d g e
D.C,
of
on t h e a l t e r n a t i v e s
C o r r i d o r Study
t h e o p p o r t u n i t y t o comment
Northwest
Works'
citizens.
of Title
rehabilitate,
a n d I am t h e H e a r i n g
t o t h e Department o f P u b l i c
I have been charged
organizations
Kelly
and C a n a l
as d e s c r i b e d i n t h e d r a f t
Freeway
Road i n
Environmental
Impact
Statement.
Copies
and
other study
for
review since
of the draft
documents have been
March
Library,
Public
Library,
Wisconsin
Public
Library
a t 49th
Library,
Transportation,
Impact
available
24th
& L Streets,
and R S t r e e t s ,
and V S t r e e t s ,
901 G S t r e e t ,
415 1 2 t h S t r e e t ,
N.W.,
N.W.;
N.W.;
N.W.;
N.W.;
Statement
to the public
3 0 , 19 84 a t t h e f o l l o w i n g
West End P u b l i c
King Memorial
Environmental
locations:
Georgetown
Palisades
Martin
Luther
Department o f
Room 5 1 9 .
�98-107
Also,
notice of this
Washington Post A p r i l
h e a r i n g was p u b l i s h e d i n t h e
12 a n d May
1 0 , 19 8 4 ;
April
12; t h e Northwest
April
1 3 ; t h e F o g g y B o t t o m News A p r i l
May
3; a n d t h e D.C.
The
at
this
Agencies
Register
following
hearing:
Current April
rules
The H e a r i n g
t e n minutes.
representatives
from
Individual
that
they
signed
each
individual
in.
12; t h e Georgetowner
30; t h e Uptown
fororal
Officer will
if
state
t h e Department o f P u b l i c
speakers w i l l
will
be c a l l e d
Please,
from
so t h e stenographer
only.
the Hearing
Written
stenographer
copy
rule
f o r no
i sthe
Works.
on i n t h e o r d e r
testimony,
please
can record i t c o r r e c t l y .
b e no r e s p o n s e
may b e s u b m i t t e d
t o supplement o r a l
testimony,
to the
and I would
statement,
to the stenographer
that
sugges
you give
who i s s e a t e d
here.
The
public
to
Officer.
statements
o f the statement
i n a t the beginning of
There w i l l
t h a t w h e n y o u come up t o make y o u r
a
speak
name, a d d r e s s , a n d t h e g r o u p y o u r e p r e s e n t
make s t a t e m e n t s
questions
a l l speakers.
speaker.
your
statement
apply
be a f i v e - m i n u t e l i m i t f o r
any, o r the neighborhood you l i v e
your
call
groups w i l l
When y o u come up t o g i v e y o u r
clearly
Citizens
testimony w i l l
The e x c e p t i o n t o t h i s
There
American
M a r c h 30.
and r e c o g n i z e d community
more t h a n
the Afro
record w i l l
remain
open
for written
�108
comments u n t i l
May
Whitehurst
Freeway
Works,
12th
3 1 , 19 8 4 .
415
Also,
at
9:30
who
do
p.m.
not
C o r r i d o r Study,
Street,
the
for
record are
statements
given
the
b e f o r e , we
testify,
i f you
have a copy
please
give
i t to the
Also,
tables
you
i n the
are
borrow
r e a r , would you
and
oral
will
the
end
persons
testimony
record.
as
20004,
will
Statements
oral
statements;
requesting t h a t a l l people
of your
any
to
that those
f o r the
stenographer
i f you
a t 7 p.m.
same w e i g h t
I said
sent
W a s h i n g t o n , D.C.
to present
As
who
begin
be
Department of P u b l i c
i t i s requested
opportunity
their written
D.C.
, Room 5 1 9 ,
the hearing w i l l
present
the
N.W.
Therefore,
get
Comments may
statement,
before
of
the
would
making the
exhibits
r e t u r n them t o t h e
you
statement.
from
the
tables
before
leave.
At
witness
from the
this
f o r the
time,
evening,
I would
and
like
to
that w i l l
D e p a r t m e n t o f P u b l i c W o r k s who
presentation
You
at this
may
time.
proceed.
call
be
the
first
the r e p r e s e n t a t i v e s
shall
make
their
�109
T E S T I M O N Y OF LYNNE ROBINSON, P R O J E C T MANAGER
D. C. DEPARTMENT
MS. ROBINSON:
coming.
Freeway
OF P U B L I C
Good e v e n i n g ,
We a r e d e l i g h t e d a t y o u r
Corridor
I
WORKS
and thank
interest
you a l l f o r
i n the Whitehurst
Study.
am L y n n e
Robinson
from
t h e D.C. D e p a r t m e n t o f
P u b l i c Works,
f o r m e r l y t h e D.C. D e p a r t m e n t o f T r a n s p o r t a t i o n .
I have s e r v e d
as p r o j e c t
since
theDistrict
Whitehurst
began t o look
Corridor over
In
investigate
manager f o r t h e W h i t e h u r s t
solutions
this
study t o
o l d Whitehurs
i n 1939 a t a c o s t o f $3.5 m i l l i o n .
replace the present
deck
that
$58 m i l l i o n
on t h e f r e e w a y
A 1982
w o u l d be n e c e s s a r y
a n d t o do n e e d e d
of the substructure.
Before
old
structure,
use
o f those
investing
we w a n t e d
funds.
that
magnitude o f funding
i n an
t o m a k e s u r e we w e r e m a k i n g t h e b e s t
S o , we f e l t
remedies
and ideas
but
f o r the connecting
also
initiated
t o t h e d e t e r i o r a t e d 35-year
budget e s t i m a t e c a l c u l a t e d
reshoring
within the
two y e a r s ago.
May 1 9 8 2 , t h e D i s t r i c t
Freeway, b u i l t
to
at alternatives
study
f o rnot only
we n e e d e d
t o look
theWhitehurst
roadways
i nthis
a t other
Freeway
highly
itself
congested
corridor.
We u s e d
1.
corridor.
three premises
There
t o a i d us i n our d e l i b e r a t i o n s
w a s t o b e no i n c r e a s e i n c a p a c i t y o f t h e
�110
2.
Through t r a f f i c
and not encroach
3.
into
We
was
t o r e m a i n on m a j o r
residential
assumed
neighborhood
a p o t e n t i a l park
atertials
streets.
along
the
Georgetown
Waterfront.
The
relied
study
employed
on t h e c o n s u l t a n t
c o m p o s e d o f 15
Advisory
team,
local
Committee
Neighborhood
process which
a technical advisory
f e d e r a l , s t a t e and
and a C i t i z e n s S t e e r i n g
five
a three-way review
agency
group
representatives
of representatives
Commissions
and seven
from
citizens
organizations.
The
Committee
representatives
Foggy
Bottom g e n e r a l l y ,
a n d G e o f f Starnrn f r o m ANC
From
Rick
the C i t i z e n s
Steering
included:
From
Tyler
on
t h e Foggy
C h u r c h i l l , a n d Tom
Jenny Brake,
Geoffrey
2A.
Bottom A s s o c i a t i o n ,
Lucille
Duprat,
Miller.
From
t h e West End C i t i z e n s A s s o c i a t i o n ,
From
G e o r g e t o w n , ANC
From
the C i t i z e n s Association
James
Molinelli.
2 E , Ray K u k u l s k i
and
Bill
Cochran.
Charlie
Schneider
a n d G r o s v e n o r Chapman.
represented
the Business
Georgetown;
Bob
Corridor
Georgetown,
Dick
Stauffer
and P r o f e s s i o n a l A s s o c i a t i o n
McFadden was
Committee,
of
from the Wisconsin
and Dean P r i c e
of
Avenue
from Georgetown
University.
�111
From t h e F o x h a l l
Citizens
Association,
Roger
From P a l i s a d e s ,
Association,
issues
groups
special
sessions
citizen
their
owe
Palisades
Citizens
3D.
f o r two y e a r s
t o more c l o s e l y
the D i s t r i c t
a great
representatives
communities
douldn't have
Thank
quite
held
to share
EIS.
level
have worked
and
often
investigate
over
certain
35
public
the study
progress
especially
to these
much.
have
I t ' s really
hard
to
inform
the D i s t r i c t
upon
to the neighborhoods.
t h e i r good
been q u i t e
an
cooperation.
experience
f o r us.
four
they
t h e new
very
and t o a d v i s e
done t h e s t u d y w i t h o u t
As y o u know,
alternative,
who
of credit
of the alternatives
a pleasure
now
deal
of the study
you a l lvery
We
alternatives
are:
elevated
defined
The N o - B i l d ,
i n the draft
the r e h a b i l i t a t e d
a l t e r n a t i v e , and t h e
ground-
arterial.
These
at
Estes,
f r o m ANC
the communities
acceptability
and
3B.
a l l neighborhoods.
We
We
Foxhall
of concern.
meetings w i t h i n
the
Charlie
met m o n t h l y
Additionally,
with
Bob S i c i l i a n o ;
M i n g o , ANC
and Nancy Feldman
These
scheduled
area,
the sign-in
brochure
are briefly
table,
these
i n the brochure
w h i c h we h o p e y o u a l l h a v e .
has been mailed
After
described
and d i s t r i b u t e d
three
public
available
This
to the general
hearing
sessions
--
public.
last
�112
night,
of
tonight
Public
summer.
and
Works w i l l
There
alternatives.
the
combination of
mental
18-month
final
various
features
Statement
final
t o mix
a l t e r n a t i v e by
and
mid-
match the
end
segments of
r e c o m m e n d a t i o n may
final
presented
be
featured
will
During t h i s
District
i s committed
Advisory
Committee to work w i t h
the
be
i n the a l t e r n a t i v e s .
a v a i l a b l e by
to
Department
the
design e f f o r t
alternative.
District
main-line
selection will
Impact
the
recommend a s e l e c t e d
Consequently,
The
—
is limited ability
connections with
a
tomorrow n i g h t
in a
January
final
19 8 5 .
EnvironA
12
to
follow
s e l e c t i o n of
the
phase of
development,
the
e s t a b l i s h i n g another
us
to
further
Citizen
refine
the
selected alternative.
During the
hearings
begin
will
be
in late
held.
1986
or
I would
who
h a v e had
and
who
Chief
corner;
the
our
our
be
Public
to
introduce
the
Public
to you:
Specialist,
f r o n t , and
the
table
Public
the
alternatives involve
The
next
to
District
tonight
Study
Cohen,
Lorraine
press
businesses.
Whitehurst
the
Space P o l i c y over here
the
and
a l t e r n a t i v e should
Wally
at
residents
public
other people here
i n t e r e s t i n the
Hearings
up
of
Some o f
of
Hamilton,
of
phase, a d d i t i o n a l
1987.
assistance
Office
sign-in table
Tara
early
like
of
design
Construction
a continuing
could
of
final
in
this
S o r r e l , at
Information
Officer
Lorraine.
possible
will
relocation
offer
�113
assistance
Act.
t o any a f f e c t e d p a r t y
Representatives
Community
Services
their
are available tonight
relocation.
That
to talk
now w o u l d
four
alternatives
Gary
Groat,
prime
with
Department o f H o u s i n g and
Department o f A d m i n i s t r a t i s
those
affected of
responsibilities
t h o s e who w i s h
i s outside
like
in a
such
information.
i n the h a l l .
to turn
a n d a summary
the presentation
of their
P r o j e c t M a n a g e r on t h e s t u d y
consultant.
Relocation
be a v a i l a b l e a t t h e r e l o c a t i o n t a b l e
directly
relocation table
the Uniform
to inform
and t h e D i s t r i c t ' s
They w i l l
I
the
f r o m t h e D.C.
D e v e l o p m e n t , a n d t h e D.C.
rignts
tonight
under
impacts
of the
over to
f r o m De L e u w ,
Cather,
�114
T E S T I M O N Y OF GARY L . GROAT, DE LEUW, C A T H E R & COMPANY
MR.
GROAT:
Thank y o u , Lynne.
I r e p r e s e n t De L e u w , C a t h e r
the
prime c o n s u l t i n g f i r m
technical
the
on t h i s
project.
and a d m i n i s t r a t i v e support
overall
a n d Company who w a s
We p r o v i d e d t h e
f o rt h i s
management o f t h e D i s t r i c t
study
o f Columbia
under
Department
o f P u b l i c Works.
Our
ourselves
project
engineers;
finally,
study
the Whitehurst
cooperation
f o r modifying
Freeway
study's
with
the a i r , noise
and
t h e t r a n s p o r t a t i o n systerr
Corridor.
goals
and o b j e c t i v e s were e s t a b l i s h e d
Committee, and t h e S t e e r i n g Committee
w a s made u p o f t h e c i t i z e n s ,
already
a n a l y s i s , and
t h e D.C. D e p a r t m e n t o f P u b l i c W o r k s ,
Technical Advisory
which
and a e s t h e t i c
we c o n d u c t e d d e f i n e d , d e v e l o p e d ,
alternatives
The
the
landscaping
C o x A s s o c i a t e s who p r o v i d e d t h e
and a r c h e o l o g i c a l a n a l y s e s .
evaluated
in
Cress
E n g i n e e r i n g - S c i e n c e , who p r o v i d e d
This
in
c o n s u l t a n t team c o n s i s t e d o f
a n d D e l o n H a m p t o n & A s s o c i a t e s who f u n c t i o n a s t h e
urban design,
quality
De L e u w , C a t h e r
as Lynne Robinson has
pointed out.
Now, we t o o k
importance
these
-- b u t we d i d n ' t
them, t h e c i t i z e n s
t h e way t h e y were
goals
rank
a n d we r a n k e d
them, t h e c i t i z e n s
on o u r S t e e r i n g C o m m i t t e e .
ranked.
them i n
The most i m p o r t a n t
ranked
And t h i s i s
goal
i n this
�115
study
was:
1.
To
achieve
community s u p p o r t .
2.
To
provide cost-effective
3.
To
improve
the highway
system.
4.
To
enhance
the q u a l i t y
of
highway
system
improvements.
adverse
To
preserve
6.
To
unite
o f t h e C&O
Georgetown's
t h e two
evaluate,
am
going to t a l k
criteria
was
select
about
north
p r o c e s s was
the four
and
final
used
to
alternatives
tonight.
tier
or l e v e l ,
seven concepts
t h a t were
Community S t e e r i n g
At
and
the f i r s t
used to s e l e c t
alternatives
both
and,
Canal.
discuss,
At
were
avoid
h i s t o r i c resources
Georgetowns,
A three-stepped or tiered
I
and
environmental effects.
5.
south
life
developed
several
key
from a wide
criteria
variety
i n coordination with
of
the
Committee.
the second
increased
l e v e l or t i e r ,
and
the four
t h e number o f
alternatives
were
evaluatior
selected
from those seven.
The
now,
i s the
third
which
i s the t i e r
E n v i r o n m e n t a l Impact
most c o m p r e h e n s i v e
selecting
tier,
criteria
one
preferred
Now,
i f I may
Statement.
and w i l l
alternative
have
we
be
used
are at
I t has
right
the
to a s s i s t i n
from t h e s e
four.
the l i g h t s , I would
like
to
use
�116
some s l i d e s t o
help
described
the
a l t e r n a t i v e s and
(A s l i d e
The
were
A
presentation
a l t e r n a t i v e s t h a t we
four
r e f i n e d by
the
s p e c i a l study
and
of
Foggy B o t t o m end
connections
was
also
impacts.
follows:)
community o v e r
the
the
are
discussing
tonight
a period
of
near
Rock C r e e k
completed
the
several
during
this
months.
Park
refining
stage.
The
which
are
Impact
door,
four
a l t e r n a t i v e s which
described
Statement
in detail
and
i n the
that brochure
Lynne has
draft
that
just
mentioned,
Environmental
you
picked
up
at
the
are:
The
No-Build A l t e r n a t i v e .
The
Rehabilitated
The
New
The
At-Grade or
Let's
Elevated
start
the
Elevated
Freeway A l t e r n a t i v e .
Freeway A l t e r n a t i v e
Ground L e v e l
and,
Arterial
description with
the
Alternative.
No-Build
Alternative.
This
a l t e r n a t i v e i s designed
structure
as
base
against
line
changes
can
i s .
be
This
decking of
include
the
No-Build A l t e r n a t i v e w i l l
which
the
e f f e c t s of
the
i m p r o v e m e n t s w o u l d be
operational
could
leave
the
existing
provide
other
a
proposed
measured.
Minimal
facility
The
to
and
safe
e i t h e r an
facility.
The
through
overlay
costs
made t o
the
deck
keep
design year
or
for these
the
2006.
a complete
re-
improvements
�117
could
r e a c h as
were
$31.3
m i l l i o n i f a complete
redecking
accomplished.
The
of
much a s
any
No-Build
land or
I would
Whitehurst
Looking
foreground
the Canal
and
you
underneath
the
Whitehurst
Freeway
see
the
close
Key
the
one
You
acquisitio
you
can
see
can
see
t o t h e Key
the major
note
D o d g e W a r e h o u s e on
the
on
the
Bridge
The
connections
also
the
in
the
at
Freeway
there i s a light
passing
ramp g o i n g
up
from
Bridge.
corner of Wisconsin
can
of
Key
the Whitehurst
Road w h e r e
B r i d g e , and
of
views
today.
Avenue and
concerns
proximity to h i s t o r i c
district.
a couple
the Georgetown W a t e r f r o n t .
into Canal
can
t o show y o u
Freeway
connecting
you
like
to the e a s t ,
Road end,
At
require
buildings.
Now,
existing
A l t e r n a t i v e would not
the
we
have
structures
right,
northwest
lower
in this
within
that's
K
a
the
Street,
study,
historic
historic
corner of Wisconsin
and
K
Street.
The
include
road
it,
connections
a ramp f r o m
that
passes
i f you
will.
the
Whitehurst
in front
There
anywhere.
elevated
p a r k i n g l o t s , and
Park
end
--
that's
t o 1-66
of t h e Kennedy C e n t e r , o r
Some o f y o u
Freeway
Rock C r e e k
Freeway
are also
d o n ' t go
the Whitehurst
near
two
have
unconnected
seen
a ramp c o m i n g
i f you
were
going
behind
ramps
them o p e r a t e
from
1-66
westbound.
the
back
that
as
to
�118
The
next
freeway.
This
widen the
alternative
existing
on
either
is Alternative
freeway
require
an
the
Bridge
end
Exxon
unused
the
eastbound
the
this
feet,
and
four
alternative
design
alternative,
C&O
side
a
feet
of
Canal
end,
Canal
road,
would
standards.
tunnel,
C a n a l and
Park
Rock C r e e k
a
Ne
new
Road
and
j u s t west
i s $99.4
commercial
of
s l i d e , which
The
Alternative
which
of
K
five
existing
feet
The
alternative,
removed
estimated
require
land
and
cost
acquisition
the
Street,
and
for
taking
which
of
of
a
i s shown
in
businesses.
alternative
The
i s 15
would
3401
houses
third
AA.
acres
at
this
million.
alternative
structure
in
d e s c r i b e d w o u l d be
ramp s h o r t e n e d .
and-eight-tenths
existing.
this
north
1-66
alternative
one
rehabilitate
eight
c u r r e n t highway
ramps I p r e v i o u s l y
This
by
by
elevated
station.
the
this
structure
under the
Near the
two
I t would
widening,
to
of
pass
w o u l d e m e r g e on
this
the
exception
t u n n e l , would
the
A.
rehabilitated
side.
Even w i t h
Key
i s the
i s a new
structure
l o w e r and
This
i s the
only
c u r r e n t highway
design
16
elevated
w o u l d be
feet
replaced
than
would pass
under
Bridge,
the
one
lane
of
which would
the
standards.
N e a r Key
alternative
wider
freeway,
eastbound
on-coming W h i t e h u r s t
Freeway
meet
Canal
Road
traffic.
�119
T h i s would
and
allow
the elimination
the Whitehurst
of that
Freeway, or M S t r e e t
light
and
a t Canal
the
Road
Whitehurst
Freeway.
New
connections
allow westbound
near
26th
Street.
Pennsylvania
traffic
Northbound
existing
Circle,
appearance of t h i s
l a n d w o u l d be
This
w o u l d be
unoccupied.
is
you
freed
this
Exxon
36
from M
would
exit
Street
at
access
One
Canal
Road
physical
to the freeway
two c i t y
acquisition
and would
blocks
displace
of
two
residences i s
a t 3631 and
the Exxon s t a t i o n .
i n the
use.
require
think
change
Nearly
of these
b u t you
Freeway a t
3633
M Street.
I t
of i t as M S t r e e t
They
are just west
as
of
construction
time f o r t h i s
alternative
would
months.
the fourth
street
of land
are located
Alternative
is
would
station.
The
be
end
closed.
f o r non-highway
residences.
go w e s t p a s t
allow
end o f t h e f r e e w a y .
a l t e r n a t i v e would
They
officially
traffic
a dramatic
four and-two-tenths acres
family
1-66
ramps t o t h e W h i t e h u r s t
T h e r e w o u l d be
single
to access
1-66
& K S t r e e t s , which currently
from Washington
of
Creek Park
Avenue.
The
25th
M Street
n e a r t h e Rock
and
a t ground
F, the a t - g r a d e or g r o u n d - l e v e l
final
level,
alternative.
i t w o u l d be
A six-lane
similar
arterial,
arterial
to M Street
and
�120
would
be
replace the existing
t h r e e new t r a f f i c
level.
Traffic
signals
from
or lower-level
S-shaped
ramp f r o m
to
those
At
would r i s e
and
Whitehurst,
connections
I just
33rd
Street,
to carry
of
this
would
land
at
traffic
new f a c i l i t y
time
Road w h i c h
forthis
differences
were both
cannot
a r e made
that's
This
AA.
now
o f s i x and o n e - h a l f
structure
these
Impact
impacts
today.
design
The c o s t
acres of
located
The c o n s t r u c t i o n
the significant
alternatives.
Road
r e s i d e n c e s on
described earlier.
summarize
arterial,
alternative
a l t e r n a t i v e w o u l d be a p p r o x i m a t e l y
First,
Street
AA.
end, t h e proposed
i s $96.6 m i l l i o n .
however, o f a l l these
you
Park
are similar
and Canal
and t h e two s i n g l e - f a m i l y
between
Environmental
v i a an
ground-level
much t h e w a y t h e y
d i s p l a c e the commercial
I will
28th
Key B r i d g e
t o Key B r i d g e
require the acquisition
3401 K S t r e e t
Canal
near
t o t h e new e l e v a t e d f r e e w a y ,
and would
a t ground
i fyou w i l l ,
the arterial,
N e a r t h e Rock C r e e k
similar
facility
described f o rAlternative
make t h e c o n n e c t i o n s
is
this
would
Key B r i d g e .
other
that
along
There
northbound Key B r i d g e would r e a c h t h e
arterial
The
elevated f a c i l i t y .
30 m o n t h s .
impacts
or
A detailed discussion
c a n be found
i n the draft
Statement.
I will
talk
during a typical
about t r a f f i c .
afternoon
see i ti n the s l i d e ,
This slide
rush hour.
most o f t h e l i c e n s e
shows
Although
plates
�121
are
from
Virginia
shortcuts
and Maryland.
t o Key Bridge
of Georgetown.
cent by t h e y e a r
This
traffic
this
traffic
slide
would
improve
over
growth because
the traffic
situation
2006 t r a f f i c
are
shown i n g r e e n .
the
rehabilitated
the
extent of t r a f f i c
This
near
because
and
Canal
Road
travellers
longer
face
It
that
a
2006.
Much o f
as 28th
Street.
would
a r e already near
alternative
i n the year
alternative
diversion
n o t show
capacity.
would
2006.
slightly
Increases
would s l i g h t l y
to local
would decrease
and M S t r e e t
traffic
intersection
desiring
area
a r e shown i n o r a n g e a n d d e c r e a s e s
alternative
the existing
per-
project.
As y o u c a n s e e by t h e amount o f
freeway
t h e Key Bridge
20
areas of the projected
as M S t r e e t ,
freeway
street
except
map o f t h e s t u d y
s t r e e t s , such
they
rehabilitated
the year
forthis
volume growth by t h e y e a r
Many o f t h e m a j o r s t r e e t s , s u c h
The
year
i s a schematic
g r o w t h w o u l d b e on l o c a l
t h e back
grow a p p r o x i m a t e l y
The orange i n d i c a t e s
traffic
much o f t h i s
Road t h r o u g h
looking f o r
anything t o the freeway
2006, t h e d e s i g n
network.
20-percent
and C a n a l
Without doing
normal maintenance,
These a r e d r i v e r s
t o turn
green,
reduce
streets.
delays,
intersection.
particularly
This i s
l i g h t a t the Whitehurst
Freeway
w o u l d be removed and b e c a u s e
left
o f f o f Key B r i d g e would
no
signal.
s h o u l d be noted
that
a l l the "build"
i s A, AA a n d F , a s s u m e a b a l a n c e d
M Street.
alternatives
I n other
�122
words, there would
n o t be
a reversible
center
lane
on M
Street
during evening rush hours.
The
is
the
AA
new
-- w o u l d
study
entered
slightly
area.
This
M Street
i n other
similar
locations
A.
this
Circle,
that would
for this
ramps w o u l d
area.
diversion,
in
have
create
in
to
additional
or
The
the large
traffic
o f f s e t by
F r e e w a y w e s t o f Rock
very
alternative
--
that's
amounts o f
and P e n n s y l v a n i a
T h i s w o u l d be
f l o w more
K Street
t o go
i t performs
elevated
increase
The W h i t e h u r s t
Alternative
would have
This would
As y o u c a n s e e by
Whitehurst
by
this
delays
such as Memorial Bridge
near M Street
p r o p o s e d new
see
--
Avenue.
the s l i d e
would
traffic
i s because t r a f f i c
to the r e h a b i l i t a t e d
Alternative
the
overall
or P e n n s y l v a n i a Avenue.
Except
in
increase
from Washington
Constitution
on
freeway a l t e r n a t i v e
t h e f r e e w a y f r o m t h e ramps a t 2 5 t h and K S t r e e t s ,
other words,
delays
lower elevated
Avenue,
volumes
orange
the
considerably
reduced t r a f f i c
on
C r e e k , a s shown i n g r e e n .
Freeway and C a n a l
Road
intersection
smoothly.
at-grade a r t e r i a l
F -- w o u l d
section
alternative
decrease t r a f f i c
This
now,
volumes
of the former Whitehurst
the green.
—
this i s
on
the lower
Freeway, as you
i s b e c a u s e t h e r e w o u l d be
additional
traffic
lights
t o s l o w down t r a f f i c
capacity.
However, d r i v e r s
would
still
look
and
can
three
reduce the
for shortcuts
�123
through
neighborhood
congestion
s e e n by
and
delay
areas
outside
causing
than predicted
the increased
As w i t h
in
streets,
orange north
the elevated
the study
even higher
under
levels
normal growth
as
of M S t r e e t .
freeway
area would
alternative,
increase
due
delays
to the
closure
of the 25th
S t r e e t ramps and
t h e added p r e s s u r e
reduced
capacity
t h e new
arterial.
t i v e would
on
limit
Comparing
and
Freeway —
effectiveness.
that's
net
F --
AA
--
together,
and
looking
a t land-use
A l l the "build" alternatives
area.
slide
shows e x i s t i n g
t h e amount o f
The
up o n e
land
rehabilitated
and
seven-tenths
acres
up
arterial
new
elevated
three
and
three-fifths
--
F --
rehabilitated
eight
one
freeway
and n i n e - t e n t h s
and
a
a c r e s , and
acres.
alternatives
of land
would
increase
--
non-highway
alternative
-- AA
by
use i n the
would
of land
freeway
one-half
acres
land
available for
freeway
The
free
provide
impacts which vary
study
free
--
disadvantage.
this
purposes.
New
in transportation
t h a t would
alternative,
--
No-Build
The A t - G r a d e A l t e r n a t i v e o r A r t e r i a l
Now,
increase
area.
the
the
comparable
alternative
of
This alterna-
i n the study
t h a t ' s A --
-- a r e v e r y
i s the only
traffic
growth
a l l alternatives
R e h a b i l i t a t e d Freeway
Elevated
at-grade
a l l traffic
of
—
A --
would
f o r non-highway
--
alternative,
the
No-Build
would
at-grade
The
use
not a f f e c t
set aside
and
the
f o r the
potentia
�124
Georgetown W a t e r f r o n t
The
wider
along
would
require
potential
new
Park.
e l e v a t e d freeway
i t sentire
Waterfront Park
once
a g a i n , w o u l d be
than
the e x i s t i n g
approximately
today
and
this
land.
a r t e r i a l , which
31 f e e t w i d e r
full
feet
o n e - t h i r d o f an a c r e o f
Whitehurst
two
eight
length than what e x i s t s
approximately
The A t - G r a d e
w o u l d be
i s the F
along
Freeway
acres of park
alternative
i t sentire
and w o u l d
length
require
land, potential
park
land.
The
is
F, would
potential
existing
At-Grade
eliminate
park
and
arterial
the e x i s t i n g
thereby
project
on
by b o t h
arterial
alternatives
A
high
would
for
t h e new
--
e l e v a t e d freeway
that's
two-story building
to f i t underneath
patterns
one-fifth
Harbor P r o j e c t ,
AA
also
Ramp o v e r
o f an a c r e
which
that
of
the
multi-million
development.
intrude into
F.
the s i x t h
I f either
and
the At-Grade
for a location
freeway
ground
same p l a n n e d
too
alternative
circulation
building
lane At-Grade a r t e r i a l
of those
under-
s t u b w o u l d be
e l e v a t e d freeway
This
be
F.
i n t e r f e r e w i t h the planned
of that
Alternative
t h e new
and
planned
t h e abandoned Potomac R i v e r
and w o u l d
Key B r i d g e
again,
the Georgetown W a t e r f r o n t , would
affected
neath
return
once
easement.
The Washington
dollar
alternative
alternatives,
proposed
AA
or
F,
�125
were
selected, this
designed
or,
p l a n n e d b u i l d i n g w o u l d h a v e t o be
i f constructed,
M o v i n g on
This
a
slide
very
and
are
which
not
The
t h a t we
the
density
The
vary
yellow
examined.
two
and
of
archeological
resources
green
in this
shows h i s t o r i c
i n s i g n i f i c a n c e --
resources.
vary
study
area,
structures
"in significance"
"insignificant."
shows t h e
Most o f
Georgetown H i s t o r i c
are
taken.
to h i s t o r i c
area.
historic
sites
they
shows
re-
potential archeological
the
District
potential historic
study
and
area
is in
in addition
districts
zone
the
to
that,
identified
in
there
Foggy
Bottom.
All
affect
of
some o f
the
these
a l t e r n a t i v e would
the
new
resources.
adversely
ramp c r o s s i n g e a s t
passing
the
"build" alternatives
underneath
l o c a t i o n of
The
the
the
new
historic
of
freeway because of
The
the
resources
elevated
the
s t r u c t u r e s by
s t r u c t u r e along
Key
new
that are
the
C&O
Key
and
Bridge.
freeway
because
the
This
i t appears
next
to
the
wider
alternative,
and
is
today.
adversely
northern
edge
deck.
F, w o u l d
b e n e f i t many o f
improve
these
removing a major portion
of
the
S-ramp
waterfront.
The
of
tunnel
a l t e r n a t i v e would
l o w e r and
District
Canal
Bridge
ramp a s
freeway
adversely
rehabilitated
the
west of
At-Grade a r t e r i a l
Georgetown H i s t o r i c
individual
of
proposed
affect
the
impact
Canal
elevated
The
would
new
the
�126
crossing
C&O
the
Canal
with
C&O
near
the
F
C a n a l , would have
Key
Bridge.
Now,
i s a major
alternative
F would
appearance
from
This
slide
of
Avenue and
Wisconsin
i f you
Dodge W a r e h o u s e .
similar
new
only
was
facade
added
during
lower
you
can
the
freeway
the
--
were
of
the
The
the
Georgetown,
the
on
facility
arterial
two
blocks of
--
the
historic
alternative
alternative,
cast
corner
on
A,
the
the o v e r a l l
that's
AA,
are
overall
appearance.
would
make
o r new
elevated
i n other words,
o f an
at-grade
of cosmetic
further blend
freeway
i f an e l e v a t e d
level
alternative,
treatments could
be
i n w i t h the w a t e r f r o n t
process.
Near Rock C r e e k
at-grade
southeast
towards
and
--
this condition.
instead
design
"a" view
see, the No-Build
alternative,
selected,
selected
final
study.
shows
K Street,
rehabilitated
to help the
city
view
structure
o r some o t h e r t y p e
the
the view
e l e v a t e d freeway
minor improvements
alternatives
in this
a r e s t a n d i n g on
e l e v a t e d freeway
freeway
issue
i n t h e amount o f shadow t h e y
of
If
a
As
rehabilitated
appearance
The
on
S-ramp a s s o c i a t e d
s i g n i f i c a n t l y improve
shows t h e
as
very
i s the
impact
Virginia.
looking west
the
this
o f t h e w a t e r f r o n t and
particularly
and
adverse
alternative.
Aethetics
At-Grade
an
Park, both
that's
AA
and
the
new
F -- w o u l d
l a n d f o r non-highway
elevated
free
purposes,
up
and
nearly
greatly
�127
improving
enhance
the area
aesthetics.
t h e v i e w f o r Foggy
many p e o p l e h a v e c a l l e d
Noise
related
study
noise
area.
that's
A --
Bottom
i s a major issue
and the n o - b u i l d y e a r
of the
elevated
2006
slower, would have
take
engines
change
or anxious
all
noise
levels.
--
all
to the
elevated
existing
entire
m o d e l t h a t we
traffic
w o u l d be
impacts that
gets
as w e l l
Federal
have used does
such as s t a r t - u p
area would
into
not
primarily
are getting
I have
moving
However, t h e
talked
selected,
a s t h o s e who
account.
significantly
because the
stricter.
about to t h i s
point
there w i l l
be
o f Georgetown
use the freeway
would r e q u i r e
of
significant
and
daily
commuting.
The N o - B u i l d a l t e r n a t i v e
not
of
However, d u r i n g c o n s t r u c t i o n
impacts both to the residents
Bottom,
--
found along the
i n the study
for cars
alternative
temporary
i n the
freeway
people honking t h e i r horns,
long-term impacts.
whatever
Foggy
lower noise
quality
standards
The
pollution
-- AA
similar
under any o f t h e a l t e r n a t i v e s ,
emission
are
levels
levels
from stop-and-go
Air
freeway
F because the t r a f f i c
Administration
noise
of noise
Traffic
freeway.
Alternative
Highway
study.
No-Build, the r e h a b i l i t a t e d
a n d t h e new
removing what
junction."
in this
i s the major source
The
significantly
r e s i d e n t s by
the "spaghetti
s t r u c t u r e s , would have noise
length
T h i s would
s i x to
for
�128
24
months t o c o n s t r u c t .
only
two
during
that
lanes of the
I f a complete redecking were
Whitehurst
Freeway would
c o n s t r u c t i o n t o accomodate the
i s the
diverted
rush hour d i r e c t i o n .
to other
streets,
primarily
remain
peak d i r e c t i o n
A l l other
done,
open
flow,
t r a f f i c would
M Street
and
be
Roosevelt
Bridge.
The
Alternative
rehabilitated
A
--
which
of d i s r u p t i o n very
There
w o u l d be
the
new
traffic
these
could
be
--
that's
to
Rock C r e e k
maintained
the No-Build
of
Park
i n the
alternative.
construction to
and
t h e C&O
two
build
Canal.
peak d i r e c t i o n
But
during
phases.
The
total
approximately
36
The
At-Grade
of the
the
similar
additional year
ramps n e a r
alternative
i n c l u d e s a redecking would have
years
an
freeway
peak
arterial
and
e l e v a t e d freeway
--
There
quality
impact
F --
Whitehurst
non-peak
routes.
once a g a i n , would
be
months.
new
existing
c o n s t r u c t i o n time,
would
--
would both
Freeway.
t h a t ' s AA
require total
detoured
a significant
associated with
such
and
the
demolition
A l l t r a f f i c , both
d i r e c t i o n , w o u l d be
a l s o be
--
noise
demolition
to
and
in
other
a i r
and
construction.
The
require
F
--
36
new
e l e v a t e d freeway
months t o
approximately
30
c o n s t r u c t and
months.
Alternative
AA
--
the At-Grade a r t e r i a l
I f either
of
these
would
--
alternatives
�129
were
selected,
services
presented
I mentioned
i n the draft
just
attempted
I
the
lights
now
such
as s p e c i a l
transit
KELLY:
Enevironmental Impact
to give
you a very
information i s
Statement
brief
attention.
Thank you v e r y
I indicated
on w i l l
call
a l lof this
and
summary.
I f I can have
on?
As
I
earlier,
thank you f o r your
MR.
f r o m now
measures
o r d e t o u r s c o u l d be c o n s i d e r e d .
As
I have
mitigation
have
on R o b i n s o n
earlier,
five
C.
minutes
Jones.
much.
the individual
t o make t h e i r
witnesses
presentation.
�130
T E S T I M O N Y OF ROBINSON C. J O N E S , BADER CONDO
U N I T OWNERS' A S S O C I A T I O N
MR. J O N E S :
an
irate
citizen,
Association.
I am R o b i n s o n J o n e s
a n d t h e B a d e r Condo U n i t
I am s u b m i t t i n g
five-minute
time
first
So, I would
one.
support
of
o f Plan
on b e h a l f
limit
F with
a new E n v i r o n m e n t a l
only
like
Owners'
an e i g h t - p a g e
allows
Impact
statement.
The
me t o g e t t h r o u g h t h e
t o read
certain
of myself,
from t h a t statement i n
m o d i f i c a t i o n s , and i n support
Study
to include
those
modifications.
Since
N.W.
Twice
work
July
each
o f '78, I have
day,five
a t t h e 2400 b l o c k
cross
s i x lanes
Route
29 p a s s i n g
pedestrian
days
a t 2515 K S t r e e t ,
a w e e k , on my w a y t o a n d f r o m
o f E S t r e e t , I must t r y t o s a f e l y
o f high-speed
car and truck t r a f f i c
theintersection
level.
lived
Understandably,
o f 25th
o n U.S.
a n d K on t h e
t h e stop
lights
a r e timed
t o move t h e g r e a t e s t v o l u m e o f i n t e r s t a t e
vehicular
Consequently,
on t h e c u r b ,
the
at
pedestrians
median, w i t h
cars
rates i n excess
have
long w a i t s
and t r u c k s c l o s i n g i n opposite
o f 100 m i l e s
traffic.
o r on
direction
an hour.
I m o v e d i n t o Mr. H o w a r ' s b u i l d i n g , t h e B a d e r , i n
1978
he
put
a s o n e o f 96 t e n a n t s ,
built
i t i n t h e 19 3 0 s .
three
Swarthmore
some o f whom h a d l i v e d
I soon
o f h i s many r e s i d e n t i a l
learned
there
since
t h a t Mr. H o w a r h a d
b u i l d i n g s , t h e Bader, t h e
a n d t h e Y o r k , up f o r s a l e
t o developers.
A l l of
�131
these
several
having
t o vacate
But
tenants
locate
the
on
step
tenants were
some o t h e r
i n s t e a d , u n d e r D.C.
dollars
o l db u i l d i n g s .
o f the tenants
place
law —
threatened
to live.
thank
goodness
able
the
I t w a s a monumental t a s k on t h e
and i tc a l l e d
f o rgreat
who, o v e r
creative
m a n y , many
t o r e s p e c t each o t h e r ' s
t o d i s c u s s and decide
—
to organize,
efforts
months
m a n y , many m e e t i n g s , d e m o n s t r a t e d w h a t I c o n s i d e r
ability
with
i n f i n a n c i n g , buy and r e h a b i l i t a t e
p a r t a n d many o t h e r s
laudatory
and
and f i n d
four m i l l i o n
their
with
o f Hower's
o f t h e Bader and t h e Swarthmore were
50-year
part
hundreds
a
needs and d e s i r e s ,
t o u g h , compex q u e s t i o n s
a t each
o f t h e way.
I
am h o p e f u l
common i n t e r e s t
by t h e r e s i d e n t s o f these
a g a i n be accomplished
residents
t h a t what was accomplished
i n the
two b u i l d i n g s , c a n
i n t h e common i n t e r e s t
by a l l t h e
o f t h e West E n d , Foggy Bottom, Georgetown
neighborhoods:
Respect
and
making
tough
can
f o r each
other's
needs
residentia
and d e s i r e s
d o i t i f we t r y .
For
has
passed
d e c i s i o n s i n t h e common i n t e r e s t .
the past
directly
twenty
through
Georgetown neighborhood.
car
and t r u c k t r a f f i c
therefore
i ssafely
22nd, 2 3rd,
and 24th
y e a r s , U.S. I n t e r s t a t e
t h e West End-Foggy
K S t r e e t passes
separated
Streets.
R o u t e 29
Bottom-
Most b u t n o t a l l o f t h i s
along
I t h i n k we
high-speed
below and
from p e d e s t r i a n
traffic
B u t f o r more t h a n
on
twenty
years
�132
it
has
been a l l o w e d
unseparated
been
and
operators
with
and
52
49
children
their
only
one
years,
5,000 c a r s
twenty
25th
and
and
trucks
i n the
of
last
14
at
personal i n j u r i e s ,
and
T h i s seems t o be
MR.
KELLY:
Mr.
MR.
JONES:
Very
and
K
per
and
K.
120 ,000
vehicle
Department
seven
has
major a c c i d e n t s
Over the
past
ten
intersection
computer has
no
report
a strange omission, but
Jones,
you
cars
long-standing
for
place at this
the
has
for pedestrians,
Police
months, of
a c c i d e n t s have taken
fatalities.
Our
25th
This
dangerous
a l l ages,
passengers.
intersection
y e a r s to endure
i t e v e r y day.
i s unconscionably
women, a n d
the
of
level.
o f more t h a n
moving through
hazard
reports,
intersection
West End-Foggy Bottom-Georgetown neighborhood
trucks
men,
at
rates
f o r c e d f o r more t h a n
traffic
the
a t the p e d e s t r i a n
At
hour, our
to pass
h a v e one
on
—
minute
remaining.
This
from
the
place.
this
every
this
the
for.
room w i l l
injury,
redesign
and
no
more
never
and
paragraphs.
limb
should
and
federal
authorities
one
in this
room, h o p e f u l l y ,
H o w e v e r , i f we
be
two
to l i f e
insane design which
city
But which
responsible
in
long-standing hazard
original
approved by
good, o n l y
permit
results
have
i n the
been
first
was
i t to remain,
everyone
responsible for every accident, for
for every
i s completed.
fatality
that
takes place
after
�133
Twenty y e a r s
long
last,
necessary
on
the city
c a n move t o c o r r e c t t h a t m i s t a k e .
The
F
none o f t h e o t h e r s .
that
the reasons
I have w i t h
Association
leaflet
s t a t e d on b o t h
me, I s p e a k
i n favor of Plan
I hope e v e r y
and t e l l
MR.
KELLY:
Mr. J o n e s ,
to
w a s made a n d now, a t
c o r r e c t i o n s c a n b e made o n e i t h e r P l a n AA o r P l a n
For
the
ago, t h e mistake
the stenographer?
The
next
sites
of a
leaflet
f o r t h e B a d e r Condo U n i t
F,
Owners'
modified.
one o f y o u w i l l have a chance t o r e a d
us what you t h i n k .
Thank you v e r y
would you give
m u c h , Mr.
Jones.
a copy o f y o u r
Thank you.
witness
w i l l be M e l v i n
Ogden.
statement
�134
T E S T I M O N Y OF M E L V I N OGDEN
MR. OGDEN:
T h a n k y o u , Mr.
My name i s M e l v i n
Street,
of
N.W.
I would
theWhitehurst
There
streets
hour.
like
Many
i s v e r y heavy
cars
enbables
with traffic
greatly
during the afternoon
desiring
rush
t o go t o
24th
Avenue, making a r i g h t
Streets,
turn a t
them t o r e a c h Route 6 6 , Route 5 0 ,
Using
our streets,
lights,
traffic
alleviated
through
stop
m o t o r i s t s have t o
signs which
of Alternative
Corridor
Study
M Street
a t 26th
Bridge.
This
and
signs which
which
our residential
i f t h e D.C. o f f i c i a l s
features
stop
on t h e r e s i d e n t i a l
delays
traffic,
fuel.
The
save
traffic
using our s t r e e t s ,
t h e GW P a r k w a y .
waste
terminus
t o t h e f r e e w a y , on t o t h e R o o s e v e l t B r i d g e .
This
contend
about t h e e a s t e r n
v i a t h e Roosevelt Bridge, use 23rd,
2 7th S t r e e t
be
t o speak
a t 730 2 4 t h
Freeway.
New H a m p s h i r e a n d V i r g i n i a
and
I reside
o f Foggy B o t t o m , e s p e c i a l l y
Virginia
and
Ogden.
Kelly.
would
AA a n d F o f t h e W h i t e h u r s t
provides
Street,
streets
f o r a new c o n n e c t i o n
could
adopt t h e
Freeway
from
l e a d i n g t o 1-66 a n d t h e R o o s e v e l t
new c o n n e c t i o n
c o u l d be f r e e
of traffic
lights
would expedite t h e flow o f t r a f f i c and
fuel.
The
the west
side
r o a d w a y c o u l d b e l o c a t e d down
t h e embankment on
o f t h e park, near
south
Rock C r e e k ,
of M
Street,
�135
which would help
26th
the
Street, facing
east
view
side
and h e l p
I
Alternative
to
t o overcome t h e o b j e c t i o n
reduce
of traffic
t h e D.C.
a t 25th
entry
the transmission
very
heavy,
pollution
officials
eliminations
on
i tfrom
adopt t h a t
would
on
include
their
noise.
part
of the
the entry/exit
and K S t r e e t s ; V i r g i n i a Avenue t o
t o K S t r e e t v i a 27th
on K S t r e e t
i n t e r s e c t i o n a t 25th
including
and v i b r a t i o n s
Street.
This
would
and o t h e r Foggy Bottom s t r e e t s .
dangerous one f o r p e d e s t r i a n s
is
be p l a n t e d
t o reduce
AA, w h i c h
The
could
conceal
ask that
traffic
Trees
o f t h e roadway w h i c h would
the freeway
eastbound
the park.
of residents
and K S t r e e t s
crossing
many l a r g e
that
K.
Traffic
trucks
result
i sa
that
very
on K
create
Street
noise,
i n damage t o s u r r o u n d i n g
structures.
Many m o t o r i s t s
Washington C i r c l e
per
is
exceed
d r i v i n g w e s t on K S t r e e t
the posted
hour and a few o f them f a i l
r e d . Many o f o u r r e s i d e n t s
this
i n t e r s e c t i o n t o attend
25th
and P e n n s y l v a n i a
establishments
to
this
limit
o f 30
living
south
of K S t r e e t use
other
Avenue i n t h e nearby
and h o t e l
guests
north
t o do t h e i r
s h o p a t t h e many e s t a b l i s h m e n t s
community.
of K
i n t e r s e c t i o n t o go t o t h e K e n n e d y C e n t e r ;
Safeway
light
t h e S t . Stephens Church a t
on P e n n s y l v a n i a
the Watergate
miles
t o s t o p when t h e t r a f f i c
A v e n u e a n d t o v i s i t many
Many r e s i d e n t s
use
speed
under
Street
t o go
food m a r k e t i n g , and t o
i n the Watergate
complex.
�136
The
i n t e r s e c t i o n a t 25th
the
extension
behond
26th
residents
plan
at
The
Street.
a petition asking
a s k t h a t t h e D.C.
leading
b e made s a f e b y
under Washington C i r c l e
I w a s o n e o f t h e many
f o r the Whitehurst
connection,
the
of the tunnel
signing
I
and K S t r e e t s could
Bottom
include
i n their
Study
D E I S a new
Corridor
o f f of M S t r e e t a t 26th,
leading
elimination of the e n t r y / e x i t to the Whitehurst
25th
a n d K, a n d t h e e a s t b o u n d
adoption
quality
of these
of l i f e
entry
f e a t u r e s would
just
for this.
officials
Freeway
Foggy
to
t o 1-66,
Freeway
to K S t r e e t v i a 27th.
g r e a t l y improve t h e
f o r t h e r e s i d e n t s o f Foggy
Bottom.
Thank you.
MR.
the
KELLY:
stenographer
The
Thank you v e r y
a copy
next
much.
D i d you
give
of the statement?
witness
will
final
be K e n n e t h
G.
Carroll.
�137
T E S T I M O N Y OF KENNETH
MR.
CARROLL:
G.
My name
at
2424 P e n n s y l v a n i a
Avenue,
up
onto t h e K S t r e e t
CARROLL
i s Kenn
Carroll.
I
live
an apartment house which backs
Freeway.
I am h e r e a s a r e s i d e n t ,
Foggy
Bottom
t o make a p l e a
24th
and 26th
Streets.
The
original
long-time resident, of
f o r submerging
mistake
F r e e w a y w a s made l o n g b e f o r e
in
the D i s t r i c t
matter
Foggy
then to avoid
it
in
between
24th
Foggy
o f t h e Whitehurs
a real
I t would have been
government
a
small
damage t o t h e n e i g h b o r h o o d o f
correction
local
Bottom was b i s e c t e d by a C h i n e s e
and 26th
i s not too l a t e
the
existed
between
Bottom.
Instead,
wall
great
i n the planning
there
o f Columbia.
K Street
to correct
now w o u l d
government
f o r the benefit
the errors
o f commuters.
o f t h e 1960s and
e n c o u r a g e t h o s e o f u s who
to witness
But
believe
another achievement of that
government.
The
traffic
handling
splendid
the
District
example
has already
i n t h e modern s e n s e ,
expediting
W h a t we p r o p o s e
26th
16th Street
of underpasses a t the c i r c l e s
neighborhoods w h i l e
extension
made n o t a b l e a d v a n c e s i n
i n Foggy
t h e motor
Bottom
o f t h e underpass a t Washington
Street.
By l o w e r i n g
i s a
which
preserve
vehicle
traffic.
i s simply
Circle
t h e road bed f o r only
an
west to
two
short
�138
blocks
long
and c o v e r i n g
last
be
removed.
One
million
low
estimate
of the cost of such
i s ludicrously
high.
i n the United
In
tiles,
case,
y o u n e e d no
of the access
t o lower
interstate
use of marble,
Most i m p o r t a n t l y , t h e
ramps w o u l d be m o s t
d e s i r a b l e --
not
p r o t e c t the neighborhood
B o t t o m h a s s u f f e r e d enough
f o r commuters.
t h e 1960s w i t h
addresses
$30
traffic.
Foggy
raceway
a l l the
elaborate
s o on.
costs but to further
from commuter
at
States.
a i r c o n d i t i o n i n g , and
elimination
only
this
a tunnel
Everyone i s aware of the b a s i c
c o s t o f e a r t h moving, as w i t n e s s
highways
of
the roadway, the Chinese w a l l would a t
Now
i t i s time
with
the
present
to c o r r e c t the
mistakes
an e q u i t a b l e and e c o n o m i c a l s o l u t i o n w h i c h
the neighborhood needs
as w e l l
as those of the
commuters.
I
Association
support
t h e m o t i o n s o f t h e Foggy
r e c e n t l y w h i c h recommend t h e D i s t r i c t
consider
the Alternatives
AA
24th
26th
K.
and
Bottom
S t r e e t s and
Thank
MR.
and F w i t h
a tunnel
you.
KELLY:
Thank you v e r y
The n e x t w i t n e s s
much.
i s Ben K l o t z .
of Columbia
between
�139
T E S T I M O N Y OF
MR.
if
I ' l l
KLOTZ:
I
am
and
a Proffesor
I
It
support
against
the growing
tunnel
street
out
S o , we
24th
have
apartment
and
another building
So,
increasingly
AA
M
K
Streets.
Street.
insulate
Street
heard
buildings
K Street a c t u a l l y cuts
need
to extend
the K
off
Street
to 27th S t r e e t , s i m i l a r to
tonight.
along this
i s on
of
more i n s u l a t i o n i s n e e d e d
This
of
buries
residents
the
i n the
segment o f t h e roadway
--
line.
K S t r e e t ' s burgeoning
harms t h e h e a l t h
i s known t o r a i s e b l o o d
through
of r e s i d e n t s
pressure,
traffic
i n these
and
the p r o b a b i l i t y of death
or i l l
pollution
i s also
property values
known t o d e p r e s s
millions of dollars at stake
apartments,
high blood
increases
are
Bottom
because i t
a r e needed t o
of e a r s h o t o f the thousands
ten
Noise
a t 2 6 t h and
through-flow.
from
Plan
f r e e w a y a t 2 5 t h and
However, even
o t h e r comments y o u
Street.
the i n c r e a s i n g l y harmful e f f e c t s
o f Foggy Bottom.
westward
a t 2403 I
p r o p e r t y owner i n Foggy
of these features
from
traffic.
arm
and
I live
ramps t o t h e
through
an
Klotz.
I wonder
tonight.
the W h i t e h u r s t Freeway
both
neighborhood
leg i s hurting,
K Street
o p e n s t h e r a m p t o 1-66
Now,
our
my
Economics.
these entry
also
way
resident
of
KLOTZ
across
name i s B e n
a long-time
closes
The
make i t b a c k
My
BEN
health.
along K Street.
pressure
Noise
and
So,
there
there
�140
are
real
real
benefits
benefits
from
from
Nations
seen
poorer
t o do
And
cited
than
now e x p e c t e d
by most
difference
estimates
in
rate
overstatement
rates
Statement
than
of
the s i x
inflation
o f c o s t s i n 1988.
law s u i t s
i n that
at several
or
something
effects
issues
really
need
n o t enough
i n some
overlooked.
due t o t h e
of the noise pollution.
evidence
sense,
are largely
here
cost
of variation
So, t h e r e i s r e a l l y
We h a v e h u m a n h e a l t h
that
key junctures
down t h e r a n g e
when t h e t u n n e l ' s b e n e f i t s
Moving
year.
So, these s t u d i e s
t o say the tunnel i s too c o s t l y
debilitating
T h e $30
a n y e v e n t , we a l l k n o w i n e c o n o m i c s
review t o narrow
fortunately
year of construction.
t o 1990 t h r o u g h
the cost estimates.
especially
cost
Impact
rather
overstatement
the engineering studies.
to date
i s i t suddenly
the actual
i n assumed
are often subjective
independent
in
back
a 43-percent
In
offending
experts.
i s t h e assumed m i d - p o i n t
causes
over
Why
Environmental
inflation
compounds t o a 2 6 - p e r c e n t
the mid-point
-- a n d I h a v e
some o f t h e s e e s t i m a t e s .
i n the draft
This
States
t o d i g o u t and deck
speaking of the cost,
assumed a t e n - p e r c e n t
This
the United
here?
c o u l d b e much l e s s
percent
than
That i s ,
construction.
S o , w h y c a n ' t we do i t t o o ?
costly
million
noise pollution.
the tunnel's
i t -- h a v e c h o s e n
streets.
too
reduced
S o , i f we
�141
say
in
that
i n some s e n s e
the wealthiest
country
v a l u e d human l i f e .
found
i t wanting,
Now,
study
this
tunnel i s too c o s t l y
i n t h e w o r l d , we h a v e
We h a v e w e i g h e d
t o use a b i b l i c a l
do we w a n t
to build
implicitly
i ti n t h e b a l a n c e and
phrase.
t o do t h i s
now w i t h o u t
further
of the tunnel, i s the question.
I
several
offer
these
c o m m e n t s a s o n e who h a s
cost-benefit studies f o rvarious agencies
U.S. G o v e r n m e n t o v e r
MR.
KELLY:
Robert
the last
15 y e a r s .
Thank you.
Alcorn?
conducted
of the
Thank y o u .
�142
T E S T I M O N Y OF
MR.
1010
25th
ROBERT ALCORN
I am
ALCORN:
Street,
Robert Alcorn.
the Swarthmore,
i n the
I live
Bottom.
The W h i t e h u r s t
to
Freeway has
long been
the densely-populated
residential
neighborhood
which
i t passes
Bottom
that
f o r m o r e t h a n 27 y e a r s ,
t h e f r e e w a y has had
watched
the
at i t seastern
traffic
same t i m e ,
steadily
Foggy
area
into
one
work
hard
As
a
deterrent
I am w e l l
increase
of the b e t t e r
a safe
through
a resident
aware
from a
in-town sections
and e n j o y a b l e
Foggy
effect
I have
to a saturation
emerged
of
of the
upon t h e n e i g h b o r h o o d .
Bottom has
t o promote
end.
at
point.
At
low-income
whose
place
residents
i n which
to
live.
One
o f my
prime concerns as Neighborhood
Chairman has been w i t h
to
the freeway.
the
freeway a t 26th
safety
parts
of the
S t r e e t was
reality,
muggers
--
the
ceiling,
floor which
stairway
—
under
pedestrian
to entice
K Street
adjacent
passage put
locals
a t 26th
underpass serves
i t s bad
lighting,
forms a haven
has
as a
under
to pass
Street
to
deterrent,
i t s refuse-
for street
landscaping, which serves
a s some o f o u r r e s i d e n t s
It
i n the areas
Bottom.
i t s leaking
littered
its
underground
under K S t r e e t
In
with
An
crime committed
Watch
drifters,
as a h i d i n g
have
and
place for
found out.
i n d e e d f o r c e d many o f o u r r e s i d e n t s
to
�143
walk
who
t o 25th
live
S t r e e t o r 24th
i n the area
constant
realize,
heavily travelled
Many o f o u r c i t i z e n s
to cross.
with
are older
trouble
out
f o r p a r c e l s , packages, or
you read
With
increased
People
cross
traffic
problem
I
just
traffic
even a t 26th
at that
to grocery
where
corner.
o f f o f 24th
Street, with
S t r e e t , our l o c a l
over.
people
The people
K Street.
shop o r t o t h e subway,
also
deal of
area.
fully
realize
t o maintain
that
the freeway
order
it
c o n s t a n t l y , as i t has been s i n c e
at
the expense
do
vote
the central city
of our local
i s a necessity
business
I have
core.
lived
B u t must
t h e r e , be
p e o p l e who d o p a y t a x e s a n d
constantly?
Alternatives
extension
solution,
little
seen
Avenue have t o c r o s s
in
tunnel
have
watching
S o , y o u s e e we h a v e h a d a g r e a t
i n this
a problem.
purses.
lifted
t o Pennsylvania
K Street.
less
my c o l u m n , y o u h a v e o f t e n
the increased
going south
i s often
much
o f t e n w a l k way o u t o f t h e i r way t o c r o s s
going north
freeway with t h e
a n d many o f o u r c i t i z e n s
even c r o s s i n g t h e s t r e e t ,
somebody's p u r s e h a s been
the
t h e wide
ramps, t h e r e
had
If
A n d &g a n y o f y o u
a
u n d e r K S t r e e t , may w e l l b e t h e b e s t
provided
that
o r no a d v e r s e
With
AA a n d F , c o m b i n e d p o s s i b l y w i t h
t h e r a m p t o 1-66 c o u l d
effect
the increased
on r e s i d e n t i a l
be p u t i n w i t h
housing.
development o f the area
north
of
�144
M Street,
in
something has to g i v e .
o u r own p a r t i c u l a r
those
will
o f y o u who
only
come t o r e a l i z e
it
will
or
s i x blocks
And w i t h
me,
four or f i v e
twenty
north,
one o f t h e A l t e r n a t i v e s
be
no g o o d i f p e o p l e
matter.
this
traffic
years ,
years,
that
four blocks
AA o r F c o u l d
A l l t h e Crime Watches
i n the area
a r e so busy watching
crossing the street
that they
and i t i s an o b v i o u s
set-up
look
north
help
will
out f o r t h e i r
no f u r t h e r
f o r " h i t men"
or
very
than
that
anything
i n our area.
I hope t h a t somebody w i l l
fight
the
the increased
i n the last
two b l o c k s
k e e p up w i t h
north.
i n this
point,
can't
w h a t we know a f t e r
us
else
live
become a n i g h t m a r e
To
lives
area.
We
t o make
extension
sure
look
forward
t h a t we do g e t some s o r t
t o the t u n n e l , perhaps,
AA o r F , s o t h a t we c a n b e g i n
normal people
again.
Thank you.
KELLY:
Patricia
Thank you v e r y
Chabrier.
of r e l i e f i n
o r one o f t h e o t h e r
alternatives,
MR.
or help
much.
to live
as
us
�145
T E S T I M O N Y OF
MS.
lived
CHABRIER:
i n Foggy Bottom
together with
in
my
feel
that
account
the
i n the
views
the
and
around i t .
Unlike
go
Freeway
Street
of
ordinary
2 5 t h and
church,
N
residents
must c r o s s
i t to
to
Queen Anne L a n e , t h e
the
day
the
live
go
care
taken
one
N.W
children
into
public
on
our
areas
the
Whitehurst
and
and
shops
cetera.
the
north
playground
on
along
playground
side
on
Watergate s t o r e s ,
center
touches
living
schools
et
project,
that
must c r o s s
Library,
who
young
in other
S t r e e t s , the
West End
H u g h e s Mews,
citizens
we
to work, to
live,
redesign
i s the
Corridor,
Kennedy C e n t e r ,
et
lives
have
redesign.
living
Those
and
K
900
s h o u l d be
Freeway
I
I now
families with
concerns
on
and
19 77.
residents
Georgetown, the
Street
years.
the
s w i m m i n g p o o l on
Street,
13
Freeway
Whitehurst
to
daily
Chabrier
daughter, at
whole Whitehurst
the
Freeway
last
owned s i n c e
Whitehurst
most d e e p l y
K
and
Foggy Bottom s e c t i o n
the
Patricia
f o r the
husband
CHABRIER
o t h e r Foggy Bottom
our
Of
in
I am
a t o w n h o u s e w h i c h we
Like
I
PATRICIA
25th
and
of
26th
the
K
Streets,
cetera.
Crossing
hazardous.
The
give
time
little
children
and
K
Street
traffic
to
elderly
with
races
slower
young c h i l d r e n
along
the
pedetrians
persons.
Also,
to
is
street.
cross,
vehicles
very
Traffic
including
are
light
youn|g
continually
�146
trying
with
as
t o beat
the squealing
they
attempt
aftermath
black
at
the lights.
and t r u c k s
and K S t r e e t s
as they
f o r us.
Qute a p a r t
i ti s quite
undesirable
trucks
and t h e
and emit
The e x i s t i n g underpass
alternative to the
from t h e a p p a l i n g
uncleanli-
of the steps.
unsafe because of i t s frequent
In
use of
elements.
K
Street
i s truly
a barrier to us.
Thus, the redesign
24th
accelerate
i t i s n o t n e g o t i a b l e b y many b e c a u s e
addition,
associated
from heavy
at a red light,
i s not a usable
crossing.
the noise
especially
t o stop suddenly
of cars
Street
ness,
of brakes,
fumes, a r e a nightmare
26th
25th
I n addition,
and 26th
Streets
than an a e s t h e t i c
of the Whitehurst
issue
us
and o u r c h i l d r e n ,
in
of the K Street
f o rus.
section
Freeway
I t i s an i s s u e
the
Whitehurst
offer
view, of t h e four
Freeway
redesign,
u s some l o n g o v e r d u e
situation
of safety for
on K S t r e e t
because
of
the t r a f f i c
the parkland
extension
along
provide
o f the tunnel
F a n d AA
traffic
f o r the closing
and K S t r e e t s , d i v e r t i n g
F a n d AA a l s o
26th
Alternatives
t o an i n t o l e r a b l e
from o u r neighborhood
Alternatives
the
only
they
t h e e x i t / e n t r y r a m p s on 2 5 t h
preservation
a l t e r n a t i v e s proposed f o r
relief
of
of
o f community
i s much m o r e
the city.
I n my
and an i s s u e
between
Street
to M
some
Street.
provide
f o r an
and a r e compatible
increase
with
from t h e Washington C i r c l e
to
�147
beyond 26th
elements
Street.
I strongly feel
of A l t e r n a t i v e s
neighborhood because
which
was
their
the main reason
alternatives
by
In
M
of
Street
ANC
order
ramp, I f e e l
impact
the
parkland
any
M
other
than
26th
commercial
However,
of our
F and
I am
petition
included
one
told
too
think
ramp,
of these
two
s h o u l d be
i t does not
26th
AA
still
do
Building.
of over
that
26th
However,
be
put
o f a more l o g i c a l
on
I
a
Street.
not
elements,
s o l v e the main
r e s i d e n t s who
problem
extension of the
extension of
the
Street.
tunnel.
t u n n e l was
redesigning alternatives
fast-
signed
because
and
that
this
t h e way
d e p e n d s on
the
type
and
place
corner with
four lanes of K
900
to
S t r e e t between
positive
the
adversely
i s t h e enormous volume o f
middle
the
made
the
We
were
not
i t was
expensive.
built
our
of the o b j e c t o r s of
i s the only
for a l l their
I might say
t o be
Street
the Westbridge
which
along
i n the
amont t h e
considered
to the M
concerns
that
I cannot
requiesting
subsequently
to
rejection
portion along
neighborhood which
moving t r a f f i c
tunnel
a way
M Streets,
building
Alternatives
denied
ramp i s r e l o c a t e d , i t s h o u l d n o t
In fact,
and
not
positive
be
every e f f o r t
facing
residential
Streets.
f o r the
that
ramp i n s u c h
Street
should
position
t o meet t h e
the
the M
AA
these
2A.
design
if
F and
that
of
the
i t s cost i s calculated.
My
�148
understanding
tunnel
i s that the consultant
and t h a t t h e c o s t
of a simple
that
d i d not require v e n t i l a t i o n
bear
load
expensive
other
than
matter.
grossly overpriced the
tunnel, covered
and was n o t i n t e n d e d
p e d e s t r i a n s , w o u l d b e a much
The way i n w h i c h
the cost
been c a l c u l a t e d i s a l s o q u e s t i o n a b l e .
question
average
to
of the base p r i c e ,
annual
1988.
high.
less
Such
cost
assumed
Finally,
reconstruction
a year
p r o j e c t i o n seems
I feel
that
the cost
i s too expensive
-- c o r r e c t l y
viable
o f any
i fi t brings
freeway
no
improvement
i n terms
against
what
of lack of
to the city
r e v e n u e s by way o f
and t o t h e p r e s e r v a t i o n o f t h e c i t y
alternative
to the l i f e
i n these
S t r e e t t o beyond 26th
proposition.
of the tunnel
a n d p o l l u t i o n on t h e o n e h a n d , a n d i n t e r m s o f
Measured
24th
costed
i t s residents contribute
taxes
considerab^.
i n the study.
Foggy Bottom r e s i d e n t s must endure
property
from 1982
o f a t u n n e l w o u l d t h e r e f o r e be
-- m u s t b e m e a s u r e d
what
f o r an
unreasonably
extension
noise
from t h e
projection provides
The c o s t
safety,
less
apart
t o o u r damaged n e i g h b o r h o o d .
the
to
o f a tunnel has
Quite
increase of ten percent
The t r u e c o s t
than
the cost
an i n f l a t i o n
i n a way
i n the suburbs,
terms,
the tunnel
S t r e e t i s n o t an
Thank you.
MR.
KELLY:
The
next
Thank you.
witness
i s Richard
Palco.
as a
on t h e o t h e r .
extension
expensive
from
�149
T E S T I M O N Y OF
OWNERS AND
MR.
welcome
of
the
here
the
Bon
R I C H A R D P A L C O , BON
Good e v e n i n g ,
opportunity
f o r 16
Plaza
years
PLAZA
TENANTS
PALCO:
Wit
WIT
to
at
and
speak
24th
fellow
behalf
on
and
H
sufferers.
of
and
the
tenants
for myself,
former president
of
the
I
a
Foggy
resident
Bottom
Association.
During
growth of
of
this
George Washington
apartment h o t e l s ,
single
period,
family
residences
as
U n i v e r s i t y , the
the
general
and
houses
such
I have observed
rental
condos,
shift
the
increasing
from owner
buildings
rapid
occupied
to higher
and
the
the
"neighborhood" has
numbers
density
mixed commercial
and
residential.
The
increasingly
has
difficult
benefitted
reluctant
needs of
20
integrity
to
this
percent
per
capita
of
the
of
Association,
August
initiated
the
crossing
prompted the
the
residents
'73
as
Department of
been
environmental
included
providing
president
through
at
are
has
Government
the
in
the
largest
burden.
Association
K Street
that
been
District
t a x base but
residents
tax
tenure
The
s a f e t y , a e s t h e t i c and
District
D u r i n g my
with
maintain.
increased
the
group of
share
by
to
from the
consider
of
of
September
to
reduce
25th.
Three
the
the
Foggy
Bottom
'75,
action
was
hazards
accidents,
Transportation,
associated
one
following
fatal,
a
lot
of
�150
support
to
of the
address
Honorable
concerns.
our
They
north
Jerry
The
established
Moore, C o u n c i l m a n
total
one
way
H u g h e s Mews t o K
one
way
strobes
a t 25th
and
Washington C i r c l e
And
2 4th S t r e e t
25th
Street
Street
Street
one
as
and
north
safety,
K
traffic
flasher
a d d e d some
way
streets
a throughway
a t the
"No
with
e a s t end
flashing
of
the
signs
Freeway
and
have e l i m i n a t e d the
diverted
trucks
and
on
them t o
24th
of K onto the Whitehurst
the
f a r from
and
of
25th
This
improved
d e s i r e d which
b r i d g i n g the
using
23rd
from
Freeway.
h o w e v e r , i t was
use
commuters
e n t r y o f commuters
25th
was
and
intersection.
District
overpass
Government s t a t e d
e l i m i n a t e d i t as
a viable
Department o f T r a n s p o r t a t i o n took
see
lights
Through Truck"
f o r the
e l i m i n a t e d the
The
of the
from
crossing.
construct a pedestrian overpass
K Streets
Street
north.
the Whitehurst
Streets,
25th
underpass.
they
The
to
on
were:
Street.
Added a c a u t i o n
to
north
n o r t h on
T h e y a d d e d some l a r g e r
the
actions taken
large,
o f K to P e n n s y l v a n i a Avenue.
Established
25th
at
i f the
Only
improvements
one
strobe
a
remains;
the
expense
option.
" w a i t and
significantly
light
that
see"
reduced
the
The
approach
the
through
hazards..
truck
�151
signs
on
have been
removed
from
t h e 24th
2 5 t h a n d K a r e on t h e i n c r e a s e .
attention
to the t r a f f i c
to
f o r moving v i o l a t i o n s .
patrol
District
concern
f o r the safety
Following
23rd,
to
23rd
v i a H.
and H every
a r e not s t a f f e d
N o t much t o s a y f o r t h e
of their
prime t a x p a y e r s .
on 2 4 t h
from
Street
This created a t r a f f i c
evening
between
24th t o
i s required
grid
4:30 a n d 5 : 4 5 .
stop
a t 24th
lock a t
Prior
to the
a n d H, t h e game
" c h i c k e n " was p r e v a l e n t .
By
was
t h e way, t h e reason
a n a c c o m o d a t i o n t o G.W.
t h e nwe m e d i c a l
23rd,
for
24th,
I a n d H.
the safety
created
areas
of their
on t h e b l o c k bounded b y
foradditional
a n d New
are permitted
on
25th.
a t the intersection
luck and sheer
passage d u r i n g t h e rush hour.
and s a f e t y
c o n s i d e r a t i o n by t h e
Hampshire has c r e a t e d a v i r t u a l
Only
the residential
T h i s added i n c o n v e n i e n c e
explosion of t r a f f i c
pedestrians.
concern
apartment h o t e l s
passage w i t h i n
and h a s been a g i v e n token
The
2 4th
approval
-- no b u s e s
the construction of
prime t a x p a y e r s .
the problem o f tourbus
District
closure
N o t much t o s a y f o r D i s t r i c t
o f Foggy Bottom.
hazard
f o rthe I Street
t o permit
school building
District
for
The p o l i c e
south
e s t a b l i s h m e n t o f t h e four-way
of
and t h e a c c i d e n t s
Commuters a r e n o t p a y i n g
the closure of I Street
t h e commuter t r a f f i c
enter
24th
lifhts.
Street
Another
guts
"No Man's
permit
challenge
of
Land"
the occasiona
f o r the
�152
residents
o f Foggy
The
provides
Bottom.
trend
shows
hope t h a t
the trend
is
to alleviate
Circle
west
design
Freeway
With
grid
shows t h a t
use, neighborhood
socioeconomics
a l l of this
s h o u l d be e a s y .
going
"neighborhood"
from
Washington
I hope t h a t
this
t r i g g e r s a few memories and l e a d s
l o n g way t o w a r d c o r r e c t i n g
performance.
concerns
urban
such as
After
KELLY:
James P r i c e .
brief
historical
the decision
the residents
o f Foggy
the tunnel
a l l , s a f e , happy
Thank you very
much.
makers
Bottom
construction.
Government w i l l
t h e image e s t a b l i s h e d
t a x base.
MR.
concerns,
for the decision, the
p o s i t i v e performance by t h e D i s t r i c t
solid
safety,
t o Georgetown.
s e l e c t i o n O p t i o n AA, a n d p u r s u i n g
a
improve
and l o c a l
by
past
viable
O p t i o n AA s a t i s f i e s t h e
the direction of supporting
a
locks,
the inclusion of the tunnel
in
This
a t t h e Bon W i t
The only
o f Foggy B o t t o m a s a
and a e s t h e t i c s , plus
accessibility
review
redesign.
the t r a f f i c
study
the land
decision
We
i n Foggy
to the beginning of the Whitehurst.
The
safety,
to i t s residents
change d i r e c t i o n when t h e d e c i s i o n i s
re-establish integrity
O p t i o n AA w i t h
Government
minimum e x p e n d i t u r e .
will
made o n t h e W h i t e h u r s t
and
the D i s t r i c t
t h e minimum a c c o m o d a t i o n
B o t t o m -- u s u a l l y w i t h
option
that
residents
by
go
their
ensure
�153
T E S T I M O N Y OF J A M E S
MR.
at
953 25th
PRICE;
My name
making
that,
25th
I felt
who t u r n
an
S t r e e t one way n o r t h .
we w e r e e n t i t l e d
extremely
substantial
t o a. l i t t l e
accomplished
b i t o f peace.
a n d d a r t down t h a t s t r e e t .
restraint
t o keep out there
f o r any p l a n ,
I
head o f steam
the bastards
b a s i s and i tt a k e s
lived
time
g e t i t because even though
personal
I'm
The l a s t
A f t e r we
t h e c e m e n t t r u c k s , we h a v e
right
that w i l l
years.
m e e t i n g s , we h a d a f u l l
W e l l , we d i d n ' t
eliminated
i s James P r i c e and I have
S t r e e t f o r about twenty
came t o o n e o f t h e s e
on
PRICE
I take
we
today
this
on
an e x e r c i s e o f
uncorking
their
a n d t h a t means i n t h i s
heads.
case
AA,
not reduce, not minimize but eliminate the bastards
who a r e c o m i n g e a s t
on K S t r e e t , t u r n i n g
right
down
25th
Street.
Now,
the best
evidence
Foggy Bottom n e i g h b o r h o o d
I
spent
between
place
be
considerable
recessed
dedication
f o r the last
t i m e a n d money
landscaping
9 4 7 a n d 9 5 3 -- a n d y o u s e e i t r e f l e c t e d
t o enjoy
Now,
it
i s that
between t h e sidewalk
able
o f my
three
years,
the area
i nthe
I would
like to
i t i n peace.
i t looks
like
t o some e x t e n t .
and w o u l d be s a t i s f i e d
In
and t h e s t r e e t .
to the
AA, i f we c o u l d
I would
support
get K Street
that.
I do
support
with i t .
addition, that
25th
a n d K, a s e v e r y b o d y
before
�154
me h a s s a i d ,
there.
tunnel
try
i s a murderous p l a c e .
G o i n g w e s t on K S t r e e t t h e y
and i t ' s a c o n s t a n t
to avoid
substantial
i t because
risk,
tunnel
It's
an
underneath
dirty,
i t ' s full
the waits
hand,
I feel
front
I n fact,
a r e long
f o r us
i fanything
a
my w i f e
and I
elderly.
t o 26th
tunnel,
Street,
i s filthy.
cleaned
up o n
year.
i s g o i n g t o be done, t o
i t ' s mandatory
t h a t those
a r e g o i n g e a s t , t h a t come o f f o f 2 5 t h
ramps
S t r e e t , going i n
o f S t . P a u l ' s , a n d t h e one c o m i n g o f f t h e C i r c l e
have a b s o l u t e l y got t o be
eliminated.
Thanks.
MR.
Paul
KELLY:
Thank you v e r y
J . Kennedy.
damned
and t h e r e i s
i f y o u go down
times
deaths
out i n that
o f b o t t l e s and i t gets
improve t h e neighborhood
that
barrel
K S t r e e t , the walk
average o f about three
So,
hazard.
particularly
On t h e o t h e r
the
There have been
much.
down,
�155
T E S T I M O N Y OF
MR.
my
and
HANDYSIDE:
name i s H o l s e y
have
I have
ago,
ladies
lived
in-town
a t o w n h o u s e a t 2529
years
HANDYSIDE
Chairman,
Handyside.
Thirty-five
flow of automobile
Washington,
center
which
of Washington
since
favored the d e s i r e s
interrupted
aside
a safe,
passage
as i n s i g n i f i c a n t
engineers
of organizing
out o f
center city
the desires
and
suburb,
of c i t y
pollution-free
the
Bridge
for a quick,
and
the
downtown
r o u t e from
Georgetown t o t h e Key
o f commuters
between
reasonably quiet
and
neighborhoi
1962.
when t h e t r a f f i c
a commuter t r a f f i c
through
Bottom
residential
I Street,
commuters i n t o
they designed
and'gentlemen,
i n Foggy
freeway d e s i g n e r s addressed the problem
daily
set
Mr.
owned p r o p e r t y i n t h i s
specifically
and
H O L S E Y G.
unand
residents
which
for
residential
environment.
In
the
commuter was
1940s
king.
commuters and
Columbia
late
was
The
the
in-town
and
the e a r l y
1950s,
balance established
residents
overwhelmingly
the
between
of the D i s t r i c t
i n favor of the
suburban
of
automobile-borne
suburbanite.
As
Federal
of
the
the a u t h o r i t i e s
Government p l a n i n the
1990s,
t h e y must s t r i k e
commuter c o r r i d o r b e t w e e n
the
of the D i s t r i c t
in-town
residents.
the
The
and
the
19 8 0 s
f o r the t r a f f i c
a new
balance i n the Whitehurst
interests
future
flows
o f t h e commuters
configuration
of
the
and
�156
Whitehurst
residents
Freeway
must
accord equal treatment t o urban
and suburban
commuters.
Fortunately,
this
at first
task
might
appear
glance.
twice
a d a y f r o m home t o o f f i c e
on
a d e d i c a t e d commuter t r a f f i c
as
possible
districts
the
any urban
lying
to
traverse
the
into
track,
exactly
-- t h a t
as i t
t o move
rapidly
and e a s i l y
traversing
as q u i c k l y
neighborhoods
o r commercial
Surprisingly,
t h e same t h i n g
i s a dedicated,
for his
high-speed
which enables t h e auto-borne suburbanite
t h e urban
dweller's
modern-day e q u i v a l e n t
prevents
and back,
h i s determined path.
in-town r e s i d e n t wants
commuter t r a c k
T h e commuter w a n t s
residential
across
commuting c o l l e a g u e
i snot as d i f f i c u l t
residential
of a sealed
train,
t h e home o r o f f i c e - b o u n d c o m m u t e r
and degrading t h e q u a l i t y
neighborhood i n
of life
and which
from s p i l l i n g
i n h i s urban
over
residentiaj
community.
A modernized
substantially
do
the
this.
do
modified eastern
approach
proposed
Department o f T r a n s p o r t a t i o n
objective.
for the no-build
of
t h e suburban
of
meeting the needs,
could
t o date f o r
t o an u p d a t e d W h i t e h u r s t F r e e w a y
not accomplish this
except
together with
and w e s t e r n approaches
Unhappily, the a l t e r n a t i v e s
eastern
District
Whitehurst Freeway,
by t h e
and i t s c o n s u l t a n t
The s e v e r a l
proposals,
n o n - o p t i o n , accomodate t h e i n t e r e s t s
commuter b u t t h e y f a l l
the interests,
short
-- f a r s h o r t
and t h e d e s i r e s o f
--
�157
the
residents
My
closing
Circle
o f Foggy
neighbors
in Alternative
from
street.
B u t we
deplore
the
traffic
situation
and
exist
of the Whitehurst
and
tunnel
—
and
F,
and
and
freeway
the
26th
to
now
Streets
until,
to
westward
neighbors
designers
26th
will
serious
Street
i s relocated into
a
and
I a l s o warmly welcome
growing
generated
by
rapid
d e v e l o p m e n t o f t h e West End
connection
are
to the
especially
the park
high
tide
1950s.
era's
Roosevelt
of
Whitehurst
26th
Freeway
be
and
of
Interstate
traffic
o f f the
dedicated
66.
We
accompanying enlargement
and
the
raising
ramps w h i c h
of
of
the
memorialize
the
pro-commuter madness o f
the
a joy to convert
p r o f l i g a t e waste
commuter
community onto a
Street
of the pro-freeway,
I t will
flows of
Bridge
pleased w i t h the
area west
never-used
residential
Circle
the
and
of our
high-
Street.
large
streets
exist
below-grade
of the
local
to
Washington
26th
safety
portion
at-grade,
diversion
the
to
vehicular
continue
the present
to beyond
of
neighborhood
the extremely
i n s h o r t , the e x i s t i n g
i s extended
My
flow
of the
24th
Washington
reconversion
to a l o c a l
which
until
ramps a t
p e d e s t r i a n and
correct
i n the
exit
the
failure
C o r r i d o r and
commuter t r a f f i c
roadway
access
exceedingly hazardous
problems which
25th
AA
I warmly welcome the p r o j e c t e d
a high-speed
address
speed
and
of the Whitehurst
K Street
at
Bottom.
this
mute r e m i n d e r
taxpayer dollars
into
usable
of
that
green
�158
space.
But
far
at
the
failed
once
the
to
Whitehurst
design
an
respects the
a e s t h e t i c s and
residents
of
the
modification planners
1-66
access
imperatives
immediate
at
26th
the
and
of Virginia-bound
and
i n an
traffic
attractive
the
nearby park
to
the
absolute
An
the
could
any
of
the
To
s y s t e m a t i c and
proposed
the
block
which w i l l
accomodate
the
be
traffic
the
and
numbers
same
usable,
noise
designed
necessary
a t the
26th
time
level
portion
a i r pollution
the
a pedestrian
addressed
this
DoT
to
they
the
nor
the
the
s e t of problems
in
way.
Department
of
Freeway m o d i f i c a t i o n planners
But
with
mall
d e t r a c t from
however, n e i t h e r the
summary, I b e l i e v e t h e
of
ramp, c o u p l e d
S t r e e t between
r a t h e r than
effective
much.
access
M Street into
date,
alteration
interests
of
enhance
portation-Whitehurst
accomplished
which
the
ramp c a n
move t h e
reduce v i s u a l ,
c o n s u l t a n t has
In
accomplishes
fashion preserve
A v e n u e and
park.
Whitehurst
d e s i r e s of
M
minimum.
substantially
existing
and
environment,
access
M which w i l l
and
26th
so
engineers.
i m a g i n a t i v e l y designed
conversion
Pennsylvania
1-66
v e h i c l e s and
of
the
a r e a , and
I b e l i e v e t h a t an
built
of
freedom from t r a f f i c
moving o b j e c t i v e s of
and
ramp a t
have
h a v e much m o r e t o do
freeway
r e s i d e n t s of
and
Transhave
before
i t s approaches
the
meets
Foggy B o t t o m , as w e l l
as
�159
the
interests
of the
First
designers
and
suburban
commuters.
foremost,
must r e c o g n i z e
the
clearly
traffic
and
engineers
irrevocably
westward e x t e n s i o n of the Washington C i r c l e
urgent
and
crucial
Whitehurst
component o f
commuter c o r r i d o r .
commuter t r a f f i c
flow
at
Streets,
day
25th
and
as the
unsightly
26th
freeway
access
folly
i s proposing
dollars
after
Thank
A
will
failure
of the
to tear
be
as
to relocate
and
covered
KELLY:
Thank you
The
next witness
very
i s Nancy
left
generation
non-use.
you.
MR.
the
much.
Lambert.
more
us
of
the
the
roadway
short-sighted in
down, s p e n d i n g
years of expensive
the
t u n n e l i s an
1950s which
today's
that
reconstruction of
a depressed
ramps w h i c h
experts
25
into
any
and
our
the
traffic
taxpayers
�160
T E S T I M O N Y OF
TERRACES,
MS.
am
here
to
president
located
to
J E A N O ' B R I E N , POTOMAC P L A Z A
INC.
O'BRIEN:
present
of
Mr.
the
Chairman,
testimony
Potomac P l a z a
at
730
24th
present
our
position
Whitehurst
of
Terraces,
Jean
O'Brien.
N a n c y L a m b e r t who
a
188-unit
We
believe
than t r a f f i c
flow.
on
the
the
I appreciate
I
is
cooperative
Freeway.
the
S t r e e t , N.W.
I am
four
issue
t o be
viability
of
established
Whether the
selected
should
opportunity
alternatives for
decided
i s more
modifying
basic
I t i s :
Whether government has
the
the
the
protect
neighborhoods.
freeway
serve
a r e s p o n s i b i l i t y to
alternative that
i n t e r e s t s of
i s ultimately
a l l constituencies,
and
Whether the
integrity
and
the
of
transit
We
report
that
the
to
value
defend
of
the
convenience
of
the
the
property,
same
drivers
little
these questions
a l t e r n a t i v e s from t h a t
of
the
the
who
to i t s
i t s welfare.
answer to
none of
their
receive
neighborhood, c o n t r i b u t i n g
the
U n d e r two
the
f a m i l i e s should
nothing to
think
have examined
must
their
the
and
residents
neighborhood,
from government as
maintenance
we
their
safety
priority
merely
of
r i g h t of
four
perspective.
meets a l l of
alternatives, A
i s "yes"
and
our
and
We
concerns.
No-Build,
�161
Foggy Bottom w e s t
by
a
of
24th
S t r e e t would continue
four-lane expressway.
subjected
to the
through
traffic
at
Street
24th
Residents would
noise, congestion,
and
or
of
vehicles
transiting
and
continue
pollution
exiting
Virginia
t o be
into
the
dissected
to
of
be
both
neighborhood
Avenue t o
and
from
Virginia
and
the
New
freeway.
Residents
Hampshire Avenues
of
are
24th
especially
or e n t e r i n g the
freeway.
which
freeway
eastbound
Whitehurst,
Avenue.
Virginia
use
and
the
24th
by
i s the
legally
use
lane of
traffic
first
can
use
i t as
24th
exiting
street
to e x i t
the
a conduit
to
westbound
reach
to
on
freeway
T h i s s p r i n g , a p e d e s t r i a n was
the
injured
at
Kennedy
Center
Virginia.
traffic
southbound
Hampshire.
the west
affected
rush hour, d r i v e r s
northbound
Freeway
uses
traffic
During
the
K Street.
24th
Since
and
many e a s t b o u n d d r i v e r s
Virginia
via
Street
bound e a s t
lane of
24th
to
A pedestrian, walking
s i d e of
f o r the
reach
north
2 4 t h , m u s t c r o s s New
or
the
center v i a
south-bound
Hampshire p r i o r
New
on
to
performances:
Against
on
2 4 t h , one
on
New
Against
New
two
lanes of heavy
Hampshire,
a third
southbound
traffic,
and
lane of northbound
traffic
Hampshire.
After
performances,
the
process
reverses.
on
one
�162
The
spillover of traffic
t o and from t h e freeway-
h a s made t h e i n t e r s e c t i o n a t 2 4 t h , New
safety
of
hazard f o rpedestrians
community
dictions
Hampshire,
and i s d e s t r u c t i v e
i n Foggy Bottom.
Residents
enjoy convenient access
own a c c e s s
shops
preservation
of
policy
and, that
communities
suei
i s impeded by
public
residents
p o l i c i e s that
with
this
o f neighborhoods
of their
thinking.
through which
i n human
terms
lives
and t h e o r d e r l y
neighborhood.
pollution.
Litter.
compromise o f t h e i r
While
i ti s impossible
that
are destructive
Noise.
The
a
goal o f
others:
disruption
of their
Air
that
The N o - B u i l d and A
p a s s e s pay an enormous p r i c e
the convenience o f
The
believe
s h o u l d be an e x p l i c i t
a r e unwise and u n j u s t .
traffic
functioning
administrators
are not consistent
The
freeway
services —
i s so fundamental t o q u a l i t y o f l i f e
o f communities
alternatives
for
many p u b l i c
o f community
public
whose
traffic.
Today,
sense
residents
and community
t h e West End L i b r a r y and t h e Metro
relentless
juris-
t o t h e Kennedy C e n t e rv i a
of our pedestrian
as
of the sense
of other
our s t r e e t s a t t h e expense
t o neighborhood
and " I " a
physical
safety.
to translate this
price
�163
into
dollars,
which
affects
i ti s possible to see that
any p u b l i c
living
property
conditions, affects
When t h e f r e e w a y
waterfront
urban
in
forindustrial
and t h a t
human s c a l e
use.
Today,
s h o u l d be
re-establishe|d
prime w a t e r f r o n t property
residential/light
thinking
values.
i t w a s common t o z o n e
and/or commercial
planners believe that
communities
zoned
was b u i l t ,
commercial.
i s evident.
The N o - B u i l d ,
leave
the freeway
ideas
o f l a n d u s e and a b l i g h t
should
The i n f l u e n c e
on P h i l a d e l p h i a ' s S o c i e t y H i l l
Place
policy
of
be
this
and B a l t i m o r e ' s
and A a l t e r n a t i v e s
i n p l a c e , an o b s o l e s c e n t
on u n i q u e ,
reminder
Harbor
would
o f outmoded
scare waterfront
footage.
Alternatives
three
existing
freeway
some o f t h e c o n g e s t i o n
probably
option
t u n n e l beyond
reduce
provided
26th
existing
patrons
users.
could
traffic
on 2 4 t h
Avenue.
o r New
They
Hampshire.
on 2 4 t h w i t h o u t
would
remain
inconveniencing
accessible
Kennedy
t h e c e n t e r v i a southbound
Parkway, o r V i r g i n i a
Circle
E x t e n s i o n o f t h e t u n n e l would
as K or E Streets.
Alternatives
relieve
f o r e x t e n s i o n o f t h e Washington
The freeway
reach
steps would
AA o r F w o u l d b e m o r e a c c e p t a b l e i f
Street.
ramps, such
These
f o r the closing of
on K a n d on V i r g i n i a
non-local t r a f f i c
freeway
Creek
ramps.
would not reduce
Alternatives
either
AA a n d F p r o v i d e
v i a other
Center
1-66, Rock
Avenue.
AA o r F , w i t h
t h e t u n n e l , would
make
�164
Foggy
Bottom a s a f e r ,
t o be a j u s t
must
more l i v a b l e
community.
s o l u t i o n to the freeway m o d i f i c a t i o n ,
be w e i g h e d .
Thank you.
MR.
I f there i s
KELLY:
L e o n a M.
Thank you v e r y
Lennemann.
much.
this
fact
�165
T E S T I M O N Y OF LEONA M.
MS. LENNEMANN:
I am L e o n a L e n n e m a n n ,
living
a t t h e Potomac P l a z a
I have
lived
which
I
Martyr
signed
a petition
speak
Catholic
a s 24th
as a concerned
Church,
which
I am among
Street.
parishioner
church
o f S t . Stephen's
i s l o c a t e d a t 25th and
o f 25th
and K
b r i n g s deep c o n c e r n
who l i v e
i n t h e Potomac
a n d many o t h e r a p a r t m e n t
which
Streets
not only
Plaza,
b u i l d i n g s on 2 4 t h a n d
Streets.
Religious
services
7:30 a.m., 1 2 : 1 0 p.m.
minutes
return
which
order
t o reach
Avenue where
traffic
must w a l k
of vehicle
we c a n w a l k
n o r t h on 2 5 t h
intersection
t h e r e i s no t r a f f i c
intersect.
t o walk
traffic
Speeding
cars
f o r 45
rush
hours.
through
I d e s c r i b e below:
Street
a t 24th
light
are held
t o church and
of the t r a f f i c
t h e c h u r c h , we h a v e
a t t h e dangerous
Church
a n d 6:15 p.m. a n d c o n t i n u e
the peak-period
intersections
First,
arrive
a t S t . Stephen's
means p a r i s h i o n e r s
home d u r i n g
dangerous
of
N.W.
o f 43 y e a r s
T h e d a n g e r t o human l i f e
and K S t r e e t s
myself but t o persons
the Watergate
In
26th
now p r e v a l e n t a t t h e i n t e r s e c t i o n
as w e l l
at
Street,
requesting the extension of
t o beyond
P e n n s y l v a n i a A v e n u e , N.W.
25th
730 2 4 t h
presently
i n c l u d e s 2 3 y e a r s a t my p r e s e n t a d d r e s s .
t h e t u n n e l on K S t r e e t
to
Terraces,
i n t h e Foggy Bottom a r e a a t o t a l
t h o s e who h a v e
is
LENNEMANN
until
a n d New
and where
coming from
we
Hampshire
four lanes
eight
lanes,
�166
two
from North
Street;
24th
two
at
from North
Street,
Hampshire
rush
25th S t r e e t
as w e l l
Avenue
times,
and
own
two
w h i l e we
at
danger
where
for
trucks
and
pedestrians
We
south side
for
the green
step
the
cross
At
at
traffic
walk
the vehicle
Street,
this
and
as w e l l
traffic
across
t o go
right
the avenue
Avenue and
minimize
24th S t r e e t
light
to
or
to
24th
left
arrive
Street.
at this
the space
and
onto
24th S t r e e t
tunnel
t h e n we
m u s t s t e p up
location
available
an
to reach
overpass.
walk
We
across
eight-inch
wait
the
cement
the sidewalk overpass
over the tunnel
must a g a i n w a i t
Street
Avenue
above
tunnel.
We
24th
of the
i n o r d e r t o g e t up
w h e r e we
New
to walk.
s t r e e t w h e r e we
present
South
Hampshire
a 7-Eleven Store
s t o p and
from
from North
turning
p r o c e e d w a l k i n g n o r t h on
the
vehicle
cars
lanes
24th
intersection.
cars
Hampshire
by
two
to claim h i s right
t r y to walk
i s increased
and
from South
s o u t h o f New
destination with
pedestrians
lanes
of cars
at this
trying
t h e n o r t h s i d e o f New
The
lanes
lanes
a l lmeeting
desired
two
24th S t r e e t
a s two
Each d r i v e r
his
and
to reach the north
f o r a green
light
b e f o r e we
side
can
street.
time s i x lanes
also
two
as two
lanes
lanes
of cars,
of cars
of cars
t i m e s a l l meet a t t h i s
two
from
from South
North
24th
from Washington
intersection
of
Circle
North
�167
24th
and
desired
K Streets,
each
driver
d e s t i n a t i o n whether
Some c a r s
from
is
frightening
a very
trying
i t be
to turn
to h i s
n o r t h , s o u t h , or
west.
t h e s o u t h w a n t t o c o n t i n u e n o r t h and
and
confused
traffic
own
so
situation
there
as
a
result.
This
major
degree
because
Streets
which
through
our
on
confusion of vehicle
this
cross
over the
street
before the
the
Street
west
request
cars
speeding
The
wait
45
light
f o r a green
I hawe t i m e d
time
We
and
toward
us
i t by
my
the
street.
As
the eyes
are seven
lanes
light
of
button
punching
a walk
sign,
a n d we
citizens
f o r 15
speed
t o 18
see
the
being
seconds
i s not
to a r r i v e
the time
trucks,
--
sufficien
completely
element
i s shining
i s magnified.
including
at
the
light
when t h e sun
the danger
of cars,
the
This
grow o l d e r ,
especially
of the d r i v e r s
side
after
on
to
to 2 5th
seconds
second-hand watch.
becomes more d a n g e r o u s ,
there
to the west
f o r a person w a l k i n g a t normal
across
in
route i s to walk
remains
for
red again.
as t h e y t r y t o b e a t
"WALK" s i g n
Pedestrians
dare take courage
turns
must c r o s s
K
Freeway
t u n n e l must w a i t
i n o r d e r t o punch t h e t r a f f i c
corner.
changed.
light
another dangerous
K S t r e e t s w h e r e we
25th
24th S t r e e t
to a
ramp a t 2 4 t h and
streets.
c o n f u s i o n t o s t o p b e f o r e we
the
i s created
to enter the Whitehurst
Foggy Bottom r e s i d e n t i a l
Two,
and
of the e x i t - e n t r y
permit cars
the walkway
all
traffic
Sometimes
whose
�168
drivers
stop
and speed motors
our w a l k - a c r o s s
area.
a s we t r y t o w a l k
Many
south
K Streets
and
evening
Nurses
this
pedestrians are constantly
employees
and must w a l k
i n order
dangerous
t o board
a new B r i s t o l
Hotel
now b e i n g
o f 1984 —
and a l s o
late
fall
26th
and K S t r e e t s
Four
and K S t r e e t s
Kennedy C e n t e r ,
and
at
rush hours
residing
a t h o t e l s on
Seasons , The Guest Q u a r t e r s , and
renovated
f o r occupancy i n
new c o n d o m i n i u m s b e i n g
crossing.
Sightseers residing
Office
persons
who w i s h
S t r e e t must u s e t h i s
The
before
the
the
they begin
their
Memorial,
b u i l d i n g s on C o n s t i t u t i o n Avenue.
to attend religious
dangerous
alternatives
on
on
t o Watergate,
L'Champ's R e s t a u r a n t , t h e S a f e w a y ,
and t h e Post
built
f o r improvement o f
down 2 5 t h S t r e e t
Federal historical
those
morning
on P e n n s y l v a n i a A v e n u e .
S t . P a u l ' s E p i s c o p a l Church between
time
both
tour t o t h e S t a t e Department, t h e L i n c o l n
other
Also,
25th
i n c r e a s e s t h e need
P e n n s y l v a n i a Avenue w a l k
walking
a c r o s s t h e dangerous
buses
and v i s i t o r s
—
Howard J o h n s o n
live
situation.
P e n n s y l v a n i a Avenue
25th
executives
a t t h e Columbia H o s p i t a l a r e included i n
Tourists
the
and c i t y
c r o s s - w a l k d u r i n g peak
working
fearful
across the street.
federal
of K Street
and
We
a t the very nearest line to
24th
services
and 25th
on K
crossing.
presented
t o us a t t h e p r e s e n t
f o r the redesign o f the Whitehurst
Freeway
Corridor
�169
appear g r o s s l y
as w e l l as
pedestrian
Alternative
toward
a
streets
a
new
inadequate
F or
reduction
of
to
tunnel
increase
the
residents
streets
a
church
and
at
l e a s t suggest
traffic
We
MR.
Street at
the
some
on
possibility
the r e s i d e n t i a l
proposed
26th
with
Street
plan
in a
to
have
southboun
adopted.
f o r the
who
large
and
must c r o s s
is particularly
We
to
Freeway
situation.
myself
traffic
the
extension
would
enormously
i n c r e a s i n g number
K Street
and
of
other
Bottom.
reside
from us.
vehicular
I associate
vehicular
visitors
walk
our
under Washington C i r c l e
safety
and
with
connection, coupled with
now
people.
Whitehurst
away
is
i n Foggy
r i g h t to
which
from M
new
This
elderly
safety.
of
1-66
This
the
deal
Foggy Bottom, p r o v i d e d
connection
direction
of
AA
to
as
important
taxpayers
in a safe
and
for Children
property
n e i g h b o r h o o d w h e r e we
Pennsylvania
Avenue w i t h o u t
in i t s present
form has
Now
i s the
correct
ask
for a safe
KELLY:
time
Thank
Thomas M i l l e r .
owners
to
future.
you.
fear.
taken
this
can
that
and
have
attend
The
right
�170
T E S T I M O N Y OF
OF
THOMAS M I L L E R , P R E S I D E N T OF
BOARD
D I R E C T O R S , K N I G H T S B R I D G E COURT CONDOMINIUM
ASSOCIATION
MR.
I am
MILLER:
President
of
Mr.
the
C h a i r m a n , my
Board of
Directors
C o u r t Condominium A s s o c i a t i o n .
corner
of
25th
neighborhood
and
of
We
acceptable
position
and
to
2A
by
K
ANC
2A,
elsewhere
alternative
End
that
the
none o f
the
of
our
Foggy
proposed a l t e r n a t i v e s
endorse
the
new
an
be
area
no
that
the
position
S p e c i f i c a l l y , we
tunnel
the
ramp i n F o g g y
years
has
been
s h a r e when i t comes
1
ANC s
Bottom
required
to
traffic.
do
not
favor
a westward
under Washington C i r c l e
w e r e done i n s u c h
off at
irresistible
the
a way
circle,
pressure
extension
as
advocated
that
since
f o r a new
of
i t
access
to
obviously
access
ramp
neighborhood.
i t came down t o
so
freeway
over
its fair
commuter
i n the
If
West
the
is
i f this
create
i n the
Freeway
S t r e e t were c l o s e d
would
condominium i s a t
Whitehurst
f a r more t h a n
K Street
agree with
replacing
H o w e v e r , we
the
Knightsbridge
there
that
accomodating
the
i t stands.
as
West End,
do
ANC
or
of
city.
generally
renovating
Our
S t r e e t s , N.W.,
our
Bottom-West End
for
M
name i s T h o m a s M i l l e r .
f a r as
our
i d e n t i f y i n g the
neighborhood
choose A l t e r n a t i v e A w h i c h ,
l e a s t damaging
i s c o n c e r n e d , we
i n t e r e s t i n g l y enough, i s
the
would
�171
alternative
p r e f e r r e d by most o f t h e o r g a n i z a t i o n s
from
Georgetown t h r o u g h whose neighborhood t h e main a l i g n m e n t
the
freeway
passes
We
i n i t s entirety.
prefer Alternative
ramp s t u b s
A a l s o because
unused
the
a m o u n t o f s p a c e c o n s u m e d b y t h e 1-66 r a m p s , t h u s
their
least
i n c l u d i n g a new
politically
and
the No-Build
a r e AA a n d F d u e
r a m p -- among o t h e r
who a r e a d v o c a t i n g
to think there
urge,
reasons.
AA o r F a r e b e i n g
i s any r e a l i s t i c
Alternative
signals,
i n any c a s e ,
chance
disproportionate
i s p r e f e r a b l e t o AA
25th
and 26th
In
provide
a l l along the
conservative.
crossings
s i d e w a l k s , and a bikeway.
s u m m a r y , Mr. C h a i r m a n , we c o n s i d e r
would be towards
vehicular
amenities
landscaping,
c o r r i d o r , i n c l u d i n g much s a f e r
Streets, wider
t o be e s s e n t i a l l y
presented.
g r e a t l y improved
and p e d e s t r i a n
Street-Whitehurst
And
creating
F.
traffic
at
freeway
t o be a d o p t e d , o w i n g t o t h e i r
Even
We
K
naive
either
cost.
o f L S t r e e t and reduce
desirable alternatives
M o r e o v e r , we t h i n k t h o s e
for
remove
parkland.
The
to
i n the vicinity
i t would
the
additional
of
I t s cost of
our position
implementation
t h e low end o f t h e range o f e s t i m a t e s
I t w o u l d be c o m p a r a t i v e l y
traffic
a net gain
during
the period
i n park
i t would not continue
of construction.
and o t h e r
to treat
non-disruptive of
community
unfairly
I t would
facilities.
a neighborhood
�172
that
historically
areawide
upon
traffic
has paid
f l o w by
a heavy
forcing
price
i n the cause
y e t another
freeway
of
ramp
i t s residents.
T h a n k y o u , Mr.
present
our
MR.
Chairman,
for this
views.
KELLY:
Maggie
Cox.
Thank you v e r y
much.
opportunity
to
�173
T E S T I M O N Y OF MAGGIE
MS. COX:
Jefferson
Tenants'
and
My name i s M a g g i e C o x .
House a t 922 24th
seven years
and I s e r v e d
neighbors
two
here
i n the Whitehurst
proposals
would b r i n g
lived
a t the
there f o r
o f t h e J e f f e r s o n House
t h e tenant-sponsored
purchase
o f t h a t b u i l d i n g f o u r y e a r s ago.
the belief
represented
I live
I have
as president
condominium c o n v e r s i o n
offered
Street.
Association during
I share
COX
o f many o f my F o g g y
that of the four
Freeway C o r r i d o r
any r e l i e f
Bottom
alternatives
Study
E I S only
t o r e s i d e n t s o f Foggy
Bottom.
Specifically
Alternatives
entrance
and
and e x i t
ramp, w o u l d o f f e r
pedestrian
as
Circle
I have both
motorists
light
a t New
just
t r a f f i c , noise,
a i r pollution,
attempting
Hampshire Avenue d u r i n g
experienced
speed around
and w i t n e s s e s
the c i r c l e ,
to cross
morning
many n e a r
rush
misses
ignoring a red t r a f f i c
of a significant
number o f p e d e s t r i a n s
the cross-walk.
Many o f t h e s e
have
freeway
my n e i g h b o r h o o d a n y
as a pedestrian
and t h e presence
entering
Street
risk.
Personally,
hour,
only
a t a l l from an i n c r e a s i n g l y i n t o l e r a b l e
o f commuter a n d t h r o u g h
Washington
I believe that
AA a n d F , b y e l i m i n a t i n g t h e 2 5 t h
measure o f r e l i e f
level
i n my c a s e
vehicles entering
come o f f t h e W h i t e h u r s t
Freeway
the t r a f f i c
v i a t h e 25th
circle
Street
�174
ramp.
Many
proceeding
o f these
around t h e c i r c l e
right-of-way,
and
right
placed
the
truly
arrival
l o s i n g speed,
through the t r a f f i c
light, the
choked by g a s o l i n e
danger w h i l e
avoid
tell
fumes,
attempting
to cross
t o work
me
you that i n order
i tacross
and I r e c a l l y
i s at the circle
that entirely
with
to increase
Washington C i r c l e
and d e p a r t u r e
H o u s e a t 9 a.m.
traffic,
situation
patterns.
i n order
can't
to avoid
report
during
alive, I've
I leave a t
the worst
crush
t o you what t h e
evening
by n o t l e a v i n g work
rush
until
hour because
6 t o 6:30,
i t
t h a t bad.
In
of
contest f o r
lanes without
y o u d o n ' t b e l i e v e me, w a l k
B u t I must
my
Jefferson
is
sailing
chances o f making
adjusted
I
already
and i n t h e ensuing
t o change
i n mortal
traffic
street.
some t i m e .
of
ignore
pedestrian, already
If
my
the right
t o smooth
beleaguered
is
motorists
a d d i t i o n , Monday
three mornings
t a g s who h a v e
just
inches
to V i r g i n i a
out of f i v e ,
just
entered
commuters,
vehicles.
I would
where
live.
Washington
vehicles with
the circle
i n f r o n t o f me a n d o t h e r
observed Washington
they
t h r o u g h F r i d a y , an a v e r a g e
however,
run that red light
pedestrians.
I must
Foggy
t o ask these
Bottom?
or the Palisades.
I n fairness
add t h a t I have
p l a t e s o n some o f t h e s e
like
Virginia
e r r a n t rush
Washington
I don't
hour
motorists
think so.
Perhaps
I know t h a t r e s i d e n t s o f
�Georgetown
--
I know t h a t
successful
perhaps
Georgetown, r a t h e r , or
Georgetown
campaign
residents
to
keep out
However, i t seems t o
of
G e o r g e t o w n and
enjoy
the
luxury
expense of
in
their
adjacent
of
take
me
grossly
neighborhoods
automobile
on
behalf
of
in
Palisades.
their
Metrorail.
unjust
to
for
residents
continue
to
commuter p r i v i l e g e s a t
Foggy Bottom r e s i d e n t s
midst
pride
the
who
accepted
the
Metrorail
a l l Washington area
residents
and
visitors.
Now,
day
of
h o u r --
the
just
week
there
--
a b o u t any
although
on
ramp.
I t i s a habitual
the
stop
corner
sign
the
part
of
at
24th
the
of
hazardous
motorists
and
using
disregard
K
of
day
or
p e r h a p s more a t
is similarly
regard
time
Streets
i n t e r s e c t i o n of
24th
on
evening
any
rush
and
intolerable
dis-
the
25th
exit
f o r the
and
night
Street
traffic
light
especially for
Street
and
the
New
Hampshire
A v e n u e --
w e k e n d s , e a r l y m o r n i n g , m i d - d a y , w h e n e v e r --
motorists
proceed
little
no
or
homes and
housing
the
that
s p e a d a h e a d down 2 4 t h
consideration
f o r the
apartment b u i l d i n g s ,
residence
Metrorail
down t h e
by
to
s t r e e t and
constant
mention
of
an
with
private
elderly
people coming out
encroachment of
r e s i d e n t i a l s t r e e t s has
only
not
residents
Street
these
of
station.
This
our
full
at
eliminating
the
got
t o be
25th
through
traffic
s t o p p e d , and
Street
freeway
I
on
believe
ramp w i l l
we
�176
accomplish
this
end.
Noise
force
As
and
Jefferson
fumes
House r e s i d e n t s
a matter of fact,
dollars
two y e a r s
t h e w i n d o w s we
from rush
until
ago
had
we
Jefferson
suffered
House,
cracked walls
down t h e s t r e e t ,
How
I know t h e y
Because
I watched
own
is
Bottom,
too l a t e
body
involved,
themselves
at
all
Foggy
them,
f o r the s a f e t y ,
MR.
KELLY:
Shelton
Merrill.
of the
have
neighborhood.
neighborhood?
owner i n
conviction
that
fair
Government
i f i t
to
every-
must
commit
o r F, i f t h e y have any c o n c e r n
stability,
Thank
side
and p r o p e r t y
o f t h e D.C.
as a r e s i d e n t i a l
windows,
vehicles
t o t h e d r a w i n g b o a r d t o be
AA
thousand
them.
t o e m p h a s i z e my
officials
closed.
noise.
the 6th f l o o r ,
of heavy
I followed
to Alternatives
Bottom
on
Street
a r e heading out of the
I wish
t o go
thermalpane
heading out of the
Speaking as a r e s i d e n t
Foggy
our windows
out the s t r e e t
as a r e s u l t
racing
do
triple
the 24th
my
traffic
spent a couple hundred
d i d not keep
including
freeway
to keep
to i n s t a l l
Many a p a r t m e n t s on
hour
and
future
neighborhood.
you very
much.
viability
of
�177
T E S T I M O N Y OF
MR.
Merrill,
a
MERRILL:
and
I
live
resident/owner,
resident
to
years
adjacent
to
good s e n s e
a
u p o n my
tear
ground-level
as
I do,
of
personal
and
road
this
as
set
element that
has
historically
Street
I n d e e d , one
encourage v i o l e n t
freeway
affords
nest
dark
of
foster
their
In
who
first
I
am
Georgetown
could
not
live
last
live
makes
best
adjacent
the
plain
the
for a better
Street
alley-like
Freeway.
environment
multiple-accessed
from which
to
behavior.
s i x months a l o n e ,
of
elevated
a convenient,
the
K
Whitehurst
places
F.
criminal
present
The
into
interest
to
violent
criminal behavior.
hiding
the
in Alternative
elevated
ask
for
i t just
i n the
utilized
the
well-suited
past
office
committed
A v e n u e and
Georgetown.
F r e e w a y , make i t
forth
endure
under
on
my
a d e a d l y w e a p o n , and
have
that
criminal
e v e r y house or
with
to
such c r i m i n a l s
and
Shelton
i n Georgetown, I
t o be
G e o r g e t o w n who
have had
to
in
observations
living
action
who
is K
name i s
the
Whitehurst
and
state wich
I am
I believe
down t h e
access
residents
Street
that
I have been
I believe
those
29th
I note
Street,
to
1022
My
tonight.
that
K
MERRILL
Good e v e n i n g .
at
and
speak
Based
several
SHELTON
have
fled
to
K
block burglarized;
two
criminal
I have
helicopter
acts
Street
on
for
M
witnessed
one
searches
Street
or
assault
for
criminaljs
Wisconsin
i t s convenience
of
a
�178
concealed
places
get-away v e h i c l e and/or
from which
You
K
can
Street during
it's
mindful
to
just
I will
in
talking
day
Barbery
the
about.
In
R o b b e r y , two
ask
Coast or
Ripper
the
in five
perhaps
We
refer
At
18th
those
of
1984,
Century
poor
i n armed
occurred
to
night,
people.
s t a t i s t i c s to point
occurrences
out
what
robbery
o f f the
K
Stre
freeway.
larceny, three
February,
police.
terrorized
a few
i n two
the
"Wuthering Heights."
I n January
underneath
Grand
as
g i v e you
G e o r g e t o w n , one
corridor
merely
the
of
hiding
capture.
the
London where J a c k
I am
elude
i t s many a v a i l a b l e
i n ten
occurrences..
armed r o b b e r y ,
occurrences.
one
in five
occurrences
Burglary, four
in
twelve
occurrences.
In
March, armed r o b b e r y ,
Robbery, t h r e e
thirteen
i n fourteen
occurrences.
April,
Assault with
that
Burglary, five
armed r o b b e r y ,
one
stabbed
Kidnapping,
i n two
an
area with hardly
any
in
and
cars to
of
In
occurred
their
January,
i n commercial
walking
go
two
an
traffic,
and
in
occurrences.
occurrences.
--
ice pick.
occurrences,
major crimes
areas.
Theft, three
i n three occurrences
with
to
occurrences.
in sixteen
of
a d a n g e r o u s w e a p o n , one
one
i n three
occurrences.
i s w h e r e someone was
out
two
just
and
this
people
in
getting
from r e s t a u r a n t s .
i n Georgetown, 4 3 i n
In February,
35
i n 68.
60
In
�179
M a r c h , 59 i n 6 3 , a n d i n A p r i l ,
Given
criminal
the clear
behavior
commercial
38 i n 4 8 .
fact
that
t h e preponderance
i n Georgetown o c c u r s
areas as these s t a t i s t i c s
most people
congregate,
i n and
would
i ti s ludicrous
that
this
potential
will
t o be more
It
to
stroll
being
not a t t r a c t
the criminal
By
remove t h a t
tearing
shelter.
cover
that
elements
this
without
and
mug
i n , a criminal
Thank you v e r y
KELLY:
Dorothy
with
K
Street,
who h a v e t h e
that
over
K
you
on t h e h i g h w a y .
As
ground-level
cover, without
going
those
t o s i t down
go i n a n d o u t o f t h e i r
Thank you v e r y
Street
level,
much.
L. O h l i g e r .
-- t h e d e n
down t o g r o u n d
isn't
people
city.
particularly
alley-like
t h e poor people
MR.
of this
Y o u p u t more e y e s
traffic,
to hide
that
to encouraging
the freeway
freeway
knows w i t h t r a f f i c ,
places
more p e o p l e
be compared
everyone
that
where
Front along
a den o f c a r n i v e r o u s a n i m a l s
the alley-like
affords
indicate,
victims.
can almost
through
even
around
to think
the development o f t h e Washington Harbor
of
much.
dark
there
cars.
�180
T E S T I M O N Y OF
MS.
permitting
OHLIGER:
Environmental
in
Mr.
to t e s t i f y
me
My
DOROTHY L .
at this
Impact
f o r 34
years
House C o o p e r a t i v e
Streets,
N.W.,
property
owner and
on
I have
DEIS
the
totally
residents
or
of
t o beyond
aging
to
reduces
significantly
The
dangerous.
the
light
refusing
now
of
DEIS
those
alternatives
to consider a
the b u i l d i n g
that
the
alarmed
proposed
of
an
t u n n e l under the Washington
Circle
N.W.
any
F r e e w a y was
early
life
crossing of
1960s,
and
and
I not
a i r pollution
None o f t h e
of
extended
only
that
four DEIS
to
have
limb w h i l e c r o s s i n g K
the
been
Street
Whitehurst
alternatives
this.
25th
and
rush hour, even
to cross the
Columbia.
of other
creates.
During
of
a voter,
and
concerns
to noise, d i r t ,
traffic
I am
K
I find
i n the
Freeway
and
25th
the
Freeway.
a study
of
Freeway.
draft
in
Whitehurst
the Whitehurst
fears
of
for
I have r e s i d e d
presently reside
corner
you
Freeway.
proposed
Street,
Washington C i r c l e
also
the Whitehurst
the
the present
Since
and
thank
regarding the
i n the D i s t r i c t
over
a r e a by
even
26th
but
on
a t the
taxpayer
i g n o r e s my
extension
subjected
hearing
the Whitehurst
looked
i n our
alternative
Officer,
name i s D o r o t h y L o u i s e O h l i g e r .
Foggy B o t t o m
renovate
Hearing
Statement
Claridge
to
OHLIGER
freeway,
K Street
though
i s extremely
the
i t i s c a t and
pedestrian
has
mouse b e t w e e n
�181
pedestrian
out
and
car.
a cigarette,
litter
the
run the
Whitehurst
cleaning
the
more by
K
from
risk
efforts
through
to t h i s
traffic
collecting
freeway
the
because
maimed o r k i l l e d
who
neighborhood
i n so
by
stretch
doing
speeding
Streets.
to stop
flow of
thought
that
26th
Foggy Bottom
tax
dollars
i t was
that
the
that
us.
spent
on
even
other types
do
of
beautify
motorist
the
light
applaud
wrote
about the
totally
complaining
r e s i d e n t s would
are being
of a l l of
Virginia
stop
light
impeded
I often
t u n n e l were
Virginia
t h e way
transportation
light
unnecessary
removed.
i f the Washington C i r c l e
Street,
and
irate
wanted
portion
enjoy.
crossing,
He
and
t o humanize and
felt
their
u n d e r g r o u n d and
paper complaining
He
at this
traffic.
an
extend
residential
to p l a n t shurbs
ago
25th
K
of our
for a l l to
at
and
would w i l l i n g l y
i n order
of a l o c a l
benefit
residents
i n keeping
stretch
funds
plant l i f e ,
Street
t o beyond
or
light.
were channeled
the e d i t o r
have
the
residents
to
the
glass,
e x t e n d i n g t h e i r work to i n c l u d e
of being
Some n y e a r s
to have
or p l a s t i c
vehicles.
attractive
this
traffic
p o r t i o n of
I believe
of
the
motorist pitches
p r e s e n t t i m e , Foggy Bottom
are prevented
residential
they
by
freeway
can,
f o r many y e a r s b e e n e n g a g e d
clean,
the
o r empty b e e r
when s t o p p e d
At
have
Sometimes t h e
extendec
motorist
our
f o r the
Federal
�182
The
considerably
impact of
shots
of
the
exhaust
plus
makes us
Is
I
If
incorporate
this
am
of
the
how
one
roar of
the
of
the
many
the b u i l d i n g of
i t would
i n the
early
event,
MR.
our
are
expected
r e s i d e n t s who
signed
residential
to extend
of
the
of
the
go
along
to
righting
suffer
a
of
could
extension
to
live?
tunnel.
an
way
to
portion
the
DEIS
the
ramps a t
2 5th
whole neighborhood
further delay.
you.
KELLY:
Jenny
traffic
present
s i n c e we
a
wrong
were
1960s.
closed without
Thank
the
screeching
moving W h i t e h u r s t
voters
A l t e r n a t i v e s F o r AA
have plagued
be
and
help
the b l a s t i n g
h u g e dump t r u c k s , t h e
taxpaying
In
should
Some d a y ,
also another p e t i t i o n
any
a l s o would
a i r p o l l u t i o n concerns
i n Foggy B o t t o m h a v e had
dissected
tunnel
a l l tremble.
Washington t u n n e l ,
which
present
to prohibit trucks i n this
S t r e e t and
t h a t we
the
demaging t r u c k t r a f f i c .
brakes,
petition
of
in alleviating
from the
itself,
K
extension
Thank you
Brake.
very
much.
and
K
f o r so
Streets,
long,
�183
T E S T I M O N Y OF
MS.
an
opportunity
I
The
am
of
the
e a s t end
the
as
a person
the
Extend
the
issue
living
neighborhood
In
2515
K
Street.
i n the
Foggy
and
Bottom
directly
I do
t h a t have been
on
top
not
find
of
any
recommended
I would
recommend
by
the
To
To
retain
access
v i a the
for access
a r e a needs
of
any
to the
a d d i t i o n , the
Also,
to the
service
prohibit
removed, which
widened
Street
adding
improved
t h i n k we
should
t o s i x l a n e s , why
a
and
cover
freeway
g i v e us
a l l be
we
would
ramps
or
south
and
negate
26th
in
and
M.
our
1-66.
of L
Street
additional
landscaping,
25th
from
ramp a t
additional
ramp s t u b s
would
freeway
road which
pedestrian crossings at
I
27th
grass, flowers, trees.
s h o u l d be
safer
at
freeway,
tunnel to
c u r r e n t proposed option
3.
was
of
alternatives
Washington C i r c l e
and
I live
r e c o n s t r u c t i o n p r o j e c t . h a s been
connection
tunnel with
the
for givine
option:
2.
the
and
S t e e r i n g Committee a c c e p t a b l e .
1.
the
you
neighborhoods.
proposed
following
to thank
tonight.
a controversial
Speaking
the
views
Brake
Freeway
t o be
West End
like
a i r my
Jenny
Whitehurst
continues
and
to
BRAKE
I would
BRAKE:
JENNY
traffic
26th
a w a r e o f why
have a tunnel
parkland.
signals
Streets.
K
Street
underneath
me
�184
the
c i r c l e , a n d w h y we h a v e
atrocities
t o our neighborhood were
project.
A s we a l l k n o w , t h i s
controversy
agony.
ramps t h a t
p r o j e c t was one o f
f o r the citizens
west
and f o r t h o s e o f us l i v i n g
this
p r o j e c t was n o t stopped u n t i l
destroyed
and K S t r e e t between
one
this
c a n s e e why
concern
to the citizens
Surely,
extend
a
was
be
begin
totally
Georgetown
raceway.
to the current
proposals,
of the freeway i s such a
o f West End a n d Foggy
i n t o our neighborhoods.
i n 1960 f o r t h i s
Bottom.
give
us back
Also,
land
--
cannot
from us.
considering
additiona
T o o much
f o r more ramps i n t o o u r n e i g h b o r h o o d
away
to
l e g o f t h e I n n e r Loop
an e x t e n d e d t u n n e l w i t h
f r e e w a y b y t h e c i r c l e , I b e l i e v e we w i l l
facility
Corridor,
T h i s would
By
the
taken
land
i n the South-
t o 27th S t r e e t .
away b a c k
additional
great
t h e Southwest was
r a t h e r than r e i n f o r c i n g the raceway.
taken
city
t o o much o f t h e c i t y
ramps c a n n o t be added
Loop
great
i t i s not asking
the tunnel
street
living
t h e c i r c l e and
as a backdrop
the renovating
of this
i n the K Street
w a t e r f r o n t w q s made i n t o a s i x - l a n e
With
These
a l lp a r t o f t h e Inner
and i t c a u s e d t h e c i t i z e n s
Unfortunately
go n o w h e r e .
that w i l l
to rectify
neighborhood
MR.
still
accomodate
i n the past.
KELLY:
Thank
you very
yet will
i n f l i c t e d on o u r
Thank you.
much.
to
be p r o v i d i n g
the t r a f f i c ,
the grave i n j u s t i c e s
access
a
�185
The
Mr.
a
next witness
Z e l i n k a was
statement
on
call
f o r the
Therefore,
and
i s Mr.
he
had
o r Mrs.
to
William
Zelinka.
leave.
He
will
will
Paul
submit
record.
the
next
witness
be
J . Kennedy,
�186
T E S T I M O N Y OF
MR.
I have
at
KENNEDY:
lived
25th
and
P A U L J . KENNEDY
i n the
Mr.
C h a i r m a n , my
Claridge
House C o o p e r a t i v e
K S t r e e t s i n Foggy Bottom
I
also vote,
own
name i s P a u l
property,
Apartments
for over
and
pay
Kennedy.
twenty
taxes
years.
in
the
District.
Ever
s i n c e becoming a
attractive
area,
that
the
Street traffic
this
area.
trucks
K
I have been a p p a l l e d
passes
through
area.
the
i m p a c t on
adverse
I
am
pedestri-ans.
cross
the
25th
and
speed
appear
you
K
an
--
on
by
the
the
this
unique
damaging
q u a l i t y of
nothing
has
effect
life
f o r commuter c a r s
a heavily
and
in
and
populated
b e e n done t o
mitigate
residents.
concerned
traffic
passes
idea
of
the
incredible, at
about the
25th
At
danger
to
S t r e e t where
8:30
amount o f
a
i n the
morning,
people
that
speeds w e l l i n excess
of
limit.
Vehicles
these
are
from under the
illegally
of
p e o p l e must c r o s s .
Many o f
young.
had
heart
Virtually
Through
give
the
particularly
number o f
that w i l l
has
T h i s monstrous highway
residential
large
resident of
through
Pedestrians
often
people are
very
hard
to
e i t h e r e l d e r l y or
see
when they
Washington C i r c l e
amber and
red
lights
have near misses
Unfortuntaly,
despite
tunnel.
at high
from t h i s
using
very
suddenly
Cars
pass
speeds.
traffic.
caution,
pedestrians
�187
are
often
one
involved
fatal
s i t u a t i o n could
be
under Washington C i r c l e
that
this
i s desirable
find
this
inconceivable.
citizens
not
newly-built
the
section
same c o n s i d e r a t i o n
but
too
The
25th
of
every
and
Mr.
safety
Street.
and
not
the
We
the
were
told
beneficial.
lives
of
I
the
of
to
ensure
given
be
1-66
to
the
developed
was
king
was
a prerogative
use
the
and
without
our
of
the
regard
to
city
i s no
and
Maryland.
Why
the
the
can't
the
pedestrians
to have
been
legitimate
of
r e f e r r i n g to
freeway
saw
longer
same r i g h t t o
not
existed.
f i t —
a
concerns
neighborhood
This
a t i m e when t h e
the
s u b u r b a n i t e who
he
residents
of
over
thought t h a t
as
the
lives
DEIS
community a t
city
This
are
a f t e r the
when i t was
inner
s p e n t on
safety.
s e e m t o me
i n the
C h a i r m a n , we
and
money t h a t w a s
residents.
rammed t h r o u g h
the
continuing
K?
was
have
26th
by
c o s t l y and
amount o f
consideration
Foggy Bottom
t h a t was
resolved
to
Georgetown's c i t i z e n s
given
witnessed
beneficial?
Consider
crossing
I have p e r s o n a l l y
accident.
The
tunnel
in accidents.
freeway
motorist
q u a l i t y of
had
the
f o r h i s own
life
right
to
conveninece
residents.
tolerable.
a safe
We
i n Foggy
Bottom
r e s i d e n t i a l environment
as
Georgetown, Northwest Washington, V i r g i n i a ,
I therefore
find
the
bias
that
exists
in
the
�188
DEIS
completely unacceptable.
Throughout
paragraph,
which
I
page a f t e r
the q u a l i t y
find
this
of
area except
there
page about
life
a most d e t a i l e d
affected
draft
i s paragraph
Georgetown and
in this
analysis
t h e way
a r e a s h o u l d be
of t r a f f i c
flows
f o r Foggy Bottom, w h i c h
after
i s
in
safeguarded.
i n every
largely
ignored.
We
24th
know, f o r e x a m p l e ,
S t r e e t , which
single-family
on
has
flows
I have
through
traffic
a good number o f c o n d o m i n i u m s
residences.
the t r a f f i c
that
on
There
this
mentioned
i s no
street
analysis
i n the
pedestrian
uses
and
whatsoever
DEIS.
safety.
But
i n almost
o t h e r a s p e c t o f t h e D E I S , t h e same c a l l o u s
disregard i s
shown
such
noise,
f o r the residents
pollution,
centered
on
F
the
and
AA
of the
i s to build
to deal with
a t u n n e l between
alleviate
door open t o i n c o r p o r a t e a
Thank you,
MR.
KELLY:
Dougherty,
Mr.
the t r a f f i c
tunnel.
Chairman.
Thank you
James.
as
freeway are a l l
T h e r e f o r e , I recommend a d o p t i n g
which would
concerns
section.
Foggy B o t t o m t h e o n l y way
a humane way
Streets.
the appearance
the Georgetown
For
in
o f F o g g y B o t t o m --
very
much.
the
24th and
this
26th
Alternatives
situation
and
leave
�189
T E S T I M O N Y OF J A M E S DOUGHERTY, S I E R R A C L U B
MR.
DOUGHERTY:
Even though
Chapter,
I wanted
the
local
James
I am a n o f f i c e r
five
some o f my own v i e w s
That's
minutes
I sent
Committee o f t h e l o c a l
raised
views
tonight
t o do s o .
rather
than
a
the
parties —
alternatives
probably
Act.
rather
So, instead
i fI would
and t h e Impact
a s an
than
express
that are
Statement and
organization
the public
I ' l l
just
like
a t l a r g e and
hear
a
enough o f a t
r a i s e a couple o f the points
tha[t
t o make on l e g a l i s s u e s .
i s that
this
project, a t least the "build"
under t h e F e d e r a l
4(f) of that
I w o u l d be
o f burdening you with
-- w h i c h y o u p r o b a b l y
f o r highways
alternative.
project
t h a t have been o u t l i n e d
illegal
Section
parkland
first
about
on t h a t .
I was under t h e i m p r e s s i o n
S i e r r a Club would
The
night
a s an i n d i v i d u a l .
of legal chatter
cocktail
last
express
One o f
some o f t h e l e g a l i s s u e s
S o , I am s p e a k i n g
DoT o f f i c i a l s
Hearing O f f i c e r .
lot
C h a p t e r a s k e d me
about
Originally
addressing
to
project.
testified
views
S i e r r a Club
up t o s p e a k , h o w e v e r , t h e L e g a l
by t h e W h i t e h u r s t
I agreed
tonight
about t h e W h i t e h u r s t
some o f t h e a l t e r n a t i v e s a n d t h e i r
some o f t h e i r
i n the local
t o speak
S i e r r a Club Committees
Since
Dougherty.
i n the DEIS, a r e
Department o f
statute prohibits
unless
there
Transportation
the use o f
i s no f e a s i b l e a n d p r u d e n t
�190
What t h a t
alternatives,
such
means i s , i f y o u
as
the
f o u r we
h a v e a number
have
for Whitehurst,
must choose t h e a l t e r n a t i v e or a l t e r n a t i v e s t h a t
parkland
project
unless the
purposes
And
will
see
even
traffic
that
that
than
levels
didn't
they
say
other
have not
one
that
to
aspect of
i s that
provide
really
just
like
mandate
seen
the
the
cards
t h e AA
the
DEIS,
you
times,
will
and
see
sometimes
the Department
of
wants
their
about
t o do
chest,
route
that
do.
rankles,
starts
Park
and
a t 26th
I f you
look
a t t h e map,
right
into
the
finger
yet
they
Rock C r e e k
really
of
No-Build.
what they want to
Alternative
t o 1-66.
DoT
to
are very concerned
a
you
selection
w h a t D.C.
4 ( f ) statement
extends
i n the
very close
S e c t i o n 4 ( f ) of
feeder-connecter
access
that's
streets,
of
purposes.
f l o w , commuting
i s close,
are holding
i n the
project
take
alternatives.
Act w i l l
B u t we
and
traffic
nonarterial
i t looks
Transportation
because
of
on
of the
you
don't
don't a c h i e v e any
at the data
Alternative
the
c o u r s e , we
few
look
i n terms
So,
Of
very
i f you
No-Build
better
or
others simply
of
park
and
M
that
and
we
are
the DEIS,
and
outraged.
Secondly,
we
think
case
law
we
a r e not
satisfied
that
i t probably
that
the c o u r t s have developed
One
doesn't
problem i s that
pass
with
muster under
i t totally
on
Impact
fails
to
the
Statements.
disclose
�191
the
fact
that
of Congress
t h e r e i s now p e n d i n g a p r o p o s a l
t o c o n d u c t a $6 m i l l i o n
Canal
Road, j u s t
study
a stone's
and
lower
the westbound
the westbound
lot
so that
from
to
the west
House
rebuilt
area.
What t h e y w a n t
throw
project
i n each
t o do i s d i g a b o u t
l a n e and then
lane a t the driveway
end o f t h e
15 f e e t
build
down
a bridge
over
t o t h e Georgetown
G e o r g e t o w n U. h a s b e t t e r a c c e s s
parking
t o and from t h e
highway.
A bill
reported
a u t h o r i z i n g $6 m i l l i o n
favorably last
week by t h e House P u b l i c
Committee and i t ' s b e f o r e
it
i s going
through,
forthis
the Senate.
b u t none o f t h a t
There
project
Works
i s a good
i s i n the
was
chance
Impact
Statement.
I d o n ' t know e x a c t l y
implications
or other
over
the long
term.
they
are building
implications
But c e r t a i n l y
both
change t h e e q u a t i o n .
into
of these
That
about t h e Impact
Similarly,
as w e l l .
D.C.
negotiations
adding
bike
lanes,
over
project w i l l
the s h o r t term,
that
i s going
mean
while
to
t o change t h e t r a f f i c
flows
nothing i n
Statement.
t h e Key B r i d g e
now
of that
And t h e r e i s s i m p l y
DoT i s u n d e r g o i n g
right
the environmental
projects,
i s going
t h e a r e a and t h e r e s t .
there
what
t o redeck
adding
i s now up f o r r e n o v a t i o n
a l o t o f p l a n n i n g and
that.
They
pedestrian lanes,
are considering
using a
reversible
�19 2
traffic
lane
Statement as
for rush
you
is
do
rampant.
A
increased
that
same v e i n , t h e r e
changes
I f you
from time
there.
and
i n the
about the
Georgetown.
None o f
i s i n the
Impact
well.
And
there
hour.
l o t of
walk
to
They
are
you
land
happening
--
and
live
the
to
--
s o we
and
of
construction
will
vehicular
tourists
in
Southern
Washington Harbor
increased
people,
nothing
I assume most
there
i s parkland,
traffic,
of
now
also
building
that
kinds
are
down t h e r e
time,
pedestrian
different
that
is really
Project
be
seeing
traffic,
what not,
down
there.
While
to
the
there
possibility
is really
demand
is
the
no
D E I S makes r e f e r e n c e s
of
area
discussion
for pedestrian
lacking in that
that
and
draft
favors.
respect,
as
the
preparation
agency must s a y ,
F,"
or
"We
reasons
p u b l i c , to
values
this
f a r a s we
i s that
impact
which
the
intend
the
So,
DEIS
the
concerned.
Federal
alternatives
go
parkland,
changes
statements
"preferred
to
are
points
regulations
require
the
agency
alternative."
forward
with
A,
the
or
The
AA,
or
whatever.
The
the
of
designate
They c a l l
that
vehicular access.
second o b j e c t i o n
statements
designated
a b o u t how
The
governing
being
at various
are.
for that
know w h a t t h e
I t doesn't
are
agency
require
us,
that
i t really
helps
i s t h i n k i n g , what
a s we
are
thumbing
us,
their
through
�i
19 3
that
on
not
two-inch
Alternatives
supported
So,
itself
DoT
thick
F,
by
our view
Mary
or
t o comb t h r o u g h
a l l the
the others that
probably
i n the
first
under e x i s t i n g
Impact
i t and
Thank
MR.
o r DD,
the agency
renders the
to revise
document
Statement
law
i s that
illegal
to re-issue
the d r a f t
Thank you
v e r y much.
Bergman.
are
place.
you.
KELLY:
data
a n d we
Impact
i n and
of
are asking
Statement.
�T E S T I M O N Y OF MARY BERGMAN, COMMISSIONER, ANC
2B-08
MS. BERGMAN:
ANC
2B-08, which
i n c l u d e s K S t r e e t e a s t o f 20th
been t e r r i b l y
ravaged
Any
by people
whiz
to Virginia
who
will
be p a y i n g
The
No-Build
MR.
KELLY:
That
of the D i s t r i c t .
Alternative
would
like
list
like
now a n d t e s t i f y
tomorrow
i s the only
Thank you v e r y
a n y w i t n e s s e s who w o u l d
There being
t o D.C.
taxpayers
acceptable
t e a r down D.C. b u i l d i n g s .
ends t h e w i t n e s s
to c a l l
insult
none, t h i s
everning
much.
for this
afternoon.
to testify
f o rfive
minutes?
hearing w i l l
a t seven.
above-entitled matter
was adjourned,
7 p.m., W e d n e s d a y , May 1 6 , 1 9 8 4 . )
Are
w h o s e name I
stand i n
Thank you v e r y
( W h e r e u p o n , a t 9 : 1 5 p.m., t h e p u b l i c h e a r i n g i n
the
cars
project.
there
until
from o u t s i d e
i sa further
f o rt h i s
s i n c e i t doesn't
recess
S t r e e t andhas
m o r e t e a r i n g down o f D.C. b u i l d i n g s s o t h a t
can
one
I am t h e ANC C o m m i s s i o n e r f r o m
t o reconvene a t
much.
�I'm R o b i n s o n J o n e s .
On b e h a l f of m y s e l f and t h e Bader Condo U n i t Owners' A s s o c i a t i o n ,
I'm s u b m i t t i n g a w r i t t e n s t a t e m e n t , a p o r t i o n of w h i c h I ' d l i k e to r e a d a t t h i s t i m e ,
i n s u p p o r t of P l a n " F " w i t h c e r t a i n m o d i f i c a t i o n s , and a new E n v i r o n m e n t a l Impact
S t u d y to i n c l u d e t h o s e m o d i f i c a t i o n s .
S i n c e J u l y of 1978, I ' v e l i v e d a t 2515 K S t r e e t , NW.
T w i c e e a c h day, f i v e days a
week, on my way to and from work a t 2400 b l o c k of E S t r e e t , I must t r y t o s a f e l y
c r o s s s i x ( 6 ) l a n e s of h i g h - s p e e d c a r and t r u c k t r a f f i c on U.S. Route-29 p a s s i n g
t h e i n t e r s e c t i o n of 2 5 t h and K on t h e PEDESTRIAN l e v e l .
Understandably, the stopl i g h t s a r e timed t o move t h e g r e a t e s t volume of i n t e r s t a t e v e h i c u l a r t r a f f i c .
C o n s e q u e n t l y , p e d e s t r i a n s have l o n g w a i t s on t h e c u r b , o r on t h e median, w i t h c a r s
and t r u c k s c l o s i n g i n o p p o s i t e d i r e c t i o n s a t r a t e s i n e x c e s s of 100 m i l e s p e r hour!
I moved i n t o Mr. Howar's b u i l d i n g , t h e B a d e r , i n 1978, a s one of 96 t e n a n t s , some
of whom had l i v e d t h e r e s i n c e he b u i l t i t i n t h e 1 9 3 0 ' s .
I soon l e a r n e d t h a t Mr.
Howar had put t h r e e of h i s many b u i l d i n g s , t h e B a d e r , t h e Swarthmore and t h e Y o r k ,
up f o r s a l e to d e v e l o p e r s . A l l of t h e s e s e v e r a l h u n d r e d s of Hower's t e n a n t s were
t h r e a t e n e d w i t h h a v i n g to v a c a t e and f i n d some o t h e r p l a c e t o l i v e .
I n s t e a d , under DC law, t h e t e n a n t s of t h e B a d e r and t h e Swarthmore were a b l e to
o r g a n i z e , l o c a t e 4 m i l l i o n d o l l a r s i n f i n a n c i n g , buy and r e h a b i l i t a t e t h e f i f t y y e a r o l d b u i l d i n g s . I t was a monumental t a s k on t h e p a r t of the t e n a n t s .
And i t
c a l l e d f o r g r e a t c r e a t i v e e f f o r t s on t h e i r p a r t and many o t h e r s who, o v e r many,
many months; w i t h many, many m e e t i n g s , d e m o n s t r a t e d a l u a d i t o r y a b i l i t y to r e s p e c t
e a c h o t h e r ' s needs and d e s i r e s ; and t o d i s c u s s and d e c i d e tough, complex q u e s t i o n s ,
at each step-of-the-way.
I'm h o p e f u l t h a t what was a c c o m a p l i s h e d , i n t h e common
i n t e r e s t , by t h e r e s i d e n t s of t h e Bader and t h e Swarthmore, can a g a i n be a c c o m p l i s h e d ,
i n t h e common i n t e r e s t , by a l l t h e r e s i d e n t s of t h e West End-Foggy Bottom-Georgetown
neighborhood:
R e s p e c t f o r e a c h o t h e r s needs and d e s i r e s , and making tough d e c i s i o n s
i n t h e common i n t e r e s t .
I t h i n k we c a n do i t , i f we t r y .
F o r t h e p a s t twenty y e a r s , U S I n t e r s t a t e Route-29 has p a s s e d d i r e c t l y t h r o u g h t h e
West End-Foggy Bottom-Georgetown n e i g h b o r h o o d . Most, but not a l l of t h i s h i g h - s p e e d
c a r and t r u c k t r a f f i c a l o n g K S t r e e t p a s s e s below
and t h e r e f o r e i s s a f e l y s e p a r a t e d
from p e d e s t r i a n t r a f f i c a t 22nd, 2 3 r d , and a t 2 4 t h s t r e e t s .
BUT f o r more t h a n 20
y e a r s i t h a s been a l l o w e d t o p a s s t h e i n t e r s e c t i o n of 2 5 t h and K u n s e p a r a t e d a t t h e
pedestrian l e v e l .
At r a t e s of more t h a n 5,000 c a r s and t r u c k s p e r h o u r , our West End-Foggy BottomGeorgetown n e i g h b o r h o o d h a s been f o r c e d , f o r more t h a n twenty ( 2 0 ) y e a r s t o endure
more t h a n 120,000 c a r s and t r u c k s moving t h r o u g h i t e v e r y day!
This long-standing
t r a f f i c h a z a r d i s u n c o n s c o n a b l l y DANGEROUS f o r p e d e s t r i a n s , men, women and c h i l d r e n
of a l l a g e s , and f o r v e h i c l e o p e r a t o r s and t h e i r p a s s e n g e r s .
Our P o l i c e Department
has r e p o r t s , o n l y i n t h e l a s t 14 months of 1_ m a j o r a c c i d e n t s a t t h e one i n t e r e s e c t i o n .
of 2 5 t h and K.
Over p a s t \C y e a r s , S2a c c i d e n t s have t a k e n p l a c e a t t h i s
intersection, with
-4^
p e r s o n a l i n j u r i e s , and UbVf^QPJ a i J t a t a l i t i e s / 5
/vft)Lfle>l~e^
M
T h i s l o n g - s t a n d i n g h a z a r d to l i f e and limb r e s u l t s from t h e o r i g i n a l i n s a n e d e s i g n ,
w h i c h s h o u l d n e v e r have been approved by C i t y ^ a n d F e d e r a l a u t h o r i t i e s i n t h e f i r s t
p l a c e , but f o r w h i c h no one i n t h i s room^'wg^s''responsible. But, i f we p e r m i t i t
t o r e m a i n , e v e r y o n e i n t h i s room w i l l be^ r e s p o n s i b l e f o r e v e r y a c c i d e n t , f o r e v e r y
i n j u r y , and f o r e v e r y f a t a l i t y t h a t t a k e s p l a c e a f t e r t h i s r e - d e s i g n i s c o m p l e t e d .
Twenty y e a r s ago, t h e m i s t a k e was made. And now, a t l o n g l a s t , the C i t y c a n move
to c o r r e c t t h a t m i s t a k e .
The n e c e s s a r y c o r r e c t i o n s c a n be made on e i t h e r P l a n n
"AA"
or P l a n " F " .
F o r t h e r e a s o n s s t a t e d on b o t h s i d e s of t h i s s h e e t f f I s p e a k f o r t h e
B a d e r Condo U n i t Owners A s s o c i a t i o n i n f a v o r of P l a n "F"»
I hope e v e r y one of you
w i l l r e a d i t and t e l l us what you t h i n k .
^O&lFiefo
�-2
Back i n F e b r u a r y of '83, I was s h o c k e d t o l e a r n t h a t none o f t h e f o u r p l a n s f o r
r e c o n s t r u c t i o n proposed by t h e C i t y would, i n any way, s e r v e t o c o r r e c t t h i s l o n g s t a n d i n g m i s t a k e . A p e t i t i o n was d r a f t e d and c i r c u l a t e d , f i r s t among t h e Bader
r e s i d e n t s and s u b s e q u e n t l y by a number of o t h e r r e s i d e n t s i n o t h e r p a r t s of Foggy
Bottom and West End.
Over a p e r i o d of t i m e , more t h a n 900 r e s i d e n t s s i g n e d i n
f a v o r of t h i s one s e n t e n c e :
The
Citizens
of Foggy Bottom f o r m a l l y p e t i t i o n t h e D.C. government and i t s
Department of T r a n s p o r t a t i o n t o approve NO PLAN, f o r m o d i f i c a t i o n o f t h e
Whitehurst
Freeway C o r r i d o r , w h i c h does not i n c l u d e e x t e n s i o n of t h e p r e s e n t
K S t r e e t (Route
to beyond 2 6 t h
#29)
and K, on the w e s t , w i t h c o v e r i n g
l a n e s ) to provide
between 2 4 t h
t h r o u g h - t r a f f i c t u n n e l from 2 1 s t and K on t h e e a s t ,
( o v e r the four
depressed
f o r ( i n a d d i t i o n t o l o c a l s t r e e t s ) a p e d e s t r i a n m a l l on K
and 2 7 t h
streets.
The C i t y a c t e d on t h i s p e t i t i o n and s u b s e q u e n t l y produced two p l a n s "AA" and " F " ,
w h i c h would a l l o w f o r e x t e n s i o n of t h e p r e s e n t t u n n e l under Washington C i r c l e s o
a s t o c o r r e c t t h e d i r e s a f e t y h a z a r d a t 2 5 t h and K.
HOWEVER, t h e C i t y ' s Department o f T r a n s p o r t a t i o n a u t h o r i z e d an E n v i r o n m e n t a l
Impact Study which t o t a l l y i g n o r e s t h e t u n n e l , o r e x c a v a t i o n f e a t u r e s of P l a n s
"AA" and " F " , and t o a l l y i g n o r e s t h e p r e s s i n g , l o n g - s t a n d i n g need t o l o w e r and
s e p a r a t e t h e h i g h - s p e e d c a r and t r u c k t r a f f i c on US-Route #29 from t h e p e d e s t r i a n
t r a f f i c a t 2 5 t h & K. and t o t a l l y i g n o r e s t h e e x p r e s s e d d e s i r e s o f more t h a n 900
c i t i z e n s immediately e f f e c t e d .
I n December, when I f i r s t l e a r n e d of t h i s high-handed d i s r e g a r d f o r due p r o c e s s ,
I drafted
a l e t t e r t o Mayor B a r r y and d i s t r i b u t e d i t t o t h e r e s i d e n t s of t h e B a d e r ,
a s k i n g them t o w r i t e t o t h e Mayor e x p r e s s i n g t h e i r v i e w s , and c a l l i n g f o r a n
E n v i r o n m e n t a l Impact Study of P l a n n s "AA" and " F " t h a t would, a t a minimum, INCLUDE
t h e e f f e c t of l o w e r i n g t h e f o u r l a n e s of h i g h - s p e e d c a r and t r u c k t r a f f i c on USRoute #29 BELOW t h e p e d e s t r i a n t r a f f i c l e v e l a t t h e i n t e r s e c t i o n of 2 5 t h and K, i n
t h e West End-Foggy Bottom-Georgetown r e s i d e n t i a l n e i g h b o r h o o d . The l e t t e r t h a t I
s i g n e d and s e n t t o Mayor B a r r y i s a t t a c h e d .
S i m i l a r l e t t e r s were s e n t by o t h e r
r e s i d e n t s of t h e B a d e r .
�Subsequently,
l a t e i n January,
P°TZ5~
the
A c t i n g D i r e c t o r , i n w h i c h he
o f the p r e s e n t
a s TOO
t u n n e l f o r two
EXPEVSIVE".
he s a y "too
estimated
I r e c e i v e d a ' l e t t e r ^ f r o m John Touchstone,
He
expensive"
argues
a d d i t i o n a l b l o c k s was
d o e s n ' t s a y how
involved.
" explored
extension
and
much t h a t expense would be,
as compared to what?
budget would be
t h a t i n 1982
He
just
Or what p e r s e n t a g e
s a y s "...
disregared
nor
of
disgarded
does
the
...
too
expensive".
Some f i v e months a f t e r r e c e i v i n g our
s i g n a t o r s , Mr.
Touchstone says t h e ^
i n v e s t i g a t e d " , and
and
is
He
Well,
t h r o u g h - t r a f f i c c a r s and
women and
"again
ed
substantially,
K c o u l d be made
I s a y NONSENSE.
p e d e s t r i a n s so a s to make i t s a f e f o r c a r s and
to s e p a r a t e
men,
somJj^increa
f o r p e d e s t r i a n s a t 2 5 t h and
e x t e n s i o n of the t u n n e l " .
to r e s t r i c t
the names o f many of i t s
_ ^ t u n n e l - e x t e n s i o n was
t h a t the c o s t - e s t i m a t e had
that "safe r e s t r i c t i o n s
without
p e t i t i o n and
Our
purpose i s not
trucks.
Our
purpose
t r u c k s from u n r e s t r i c t e d p e d e s t r i a n s ,
c h i l d r e n of a l l ages.
goes on i n t h a t l e t t e r to argue t h a t " e x t e n s i o n o f the t u n n e l i s NOT
transportation alternative".
He
s a y s the C i t y ' s
purpose i s to f o c u s
a
"ON
o.
dirct
t r a n s p o r t a t i o n improvements w h i c h c a n be
realized... within available
budget e s t i m a t e s " .
A g a i n , he
with
I
fails
to s t a t e what budget e s t i m a t e s .
flexible^
t h i n k we
Now
not
dealing
^ b u d g e t ESTIMATES, r a t h e r t h a n f i x e d , u n a l t e r a b l e a p p r o p r i a t i o n s
are.
Then, w i t h o u t
s a y s the t u n n e l e x t e n s i o n w i l l
30 m i l l i o n
F u r t h e r m o r e , a r e we
r e f e r e n c e t o any
p a r t i c u l a r document, Touchstone
c o s t 46 m i l l i o n d o l l a r s . . . u n l e s s i t o n l y
costs
dollars.
i f the C i t y d e c i d e s
m i l l i o n more e x p e n s i v e
e x t e n s i o n i s only
to b u i l d P l a n " F " ,
r a t h e r than
"AA",
w h i c h i s 17
t h a n P l a n " F " , the c o s t o f P l a n " F " w i t h the
29 m i l l i o n d o l l a r s ,
than P l a n
"AA"
without
tunnel
the t u n n e l
extension.
A
or i s i t only ^
tunnel?
At
your w i l l use
J
13 m i l l i o n more t h a n "AA"
t h i s p o i n t , does anyone r e a l l y know?
the power o f y o u r o f f i c e
I f not, Mr.
to f i n d out. And
p l e a s e s e e t h a t someone t a k e s the t r o u b l e to i n f o r m
the
without
the
K e l l y , I hope
when you
do,
community.
will
you
�A t any
and
of those f i g u r e s , I w i l l
to p r o p e r l y
cover
ageee to c o n t r a c t
the d e p r e s s e d f o u r
f o r the e x c a v a t i o n
l a n e s so the r e s i d e n t s of
West End-Foggy Bottom-Beorgetown neighborhood c a n u s e
safely
for pedestrian
transport.
would have us b e l i e v e ,
<
extension
&
transportation alternative.
TRANSPORT.
of the
to what
tunnel
and
c o s t i s an
above
Director
affordable^
*
neighborhoods s u c h as the Georgetown- Foggy
PEDESTRIAN TRAFFIC
a l l other v e h i c u l a r transport, except
takes
f o r ambulances
and
engines.
o f the e x i s t i n g t u n n e l
e x p e n s i v e to the c i t i z e n r y
o v e r the
last
than/value
of t h e T p e r s o n s i n j u r e d a t 25th and
t e n y e a r s . . . s o l e y f o r the
m i s t a k e of the p a s t and
limb, WILL NOT
&ve
THE
present
replenished
p u l l s up
fully
every
Does not US-Route #29
qualifies
Federal gas-tax
day
and
every
the p e d e s t r i a n s , men,
women and
Foggy Bottom-Georgetown neighborhood.
Thus I see not ONE
r e a s o n why
we
And
should
bogus arguements o f t h e A c t i n g
not
so a s to s e p a r a t e
pedestrian
D i r e c t o r and
spent
on
of
to
the
personS
the n a t i o n w i l l
a l l help
to
c h i l d r e n o f the
the West
End-
aside
be.
the e m b a r s i n g l y
inadequate
demand t h a t the C i t y p e r f o r m
Plan
"F"
of the e x i s t i n g t u n n e l w e s t beyond 2 6 t h and
the h i g h - s p e e d c a r and
traffic.
be
n i g h t wheiv
an a d d d i t i o n a l E n v i r o n m e n t a l Impact Study on a t l e a s t
MODIFIED to INCLUDE e x t e n s i o n
fund?
funds w h i c h a r e
t h a t i s as i t s h o u l d
put
and
i n t e r s e c t K a t 25th s t r e e t
f o r s u c h ear-marked F e d e r a l
minute o f e v e r y
this
to l i f e
I have been t o l d t h a t e x t e n s i o n
to , gas—pumpj. ^ Thus the commuters of
to p r o t e c t
correct
remove t h i s u n c o n s c i o n a b l e h a r z a r d
"Whitehurst Freeway"?
tunnel
to
. • ear-marked c o l l e c t i o n s w h i c h c a n o n l y
F e d e r a l highways, e t c ?
become the
spent
NECESSARY MONEY BE FOUND I N THE
.not^f"
K
l a c k of i t .
However many m i l l i o n s of d o l l a r s must be
gross
costs, i t i s far less
\hy
they
and
a t any
IS
Furthermore, whatever extension
pay
streets
the A c t i n g
neighborhood, PEDESTRIAN TRANSDORT and
p r i o r i t y o v e r any
local
our
I t i s a t r a n s p o r t a t i o n a l t e r n a t i v e f o r PEDESTRIAN
Surely, i n r e s i d e n t i a l
Bottom-West End
fire
Contrary
the
needed
truck t r a f f i c
from the
legitimate
Kj
�— 3
I
of
a s k t h i s ^ a s a » i r a t e c i t i z e n ^ and a s r e p r e s e n t a t i v e
>
t h e Bader Condo U n i t Owners A s s o c i a t i o n ,
pedestrian
transport
neighborhood.
f o r the board of d i r e c t o t s
i n the i n t e r e s t of p r i p o r i t y
i n t h e West End-Foggy Bottom-Georgetown
residential
I a s k i t i n t h e name o f common s e n s e , f o r t h e b e n e f i t
* o f t h e men, women and c h i l d r e n o f a l l ages l i v i n g
i n this
t h a t we may u s e o u r l o c a l s t r e e t s i n peace and q u i t e and s a f e t y .
neighborhood,
�TO MAYOR MARION BARRY -
As one o f s e v e r a l hundred r e s i d e n t s o f t h e 2500 b l o c k o f K S t r e e t , NW, I am
a s k i n g you t o r e q u i r e o u r Department o f T r a n s p o r t a t i o n t o i s s u e NO E n v i r o n m e n t a l
Impact Statement ( E I S ) on the K S t r e e t I n t e r - S t a t e Speedway S t u d y ( W h i t e h u r s t )
which does n o t i n c l u d e EXTENSION o f the p r e s e n t t u n n e l under Washington C i r c l e
and 2 4 t h S t r e e t t o some p o i n t w e s t o f 2 6 t h S t r e e t .
-
As you must know, the p r e s e n t s i t u a t i o n f o r K S t r e e t r e s i d e n t s i s - and h a s
been from i t s i n c e p t i o n - UNCONSCIONABLE. I n t h e i n t e r e s t o f p u b l i c s a f e t y
and common s e n s e , i t c a n and must be c o r r e c t e d b e f o r e one penny i s a u t h o r i z e d
f o r e x p e n d i t u r e on t h e I n t e r - S t a t e Speedway w a s t o f 2 6 t h S t r e e t . Under any
o f the proposed NON-tunnel d e s i g n s , a p e d e s t r i a n s t a n d i n g i n t h e narrow m e r r i d i a n
w a i t i n g t o w a l k n o r t h , o r s o u t h on 2 5 t h S t r e e t i s caught between two-way t r a f f i c
c l o s i n g a t r a t e s i n e x c e s s o f 100 mph!
S u r e l y you agree t h a t NO i n t e r e s t s a r e s e r v e d by any attempt t o r e t a i n t h e
p r e s e n t I n t e r - S t a t e Speedway t r a f f i c a t 25th and K S t r e e t s ON THE PEDESTRAIN
SURFACE. I f t h e I n t e r - S t a t e Speedway i s t o be r e t a i n e d a t 25th and 26th
and K S t r e e t s , i t must o n l y be done, not on the s u r f a c e ( a s our DOT c u r r e n t l y
p e r s i s t s i n p r o p o s i n g ) , b u t i n a t u n n e l UNDERGROUND. Any o f the proposed
d e s i g n s which INCLUDE e x t e n s i o n o f the e x i s t i n g K S t r e e t t u n n e l west beyond
26th s t r e e t w i l l s e r v e t o s o l v e t h e b a s i c problems c r e a t e d by the p r e s e n t
I n t e r - S t a t e Speedway t r a f f i c on the p e d e s t r i a n s u r f a c e .
Because o f t h e i n e x p l i c a b l e and p e r s i s t a n t r e c a l c i t r a n c e o f o u r Department o f
T r a n s p o r t a t i o n , YOUR d i r e c t i o n t o o u r Department o f T r a n s p o r t a t i o n , i n t h e
p u b l i c i n t e r e s t , i s now r e q u i r e d . Should t h a t department head - a g a i n s t a l l
r e a s o n - p e r s i s t i n i g n o r i n g t h e long n e g l e c t e d need f o r e x t e n s i o n o f t h e
I n t e r - S t a t e Speedway t u n n e l w e s t beyond 2 6 t h S t r e e t , you may want t o c o n s i d e r
r e p l a c i n g t h a t department head w i t h a more competent person w i l l i n g and a b l e
to accomplish work i n the p u b l i c i n t e r e s t , w i t h o u t the C i t i z e n r y having t o
f i r s t o r g a n i z e t o f o r c e o u r e l e c t e d r e p r e s e n t a t i v e s t o do what common sense
alone d i c t a t e s .
Constituently yours,
�»
TO RESIDENTS of t h e WEST END-FOGGY BOTTOM-GEORGETOWN n e i g h b o r h o o d :
From Robby J o n e s , 2515 K S t r e e t , N - DC-20037 T e l : 634-7833-w
W
333-0831-h
What c a n we GAIN f o r our neighborhood I F WE UNITE i n s u p p o r t
to t h e C i t y ' s P l a n "_F" ?
o f MODIFICATIONS
F o r t h e p a s t twenty y e a r s , U. S. I n t e r - s t a t e Route 29 h a s p a s s e d t h r o u g h our
n e i g h b o r h o o d . Most, but n o t a l l of t h i s h i g h - s p e e d c a r and t r u c k t r a f f i c a l o n g
K S t r e e t p a s s e s below p e d e s t r i a n t r a f f i c a t 22nd, 2 3 r d , and 2 4 t h s t r e e t s . But
i t p a s s e s t h e i n t e r s e c t i o n o f K a n d 2 5 t h AT t h e SAME LEVEL a s t h e PEDESTRIAN
TRAFFIC, a t r a t e s of more t h a n 5,000 c a r s and t r u c k s p e r hour. That i s more
t h a n 120,000 c a r s and t r u c k s a t h i g h speeds i n o u r neighborhood e v e r y day f o r
twenty y e a r s ! The p r e s e n t d e s i g n i s u n c o n s c i o n a b l l y dangerous f o r p e d e s t r i a n s
and f o r v e h i c l e o p e r a t o r s and p a s s e n g e r s . I t s h o u l d have n e v e r been approved by
e i t h e r Federal or City a u t h o r i t i e s .
The whole s y s t e m from Washington C i r c l e w e s t t o Key B r i d g e i n Georgetown i s
d e t e r i o r a t e d and i s now s c h e d u l e d f o r r e - d e s i g n and r e p l a c e m e n t .
The Mayor w i l l
soon s e l e c t one of t h e f o u r p l a n s : " N o - b u i l d " , "A", "AA" o r " F " .
QUESTION:
I F P l a n " F " i s m o d i f i e d and a d o p t e d , w i l l i t p r o v i d e our e n t i r e neighborhood
w i t h f a r more a d v a n t a g e s t h a n ANY of t h e o t h e r proposed d e s i g n s ?
I f YOU a g r e e t h a t i t w i l l , t e l l t h e M a y o r , t e l l your n e i g h b o r s , and t e l l
C o m m i s s i o n e r s t o s u p p o r t PLAN " F " , w i t h t h e f o l l o w i n g m o d i f i c a t i o n s :
our ANC
1)
I n Georgetown, e l i m i n a t e v e h i c u l a r e x i s t s and e n t r a n c e s from t h e t h r u t r a f f i c commuter a r t e r y t o Georgetown's l o c a l s t r e e t s , and e l i m i n a t e
the s t o p - l i g h t s on t h e t h r u - t r a f f i c commuter a r t e r y .
2)
V i a e x c a v a t i o n , o r t u n n e l , d e p r e s s below PEDESTRIAN l e v e l t h e f o u r
l a n e s of h i g h - s p e e d , i n t e r s t a t e Route #29 c a r a n d t r u c k t r a f f i c f o r
l e s s than two a d d i t i o n m a l b l o c k s on K S t r e e t , from west of 2 4 t h S t r e e t
to west of 2 6 t h S t r e e t .
3)
E l i m i n a t e the one-lane,
4)
C l o s e t o v e h i c u l a r t r a f f i c 2 6 t h S t r e e t between P e n n s y l v a n i a and M s t r e e t s ,
to p r o v i d e f o r a p e d e s t r i a n m a l l between t h e W e s t b r i d g e Condo and Rock
Creek Park.
5)
A new E n v i r o n m e n t a l
one-way-south RAMP proposed a t 2 6 t h & M s t r e e t s .
Impact Study o f P l a n "F"-M0DIFIED.
What does our n e i g h b o r h o o d GAIN w i t h PLAN " F " - e v e n w i t h o u t
modifications?:
these d e s i r e a b l e
1)
P l a n " F " g i v e s our n e i g h b o r h o o d 2,000 FEWER c a r s and t r u c k s e v e r y hour!
T h a t ' s 48,000 FEWER c a r s and t r u c k s p e r day!
T h a t ' s 17&1/2 MILLION
FEWER c a r s and t r u c k s p e r y e a r t h a n e i t h e r p l a n s "A" o r "AA"!
2)
P l a n " F " g i v e s our n e i g h b o r h o o d o p t i m a l
3)
P l a n " F " g i v e s o u r n e i g h b o r h o o d m i n i m a l d i s t u r b a n c e of e x i s t i n g
and b u i l d i n g s .
4)
P l a n " F " g i v e s our n e i g h b o r h o o d , i n t o t a l , s i x ( 6 ) more a c r e s of p a r k
l a n d between Potomac O v e r l o o k and t h e r i v e r f r o n t , p l u s new p e d e s t r i a n
a c c e s s t o t h i s p a r k l a n d f o r r e s i d e n t s of t h e W e s t b r i d g e , Potomac
residential
land
use.
land
over.
�O v e r l o o k , the Swarthmore, the Shoremede, the B a d e r , e t c . , p l u s new
p e d e s t r i a n a c c e s s t o t h i s e x t r a p a r k f o r a l l r e s i d e n t s s o u t h of K S t .
5)
P l a n " F " g i v e s our n e i g h b o r h o o d new p e d e s t r i a n and b i c y c l e a c c e s s o v e r
Rock C r e e k Parkway a t both L and K s t r e e t s , p l u s a c c e s s o v e r 1-66 a t Eye
S t . , new p e d e s t r i a n walkways o v e r t h e new v e h i c u l a r ramps a t Key
B r i d g e i n Georgetown, p l u s a new p e d e s t r i a n w a l k from the C&O C a n a l t o
K S t . , p l u s new p e d e s t r i a n a c c e s s t o Key B r i d g e ("F" does not d i s r u p t
w a t e r f l o w i n the c a n a l d u r i n g c o n s t r u c t i o n and p r o v i d e s sediment
c o n t r o l t o p r o t e c t Rock C r e e k d u r i n g and a f t e r c o n s t r u c t i o n , p l u s new
facades at canal c r o s s i n g s ) .
6)
P l a n " F " g i v e s our n e i g h b o r h o o d s u p e r i o r p e d e s t r i a n a c c e s s to the new
Georgetown w a t e r f r o n t f a c i l i t i e s , p l u s a new walkway on the Acquduct
B r i d g e abutment, p l u s new e a s t - w e s t p e d e s t r i a n c o n n e c t i o n s between the
H i s t o r i c D i s t r i c t s of Georgetown and Foggy Bottom.
7)
P l a n " F " g i v e s our n e i g h b o r h o o d new l a n d s c a p i n g and AND new n o i s e
abatement a l o n g the c a n a l , on K S t . from 2 4 t h S t . on the E a s t , to 3 6 t h
on t h e West, p l u s s a l v a g e of the "Old I c e House" a t K and 3 4 t h , p l u s
r e s t o r a t i o n of the p r e v i o u s p e d e s t r i a n c r o s s w a l k a t the c a n a l and 3 6 t h ,
p l u s g e n e r a l l a n d s c a p i n g and s i t e - r e s t o r a t i o n a f t e r c o n s t r u c t i o n .
8)
P l a n " F " g i v e s our neighborhood r e t u r n of the K s t r e e t medians f o r nonhighway u s e , p l u s l a n d s c a p i n g w e s t of 2 6 t h a t E y e , K, and L s t r e e t s ,
w i t h w i d e r s i d e w a l k s and p l a n t i n g s on K S t . A l l s t r e e t s s o u t h of M
and n o r t h of V i r g i n i a Ave., from 22nd S t . , w e s t t o beyond 2 6 t h S t . ,
w i l l be f o r p e d e s t r i a n s and l o c a l c a r s o n l y !
9)
P l a n " F " g i v e s our n e i g h b o r h o o d a m a j o r b e n e f i t by removing, a l m o s t i n
i t s e n t i r e t y , the p r e s e n t u n d e s i r a b l e e l e v a t e d s t u c t u r e s , e n h a n c i n g the
h i s t o r i c a l c h a r a c t e r of t h e a r e a and l i k e the E a s t R i v e r D r i v e i n NY C i t y ,
g r e a t l y i m p r o v i n g our p r o p e r t y v a l u e s , not o n l y i n Georgetown, but a l s o
i n West End and Foggy Bottom.
10)
With fewer c a r s and t r u c k s a l l o w e d i n t o the whole s y s t e m , P l a n " F " g i v e s
our n e i g h b o r h o o d r e d u c e d carbon-monocide e m i s s i o n s , and l e s s t r a f f i c
n o i s e t h a n p r e s e n t , and l e s s t h a n e i t h e r p l a n s "A" or "AA",
plus a
s c a l e d - d o w n i n t e r s t a t e i n t e r - c h a n g e i n Rock C r e e k P a r k .
11)
P l a n " F " g i v e s our n e i g h b o r h o o d s p e c i a l p u b l i c t r a n s p o r t a t i o n d u r i n g
c o n s t r u c t i o n , p l u s the most improvement i n r e s i d e n t i a l d e s i g n and
a e s t h e i c s f o r t h e e n t i r e a r e a , t h a n any of the o t h e r p r o p o s a l s .
12)
BEST OF ALL, PLAN " F " GIVES OUR NEIGHBORHOOD ALL OF THE ABOVE AT A LOWER
COST, and A FULL S I X ( 6 ) MONTHS SOONER THAN PROPOSALS "A" or
"AA".
###
I f YOU
ATTEND THE HEARINGS: S U P P O R T
Plan "F"-Modified
C a l l and w r i t e : Mayor M a r i o n B a r r y and
and our ANC c o m m i s s i o n e r s
Copy t h i s f l y e r and g i v e t o your n e i g h b o r s . A c t q u i c k l y ! R e t u r n w i t h s i g n a t u r e ( s ) t o :
J . T o u c h s t o n e , Room #508, 415 12th S t r e e t , NW, DC-20009
I
support
Name
Plan
agree,
"F"-MODIFIED a s b e s t
f o r a l l RESIDENTS of Georgetown-West End-Foggy Bottom.
Address
�TESTIMONY ON THE DRAFT ENVIRPMENTAL IMPACT STATEMENT ON THE MODIFICATION
OF THE 'WHITEHURST FREEWAY, FRANCIS JUNIOR HIGH SCHOOL, WASHINGTON, D.
C,
MONDAY, MAY lU, 1$, 16, 198U AT 7:00 P. M.
My name i s M e l v i n Ogden, I r e s i d e a t 730 - 2lrth S t r e e t N.W.
I would
l i k e to speak about t h e e a s t e r n t e r m i n u s o f t h e W h i t e h u r s t Freeway.
There
i s v e r y heavy t r a f f i c on the r e s i d e n t i a l s t r e e t s o f Foggy Bottom, e s p e c i a l l y
d u r i n g t h e a f t e r n o o n r u s h hour.
Many c a r s u s i n g our s t r e e t s , d e s i r i n g t o go
t o V i r g i n i a v i a the R o o s e v e l t b r i d g e , use 23rd, 2lrth s t r e e t s , New
Hampshire
and V i r g i n i a Avenues, making a r i g h t t u r n a t 27th S t r e e t t o the freeway
on
to R o o s e v e l t b r i d g e .
GW
Parkway.
T h i s e n a b l e s them t o r e a c h 1-66,
r o u t e !?0 and the
Using c u r s t r e e t s , m o t o r i s t have t o contend w i t h t r a f f i c
lights
and stop s i g n s which d e l a y s t r a f f i c and waste f u e l . The t r a f f i c through
r e s i d e n t i a l s t r e e t s c o u l d be g r e a t l y a l l e v i a t e d i f the D. C. O f f i c i a l s
our
will
adopt f e a t u r e s of A l t e r n a t i v e AA and F o f the W h i t e h u r s t Freeway C o r r i d o r
Study w h i c h p r o v i d e s f o r a new
ing
t o 1-66
connection from M S t r e e t a t 26th S t r e e t l e a d -
and the R o o s e v e l t b r i d g e .
T h i s new
connection c o u l d be f r e e o f
t r a f f i c l i g h t s and stop s i g n s which would e x p e d i t e t h e f l o w o f t r a f f i c
and
save f u e l .
T h i s roadway c o u l d be l o c a t e d down the embankment on the w e s t s i d e o f
t h e p a r k , n e a r Rock Creek, south o f M S t r e e t which would h e l p t o overcome
o b j e c t i o n s o f r e s i d e n t s on 26th S t r e e t f a c i n g the p a r k .
T r e e s c o u l d be
p l a n t e d on t h e e a s t s i d e of the roadway w h i c h would c o n c e a l i t from t h e i r
v i e w and h e l p t o reduce the t r a n s m i s s i o n o f t r a f f i c n o i s e .
I a s k t h a t t h e D. C. O f f i c i a l s adopt t h a t p a r t o f A l t e r n a t i v e AA
which e l i m i n a t i o n s would i n c l u d e : the e n t r y / e x i t to the freeway a t 25th
and K S t r e e t s ; V i r g i n i a Avenue t o eastbound e n t r y to K S t r e e t v i a 27th
Street.
T h i s would reduce t r a f f i c on K S t r e e t , and o t h e r Foggy Bottom S t s .
�The
i n t e r s e c t i o n a t 25th and
t r a i n s c r o s s i n g K.
K S t r e e t s i s a v e r y dangerous f o r pedes-
T r a f f i c on K S t r e e t i s v e r y heavy i n c l u d i n g many l a r g e
t r u c k s t h a t c r e a t e * n o i s e , p o l l u t i o n and v i b r a t i o n s t h a t r e s u l t s i n damage
to s u r r o u n d i n g s t r u c t u r e s .
Many m o t o r i s t d r i v i n g w e s t under Washington
C i r c l e exceed the p o s t e d speed l i m i t of 30 m i l e s per hour and
f a i l t o stop when the t r a f f i c l i g h t i s r e d .
south of K S t r e e t , use
a few o f them
Many of our r e s i d e n t s
living
t h i s i n t e r s e c t i o n t o a t t e n d S t . Stephen's Church
a t 25th and P e n n s y l v a n i a Avenue and t o v i s i t many o t h e r e s t a b l i s h m e n t s on
P e n n s y l v a n i a Avenue and i n t h e n e a r b y community.
g u e s t s n o r t h o f K S t r e e t use
Many r e s i d e n t s and
hotel
t h i s i n t e r s e c t i o n t o go t o the Kennedy C e n t e r ,
to gc to the Watergate Safeway to do t h e i r food m a r k e t i n g and t o shop a t
t h e many e s t a b l i s h m e n t s i n the Watergate Complex. The
i n t e r s e c t i o n o f 25th
and K S t r e e t s c o u l d be made s a f e by the e x t e n s i o n of t h e t u n n e l under Washi n g t o n C i r c l e to j u s t beyond 26th S t r e e t .
I was
one
of many Foggy Bottom
residents signing a p e t i t i o n asking f o r t h i s .
I ask t h a t the D. C. O f f i c i a l s i n c l u d e i n t h e i r f i n a l p l a n of
W h i t e h u r s t Freeway C o r r i d o r
Study D E I s , a new
M S t r e e t a t 26th S t r e e t l e a d i n g
t o 1-66,
connection leading
o f f of
the e l i m i n a t i o n of e n t r y / e x i t
to the W h i t e h u r s t Freeway a t 25th and K S t r e e t s ; the eastbound e n t r y
K S t r e e t v i a 27th.
The
the
to
adoption of t h e s e f e a t u r e s would g r e a t l y improve
the q u a l i t y of l i f e f o r the r e s i d e n t s of Foggy Bottom.
�Kioto
Whitehurst
Freeway A l t e r n a t i v e s :
.Ifo?
T e s t i m o n y o f Dr. Ben P. K l o t z ,
P r o f e s s o r o f E c o n o m i c s , May 15, 1984 a t 2 4 t h and N S t . , N.W.,
I
am a longtime r e s i d e n t and p r o p e r t y
of E c o n o m i c s .
I support Whitehurst
JT
D.C.
owner i n Foggy Bottom, and a P r o f e s s o r
Freeway P l a n AA b e c a u s e i t c l o s e s t h e
e n t r y ramps to t h e Freeway a t 2 5 t h and K S t . , and i t a l s o opens a ramp
to 1-66 a t 2 6 t h & M S t .
Both o f t h e s e f e a t u r e s a r e needed to i n s u l a t e
Foggy Bottom from t h e i n c r e a s i n g l y h a r m f u l
e f f e c t s o f through
However, even more i n s u l a t i o n i s needed a g a i n s t t h e growing
K S t . c u t s o f f an arm o f Foggy Bottom s o we need to extend
t u n n e l westward from 24th
t o 27th S t . , b u r y i n g
traffic.
thru-flow.
the K S t .
i t out of earshot of
the thousands o f r e s i d e n t s i n t h e 10 apartment b u i l d i n g s a l o n g
this
segment o f roadway.
K S t r e e t ' s burgeoning t h r u t r a f f i c
of r e s i d e n t s i n these apartments:
and
noise
i n c r e a s i n g ^ harms the h e a l t h
i s known to r a i s e b l o o d
high blood p r e s s u r e i n c r e a s e s the p r o b a b i l i t y o f death.
pollutiom
i a a l s o known t o d e p r e s s
property
m i l l i o n s of d o l l a r s a t stake along K S t .
from r e d u c e d n o i s e p o l l u t i o n . i . . ,
e
Nations
Noise
v a l u e s , and t h e r e a r e
So t h e r e a r e r e a l b e n e f i t s
from t h e t u n n e l ' s c o n s t r u c t i o n .
p o o r e r t h a t t h e U.S. have c h o s e n t o d i g o u t and deck over
the o f f e n d i n g
s t r e e t , so why c a n ' t we do i t t o o ?
c o s t c o u l d be much l e s s t h a n t h e $30 m i l l i o n c i t e d
m e n t a l Impact S t a t e m e n t
(DEIS).
The c o s t ?
The a c t u a l
i n the D r a f t
The DEIS assumed a 10 p e r c e n t
r a t e r a t h e r than t h e s i x p e r c e n t now e x p e c t e d
difference
pressure
by most e x p e r t s .
Environinflation
This
i n assumed r a t e s compounds to a 26 p e r c e n t o v e r s t a t e m e n t
i n 1988, t h e assumed m i d - p o i n t y e a r o f c o n s t r u c t i o n ; d e l a y i n g t h e
to 1990 c a u s e s
a 43 p e r c e n t o v e r s t a t e m e n t
i n that year.
of c o s t s
raid-point
I n any e v e n t ,
c o s t e s t i m a t e s a r e o f t e n s u b j e c t i v e a t s e v e r a l key j u n c t i o n s i n e n g i n e e r i n g
s t u d i e s , so t h e s e s t u d i e s need independent r e v i e w
of v a r i a t i o n
that a tunnel
i n the e s t i m a t e s .
to n a r r o w down the range
T h e r e i s n o t enough e v i d e n c e
to date
to s a y
i s too c o s t l y , e s p e c i a l l y when t h e t u n n e l ' s b e n e f i t s a r e ignored'.
�The W h i t e h u r s t Freeway h a s l o n g been a d e t r i m e n t t o t h e d e n s e l y p o p u l a t e d .
r e s i d e n t i a l neighborhood through w h i c h i t passes, a t i t s e a s t e r n ^ e n d . As a
r e s i d e n t o f Foggy Bottom f o r more t h a n 2 7 y e a r s l T ant v e ^ ^ a w a r e '^f^-fore e f f e c t
which t h e ^ J ^ r ^ w a x J i a ^ h a ^ l ^ n t h e neighborhood,/iave seen t h e extremes
which t h e r e s i d e n t s have had t o t a k e i n o r d e r t o u n i f y t h e i r s e c t i o n o f t h e c i t y ,
and have been a b l e t o e v a l u a t e some o f t h e problems c r e a t e d by t h e Freeway i n
r e g a r d t o my r o l e a s chairman o f t h e Neighborhood Grime Watch„
D u r i n g my r e s i d e n c e i n Foggy B o t t o m ^ X J i a v e watched t r a f f i c s t e a d i l y i n c r e a s e
to a s a t u r a t i o n p o i n t
A t t h e same t i m e Foggy Bottom h a s emerged from a low
income a r e a i n t o one o f t h e b e t t e r in-town s e c t i o n s whose r e s i d e n t s work h a r d
t o promote a s a f e and e n j o y a b l e p l a c e i n which t o live„__\Even though t h e a r e a
i s p r a c t i c a l l y surrounded by r o a d s and s t r e e t s clogged by t r a f f i c much o f t h e
day and even though t h e y must b r e a t h e h e a v i l y p o l l u t e d a i r , t h e l o c a l s manage
t o s u r v i v e a n d r a i s e f a m i l i e s o n l y by banding t o g e t h e r t o f l i g h t a l l t h e
problems c o n s t a n t l y c r e a t e d by t h e Freeway. Add t o t h i s t h e c o n f u s i o n which
c o n s t a n t l y f l o w i n g t r a f f i c f o r c e s on t h e neighborhood where m o t o r i s t s speed
when t h e y c a n , i g n o r e d i r e c t i o n s i g n a l s , r e f u s e t o slow down f o r p e d e s t r i a n s ,
and seem bent o n l y on g e t t i n g t o t h e suburbs and you c a n s e e problems i n f l i c t e d
on t h e l o c a l r e s i d e n t s most o f whom a r e not o n l y home owners but a l s o voters.„.
c o n s c i o u s minded c i t i z e n s who a r e i n t e r e s t e d i n s e e i n g Washington grow but a r e
i n c r e a s i n g l y aware o f t h e c i t y government's l a c k o f c o n c e r n f o r t h e i r plight„
0
One of my prime c o n c e r n s 'a^^riune^watch chairmanhas been w i t h c r i m e committed
i n t h e a r e a s a d j a c e n t t o t h e Freeway. An underground p e d e s t r i a n passage ,puto
undery-the Frgeway a t 2 6 t h S t r e e t was t o e n t i c e l o c a l s t o p a s s s a f e l y b & C w ^ e n ^
t h e ' w d p a j r t s o f t h e Bottom „ I n r e a l i t y , i t s e r v e s a s a d e f e r e n t w i t h i t s l e a k i n g
c e i l i n g , i t s bad l i g h t i n g , i t s r e f u s e l i t t e r e d f l o o r which forms a haven f o r
s t r e e t d r i f t e r s , and i t s s t a i r w a y l a n d s c a p i n g which s e r v e s a s a h i d i n g p l a c e
f o r muggers a s some o f our r e s i d e n t s have found, h a s J i p r c e d our c i t i z e n s t o t h e
c o r n e r s o f 2 4 t h and 2 5 t h S t r e e t s f o r a p l a c e t o c r o s § 3 S i n c e t h e advent of h o t e l
and condo_conversions have f o r c e d t h e s m a l l shops i n t h e a r e a n o r t h o f K S t r e e t
to c l o s e j ? e s i d e n t s l i v i n g n o r t h o f K must c r o s s t h e Freeway t o shop, go t o t h e
Kennedy Crenter, o r even t o u s e t h e subway. A t t h e same t i m e r e s i d e n t s l i v i n g
south o f K S t r e e t going n o r t h t d Georgetown, t o t h e l i b r a r y o r t h e bus must
c r o s s K Street„ Many o f our r e s i d e n t s a r e e l d e r l y and t h e r e f o r e w i t h t h e wide
Freeway, t h e hordes o f c a r s going onto o r o f f t h e ramps a t 2 5 t h S t r e e t , u s i n g t h e
ramp p a s t t h e Bader t o go i n t o 2 6 t h S t r e e t a n d t h e n i n t o P e n n s y l v a n i a Avenue, o r
t u r i n g o f f o f 2 4 t h S t r e e t onto t h e ramp o r from the ramp onto 2 4 t h S t r e e t , t h e
r e s u l t i n g c o n f u s i o n o f wide f r e e w a y , busy ramps, c a r s t u r n i n g i n t o and out o f
s t r e e t s h a s c r e a t e d a nightmare f o r a r e c i t i z e n r y who have t o watch everywhere
f o r t r a f f i c and t e n d t o f o r g e t about p u r s e s , packages, o r s u s p i c i o u s people.
Even c u l de s a c s c r e a t e d by t h e Freeway and 1 6 6 have been t h e scene o f armed
holdupsJsimply by t h e i r s i t u a t i o n and t h e way t h a t smoothly f l o w i n g neighborhood
t r a f f i c h a s been c u t off„ Both p a r t s o f 2 6 t h S t r e e t a n d t h e a r e a a l o n g t h e t o p
of 1 6 6 a r e examples o f t h i s o j
The Freeway h a s been a d e t e r e n t f o r a comprehensive and a l l i n c l u s i v e neighborhood
watch program . I n o r d e r t o work out a c o m p l e t e l y c o h e s i v e program a g a i n s t
c r i m e problems near t o t h e f r e e w a y , we have had t o have c o n s t a n t c l o s e l y
connected s t r o n g c o o p e r a t i o n between a l l t h e l o c a l c i t i z e n s w i t h newspaper and
meeting a r t i c l e s devoted t o a d v i s i n g t o t h e r e s i d e n t s o f a l l t h e problems and
we keep g e t t i n g t h e same r e s p o n s e t h a t w i t h a l l t h e t r a f f i c on t h e ramps„ w i t h t h e
c l u t t e r e d underpass and s i d e s t r e e t s , and w i t h n o i s e etc„, i t i s h a r d t o watch
out f o r c r i m e s e t ups u n t i l i t , i s t o o l a t e . „Also.^many-residents own c a r s
and s i n c e o u r o l d e r b u i l d i n g s have no space l o r g a r a g i n g l o c a l s must l o o k
t
�f o r s t r e e t space which i s o f t e n a t a premium even though t h e r e s i d e n t s have
p a r k i n g s t i c k e r s . However, w i t h i n c r e a s e d t r a f f i c l a n e s , heavy t r a f f i c f l o w ,
and s e v e r e p a r k i n g r e s t r i c t i o n s imposed a t many t i m e s i n the day, our r e s i d e n t s
have had t o l o o k f a r and wide f o r p a r k i n g o f t e n i n t o a r e a s which a r e not s a f e
particularly at night.
( " l f u l l y r e a l i z e t h a t t h e Freeway i s a n e c e s s i t y i n order t o m a i n t a i n t h e c e n t e r
c i t y b u s i n e s s c o r e but must i t be so overwhelmingly a t t h e expense of t h e l o c a l
community who even though i t chooses t o l i f e i n t h e a r e a does pay high t a x e s
for that priviledge.
_
A l t e r n a t i v e s AA and F, combined
u n n e l e x t e n s i o n Amder K S t r e e t might
w e l l be t h e b e s t s o l u t i o n p r o v i d e d t h a t t h e r a j n p ^ o U l a be put i n w i t h veryl i t t l e or no a d v e r s e e f f e c t on r e s i d e n t i a l h o u s i n g
With t h e i n c r e a s e d
development of t h e a r e a n o r t h of M S t r e e t i n t o b u s i n e s s houses, t h e r e i s bound
t o be more f l o w o f f t h e f r e e w a y a t 25th S t r e e t more t u r n i n g a t 24th S t r e e t and
more c o n f u s i o n a t Washington Circle„ U n l e s s something i s done t o a U . e v i a t e
t h e c u r r e n t problem i e t h e t r a f f i c a v a l a n c h e by c l o s i n g t h e ramps ^ifrexter/cfeg"'''
t h e t u n n e l our s t r e e t s a k r e a d y t a x e d s e v e r e l y w i l l not be a b l e t o h o l d t h e
a d d i t i o n a l t r a f f i c and our l o c a l s w i l l be even l e s s s a f e and more s u i t a b l e
t o be t a r g e t s f o r h i t men,
A l l t h e c r i m e watches i n t h e w o r l d a r e not t o t a l l y
s u c c e s s f u l when c o n d i t i o n s such a s we see d a i l y f o r t h e p a s t 25 y e a r s a r e a l l o w e d
t o c o n t i n u e and prosper„ Be i t a t u n n e l o r some o t h e r e e q u a l l y s u i t a b l e method
i t must be done. Foggy Bottom has t a k e n t h e Freeway a s a s t a t u s quo too l o n g .
0
Robert F. A l c o r n
The Swarthmore
1010 25th S t r e e t N. W.
#711
Washington, D„ C. 20037
»
�M a y 1 4 , 1984
Whitehurst Freeway Corridor Study
D . C . D e p a r t m e n t of T r a n s p o r t a t i o n
415 12th S t r e e t , N . W . Room 519
Washington, D.C.
20004
I am P a t r i c i a C h a b r i e r and I h a v e lived in F o g g y B o t t o m for the
p a s t 13 y e a r s . I n o w l i v e , t o g e t h e r w i t h m y h u s b a n d a n d d a u g h t e r , a t 9 0 0
H u g h e s M e w s , N . W . in a t o w n h o u s e w h i c h w e h a v e owned s i n c e 1 9 7 7 .
Like other Foggy Bottom families with young children, I feel that
our v i e w s and c o n c e r n s should b e taken into a c c o u n t in the W h i t e h u r s t F r e e w a y
redesign.
Of t h e w h o l e w h i t e h u r s t F r e e w a y r e d e s i g n p r o j e c t , t h e F o g g y B o t t o m
s e c t i o n o n K S t r e e t is t h e o n e t h a t t o u c h e s m o s t d e e p l y t h e d a i l y l i v e s of t h e
o r d i n a r y c i t i z e n s l i v i n g a r o u n d i t . U n l i k e the r e s i d e n t s l i v i n g in other areas
along the W h i t e h u r s t Freeway c o r r i d o r , w e m u s t cross the W h i t e h u r s t Freeway
to g o t o w o r k , to c h u r c h , t h e p u b l i c p l a y g r o u n d a n d s w i m m i n g p o o l o n 2 5 t h a n d
N S t r e e t s , t h e s c h o o l s a n d s h o p s in G e o r g e t w o n , t h e W e s t E n d l i b r a r y , e t c .
T h o s e r e s i d e n t s w h o l i v e o n t h e n o r t h s i d e of K S t r e e t m u s t c r o s s it to g o t o
our playground on 26th Street and Queen A n n e L a n e , the W a t e r g a t e s t o r e s , the
K e n n e d y C e n t e r , the day care center on 25th and K S t r e e t s , e t c .
C r o s s i n g K S t r e e t w i t h y o u n g c h i l d r e n is v e r y h a z a r d o u s . T h e t r a f f i c
r a c e s a l o n g the s t r e e t . T h e t r a f f i c l i g h t s g i v e l i t t l e time for s l o w e r p e d e s t r i a n s to c r o s s , i n c l u d i n g y o u n g c h i l d r e n and e l d e r l y p e r s o n s . A l s o , v e h i c l e s
a r e c o n t i n u a l l y t r y i n g to b e a t t h e l i g h t s . I n a d d i t i o n , t h e n o i s e a s s o c i a t e d
w i t h t h e s q u e e l i n g of b r a k e s , e s p e c i a l l y f r o m h e a v y t r u c k s a s t h e y a t t e m p t to
s t o p s u d d e n l y a t a r e d l i g h t , a n d t h e a f t e r m a t h of c a r s a n d t r u c k s a s t h e y
a c c e l e r a t e a n d e m i t b l a c k f u m e s a r e n i g h t m a r e s to u s . T h e e x i s t i n g u n d e r p a s s
a t 2 6 t h a n d K S t r e e t s is n o t a u s a b l e a l t e r n a t i v e to t h e 2 5 t h S t r e e t c r o s s i n g .
Q u i t e a p a r t f r o m t h e a p p a l l i n g u n c l e a n l i n e s s , i t is n o t n e g o t i a b l e b y m a n y
b e c a u s e of t h e s t e p s . In a d d i t i o n , it i s q u i t e u n s a f e b e c a u s e of i t s f r e q u e n t
use by undesirable elements.
K S t r e e t is t r u l y a b a r r i e r t o u s .
T h u s , t h e r e d e s i g n of t h e K S t r e e t s e c t i o n b e t w e e n 2 4 t h a n d 2 6 t h
S t r e e t s of t h e w h i t e h u r s t F r e e w a y is m u c h m o r e t h a n a n a e s t h e t h i c i s s u e f o r
us.
It i s a n i s s u e of s a f e t y f o r u s a n d o u r c h i l d r e n a n d a n i s s u e of c o m m u n i t y
preservation.
�-2-
I n m y v i e w , of t h e f o u r a l t e r n a t i v e s p r o p o s e d f o r t h e W h i t e h u r s t
Freeway r e d e s i g n , only A l t e r n a t i v e s F and A A offer us some long overdue relief
to a n i n t o l e r a b l e t r a f f i c s i t u a t i o n o n K S t r e e t b e c a u s e t h e y p r o v i d e f o r t h e
c l o s i n g o f t h e e x i t / e n t r y r a m p s o n 2 5 t h a n d K S t r e e t s , d i v e r t i n g s o m e of t h e
t r a f f i c f r o m our n e i g h b o r h o o d to M S t r e e t . A l t e r n a t i v e s F and A A a l s o p r o v i d e
for an i n c r e a s e of the p a r k l a n d along 26th S t r e e t and are c o m p a t i b l e w i t h
t h e e x t e n s i o n of t h e t u n n e l f r o m t h e W a s h i n g t o n C i r c l e to b e y o n d 2 6 t h S t r e e t .
I s t r o n g l y f e e l that t h e s e p o s i t i v e e l e m e n t s of A l t e r n a t i v e s F and A A should
n o t b e d e n i e d to o u r n e i g h b o r h o o d b e c a u s e of t h e o p p o s i t i o n t o t h e M S t r e e t
r a m p (and w h i c h a r t H t o M M I
w a s t h e m a i n r e a s o n f o r t h e r e j e c t i o n of
these two a l t e r n a t i v e s by ANC 2 A ) .
I n o r d e r to m e e t t h e c o n c e r n s of t h e o b j e c t o r s of t h e M S t r e e t r a m p ,
I f e e l t h a t e v e r y e f f o r t s h o u l d b e m a d e to d e s i g n t h e r a m p i n s u c h a w a y t h a t
it d o e s n o t a d v e r s e l y i m p a c t t h e p a r k l a n d f a c i n g t h e W e s t b r i d g e B u i l d i n g .
H o w e v e r , if t h e M S t r e e t r a m p is r e l o c a t e d , it s h o u l d n o t b e p u t o n a n y o t h e r
residential portion along 26th Street between I and M Streets.
(In f a c t , I
c a n n o t t h i n k of a m o r e l o g i c a l p l a c e t h a n 2 6 t h a n d M S t r e e t s , w h i c h is t h e o n l y
corner with a commercial building along 26th S t r e e t ) .
H o w e v e r , for a l l their p o s i t i v e e l e m e n t s , A l t e r n a t i v e s F and A A still
d o n o t s o l v e t h e m a i n p r o b l e m of o u r n e i g h b o r h o o d , w h i c h i s t h e e n o r m o u s v o l u m e
of f a s t m o v i n g t h r o u g h t r a f f i c in t h e m i d d l e f o u r l a n e s of K S t r e e t .
I a m o n e of o v e r 9 0 0 r e s i d e n t s w h o s i g n e d t h e p e t i t i o n r e q u e s t i n g
t h e e x t e n s i o n of t h e t u n n e l . W e w e r e s u b s e q u e n t l y t o l d t h a t t h e e x t e n s i o n of
the t u n n e l w a s n o t i n c l u d e d a m o n g the r e d e s i g n i n g a l t e r n a t i v e s b e c a u s e it w a s
considered too e x p e n s i v e .
I m i g h t s a y t h a t t h i s d e p e n d s of t h e t y p e o f t u n n e l t o b e b u i l t a n d
t h e w a y i t s c o s t is c a l c u l a t e d . M y u n d e r s t a n d i n g is t h a t t h e c o n s u l t a n t g r o s s l y
o v e r p r i c e d t h e t u n n e l a n d t h a t t h e c o s t o f a s i m p l e t u n n e l , c o v e r e d in a w a y
that did n o t r e q u i r e v e n t i l a t i o n and w a s n o t i n t e n d e d to b e a r load o t h e r than
p e d e s t r i a n s , w o u l d b e a m u c h l e s s e x p e n s i v e m a t t e r . T h e w a y in w h i c h t h e c o s t
of a t u n n e l h a s b e e n c a l c u l a t e d is a l s o q u e s t i o n a b l e .
Quite apart from the
q u e s t i o n of t h e b a s e p r i c e , t h e c o s t p r o j e c t i o n p r o v i d e s f o r a n a v e r a g e a n n u a l
c o s t i n c r e a s e of 1 0 p e r c e n t a y e a r f r o m 1 9 8 2 to 1 9 8 8 .
Such an inflation projection
seems unreasonably high.
T h e true cost of a t u n n e l w o u l d b e t h e r e f o r e c o n s i d e r a b l y
less than assumed in the study.
F i n a l l y , I f e e l t h a t t h e c o s t of a n y f r e e w a y r e c o n s t r u c t i o n is t o o
e x p e n s i v e if it b r i n g s n o i m p r o v e m e n t to o u r d a m a g e d n e i g h b o r h o o d .
The cost
of t h e t u n n e l e x t e n s i o n — c o r r e c t l y c o s t e d — m u s t b e m e a s u r e d a g a i n s t w h a t t h e
F o g g y B o t t o m r e s i d e n t s m u s t e n d u r e i n t e r m s of l a c k of s a f e t y , n o i s e a n d p o l l u t i o n
o n t h e o n e h a n d , a n d i n t e r m s of w h a t i t s r e s i d e n t s c o n t r i b u t e to t h e c i t y
r e v e n u e s b y w a y of p r o p e r t y t a x e s a n d t o t h e p r e s e r v a t i o n o f t h e c i t y a s a
v i a b l e a l t e r n a t i v e t o t h e l i f e in t h e s u b u r b s , o n t h e o t h e r .
�-3-
M e a s u r e d in t h e s e t e r m s , the t u n n e l e x t e n s i o n from 24th Street
b e y o n d 26th S t r e e t is n o t an e x p e n s i v e p r o p o s i t i o n .
I am submitting
of t h i s p u b l i c h e a r i n g .
this s t a t e m e n t in w r i t i n g
for the o f f i c i a l
Patricia Chabrier
900 H u g h e s M e w s , N . W .
Washington, D.C.
20037
to
records
�WHITEHURST FREEWAY CORRIDOR STUDY PUBLIC HEARING
MAY 15 1984
TESTIMONY PRESENTED ON BEHALF OF BON WIT PLAZA OWNERS AND TENANTS ON THE ALTERNATIVES PRESENTED I N THE DRAFT ENVIRONMENTAL IMPACT STATEMENT ON THE MODIFICATION OF THE WHITEHURST FREEWAY.
THIS TESTIMONY I S SUPPORTED BY 150 P E T I T I O N
SIGNATURES FROM RESIDENTS REVIEW OF THE FOUR OPTIONS PRESENTED.
I WELCOME THE OPPORTUNITY TO SPEAK ON BEHALF OF THE TENANTS OF THE BON WIT
PLAZA AS WELL AS FOR MYSELF, A RESIDENT OF FOGGY BOTTOM FOR THE LAST 16 YEARS
AND AN ACTIVE MEMBER AND FORMER PRESIDENT OF THE FOGGY BOTTOM ASSOCIATION.
DURING THIS PERIOD I HAVE OBSERVED THE RAPID GROWTH OF GEORGE WASHINGTON
UNIVERSITY, THE INCREASING NUMBERS OF APARTMENT HOTELS, AND THE GENERAL SHIFT
FROM OWNER OCCUPIED SINGLE FAMILY HOUSES AND RENTAL BUILDINGS TO HIGHER DENSITY
RESIDENCES I E . , CONDOMINIUMS , MIXED USE - COMMERCIAL/RESIDENCE.
OF THE "NEIGHBORHOOD" HAS BEEN INCREASINGLY D I F F I C U L T TO MAINTAIN.
THE INTEGRITY
THE DISTRICT
GOVERNMENT HAS BENEFITTED FROM THE INCREASED TAX BASE BUT HAS BEEN RELUCTANT
TO CONSIDER THE SAFETY, ESTHETIC, AND ENVIRONMENTAL NEEDS OF THIS GROUP OF
RESIDENTS THAT ARE INCLUDED I N THE 20$ OF THE DISTRICT RESIDENTS PROVIDING THE
LARGEST PER CAPITA SHARE OF THE TAX BURDEN.
DURING MY TENURE AS PRESIDENT OF THE FOGGY BOTTOM ASSOCIATION, AUG 73 THROUGH
SEP 7 5 , ACTION WAS I N I T I A T E D BY THE ASSOCIATION TO REDUCE THE HAZARDS ASSOCIATED
WITH CROSSING K STREET AT 25TH.
THREE ACCIDENTS, ONE FATAL, PROMPTED THE DOT,
FOLLOWING SUPPORT FROM THE HONORABLE JERRY A. MOORE, J R . , COUNCILMAN AT LARGE,
TO ADDRESS OUR CONCERNS.
�THE TOTAL ACTIONS TAKEN WERE:
o
ESTABLISH ONE WAY NORTH ON 25TH STREET NORTH OF K STREET TO
PENNSYLVANIA AVENUE
o
ESTABLISH ONE WAY NORTH ON 25TH STREET FROM HUGHES MEWS TO
K STREET
o
ADD LARGER TRAFFIC LIGHTS WITH FLASHING STROBES AT THE
25TH - K STREET CROSSING
o
ADD A CAUTION FLASHER AT THE EAST END OF THE WASHINGTON
CIRCLE UNDERPASS
o
ADD "NO THROUGH TRUCKS" SIGNS ON 24TH STREET NORTH
THE ONE WAY STREETS HAVE ELIMINATED THE USE OF 25TH STREET AS A THROUGHWAY FOR
TRUCKS AND COMMUTORS USING THE WHITEHURST FREEWAY AND DIVERTED THEM TO 24TH
AND 23RD STREETS AND ELIMINATED THE ENTRY OF COMMUTORS FROM 25TH STREET NORTH
OF K STREET ONTO THE WHITEHURST FREEWAY.
THIS IMPROVED THE SAFETY HOWEVER WAS
FAR FROM THE DESIRED WHICH WAS TO CONSTRUCT A PEDESTRIAN OVERPASS BRIDGING THE
25TH STREET K STREET INTERSECTION.
THE DISTRICT GOVERNMENT STATED THAT THE
EXPENSE OF THE OVERPASS ELIMINATED I T AS A VIABLE OPTION.
DOT TOOK A WAIT AND
SEE APPROACH TO SEE I F THE IMPROVEMENTS SIGNIFICANTLY REDUCED THE HAZARDS.
ONLY ONE STROBE LIGHT REMAINS, THE THROUGH TRUCK SIGNS HAVE BEEN REMOVED FROM
24TH STREET AND THE ACCIDENTS AT 25TH AND K ARE ON THE INCREASE.
COMMUTORS
ARE NOT PAYING ATTENTION TO THE TRAFFIC LIGHTS AND THE POLICE ARE NOT STAFFED
TO PATROL FOR MOVING VIOLATIONS.
NOT MUCH TO SAY FOR DISTRICT CONCERN FOR THE
SAFETY OF THEIR PRIME TAXPAYERS.
FOLLOWING THE CLOSURE OF I STREET FROM 24TH TO 23RD THE COMMUTOR TRAFFIC SOUTH
ON 24TH STREET I S REQUIRED TO ENTER 23RD VIA H STREET.
THIS CREATED A TRAFFIC
GRID LOCK AT 24TH AND H EVERY EVENING BETWEEN 4:30 AND 5:45- PRIOR TO THE
ESTABLISHMENT OF THE FOUR WAY STOP AT 24TH AND H THE GAME OF CHICKEN WAS
PREVELANT.
BY THE WAY, THE REASON FOR THE I STREET CLOSURE WAS AN ACCOMODATION
TO G TO PERMIT THE CONSTRUCTION OF THE NEW MEDICAL SCHOOL BUILDING ON THE
W
BLOCK BOUNDRIED BY 23RD, 24TH, I ,
AND H.
FOR THE SAFETY OF THEIR PRIME TAXPAYERS.
NOT MUCH TO SAY FOR DISTRICT CONCERN
�THE D I S T R I C T APPROVAL FOR THE ADDITIONAL APARTMENT HOTELS CREATED THE PROBLEM
OF TOURBUS PASSAGE WITHIN THE R E S I D E N T I A L AREAS OF FOGGY BOTTOM.
THIS ADDED
INCONVENIENCE AND SAFETY HAZARD HAS BEEN GIVEN TOKEN CONSIDERATION BY THE
D I S T R I C T - NO BUSSES ARE PERMITTED ON 25TH STREET.
THE EXPLOSION OF TRAFFIC AT THE INTERSECTION OF 24TH AND NEW HAMPSHIRE HAS
CREATED A VIRTUAL "NO MANS LAND" FOR PEDESTRIANS. ONLY LUCK AND SHEER GUTS
PERMITS THE OCCASIONAL PASSAGE DURING THE RUSH HOUR.
ANOTHER CHALLANGE FOR
THE RESIDENTS OF FOGGY BOTTOM.
THE TREND SHOWS THAT THE D I S T R I C T GOVERNMENT PROVIDES THE MINIMUM
ACCOMODATION
TO I T S RESIDENTS I N FOGGY BOTTOM - USUALLY WITH MINIMUM EXPENDITURE. WE AT
THE BON WIT HOPE THAT THE TREND WILL CHANGE DIRECTION WHEN THE DECISION I S
MADE ON THE WHITEHURST FREEWAY REDESIGN.
THE TRAFFIC
THE ONLY VIABLE OPTION TO A L L E V I A T E
GRID LOCKS, IMPROVE SAFETY, AND REESTABLISH THE INTEGRITY OF FOGGY
BOTTOM AS A "NEIGHBORHOOD"
FROM WASHINGTON
I S OPTION "AA" WITH THE INCLUSION OF THE TUNNEL
C I R C L E WEST TO THE BEGINNING OF THE WHITEHURST.
THE STUDY
SHOWS THAT OPTION "AA" S A T I S F I E S THE SAFETY, LAND USE, NEIGHBORHOOD AND LOCAL
CONCERNS, URBAN DESIGN AND AESTHETICS, PLUS SOCIOECONOMICS CONCERNS,
IE.,
A C C E S S I B I L I T Y TO GEORGETOWN.
WITH A L L OF THIS GOING FOR I T THE DECISION SHOULD BE EASY. I DO HOPE THAT THIS
B R I E F HISTORICAL REVIEW TRIGGERS A FEW MEMORIES AND LEADS THE DECISION MAKERS
I N THE DIRECTION OF SUPPORTING THE RESIDENTS OF FOGGY BOTTOM BY SELECTING
OPTION "AA" AND PURSUING THE TUNNEL CONSTRUCTION.
BY THE D I S T R I C T GOVERNMENT WILL GO A LONG WAY
ESTABLISHED BY THEIR PAST PERFORMANCES.
INSURE A SOLID TAX BASE.
THIS P O S I T I V E
PERFORMANCE
TOWARD CORRECTING THE IMAGE
AFTER ALL, SAFE, HAPPY RESIDENTS
�Statement by Mr. H o l s e y G. Handyside
W h i t e h u r s t Freeway C o r r i d o r S t u d y
P u b l i c Hearing
May 14, 1 5 , 16, 1984
My name i s H o l s e y Handyside. I have l i v e d i n Foggy Bottom and have owned
p r o p e r t y i n t h i s i n - t o w n r e s i d e n t i a l neighborhood, s p e c i f i c a l l y a townhouse
a t 2529 " I " S t r e e t , s i n c e 1962. I have handed c o p i e s o f my s t a t e m e n t t o
the s t a f f .
T h i r t y - f i v e y e a r s ago, when t h e t r a f f i c e n g i n e e r s and f r e e w a y d e s i g n e r s
a d d r e s s e d t h e problem o f o r g a n i z i n g t h e d a i l y f l o w o f automobile commuters
i n t o and o u t o f downtown Washington, t h e y d e s i g n e d a commuter t r a f f i c r o u t e
from t h e c e n t e r o f Washington t h r o u g h Georgetown t o t h e Key B r i d g e w h i c h
f a v o r e d t h e d e s i r e s o f commuters f o r a q u i c k , u n i n t e r r u p t e d passage between
c e n t e r c i t y and suburb, and w h i c h s e t a s i d e a s i n s i g n i f i c a n t t h e i n t e r e s t s
and t h e d e s i r e s o f c i t y r e s i d e n t s f o r a s a f e , r e a s o n a b l y q u i e t and r e a s o n a b l y p o l l u t i o n - f r e e r e s i d e n t i a l e n v i r o n m e n t . I n t h e l a t e 1940s and t h e
e a r l y 1950s, t h e commuter was K i n g . The b a l a n c e e s t a b l i s h e d between s u b u r ban commuters and t h e i n - t o w n r e s i d e n t s o f t h e D i s t r i c t o f Columbia was
o v e r w h e l m i n g l y i n f a v o r o f t h e automobile-borne s u b u r b a n i t e .
As t h e a u t h o r i t i e s o f t h e D i s t r i c t and t h e F e d e r a l Government p l a n i n t h e
1980s f o r t h e t r a f f i c f l o w s o f t h e 1990s, t h e y must s t r i k e a new b a l a n c e i n
the W h i t e h u r s t commuter c o r r i d o r between t h e i n t e r e s t s o f t h e commuters and
the i n - t o w n r e s i d e n t s . The f u t u r e c o n f i g u r a t i o n o f t h e W h i t e h u r s t Freeway
must a c c o r d e q u a l t r e a t m e n t t o u r b a n r e s i d e n t s and suburban commuters.
F o r t u n a t e l y , t h i s t a s k i s n o t a s d i f f i c u l t a s i t might appear a t f i r s t
g l a n c e . The commuter wants t o move t w i c e a day — from home t o o f f i c e and
back — r a p i d l y and e a s i l y on a d e d i c a t e d commuter t r a f f i c t r a c k , t r a v e r s i n g
as q u i c k l y a s p o s s i b l e any u r b a n r e s i d e n t i a l neighborhoods o r commercial
d i s t r i c t s l y i n g a c r o s s h i s d e t e r m i n e d p a t h . S u r p r i s i n g l y , t h e in-town
r e s i d e n t wants e x a c t l y t h e same t h i n g f o r h i s commuting c o l l e a g u e : t h a t i s ,
a d e d i c a t e d , h i g h speed commuter t r a c k w h i c h e n a b l e s t h e auto-borne s u b u r b a n i t e t o t r a v e r s e t h e u r b a n d w e l l e r ' s r e s i d e n t i a l neighborhood i n t h e modern
day e q u i v a l e n t o f a s e a l e d t r a i n , and w h i c h p r e v e n t s t h e home o r o f f i c e - b o u n d
commuter from s p i l l i n g o v e r i n t o and d e g r a d i n g t h e q u a l i t y o f l i f e i n h i s
u r b a n r e s i d e n t i a l community.
A modernized W h i t e h u r s t Freeway t o g e t h e r w i t h s u b s t a n t i a l l y m o d i f i e d e a s t e r n
and w e s t e r n approaches c o u l d do t h i s . U n h a p p i l y , t h e a l t e r n a t i v e s proposed
to d a t e f o r t h e e a s t e r n approach t o a n up-dated W h i t e h u r s t Freeway by t h e
D i s t r i c t Department o f T r a n s p o r t a t i o n and i t s c o n s u l t a n t do n o t a c c o m p l i s h
t h i s o b j e c t i v e . The s e v e r a l p r o p o s a l s ( e x c e p t f o r t h e n o - b u i l d n o n - o p t i o n )
accomodate t h e i n t e r e s t s o f t h e suburban commuter, b u t t h e y f a l l s h o r t , f a r
s h o r t , o f meeting t h e needs, t h e i n t e r e s t s , and t h e d e s i r e s o f t h e r e s i d e n t s
of Foggy Bottom.
My n e i g h b o r s and I warmly welcome t h e p r o j e c t e d c l o s i n g o f t h e W h i t e h u r s t
a c c e s s and e x i t ramps a t Washington C i r c l e i n A l t e r n a t i v e s Double A and F ,
and t h e r e c o n v e r s i o n o f K S t r e e t from h i g h speed f r e e w a y t o l o c a l n e i g h b o r hood s t r e e t . B u t we d e p l o r e t h e f a i l u r e o f t h e d e s i g n e r s t o a d d r e s s t h e
�-
2
-
e x c e e d i n g l y hazardous p e d e s t r i a n and v e h i c u l a r t r a f f i c s i t u a t i o n and c o r r e c t
t h e e x t r e m e l y s e r i o u s s a f e t y problems w h i c h e x i s t now i n t h e 2 4 t h t o 2 6 t h
S t r e e t p o r t i o n o f t h e W h i t e h u r s t c o r r i d o r and w h i c h w i l l c o n t i n u e t o e x i s t
a t 25th and 2 6 t h S t r e e t s u n t i l t h e p r e s e n t a t - g r a d e , h i g h speed commuter
t r a f f i c f l o w i s r e l o c a t e d i n t o a below-grade roadway — u n t i l , i n s h o r t , t h e
e x i s t i n g Washington C i r c l e t u n n e l i s extended westward t o beyond 26th S t r e e t .
My n e i g h b o r s and I a l s o warmly welcome t h e d i v e r s i o n o f t h e l a r g e and growing f l o w s o f commuter t r a f f i c g e n e r a t e d by t h e r a p i d development o f t h e West
End o f f t h e l o c a l s t r e e t s o f our r e s i d e n t i a l community onto a d e d i c a t e d conn e c t i o n t o t h e R o o s e v e l t B r i d g e and I n t e r s t a t e 66. We a r e e s p e c i a l l y p l e a s e d
w i t h t h e accompanying enlargement o f t h e p a r k a r e a west o f 2 6 t h S t r e e t and
t h e r a z i n g o f t h e n e v e r used W h i t e h u r s t Freeway ramps w h i c h m e m o r i a l i z e t h e
h i g h t i d e o f t h e p r o - f r e e w a y , pro-commuter madness o f t h e 1950s.
I t w i l l be
a j o y t o c o n v e r t t h i s mute reminder o f t h a t e r a ' s p r o f l i g a t e waste o f t a x payer d o l l a r s i n t o usable green space.
B u t t h e W h i t e h u r s t m o d i f i c a t i o n p l a n n e r s h a v e , so f a r , f a i l e d t o d e s i g n an
I 66 a c c e s s ramp a t 2 6 t h and M w h i c h a t once r e s p e c t s t h e i m p e r a t i v e s o f t h e
environment,
accomodates t h e a e s t h e t i c and f r e e d o m - f r o m - t r a f f i c d e s i r e s o f
t h e r e s i d e n t s o f t h e immediate a r e a , and a c c o m p l i s h e s t h e t r a f f i c moving
o b j e c t i v e s o f t h e t r a f f i c e n g i n e e r s . I b e l i e v e t h a t an I 66 a c c e s s ramp can
be d e s i g n e d and b u i l t a t 2 6 t h and M w h i c h w i l l move t h e n e c e s s a r y numbers o f
V i r g i n i a - b o u n d v e h i c l e s d u r i n g an a f t e r n o o n r u s h o f r e a s o n a b l e l e n g t h and
w h i c h w i l l a t t h e same t i m e and i n an a t t r a c t i v e f a s h i o n p r e s e r v e t h e u s a b l e ,
l e v e l p o r t i o n o f t h e nearby p a r k and reduce v i s u a l , n o i s e , and a i r p o l l u t i o n
t o t h e a b s o l u t e minimum. An i m a g i n a t i v e l y d e s i g n e d a c c e s s ramp coupled w i t h
t h e c o n v e r s i o n o f t h e b l o c k o f 2 6 t h S t r e e t between P e n n s y l v a n i a Avenue and M
S t r e e t i n t o a p e d e s t r i a n m a l l c o u l d s u b s t a n t i a l l y enhance r a t h e r t h a n d e t r a c t
from t h e e x i s t i n g p a r k . To d a t e , however, n e i t h e r t h e DOT nor t h e W h i t e h u r s t c o n s u l t a n t has a d d r e s s e d t h i s s e t o f problems i n any s y s t e m a t i c and
e f f e c t i v e way, and t h e c o n s u l t a n t has demonstrated by a c t i o n and a t t i t u d e
t h a t he does not e v e n c o n s i d e r f i n d i n g a s o l u t i o n a c c e p t a b l e t o t h e nearby
r e s i d e n t s worthy o f h i s a t t e n t i o n .
I n summary, I b e l i e v e t h e Department o f T r a n s p o r t a t i o n W h i t e h u r s t Freeway
M o d i f i c a t i o n p l a n n e r s have a c c o m p l i s h e d much. B u t t h e y have much more t o
do b e f o r e t h e proposed a l t e r a t i o n t o t h e Freeway and i t s approaches meets
t h e i n t e r e s t s o f t h e r e s i d e n t s o f Foggy Bottom a s w e l l a s t h e i n t e r e s t s o f
t h e suburban commuters. F i r s t and f o r e m o s t , t h e t r a f f i c e n g i n e e r s and
d e s i g n e r s must r e c o g n i z e c l e a r l y and i r r e v o c a b l y t h a t t h e westward e x t e n s i o n
o f t h e Washington C i r c l e t u n n e l i s an u r g e n t and c r u c i a l component o f any
r e - c o n s t r u c t i o n o f t h e W h i t e h u r s t commuter c o r r i d o r . A f a i l u r e t o r e l o c a t e
t h e commuter t r a f f i c f l o w i n t o a d e p r e s s e d and c o v e r e d roadway a t 2 5 t h and
2 6 t h S t r e e t s w i l l be a s s h o r t s i g h t e d i n o u r day a s t h e f r e e w a y f o l l y o f t h e
1950s w h i c h l e f t us t h e u n s i g h t l y a c c e s s ramps w h i c h t o d a y ' s g e n e r a t i o n o f
t r a f f i c e x p e r t s i s p r o p o s i n g t o t e a r down, spending more t a x d o l l a r s , a f t e r
25 y e a r s o f e x p e n s i v e non-use.
Thank you.
May
15,
1984
�T E S T I M O N Y P R E S E N T E D ON B E H A L F OF POTOMAC P L A Z A T E R R A C E S , I N C . , ON
T H E A L T E R N A T I V E S P R E S E N T E D I N THE D R A F T ENVIRONMENTAL I M P A C T
STATEMENT ON THE M O D I F I C A T I O N OF THE W H I T E H U R S T F R E E W A Y , F R A N C I S
J U N I O R H I G H SCHOOL, WASHINGTON, D. C., T U E S D A Y , MAY 1 5 , 198 4, 7:00
I
am
Nancy Lambert, P r e s i d e n t
188-unit cooperative
the
opportunity
modifying
We
flow.
located
24th
to present our p o s i t i o n
the Whitehurst
believe
a t 730
o f Potomac P l a z a
the issue
S t . , N.
on
Terraces,
W.
I
the four
a
appreciate
alternatives for
Freeway.
t o be
d e c i d e d i s more b a s i c
than
traffic
I t i s :
—
whether government has a r e s p o n s i b i l i t y t o p r o t e c t
v i a b i l i t y of e s t a b l i s h e d neighborhoods;
—
the
whether the Freeway a l t e r n a t i v e that i s u l t i m a t e l y
selected should serve the i n t e r e s t s of a l l constituencies;
-- w h e t h e r t h e r i g h t o f r e s i d e n t s t o d e f e n d t h e i n t e g r i t y
of t h e i r neighborhood, the value of t h e i r property,
and
t h e s a f e t y o f t h e i r f a m i l i e s s h o u l d r e c e i v e t h e same
p r i o r i t y from government as the c o n v e n i e n c e o f d r i v e r s
who m e r e l y t r a n s i t t h e n e i g h b o r h o o d , c o n t r i b u t i n g
little
t o i t s m a i n t e n a n c e and n o t h i n g t o i t s w e l f a r e .
We
examined
that
P.M.
think
the answer
i s "yes",
the a l t e r n a t i v e s from t h a t p e r s p e c t i v e .
none o f t h e f o u r
U n d e r two
meets
S t r e e t would
expressway.
Residents
congestion
and
into
Avenue t o and
a l l of our
continue
would
t o be
continue
a t 24th
from the Freeway.
have
must
report
B u i l d , Foggy
Bottom
dissected
t o be
by a f o u r
subjected
p o l l u t i o n of both through t r a f f i c
the neighborhood
We
a n d we
concerns.
o f t h e a l t e r n a t i v e s , A a n d No
west of 24th
exiting
to these questions
AND
to the
of
lane
noise,
vehicles
Street or t r a n s i t i n g V i r g i n i a
and
�-
Residents
o f 24th
Street
Avenues a r e e s p e c i a l l y
the Freeway.
Freeway
legally
eastbound d r i v e r s
rush
of
was
to reach
injured
southbound
i s the f i r s t
exiting
can use to e x i t
or entering
to Virginia
to reach
the Center
Hampshire p r i o r
to
on t h e w e s t
against a third
Hampshire).
Bottom.
to
a t 2 4 t h , New
and i s d e s t r u c t i v e
-- s u c h
traffic
jurisdictions
( o n New
hazard f o r
o f community
enjoy
i n Foggy
convenient
access
a t t h e expense of our p e d e s t r i a n
t o neighborhood
traffic.
one on
t h e F r e e w a y h a s made t h e
of the sense
a s t h e West End L i b r a r y
impeded by r e l e n t l e s s
traffic,
reverses.
t o and from
v i a our streets
w h o s e own a c c e s s
A
side of 24th
Hampshire and Eye a s a f e t y
Residents of other
residents,
is
the process
of traffic
t h e Kennedy C e n t e r
services
lane o f northbound
performances,
uses the
performances:
--
pedestrians
lane
v i a New H a m p s h i r e .
a g a i n s t two l a n e s o f heavy, southbound
2 4 t h , o n e o n New H a m p s h i r e , a n d
intersection
During
This Spring, a pedestrian
bound e a s t f o r t h e Kennedy C e n t e r
lane of 24th
spillover
Avenue.
use t h e northbound
--
The
many
and V i r g i n i a .
p e d e s t r i a n walking north-or-southbound
After
eastbound
the Whitehurst,
the Freeway v i a K S t r e e t .
traffic
m u s t c r o s s New
Hampshire
s t r e e t which
westbound on V i r g i n i a
a t 24th
Freeway
a n d New
by t r a f f i c
use i t as a conduit
hour, d r i v e r s
24th
and V i r g i n i a
affected
Since 24th
traffic
2 -
shops and community
and t h e Foggy Bottom Metro
--
�- 3 -
T o d a y , many p u b l i c
administrators
community i s so f u n d a m e n t a l
of
communities
that public
and
this
The
that
to quality of l i f e
that
preservation
goal of public
p o l i c y , and,
be a n e x p l i c i t
policies that
unjust.
with
should
believe
are destructive
The N o - B u i l d
of communities a r e unwise
and A a l t e r n a t i v e s a r e n o t c o n s i s t e n t
thinking.
residents
o f neighborhoods
through which Freeway
p a s s e s p a y a n e n o r m o u s p r i c e , i n human t e r m s ,
of
a sense of
f o r the convenience
others:
—
t h e d i s r u p t i o n o f t h e i r l i v e s and t h e o r d e r l y
f u n c t i o n i n g of t h e i r neighborhood;
—
air pollution;
--
noise;
--
litter;
--
t h e compromise o f t h e i r
While
it
and
i ti s impossible
I S possible
conditions
t o see that
physical
any p u b l i c
a f f e c t s property
for
industrial
that
prime, waterfront
influence
of this
should
thinking
Baltimore's
Harbor Place
would
leave
t h e Freeway
ideas
of land
into dollars,
policy which a f f e c t s
i t w a s common t o z o n e
use.
living
be zoned r e s i d e n t i a l / l i g h t
i s evident.
believe
i n communities and t h a t
on P h i l a d e l p h i a ' s
i n place,
waterfront
Today, urban planners
be r e - e s t a b l i s h e d
property
price
values.
and/or commercial
"human s c a l e " s h o u l d
safety.
to translate this
When t h e F r e e w a y w a s b u i l t ,
The
traffic
Society
Hill
commercial.
and
T h e No B u i l d a n d A a l t e r n a t i v e s
an obsolescent
u s e and a b l i g h t on u n i q u e ,
scarce
r e m i n d e r o f outmoded
waterfront
footage.
�- 4 -
Alternatives
existing
Rock
AA a n d F p r o v i d e
Freeway ramps:
f o r the closing
a t 2 5 t h a n d K, V i r g i n i a
C r e e k P a r k w a y a n d K.
These steps would
the
c o n g e s t i o n on K a n d on V i r g i n i a
not
reduce t r a f f i c
Alternatives
AA o r F w o u l d
option provided
beyond
26th
traffic
would
o n 2 4 t h o r New
Street.
Extension
remain accessible
1-66,
Kennedy
Rock
Bottom
a safer,
solution
some o f
They probably would
Hampshire.
be more a c c e p t a b l e
i f either
Circle
o f t h e tunnel would
v i aother
Center patrons
existing
could
AA o r F , w i t h
reach
more l i v a b l e community.
###
non-local
The Freeway
such as K or E
t h e C e n t e r v i a southbound
Avenue.
the tunnel,
t o the Freeway m o d i f i c a t i o n ,
ramps,
tunnel
reduce
inconveniencing Freeway users.
Creek Parkway or V i r g i n i a
Alternatives
three
and 2 7 t h , and
relieve
f o r e x t e n s i o n o f t h e Washington
on 2 4 t h w i t h o u t
Streets.
Avenue.
of
w o u l d make
I f there
this
Foggy
i s t o be a
f a c t m u s t be
just
weighed.
�WHITEHIRST FREEWAY
I
- Statomont by Leona K. Lennnmann
Tho Potomao P l a z a T w r a c o s
730 24th s t r e e t , N.W. Apt. 717
Washington, D . C . 20037
May 15, l^m
an Leona Lennomann, p r o s o n t l y l i v i n g a t t h e Potomac P l a z a T e r r a c e s ,
730 24th S t r e e t , N.W.
I h a m l i v e d i n t h e Foggy Bottom a r e a a t o t a l of 43 y e a r s
v h i c h i n c l u d e s 23 y e a r s a t my p r e s e n t a d d r e s s .
I am among those who have
signed a p e t i t i o n r o q u e s t i n g tho extonsion of the t u n n e l onfi.S t r e e t t o boyond
26th S t r e e t .
I
spoak as a concerned
p a r i s h i o n e r of S t . Stophen's Martyr C a t h o l i c
which church i s l o c a t e d a t 25th and Pennsylvania Avenue, N.W.
Church,
Tho danger t o
human l i f o which i s now p r e v a l e n t a t tho i n t e r s e c t i o n o f 25th and K S t r e e t s
as
w e l l as 24th and K S t r e e t s brings deep concern not only t o myself but t o
persons who l i v e i n t h e Potomac P l a z a , t h e Watorgate and many other apartment
b u i l d i n g s on 24th and 25th S t r e e t s .
R e l i g i o u s s e r v i c e s a t S t . Stephens Church a r e hold a t 7»30 a.m. 1 2 i l 0 p.m.
and 6:15 p.m. and continue f o r 45 minutes which means p a r i s h i o n e r s must walk
to church and r e t u r n homo during t h e poak-poriod
of tho t r a f f i c r u s h hours.
I n order t o r e a c h t h e church we have t o walk through dangerous i n t e r s e c t i o n s
of v e h i c l e t r a f f i c .
(1)
I d e s c r i b e below.
W e j a a n w a l k north on 24th _Stroot u n t i l we a r r i v e a t tho dangerous
i n t e r s e c t i o n a t 24th a^d Now Hampshire Avenue whore thore i s no t r a f f i c
l i g h t and where f o u r l a n e s of t r a f f i c i n t e r s e c t .
Speeding c a r s coming from 8 l a n e s
2 lanes.
2 lanes f
north 24th S t r e e t and/from south 24th S t r e e t , as w e l l a s / c a r s from north
2 lanes f r 0 m
Q
- 2 fr m
0
Now Hampshire Avenue and/ south New Hampshire —
a l l meeting a t t h i s
intersection.
Each d r i v e r t r y i n g t o c l a i m h i s r i g h t t o go t o h i s own d e s i r e d d e s t i n a t i o n with
c a r s "turning r i ^ h t or l e f t w h i l e wo p e d e s t r a i n s t r y t o walk a c r o s s the avonue
T
t o a r r i v o a t tho north s i d e of i ow Hampshire Avonue and 24th S t r e o t s . Tho
danger i s incroasod by a 7-Eloven S t o r e a t t h i s l o c a t i o n where t r u c k s and
c a r s stop and minimize t h e space a v a i l a b l e f o r p o d e s t r a i n s t o walk.
�Leona M. Lennomann- Testimony - May 15, l</84
Pago 2
Wo proceod walking north on 24th S t r o o t t o roach tho south s i d e o f
the 24th S t r e o t t u n n e l ovorpass*
Wo w a i t f o r the greon t r a f f i c l i g h t and then
step
wo walk a c r o s s tho v o h i c l e s t r e e t whore wo must s t e p up an e i g h t - i n c h coment stop
i n order t o get up on t o the s i d ova l k overpass above the present t u n n e l *
We
walk over tho t u n n e l t o r e a c h tho north s i d e whoro we must again w a i t f o r a greon
D lanes f
l i g h t before wo can c r o s s tho v e h i c l e s t r e o t * At t h i s time/cars
tf5mla^ftwa 2 from
2 lanes f
2 lanes o f
north 24th S t r o e t and a l s o c a r s from south 24th a s w o l l as c a r s from Washington
0
0
C i r c l e a l l moot a t t h i s i n t o r s o c t i o n o f north 24th and K S t r e e t *
Each d r i v e r
t r y i n g t o t u r n t o h i s own d o s i r o d d e s t i n a t i o n whether i t be north, south or
west*
Some c a r s from tho south want t o continue north and so there i s a v e r y
f r i g h t o n i n g and confused t r a f f i c s i t u a t i o n as a r o s u l t .
T h i s confusion o f
v o h l c l o t r a f f i c i s c r e a t e d t o a major dogreo becauso of tho exit-entry-ramp a t
24th and K S t r o o t s which permits c a r s t o enter tho Whitehurst Frooway through
our Foggy Bottom r e s i d e n t i a l s t r e e t s .
P o d e s t r a i n s on the walkway over tho
24th S t r o o t tunnol must w a i t f o r a l l t h i s confusion t o stop before we dare
take courage t o c r o s s tho s t r o o t before tho l i g h t t u r n s rod a g a i n .
(2)
Another dangerous routo i s t o walk t o 25th and K S t r e e t s
where wo
must c r o s s t o the west s i d e o f 25th S t r o o t i n order t o punch tho t r a f f i c l i g h t button
a t tho wost c o r n e r .
We w a i t £5 seconds a f t e r punching tho r e q u e s t f o r a croon
l i g h t and a WALK sign» and we soo the c a r s speoding toward us a s thoy t r y t o
4
boat tho l i g h t being changed .. The "WALK" s i g n remains on f o r 15 t o 18 soconds
it
( I have timed .by my second-hand w a t c h ) . T h i s i s not s u f f i c i e n t time f o r a person
A
walking a t normal spaed t o a r r i v e completely a c r o s s tho s t r o e t .
older t h e timo-olemont becomes moro dangerous.
As c i t i z e n s grow
E s p e c i a l l y when the sun i s s h i n i n g
i n tho eyes o f tho d r i v e r s tho danger i s magnified.
Sometimes thero a r e s i x l a n e s
of c a r s i n c l u d i n g t r u c k s whoso d r i v e r s stop and spoed motors a t the v e r y n e a r e s t
l i n o t o our walk-across a r e a .
t o walk a c r o s s t h i s
stroet.
We p e d o s t r a i n s aro c o n s t a n t l y f e a r f u l a s we t r y
�Leona K. Lenneinann Testimony
-
May
15,
1$S4
Pago 3
Many f o d o r a l eaployoos and c i t y e x e c u t i v e s l i r e south of K S t r o o t and must
walk a c r o s s t h i s dangerous 25th & K S t r o o t c r o s s w a l k d u r i n g poak-rush-hours
both morning and evening i n order t o board buses on Pennsylvania Avonuo. Nurses
working a t the Columbia H o s p i t a l are i n c l u d e d I n t h i s dangerous s i t u a t i o n .
T o u r i s t s and v i s i t o r s r e s i d i n g at. h o t e l s on Pennsylvania Avenue (Four Seasons,
Tho Guest Q u a r t e r s , and a now B r i s t o l H o t e l now being renovated f o r occupancy
i n l a t o f a l l of 1584) and a l s o new condominiums being b u i l t on 26th and H S t r e e t
i n c r o a s o s tho need f o r improvement of the 25th & K S t r o o t c r o s s i n g . S i g h t s e e r s
walk
r e s i d i n g on Pennsylvania Avonuo^aowar 25th S t r o o t t o the Watergate, tho Konnody
Contort L'Champ's R e s t a u r a n t , tho Safeway, the Howard Johnson and the Post O f f i c e
before thoy begin t h e i r walking tour t o tho S t a t e Department, the L i n c o l n Memorial
and other f e d e r a l h i s t o r i c a l b u i l d i n g s on C o n s t i t u t i o n Avenue.
A l s o those persons
who wish t o attend r e l i g i o u s s e r v i c e s a t S t . Paul's E p i s c o p a l Church botwoon
24th and 25th on K S t r o o t must use t h i s dangerous c r o s s i n g .
Tho a l t e r n a t i v e s presented t o us a t tho present time ( f o r the rodosign of the
Whltohurst Freoway C o r r i d o r ) appear g r o s s l y inadequate t o d e a l w i t h our v e h i c u l a r
t r a f f i c as w e l l as p o d e s t r a i n s a f e t y .
I a s s o c i a t e myself w i t h A l t e r n a t i v e F or AA
which a t l e a s t suggest some p o s s i b i l i t y toward a r e d u c t i o n of v e h i c u l a r t r a f f i c
on the r e s i d e n t i a l s t r e e t s of Foggy Bottom provided tho proposed p l a n t o have a
now connection from M S t r o e t a t 26th S t r o e t i n a southward d i r o c t i o n t o 1-66 i s
coupled
adopted.
T h i s new connection
^
w i t h tho e x t e n s i o n of tho t u n n e l now under
Washington C i r c l e would enormously I n c r e a s e the s a f e t y f a r tho l a r g e and
increasing
number of r o s l d o n t s and v i s i t o r s who must c r o s s K S t r e e t and othor s t r e e t s i n
Foggy Bottom. T h i s i s p a r t i c u l a r l y important f o r c h i l d r e n and o l d o r l y people.
Wo as t a x payors and property owners have a r i g h t t o r o s l d e i n a s a f e neighborhood
vhoro we can attend church and walk t o Pennsylvania Avenue without f e a r .
Whitehurst Freeway i n i t s p r e s e n t form has taken t h a t r i g h t away from u s .
the time t o c o r r e c t t h i s s i t u a t i o n ,
Wo ask f o r a s a f o f u t u r e .
Date
97^y^-
/If,
The
Now i s
�4
Pag* if a s an added sheet t o tho Statement by Leona H« Lennemann
730 24th S t r e e t , N.W. Washington, D. C. regarding WHITEHURST FREEWAI.
Her statement regarding tho dangerous c r o s s i n g a t 24thhand Nov Hampshire.
as w e l l as 24th anddJL S t r e e t , and a l s o tho c r o s s i n g a t 25th and X S t r o e t ,
N.W.
caused by tho Whitehurst Freeway*
****
*****
Wo, t h e undersigned, agree w i t h t h e statements mads i n the referenced
testimony by iliss Loona M. L e n n e m a r m .
�Mr- 1 '
KNIGHTJBR1DGE
COURT
Condominium Association
Mr.
M a y
1 5 f
1 9 8 4
Chairman,
My name i s Thomas M i l l e r .
I am P r e s i d e n t of t h e Board o f D i r e c t o r s o f t h e
b r i d g e C o u r t Condominium A s s o c i a t i o n . Our condominium i s a t t h e c o r n e r o f
and M s t r e e t s , N.W.,
i n t h e West End n e i g h b o r h o o d o f our c i t y .
Knights
25th
We g e n e r a l l y a g r e e w i t h t h e p o s i t i o n o f our Foggy Bottom-West End ANC 2A t h a t
none of t h e p r o p o s e d a l t e r n a t i v e s f o r r e n o v a t i n g o r r e p l a c i n g t h e W h i t e h u r s t F r e e way i s a c c e p t a b l e a s i t s t a n d s .
S p e c i f i c a l l y , we e n d o r s e t h e ANC's p o s i t i o n t h a t
t h e r e be no new f r e e w a y ramp i n Foggy Bottom and West End, an a r e a t h a t o v e r t h e
y e a r s has been r e q u i r e d t o do f a r more t h a n i t s f a i r s h a r e when i t comes t o a c commodating commuter t r a f f i c .
However, we do not f a v o r a westward e x t e n s i o n o f t h e K S t r e e t t u n n e l u n d e r Washi n g t o n C i r c l e , a s a d v o c a t e d by ANC 2A, i f t h i s were done i n s u c h a way t h a t a c c e s s t o K S t r e e t were c l o s e d o f f a t t h e c i r c l e , s i n c e i t o b v i o u s l y would c r e a t e
i r r e s i s t i b l e p r e s s u r e f o r a new a c c e s s ramp e l s e w h e r e i n t h e n e i g h b o r h o o d .
I f i t came down t o i d e n t i f y i n g t h e l e a s t damaging a l t e r n a t i v e s o f a r a s our n e i g h borhood i s c o n c e r n e d , we would choose A l t e r n a t i v e A, w h i c h , i n t e r e s t i n g l y enough,
i s t h e a l t e r n a t i v e p r e f e r r e d by most of t h e o r g a n i z a t i o n s from Georgetown, t h r o u g h
whose neighborhood t h e main a l i g n m e n t o f t h e f r e e w a y p a s s e s i n i t s e n t i r e t y .
We p r e f e r A l t e r n a t i v e A a l s o b e c a u s e i t would remove t h e unused ramp s t u b s i n
t h e v i c i n i t y of L S t r e e t and r e d u c e t h e amount o f s p a c e consumed by t h e 1-66 ramps
thus c r e a t i n g a d d i t i o n a l parkland.
The l e a s t d e s i r a b l e a l t e r n a t i v e s a r e AA and F due t o t h e i r i n c l u d i n g a new f r e e way ramp, among o t h e r r e a s o n s .
Moreover, we t h i n k t h o s e who a r e a d v o c a t i n g AA
or F a r e b e i n g p o l i t i c a l l y n a i v e t o t h i n k t h e r e i s any r e a l i s t i c chance f o r e i t h e r t o be adopted owing t o t h e i r d i s p r o p o r t i o n a t e c o s t . E v e n t h e N o - B u i l d A l t e r n a t i v e i s p r e f e r a b l e t o AA and F .
We u r g e , i n any c a s e , g r e a t l y improved l a n d s c a p i n g , t r a f f i c s i g n a l s , and p e d e s t r i a n a m e n i t i e s a l l a l o n g t h e K S t r e e t - W h i t e h u r s t c o r r i d o r , i n c l u d i n g much s a f e r
c r o s s i n g s a t 2 5 t h and 2 6 t h s t r e e t s , w i d e r s i d e w a l k s , and a b i k e w a y .
�KNIGHTSBRIDGE COURT
May 1 5 , 1984
Page 2
I n summary, Mr. C h a i r m a n , we c o n s i d e r o u r p o s i t i o n t o be e s s e n t i a l l y c o n s e r v a t i v e .
I t s c o s t s o f i m p l e m e n t a t i o n would be t o w a r d t h e low end o f t h e range o f e s t i m a t e s
presented.
I t would be c o m p a r a t i v e l y n o n d i s r u p t i v e o f v e h i c u l a r t r a f f i c d u r i n g
t h e p e r i o d o f c o n s t r u c t i o n . I t would p r o v i d e a n e t g a i n i n p a r k and o t h e r community facilities.
And i t would n o t c o n t i n u e t o t r e a t u n f a i r l y a neighborhood t h a t
h i s t o r i c a l l y h a s p a i d a h e a v y p r i c e i n t h e c a u s e o f a r e a w i d e t r a f f i c f l o w by f o r c i n g y e t a n o t h e r f r e e w a y ramp upon i t s r e s i d e n t s .
Thank you, Mr. C h a i r m a n , f o r t h i s o p p o r t u n i t y t o p r e s e n t o u r v i e w s .
Thomas V. M i l l e r , P r e s i d e n t
K n i g h t s b r i d g e C o u r t Condominium A s s o c i a t i o n
1158 2 5 t h S t r e e t , N.W.
W a s h i n g t o n , D.C. 20037
Telephone:
429-0050
293-9414
(daytime)
(eve -w/e)
0
�Mr.
Hearing
Thank
regarding
the
Officer:
you
the
Bottom
name
for
Whitehurst
the
the
my
aging
the
limb
rush
Freeway,
the
that
it
Freeway
plastic
At
years
of
the
been
other
K
(DEIS)
resided
in
on
Claridge
the
Streets,
property
N.W.
owner
in
and
Foggy
House
on
the
taxpayer
26th
K
Street
and
pitches
time
in
was
when
keeping
residents
-
present
in
our
even
or
a
tunnel
area,
under
extended
to
to
dirt
is
extremely
has
the
the
and
or
neighborhood
to
and
any
life
air
None
of
of
cross
car.
empty
traffic
residents,
of
dangerous.
light
pedestrian
by
-
Circle
fears
creates.
significantly
cigarette,
Bottom
the
noise,
traffic
reduces
stopped
now
the
Washington
also
a
by
N.W.
but
out
ignores
study
to
between
renovate
totally
subjected
Streets
Foggy
DEIS
been
pedestrian
mouse
the
to
have
alternatives
the
the
Freeway
& K
that
Street,
Freeway
only
litter
present
of
not
though
cat
find
alternatives
alternative
extension
25th
DEIS
alarmed
proposed
I
of
engaged
I
Whitehurst
DEIS
or
and
proposed
beyond
motorist
glass
of
a
an
the
even
is
hearing
I have
reside
25th
Freeway.
to
crossing
hour,
this
Statement
Ohliger.
voter,
the
crossing
h proposed
The
a
Whitehurst
while
pollution
the
over
196o's,
early
at
Columbia.
consider
the
of
am
those
Circle
Since
and
and
building
the
I
of
looked
to
testify
Impact
presently
corner
Whitehurst
Washington
in
the
Louise
and
Freeway.
concerns,
refusing
of
years
at
have
to
Environmental
Dorothy
District
I
me
Freeway.
is
3^
Cooperative
permitting
Draft
Whitehurst
My
in
for
this.
During
the
Sometimes
beer
can,
or
light.
who
clean,
have
are
for
many
prevented
�(Testimony
from
of
the
or
stretch
residential
shrubs,
and
and
other
ago
an
newspaper
it
crossing,
that
the
wanted
the
light
ington
Circle
tunnel
applaud
way
ably
in
truck
dump
the
trucks,
Is
how
I
am
one
trucks
in
this
extend
the
of
I
often
of
the
air
days
taxpaying
many
residential
tunnel.
tax
of
have
to
of
present
make
portion
to
order,
enjoy.
the
editor
25th
at
have
traffic.
that
to
if
at
He
Wash-
that
residents
spent
&
stop
the
Street
being
would
on
plus
are
trans-
help
the
impact
from
the
the
roar
considerof
exhaust
of
the
damaging
of
huge
moving
tremble.
expected
who
of
would
and
shots
all
residents
in
to
light
26th
also
concerns
brakes,
voters
all
to
us.
tunnel
us
life,
of
Bottom
are
were
to
flow
beyond
blasting
of
stop
this
funds
wrote
thought
dollars
all
the
the
Foggy
pollution
itself,
the
and
the
to
traffic
for
unnecessary
impeded
efforts
plant
motorist
being
believe
collecting
stretch
about
of
I
through
by
Street
extended
screeching
traffic
this
light
the
2
Page
portion
risk
cleaning
attractive
Virginia
motorist
Some
the
K
the
vehicles.
more
totally
Federal
alleviating
traffic.
was
benefit
extension
Whitehurst
to
our
do
of
this
were
Virginia
for
types
removed.
complaining
the
even
if
Freeway)
residential
run
their
complaining
felt
they
portion
irate
He
the
Whitehurst
extend
and
beautify
years
local
The
doing
speeding
underground
portation
include
so
in
our
Streets.
this
by
Ohliger/Whitehurst
to
willingly
of
Some
K
work
would
humanize
a
Louise
"because
killed
channeled
plant
their
Freeway
residents
of
Dorothy
extending
maimed
to
of
K
to
live?
signed
a
petition
Street
and
also
to
prohibit
another
petition
�(Testimony
If
of
Dorothy
Alternatives
Louise
F
or
building
of
an
it
go
a
to
suffer
since
any
event,
the
would
have
had
In
our
whole
extension
long
way
neighborhood
Ohliger/Whitehurst
AA
of
to
of
the
the
present
"righting"
we
were
ramps
for
so
at
DEIS
could
a wrong
long,
& K
that
Circle
we
in
the
tunnel,
Foggy
Bottom
early
196"0's.
Streets,
which
have
plagued
without
further
be
closed
delay.
I
this
am
leaving
public
Thank
my
hearing.
you.
written
statement
3
the
should
in
Page
incorporate
Washington
dissected
25th
Freeway)
for
the
official
record
of
�May
15,
1984
WHITEHURST FREEWAY CORRIDOR STUCY HEARINGS
Jenny Brake
2515 K S t r e e t ,
20037
N.W.,
#804
The W h i t e h u r s t F r e e w a y r e c o n s t r u c t i o n p r o j e c t h a s been
a n d c o n t i n u e s t o be a c o n t r o v e r s i a l i s s u e i n t h e F o g g y
Bottom and West End n e i g h b o r h o o d s .
S p e a k i n g a s a p e r s o n l i v i n g d i r e c t l y on t o p o f t h e - 53.s;
e a s t e n d c o n n e c t i o n o f t h e F r e e w a y , I do n o t f i n d
a c c e p t a b l e any of t h e proposed a l t e r n a t i v e s t h a t have
been recommended by t h e S t e e r i n g Committee
.
I would
recommend t h e f o l l o w i n g o p t i o n :
1.
extend the tunnel to 27th Street
tunnel with grass, trees.
and
2.
r e t a i n a c c e s s t o t h e Freeway from Washington
v i a the s e r v i c e roads which would negate the
p r o p o s e d o p t i o n o f a d d i n g a ramp a t 2 6 t h and
3. p r o h i b i t a n y a d d i t i o n a l r a m p s i n o u r
f o r a c c e s s t o t h e F r e e w a y o r 1-66.
cover the
Circle
current
M.
neighborhood
I n a d d i t i o n , t h e ramp s t u b s s o u t h o f L S t r e e t . s h o u l d
be r e m o v e d w h i c h w o u l d g i v e u s a d d i t i o n a l p a r k l a n d .
A l s o , t h e a r e a needs improved l a n d s c a p i n g , t r a f f i c
s i g n a l s and s l a f e r p e d e s t r i a n c r o s s i n g s a t 2 5 t h and
26th S t r e e t s .
I t h i n k we s h o u l d a l l b e a w a r e o f w h y K S t r e e t w a s w i d e n e d
t o 6 l a n e s , why we h a v e a t u n n e l u n d e r n e a t h t h e C i r c l e a n d
why we h a v e r a m p s t h a t go n o w h e r e .
These a t r o c i t i e s to
our neighborhood were a l l p a r t of t h e I n n e r Loop p r o j e c t .
A s we a l l k n o w , t h i s p r o j e c t w a s o n e o f g r e a t c o n t r o v e r s y
and i t c a u s e d t h e c i t i z e n s o f t h i s c i t y g r e a t agony.
U n f o r t u n a t e l y f o r t h e c i t i z e n s l i v i n g i n S o u t h w e s t and
f o r those of us l i v i n g i n t h e K S t r e e t c o r r i d o r , t h i s
p r o j e c t was n o t s t o p p e d u n t i l t h e S o u t h w e s t was t o t a l l y
d e s t r o y e d and K S t r e e t between t h e C i r c l e and
Georgetown
w a t e r f r o n t w a s made i n t o a 6 l a n e r a c e w a y .
�With t h i s as a backdrop to the c u r r e n t proposals,
one
c a n s e e why t h e r e n o v a t i n g o f t h e F r e e w a y i s s u c h a
c o n c e r n t o t h e c i t i z e n s o f West End and Foggy B o t t o m .
S u r e l y i t i s n o t a s k i n g t o o much o f t h e c i t y t o e x t e n d
the t u n n e l to 27th S t r e e t .
T h i s would g i v e us back a
s t r e e t r a t h e r than r e i n f o r c i n g the raceway.
Also,
a d d i t i o n a l r a m p s c a n n o t be a d d e d i n t o o u r n e i g h b o r h o o d s .
Too m u c h l a n d w a s t a k e n a w a y b a c k i n 1 9 6 0 f o r t h i s l e g
o f t h e I n n e r Loop - a d d i t i o n a l l a n d f o r more ramps
c a n n o t be t a k e n f r o m u s .
By c o n s i d e r i n g an e x t e n d e d t u n n e l w i t h a c c e s s t o t h e
F r e e w a y v i a t h e C i r c l e , I b e l i e v e y o u w i l l be p r o v i d i n g
a f a c i l i t y t h a t w i l l s t i l l accommodate t h e t r a f f i c y e t
w i l l b e g i n t o r e c t i f y t h e g r a v e i n j u s t i c e i n f l i c t e d on
our neighborhood i n the p a s t .
Thank
you.
�AA/C s - B - o S ,
FRIDAY,
IS.
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�May 1 , 1 9 8 4
C116-32
WHITEHURST P U B L I C HEARINGS
MAY 1 4 , 1 5 , 1 6 , 1 9 8 4
Good
Evening,
My
and
this
name
Company
i s Gary
—
study.
support
We
provided
study
of Columbia
•
I represent
the consulting engineers
for this
District
Groat.
and a d m i n i s t r a t i v e
the o v e r - a l l
Department
T h e De L e u w , C a t h e r
Cather
and p l a n n e r s f o r
the technical
under
De L e u w ,
management o f t h e
o f P u b l i c Works.
Consultant
Team c o n s i s t e d o f
ourselves,
•
Delon
Hampton
tioned
•
& A s s o c i a t e s , who
as project
KressCox
func-
engineers.
A s s o c i a t e s , who p r o v i d e d
urban design,
landscaping
and
the
aesthetic
analysis.
•
Engineering-Science
air,
noise
quality
who
provided
the
and a r c h e o l o g i c a l
analyses.
This
for
study
modifying
Freeway
defined, developed
and e v a l u a t e d
the t r a n s p o r t a t i o n system
Corridor.
1
i n the
alternatives
Whitehurst
�The
study's
cooperation
Advisory
goals,
goals
with
D.C.
G r o u p and
as
ranked
Committee
and
o b j e c t i v e s were
Department
of
Public
a Citizens Steering
in order
of
representatives
established
Works,
a
Committee.
importance
by
the
in
Technical
The
Steering
are:
First:
Achieve
community
support;
Second:
provide
c o s t - e f f e c t i v e highway
system
improvements;
Third:
improve
the
highway
Fourth:
enhance
the
q u a l i t y of
environmental
Fifth:
and
preserve
Sixth:
and
unite
3-step
the
of
or
s e l e c t the
tier
four
two
the
and
historic
Georgetown's
C&O
process
final
life
avoid
adverse
effects;
Georgetown's
south
A
system;
resources
north
and;
and
Canal.
was
used
to
evaluate,
a l t e r n a t i v e s to
be
discuss,
described
tonight.
At
select
the
first
seven
alternatives
Steering
t h a t were
criteria
selected
a
few
key
criteria
a l t e r n a t i v e concepts
Committee.
evaluation
were
tier,
from
At
was
the
developed
the
from
increased,
At
2
a wide
used
tier,
and
the
the
to
variety
in coordination
second
seven.
were
with
number
of
the
of
four a l t e r n a t i v e s
third
tier,
which
is
�the
E n v i r o n m e n t a l Impact
criteria
will
alternative
NOW,
The
MAY
four
be u s e d
from
Statement,
to assist
these
t h e most
i n selecting
one, p r e f e r r e d
four.
I HAVE T H E L I G H T S
OUT.
alternatives
we a r e d i s c u s s i n g
that
SUcU. I
refined
by t h e community o v e r a p e r i o d
special
s t u d y o f t h e c o n n e c t i o n s n e a r Rock
Foggy
comprehensive
Bottom
was a l s o
completed
tonight
of several
Creek
during this
were
months.
A
Park and
"refining"
stage.
The
in
four
the Draft
alternatives,
which
Environmental Impact
are described
Statement
in detail
and t h e b r o c h u r e
are:
•
the No-Build
Alternative
•
the Rehabilitated
•
t h e New
•
t h e At-Grade
Elevated
Elevated
Freeway
Arterial
Freeway
Alternative
A l t e r n a t i v e , and
Alternative
, _
3 lid*-
Let's
is
designed
Build
start
with
to leave
Alternative
the No-Build
the existing
will
o f t h e other proposed
Minimal
improvements
could
and s a f e
include
either
structure
provide a baseline
effects
operational
Alternative.
would
changes
b e made
through
as i s .
against
c a n be
t o keep
This
3
deck
T h e No-
which the
measured.
the f a c i l i t y
t h e d e s i g n y e a r 2006.
an o v e r l a y
alternative
o r a complete
This
redecking.
�The
cost f o r these
dollars
improvements
could
i f a complete redecking
Alternative
would
buildings.
Here
were
reach
done.
not require a c q u i s i t i o n
a r e some v i e w s
31.3 m i l l i o n
The
No-Build
o f any l a n d o r
of the e x i s t i n g
freeway
today:
looking
these
east,
...the
i s t h e westbound
ramp
to Canal
Canal
foreground
Road
Road
ramp
t o Key B r i d g e .
the corner
Note
i s i n the
are the connections
...this
At
Key B r i d g e
of Wisconsin
t h e Dodge W a r e h o u s e ,
and l o w e r
K
an important
Street...
historic
site.
The
connections
...the
...this
next
a r e the stub
i s K
Alternative
existing
freeway
current
highway
Near
Canal
Canal
this
include:
alternative
design
Road,
ramps
the rehabilitated
A, w o u l d
structure
Key B r i d g e ,
and C a n a l
Creek Park
Street
alternative,
freeway,
widening,
Rock
r a m p t o 1-66
...these
The
near
rehabilitate
by e i g h t f e e t .
would
elevated
and widen t h e
Even w i t h t h e
r e q u i r e an e x c e p t i o n t o
standards.
a t u n n e l would
and would
Road.
4
pass
under
t h e C&O
e m e r g e on t h e n o r t h
side of
�Near
and
of
Rock
t h e e a s t b o u n d 1-66
this
alternative
This
eight
tenths
houses
native
which
third
AA.
would
near
acquisition
land,
and
existing
feet
lower
one
Creek Park
1-66
cost
in this
o f two
and
of a commercial
slide,
(SLuia II
which
i s a new
and
16
feet
elevated
would
lane
would
be
wider.
freeway,
replaced
This
highway
Whitehurst
allow
traffic.
westbound
only
traffic
New
connections
M Street
traffic
exit
at Pennsylvania
Avenue.
to the Whitehurst
Freeway a t 25th
and
K Streets,
from
Washington
Circle,
would
allows
would
be
access
to the freeway
closed.
There would
change
i n the appearance of t h i s
nearly
two
city
blocks
of
land
use.
5
end
would
be
Northbound
The
a dramatic
freed
for
existing
which
physical
of the freeway,
be
SiucU 1 3
standards.
Street.
currently
from M S t r e e t ,
Road
SCooU. I "3-
by one
i s the
design
of eastbound Canal
Alter-
near 26th
traffic
ramps
shown
structure
p a s s u n d e r oncoming
Rock
the taking
w h i c h would meet c u r r e n t
Bridge,
access
1-66
require
«SUiLt 10
dollars.
would
of
removed,
estimated
million
alternative
The
i s 15
Key
The
be
businesses.
alternative
Near
ramps would
ramp s h o r t e n e d .
a t 3401 K S t r e e t ,
five
The
acres
the unused
i s 99.4
alternative
structure
to
Creek Park,
as
non-highway
SUda. \^
15
�This
two
a l t e r n a t i v e would
tenths
family
They
of
Road),
located
west
be
of
36
final
ground
the
would
reach
traffic
At
to
The
cost
A
to
family
this
and
Impact
singleunoccupied.
and
3401
residences
on
now
between
a l l impacts
Statement.
K
Canal
time
these
can
be
the
i s 96.6
the
new
the
30
The
other
new
rise
million
elevated
to
the
two
described
carry
Creek
Park,
freeway.
dollars.
a c q u i s i t i o n of
the
signals
Bridge
elevated
six
and
commercial
single
earlier.
months.
significant
alternatives.
found
Key
the
displace
existing
traffic
ramp.
to
at
the
Near Rock
S t r e e t , and
be
new
would
Road.
to
street,
northbound
arterial
fourth
replace
three
Road, both
would
summarize
arterial
similar
would
Canal
time
i s the
s-shaped
Canal
require
land,
from
are
facility
at
differences
and
(officially
arterial,
be
v i a an
is similar
new
of
would
located
I will
four
construction
S t r e e t , would
Bridge
Bridge
construction
of
M
S t r e e t , the
design
acres
structure
two
is
Street
The
s i x lane
Traffic
a l t e r n a t i v e would
half
3633 M
at-grade
There
Key
33rd
Key
of
displace
residences
Station.
arterial
near
proposed
sion
the
similar
the
the
The
F,
facility.
connections
freeway.
these
and
Exxon
facility.
this
one
3631
would
a c q u i s i t i o n of
months.
level,
along
and
of
alternative.
elevated
This
One
at
Alternative
and
land,
residences.
are
would
acres
require
i n the
impacts
A
of
detailed
Draft
or
discus-
Environmental
\
�First,
This
rush
the
I ' l l talk
slide
hour.
drivers
Road
shows
Although
license
plates
t h e back
doing
a schematic
orange
indicates
growth
streets,
streets,
because
such
they
The
improve
over
2006.
such
the t r a f f i c
would
20 p e r c e n t
project.
traffic
normal
This
network,
i n green.
the
rehabilitated
the
extent of t r a f f i c
n o t show t h i s
i n the year
a r e shown
alternative
be o n
much
would
growth
slightly
2006.
i n orange,
would
to local
and
decreases
streets.
7
green,
reduce
This
near
t h e Key
T h i s i s because the
a t the Whitehurst
Freeway
>
!
Increases
slightly
delays, particularly
intersection.
light
the
Many o f t h e m a j o r
alternative
diversion
decrease
slide
volume
As y o u c a n s e e by t h e amount o f
freeway
and M S t r e e t
growth would
by
their capacity.
freeway
2006 t r a f f i c
traffic
area
Street.
situation
shown
existing
forthis
Much o f t h i s
as 28th
are
Bridge
and Canal
except
grow a p p r o x i m a t e l y
year
as M Street,
would
These
a r e a s o f t h e p r o j e c t e d 20% t r a f f i c
rehabilitated
alternative
most o f
and Maryland.
t o the freeway,
a r e a l r e a d y near
the year
afternoon
of Georgetown.
of the study
by t h e y e a r
local
would
the design
map
a typical
see i t i n the s l i d e ,
Virginia
streets
anything
traffic
2006,
during
f o r s h o r t c u t s t o Key B r i d g e
through
year
Street
a r e from
are looking
maintenance,
is
28th
traffic.
you can't
Without
the
about
and C a n a l
�Road
intersection
desiring
a
to turn
signal.
tives
would
left
I t should
assume
reversible
a
be
o f f o f Key
be
noted
"balanced"
center
removed,
lane
and
because
Bridge
that
would
no
longer
a l lof the b u i l d
M Street
—
M Street
on
travellers
There would
during
face
alterna-
n o t be
the evening
a
rush
hour.
The
new
increase
because
lower elevated
overall
traffic
ramps a t 25th
would
have
would
create
on
that
and
t o go
Memorial
diversion,
traffic
freeway a l t e r n a t i v e
delays
would
have
K Streets
Bridge
entered
(i.e.,
to M Street
additional
i n the study
This i s
from Washington
i n other
or Constitution
i t performs s i m i l a r
area.
slightly
the f r e e w a y from
or Pennsylvania
delays
would
Avenue.
Circle)
Avenue.
locations,
Except
to the r e h a b i l i t a t e d
the
This
such as
for this
alterna-
tive .
As
slide
new
this
you
near M Street
ramps would
area.
Whitehurst
The
The
volumes
the large
and
would
traffic
be
and
Avenue,
volumes
offset
F r e e w a y w e s t o f Rock
Freeway
amounts o f orange
Pennsylvania
increase
This
Whitehurst
f l o w more
the
c a n s e e by
by
the
reduced t r a f f i c
Road
the
proposed
considerably
C r e e k , a s shown
Canal
on
in
on
the
i n green.
intersection
would
smoothly.
at-grade a r t e r i a l
on
green.
alternative
the lower portion
This
i s because
would
of K S t r e e t ,
there
8
would
be
decrease
a s you
3
traffic
can see
additional
by
�traffic
lights
that
However, d r i v e r s
neighborhood
tion
by
and
the
study
freeway
r a m p s and
new
at-grade
growth
Comparing
tiveness.
The
alternative
Land
existing
land
alternatives
non-highway
would
free
elevated
the
the
impacts
use
one
freeway
and
No-Build
would
not
affect
aside
for
the
a
by
and
the
of
study
The
new
eight
of
new
of
the
would
the
25th
on
limit a l l
elevated
alternative
net
three
of
an
and
one
rehabilitated
effeconly
This
slide
the
build
land
acre.
The
one-half
freeway
nine-tenths
for
alternative
new
three-fifths,
and
shows
available
freeway
and
acres.
alternatives
acres
p o t e n t i a l Georgetown W a t e r f r o n t
9
freeway
disadvantage.
A l l of
amount o f
tenths
and
No-Build,
i s the
traffic
area.
the
the
in transportation
alternative,
the
the
capacity
together,
rehabilitated
seven
seen
outside
reduced
alternative
congesas
with
closure
alternative.
alternative,
arterial
to
the
provide
increase
of
area.
and
vary
As
the
arterial
i n the
purposes.
at-grade
The
would
Street.
due
This
through
levels
in areas
comparable
at-grade
shortcuts
capacity.
normal growth
alternatives
freeway
very
M
pressure
study
reduce
delays
increase
arterial.
would
up
of
and
higher
under
north
added
for
even
predicted
a l l four
that
use
causing
i n the
are
look
alternative,
rehabilitated
alternatives
still
orange
c o r r i d o r would
traffic
the
than
increased
Street
the
would
streets,
delays
elevated
s l o w down t r a f f i c ,
of
Park.
land
set
�The
new
elevated
wider
along
would
require
grade
arterial
entire
one-third
length,
of
the
would
The
dollar
of
an
acre
land.
the
The
on
at-grade
existing
o n e - f i f t h of
both
require
an
of
arterial
alternatives.
A
location
underneath
abandoned
too
elevated
the
high
freeway
alternative,
planned
ground
to
and
circulation
intrude
proposed
f o r A l t e r n a t i v e F.
this
i n t o the
redesigned,
or
i f already
Moving
on
to
This
area.
vary
historic
density
the
The
green
shows h i s t o r i c
the
and
of
would
the
park,
the
be
at-grade
planned
for
Freeway
new
elevated
with
same
the
planned
these
arterial
alternatives
have
to
be
taken.
resources
shows
resources...
i n the
s t r u c t u r e s and
yellow
10
full
the
River
archeological
shows
i n s i g n i f i c a n c e , and
This
constructed,
slide
two
s i x - l a n e at-grade
building
and
along i t s
would
interfere
I f e i t h e r of
planned
at-
multi-million
Potomac
patterns.
would
selected,
the
building,
also
and
easement.
f i t underneath
would
The
ramp o v e r
freeway
two-story
building
were
land.
Georgetown W a t e r f r o n t ,
new
feet
arterial alternative
aerial
project,
8
feet wider
Bridge
by
be
the
Key
acre
Harbour
the
31
be
today,
approximately
would
Washington
would
this
and
affected
stub,
of
be
park
project
than what e x i s t s
a l t e r n a t i v e would
eliminate
return
a l t e r n a t i v e would
i t s e n t i r e length
acres
and
freeway
the
study
sites,
which
potential
�archeological
Georgetown
historic
natives
of
affect
district,
adversely
rehabilitated
of
tunnel
elevated
individual
structures
elevated
structure
crossing
would
Key
of
by
alter-
would
adversely
ramp c r o s s i n g
Bridge.
This
i t appears
SIA-CLP 3 0
(east
i s the
today.
would
adversely
Sdd* ^'
a r e n e x t t o t h e n o r t h e r n edge
t h e l o w e r and
alternative
wider
would
deck.
improve
the
and
benefit
many o f
the
removing
a major
portion
of
The
" s " ramp
along the waterfront.
an
the b u i l d
resources.
o f Key
that
potential
a d v e r s e i m p a c t on
new
the
t h e C&O
Canal
study.
The
near
Bridge.
grade
i s a major
alternative,
the waterfront
This
slide
corner
shows
would
and
the r e h a b i l i t a t e d
in this
improve
the v i e w of Georgetown
the view
As
issue
significantly
looking
of W i s c o n s i n Avenue
Dodge w a r e h o u s e .
and
A l l of
t h e new
ramp a s
district,
have
Aesthetics
of
new
at-grade a r t e r i a l
historic
of
west
resources
Georgetown
some
i s i n the
a r e two
freeway a l t e r n a t i v e
the freeway, because
The
there
freeway a l t e r n a t i v e
Canal because
historic
and
affect
the proposed
new
the study area
i n Foggy Bottom.
t h e b r i d g e ) and
The
of
districts
t h e C&O
location
Most o f
historic
would
The
impact
zone.
you
and
can
freeway
west
from
K Street,
from
11
appearance
Virginia.
the southeast
towards
see, the No-Build
alternative
the
at-
the
historic
Alternative
SuA* 3 d
�are
very
similar
i n t h e amount o f shadow t h e y
overall
appearance
freeway
alternative
If
tives
to
help
the f a c i l i t y
during
Near Rock
arterial
blocks
area
for
of land
No-Build
Park,
source
of noise
freeway
Build
year
2006 l e v e l s
and
levels
F, because
go t r a f f i c ,
freeway
alterna-
cosmetic
treatments
t h e w a t e r f r o n t , would
of the freeway
be
structure.
t h e new e l e v a t e d a n d a t -
would
free
up n e a r l y t w o
purposes
greatly
significantly
issue.
pollution
alternatives,
noise
Administration's
T h e new e l e v a t e d
improvements.
what
SuxU
city
improving
improve
the view
some p e o p l e
Traffic-related
i n the study
and t h e r e h a b i l i t a t e d
have
lower
and t h e
have
junction".
would
have
or other
r e s i d e n t s by r e m o v i n g
Alternative
Alternative
both
T h i s would
i s a l s o a major
new e l e v a t e d
would
design
f o r non-highway
"spaghetti
major
into
alternatives
Foggy Bottom
Noise
the
Creek
aesthetics.
called
blend
final
minor
o r new e l e v a t e d
selected, a facade,
considered
structure.
w o u l d make o n l y
the rehabilitated
were
grade
of the freeway
cast,
noise
similar
found
freeway
and t h e
to the existing
a n d t h e No-
the t r a f f i c
the length of the
would
be m o v i n g
noise
freeway.
slower,
However, t h e F e d e r a l
as the start-up of engines,
12
The
structures,
N o i s e ,Model d o e s n o t t a k e
such
area.
a l l elevated
along
levels.
noise i s
from
Highway
stop
o r people
3
^
�honking
horns,
Air
cantly
into
Quality
under
emission
The
any
account.
i n the study
of
standards
for cars
However,
alternative,
will
both
to the residents
well
as those
The
to
peak
of
The
and
would
flow,
would
that
be
require
i s the rush
freeway
Bottom,
as
were
6 t o 24
done,
months
only
t o accomodate
two
the
hour d i r e c t i o n .
A l l
to other
streets—primarily
alternative
which includes
Bridge.
rehabilitated
Foggy
daily.
r e m a i n open
diverted
selected
temporary impacts
and
would
Roosevelt
redecking,
No-Build
use the freeway
the freeway
traffic
Street
of Georgetown
because the
are a l l long-term
of the
significant
I f a complete redecking
direction
other
be
signifi-
stricter.
about
construction
No-Build Alternative
construct.
lanes
M
who
talked
not change
primarily
are getting
I have
during
there
would
the a l t e r n a t i v e s ,
impacts that
impacts.
areas
would
have
Alternative.
construction
Canal,
but
during
these
to build
traffic
two y e a r s
There would
new
could
phases.
of disruption
ramps
be
Total
an a d d i t i o n a l
n e a r Rock
be m a i n t a i n e d
13
C r e e k and
i n t h e peak
construction
months.
similar
time would
a
to the
year
of
the
C&O
direction
be
36
�The
tives
All
be
to
would
elevated
require
traffic,
detoured
noise
The
new
and
new
both
i n t h e peak
selected,
mitigation
services,
would
As
I mentioned
presented
of
associated
arterial
I f either
such
alternafreeway.
direction
also
with
would
be
significant
require
36
months
would
alternatives
as s p e c i a l
would
construction.
alternative
of these
measures,
arterial
the e x i s t i n g
non-peak
alternative
at-grade
30 m o n t h s .
be
at-grade
There would
impacts
freeway
The
and
routes.
a i r quality
elevated
and
t o t a l demolition
to other
construct.
require
freeway
were
transit
considered.
earlier,
i n the DEIS.
Thank
a l l of
you.
14
this
information
i s
�����������������������������<3lcoL?
���S u a * 3-a
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Official transcript proceedings before Whitehurst Freeway Corridor public meeting : Tuesday, May 15, 1984
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Text
�TABLE OF CONTENTS
TESTIMONY OF:
PAGE
Lynne Robinson
D.C. Department o f P u b l i c Works
Gary L.
199
Groat
De Leuw, C a t h e r and Company
20 4
Nancy G a l l u p
220
Serap N e r s e s i a n
D.C. T r a f f i c A d v i s o r y Board
Nancy Feldman
A d v i s o r y Neighborhood Commission 3D
223
225
R i c h a r d McCoory
B u s i n e s s and P r o f e s s i o n a ^ k A s s o c i a t i o n
o f Georgetown
E l i z a b e t h J . McLaughlin >K
Charles Farostein
D a v i d Johnson
Mary B r e w s t e r
2 2 9
^V>v
2 3 6
. 4f%
\
V
2
%
^ %
%
Jack Finglas
P a p e r m i l l Condominium A s s o c i a t i o n Owners,
Barbara
2 4 4
249
251
Searle
Board of D i r e c t o r s , C l a r i d g e House
Geoffrey
40
253
Tyler
257
Howard Feldman
261
Leonard Zax
263
Vivian Darling
267
A l a n Voorhees
269
C h e r y l Wasserman
2 73
Ray K u k u l s k i
2 77
�B
TABLE OF CONTENTS (Continued)
TESTIMONY OF:
Charles Clapp,
*
PAGE
President
Westbridge Condominium A s s o c i a t i o n
2 82
Maria T y l e r
288
Robert L i c c i a r d o
29 3
C a t h e r i n e McCarron
Dupont C i r c l e C i t i z e n s A s s o c i a t i o n
R e s i d e n t i a l A c t i o n Committee
299
PREPARED TESTIMONY OF:
James J . Zwolenik
�195
WHITEHURST FREEWAY CORRIDOR
PUBLIC MEETING
F r a n c i s J u n i o r High School
24th and M S t r e e t s , N.W.
Washington, D.C.
Wednesday, May 16, 19 84
The P u b l i c Meeting
i n the above-entitled matter
reconvened, p u r s u a n t t o r e c e s s , a t 7:02 o ' c l o c k
P a t r i c k K e l l y , Hearing O f f i c e r , presiding.
p.m.,
�196
P R O C E E D I N G S
MR. KELLY:
The h e a r i n g w i l l come t o o r d e r , p l e a s e .
Good e v e n i n g .
My name i s P a t r i c k E. K e l l y and I am
t h e H e a r i n g O f f i c e r a p p o i n t e d p u r s u a n t t o t h e Department o f
P u b l i c Works* Departmental
Order No. 6, dated May 3, 19 84.
I have been charged w i t h t h e r e s p o n s i b i l i t y o f t a k i n g
w r i t t e n and o r a l s t a t e m e n t s on t h e a l t e r n a t i v e s o f t h e
W h i t e h u r s t Freeway C o r r i d o r Study
and
from i n t e r e s t e d o r g a n i z a t i o n s
citizens.
T h i s h e a r i n g i s b e i n g h e l d i n accordance w i t h t h e
p r o v i s i o n s o f T i t l e 23 U.S. Code and i s designed t o g i v e t h e
p u b l i c t h e o p p o r t u n i t y t o comment on f o u r a l t e r n a t i v e s t o
r e h a b i l i t a t e , modify, o r r e p l a c e t h e W h i t e h u r s t Freeway
c o n n e c t i n g K S t r e e t w i t h Key B r i d g e and C a n a l Road i n Northwest Washington, as d e s c r i b e d i n t h e d r a f t
Impact
Environmental
Statement.
Copies o f t h e d r a f t E n v i r o n m e n t a l Impact
Statement
and o t h e r study documents have been a v a i l a b l e t o t h e p u b l i c
f o r r e v i e w s i n c e March 30, 19 84 a t t h e f o l l o w i n g l o c a t i o n s :
West End P u b l i c L i b r a r y , 24th and L S t r e e t s , N.W.;
P u b l i c L i b r a r y , W i s c o n s i n and R S t r e e t s , N.W.;
P u b l i c L i b r a r y , 48th and V S t r e e t s , N.W.;
Memorial L i b r a r y , 901 G S t r e e t , N.W.;
Georgetown
Palisades
Martin Luther King
D. C. Department o f
T r a n s p o r t a t i o n , 415 1 2 t h S t r e e t , N.W. , Room 519.
A l s o , n o t i c e o f t h i s h e a r i n g was p u b l i s h e d i n t h e
�197
Washington P o s t A p r i l 12th and May
A p r i l 1 2 t h ; the Northwest
10, 1984; the A f r o
American
C u r r e n t A p r i l 1 2 t h ; t h e Georgetowner
A p r i l 1 3 t h ; t h e Foggy Bottom News A p r i l 30; the Uptown
C i t i z e n s May
3, and the D.C.
R e g i s t e r March 30.
The f o l l o w i n g r u l e s f o r o r a l t e s t i m o n y w i l l
at t h i s h e a r i n g .
apply
The H e a r i n g O f f i c e r w i l l c a l l on a l l s p e a k e r
Agencies and r e c o g n i z e d community groups w i l l speak
f o r no
more than t e n m i n u t e s , e x c e p t r e p r e s e n t a t i v e s o f the
Department o f P u b l i c Works.
I n d i v i d u a l s p e a k e r s w i l l be c a l l e d on i n the o r d e r
t h a t they signed i n .
each i n d i v i d u a l
There w i l l be a f i v e - m i n u t e l i m i t f o r
speaker.
P l e a s e , c l e a r l y s t a t e your name and address
and
t h e group you r e p r e s e n t , i f any, o r the neighborhood you
i n a t the b e g i n n i n g o f your s t a t e m e n t so the
live
stenographer
can r e c o r d i t c o r r e c t l y .
P l e a s e , make s t a t e m e n t s o n l y .
There w i l l be
response t o q u e s t i o n s from the H e a r i n g O f f i c e r .
s t a t e m e n t s may
o r a l testimony.
Written
be s u b m i t t e d t o the s t e n o g r a p h e r t o supplement
W r i t t e n s t a t e m e n t s w i l l be a c c e p t e d by the
s t e n o g r a p h e r i f no o r a l t e s t i m o n y i s t o be g i v e n .
record w i l l
19 84.
The
remain open f o r w r i t t e n comments u n t i l May
Comments may
S t u d y , D.C.
no
public
31,
be s e n t t o W h i t e h u r s t Freeway C o r r i d o r
Department o f P u b l i c Works, 415 12th S t r e e t ,
Room 519, Washington, D.C.
2004.
N.W.,
�198
A l s o , the h e a r i n g w i l l b e g i n a t 7 p.m.
a t 9:30
who
p.m.
and
T h e r e f o r e , i t i s r e q u e s t e d t h a t those
do not get the o p p o r t u n i t y t o p r e s e n t o r a l
end
persons
testimony
w i l l p r e s e n t t h e i r w r i t t e n s t a t e m e n t s f o r the r e c o r d .
Statements
f o r the r e c o r d a r e g i v e n the same w e i g h t as o r a l
testimony.
F o r those o f you who
w i l l be s p e a k i n g , once you
r e a c h t h e one-minute time l i m i t , I w i l l h o l d up a c a r d .
I suggest t h a t you w a t c h me d u r i n g t h e c o u r s e o f your
presentation.
At t h i s t i m e , I would l i k e t o c a l l the
first
w i t n e s s f o r t h e e v e n i n g , t h e r e p r e s e n t a t i v e s from the
Department o f P u b l i c Works.
So,
�199
TESTIMONY OF LYNNE ROBINSON, D. C. DEPARTMENT
OF PUBLIC WORKS
MS. ROBINSON:
coming.
Good e v e n i n g and thank you a l l f o r
We a r e d e l i g h t e d a t t h e i n t e r e s t i n t h e W h i t e h u r s t
Freeway C o r r i d o r
Study.
I am Lynne Robinson from t h e D.C. Department o f
P u b l i c Works, f o r m e r l y t h e D.C. Department o f T r a n s p o r t a t i o n .
I have s e r v e d as p r o j e c t manager on t h i s s t u d y f o r t h e two
y e a r s s i n c e t h e D i s t r i c t began t o look a t a l t e r n a t i v e s w i t h i n
the Whitehurst C o r r i d o r
for various
improvements.
I n May, 1982 t h e D i s t r i c t i n i t i a t e d t h i s s t u d y t o
i n v e s t i g a t e s o l u t i o n s t o t h e d e t e r i o r a t e d 35-year o l d
W h i t e h u r s t Freeway, b u i l t i n 1949 a t a c o s t o f $3.5 m i l l i o n .
A 19 82 budget e s t i m a t e
necessary
c a l c u l a t e d t h a t $58 m i l l i o n would be
to replace the present
deck on t h e freeway and t o
do needed r e s h o r i n g o f t h e s u b s t r u c t u r e .
Before
i n v e s t i n g t h a t magnitude o f f u n d i n g
i n an
o l d s t r u c t u r e , we wanted t o make s u r e we were making t h e b e s t
use o f t h o s e funds.
So, we f e l t we needed t o look a t o t h e r
remedies and i d e a s f o r not o n l y t h e W h i t e h u r s t Freeway
itself
but a l s o f o r t h e c o n n e c t i n g roadways i n t h i s h i g h l y congested
corridor.
We used t h r e e p r e m i s e s t o a i d us i n our d e l i b e r a t i o n : ;
1.
the c o r r i d o r .
T h e r e was t o be no i n c r e a s e i n c a p a c i t y i n
�200
2.
Through t r a f f i c was
t o remain on major a r t e r i a l s
and not e n c r o a c h i n t o r e s i d e n t i a l
streets.
3.
We
assumed a p o t e n t i a l park a l o n g the Georgetown
The
s t u d y employed a three-way r e v i e w p r o c e s s w h i c h
Waterfront.
r e l i e d on the c o n s u l t a n t team, a t e c h n i c a l a d v i s o r y
composed o f 15 f e d e r a l , s t a t e , and
t i v e s , and
l o c a l agency
group
representa-
a C i t i z e n s S t e e r i n g Committee of r e p r e s e n t a t i v e s
from f i v e A d v i s o r y
Neighborhood Commissions and
seven c i t i z e n s
organizations.
The
Committee
r e p r e s e n t a t i v e s on the C i t i z e n s S t e e r i n g
included:
From Foggy Bottom a r e a , Jenny B r a k e ,
T y l e r , and
G e o f f Stamm from ANC
C h u r c h i l l and Tom
2A.
Geoffrey
L u c i l l e Duprat, R i c k
M i l l e r from the Foggy Bottom A s s o c i a t i o n .
James M o l i n e l l i from the West End C i t i z e n s A s s o c i a t i o n .
From the Georgetown a r e a , Ray K u k u l s k i and
Cochran r e p r e s e n t e d
ANC
2E.
Bill
From the C i t i z e n s A s s o c i a t i o n
Georgetown were C h a r l i e S c h n e i d e r and G r o s v e r n o r Chapman.
Dick S t a u f f e r r e p r e s e n t e d
A s s o c i a t i o n o f Georgetown.
the B u s i n e s s
Bob
and
Professional
McFadden r e p r e s e n t e d
the
W i s c o n s i n Avenue C o r r i d o r Committee, and Dean P r i c e from
Georgetown U n i v e r s i t y .
From F o x h a l l a r e a , Bob
S i c i l i a n o represented
F o x h a l l C i t i z e n s A s s o c i a t i o n , and Roger Mingo ANC
3B.
the
of
�201
From P a l i s a d e s ,
Association,
Charlie Estes, Palisades
and Nancy Feldman, ANC
Citizens
3D.
These groups met monthly f o r o v e r two y e a r s and ofter.
s c h e d u l e d s p e c i a l s e s s i o n s t o more c l o s e l y i n v e s t i g a t e
i s s u e s o f concern.
public
Additionally,
meetings w i t h i n
certain
t h e D i s t r i c t h e l d o v e r 35
t h e communities t o s h a r e t h e s t u d y
p r o g r e s s w i t h a l l neighborhoods.
We owe a g r e a t d e a l o f c r e d i t e s p e c i a l l y t o t h o s e
c i t i z e n respresentatives
who have worked h a r d t o i n f o r m t h e i r
communities o f t h e s t u d y and t o a d v i s e t h e D i s t r i c t upon t h e
a c c e p t a b i l i t y o f t h e a l t e r n a t i v e s t o t h e neighborhoods.
We
c o u l d not have done t h e s t u d y w i t h o u t t h e i r good c o o p e r a t i o n
and
their fine efforts.
Thank you v e r y much.
We now have f o u r a l t e r n a t i v e s d e f i n e d i n t h e d r a f t
EIS.
As you know, t h e y a r e t h e N o - B u i l d , t h e r e h a b i l i t a t e d
a l t e r n a t i v e , t h e new e l e v a t e d a l t e r n a t i v e , and t h e groundlevel
arterial.
These a r e b r i e f l y d e s c r i b e d i n the b r o c h u r e
at the sign-in table.
distributed
The b r o c h u r e has a l s o been m a i l e d and
to the general
public.
A f t e r these three public
hearing sessions, the
D i s t r i c t Department o f P u b l i c Works w i l l recommend a
a l t e r n a t i v e by mid summer.
mix
available
selected
There i s l i m i t e d a b i l i t y t o
and match t h e end c o n n e c t i o n s w i t h t h e v a r i o u s m a i n - l i n e
segments o f t h e a l t e r n a t i v e s .
Consequently, the f i n a l
�202
recommendation may
i n the
be a c o m b i n a t i o n o f f e a t u r e s as
presented
alternatives.
The
s e l e c t i o n w i l l be
featured i n a f i n a l
m e n t a l Impact Statement a v a i l a b l e by J a n u a r y
12 t o 18-months f i n a l
the f i n a l
alternative.
design e f f o r t w i l l
Environ-
19 85.
A
f o l l o w s e l e c t i o n of
During t h i s phase o f development, the
D i s t r i c t i s committed t o e s t a b l i s h i n g a n o t h e r C i t i z e n
A d v i s o r y Committee t o work w i t h us t o f u r t h e r r e f i n e
selected
the
alternatives.
D u r i n g the f i n a l
h e a r i n g s w i l l be h e l d .
b e g i n i n l a t e 1986
C o n s t r u c t i o n o f the a l t e r n a t i v e
or e a r l y
I would l i k e
t o n i g h t who
d e s i g n phase, a d d i t i o n a l p u b l i c
1987.
t o i n t r o d u c e some o t h e r people h e r e
have had a c o n t i n u i n g i n t e r e s t i n the
study and who
should
can be of a s s i s t a n c e .
Our
Whitehurst
public hearing
s p e c i a l i s t i s L o r r a i n e S o r r e l , a t the s i g n - i n t a b l e , and
p u b l i c i n f o r m a t i o n o f f i c e r i s T a r a H a m i l t o n , a t the
our
press
table.
Perhaps l a t e r on, W a l l y Cohen from our o f f i c e
a l s o be h e r e .
will
He w i l l be a v a i l a b l e t o answer any q u e s t i o n s
f u r t h e r e x p l a i n the e x h i b i t s , a l o n g w i t h our
or
consultant
r e p r e s e n t a t i v e s here tonight.
Some of the a l t e r n a t i v e s i n v o l v e p o s s i b l e r e l o c a t i o n
o f r e s i d e n t s and b u s i n e s s e s .
The
District will
offer
a s s i s t a n c e t o any a f f e c t e d p a r t y under the U n i f o r m R e l o c a t i o n
�203
Act.
Representatives
from the D.C.
and Community Development and
Department o f Housing
the D.C.
Department o f
A d m i n i s t r a t i v e S e r v i c e s are a v a i l a b l e tonight to inform
a f f e c t e d o f t h e i r r i g h t s and
the D i s t r i c t ' s
thos
responsibilities
in a relocation.
They w i l l be a v a i l a b l e a t the r e l o c a t i o n t a b l e t o
t a l k d i r e c t l y w i t h those who
w i s h such i n f o r m a t i o n .
t a b l e i s l o c a t e d i n the o u t s i d e
I would now
f o u r a l t e r n a t i v e s and
That
hall.
l i k e to t u r n the p r e s e n t a t i o n of
the
a summary of t h e i r impacts over to
Gary G r o a t , p r o j e c t manager on the s t u d y from our
c o n s u l t a n t , De Leuw, C a t h e r , a p u b l i c
corporation.
prime
�204
TESTIMONY OF GARY L.<. GROAT, DE LEUW, CATHER & COMPANY
MR.
GROAT:
Thank you,
As Lynne s a i d , my
De Leuw, C a t h e r and
planners
Lynne.
name i s Gary Groat and
I
represent
Company, the c o n s u l t i n g e n g i n e e r s
f o r t h i s study.
We
p r o v i d e d the t e c h n i c a l
a d m i n i s t r a t i v e s u p p o r t f o r t h i s s t u d y under the
and
and
overall
management o f the D i s t r i c t o f Columbia Department o f P u b l i c
Works.
Our
De Leuw, C a t h e r c o n s u l t a n t
team c o n s i s t e d
o u r s e l v e s , Delon Hampton and A s s o c i a t e s , who
the p r o j e c t e n g i n e e r s ;
K r e s s Cox,
the urban d e s i g n , l a n d s c a p i n g
Engineering
who
Science,
and
functioned
A s s o c i a t e s who
as
provided
aesthetic analysis,
and
a s i s t e r company o f De Leuw, C a t h e r
p r o v i d e d the a i r , n o i s e q u a l i t y and
The
of
study defined,
archeological
developed and
analyses.
evaluated
a l t e r n a t i v e s f o r m o d i f y i n g the t r a n s p o r t a t i o n system i n the
W h i t e h u r s t Freeway C o r r i d o r .
The
study's goals
and
o b j e c t i v e s were e s t a b l i s h e d i n c o o p e r a t i o n w i t h the
Department of P u b l i c Works, the t e c h n i c a l a d v i s o r y
C i t i z e n s S t e e r i n g Committee t h a t Lynne o u t l i n e d
The
group,
and
earlier.
g o a l s as ranked i n o r d e r of importance by
t h e S t e e r i n g Committee r e p r e s e n t a t i v e s —
community r e p r e s e n t a t i v e s —
The
D.C.
f i r s t and
community s u p p o r t .
that's
the
are:
the most i m p o r t a n t g o a l , t o
achieve
�205
Second, t o p r o v i d e c o s t - e f f e c t i v e highway s y s t e m
improvements.
T h i r d , improve t h e highway s y s t e m .
F o u r t h , t o enhance t h e q u a l i t y o f l i f e and a v o i d
adverse environmental e f f e c t s .
Fifth,
p r e s e r v e Georgetown's
historic
S i x t h , u n i t e t h e two Georgetowns
the
C&O
resources.
n o r t h and s o u t h of
Canal.
A t h r e e - s t e p p e d o r t i e r e d p r o c e s s was used t o
e v a l u a t e , d i s c u s s and s e l e c t t h e f o u r f i n a l
alternatives
to be d e s c r i b e d t o n i g h t .
At t h e f i r s t t i e r , a few key c r i t e r i a were used t o
s e l e c t seven a l t e r n a t i v e concepts from a wide v a r i e t y o f
alternatives.
One o f t h e c i t i z e n r e p r e s e n t a t i v e s l a s t
night
s a i d he thought t h e p e r m u t a t i o n s were about 216 p o s s i b i l i t i e s .
These a l t e r n a t i v e s were developed i n c o o r d i n a t i o n
w i t h t h e S t e e r i n g Committee.
of
A t t h e second t i e r , t h e number
e v a l u a t i o n c r i t e r i a were i n c r e a s e d and f o u r a l t e r n a t i v e s
were s e l e c t e d from t h e s e v e n .
the
At the t h i r d t i e r , which i s
E n v i r o n m e n t a l Impact S t a t e m e n t , t h e most comprehensive
c r i t e r i a was used t o a s s i s t i n s e l e c t i n g a p r e f e r r e d
a l t e r n a t i v e from t h e s e f o u r .
The p r e s e n t a t i o n t o n i g h t and y o u r comments a r e
part of that s e l e c t i o n process.
Now, may I have t h e l i g h t s t o a s s i s t i n d e s c r i b i n g
�206
the
alternatives?
(A s l i d e p r e s e n t a t i o n
The
follows:)
f o u r a l t e r n a t i v e s t h a t we
are discussing
tonight
were r e f i n e d by the community o v e r a p e r i o d of s e v e r a l months.
A s p e c i a l s t u d y o f the c o n n e c t i o n s n e a r Rock Creek P a r k
and
Foggy Bottom was
a l s o completed d u r i n g t h i s r e f i n i n g
stage.
The
four a l t e r n a t i v e s , which are described i n d e t a i l
i n the d r a f t E n v i r o n m e n t a l Impact Statement and
brochure
are:
The
I'm
No-Build A l t e r n a t i v e , t h a t i s A l t e r n a t i v e A
—
s o r r y , the N o - B u i l d A l t e r n a t i v e .
The
Rehabilitated Elevated
which i s A l t e r n a t i v e
Freeway A l t e r n a t i v e
A.
The
New
Elevated
Freeway A l t e r n a t i v e , w h i c h i s
AA,
The
At-Grade o r Ground-Level A r t e r i a l A l t e r n a t i v e .
and
L e t ' s s t a r t w i t h the N o - B u i l d A l t e r n a t i v e .
This
a l t e r n a t i v e i s d e s i g n e d t o l e a v e the e x i s t i n g s t r u c t u r e
is.
The
N o - B u i l d A l t e r n a t i v e w i l l p r o v i d e a base l i n e
w h i c h the e f f e c t s of the o t h e r proposed changes can
measured.
the
s a f e through the d e s i g n y e a r 2006.
This could include
complete r e d e c k i n g .
against
be
Minimal improvements would be made to keep
f a c i l i t y operationally
as
The
e i t h e r an o v e r l a y
costs
deck or a
f o r t h e s e improvements c o u l d
�207
r e a c h a s much as $31.3 m i l l i o n i f a complete r e d e c k i n g was
done.
The N o - B u i l d A l t e r n a t i v e would n o t r e q u i r e
a c q u i s i t i o n o f any l a n d o r b u i l d i n g s .
Here a r e some o f t h e v i e w s o f t h e e x i s t i n g
W h i t e h u r s t Freeway today.
You can s e e t h e Key B r i d g e i n
t h e foreground w i t h t h e f r o n t y a r d o r shore o f Georgetown
i n t h e background.
The c o n n e c t i o n s n e a r C a n a l Road i n c l u d e
the c o n n e c t i o n between W h i t e h u r s t Freeway and C a n a l Road
a t which y o u f i n d an i n t e r s e c t i o n w i t h a l i g h t ; a c o n n e c t i o n
from W h i t e h u r s t Freeway t o Key B r i d g e , and from Key B r i d g e
eastbound t o W h i t e h u r s t Freeway.
Now, l o o k i n g a t t h e c o r n e r o f W i s c o n s i n Avenue
and l o w e r K S t r e e t , you note on t h e r i g h t , t h a t s m a l l
b u i l d i n g i s t h e h i s t o r i c Dodge Warehouse which i s a l i s t e d
h i s t o r i c s t r u c t u r e , an i n d i c a t i o n o f t h e c o n s t r a i n t s we had
i n t h i s study area.
The c o n n e c t i o n s n e a r t h e Rock Creek P a r k end
i n c l u d e t h e ramp from W h i t e h u r s t Freeway t o 1-66 — t h a t ' s
the l a r g e f a c i l i t y t h a t goes p a s t t h e Kennedy Center and t h e n ,
c o n v e r s e l y , t h e c o n n e c t i o n from 1-66 westbound t o W h i t e h u r s t
Freeway, and note t h e r e a r e two unconnected ramps t h a t go
nowhere.
They a r e b a s i c a l l y e l e v a t e d p a r k i n g l o t s .
They have
been t h e r e f o r many y e a r s .
The n e x t a l t e r n a t i v e , t h e R e h a b i l i t a t e d E l e v a t e d
�208
Freeway w h i c h i s A l t e r n a t i v e A, would r e h a b i l i t a t e and widen
the
e x i s t i n g freeway s t r u c t u r e by e i g h t f e e t , f o u r on each
side.
Even w i t h the w i d e n i n g , t h i s a l t e r n a t i v e would r e q u i r e
an e x c e p t i o n t o c u r r e n t highway d e s i g n s t a n d a r d s .
Near t h e
Key B r i d g e end a t u n n e l , a proposed new t u n n e l , would p a s s
under t h e C&O
C a n a l and C a n a l Road and would emerge on t h e
n o r t h s i d e o f C a n a l Road j u s t w e s t o f t h e Exxon s t a t i o n .
At
t h e Rock Creek P a r k end o f t h i s a l t e r n a t i v e , t h e
unused ramps I d e s c r i b e d e a r l i e r would be removed, and t h e
eastbound 1-66 ramp s h o r t e n e d .
The e s t i m a t e d c o s t o f t h i s
a l t e r n a t i v e i s $99.4 m i l l i o n .
T h i s a l t e r n a t i v e would r e q u i r e a c q u i s i t i o n o f
two and e i g h t - t e n t h s a c r e s o f l a n d and t h e t a k i n g o f a
commercial s t r u c t u r e a t 3401 K S t r e e t , shown i n t h e s l i d e ,
w h i c h houses f i v e b u s i n e s s e s .
T h i s i s t h e b u i l d i n g you see
from W h i t e h u r s t Freeway t h a t has t h e b i g s i g n " S i g e l " on
top
of i t .
The t h i r d a l t e r n a t i v e i s a New E l e v a t e d Freeway,
A l t e r n a t i v e AA.
The e x i s t i n g s t r u c t u r e would be r e p l a c e d by
one which i s b r a n d new and i s 15 f e e t lower and 16 f e e t
w i d e r than t h e e x i s t i n g s t r u c t u r e today.
T h i s i s t h e o n l y a l t e r n a t i v e w h i c h would need
c u r r e n t highway d e s i g n s t a n d a r d s .
Near the Key B r i d g e end,
one l a n e o f eastbound C a n a l Road t r a f f i c would be d e s i g n e d
to
p a s s under oncoming W h i t e h u r s t Freeway t r a f f i c ,
thereby
�209
eliminating
the t r a f f i c s i g n a l a t t h a t i n t e r s e c t i o n .
c o n n e c t i o n s n e a r t h e Rock Creek Park end would a l l o w
New
westbound
M S t r e e t t r a f f i c t o a c c e s s 1-66 d i r e c t l y from M S t r e e t i n
t h e v i c i n i t y o f 26th S t r e e t .
i n the r e v e r s e
Northbound
1-66 t r a f f i c
e x i t a t P e n n s y l v a n i a Avenue.
could
The e x i s t i n g
ramps t o t h e W h i t e h u r s t Freeway a t 2 5th and K S t r e e t w h i c h
c u r r e n t l y allow
a c c e s s t o t h e W h i t e h u r s t Freeway from
Washington C i r c l e , would be
closed.
T h e r e would be a d r a m a t i c p h y s i c a l change i n the
appearance o f t h i s end o f t h e freeway as n e a r l y two c i t y b l o c k
o f l a n d would be f r e e d f o r non-highway u s e .
T h i s a l t e r n a t i v e would r e q u i r e
a c q u i s i t i o n of
f o u r and t w o - t e n t h s a c r e s o f l a n d and would d i s p l a c e
single-family
unoccupied.
is officially
residences.,
one o f t h e s e r e s i d e n c e s
They a r e l o c a t e d
two
currently
a t 36 31 and 3633 M S t r e e t .
I t
C a n a l Road but i t i s t h a t e x t e n s i o n o f M S t r e e t
j u s t p a s t t h e Exxon s t a t i o n .
The c o n s t r u c t i o n
time f o r t h i s A l t e r n a t i v e
AA
would be 36 months.
A l t e r n a t i v e F, t h e At-Grade A r t e r i a l o r GroundL e v e l A l t e r n a t i v e , i s t h e f o u r t h and f i n a l a l t e r n a t i v e .
A
s i x - l a n e a r t e r i a l s t r e e t a t ground l e v e l s i m i l a r t o M S t r e e t
would r e p l a c e
be t h r e e
the e x i s t i n g elevated
facility.
There would
new t r a f f i c s i g n a l s a l o n g t h i s f a c i l i t y .
T r a f f i c from northbound Key B r i d g e would r e a c h
�210
the a r t e r i a l v i a an S-shaped ramp.
The o t h e r c o n n e c t i o n s
n e a r Key B r i d g e a r e s i m i l a r t o those f o r the new e l e v a t e d
freeway j u s t d e s c r i b e d .
At 33rd S t r e e t , the a r t e r i a l , ground-
l e v e l a r t e r i a l , would r i s e t o c a r r y the g r o u n d - l e v e l t r a f f i c
up t o Key B r i d g e and C a n a l Road i n a c o n n e c t i o n s i m i l a r t o
what you have
today.
Near the Rock Creek P a r k end, the proposed d e s i g n
i s s i m i l a r t o the new
o f t h i s new
e l e v a t e d f r e e w a y , t h a t ' s AA.
The c o s t
f a c i l i t y i s $96.6 m i l l i o n .
T h i s a l t e r n a t i v e would r e q u i r e the a c q u i s i t i o n o f
s i x and o n e - h a l f a c r e s o f l a n d and would d i s p l a c e the
commercial
s t r u c t u r e l o c a t e d a t 3401 K S t r e e t and the
two
s i n g l e - f a m i l y r e s i d e n c e s on C a n a l Road, both o f which were
described e a r l i e r .
The c o n s t r u c t i o n time f o r the F A l t e r n a t i v e ;
would be a p p r o x i m a t e l y 30 months.
I w i l l now
summarize some o f the s i g n i f i c a n t
impacts or d i f f e r e n c e s between t h e s e a l t e r n a t i v e s .
This i s
j u s t a summary and a d e t a i l e d d i s c u s s i o n o f a l l impacts
can be found i n the d r a f t E n v i r o n m e n t a l Impact
Statement.
F i r s t , I w i l l t a l k about t r a f f i c .
T h i s s l i d e shows 28th s t r e e t d u r i n g a t y p i c a l
a f t e r n o o n r u s h hour.
Although
you c a n ' t see i t i n the s l i d e ,
most o f the l i c e n s e p l a t e s a r e from V i r g i n i a and Maryland
and I must admit, t h e r e a r e many D i s t r i c t l i c e n s e p l a t e s
there also.
These d r i v e r s a r e l o o k i n g f o r s h o r t c u t s t o Key
—
�211
B r i d g e and C a n a l Road through t h e back s t r e e t s o f Georgetown.
Without doing a n y t h i n g t o t h e f r e e w a y e x c e p t normal maintenan
t r a f f i c would grow by a p p r o x i m a t e l y 20 p e r c e n t by t h e
y e a r 2006, w h i c h i s t h e d e s i g n y e a r f o r t h i s
project.
The s l i d e y o u s e e now, i s a s c h e m a t i c map o f t h e
study a r e a t r a f f i c network.
The orange i n d i c a t e s a r e a s o f
the p r o j e c t e d 20 p e r c e n t t r a f f i c volume growth by t h e y e a r
2006.
Much o f t h i s growth would be on l o c a l s t r e e t s , such
as 28th S t r e e t .
Many o f t h e major s t r e e t s such as M S t r e e t ,
would n o t show t h i s much growth because t h e y a r e a l r e a d y
near t h e i r
capacity.
The R e h a b i l i t a t e d
Freeway A l t e r n a t i v e ,
that's
A l t e r n a t i v e A, would s l i g h t l y improve t h e t r a f f i c
i n t h e y e a r 2006.
Increases
o v e r t h e y e a r 2006
situation
traffic
are shown i n orange and d e c r e a s e s a r e shown i n green.
As you c a n s e e by t h e amount o f g r e e n , t h e
Rehabilitated
Freeway A l t e r n a t i v e would s l i g h t l y reduce t h e
extent of t r a f f i c diverstion to l o c a l s t r e e t s .
a l t e r n a t i v e would d e c r e a s e d e l a y s ,
B r i d g e , t h e Key B r i d g e and M S t r e e t
This
p a r t i c u l a r l y n e a r Key
intersection.
T h i s i s because t h e e x i s t i n g t r a f f i c
light at
t h e W h i t e h u r s t Freeway and C a n a l Road i n t e r s e c t i o n would
be removed, and because t r a v e l l e r s d e s i r i n g t o t u r n
off
Key B r i d g e would no l o n g e r f a c e a s i g n a l .
I t s h o u l d be noted t h a t a l l o f t h e " B u i l d "
left
�212
a l t e r n a t i v e s assume a b a l a n c e d M S t r e e t .
I n o t h e r words,
t h e r e would not be a r e v e r s i b l e l a n e on M S t r e e t d u r i n g the
e v e n i n g r u s h hour.
The new Lower E l e v a t e d Freeway A l t e r n a t i v e ,
this
i s AA, would s l i g h t l y i n c r e a s e o v e r a l l t r a f f i c d e l a y s i n t h e
study area.
the
T h i s i s because t r a f f i c t h a t would have e n t e r e d
f r e e w a y a t t h e ramp a t 25th and K S t r e e t , i n o t h e r
words, from Washington C i r c l e , would have t o go t o M S t r e e t
and P e n n s y l v a n i a Avenue b e c a u s e , o f c o u r s e , the ramps a r e
c l o s e d under t h i s a l t e r n a t i v e .
T h i s would c r e a t e
additional
d e l a y s i n o t h e r l o c a t i o n s , such as on Memorial B r i d g e o r
Constitution
Avenue.
E x c e p t f o r t h i s d i v e r s i o n , i t performs s i m i l a r t o
the
R e h a b i l i t a t e d E l e v a t e d A l t e r n a t i v e , A.
As you can see by t h e l a r g e amounts o f orange on
the
s l i d e n e a r M S t r e e t and P e n n s y l v a n i a Avenue, t h e proposed
new ramps would i n c r e a s e t r a f f i c volumes c o n s i d e r a b l y i n
t h i s area.
T h i s would be o f f s e t by r e d u c i n g t r a f f i c on the
W h i t e h u r s t Freeway w e s t o f Rock C r e e k , as shown i n the g r e e n .
The W h i t e h u r s t Freeway and C a n a l Road i n t e r s e c t i o n would
f l o w more smoothly.
The At-Grade A r t e r i a l , o r A l t e r n a t i v e F, would
d e c r e a s e t r a f f i c volumes on the l o w e r K S t r e e t p o r t i o n o f
the
f a c i l i t y , as you can see by t h e g r e e n .
t h e r e would be t h r e e a d d i t i o n a l t r a f f i c
T h i s i s because
l i g h t s t h a t slow down
�213
t r a f f i c and reduce t h e c a p a c i t y .
still
However, d r i v e r s would
look f o r s h o r t c u t s through neighborhood s t r e e t s ,
even h i g h e r l e v e l s o f c o n g e s t i o n
causing
and d e l a y s than p r e d i c t e d
under normal growth, as seen by t h e i n c r e a s e d orange n o r t h
o f M. • S t r e e t .
As w i t h the New
E l e v a t e d Freeway, t h a t i s AA,
d e l a y s o u t s i d e o f t h e s t u d y c o r r i d o r would i n c r e a s e due t o
t h e c l o s u r e o f t h e 25th S t r e e t ramps, and t h e added
o f reduced c a p a c i t y a t t h e New At-Grade A r t e r i a l .
pressure
This
a l t e r n a t i v e would l i m i t a l l t r a f f i c growth i n t h e study
area.
Comparing a l l f o u r a l t e r n a t i v e s t o g e t h e r , t h e
N o - B u i l d , t h e R e h a b i l i t a t e d Freeway —
New E l e v a t e d Freeway —
AA —
that's A —
and t h e
the a l t e r n a t i v e s are very
comparable i n t r a n s p o r t a t i o n e f f e c t i v e n e s s .
The At-Grade
A r t e r i a l o r A l t e r n a t i v e F i s t h e o n l y a l t e r n a t i v e t h a t would
provide
a net t r a f f i c
disadvantage.
Land use i m p a c t s v a r y by a l t e r n a t i v e .
shows e x i s t i n g l a n d use i n t h e study
area.
This slide
A l l of the " b u i l d "
a l t e r n a t i v e s would i n c r e a s e t h e amount o f l a n d a v a i l a b l e f o r
non-highway
use —
a l l t h r e e o f them, o f t h e " b u i l d "
alternatives.
The R e h a b i l i t a t e d Freeway A l t e r n a t i v e , A, would
f r e e up one and s e v e n - t e n t h s
highway u s e .
The New
o f an a c r e o f l a n d f o r non-
E l e v a t e d Freeway A l t e r n a t i v e , AA,
t h r e e and t h r e e - f i f t h s a c r e s o f l a n d , and t h e At-Grade
�214
A r t e r i a l , A l t e r n a t i v e F, one
non-highway use.
and o n e - h a l f
acres of land f o r
T h i s i s a n e t improvement i n l a n d .
The N o - B u i l d and
R e h a b i l i t a t e d Freeway A l t e r n a t i v e s
would not a f f e c t the e i g h t and n i n e - t e n t h s
a c r e s of
s e t a s i d e f o r the p o t e n t i a l Georgetown W a t e r f r o n t
The New
E l e v a t e d Freeway A l t e r n a t i v e , AA,
feet wider along
land
Park.
would be
eight
i t s e n t i r e l e n g t h t h a n what e x i s t s today
and would r e q u i r e o n e - t h i r d o f an a c r e of t h i s p o t e n t i a l
Waterfront
Park land.
The At-Grade A r t e r i a l A l t e r n a t i v e ,
A l t e r n a t i v e F, would be
and would r e q u i r e two
31 f e e t w i d e r a l o n g i t s e n t i r e l e n g t h
f u l l a c r e s of t h i s a p p r o x i m a t e l y
a c r e s of p o t e n t i a l W a t e r f r o n t
Park l a n d .
The
At-Grade
A r t e r i a l A l t e r n a t i v e , F, would e l i m i n a t e the e x i s t i n g
B r i d g e ramp o v e r the p a r k , t h e r e b y
returning
nine
Key
approximately
o n e - f i f t h of an a c r e of e x i s t i n g a e r i a l easement.
The Washington Harbor p r o j e c t , w h i c h i s a m u l t i m i l l i o n d o l l a r p r o j e c t on the Georgetown W a t e r f r o n t
be a f f e c t e d by both the New
E l e v a t e d Freeway, AA,
At-Grade A r t e r i a l A l t e r n a t i v e F.
A two-story
would
and
the
building
planned f o r l o c a t i o n underneath the abandoned Potomac R i v e r
Freeway s t u b , t h a t i s the s t u b t h a t e x i s t s today, would be
too h i g h t o f i t underneath the New
A l t e r n a t i v e AA,
and
E l e v a t e d Freeway
i t would a l s o i n t e r f e r e w i t h the planned
ground c i r c u l a t i o n p a t t e r n o f t h a t development.
T h i s same planned b u i l d i n g would i n t r u d e i n t o the
�215
s i x - l a n e At-Grade o r Ground-Level A r t e r i a l proposed f o r
A l t e r n a t i v e F.
I n o t h e r words, i f e i t h e r o f t h e s e
a l t e r n a t i v e s , AA o r F, were s e l e c t e d , t h i s planned b u i l d i n g
would have t o be r e d e s i g n e d i f i t were n o t c o n s t r u c t e d o r ,
i f constructed,
have t o be t a k e n .
Moving on t o h i s t o r i c and a r c h e o l o g i c a l
t h i s s l i d e shows t h e d e n s i t y o f r e s o u r c e s
resources,
i n t h e study
area.
The green shows h i s t o r i c s t r u c t u r e s and s i t e s w h i c h v a r y i n
s i g n i f i c a n c e , and t h e y e l l o w
shows t h e p o t e n t i a l
zone t h a t we used t o a n a l y z e
archeological
archeological
impacts.
Most o f t h e s t u d y a r e a i s i n t h e Georgetown
H i s t o r i c D i s t r i c t , and t h e r e a r e two p o t e n t i a l h i s t o r i c
d i s t r i c t s i n Foggy Bottom.
would a d v e r s e l y
A l l of the " b u i l d " a l t e r n a t i v e s
a f f e c t some o f t h e s e
resources.
The R e h a b i l i t a t e d Freeway A l t e r n a t i v e A would
adversely
impact t h e C&O C a n a l because o f t h e new ramp
c r o s s i n g e a s t o f t h e Key B r i d g e and t h e t u n n e l
be c o n s t r u c t e d
t h a t would
w e s t o f t h e Key B r i d g e .
T h i s s l i d e shows t h e l o c a t i o n o f t h e proposed new
ramp as i t appears today.
The New E l e v a t e d Freeway A l t e r n a t i v e would
a f f e c t h i s t o r i c resources
adversely
that are next to the northern
edge o f t h e f r e e w a y because o f t h e lower and w i d e r deck.
The At-Grade A r t e r i a l A l t e r n a t i v e F would improve t h e
Georgetown H i s t o r i c D i s t r i c t and b e n e f i t many o f t h e
�216
i n d i v i d u a l s t r u c t u r e s by
elevated
removing a major p o r t i o n
s t r u c t u r e a l o n g the w a t e r f r o n t .
The
new
of
the
S-ramp
c r o s s i n g , which i s p a r t o f A l t e r n a t i v e F, would have an
a d v e r s e impact on the C&O
Aesthetics
C a n a l n e a r Key
Bridge.
i s a major i s s u e i n t h i s s t u d y .
At-Grade A l t e r n a t i v e F would s i g n i f i c a n t l y improve
appearance o f the w a t e r f r o n t
and
The
the
the view o f Georgetown from
Virginia.
T h i s s l i d e shows the view l o o k i n g west from the
s o u t h e a s t c o r n e r o f W i s c o n s i n Avenue and
K S t r e e t toward
the h i s t o r i c Dodge Warehouse.
As you
Rehabilitated
can
s e e , the N o - B u i l d A l t e r n a t i v e and
Freeway A l t e r n a t i v e A a r e v e r y
the amount of shadow t h e y c a s t and
the
the
similar in
the o v e r a l l appearance o f
freeway s t r u c t u r e .
The
New
Elevated
Freeway A l t e r n a t i v e AA would make
o n l y minor improvements i n t h a t appearance.
Rehabilitated
or E l e v a t e d
I f the
Freeway A l t e r n a t i v e s were
a facade or o t h e r c o s m e t i c t r e a t m e n t s to h e l p the
b l e n d i n w i t h the w a t e r f r o n t
selected,
facility
would be c o n s i d e r e d d u r i n g
the
f i n a l d e s i g n o f the f r e e w a y s t r u c t u r e .
Near Rock Creek P a r k , both the New
At-Grade A r t e r i a l A l t e r n a t i v e s —
f r e e up n e a r l y two
t h a t ' s AA
c i t y b l o c k s of land
Elevated
and
F —
and
would
f o r non-highway
p u r p o s e s , g r e a t l y i m p r o v i n g the a r e a a e s t h e t i c s .
T h i s would
�217
s i g n i f i c a n t l y improve t h e view f o r Foggy Bottom
residents
by removing what some people have c a l l e d t h e " s p a g h e t t i
junction."
Noise i s a l s o a major i s s u e .
T r a f f i c - r e l a t e d noise
i s the major s o u r c e of n o i s e p o l l u t i o n i n t h i s s t u d y a r e a .
The N o - B u i l d A l t e r n a t i v e , t h e R e h a b i l i t a t e d Freeway A l t e r n a t i v e
A, and t h e New
E l e v a t e d Freeway A l t e r n a t i v e AA —
a l l elevated structures —
to
which are
would have n o i s e l e v e l s
similar
t h e e x i s t i n g and N o - B u i l d A l t e r n a t i v e s by the y e a r 2006.
A l t e r n a t i v e F because the t r a f f i c would be moving
s l o w e r , would have l o w e r n o i s e l e v e l s .
However, F e d e r a l
Highway A d m i n i s t r a t i o n n o i s e models t h a t we have been u s i n g ,
do n o t t a k e i n t o account n o i s e from stop-and-go
as
t r a f f i c such
the s t a r t - u p o f e n g i n e s o r people honking t h e i r horns
because o f t h e r a i s e d c o n g e s t i o n .
Air
q u a l i t y i n t h e s t u d y a r e a would not
change
s i g n i f i c a n t l y under any of t h e a l t e r n a t i v e s , p r i m a r i l y
because t h e e m i s s i o n s t a n d a r d s f o r c a r s a r e g e t t i n g
stricter.
The i m p a c t s t h a t I have t a l k e d about to t h i s p o i n t
are
a l l long-term impacts.
However, d u r i n g c o n s t r u c t i o n of
the
selected alternative —
w h a t e v e r i t i s -- t h e r e w i l l
be
s i g n i f i c a n t temporary impacts both t o the r e s i d e n t s of
Georgetown and Foggy Bottom, as w e l l as those people who
the
use
freeway d a i l y .
The N o - B u i l d A l t e r n a t i v e would r e q u i r e s i x t o 24
�218
months t o c o n s t r u c t , and i f a complete r e d e c k i n g were
a c c o m p l i s h e d , o n l y two l a n e s o f t h e f r e e w a y would remain
open t o accomodate t h e peak d i r e c t i o n f l o w , t h a t i s the
r u s h hour d i r e c t i o n .
Other t r a f f i c i n t h e non-peak
hour
d i r e c t i o n would be d i v e r t e d t o o t h e r s t r e e t s , p r i m a r i l y
M S t r e e t and R o o s e v e l t B r i d g e .
The R e h a b i l i t a t e d Freeway A l t e r n a t i v e , w h i c h i s
A l t e r n a t i v e A, w h i c h i n c l u d e s a r e d e c k i n g , would have two
years of d i s r u p t i o n s i m i l a r to that I j u s t described f o r the
No-Build A l t e r n a t i v e .
T h e r e would be an a d d i t i o n a l y e a r o f c o n s t r u c t i o n
under A l t e r n a t i v e A t o b u i l d new ramps n e a r Rock Creek
P a r k and t h e C&O
the
C a n a l , b u t t r a f f i c c o u l d be m a i n t a i n e d i n
r u s h hour d i r e c t i o n d u r i n g t h e s e p h a s e s .
Total
c o n s t r u c t i o n time f o r t h e A A l t e r n a t i v e , once a g a i n , i s
36 months.
The New
E l e v a t e d Freeway AA and t h e At-Grade
A r t e r i a l A l t e r n a t i v e F would both r e q u i r e t o t a l d e m o l i t i o n
of
the e x i s t i n g freeway.
A l l t r a f f i c i n both t h e r u s h
hour d i r e c t i o n and non-rush hour d i r e c t i o n would be
detoured to other r o u t e s .
T h e r e would a l s o be s i g n i f i c a n t
n o i s e and a i r q u a l i t y i m p a c t s a s s o c i a t e d w i t h the d e m o l i t i o n
and c o n s t r u c t i o n .
The New
E l e v a t e d Freeway A l t e r n a t i v e would r e q u i r e
36 months t o c o n s t r u c t and t h e At-Grade A r t e r i a l 30 months.
�219
I f e i t h e r o f t h e s e a l t e r n a t i v e s were s e l e c t e d , m i t i g a t i o n
measures such as s p e c i a l t r a n s i t s e r v i c e s would be
considered.
As I mentioned e a r l i e r , a l l o f t h i s i n f o r m a t i o n i s
found i n t h e d r a f t E n v i r o n m e n t a l
more d e t a i l .
Impact Statement i n much
I hope t h i s summary w i l l be o f b e n e f i t t o you.
Thank you v e r y much.
Can
I have t h e l i g h t s ,
MR. KELLY:
please?
Thank you.
At t h i s time we w i l l c a l l our f i r s t w i t n e s s , Ms.
Nancy G a l l u p .
I f you have w r i t t e n s t a t e m e n t s ,
as you come
up t o g i v e y o u r o r a l p r e s e n t a t i o n , would you g i v e a copy o f
your statement t o the stenographer,
You may proceed.
please?
�220
TESTIMONY OF NANCY GALLUP
MS. GALLUP:
Thank you.
I r e s i d e a t 950 25th S t r e e t , N.W.,
I appreciate
My name i s Nancy
Gallup.
i n t h e Foggy Bottom a r e a .
t h e o p p o r t u n i t y t o p r e s e n t my v i e w s
on t h e proposed a l t e r n a t i v e s f o r t h e W h i t e h u r s t Freeway
reconstruction.
s i x years
I have been a Foggy Bottom r e s i d e n t f o r
and my apartment o v e r l o o k s K S t r e e t .
As I know h a s been d e s c r i b e d
by many o f those
who have t e s t i f i e d p r i o r t o me on e a r l i e r d a y s , t h e c u r r e n t
t r a f f i c s i t u a t i o n i n Foggy Bottom i s i n t o l e r a b l e .
The s e c t i o n
o f K S t r e e t which s t r e t c h e s from 24th t o 26th S t r e e t ,
creates
an e x t r e m e l y dangerous s i t u a t i o n f o r a l l r e s i d e n t s o f t h e
area.
The i n t e r s e c t i o n a t 25th and K S t r e e t s i s p a r t i c u l a r l y
p e r i l o u s a s c a r s speed up t o pass through
before i t turns red.
the t r a f f i c
light
The a c c e s s and e x i t ramps a t 25th
Street
compound t h e problem by adding an e x t r a l a n e o f a c c e l e r a t i n g
traffic —
and e n c o u r a g i n g
more t r a f f i c t o f u n n e l
through
our neighborhood.
Since
I l i v e a t t h i s i n t e r s e c t i o n , I am w e l l
acquainted with i t s p e r i l s .
The underpass
a t 26th S t r e e t
i s h a r d t o maneuver, d i r t y , and a t c e r t a i n times o f day and
night c l e a r l y unsafe.
So, i t ' s n o t a v i a b l e a l t e r n a t i v e t o
c r o s s i n g a t 25th and K S t r e e t s .
I n a d d i t i o n t o t h e danger, t h e e x i s t e n c e o f t h e
c u r r e n t K S t r e e t throughway, which i s h e a v i l y t r a v e l l e d by
�221
t r u c k s as w e l l as c a r s , has r e s u l t e d i n n o i s e and a i r
p o l l u t i o n l e v e l s which
are c e r t a i n l y unacceptable
t o the
r e s i d e n t s and I would be v e r y s u r p r i s e d i f t h e s e l e v e l s meet
c u r r e n t f e d e r a l minimum s t a n d a r d s .
Even though I l i v e
on
t h e t e n t h f l o o r of my b u i l d i n g , I am unable t o open my
windows and o f t e n have t o keep my
j u s t t o m u f f l e the c o n s t a n t n o i s e .
r a d i o or t e l e v i s i o n
And
I am not
on
usually
home d u r i n g t h e day, so the s i t u a t i o n f o r non-working
r e s i d e n t s must be r e a l l y
horrible.
The o n l y m e a n i n g f u l way
o f s o l v i n g the K S t r e e t
problem as I see i t i s t o e x t e n d t h e t u n n e l under Washington
C i r c l e from 24th S t r e e t t o 26th S t r e e t , t h e r e b y r o u t i n g
through
t r a f f i c underground p a s t what s h o u l d be a p e a c e f u l
r e s i d e n t i a l neighborhood.
T h i s would p e r m i t Foggy Bottom
t o r e c l a i m i t s i d e n t i t y as a s p e c i a l l i v a b l e c i t y community.
Of t h e a l t e r n a t i v e s p r e s e n t e d i n the
Environmental
Impact Statement,
draft
o n l y A l t e r n a t i v e s AA and F
would accomodate a t u n n e l d e s i g n , and I t h e r e f o r e support
t h o s e a l t e r n a t i v e s and would add t h e f e r v e n t hope t h a t t h e
t u n n e l e x t e n s i o n be g i v e n s e r i o u s c o n s i d e r a t i o n .
The AA and F A l t e r n a t i v e s would p r o v i d e some needed
r e l i e f by c l o s i n g the a c c e s s ramps a t 25th and K S t r e e t s .
However, the main problem f o r Foggy Bottom i s the enormous
volume of f a s t - m o v i n g through
lanes of K S t r e e t —
t r a f f i c i n the middle f o u r
t h i s c o u l d o n l y be s o l v e d by a t u n n e l .
�222
I am d e f i n i t e l y opposed t o A l t e r n a t i v e A and t h e
No-Build A l t e r n a t i v e .
the
These d e s i g n s do n o t h i n g t o improve
environment i n our Foggy Bottom community.
I am v e r y concerned t h a t none o f the p r e s e n t l y
proposed f o u r a l t e r n a t i v e s a r e t r u l y r e s p o n s i v e t o t h e need
o f Foggy Bottom r e s i d e n t s f o r , and indeed t h e i r r i g h t t o , a
n o i s e - f r e e and p o l l u t i o n - f r e e neighborhood.
the,
I was one o f
I b e l i e v e , o v e r 900 r e s i d e n t s who s i g n e d a p e t i t i o n
s u p p o r t i n g a K S t r e e t t u n n e l e x t e n s i o n and I urge t h e
Department o f T r a n s p o r t a t i o n t o heed t h e c o n c e r n s o f the
people o f Foggy Bottom and t o p r o v i d e f o r a c i v i l i z e d d e s i g n
f o r t h e e a s t end o f t h e W h i t e h u r s t Freeway p r o j e c t —
one
t h a t w i l l r e c t i f y what has f o r y e a r s been an i n t o l e r a b l e
situation.
Thank you.
MR.
KELLY:
Thank you v e r y much.
Next we w i l l have t h e r e p r e s e n t a t i v e
D.C.
T r a f f i c A d v i s o r y Board.
from t h e
�223
TESTIMONY OF SERAP NERSESIAN, MEMBER OF THE
D. C. CITIZENS TRAFFIC SAFETY BOARD
MR. NERSESIAN:
My name i s Serap N e r s e s i a n .
I am
a c o n s u l t i n g e n g i n e e r i n t h e D i s t r i c t o f Columbia and a
member o f t h e D.C. C i t i z e n s T r a f f i c S a f e t y Board.
The D.C. C i t i z e n s T r a f f i c S a f e t y Board i s composed
o f c i t i z e n s o f t h e D i s t r i c t throughout t h e e n t i r e D i s t r i c t
and a p p o i n t e d by t h e Mayor f o r a term o f t h r e e y e a r s .
Their
p r i m a r y c o n c e r n i s t r a f f i c s a f e t y and t h e y c o o r d i n a t e t h e i r
work w i t h both t h e D.C. Highway Department,
Department,
and t h e P o l i c e Department
Transportation
i n furthering t r a f f i c
s a f e t y throughout t h e a r e a .
I am spokesman f o r t h e Board t o n i g h t t o p r e s e n t
t h e i r thoughts r e g a r d i n g t h e f o u r a l t e r n a t i v e s o f c o n s t r u c t i o n
t h a t have been suggested.
The committee has r e v i e w e d t h e proposed
both i n i t s w r i t t e n form and a t t h e s i t e .
recognizing
construction
The committee,
t h a t r e c o n s t r u c t i o n and improvements
are a v i t a l
n e c e s s i t y , s t r o n g l y s u p p o r t s A l t e r n a t i v e A as t h e most
cost-effective.
The v a r i a t i o n keeps t h e l a r g e s t p e r c e n t a g e
o f t h e through t r a f f i c o f f t h e s t r e e t s o f Georgetown and
keeps t r a f f i c moving a t t h e f a s t e s t r a t e .
This a l t e r n a t i v e avoids a d d i t i o n a l t r a f f i c
a t grade w h i c h a r e impediments
lights
t o t h e movement o f t r a f f i c and
a v o i d s a l a r g e number o f p e d e s t r i a n
and automobile
traffic
�224
confrontations.
A l t e r n a t i v e A, o t h e r than t h e N o - B u i l d A l t e r n a t i v e ,
requires
the l e a s t a c q u i s i t i o n of property.
You w i l l note t h a t i n t h e p r e s e n t a t i o n
of the
E n v i r o n m e n t a l Impact S t a t e m e n t , t h a t t h e c a p a c i t y
i n terms o f
v e h i c l e s p e r hour i n A l t e r n a t i v e A i s 4,900 v e h i c l e s p e r
l o u r ; AA i s 4,975 v e h i c l e s p e r hour, and A l t e r n a t i v e F has
a capacity
o f 3,500 v e h i c l e s p e r hour.
Under A l t e r n a t i v e F, t h e b a l a n c e o f 1,400 v e h i c l e s
per hour i n t h e e a s t - w e s t d i r e c t i o n would c o n s e q u e n t l y r u n
onto M S t r e e t , c a u s i n g more p e d e s t r i a n
and v e h i c l e
confron-
tations .
The
Committee o f t h e C i t i z e n s T r a f f i c S a f e t y
recommends adoption o f t h e A l t e r n a t i v e A p r o p o s a l .
Thank you v e r y
MR. KELLY:
much.
Thank you.
Nancy Feldman, ANC 3D.
Board
�225
TESTIMONY OF NANCY FELDMAN, ADVISORY
NEIGHBORHOOD COMMISSION 3D
MS. FELDMAN:
I have a few b r i e f remarks t o n i g h t ,
and we hope t o supplement them i n o u r w r i t t e n
material.
The W h i t e h u r s t Freeway i s t h e p r i n c i p a l a c c e s s
t o downtown f o r t h e communities l o c a t e d i n t h e P a l i s a d e s
a r e a , and a l s o F o x h a l l Road and S p r i n g V a l l e y , Wesley H e i g h t s ,
and t h e American U n i v e r s i t y Campus a l s o use t h i s as a major
arterial.
A l l o f t h e s e communities a r e r e p r e s e n t e d by
ANC 3D.
Our p r i m a r y o b j e c t i v e f o r p a r t i c i p a t i n g i n t h i s
s t u d y was t o m a i n t a i n t h e f r e e - f l o w i n g n a t u r e o f t h e p r e s e n t
freeway.
The N o - B u i l d A l t e r n a t i v e :
The c u r r e n t freeway
functions reasonably w e l l except f o r the t r a f f i c
congestion
w h i c h i s found i n t h e C a n a l Road i n t e r s e c t i o n and we b e l i e v e
d e s p e r a t e l y needs t o be remedied.
B u t t h e planned
Georgetown
U n i v e r s i t y s o u t h e n t r a n c e e x p a n s i o n and t h e p r o j e c t e d
i n c r e a s e s i n g e n e r a l t r a f f i c d u r i n g t h e n e x t twenty y e a r s ,
as p r o v i d e d t o us by t h e c o n s u l t a n t s , make t h i s
alternative
unacceptable t o our c o n s t i t u e n t s .
I n a d d i t i o n , t h e N o - B u i l d o p t i o n would not e l i m i n a t e
t h e unused ramps a t t h e e a s t end o f t h e f a c i l i t y which a r e
u n s i g h t l y and s p o i l o t h e r w i s e u s a b l e p a r k l a n d .
With r e g a r d t o A l t e r n a t i v e AA, t h e New E l e v a t e d :
�226
T h i s p r o p o s a l would p r o v i d e a l o w e r and a w i d e r f r e e w a y .
While i t would be l e s s v i s i b l e from c e r t a i n a r e a s o f Georgetown
i t would be f a r more o b t r u s i v e on t h e c u r r e n t
"lower K S t r e e t "
corridor.
I n a d d i t i o n , i t would r e q u i r e c l o s i n g t h e f a c i l i t y
e n t i r e l y f o r the three-year
period of construction.
not s e e any b e n e f i c i a l t r a f f i c impact t o be d e r i v e d
We do
from
t h i s r e c o n f i g u r a t i o n , and we do s e e t h a t t h e c o s t would be
s u b s t a n t i a l l y higher than f o r the other a l t e r n a t i v e s .
The
E a s t End t r e a t m e n t o f t h e AA A l t e r n a t i v e would
n o t , we b e l i e v e , succeed i n i t s o r i g i n a l purpose o f r e d u c i n g
t r a f f i c i n t h e s u r r o u n d i n g neighborhoods.
I t would
simply
d i v e r t i t from t h e c u r r e n t path t o a d j o i n i n g s t r e e t s , w h i l e
s e r i o u s l y inconveniencing
u s e r s o f t h e freeway by s e v e r i n g
t h e K S t r e e t c o n n e c t i o n s t o Washington C i r c l e .
The West End
c o n f i g u r a t i o n , w h i l e i m p r o v i n g e g r e s s t o C a n a l Road by
e l i m i n a t i o n o f t h e c u r r e n t t r a f f i c s i g n a l , would not a l l e v i a t e
the Key B r i d g e l e f t - t u r n t r a f f i c problem w h i c h
contributes
s i g n i f i c a n t l y t o t h e c u r r e n t b o t t l e neck and t h e t r a f f i c
and
s a f e t y problems a t t h a t p a r t i c u l a r i n t e r s e c t i o n .
So,
f o r t h o s e r e a s o n s we do n o t f a v o r A l t e r n a t i v e AA.
A l t e r n a t i v e F, t h e Ground-Level A r t e r i a l :
This
o p t i o n would i n v o l v e t e a r i n g down t h e p r e s e n t s t r u c t u r e and
providing
lights.
a s t r e e t - l e v e l multi-lane
road w i t h numerous t r a f f i c
The p r o j e c t i o n s t h a t we have had i n d i c a t e a much l o w e r
�227
v e h i c l e c a p a c i t y w i t h g r e a t e r a c c e s s t o Georgetown s t r e e t s .
We
t h i n k i t would e a s i l y p e r m i t commuters from Maryland
and
V i r g i n i a t o d e v e l o p s i d e r o u t e s through M S t r e e t , Upper
Georgetown, and
through our neighborhoods v i a R e s e r v o i r Road
during perceived
t r a f f i c , and
t r a f f i c t i e - u p s , even s l i g h t l y heavy
at times of r i v e r
flooding.
T h i s proposed a r t e r i a l w h i c h would s i m p l y
and
exacerbate
duplicate
the c u r r e n t M S t r e e t s i t u a t i o n would e l i m i n a t e
the f r e e - f l o w i n g n a t u r e o f the p r e s e n t
t o t a l l y u n a c c e p t a b l e t o our
freeway and
i s therefore
constituents.
A l t e r n a t i v e A, the R e h a b i l i t a t e d E l e v a t e d Freeway:
T h i s p r o p o s a l would r e f u r b i s h and widen the e x i s t i n g
and
improve the c o n n e c t i o n s on each end.
freeway
Improvement of
the
span i t s e l f would not c l o s e down the f a c i l i t y , although i t
would be more l i m i t e d i n terms of the l a n e s d u r i n g
construction period.
Also, i t s projected cost i s
l o w e r t h a n the new
elevated option
t o the g r o u n d - l e v e l
considerably
alternative.
The
d e s i g n o f the West End
r e l a t i v e l y unimpeded t r a f f i c
Key
Bridge
tat
and
the
i t i s v e r y comparable
c o n f i g u r a t i o n would permit
f l o w from the freeway and
onto C a n a l Road, and
from
does t h a t .
However, we
l e a s t maintain
i t i s the o n l y a l t e r n a t i v e
d i d go i n t o t h i s p r o j e c t l o o k i n g t o a t
the f r e e - f l o w i n g t r a f f i c and not to m a t e r i a l l y
improve our s i t u a t i o n .
We
j u s t d i d n ' t want i t to get w o r s e ,
�228
and we t h i n k t h a t t h e p r o j e c t e d
and t h e a d d i t i o n
increase i n o v e r a l l t r a f f i c
o f v e h i c l e s from t h e Georgetown
University-
s o u t h e n t r a n c e onto C a n a l Road would p r o b a b l y r e s u l t i n
a p p r o x i m a t e l y t h e c u r r e n t t r a v e l time f o r t h e people who
live
i n o u r neighborhoods and a l s o f o r t h e commuters.
So, t h i s a l t e r n a t i v e would m e r e l y a v o i d a
reduction
in traffic
flow r a t h e r than m a t e r i a l
improvement
i n the p r e s e n t s i t u a t i o n , and we don't t h i n i t would
encourage a l o t o f new t r a f f i c t o come onto t h e f a c i l i t y .
So, f o r t h o s e r e a s o n s we s t r o n g l y s u p p o r t t h e
s e l e c t i o n o f A l t e r n a t i v e A.
Thank you.
MR.
KELLY:
Thank you.
The B u s i n e s s and P r o f e s s i o n a l A s s o c i a t i o n
Georgetown, R i c h a r d
McCooey.
of
�229
TESTIMONY OF RICHARD McCOOEY, BUSINESS AND
PROFESSIONAL ASSOCIATION OF GEORGETOWN
MR. McCOOEY:
Good e v e n i n g , Mr. Chairman, c i t y
o f f i c i a l s and l a d i e s and gentlemen.
My name i s R i c h a r d
McCooey and I am t h e P r e s i d e n t o f t h e B u s i n e s s
A s s o c i a t i o n o f Georgetown.
retail,
and P r o f e s s i o n a l
The A s s o c i a t i o n h a s o v e r 160
c o m m e r c i a l , p r o f e s s i o n a l and s e r v i c e member o r g a n i z a t i :
i n Georgetown.
Our p r i m a r y c o n c e r n i s t h e p r e s e r v a t i o n and
t h e enhancement o f t h e q u a l i t i e s o f doing b u s i n e s s
Georgetown a r e a .
i n the
We a r e a l s o concerned w i t h s e r v i n g and
b e i n g good n e i g h b o r s f o r t h e r e s i d e n t s o f Georgetown and
with contributing t o the o v e r a l l q u a l i t y of l i f e i n the area.
At i t s Board meeting on May 14, 19 84, o u r A s s o c i a t i o n
resolved that:
1.
new
Extremely
concerned w i t h t h e pace and s i z e o f
development i n t h e Georgetown commercial a r e a .
b e l i e v e t h a t the high
We
i n t e n s i t y o f developments such as
the Georgetown P a r k , Phase I I ; Washington Harbor and t h e
Trammell Crow development b e i n g b u i l t w i t h o u t s u f f i c i e n t o f f s t r e e t parking —
egress
and o f t e n w i t h poor a t t e n t i o n t o a c c e s s and
t o parking —
overloaded t r a f f i c
will
f u r t h e r exacerbate
and p a r k i n g c o n d i t i o n s
the already
i n t h e commercial and
r e s i d e n t i a l a r e a s o f Georgetown.
2.
The d i s a p p e a r a n c e o f c o n v e n i e n t p a r k i n g and t h e
c h o k i n g o f f o f good a c c e s s
t o t h e a r e a by t h e s e developments --
�2 30
coupled w i t h t h e D i s t r i c t Government's d e s i g n a t i o n o f M S t r e e t
and W i s c o n s i n
Avenue as s t r e e t s f o r through t r a f f i c — i s
severely a f f e c t i n g the small businesses
and
t h a t a r e o u r members
t h a t make up t h e a c t i v i t y t h a t i s t h e h e a r t o f t h e
commercial Georgetown a r e a .
3.
We b e l i e v e t h a t none o f t h e a l t e r n a t i v e s
i n the Whitehurst
study address
t h e needs o f t h e Georgetown
b u s i n e s s community, n o r do we b e l i e v e t h a t t h e study
takes the necessary
presented
account o f t h e extreme o v e r l o a d e d
and p a r k i n g c o n d i t i o n s e x i s t i n g i n t h e a r e a .
itself
traffic
Therefore, the
B u s i n e s s and P r o f e s s i o n a l A s s o c i a t i o n o f Georgetown does n o t
a t t h i s time s u p p o r t any o f t h e a l t e r n a t i v e s p u t f o r w a r d i n
t h e d e s i g n Environment Impact Study.
4.
T h i s Study i s s u b s t a n t i a l l y
f l a w e d by i t s
f a i l u r e t o t a k e account o f o f f - p e a k t r a f f i c and p a r k i n g
c o n d i t i o n s i n Georgetown, and t o accomodate s o l u t i o n s f o r
t h e s e c o n d i t i o n s i n t h e Study.
And we t h i n k t h i s i s v e r y
important.
We a r e prepared
t o work w i t h t h e D i s t r i c t and
F e d e r a l o f f i c i a l s and community groups f o r however long i t
t a k e s t o a r r i v e upon an a l t e r n a t i v e t h a t w i l l s e r v e t h e
best i n t e r e s t s of a l l the users of the Whitehurst
bueiness
persons,
Corridor
r e s i d e n t s , v i s i t o r s and customers —
w e l l as commuters and d e v e l o p e r s .
as
F a i l i n g t h e emergence o f
such an a l t e r n a t i v e , we a r e prepared
to take whatever steps
—
�231
a r e n e c e s s a r y t o p r o t e c t our r i g h t s and ensure our c o n t i n u e d
a b i l i t y t o do b u s i n e s s i n t h e Georgetown a r e a .
We do d e s i r e a c o n s t r u c t i v e w o r k i n g
relationship
w i t h t h e v a r i o u s groups i n v o l v e d i n t h e p l a n n i n g
Whitehurst
corridor.
We a r e t h e r e f o r e p r e p a r e d
f o r the
to o f f e r
p r o p o s a l s we b e l i e v e w i l l r e t u r n t h e Georgetown commercial
a r e a t o an environment where people c a n c o n v e n i e n t l y and
e n j o y a b l y v i s i t , shop, do b u s i n e s s and e n j o y t h e h i s t o r i c and
v i s u a l l y a t t r a c t i v e surroundings.
These p r o p o s a l s
suggest
t h e need f o r a new a l t e r n a t i v e and a r e a s f o l l o w s :
1.
B u i l d new commercial p a r k i n g f a c i l i t i e s t o
accomodate v i s i t o r s and customers now v y i n g f o r r e s i d e n t i a l
s t r e e t space and f o r t h e few commercial s t r e e t spaces and
lot
spaces
l e f t i n the area.
Many s m a l l b u s i n e s s e s i n
Georgetown have l i t t l e o r no o f f - s t r e e t p a r k i n g .
Commercial
l o t s a r e d i s a p p e a r i n g and o n - s t r e e t spaces a r e inadequate.
Most o f t h e s e l o c a t i o n s s h o u l d be a c c e s s i b l e from t h e new
road.
New developments make p a r k i n g o n l y f o r t h e a c t i v i t i e s
t h e y c o n t a i n and o f t e n t h a t i s i n a d e q u a t e .
We need commercial
p a r k i n g a t a s t r a t e g i c l o c a t i o n i n t h e commercial a r e a .
2.
P u t i n p l a c e a p a r k i n g s u b s i d y program and a
t r a n s i t connector
convenient
f o r o f f - s t r e e t commercial p a r k i n g w i t h
s t o p s i n t h e commercial a r e a .
We a r e p r e p a r e d
t o c o n s i d e r support
s u b s i d i e s and a t r a n s i t c o n n e c t o r
of parking
f o r those new p a r k i n g
�232
f a c i l i t i e s s o t h a t p a r k i n g i n them w i l l be s a f e r and more
convenient than p a r k i n g elsewhere.
3.
to
R e s t r u c t u r e M S t r e e t and W i s c o n s i n Avenue
accomodate t r a f f i c
p r o m a r i l y s e r v i n g l o c a l b u s i n e s s e s and
r e s i d e n t s and t o p r o v i d e i n c r e a s e d p e d e s t r i a n s a f e t y and
circulation.
Traffic —
18-hour-a-day t r a f f i c
—
i s choking M
and W i s c o n s i n , d r i v i n g o u t b u s i n e s s and c r e a t i n g an ugly
environment.
for
We need t o r e t u r n those s t r e e t s t o l o c a l use
p e d e s t r i a n s , s e r v i c e and goods f u n c t i o n s , t r a n s i t and
p i c k - u p and d r o p - o f f f u n c t i o n s .
We need t o make our two major
s t r e e t s v i s u a l l y a t t r a c t i v e f o r v i s i t o r s and customers.
4.
Manage o n - s t r e e t p a r k i n g i n commercial
areas.
We need t o manage curb p a r k i n g t o h e l p a c c o m p l i s h t h e
p r o p o s a l s f o r M and W i s c o n s i n .
5.
I n s t i t u t e measures t o manage v e h i c u l a r movement
between a d j o i n i n g commercial
and r e s i d e n t i a l a r e a s .
The
i n s t i t u t i o n o f t h e s e measures, e f f e c t i v e e l s e w h e r e i n
Washington and o t h e r urban shopping
and r e s i d e n t i a l
sections,
w i l l a l l e v i a t e f r i c t i o n and impacts between commercial and
r e s i d e n t i a l u s e r s and w i l l h e l p keep t r a f f i c
from t h e new
road from p e n e t r a t i n g r e s i d e n t i a l a r e a s .
6.
Provide f a c i l i t i e s
for c i t y parking control
and s t r e e t c l e a n i n g i n an a p p r o p r i a t e l o c a t i o n i n t h e
proposed w a t e r f r o n t a r e a .
We need e f f e c t i v e towing and s t r e e t
�233
c l e e n i n g programs i n the a r e a .
Facilities
programs s h o u l d be put i n a c o n v e n i e n t but
f o r both t h e s e
inconspicuous
l o c a t i o n i n the Waterfront.
A New
Alternative
We b e l i e v e t h a t t h e f a c i l i t y p r o v i d e d i n t h e
W h i t e h u r s t c o r r i d o r must meet t h r e e major
1.
I t s h o u l d p r o v i d e the c a p a c i t y t o s e r v e a l l
e a s t - w e s t through t r a f f i c
n o r t h and south t r a f f i c
2.
criteria.
and a p o r t i o n o f the through
as w e l l .
I t s h o u l d p r o v i d e c o n t r o l l e d a c c e s s t o and
e g r e s s from major a c t i v i t i e s
i n the Waterfront a r e a ,
p a r t i c u l a r l y the i n c r e a s e d p a r k i n g n e c e s s a r y t o r e s o l v e
current shortages.
3.
I t s h o u l d remove or d i m i n i s h the v i s u a l
the p r e s e n t s t r u c t u r e c r e a t e s between Georgetown and
W a t e r f r o n t and i t s h o u l d c o n s t i t u t e a s u b s t a n t i a l
barrier
the
visual
improvement t o t h e a r e a .
We
a r e s t u d y i n g a new
a l t e r n a t i v e t h a t may
offer
a b e t t e r o p p o r t u n i t y t o accomodate t h e s e c r i t e r i a .
For i t s
l e n g t h o f a p p r o x i m a t e l y e i g h t - t e n t h s o f a m i l e , the
facility
s h o u l d o f f e r s u p e r l a t i v e v i e w s o f the Georgetown W a t e r f r o n t .
Perhaps j u s t as i m p o r t a n t , the f a c i l i t y s h o u l d o f f e r the same
v i e w s t o those w o r k i n g , l i v i n g ,
to
shopping and v i s i t i n g
areas
t h e n o r t h and south o f t h e proposed a l i g n m e n t and
should
improve the p r o s p e c t of Georgetown from V i r g i n i a and Potomac
�234
River.
By p r o v i d i n g
and
capacity
some n o r t h through t r a f f i c
f o r a l l e a s t through
traffic
i n the c o r r i d o r , the f a c i l i t y
c o u l d h o l d o u t t h e o p p o r t u n i t y t o implement t h e r e c o n f i g u r a t i o n
of M S t r e e t and l o w e r W i s c o n s i n Avenue.
W h i l e we applaud
some o f t h e a c t i o n s proposed a t e i t h e r end o f t h e f a c i l i t y ,
we b e l i e v e
f u r t h e r improvements can be made t o ease t h e
r e d i r e c t i o n o f through t r a f f i c away from M S t r e e t ,
a t t h e e a s t end o f t h e system.
We b e l i e v e
particularly
t h a t good a c c e s s
t o p a r k i n g t o be p r o v i d e d a t t h e e a s t and w e s t ends and a t midpoints
will
south o f M S t r e e t —
such as t h e I n c i n e r a t o r S i t e
reduce t h e need f o r v i s i t o r t r a f f i c
—
t o use M S t r e e t
itself.
By p r o v i d i n g
a c c e s s t o and e g r e s s from
activities
i n t h e W a t e r f r o n t a r e a , t h e new f a c i l i t y c a n f u r t h e r
give
passage t o t h o s e v e h i c l e s d e s t i n e d f o r such a c t i v i t i e s .
i n g e t t i n g t o and from p a r k i n g w a t e r f r o n t
and
park
Ease
activities
c i t y s e r v i c e f a c i l i t i e s , we b e l i e v e , d e s e r v e s p a r t i c u l a r
attention.
By i m p r o v i n g t h e v i s u a l appearance o f t h e e l e v a t e d
s t r u c t u r e , t h e new f a c i l i t y c a n r e t u r n much o f t h e p o t e n t i a l
of the Waterfront e n v i s i o n e d t y v a r i o u s
inhabitants
of the
a r e a , t h e r e s i d e n t s , m e r c h a n t s , b u s i n e s s and v i s i t o r s .
Accomodating t h e f a c i l i t y i n a l a n d s c a p e d s e t t i n g c o u l d
contribute
t o t h e a t t r a c t i v e n e s s o f t h e proposed P a r k , t h e
�235
W a t e r f r o n t and
The
those s t r u c t u r e s t h a t i t f r o n t s .
n e x t s t e p s we h a v e , we have r a i s e d a number o f
i s s u e s here t h i s evening.
We
strongly
f e e l t h a t a l l of them
r e l a t e d i r e c t l y t o the r e s o l u t i o n o f the W h i t e h u r s t Freeway
question.
that
C e r t a i n l y , a l l w i l l be
substantially affected
by
solution.
Over the n e x t few weeks, we w i l l be p u t t i n g
the p u b l i c record
a s e r i e s o f t e c h n i c a l b r i e f s we
w i l l a d d r e s s the i s s u e s we
further define
The
and
implications
believe
have r a i s e d h e r e t h i s e v e n i n g
s u p p o r t our
remainder o f my
i n the p u b l i c r e c o r d ,
s t a t e m e n t , w h i c h I have p l a c e
elaborates
on our p r o p o s a l s and
We
e x t r a c o p i e s a v a i l a b l e f o r anyone w i s h i n g to have
Mr.
Chairman, f o r the time
attention.
MR.
KELLY:
Elizabeth
and
proposal.
f o r the W h i t e h u r s t Freeway Study.
Thank you,
into
Thank you
McLaughlin.
v e r y much.
their
have
one.
and
�236
TESTIMONY OF ELIZABETH M c L a u g h l i n
MS. MCLAUGHLIN:
Thank you f o r t h i s o p p o r t u n i t y t o
p r e s e n t my v i e w s on t h e d r a f t E n v i r o n m e n t a l Impact Statement
on t h e W h i t e h u r s t Freeway.
My name i s E l i z a b e t h J . M c L a u g h l i n , and I have been
a r e s i d e n t o f t h e Shoremede A p a r t m e n t s , 2517 K S t r e e t ,
N.W.
s i n c e October 19 5 1 .
S i n c e I have l i v e d a t t h i s a d d r e s s f o r n e a r l y 33
y e a r s , I have e x p e r i e n c e d p e r s o n a l l y t h e changes w h i c h have
o c u r r e d as a r e s u l t o f t h e e x t e n s i o n o f t h e W h i t e h u r s t Freeway
t o Washington C i r c l e d u r i n g t h e 1960s. The c o n s t r u c t i o n w h i c h
took p l a c e a t t h a t time was d e s i g n e d f o r t h e convenience o f
t h e suburban commuters i n t o Washington.
No thought was g i v e n
t o t h e d e t r i m e n t a l e f f e c t on a r e s i d e n t i a l community.
C o n s t r u c t i o n o f t h e Washington C i r c l e t u n n e l and
the a c c e s s s e r v i c e roadways had an immediate impact on t h e
appearance o f a p r e v i o u s l y a t t r a c t i v e nieghborhood.
A l l o f the
b e a u t i f u l o l d t r e e s from 24th t o 26th S t r e e t were removed; f r o r
lawns were c u t b a c k ; s i d e w a l k s narrowed, and t h e neighborhood
n o r t h and s o u t h o f K S t r e e t was d i v i d e d .
I s t r o n g l y f e e l t h a t any f u t u r e r e d e s i g n o f t h e
W h i t e h u r s t Freeway s h o u l d r e s t o r e t h e appearance o f t h e
neighborhood and p r o t e c t t h e s a f e t y o f p e d e s t r i a n s .
An
e x t e n s i o n o f t h e t u n n e l t o 26th S t r e e t would r e u n i t e t h e
neighborhood and e l i m i n a t e t h e p r e s e n t t r a f f i c h a z a r d s .
�237
A s i d e from a e s t h e t i c c o n s i d e r a t i o n s , I am more
concerned about f o u r c r u c i a l problems w h i c h have been
caused
by t h e i n c r e a s e d f l o w o f heavy t r a f f i c on K S t r e e t , and w h i c h
have an immediate a d v e r s e e f f e c t on our d a i l y
1.
Air Pollution.
lives.
I n my e a r l y y e a r s on K S t r e e t ,
we e x p e r i e n c e d some d i r t and a i r p o l l u t i o n from the c o a l
w h i c h was
used t o h e a t both s i n g l e f a m i l y r e s i d e n c e s
and
apartment h o u s e s , and from t h e o p e r a t i o n o f i n c i n e r a t o r s .
These were d i s c o n t i n u e d when e n v i r o n m e n t a l
matter of concern.
s a f e t y became a
I can a s s u r e you t h a t the d i r t and
have i n c r e a s e d a t l e a s t t e n f o l d i n r e c e n t y e a r s due
soot
t o the
carbon monoxide g i v e n o f f by the heavy f l o w o f t r a f f i c .
Even
though I l i v e on the 6th f l o o r , my window s c r e e n s a r e
c o v e r e d throughout t h e y e a r w i t h a heavy c o a t i n g of s o f t b l a c k
soot.
D e s p i t e f r e q u e n t c l e a n i n g , i t i s i m p o s s i b l e t o keep
window s i l l s
and o t h e r s u r f a c e s f r e e o f i t .
I wonder i f the a i r q u a l i t y r e a l l y meets government
regulations.
2.
Noise P o l l u t i o n .
the week i s c o n s t a n t .
The t r a f f i c n o i s e throughout
D u r i n g c o o l w e a t h e r w i t h the windows
c l o s e d , i t i s n e c e s s a r y t o have t h e t e l e v i s i o n l o u d e r
I would l i k e i n o r d e r t o h e a r i t .
S i n c e I am s e n s i t i v e t o a i r
c o n d i t i o n i n g , my windows a r e open i n warm w e a t h e r .
i n c r e a s e d noise l e v e l i s n e a r l y unbearable.
normal rumbling
than
The
Added t o the
o f c a r s i s the s q u e a l i n g o f b r a k e s
of
�238
m o t o r i s t s who
f a i l i n t h e i r r a c e t o b e a t the t r a f f i c
a t 25th and K S t r e e t s .
The n o i s e l e v e l has been r a i s e d
enormously by the i n c r e a s e d use o f K S t r e e t by heavy
3.
light
B u i l d i n g Damage.
trucks.
The v i b r a t i o n s o f the continuov
t r a f f i c on K S t r e e t have caused our b u i l d i n g t o s e t t l e
over a p e r i o d of time.
a decided slope.
I n my apartment
Window moldings
the k i t c h e n f l o o r has
i n o t h e r rooms have p u l l e d
away from the w a l l s , and windows a r e l o o s e i n t h e i r
4.
T r a f f i c Hazards.
unevenly
frames.
K S t r e e t a t 25th S t r e e t has
become a r e a l danger t o p e d e s t r i a n s . Not o n l y do m o t o r i s t s
coming o f f t h e W h i t e h u r s t Freeway
s c r e e t c h t o a s t o p a t the
t r a f f i c l i g h t , c o u n t l e s s numbers pass the amber and r e d
l i g h t s i l l e g a l l y , as do v e h i c l e s coming out o f the t u n n e l .
There have been numerous a c c i d e n t s a t 25th and K S t r e e t s ,
i n c l u d i n g a t l e a s t f o u r p e d e s t r i a n f a t a l i t i e s i n t h e p a s t few
years.
As a r e s u l t , I a v o i d c r o s s i n g K S t r e e t , even t o the
e x t e n t t h a t I do my shopping o u t s i d e the neighborhood r a t h e r
t h a n p a t r o n i z e the shops i n t h e Watergate
who
l i v e south of K S t r e e t who
complex.
Friends
must c r o s s K have e x p r e s s e d
s i m i l a r f e a r s a t c r o s s i n g t h a t dangerous i n t e r s e c t i o n .
From what I have s a i d , i t s h o u l d be c l e a r t h a t the
N o - B u i l d and A A l t e r n a t i v e s d i s c u s s e d i n the d r a f t
Impact Statement
Environments
a r e t o t a l l y u n a c c e p t a b l e s i n c e they l e a v e my
neighborhood unchanged.
A l t e r n a t i v e s AA and F, a l t h o u g h they
�239
fall
f a r s h o r t o f t h e r e q u i r e d improvements i n my neighborhood,
have some p o s t i v e elements i n t h a t they c l o s e t h e e n t r y e x i t ramps a t 25th and K S t r e e t s and, most i m p o r t a n t ,
they
permit the incorporation of a tunnel.
I t h e r e f o r e opt f o r AA o r F.
As a longtime t a x -
p a y e r , v o t e r , and r e s i d e n t o f t h i s neighborhood, I s t r o n g l y
urge t h a t c o n s i d e r a t i o n be g i v e n t o e x t e n d i n g
Circle
t h e Washington
t u n n e l t o 26th S t r e e t a s a s o l u t i o n t o a l l o f t h e
c u r r e n t problems.
I am one o f t h e many r e s i d e n t s i n o u r
neighborhood who s i g n e d
the p e t i t i o n requesting
t h e D.C.
Government t o e x t e n d t h e t u n n e l .
I am s u b m i t t i n g
record of t h i s public
t h i s statement f o r the o f f i c i a l
hearing.
Thank y o u , Mr. K e l l y .
MR. KELLY:
Thank you v e r y much. You may g i v e t h e
statement t o the stenographer,
Larry Bert.
Charles
Farbstein.
please.
�240
TESTIMONY OF CHARLES FARBSTEIN
MR.
l i v e a t 950
v o t e r and
FARBSTEIN:
My
name i s C h a r l e s
25th S t r e e t , N.W.
Farbstein.
I
I am a D i s t r i c t of Columbia
f o r the p a s t f i v e y e a r s
I have been a r e s i d e n t -
owner of a c o o p e r a t i v e apartment f r o n t i n g on K S t r e e t
w e s t of 25th S t r e e t on the ground
just
floor.
I remain i n t h i s l o c a t i o n because Foggy Bottom
i s a v i t a l neighborhood, c o n v e n i e n t to a s p e c t s o f urban
l i v i n g t h a t a r e i m p o r t a n t t o me.
But
I feel
severely
penalized
f o r t h i s c h o i c e because o f the v a s t amount o f
n o i s e and
atmospheric p o l l u t i o n t h a t i n t r u d e s
entering
and
from t r a f f i c
l e a v i n g the W h i t e h u r s t Freeway a l o n g t h i s
s t r e t c h of K S t r e e t .
The
loud r u m b l i n g o f the many t r u c k s , the
roaring
o f the m o t o r c y c l e s , the c o n s t a n t automobile n o i s e and
the
c u m u l a t i o n o f e x h a u s t fumes f o r c e s my windows to s t a y s h u t
merely t o reduce somewhat t h i s c o n t i n u o u s a s s a u l t on
the
senses.
As a p e d e s t r i a n
who
a t 25th to r e a c h downtown and
r e a l i z e how
frequently
K Street
Georgetown l o c a t i o n s , I
i m p o r t a n t i t i s t o keep my
payment c u r r e n t .
crosses
l i f e insurance
premium
T h i s i s a hazardous i n t e r s e c t i o n where
automotive t r a f f i c a t h i g h speed o f t e n n e g l e c t s
t r a f f i c s i g n a l s or t r i e s t o b e a t or jump the gun
changing l i g h t s , and where t r a f f i c e n t e r i n g
t o obey
on
the
the Freeway a t
�241
25th S t r e e t p l a y s
"chicken"
t h e t u n n e l westbound.
w i t h t h e on-coming c a r s
I wonder t h a t i n f o r m o r d i s a b l e d
p e r s o n s even c o n s i d e r c h a l l e n g i n g
off
leaving
t h e s e behemoths by s t e p p i n g
the curb.
The
on a c i v i l i z e d
most s e n s i b l e form o f r e l i e f from t h e s e a s s a u l t s
urban e x i s t e n c e
i s the extension
of the tunnel
t o 26th S t r e e t , which would r e t u r n K S t r e e t t o t h e s t a t u s o f
a l o c a l t h o r o u g h f a r e and e l i m i n a t e
described.
the miseries
I have
I n not i n c l u d i n g t h i s s o l u t i o n , the d r a f t
E n v i r o n m e n t a l Impact Statement f a i l s i n i t s purpose o f
considering
and a n a l y z i n g
t h e e n t i r e spectrum o f a l t e r n a t i v e
s o l u t i o n s t o a problem and t h e i r e n v i r o n m e n t a l consequences,
and
f a l l s f a r s h o r t o f h e e d i n g t h e u r g e n t and l e g i t i m a t e
c o n c e r n s o f t h e neighborhood r e s i d e n t s .
I was among t h e many
hundreds o f r e s i d e n t s who s i g n e d t h e p e t i t i o n u r g i n g t h e
i n c l u s i o n o f the tunnel
extension.
Of t h e f o u r a l t e r n a t i v e s i n t h e D E I S , t h e N o - B u i l d
A l t e r n a t i v e and A l t e r n a t i v e A a r e u n a c c e p t a b l e t o t h e Foggy
Bottom community s i n c e they would p r o v i d e no r e l i e f
the c u r r e n t e v i l s
and, worse y e t , would e l i m i n a t e
b i l i t y of extending the tunnel
The
from
the p o s s i -
a t a l a t e r date.
o t h e r a l t e r n a t i v e s , F and AA, would a t l e a s t
p r o v i d e some r e l i e f by c l o s i n g t h e ramps a t 25th S t r e e t .
would improve p e d e s t r i a n
safety, protect
neighborhood
r e s i d e n t i a l s t r e e t s from s p i l l - o v e r o f t h e through t r a f f i c
This
�and
improve o t h e r neighborhood v a l u e s , i n c l u d i n g the p o t e n t i a l
of the a d d i t i o n of s u b s t a n t i a l amounts of p a r k l a n d .
more i m p o r t a n t l y ,
Perhaps
e i t h e r of t h e s e a l t e r n a t i v e s would l e a v e
open the p o t e n t i a l f o r e x t e n s i o n
o f the t u n n e l a t a f u t u r e
time.
What i s the o b j e c t i o n to p r e f e r r i n g A l t e r n a t i v e s
F and AA o v e r the o t h e r two
t h e DEIS a r e concerned?
as f a r as the E a s t End
Only t h a t both F and AA
aspects
include
ramp a t 26th and' M S t r e e t s t o d i v e r t through t r a f f i c
t o V i r g i n i a t o the p e r i m e t e r of the neighborhood.
By
a
going
taking
a r e l a t i v e l y s m a l l s t r i p o f l a n d on the w e s t e r n s i d e o f
parkland
the
a t t h a t l o c a t i o n , t h e r e would be a minimal a d v e r s e
e f f e c t on the r e s i d e n t s of one
l u x u r y o f f i c e and
condominium
apartment b u i l d i n g s e t w e l l back from the ramp a r e a .
I f t h e r e i s concern t h a t t h i s change would r e s u l t
in increased
t r a f f i c on 26th S t r e e t , the s o l u t i o n i s t o
c l o s e t h a t s t r e e t f o r the s h o r t b l o c k between M
Pennsylvania
and
Avenue s i n c e 26th S t r e e t dead-ends a t M S t r e e t
anyway.
The
minimal adverse e f f e c t I describe
s m a l l p r i c e t o pay
i s indeed a
f o r the s u b s t a n t i a l b e n e f i t s t h a t would
a c c r u e t o a much l a r g e r community o f r e s i d e n t s who
been s u f f e r i n g f o r many y e a r s and who
relief
for
of
d e s e r v e the
t h a t A l t e r n a t i v e s F or AA would b r i n g , and
ultimate r e l i e f
t h a t some day may
come from
have
initial
the hopes
extension
�243
of the t u n n e l .
I am l e a v i n g a copy o f my w r i t t e n s t a t e m e n t f o r
the
record.
MR.
KELLY:
Thank you v e r y much.
D a v i d Johnson.
�TESTIMONY OF DAVID JOHNSON
MR.
Johnson.
JOHNSON:
Good e v e n i n g .
My name i s David
I am a r e s i d e n t o f t h e Westridge Condominium a t
26th and P e n n s y l v a n i a .
I am a p r o p e r t y owner t h e r e , a l s o .
My s t a t e m e n t concerns more o r l e s s t h e p h y s i c a l
parameters o f the W h i t e h u r s t Freeway
pollution issues.
and does not d e a l w i t h
Those a r e o t h e r i s s u e s t h a t a r e b e i n g
d e a l t w i t h by o t h e r people.
I f u l l y support the D i s t r i c t o f Columbia's
initiative
t o r e n o v a t e the W h i t e h u r s t Freeway
i n northwest
Washington i n some f a s h i o n .
Any p r o p o s a l s , a l t e r n a t i v e s , o r recommendations
made r e g a r d i n t t h e freeway r e n o v a t i o n must r e s p e c t the
o r i g i n a l ground r u l e s or s t u d y parameters imposed by t h e
D.C.
Department o f T r a n s p o r t a t i o n .
i n D.C.
The r u l e s were quoted
DoT's " F i r s t I n t e r i m R e p o r t " o f J a n u a r y 19 83 as
follows:
A l t e r n a t i v e s a r e t o accomodate p r e s e n t t r a v e l
demands w h i l e m i n i m i z i n g the g e n e r a t i o n o f a d d i t i o n a l t r a f f i c .
Through t r a f f i c i n a d j a c e n t r e s i d e n t i a l
hoods i s t o be c o n t r o l l e d o r
neighbor-
reduced.
A v i a b l e w a t e r f r o n t park a l o n g the Georgetown
Shore must be accomodated, and t h e r e s h o u l d be some a d d i t i o n a l
r u l e s w h i c h were not s t a t e d but t h e y got i n v o l v e d i n the
l a t e r s t r a t e g y , such as reduced p o l l u t i o n i f you c a n , and
�245
a l s o t o improve freeway
The
traffic
flow.
f o u r proposed a l t e r n a t i v e s should^ be
clearly
understood r e l a t i v e t o t h e i r component p a r t s and the problems
they a r e i n t e n d e d
alternatives —
to solve.
The
components o f each o f the
e x c e p t the N o - B u i l d A l t e r n a t i v e —
s o l v e s e p a r a t e problems.
appear t o
The component p a r t s , when a c t i n g
t o g e t h e r as a t o t a l s y s t e m , s h o u l d be r e s p o n s i v e t o the t h r e e
ground r u l e s or the o t h e r u n w r i t t e n
rules.
For purposes o f t h i s d i s c u s s i o n , t h e r e appear t o
be f o u r components t o each of the a l t e r n a t i v e s -- the
three
a l t e r n a t i v e s , not the N o - B u i l d because the N o - B u i l d i s s i m p l y
a r e n o v a t i o n t o keep t h e t h i n g f u n c t i o n i n g and s a f e .
The
component p a r t s o f the t h r e e a l t e r n a t i v e s a r e :
The main a l i g n m e n t r e l a t i v e t o an improved w i d t h ,
e l e v a t i o n , t u n n e l or w h a t e v e r , t o improve the
Whitehurst
Freeway as a f u n c t i o n i n g b y p a s s , which i s what i t s o r i g i n a l
intention
was.
The second component p a r t i s the w e s t end
freeway
c o n n e c t i o n w i t h Key B r i d g e and C a n a l Road t o be developed
t o m i n i m i z e the t r a f f i c backup a t t h a t a r e a t h e r e , on e i t h e r
end,
i n a l l three places there.
The e a s t end e n t r a n c e
e x i t s t o p r i m a r i l y accomodate t r a f f i c t o and
from the
b u s i n e s s d i s t r i c t , and the f o u r t h component i s the
change of 1-66
efficiently.
and the freeway
and
central
inter-
t o accomodate through
traffic
�F i r s t , I w i l l address the l a s t two components,
t h a t i s the e n t r a n c e s and e x i t s t o accomodate t r a f f i c
t h e c e n t r a l b u s i n e s s d i s t r i c t and the 1-66
from
freeway i n t e r -
change.
The two component p a r t s concern the
e a s t end c o n n e c t i o n s and t h e 1-66
freeway's
freeway i n t e r c h a n g e .
The
t r e a t m e n t o f t h e s e two a l t e r n a t i v e s as p r e s e n t l y proposed
not o n l y n e g a t i v e l y impacts t h e r e s i d e n t i a l a r e a s o f t h e
w e s t end D.C,
but i s u n r e s p o n s i v e t o the D.C.
DoT
ground
rules l i s t e d e a r l i e r .
The proposed a l t e r n a t i v e s e a s t end
connections
as p r e s e n t l y d e f i n e d encourage a d d i t i o n a l t r a f f i c i n the
west end D.C,
and t h a t i s i n our r e s i d e n t i a l a r e a s .
f a c t , i n A l t e r n a t i v e s AA and F, the 1-66
In
e n t r a n c e a t M and
26th compounds t h e problem, and I have i n c l u d e d some t a b l e s
i n h e r e t o show t h a t t h e t r a f f i c i n c r e a s e s i n almost a l l
i n s t a n c e s o f t h e s i m u l a t i o n model and t h e t r a f f i c flow model
t h a t the e n g i n e e r s a r e p r o p o s i n g .
not q u i t e s u r e how
I t increases —
and
I'm
t o r e a d a l l o f t h e s e models because
t h e r e i s not a complete e x p l a n a t i o n o f them.
But i n some
i n s t a n c e s , f o r example, A l t e r n a t e A, i t i n c r e a s e s as much
as 86 p e r c e n t i n some a r e a s l i k e on M S t r e e t .
T h a t i s due
to t h a t L and 26th ramp.
But i n most a l l i n s t a n c e s e x c e p t one c a s e , t h e r e
i s a v e r y minor n e g a t i v e d e c r e a s e i n t r a f f i c .
The
streets
�247
o v e r w h e l m i n g l y have i n c r e a s i n g t r a f f i c a l o n g M S t r e e t .
G e n e r a l l y , t h e t a b l e s show t h a t we have not l i v e d up t o the
ground r u l e s .
T h e r e f o r e , I r e j e c t t h i s p a r t i c u l a r component,
t h a t i s the i n and out e x i t s f o r t h e e a s t end o f the freeway
for
the A l t e r n a t i v e s AA and F as b e i n g u n r e s p o n s i v e .
F u r t h e r s t u d i e s s h o u l d be r e q u i r e d by whomever
e n g i n e e r s and D.C.
DoT
—
t o f i n d e x i t s and e n t r a n c e s t h a t
w i l l e f f i c i e n t l y accomodate CBD
t r a f f i c and cause t h e 1-66
job
—
c e n t r a l business d i s t r i c t
and freeway i n t e r c h a n g e t o do i t s
better.
Second, I w i s h t o a d d r e s s the c o s t i s s u e .
the
—
Although
N o - B u i l d A l t e r n a t i v e i s the l e a s t c o s t l y , about $31
m i l l i o n , i t does not s o l v e the horrendous
traffic
flow
problem w h i c h i s one o f t h e t h i n g s t h a t t h i s freeway s h o u l d
s o l v e ; t h a t was
i t was
i t s o r i g i n a l i n t e n t i o n some time ago when
built.
F u r t h e r s t u d i e s s h o u l d be r e q u i r e d t o f i n d
new
e n t r a n c e s and e x i t s t h a t w i l l e f f i c i e n t l y accomodate the
new
t r a f f i c t h a t we a r e e x p e r i e n c i n g .
Although the N o - B u i l d A l t e r n a t i v e i s a c c e p t a b l e
to me
f o r i t s low c o s t , i t i s u n a c c e p t a b l e o t h e r w i s e as a
traffic
f l o w accomodator.
A l t e r n a t i v e F i s a l s o u n a c c e p t a b l e by the ground
r u l e s , t h a t i s because
i t i s c o n t r a r y t o the needs o f
Georgetown t o m a i n t a i n t h e i r W a t e r f r o n t Park and w h a t e v e r
else,
�248
I t doesn't s o l v e any o f t h e problems.
Although i t f o l l o w s t h a t A l t e r n a t i v e s A and AA
a r e a l s o u n a c c e p t a b l e because they a r e c o n t r a r y t o the f i r s t
two ground r u l e s , they have p o t e n t i a l f o r s u c c e s s
contribute
and do
t o problem s o l v i n g a t t h e w e s t end and as a main-
l i n e by-pass.
I t appears t h a t a r e s t u d y
o f t h e e a s t end
e x i t s and e n t r a n c e s s h o u l d be c o n s i d e r e d t o be
responsive
t o the ground r u l e s and perhaps t h e c o s t can be worked out
about t h e same.
And I'm not d e a l i n g w i t h a t u n n e l
t h a t ' s a d i f f e r e n t i s s u e t h a t has been d e a l t w i t h
MR.
Mary
KELLY:
here,
before.
Your time i s up, s i r . Thank you.
Brewster.
�249
TESTIMONY OF MARY BREWSTER
MS. BREWSTER:
Mr. H e a r i n g O f f i c e r , r e p r e s e n t a t i v e s
o f t h e Department o f P u b l i c Works, l a d i e s and gentlemen,
my name i s Mary B r e w s t e r and I l i v e a t 2528 Queen Anne's Lane.
I have l i v e d t h e r e f o r a p p r o x i m a t e l y
15 y e a r s .
I f a v o r e i t h e r A l t e r n a t i v e AA -- a new e l e v a t e d
freeway —
or A l t e r n a t i v e F —
ground l e v e l —
p r o v i d e d each
o f t h e s e a l t e r n a t i v e s i s amended t o i n c l u d e a t u n n e l from
Washington C i r c l e t o beyond 26th and K S t r e e t s .
T h i s t u n n e l s h o u l d be c o v e r e d over and p r o v i d e
pedestrian access across i t .
Environmental
I t i s my v i e w , t h e d r a f t
Impact Statement does not a d e q u a t e l y
t h i s p r o p o s a l , n o r does i t a d e q u a t e l y
address
a c c e s s t h e impact on
q u a l i t y o f l i f e and p e d e s t r i a n r i g h t s which each o f i t s
f o u r p r o p o s a l s w i l l have.
traffic
through
The emphasis i s on r u s h i n g
o u r Foggy Bottom a r e a .
R e s i d e n t s and
p e d e s t r i a n s a r e e n t i t l e d , a t a minimum, t o e q u a l c o n s i d e r a t i o n
As p a r t o f t h i s p r o p o s a l , c e r t a i n a c c e s s roads t o t h e freeway
s h o u l d be c l o s e d o f f .
The s p e c i f i c s have been g i v e n by
other speakers.
My r e a s o n s f o r u r g i n g t h i s change o f t h e a d d i t i o n
o f a t u n n e l t o A l t e r n a t i v e s AA and F a r e as f o l l o w s :
1.
I t w i l l i n c r e a s e p e d e s t r i a n s a f e t y and s e c u r i t y
i n our a r e a .
2.
I t w i l l l e s s e n t h e n o i s e and p o l l u t i o n t h a t t h e
�250
freeway t r a f f i c
3.
I t w i l l have t h e l e a s t a d v e r s e impact on t h e
q u a l i t y of l i f e
4.
causes.
i n o u r neighborhood.
I t o f f e r s t h e b e s t compromise between t h e need
t o move t r a f f i c i n t o and out o f t h e c i t y and t h e
r i g h t s o f the r e s i d e n t s
o f t h e Foggy Bottom community.
Thank you.
MR.
Jack
KELLY:
Thank you v e r y much.
Finglas.
legitimate
�TESTIMONY OF JACK FINGLAS, PAPERMILL
CONDOMINIUM ASSOCIATION OWNERS
MR. FINGLAS:
Good e v e n i n g .
I l i v e a t 1019 P a p e r m i l l C o u r t ,
My name i s J a c k F i n g l a s
N.W.
I am h e r e t o n i g h t r e p r e s e n t i n g t h e P a p e r m i l l
Condominium A s s o c i a t i o n Owners, and I would l i k e t o thank
Bob Reed, o u r p r e s i d e n t , f o r j o i n i n g me t o n i g h t .
We, t h e one hundred and one p r o p e r t y
owners o f
t h e P a p e r m i l l Condominium A s s o c i a t i o n l i v e w i t h t h e r e a l i t y
of the Whitehurst
our p r o p e r t y
Freeway d a i l y .
values, a e s t h e t i c surroundings,
a c t i v i t i e s and s e c u r i t y .
have been
I t has a major e f f e c t on
daily vehicular
A l l o f t h e suggested a l t e r n a t i v e s
reviewed.
We b e l i e v e t h a t a m o d i f i e d
best s o l u t i o n t o t h i s design
The
A l t e r n a t i v e F i s the
problem.
p r e s e n t e l e v a t e d highway, and any s i m i l a r
s t r u c t u r e , tends t o s e p a r a t e Georgetown from i t s h i s t o r i c
waterfront area.
We do n o t want t h i s b a r r i e r between us and
t h e Potomac w i t h i t s untapped r e s o u r c e s and developmental
possibilities.
The road s h o u l d be a non-access f a c i l i t y
downtown w i t h a p p r o p r i a t e
s e r v i c e lanes f o r s t r i c t l y
Wide promenade-type passageways a t t h e end o f c e r t a i n
should provide
l o c a l use
streets
a c c e s s t o t h i s new park and developmental
a r e a s south o f t h e roadway.
T h i s would e n s u r e a c c e s s t o t h e s e a r e a s by
from
�252
p e d e s t r i a n s and v e h i c l e s a l i k e , w h i l e a t t h e same time
r e s t o r e t h e urban s t r e e t s c a p e t h i s a r e a so d e s p e r a t e l y
Thank you.
MR. KELLY:
Thank you v e r y much.
Barbara Searle.
i
needs.
�253
TESTIMONY OF BARBARA SEARLE
MS. SEARLE:
at the Claridge
My name i s B a r b a r a S e a r l e and I l i v e
House i n Foggy Bottom, which i s l o c a t e d a t
t h e c o r n e r o f 25th and K S t r e e t s .
I am t e s t i f y i n g a s an
i n d i v i d u a l who i s deeply concerned w i t h t h e q u a l i t y o f l i f e
i n Foggy Bottom and a l s o as a r e p r e s e n t a t i v e
Directors of the Claridge
with
o f t h e Board o f
House w h i c h i s a c o o p e r a t i v e
350 apartments and about 500 r e s i d e n t s .
The
Claridge
House Board has gone on r e c o r d
f a v o r i n g t h o s e o p t i o n s t o t h e W h i t e h u r s t Freeway r e d e s i g n
t h a t would reduce t h e n o i s e and p o l l u t i o n and improve t h e
s a f e t y o f K S t r e e t , and t h a t would keep open t h e p o s s i b i l i t y
of e x t e n d i n g t h e p r e s e n t t u n n e l
under Washington C i r c l e t o
beyond 26th S t r e e t .
On t h i s b a s i s , we f a v o r Options AA and F.
Further-
more, we c o n s i d e r t h a t c l o s i n g t h e ramps a t 25th and K S t r e e t s
i s an e s s e n t i a l p a r t o f t h e d e s i g n f o r t h e w e s t end i n
Options AA and F.
We would be s t r o n g l y opposed t o dropping
t h a t component o f t h e p l a n as h a s been suggested by a t l e a s t
one w i t n e s s
at this
hearing.
F i n a l l y , we s t r o n g l y oppose t h e N o - B u i l d and
A A l t e r n a t i v e s because they do n o t h i n g t o remedy t h e t r a f f i c
problems we f a c e and c h a n n e l a l l t h e r e s o u r c e s f o r t h i s
p r o j e c t t o other
constituents.
I t i s u n a c c e p t a b l e t o us t h a t t h e D i s t r i c t would
�254
spend m i l l i o n s o f d o l l a r s on a p r o j e c t t h a t w i l l have an
enormous impact on us and t h a t none o f t h e s e r e s o u r c e s s h o u l d
be s p e n t on improvements
i n o u r neighborhood.
I would l i k e t o spend t h e n e x t few minutes d i s c u s s i n c
t h r e e a s p e c t s o f t h e W h i t e h u r s t Freeway r e d e s i g n e f f o r t
are
o f p a r t i c u l a r c o n c e r n t o me.
that
These a r e :
The dangers and u n p l e a s a n t n e s s o f K S t r e e t , w h i c h
you have a l r e a d y h e a r d about.
How we a s s e s s who g a i n s and l o s e s , and
whether t h e p r o c e d u r e s t h a t were adopted f o r
i d e n t i f y i n g o p t i o n s w i l l i n t h e end produce t h e b e s t
compromise we c a n r e a c h .
We who l i v e i n t h e C l a r i d g e House, a l o n g w i t h many
o t h e r s who l i v e on K S t r e e t , s u f f e r i n many ways from t h e
t r a f f i c on K S t r e e t .
air —
We l i v e w i t h n o i s e , v i b r a t i o n s , p o l l u t e d
p a r t i c u l a r l y from t r u c k s —
t r a f f i c jams.
s p e e d i n g c a r s , and
And a l l o f us i n t h e neighborhood, n o t o n l y
t h o s e on K S t r e e t s u f f e r because K S t r e e t h a s c u t our communit
in
half.
P a r e n t s cannot a l l o w t h e i r c h i l d r e n t o c r o s s K
S t r e e t unattended.
O l d e r people and those w i t h impairments
f i n d i t d i f f i c u l t t o l i v e i n t h e whole neighborhood, t o t r a v e l
f r e e l y between t h e two s i d e s .
I must c o n f e s s t h a t even t h e h a r d i e s t o f us a r e on
o c c a s i o n i n t i m i d a t e d by speeders and r e c k l e s s d r i v e r s .
The
�f a c t i s , we a r e i n h e r i t o r s o f p a s t bad p l a n n i n g .
A witness
i n t h e s e h e a r i n g s e a r l i e r t h i s week e n u n c i a t e d a p r i n c i p l e
for
planning projects that I find compelling:
p r o j e c t s s h o u l d undo p a s t harm.
She s a i d ,
I submit t h a t we
new
residents
on K S t r e e t above a l l need t h e Government of the D i s t r i c t
o f Columbia t o undo some o f t h e harm t h a t has been done t o
us through p a s t d e c i s i o n s .
The second p o i n t I want t o make concerns how
d e c i d e what the t r a f f i c
we
impact w i l l be on d i f f e r e n t p a r t s o f
t h e neighborhoods a f f e c t e d by remodeling
o f the W h i t e h u r s t .
The c h a r t s I have s e e n , w h i c h a r e i n f a c t
up around t h e w a l l s h e r e , show changes t h a t can be
from the s i t u a t i o n as i t e x i s t s today.
t h a t e x i s t s today i s g r o s s l y
hanging
expected
But the s i t u a t i o n
unequal.
I see an i m p o r t a n t p a r a l l e l t o the r e c e n t d i s p u t e
o v e r the f l i g h t p a t t e r n s l e a v i n g and approaching N a t i o n a l
Airport.
The people
a l o n g the e x i s t i n g f l i g h t p a t t e r n l i v e
with very high l e v e l s of noise.
I know s i n c e we a t the
C l a r i d g e House a r e b l e s s e d w i t h a i r p l a n e n o i s e as w e l l as
K Street.
As the e x p e r i e n c e w i t h t h e s c a t t e r p l a n showed,
people who
have l e s s than t h e i r s h a r e o f u n p l e a s a n t n e s s
not v e r y eager t o s h a r e t h e l o a d .
l o g i c o f t h e s c a t t e r p l a n was
But i t seems t o me
are
the
c o r r e c t and s i m i l a r l y , i n our
s i t u a t i o n , i t i s not c o r r e c t t o look a t t r a f f i c impact
as
�256
change from t h e e x i s t i n g s i t u a t i o n .
R a t h e r , i t would be
much f a i r e r t o look a t a b s o l u t e l e v e l s o f n o i s e , c a r s , and
pollution.
On t h a t b a s i s , we on K S t r e e t a l r e a d y have more
than o u r s h a r e .
I f t h e D i s t r i c t cannot f i n d a way t o l e s s e n
t h e o v e r a l l burden, then I t h i n k i t o n l y f a i r t h a t t h e p l a n n e r
f i n d some way t o reduce t h e l o a d on K S t r e e t , even i f t h e
consequence i s some i n c r e a s e i n t h e burden
F i n a l l y , I understand
Works has d e c i d e d
elsewhere.
why t h e Department o f P u b l i c
t o reduce t h e many p o s s i b l e combinations
of o p t i o n s f o r t h e w e s t end, t h e e a s t end, and t h e m i d d l e ,
to j u s t four options.
B u t I am v e r y u n c o m f o r t a b l e w i t h
t h e knowledge t h a t what happens i n t h e w e s t end may be
hostage t o t h e a c c i d e n t o f w h i c h w e s t end o p t i o n got a t t a c h e d
t o w h i c h c e n t e r o r e a s t end o p t i o n .
As f a r as I c a n s e e , t h e r e i s no n e c e s s a r y
c o n n e c t i o n between t h e t h r e e p i e c e s o f t h e p l a n .
I would
p l e a d w i t h t h e Department o f P u b l i c Works t o r e v i e w t h e
testimony
i t has h e a r d and r e c o n s i d e r how t h e p i e c e s a r e
put t o g e t h e r .
Only i f t h i s i s done w i l l I f e e l t h a t t h e many
c o n f l i c t i n g concerns
t h a t have been e x p r e s s e d d u r i n g
hearings a r e t r u l y being attended t o .
Thank you.
MR. KELLY:
Geoffrey
Thank you v e r y much.
Tyler.
these
�257
TESTIMONY OF GEOFFREY TYLER
MR. TYLER:
My name i s G e o f f r e y T y l e r .
I am a
p r o p e r t y owner and t a x p a y e r l i v i n g a t 949 25th S t r e e t ,
N.W.
I have l i v e d i n t h e Foggy Bottom f o r more than 18 y e a r s .
From June 19 83, I was t h e r e p r e s e n t a t i v e o f ANC
2A on t h e
S t e e r i n g Committee.
I am p r e p a r i n g a w r i t t e n document a n a l y z i n g t h e
D E I S and t h e t e c h n i c a l r e p o r t s a t t a c h e d t o i t which
f o r w a r d s h o r t l y and which
I shall
I would ask t o be i n c o r p o r a t e d i n
the record.
R e s i d e n t s o f Foggy Bottom b e l i e v e t h a t t h e r e d e s i g n
s h o u l d r e d r e s s t h e damage done i n t h e p a s t .
possible
I t s h o u l d be
(1) t o p r o v i d e b e n e f i t s t o a l l p a r t i e s
concerned,
commuters, Georgetown, and Foggy Bottom and (2) t o b r i n g
t h e freeway b r o a d l y up t o modern s t a n d a r d s o f t r a f f i c
e f f i c i e n c y and a c c e p t a b l e e n v i r o n m e n t a l
impact.
These two d e s i d e r a t a a r e not met i n Foggy Bottom.
There i s no b a l a n c e i n t h e d i s t r i b u t i o n o f b e n e f i t s .
There i s
a complete b i a s a g a i n s t Foggy Bottom i n both t h e a n a l y s i s
and t h e f a c t u a l c o n t e n t o f t h e DEIS.
l e a v e Foggy Bottom unchanged —
the adverse environmental
impact
The p r o p o s a l s
No-Build
and A —
either
or leave
f a r above modern s t a n d a r d s
AA and F.
T h i s b i a s shows up i n a number o f t e c h n i c a l f l a w s
i n the DEIS.
My w r i t t e n s t a t e m e n t d i s c u s s e s t h e s e f l a w s i n
—
�258
the a r e a s o f :
1.
Traffic
analysis.
2.
A i r quality
3.
Noise a n a l y s i s .
4.
D e s c r i p t i o n s o f l a n d use and h i s t o r i c a l
5.
Cost e s t i m a t e s .
analysis.
resources
I v e r y much r e g r e t , I must s a y , t h a t t h e q u a l i t y o f
t h e c o n s u l t a n t ' s work f a l l s s h o r t o f what I s h o u l d
expect
and t h e DEIS r e q u i r e s c o n s i d e r a b l e r e v i s i o n b e f o r e i t can be
used a s t h e b a s i s o f d e c i s i o n making.
A p a r t i c u l a r l y important
imbalance i s i n t h e
t r e a t m e n t o f t h e p r o p o s a l t o e x t e n d t h e Washington C i r c l e
t u n n e l t o 26th S t r e e t .
ignored.
I n t h e DEIS p r o p o s a l i t i s b a s i c a l l y
Even t h e t e c h n i c a l r e p o r t on t h e E a s t End Restudy
considers only t r a f f i c
impacts
and, a p a r t from a s i n g l e T i e r 2
a n a l y s i s t a b l e , which i s not discussed i n the t e x t ,
environmental
ignores
impacts.
T h e r e a r e d i v i s i o n s o f o p i n i o n i n s i d e Foggy Bottom
as t h e r e a r e i n o t h e r neighborhoods.
They a r i s e
primarily
from t h e n e c e s s a r y i n c l u s i o n o f t h e new southbound ramp a t
the end o f GT1 e a s t end.
R e s i d e n t s a t t h e Westbridge and
K n i g h t s b r i d g e o b j e c t t o t h i s p r i n c i p a l l y because i t w i l l
i n c r e a s e t r a f f i c on a d j a c e n t s t r e e t s and because t h e ramp
c o u l d be p h y s i c a l l y i n t r u s i v e .
The t r a f f i c change w i l l
but t h e numbers a f f e c t e d a d v e r s e l y a r e much l e s s than
exist,
those
�259
b e n e f i t i n g e l s e w h e r e under t h i s a l t e r n a t i v e and
volumes on t h e s e s t r e e t s , t h a t i s around the
traffic
Knightsbridge
and W e s t b r i d g e , w i l l s t i l l be much l e s s than on K S t r e e t ,
for
example.
I firmly believe
t h a t the net b e n e f i t t o
whole o f Foggy Bottom i s maximized by the GT1
The
p h y s i c a l i n t r u s i o n of the new
east
ramp can and
the
end.
should
be
k e p t t o a c c e p t a b l e s t a n d a r d s by a p p r o p r i a t e d e s i g n .
I would l i k e
my w r i t t e n
to end by q u o t i n g the c o n c l u s i o n s
statement.
" I t i s c l e a r t h a t the N o - B u i l d and
do n o t h i n g t o d e a l w i t h
the major and
p l a c e d upon the r e s i d e n t s
rejected.
A Alternatives
unreasonable burdens
of Foggy Bottom and
should
be
To a c c e p t them would a l s o imply a complete
d i s t o r t i o n i n the d i s t r i b u t i o n of b e n e f i t s
r e d e s i g n i n f a v o r of commuters and
The
benefits
of
e a s t end
of the
freeway
Georgetown.
A l t e r n a t i v e s AA
and
F provide
t o the community of Foggy Bottom as a whole,
i n c l u d i n g t h o s e c u r r e n t l y most a f f e c t e d by the
freeway, which
f a r outweigh the d i s a d v a n t a g e s t o a more l i m i t e d group of
residents.
with
The
a l t e r n a t i v e s must, t h e r e f o r e , be
the q u a l i f i c a t i o n t h a t t h e y do not
go f a r enough
would be enormously improved by a t u n n e l .
no means of c o n s i d e r i n g
The
The
supported
The
the impact of such a
DEIS
and
gives
tunnel.
DEIS c o n t a i n s i n c o r r e c t f a c t u a l assumptions.
t e c h n i c a l a n a l y s i s i s s e r i o u s l y flawed.
I t does
not
�260
adequately
c o v e r the Foggy Bottom and West End neighborhoods
and p r o v i d e s no b a s i s f o r j u d g i n g t h e e n v i r o n m e n t a l
o f the freeway on t h e d a i l y l i v e s
impact
of Foggy Bottom r e s i d e n t s .
Further a n a l y s i s i s required before a f i n a l
a p p r o p r i a t e E I S can be completed.
The a d d i t i o n a l
and
analysis
should:
a.
C o r r e c t the t e c h n i c a l f l a w s and the
faulty
statements.
b.
Remove the imbalance
between the t r e a t m e n t
of
Foggy Bottom and o t h e r a r e a s .
c.
Heed t o the demands o f r e s i d e n t s f o r r e l i e f
from t h e p r e s e n t u n s a f e , n o i s e and p o l l u t e d s i t u a t i o n
c r e a t e d by t h e W h i t e h u r s t
d.
Freeway.
P r o v i d e a f u l l , b a l a n c e d , and
realistic
c o n s i d e r a t i o n of the impact o f the e x t e n s i o n o f the p r e s e n t
t u n n e l under Washington C i r c l e t o beyond 26th
Only i n t h i s way
Street.
can t h e r e s i d e n t s o f Foggy Bottom
a c c e p t t h a t f a i r and i m p a r t i a l c o n s i d e r a t i o n has been g i v e n
to
t h e i r l e g i t i m a t e , r e a s o n a b l e , and v e r y grave
about t h e enormous burden p l a c e d upon them by
Whitehurst
Freeway.
MR.
KELLY:
Thank you v e r y much.
Howard Feldman.
complaints
the
�261
TESTIMONY OF HOWARD FELDMAN
MR. FELDMAN:
I s u b m i t t e d a w r i t t e n s t a t e m e n t on
t h i s s u b j e c t t o t h e Department o f T r a n s p o r t a t i o n
on May 3
i n t h e form o f a l e t t e r , b u t I wanted t o come t o n i g h t t o show
my c o n c e r n f o r t h e i s s u e t h a t i s b e i n g
discussed.
On A p r i l 30 o f t h i s y e a r , t h e Foggy Bottom A s s o c i a t i
had a s t h e main i t e m on i t s agenda t h e d i s c u s s i o n o f t h e
W h i t e h u r s t Freeway C o r r i d o r Study and t h e A s s o c i a t i o n had
a r a t h e r e x t e n s i v e debate on t h e v a r i o u s a l t e r n a t i v e s
i t was n o t o n l y e x t e n s i v e , i t was on o c c a s i o n
—
r a t h e r heated.
There were persons t h e r e a t t h e A s s o c i a t i o n meeting from
most o f t h e v a r i o u s g e o g r a p h i c a l
segments o f Foggy Bottom
and t h e r e were people r e p r e s e n t i n g t h e ANC t h e r e as w e l l
and some o f t h e v a r i o u s condominiums.
many i f n o t a l l o f t h e v i e w p o i n t s
were e x p r e s s e d
So, I b e l i e v e t h a t
o f Foggy Bottom r e s i d e n t s
t h a t evening.
As t h e c i t y knows, t h e Foggy Bottom A s s o c i a t i o n
d i d pass a r e s o l u t i o n t h a t e v e n i n g and has forwarded i t t o
the Department o f T r a n s p o r t a t i o n .
The FBA r e s o l u t i o n
s u p p o r t e d A l t e r n a t i v e AA o r F and, as I i n d i c a t e d i n my l e t t e r
I a l s o f a v o r t h o s e two a l t e r n a t i v e s .
I am r a t h e r d i s a p p o i n t e d
t h a t t h e Department o f
P u b l i c Works d i d n o t i n c l u d e t h e t u n n e l p r o p o s a l among i t s
various a l t e r n a t i v e s , but I s t r o n g l y favor the c i t y
c o n s i d e r i n g t h a t t y p e o f approach t o t h e crowded
traffic
�problems t h a t w i l l be and a r e p r e s e n t l y
K S t r e e t and t h e W h i t e h u r s t Freeway.
development and c o n s t r u c t i o n
connected w i t h
I would l i k e t o see a
o f a t u n n e l under Washington
C i r c l e t h a t goes beyond 26th S t r e e t , and I b e l i e v e t h a t
would c h a n n e l away from t h e r e s i d e n t i a l a r e a o f Foggy
much o f t h e t r a f f i c
that
Bottom
t h a t i s g e n e r a t e d now and w i l l be f u r t h e r
g e n e r a t e d by any o f t h e v a r i o u s
a l t e r n a t i v e s t h a t w i l l be
developed i n r e w o r k i n g t h e W h i t e h u r s t Freeway.
So, I want t o s t r e s s t o n i g h t t h a t I f a v o r t h e
p o s i t i o n t a k e n by t h e Foggy Bottom A s s o c i a t i o n w h i c h i s i n
s u p p o r t o f A l t e r n a t i v e AA o r F.
Thank you.
MR. KELLY:
Leonard Zax.
Thank you v e r y much.
�263
TESTIMONY OF LEONARD ZAX
MR. ZAX:
neighbors.
Good e v e n i n g , Mr. K e l l y , f r i e n d s and
My name i s Leonard Zax,
Z-a-x, and I have l i v e d
i n t h e Foggy Bottom West End a r e a o f t h e D i s t r i c t o f Columbia
s i n c e 1975.
F o r most o f t h a t t i m e ,
o f 25th and K S t r e e t s .
Avenue.
at
I l i v e d a t the corner
I p r e s e n t l y r e s i d e a t 2555
Pennsylvania
My law f i r m ' s o f f i c e s a r e l o c a t e d i n Foggy Bottom
600 New Hampshire Avenue,
N.W.
I n a d d i t i o n t o my law degree, I r e c e i v e d a master
i n c i t y planning
from t h e H a r v a r d Graduate School o f D e s i g n .
I have s e r v e d as a l e c t u r e r and member o f t h e f a c u l t y a t
Harvard, teaching
and
a seminar on h o u s i n g and urban development,
I am t h e a u t h o r o f a number o f a r t i c l e s on t h e s u b j e c t
of land-use planning
and f e d e r a l l y - a s i s t e d development.
I am a member o f t h e American P l a n n i n g
Association,
t h e Urban Land I n s t i t u t e , t h e N a t i o n a l T r u s t f o r H i s t o r i c
P r e s e r v a t i o n , "Don't T e a r i t Down," and P a r t n e r s f o r
Livable Places.
I am t e s t i f y i n g t h i s e v e n i n g as an i n d i v i d u a l
c i t i z e n and n o t on b e h a l f o f any p a r t i c u l a r group o r
organization.
I w i l l keep my remarks v e r y b r i e f t o n i g h t and
w i l l submit a more d e t a i l e d s t a t e m e n t f o r t h e r e c o r d .
My s t a t e m e n t f o r t h e r e c o r d w i l l
include
specific
r e a s o n s why A l t e r n a t i v e s AA and F s h o u l d be r e j e c t e d .
Because o f t h e time l i m i t a t i o n s t o n i g h t , I w i l l
focus on o n l y
�264
one c r u c i a l a s p e c t o f t h e W h i t e h u r s t Freeway a l t e r n a t i v e s ,
t h e p r o p o s a l c o n t a i n e d i n two o f the a l t e r n a t i v e s , f o r a
highway e n t r a n c e t o I n t e r s t a t e Route 66 b e g i n n i n g a t t h e
c o r n e r o f 26th and M S t r e e t s .
My b a s i c p o i n t i s t h a t t h i s proposed ramp e n t r a n c e
would d e s t r o y an i m p o r t a n t p i e c e o f Rock Creek P a r k , s e v e r e l y
degrade t h e q u a l i t y o f urban l i f e i n t h e a r e a , c o n f l i c t w i t h
o t h e r i m p o r t a n t p l a n n i n g and f i s c a l p o l i c i e s o f t h e D i s t r i c t
and F e d e r a l Government.
For t h e s e r e a s o n s t h a t I s h a l l o u t l i n e , I urge t h e
D i s t r i c t o f Columbia t o r e j e c t t h e proposed ramp r e g a r d l e s s
o f w h i c h a l t e r n a t i v e f o r t h e r e n o v a t i o n o f W h i t e h u r s t Freeway
is
selected.
A l t e r n a t i v e s AA and F would p r o v i d e f o r t h e
c o n s t r u c t i o n o f a highway ramp a t 26th and M, c u t t i n g
through
Rock Creek P a r k t o p r o v i d e V i r g i n i a - b o u n d c a r s w i t h a new
c o n n e c t i o n t o 1-66.
The most d i r e c t l y a f f e c t e d A d v i s o r y
Commissions, t h e Georgetown ANC
End ANC,
Neighborhood
and t h e Foggy Bottom West
have adopted r e s o l u t i o n s opposing t h e a l t e r n a t i v e s
t h a t i n c l u d e t h i s new highway e n t r a n c e .
I would l i k e t o
e x p l a i n i n more d e t a i l t h a n t h e ANCs d i d why t h i s ramp s h o u l d
not be b u i l t .
The ramp proposed i n A l t e r n a t i v e s AA and F would
be no l e s s t h a n 20 f e e t wide and would e f f e c t i v e l y e l i m i n a t e
�265
p u b l i c use o f t h a t p o r t i o n o f Rock Creek P a r k bounded by
M S t r e e t on t h e n o r t h , 26th S t r e e t on t h e West, P e n n s y l v a n i a
Avenue on t h e s o u t h , and Rock Creek P a r k on t h e e a s t .
This
i s a v e r y s m a l l p a r t b u t i t i s an i n t e g r a l p a r t o f c i t y
l i f e t o neighborhood r e s i d e n t s .
Many young c h i l d r e n
live
i n a s i n g l e b u i l d i n g a c r o s s t h e s t r e e t and many more, l i v i n g
i n t h e immediate a r e a , r e g u l a r l y use t h e p a r k .
Contrary to the cursory treatment contained i n the
d r a f t E n v i r o n m e n t a l Impact S t a t e m e n t , any highway e n t r a n c e
t o 26th and M, no m a t t e r how w e l l d e s i g n e d and l a n d s c a p e d ,
would e f f e c t i v e l y d e s t r o y t h e park now a t t h i s s i t e .
The
s i z e o f t h e park and i t s g r a d i n g s i m p l y do not a l l o w f o r a
highway e n t r a n c e w i t h o u t d e s t r o y i n g t h i s
park.
The proposed ramp would d e s t r o y p a r t o f t h a t
h i s t o r i c r e s o u r c e s i n c e t h i s l a n d i s an i m p o r t a n t p a r t o f
Rock Creek P a r k w h i c h has been d e s i g n a t e d as a Category
1
landmark on t h e D i s t r i c t o f Columbia i n v e n t o r y o f h i s t o r i c
sites.
The ramp would cause i r r e p a r a b l e harm t o a v i t a l
p o r t i o n o f Rock Creek P a r k , much o f which was designed by
F r e d e r i c k Law Olmstead, America's
g r e a t e s t landscape
architect
The proposed ramp e n t r a n c e would be c o n t r a r y t o
D i s t r i c t o f Columbia p l a n n i n g f o r t h e West End which i s
designed t o encouraged a mix o f r e s i d e n t i a l and commercial
development.
The ramp, coupled w i t h i n c r e a s e d t r a f f i c , would
�266
make i t i m p o s s i b l e t o m a i n t a i n t h e key r e s i d e n t i a l dimension
t h a t p l a n n i n g and z o n i n g f o r t h e West End were designed t o
encourage.
The ramp would be c o n t r a r y t o sound p l a n n i n g f o r
t h e a r e a because i t would c a r v e a s h a r p b a r r i e r between t h e
West End and Georgetown,
s n u f f out t h e r e n a i s s a n c e
residential
and commercial development now b e g i n n i n g t o t h r i v e a l o n g
P e n n s y l v a n i a Avenue, and c r e a t e p h y s i c a l b a r r i e r s t o what has
become a n a t u r a l gateway t o Georgetown.
The ramp would be c o n t r a r y t o l o c a l and r e g i o n a l
t r a n s p o r t a t i o n p o l i c i e s d e s i g n e d t o encourage
Virginia
commuters t o use t h e new M e t r o r a i l t r a n s p o r t a t i o n
facilities
a l o n g t h e 1-66 c o r r i d o r r a t h e r t h a n d r i v i n g i n t o t h e D i s t r i c t .
F i n a l l y , t h e ramp would be a h o r r i b l e w a s t e o f
money.
Both t h e D i s t r i c t o f Columbia and t h e F e d e r a l
Government have h i g h e r p r i o r i t i e s
f o r s c a r c e funds.
The ramp i s bad from t h e s t a n d p o i n t o f t h e
environment; i t i s bad from t h e s t a n d p o i n t o f h i s t o r i c
p r e s e r v a t i o n ; i t i s bad from t h e s t a n d p o i n t o f p a r k p l a n n i n g ;
it
i s contrary to regional p o l i c i e s .
I t i s the a n t i t h e s i s
of urbanism and d i a m e t r i c a l l y opposed t o t h e cause o f urban
l i f e i n t h e D i s t r i c t o f Columbia.
F o r a l l t h e s e r e a s o n s I r e s p e c t f u l l y submit t h a t
t h e D i s t r i c t o f Columbia's p l a n s f o r t h e f u t u r e o f W h i t e h u r s t
Freeway s p e c i f i c a l l y e x c l u d e any ramp a t 26th and M.
MR. KELLY:
Thank you.
Vivian Darling.
Thank you
�267
TESTIMONY OF VIVIAN DARLING
MS.
DARLING:
Good e v e n i n g .
My name i s V i v i a n
D a r l i n g and I l i v e a t 2555 P e n n s y l v a n i a Avenue.
t h i s e v e n i n g t o e x p r e s s my
I am
here
o p p o s i t i o n as a mother to the
c u r r e n t p r o p o s a l w h i c h would v i r t u a l l y e l i m i n a t e the
usable
park space a t 26th & P e n n s y l v a n i a Avenue.
The West End
r e s i d e n t i a l use.
t o the D.C.
a r e a has been zoned to encourage
T h i s p r o p o s a l i s 180 degress
i n opposition
zoning p l a n s w h i c h not o n l y a r e r e h a b i l i t a t i n g
t h i s important
p a r c e l o f prime D.C.
property which i n c r e a s i n g l y
i s becoming an a t t r a c t i v e r e s i d e n t i a l c o r r i d o r .
of t h i s important
p a r c e l of g r e e n e r y
The
loss
could very e a s i l y
r e v e r s e t h e t r e n d o f young f a m i l i e s i n t h i s a r e a .
Without the r e s i d e n t i a l c o n s t i t u e n c y , the West End
c o u l d e a s i l y become a 7 p.m.
the business
g h o s t l a n d s i m i l a r t o much o f
district.
There a r e c u r r e n t l y 15 c h i l d r e n l i v i n g i n my
b u i l d i n g a l o n e , 90 p e r c e n t o f whom a r e under the age o f s i x .
These c h i l d r e n r e g u l a r l y e n j o y t h e c o n v e n i e n c e of t h i s
adjacent parkland.
Any
highway e n t r a n c e a t 26th and M would
e f f e c t i v e l y d e s t r o y t h e use o f the park now
at this
site.
I r e a l l y do not b e l i e v e , nor do the mothers o f
t h i s a r e a b e l i e v e , t h a t a u s a b l e p a r c e l o f park would
remain.
A d d i t i o n a l l y , the A l t e r n a t i v e s AA and F can o n l y put more
p r e s s u r e on t h e c u r r e n t rush-hour b o t t l e necks
generating
�268
even more o f a t r a f f i c
How
load through t h e Georgetown
corridor.
can t h i s be a v i a b l e a l t e r n a t i v e ?
I t has been e s t i m a t e d t h a t an a d d i t i o n a l 840 c a r s
would pass by our d o o r s t e p d u r i n g t h e rush hour p e r i o d
alone.
T h i s c a n ' t be an a t t r a c t i v e a l t e r n a t i v e t o our c h i l d r e n and
r e s i d e n t i a l taxpayers.
How
can the a d d i t i o n a l t r a f f i c not
c o n s t i t u t e s i g n i f i c a n t s a f e t y impediments t o our c h i l d r e n
and o l d e r
residents?
Also,
l e t ' s not f o r g e t t h a t t h i s a d d i t i o n a l
volume p r e s e n t s a f a i r l y s i g n i f i c a n t i n c r e a s e
at point p o l l u t i o n l e v e l .
traffic
i n the already
And f u r t h e r m o r e , the
construction
a l o n e o f a 26th S t r e e t o n e - l a n e r o u t e would d e f i n i t e l y
pose s a f e t y problems w h i c h I shudder t o t h i n k about.
L e t ' s keep our g r e e n e r y .
I t g r e a t l y enhances
t h e a i r q u a l i t y o f our a r e a , i s a much s a f e r p l a c e
and encourages t h e t r e n d
f o r r e s i d e n t i a l use o f t h e West
End c ommun i t y .
Thank you.
MR.
KELLY:
Thank you v e r y much.
A l a n Voorhees.
to play,
�269
TESTIMONY OF ALAN VOORHEES
MR. VOORHEES:
on
I am A l a n Voorhees.
3 1 s t S t r e e t j u s t n o r t h o f M.
I have p r o p e r t y
I am a r e t i r e d
transportation
planner.
I agree w i t h a l o t o f t h i n g s t h a t have been s a i d
tonight
t h a t i n many ways t h e E n v i r o n m e n t a l Impact Statement
c o n c e n t r a t e d v e r y h e a v i l y on t h e a.m. and p.m.
traffic
i s s u e s and a v o i d e d a l o t o f t h e o t h e r i s s u e s t h a t I t h i n k
s h o u l d have been c o n s i d e r e d i n d e v e l o p i n g t h e b e s t
But
r a t h e r than t o c o n c e n t r a t e
plan.
on t h a t , I would
l i k e t o t a l k about a couple b a s i c t r a f f i c i s s u e s t h a t I t h i n k
have been o v e r l o o k e d i n t h e d e s i g n o f t h e r e p o r t .
I f you t h i n k o f t r a f f i c going through t h i s
corridor
i n t h e morning, i n t h e e a s t d i r e c t i o n , they g e n e r a t e from
F o x h a l l and C a n a l Road, from each o f t h o s e s o u r c e s i n t o
two
lanes.
That i s a capacity c o n s t r a i n t .
I t doesn't m a t t e r
what you do, o n l y so much t r a f f i c can go through t h a t
i n t e r s e c t i o n a t a given
hour.
At t h e p r e s e n t t i m e , t h e peak hour has been
exceeded and s t r e t c h e d t o a l m o s t from 7 o ' c l o c k i n t h e
morning t o 10 o ' c l o c k .
The
bridge,
other capacity c o n s t r a i n t r e a l l y i s a t the
r e l a t e d t o M and Key B r i d g e .
And a g a i n ,
don't do any improvement o f i t , t h e r e i s a f i x e d
t o t h a t b r i d g e and t h a t
interchange.
i f you
capacity
�270
And
so the amount o f t r a f f i c t h a t i s on K S t r e e t
i s a v e r y f i x e d amount, c o n s i d e r a b l y
and on C a n a l Road and
l e s s t h a n i t i s on
Key
Bridge
you
i n c r e a s e the c a p a c i t y of the j u n c t i o n .
T h e r e i s no way,
accepting
i t c a n ' t be exceeded u n l e s s
f o r example —
they t a l k about
a 2 0 - p e r c e n t i n c r e a s e i n t r a f f i c because of growth
i n the a r e a .
T h a t c a n ' t o c c u r as long as t h e s e c o n s t r a i n t s
exist.
Now,
i f you
one
take t r a f f i c
t h i n g more.
T h a t means t h a t i n e f f e c t
from h e r e to h e r e , to 25th S t r e e t on
a f r e e w a y , an e l e v a t e d highway or a b r i d g e ,
i t gets
maybe a minute f a s t e r t h a n i f you put them on an
street.
But c e r t a i n l y , an a r t e r i a l
that t r a f f i c .
arterial
s t r e e t can accomodate
I t ' s c o n t r o l l e d by the c o n s t r a i n t s .
And
t h a t minute's s a v i n g s t h a t i s brought about by t h a t
s t r u c t u r e i s r e a l l y c o s t i n g about $9 a t r i p , which
r e c o r d e d by one
the q u e s t i o n
o f the p r e s e n t a t i o n s
i s whether a l l t h e s e
minute a t r i p
The
i s worth $9 a
was
So,
improvements to save a
trip.
o t h e r t h i n g I would l i k e
l i k e you do i n "A",
so
elevated
the o t h e r day.
to t a l k about which
i s a v e r y s e r i o u s d e f i c i e n c y i n the model, i f you
traffic
there
increase
a t t h i s j u n c t u r e you have t o
i n c r e a s e the amount o f t r a f f i c t h a t w i l l be coming i n t o
Georgetown and
going throughout the a r e a .
And
i f you
have
a 50-percent i n c r e a s e i n t r a f f i c here which i s p o s s i b l e w i t h
�271
t h i s i n c r e a s e i n c a p a c i t y , you a r e going t o have the whole
c i t y , Georgetown, Foggy Bottom, c o v e r e d w i t h more t r a f f i c .
I t h i n k t h a t was not b u i l t i n t o t h e model and should
have
been b u i l t i n t o i t , and i t would have made e v a l u a t i o n s
between t h e d i f f e r e n t a l t e r n a t i v e s j u s t c o m p l e t e l y
different.
The i s s u e t h a t i s r e l a t e d t o t h e neighborhoods
n o r t h o f M S t r e e t , and Foggy Bottom, t r a f f i c
penetration
i s a v e r y s e r i o u s one and, I f e e l , has not been a d d r e s s e d
properly.
We know t h a t i n congested c i t i e s i n our
country
t h a t t h e o n l y way you get a t t h o s e k i n d s o f problems i s by
d i r e c t approach, c l o s i n g s t r e e t s , t r a f f i c c o n t r o l s of v a r i o u s
types.
For example, i f you look around t h e
metropolitan
a r e a s , Old Town A l e x a n d r i a has a v e r y e f f e c t i v e program o f
one-way s t r e e t s and s t o p s i g n s .
They a r e i n c r e a s i n g t h e
stop s i g n s a l l the time.
Chevy Chase i n Maryland has c l o s e d o f f s t r e e t s
to solve t h e i r t r a f f i c penetration i s s u e .
I f you look a t t h e European e x p e r i e n c e , the s o called t r a f f i c
f r e e zones, they c l o s e o f f a l o t o f s t r e e t s
and they use t r a f f i c m e t e r i n g t e c h n i q u e s
amount o f t r a f f i c
first.
i n there.
to c o n t r o l the
And t h i s s h o u l d have been done
P l a n s s h o u l d have been developed f o r Georgetown,
p a r t i c u l a r l y Foggy Bottom because they a r e i n v e r y bad shape
and t h o s e t h i n g s have t o be s t u d i e d f i r s t and answers r e l a t e d
�272
to them found.
of s t r e e t
Then i t i s a p p r o p r i a t e t o look a t t h e i s s u e
improvement.
I would l i k e t o s t r e s s a g a i n t h a t t h e s e neighborhood
problems i n A l e x a n d r i a , o r Chevy Chase, o r i n Europe a r e n o t
s o l v e d by new s t r e e t s , they a r e s o l v e d by c l o s i n g and
t a k i n g these p o s i t i v e a c t i o n s .
I n s u m m a r i z i n g , I would j u s t l i k e t o s a y t h i s :
t h i n k t h a t t h e r e have been a l o t o f g r e a t i d e a s
here.
I f e e l the Environmental
I
presented
Impact Statement up t o t h i s
time h a s n o t been v e r y i m a g i n a t i v e , and I hope t h a t they
take
the i d e a s t h a t have been g e n e r a t e d by t h i s h e a r i n g and
r e v i e w some o f t h e i r t e c h n i c a l i s s u e s and improve some o f
t h e i r e n g i n e e r i n g judgments and e v a l u a t i o n s , and I t h i n k we
can s e e t h a t w i t h such an approach t h a t we s h o u l d g e t a
much more a p p r o p r i a t e answer t o t h e problem o f t h e W h i t e h u r s t
Freeway C o r r i d o r .
MR. KELLY:
Thank you v e r y much.
C h e r y l Wasserman.
�273
TESTIMONY OF CHERYL WASSERMAN
MS. WASSERMAN:
Thank you f o r t h i s o p p o r t u n i t y t o
comment on t h e W h i t e h u r s t Freeway C o r r i d o r Study.
My name i s C h e r y l Wasserman.
P e n n s y l v a n i a Avenue.
I l i v e a t 2555
I have l i v e d t h e r e f o r a p p r o x i m a t e l y
almost going on f i v e y e a r s .
P r i o r t o t h a t , I l i v e d f o r more
t h a n s i x y e a r s on K S t r e e t a t 25th.
I am h e r e t o n i g h t n o t t o comment as a "Nimby"
which
i s where I s t a r t e d o u t , w h i c h peaked my i n t e r e s t
a "Nimby" i s n o t i n my b a c k y a r d a t t i t u d e —
—
but rather I
have g i v e n t h i s m a t t e r some c o n s i d e r e d a n a l y s i s .
I have a
m a s t e r ' s i n c i t y p l a n n i n g from t h e U n i v e r s i t y o f P e n n s y l v a n i a ,
a m a s t e r ' s i n management from S t a n f o r d B u s i n e s s S c h o o l ,
and worked f o r t h e E n v i r o n m e n t a l P r o t e c t i o n Agency f o r
t w e l v e y e a r s , and I have been v e r y much i n v o l v e d over t h a t
whole p e r i o d o f time i n n a t i o n a l urban p o l i c y and t h e q u a l i t y
o f o u r urban
environment.
L e t me s a y , a t bottom I am f i r m l y i n f a v o r o f
A l t e r n a t i v e A o r some v a r i a n t o f i t .
the two o b j e c t i v e s o f enhancing
q u a l i t y o f o u r urban environment
I t h i n k i t b e s t meets
or a t l e a s t maintaining the
and meeting t h e t r a f f i c needs
t h a t t h i s whole s t u d y was a d d r e s s e d t o meet.
I found t h a t A l t e r n a t i v e s AA and F s h o u l d be
t o t a l l y u n a c c e p t a b l e t o t h e c i t y and I am v e r y s y m p a t h e t i c
t o t h e concerns
r a i s e d by my neighbors on K S t r e e t and t h e
�274
Foggy Bottom a r e a i n g e n e r a l .
many y e a r s .
I e x p e r i e n c e d them too f o r
I t h i n k , though, t h a t the s u p p o r t f o r AA and F
i s somewhat misguided
as I p l a n t o show i n my a n a l y s i s , and I
t h i n k t h a t the c i t y s h o u l d a d d r e s s those concerns
s e p a r a t e a n a l y s i s and
Why
in a
study.
A l t e r n a t i v e A and why
not the o t h e r s ?
Basically,
t h e N o - B u i l d A l t e r n a t i v e does keep up the f l o w and i t does
r e n o v a t e the W h i t e h u r s t , w h i c h i s o b v i o u s l y needed.
not a d d r e s s , however, t h e West End problems o f
I t does
traffic
c o n g e s t i o n a t C a n a l Road and t h e i n t e r s e c t i o n w i t h Key B r i d g e ,
and I t h i n k t h a t i s the major cause o f back-up and
congestion.
A l t e r n a t i v e s AA and F do i n c l u d e the ramp t h a t
o b v i o u s l y does a f f e c t me d i r e c t l y as a r e s i d e n t o f
Westbridge.
But when you look a t the a n a l y s i s i n the d r a f t E I S , i t makes
i t c l e a r t h a t what t h o s e a l t e r n a t i v e s do w i t h the ramp i s
i n c r e a s e the t r a f f i c volume i n t h e neighborhood by a t l e a s t
50 p e r c e n t under AA and 84 p e r c e n t under F.
T h a t t r a f f i c volume i s not going t o go down
1-66
and, as t h e a n a l y s i s i n d i c a t e s , i t does not enhance the
traffic
Freeway.
flow through
Georgetown o r as a by-pass
to Whitehurst
T h a t t r a f f i c i s going t o back up and go i n t o a l l
t h e r e s i d e n t i a l s t r e e t s throughout
t h e Foggy Bottom a r e a .
The d r a f t E I S notes t h a t they n e v e r a n a l y z e d the
whole network i n i t s e n t i r e t y .
c u r r e n t l y congested
I t n e v e r a n a l y z e d the
r o u t e through
R o o s e v e l t B r i d g e , the
1-66
�275
connection.
I t i n d i c a t e s t h a t any impact on t r a f f i c i s
g o i n g t o be m i n i m a l .
So, what do you l o s e ?
I t ' s t r u e t h a t i n t h e 1960s, K S t r e e t c r e a t e d a
problem
f o rthe residents —
t h e K S t r e e t w i d e n i n g and
c r e a t i n g i t as a major t h o r o u g h f a r e caused a problem.
what now e x i s t s as t h e major gateway
t h r i v i n g renaissance
and development,
But
t o Georgetown, a
a r e a o f v i t a l urban commercial
roads
a p e d e s t r i a n way c o n n e c t i n g t h e c i t y
Georgetown, an a r e a w h i c h h a s many, many o n - s t r e e t
into
restaurants
and C a f e - t y p e e n v i r o n m e n t s , would now be b i f u r c a t e d from
Georgetown.
T h i s cannot be t h e answer, g i v e n t h e minimum b e n e f i t s
that accrue t o the K S t r e e t r e s i d e n t s .
i s a q u a l i t y urban
And t h e concern
there
environment.
The parkway, t h e d e s t r u c t i o n o f t h e park has
broader p s y c h o l o g i c a l
EIS
—
e f f e c t s t h a n j u s t parkway, and t h e d r a f t
I think erroneously
of land f o r land.
—
t r e a t s t h i s as a s i m p l e c a l c u l u s
What you a r e d e a l i n g w i t h i s o n - s t r e e t
a c c e s s i b l e p a r k a r e a t h a t c r e a t e s an i n v i t i n g entryway
i n t o Georgetown and i s a c c e s s i b l e t o r e s i d e n t s , v e r s u s
some
l a n d t h a t i s going t o be t o t a l l y surrounded by freeway
interchanges
grassy
and e x i t s as t h e one-for-one t r a d e i n t h e new
a r e a , and I j u s t cannot u n d e r s t a n d t h a t and a c c e p t t h a t .
As t o whether o r n o t a freeway s h o u l d be e l e v a t e d
or a t s t r e e t l e v e l , I do t h i n k t h e r e i s a problem
with
�276
A l t e r n a t i v e F not o n l y
i n that i t diminishes
g r e a t l y the
c a p a c i t y t o by-pass Georgetown and t h e whole a r e a i n terms
of i t s a b i l i t y t o handle t r a f f i c flow, but i t c r e a t e s a
s i g n i f i c a n t b a r r i e r t o access
t o t h e Georgetown W a t e r f r o n t .
A l t e r n a t i v e AA s i g n i f i c a n t l y changes t h e a l i g n m e n t and t h e
b u i l d i n g and t h e development
now planned f o r t h e Georgetown
W a t e r f r o n t i n a way t h a t I don't t h i n k pays i n terms o f t h e
benefits that
accrue.
Those a r e my b a s i c r e a s o n s f o r s t r o n g l y
A l t e r n a t i v e A, and I hope t o submit something more
for the record.
Thank you v e r y much.
MR. KELLY:
Thank you.
Ray K u k u l s k i .
supporting
formal
�277
TESTIMONY OF RAY KUKULSKI
MR. KUKULSKI:
Mr. H e a r i n g O f f i c e r ,
friends,
n e i g h b o r s , my name i s Ray K u k u l s k i and f o r t h e l a s t s e v e n t e e n
y e a r s I k v e l i v e d w i t h i n s e v e r a l hundred f e e t o f t h e W h i t e h u r s :
Freeway, c u r r e n t l y a t 1021 30th S t r e e t .
Recently, I r e t i r e d a f t e r four years of being
A d v i s o r y Neighborhood Commissioner f o r t h e a r e a , d u r i n g w h i c h
time I was t h e c h a i r f o r t h r e e y e a r s , and d u r i n g t h e e n t i r e
time t h e c h a i r o f t h e T r a n s p o r t a t i o n Committee.
member o f t h e W h i t e h u r s t Freeway
I was a
Study Committee from i t s
i n c e p t i o n , u n t i l b e i n g r e p l a c e d l a s t f a l l by our c u r r e n t
chairman.
Having l i v e d i n t h e shadow o f t h e freeway f o r t h e s e
17 y e a r s and h a v i n g s t u d i e d t h i s problem
intensely f o r the
l a s t two y e a r s , I am s a y i n g as an i n d i v i d u a l , t h e r e a r e
r e a l l y no complete
s o l u t i o n s t o t h e problems i n t h i s q u a r t e r ,
there are only m i t i g a t i o n s .
I therefore b e l i e v e the modified F A l t e r n a t i v e
i s t h e b e s t o v e r a l l , and l e t me e x p l a i n why.
I n 19 49, t h e
W h i t e h u r s t Freeway was b u i l t as a by-pass f o r rush-hour
t r a f f i c around Georgetown.
t o go t o Georgetown.
changed.
Of c o u r s e , i n 19 49 no one wanted
However, today t h e c i r c u m s t a n c e s have
People want t o go t o Georgetown 20 hours a day,
seven days a week.
The problem
i s , t h e W h i t e h u r s t Freeway works too
�278
w e l l as a b y - p a s s .
to
go.
They s i m p l y c a n ' t get t o where they want
I n f a c t , t h e m a j o r i t y o f the o f f - s t r e e t p a r k i n g i n
Georgetown i s south o f M S t r e e t .
W i t h i n t h e n e x t two y e a r s ,
t h e r e w i l l o n l y be one o f f - s t r e e t p a r k i n g s i t e above M S t r e e t
i n Georgetown.
The problem w i t h t h e W h i t e h u r s t Freeway i s t h a t
d u r i n g t h e day, t h e e v e n i n g s
and weekends, people must e n t e r
Georgetown on M S t r e e t , and s i n c e t h e r e a r e more s t r e e t s
heading
n o r t h t h a n s o u t h , they t u r n o f f i n t o
residential
neighborhoods, d r i v i n g around l o o k i n g f o r p a r k i n g p l a c e s .
So, we have a problem w i t h t h e W h i t e h u r s t
Freeway
w o r k i n g w e l l f o r 12 t o 15 hours a week, and f o r the
remainder
o f the week i t works v e r y , v e r y b a d l y .
A l s o , the t r a f f i c a t n i g h t s and on weekends i s
much g r e a t e r , appears
r u s h hour.
t o be much g r e a t e r , than i t i s d u r i n g
However, t h e r e a r e more c a r s p a s s i n g M
through
W i s c o n s i n Avenue d u r i n g r u s h hour t h a n d u r i n g weekends.
The
r e a s o n , o f c o u r s e i s , t h e a u t o - p e d e s t r i a n c o n f l i c t reduces
number o f c a r s going through
each t r a f f i c c y c l e .
the
I f there
were an F A l t e r n a t i v e , the grade l e v e l , you would s e p a r a t e
the l o a d between M S t r e e t and K S t r e e t and reduce t h a t
pedestrian
conflict.
Now,
d i v e r g e n c e through
the r e s i d e n t i a l
neighbor-
hoods has been brought up as a g r e a t concern t o the
neighbors.
I n f a c t , the t r a f f i c
Of
f l o w numbers don't show t h i s .
23
�279
s e l e c t e d s i t e s , t h e r e was a d e c r e a s e o f 14, an i n c r e a s e o f
e i g h t , and no change a t one.
On b a l a n c e , t h e r e was o n l y a
k
1.5 p e r c e n t d e c r e a s e o v e r t h e N o - B u i l d and t h i s , o f c o u r s e ,
i s w i t h o u t any t r a f f i c m i t i g a t i o n s b e i n g used.
I t i s my f i r m b e l i e f t h a t t r a f f i c
mitigation
systems would p r e v e n t d i v e r s i o n i n t h e c o r r i d o r .
Okay, a n o t h e r i s s u e i s , f r e e - f l o w i n g t r a f f i c
t h e W h i t e h u r s t Freeway d u r i n g r u s h hour i s a myth.
on
I walk
home from t h e Foggy Bottom Metro S t a t i o n s e v e r a l t i m e s a
week, and I can a s s u r e you, a t
6 o r 6:30
p a r k i n g l o t backed up t o 26th S t r e e t .
traffic i s a
The numbers i n t h e
DEIS a r e t h e o r e t i c a l numbers, t a l k i n g about 4,900 c a r s an
hour compared t o 3,700, I b e l i e v e , f o r the F A l t e r n a t i v e .
In
f a c t , i f you went out t h e r e a t r u s h hour you
would s e e , i t ' s a p a r k i n g l o t .
So, when people speak o f
f r e e - f l o w i n g W h i t e h u r s t Freeway t r a f f i c , i t doesn't e x i s t .
The problems o f t h e W h i t e h u r s t o c c u r a t the end, not the
middle.
On the West End, t h e avenue a l t e r n a t i v e would
s o l v e , would h e l p m i t i g a t e , t h e l e f t - h a n d t u r n problems t h a t
have been s o o v e r l y i d e n t i f i e d because i f you broke t h e
C a n a l Road eastbound t o M S t r e e t c o n n e c t i o n and f o r c e d
traffic
to go down a l o n g K S t r e e t , you would s o l v e the problem o f
people g e t t i n g t o Georgetown
and through Georgetown, a t t h e
same time g i v i n g more "green t i m e " t o t h e s i g n a l and
�280
e l i m i n a t i n g one o f t h e t u r n i n g movements.
T h i s would
more c a r s t o make t h a t t u r n f o r f a r l e s s than t h e $40
allow
million
s o l u t i o n o f t h e t u n n e l w h i c h would have a d v e r s e impact on
t h e C&0
C a n a l and would p r o b a b l y o n l y move the problem t o the
west.
I a l s o recommend dropping t h e S - t u r n because o f
c o s t s and impact on t h e p a r k .
On E a s t End I s u g g e s t GT-1 because i t d i v e r t s
t r a f f i c g o i n g t o V i r g i n i a w i t h o u t going through Georgetown.
To remove t h e " s p a g h e t t i ramps," and my
feeling i s i t
f r e e s up more p a r k l a n d f o r p o t e n t i a l use.
B a s i c a l l y , on a e s t h e t i c c o n s i d e r a t i o n s t h e F
Alternative wins.
I f t h e W h i t e h u r s t Freeway d i d not e x i s t
today and someone proposed t h a t i t be b u i l t , he would be run
out of' town on a r a i l .
t h e K-M
S t r e e t l e f t - h a n d t u r n i s w i t h the F A l t e r n a t i v e .
most o f a l l ,
problem
The most c o s t - e f f e c t i v e s o l u t i o n t o
But
t h e F Avenue A l t e r n a t i v e h e l p s t h e Georgetown
20 hours a day, seven days a week when people want
t o go t o Georgetown and need t o go t o t h e p a r k i n g g a r a g e s ,
not t h e r e s i d e n t i a l a r e a s because a s m a l l p o r t i o n o f t h e
d i v e r g e n c e can be c o n t r o l l e d by t r a f f i c management systems
and t h e maintenance costs o v e r the l i f e o f an e l e v a t e d
freeway a r e s i g n i f i c a n t l y h i g n e r than t h e Grade A l t e r n a t i v e .
And
l e a s t b u t not l a s t —
l a s t b u t not l e a s t , I
don't r e a l l y want t o be h e r e 35 y e a r s from now,
going through
�281
t h i s same s t u d y a l l o v e r a g a i n .
Thank you.
MR. KELLY:
Thank you v e r y much
CHARLES CLAPP.
�282
TESTIMONY OF CHARLES CLAPP, PRESIDENT
WESTBRIDGE CONDOMINIUM ASSOCIATION
MR. CLAPP:
My name i s C h a r l e s Clapp and I am
s p e a k i n g f o r t h e Westbridge Condominium A s s o c i a t i o n , w h i c h I
serve as president.
Because o f time c o n s t r a i n t s , we w i l l submit a more
complete s t a t e m e n t f o r t h e r e c o r d .
F i r s t , l e t me s a y t h a t we r e c o g n i z e t h e e n o r m i t y
and importance o f t h e t a s k and t h e p o l i t i c a l and p r a c t i c a l
c o n s i d e r a t i o n s w h i c h i n f l u e n c e judgments
i n an e m o t i o n a l l y -
charged i s s u e such a s t h i s , where t h e r e i s no e a s y o r obvious
solution.
We a p p r e c i a t e , t o o , t h e e t h i c s o f Lynne
Robinson,
o t h e r government o f f i c i a l s and t h e c o n s u l t a n t s , t o p u b l i c i z e
the
problem i n t h e proposed a l t e r n a t i v e s o l u t i o n s .
They
have
succeeded i n p r o d u c i n g v i g o r o u s community debate w h i c h can
be h e a l t h y .
Having s a i d t h a t , I must add —
me —
as o t h e r s before
t h a t we b e l i e v e t h e documents t o be s e r i o u s l y f l a w e d .
T h e r e a r e t h e l e g a l q u e s t i o n s such a s t h o s e r a i s e d by t h e
S i e r r a Club i n i t s t e s t i m o n y , some o f w h i c h h a s p r e v i o u s l y
been r a i s e d w i t h me by o t h e r s and w h i c h posed major o b s t a c l e s
to
change.
Then t h e r e i s t h e q u e s t i o n o f b a l a n c e .
We a l l
r e c o g n i z e t h a t t h e W h i t e h u r s t Freeway problem i s t o an
�283
i m p o r t a n t degree a Georgetown problem, and
stand
under-
f u l l a t t e n t i o n to t h a t s e c t i o n .
But one
EIS
t h u s can
comes away from e x a m i n a t i o n of the d r a f t
w i t h the f e e l i n g t h a t o t h e r a r e a s d i d not get f u l l
T h u s , not a l l t r a f f i c , n o i s e , p o l l u t i o n , and
considerations
We
are f u l l y
attenti
parkland
explored.
b e l i e v e a l s o t h a t an o p p o r t u n i t y has been m i s s e d .
T h a t more a t t e n t i o n s h o u l d have been g i v e n t o expanding
the
r o l e o f Metro and p u b l i c t r a n s p o r t a t i o n i n the development
o f a r e v i t a l i z e d t r a n s p o r t a t i o n network, p a r t i c u l a r l y
r e l a t i n g to
1-66.
Nor,
i t appears from t h e d r a f t E I S a r e a l l
h i s t o r i c a l resources
created equal.
o f the f o u r Category 1 r e s o u r c e s
draft EIS.
at great
archeological
Y e t , the l e t t e r does not d i s c u s s —
length
i n the
resources.
the l e t t e r does
not
d i s c u s s the impact o f the v a r i o u s a l t e r n a t i v e s on the
T h a t s h o u l d be
The
one
among the 41 l i s t e d i n the
I t s h i s t o r y i s discussed
t e c h n i c a l r e p o r t on h i s t o r i c and
Rock Creek P a r k i s
park.
done.
d r a f t a l s o assumes t h a t the r e m a i n i n g
grassy
a r e a s t h a t s u r v i v e d the c o n s t r u c t i o n o f an e n t r a n c e ramp
t o 1-66,
can be used f o r r e c r e a t i o n .
We
seriously
question
t h a t i n an a r e a t h a t w i l l be t o t a l l y surrounded by heavy
t r a f f i c , and w h i c h i s now
levels, w i l l effect
that.
s u b j e c t t o troublesome a i r q u a l i t y
�284
In
f a c t , we would l i k e t o make the p o i n t which the
r e p o r t i g n o r e s , the f a c t t h a t a l l g r a s s y a r e a s a r e not
The
equal.
d r a f t t a k e s a q u a n t i t a t i v e approach t o a s s e s s i n g the
impact on l a n d use
alternatives.
and
g r a s s y a r e a s of the proposed
That v i o l a t e s a b a s i c p r i n c i p l e of r e a l e s t a t e .
Land use i s not a s i m p l e c a l c u l a t i o n . L o c a t i o n makes a l l the
difference.
The
d r a f t p o i n t s t o the net r e t u r n o f l a n d , but
f a i l s t o a d d r e s s the f a c t t h a t i n a d o p t i n g the ramp we
e x c h a n g i n g much l i m i t e d green space a t r e s i d e n t i a l
a l r e a d y used as a p a r k ,
and
recessed
f o r p l o t s surrounded by
level,
highways
from the l e v e l a t w h i c h r e s i d e n c e s a r e l o c a t e d .
We would p o i n t out a l s o t h a t w h a t e v e r the
o f i n i t i a l s u p p o r t f o r the proposed ramp to 1-66
and M,
are
at
extent
26th
i t no l o n g e r i s a c c u r a t e t o s a y , as the DEIS d i d ,
t h a t community r e p r e s e n t a t i v e s a r e v i r t u a l l y unanimous i n
favor.
More a c c u r a t e l y , a l m o s t the r e v e r s e i s t r u e .
we have j u s t had
opposition
an o p p o r t u n i t y
t o study
t o the ramp has i n c r e a s e d .
As
the package,
The
D.C.
DoT
should
t a k e n o t e , and we hope the P a r k S e r v i c e w i l l t o o , t h a t both
o f the most concerned e l e c t e d b o d i e s ,
the Georgetown and
Foggy Bottom and West End ANCs, s p e c i f i c a l l y oppose the ramp
in t h e i r testimony,
as do the C i t i z e n s A s s o c i a t i o n o f
Georgetown, the S i e r r a C l u b , and o t h e r i n t e r e s t e d p a r t i e s .
�285
I t s h o u l d be noted t h a t a t the meeting of
Foggy Bottom-West End
ANC
t o d e c i d e the i s s u e , Commissioner
T y l e r moved a s u b s t i t u t e r e s o l u t i o n w h i c h i n c l u d e d
and was
the
d e f e a t e d f o u r t o one,
the ramp
a f t e r w h i c h the Commissioners
by a v o t e of f o u r t o n o t h i n g , w i t h T y l e r a b s t a i n i n g ,
passed
a r e s o l u t i o n which s p e c i f i c a l l y r e j e c t e d i t .
I s h o u l d p o i n t out t h a t the Foggy Bottom
Association
d i d v o t e f o r the ramp, but o n l y by a vote o f 25 t o
demonstrating c l e a r l y t h a t opinions are divided
17,
i n that
organization.
We w i l l c o n t i n u e t o oppose the ramp on
t r a n s p o r t a t i o n , and
violence
r e c r e a t i o n a l grounds.
t o the West End
mixed use
environmental
I t i s doing
experiment.
I n t h e d r a f t E I S , the ramp i s p a r t o f a l a r g e r
p l a n GT-1
incorporated
i n both AA
r e d i s t r i b u t e s t r a f f i c patterns
and
F, w h i c h b a s i c a l l y
r a t h e r than s o l v i n g
problems, adding s u b s t a n t i a l l y t o M S t r e e t and
Avenue t r a f f i c .
cent increase
i n t r a f f i c volume on M S t r e e t , E a s t End
and
i s s u e d i n F e b r u a r y '84
the t e c h n i c a l r e p o r t on
c r e a t i n g new
congested R o o s e v e l t
no
problems i n d e l a y s
per26th
traffic
p r e d i c t s an 84 p e r c e n t i n c r e a s e
rush hour e v e n i n g t r a f f i c volume, p r o v i d i n g
And
Pennsylvania
F o r example, the d r a f t speaks of a 50
under A l t e r n a t i v e AA,
n e t g a i n s and
traffic
in
measurable
in
already
Bridge.
i t r u i n s the r e c r e a t i o n a l park a r e a —
there
�286
are
v e r y few —
We
f o r t h e enjoyment o f
people.
a r e not e n t h u s i a s t i c about any o f the f o u r
o p t i o n s , but w i t h o u t h e s i t a t i o n we
other "build" a l t e r n a t i v e s .
We
f a v o r "A"
over the
do not endorse
"A"
without
r e s e r v a t i o n s , however.
We
r e c o g n i z e t h a t t h e west end o f the freeway i s
a major problem a r e a , and we a r e s y m p a t h e t i c w i t h e f f o r t s t o
reduce t h a t g l a r i n g b o t t l e n e c k .
be reduced
I n d e e d , we t h i n k i t must
i f any m e a n i n g f u l p r o g r e s s i s t o be made.
Yet,
we a r e d i s t u r b e d by the impact o f t h e proposed t u n n e l on the
C&O
C a n a l and urge a c o n t i n u i n g s e a r c h f o r more e f f e c t i v e
and, h o p e f u l l y , l e s s e x p e n s i v e ways t o a l l e v i a t e
the
difficulty.
MR.
KELLY:
E x c u s e me,
MR.
CLAPP:
We
oppose the GT-1 approach.
Mr.
C l a p p , your time i s up.
r e j e c t AA and F.
We s t r o n g l y
We b e l i e v e f i r m l y t h a t the
Washington C i r c l e a c c e s s t o the W h i t e h u r s t Freeway a l o n g
K S t r e e t s h o u l d be m a i n t a i n e d , and t h a t t h e 26th and M S t r e e t s
ramps s h o u l d be
We
"deep s i x e d "
forever.
a r e c o n v i n c e d , t o o , a f t e r examining t h e d a t a ,
t h a t O u i j a b o a r d d e c i s i o n making and f i g u r i n g r a t h e r than
thorough a n a l y s i s c h a r a c t e r i z e t h a t phase of the s t u d y .
The r e p o r t i t s e l f acknolwedges t h a t thorough a n a l y s i s i s
l a c k i n g here.
I f AA i s bad, F i s good.
�287
MR.
KELLY:
Thank you.
Maria T y l e r , please.
We w i l l r e a d t h e statement,
�288
TESTIMONY OF MARIA TYLER
MS.
TYLER:
My
name i s M a r i a T y l e r .
on 25th S t r e e t i n Foggy Bottom s i n c e 1961.
property
I have l i v e d
I am a v o t e r ,
owner, and t a x p a y e r t o the D i s t r i c t of Columbia.
S i n c e 1979,
03 of ANC
I have been e l e c t e d ANC
2A.
Commissioner of D i s t r i c t
I have a l s o c h a i r e d the ANC
2A
Transportation
Committee f o r a number of y e a r s .
I have viewed the freeway r e d e s i g n as a unique
opportunity
t o r e d r e s s the damage done t o t h i s o l d
neighborhood i n the e a r l y '60s.
residential
Then the freeway was
extended
t o Washington C i r c l e and a b a r r i e r i n t h e form of an e i g h t lane highway w i t h a t u n n e l under Washington C i r c l e was
through out
neighborhood.
Land, w h i c h p r e v i o u s l y p r o t e c t e d
the adverse
impact o f t r a f f i c was
t h e b e n e f i t of commuters.
r e s i d e n t s from
t a k e n away from us f o r
T r a f f i c volume along
r e s i d e n t i a l p o r t i o n of K S t r e e t was
the new
placed
allowed
the
to i n c r e a s e
a c c e s s ramps a t 25th and K S t r e e t s flooded
and
through-
t r a f f i c i n t o our r e s i d e n t i a l s t r e e t s i n our community.
S i n c e t h e n , w i t h expanding s u b u r b s , the
volume has
traffic
i n c r e a s e d c o n s i d e r a b l y , c r e a t i n g extreme dangers
to p e d e s t r i a n s , very d i s r u p t i v e l i v i n g conditions
from n o i s e
and a l s o from a i r p o l l u t i o n , and v e h i c u l a r t r a f f i c v i b r a t i o n
t h a t damages p r o p e r t i e s .
R e s i d e n t s have been s u b j e c t e d
convoys o f heavy t r u c k s p a s s i n g a l o n g t h e i r
dwellings,
to
�289
c r e a t i n g t h e atmosphere o f a war zone w h i c h h a s i n v a d e d our
r e s i d e n t i a l community.
I would l i k e , t h e r e f o r e ,
t o focus on two p e t i t i o n s
by Foggy Bottom r e s i d e n t s who a r e a f f e c t e d by t h e s e
conditions
of t h e freeway:
1.
The r e q u e s t t o p r o h i b i t through t r u c k s from t h e
r e s i d e n t i a l portion
o f K S t r e e t , w h i c h would a l s o
eliminate
t h e i r present s p i l l - o v e r into other r e s i d e n t i a l s t r e e t s .
2.
Request t o e x t e n d t h e e x i s t i n g t u n n e l under
Washington C i r c l e t o be on 26th S t r e e t .
While t h e freeway i t s e l f c u t s o n l y through my ANC
d i s t r i c t , t h e a c c e s s ramps a t 25th and K S t r e e t s
allow
through t r a f f i c t o s p i l l over i n t o t h e l a r g e m a j o r i t y o f
r e s i d e n t i a l Foggy Bottom s t r e e t s .
Moreover, t h e i n t e r s e c t i o n
o f 25th and K S t r e e t i s a major p e d e s t r i a n
Foggy Bottom p o p u l a t i o n , t h e m a j o r i t y
o f whom w a l k
Both p e t i t i o n s were s u p p o r t e d by s t r o n g ANC
I have p e r s o n a l l y
a i r p o l l u t i o n , some s i g n a t u r e s
accompanied by t h e f o l l o w i n g
f o r the
extensively
resolutions.
w i t n e s s e s many n e a r m i s s e s by
s p e e d i n g v e h i c l e s i n t h e Foggy Bottom a r e a .
and
crossing
Regarding n o i s e
on t h e p e t i t i o n were
remarks:
"From my apartment t h i s has become a d i s a s t r o u s
situation —
n o i s e w i s e and h e a l t h w i s e , " o r "The p o l l u t i o n
i s u n h e a l t h y and t h e t r u c k s a r e u n b e a r a b l y n o i s y
and a l s o a r e
a s a f e t y h a z a r d t o r e s i d e n t s , " o r , "You b e t , s h o u l d have
�290
been done a l o n g time ago," o r , " I w i s h t o send t h e a t t a c h e d
p e t i t i o n a g a i n s t t h e t r u c k s coming down K S t r e e t and 24th
Street.
They a r e r u i n i n g our houses and s h a k i n g windows o u t . "
I p e r s o n a l l y v i s i t e d t h e homes o f r e s i d e n t s
and
w i t n e s s e d what u n c i v i l i z e d c o n d i t i o n s t h e s e people must
endure.
They a r e f o r c e d t o s t a y b e h i n d c l o s e d windows, w i t h
TV s e t s t u r n e d a t h i g h volumes t o c o u n t e r t h e n o i s e from t h e
t r a f f i c , e s p e c i a l l y the t r u c k s .
I cannot a c c e p t t h e a n a l y s i s i n t h e DEIS w h i c h has
n o t a d d r e s s e d i t s e l f t o such c o n d i t i o n s i n our
I n no o t h e r neighborhood
har
to
neighborhood.
i n v o l v e d i n t h e freeway r e d e s i g n
t h e r e been such a d i r e c t o u t c r y f o r h e l p from t h e people,
relieve a presently intolerable
situation.
I t i s c l e a r t h a t t h e N o - B u i l d and A A l t e r n a t i v e s
are
t o t a l l y u n a c c e p t a b l e t o our neighborhood
because t h e y
i g n o r e t h e through t r a f f i c p l i g h t t o w h i c h t h e r e s i d e n t s i n
Foggy Bottom a r e s u b j e c t e d , and w h i c h i n any
civilized
s o c i e t y s h o u l d have been c o r r e c t e d a long time ago.
ends o f F and AA,
The e a s t
s u b j e c t t o t h e c o r r e c t i o n s w h i c h must be
made i n t h e DEIS t o t a k e a c c o u n t p r o p e r l y o f our
neighborhood,
do o f f e r t h e o p p o r t u n i t y f o r a l l e v i a t i n g t h e p r e s e n t t r a f f i c
s i t u a t i o n f o r a v e r y l a r g e number o f Foggy Bottom s t r e e t s
because:
1.
They l e a v e t h e door open f o r e x t e n d i n g t h e tunne]
to beyond 26th S t r e e t , w h i c h i s c r u c i a l , as t h i s i s viewed
�291
by the m a j o r i t y of r e s i d e n t s , as w e l l as by the ANC
the FBA
2A
and
r e s o l u t i o n s as the o n l y m e a n i n g f u l s o l u t i o n t o d e a l
w i t h the p r e s e n t
2.
t r a f f i c problem i n Foggy Bottom.
They c l o s e the e n t r y / e x i t ramps a t 2 5th
and
K S t r e e t s w h i c h i s e q u a l l y c r u c i a l as i t would p r e v e n t
present
the
s p i l l - o v e r o f through t r a f f i c w h i c h p l a g u e s the
m a j o r i t y of Foggy Bottom s t r e e t s .
We,
as o t h e r
neighborhoods
a r e g r e a t l y concerned about through t r a f f i c on our
residential
s t r e e t s , and we want o t h e r neighborhoods t o r e s p e c t
3.
They d i v e r t t r a f f i c
4.
They p r o v i d e
large
this.
from V i r g i n i a Avenue t o
1-66.
for a large increase i n
parkland
a l o n g 26th S t r e e t .
Rational opposition
A l t e r n a t i v e s AA and
Condominium and
because we
t o the e a s t ends o f
F come from r e s i d e n t s of the Westbridge
the K n i g h t s b r i d g e
Condominium townhouses
u n d e r s t a n d from the c o n s u l t a n t t h a t
these
a l t e r n a t i v e s n e c e s s i t a t e a southbound ramp from the West
While I a p p r e c i a t e
End.
t h e s e c o n c e r n s , they must be
weighed a g a i n s t the need to a l l e v i a t e the
presently
u n a c c e p t a b l e t r a f f i c s i t u a t i o n f o r the m a j o r i t y of r e s i d e n t s
i n the Foggy Bottom community.
Moreover, the d i s a d v a n t a g e
t o the m i n o r i t y , i f such a ramp i s p r o p e r l y
l o c a t e d , would
be s m a l l compared w i t h t h e long-overdue improvements w h i c h
t h e e a s t end o f AA and
F would o f f e r to the m a j o r i t y
of
�292
r e s i d e n t s i n ANC
2A a f f e c t e d by t h e r e d e s i g n .
I ask t h e D.C.
f o r help.
Government t o heed t o our o u t c r y
Such h e l p s h o u l d be g i v e n
MR.
KELLY:
immediately.
Thank you v e r y much.
Robert L i c c i a r d o .
�293
TESTIMONY OF ROBERT LICCIARDO
MR. LICCIARDO:
and gentlemen.
1045
ladies
My name i s Robert L i c c i a r d o and I l i v e a t
3 1 s t S t r e e t , N.W.,
lower K.
Good e v e n i n g , Mr. Chairman,
i n Georgetown between t h e C a n a l and
This i s a private presentation.
The r e a s o n I do i t i s because
the s o c i a l l y - a c c e p t a b l e environment
the retention of
f o r Georgetown i n g e n e r a l ,
i n c l u d i n g t h e a r e a between t h e C a n a l and t h e W a t e r f r o n t i s
i m p o r t a n t because
i t i s r i c h i n h i s t o r i c a l and human v a l u e s ,
and t h e s e a r e some o f t h e i m p o r t a n t elements t h a t j u s t make
l i f e worthwhile.
My purpose h e r e today i s t o p r e s e n t a b r i e f r e v i e w
of
t h e r e s u l t s o f t h e d r a f t E n v i r o n m e n t a l Impact and E v a l u a t i c
a g a i n s t t h e c r i t e r i a w h i c h a r e b e i n g proposed t o e v a l u a t e
t h e f o u r a l t e r n a t e s p r e s e n t e d f o r comment.
We have had a tremendous amount o f d i s c u s s i o n .
T h e r e was a l o t o f d a t a t h a t i s b e i n g p r e s e n t e d i n t h e DEIS
and t h e r e a r e c r i t e r i a t h a t arei b e i n g l a i d o u t , and I j u s t
wanted t o r e v i e w a l l t h i s i n f o r m a t i o n a g a i n s t t h e c r i t e r i a .
The
f i r s t s e t of c r i t e r i a c o n s i s t s of the three
ground r u l e s e s t a b l i s h e d by D.C. DoT from t h e b e g i n n i n g o f
t h e s t u d y t o guide t h e development and a n a l y s i s o f
alternatives.
1.
These a r e :
The a l t e r n a t i v e s a r e t o accomodate p r e s e n t
t r a v e l demand w h i l e m i n i m i z i n g t h e g e n e r a t i o n o f a d d i t i o n a l
�294
traffic.
2.
Through t r a f f i c i n a d j a c e n t
neighborhoods i s t o be c o n t r o l l e d and
3.
The
potential waterfront
Georgetown Shore must be
residential
reduced where p o s s i b l e .
park a l o n g
the
accomodated.
Taking these three
r u l e s and
e x a m i n i n g the
c h a r t s on the w a l l show t h a t A l t e r n a t e A i s the
best
r e l e v a n t t o Ground Rule 1 t h a t the a l t e r n a t i v e s a r e
accomodate p r e s e n t t r a v e l demand w h i l e m i n i m i z i n g
generation of a d d i t i o n a l
color
to
the
traffic.
A l t e r n a t i v e A i s the b e s t r e l e v a n t t o Ground Rule
2, i f you
look a t the i n f o r m a t i o n ,
t h a t through
traffic
i n a d j a c e n t r e s i d e n t i a l neighborhoods i s t o be c o n t r o l l e d
and
reduced where p o s s i b l e .
F u r t h e r , an e x a m i n a t i o n o f the i n f o r m a t i o n
in
the
E I S showed t h a t A l t e r n a t e A i s the b e s t and most a t t r a c t i v e
r e l e v a n t t o Ground Rule 3 t h a t a p o t e n t i a l w a t e r f r o n t
a l o n g t h e Georgetown Shore must be
Further, i n respect
park
accomodated.
t o I t e m 3, the E I S does
not
seem t o have g i v e n c r e d i t f o r the r e t e n t i o n o f a l l t h a t
a r e a under the W h i t e h u r s t Freeway w h i c h i s r e t a i n e d
b u s i n e s s and p u b l i c use
and
Alternative
i n the c a s e o f both the
for
No-Build
A.
G i v e n no i n t e r f e r e n c e from the rework s t r u c t u r e ,
t h e r e i s e v e r y r e a s o n t o hope t h a t from the c u r r e n t
building
�295
l i n e through t o the r i v e r f r o n t t h a t a v e r y f i n e and w e l l
d e v e l o p e d , and
imaginative
new
a l o n g the e x i s t i n g b u i l d i n g l i n e , can
businesses
r e c r e a t i o n a l a r e a , supported by
developed t o e s t a b l i s h a new
Now,
s o c i a l and b u s i n e s s
center.
the second p a r t o f the c r i t e r i a w h i c h have
been used a r e the s t u d y g o a l s and
effectiveness.
of these
be
r e l a t e d measures o f
Because of the s h o r t n e s s
i s l i m i t e d t o two
o f t i m e , my
review
a l t e r n a t e s of popular concern:
1.
A l t e r n a t e A, the E l e v a t e d Freeway.
2.
The A l t e r n a t e F Ground-Level A r t e r i a l .
Each o f t h e s e measures of e f f e c t i v e n e s s —
a r e 45 i n a l l —
and
there
can be compared w i t h the?-'No-Build A l t e r n a t e
to see i f t h e changes have a p o s i t i v e or an a d v e r s e impact.
Now,
good s t a r t .
t h i s i s a v e r y s i m p l e approach, but i t i s a
Of the 45 measures, A l t e r n a t e A has a p o s i t i v e
impact on 25 o f the measures compared w i t h o n l y 11
from A l t e r n a t e
F.
F u r t h e r m o r e , A l t e r n a t e A has a n e g a t i v e
o n l y 29 p e r c e n t
Alternate
percent
impact on
o f the measures compared w i t h 71 p e r c e n t
for
F.
O b v i o u s l y , on a v e r y s i m p l e e v a l u a t i o n , A l t e r n a t i v e A
i s s u b s t a n t i a l l y s u p e r i o r to A l t e r n a t e F.
They a r e
considering
t h e most i m p o r t a n t proposed g a i n s t o A l t e r n a t i v e F:
T h a t the A l t e r n a t e F i s an improvement to
the Georgetown H i s t o r i c a l
District.
�296
I do not agree t h a t removing a s u b s t a n t i a l p o r t i o n
o f the e l e v a t e d s t r u c t u r e t o be r e p l a c e d by a s i x - l a n e
a r t e r i a l w i t h r o a r i n g t r a f f i c o v e r t w o - t h i r d s of i t s l e n g t h ,
f o l l o w e d by what i s a number o f a c c e s s ramps o v e r the
last
o n e - t h i r d o f i t s l e n g t h , and w h i c h e f f e c t i v e l y e l i m i n a t e s
the proposed Georgetown P a r k , i s an i m p o r t a n t improvement
t o the Georgetown H i s t o r i c a l D i s t r i c t , compared w i t h
R e h a b i l i t a t e d Whitehurst
treatment
Freeway w i t h a p p r o p r i a t e
the
facade
and a r e l a t i v e l y q u i e t s o c i a l a r e a .
Anyone who
has s a t through the r e p r e s e n t a t i o n s
of
t h e Foggy Bottom c i t i z e n s would n e v e r e v e r agree t h a t
r e c e i v i n g the r o a r i n g t r a f f i c w i t h i t s s o c i a l l y
undesirable
i m p a c t s d i r e c t l y from K S t r e e t i s a s o c i a l improvement o v e r
a proposed A l t e r n a t e A.
You s h o u l d have been h e r e l a s t n i g h t to l i s t e n
to
the p l e a s of our Foggy Bottom b r e t h r e n .
I t has been proposed t h a t A l t e r n a t e F would
provide
improved v i s t a s from M S t r e e t , the proposed
Georgetown P a r k , and
pragmatically,
from V i r g i n i a —
emotionally
yes,
no.
I s t o o d i n the middle o f M S t r e e t and moved
q u i c k l y , w i t h i n h a l f a minute, otherwise
knocked o v e r .
The o n l y way
I was
going t o be
you a r e going t o get
an
improved v i s t a i s t o s t a n d on the c u r b , and on the
curb,
u n l e s s you e l i m i n a t e a l l p a r k i n g and a l l d r i v i n g , you
don't
�297
get a view o f t h e
river.
From V i r g i n i a , no, you.don't get a view.
I f you
do a d e t a i l e d watch, t h e r e a r e no w a t e r f r o n t s p o t s t o watch
e x c e p t i n the Teddy R o o s e v e l t I s l a n d
people who
and the v e r y few
l i v e t h e r e , and i f you go t o the c o r n e r o f K S t r e e t
B r i d g e and Georgetown P a r k .
I don't b e l i e v e t h a t the v e r y few people who
going t o see the improved w a t e r f r o n t , I t h i n k the
are
totality
i s t r i v i a l compared w i t h the i n f l u e n c e .
The main v i s t a s a r e from Potomac R i v e r around
t o the Kennedy C e n t e r and t w o - t h i r d s o f the way
Teddy R o o s e v e l t B r i d g e .
And
i f you look a t t h a t t o t a l
t h e p r o p o r t i o n o f t h e K S t r e e t t h a t i s observed
r e s p e c t t o the t o t a l .
a c r o s s the
vista,
i s small i n
The t o t a l i t y o f the v i s t a i s
i m p o r t a n t , not i n f a c t the
MR.
KELLY:
Mr.
MR.
LICCIARDO:
—
L i c c i a r d o , your time i s up.
Thank you.
I d i d want t o conclude
t h a t I b e l i e v e on the
b a s i s of t h e c r i t e r i a and the study g o a l s and measures of
e f f e c t i v e n e s s , A l t e r n a t i v e A shows s u b s t a n t i a l
advantages
o v e r a g r o u n d - l e v e l a r t e r i a l , A l t e r n a t i v e F, on a l l i m p o r t a n t
accounts.
D.C.
DoT,
And on the b a s i s o f the c r i t e r i a p r e f e r r e d by
A l t e r n a t e A shows t o advantage o v e r a l l o t h e r
alternatives.
Thank you, Mr.
Chairman.
�MR.
KELLY:
Thank you v e r y much.
C a t h e r i n e McCarron.
�299
TESTIMONY OF CATHERINE McCARRON
MS. McCARRON:
C a t h e r i n e McCarron.
Mr. H e a r i n g O f f i c e r , my name i s
I l i v e a t 1312 2 1 s t S t r e e t , w h i c h i s
j u s t a few b l o c k s e a s t o f h e r e .
I d i d not know o f t h i s u n t i l I saw i t i n t h e P o s t
t h i s morning.
Association.
I b e l o n g t o t h e Dupont C i r c l e
Citizens
We have had no c o r r e s p o n d e n c e , we have n e v e r
been i n v i t e d t o p a r t i c i p a t e .
None o f our A d v i s o r y
Neighborhood
Committees have known about i t ; t h e r e i s a new o r g a n i z a t i o n
c a l l e d a R e s i d e n t i a l A c t i o n Committee —
Coalition,
rather,
and t h e y don't know about i t .
Though I b l a s t t h e P o s t many t i m e s , today I have
to
s a y I am g r a t e f u l t o them.
A f t e r I h e a r d t h e b u s i n e s s and p r o f e s s i o n a l men,
I r u s h e d home and made c o n t a c t w i t h two members o f t h e
R e s i d e n t i a l A c t i o n Committee
speak t o you t o n i g h t .
and got t h e i r p e r m i s s i o n t o
We would l i k e a l e t t e r o f e x p l a n a t i o n
why we have not been n o t i f i e d .
Our b o u n d a r i e s go t o K S t r e e t
and 26th S t r e e t , and I would a p p r e c i a t e a l e t t e r t o t h a t
effect.
I n a d d i t i o n , when I h e a r d t h e b u s i n e s s and
p r o f e s s i o n a l men propose t h i s r e a l l y f r e e w a y —
i n v o l v e d i n t h e f r e e w a y f i g h t i n 196 7,
of
the
you were around h e r e —
and I was
I don't know how many
what he i s t r y i n g t o do i s g e t a l l
t r a f f i c , through t r a f f i c , o f f onto a super freeway and
�300
then "dump" i t i n t h e v i c i n i t y o f 26th and P e n n s y l v a n i a
Avenue.
W e l l , i f any o f you were around h e r e and you knew
the
f i g h t t h e n , I am s u r e y o u don't want t o g e t i n v o l v e d
w i t h t h a t , and I'm s u r e t h e c i t y doesn't want t o g e t i n v o l v e d
with
that.
Sammy A b b o t t , who was o u r l e a d e r , i s now Mayor o f
Takoma P a r k , M a r y l a n d , and he w i l l be v e r y unhappy when he
h e a r s about i t , and he w i l l h e a r about i t .
We don't want any new r e d e s i g n o f t h e f r e e w a y , o f
the
W h i t e h u r s t Freeway.
J u s t keep i t as i t i s , r e p a i r t h e
s u r f a c e i f n e c e s s a r y , and l e t i t go a t t h a t .
I have l i v e d o v e r h e r e , I am a f i f t h - g e n e r a t i o n
Washingtonian.
I have l i v e d h e r e a l l my l i f e .
I know when
t h o s e apartment houses were b u i l t on K S t r e e t , and though I
sympathize w i t h y o u , t h e people moved i n a f t e r t h e apartment
houses were b u i l t and a f t e r t h e freeway —
t h e widened K
S t r e e t o r i g i n a l l y , and t h e n i t became a freeway.
So, t h a t ' s
done.
But
nothing.
l e t ' s n o t r u i n t h e r e s t o f i t , no ramps,
J u s t keep i t as i t i s .
And I w i l l send a l e t t e r i n , c o n f i r m i n g t h i s i n
writing.
MR. KELLY:
Thank y o u v e r y much, Ms. McCarron.
I have a w r i t t e n s t a t e m e n t t h a t was s u b m i t t e d by
�301
James A. Z w o l e n i k ,
and I am going t o a c c e p t i t f o r t h e r e c o r d .
That concludes the w i t n e s s l i s t ,
witness l i s t .
to t e s t i f y
Are t h e r e any o t h e r c i t i z e n s
at this
t h e prepared
t h a t would l i k e
time?
T h e r e b e i n g no o t h e r w i t n e s s e s a t t h i s t i m e , I would
l i k e t o thank a l l o f you f o r a t t e n d i n g t h e h e a r i n g , and t h i s
h e a r i n g i s now c l o s e d .
Thank you.
(Whereupon, a t 9:30 p.m.,
the a b o v e - e n t i t l e d m a t t e r was
the p u b l i c hearing i n
closed.)
��
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Official transcript proceedings before Whitehurst Freeway Corridor public meeting : Wednesday, May 16, 1984
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Whitehurst Freeway (Washington, D.C.)
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Text
TECHNICAL REPORT
ON HISTORIC AND
ARCHEOLOGICAL RESOURCES
WHITEHURST FREEWAY
CORRIDOR STUOY
District of Columbia
Department of Transportation
DeLeuw, Cather P.C. * Delon Hampton & Associates, Chartered * KressCox Associates, P C .
�TECHNICAL REPORT
ON
HISTORIC AND ARCHEOLOGICAL RESOURCES
WHITEHURST FREEWAY CORRIDOR STUDY
January 198 4
Prepared by
De Leuw, C a t h e r , P.C.
in association with
K r e s s c o x A s s o c i a t e s , P.C.
For
D i s t r i c t of Columbia
Department of T r a n s p o r t a t i o n
O f f i c e of P o l i c y and Program Development
�TABLE OF CONTENTS
Page
1.
1
No-Build
Alternative
Alternative
Alternative
2.
DESCRIPTION OF ALTERNATIVES
1
1
5
7
A - R e h a b i l i t a t e d E l e v a t e d Freeway
AA - New E l e v a t e d Freeway
F - At-Grade A r t e r i a l
13
14
22
POTENTIAL IMPACTS
35
H i s t o r i c Resources
A r c h e o l o g i c a l Resources
4.
10
P r e h i s t o r i c Background
H i s t o r i c Overview
D e s c r i p t i o n of I n d i v i d u a l S i t e s or S t r u c t u r e s on
or E l i g i b l e f o r the N a t i o n a l R e g i s t e r of
Historic Places
3.
CULTURAL RESOURCES
35
40
CONCLUSION AND MITIGATION
44
REFERENCES
46
�L I S T OF FIGURES
Figure
Page
1
No-Build A l t e r n a t i v e
2
2
Alternative A
3
3
A l t e r n a t i v e AA
6
4
Alternative F
8
5
H i s t o r i c and A r c h e o l o g i c a l S i t e s
6
Recorded P r e h i s t o r i c A r c h e o l o g i c a l S i t e s
Washington, D.C. Area
7
Map of Georgetown W a t e r f r o n t ,
and B r a t t
8
Foggy Bottom i n 18 57
9
H i s t o r i c a l Development of W a t e r f r o n t
Shoreline
11
Within
1874, by F a e h t z
15
19
21
ii
and
33
�WHITEHURST FREEWAY CORRIDOR STUDY
WASHINGTON, D.C.
1.
DESCRIPTION OF ALTERNATIVES
Improvements to the W h i t e h u r s t Freeway i n Washington, D.C. a r e
being c o n s i d e r e d by the D i s t r i c t of Columbia Department of
T r a n s p o r t a t i o n (DCDOT). The e x i s t i n g freeway i s a f o u r - l a n e
e l e v a t e d s t r u c t u r e which i s i n d e t e r i o r a t e d c o n d i t i o n and
r e q u i r e s r e h a b i l i t a t i o n or replacement. I n May, 198 2, the
W h i t e h u r s t Freeway C o r r i d o r Study was i n i t i a t e d to develop
and e v a l u a t e a l t e r n a t i v e s f o r m o d i f y i n g the e x i s t i n g freeway.
A broad range of p r e l i m i n a r y a l t e r n a t i v e s has been narrowed to
t h r e e " b u i l d " a l t e r n a t i v e s and a " n o - b u i l d " a l t e r n a t i v e i n
c o o r d i n a t i o n w i t h c i t i z e n and agency r e p r e s e n t a t i v e s on the
p r o j e c t ' s T e c h n i c a l A d v i s o r y Group (TAG) and S t e e r i n g Committee.
The f o u r f i n a l a l t e r n a t i v e s a r e being e v a l u a t e d i n a D r a f t E n v i r o n m e n t a l Impact Statement, scheduled f o r completion i n F e b r u a r y ,
1984.
1
The
final
a l t e r n a t i v e s a r e as f o l l o w s .
No-BuiId. T h i s a l t e r n a t i v e e s s e n t i a l l y l e a v e s the W h i t e h u r s t
f a c i l i t y as i t i s now, i n c l u d i n g i t s c u r r e n t c o n n e c t i o n s w i t h
C a n a l Road, M S t r e e t , Key B r i d g e , K S t r e e t , and 1-66 ( F i g u r e 1 ) .
The No-Build would i n c l u d e minimum improvements as needed to keep
the f a c i l i t y s a f e and o p e r a t i o n a l through the d e s i g n year ( 2 0 0 6 ) .
To accomplish t h i s , normal maintenance ( p a i n t i n g , f i l l i n g p o t h o l e s ,
e t c . ) would have to c o n t i n u e , as w e l l as any other a c t i o n s needed
to keep the freeway open to t r a f f i c . G i v e n the c o n d i t i o n of
the f a c i l i t y , i t i s expected t h a t t h i s would i n c l u d e a replacement
of p o r t i o n s or a l l of the paved s t r u c t u r e ( r e d e c k i n g ) . To be
e l i g i b l e f o r F e d e r a l funding, such r e d e c k i n g would have to meet
c u r r e n t s t a n d a r d s of the American A s s o c i a t i o n of S t a t e Highway
and T r a n s p o r t a t i o n O f f i c i a l s (AASHTO) or e x c e p t i o n s j u s t i f i e d and
approved; however, f o r the purposes of t h i s a n a l y s i s and to provide
a b a s e l i n e f o r comparison, i t i s assumed t h a t the geometries of
the f a c i l i t y would remain as they a r e today.
A l t e r n a t i v e A - R e h a b i l i t a t e d E l e v a t e d Freeway. The main alignment
of the e x i s t i n g freeway would be r e h a b i l i t a t e d , s t a y i n g g e n e r a l l y
w i t h i n the c u r r e n t r i g h t - o f - w a y along most of the alignment, and
m o d i f i c a t i o n s would be made to the e a s t and west ends ( F i g u r e 2 ) .
Along the main a l i g n m e n t , the roadway would be widened e i g h t
f e e t to 60'6", and the new deck would begin a t the edge of the
e x i s t i n g s t e e l support s t r u c t u r e , about f o u r f e e t c l o s e r to the
b u i l d i n g s on the n o r t h s i d e of W h i t e h u r s t / l o w e r K S t r e e t . T h i s
1
�WHITEHURST FREEWAY CORRIDOR STUDY
NO-BUILD ALTERNATIVE
PLAN AND PROFILE
�FIGURE 2
WHITEHURST FREEWAY CORRIDOR STUDY
ALTERNATIVE A
REHABILITATED ELEVATED FREEWAY
PLAN AND PROFILE
�widening would, r e f l e c t the need t o r e c o n s t r u c t the deck t o
s t a n d a r d s adopted by the F e d e r a l Highway A d m i n i s t r a t i o n (FHWA),
but would s t i l l r e q u i r e e x c e p t i o n s t o t h e e x i s t i n g s t a n d a r d s .
A t the west end, westbound freeway t r a f f i c would pass under t h e
W h i t e h u r s t and Key B r i d g e ramps, C & 0 C a n a l , and C a n a l Road v i a
a 600-foot t u n n e l , which would emerge on t h e n o r t h s i d e of Ganal
Road near 37th S t r e e t . A new one-lane ramp f o r Key B r i d g e t r a f f i c
t h a t c u r r e n t l y t u r n s l e f t onto C a n a l Road would be provided t o
e l i m i n a t e t h e c o n f l i c t a t t h e n o r t h end o f Key Bridge f o r V i r g i n i a bound M S t r e e t t r a f f i c .
T h i s ramp would c r o s s over the C & 0 C a n a l
e a s t o f Key B r i d g e and merge w i t h westbound W h i t e h u r s t t r a f f i c a s
i t approaches the t u n n e l . The e x i s t i n g two-lane ramp t h a t p e r m i t s
r i g h t t u r n s from the freeway towards Georgetown would be demol i s h e d . The c u r r e n t Key B r i d g e t o eastbound W h i t e h u r s t Freeway
c o n n e c t i o n would remain unchanged.
At t h e e a s t end near Rock Creek, t h e uncompleted
Potomac R i v e r Freeway stub would be demolished.
c o n n e c t i n g westbound W h i t e h u r s t Freeway and 1-6 6
ened and t h e two unconnected ramps removed. The
the eastbound f a c i l i t y would be r e c o n s t r u c t e d .
three-lane
The ramps
would be s h o r t ramp c o n n e c t i n g
Improvements t o t h e main alignment would i n c l u d e a e s t h e t i c
t r e a t m e n t s t o h e l p i n t e g r a t e t h e freeway i n t o i t s environment.
There a r e t h r e e c a t e g o r i e s of a e s t h e t i c improvements t h a t might
be made t o l e s s e n t h e v i s u a l impact of the e x i s t i n g e l e v a t e d
freeway on the Georgetown w a t e r f r o n t and H i s t o r i c D i s t r i c t . The
f i r s t c a t e g o r y i n c l u d e s minimum a e s t h e t i c changes, such as
changing the s t r u c t u r e ' s p a i n t c o l o r from l i g h t green t o a l e s s
o b t r u s i v e e a r t h tone which would v i s u a l l y blend w i t h t h e r e d
b r i c k b u i l d i n g s i n the surrounding H i s t o r i c D i s t r i c t .
Another
minimum a e s t h e t i c change would i n v o l v e removal of the gas l i n e s
hung from t h e u n d e r s i d e of the freeway and improvement of the
v i s u a l l y o b s t r u c t i v e l i g h t f i x t u r e s . The e x i s t i n g f i x t u r e s c o u l d
be r e p l a c e d w i t h something l i k e t h e D i s t r i c t ' s s t a n d a r d f l u t e d s t y l e f i x t u r e or t h e roadway l i g h t i n g could be concealed w i t h i n
the r a i l i n g / b a r r i e r .
The second and t h i r d c a t e g o r i e s (which would a l s o apply t o
A l t e r n a t i v e AA, a new e l e v a t e d s t r u c t u r e ) encompass facade
t r e a t m e n t s . The o b j e c t i v e would be t o modify the e x t e r i o r
appearance o f the freeway so t h a t i t would r e f l e c t the c h a r a c t e r
and a r c h i t e c t u r e of t h e surrounding H i s t o r i c D i s t r i c t . T h i s
could be done by a p p l y i n g v a r i o u s facades or s k i n t r e a t m e n t s .
The second c a t e g o r y of a e s t h e t i c t r e a t m e n t would i n c l u d e a p p l i c a t i o n of a l i g h t - w e i g h t facade such a s a metal l a t t i c e work and
c l a d d i n g the e x i s t i n g columns. The t h i r d c a t e g o r y would i n v o l v e
more s u b s t a n t i a l , h e a v i e r facade t r e a t m e n t s , u s i n g m a t e r i a l s
such a s p r e c a s t c o n c r e t e , c a s t s t o n e , or b r i c k masonry.
4
�A t t h i s s t a g e i n the W h i t e h u r s t Freeway C o r r i d o r Study, a range
of p o t e n t i a l a e s t h e t i c t r e a t m e n t s has been i d e n t i f i e d f o r
f u r t h e r c o n s i d e r a t i o n . P o t e n t i a l t r e a t m e n t d e t a i l s and d e c i s i o n s
on a s p e c i f i c t r e a t m e n t to be used w i l l be i d e n t i f i e d
i n the f i n a l d e s i g n s t a g e , pending a d d i t i o n a l community and agency
c o o r d i n a t i o n and s e l e c t i o n of a f i n a l a l t e r n a t i v e f o r implementation.
As p a r t of A l t e r n a t i v e A, v a r i o u s non-highway improvments a r e
proposed.
A t the e a s t end, a p e d e s t r i a n and b i c y c l i s t overpass
would be p r o v i d e d over 1-66 a t I S t r e e t . A p e d e s t r i a n overpass
would a l s o be p r o v i d e d a t L S t r e e t over Rock Creek Parkway to
the C & 0 C a n a l , and t h e r e would be a s i d e w a l k on the south s i d e
of K S t r e e t . G e n e r a l l a n d s c a p i n g would be p r o v i d e d a f t e r cons t r u c t i o n . A t the west end, the land i n the a r e a of the new ramp
would be regraded and landscaped, w i t h a p e d e s t r i a n walkway from
the C & 0 C a n a l to lower K S t r e e t . The concept f o r t h i s walkway
i s a zig-zagged alignment a l l o w i n g the path to q u i c k l y descend
the steep grade. A p e d e s t r i a n c r o s s i n g ( p a r t i a l l y covered)
would be p r o v i d e d over the westbound C a n a l Road ramp to a l l o w
Key B r i d g e to M S t r e e t p e d e s t r i a n movements. A t u n n e l would
a l s o be c o n s t r u c t e d f o r p e d e s t r i a n s to c r o s s C a n a l Road a t 36th
Street.
A m i t i g a t i n g measure w i t h A l t e r n a t i v e A c o u l d be a p e d e s t r i a n
c o n n e c t i o n o v e r the C & 0 Canal a t 36th S t r e e t . T h i s connect i o n c o u l d be made e i t h e r by widening the ramp l e a d i n g to
Canal Road and i n c o r p o r a t i n g a p e d e s t r i a n b r i d g e as p a r t of
t h a t ramp, w i t h s t a i r s down to the c a n a l , or by p r o v i d i n g a
s e p a r a t e p e d e s t r i a n b r i d g e s i m i l a r to the mule c r o s s o v e r b r i d g e
a t 34th S t r e e t between the two ramps. Old photographs show t h a t
t h e r e was a p e d e s t r i a n b r i d g e west of Key B r i d g e a t about t h i s
l o c a t i o n b e f o r e 1949 when the W h i t e h u r s t Freeway was c o n s t r u c t e d .
A new b r i d g e c o u l d thus r e c r e a t e a p r e v i o u s p e d e s t r i a n c r o s s i n g .
A l t e r n a t i v e AA - New E l e v a t e d Freeway.
For the main alignment,
a new, e l e v a t e d , f o u r - l a n e freeway would be c o n s t r u c t e d , a p p r o x i mately 15 f e e t lower than the p r e s e n t s t r u c t u r e ( F i g u r e 3 ) . The
new freeway deck would be 68 f e e t wide, or about 16 f e e t wider
than w i t h the No-Build and e i g h t f e e t wider than w i t h A l t e r n a t i v e
A. T h i s a l t e r n a t i v e would r e q u i r e a t l e a s t e i g h t f e e t of
a d d i t i o n a l r i g h t - o f - w a y on the south and a maintenance easement
along the l e n g t h of i t s alignment. The n o r t h e r n edge of the
deck would be the same d i s t a n c e from the b u i l d i n g s on the n o r t h
s i d e as w i t h the No-Build. The deck w i d t h w i t h t h i s a l t e r n a t i v e
r e f l e c t s the minimum AASHTO d e s i g n s t a n d a r d s adopted by the FHWA.
At the west end, one l a n e of eastbound C a n a l Road would underpass the W h i t e h u r s t ramp t h a t merges w i t h westbound C a n a l Road,
and would emerge to the west of the M S t r e e t / K e y B r i d g e i n t e r s e c t i o n . The c u r r e n t Key B r i d g e to W h i t e h u r s t Freeway connect i o n s would remain b a s i c a l l y unchanged.
5
�FIGURE 3
WHITEHURST FREEWAY CORRIDOR STUDY EIS
ALTERNATIVE AA
NEW ELEVATED FREEWAY
PLAN AND PROFILE
�A t the e a s t end, eastbound W h i t e h u r s t Freeway would be connected
t o southbound 1-66 v i a a one-lane ramp from the r i g h t hand l a n e
of the freeway. A new ramp would c a r r y t r a f f i c from westbound
M S t r e e t t o southbound 1-66 and would merge w i t h the ramp from
the W h i t e h u r s t Freeway b e f o r e r e a c h i n g the v i c i n i t y of V i r g i n i a
Avenue. T h i s ramp would pass under P e n n s y l v a n i a Avenue. The
W h i t e h u r s t / I - 6 6 c r o s s i n g s would be grade s e p a r a t e d . A new
ramp from northbound 1-66 would connect w i t h both t h e westbound
W h i t e h u r s t Freeway, v i a a loop ramp and eastbound P e n n s y l v a n i a
Avenue, v i a a one-lane ramp. The two 1-66 ramps would p a r a l l e l
Rock Creek Parkway from K S t r e e t u n t i l the parkway c r o s s e s the
c r e e k . From t h a t p o i n t , i t would p a r a l l e l the creek on t h e
e a s t s i d e . The Potomac R i v e r Freeway stub and ramps would be
removed.
As w i t h A l t e r n a t i v e A, a v a r i e t y of a e s t h e t i c t r e a t m e n t s c o u l d
be i n c o r p o r a t e d as p a r t of t h i s a l t e r n a t i v e . The a l t e r n a t i v e
would be designed t o accommodate d e p r e s s i n g and c o v e r i n g K S t r e e t
from Washington C i r c l e to a p p r o x i m a t e l y 26th S t r e e t a t some p o i n t
i n the f u t u r e . T h i s concept i s not i n c l u d e d as p a r t of the
alternative.
T h i s a l t e r n a t i v e a l s o i n c l u d e s v a r i o u s non-highway improvements
which a r e the same a s those l i s t e d f o r A l t e r n a t i v e A, e x c e p t
t h a t no underpass i s proposed f o r p e d e s t r i a n s a t 36th S t r e e t .
I n a d d i t i o n , A l t e r n a t i v e AA would p r o v i d e r e g r a d i n g and l a n d s c a p i n g f o r the two l a r g e p a r c e l s of land west of 26th S t r e e t
t h a t c o u l d be r e t u r n e d t o non-highway u s e s . These two p a r c e l s
would be n o r t h and south of K S t r e e t and e a s t of 27th S t r e e t .
A l t e r n a t i v e F - At-Grade A r t e r i a l .
The main a l i g n m e n t of the
W h i t e h u r s t Freeway would be r e p l a c e d by a s i x - l a n e a r t e r i a l
road a t the K S t r e e t l e v e l , w i t h f o u r t r a f f i c s i g n a l s as shown
i n F i g u r e 4. The roadway would be s i m i l a r t o the e x i s t i n g M
S t r e e t , N.W.
T h i s a l t e r n a t i v e would r e q u i r e a p p r o x i m a t e l y 31
f e e t of a d d i t i o n a l r i g h t - o f - w a y on the south. During the peak
h o u r s , f o u r l a n e s would o p e r a t e i n the peak d i r e c t i o n , u t i l i z i n g
reversible lanes.
The west end would o p e r a t e as d e s c r i b e d i n A l t e r n a t i v e AA, except
t h a t movements from Key B r i d g e t o eastbound W h i t e h u r s t (new
a r t e r i a l ) would be accommodated v i a an "S"-shaped ramp. T h i s
ramp would b e g i n a t t h e n o r t h e r n end o f Key B r i d g e , c r o s s over
the C & 0 Canal and the main alighment e a s t of t h e b r i d g e , and
r e a c h ground l e v e l i n the v i c i n i t y of 33rd S t r e e t .
A t the e a s t end, c o n n e c t i o n s t o 1-6 6, M S t r e e t , and P e n n s y l v a n i a
Avenue would be as d e s c r i b e d f o r A l t e r n a t i v e AA.
This a l t e r n a t i v e
could a l s o accommodate the K S t r e e t t u n n e l from Washington C i r c l e
to 26th S t r e e t as a f u t u r e o p t i o n a l measure.
7
�FIGURE 4!
WHITEHURST FREEWAY CORRIDOR STUDY
ALTERNATIVE F
AT-GRADE ARTERIAL
PLAN AND PROFILE
�The same non-highway improvements would be p r o v i d e d w i t h A l t e r n a t i v e F a s w i t h A l t e r n a t i v e AA, e x c e p t t h a t t h e r e would be no
a e s t h e t i c / f a c a d e t r e a t m e n t s o t h e r than g e n e r a l l a n d s c a p i n g . I n
a d d i t i o n , a p e d e s t r i a n o v e r p a s s and p a r t i a l c o v e r i n g o f t h e
"S" ramp would f a c i l i t a t e a c c e s s from t h e e a s t s i d e o f Key B r i d g e
to M S t r e e t .
9
�2.
CULTURAL RESOURCES
There a r e numerous c u l t u r a l r e s o u r c e s i n the p r o j e c t a r e a t h a t a r e
l i s t e d on, e l i g i b l e or p o t e n t i a l l y e l i g i b l e f o r l i s t i n g on the
N a t i o n a l R e g i s t e r of H i s t o r i c P l a c e s ( F i g u r e 5 ) . To i n d i c a t e the
d e n s i t y of h i s t o r i c b u i l d i n g s i n the a r e a , a l l r e s o u r c e s south of
M S t r e e t a r e noted on F i g u r e 5.
However, f o r the purposes of t h i s
a n a l y s i s , o n l y t h o s e r e s o u r c e s l o c a t e d w i t h i n 200 f e e t * of the
e x i s t i n g or proposed r i g h t - o f - w a y a r e l i s t e d i n d i v i d u a l l y below.
O t h e r , more d i s t a n t r e s o u r c e s a r e c o n s i d e r e d w i t h i n the c o n t e x t of
the Georgetown H i s t o r i c D i s t r i c t o r , t h e p o t e n t i a l Foggy Bottom
Historic Districts.
The c u l t u r a l r e s o u r c e s w i t h i n the p o t e n t i a l
impact a r e a i n c l u d e (numbers keyed to F i g u r e 5 ) : * *
1.
Georgetown H i s t o r i c D i s t r i c t ( N a t i o n a l R e g i s t e r )
2.
Washington Canoe Club (D.C.
Category I I )
3.
Aqueduct B r i d g e Abutment (D.C.
S i t e s Category I )
4.
Potomac Boat C l u b (D.C.
Category I I I )
5.
Key
6.
C & 0 Canal National H i s t o r i c a l Park
7.
F o r r e s t Marbury House and
8.
3342 M S t r e e t
District)
9.
3336-3340 M S t r e e t ( c o n t r i b u t i n g
Historic District)
10.
B r i d g e (D.C.
I n v e n t o r y of H i s t o r i c
I n v e n t o r y of
Sites
Historic
I n v e n t o r y of H i s t o r i c
Sites
I n v e n t o r y of H i s t o r i c S i t e s C a t e g o r y I I I )
Wing ( N a t i o n a l R e g i s t e r )
(contributing
1113 and 1111 3 4th S t r e e t
Historic District)
(National Register)
v a l u e to Georgetown H i s t o r i c
v a l u e to Georgetown
(contributing
v a l u e to Georgetown
•Because t h e r e a r e dozens of i n d i v i d u a l r e s o u r c e s i n the g e n e r a l
p r o j e c t v i c i n i t y , a c l e a r l y d e f i n e d boundary of the p o t e n t i a l
i m p a c t l a r e a was e s s e n t i a l f o r the d e t a i l e d a n a l y s i s of i n d i v i d u a l
s i t e s and s t r u c t u r e s .
A 2 0 0 - f o o t a r e a on both s i d e s of the r i g h t of-way was chosen as a r e a l i s t i c boundary f o r the p o t e n t i a l i m p a c t s .
* * R e s o u r c e s a r e numbered from w e s t to e a s t to f a c i l i t a t e l o c a t i n g them
on F i g u r e 5, r a t h e r t h a n i n o r d e r of s i g n i f i c a n c e .
The r e l a t i v e
s i g n i f i c a n c e of each r e s o u r c e i s i n d i c a t e d i n the l e g e n d . I n a d d i t i o n to the N a t i o n a l R e g i s t e r and D.C.
I n v e n t o r y , s o u r c e s f o r the
r a t i n g s were the H i s t o r i c B u i l d i n g s and S i t e s R e p o r t p r e p a r e d by
Constance Ramirez f o r the Georgetown W a t e r f r o n t F e a s i b i l i t y Study
and the Foggy Bottom-West End A r c h i t e c t u r a l Survey by T r a c e r i e s .
10
�WHITEHURST FREEWAY CORRIDOR STUOY
• • •
District: of Columbia Department of Transportation
Consultants: DeLeuw, Catherr P.C. -k Delon Hampton & Associates, Chartered ir KressCox Associates, P.C.
�11.
A, B, C, and D M S t r e e t A l l e y
Georgetown H i s t o r i c D i s t r i c t )
12.
33 48 M S t r e e t ( c o n t r i b u t i n g v a l u e
Historic District)
t o Georgetown
13.
3301 K S t r e e t ( c o n t r i b u t i n g v a l u e
Historic District)
t o Georgetown
14.
Bomford M i l l (D.C. I n v e n t o r y
Category I I )
15.
Paper M i l l
III)
16.
3233 K S t r e e t ( c o n t r i b u t i n g v a l u e
toric District)
17.
1021-1031 C e c i l P l a c e
Historic District)
18.
Dodge Warehouses
Category I )
(D.C. I n v e n t o r y
19.
D.C. I n c i n e r a t o r
process)
(determination
20.
L i b b y Rowhouses (major v a l u e
Historic District)
21.
W h e a t l e y Rowhouses
Historic District)
(major v a l u e
22.
West H e a t i n g P l a n t
Historic District)
(contributing value
23.
Godey Lime K i l n s
24.
P o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s
in process)
25.
2524-2526 L S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
26.
1019-1023 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
27.
2521-2523 K S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
(D.C. I n v e n t o r y
to
of H i s t o r i c S i t e s
of H i s t o r i c S i t e s C a t e g o r y
t o Georgetown
(contributing value
(National
12
(contributing value
His-
t o Georgetown
of H i s t o r i c
Places
of e l i g i b i l i t y i n
to Georgetown
t o Georgetown
t o Georgetown
Register)
(nominations
to p o t e n t i a l
to p o t e n t i a l
to p o t e n t i a l
�28.
2520 K S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
to p o t e n t i a l
29.
2524 K S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
to p o t e n t i a l
30.
Hinkley Pottery (contributing value
Foggy Bottom H i s t o r i c D i s t r i c t )
31.
949-955 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
32.
947 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
to p o t e n t i a l
33.
913 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
to p o t e n t i a l
34.
901-907 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
35.
2530-2532 I S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
to p o t e n t i a l
36.
2512-2528 I S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
to p o t e n t i a l
37.
2635-2639 I S t r e e t ( c o n t r i b u t i n g v a l u e
Foggy Bottom H i s t o r i c D i s t r i c t )
to p o t e n t i a l
38.
Sensitive Archeological
to p o t e n t i a l
to p o t e n t i a l
to p o t e n t i a l
Zone
P r e h i s t o r i c Background. D u r i n g t h e p e r i o d of i n i t i a l E u r o p e a n
i n t r u s i o n t h e D i s t r i c t o f Columbia was i n h a b i t e d by t h e Conoy,
a t r i b a l confederacy of the Algonquian-speaking peoples of the
north.
T h e r e a r e t h o u g h t t o have been a t l e a s t f o u r I n d i a n
v i l l a g e s w i t h i n t h e p r e s e n t c i t y t h a t d a t e from t h e e a r l y 1 7 t h
c e n t u r y , i n c l u d i n g one n e a r t h e C & 0 C a n a l and MacArthur
B o u l e v a r d , and an i m p o r t a n t v i l l a g e c a l l e d Nacochtanke on t h e
e a s t bank o f t h e A n a c o s t i a
River.
The s h o r e s o f t h e Potomac R i v e r have l o n g been known a s a s o u r c e
of I n d i a n a r t i f a c t u a l m a t e r i a l .
A r t i f a c t s have been c o l l e c t e d
from a v a r i e t y o f s i t e s a l o n g t h e V i r g i n i a and M a r y l a n d s h o r e s ,
i n c l u d i n g the i s l a n d s w i t h i n the r i v e r .
Theodore R o o s e v e l t
I s l a n d a c r o s s from Georgetown was r e p o r t e d i n 1716 t o have
I n d i a n s l i v i n g on i t , one c e n t u r y a f t e r C a p t . John Smith f i r s t
reported such occupation.
But t h i s c o n t a c t p e r i o d o c c u p a t i o n
was p r e c e d e d by many c e n t u r i e s o f u s e and h a b i t a t i o n by p r e h i s t o r i c p o p u l a t i o n s , documented by r e c e n t s u r v e y s and e x c a v a t i o n s a l o n g t h e Potomac and t h e C & 0 C a n a l .
13
�A n o t h e r a r e a of i n t e n s e a b o r i g i n a l a c t i v i t y was a l o n g the banks
of Rock C r e e k .
Rock C r e e k and i t s t r i b u t a r i e s were the l o c a t i o n
of numerous q u a r r i e s of w o r k a b l e q u a r t z i t e , and a t l e a s t two
s t e a t i t e ( s o a p s t o n e ) q u a r r i e s . I n the l a t e 19th c e n t u r y , the
S m i t h s o n i a n I n s t i t u t i o n s p o n s o r e d e x p l o r a t i o n of the q u a r r i e s
and r e c e n t e x c a v a t i o n s a t one o f t h e major q u a r t z i t e q u a r r i e s
on P i n e y B r a n c h d e m o n s t r a t e d t h a t t h e s e were workshops
w h i c h , f o r c e n t u r i e s , s u p p l i e d m a t e r i a l s f o r s t o n e t o o l manufacture a t other l o c a t i o n s .
As F i g u r e 6 i l l u s t r a t e s , numerous s i t e s have been r e p o r t e d
w i t h i n the r e g i o n .
T h e s e s i t e s r e f l e c t more t h a n 8000 y e a r s of
h a b i t a t i o n , b u t few have been s y s t e m a t i c a l l y e x c a v a t e d .
No
s i t e s have been r e c o r d e d w i t h i n t h e p r o j e c t a r e a , a l t h o u g h
a r t i f a c t s r e p o r t e d l y a r e commonly found i n Georgetown.
Food
r e s o u r c e s would have been abundant a l o n g the Potomac s h o r e l i n e
and i n the Rock C r e e k b a s i n , c r e a t i n g an a t t r a c t i v e l o c a t i o n
for a b o r i g i n a l habitation. Recently published p r e d i c t i v e
models s u g g e s t t h a t s i t e s a r e l i k e l y t o be p r e s e n t w i t h i n the
p r o j e c t a r e a t h a t could y i e l d s c i e n t i f i c i n f o r m a t i o n to e x p l a i n
W i l l i a m Henry Holmes s t a t e m e n t of 1897:
" P a r t l y w i t h i n t h e c i t y l i m i t s and e x t e n d i n g up the
Potomac t o L i t t l e F a l l s , we have a g r e a t n a t i v e f i s h i n g
ground s u r r o u n d e d by a m u l t i t u d e o f i n h a b i t e d s i t e s
from w h i c h our c o l l e c t o r s have f i l l e d t h e i r c a b i n e t s
w i t h c u r i o u s o b j e c t s of a r t . The s p o t now t h e p o l i t i c a l
c e n t e r of t h e n a t i o n was t h u s i n p r e h i s t o r i c t i m e s
a c h i e f r e s o r t of the n a t i v e people of the r e g i o n . "
H i s t o r i c a l O v e r v i e w . Maps and d i a r i e s of the 17th c e n t u r y p o i n t
out v a r i o u s landmarks of t h a t p e r i o d t h a t a r e w i t h i n the p r o j e c t
area.
C h i e f among t h e s e i s Rock C r e e k and t h e i s l a n d now known
as Theodore R o o s e v e l t I s l a n d , but t h e n v a r i o u s l y c a l l e d
" A n a l o s t a n " , "My L o r d I s l a n d " , "Barbadoes", and "Mason's I s l a n d " .
F r o n t i e r s e t t l e m e n t s and t r a d i n g p o s t s were e s t a b l i s h e d by
E n g l i s h , S c o t c h , I r i s h and German e n t r e p r e n e u r s .
A f o r t was c o n s t r u c t e d a t t h e mouth of Rock C r e e k i n 169 3, under
t h e d i r e c t i o n o f C o l . John A d d i s o n , l e a d e r of a company of
v o l u n t e e r c a v a l r y known a s " R a n g e r s " . N i n i a n B e a l l , a S c o t ,
commanded the Potomac t r o o p of R a n g e r s , and by 170 3 o b t a i n e d
a l a n d g r a n t of 765 a c r e s on the w e s t s i d e of Rock C r e e k .
He
named h i s e s t a t e "Rock o f Dumbarton" and l a t e r gave i t t o h i s
son George. At t h e time of B e a l l ' s l a n d g r a n t , t h e r e was
a s e t t l e m e n t c a l l e d Saw P i t L a n d i n g on the w e s t s i d e of Rock
C r e e k , and t r a d i n g a c t i v i t i e s from t h e Rock C r e e k g a r r i s o n
house s u p e r v i s e d by C a p t . R i c h a r d B r i g h t w e l l had been c o n d u c t e d
before
1697.
14
�WHITEHURST FREEWAV CORRIDOR STUDY
• • •
District of Columbia Department of Transportation
Consultants: DeLeuw, Catherc P C . *Delon Hampton & Associates. Chartered • KressCox Associates, P.C.
FIGURE 6
RECORDED PREHISTORIC ARCHEOLOGICAL
SITES WITHIN WASHINGTON, DC AREA
�I n 1734 George Gordon, a n o t h e r Scotsman, became owner o f a p a r t
o f "Knaves D i s a p p o i n t m e n t " , 300 a c r e s p r e v i o u s l y owned by James
S m i t h . Gordon's p a r t o f t h e e s t a t e was known as "Rock Creek
P l a n t a t i o n " . The Georgetown community i s p o s i t i o n e d on B e a l l ' s
and Gordon's o r i g i n a l e s t a t e s .
Between 1730 and 1750, s e t t l e r s , encouraged by t h e a c t i v e
promotion o f p a t e n t - h o l d e r s , found t h e l o c a t i o n j u s t below t h e
f a l l s o f t h e Potomac c o n v e n i e n t and p r o f i t a b l e f o r e x p o r t i n g
tobacco t o Europe, and i m p o r t i n g l u x u r i e s t o t h e American
c o l o n i e s . George Gordon was s u c c e s s f u l i n h a v i n g a " r o l l i n g
house" e s t a b l i s h e d by an A c t o f t h e M a r y l a n d Assembly on h i s
l a n d a t t h e Rock Creek L a n d i n g o f t h e Potomac R i v e r .
Gordon
was a l s o a p p o i n t e d tobacco i n s p e c t o r . D u r i n g t h e same p e r i o d ,
a warehouse was b u i l t and a f e r r y o f f i c i a l l y e s t a b l i s h e d from
t h e V i r g i n i a s h o r e s between Rock Creek and t h e Potomac R i v e r .
Georgetown was e s t a b l i s h e d by t h e M a r y l a n d P r o v i n c i a l Assembly
i n 1751 on l a n d w h i c h had once been t h e I n d i a n t r a d i n g town o f
Tohoga. The town c l o s e l y r e s e m b l e d a B r i t i s h p r o v i n c i a l town,
w i t h r e d b r i c k s t r u c t u r e s c l o s e l y arranged along the w a t e r f r o n t .
A l t h o u g h few p u b l i c b u i l d i n g s were e r e c t e d , t h e r e was a cosmop o l i t a n l i f e , w i t h t h e warehouses r e c e i v i n g goods from t h r o u g h o u t t h e w o r l d , and s h i p s ready t o t r a n s p o r t l o c a l goods a c r o s s
t h e ocean. By t h e 1780's Georgetown was named an o f f i c i a l p o r t
o f e n t r y f o r M a r y l a n d . I n 1789 t h e g e n e r a l l o c a t i o n o f t h e
D i s t r i c t o f Columbia had been d e s i g n a t e d by Congress b u t t h e
f i n a l d e c i s i o n o f where t h e C a p i t a l would be had been l e f t t o
t h e P r e s i d e n t . I t was i n Georgetown t h a t Washington met w i t h
P i e r r e L ' E n f a n t t o p l a n t h e c i t y and draw up t h e n e c e s s a r y
agreements t o p u r c h a s e l a n d .
By 1 7 9 1 , Georgetown was one o f t h e l a r g e s t tobacco p o r t s i n
the n a t i o n .
I n t h e f o r t y y e a r s between 1790 and 1830, i t s
p o p u l a t i o n i n c r e a s e d w i t h i t s growing commerce and t h e growth
o f t h e new c a p i t a l c i t y .
The wharves o f Georgetown s t r e t c h e d
from t h e s h o r e s o f Rock Creek a l o n g t h e Potomac R i v e r t o what
i s now Key B r i d g e . The p o r t c o u l d p r o v i d e b e r t h s f o r more t h a n
70 s h i p s , a l l o f w h i c h were owned o r used by l o c a l merchants.
Foggy Bottom's r e c o r d e d h i s t o r y b e g i n s somewhat l a t e r t h a n t h a t
of Georgetown. D u r i n g t h e 1 8 t h c e n t u r y , wharves and l a n d i n g s
developed on t h e e a s t e r n s h o r e s o f Rock C r e e k , as they had on
the Georgetown s i d e . One of t h e w e a l t h i e s t and most i n f l u e n t i a l
men of t h e a r e a was R o b e r t P e t e r , who owned much of t h e l a n d i n
the p r o j e c t v i c i n i t y , w i t h town l o t s , h o u s e s , and c o m m e r c i a l
p r o p e r t y i n Georgetown. I n a d d i t i o n , he owned t h e l a n d on t h e
e a s t s i d e o f Rock C r e e k c a l l e d "Mexico", w h i c h became p a r t o f t h e
D i s t r i c t of Columbia i n 1 7 9 1 .
16
�Jacob Funk p u r c h a s e d 130 a c r e s on l a n d e a s t of Rock Creek i n
1765, w i t h p l a n s t o s u b d i v i d e the l a n d f o r a v i l l a g e to be
known as Hamburgh or Funkstown. T h i s p l a t , s o u t h e a s t of the
p r o j e c t a r e a , was l a r g e l y a paper town w i t h few b u i l d i n g s by
the l a t e 18th c e n t u r y .
I n 1791, Mexico and Hamburgh were i n c o r p o r a t e d i n t o the new c i t y of Washington. Among those s t r u c t u r e s i n c l u d e d i n the new c i t y were the d w e l l i n g and tobacco
house of R o b e r t P e t e r between 27th and 25th S t r e e t s , and between
K and I S t r e e t s . The l a n d d e s i g n a t e d f o r s t r e e t s and p u b l i c
b u i l d i n g s by the L ' E n f a n t P l a n was r e t a i n e d by the government;
the r e s t r e v e r t e d or was s o l d t o p r i v a t e owners. Two p u b l i c
s i t e s i n Foggy Bottom were p r o v i d e d by the L ' E n f a n t P l a n —
Washington C i r c l e and R e s e r v a t i o n Number F o u r , w h i c h became
the s i t e of the f i r s t N a v a l O b s e r v a t o r y .
K S t r e e t and P e n n s y l v a n i a Avenue were major t h o r o u g h f a r e s of
the planned c i t y , and R o b e r t P e t e r , among o t h e r s , b u i l t new
houses soon a f t e r the new c a p i t a l c i t y was begun. P e t e r b u i l t
a row of houses f o r each of h i s sons on what was F e r r y Road
(K S t r e e t ) about 1795 near the b r i d g e over Rock Creek l e a d i n g
t o the c o m m e r c i a l e s t a b l i s h m e n t s of the Georgetown w a t e r f r o n t .
Soon a f t e r w a r d s , s i m i l a r rowhouses l i n e d the s t r e e t s , and the
s m a l l but d i v e r s e l o c a l p o p u l a t i o n i n c l u d e d both w e a l t h y r e s i d e n t s and w o r k i n g c l a s s f a m i l i e s who were a t t r a c t e d by the
water-powered i n d u s t r i e s along Rock Creek and the Potomac
R i v e r . A t the t i m e , Rock Creek was n a v i g a b l e t o P S t r e e t and
the s o u t h e r n and w e s t e r n p o r t i o n s of Foggy Bottom were e s s e n t i a l l y
an e x t e n s i o n of the Georgetown w a t e r f r o n t .
A l a r g e s t o n e warehouse owned by T o b i a s L e a r was l o c a t e d a t
27th
and G S t r e e t s on L e a r ' s Wharf a t the j u n c t i o n of the Potomac
R i v e r and Rock Creek. I n a d d i t i o n t o s h i p p i n g and w a r e h o u s i n g ,
e a r l y commercial and i n d u s t r i a l a c t i v i t i e s i n Foggy Bottom
i n c l u d e d a b r e w e r y , s e v e r a l d r y goods s t o r e s , and a g l a s s f a c t o r y
a t Hamburgh Wharf a t the f o o t of 22nd S t r e e t .
E x p o r t s from Georgetown peaked i n 1790 and d e c l i n e d s t e a d i l y
t h e r e a f t e r . B a l t i m o r e was a more c o n v e n i e n t market f o r w e s t e r n
Maryland wheat f a r m e r s , tobacco p r o d u c t i o n had d e c l i n e d , and
wagon r o a d s l i n k e d A l e x a n d r i a w i t h the g r a i n - p r o d u c i n g V i r g i n i a
c o u n t i e s e a s t of the B l u e Ridge and i n the Shenandoah V a l l e y .
Georgetown and A l e x a n d r i a became r i v a l s f o r the produce of the
V i r g i n i a g r a i n b e l t . Georgetown merchants i n v e s t e d i n the
Georgetown B r i d g e Company w h i c h c o n s t r u c t e d a b r i d g e over the
Potomac a t L i t t l e F a l l s i n 1795, and i n an e f f o r t t o d i v e r t
t r a d e from A l e x a n d r i a , a s e r i e s of t u r n p i k e companies sought
Georgetown c a p i t a l .
D e s p i t e t h e s e and o t h e r e f f o r t s , the coming of steam n a v i g a t i o n ,
w i t h the need f o r deeper h a r b o r s , and the growth of both
17
�Washington and B a l t i m o r e combined t o cause a d e c l i n e i n the
commercial a c t i v i t i e s o f Georgetown. I n an e f f o r t to p r o v i d e
an o u t l e t and market f o r the g r a i n s and produce of the h i n t e r l a n d s , the Chesapeake and Ohio C a n a l p r o j e c t began. A f t e r the
Patowmack Company, which had been c o n s t r u c t i n g c a n a l s on the
Potomac s i n c e 1785, s u r r e n d e r e d i t s c h a r t e r i n 1823, l o c a l
r e s i d e n t s urged immediate a p p r o p r i a t i o n f o r the new c a n a l w h i c h
would l i n k Georgetown t o Cumberland. C o n s t r u c t i o n began i n
1828.
A f t e r t h r e e y e a r s the c a n a l was i n use from Georgetown
t o Seneca, f i n a l l y r e a c h i n g Cumberland i n 1850.
Georgetown
e n j o y e d c o n t i n u e d p r o s p e r i t y u n t i l 1860.
I n 1871, Georgetown was annexed by the C i t y of Washington. I t
c o n t i n u e d to grow w i t h i n the l i m i t s of i t s u n y i e l d i n g b o u n d a r i e s .
S i n c e i t was bounded on the e a s t by Rock C r e e k , on the west by
Georgetown C o l l e g e and the Convent of the V i s i t a t i o n , on the
s o u t h by the Potomac R i v e r , and on the n o r t h by l a r g e e s t a t e s ,
i t c o u l d not s p r e a d out.
L o t s were t h e r e f o r e s u b d i v i d e d and
row h o u s i n g was b u i l t ( F i g u r e 7 ) .
I n a d d i t i o n t o s t r i c t b o u n d a r i e s , the growth, a r c h i t e c t u r e and
d i v e r s i t y of Georgetown were i n f l u e n c e d by the i n f l u x of
l a b o r e r s both t o b u i l d and work a l o n g the c a n a l and w a t e r f r o n t ,
and growing numbers of c i v i l s e r v a n t s who found i t a c o n v e n i e n t
and i n e x p e n s i v e p l a c e to l i v e .
The h i s t o r y of Georgetown i s
i n t e r t w i n e d w i t h the c o m m e r c i a l , t e c h n o l o g i c a l and t r a n s p o r t a t i o n h i s t o r y of the n a t i o n , and peopled by f i g u r e s of n a t i o n a l
as w e l l as l o c a l s i g n i f i c a n c e . I n the 1780's, Thomas C o r c o r a n
s e t t l e d i n Georgetown and became a p o w e r f u l f o r c e i n Washington
business.
H i s son, W i l l i a m , donated the C o r c o r a n G a l l e r y of
A r t and the l a n d f o r Oak H i l l Cemetery to Washington. I n the
p r o c e s s , he brought such f i g u r e s as James Renwick, Andrew
J a c k s o n Downing, C a l v e r t Vaux, and F r e d e r i c k Law Olmsted to
Washington t o b u i l d the S m i t h s o n i a n C a s t l e , the Oak H i l l Chapel
and Gatehouse, and to p l a n the l a n d s c a p e of the M a l l .
Robert
Todd L i n c o l n brought a house on N S t r e e t when he r e t i r e d from
the p r e s i d e n c y of the Pullman Company i n 1815, and o t h e r houses
i n Georgetown were b u i l t or bought by Thomas Sim Lee, t w i c e
governor of Maryland and p i l l a r of the F e d e r a l i s t p a r t y ;
F r a n c i s Dodge, a merchant whose warehouse remains on the w a t e r f r o n t ; and F r a n c i s S c o t t Key, whose house was demolished i n
1947 t o p r o v i d e a c c e s s f o r Key B r i d g e .
By the l a t e 19th c e n t u r y , Georgetown's r i v e r - b a s e d commercial
a c t i v i t i e s had e s s e n t i a l l y ended and c a n a l t r a d e was waning.
I n d u s t r i a l a c t i v i t i e s on the w a t e r f r o n t c o n t i n u e d , and a r a i l road s p u r a l o n g the w a t e r f r o n t s u p p l a n t e d waterway t r a n s p o r t a t i o n f o r these a c t i v i t i e s .
By 1930, the i n d u s t r i a l i z e d w a t e r f r o n t and o t h e r a r e a s of Georgetown were c o n s i d e r e d
undesirable
p l a c e s to l i v e , w i t h a g i n g and d e t e r i o r a t e d row h o u s i n g . However,
Georgetown's c o n v e n i e n t l o c a t i o n and v i l l a g e atmosphere l e d to
18
�WHITEHURST FREEWAY CORRIDOR STUDY
• • •
District: of Columbia Department: of Transportation
Consultants: DeLeuw. Cathen P.C. * Delon Hampton & Associates, Chartered * KressCox Associates, P C
200' 400
FIGURE 7
MAP OF GEORGETOWN
WATERFRONT , 1874
BY FAEHTZ AND BRATT
�a g r a d u a l i n f l u x o f new, more a f f l u e n t r e s i d e n t s i n t h e 1930s
and 1940s, w i t h a p r o c e s s o f r e n o v a t i o n and r e s t o r a t i o n .
In
1949, t h e e l e v a t e d W h i t e h u r s t Freeway was b u i l t a l o n g t h e
d e c l i n i n g Georgetown w a t e r f r o n t , t h e n c h a r a c t e r i z e d by a m i x t u r e
o f i n d u s t r i a l and c o m m e r c i a l u s e s .
S i n c e t h a t time, the l a n d
s o u t h o f t h e f r e e w a y has been c l e a r e d .
D u r i n g t h e f i r s t h a l f of t h e 19th c e n t u r y , Foggy Bottom's
c h a r a c t e r s l o w l y changed, r e f l e c t i n g an i n c r e a s e d number o f
i n d u s t r i a l e s t a b l i s h m e n t s a l o n g t h e w a t e r f r o n t and Rock Creek.
S e v e r a l o f t h e s e were owned by C a p t a i n W i l l i a m E a s b y , i n c l u d i n g
a l i m e k i l n , i c e house, and s h i p y a r d w h i c h produced s m a l l c r a f t
and c a n a l b o a t s f o r t h e C & 0 C a n a l .
The c a n a l s e r v e d a s t h e
n o r t h e r n boundary f o r E a s b y ' s s h i p y a r d . A n o t h e r i m p o r t a n t
e s t a b l i s h m e n t was t h e Washington Gas L i g h t Company, w h i c h b u i l t
a p l a n t a t New Hampshire and V i r g i n i a Avenues i n 1856.
Between 1850 and 1860 ( F i g u r e 8) b o t h t h e c i t y and Foggy Bottom
e x p e r i e n c e d l a r g e p o p u l a t i o n i n c r e a s e s , which continued during
and a f t e r t h e C i v i l War when more i n d u s t r i e s moved i n t o Foggy
Bottom. The p r o x i m i t y of t h e r i v e r and c a n a l c o n t i n u e d t o be
a m a j o r i n f l u e n c e i n e s t a b l i s h i n g Foggy Bottom's r e p u t a t i o n a s
a working c l a s s neighborhood.
The Godey Lime K i l n s were b u i l t
a t t h e edge of t h e c a n a l i n 18 64,
and t h e r e was a n o t h e r l i m e
k i l n on Rock C r e e k owned by K n o t t and M u l e r .
Easby's shipyard
was t a k e n o v e r by a p a v i n g company. T h e r e were two b r e w e r i e s ,
t h e Abner C r u r y Brewery Company and t h e H e u r i c h Brewery, f i r s t
e s t a b l i s h e d i n 1872, and moved i n 1895 t o 2 5 t h and K S t r e e t .
The gas works expanded. A t 27th and K S t r e e t was t h e A r l i n g t o n
Bottlers.
T h e s e and o t h e r b u s i n e s s e s a t t r a c t e d l a r g e numbers
of b l a c k s and f o r e i g n - b o r n r e s i d e n t s , m o s t l y German and I r i s h .
Foggy Bottom was one o f t h e few a r e a s i n Washington w h i c h had
a l a r g e immigrant p o p u l a t i o n .
A l l e y d w e l l i n g s were c o n s t r u c t e d
i n t h e l a t e 1870's and 1880's t o p r o v i d e i n e x p e n s i v e h o u s i n g
for workers.
They became i n c r e a s i n g l y crowded, however, and
l a c k e d b a s i c a m e n i t i e s . By 1892, Foggy Bottom had n i n e i n h a b i t e d a l l e y s , one of w h i c h , Snow's, had o v e r 300 r e s i d e n t s .
A f t e r 1900, t h e i n d u s t r i e s i n Foggy Bottom began t o d e c l i n e .
The i n c r e a s e d u s e o f t h e r a i l r o a d , d e c r e a s e d demand f o r c o a l ,
and o t h e r f a c t o r s l e d t o t h e d e c l i n e o f t h e c a n a l , and i n d u s t r i e s
began moving away. P r o h i b i t i o n s e v e r e l y a f f e c t e d t h e b r e w e r i e s
and hence employment o p p o r t u n i t i e s . As t r a n s p o r t a t i o n improved
and a u t o m o b i l e use i n c r e a s e d , p e o p l e moved f a r t h e r out of the
c i t y , except f o r the poorer r e s i d e n t s .
Some a l l e y d w e l l i n g s
were r e p l a c e d by w a r e h o u s e s and p a r k i n g l o t s .
I n the 1920s
t h e f i r s t m u l t i - s t o r y a p a r t m e n t h o u s e s were b u i l t i n Foggy
Bottom, s e v e r a l l o c a t e d a l o n g K S t r e e t .
The A l l e y D w e l l i n g
A u t h o r i t y , c r e a t e d i n 1934, d e m o l i s h e d more a l l e y d w e l l i n g s i n
an e f f o r t t o wipe o u t slum h o u s i n g .
As t h e immigrant p o p u l a t i o n
d e c l i n e d , t h e number o f b l a c k r e s i d e n t s i n c r e a s e d .
20
�Source:
Foggy Bottom 1800-1975:
FIGURE 8
A Study i n t h e Uses o f an Urban
Neighborhood, 1978
FOGGY BOTTOM IN 1857
WHITEHURST FREEWAYCORRIDOR STUDY
D i s t r i c t of Columbia D a p a r t m e n t o f T r a n s p o r t a t i o n
CorauUra: DeLaL*» Other P C * Oeicr w o o r S Araooaure Oartsreo * KressCo Assooatw P C
�A f t e r World War I I , t h e c h a r a c t e r o f Foggy Bottom a g a i n began
t o change d r a m a t i c a l l y .
P r i v a t e owners began t o r e h a b i l i t a t e
many of the n e i g h b o r h o o d ' s d e t e r i o r a t e d h o u s e s and i n d u s t r i a l
u s e s were removed. Lower income f a m i l i e s were d i s p l a c e d by
more a f f l u e n t r e s i d e n t s a t t r a c t e d by Foggy Bottom's c e n t r a l
location.
V a r i o u s t r a n s p o r t a t i o n p r o j e c t s had a major i m p a c t .
The p o r t i o n of the I n n e r Loop Freeway b u i l t i n the 1950s d e s t r o y e d
the v a s t m a j o r i t y of h o u s e s between 2 6 t h and 2 7 t h S t r e e t s from
L S t r e e t t o V i r g i n i a Avenue. C o n s t r u c t i o n of a p p r o a c h e s t o
t h e Theodore R o o s e v e l t B r i d g e took more b u i l d i n g s i n 1960,
i n c l u d i n g t h e H e u r i c h Brewery.
The K S t r e e t E x p r e s s w a y or
e a s t e r n e x t e n s i o n of the W h i t e h u r s t Freeway e f f e c t i v e l y d i v i d e d
t h e n e i g h b o r h o o d i n h a l f i n 1961.
The e x p a n s i o n of George
Washington U n i v e r s i t y and major r e d e v e l o p m e n t p r o j e c t s a l s o
i m p a c t e d the neighborhood; the Columbia P l a z a p r o j e c t , begun i n
1965, removed some 186 rowhouses n e a r 2 4 t h and F S t r e e t s . As
r e s u l t of the t r a n s p o r t a t i o n and r e d e v e l o p m e n t p r o j e c t s ,
Foggy Bottom i s now a m i x t u r e of h i g h r i s e b u i l d i n g s and s m a l l s c a l e 19th c e n t u r y rowhouses, s u r r o u n d e d by h i g h w a y s .
a
D e s c r i p t i o n of I n d i v i d u a l S i t e s or S t r u c t u r e s on o r
f o r t h e N a t i o n a l R e g i s t e r of H i s t o r i c P l a c e s .
Eligible
1.
Georgetown H i s t o r i c D i s t r i c t .
I n 1950, C o n g r e s s p a s s e d the
Georgetown A c t c r e a t i n g the Georgetown H i s t o r i c D i s t r i c t ,
b o r d e r e d by Rock C r e e k and Potomac Parkway on the e a s t , t h e
n o r t h e r n boundary o f Dumbarton Oaks P a r k , Whitehaven S t r e e t ,
and W h i t e h a v e n Parkway on the n o r t h , r u n n i n g s o u t h a l o n g 35th
S t r e e t t o R e s e r v o i r Road, w e s t a l o n g R e s e r v o i r to A r c h b o l d
Parkway, and s o u t h t o the Potomac R i v e r .
The Commission of
F i n e A r t s i s r e s p o n s i b l e f o r a d m i n i s t e r i n g the A c t .
The Georgetown H i s t o r i c D i s t r i c t was l i s t e d on t h e N a t i o n a l R e g i s t e r i n
1967.
W i t h i n t h e d i s t r i c t a r e many s t r u c t u r e s t h a t a r e e i t h e r
on or e l i g i b l e f o r the N a t i o n a l R e g i s t e r , i n c l u d i n g numerous
b u i l d i n g s i n the Georgetown w a t e r f r o n t a r e a , the h e a r t of the
o l d town.
On Thomas J e f f e r s o n S t r e e t , t h e r e a r e a t l e a s t s i x h o u s e s d a t i n g
between the 1790's and 1810.
These h o u s e s were o c c u p i e d
v a r i o u s l y by t h e Potomac Masons, D a n i e l R e i n t z e l , one of
Georgetown's e a r l y mayors, and l a t e r , a r t i s a n s and l a b o r e r s
a t t r a c t e d by t h e new C & 0 C a n a l .
A l o n g the c a n a l towpath
toward 3 1 s t S t r e e t a r e h o u s e s b u i l t around 1870 by P h i l i p
Gormley, who bought the Potomac Mason's Lodge (1058 Thomas
J e f f e r s o n S t r e e t ) i n 1840 and h i s n e i g h b o r , P e t e r von E s s e n .
On 3 1 s t S t r e e t i s C a n a l S q u a r e , a b r i c k shopping complex t h a t
i n c o r p o r a t e s an o l d c a n a l warehouse a s i t s s o u t h w a l l .
I n the
f i r s t p a r t o f t h i s c e n t u r y the warehouse housed the o f f i c e s of
Herman H o l l e r i t h , i n v e n t o r of t h e t a b u l a t i n g m a c h i n e .
22
�S o u t h of the c a n a l t h e r e a r e a v a r i e t y of s t r u c t u r e s i m p o r t a n t
f o r t h e i r h i s t o r i c a l or a r c h i t e c t u r a l s i g n i f i c a n c e .
Among t h e s e
is
G r a c e C h u r c h , b u i l t i n 18 66-1867 a s a m i s s i o n c h u r c h f o r the
boatmen of the C & 0 C a n a l .
I t i s b u i l t i n the G o t h i c R i v i v a l
s t y l e of g r a n i t e a s h l a r w i t h s a n d s t o n e t r i m . A t 1066 W i s c o n s i n
Avenue i s the V i g i l a n t F i r e h o u s e b u i l t i n 1844 t o house a
p r i v a t e f i r e f i g h t i n g company and c o n v e r t e d t o c o m m e r c i a l u s e
i n 1883.
The s t r u c t u r e i s b r i c k , two s t o r i e s , w i t h a g a b l e r o o f
and a wooden b e l f r y .
I t c u r r e n t l y houses a s t o r e .
Above t h e Washington Canoe C l u b a t Key B r i d g e i s the s i t e of
the F r a n c i s S c o t t Key.house w h i c h was d e s t r o y e d i n 1947.
The
house was b u i l t i n 1802 by Thomas C l a r k e and was o c c u p i e d by
Key between 1805 and 1830.
A p l a q u e on the b r i d g e commemorates
the h o u s e . A t 1052-54 Potomac S t r e e t i s t h e J o s e p h C a r l e t o n
House, w h i c h was b u i l t i n 1794.
I t i s brick, 2 \ s t o r i e s with
a g a b l e r o o f and shop on t h e f i r s t f l o o r .
Above the C a r l e t o n
House, a t 3276 M S t r e e t , i s t h e Georgetown Market, b u i l t i n
1866 on f o u n d a t i o n s of a 1796 m a r k e t .
I t was r e c e n t l y r e s t o r e d
to i t s o r i g i n a l u s e .
T h e r e a r e numerous o t h e r b u i l d i n g s of m a j o r h i s t o r i c and
a e s t h e t i c v a l u e i n the Georgetown H i s t o r i c D i s t r i c t .
Most of
t h e s e b u i l d i n g s d a t e from t h e p e r i o d a f t e r 1800 and a r e i l l u s t r a t i v e of a r c h i t e c t u r a l t r e n d s t h r o u g h o u t the 19th c e n t u r y .
The s c a l e , m a s s i n g , and m a t e r i a l s of the b u i l d i n g s c r e a t e a
d i s t i n c t i v e atmosphere of a t t r a c t i v e , r e s t o r e d r e s i d e n c e s l i n i n g
narrow, t r e e - s h a d e d s t r e e t s n o r t h of M S t r e e t .
South of M S t r e e t ,
l a r g e - s c a l e r e d e v e l o p m e n t p r o j e c t s have s i g n i f i c a n t l y a l t e r e d
the ambience of t h e 1 8 t h and 19th c e n t u r y w a t e r f r o n t a r e a .
2.
Washington Canoe C l u b .
The Washington Canoe C l u b was b u i l t
a b o u t 1890 and r e p r e s e n t e d a new a r c h i t e c t u r a l s t y l e on t h e
waterfront.
I t s s h i n g l e s t y l e a r c h i t e c t u r e was p o p u l a r i z e d by
H. H. R i c h a r d s o n and the a r c h i t e c t u r a l f i r m of McKim, Mead and
White, and was c h a r a c t e r i s t i c of summer r e s o r t s around the t u r n
of the c e n t u r y .
The b u i l d i n g i s two s t o r i e s h i g h w i t h t w i n ,
three-story turrets.
I t i s l i s t e d on t h e D.C. I n v e n t o r y of
H i s t o r i c S i t e s a s a C a t e g o r y I I landmark.
3.
Aqueduct B r i d g e Abutment.
The Potomac Aqueduct B r i d g e was
a b r i d g e w i t h a wooden s u p e r s t r u c t u r e b u i l t i n 18 33-18 43 t o
c a r r y C & 0 C a n a l t r a f f i c a c r o s s t h e Potomac R i v e r . T h i s b r i d g e
was c o n s i d e r e d a r e m a r k a b l e e n g i n e e r i n g a c h i e v e m e n t i n i t s day.
I n 1868, a new wooden s u p e r s t r u c t u r e was added so t h a t t h e b r i d g e
had two l e v e l s , the lower u s e d f o r t h e c a n a l t r o u g h , and the
upper f o r a highway b r i d g e .
I n 18 88, t h e s u p e r s t r u c t u r e was
a g a i n changed, t h i s time t o i r o n .
T h i s s u p e r s t r u c t u r e and the
upper p a r t s of the b r i d g e p i e r s were removed i n 1933 a f t e r the
b r i d g e was r e p l a c e d by t h e new Key B r i d g e .
The s t o n e abutment
on the Georgetown s i d e , b u i l t i n 1839-1841, i s s t i l l s t a n d i n g and
i s i n c l u d e d on t h e D C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y
0
23
�I landmark.
T h i s r e c t a n g u l a r a b u t m e n t h a s two s e g m e n t a l a r c h
b a r r e l v a u l t s r u n n i n g e a s t - w e s t , o n e o f w h i c h was r a i s e d i n
1900-1909 t o p r o v i d e c l e a r a n c e f o r t h e r a i l r o a d .
4.
Potomac B o a t C l u b .
This i s the o l d e s t s u r v i v i n g boat c l u b
along the Georgetown w a t e r f r o n t , founded i n 1869.
The c l u b ' s
p r e s e n t s t r u c t u r e i s o v e r 70 y e a r s o l d ( b u i l t i n 1 9 0 8 ) . I t i s
l i s t e d on t h e D.C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y
I I I landmark.
5.
Key B r i d g e .
T h i s b r i d g e was b u i l t a d j a c e n t t o t h e P o t o m a c
A q u e d u c t B r i d g e , w h i c h h a d become i n a d e q u a t e f o r t r a f f i c .
C o n s t r u c t i o n b e g a n i n 1 9 1 7 a n d t h e b r i d g e was o p e n e d t o t r a f f i c
on J a n u a r y 1 7 , 19 2 3 .
K e y B r i d g e i s an e a r l y example o f
reinforced concrete arch construction.
The Romanesque form and
N e o - c l a s s i c a l d e t a i l i n g o f t h e b r i d g e w e r e d e s i g n e d by a
W a s h i n g t o n a r c h i t e c t , N a t h a n C. Wyeth, and t h e c o n s t r u c t i o n
p l a n s w e r e p r e p a r e d by t h e U.S. Army C o r p s o f E n g i n e e r s .
The
b r i d g e has f i v e p r i n c i p a l a r c h spans between the r i v e r p i e r s
and
a b u t m e n t s and a s e r i e s o f s p a n d r e l r o u n d a r c h e s w h i c h
support the bridge deck.
T h e t o t a l l e n g t h i s 1,620 f e e t f r o m
the Georgetown abutment t o t h e R o s s l y n abutment.
An a d d i t i o n a l
1 5 2 - f o o t s p a n was a d d e d t o t h e V i r g i n i a s i d e i n 1 9 3 7 when t h e
G e o r g e W a s h i n g t o n M e m o r i a l P a r k w a y was b u i l t .
T h e b r i d g e was
o f f i c i a l l y named i n h o n o r o f F r a n c i s S c o t t K e y , a u t h o r o f t h e
S t a r S p a n g l e d B a n n e r , i n 1 9 1 6 ; t h e name was c h a n g e d t o t h e
G e o r g e t o w n B r i d g e i n 1920 and back a g a i n t o t h e F r a n c i s S c o t t
Key B r i d g e i n 1924.
K e y B r i d g e i s i n c l u d e d on t h e D.C.
I n v e n t o r y o f H i s t o r i c S i t e s as a C a t e g o r y I I I l a n d m a r k ; a
determination of e l i g i b i l i t y for the National Register i s
c u r r e n t l y being processed.
6.
C&O C a n a l N a t i o n a l H i s t o r i c a l P a r k .
T h e C&O C a n a l p l a y e d
an i m p o r t a n t r o l e i n t h e c o m m e r c i a l d e v e l o p m e n t o f G e o r g e t o w n .
C o n s t r u c t i o n o f t h e c a n a l began i n 1828; t h e l a s t s t r e t c h of
t h e 1 8 4 . 5 - m i l e c a n a l t o C u m b e r l a n d , M a r y l a n d , was o p e n e d i n
1850.
I n a d d i t i o n t o t r a n s p o r t i n g c o a l , g r a i n , and o t h e r
p r o d u c t s , t h e c a n a l was a s o u r c e o f w a t e r p o w e r f o r t h e m i l l s
and
b u s i n e s s e s t h a t g r e w up a l o n g i t .
Canal t r a f f i c declined
r a p i d l y a f t e r 1899 a n d c o m m e r c i a l o p e r a t i o n s w e r e e n d e d i n 19 24
a f t e r damage f r o m a m a j o r f l o o d .
T h e C&O C a n a l N a t i o n a l
H i s t o r i c a l P a r k was e s t a b a l i s h e d i n 1 9 7 1 . T h e c a n a l h a s b e e n
r e s t o r e d and i s m a i n t a i n e d by t h e N a t i o n a l P a r k S e r v i c e .
I tis
l i s t e d on t h e N a t i o n a l R e g i s t e r a n d i s i n c l u d e d on t h e D.C.
I n v e n t o r y o f H i s t o r i c S i t e s as a C a t e g o r y I l a n d m a r k .
7.
F o r r e s t M a r b u r y House and Wing.
The F o r r e s t Marbury House
a t 3 3 5 0 M S t r e e t was b u i l t b e t w e e n 1788 a n d 1 7 9 0 .
I t was t h e
home o f C o l . U r i a h F o r r e s t , a R e v o l u t i o n a r y War s o l d i e r a n d
s t a t e s m a n who was l a t e r a m a y o r o f G e o r g e t o w n .
I n 1800, t h e
h o u s e was b o u g h t b y W i l l i a m M a r b u r y , a l a w y e r who i s famous f o r
h i s r o l e i n t h e Supreme C o u r t c a s e , Marbury v s . Madison.
The
24
�a d j a c e n t wing was added i n the 1870's.
I n a d d i t i o n to i t s
a r c h i t e c t u r e , t h e house i s s i g n i f i c a n t a s a m e e t i n g p l a c e f o r
George Washington and the f o u n d e r s of the c a p i t a l c i t y .
The
F o r r e s t Marbury House i s l i s t e d on the N a t i o n a l R e g i s t e r and
i s i n c l u d e d on t h e D.C. I n v e n t o r y of H i s t o r i c S i t e s as a
C a t e g o r y I landmark.
8.
3342 M S t r e e t . T h i s i s t w o - s t o r y c o m m e r c i a l s t r u c t u r e of
b r i c k b e a r i n g w a l l s and wood i n t e r i o r c o n s t r u c t i o n w i t h l a r g e
s t o r e f r o n t windows on t h e f i r s t and second f l o o r s . The d e t a i l i n g a t t h e c o r n i c e i s t y p i c a l of s m a l l - s c a l e c o m m e r c i a l b u i l d i n g s b u i l t i n t h e 1920's.
R e s e a r c h on the b u i l d i n g p e r m i t does
not g i v e the d a t e s of c o n s t r u c t i o n , but the b u i l d i n g was r e m o d e l ed i n 1927.
I t has c o n t r i b u t i n g v a l u e t o the Georgetown H i s t o r i c
District.
9.
3336, 3338, and 3340 M S t r e e t .
B u i l t as a s i n g l e s t r u c t u r e ,
p r o b a b l y between 1890 and 1900, t h e s e a r e t w o - s t o r y s t r u c t u r e s
of b r i c k b e a r i n g w a l l and wood i n t e r i o r c o n s t r u c t i o n .
Records
i n d i c a t e r e m o d e l i n g a t v a r i o u s t i m e s i n the p a s t and 3340 has
been s u b s t a n t i a l l y a l t e r e d , w i t h a shed r o o f and s t o r e f r o n t
windows n o t i n k e e p i n g w i t h t h e o r i g i n a l c o n s t r u c t i o n .
The
b u i l d i n g s have a c o n t i n u o u s d e n t i l m o l d i n g a t t h e f r o n t r o o f
line.
They have c o n t r i b u t i n g v a l u e t o the Georgetown H i s t o r i c
District.
10.
1113 and 1111 3 4 t h S t r e e t .
Both of t h e s e b u i l d i n g s were
l i s t e d i n the 1950*s a s 1021 3 4 t h S t r e e t . B u i l t a s a s i n g l e
s t r u c t u r e a f t e r 1887, t h e y a r e t w o - s t o r y , b r i c k b e a r i n g w a l l
c o n s t r u c t i o n w i t h m i n i m a l a r c h i t e c t u r a l d e t a i l i n g . Used f o r
a r e s i d e n c e and o f f i c e , t h e s e b u i l d i n g s were o r i g i n a l l y p a r t
of t h e F o r r e s t Marbury e s t a t e u n t i l i t s s u b d i v i s i o n .
The b u i l d i n g s a r e marked by a m a t c h i n g p a i r of h o r s e heads mounted on
t h e w a l l . They have c o n t r i b u t i n g v a l u e t o the Georgetown
Historic District.
11.
A, B, C, and D M S t r e e t A l l e y .
A d j a c e n t t o the above
s t r u c t u r e , t h e s e f o u r t w o - s t o r y rowhouses a r e of b r i c k b e a r i n g
w a l l and wood i n t e r i o r c o n s t r u c t i o n .
They were p r o b a b l y b u i l t
around t h e t u r n o f the c e n t u r y , a t the same time as t h e i r
n e i g h b o r i n g s t r u c t u r e s on 3 4 t h S t r e e t , and have c o n t r i b u t i n g
v a l u e t o t h e Georgetown H i s t o r i c D i s t r i c t .
12.
3 3 48 M S t r e e t A l l e y .
This i s a small, unrestored,
twos t o r y warehouse s t r u c t u r e t y p i c a l of t h o s e b u i l t a l o n g the c a n a l ,
w i t h b r i c k b e a r i n g w a l l s and wood i n t e r i o r c o n s t r u c t i o n .
It
was b u i l t on the F o r r e s t Marbury p r o p e r t y a f t e r 1887.
Some
of t h e window o p e n i n g s have been m o d i f i e d w i t h plywood, and
b a r s have been added a t t h e f i r s t f l o o r . L a r g e d o o r s a t t h e
second f l o o r i n d i c a t e warehouse u s e f o r the o r i g i n a l c o n s t r u c tion.
The b u i l d i n g i s c u r r e n t l y used f o r a d r a p e r y shop and a
woodworking shop.
I t has c o n t r i b u t i n g v a l u e t o the Georgetown
Historic District.
25
�13.
3301 K S t r e e t .
The t w o - s t o r y K S t r e e t p o r t i o n o f t h i s
b u i l d i n g was o r i g i n a l l y b u i l t i n 1888 f o r u s e a s an a r c h i t e c t u r a l
i r o n w o r k s shop and was l a t e r u s e d a s a r e p a i r shop.
The o r i g i n a l
warehouse h a s a s t o n e w a t e r t a b l e w i t h b r i c k , i n d u s t r i a l s t y l e
c o n s t r u c t i o n above. Windows a t t h e upper l e v e l have b r i c k a r c h e s .
New windows have been i n s t a l l e d , and o n l y t h e two s t r e e t f a c a d e s
of the o r i g i n a l c o n s t r u c t i o n remain.
The r e a r o n e - a n d - o n e - h a l f
s t o r y warehouse s t r u c t u r e was b u i l t a f t e r t h e f r o n t p o r t i o n , and
i s o f b r i c k c o n s t r u c t i o n , w i t h m i n i m a l d e t a i l i n g . The e n t i r e
b u i l d i n g h a s undergone s u b s t a n t i a l r e m o d e l i n g d u r i n g t h e p a s t
year.
I t h a s c o n t r i b u t i n g v a l u e t o t h e Georgetown H i s t o r i c
District.
14.
Bomford M i l l .
T h i s f o u r - s t o r y b r i c k b u i l d i n g was b u i l t i n
1845-47 and e n l a r g e d c . 1 8 8 3 .
I t was b u i l t a s a c o t t o n m i l l
by C o l . George Bomford, a m e r c h a n t and ordnance e x p e r t , on t h e
s i t e o f a f l o u r m i l l d e s t r o y e d by f i r e i n 1844. I n 1866, t h e
b u i l d i n g was s o l d t o A. H. H e r r , who c o n v e r t e d i t t o a n o t h e r
flour mill.
By t h e time i t was e n l a r g e d , i t had become known a s
the P i o n e e r F l o u r M i l l .
The b u i l d i n g i s t h e o n l y o l d m i l l
r e m a i n i n g i n Georgetown and i s r e p r e s e n t a t i v e o f t h e growth
o f t h e m i l l i n g i n d u s t r y i n Georgetown a s a r e s u l t o f t h e w a t e r
power p r o v i d e d by t h e C & O
Canal.
I t i s i n c l u d e d on t h e D.C.
I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y I I landmark.
15.
Paper M i l l .
The o r i g i n a l b r i c k s t r u c t u r e a t 3255-59
K S t r e e t was b u i l t around 1900-02 and s e r v e d a s t h e D i s t r i c t
o f Columbia Paper M i l l M a n u f a c t u r i n g Company b u i l d i n g .
A port i o n o f t h e o r i g i n a l s t r u c t u r e h a s been i n c o r p o r a t e d i n t o a new
condominium b u i l t on t h e s i t e i n 1980. I t i s i n c l u d e d on t h e
D.C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y I I landmark.
16.
3233 K S t r e e t . T h i s i s a s m a l l c o m m e r c i a l s t r u c t u r e o f
two s t o r i e s w i t h b r i c k b e a r i n g w a l l s and wood frame i n t e r i o r
construction.
A stone b u i l d i n g occupied t h i s s i t e p r i o r to
18 87, b u t was d e m o l i s h e d and r e p l a c e d w i t h t h i s b r i c k s t r u c t u r e , p r o b a b l y d u r i n g r e m o d e l i n g i n t h e 1920's.
The l a c k of
d e t a i l i n g i n t h e masonry i n d i c a t e s t h a t t h e o r i g i n a l u s e was
probably commercial.
The b u i l d i n g h a s c o n t r i b u t i n g v a l u e t o
t h e Georgetown H i s t o r i c D i s t r i c t .
17.
1021-31 C e c i l P l a c e .
T h e s e s i x rowhouses a r e p a r t o f t h e
C h e r r y h i l l complex f l a n k i n g C h e r r y h i l l Lane and C e c i l P l a c e .
B u i l t about 1890 i n t h e V i c t o r i a n v e r n a c u l a r s t y l e , t h e h o u s e s
a r e b r i c k , two s t o r i e s h i g h w i t h an exposed basement, and have
two b a y s .
The h o u s e s were r e s t o r e d about 1950. They have been
documented i n t h e H i s t o r i c A m e r i c a n B u i l d i n g s S u r v e y (HABS).
The HABS program, i n i t i a t e d i n 19 33 f o r r e c o r d i n g i m p o r t a n t
examples o f A m e r i c a n a r c h i t e c t u r e , i s c o n d u c t e d by t h e N a t i o n a l
Park S e r v i c e i n c o o p e r a t i o n w i t h the American I n s t i t u t e of
A r c h i t e c t s and t h e L i b r a r y o f C o n g r e s s .
26
�18.
Dodge Warehouses. L o c a t e d a t the f o o t of W i s c o n s i n Avenue
and K S t r e e t , the Dodge Warehouses were b u i l t i n the l a t e 1700's
and e a r l y 18QQ's. They a r e group of f o u r a d j a c e n t b u i l d i n g s ,
1000-1010 W i s c o n s i n Avenue and 3205 K S t r e e t , l i s t e d c o l l e c t i v e l y
on t h e D.C. l i s t as a C a t e g o r y I I landmark. The main warehouse
i s b r i c k , 2% s t o r i e s h i g h , w i t h a g a b l e r o o f .
The f o u n d a t i o n s
of t h e s o u t h w a l l a r e o f r u b b l e masonry, p a r t of an e a r l i e r
s t o n e b u i l d i n g on t h e s i t e .
I t was one of s e v e r a l w a r e h o u s e s
owned by F r a n c i s Dodge, a p r o s p e r o u s Georgetown merchant and
trader.
T h e s e b u i l d i n g s p r e s e r v e most of t h e i r o r i g i n a l f e a t u r e s
and a r e t y p i c a l o f the Georgetown w a t e r f r o n t i n the F e d e r a l
period.
The b u i l d i n g a t 3205 K S t r e e t , c u r r e n t l y o c c u p i e d by
C h a d w i c k ' s r e s t a u r a n t , was b u i l t around 1815, s h o r t l y a f t e r the
a d j o i n i n g warehouse.
The b u i l d i n g has undergone s u b s t a n t i a l
i n t e r i o r r e m o d e l i n g and t h e e x t e r i o r has been p a i n t e d .
19.
D.C. I n c i n e r a t o r . T h i s i s a f o u r - s t o r y i n d u s t r i a l b u i l d i n g ,
mostly b r i c k , w i t h a smokestack.
B u i l t i n 1931 i n the A r t Deco
s t y l e , t h e b u i l d i n g was s e t i n grounds l a n d s c a p e d by the Olmstead
B r o t h e r s , t h e d e s i g n e r s of C e n t r a l P a r k .
The i n c i n e r a t o r was
abandoned i n 1971. . The Georgetown C i t i z e n s A s s o c i a t i o n has f i l e d
an a p p l i c a t i o n d e s i g n a t i n g t h i s b u i l d i n g a h i s t o r i c landmark.
P l a n s by a p r i v a t e d e v e l o p e r t o l e a s e the b u i l d i n g , owned by the
D i s t r i c t of Columbia, f o r a d i n n e r t h e a t e r , a r e u n c e r t a i n .
S u t e r ' s T a v e r n o r g i n a l l y o c c u p i e d the s o u t h e a s t c o r n e r ,of the
s i t e a t 3 1 s t and K S t r e e t s i n t h e e a r l y d a y s of Washington.
This
t a v e r n was o f t e n r e f e r r e d t o a s a p o p u l a r m e e t i n g p l a c e i n h i s t o r i c r e c o r d s of the development of the new c a p i t a l c i t y .
The
s i t e i s now marked by a p l a q u e .
20.
L i b b y Rowhouses. T h e s e n i n e rowhouses a t 1021-1037 3 0 t h
S t r e e t were b u i l t s h o r t l y a f t e r 1887.
The s i t e was owned by
J o s e p h and J . E . L i b b y . An i n t e r e s t i n g f e a t u r e of the
twos t o r y b r i c k rowhouses i s t h e b r i c k c o r n i c e capped by a d o g t o o t h
row of s t r e t c h e r s . Major r e m o d e l i n g was one i n 1968.
The
b u i l d i n g s have been documented i n the H i s t o r i c American B u i l d i n g s Survey.
21.
Wheatley Rowhouses. These e i g h t i d e n t i c a l rowhouses a t
1018-1032 2 9 t h S t r e e t were b u i l t between 1884-1887.
Francis
W h e a t l e y , who bought the l o t s i n 1853, was a p r o m i n e n t l o c a l
c i t i z e n and c o - f o u n d e r o f a lumber b u s i n e s s c a r r i e d on by h i s
sons u n t i l 1903.
The h o u s e s were b u i l t to be r e n t e d (the
Wheatley f a m i l y l i v e d n o r t h of M S t r e e t ) .
These t w o - s t o r y ,
b r i c k h o u s e s a r e r e p r e s e n t a t i v e of a t y p e of m u l t i p l e d w e l l i n g
u n i t common i n t h e l a t e 19th c e n t u r y .
They have been documented
i n the H i s t o r i c A m e r i c a n B u i l d i n g s S u r v e y .
22.
West H e a t i n g P l a n t .
B u i l t by the G e n e r a l S e r v i c e s A d m i n i s t r a t i o n i n 1946, t h i s l a r g e s t r u c t u r e has a s t o n e w a t e r t a b l e
w i t h g r a n i t e cap w h i c h c o n t i n u e s a s a w a l l around the s i t e .
The e n t r y d o o r s a r e framed w i t h g r a n i t e .
The m e t a l windows a r e
o f an i n d u s t r i a l c h a r a c t e r , i n k e e p i n g w i t h the use of the
building.
At the c o r n e r s o f t h e b u i l d i n g , the b r i c k w o r k i s
27
�a r t i c u l a t e d w i t h bands o f p r o t r u d i n g b r i c k s a t a l t e r n a t i n g
c o u r s e s . A l t h o u g h t h e h e a t i n g p l a n t was b u i l t l e s s t h a n 50
y e a r s ago, i t h a s a r c h i t e c t u r a l m e r i t and may be e l i g i b l e f o r
the N a t i o n a l R e g i s t e r a t a l a t e r date.
I t was r a t e d a s h a v i n g
c o n t r i b u t i n g v a l u e i n t h e s u r v e y o f h i s t o r i c b u i l d i n g s and s i t e s
c o n d u c t e d i n 1970 f o r t h e Georgetown W a t e r f r o n t F e a s i b i l i t y
Study p r e p a r e d f o r t h e N a t i o n a l C a p i t a l P l a n n i n g Commission,
t h e C i t i z e n s ' A s s o c i a t i o n of Georgetown, and t h e Georgetown
Harbour A s s o c i a t e s .
23.
Godey Lime K i l n s .
The l i m e k i l n s were among t h e many
i n d u s t r i e s t h a t grew up a l o n g t h e C&O C a n a l .
They were b u i l t i n
1864 and o p e r a t e d u n t i l 1907. D u r i n g t h e peak y e a r s o f o p e r a t i o n , t h e k i l n s c o n s i s t e d o f f o u r ovens and a s s o c i a t e d wooden
u t i l i t y s t r u c t u r e s l o c a t e d a t t h e e a s t e r n edge o f t h e C a n a l .
A f t e r 1907, t h e wooden sheds were d i s m a n t l e d ; two o f t h e ovens
were l a t e r removed t o make room f o r t h e W h i t e h u r s t f r e e w a y ramps.
The r e m a i n i n g two r u b b l e s t o n e s t r u c t u r e s a r e a p p r o x i m a t e l y
15 f e e t h i g h , w i t h r e d b r i c k a r c h e s a t t h e k i l n o p e n i n g s . The
k i l n s a r e m a i n t a i n e d by t h e N a t i o n a l Park S e r v i c e .
They were
l i s t e d on t h e N a t i o n a l R e g i s t e r i n 1973 and a r e i n c l u d e d i n t h e
D.C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y I I landmark.
24.
Foggy Bottom H i s t o r i c D i s t r i c t s .
As a r e s u l t of a r e c e n t
study,*
A d v i s o r y Neighborhood Commission (ANC) 2A and t h e Foggy
Bottom C i v i c A s s o c i a t i o n a r e c o n s i d e r i n g s u b m i t t i n g a p p l i c a t i o n s
f o r s e v e r a l p o t e n t i a l h i s t o r i c d i s t r i c t s i n Foggy Bottom-West End.
Two p o t e n t i a l d i s t r i c t s have been i d e n t i f i e d i n t h e W h i t e h u r s t
Freeway s t u d y a r e a : a Foggy Bottom H i s t o r i c D i s t r i c t bounded
by 2 4 t h , 2 7 t h , and K S t r e e t s and New Hampshire Avenue, and a
second h i s t o r i c d i s t r i c t (name n o t y e t s e l e c t e d ) d i r e c t l y n o r t h
o f t h e f i r s t , bounded by K, 25th and 2 6 t h S t r e e t s and P e n n s y l v a n i a Avenue.
These p o t e n t i a l h i s t o r i c d i s t r i c t s r e p r e s e n t
t h e heyday o f Foggy Bottom n e i g h b o r h o o d a s a l a t e 19th c e n t u r y
w o r k i n g c l a s s community w i t h s t r o n g e t h n i c r o o t s . Many o f t h e
s m a l l - s c a l e b r i c k rowhouses c h a r a c t e r i s t i c o f t h e h i s t o r i c
Foggy Bottom n e i g h b o r h o o d a r e t h e work of one b u i l d e r , P e t e r
McCartney, w h i c h l e n d s some c o n t i n u i t y t o t h e a r e a d e s p i t e t h e
i n t r u s i o n o f h i g h r i s e d e v e l o p m e n t s . Of p a r t i c u l a r i n t e r e s t
a r e t h e r e m a i n i n g a l l e y rowhouses w h i c h i l l u s t r a t e t h e d e v e l o p ment o f Foggy Bottom and i t s p o p u l a t i o n d e n s i t y i n r e s p o n s e t o
economic f a c t o r s .
The i n d i v i d u a l b u i l d i n g s l i s t e d below a r e a l l w i t h i n t h e 200f o o t impact zone i d e n t i f i e d f o r t h i s e v a l u a t i o n and a r e of c o n t r i b u t i n g v a l u e t o t h e p o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s .
*
Foggy Bottom-West End H i s t o r i c A r c h i t e c t u r a l S u r v e y ,
A u g u s t 1982, p r e p a r e d f o r ANC 2A and Foggy Bottom C i v i c
A s s o c i a t i o n by T r a c e r i e s .
Data i n t h i s r e p o r t c o n c e r n i n g
i n d i v i d u a l b u i l d i n g s i n Foggy Bottom h a s been o b t a i n e d
from T r a c e r i e s .
28
�25.
2524-26 L S t r e e t . T h e s e two b u i l d i n g s were c o n s t r u c t e d
i n 18 87 by the owner, C. C. W a l k e r . They a r e b r i c k / two s t o r i e s
h i g h w i t h an e x p o s e d basement, and have s q u a r e bay windows.
A
s t a r m o t i f a p p e a r s b e n e a t h the windows.
26.
1019-1023 2 6 t h S t r e e t . T h e s e t h r e e b r i c k rowhouses d a t e
from t h e e a r l y 2 0 t h c e n t u r y .
Two of t h e b u i l d i n g s (1019 and
1021)
were b u i l t i n 1902 by Roger Maher f o r owner John Day.
They a r e
b r i c k , two s t o r i e s h i g h p l u s an exposed basement, and have o c t a g o n
bay windows e x t e n d i n g t h e f u l l h e i g h t of t h e d w e l l i n g s .
The
a d j a c e n t r e s i d e n c e (1023) i s a t h r e e s t o r y b u i l d i n g w i t h a f l a t
facade.
27.
2521-23 K S t r e e t . The b u i l d i n g a t 2523 K S t r e e t i s a twoS t o r y b r i c k r e s i d e n c e w i t h a V i c t o r i a n e n t r y door hood and
modillioned l e n t i l s .
I t i s two b a y s w i d e .
The a d j a c e n t d w e l l i n g
is significant
as a s h o t g u n - s t y l e house, w i t h s i d e p o r c h /
e x t e r i o r h a l l w a y and e n t r y s i m i l a r t o t h o s e found i n C h a r l e s t o n ,
South C a r o l i n a , and New O r l e a n s .
I t has a f a l s e p a r a p e t , grooved
c o r n i c e , and capped l e n t i l s .
28.
2520 K S t r e e t . T h i s i s a t w o - s t o r y b r i c k d w e l l i n g ,
b a y s w i d e , w i t h an e x p o s e d basement. A modern p o r c h has
added t o t h e f r o n t of t h e b u i l d i n g .
three
been
29.
2524 K S t r e e t . T h i s i s a t w o - s t o r y b r i c k rowhouse w i t h two
b a y s , w h i c h has chimneys on the w e s t s i d e of the g a b l e d r o o f .
The d a t e o f c o n s t r u c t i o n has not been d e t e r m i n e d b u t t h e b u i l d i n g
a p p e a r s t o d a t e from t h e F e d e r a l p e r i o d .
30.
Hinkley Pottery.
T h i s b r i c k b u i l d i n g a t 2534 K S t r e e t
was d e s i g n e d and c o n s t r u c t e d i n 1889 by P e t e r McCartney.
The
f i r s t owner, P e t e r M c l n t y r e , o p e r a t e d a g r o c e r y s t o r e t h e r e
f o r many y e a r s .
The b u i l d i n g ' s p o s i t i o n on a c o r n e r l o t i s
a c c e n t u a t e d by a t h r e e - s t o r y s q u a r e bay crowned by an a r c h e d
pediment. On 2 6 t h S t r e e t , the H i n k l e y P o t t e r y b u i l d i n g now
s h a r e s a common e n t r a n c e w i t h an a d j o i n i n g , t w o - s t o r y house
of the same s t y l e .
31.
949-955 2 6 t h S t r e e t . T h e s e f o u r rowhouses were b u i l t i n
1892 by J . W. S e r r u i .
They a r e t w o - s t o r y , two bay b r i c k b u i l d i n g s w i t h wrought i r o n s t e p s l e a d i n g up t o the f i r s t f l o o r
entrance.
A segmental arch motif i n d e c o r a t i v e brickwork
a p p e a r s above the d o o r s and windows.
32.
947 2 6 t h S t r e e t . A d j a c e n t t o t h e p r e v i o u s rowhouses, t h i s
d w e l l i n g was b u i l t by P e t e r McCartney i n 1886.
I t i s a twos t o r y b r i c k house w i t h a pronounced bay t o the l e f t .
A decorat i v e b r i c k s e g m e n t a l a r c h crowns the door and windows.
29
�33. 913 2 6 t h S t r e e t .
T h i s i s a t h r e e - s t o r y rowhouse b u i l t i n
18 87. The f a c a d e i s now c o v e r e d by P e r m a s t o n e . A b r i c k v e r a n d a
has been e x t e n d e d from t h e s e c o n d f l o o r l e v e l and i s s u p p o r t e d
by b r i c k columns.
34. 901-907 2 6 t h S t r e e t .
E x t e n s i v e a l t e r a t i o n s have been made
to t h i s l a r g e t h r e e - s t o r y b r i c k b u i l d i n g a t the c o r n e r of 26th
and I S t r e e t s , w h i c h may have been an i n d u s t r i a l b u i l d i n g o r
m u l t i - f a m i l y a p a r t m e n t s . On t h e t h i r d f l o o r , new windows have
been punched i n t o t h e s p a c e s between t h e o r i g i n a l windows and
a modern archway w i t h a l a r g e p i c t u r e window has been added.
35. 2530-32 I S t r e e t .
B u i l t i n 1889, t h e s e two a t t a c h e d h o u s e s
were d e s i g n e d and c o n s t r u c t e d by P e t e r McCartney. They a r e
two s t o r i e s h i g h and two b a y s w i d e , w i t h i n t r i c a t e b r i c k c o r n i c e
work. A d i s t i n c t i v e f e a t u r e i s t h e b r i c k opening s e t i n t o t h e
c o n n e c t i n g p a r t y w a l l l e a d i n g t o t h e back y a r d s .
36. 2528-2512 I S t r e e t .
s c a l e and d e c o r a t i o n t h a n
a recessed l o t l i n e .
The
and 2520) was b u i l t by N.
2516, 2514, and 2512) was
a l l c o n s t r u c t e d i n 1911.
T h e s e n i n e rowhouses a r e o f more modest
t h e i r n e i g h b o r s a t 2530-32, and f o l l o w
f i r s t group (2528, 2526, 2524, 2522,
R. Grimm; t h e s e c o n d group (2518,
by a b u i l d e r named B e e r s .
They were
37. 2635-39 I S t r e e t .
T h e s e t h r e e rowhouses were c o m p l e t e l y
i s o l a t e d from t h e r e s t o f Foggy Bottom by highway c o n s t r u c t i o n
i n t h e 1960's. Two o f t h e s t r u c t u r e s , 2635 and 2637, were
b u i l t in. 1875 by P e t e r McCartney f o r t h e owner, G i l b e r t Gannon.
They a r e s i m p l e b r i c k rowhouses, two s t o r i e s h i g h and t h r e e
b a y s w i d e . One o f t h e two (2635) h a s undergone r e s t o r a t i o n
i n c l u d i n g r e p l a c e m e n t of i t s f a c a d e w i t h new b r i c k ; t h e o t h e r
remains i n t a c t .
The t h i r d b u i l d i n g (2639) i s a s i n g l e u n i t
t h a t a p p e a r s t o have been d e s i g n e d a s a d o u b l e r e s i d e n c e .
B u i l t i n t h e l a t e 1 8 7 0 ' s , i t i s a l s o two s t o r i e s h i g h and t h r e e
bays wide.
O t h e r B u i l d i n g s , i n a d d i t i o n t o t h e r e s o u r c e s d e s c r i b e d above,
t h e r e a r e two b u i l d i n g s on t h e n o r t h s i d e on M S t r e e t , w e s t of
t h e Exxon gas s t a t i o n a t Key B r i d g e , w h i c h w a r r a n t d i s c u s s i o n
in this evaluation.
T h e s e b u i l d i n g s would be removed w i t h
A l t e r n a t i v e s AA and F b e c a u s e o f t h e t a k i n g r e q u i r e d on t h e
n o r t h s i d e o f M S t r e e t / C a n a l Road w i t h t h e p r o p o s e d w e s t end
connection.
The two b u i l d i n g s , a t 3631 and 3633 M S t r e e t , were
b u i l t around 1915. They have masonry b e a r i n g w a l l s and wood
interior construction.
The r e s i d e n c e a t 3633 M S t r e e t , w h i c h
i s o c c u p i e d , h a s an a d j o i n i n g b r i c k and s t e e l s t r u c t u r e on t h e
w e s t s i d e ; t h e b u i l d i n g h a s no d e t a i l i n g i n t h e b r i c k w o r k .
The a d j a c e n t r e s i d e n c e h a s a t w o - s t o r y wood p o r c h a c r o s s i t s
f r o n t and t h e r e i s b r i c k d e n t i l molding a t t h e c o r n i c e o n l y .
T h i s r e s i d e n c e (3631) i s b a d l y d e t e r i o r a t e d and h a s been
abandoned.
30
�A l t h o u g h l o c a t e d w i t h i n the b o u n d a r i e s of the Georgetown
H i s t o r i c D i s t r i c t , t h e s e two b u i l d i n g s a r e c o m p l e t e l y i s o l a t e d
from t h e i r s u r r o u n d i n g s by M S t r e e t / C a n a l Road, t h e gas s t a t i o n ,
and the s t e e p grade t o t h e r e a r of the r e s i d e n c e s .
They a r e
a t t h e edge of t h e s t r i p of p a r k l a n d owned by the N a t i o n a l Park
S e r v i c e w h i c h e x t e n d s w e s t t o the Potomac P a l i s a d e s and Potomac
Gorge. P r e v i o u s h o u s e s a l o n g t h i s s t r i p were a c q u i r e d
and
d e m o l i s h e d by t h e P a r k S e r v i c e .
The two b u i l d i n g s a r e not
l i s t e d on the N a t i o n a l R e g i s t e r and have not been c i t e d i n the
e x t e n s i v e H i s t o r i c A m e r i c a n B u i l d i n g s S u r v e y of Georgetown.
They have no s i g n i f i c a n t a r c h i t e c t u r a l f e a t u r e s and a r e of a
b u i l d i n g t y p e v e r y common i n Georgetown and Washington.
Further,
t h e y d e t r a c t from t h e v i s u a l c o n t i n u i t y of t h e p a r k l a n d w h i c h
s e r v e s as a gateway i n t o Georgetown from the w e s t .
I t has been
d e t e r m i n e d t h a t the two b u i l d i n g s a r e not h i s t o r i c a l l y s i g n i f i c a n t
and do not c o n t r i b u t e t o the Georgetown H i s t o r i c D i s t r i c t b e c a u s e
o f t h e i r i s o l a t i o n . T h e r e f o r e , t h e y a r e not c o n s i d e r e d
further
in this evaluation.
I c e House. A n o t h e r b u i l d i n g w h i c h may be a f f e c t e d by the p r o j e c t
i s a b u i l d i n g a t 3401-3 K S t r e e t , j u s t e a s t of Key B r i d g e .
This
b u i l d i n g - ( l o c a t e d i m m e d i a t e l y below number 6 on F i g u r e 5) i s a l s o
known as t h e I c e House. Tax a s s e s s m e n t r e c o r d s i n d i c a t e t h a t the
I c e House was b u i l t i n 1926 and remodeled i n 1938.
This two-story
c o m m e r c i a l b u i l d i n g c o n s i s t s of two s t r u c t u r e s , one i n t e g r a l
w i t h t h e o t h e r on t h e l o t . I t i s b e l i e v e d t h a t the I c e House
i n c o r p o r a t e s a b r i c k w a l l from e a r l i e r c o n s t r u c t i o n on the s i t e .
A c c o r d i n g t o t h e 1887 c i t y d i r e c t o r y , t h i s s i t e between 3 4 t h and
3 5 t h S t r e e t on K S t r e e t was o c c u p i e d a t t h a t time by two b u i l d i n g s ,
the A. H. H e r r s Columbia M i l l (a f l o u r m i l l ) and a n o t h e r s t r u c t u r e
owned by John D. Agnew. V a r i o u s a g e n c i e s and i n d i v i d u a l s have
been c o n t a c t e d r e g a r d i n g the p o t e n t i a l h i s t o r i c a l s i g n i f i c a n c e
of the I c e House, i n c l u d i n g t h e D.C. S t a t e H i s t o r i c P r e s e r v a t i o n
O f f i c e , F i n e A r t s Commission, N a t i o n a l C a p i t a l P l a n n i n g Commission,
N a t i o n a l P a r k S e r v i c e , and o t h e r s o u r c e s ; however, no i n f o r m a t i o n
was a v a i l a b l e and the v a l u e of t h i s p r o p e r t y has not been e s t a b lished .
38.
S e n s i t i v e P r e h i s t o r i c and H i s t o r i c A r c h e o l o g i c a l Zone.
The e n t i r e p r o j e c t a r e a i s a s e n s i t i v e p r e h i s t o r i c and h i s t o r i c
a r c h e o l o g i c a l zone, p r e d i c t e d t o c o n t a i n a r c h e o l o g i c a l r e s o u r c e s
r e f l e c t i n g t h e l o n g human use and h a b i t a t i o n of t h e r e g i o n .
T h e s e r e s o u r c e s would be l o c a t e d a l o n g the Georgetown w a t e r f r o n t on b o t h s i d e s of K S t r e e t and a l o n g t h e mouth of Rock
C r e e k , a l l b u r i e d under c o n s i d e r a b l e f i l l d e p o s i t s .
A l t h o u g h t h e r e a r e s e v e r a l maps d a t i n g from t h e 17th c e n t u r y
t h a t d e p i c t the p r o j e c t a r e a , t h e e a r l i e s t one t h a t c o u l d be
u s e d i n p r e d i c t i n g e a r l y h i s t o r i c s i t e s i s t h a t o f 1752.
At
t h e t i m e o f A l e x a n d e r B e a l l ' s f i r s t s u r v e y of Georgetown i n
1752, t h e mouth of Rock C r e e k was shown as a b r o a d e s t u a r y ,
e x t e n d i n g as f a r w e s t as the f o o t of W i s c o n s i n Avenue. Up a
s t e e p h i l l from t h e mouth o f the c r e e k was Gordon's Tobacco
31
�I n s p e c t i o n House, s a i d t o be b u i l t on t h e s i t e of an I n d i a n
village.
T h i s a r e a , near t h e mouth of Rock C r e e k , was c a l l e d
Saw P i t L a n d i n g .
I t was t h e n u c l e u s of Georgetown, and was
s a i d t o be s t r e w n w i t h many s t o n e t o o l s , remnants of a b o r i g i n a l
occupation.
B e a l l ' s s u r v e y of Georgetown l e f t a s p a c e of ground f o r a p u b l i c
s t r e e t ( p r e s e n t K S t r e e t ) between the w a t e r l o t s of the town and
t h e s h o r e of t h e r i v e r .
The s t r e e t d i d n o t e x t e n d to the s h o r e l i n e b e c a u s e the o r i g i n a l p l a t s d i d not e x t e n d t o t h e w a t e r f r o n t .
Thus e a r l y Georgetown d i d n o t e x t e n d beyond the p r e s e n t - d a y K
Street.
I t was not u n t i l t h e 1780's and 1790's t h a t l e g a l
c o n t r o v e r s y o v e r w a t e r f r o n t r i g h t s was s e t t l e d .
I n 1762 Simon N i c h o l s was g i v e n a c o n t r a c t t o b u i l d a wharf a t
the f o o t of W i s c o n s i n Avenue. The work on the 6 0 - f o o t wide
w h a r f was f i n i s h e d i n 17 63.
Sometime between 17 63 and 17 80 t h i s
w h a r f d i s a p p e a r e d , p r o b a b l y a t the same time t h a t the w a t e r f r o n t
was f i l l e d and e x t e n d e d f u r t h e r i n t o t h e Potomac. Wharves a g a i n
a p p e a r e d by 1856 t o accommodate l a r g e r s h i p s .
E x a m i n a t i o n of e a r l y maps p e r m i t s t h e r e c o n s t r u c t i o n of t h e
s h o r e l i n e a t v a r i o u s t i m e s from 1791 t o the p r e s e n t ( F i g u r e 9 ) .
The 1791 s h o r e l i n e was a p p r o x i m a t e l y 100 f e e t from K S t r e e t .
The
s h o r e l i n e h a s n o t changed s i g n i f i c a n t l y on the w e s t e r n end of
the p r o j e c t a r e a n e a r Key B r i d g e , b u t t h e r e have been s u b s t a n t i a l
f i l l i n g e p i s o d e s a t t h e mouth of Rock C r e e k and a l o n g the Foggy
Bottom w a t e r f r o n t .
Commercial b u i l d i n g s and town h o u s e s l i n e d
K S t r e e t d u r i n g t h e w a t e r f r o n t ' s a c t i v e p e r i o d a f t e r the R e v o l u t i o n and d u r i n g t h e f o r m u l a t i o n of the f e d e r a l c i t y .
Many of
the s t r u c t u r e s b u i l t i n i t i a l l y a s r e s i d e n c e s were expanded d u r i n g
the 19th c e n t u r y t o accommodate t h e growing need f o r more comm e r c i a l space.
The mouth of Rock C r e e k has changed c o n s i d e r a b l y s i n c e t h e 18th
c e n t u r y from the g r a d u a l s i l t i n g and l a n d f i l l .
Rock C r e e k was
n a v i g a b l e t o P S t r e e t i n t h e 1 8 t h c e n t u r y and b e f o r e t h e b u i l d i n g
of the C & O
C a n a l , and t h e s h o r e s were l i n e d w i t h w h a r v e s and
b u s i n e s s e s e s t a b l i s h e d t o t a k e a d v a n t a g e of the l o c a t i o n .
Modest
r e s i d e n c e s , o c c u p i e d by w o r k e r s , were l o c a t e d t h r o u g h o u t t h e a r e a .
The s h o r e l i n e has been e x t e n d e d more t h a n 400 f e e t i n some p l a c e s
between 27th S t r e e t and W i s c o n s i n Avenue. T h i s e x t e n s i o n o c c u r r e d
s l o w l y , i n many c a s e s , t o accommodate the landowner's need f o r
more w a t e r f r o n t p r o p e r t y .
E v i d e n c e of t h i s change between t h e
l a t e 1 8 t h and e a r l y 19th c e n t u r i e s s h o u l d be p r e s e n t i n l o c a t i o n s
w i t h i n t h e p r o j e c t a r e a , b u r i e d under c o n s i d e r a b l e l a n d f i l l .
H i s t o r i c a r c h e o l o g i c a l r e s o u r c e s p r o b a b l y r e m a i n i n t a c t i n many
l o c a t i o n s t h r o u g h o u t the p r o j e c t a r e a d a t i n g from the 17th t h r o u g h
20th c e n t u r i e s . A l t h o u g h some 1 9 t h and 20th c e n t u r y c o n s t r u c t i o n
may have d e s t r o y e d some of t h e s e r e s o u r c e s , t h e deep f i l l d e p o s i t s
may a l s o have p r e s e r v e d many of t h e s e . P r e h i s t o r i c r e s o u r c e s
32
�WHITEHURST FREEWAY CORRIDOR STUDY
• • •
District: of Columbia Department: of Transportation
Consultants: DeLeuw, Cathen P.C. • Delon Hampton & Associates. Chartered * KressCox Associates. P.C.
FIGURE 9
HISTORICAL DEVELOPMENT
OF WATERFRONT AND SHORELINE
�should a l s o be p r e s e n t , a g a i n b u r i e d under c o n s i d e r a b l e l a n d fill.
S o i l b o r i n g s conducted f o r the Western Development p r o j e c t i n
1980 i d e n t i f y f i v e d i f f e r e n t s o i l types w i t h i n the p r o j e c t a r e a .
They c o n s i s t o f :
(1) man-made f i l l , (2) f i n e to medium sand,
(3) o r g a n i c c l a y e y s i l t and s i l t y c l a y , (4) sand and g r a v e l
w i t h c o b b l e s , and (5) decomposed r o c k . S p e c i f i c a l l y , s o i l
b o r i n g s conducted south of K S t r e e t between 30th and 3 1 s t S t r e e t s
r e v e a l 15 to 20 f e e t of c u l t u r e - b e a r i n g d e p o s i t s before s t e r i l e
s o i l i s reached.
These d e p o s i t s appear to be u n d i s t u r b e d
s t r a t i f i e d l e v e l s , r e f l e c t i n g the v a r i o u s s t a g e s of a c t i v i t i e s
conducted on the b l o c k d u r i n g the 19th c e n t u r y . B r i c k fragments,
wood, and c e r a m i c s were encountered 5 to 10 f e e t below the s u r f a c e . T e s t p i t s dug by the g e o l o g i s t s l o c a t e d b r i c k s and p o t t e r y ,
as w e l l as l a r g e timbers of the s o r t used i n wharves. I n a d d i t i o n ,
p a r t of a b r i c k w a l l was encountered i n a t e s t p i t a t the e s t i mated l o c a t i o n of the Simms Saw M i l l , and surrounding b o r i n g had
t r a c e s of wood c h i p s of the s o r t expected from t h i s type of
activity.
These b o r i n g s , i n a d d i t i o n to those conducted i n p r e v i o u s y e a r s
along the w a t e r f r o n t , i n d i c a t e t h a t t h e r e has been s u b s t a n t i a l
f i l l i n g throughout the a r e a . These d e p o s i t s a r e l i k e l y to be
deepest a t the mouth of Rock Creek, where 18th c e n t u r y accounts
r e l a t e evidence of mud f l a t s and lower e l e v a t i o n s . C u l t u r a l
m a t e r i a l d e p o s i t e d before p e r i o d s of f i l l i n g would s t i l l be
b u r i e d beneath the l a t e r d e p o s i t s , and could p o t e n t i a l l y r e v e a l
s i g n i f i c a n t i n f o r m a t i o n on the e a r l y h i s t o r i c o c c u p a t i o n of
Washington and Georgetown, as w e l l as evidence of p r e h i s t o r i c
use of the p r o j e c t a r e a .
Recent e x c a v a t i o n s i n urban c e n t e r s such as New York C i t y ,
Wilmington, Delaware, and P r o v i d e n c e , Rhode I s l a n d , have proven
the v a l u e of a r c h e o l o g i c a l e x c a v a t i o n beneath deep f i l l d e p o s i t s
i n these c i t i e s . Very o f t e n the f i l l d e p o s i t s have p r o t e c t e d
a r c h e o l o g i c a l r e s o u r c e s from 19th and 20th c e n t u r y d i s t u r b a n c e .
T h i s i s probably t r u e i n many l o c a t i o n s along the Potomac R i v e r
and Rock Creek b a s i n . C a r e f u l s u b s u r f a c e t e s t i n g w i t h heavy
machinery could determine the i n t e g r i t y and c u l t u r a l a f f i l i a t i o n
of p o t e n t i a l r e s o u r c e s w i t h i n the p r o j e c t a r e a .
34
�3.
POTENTIAL IMPACTS
Historic
Resources
Because the l i s t e d c u l t u r a l r e s o u r c e s a r e on, e l i g i b l e , or
p o t e n t i a l l y e l i g i b l e f o r the N a t i o n a l R e g i s t e r , the c r i t e r i a of
e f f e c t p u r s u a n t to the procedures of the A d v i s o r y C o u n c i l on
H i s t o r i c P r e s e r v a t i o n (ACHP), 36 CFR, 800, were a p p l i e d to the
p r o j e c t a l t e r n a t i v e s . I t has been determined t h a t under a l l
a l t e r n a t i v e s , t h e r e would be "no e f f e c t " to any i n d i v i d u a l
r e s o u r c e s beyond the 200-foot impact zone d i s c u s s e d i n S e c t i o n
2, C u l t u r a l R e s o u r c e s .
A l l of the l i s t e d r e s o u r c e s w i t h i n the
200-foot l i m i t would be a f f e c t e d to some degree by c o n s t r u c t i o n
a c t i v i t i e s ( e x c e p t w i t h the N o - B u i l d ) , T h e r e f o r e , depending
on the a l t e r n a t i v e , t h e r e would e i t h e r be "no adverse e f f e c t "
or an "adverse e f f e c t " to each l i s t e d r e s o u r c e .
No-Build.
There would be a s h o r t - t e r m c o n s t r u c t i o n - r e l a t e d
impact on those r e s o u r c e s d i r e c t l y a d j a c e n t to the freeway
(3301 K S t r e e t , Paper M i l l , 3233 K S t r e e t , and Dodge Warehouses)
as a r e s u l t of i n c r e a s e d n o i s e and d u s t d u r i n g the a n t i c i p a t e d
r e d e c k i n g of the freeway.
However, t h i s impact would not be
s i g n i f i c a n t and t h e r e would be "no adverse e f f e c t " on these
r e s o u r c e s . There would be "no e f f e c t " on the other l i s t e d
resources.
A l t e r n a t i v e A.
I t has been determined t h a t t h e r e would be an
"adverse e f f e c t " on the C & O
C a n a l N a t i o n a l H i s t o r i c a l Park
w i t h t h i s a l t e r n a t i v e . There would be "no adverse e f f e c t " on the
other l i s t e d resources.
There would be a s h o r t - t e r m c o n s t r u c t i o n - r e l a t e d impact on a l l
of the l i s t e d r e s o u r c e s as a r e s u l t of i n c r e a s e s i n n o i s e and
d u s t ; however, t h i s temporary impact would not a f f e c t the
h i s t o r i c c h a r a c t e r of these p r o p e r t i e s .
The Georgetown D i s t r i c t as a whole would b e n e f i t from a e s t h e t i c
changes which would l e s s e n the v i s u a l i n t r u s i o n of the e l e v a t e d
freeway s t r u c t u r e . As d i s c u s s e d i n S e c t i o n 1, t h e r e a r e t h r e e
c a t e g o r i e s of a e s t h e t i c improvements which might be used, ranging
from minimal improvements t h a t would c l e a n up the e x i s t i n g
s t r u c t u r e to v a r i o u s facade t r e a t m e n t s . The p r o c e s s of s e l e c t i n g
a s p e c i f i c t r e a t m e n t , i f t h i s a l t e r n a t i v e i s chosen, w i l l seek to
maximize the c o m p a t i b i l i t y of the freeway w i t h the Georgetown
Historic District.
A t the e a s t end, the removal of the unused ramps and stubs would
have a b e n e f i c i a l e f f e c t on the L i b b y Rowhouses, Wheatley Rowhouses, West Heating P l a n t , Godey Lime K i l n s , the p o t e n t i a l
Foggy Bottom H i s t o r i c D i s t r i c t s , and the i n d i v i d u a l b u i l d i n g s
l i s t e d i n Foggy Bottom (numbers 25-37), by r e d u c i n g the i n t r u s i v e ness of the i n t e r s t a t e - s t y l e i n t e r c h a n g e . The impact of changes
35
�a t the e a s t end would be to p h y s i c a l l y and v i s u a l l y f r e e
t h i s a r e a of u n n e c e s s a r y freeway s t r u c t u r e s and shadows, and
improve the q u a l i t y of the environment. The v i s i b i l i t y of
the Godey Lime K i l n s , which a r e p r e s e n t l y obscured by the ramp
near L S t r e e t , would be s i g n i f i c a n t l y improved. The k i l n s
would a l s o be more a c c e s s i b l e as a r e s u l t of the new p e d e s t r i a n
c o n n e c t i o n a t L S t r e e t over Rock Creek Parkway, which would help
t i e the k i l n s i n t o the C & O
C a n a l ( h i s t o r i c a l l y the r e a s o n f o r
the k i l n s ' l o c a t i o n ) . The new p e d e s t r i a n b r i d g e would a l s o
improve p e d e s t r i a n c o n n e c t i o n s between the Georgetown and
p o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s as w e l l . I n d i v i d u a l
b u i l d i n g s i n Foggy Bottom and the s t r u c t u r e s i n Georgetown
e a s t of 30th S t r e e t (Libby Rowhouses, Wheatley Rowhouses, and
West Heating P l a n t ) would be s l i g h t l y f a r t h e r away from the ramp
on the n o r t h s i d e of the freeway, which would be some improvement
i n t h e i r s e t t i n g , although not a major change.
The w i d e r deck would be about f o u r f e e t c l o s e r to the b u i l d i n g s
d i r e c t l y a d j a c e n t to the e l e v a t e d freeway and lower K S t r e e t
(3301 K S t r e e t , Paper M i l l , 3233 K S t r e e t , and Dodge Warehouses).
However, these b u i l d i n g s a r e a l r e a d y a d v e r s e l y a f f e c t e d by t h e i r
p r o x i m i t y to the freeway. The s l i g h t l y wider deck a t the same
h e i g h t as the e x i s t i n g deck would not s i g n i f i c a n t l y change the
s e t t i n g of these b u i l d i n g s and no p h y s i c a l impacts (such as
a l t e r a t i o n or d e m o l i t i o n ) would occur. T h e r e f o r e , i t has been
determined t h a t t h e r e would not be a s i g n i f i c a n t a d v e r s e e f f e c t
on these r e s o u r c e s as a r e s u l t of A l t e r n a t i v e A.
At the west end, A l t e r n a t i v e A i n c l u d e s dropping two l a n e s of
westbound W h i t e h u r s t t r a f f i c down i n t o a t u n n e l which would pass
under the C & O
Canal.
C o n s t r u c t i o n of t h i s t u n n e l would cause
temporary d i s u p t i o n to the c a n a l . C o n s t r u c t i o n t e c h n i q u e s to
minimize t h i s impact are c u r r e n t l y being i n v e s t i g a t e d . I t i s
a n t i c i p a t e d t h a t a cut-and-cover method of c o n s t r u c t i o n would be
u t i l i z e d ; the t u n n e l i n g method does not appear to be f e a s i b l e
because t h e r e would not be s u f f i c i e n t overburden (minimum of 20
f e e t of cover r e q u i r e d ) .
The most f e a s i b l e c o n s t r u c t i o n scheme appears to be c o n s t r u c t i n g
h a l f of the t u n n e l under the c a n a l a t a time. A cofferdam could
be used to d i v e r t the c a n a l water s l i g h t l y to the north s i d e of
the c a n a l w h i l e b u i l d i n g one h a l f of the t u n n e l , then d i v e r t i n g
the w a t e r s l i g h t l y to the south d u r i n g c o n s t r u c t i o n of the other
h a l f . There i s s u f f i c i e n t space a t t h i s l o c a t i o n of the c a n a l
f o r the d i v e r s i o n , which would a l l o w water f l o w to be r e t a i n e d
throughout the c o n s t r u c t i o n p e r i o d . With t h i s c o n s t r u c t i o n
method, a f t e r the water has been d i v e r t e d to one s i d e , temporary
supports would be p l a c e d around the proposed box ( t u n n e l ) to
r e t a i n the e a r t h and support any roadway decking r e q u i r e d , the
s i t e would be e x c a v a t e d , and h a l f of the t u n n e l would then be
constructed.
The procedure would then be repeated on the other
side.
36
�The new t u n n e l would r e q u i r e r e c o n s t r u c t i o n of a p o r t i o n of
the c a n a l r e t a i n i n g w a l l s u p p o r t i n g C a n a l Road. T h i s w a l l would
be r e p a i r e d and r e s t o r e d i n k i n d a f t e r c o n s t r u c t i o n . I n the
long term, the c a n a l would be r e l i n e d to the l i m i t s of the
t u n n e l c o n s t r u c t i o n and the c o n s t r u c t i o n would not a d v e r s e l y
a f f e c t the f u n c t i o n and c h a r a c t e r of the c a n a l .
The new ramp on the e a s t s i d e of Key Bridge would have a long
term a d v e r s e e f f e c t on the c a n a l , i n a d d i t i o n to s h o r t - t e r m
c o n s t r u c t i o n i m p a c t s , because i t would be a new c r o s s i n g of the
c a n a l . T h i s new c r o s s i n g would be o f f s e t to some degree by the
removal of the e a s t e r n h a l f of one of the two e x i s t i n g ramps
c r o s s i n g the c a n a l . The new ramp would be immediately west
of the p r e s e n t p e d e s t r i a n and m u l e - c r o s s o v e r b r i d g e a t 34th
S t r e e t . I t would be a s i n g l e - l a n e ramp r e q u i r i n g a s t r u c t u r e
a p p r o x i m a t e l y 15 f e e t wide, and would c r o s s over the c a n a l about
15 f e e t above the towpath, ramping down to merge w i t h westbound
Whitehurst t r a f f i c .
The new ramp could be designed as a s i n g l e
a r c h c l a d w i t h g r a n i t e or other a p p r o p r i a t e m a t e r i a l to make i t s
appearance s i m i l a r to the W i s c o n s i n Avenue c a n a l b r i d g e .
The e x i s t i n g b r i d g e over the c a n a l a t 34th S t r e e t i s on the s i t e
of one of the o r i g i n a l mule c r o s s - o v e r s , although the b r i d g e
i t s e l f i s of r e l a t i v e l y r e c e n t v i n t a g e ( 1 9 5 2 ) . I t i s used as a
p o p u l a r stopping p o i n t f o r p e d e s t r i a n s , whose v i s t a from the
b r i d g e would be n e g a t i v e l y a f f e c t e d by the new ramp. Concern
has a l s o been expressed about the e f f e c t of nearby v e h i c u l a r
t r a f f i c on the mules t h a t tow the c a n a l barges operated f o r
s i g h t s e e i n g t o u r s . I f the mules were d i s t u r b e d , i t i s p o s s i b l e
t h a t the mule c r o s s i n g might be moved to the west s i d e of Key
Bridge w i t h a new c r o s s o v e r b r i d g e , l e a v i n g the e x i s t i n g b r i d g e
i n place for pedestrians.
With the new ramp, the net amount of shadow c a s t on the c a n a l
by highway ramps would be l e s s than e x i s t s today, because the
new ramp would be narrower than the p o r t i o n of the ramp removed
on the west s i d e of Key B r i d g e .
A major long term b e n e f i t w i l l r e s u l t to the c a n a l by removing
the e x i s t i n g ramp p i e r s i n the c e n t e r of the c a n a l . These p i e r s
c u r r e n t l y d e t r a c t from the appearance of the c a n a l and impede
c a n a l barge o p e r a t i o n s .
Removal of these p i e r s as proposed
w i l l h e l p o f f s e t a d v e r s e e f f e c t s on the c a n a l .
A l t e r n a t i v e A would e n t a i l d e m o l i t i o n of the I c e House. Although
the h i s t o r i c a l v a l u e of t h i s p r o p e r t y has not been e s t a b l i s h e d ,
any
s i g n i f i c a n c e i s b e l i e v e d to be l i m i t e d to o l d e r b r i c k w o r k
i n c o r p o r a t e d i n t o the newer s t r u c t u r e . I f A l t e r n a t i v e A i s
s e l e c t e d f o r implementation, i t i s recommended t h a t the importance
of perhaps s a l v a g i n g a p o r t i o n of the I c e House be e x p l o r e d .
It
may be p o s s i b l e to c a r r y out s e l e c t i v e d e m o l i t i o n p e r m i t t i n g
37
�c o n s t r u c t i o n of the new ramp w h i l e r e t a i n i n g a p o r t i o n of the
older f a b r i c .
I t has been suggested t h a t a l l or some of the
o l d e r b r i c k w a l l might be i n c o r p o r a t e d i n t o the d e s i g n as a
landscape f e a t u r e . R e l o c a t i n g the I c e House to another s i t e as
a p o t e n t i a l m i t i g a t i o n measure does not appear t o be w a r r a n t e d .
The I c e House c u r r e n t l y s h i e l d s the c a n a l from n o i s e and fumes
from the freeway; i t s removal c o u l d thus i n d i r e c t l y a f f e c t the
c a n a l . M i t i g a t i o n measures such as n o i s e b a r r i e r s screened by
l a n d s c a p i n g c o u l d reduce t h i s p o t e n t i a l impact.
The new ramp would a l s o somewhat a l t e r the e x i s t i n g s e t t i n g
of s e v e r a l nearby h i s t o r i c b u i l d i n g s ( F o r r e s t Marbury House
and Wing, 3342 M S t r e e t , 1113 and 1111 34th S t r e e t , A, B, C, and
D M S t r e e t A l l e y , and 3348 M S t r e e t A l l e y ) . S i n c e t h e r e would
be no p h y s i c a l changes to the b u i l d i n g s and the e x i s t i n g s e t t i n g
i s c h a r a c t e r i z e d by the M S t r e e t commercial environment, t h i s
e f f e c t i s not judged a d v e r s e .
A l t e r n a t i v e AA.
With t h i s a l t e r n a t i v e , t h e r e would be an
"adverse e f f e c t " on those r e s o u r c e s along the n o r t h e r n edge
of the freeway because of the lower, 16-foot wider deck.
These
r e s o u r c e s i n c l u d e 3301 K S t r e e t , the Paper M i l l , 3233 K S t r e e t ,
and the Dodge Warehouses. The new freeway would f u r t h e r obscure
these r e s o u r c e s , p a r t i c u l a r l y the s m a l l s c a l e Dodge Warehouses and
3233 K S t r e e t .
As w i t h A l t e r n a t i v e A, t h e r e would be s h o r t - t e r m impacts on a l l
r e s o u r c e s as a r e s u l t of i n c r e a s e d n o i s e and d u s t d u r i n g cons t r u c t i o n . Because the e x i s t i n g e l e v a t e d s t r u c t u r e would be
demolished, these c o n s t r u c t i o n impacts would be g r e a t e r than
w i t h A l t e r n a t i v e A; however, they would not c o n s t i t u t e an "adverse
e f f e c t " pusuant to ACHP g u i d e l i n e s .
A t the e a s t end, the ramps c o n n e c t i n g 1-66 and the W h i t e h u r s t
Freeway would be moved f a r t h e r to the w e s t . The Potomac R i v e r
freeway stub and ramps would be removed. The c o n n e c t i o n from
1-66 to 26th and L S t r e e t s would be m o d i f i e d by adding an a t grade i n t e r s e c t i o n a t 27th S t r e e t and Whitehurst/K S t r e e t .
Two
b l o c k s of l a n d west of 26th S t r e e t would thus be f r e e d f o r nonhighway use, which would have a b e n e f i c i a l e f f e c t on the p o t e n t i a l
Foggy Bottom H i s t o r i c D i s t r i c t s and i n d i v i d u a l b u i l d i n g s (numbers
2 4 - 3 7 ) . The m o d i f i c a t i o n s a t the e a s t end would s l i g h t l y
improve the a c c e s s i b i l i t y and v i s i b i l i t y of the Godey Lime
K i l n s . On the Georgetown s i d e of Rock Creek, the West Heating
P l a n t , Wheatley Rowhouses, and L i b b y Rowhouses would b e n e f i t
from the r e c o n f i g u r e d i n t e r c h a n g e , which would be f a r t h e r away
from these b u i l d i n g s .
The Georgetown H i s t o r i c D i s t r i c t as a whole would b e n e f i t from
the new, e l e v a t e d freeway, which would be a more modern, c l e a n e r
38
�s t r u c t u r e , and a l e s s i n t r u s i v e element on the w a t e r f r o n t
from vantage p o i n t s l o o k i n g down M S t r e e t towards the Potomac
R i v e r . As w i t h A l t e r n a t i v e A, v a r i o u s a e s t h e t i c treatments
could be used to h e l p i n t e g r a t e the freeway i n t o i t s s e t t i n g .
A s m a l l p a r c e l of p a r k l a n d on the n o r t h s i d e of the c a n a l would be
taken to a l l o w f o r widening the roadway and the edge of the
e x i s t i n g ramp which connects eastbound C a n a l Road w i t h the
W h i t e h u r s t Freeway would be widened s l i g h t l y to improve the
t u r n i n g r a d i u s . T h i s impact would not be s i g n i f i c a n t .
A l t e r n a t i v e F. With A l t e r n a t i v e F, t h e r e would be an "adverse
e f f e c t " on the C & O
Canal N a t i o n a l H i s t o r i c a l P a r k .
There
would be "no adverse e f f e c t s " on the remaining l i s t e d r e s o u r c e s .
As w i t h A l t e r n a t i v e s A and AA, t h e r e would be s h o r t - t e r m
i n c r e a s e s i n n o i s e and d u s t d u r i n g c o n s t r u c t i o n ; however,
these impacts would not cause an adverse e f f e c t p u r s u a n t to
ACHP g u i d e l i n e s .
At the e a s t end, as w i t h A l t e r n a t i v e AA, two l a r g e p a r c e l s of
land would be f r e e d f o r non-highway use, which would be an
improvement to the p o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s
and i n d i v i d u a l b u i l d i n g s (numbers 24-37).
These r e s o u r c e s would
a l s o b e n e f i t from the reduced number of e l e v a t e d s t r u c t u r e s ,
d i v i s i v e ramps, and amount of shadow c a s t by the ramps.
The
Godey Lime K i l n s would a g a i n b e n e f i t s l i g h t l y from i n c r e a s e d
a c c e s s i b i l i t y and v i s i b i l i t y , and the West Heating P l a n t ,
Wheatley Rowhouses, and L i b b y Rowhouses would b e n e f i t from the
removal of the ramp on the n o r t h s i d e of the freeway.
Replacement of the freeway w i t h an at-grade a r t e r i a l would
r e s u l t i n a s i g n i f i c a n t v i s u a l improvement to the Georgetown
H i s t o r i c D i s t r i c t and to the i n d i v i d u a l b u i l d i n g s along the
main a l i g n m e n t . There would be no e l e v a t e d s t r u c t u r e e a s t of
33rd S t r e e t to o b s t r u c t v i e w s of the w a t e r f r o n t from M S t r e e t ,
v i e w s of Georgetown from a c r o s s the Potomac R i v e r , and views
of p e d e s t r i a n s along K S t r e e t and u s i n g the proposed w a t e r f r o n t
park.
The h i s t o r i c c h a r a c t e r of Georgetown would be enhanced
by the removal of the e l e v a t e d freeway s t r u c t u r e . A wide s i d e w a l k (15 f e e t ) on the n o r t h s i d e of the new a r t e r i a l would
promote p e d e s t r i a n c i r c u l a t i o n and a c t i v i t y on lower K S t r e e t ,
a l t h o u g h p e d e s t r i a n a c c e s s w i t h i n the Georgetown H i s t o r i c
D i s t r i c t to the w a t e r f r o n t and proposed w a t e r f r o n t park would
be impeded by the l a r g e t r a f f i c volumes on the at-grade f a c i l i t y .
However, the o v e r a l l e f f e c t on the Georgetown H i s t o r i c D i s t r i c t
would be p o s i t i v e .
At the west end, a new "S"-shaped ramp e a s t of Key B r i d g e would
r e p l a c e the e x i s t i n g ramp f o r northbound Key Bridge t r a f f i c
t u r n i n g e a s t onto the W h i t e h u r s t Freeway. The e x i s t i n g Key
Bridge to eastbound W h i t e h u r s t ramp would be demolished.
The
39
�new ramp would have an adverse e f f e c t on the C & O
Canal
N a t i o n a l H i s t o r i c a l Park because i t would be a new c r o s s i n g
of the c a n a l .
T h i s new ramp would be longer and more c i r c u i t o u s than an e x t e n s i o n of the e x i s t i n g ramp down to ground l e v e l f o r e a s t bound t r a f f i c ; however, the " S " - c o n f i g u r a t i o n a l l o w s the
ramp t o meet grade two b l o c k s west of where the e x i s t i n g Key
B r i d g e ramp would r e a c h ground l e v e l . Because the "S" shape
f o r e s h o r t e n s the v i e w of the ramp from the south, i t has
a e s t h e t i c advantages when viewed from the w a t e r f r o n t or a c r o s s
the r i v e r . T h i s ramp has no t r a f f i c b e n e f i t s and i s i n c l u d e d
i n A l t e r n a t i v e F s o l e l y f o r t h i s a e s t h e t i c r e a s o n . When viewed
from the n o r t h , w e s t , or e a s t , the ramp would be more prominent
and i n t r u s i v e .
As w i t h A l t e r n a t i v e A, the I c e House would be t a k e n , which would
r e s u l t i n the l o s s of the s h i e l d i n g e f f e c t t h i s b u i l d i n g
c u r r e n t l y p r o v i d e s by s e p a r a t i n g the c a n a l from highway n o i s e .
T h i s impact could be m i t i g a t e d by landscaping and n o i s e b a r r i e r s
For the removal of the I c e House i t s e l f , p o t e n t i a l m i t i g a t i o n
would be the same as d i s c u s s e d under A l t e r n a t i v e A.
The new ramp would a l s o somewhat a l t e r the e x i s t i n g s e t t i n g of
s e v e r a l nearby h i s t o r i c b u i l d i n g s ( F o r r e s t Marbury House and
Wing, 3342 M S t r e e t , 1113 and 1111 34th S t r e e t , A, B, C, and D
M S t r e e t A l l e y , and 3348 M S t r e e t A l l e y ) . S i n c e t h e r e would be
no p h y s i c a l changes t o the b u i l d i n g s and the e x i s t i n g s e t t i n g
i s c h a r a c t e r i z e d by the M S t r e e t commercial environment, t h i s
e f f e c t i s not judged a d v e r s e .
Archeological
Resources
A p r e l i m i n a r y l o c a t i o n and i d e n t i f i c a t i o n survey was conducted
i n t h e p r o j e c t a r e a , c o n s i s t i n g of a walkover of the a r e a and
a preliminary a r c h i v a l search.
Other p r o f e s s i o n a l a r c h e o l o g i s t s
knowledgeable i n the r e g i o n , were c o n s u l t e d , and s i t e r e p o r t s
and s t u d i e s were r e v i e w e d .
There a r e no recorded a r c h e o l o g i c a l s i t e s on or determined
e l i g i b l e f o r the N a t i o n a l R e g i s t e r i n the p r o j e c t a r e a . However
the p r e d i c t i v e s u r v e y
conducted as p a r t of t h i s study i n d i c a t e d
t h a t t h e r e i s a s t r o n g p o t e n t i a l f o r a r c h e o l o g i c a l r e s o u r c e s to
be p r e s e n t .
A s e n s i t i v e a r c h e o l o g i c a l d i s t r i c t has been d e f i n e d
as t h a t a r e a w i t h i n 200 f e e t of the p r o j e c t r i g h t - o f - w a y d i s cussed i n S e c t i o n 2, C u l t u r a l R e s o u r c e s . F i g u r e 9, which
i n d i c a t e s recorded s t r u c t u r e s w i t h i n t h i s d i s t r i c t t h a t have
been i d e n t i f i e d from 1800 and 1857 maps, l o c a t e s p o t e n t i a l s i t e s
where s i g n i f i c a n t s t r u c t u r a l remains may be p r e s e n t .
No s p e c i f i i
40
�a r e a can be c o n s i d e r e d v o i d of a r c h e o l o g i c a l r e s o u r c e s w i t h o u t
a s u b s u r f a c e a r c h e o l o g i c a l t e s t i n g program. As noted e a r l i e r ,
some a r e a s e x h i b i t c o n s i d e r a b l e f i l l d e p o s i t s which may have
p r e s e r v e d e a r l y h i s t o r i c and p r e h i s t o r i c f e a t u r e s . T w e n t i e t h
c e n t u r y c o n s t r u c t i o n of Key B r i d g e , W h i t e h u r s t Freeway, and other
highway c o n s t r u c t i o n may have d e s t r o y e d some of these r e s o u r c e s ,
but t h i s i s i m p o s s i b l e to determine w i t h o u t a d e t a i l e d study of
e a r l y topographic maps and c o n s t r u c t i o n drawings a t each l o c a t i o n .
The f o l l o w i n g d i s c u s s i o n f o c u s e s on p r e d i c t e d impacts to a r c h e o l o g i c a l r e s o u r c e s known through p r e l i m i n a r y map and a r c h i v a l
s t u d y . S u b s u r f a c e t e s t i n g , i n combination w i t h l o t - s p e c i f i c
a n a l y s i s of h i s t o r i c use of a p r o p e r t y , would be v a l u a b l e i n
f u r t h e r d e f i n i n g i m p a c t s . P r e d i c t i v e models as w e l l as 17th
c e n t u r y w r i t t e n s o u r c e s suggest t h a t t h e r e may be p r e h i s t o r i c
r e s o u r c e s w i t h i n the a r e a ; however, t h i s can o n l y be determined
through a s u b s u r f a c e t e s t i n g program.
A l t e r n a t i v e A.
There would be impacts to p r e d i c t e d a r c h e o l o g i c a l
r e s o u r c e s from s e v e r a l a c t i o n s under t h i s a l t e r n a t i v e . On the
west end, the new t u n n e l under the W h i t e h u r s t Freeway, Key
Bridge ramps, and C & O
C a n a l c o u l d have impacts r e l a t e d to both
p r e h i s t o r i c o c c u p a t i o n and h i s t o r i c use of t h i s p r o p e r t y .
Numerous s t r u c t u r e s a r e d e p i c t e d on 19th c e n t u r y maps i n t h i s
l o c a t i o n , and i t i s not c l e a r i f any d e s t r u c t i o n o c c u r r e d to
these r e s o u r c e s d u r i n g the c o n s t r u c t i o n of Key B r i d g e and the
W h i t e h u r s t Freeway. The new ramp on the e a s t s i d e of Key Bridge
c o u l d have a s i m i l a r impact.
On the e a s t end, r e c o n s t r u c t i o n of the ramp south of the freeway
c o u l d a g a i n have an impact on h i s t o r i c or p r e h i s t o r i c r e s o u r c e s ,
depending on the d e s i g n and c o n s t r u c t i o n method, and the degree
of d i s t u r b a n c e to the s i t e d u r i n g c o n s t r u c t i o n .
I n a l l l o c a t i o n s , r e g r a d i n g a c t i v i t i e s could impact both p r e h i s t o r i c and h i s t o r i c r e s o u r c e s .
A l t e r n a t i v e AA.
There would be impacts to p r e d i c t e d r e s o u r c e s
from s e v e r a l a c t i o n s . On the west end, the eastbound Canal
Road underpass c o u l d impact remains from s t r u c t u r e s once l o c a t e d
between the c a n a l and C a n a l Road, and those p r e d i c t e d from
s t r u c t u r e s once on the n o r t h s i d e of Canal Road. I f p r e s e n t ,
p r e h i s t o r i c r e s o u r c e s c o u l d a l s o be a f f e c t e d i n t h i s l o c a t i o n .
The t a k i n g of e i g h t a d d i t i o n a l f e e t south of the e x i s t i n g
W h i t e h u r s t Freeway r i g h t - o f - w a y c o u l d have an impact on
remains of s t r u c t u r e s once l o c a t e d between K S t r e e t and the
r i v e r , i f these have not a l r e a d y been d e s t r o y e d by i n d u s t r i a l
b u i l d i n g s l o c a t e d i n the a r e a d u r i n g the 20th c e n t u r y .
On the e a s t end, the new i n t e r c h a n g e c o u l d have an e f f e c t on
r e s o u r c e s d a t i n g from the e a r l y days of the founding of the
41
�f e d e r a l d i s t r i c t and i t s 1 8 t h c e n t u r y use. Robert P e t e r ' s
Mexico p l a n t a t i o n r e s i d e n c e was w i t h i n the impact a r e a . As
w i t h A l t e r n a t i v e A, r e g r a d i n g a c t i v i t i e s could impact both
p r e h i s t o r i c and h i s t o r i c r e s o u r c e s .
A l t e r n a t i v e F, Under t h i s a l t e r n a t i v e , the t a k i n g o f 31
a d d i t i o n a l f e e t on t h e south s i d e of K S t r e e t would impact
those p r e d i c t e d p r e h i s t o r i c and h i s t o r i c r e s o u r c e s i n t h i s
l o c a t i o n . Even though 20th c e n t u r y c o n s t r u c t i o n a c t i v i t i e s
w i l l have d e s t r o y e d many o f t h e s e , a r c h e o l o g i c a l s i t e s w i l l
be p r e s e n t i n those a r e a s along the w a t e r f r o n t not so d i s t u r b e d ,
but p r o t e c t e d by s u b s t a n t i a l l a n d f i l l d e p o s i t s .
On the west end, t h e new "S"-shaped ramp would impact a r c h e o l o g i c a l
r e s o u r c e s , i f r e m a i n i n g , from t h e 18th and 19th c e n t u r y use and
o c c u p a t i o n of t h i s l a n d . There c o u l d a l s o be p r e h i s t o r i c r e s o u r c e s p r e s e n t a t t h i s l o c a t i o n . The widening of C a n a l Road
c o u l d impact p o t e n t i a l s i t e s on the n o r t h s i d e o f the e x i s t i n g
road i n the P a l i s a d e s r e g i o n .
The new i n t e r c h a n g e a t the e a s t end c o u l d have a s i m i l a r impact
as p r e d i c t e d i n the o t h e r a l t e r n a t i v e s . S i m i l a r l y , r e g r a d i n g
could have an impact i n any l o c a t i o n .
Summary. I n c o n c l u s i o n , no a r e a c a n be c o n s i d e r e d v o i d o f
a r c h e o l o g i c a l r e s o u r c e s w i t h i n the t o t a l p r o j e c t a r e a a t t h i s
time. T h i s i s an a r e a t h a t has e x p e r i e n c e d s i g n i f i c a n t a c t i v i t i e s
d u r i n g the e x p l o r a t i o n , founding, and development of the p o r t o f
Georgetown and t h e growth o f the C a p i t a l . Many of the persons
s i g n i f i c a n t i n the h i s t o r y o f the r e g i o n and n a t i o n l i v e d and
worked w i t h i n the p r o j e c t a r e a . The growth and development of
the community i n i t s f o r m a t i v e s t a g e s c a n be t r a c e d by a r c h e o l o g i c a l e x p l o r a t i o n t o supplement t h e o f t e n fragmentary h i s t o r i c a l
documents of the e a r l y y e a r s of the town and c i t y , and i t s
residents.
I n a d d i t i o n , even though 1 7 t h and 18th c e n t u r y r e p o r t s were made
c o n c e r n i n g I n d i a n o c c u p a t i o n i n the r e g i o n , t h e r e has been
l i t t l e s c i e n t i f i c documentation of the p r e h i s t o r i c use and
o c c u p a t i o n of the a r e a , e s p e c i a l l y w i t h i n the c o n f i n e s of the
D i s t r i c t o f Columbia. S i n c e i t was r e p o r t e d t h a t t h i s was the
c e n t e r of a r e g i o n a l I n d i a n s e t t l e m e n t d u r i n g the L a t e
Woodland p e r i o d , w i t h t h e s u b s t a n t i a l q u a r r i e s of Rock Creek
which p r o v i d e d raw m a t e r i a l s f o r tool-making f o r l o c a l and
r e g i o n a l groups, any s i t e p r e s e n t w i t h i n the p r o j e c t a r e a could
be s i g n i f i c a n t i n understanding the development of p r e h i s t o r i c
activities.
Only a f t e r f u r t h e r s i t e - s p e c i f i c a r c h i v a l r e s e a r c h i s conducted
and a t e s t i n g program implemented i n p o t e n t i a l impact a r e a s c a n
the e f f e c t be determined. I t may be t h a t t h e r e has been s u b s t a n t i l d i s t u r b a n c e t o most or a l l of the a r e a through 1 9 t h and
20th c e n t u r y c o n s t r u c t i o n , w i t h l i t t l e or nothing remaining
from p r e v i o u s h i s t o r i c or p r e h i s t o r i c a c t i v i t i e s .
42
�Upon s e l e c t i o n o f a f i n a l a l t e r n a t i v e d u r i n g the d e s i g n phase,
as a p p r o p r i a t e , DCDOT w i l l p r o v i d e f o r f u r t h e r a r c h e o l o g i c a l
i n v e s t i g a t i o n s i n c l u d i n g s i t e - s p e c i f i c a r c h i v a l r e s e a r c h and
a t e s t i n g program t o o b t a i n more i n f o r m a t i o n on impacts t o
a r c h e o l o g i c a l r e s o u r c e s . A t t h a t time, the e x t e n t o f a d d i t i o n a l
a r c h e o l o g i c a l study t o be undertaken w i l l be determined i n
c o o r d i n a t i o n w i t h the D.C. S t a t e H i s t o r i c P r e s e r v a t i o n O f f i c e r .
43
�4.
CONCLUSION AND
MITIGATION
I n c o n s i d e r a t i o n of S e c t i o n 106 of the H i s t o r i c P r e s e r v a t i o n
A c t of 1966 and E x e c u t i v e Order 11593, the f o l l o w i n g summarizes
the d e t e r m i n a t i o n of e f f e c t f o r the a l t e r n a t i v e s .
Under both A l t e r n a t i v e s A and F, t h e r e would be an "adverse
e f f e c t " on the C & O
C a n a l N a t i o n a l H i s t o r i c a l Park, a t t r i b u t a b l e to a new ramp c r o s s i n g over the c a n a l . With these
a l t e r n a t i v e s , t h e r e would be "no a d v e r s e e f f e c t s " to the other
r e s o u r c e s l i s t e d (other than p o t e n t i a l a r c h e o l o g i c a l r e s o u r c e s ) .
Under A l t e r n a t i v e AA, t h e r e would be an "adverse e f f e c t " on
those r e s o u r c e s on the n o r t h s i d e of the freeway because of
t h e i r p r o x i m i t y to the lower, w i d e r freeway deck (3301 K S t r e e t ,
Paper M i l l , 3233 K S t r e e t , and Dodge Warehouses).
There would be an "adverse e f f e c t " to a r c h e o l o g i c a l r e s o u r c e s ,
i f present, with a l l b u i l d a l t e r n a t i v e s . F i n a l determination
of the impact and the type and s i g n i f i c a n c e of these r e s o u r c e s
cannot be determined u n t i l a c o n t r o l l e d s u b s u r f a c e a r c h e o l o g i c a l
t e s t i n g program i s conducted, i n accordance w i t h N a t i o n a l Park
S e r v i c e and ACHP g u i d e l i n e s f o r the p r o t e c t i o n of a r c h e o l o g i c a l
resources.
I f r e s o u r c e s a r e p r e s e n t , i t would be p o s s i b l e to
develop an a r c h e o l o g i c a l r e s o u r c e s management p l a n f o r the p r o j e c t
a r e a t h a t would i n c l u d e o p p o r t u n i t i e s f o r the p r e s e r v a t i o n , cons e r v a t i o n , and perhaps d a t a r e c o v e r y of a r c h e o l o g i c a l p r o p e r t i e s .
T h i s could c o n s t i t u t e m i t i g a t i o n of any such r e s o u r c e s i n the
p r o j e c t a r e a , and a l l o w s u c c e s s f u l completion of the W h i t e h u r s t
Freeway P r o j e c t . Upon s e l e c t i o n of a f i n a l a l t e r n a t i v e , DCDOT
w i l l p r o v i d e f o r f u r t h e r a r c h e o l o g i c a l i n v e s t i g a t i o n s as
a p p r o p r i a t e f o r compliance w i t h S e c t i o n 106 requirements r e g a r d i n g
archeological resources.
V a r i o u s m i t i g a t i o n measures have been proposed f o r the p r o j e c t ,
including:
•Improving the a c c e s s i b i l i t y of the Aqueduct Bridge
abutment, i n c l u d i n g r e p a i r i n g the s t a i r s t h a t l e a d to
the top of the abutment and p r o v i d i n g a walkway to the
end of both s i d e s of the abutment, l e a v i n g the c e n t e r of
the trough open. T h i s would encourage p u b l i c a p p r e c i a t i o n
of t h i s s t r u c t u r e , which i s c u r r e n t l y fenced o f f a t the
C&O
Canal l e v e l .
The walkway to the end of the abutment
would provide a p l e a s a n t promontory o v e r l o o k i n g the
Potomac R i v e r .
•With A l t e r n a t i v e A, a major m i t i g a t i o n measure planned
i s to remove the e x i s t i n g ramp p i e r s from the c e n t e r of
the C & O
C a n a l a t the west end.
These p i e r s a r e a
s i g n i f i c a n t v i s u a l i n t r u s i o n on the c a n a l and p r e s e n t
a h o r i z o n t a l c l e a r a n c e problem f o r s e a s o n a l c a n a l barge
44
�operations.
The shadows c r e a t e d by the ramps and the
g r a f f i t i s c r a w l e d on the p i e r s make t h i s a r e a an
u n a t t r a c t i v e s t r e t c h of the c a n a l . Removal of the p i e r s
would be a s i g n i f i c a n t improvement.
•Clad the proposed new ramps over the c a n a l ( A l t e r n a t i v e s
A and F ) w i t h g r a n i t e or other a p p r o p r i a t e m a t e r i a l s t o
make them compatible w i t h the e x i s t i n g C & O C a n a l
environment.
•Noise abatement i n the form of noise b a r r i e r s screened
by landscaping i s proposed w i t h A l t e r n a t i v e s A and F
to s h i e l d the c a n a l v i s u a l l y and a c o u s t i c a l l y from the
f r e e w a y , t o compensate f o r the removal of the I c e House.
I f a p p r o p r i a t e , i t may be p o s s i b l e t o r e t a i n p a r t of the
I c e House, r a t h e r than d e m o l i s h i n g t h e e n t i r e s t r u c t u r e .
•With A l t e r n a t i v e A, i t i s proposed t h a t the c a n a l
r e t a i n i n g w a l l s u p p o r t i n g C a n a l Road be r e p a i r e d and
r e s t o r e d i n k i n d t o the l i m i t s of the t u n n e l c o n s t r u c t i o n .
The v a r i o u s m i t i g a t i o n measures proposed w i l l be r e f i n e d i n
c o n s u l t a t i o n w i t h t h e D.C. S t a t e H i s t o r i c P r e s e r v a t i o n O f f i c e r ,
A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n , F i n e A r t s Commission,
N a t i o n a l Park S e r v i c e , N a t i o n a l C a p i t a l P l a n n i n g Commission,
and o t h e r i n t e r e s t e d a g e n c i e s and groups p r i o r t o f i n a l d e s i g n
of the a l t e r n a t i v e s e l e c t e d f o r implementation.
45
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��
Dublin Core
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Title
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Technical report on historic and archeological resources : Whitehurst Freeway corridor study
Technical report on historic and archaeological resources : Whitehurst Freeway corridor study
Subject
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Whitehurst Freeway (Washington, D.C.)
Creator
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De Leuw, Cather & Company
Kresscox Associates, P.C.
Delon Hampton & Associates
Date
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January 1984
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District of Columbia. Department of Transportation. Office of Policy and Program Development
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Documents
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English
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Text
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DDOT Historical Reports & Other Documents
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Transportation--Research--United States
Transportation--Planning
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District Department of Transportation's historical reports and other documents.
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Various
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Documents
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English
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Text
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Various
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District Department of Transportation
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Whitehurst Freeway
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Whitehurst Freeway (Washington, D.C.)
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An account of the resource
Historical reports and documents related to the Whitehurst Freeway in the Washington, D.C.
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Various
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Title
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Chain Bridge 001
Subject
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Chain Bridge (Washington, D.C.)
Bodies of water
Potomac River
Floods
Bridges
Description
An account of the resource
A view of the Chain Bridge over the Potomac River between 8 and 8:30 p.m. Cars on the bridge are visible in the background. Water levels are high from potential flooding rains from Hurricane Agnes
Creator
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District of Columbia. Department of Highways and Traffic
District Department of Transportation
Date
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June 23, 1972
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Chain Bridge 002
Subject
The topic of the resource
Chain Bridge (Washington, D.C.)
Bodies of water
Potomac River
Bridges
Floods
Description
An account of the resource
A view of the Chain Bridge over the Potomac River between 8 and 8:30 p.m. Water levels are visibly high after potentially flooding rains from Hurricane Agnes
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An entity primarily responsible for making the resource
District of Columbia. Department of Highways and Traffic
District Department of Transportation
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Dublin Core
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Title
A name given to the resource
Chain Bridge 003
Subject
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Chain Bridge (Washington, D.C.)
Bodies of water
Potomac River
Bridges
Floods
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An account of the resource
A view of the Chain Bridge over the Potomac River between 8 and 8:30 p.m. This is a view of the Chain Bridge over the Potomac River, with cars and some traffic speed-limit signs visible in the background. Water levels are high after potentially flooding rains from Hurricane Agnes.
Creator
An entity primarily responsible for making the resource
District of Columbia. Department of Highways and Traffic
District Department of Transportation
Date
A point or period of time associated with an event in the lifecycle of the resource
June 23, 1972
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Dublin Core
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A name given to the resource
Chain Bridge 004
Subject
The topic of the resource
Chain Bridge (Washington, D.C.)
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Potomac River
Floods
Bridges
Description
An account of the resource
A view of the Chain Bridge over the Potomac River between 8 and 8:30 p.m. Cars on the bridge are visible in the background. Water levels are high after potentially flooding rains from Hurricane Agnes.
Creator
An entity primarily responsible for making the resource
District of Columbia. Department of Highways and Traffic
District Department of Transportation
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A point or period of time associated with an event in the lifecycle of the resource
June 23, 1972
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Public domain
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Dublin Core
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Title
A name given to the resource
Chain Bridge 005
Subject
The topic of the resource
Chain Bridge (Washington, D.C.)
Bodies of water
Potomac River
Bridges
Floods
Description
An account of the resource
A view of the Chain Bridge over the Potomac River between 8 and 8:30 p.m. Water levels are visibly high after potentially flooding rains from Hurricane Agnes.
Creator
An entity primarily responsible for making the resource
District of Columbia. Department of Highways and Traffic
District Department of Transportation
Date
A point or period of time associated with an event in the lifecycle of the resource
June 23, 1972
Rights
Information about rights held in and over the resource
Public domain
Format
The file format, physical medium, or dimensions of the resource
Photographs
Language
A language of the resource
English
Type
The nature or genre of the resource
Prints
https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/609a1927f734f368d638d38541e5c15b.jpg?Expires=1712793600&Signature=sg5IllOf8SHEThMP25NlBSnJ7cgXkmW%7EOvwzvR535qGbwiEE9Hd47LtczOIx19Kv0fCRT-JxdyZaL3nc1j83d0n%7EvfM%7E5x8J5RyDj0LnSi13uclMfECOHaf3YMXKBEQFwDjqRy-jQjqaVUcuJZNIkakWvm4Q6tno5LBeJkNWVXcjjM-ICrpJyhcDhR0TRquG1ui7jmzJ8l%7EyuAAA4JdvP-VUnxe%7ErXl1YwABzl-ua-6xI9q114o1MEF6dmQ%7E1ukxs8dycde%7Eh-FSEqDwbCqOTrDBtM45vkhXaPqJub%7Ec5mry5Fd8qK%7E3xdXG2TBhPL3ZXy6yuFljOUa9TF67n3vzJA__&Key-Pair-Id=K6UGZS9ZTDSZM
ef858df8a5397367f5e887950ac5b5d1
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Chain Bridge 006
Subject
The topic of the resource
Chain Bridge (Washington, D.C.)
Bodies of water
Potomac River
Floods
Bridges
Description
An account of the resource
A view of the Chain Bridge over the Potomac River between 8 and 8:30 p.m. Water levels are high after what appears to be a flood or heavy rains from Hurricane Agnes.
Creator
An entity primarily responsible for making the resource
District of Columbia. Department of Highways and Traffic
District Department of Transportation
Date
A point or period of time associated with an event in the lifecycle of the resource
June 23, 1972
Rights
Information about rights held in and over the resource
Public domain
Format
The file format, physical medium, or dimensions of the resource
Photographs
Language
A language of the resource
English
Type
The nature or genre of the resource
Prints
https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c747f8cda2081e814e2392a88de86a1a.jpg?Expires=1712793600&Signature=Dx6JdfI%7E0VdW%7EGxJI319rr7JIfGmNZTg5d99hG-LS%7EDWQfU%7EiYpUDOvsSUz3H%7EFD4z1hZKnltqqRnUsXy3vZB-IYT2dFsQtvbjTzmgLDscK6tNDJDEQvwOi5GVzRSnwphd76BdUU3RPEHtobsxmmmj8xSnrPdghE1%7EkYmctYKa-B3DKAjW%7EbMkoeOQyYgFDdT4rauiJAJ5lRkmWiEL6dGQ29G5iYq3dWmeT50Zjmzisa-3Qqvkl6mQRdcMbii9DYIUNty%7EJV3Co1%7EUB9Yel0FdeoNHIcidMlEGBSRAYETQHN1glntvgu3ivTxfGIHCssZLkaxDIW1FxgBI0JO8pp5A__&Key-Pair-Id=K6UGZS9ZTDSZM
f613a19f6cddad54bb22b5ccaedc4966
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Chain Bridge 007
Subject
The topic of the resource
Chain Bridge (Washington, D.C.)
Bodies of water
Potomac River
Floods
Bridges
Description
An account of the resource
A view of the Chain Bridge over the Potomac River between 8 and 8:30 p.m. Water levels are visibly high after what appears to be flooding rain from Hurricane Agnes.
Creator
An entity primarily responsible for making the resource
District of Columbia. Department of Highways and Traffic
District Department of Transportation
Date
A point or period of time associated with an event in the lifecycle of the resource
June 23, 1972
Rights
Information about rights held in and over the resource
Public domain
Format
The file format, physical medium, or dimensions of the resource
Photographs
Language
A language of the resource
English
Type
The nature or genre of the resource
Prints
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
DC Bridges and Tunnels
Subject
The topic of the resource
Bridges
Description
An account of the resource
Photographs of bridges in Washington, DC, including the 14th Street Bridges, Sousa Bridge, Memorial Bridge, Frederick Douglass Bridge, Duke Ellington Bridge, Key Bridge, and more.
Creator
An entity primarily responsible for making the resource
District Department of Transportation
Date
A point or period of time associated with an event in the lifecycle of the resource
Various
Format
The file format, physical medium, or dimensions of the resource
Photographs
Language
A language of the resource
English
Type
The nature or genre of the resource
Prints
Contributor
An entity responsible for making contributions to the resource
District Department of Transportation
Still Image
A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Chain Bridge
Subject
The topic of the resource
Chain Bridge (Washington, D.C.)
Description
An account of the resource
Chain Bridge is a viaduct which connects parts of Arlington and Fairfax and Washington, D.C. A steel girder bridge that carries 22,000 cars a day, it connects with Canal Road on the Washington side.
Creator
An entity primarily responsible for making the resource
District Department of Transportation
District of Columbia. Department of Highways and Traffic
Date
A point or period of time associated with an event in the lifecycle of the resource
Various
Format
The file format, physical medium, or dimensions of the resource
Photographs
Language
A language of the resource
English
Type
The nature or genre of the resource
Prints
-
https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/322c228dc66b462a41d3bf29a6e5beaf.pdf?Expires=1712793600&Signature=Bk0QqWgz3900Y2UPcH7u1lIZTRGNqjeoMHggcLGfbR4xGXFJG6QxFBiOn-ToCFiWuBHi4jrowD-JkBWKQQNE77yGJfXDGTjiXlmXtuL28II8e32RN%7ETRPoL%7ETHFZBI8aZuW4z-L-W4jYfdxlYhTjkNp4GvHw-0UWVITnDKBSF147tF0izJjE4ew1FRln-BWRUlpLSS2H01CTuU3H-1ngog8BGr7e70x7MBo1GUZjEJ4J5-I1VD2qwWTimaVwl873egv83L%7E3wG2qiOhfNOWF7s1cS2xA93bFjGUj6OvdwdBK3G66e2jlWISPSMlx41AfDZaQRvWmKB49e85XVPuFMA__&Key-Pair-Id=K6UGZS9ZTDSZM
90d897808fbc8b988a48753c269eb601
PDF Text
Text
FEASIBILITY STUDY
for the
H S T R E E T PASSAGEWAY EXTENSION
UNION STATION WASHINGTON DC
Prepared B y :
Kara Charuhas Chapman & Twotiey
Architecture • Urban Design • Planning
1150 Seventeenth Street, N W Suite 103
Washington, D C 20036
202 659-5600
APRIL 1 9 8 8
•
�TABLE OF CONTENTS
1.
INTRODUCTION
2.
HISTORY
3.
EXISTING AND PROPOSED DEVELOPMENT
4.
PROJECT DESCRIPTION
5.
RIGHT OF WAY
6.
CONSTRUCTION METHODS
7.
OUTLINE OF CONSTRUCTION SEQUENCE
8.
COST ANALYSIS
L I S T OF ILLUSTRATIONS
A.
VICINITY PLAN
B.
PHOTOGRAPHS OF EXISTING CONDITIONS
1.
2.
EXISTING METRO ENTRANCE FROM FIRST STREET
3.
VIEW NORTH ON F I R S T STREET TOWARD UNION CENTER PLAZA
4.
ENCLOSED H STREET UNDERPASS VIEWED FROM FIRST STREET, N.E.
5.
EXISTING PASSAGEWAY, VIEW NORTH
6.
EXISTING PASSAGEWAY, VIEW SOUTH
7.
VIEW SOUTH AT TRACK LEVEL ABOVE EXISTING PASSAGEWAY
8.
C.
PASSAGEWAY PORTAL
VIEW NORTH AT TRACK LEVEL ABOVE PROPOSED PASSAGEWAY EXTENSION
TO H STREET
DRAWINGS
1.
PLAN AND PROFILE
2.
S I T E PLAN
3.
FIRST STREET ENTRANCE VIEW
�1
INTRODUCTION
This
study
has
been
undertaken
by
r e q u e s t of d e v e l o p e r s of p r o p e r t i e s i n
Street
N E.
to
evaluate
a c c e s s between Metro
within
walking
connection
Union
distance
of
the
two
the
existing
Charuhas
the
Chapman
vicinity
of
H
Street
and
existing
Northwest
and
The
and
enclosed
H
Street
u t i l i z a t i o n of t h e s e
would
create
Underpass
facilities
a secure
and
proposed
plan
is
underutilized public
incomplete M°tro passageway t o H S t r e e t belonging to WMATA.
and
& Twohey at the
First
f e a s i b i l i t y of a p l a n f o r improving p e d e s t r i a n
Station
to
Karn
in
development
based
upon
facilities
and
the
-
with
some
new
The
construction
weather p r o t e c t e d Metro e n t r a n c e a p p r o x i m a t e l y 600
c l o s e r t o the proposed development at t h e i n t e r s e c t i o n of F i r s t
the
abandoned
belonging t o the D i s t r i c t of Columbia.
combination
the
and
H
feet
Street,
N.E.
It
is
the
purpose of t h i s r e p o r t t o a s s e s s the f e a s i b i l i t y of completing
this
passageway to a c h i e v e the f o l l o w i n g o b j e c t i v e s :
1
Provide d i r e c t r a i l
t r a n s i t a c c e s s t o the developing H S t r e e t
2
P r o v i d e a c c e s s t o food
entertainment
and other
amenities
corridor
of
the
S t a t i o n f o r the o f f i c e workers w i t h i n the c o r r i d o r .
3.
P r o v i d e new
t r a n s i t r i d e r s f o r the Metro and commuter r a i l
operations.
Union
��2
In
HISTORY
the
early
n e a r l y 600
was
70's
constructed
initial
Convention
several
part
beneath
for
the
of Metro at Union S t a t i o n ,
District
n o r t h of H S t r e e t .
The
and
north
station
alternative,
the
and
l i n k e d to
of
new
the
Columbia.
and
Street
Street,
One
planning
has
of
strong a l t e r n a t i v e
site
under
for
the
immediately
design
at
that
passageway were to extend Metro a c c e s s t o
Center
and
passageway.
n o r t h mezzanine and
In
a
the time, t h e r e were
a i r r i g h t s over the r a i l r o a d t r a c k s
Convention
H
H
a
parts.
early
At
the
associated
General P l a n s , F i n a l Design, and
the
toward
Never completed, the s t r u c t u r e
H S t r e e t overpass s t r u c t u r e was
new
WMATA
a
be
mezzanine
serving
development.
to
north
o n l y f o r the s t o r a g e of e s c a l a t o r
a l t e r n a t i v e s i t e s in contention.
was
the
complex.
concept of the passageway was
Center
viaduct
the r a i l
functions
Center
Convention
time,
of the c o n s t r u c t i o n
f o o t long p e d e s t r i a n passageway s t r e t c h i n g
been c l o s e d o f f and
The
as
air
construction
proceeded on
order
to
rights
support
this
the a s s o c i a t e d passageway l i n k i n g the H
S t r e e t s i t e v i a a speedwalk connection were added t o the p l a n n i n g of
the
Union
S t a t i o n Metro s t r u c t u r e .
After
several
Convention
years
Center
passageway.
was
The
24
construction,
dropped
unfinished
plywood b a r r i e r was
passageway
of
placed
feet
in
width
the
and
of
the
H
t r a c k s between F i r s t and
the
new
parking
Street
north
Second
Streets.
r o l l i n g doors at each
for
the
of
the
Today,
the
and
552
a
foot
12 f e e t i n h e i g h t , r e a c h e s n o r t h w i t h i n
the D i s t r i c t of Columbia
overpass
90
completed
the
s t r u c t u r e b r i d g i n g the Union S t a t i o n
to
provide
behind Union S t a t i o n .
As
abandoned
Access t o t h i s space i s now
end.
construction
mezzanine.
old H S t r e e t Underpass beneath the t r a c k s was
and
ceased
alternative
bulkheaded at i t s n o r t h e r n end
Second S t r e e t s , N.E.
structure
Street
destination
S i m u l t a n e o u s l y w i t h Metro c o n s t r u c t i o n ,
construction
H
Metro
s t r u c t u r e was
in
f e e t of i t s o r i g i n a l H S t r e e t
and
the
vehicular
access
to
a p a r t of t h i s work, the
and
sealed
at
First
o n l y a v a i l a b l e through locked
�3
EXISTING AND PROPOSED DEVELOPMENT
Today, two important new developments have
neglect,
retail,
the
Fi^st,
after
years
of
H i s t o r i c Union S t a t i o n Complex has been r e s t o r e d , and a major new
food,
station.
occurred.
The
and
entertainment
200 000
complex
i s nearing
completion
with
the
SF development i s scheduled t o open i n September
R a i l s e r v i c e , long a back room f u n c t i o n , i s being
relocated
and
1988.
improved
as
p r i m a r y use of t h e s t a t i o n .
Secondly,
as
the
maximum
the land along t h e H
renewed
and
interest.
The
development
First
Union
of t h e downtown a r e a i s being reached,
Street
corridors
Center
will
total
over
become
the
focus
of
P l a z a development i s w e l l underway w i t h
i t s f i r s t phase of 240 000 SF completed and
which
has
the
design
of
1 400,000 SF of new o f f i c e space.
subsequent
Additional
phases
projects
being planned as f o l l o w s :
o
Cafritz Project:
800 000 SF
o
Union Center P l a z a , Second Stage:
o
C o u n c i l of Governments Headquarters:
o
N a t i o n a l A s s o c i a t i o n of S o c i a l Workers:
W i t h i n t h e n e x t f i v e t o t e n y e a r s , an
million
square
600 000 SF
550,000 SF
200,000 SF
increase
in
total
development
f e e t can be a n t i c i p a t e d due t o t h e s e p r o j e c t s .
up and 230 SF/person t h i s would equate t o an o f f i c e p o p u l a t i o n
this
number,
at
of
3 5
Using 95% l e a s e
of
14,400
Of
l e a s t 5,000 can be assumed ot use t h e Union S t a t i o n Metro f o r
t r a n s p o r t a t i o n p r i m a r i l y d u r i n g peak hours f o r a t l e a s t two t r i p s per day.
With
continued
development
c o n t i n u e t o r i s e and
opportunity
to
the
enhance
of
this
unfinished
transit
corridor,
H
service
Street
to
the
office
Passageway
this
population
could
corridor,
provide
linking
r e t a i l , food, and t r a n s p o r t a t i o n i n t o a major mixed use development.
will
an
office,
�4.
The
PROJECT DESCRIPTION
e x i s t i n g H S t r e e t Passageway can be e n t e r e d through a p o r t a l
Mezzanine
of
Metro's
Union
Station.
e n c l o s u r e (Photograph B - l ) . The
Amtrak
concourse
of
(Photograph B-2).
signed.
Union
This
and
an
the
street,
it
is
provides
entrance
The F i r s t S t r e e t e n t r a n c e i s
From
at
small,
e x i s t i n g pedestrian
poorly
The
east
defined.
path between
difficult
Sidewalks
the
s t r e e t i s i n poor shape, and
side
of
the
street
Station retaining walls.
600-700
feet,
(Photograph B-4
F i r s t Street
The
on
to
escalators
and
and
the
access
the
F i r s t Street,
N.E.
and
locate
is
and
proposed
development
e a s t s i d e a r e too narrow or
always
be
i n a c t i v e due
Drawing C-3)
of
the
presents
existing
an
B-3).
The
t o the m a s s i v e Union
passageway
attractive
is
non-existant.
S i n c e the w a l k i n g d i s t a n c e from Metro t o H
completion
virtually
louvers.
l i g h t i n g i s inadequate (Photograph
will
poorly
to
Street
H
alternative
is
Street
to
the
route.
existing
Westinghouse
the
Metro
North
to
unlit,
i n d i s t i n g u i s h a b l e from a d j a c e n t s e r v i c e doors and mechanical
The
the
p o r t a l p r e s e n t l y has a temporary
North Mezzanine a l s o
Station
at
passageway
Corporation
and
(Photographs
B-5
and
for
and
maintenance
elevators.
storage
An
alternative
B-6)
location
i s p r e s e n t l y used by
relating
is
required
to
the
WMATA
for their
relocation.
To make the passageway s a f e and
would be
a t t r a c t i v e to public
use,
the
following
work
required:
1.
D e m o l i t i o n of s u r f a c e mounted e l e c t r i c a l
2.
General c l e a n i n g
3.
Installation
of
and
a
and
s a f e t y equipment.
s t a i n removal on exposed c o n c r e t e s u r f a c e s .
new
f l u o r e s c e n t l i g h t i n g system between the beams
i n the c e i l i n g as o r i g i n a l l y designed.
�PROJECT DESCRIPTION
Page Two
4.
Infill
of the machinery p i t a t the south end of the passageway.
5.
I n s t a l l a t i o n of a c o n c r e t e f l o o r topping
(Alternate
1)
or
a
Metro
paver t i l e f l o o r f i n i s h ( A l t e r n a t e 2 ) .
6.
7.
The
I n s t a l l a t i o n of s e c u r i t y doors or g r i l l e s
I n s t a l l a t i o n of s e c u r i t y cameras.
existing
passageway
south of H S t r e e t .
area
to
H
The f i n a l
to
terminating
in
a
C-2).
the
ornamental
This section requires
and
masonry
tunnel.
through
p o r t a l through the r u s t i c a t e d
the
extended
approximately
construction
wall
enclosing
T h i s p o r t a l w i l l be c o n s t r u c t e d
lighting
this
limestone
passageway
of
of
a
92'
west
underpass
second
portal
t h e H S t r e e t Underpass a t
rusticated
limestone,
with
and g r a p h i c s t o r e l a t e t o the c h a r a c t e r of the surrounding
w a l l s and Union S t a t i o n (Drawing C - 3 ) .
the
extended
w i t h i n the e x i s t i n g space of t h e abandoned H S t r e e t
concrete
F i r s t Street.
be
90'
(Drawing C - l ) .
Street
(Drawing
of
a c o n c r e t e bulkhead a p p r o x i m a t e l y
p o r t i o n of the passageway would be
First
through
in
The c o n c r e t e box s t r u c t u r e must
Street
retaining wall
terminates
at entrances.
will
Within H S t r e e t , a
be
The f i n i s h e s
identical
metal
panel
to
those
ceiling
proposed c o n s i s t e n t w i t h s t a n d a r d Metro f i n i s h e s .
within
proposed
with
the
for
recessed
new
portions
the e x i s t i n g
lighting
is
�PHOTOGRAPHS OF EXISTING CONDITIONS
METRO F A C I L I T I E S
�PHOTOGRAPHS OF EXISTING CONDITIONS
FIRST STREET, N.E.
�r
PHOTOGRAPHS OF EXISTING CONDITIONS
INTERIOR OF PASSAGEWAY
�PHOTOGRAPHS OF EXISTING CONDITIONS
AMTRAK TRACK LEVEL ABOVE PASSAGEWAY
�5.
RIGHT OF WAY
P r o p e r t y i n t h e v i c i n i t y o f t h e s i t e i s under t h e j u r i s d i c t i o n
a
number
of p a r t i e s .
and c o n t r o l
A s u r v e y and v a l i d a t i o n of t h e v a r i o u s
titles,
and temporary and permanent easements i s beyond the scope o f t h i s
b a s i c d i v i s i o n of c o n t r o l
1
The
District
of
leases,
study.
The
i s as f o l l o w s :
o f Columbia
controls
ROW
for First
Street,
H
Street
Underpass, and H S t r e e t Overpass.
2.
WMATA has a combination o f permanent
which
contain
surface
WMATA
underground
a l l Metro f a c i l i t i e s i n c l u d i n g
l i n e s t r u c t u r e s , and t h e passageway
easements
go through
S t r e e t and F i r s t S t r e e t .
DC
right
and s u r f a c e
easements
t h e S t a t i o n , underground and
right
of way t o H
Street.
o f way a t t h e i n t e r s e c t i o n of H
The Westinghouse C o r p o r a t i o n
under
contract
to
WMATA c u r r e n t l y occupies t h e e x i s t i n g passageway.
3.
Amtrak
controls
the exterior
track level
a r e a n o r t h o f Union S t a t i o n a t
approximate e l e v a t i o n +54 (Photographs B-7 and B - 8 ) .
between
4
Amtrak a l s o c u r r e n t l y
runs
uses
the H
Street
Underpass
vehicle storage.
The development
corporation
rehabilitating
S t a t i o n , the parking s t r u c t u r e ,
Amtrak t r a c k l e v e l .
Implementation
o f t h e passageway
involvement
regarding
s a f e t y and l i a b i l i t y ,
provisions
and roadways
Union S t a t i o n c o n t r o l s
permitting
access
Union
to
the
Amtrak i s a p a r t y t o t h e development c o r p o r a t i o n .
cooperation of a l l four p a r t i e s .
most
property
t h e H S t r e e t Underpass and Overpass, and extends over p o r t i o n s o f
Metro r i g h t of way.
for
This
extension
However,
construction
coordination
to F i r s t Street w i l l
Amtrak
methods,
of construction
f o r permanent o p e r a t i o n and maintenance.
require the
and WMATA
would
access
to right
operations,
have t h e
of way,
d e s i g n , and
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METRO PEDESTRIAN ACCESS
FEASIBILITY STUDY
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�6.
CONSTRUCTION METHODS
The primary element of c o n s t r u c t i o n i n t h i s p r o j e c t i s t h e 90
extension
t o t h e H S t r e e t Underpass.
foot
T h i s procedure r e p r e s e n t s
two t h i r d s o f t h e e s t i m a t e d c o n s t r u c t i o n
cost.
Two
methods
passageway
approximately
of c o n s t r u c t i n g
the e x t e n s i o n were i n v e s t i g a t e d :
A.
TUNNELING FROM H STREET UNDERPASS
The
overall
width
o f t h e box s t r u c t u r e
s t r u c t u r e i s approximately
existing
Metro
structures
techniques, the s o i l
expected
t o be
under
feet
below
grade.
drifts
a
Since the
c o n s t r u c t e d u s i n g l a i d back c o n s t r u c t i o n
extension
can be
b a c k f i l l w i t h minimal adhesion c h a r a c t e r i s t i c s .
tunneling
i n narrow
accomplished
were
The top of t h e
1
i n t h e v i c i n i t y of t h e passageway
granular
The e x c a v a t i o n using
performed
ten t o twelve
i s 27 -6".
shield
techniques
would
approximately
of
7
interlocking
require
feet
that
wide.
steel
work
be
Work would be
shapes
driven
as
horizontal p i l e s .
Shoring would be r e q u i r e d on a g r i d approximately
8
I n s t a l l a t i o n of s t e e l r e i n f o r c i n g , formwork and c o n c r e t e
feet
square.
placement would take p l a c e w i t h t h e s h o r i n g i n p l a c e .
then
be
removed
and t h e holes
d i f f i c u l t , i f not i m p o s s i b l e .
required
patched.
Substantial
finish
waterproofing
treatment
t o make t h e i n t e r i o r s o f t h e passageway match.
t u n n e l i n g i s minimum d i s r u p t i o n of Amtrak.
not
Roof
The s h o r i n g
estimated,
but a r e assumed
the q u a l i t y o f c o n s t r u c t i o n .
Costs f o r t h i s
6 to
would
would be
would
be
The advantage o f
procedure
were
t o be 40-50% h i g h e r w i t h a r e d u c t i o n i n
�CONSTRUCTION METHODS
Page Two
B.
CUT AND COVER CONSTRUCTION FROM H STREET
Using c u t and cover c o n s t r u c t i o n d i s r u p t i o n t o Amtrak
could
by
S t r e e t Underpass and
performing
a l l excavation
working south t o t h e bulkhead.
the
work
area
The C o n t r a c t o r
two-three
would
weeks
granular
fill
construction
i n the H
Amtrak f a c i l i t i e s
require
would r e q u i r e
starting
either
access
sitting
be
minimized
over
and
temporary or permanent r e l o c a t i o n .
to the track
level
initially for
t o c u t and break t h e s l a b , s e t p i l e s , and s t a b i l i z e t h e
adjacent
could
be
to
the
performed
excavation.
from
Excavation
t h e north
end.
At
and
and repave
t h e work
area.
p l a c e d over t h e passageway e x t e n s i o n
should
this project.
reduced
be
complexity
Amtrak
significantly
The p r i m a r y s a v i n g s
and r i s k ,
a
less
a r e due
shorter
facilities,
to
could then be
the q u a l i t y of waterproofing
c u t and
cover
e x p e n s i v e than t u n n e l i n g f o r
t o reduced
construction
e l i m i n a t i o n of s h e e t i n g and s h o r i n g f o r t h e r o o f
mentioned,
facilities
level
as r e q u i r e d .
Even i n c l u d i n g t h e c o s t o f r e l o c a t i n g
construction
Amtrak
box
t h e end of
c o n s t r u c t i o n t h e c o n t r a c t o r would again r e q u i r e a c c e s s a t t r a c k
backfill
near
support.
labor
required,
period,
As
and t h e
previously
and f i n i s h f o r c u t and cover w i l l
be s u p e r i o r t o t u n n e l i n g .
Following
i s a detailed o u t l i n e of construction
cover c o n s t r u c t i o n from H S t r e e t .
sequence
based
upon
c u t and
�7.
OUTLINE OF CONSTRUCTION SEQUENCE
The
following
sequence
c o n s t r u c t i o n methods
regarding
o f c o n s t r u c t i o n i s based upon t h e use o f c u t and cover
with
construction
special
near
Relocate
Amtrak
track
anticipating
WMATA
t h e i r r i g h t o f way, and Amtrak concerns
construction within their track
1.
requirements
concerns
regarding
level.
level
refrigeration
building
and
miscellaneous
s t o r a g e t o new temporary or permanent l o c a t i o n .
2.
Obtain a c c e s s t o H S t r e e t Underpass and s u r f a c e
track
construction
easement
at
level.
3.
Cut and break s l a b above a r e a o f tunnel e x t e n s i o n .
4.
Place
H
piles
i n d r i l l e d holes approximately
p e r i m e t e r o f tunnel e x t e n s i o n .
fill
Alternate:
and
grout
or
consolidate
existing
m a t e r i a l behind p i l e s .
a.
Drill
s i x f e e t on c e n t e r o u t s i d e
Place
sheet
piling
instead
of
piles
using v i b r a t o r y
methods.
5.
Fence o f f work a r e a a t Amtrak t r a c k
level
after
demobilization
i n that
area.
6.
Erect
structure
to
temporarily
support
H S t r e e t underpass s t r u c t u r e a t
f a c e o f new tunnel e x t e n s i o n p o r t a l .
7.
Remove l i m e s t o n e block r e t a i n i n g w a l l t o
Salvage
8.
Excavate
Use
roof
slab
i n area
of
portal.
stone.
and
lag starting
a t H S t r e e t Underpass working north t o south.
underpass as work and s t o r a g e a r e a .
�OUTLINE OF CONSTRUCTION SEQUENCE
Page Two
9.
Remove p r e c a s t c o n c r e t e bulkhead from e x i s t i n g t u n n e l .
10.
Install
11
P l a c e i n v e r t w a t e r p r o o f i n g , mud s l a b , r e i n f o r c i n g , and c o n c r e t e .
12.
Install
drainage l i n e s and base.
waterproofing
(bentonite
panel,
or
membrane)
against lagging.
Provide waterstops at j o i n t s .
13
Install
14.
w a l l r e i n f o r c i n g , formwork, and p l a c e c o n c r e t e .
Install
roof
concrete.
15.
Remobilize
formwork,
reinforcing
electrical
S t r i p formwork.
conduit
and
place
I n s t a l l membrane w a t e r p r o o f i n g .
t o Amtrak
track level.
Backfill
e x c a v a t i o n and c o n s t r u c t new
s l a b , and r e s t o r e s u r f a c e .
16.
Restore temporarily relocated r e f r i g e r a t i o n
building
and
Amtrak
storage
as r e q u i r e d , and d e m o b i l i z e .
17.
Open new p o r t a l through H S t r e e t c l o s u r e w a l l a t F i r s t
18.
Reconstruct
both
portals
using
Street.
r e i n f o r c e d c o n c r e t e w i t h l i m e s t o n e block
veneer.
19.
Fill
equipment p i t s i n e x i s t i n g t u n n e l .
20.
Construct concrete wall foundation
within
H
Street
masonry w a l 1 .
Right
of
Way.
and
floor
Construct
slab
i n tunnel
precast
concrete
enclosure
or f a c e d
�OUTLINE OF CONSTRUCTION SEQUENCE
Page Three
21.
Perform minor d e m o l i t i o n w i t h i n e x i s t i n g t u n n e l .
22.
Clean l i m e s t o n e masonry and e x i s t i n g t u n n e l .
23
Construct
new
electrical
work
in ceilings
and F i r s t S t r e e t p o r t a l f o r
lighting.
24.
Construction f i n i s h e s
including:
a.
Floor f i n i s h :
c o n c r e t e topping; or paver
tile.
b.
Suspended a c o u s t i c c e i l i n g i n H S t r e e t R i g h t o f Way.
c.
Two new r o l l i n g
g r i l l e s a t Metro and F i r s t S t r e e t e n t r a n c e s .
25.
I n s t a l l CCTV camera.
26.
I n s t a l l signage and g r a p h i c s .
27.
Demobilize.
�8.
COST ANALYSIS
Order of magnitude c o s t e s t i m a t e s
based
on
the
estimated
cut
using
alternative
and
a
cover
method
of
alternative
tile).
The
a range i n the s u b t o t a l s and
profit.
performed
minimum
(paver
Construction
were
costs
for
on
the
passageway
construction.
(concrete
project
The f l o o r f i n i s h
topping)
and
a
was
Metro
c o s t v a r i a t i o n i n a l t e r n a t i v e s i s expressed as
totals.
each
item
include
material,
Design c o n t i n g e n c y i s handled s e p a r a t e l y
labor,
using
a
overhead,
figure
of
and
20%
to
accommodate f o r unforeseen work a t the f e a s i b i l i t y s t a g e .
Since
all
right
of
way
appears
to
be
controlled
j u r i s d i c t i o n s , or the t r a n s i t a u t h o r i t y , r i g h t of
not been
are
acquisition
costs
local
have
estimated.
Burdens
way
under f e d e r a l and
defined
as
administrative
c o n s t r u c t i o n of a p r o j e c t .
design,
administration,
Included
are
construction
costs
such
factor
is
consistent
with
items
to
design
and
management,
inspection, insurance, etc.
A f a c t o r of
cover
estimating
as
the
project
30% of the c o n s t r u c t i o n c o s t s i s assumed to
This
related
the
practices
cost
of
of
the
WMATA
burdens.
and
local
jurisdictions.
All
costs
are
estimated i n current ( A p r i l
t o the e s t i m a t e d mid
regarding
the
p o i n t of
source
i n t e r e s t e d p u b l i c and
of
construction.
funding
private parties.
and
1988)
No
possible
d o l l a r s and must be
assumptions
sharing
have
of
escalated
been
costs
made
between
�SUMMARY COST ANALYSIS
ITEM
A.
B.
C.
D.
E.
F.
TUNNEL EXTENSION
1.
R e l o c a t e Amtrak F a c i l i t i e s
2.
Extend Box S t r u c t u r e
3.
New P o r t a l Through
Masonry R e t a i n i n g Wall
H.
I.
UNIT PRICE
EXTENDED
1 LS
92 LF
50,000
11,000
1 LS
60,000
60,000
ENCLOSURE OF PASSAGEWAY WITHIN H STREET ROW
4.
Passageway S l a b & Wall
110 LF
300
5.
New P o r t a l a t F i r s t S t .
1 LS
30,000
ALT.
50,000
1,012,000
33,000
30,000
MODIFICATIONS TO EXISTING
BOX STRUCTURE
6.
F i l l Equipment P i t
South End
7.
L i g h t Demolition
675 SF
1 LS
10
5,000
6,750
5,000
2
36,600
8
6,000
10
5,000
12,000
26,000
5,000
18,300 SF
2 EA
3.50
2,000
64,050
4,000
4 EA
2,000
8,000
1 LS
5,000
5,000
FINISHES
8.
Concrete Topping F l o o r
(Min. T r e a t m e n t )
V a r y i n g T h i c k n e s s ( 1 - 4 " ) 18,300 SF
9.
Paver T i l e
on S e t t i n g Bed (Metro) 18,300 SF
10. R o l l i n g G r i l l e s
2 EA
11.
Acoustical Ceiling
2,600 SF
12. S e c u r i t y Booth
1 LS
ELECTRICAL
13. L i g h t i n g and Power
14. P o r t a l L i g h t i n g
15. CCTV Cameras
(Weatherproof)
MISCELLANEOUS
16. G r a p h i c s
SUBTOTAL
G.
QUANTITY
146,400
1,357,400
1,467 200
67,870
73,360
DESIGN CONTINGENCY
AT F E A S I B I L I T Y STAGE
20% SUBTOTAL
271,480
293,440
BURDEN
30% SUBTOTAL
407,220
440,160
2,103,970
2,274,160
GENERAL CONDITIONS
5% SUBTOTAL
TOTAL. ESTIMATED PROJECT COSTS
�D
D
r-
�
Dublin Core
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Title
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Feasibility study for the H Street passageway extension : Union Station, Washington, D.C.
Subject
The topic of the resource
Union Station (Washington, D.C.)
H Street (Washington, D.C.)
Urban renewal
Creator
An entity primarily responsible for making the resource
Karn, Charuhas, Chapman, & Twohey
Date
A point or period of time associated with an event in the lifecycle of the resource
April 1988
Format
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Documents
Language
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English
Type
The nature or genre of the resource
Text
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7c85e73377c5eaa231bedb4943f4907d
PDF Text
Text
Washington Union Station
Special Study for the FRATask Force
on Union Station
NORTHEAST CORRIDOR IMPROVEMENT PROJECT
September 1977
Federal Railroad Administration
Department of Transportation
DeLeuw, Cather/Parsons
1201 Connecticut Avenue N.W
Washington, D C . 20036
�r
�Table of Contents
EXECUTIVE SUMMARY
A. Summary o f Conclusions
B. Recommended P l a n s
C. Cost Summary and Schedule
D. Comparisons
E. D e s c r i p t i o n o f the F u l l Report
I
II
III
IV
1
6
9
15
23
PROJECT BACKGROUND AND PROGRAM REQUIREMENTS
A. Background
B. B a s i s f o r Reassessment
C. Design Parameters Assumed
D. Patronage, Program, and T r a f f i c Data
E. Cost and Scheduling Assumptions
24
25
26
28
41
PARKING STRUCTURE AND BUILDING INFRASTRUCTURE
A. A i r - R i g h t s S t r u c t u r e
B. I n f r a s t r u c t u r e : O r i g i n a l S t a t i o n
43
44
NECIP ALTERNATIVES
A. B u i l d i n g P l a n A l t e r n a t i v e s
B. S i t e Access A l t e r n a t i v e s
C. Environmental C o n s i d e r a t i o n s
60
72
74
SUMMARY
A. E s t i m a t e d Costs
B. Implementation Schedule
C. Environmental C o n s i d e r a t i o n s
91
93
94
�List of Exhibits
E x i s t i n g S i t e Plan
2
E x i s t i n g S i t e Section
3
Recommended P l a n A l t e r n a t i v e
7
Recommended S i t e *ccess
8
S t r u c t u r a l Problem Areas/Basement
47
S t r u c t u r a l Problem Areas/Ground L e v e l
49
S t r u c t u r a l Problem Areas/Mezzanine
52
Ground L e v e l E x i s t i n g Conditions
59
Alternative 1
61
Alternative 2
63
Alternative 3
65
Alternative 4
67
C i r c u l a t i o n Scheme A - 19 82 Peak Hour Volumes
78
C i r c u l a t i o n Scheme A - 1990 Peak Hour Volumes
79
C i r c u l a t i o n Scheme A - 19 82 Bus Routings
80
C i r c u l a t i o n Scheme A - 19 82 and 19 90 Peak Hour Bus Volumes
81
, C i r c u l a t i o n Scheme B - 19 82 Peak Hour Volumes
82
C i r c u l a t i o n Scheme B - 1990 Peak Hour Volumes
83
C i r c u l a t i o n Scheme B - 19 82 Bus Routings
84
C i r c u l a t i o n Scheme B - 19 82 and 1990 Peak Hour Bus Volumes
85
C i r c u l a t i o n Scheme C - 19 82 Peak Hour Volumes
86
C i r c u l a t i o n Scheme C - 19 90 Peak Hour Volumes
87
C i r c u l a t i o n Scheme C - 19 82 Bus Routings
88
C i r c u l a t i o n Scheme C - 19 82 and 1990 Peak Hour Bus Volumes
89
�EXECUTIVE SUMMARY
SUMMARY OF
CONCLUSIONS
T h i s r e p o r t documents a s p e c i a l study prepared f o r the F e d e r a l R a i l r o a d Administrat i o n ' s Task Force on Union S t a t i o n , Washington, D.C.
I t o u t l i n e s the design and cost
i m p l i c a t i o n s of the p o t e n t i a l involvement of
the Department of T r a n s p o r t a t i o n i n completing the c u r r e n t l y u n f i n i s h e d c o n s t r u c t i o n
p r o j e c t s a t the s t a t i o n . I n a d d i t i o n , i t
a s s e s s e s the r e l a t i o n s h i p of these p r o j e c t s
to the work proposed under the Northeast
C o r r i d o r Improvement P r o j e c t and a l s o i d e n t i f i e s the extent of improvements needed to
remedy s t r u c t u r a l , mechanical, and e l e c t r i c a l problems w i t h i n the h i s t o r i c s t a t i o n .
The conclusions of the study center around
four major p r o j e c t s t h a t are i d e n t i f i e d i n
the E x i s t i n g S i t e Plan and the E x i s t i n g S i t e
Section on the f o l l o w i n g pages. These conc l u s i o n s are as f o l l o w s :
(1)
The A i r Rights Parking S t r u c t u r e :
Given the s i z e a b l e investment of funds
to date and the demonstrated demand,
even a t present, f o r v i s i t o r and i n t e r c i t y r a i l parking a t Union S t a t i o n , i t
i s recommended t h a t the 1,200 car parking
s t r u c t u r e be completed. I n a d d i t i o n ,
w i t h m o d i f i c a t i o n s proposed herein., i t s
c a p a c i t y and u s e a b i l i t y can be increased
by approximately 200 spaces at no addit i o n a l cost over t h a t r e q u i r e d to comp l e t e i t as o r i g i n a l l y designed.
Furthermore, to assure t h a t no f u r t h e r deteri o r a t i o n occurs i n the s t r u c t u r e before
c o n s t r u c t i o n i s resumed, i t i s recommended t h a t c e r t a i n "make-safe" improvements be implemented as soon as p o s s i b l e .
An immediate i n v e s t i g a t i o n w i l l be r e quired to define the p r e c i s e extent of
the necessary improvements.
(2)
Union S t a t i o n I n f r a s t r u c t u r e : T h i s
study has i d e n t i f i e d numerous improvements r e q u i r e d to the s t r u c t u r a l , mecha n i c a l , and e l e c t r i c a l i n f r a s t r u c t u r e
of the h i s t o r i c s t a t i o n . These problems
have a r i s e n due not only to the age of
t
1
��Existing Site Section
Northeast Corridor Improvement Project
Wbshtxiton - Union Station
DelEUWCAIHER/PARSONS
VWRHWRJIUII
8kkfenors.Ow(ngiaMofTM/AncNlects
>m:)ian
m « W
�the s t a t i o n but a l s o to the i n t r u s i o n
of water and the l i m i t e d maintenance
t h a t has c n a r a c t e r i z e d many years of
the s t a t i o n ' s l i f e . Regardless of the
a l t e r n a t i v e plan or use f o r t h i s b u i l d ing i n the f u t u r e , the f o l l o w i n g must
be undertaken a t the e a r l i e s t p o s s i b l e
date:
a)
r e p a i r s to the e x i s t i n g s t e e l framework, p a r t i c u l a r l y t h a t of the north
Concourse w a l l , the Concourse f l o o r ,
and t h t f l o o r of the through t r a c k s ;
i n the absence of such r e p a i r s , major
s t r u c t u r e f a i l u r e s may r e s u l t ;
b)
i n s t a l l a t i o n of a system of f i r e
p r o t e c t i o n to the upper f l o o r s of
the s t a t i o n , to r e p l a c e the c u r r e n t l y i n o p e r a t i v e standpipe system; and
c)
i n s t a l l a t i o n of f i r e p r o t e c t i o n i n
the form of s p r i n k l e r s i n the s t a t i o n
basement.
S e v e r a l a d d i t i o n a l r e p a i r s a l s o w i l l be
r e q u i r e d r e g a r d l e s s of the b u i l d i n g ' s
f u t u r e use; these i n c l u d e modernization
of the e l e c t r i c a l d i s t r i b u t i o n system
and i t s branch c i r c u i t s , r e r o o f i n g of
the s t a t i o n w i t h new roof drainage, and
f u r t h e r s t r u c t u r a l r e p a i r work.
(3)
The Southeast Ramp: The s i t e access
requirements of the Union S t a t i o n comp l e x , as a mixed-use t r a n s p o r t a t i o n and
v i s i t o r f a c i l i t y , make mandatory the
a d d i t i o n of o n - s i t e c i r c u l a t i o n routes
which, by p r o v i d i n g i n t e r n a l connections
between Columbus P l a z a and H S t r e e t ,
r e l i e v e the congestion i n Columbus P l a z a
and pressures on l o c a l c i t y i n t e r s e c t i o n s
and provide more d i r e c t access to s h o r t and long-term p a r k i n g .
I t i s recommended t h a t the Southwest Ramp not be comp l e t e d but be replaced by an E a s t Roadway
l i n k i n g H S t r e e t d i r e c t l y w i t h Columbus
P l a z a , thereby accommodating a l l r e q u i r ed o n - s i t e movements a t l e s s e r cost as
w e l l as p r o v i d i n g c l e a r e r o r i e n t a t i o n
4
�to a r r i v i n g passengers. T h i s recommendation i s i l l u s t r a t e d on page 8.
(4)
The O v e r a l l S t a t i o n P l a n : The d i s p o s i t i o n of the Phase I Replacement S t a t i o n ,
a f a c i l i t y d i f f i c u l t to f i n d and already
i n s u f f i c i e n t i n s i z e , can only be a s s e s s ed i n the context of the proposed Northe a s t Corridor Improvement P r o j e c t a t
Union S t a t i o n . I n t h a t context, i t i s
recommended t h a t the f a c i l i t i e s now
accommodated i n the Replacement S t a t i o n
be i ^ l o c a t e d back i n Union S t a t i o n ' s
West Wing, Concourse, basement, and
upper f l o o r s , and t h a t the Replacement
S t a t i o n ' s p a r t i t i o n s and f l o o r s be r e moved and t r a c k s and platforms lengthened so t h a t passengers can move to and
from t r a i n s i n the c l e a r , d i r e c t , s h o r t ,
and o r d e r l y sequence t h a t i s e s s e n t i a l
to any f i r s t - c l a s s t r a n s p o r t a t i o n f a c ility.
T h i s recommendation i s i l l u s t r a t e d on page 7.
5
�B.
RECOMMENDED
PLANS
The e x h i b i t s on the f o l l o w i n g two pages
i l l u s t r a t e the P r e f e r r e d Concepts f o r the
o v e r a l l b u i l d i n g plan and f o r s i t e a c c e s s ,
as described above.
�Washington-Union Station
Alternative 4
�Northeast Corridor Improvement Project
DeLEUW CAT H F W / P A R S O N S
S V I d m o r e . O w l n g s f t M»rrl«/Afchrtects
i?ii' ("(*•# ( l i t i i mvt f iivi W j * i , i m | i (
..•. r . v
711? « v VV<
Washington - Union Station
Recommended
Site
Access
Circulation Scheme C
CZ
�C.
COST SUMMARY
AND SCHEDULE
The cost of implementing a l l recommendations
as s t a t e d above, i n c l u d i n g completion of the
parking s t r u c t u r e , r e p a i r of i n f r a s t r u c t u r e
problems, and c o n s t r u c t i o n of the P r e f e r r e d
Concepts f o r the b u i l d i n g and s i t e access, i s
estimated a t $41,600,000. T h i s i n c l u d e s
approximately $12,750,000 f o r the parking
s t r u c t u r e ; $8,130,000 f o r the E a s t Roadway
and s i t e improvements; $8,130,000 f o r NEC
s t a t i o n improvements; and up to a maximum of
$11,660,000 f o r r e p a i r of i n f r a s t r u c t u r e
problems, as i s more f u l l y presented i n the
c h a r t on page 13. The estimate assumes s t a r t
of c o n s t r u c t i o n on September 30, 1978 and i s
i n c l u s i v e of a l l design and management f e e s ,
contingencies, and e s c a l a t i o n . Should s t a r t
of c o n s t r u c t i o n be delayed to January 1, 19 79,
the cost i s estimated to i n c r e a s e by approximately $1,300,000.
I t must be emphasized t h a t these cost e s t i mates have been made w i t h l i m i t e d access to
c o n s t r u c t i o n documents and records and w i t h out b e n e f i t of e x t e n s i v e t e s t i n g to determine
p r e c i s e s t r u c t u r a l conditions i n the h i s t o r i c
s t a t i o n . The i n f r a s t r u c t u r e cost estimates
have assumed worst-case conditions u n t i l i n depth i n v e s t i g a t i o n s have been completed. The
assumptions made i n preparing the estimates
are:
e
A l l estimated c o s t s a r e based on September
19 77 c o s t s p r o j e c t e d forward through the
c o n s t r u c t i o n period by the use of sound,
accepted e s t i m a t i n g p r a c t i c e s . Therefore,
the amounts noted f o r the c o n s t r u c t i o n s t a r t
dates of September 19 78 and January 19 79
represent the best estimate of the bids t h a t
would be submitted f o r the work a t t h a t time,
s u b j e c t t o the other assumptions noted below.
•
I t i s assumed t h a t the work w i l l proceed i n
c e r t a i n sequences; t h e r e f o r e , the cost of a
s i n g l e item shown i n t h i s r e p o r t may not r e f l e c t the a c t u a l cost of t h a t item i f i t
9
�were b u i l t i n i s o l a t i o n from, or out of
sequence w i t h , the r e s t of the p r o j e c t .
•
A l l cost estimates f o r the r e p a i r of i n f r a s t r u c t u r e items are p r e l i m i n a r y estimates
only, s i n c e the extent and s e v e r i t y of the
problems cannot be determined u n t i l a comp l e t e f i e l d i n v e s t i g a t i o n and a n a l y s i s have
been undertaken.
•
I n order to allow f o r some f l e x i b i l i t y and
for unforeseen contingencies, worst p o s s i b l e
cost of a l l items. A f t e r the completion of
the in-depth s t u d i e s of e x i s t i n g conditions
(see Temporary C o r r e c t i v e Measures discussed
i n S e c t i o n I I of the f u l l t e c h n i c a l r e p o r t ) ,
the scope of the proposed r e p a i r procedures
for s t r u c t u r a l problem areas and the more
d e t a i l e d estimated c o s t s may be l e s s than
noted h e r e i n .
•
C e r t a i n t r a c k outages i n v a r i o u s sequences
have been assumed. I f these outages are
not provided, the cost of c e r t a i n construct i o n elements could i n c r e a s e by as much as
50% due to e x t r a c o n s t r u c t i o n measures r e quired f o r work around the l i v e r a i l r o a d .
The e x h i b i t on page 15 i n d i c a t e s the p r o j e c t ed schedule f o r the s i t e i n v e s t i g a t i o n , design,
bidding, and c o n s t r u c t i o n of the p r o j e c t s
recommended f o r implementation. From a n o t i c e
to proceed to completion of design 16 months
are r e q u i r e d . A f t e r a b i d period estimated at
three months, c o n s t r u c t i o n w i l l r e q u i r e 30 months.
I t i s recommended t h a t a three-phased approach
to c o n s t r u c t i o n be followed. The f i r s t phase
c o n s i s t s of c e r t a i n procedures to "make-safe"
the parking s t r u c t u r e , thereby a r r e s t i n g a
d e t e r i o r a t i o n i n i t s exposed members, and a l s o
i n c l u d e s i n f r a s t r u c t u r e r e p a i r s c r i t i c a l to
s t r u c t u r a l i n t e g r i t y , l i f e s a f e t y , and code
compliance. These near-term improvements
should be undertaken a t the e a r l i e s t p o s s i b l e
date. The second phase i n c l u d e s the completion
of the parking s t r u c t u r e and ramps, w h i l e the
t h i r d encompasses the NEC s t a t i o n improvements
and the balance of i n f r a s t r u c t u r e r e p a i r s .
10
�Estimated Costs
Construction
Start
September 197 8
Construction
Start
January 1979
3.
Infrastructure:
Near Term
Infrastructure:
Long-Term
Range $115,000 to $ 1,150,000
$11,600,000
a. Provide supplemental s t r u c t u r a l support
systems to i n sure l i f e - s a f e t y and s t r u c t u r a l safety
Range $580,000 to $ 2,700,000
b. Provide f i r e
protection
systems
2.
Parking Garage
a. Provide temporary protect i v e measures
to i n s u r e l i f e s a f e t y and
structural i n tegrity
b. Complete the
Parking Garage,
including i n t e r i o r ramps and
automobile
mezzanine
1.
$
a. Replace main
b u i l d i n g roof
and roof d r a i n age
Range $250,000 to $ 1 , 020,000
b. Modernize e l e c trical distribution system
$ 1,640,000
$ 1,880,000
c. Modernize e l e c t r i c a l branch
circuits
$
$
d. Complete s t r u c -
Range $1,400,000 to $ 5,400,000
410,000
510,000
$11,900,000
$
470,000
580,000
11
�Construction
Start
September 197 8
Construction
Start
January 1979
6.
Recommended
S t a t i o n Plan
f o r NECIP
$ 5,500,000
$ 3,500,000
$ 3,600,000
a. Reconfigure E
Street
$
300,000
$
310,000
$
830,000
$
840,000
c. Modify bearing
wall, relocate
t r a c k s , modify
communications,
s i g n a l i n g , and
electrification
S i t e Improvements
$ 5,400,000
b. Construct t a x i
queuing ramp
5.
$
c. Construct E a s t
Roadway (Southe a s t Ramp t o H
Street)
On S i t e C i r culation
Alternatives
a. Abandon Southe a s t Ramp
b. Complete Southe a s t Ramp i n
original configuration
4.
$ 3,500,000
$ 3,600,000
$ 9,050,000
$ 9,450,000
Alternative 4
580,000
$
600,000
12
�Cost Summary : Alternative 1
Construction
Start
September 197 8
ConstructicStart
January 197 9
1. Parking Garage
$12,750,000
$13,050,000
2. I n f r a s t r u c t u r e Near Term
$ 3,110,000 1
$ 3,170,000
3. I n f r a s t r u c t u r e Long Term
2
$ 8,560,000
$ 8,875,000
4. On S i t e C i r c u l a tion Alternative c
$ 3,500,000
$ 3,600,000
5. S i t e Improvements
$ 4,630,000
$ 4,750,000
6. S t a t i o n P l a n
f o r NECIP
Alternative 4
$ 9,050,000
$ 9,450,000
$41,600,000
$42,900,000
TOTAL
iRange of $ 990, 000 to $3,110,000
Range of $3,800, 000 to $8,560,000
2
13
�Implementation Schedule
14
�D.
COMPARISON
OF NECIP
ALTERNATIVES
The e x h i b i t s on the f o l l o w i n g pages i d e n t i f y
the major advantages and disadvantages of the
three major s i t e a l t e r n a t i v e s and th4| four
building alternatives.
Site
Alternatives
The three s i t e a l t e r n a t i v e s a r e as f o l l o w s :
o
Scheme A: The Southeast Ramp i s not comp l e t e d , l e a v i n g the Southwest Ramp as
two-way access f o r Metrobus between Trans i t Deck and Columbus P l a z a . Access to
the parking s t r u c t u r e i s v i a the Northwest Ramp to and from H S t r e e t .
•
Scheme B: The Southeast Ramp i s completed,
and t r a f f i c f u n c t i o n s e s s e n t i a l l y as prev i o u s l y designed.
o
Scheme C: The Southeast Ramp i s not comp l e t e d but i s replaced by an e l e v a t e d ramp
p a r a l l e l t o and e a s t of the through t r a c k s
l i n k i n g H S t r e e t and Columbus P l a z a .
Scheme A f a i l s t o provide o n - s i t e connections fundamental t o good s t a t i o n c i r c u l a t i o n . I t o f f e r s only one route of approach to the S t a t i o n , and access from
the S t a t i o n t o the garage r e q u i r e s the use
of a l l three of the most congested i n t e r s e c t i o n s i n the s t a t i o n v i c i n i t y . I t o f f e r s
inadequate curb c a p a c i t y f o r pick-up and
drop-off i n Columbus P l a z a ; i t does not provide adequate taxi-queuing space. I t r e moves garage access f a r away from Columbus
P l a z a , f o r c i n g s t a t i o n t r a f f i c onto the most
overloaded s t r e e t s i n the l o c a l s t r e e t system.
Scheme B i n c u r s the g r e a t e s t p e n a l t i e s of
c o s t w i t h completion of a t r a n s i t bridge
over l i v e r a i l . There i s no access to the
garage from Columbus P l a z a except v i a l o c a l
s t r e e t s and the three most congested i n t e r s e c t i o n s . I t has inadequate p r o v i s i o n f o r
t a x i queuing on s i t e and no f l e x i b i l i t y of
approach t o Columbus P l a z a . I t maximizes
p o t e n t i a l f o r dangerous p e d e s t r i a n - v e h i c l e
c o n f l i c t s on the T r a n s i t Deck. I t renders
p e d e s t r i a n access t o the T r a n s i t Deck divided
and confusing.
15
�Of a l l schemes, Scheme C provides the best
t r a f f i c s o l u t i o n due to b u i l t - i n f l e x i b i l i t y
of a r r i v a l , departure, and o n - s i t e r o u t i n g .
I t a c t i v e l y r e l i e v e s i n t e r s e c L i o n s which
w i l l otherwise be unacceptab]y congested i n
1990.
I t o f f e r s adequate curb capacity f o r
pick-up and drop-off. I t provides generous
o n - s i t e space f o r t a x i queuing. I t o f f e r s
d i r e c t routes between the garage and Columbus P l a z a .
I t e l i m i n a t e s p o t e n t i a l l y dangerous c o n f l i c t s between p e d e s t r i a n s and buses
on T r a n s i t Deck. I t u n i f i e s and c l a r i f i e s
p e d e s t r i a n access to T r a n s i t Deck. I t t i e s
Massachusetts Avenue, Columbus P l a z a , the
T r a n s i t Deck, the garage, and the H S t r e e t
overpass i n t o a s i n g l e c i r c u l a t i o n network
independent of l o c a l s t r e e t system. I t s
implementation i s t h e r e f o r e recommenced.
16
�WASHINGTON UNION STATION
ANALYSIS OF ALTERNATIVES FOR TRAFFIC CIRCULATION
Scheme A
Scheme B
Scheme C
Buses/
Southwest
Ramp
Southwest Ramp i s
two way f o r buses
only
Southwest Ramp becomes egress from
t r a n s i t deck and
garage
Buses/
Southeast
Ramp
E x i s t i n g portion
of Southeast Ramp
i s removed
Southeast Ramp i s New E a s t Roadway i s
completed according b u i l t from H S t r e e t
to o r i g i n a l plans
to Southeast Ramp
Buses i n
Columbus
Plaza
•Thru buses s t i l l
use Columbus P l a z a
A l l buses are r e moved from Columbus P l a z a
•Thru buses s t i l l use
Columbus P l a z a
Bus Routing
flexibility
F l e x i b l e bus r o u t ing
A l l t h r u buses
detour t o t r a n s i t
deck
•Most f l e x i b l e r o u t i n g ;
Buses using t r a n s i t
deck may use Columbus
Plaza
Garage
Ingress
A l l Garage i n g r e s s
v i a H S t r e e t . No
i n g r e s s from
Columbus P l a z a
A l l Garage i n g r e s s •Garage i n g r e s s v i a
v i a H S t r e e t . No
H S t r e e t , Mass. Ave.
i n g r e s s from
and Columbus P l a z a
Columbia P l a z a
on closed system
Garage
Egress
A l l Garage egress
via H Street
A l l Garage egress
v i a Southwest Ramp
Drop-off
& Garage
No connection between drop-off and
garage
No connection be- # C l e a r path between
drop-off & garage
tween drop-off &
garage
" E n g l i s h " system on
ramps:driving on
left
" E n g l i s h " system on •"American" system
ramps:driving on
on ramps:driving on
left
right
Reversible
Lanes
No r e v e r s e lane
operation possible
No r e v e r s e lane
operation possible
Garage &
Pick-Up
No connection between garage and
pick-up
Connection between ©Clear connection begarage and pick-up tween garage and
i n c r e a s e s congestion pick-up
i n Columbus P l a z a
Ramp
Flexibility
• Denotes most f a v o r a b l e c o n d i t i o n
D i r e c t i o n of Southe a s t & Southwest
Ramps i s reversed
A l l Garage egress v i a
H Street
•Reverse lane operation
practical
17
�Scheme A
Scheme B
Scheme C
E Street
Configuration
E S t r e e t remains
u n a f f e c t e d and
unutilized
E S t r e e t remains
unaffected and unutilized
Approach
Flexibility
No f l e x i b i l i t y
of approach from
west (60% of
traffic)
No f l e x i b i l i t y
of approach from
west (60% of
traffic)
Traffic
Impacts
Congestion i n
Columbus P l a z a
and l o c a l s t r e e t s
Congestion i n
Columbus P l a z a
and l o c a l s t r e e t s
Taxi
Queuing
Inadequate p r o v i s Inadequate p r o v i s - •Generous p r o v i s i o n
ion f o r t a x i queuing ion f o r t a x i queuing• f o r t a x i queuing
Curbside
Capacity
Inadequate curbside capacity f o r
drop-off and p i c k up
Adequate curbside f o r
Curb adequate; f o r
pick-up, drop-off
pick-up, and dropo f f , without queuing[ on s i t e
Traffic
Impacts
Unacceptable 1990
congestion: Mass.
Ave. a t SE corner
of P l a z a C i r c l e
Unacceptable 1990
Mass. Ave. a t SE
corner of P l a z a
Circle
Metrobus
to Metror a i l connection
P e d e s t r i a n conn e c t i o n s between
Metrobus and
M e t r o r a i l conf u s i n g & complicated
P e d e s t r i a n connections between
Metrobus and
M e t r o r a i l conf u s i n g and
complicated
•Pedestrian c i r c u l a t i o n consolidated
on t r a n s i t deck,
connection to Metror a i l d i r e c t and
clear
Bus to
Station
Connection
P e d e s t r i a n conn e c t i o n s between
Metrobus and
S t a t i o n confusing
and u n c l e a r
P e d e s t r i a n conn e c t i o n s between
Metrobus and
S t a t i o n confusing
and u n c l e a r
•Pedestrian c i r c u l a t i o n s between Metrobus and s t a t i o n c l e a r
and d i r e c t
Transit
Deck
Circulation
Conflicts
P o t e n t i a l pedest r i a n v e h i c l e conf l i c t on deck
P o t e n t i a l pedest r i a n v e h i c l e conf l i c t on deck
• E l i m i n a t i o n of pedest r i a n v e h i c l e conf l i c t on t r a n s i t
deck
Cost
Phasing
•Lowest c o s t : r e moval of unused
ramps and roadways
•No phasing problems, only demolition
Greatest cost:
completion f f
Southeast Ramp
Track outages and
phasing problems
E S t r e e t reconfigured
for easy egress to
south & e a s t
•Easy approach from
west v i a H S t r e e t
or Mass. Ave.
More a r r i v a l r o u t e s ,
more departure routes
station circulation
more independent of
local streets
1990 congestion r e l i e v e d ; Mass. Ave.
at SE corner of
Plaza C i r c l e
Second g r e a t e s t cost
i n c o r p o r a t i o n of
ramps and roadways i n
new scheme
• No c o n s t r u c t i o n
over l i v e r a i l :
easy phasing
18
�Building
Alternatives
The four b u i l d i n g
follows:
a l t e r n a t i v e s are as
A l t e r n a t i v e 1: The West Wing and c e r t a i n
p o r t i o n s of the Concourse a r e reclaimed f o r
r a i l functions.
The Phase I Replacement
S t a t i o n i s remodeled f o r r a i l use.
A l t e r n a t i v e 2: The e n t i r e Concourse i s r e claimed f o r r a i l f u n c t i o n s .
The Phase I
Replacement S t a t i o n i s remodeled f o r r a i l
use.
A l t e r n a t i v e 3: The West Wing and the western
h a l f of the Concourse are reclaimed f o r r a i l
functions.
The Phase I Replacement S t a t i o n
i s remodeled, and the Phase I I Replacement
S t a t i o n i s constructed f o r r a i l use.
A l t e r n a t i v e 4: A l l r a i l functions are l o c a ted w i t h i n reclaimed space i n the West Wing
and Concourse of the o r i g i n a l s t a t i o n . The
Phase I Replacement S t a t i o n i s removed, and
the t r a c k s are r e s t o r e d to t h e i r o r i g i n a l
location.
A l t e r n a t i v e s 1, 2 and 3 a l l share a major d i s advantage from both an o r i e n t a t i o n and opera t i o n s point of view: the d i v i s i o n of r a i l
f u n c t i o n s between two b u i l d i n g s .
Furthermore, i n A l t e r n a t i v e s 1 and 3, shared use of
the h i s t o r i c Concourse w i t h v i s i t o r center
f a c i l i t i e s hinders u n i f i e d a r c h i t e c t u r a l
treatment end complicates s e c u r i t y and
maintenance. A l t e r n a t i v e 2 a l l o w s u n i f i e d
treatment and operation of the Concourse
but removes the s t a t i o n some 220 f e e t from
i t s f r o n t door on Columbus P l a z a and weakens
the s t a t i o n s i d e n t i t y and l o c a t i o n a l c l a r i t y .
A l t e r n a t i v e s 2 and 3 are the most expensive
options i n t h a t both e n t a i l the development
and maintenance of more space than the r a i l
program r e q u i r e s .
A l t e r n a t i v e 4 o f f e r s tremendous advantages
over any other option f o r the Union S t a t i o n /
N a t i o n a l V i s i t o r Center complex. I t c o s t s
l e s s to implement and l e s s to operate than
any other a l t e r n a t i v e . By r e s t o r i n g t r a c k
19
�heads to t h e i r o r i g i n a l l o c a t i o n , i t
i n c r e a s e s o p e r a t i o n a l f l e x i b i l i t y and
platform c a p a c i t y w h i l e decreasing passenger
walking d i s t a n c e s . Alone among the options,
i t provides the passenger an e a s i l y perc e i v e d , d i r e c t and unencumbered pathway
from Columbus P l a z a and Metro to the t r a i n s .
For these reasons, the implementation of t h i s
P r e f e r r e d Concept f o r the o v e r a l l b u i l d i n g
p l a n , and thus the r e c o n s t r u c t i o n of the
permanent r a i l r o a d f a c i l i t y w i t h i n d i r e c t
s i g h t and easy reach of the C a p i t o l , i s
recommended.
20
�WASHINGTON UNION STATION
ANALYSIS OF THE ALTERNATIVES FOR THE STATION PLAN
ALTERNATIVE 1
Cost
ALTERNATIVE 2
ALTERNATIVE 3
Second lowest
cost
Second
cost
Highest c o s t
•Lowest Cost
1200 f t ;
orientation
least clear
1200 f t ;
orientation
equally clear
f o r a l t . 1&3
•830 f t ; s h o r t e s t d i s tance; o r i e n t a t i o n most
clear
Distance to
1200 f t ;
t r a i n s from
orientation
Columbus. P l a z a e q u a l l y c l e a r
f o r a l t . 1&3
highest
ALTERNATIVE 4
Distance to
t r a i n s from
Metrorail
960 f t ;
orientation
equally clear
for a l t . ]S3
960 f t ;
orientation
least clear
960 f t ,
orientation
equally clear
f o r a l t . 1&3
•580 f t , s h o r t e s t d i s tances; o r i e n t a t i o n
most c l e a r
Distance to
t r a i n s from
Parking
Garage
2500 f t .
orientation
equally c i r cuitous for
a l t . 1&3
•990 f t .
orientation
most d i r e c t
2500 f t .
orientation
equally c i r cuitous for
a l t . 1&3
1300 f t .
o r i e n t a t i o n more
d i r e c t than a l t . 1&3
Distance to
•370 f t .
t i c k e t i n g from o r i e n t a t i o n
Columbus P l a z a e q u a l l y c l e a r
f o r a l t . 1,3
and 4
410 f t .
orientation
least clear
Sequence of
R a i l Functions
From Columbus
P l a z a and
Metrorail
Physically
and v i s u a l l y
separated
Physically
P h y s i c a l l y and
v i s u a l l y separa-- and v i s u a l l y
separated
ted
Sequence of
R a i l Fucntions
From P a r k i n g
Garage
R e q u i r e s back- • R e q u i r e s l e a s t
backtracking
tracking
R e q u i r e s backtracking
Continuity/
Compactness
of R a i l
Functions
Functions
spread i n 2
buildings;
HSR w a i t i n g
i s o l a t e d from
queuing &
trains
F u n c t i o n s spread ^ F u n c t i o n s u n i f i e d i n
in 2 buildings
one b u i l d i n g ; r a i l HSR w a i t i n g
r e l a t e d a c t i v i t i e s are
i s o l a t e d from
coherent & compact
queuing & t r a i n s
• Denotes most f a v o r a b l e
Functions
spread i n
2 buildings;
HSR w a i t i n g
i s o l a t e d from
queuing &
trains
erudition
•370 f t .
orientation
equally c l e a r
f o r a l t . 1,3,
and 4
•370 f t
orientation equally
c l e a r f o r a l t . 1,3
and 4
•Most o r d e r l y , compact,
and v i s u a l l y evident
Requires
backtracking
21
�ALTERNATIVE 1
Space U t i l i z a - • A l t e r n a t i v e s
t i o n E f f i c i e n c y 1&4 most
efficient
w i t h i n 7%
of program
ALTERNATIVE 2
ALTERNATIVE 3
Alternatives
2&3 l e a s t
efficient;
25% over program
Alternatives
2&3 l e a s t
efficient;
25% over program
•Alternatives
1&4 most e f f i c i e n t ;
w i t h i n 7% of
program
©Minor c o o r d i n a t i o n
with NVC f o r shared
space
ALTERNATIVE 4
Maintenance/
Security
G r e a t e s t Coor-©Minor codination with ordination
NVC f o r shared w i t h NVC f o r
space
shared space
Considerable
coordination
w i t h NVC f o r
shared space
Rail
Operations
Platform
lengths
as a t
present
Platform
lengths
as a t p r e sent
P l a t f o r m l e n g t h s •Platform l e n g t h , i n as a t p r e s e n t
c r e a s e d by 210' °r
three cars
Not r e q u i r e d ;
less capital
and o p e r a t i n g
cost
Required
Phase I I
Replacement
Station
Physical
Modifications
to A r c h i t e c ture
•Not r e q u i r e d ;
less capital
and o p e r a t i n g
cost
Shared use of
Concourse frus'trates architectural
treatment and
underutilizes
Concourse space
Support a r e a s
for ticketing
necessitate
construction
of a concourse
mezzanine which
would i n t e r r u p t
the v a u l t e d
c e i l i n g of
the Concourse
Shared use of
Concourse f r u s trates architechural
treatment and
underutilizes
Concourse space
•Not r e q u i r e d ; l e s s
c a p i t a l and o p e r a t i n g
cost
•North concourse w a l l
can be made v i s u a l l y ope
again, making t r a i n s
v i s i b l e from w a i t i n g
and queuing a r e a s ;
uniform treatment of
Concourse i s p o s s i b l e ;
b e s t u t i l i z e s Concourse
space
22
�E.
DESCRIPTION
QF THE FULL
REPORT
T h i s r e p o r t has. been prepared f o r the Federa l R a i l r o a d A d m i n i s t r a t i o n by DeLeuw Cather/
Parsons and Skidmore, Owings & M e r r i l l , proj e c t a r c h i t e c t s . S p e c i a l c o n s u l t a n t s to t h i s
r e p o r t are KCE S t r u c t u r a l Engineers, f o r
s t r u c t u r a l engineering; F l a c k & K u r t z , Cons u l t i n g Engineers, f o r mechanical and e l e c t r i c a l engineering; and Walter T. Vanaman,
Incorporated, f o r cost e s t i m a t e s .
The f u l l r e p o r t w i l l c o n t a i n four major sect i o n s , i n a d d i t i o n to t h i s e x e c u t i v e summary.
The f i r s t w i l l include a b r i e f h i s t o r y of
the p r o j e c t and a statement of the design
requirements f o r i n t e r c i t y r a i l s e r v i c e as
w e l l as other users a t Union S t a t i o n . T h i s
s e c t i o n w i l l a l s o define the assumptions
made i n preparing the r e p o r t . The second
s e c t i o n w i l l present the study's conclusions
w i t h respect to the parking s t r u c t u r e and
the assessment of the s t r u c t u r a l , mechanical
and e l e c t r i c a l systems of the h i s t o r i c s t a t i o n . The t h i r d s e c t i o n w i l l present,
through a s e r i e s of three s i t e access a l t e r n a t i v e s and four s t a t i o n o r g a n i z a t i o n a l t e r n a t i v e s , the recommendation of the P r e f e r r e d
Concepts f o r the Northeast C o r r i d o r Improvements. Sections I I and I I I w i l l a l s o i n c l u d e
c o s t and schedule data f o r the s e v e r a l recommended components of the o v e r a l l p r o j e c t .
The f o u r t h and f i n a l s e c t i o n w i l l d e s c r i b e
the i n t e g r a t i o n of the recommended components
as a s i n g l e , phased design and c o n s t r u c t i o n
project.
23
�PROJECT BACKGROUND
AND PROGRAM REQUIREMENTS
BACKGROUND
Union S t a t i o n , a prominent h i s t o r i c landmark
constructed as the " v e s t i b u l e of the C a p i t o l "
and as a s t a t i o n w i t h an "importance... greater
than t h a t of any other one i n any c i t y i n the
world, "1 has served as Washington's major r a i l road s t a t i o n s i n c e i t s opening i n 1908. By
1966, when Congress created a study commission
to i n v e s t i g a t e p o s s i b l e s i t e s f o r a National
V i s i t o r Center (NVC), Union S t a t i o n was s e l e c t ed f o r implementation under the N a t i o n a l V i s i t o r
Center F a c i l i t i e s Act of 1968 ( P u b l i c Law 90264).
A f t e r seven y e a r s of planning by the
Department of the I n t e r i o r (DOT), during which
s e v e r a l designs f o r v i s i t o r f a c i l i t i e s , a parking s t r u c t u r e , and a replacement r a i l s t a t i o n
were prepared, c o n s t r u c t i o n began i n 1973.
As a r e s u l t of t h a t c o n s t r u c t i o n , the Union
S t a t i o n complex now houses two major, d i s t i n c t
f u n c t i o n s : r a i l operations and the NVC.
As
the f o l l o w i n g e x h i b i t i l l u s t r a t e s , the main
l e v e l of the o r i g i n a l s t a t i o n and Concourse has
been r e f u r b i s h e d e x c l u s i v e l y f o r v i s i t o r center
use.
The upper f l o o r s and basement of the
s t a t i o n are shared by NVC and r a i l - r e l a t e d uses;
there are a l s o e x t e n s i v e unused a r e a s . To the
north of the o r i g i n a l s t a t i o n l i e s the Phase I
Replacement S t a t i o n , completed i n 1976 by the
Washington Terminal Company as p a r t of the NVC
agreement. A l l r a i l passenger a c t i v i t i e s , i n c l u d i n g Amtrak and commuter r a i l f a c i l i t i e s
1
The Improvement of the Park System of the
D i s t r i c t of Columbia, Report No. 166, 57th
Congress, 1 s t S e s s i o n , Washington, D.C;
U.S. GPO, 1902.
24
�as w e l l as a few concessions, a r e now l o c a ted i n t h i s a r e a . The second phase of the
Replacement S t a t i o n to provide a w a i t i n g area
and access t o the lower l e v e l , has not been
constructed; temporary f a c i l i t i e s behind the
Concourse now perform t h i s f u n c t i o n .
C o n s t r u c t i o n of the Southeast Ramp, t r a n s i t
deck and p a r k i n g garage over the c o r r i d o r
t r a c k s , and the Replacement S t a t i o n was h a l t e d
i n 1977 due to cost overruns. Although the
t r a n s i t deck i s i n o p e r a t i o n , no p a r k i n g f o r
p r i v a t e automobiles i s a v a i l a b l e . Access i s
s o l e l y by way of the Southwest Ramp, since the
Southeast Ramp i s incomplete.
Task 14
I n 1976, a study was undertaken to i n v e s t i g a t e
conceptual a l t e r n a t i v e s f o r the Intermodal
Terminal a t Union S t a t i o n and t o prepare a
d e t a i l e d conceptual design f o r the recommended
a l t e r n a t i v e . F a c i l i t i e s f o r i n t e r c i t y bus as
w e l l as i n t e r c i t y r a i l were included i n the
t e r m i n a l program. The study concluded by r e commending t h a t "the s t a t i o n be r e s t o r e d to
the purpose f o r which i t was o r i g i n a l l y d e s i g ned: the p r o c e s s i n g of t r a v e l e r s . Any users
as a v i s i t o r center should become secondary."
1
B.
BASIS FOR
REASSESSMENT
Since the completion o f Task 14, s e v e r a l developments have n e c e s s i t a t e d a reassessment of
the Department of T r a n s p o r t a t i o n ' s r o l e and
d i r e c t i o n of planning f o r Union S t a t i o n :
•
1
Cost overruns: The Department o f I n t e r i o r ' s funds f o r the p r o j e c t have proved
i n s u f f i c i e n t to complete c o n s t r u c t i o n r e l a t e d t o the NVC, and no p o t e n t i a l f o r add i t i o n a l DOT funds appears to e x i s t .
Despite a s i z e a b l e investment of p u b l i c
T a s k 14 Union S t a t i o n , Washington, D.C.,
Model Intermodal T e r m i n a l , prepared by the
F e d e r a l R a i l r o a d A d m i n i s t r a t i o n , J u l y , 1976,
page 1 .
25
�d o l l a r s , the garage remains, f o r the most
p a r t , unuseable and the V i s i t o r ' s Center
i s not a t t r a c t i n g the expected patronage.
•
•
DESIGN PARAMETERS ASSUMED
DOI-DOT Negotiations; The Departments of
I n t e r i o r and T r a n s p o r t a t i o n have agreed
i n the shared use of the o r i g i n a l Union
S t a t i o n , w i t h DOT to be i n c o n t r o l of i t s
l e a s e . However, l e g i s l a t i o n i s r e q u i r e d t o
implement t h i s understanding.
•
C.
Imminent R a i l Improvements; The n e c e s s i t y of
r e u t i l i z i n g c e r t a i n p a r t s of the o r i g i n a l
Union S t a t i o n t o provide s u f f i c i e n t space
and appropriate v i s u a l prominence f o r i n c r e a s i n g i n t e r c i t y and commuter r a i l t r a v e l has been acknowledged, p a r t i c u l a r l y i n
r e l a t i o n t o the Northeast C o r r i d o r Improvement P r o j e c t which has emerged a s the
source f o r implementing the r a i l p o r t i o n
of the proposed intermodal t e r m i n a l .
I n f r a s t r u c t u r e Problems: C r i t i c a l problems i n the s t r u c t u r a l and f i r e p r o t e c t i o n
systems of the b u i l d i n g have been i d e n t i f i e d as posing a c l e a r t h r e a t t o the i n t e g r i t y and s a f e occupancy of the o r i g i n a l
station.
I n a d d i t i o n , f o r purposes of t h i s s p e c i a l
study, the f o l l o w i n g parameters concerning t h e
p h y s i c a l a l t e r n a t i v e s a t Union S t a t i o n were
established:
•
Concourse-Level Roadway: No longer cons i d e r e d a v i a b l e p u b l i c a c c e s s , due to the
queue p r o j e c t e d t o r e s u l t on Columbus
P l a z a by v i r t u e of the roadway's narrow
t h r o a t , and due t o the b a r r i e r i t forms
between s t a t i o n f a c i l i t i e s and p l a t f o r m s ;
•
I n c l u s i o n of I n t e r c i t y Bus: I n t e r c i t y bus
to be corporated i n an intermodal complex
i f funds a r e forthcoming, but not p a r t of
the design program f o r t h i s s p e c i a l study;
•
E x t e n s i o n of Parking S t r u c t u r e Over the
Through T r a c k s : Not r e q u i r e d i n a s s o c i a t i o n w i t h the program defined f o r t h i s
study;
26
�•
•
Current Status
T r a n s i t Deck:
Metrobus;
To be used e x c l u s i v e l y by
NVC Retention of Space: N a t i o n a l V i s i t o r
Center to r e t a i n the National Bookstore,
t h e a t e r s , and Main H a l l PAVE on the
ground l e v e l , as w e l l as r e q u i r e d support
space i n the basement and upper f l o o r a r e a s .
The study i s based upon the f o l l o w i n g elements
now i n place and operating:
•
The N a t i o n a l V i s i t o r Center, which i n c l u d e s
the PAVE, a m u l t i - l e v e l a u d i o - v i s u a l exh i b i t i n the o r i g i n a l s t a t i o n ' s Main H a l l ;
the H a l l of S t a t e s information area and
souvenir shop i n the West Wing; the
National Bookstore, two t h e a t e r s , and
the P r e s i d e n t i a l S u i t e i n the E a s t Wing;
and a food concession and e x h i b i t s i n the
Concourse;
•
The Phase 1 Replacement S t a t i o n , which i s
connected to the Concourse by a p e d e s t r i a n
bridge and temporary concourse l e v e l walkways ;
•
The Metrobus area on the main l e v e l of the
Parking Garage. T h i s l e v e l i s a l s o being
used as a comfort s t a t i o n / r e s t stop f o r
Metrobus d r i v e r s ;
•
The Southwest Ramp, l e a d i n g from the bus
staging area i n the garage around the west
end of the o r i g i n a l s t a t i o n down to the
western edge of Columbus P l a z a .
(The
Northwest Ramp which a l s o provides access
to the bus staging l e v e l w i l l open soon.);
•
The M e t r o r a i l subway s t a t i o n , w i t h access
from the west p o r t i c o and the west-end
of the Replacement S t a t i o n .
Incomplete elements of the complex i n c l u d e :
•
The mezzanine, four parking l e v e l s , and
i n t e r n a l c i r c u l a t i o n ramps of the Parking
Garage.
27
�•
•
The Esplanade a t the Concourse l e v e l
between the Concourse and the t r a c k s .
•
Scope of t h i s
Study
The Southeast Ramp v e h i c u l a r access from
Columbus P l a z a t o the t r a n s i t deck and
parking garage.
The Phase I I Replacement S t a t i o n w i t h
renovated access t o lower l e v e l platforms.
As requested by the FRA, the r e p o r t s p e c i f i c a l l y addresses the f o l l o w i n g components i n
r e l a t i o n to these parameters.
•
•
Recommended changes t o the above f o r comp a t i b i l i t y w i t h the Northeast C o r r i d o r
Improvement P r o j e c t ;
•
P r e l i m i n a r y a n a l y s i s of scope of work and
s e v e r i t y of problems f o r main b u i l d i n g
i n f r a s t r u c t u r e i n c l u d i n g new r o o f s ; e l e c t r i c a l s u b s t a t i o n and d i s t r i b u t i o n systems;
roof and s u r f a c e drainage system; heating v e n t i l a t i n g and a i r c o n d i t i o n i n g
systems; and s t r u c t u r e a s s o c i a t e d w i t h
the north and e a s t Concourse w a l l s and
the t u n n e l s ;
•
P r e l i m i n a r y c o s t e s t i m a t e s ; and
•
D.
S t a t u s of e x i s t i n g c o n d i t i o n s and e s t i mated time frame f o r completion of cons t r u c t i o n of c u r r e n t l y u n f i n i s h e d p r o j e c t s
at t h i s s t a t i o n ;
P r e l i m i n a r y milestone schedule f o r comp l e t i o n of a l l design, bidding and construction a c t i v i t i e s .
PATRONAGE, PROT h i s s e c t i o n of the r e p o r t presents the s t a t i s GRAM, AND TRAFFIC t i c a l data, w i t h r e s p e c t to patronage, space
DATA
requirements, and t r a f f i c movements, -/hich
provide the b a s i s f o r a l l a l t e r n a t i v e designs
for the s t a t i o n and s i t e .
Patronage and
Modal S p l i t s
By 1982, High-speed R a i l s e r v i c e a t Union S t a t i o n
i s expected to c a r r y 2,665,000 passengers
a n n u a l l y . By 1990, t h i s volume i s expected to
reach 6,150,000. The volume of persons a r r i v i n g a t the s t a t i o n by v a r i o u s modes i s shown
for 1982 and 1990 on Tables 1 , 2 and 3 on the
f o l l o w i n g pages. Table 4 i n d i c a t e s assumed
28
�d i r e c t i o n s of approach.
F o r e c a s t s were based
on the f o l l o w i n g base data and assumptions:
•
•
M e t r o r a i l and Metrobus - based on Task 14
f o r e c a s t s f o r 1982 and 1990.
Task 14
assumed the 98-mile M e t r o r a i l system as
being o p e r a t i o n a l and the Metrobus system
r e o r i e n t e d feeder bus s e r v i c e by 1982.
•
O v e r a l l Patronage a t Union S t a t i o n - r e v i s e d
downward t o accommodate d e l e t i o n of i n t e r
c i t y bus, commuter bus, and h e l i c o p t e r
f a c i l i t i e s from the Intermodal Terminal
program.
•
Modal S p l i t s - d e r i v e d from Task 14.
P r i v a t e c a r p r o j e c t i o n s based on a v e h i c l e
occupancy o f 1.4 as the average t r a v e l l i n g
troup.
•
Auto Mode (20 percent of a l l a r r i v a l s a t
Union S t a t i o n i s 1990) - c o n s o l i d a t e d
w i t h the R e n t a l Car Mode (4 percent of a l l
a r r i v a l s i n 1990) f o r the d e r i v a t i o n of
v e h i c l e volumes.
•
Program
High Speed R a i l - based on Aerospace f o r e c a s t s f o r 1982 and 1990. Long-haul and
commuter r a i l patronage based on Task 14
f o r e c a s t s f o r 1982 and 1990.
D r i v e and Park - s e t a t 10 percent of a l l
a r r i v a l s , w i t h drop-off and pick-up
accounting f o r the r e s t of the Auto Mode.
The p r o j e c t e d 1990 program f o r i n t e r c i t y and
commuter r a i l a t Union S t a t i o n c a l l s f o r
approximately 130,000 square f e e t plus a 20,000
square foot commissary, as i n d i c a t e d i n Table
5. Table 6 summarizes the are p r e s e n t l y taken
by the NVC and Table 7 i n d i c a t e s the c u r r e n t
space a l l o c a t i o n among a l l u s e r s .
29
�SECTION I
TABLE 1
PATRONAGE DATA
SOURCE
1981
SOURCE
1990
Task 14
II
II
II
II
Aerospace
Task 14
Task 14
tl
II
Aerospace
Task 14
II
•i
it
II
II
•1
II
Task 14
II
II
It
II
Task 14
ii
*i
Aerospace
Task 14
II
II
•l
Aerospace
II
II
II
II
MODE
1981*
1990
HSR
LH
Commuter
Metrobus
Metrorail
Annual 2-way
2,665,000
637,000
1,560,000
5,240,000(1982)
10,650,000(1982)
Annual 2-way
6,150,000
1,600,000
2,350,000
8,330,000
13,450,000
HSR
LH
Commuter
Metrobus
Metrorail
Design Day 2-way
9,850
2, 340
6,240
19,400(1982)
38,600(1982)
Design Day 2-way
22,777
4,300
9,400
31,500
58,400
HSR
LH
Commuter
Metrobus
Metrorail
Design Hour 2-way
1,430
481
1,820
3,300(1982)
5,900(1982)
Design Hour 2-way
3,416
870
3,300
5,270
8,8C0
HSR
LH
Commuter
Metrobus
Metrorail
Design Hour 1-way
962
312
1,690
2,230(1982)
3,750(1982)
Design Hour 1-way
2,200
570
3,000
3,430
5,800
*ASSUME 5% INCREASE PER ANNUM 1975-1981 = 30%
�TABLE 2
Taxi
Passengers
1982 1990
1982 1990
1982 1990
High Speed
Rail
508 1025
Long Haul
Rail
A i r p o r t Limousine
8
66
407
547
407
683
1982 1990
61
137
Walking
Metrobus
1982 1990
Rental Car
(drivers &
riders)
Metrorail
High Speed
Rail
1982 1990
Commuter
Rail
DESIGN HOUR
Commuter
Rail
1982 and 1990 PATRONAGE VOLUMES:
Private Car
(drivers &
riders)
SECTION I
1982 1990
447
683
•
1982
1990
203
342
14
10
22
10
14
54
116
68
110
33
330
660
132
165
176
165
44
66
1518
2145
10
18
10
12
8
12
8
12
4
6
1.
Design Day Patronage f o r HSR based on 1/270th of the Annual Patronage.
Desigh Hour patronage f o r HSR i s taken as 15% of design day patronage.
2.
Design Day Patronage f o r long haul based on 0.4 percent of Annual Patronage.
Design Hour patronage f o r Long Haul i s taken as 20% of design day patronage.
3.
Design Day Patronage f o r Commuter R a i l i s taken as l/270th of Annual Patronage.
Design Hour patronage f o r Commuter R a i l i s taken as 37% of design day patronage.
�TABLE 3
Metrobus
1982 1990
1982 1990
1982 1990
5
Long Haul
Rail
A i r p o r t Limousine
1
f
E
1982 1990
2
1982 1990
1982 1990
22
20
42
45
8
5
2
2
20
20
20
20
1982 1990
40
25
30
20
16
20
20
5
7
8
7
5
36
1
15
20
6
5
25
30
25
20
High Speed
Rail
Commuter
Rail
•r •i
Walking
Metrorail
IP- 82 1990
DESIGN HOUR
Rental
Car
Commuter
Rail
High Speed
Rail
1982 and 1990 MODAL SPLIT (by p e r c e n t ) :
Private
Car
SECTION I
3
4
10
10
69 ' 65
10
10
�SECTION I
TABLE 4
1
DIRECTION OF APPROACH
P e r c e n t o f T r i p s Approaching Union S t a t i o n by D i r e c t i o n
Northwest
High-speed R a i l ,
Long-haul, and
Commuter R a i l
58.5
Southwest
Northeast
Southeast
30
5
6.5
Task 14, F i g u r e s r e f l e c t the r e v i s e d approach volumes f o r the v a r i o u s modes.
�SECTION I
TABLE"5
SPACE PROGRAM REQUIREMENTS FOR RAIL, 1990
WASHINGTON UNION STATION
F u n c t i o n a l Element
GROUND LEVEL
PROGRAMMED
AREA
1990 Gross Sq. F t .
PASSENGER PROCESSING
Information
Fare Collection
HSR + LH
Commuter
Waiting £ Staging
HSR
LH
Commuter
Baggage Check
SUB-TOTAL
PUBLIC
390
2,418
360
19,050
18,600
600
5,351
46,769
SERVICES
Restroom
Lockers
Telephones
Postal
Vending
L o s t & Found
F i r s t Aid/Medical
C i t y Information
Western Union
SUB-TOTAL
CONCESSIONS
SUB-TOTAL
TERMINAL ADMINISTRATION
SUB-TOTAL
3,110
3,945
1,512
173
54
180
503
72
300
9,849
21,225
6,042
HSR OPERATIONS
Passenger Handling & T i c k e t Support
Passenger S e r v i c e s
T r a i n Support
SUB-TOTA*
3,255
2,250
7,403
12,908
TOTAL GROUND LEVEL AREA
96,793
34
:
�BASEMENT LEVEL
PROGRAMMED AREA
HSR OPERATIONS
2
•
M a i l , Baggage & Package E x p r e s s
Cleaning F a c i l i t i e s
Station Police
SUB-TOTAL
BUILDING MAINTENANCE AND DELIVERY AREA
SUB-TOTAL
11,976
TOTAL BASEMENT LEVEL AREA
THIRD LEVEL
PROGRAMMED
LEVEL
10,700
2,247
5,115
18,062
30,038
HSR OPERATIONS
S t a t i o n Support
Employee F a c i l i t i e s
Regional F a c i l i t i e s
2,850
2,505
2,138
TOTAL THIRD LEVEL AREA
7,493
TOTAL PROGRAMMED AREA
134,324
Gross a r e a i n c l u d e s a l l usable space, w a l l s and
s t r u c t u r e r e q u i r i n g maintenance.
|
A commissary o f 20,000 s q . f t . g r o s s a r e a w i l l be
l o c a t e d e i t h e r i n the basement o f the s t a t i o n or
i n another b u i l d i n g near the s t a t i o n .
35
�SECTION I
TABLE 6
NATIONAL VISITOR CENTER SPACE ALLOCATIONS
WASHINGTON UNION STATION
F u n c t i o n a l element
EXISTING CONDITIONS
Gross Sq. F t .
1
GROUND LEVEL
Main H a l l (PAVE)
E a s t Wing (Book S t o r e , T h e a t e r s ,
Presidential Suite)
West Wing ( H a l l o f S t a t e s )
Concourse ( E x h i b i t s , R e s t a u r a n t )
SUB-TOTAL
38,805
29,600
*>1,722
85,050
175,177
BASEMENT
PAVE, Shops, Storage
109,480
MEZZANINE
E a s t Wing ( O f f i c e s )
3,110
SECOND LEVEL
E a s t Wing ( O f f i c e s )
•
25,540
THIRD LEVEL
E a s t Wing
13,760
FOURTH LEVEL
E a s t Wing ( O f f i c e s )
TOTAL EXISTING ALLOCATIONS
1
10,920
337,987
Gross a r e a i n c l u d e s a l l u s a b l e space, w a l l s and
s t r u c t u r e r e q u i r i n g maintenance.
36
�F u n c t i o n a l Element
REVISED
ALLOCATIONS
SCHEME 1
Gross Sq. F t .
GROUND LEVEL
Main H a l l (PAVE)
E a s t Wing (Book S t o r e , T h e a t e r s ,
P r e s i d e n t i a l Suite)
Concourse ( E x h i b i t s )
SUB-TOTAL
38,805
29,600
26,325
94,730
TOTAL-OTHER LEVELS (See "Scheme 1")
TOTAL SCHEME 1 ALLOCATIONS
SCHEME 2
111,130
205,860
GROUND LEVEL
Main H a l l (Pave)
E a s t Wing (Book S t o r e , T h e a t e r s ,
P r e s i d e n t i a l Suite)
West Wing ( H a l l o f S t a t e s )
SUB-TOTAL
38,805
29,600
21,722
90,127
TOTAL-OTHER LEVELS (See "Scheme 1")
TOTAL SCHEME 2 ALLOCATIONS
SCHEME 3
111,130
201,257
GROUND LEVEL
Main H a l l (PAVE)
E a s t Wing (Book S t o r e , T h e a t e r s ,
P r e s i d e n t i a l Suite)
Concourse ( E x h i b i t s )
SUB-TOTAL
37,990
106,395
TOTAL-OTHER LEVELS (See "Scheme 1")
111,130
TOTAL SCHEME 3 ALLOCATIONS
SCHEME 4
38,805
29,600
217,525
GROUND LEVEL
Main H a l l (PAVE)
E a s t Wing (Book S t o r e , T h e a t e r s ,
P r e s i d e n t i a l Suite)
SUB-TOTAL
38,805
29,600
68,405
BASEMENT
PAVE, Shops, Storage
59,000
37
�F u n c t i o n a l Element
SCHEME 4
CONTINUED
1
Gross Sq. F t .
MEZZANINE
E a s t Wing ( O f f i c e s )
3,110
SECOND LEVEL
E a s t Wing ( O f f i c e s )
25,540
THIRD LEVEL
E a s t Wing ( O f f i c e s )
12,560
FOURTH LEVEL
E a s t Wing ( O f f i c e s )
TOTAL SCHEME 4 ALLOCATIONS
SUMMARY
NATIONAL VISITOR
CENTER AREA
10,920
179,535
GROUND LEVEL ALLOCATIONS
Existing
Scheme 1
Scheme 2
Scheme 3
Scheme 4
175,177
94,730
90,127
106,395
68,405
OTHER LEVELS
Existing
Schemes 1-4 (Reduces Basement & L e v e l 3
Areas)
162,810
111,130
TOTAL ALLOCATIONS
E x i s t i n g Conditions
Scheme 1
Scheme 2
Scheme 3
Scheme 4
1
337,987
205,860
201,257
217,525
179,535
Gross a r e a i n c l u d e s a l l u s a b l e space, w a l l s and
s t r u c t u r e r e q u i r i n g maintenance.
38
�SECTION I
TABLE 7
EXISTING SPACE ALLOCATION
WASHINGTON UNION STATION
F u n c t i o n a l Element
ORIGINAL
STATION
Gross Sq . F t .
GROUND LEVEL
Main H a l l (PAVE)
E a s t Wing (Book S t o r e , T h e a t e r s ,
Presidential Suite)
West Wing ( H a l l o f S t a t e s )
Concourse ( E x h i b i t s , R e s t u r a n t )
SUB-TOTAL
38, 805
29, 600
21, 722
85, 050
175, 177
BASEMENT
Metro Mechanical
NVC (Pave, Shops, Storage
C i r c u l a t i o n , l o a d i n g and ramp)
SUB-TOTAL
16,050
109,480
51,060
176,590
MEZZANINE
NVC
Mechanical
SUB-TOTAL
3,100
5,720
8,830
SECOND LEVEL
E a s t Wing (NVC)
West Wing (Wash. Terminal Co.)
SUB-TOTAL
25,540
10,890
36,430
THIRD LEVEL
E a s t Wing - NVC
YMCA
West Wing (Wash. Terminal Co.)
SUB-TOTAL
13,760
11,620
10,890
36,270
39
1
�FOURTH LEVEL
E a s t Wing - NVC
YMCA
West Wing - Unassignable
Unusable
SUB-TOTAL
10,920
12,480
3,400
12,370
39,170
TOTAL GROSS AREA - ALL LEVELS
427,467
TOTAL GROSS AREA - EXCEPT GROUND LEVEL
297,290
FUNCTIONAL ELEMENT
REPLACEMENT
STATION
GROSS SQ. F T .
1
GROUND LEVEL
Phase One S t a t i o n
C i r c u l a t i o n L i n k s t o Main B u i l d i n g
C i r c u l a t i o n & Access t o Long Haul Tracks
SUB-TOTAL
40,046
1,875
8,825
50,746
MEZZANINE LEVEL
SUB-TOTAL
9,205
TOTAL GROSS AREA
59,951
TOTAL GROSS AREA-GROUND LEVELS
225,923
TOTAL GROSS AREA-OTHER LEVELS
306,495
GRAND TOTAL GROSS AREA
532,418
Gross a r e a i n c l u d e s a l l u s a b l e space,
s t r u c t u r e r e q u i r i n g maintenance.
w a l l s , and
40
�.
COST AND
SCHEDULING
ASSUMPTIONS
• A l l estimated c o s t s a r e based on September
1977 c o s t s p r o j e c t e d forward through the
c o n s t r u c t i o n period by the use of sound,
accepted e s t i m a t i n g p r a c t i c e s . Therefore,
the amounts noted f o r the c o n s t r u c t i o n s t a r t
dates of September 1978 and January 1979
represent the best estimate of the bids t h a t
would be submitted f o r the work a t t h a t time,
s u b j e c t t o the other assumptions noted below.
• The length of time t o complete plans and
s p e c i f i c a t i o n s a s i n d i c a t e d on the Implement a t i o n Schedule, page 14, assumes t h a t a l l
c o n t r a c t documents prepared f o r previous
c o n s t r u c t i o n p r o j e c t s a t Union S t a t i o n a r e
made a v a i l a b l e t o the A r c h i t e c t and Engineers f o r use as r e f e r e n c e and as documentat i o n of e x i s t i n g c o n d i t i o n s .
• I t i s assumed t h a t the work w i l l proceed i n
c e r t a i n sequences; t h e r e f o r e , the c o s t of
a s i n g l e item shown i n t h i s r e p o r t may not
r e f l e c t the a c t u a l cost of t h a t item i f i t
were b u i l t i n i s o l a t i o n from, or out of
sequence w i t h , the r e s t of the p r o j e c t .
• A l l cost estimates f o r the r e p a i r of i n f r a s t r u c t u r e items a r e p r e l i m i n a r y estimates
only, s i n c e the e x t e n t and s e v e r i t y of t h e
problems cannot be determined u n t i l a comp l e t e f i e l d i n v e s t i g a t i o n and a n a l y s i s have
been undertaken.
• I n order to allow f o r some f l e x i b i l i t y and
f o r unforeseen contingencies, worst p o s s i b l e
c o n d i t i o n s were assumed i n determining the
c o s t of a l l items. A f t e r the completion of
the in-depth s t u d i e s of e x i s t i n g c o n d i t i o n s
(see Temporary C o r r e c t i v e Measures d i s c u s sed i n S e c t i o n I I of t h i s r e p o r t ) , the scope
of the proposed r e p a i r procedures f o r s t r u c t u r a l problem areas and the more d e t a i l e d
estimated c o s t s may be l e s s than noted.herein.
• C e r t a i n t r a c k outages i n v a r i o u s sequences
have been assumed. I f these outages a r e
not provided, the c o s t of c e r t a i n c o n s t r u c t i o n elements could i n c r e a s e by as much as
41
�50% due t o e x t r a c o n s t r u c t i o n measures
r e q u i r e d f o r work around the l i v e r a i l r o a d .
As p a r t of the f i e l d i n v e s t i g a t i o n of the
u n f i n i s h e d p r o j e c t s conducted f o r t h i s study,
a q u a n t i t a t i v e survey of on s i t e b u i l d i n g
m a t e r i a l s was made. I t i s assumed that the
v a l u e of these m a t e r i a l s i s i n c i d e n t a l to
the o v e r a l l c o s t , and may, i n f a c t , i n c r e a s e
t o t a l c o s t by being excess m a t e r i a l .
I t i s assumed t h a t a d d i t i o n a l i n v e s t i g a t i o n s
w i l l be r e q u i r e d t o a c c u r a t e l y determine
what c o r r e c t i v e measures must be taken.
These i n v e s t i g a t i o n s a r e d i s c u s s e d f u r t h e r
i n Section I I of t h i s r e p o r t .
�PARKING STRUCTURE
AND BUILDING INFRASTRUCTURE
AIR-RIGHTS
STRUCTURE
When the N a t i o n a l Park S e r v i c e terminated
c o n s t r u c t i o n i n 1977, the a i r - r i g h t s s t r u c t u r e
over t h e concourse-level t r a c k s a t Union S t a t i o n
designed to serve as a loading area f o r Metrobus and Tourmobile and to provide parking f o r
approximately 1200 c a r s , was l e f t u n f i n i s h e d .
The c o n d i t i o n s e x i s t i n g a t the parking garage,
the Southeast Ramp and the Esplanade Roadvay
a r e described below followed by t h e estimated
c o s t s and recommendation on completing the
parking garage . Recommendations f o r the
Southeast Ramp and Esplanade Roadway are d i s cussed i n S e c t i o n I I I of t h i s r e p o r t .
P a r k i n g Garage
A l l Parking Garage foundations and columns a t
the t r a c k l e v e l , i n c l u d i n g those w i t h i n the
area of the Phase 1 Replacement S t a t i o n , a r e
i n p l a c e . The Garage was designed to have
s i x l e v e l s : a main l e v e l t r a n s i t deck, automobile c i r c u l a t i o n mezzanine, and four parking
levels.
The garage l e v e l s a r e i n v a r i o u s stages of
completion.
None of the connecting ramps
between l e v e l s are c o n s t r u c t e d . P o r t i o n s of
the p e d e s t r i a n v e r t i c a l c i r c u l a t i o n system a r e
e i t h e r p a r t i a l l y completed or have not been
started.
The main l e v e l i s complete except f o r f i n i s h
items. Although p r o v i s i o n s were made f o r
f u t u r e c o n s t r u c t i o n , the automobile c i r c u l a t i o n
mezzanine has not been b u i l t . The L e v e l 1
parking area i s approximately 88 percent com- *
p l e t e and needs o n l y f i n i s h items. L e v e l 2
i s approximately 80 percent completed; work
to be done i n c l u d e s the Northeast s e c t i o n
of the deck, f i n i s h items, curbs, and grouting
of c e r t a i n tendons. U n f i n i s h e d work r e p r e s e n t s
approximately 20 percent of L e v e l 2. L e v e l 3
i s 60 percent complete, r e q u i r i n g only f i n i s h
items. A t L e v e l 4, only t h e s t e e l t r u s s e s
a r e i n place along w i t h some temporary b r a c i n g .
43
�Southeast Ramp
& Esplanade
Roadway
P o r t i o n s of the Southeast Ramp and the
Esplanade Roadway, which were designed to extend
over the long-haul t r a c k s , have not been cons t r u c t e d . S i x t y percent of the Southeast
Ramp remains t o be completed.
Cost & Recommentations
I t i s recommended t h a t the P a r k i n g Garage be
completed w i t h the r e v i s e d mezzanine design
which i n c r e a s e s the amount of p a r k i n g .
The estimated c o s t to complete the P a r k i n g
Garage, i n c l u d i n g i n t e r i o r ramps, a redesign
of the mezzanine t o accommodate automobile
p a r k i n g , and a l l r e l a t e d mechanical and e l e c t r i c a l work i s $12,750,000 (September 1978)
or $13,050,000 (January 1979).
The estimated c o s t to complete the Southeast
Ramp i s $5,400,000 (September 1978) or
$5,500,000 (January 1979).
The estimated cost t o complete the Esplanade
Roadway i s $1,440,000 (September 1978) o r
$1,500,000 (January 1979).
B.
INFRASTRUCTURE:
ORIGINAL STATION
A p r e l i m i n a r y i n v e s t i g a t i o n of i n f r a s t r u c t u r a l
problems i n the s t a t i o n was conducted as p a r t
of the study. As p a r t of the survey, d e t a i l e d
drawings were gathered of the major i n f r a s t r u c t u r a l elements and a d d i t i o n a l drawings
were prepared f o r the s t r u c t r u a l elements of
the garage and f o r mechancial and e l e c t r i c a l
systems. These w i l l appear i n the Appendix t o
the study. Although a more d e t a i l e d survey
w i l l be r e q u i r e d t o produce a comprehensive
l i s t o f a l l problem a r e a s , the f o l l o w i n g
d i s c u s s i o n h i g h l i g h t s the most apparent
s t r u c t u r a l , mechanical and e l e c t r i c a l condit i o n s and problems i n the s t a t i o n .
44
�Structural
The p r e l i m i n a r y i n v e s t i g a t i o n i d e n t i f i e d
s t r u c t u r a l problem areas on the ground l e v e l ,
w i t h i n the basement and on the mezzanine and
t h i r d l e v e l s of the s t a t i o n . These problems
are summarized below along w i t h the estimated
c o s t s f o r c o r r e c t i v e improvements. These
c o s t f i g u r e s include e s c a l a t i o n and c o n t i n gencies, but they exclude design and p r o j e c t
management f e e s .
45
�Basement:
Apparent Problem
Areas
Area B - l
The s t r u c t u r a l supports of the through t r a i n
t r a c k s a t the basement l e v e l , m a i l handling
t u n n e l ramp are h e a v i l y corroded and are
l o s i n g f i r e p r o o f i n g m a t e r i a l . There i s
no waterproofing i n the area and the drainage
system i n the t r a c k s has become i n o p e r a t i v e .
The estimated c o s t to r e p l a c e or r e p a i r
s t e e l f i r e p r o o f and i n s t a l l new waterproofing
and a drainage system i s $350,000 (September
1978) or $360,000 (January 1979).
Area B-2
E l e c t r i c a l v a u l t s i n the basement have
s u f f e r e d from water damage caused by l e a k s
i n the w a l l s and c e i l i n g s . Repair or r e p l a c e ment of these c e i l i n g s and w a l l w i l l cost
$200,000 i n September 1978 or $210,000 i n
January 1979.
Area B-3
A concrete beam spanning the m a i l handling
tunnel i s s e v e r e l y cracked, probably due to
the load of the column d i r e c t l y above and
a c l e a r a n c e problem i n the t u n n e l . I n s t a l l a t i o n of a new s t e e l span and support w i l l
c o s t between $500,000 (September 1978) and
$515,000 (January 1979).
Area B-4
The n o r t h e a s t corner basement-level foundat i o n below the Southeast Ramp shows s i g n s
of underming and i s cracked, p o s s i b l y as a
r e s u l t of nearby c o n s t r u c t i o n . I t i s not
known whether foundations i n t h i s area are
capable of supporting h e a v i e r loads on the
Southeast Ramp. I n s p e c t i o n of the foundations
and necessary underpinning i s estimated to
c o s t $100,000 (September 1978) or $105,000
(January 1979).
Area B-5
I n t e r i o r w a l l s i n the bcsement of the
H i s t o r i c S t a t i o n became s e v e r e l y c r a c k e d when
p r e p e n d i c u l a r b r a c i n g w a l l s were removed to
c o n s t r u c t the PAVE. L a t e r a l b r a c i n g and
r e p a i r or replacement of the cracked w a l l s
w i l l c o s t an estimated $25,000 (September
1978) to $26,000 (January 1979).
�Northeast Corridor Improvement Project
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�Ground L e v e l :
Apparent Problem
Areas
Area 1-1
The s t r u c t u r a l s t e e l g i r d e r s and beams supp o r t i n g the north w a l l of the Concourse
are h e a v i l y corroded because the supports
were exposed t o weather damage when the
adjacent t r a i n shed cover was removed.
Replacement, i n c l u d i n g temporary b r a c i n g ,
i s estimated t o c o s t $1,250,000 (September
,1978) or $1,300,000 (January 1979).
Area 1-2
Minor c r a c k i n g of the i n t e r i o r d r y w a l l has
developed along the j o i n t s of the west w a l l
of the Concourse, p o s s i b l y caused by s e t t l e ment or e x p a n s i o n / c o n t r a c t i o n as a r e s u l t of
temperature changes. I f settlement has
occurred, a d d i t i o n a l b r a c i n g may be r e a u i r e d ;
the c o s t f o r i n v e s t i g a t i o n and r e p a i r i s
included i n the NEC P l a n A l t e r n a t i v e s .
Area 1-3
Two g l a s s panes i n the center s e c t i o n of the
Concourse e a s t w a l l have cracked.
This
damage may be a r e s u l t of s e t t l e m e n t , temperature changes, or improper c u t t i n g of the
g l a s s . Costs f o r i n v e s t i g a t i o n of the causes
of the c r a c k i n g , replacement of the g l a s s ,
and, i f needed, a d d i t i o n a l b r a c i n g f o r the
w a l l a r e included under Area 1-4.
Area 1-4
The c r a c k i n g of p l a s t e r and stone i n the
north and e a s t w a l l s of the P r e s i d e n t i a l
Waiting Room appears to have been caused
by settlement of the n o r t h e a s t corner. Rep a i r work could include a d d i t i o n a l b r a c i n g ,
grouting of stone, and r e p l a s t e r i n g ; the
estimated c o s t i s $750,000 (September 1978)
or $775,000 (January 1979).
Area 1-5
S t r u c t u r a l s t e e l beams and g i r d e r s below
the Esplanade Roadway a r e corroded and the
welding between e x i s t i n g and new s t e e l may
be imcompatible. T h i s area w i l l r e q u i r e
f u r t h e r i n v e s t i g a t i o n . Estimated costs f o r
r e p a i r i n c l u d i n g p a i n t i n g and f i r e p r o o f i n g
are contained i n the NEC P l a n A l t e r n a t i v e s .
�Northeast Corridor Improvement Project
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Structural Problem Areas/Ground Level
I
�Area 1-6
The c e i l i n g below the ground f l o o r area
surrounding the PAVE i s c r a c k i n g and i t s
t e r r a c o t t a f i l e i s chipping away, due botl:
to o l d age and removal of t i l e i n order t o
hang mechanical equipment.
Reinforcement,
f i r e p r o o f i n g , and grouting w i l l c o s t an
estimated $350,000 (September 1978) t o
$360,000 (January 1979).
Area 1-7
A c e i l i n g below the Concourse has s u f f e r e d
s i m i l a r damage as t h a t described i n Area
1-6 and w i l l r e q u i r e s i m i l a r r e p a i r s . The
c o s t i s included i n the Area 1-6 c o s t s .
Area 1-8
The i n t e r i o r west p o r t i o n of the n o r t h
Concourse w a l l has developed minor c r a c k i n g
i n the d r y w a l l along the j o i n t s as a r e s u l t
of temperature changes. The c o s t t o r e p a i r
and i n s u l a t e the w a l l i s included i n the
NEC P l a n A l t e r n a t i v e s .
Area 1-9
The p e d e s t r i a n bridge i n the Concourse i s
connected t o the north w a l l by a moment
connection and to the new parking garage by a
simple connection.
I f the new garage s e t t l e s ,
these connections may induce major problems
w i t h i n the north w a l l . P r o v i s i o n of a new
connection i n the north w a l l i s estimated
to c o s t $125,000 i n September 1978 or $130,000
i n January 1979.
Mezzanine: Apparent
Problem Areas
Area M-l
Corrosion may have occurred i n the s t r u c t u r a l
s t e e l beams i n the upper p a r t of the Concourse north w a l l . An e x p l o r a t o r y i n v e s t i gation may r e v e a l the need f o r s a n d b l a s t i n g ,
p a i n t i n g , and/or replacement; the estimated
c o s t f o r t h i s work i s $225,000 (September
1978) or $230,000 (January 1979).
Area M-2
Many areas of the p l a s t e r c e i l i n g s i n the
H i s t o r i c S t a t i o n and Concourse a r e cracked
and d e t e r i o r a t i n g due t o water leakage and
old age. R e p a i r , i n c l u d i n g an examination
to determine the e x t e n t of d e t e r i o r a t i o n , i s
estimated t o c o s t $1,800,000 (September 1978)
or $1,900,000 (January 1979).
50
�Area
M-3
The roof i n the H i s t o r i c S t a t i o n l e a k s and
has poor drainage. I n s t a l l a t i o n of a new
r o o f i n g system w i l l c o s t an estimated
$800,000 (September 1978) or $825,000
(January 1979).
Third Level:
Apparent Problem
Areas ( i n d i c a t e d
on S t r u c t u r a l
Problem Areas Ground L e v e l )
Area 3-1
The t h i r d f l o o r dome c e i l i n g , v i s i b l e rrom
the entrance p o r t i c o i n the H i s t o r i c S t a t i o n ,
has developed c r a c k s . Repair and r e p a i n t i n g
or replacement of stone arches i s estimated
to c o s t $1,000,000 i n September 1978 or
$1,100,000 i n January 1979.
�Northeast Corridor Improvement Project
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Structural Problem Areas / Mezzanine
1
�Mechanical Systems:
source and supply
High pressure steam i s supplied from the
Washington Terminal Company's Steam P l a n t .
From i t s supply l i n e along Track 2 1 , the steam
i s d i s t r i b u t e d through the b u i l d i n g a t the
basement l e v e l to pressure-reducing s t a t i
Low pressure steam i s then r e d i s t r i b u t e d
the
Basement L e v e l f o r heating the b u i l d i n g ;
p r o v i d i n g domestic hot water. P o r t i o n s c
he high
pressure and low pressure steam l i n e s and aceam
condensate l i n e s have r e c e n t l y been replaced
w i t h new p i p i n g . Steam and condensate r i s e r s
and p i p i n g i n the t r a c k tunnel area a r e i n a
d e t e r i o r a t e d c o n d i t i o n and r e q u i r e replacement.
I t i s p o s s i b l e t h a t the a n t i c i p a t e d steam p l a n t
w i l l be d i s c o n t i n u e d , n e c e s s i t a t i n g a s u b s t i t u t e
h e a t i n g source. Two options, i n t h i s case, a r e
available:
1.
Provide a separate b o i l e r p l a n t f o r the
building.
2.
Obtain steam from another source i n the
D i s t r i c t of Columbia.
I n the f i r s t option, the b o i l e r can be f u e l e d
by e l e c t r i c i t y or f o s s i l f u e l s .
Fossil fuels
r e q u i r e removal of e f f l u e n t s i n an e n v i r o n mentally acceptable manner.
Consideration must a l s o be given t o the space
r e q u i r e d f o r a new b o i l e r p l a n t and the ongoing c o s t f o r operating personnel.
An e l e c t r i c b o i l e r would i n c r e a s e the e l e c t r i c
s e r v i c e s u b s t a n t i a l l y . Costs f o r e l e c t r i c
power a r e a l s o r i s i n g . However, i f off-peak
e l e c t r i c r a t e s can be obtained from the Potomac
E l e c t r i c Power Company, off-peak storage could
be considered.
Since heating c o i l s as w e l l as
convectors a r e now designed to use steam, o f f peak storage would r e q u i r e an a d d i t i o n a l and
unnecessary expense of c o n v e r t i n g a l l heating
elements t o hot water.
Steam from the C a p i t o l H i l l s'-eam p l a n t appears
to be a v a i l a b l e both from the C i t y Post O f f i c e
b u i l d i n g to the west of Union S t a t i o n and from
the R u s s e l l - D i r k s e n Senate O f f i c e B u i l d i n g to
the South on F i r s t S t r e e t .
53
�At t h i s time, i t i s recommended t h a t a
connection to D i s t r i c t steam a t the C i t y Post
O f f i c e b u i l d i n g be considered as the p r e f e r able source of he *:. T h i s recommendation w i l l
be reviewed a f t e r s t u d i e s being conducted f o r
the N a t i o n a l Park S e r v i c e are completed.
The
e x i s t i n g HVAC system i s g e n e r a l l y i n good cond i t i o n and i s adequate f o r e x i s t i n g and f u t u r e
needs. The Main H a l l and PAVE, i n c l u d i n g i t s
p r o j e c t i o n a r e a , are provided w i t h a i r condit i o n i n g from a i r handling u n i t s Nos. 6, 7 and 8
l o c a t e d i n the basement mechanical equipment
room. The H a l l of S t a t e s i s provided w i t h heat
and a i r c o n d i t i o n i n g from a i r handling u n i t #5
l o c a t e d a t the West Wing Mezzanine.
-3
The Concourse i s heated by u n i t v e n t i l a t o r s on
the north w a l l and on the e a s t and west ends of
the r a i s e d f l o o r p l a t f o r m . V e n t i l a t i o n o n l y i s
provided by a i r handling u n i t #10 l o c a t e d i n
the basement. The underside of the p l a t f o r m
i s used as a plenum f o r supplying a i r d i s t r i bution to l i n e a r d i f f u s e r s a t the base of the
platform.
The food concession i s provided w i t h heat and
a i r c o n d i t i o n i n g from a i r handling u n i t #9
l o c a t e d i n the basement. The food concession
a l s o has three exhaust systems: t o i l e t exhaust,
hood exhaust, and k i t c h e n v e n t i l a t i o n .
C h i l l e d water f o r the above u n i t s i s r e c e i v e d
from a 384-ton c a p a c i t y c e n t r i f u g a l r e f r i g e r a t i o n machine l o c a t e d i n the basement mechanical
room. A 700-ton c o a l i n g tower l o c a t e d on the
roof provides condenser water. A i r handling
systems (#1 t h r u #9) served by t h i s p l a n t only
r e q u i r e 346 tons, l e a v i n g 38 tons of r e f r i g e r a t i o n a v a i l a b l e f o r other uses. Another e l e c t r i c a l l y d r i v e n c h i l l e d water p l a n t (with a c a p a c i t y
of 165 tons of r e f r i g e r a t i o n ) i s l o c a t e d a t the
west end of the Phase I Replacement S t a t i o n . A l l
of t h i s equipment was r e c e n t l y i n s t a l l e d as p a r t
of the N a t i o n a l V i s i t o r Center c o n v e r s i o n .
The t h i r d f l o o r Lounge and Audio/Visual Laborat o r y occupied by the N a t i o n a l Park S e r v i c e were r e
c e n t l y provided w i t h a 7-1/2-ton s p l i t system.
Three e x i s t i n g s p l i t a i r - c o o l e d a i r c o n d i t i o n i n g
systems now s e r v i n g other N a t i o n a l Park S e r v i c e
areas on the second and t h i r d f l o o r s of the
E a s t Wing do not appear to have an a n t i c i p a t e d
54
�f u t u r e l i f e span of 15 y e a r s and, t h e r e f o r e ,
should be replaced w i t h new roof top equipment.
The upper f l o o r s of the b u i l d i n g u t i l i z e c a s t
i r o n r a d i a t i c n f o r h e a t i n g . I n the second
f l o o r area occupied by the National Park
S e r v i c e the o r i g i n a l c a s t i r o n r a d i a t o r s have
been replaced w i t h c a s t i r o n baseboard r a d i a tion.
The Phase I Replacement S t a t i o n has i t s own
c h i l l e d water p l a n t l o c a t e d i n a mechanical
equipment room i n the m a i l loading a r e a .
Two
multizone u n i t s l o c a t e d above the c e i l i n g i n
the baggage room provide heating and a i r cond i t i o n i n g . A supplementary s p l i t system
provides a d d i t i o n a l c o o l i n g f o r the t i c k e t
s e l l i n g a r e a . The food concession area has
i t s own a i r c o n d i t i o n i n g system.
Plumbing
The e x i s t i n g s a n i t a r y system i s old but funct i o n i n g . The basement and f i r s t f l o o r domestic
c o l d water p i p i n g system i s fed from mains i n
the basement. Booster pumps have e l i m i n a t e d
the need f o r the s i x r o o f - l e v e l water storage
t a n k s ; however, then upper f l o o r s are s t i l l
s u p p l i e d by a down-feed system. New water
h e a t e r s f o r the domestic hot water storage
were provided r e c e n t l y and w i l l be capable of
s e r v i n g the proposed f u n c t i o n s .
Since the s a n i t a r y and water p i p i n g systems do
not have a f u t u r e l i f e span of 15 y e a r s , these
systems should be replaced when the new t o i l e t
f a c i l i t i e s are provided.
E l e c t r i c a l Systems:
Service
The dual 13.2KV underground s e r v i c e provided
by Potomac E l e c t r i c Power Company i s a primary
s e l e c t i v e system c o n s i s t i n g of two 15KV s e r v i c e
b r e a k e r s : one f o r the loads described below
and one f o r the parking garage s e r v i c e and
d i s t r i b u t i o n system l o c a t e d 700 f e e t north of the
Phase I Replacement S t a t i o n . There i s a l s o
one 15KV normally open t i e c i r c u i t breaker.
Should one of che two s e r v i c e s f a i l , the t i e
breaker w i l l be c l o s e d a u t o m a t i c a l l y to assure
s e r v i c e c o n t i n u i t y to the f a c i l i t y . The e x i s t ing e l e c t r i c meter, s w i t c h i n g and transformer
i n s t a l l a t i o n w i l l be maintained.
Distribution
From one of the two 15KV s e r v i c e s , 15KV feeders
extend to two fused s w i t c h e s . One u n i t s e r v e s
55
�a 750-KVA u n i t s u b s t a t i o n l o c a t e d i n the basement mechanical room. T h i s transformer and
d i s t r i b u t i o n system w i l l be maintained. The
750-KVA t r a n s f o r m e r / 4 8 0 - v o l t secondary serves
the a i r c o n d i t i o n i n g needs of the H a l l of S t a t e s ,
PAVE, N a t i o n a l Book S t o r e , T h e a t r e s , and food
concession.
The other u n i t s e r v e s a 1500-KVA transformer
l o c a t e d i n the meter and d i s t r i b u t i o n room on
1st S t r e e t . The 1500-KVA transformer has a
secondary v o l t a g e of 2.4KV. T h i s transformer
s e r v e s two 5KV fused switches which i n t u r n
serve l i g h t i n g and power v i a transformer v a u l t s
1 through 9 and 18 l o c a t e d i n the basement.
V a u l t s 1 , 2A, 3 and 18 a r e served by a s i n g l e
2.4KV feeder.
Components of the d i s t r i b u t i o n system v a r y i n
age — some a r e new and others a r e as much as
65 y e a r s o l d . Therefore, they a r e i n v a r i o u s
degrees of d i s r e p a i r and s e r v i c e c a p a c i t y .
The high v o l t a g e (2.4KV) d i s t r i b u t i o n feeder
system throughout the N a t i o n a l V i s i t o r Center
w i l l be r e p l a c e d i n i t s e n t i r e t y and w i l l cons i s t of 5KV c a b l e s i n s t e e l conduits and r e l a t ed p u l l boxes. A l l secondary d i s t r i b u t i o n ,
power and l i g h t i n g panels w i l l be r e p l a c e d as
w e l l as r e l a t e d f e e d e r s . These panels w i l l be
of the c i r c u i t breaker type. Replacement of
v a r i o u s branch c i r c u i t s s e r v i n g l i g h t i n g ,
motorized equipment and r e c e p t a c l e s i s not
i n c l u d e d . The Panels s e r v i n g the Theaters and
Book S t o r e , and panels and t r a n s f o r m e r s s e r v ing the PAVE, w i l l be maintained.
Transformer V a u l t s
There a r e twelve transformer v a u l t s w i t h a p p r o x i mately 33 t r a n s f o r m e r s s e r v i n g the needs of the
NVC. Secondary v o l t a g e s a r e 209VAC, 220VAC,
240VAC and 460VAC. The transformers v a r y i n
type — wye or d e l t a connected, supplying s i n g l e
phase, three phase, and three phase, four w i r e .
Many of the t r a n s f o r m e r s serve approximately 4 0
e l e c t r i c c l o s e t s throughout the NVC. The e l e c t r i c c l o s e r i s of the l i v e buss (open), fused
k n i f e disconnect s w i t c h type.
Transformer v a u l t s 4, 5, 6, 8, 9 and 10 serve NVC
and r a i l f a c i l i t y e l e c t r i c loads which a r e connected t o the NVC e l e c t r i c meter.
56
�Transformer v a u l t s #1, 2, 3, 4, 5, 6, 8, 9, 10,
and 18 w i l l be replaced. Transformer v a u l t s 7
and 17 a r e temporary due to t e r m i n a t i o n of
Phase I I Replacement S t a t i o n c o n s t r u c t i o n .
These v a u l t s serve r a i l f a c i l i t i e s and w i l l be
r e l o c a t e d to conform w i t h the new s t a t i o n plan.
Transformer v a u l t s 4, 5, 6, 8, 9 and 10 serve
both NVC and r a i l f a c i l i t i e s . The e l e c t r i c
loads s e r v i n g the r a i l f a c i l i t i e s w i l l be r e moved from these v a u l t s and connected to t h e
r a i l f a c i l i t i e s s e r v i c e system.
Transformer v a u l t s w i l l be replaced w i t h u n i t
s u b s t a t i o n s c o n s i s t i n g of high voltage s w i t c h e s ,
dry type transformers and secondary d i s t r i b u t i o n
boards. These s u b s t a t i o n s w i l l be b u i l t a d j a cent t o e x i s t i n g v a u l t s and switched over one
a t a time t o serve t h e i r r e s p e c t i v e loads. The
s u b s t a t i o n s w i l l not r e q u i r e a room, but w i l l
r e q u i r e a perimeter fence.
Since the e x i s t i n g system l a c k s r e l i a b i l i t y and
i s s u b j e c t to f a i l u r e a t any time, replacement
of the b u i l d i n g s e l e c t r i c a l d i s t r i b u t i o n system
i s recommended.
Roofs and Drainage
A number of d e f i c i e n c i e s i n the r o o f i n g and roof
drainage system were c i t e d i n the "Roofing System
Survey" prepared f o r the Department of the I n t e r i o r i n May, 19 77, by the WKR P a r t n e r s h i p .
D e f i c i e n c i e s c i t e d i n c l u d e the inadequate number
and s i z e of roof d r a i n s , l a c k of roof i n s u l a t i o n ,
d e t e r i o r a t i n g b u i l t - u p r o o f i n g membrane, and
d e t e r i o r a t i n g s e a l a n t f o r exposed metal f l a s h i n g .
I t i s recommended t h a t these and other d e f i c i e n c i e s be c o r r e c t e d by measures d i s c u s s e d i n t h e
May 19 77 study.
Code Compliance
C o n s t r u c t i o n w i l l probably be governed by t h e
D i s t r i c t of Columbia B u i l d i n g Code. The a p p l i cable use-group c l a s s i f i c a t i o n F-3 Assembly
r e q u i r e s c o n s t r u c t i o n w i t h a minimum of 2-hour
f i r s r e s i s t a n c e . Code d e f i c i e n c i e s which must
be c o r r e c t e d i n c l u d e a d e t e r i o r a t i n g and pres e n t l y i n o p e r a t i v e standpipe system and a l a c k
of s p r i n k l e r s i n the basement. The cost t o
upgrade the s t a t i o n f o r compliance w i t h f i r e
r e s i s t i v e requirements or egress requirements,
the c o s t f o r adding a dry type s p r i n k l e r system
i n the basement, and the c o s t f o r r e l o a d i n g the
standpipe system a r e a l l included i n the base
b u i l d i n g renovation c o s t .
57
�Temporary C o r r e c t i v e
Measures
Background
when the stop-work order was i s s u e d f o r work
on the Parking Garage, Phase I I Replacement
S t a t i o n , and the Southeast Ramp i n September
1976, c e r t a i n p r o v i s i o n s were included to make
the p a r t i a l l y completed s t r u c t u r e s s a f e . These
make-safe measures, undertaken a t t h e time as
p a r t of the stop work order, were not intended
to be, and i n f a c t are not, long term or permanent.
At the present time i t seems u n l i k e l y t h a t cons t r u c t i o n w i l l resume before September, 1978.
Because o f the length o f time which w i l l have
elapsed between the i n s t a l l a t i o n of ttOk makes a f e measures and t h e resumption of c o n s t r u c cion, i t i s reasonable t o a n t i c i p a t e t h a t
c e r t a i n problems may a r i s e w i t h r e s p e c t t o the
s a f e t y and s t a b i l i t y of v a r i o u s areas of the
p a r t i a l l y completed s t r u c t u r e s .
P a r k i n g Garage and
Southeast Ramp
I n order t o a l l o w f u t u r e c o n s t r u c t i o n t o proceed
without i n c r e a s e d c o s t s , steps must be taken t o
c u r t a i l f u r t h e r d e t e r i o r a t i o n o f the Parking
Garage and Southeast Ramp. An in-depth study
to determine necessary c o r r e c t i v e measures
would take approximately four months, i n c l u d i n g
r e q u i r e d t e s t s by independent l a b o r a t o r i e s , and
would c o s t an estimated $50,000 t o $75,000.
Depending on r e s u l t s o f the study, c o n s t r u c t i o n
c o s t s f o r these measures are estimated to be i n
the range of $100,000 t o $1,200,000. However,
i f the r e p a i r procedures are not pursued a t t h i s
time, i n c r e a s e d c o n s t r u c t i o n c o s t f o r completing
the s t r u c t u r e s would range from $1,000,000 t o
$3,000,000, depending on the degrees of f u r t h e r
deterioration.
Infrastructure
C o r r e c t i v e steps must a l s o be taken i n the
o r i g i n a l s t a t i o n to r e s o l v e the immediate problems i d e n t i f i e d i n the i n f r a s t r u c t u r e a n a l y s i s
i n S e c t i o n H . B . to i n s u r e i t s s t r u c t u r a l s a f e t y .
The t e s t i n g measures t o e v a l u a t e the b u i l d i n g
and the design o f temporary procedures would
take from one t o three months t o complete and
could be provided a t a c o s t of from $25,000 t o
$250,000. The p r o v i s i o n o f t h e necessary
temporary supplemental support systems would
probably c o s t between $500,000 and $2,000,000.
These procedures are p u r e l y temporary and must
be r e p l a c e d a t a l a t e r date by permanent r e p a i r
a c t i v i t i e s . The determination of permanent
s o l u t i o n s t o the v a r i o u s problems now known.
58
�Washington - Union Station
Ground Level Existing Conditions
�JE NECIP ALTERNATIVES
A.
BUILDING PLAN
ALTERNATIVES
I n t h i s study, four a l t e r n a t i v e b u i l d i n g
p l a n s , each i d e n t i f i e d f o r i t s c a p a c i t y to
meet the programmatic requirements of i n t e r c i t y r a i l and to r e t a i n major components of
the National V i s i t o r Center f a c i l i t i e s , were
defined and evaluated.
These a l t e r n a t i v e s
d i f f e r w i t h r e s p e c t t o (1) the l o c a t i o n of
primary passenger processing f u n c t i o n s and
(2) the e x t e n t of use of the Replacement
Station.
I n t h i s s e c t i o n these four a l t e r n a t i v e s a r e
described and the major advantages and d i s advantages of each i d e n t i f i e d .
Alternative 1
I n A l t e r n a t i v e 1 , the West Wing and western
h a l f of the Concourse a r e reclaimed f o r r a i l
t i c k e t i n g and baggage, and f o r w a i t i n g and
p u b l i c s e r v i c e s , r e s p e c t i v e l y . The r e p l a c e ment s t a t i o n i s remodeled f o r queuing and
operations.
Phase I I of the Replacement
S t a t i o n (access and s t a g i n g f o r the lower
l e v e l through t r a c k s ) i s not constructed;
i n s t e a d p a r t of the e a s t e r n p o r t i o n of the
Concourse i s used f o r long-haul w a i t i n g and
queuing. T h i s a l t e r n a t i v e , as w e l l as A l t e r n a t i v e 4, provides a space e f f i c i e n t program
for meeting the 1990 r a i l needs.
Major Components
Advantages
Disadvantages
R a i l functions are
l o c a t e d i n the West
Wing and Concourse
and i n the Phase I
Replacement S t a t i o n .
A l t e r n a t i v e 1 has
the second lowest
construction cost.
A l t e r n a t i v e s 1 and 3
r e q u i r e the longest
walk t o t r a i n s from
Columbus P l a z a , Metror a i l and the Parking
Garage.
The long-haul w a i t ing a r e a i s l o c a t e d
i n the Concourse.
NVC occupies the
AVE, E a s t Wing, and a
major p o r t i o n of
the Concourse.
Orientation i
from Columbus
and M e t r o r a i l
t i c k e t i n g and
s clear
Plaza
to
trains.
R a i l f u n c t i o n s extend
continuously from the
main entrance to the
trains.
A l t e r n a t i v e 1 presents only s l i g h t l y
lower maintenance
and operations c o s t s
than A l t e r n a t i v e 3.
60
�Northeast Corridor ImprcArement Project
Del EUW CATHf R/PAPfONS
8kk*nore.O«rkigs4MerTTl/Archrtects
t3fv n w t K i n «/lu« N W w w i i m m :
I T O I H I M
?003e
I?.I?I4'^
«..*in
Washington-Union Station
Alternative 1
CZZ1
�Advantages
Disadvantages
Alternative 1 u t i l i zes space e f f i c i e n t l y ;
efficiency ration i s
1.06.
Major Components
Shared use of Concourse r e s u l t s i n
problems of u n i f i e d
architectural treatment.
Ticketing/baggage a r e
i n close proximity to
the main entrance.
The Phase I I Replacement S t a t i o n i s not
required.
Potential exists for
equal exposure of
r a i l and i n t e r c i t y
bus.
Alternative 2
R a i l functions are
separated i n t o two
b u i l d i n g s and a r e
dispersed over a
large physical area;
the HSR w a i t i n g area
i s i s o l a t e d from the
queuing area and the
trains.
A l t e r n a t i v e 2 p l a c e s a l l r a i l uses i n the
Concourse and the remodeled Replacement
S t a t i o n . T i c k e t i n g , baggage, w a i t i n g , conc e s s i o n s , and s e r v i c e s a r e accommodated i n
the Concourse w h i l e queuing, a long-haul
boarding lounge, and operations a r e l o c a t e d
i n the Replacement S t a t i o n . The NVC r e t a i n s
both the E a s t and West Wings and the PAVE.
Phase I I of the Replacement S t a t i o n i s not
b u i l t . T h i s l a t e r n a t i v e f u r n i s h e s 24% more
space than i s c a l l e d f o r i n the s t a t i o n
program.
Major Components
Advantages
Disadvantages
R a i l functions are
l o c a t e d i n the Concourse and Phase I
Replacement S t a t i o n .
E n t i r e Concourse i s
r a i l - r e l a t e d allowing
unified architectural
development
A l t e r n a t i v e 2 has
the second h i g h e s t
construction cost.
Access t o r a i l funct i o n s i s through the
Main H a l l t o the Concourse.
Walking d i s t a n c e
to ticketing/baggage
and t r a i n s from the
parking garage i s
l e a s t of any a l t e r native.
NVC occupies the
PAVE and E a s t and
West Wings of Union
tation.
The Phase I I Replacement S t a t i o n i s not
O r i e n t a t i o n from
Columbus P l a z a and
Metrorail to t i c k e t ing and t r a i n s i s
not c l e a r or d i r e c t .
R a i l f u n c t i o n s do not
extend continuously
from the main entrance to the t r a i n s .
�Northeast Corridor ImrxcA/ement Project
DeLEUW GATHER/PARSONS
SkMmore.OwlnpaaMenll/Architecis
ixvwran
Washington-Union Station H
Alternative 2
�Advantages
Disadvantages
A l t e r n a t i v e 2 has
lower c o s t s (maintenance and operations)
than A l t e r n a t i v e s 1
and 3.
Major Components
A l t e r n a t i v e 2 does
not u t i l i z e space
efficiently; efficiency r a t i o i s 1.24.
Ticketing/baggage
are not i n c l o s e
p r o x i m i t y t o the
main entrance.
R a i l functions are
separated i n t o two
b u i l d i n g s ; the HSR
w a i t i n g area i s
i s o l a t e d from the
queuing area and
trains.
Support areas f o r
t i c k e t i n g may necc e s s i t a t e construct i o n of a mezzanine
i n the Concourse,
interrupting i t s
form, or of an
a d d i t i o n to the Concourse .
Potential
e x i s t for
posure of
intercity
Alternative 3
does not
equal exr a i l and
bus.
A l t e r n a t i v e 3 p l a c e s r a i l t i c k e t i n g and
baggage f u n c t i o n s i n the West Wing and w a i t i n g ,
concessions and p u b l i c s e r v i c e s i n the west
h a l f of the Concourse. The Phase I Replacement S t a t i o n i s remodeled and Phase I I i s
completed f o r queuing, a boarding lounge, and
support uses. A l t e r n a t i v e 3 p r o v i d e s 2 1 %
more space than i s needed t o f u l f i l l program
requirements.
64
�RaH Areai: Wast Wing. Waat ConcoQae. *
Replacement Station Phhies 1 A 2.
Northeast Corridor Improvement Project
Dotf UW O T H E R / PARSONS
SkMmorw.Owtoo> * Matial/Aich»»cla
I JOT ?M B'l
W <l»##C 'mi 41H» N* WaV»«>*nTT»* OC 70030 (JO?i4S? N*
*>
Washington-Union Station
Alternative 3
�Major Components
Advantages
Disadvantages
R a i l functions are
l o c a t e d i n the West
Wing and Concourse
of t h e H i s t o r i c
S t a t i o n and Phase I
and I I Replacement
Station.
O r i e n t a t i o n from
Columbus P l a z a and
M e t r o r a i l to t i c k e t i n g and t r a i n s i s .
clear.
R a i l f u n c t i o n s extend
continuously from
the main entrance to
the t r a i n s .
A l t e r n a L i v e 3 has
the highest cons t r u c t i o n cost and
r e q u i r e s construct i o n of the Phase I I
Replacement S t a t i o n .
NVC occupies the
PAVE, E a s t Wing and
h a l f of h e Concourse. Ticketing/baggage,
are i n c l o s e proxi m i t y t o the main
entrance.
u
Potential exists for
equal exposure of
r a i l and i n t e r c i t y
bus.
A l t e r n a t i v e s 1 and 3
r e q u i r e the longest
walk t o t r a i n s from
Columbus *>laza,
M e t r o r a i l and the
Parking Garage.
A l t e r n a t i v e 3 presents the g r e a t e s t
maintenance and
operations c o s t s .
Shared use of Concourse r e s u l t s i n
problems of u n i f i e d
architectural treatment.
R a i l functions are
separated ii.to two
b u i l d i n g s ; the HSR
w a i t i n g area i s i s o l a ted from the queuing
area and the t r a i n s .
Alternative 4
I n A l t e r n a t i v e 4, r a i l t i c k e t i n g and baggage
are located i n the West Wing. The Concourse
contains w a i t i n g , concessions, queuing and
p u b l i c s e r v i c e s . The Phase I Replacement
S t a t i o n i s removed and the t r a c k s extended
south. NVC a c t i v i t i e s a r e r e t a i n e d i n the
E a s t Wing and PAVE. T h i s a l t e r n a t i v e
e f f i c i e n t l y f u l f i l l s the space requirements
d i c t a t e d by the s t a t i o n program.
66
�RaH ATOM: West Wing ft Concourse!
Northeast Corridor Improvement Project
WasraTXTton - Union StatJon
DeLEUW GATHER / PARSONS
Skldmoro, Owing*
O*mtCCl
SOefIU
aMnVrltcs
eaAcret
NW
wismGiiwni
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JOOM
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• «
^10
Alternative 4
�Major Components
Advantages
Disadvantages
R a i l functions are
l o c a t e d i n the West
Wing and Concourse
of t h e Main S t a t i o n .
A l t e r n a t i v e 4 has L l i ^
lowest c o n s t r u c t i o n
cost.
Alternative 4 requires
removal of already
constructed space
i n the Phase I Replacement S t a t i o n .
The Phase I Replacement S t a t i o n i s t o
be removed t o a l l o w
the HSR t r a c k s t o
be r e l o c a t e d next
to the Concourse.
NVC occupies the
PAVE and E a s t Wing.
O r i e n t a t i o n and
d i r e c t from Columbus P l a z a and Metror a i l to t i c k e t i n g and
trains i s clear.
R a i l f u n c t i o n s extend
continuously from the
main entrance to the
trains.
Alternative 4 u t i l i z e s
space e f f i c i e n t l y ;
efficiency ratio i s
1.07.
Ticketing/baggage
are i n c l o s e p r o x i mity to main entrance.
Alternative 4 requires
the s h o r t e s t average walk
to t r a i n s from Columbus P l a z a , M e t r o r a i l ,
and the Parking Garage.
R a i l f u n c t i o n s are
included i n one b u i l d ing and a r e c l o s e l y
located.
A l t e r n a t i v e 1 presents
the lowest maintenance
and operation c o s t s .
E n t i r e Concourse i s
r a i l - r e l a t e d allowing
unified architectural
development.
The Phase I I Replacement S t a t i o n i s not
required.
Potential exists for
equal exposure of r a i l
and i n t e r c i t y bus.
68
�Other L e v e l s E x i s t i n g Use and
Planned NEC Use
Use of f l o o r space on other s t a t i o n l e v e l s
i s n e a r l y i d e n t i c a l f o r a l l four a l t e r n a tives.
R a i l f u n c t i o n s l o c a t e d i n the basement
i n c l u d e HSR operations (baggage, c l e a n i n g
f a c i l i t i e s , and s t a t i o n p o l i c e ) and b u i l d i n g
maintenance and d e l i v e r y . Other basement
space i s occupied by the N a t i o n a l V i s i t o r
Center, loading dock a r e a , and major mecha n i c a l and e l e c t r i c a l equipment. A l t e r n a t i v e
4 r e q u i r e s use of the West Wing of the second
f l o o r f o r NEC Terminal a d m i n i s t r a t i o n . The
N a t i o n a l Park S e r v i c e occupies a l l of the
E a s t Wing of _ne second f l o o r and shares
the t h i r d and f o u r t h f l o o r E a s t Wings w i t h
the YMCA. The West Wing of the f o u r t h f l o o r
i s e s s e n t i a l l y unusable space.
Mechanical/
I n order t o accommodate any of the four a l t e r E l e c t r i c a l Modin a t i v e s , v a r i o u s m o d i f i c a t i o n s must be made
f i c a t i o n s f o r t h e to the HVAC, plumbing and e l e c t r i c a l systems.
Alternatives
These improvements a r e i n a d d i t i o n to and
g e n e r a l l y dependent on the i n f r a s t r u c t u r e
improvements on the previous s e c t i o n .
HVAC
The West Wing f u n c t i o n s , as r e q u i r e d i n
A l t e r n a t i v e s 1 , 3, and 4, can be accommodated
w i t h the e x i s t i n g HVAC equipment, w i t h changes
i n the a i r d i s t r i b u t i o n as r e q u i r e d .
New Concourse f u n c t i o n s i n a l l four a l t e r n a t i v e s w i l l be supplied from the e x i s t i n g a i r
handling system Nc. 10, w i t h the a d d i t i o n o f
c o o l i n g c o i l s rnd temperature c o n t r o l s . However, f o r A l t e r n a t i v e 2, increased cooling
c a p a c i t y i s r e q u i r e d i n the Concourse.
Chilled water f o r the necessary r e f r i g e r a t i o n w i l l
be provided from e x i s t i n g c h i l l e r p l a n t s .
A i r d i s t r i b u t i o n w i l l be modified t o accommodate new l a y o u t s . For A l t e r n a t i v e s 1 , 2, and
3 the Replacement S t a t i o n w i l l be served by
the e x i s t i n g HVAC systems as a t p r e s e n t , w i t h
m o d i f i c a t i o n s t o the d i s t r i b u t i o n system a s
r e q u i r e d . A l t e r n a t i v e 3 r e q u i r e s completion
of the HVAC systems f o r the Phase I I Replacement S t a t i o n . With the demolition of the
Phase I Replacement S t a t i o n i n A l t e r n a t i v e 4,
69
�the e x i s t i n g 160-ton c h i l l e r w i l l remain to
provide cooling c a p a c i t y f o r Terminal Admini s t r a t i o n on the second f l o o r and R a i l
Operations north of the Concourse, as w e l l
as p r o " i ^ e a d d i t i o n a l Concourse c o o l i n g .
Plumbing
I n a l l four a l t e r n a t i v e s , s a n i t a r y and water
p i p i n g w i l l be replaced when new t o i l e t
f a c i l i t i e s are provided.
Under A l t e r n a t i v e
4 compressed a i r systems s e r v i n g t r a c k s 8
through 20 must be extended southward to
new t e r m i n a l p o i n t s .
Electrical
New l i g h t i n g , power, telephone and f i r e
alarm systems w i l l be provided f o r a l l four
a l t e r n a t i v e s as r e q u i r e d f o r a complete opera t i n g system. L i g h t i n g i n the Main H a l l and
E a s t and West Wings w i l l remain and be
supplemented as necessary to accommodate new
a r c h i t e c t u r a l requirements.
L i g h t i n g i n the
Concourse area and basement w i l l be r e v i s e d .
Under A l t e r n a t i v e 4, major demolition and
m o d i f i c a t i o n s to the e l e c t r i c a l system w i l l
be provided f o r removal of the Phase I Replacement S t a t i o n and e x t e n s i o n of the t r a c k
system. Catenary m o d i f i c a t i o n s w i l l be prov i d e d as a separate item of work.
Summary of Costs
f o r NECIP P l a n
Alternatives
The f o l l o w i n g summarizes the c o s t s f o r the
four a l t e r n a t i v e p l a n s :
Construction S t a r t
September, 197 8
Alternative
Alternative
Alternative
Alternative
1
2
3
4
Construction S t a r t
January, 197 9
$11,000,000
$11,350,000
$12,900,000
$ 9,050,000
$11,150,000
$11,500,000
$13,050,000
$ 9,450,000
70
�Recommendation
A l t e r n a t i v e 4 o f f e r s tremendous advantages
over any other option f o r the Union S t a t i o n /
N a t i o n a l V i s i t o r Center complex. I t c o s t s
l e s s to implement and l e s s to operate than
any other a l t e r n a t i v e . By r e s t o r i n g t r a c k
heads to t h e i r o r i g i n a l l o c a t i o n , i t i n c r e a s e s
o p e r a t i o n a l f l e x i b i l i t y and platform capac i t y w h i l e decreasing passenger walking
d i s t a n c e s . Alone among the o p t i o n s , i t prov i d e s the passenger an e a s i l y p e r c e i v e d ,
d i r e c t and unencumbered pathway from Columbus
P l a z a and Metro to the t r a i n s . For these
reasons, the implementation of t h i s P r e f e r r e d
Concept f o r the o v e r a l l b u i l d i n g p l a n , and
thus the r e c o n s t r u c t i o n of the permanent
r a i l r o a d f a c i l i t y w i t h i n d i r e c t s i g h t and easy
reach of the C a p i t o l , i s recommended.
71
�B.
S I T E ACCESS
ALTERNATIVES
The r e s t o r a t i o n of r a i l passenger s e r v i c e s
to the h i s t o r i c s t a t i o n w i l l d r a m a t i c a l l y
a f f e c t the r o u t i n g of t r a f f i c i n and around
the s t a t i o n complex from t h a t planned i n the
NVC program. I t w i l l move the c h i e f a r r i v a l
p o i n t f o r s t a t i o n t r a f f i c 400 f e e t southward
to the Main P o r t i c o and Columbus P l a z a r a t h e r
than the planned Esplanade Roadway. I t w i l l
render pick-up and drop-off areas planned f o r
the Replacement S t a t i o n incongruous w i t h i n
the new sequence of passenger p r o c e s s i n g .
L a s t l y , i t c a l l s f o r an e v a l u a t i o n of the
incomplete i n f r a s t r u c t u r e of NVC roadways
f o r p o s s i b l e i n c o n s i s t e n c y w i t h more r t ^ e n t
developments and program requirements.
The d e l e t i o n of i n t e r c i t y bus and the decrease
i n N a t i o n a l V i s i t o r Center a c t i v i t i e s w i t h i n
the h i s t o r i c s t a t i o n a l s o r e o r i e n t s c u r r e n t
t r a f f i c planning.
The garage w i l l become
p r i m a r i l y a r a i l r o a d support f a c i l i t y .
The
H S t r e e t Viaduct w i l l , without c o n s t r u c t i o n of
the E a s t Parking Garage, be o v e r s i z e d f o r
any r o l e w i t h i n the scope of present t r a f f i c
requirements.
Metrobus, the Southeast Ramp, and use of the
t r a n s i t deck form a t h i r d s e t of i s s u e s t h a t
must be reanalyzed. Metrobus i s i n the process
of r e o r g a n i z i n g i t s r o u t i n g as a feeder system
to M e t r o r a i l . The t r a n s i t deck i s intended as
a major interchange p o i n t . However, f u l l use
of the t r a n s i t deck was p r e d i c a t e d on comp l e t i o n of the Southeast Ramp. R i s i n g c o s t s
have put an unexpected premimum on any such
plans f o r completion, due to the d i f f i c u l t i e s
of b u i l d i n g over the l i v e r a i l r o a d . Complet i o n of the l a s t 300 f e e t of t h i s roadway
i s estimated to c o s t over 4.5 m i l l i o n d o l l a r s .
Alternative
Site Circulation
Schemes
Three a l t e r n a t i v e schemes have been considered
f o r t h i s r e p o r t : an a l t e r n a t i v e i n which t h e r e
i s no f u r t h e r ramp c o n s t r u c t i o n , a s o l u t i o n
which completes the Southeast Ramp as planned,
^nd a new c o n f i g u r a t i o n which i n c o r p o r a t e s a
modified Southeast Ramp i n t o a broader
c o n t e x t of t r a f f i c o b j e c t i v e s .
72
�Alternative A
T h i s a l t e r n a t i v e completes the garage to
four l e v e l s o f long term parking and a mezzanine l e v e l of s h o r t term parking. The Southe a s t Ramp i s abandoned. The Southwest Ramp
i s made two way f o r Metrobus operations
s e r v i n g the t r a n s i t deck. Garage access i s
l i m i t e d t o the H S t r e e t Ramp. T a x i and auto
drop-off and pick-up occur i n Columbus P l a z a ,
along w i t h boarding and a l i g h t i n g f o r Tourmobiles and through buses. Although many
v a r i a t i o n t o the use of t h e f a c i l i t i e s as
they p r e s e n t l y e x i s t a r e p o s s i b l e , t h i s
v a r i a t i o n causes the l e a s t d i s l o c a t i o n to
presnet Metrobus r o u t i n g .
Alternative B
The Southeast Ramp i s completed by a connect i o n along the north s i d e of the Concourse t o
the T r a n s i t Deck, and i t i s used f o r Metrobus
i n g r e s s . The Southwest Ramp converts to oneway operation s e r v i n g bus and auto egress
from the t r a n s i t deck and garage. Auto i n g r e s s
to the garage i s v i a H S t r e e t o n l y . T a x i and
auto drop o f f occur i n Columbus P l a z a . T h i s
s o l u t i o n conforms most c l o s e l y to the NVC
t r a f f i c plan.
Alternative C
An e l e v a t e d roadway i s c o n s t r u c t e d along the
e a s t s i d e of the s t a t i o n complex p a r a l l e l
to the through t r a c k s ; i t connects K S t r e e t
to a p o r t i o n of t h e Southeast Ramp already b u i l t .
The Southwest Ramp s e r v e s as i n g r e s s f o r
buses and automobile t o t h e t r a n s i t deck and
garage. Buses s t i l l may enter the t r a n s i t
deck v i a H S t r e e t , and a l l buses have the
option of u s i n g Columbus P l a z a . Autos a l s o
may enter the garage from H S t r e e t . A l l
buses and autos e x i t v i a H S t r e e t . The new
E a s t Roadway (one-way Southbound) s e r v e s as a
major approach as w e l l as a r e t u r n route from
the garage to t h e f r o n t of t h e s t a t i o n . E S t r e e t
i s r e c o n f i g u r e d t o serve s t a t i o n t r a f f i c
e x i t i n g t o the e a s t of t h e s t a t i o n . T a x i and
auto drop-off/pick-up occur a t the f r o n t of
the H i s t o r i c S t a t i o n i n Columbus P l a z a .
73
�C i r c u a l t i o n Scheme C a l s o showa a new t a x i
ramp which a l l o w s t a x i queuing to occur along
the e a s t s i d e of the s t a t i o n . T h i s t a x i ramp
may be added t o Schemes A and b, on the condit i o n t h a t c e r t a i n r e l a t e d a l t e r a t i o n s a r e made
a t the e a s t e r n edge of Columbus P l a z a . I n the
absence of t h i s t a x i ramp, t a x i s w i l l probably queue along F S t r e e t , so t h a t t h e i r
approach t o the s t a t i o n would c o n f l i c t w i t h
access to the Southeast Ramp i n Scheme B.
v
The a l t e r n a t i v e c i r c u l a t i o n schemse have e n
analyzed according to the t r a f f i c i s s u e s
the d i f f e r e n t modes using the s t a t i o n ,
summary, A l t e r n a t i v e A ignores many of t
c o n s i d e r a t i o n s of access which a r e fundamental to good s t a t i o n c i r c u l a t i o n . I t i s
e s p e c i a l l y inadequate w i t h r e s p e c t to garage
a c c e s s . L a s t l y , i t leads to an i n f l e x i b i l i t y
of approach and departure r o u t e s which causes
s t a t i o n t r a f f i c to be p a r t i c u l a r l y v u l n e r a b l e
to whatever s t r e s s e s develop i n the surrounding s t r e e t system.
A l t e r n a t i v e B a l s o does not s a t i s f y the
requirements of s t a t i o n c i r c u l a t i o n . I t
r e q u i r e s completion of an expensive bridge
over l i v e r a i l f o r e x c l u s i v e t r a n s i t purposes
and ignores another, wider bridge (the H
S t r e e t v i a d u c t ) b u i l d over l i v e r a i l only a
few f e e t to the north of the t r a n s i t deck.
I t i n c r e a s e s the needs of auto c i r c u l a t i o n and
t a x i queuing and f a i l s t o s o l v e some s e r i o u s
problems of p e d e s t r i a n c i r c u l a t i o n t o , from
and on the T r a n s i t Deck. I t shares w i t h
Scheme A an i n f l e x i b i l i t y of approach which
makes i t p a r t i c u l a r l y v u l n e r a b l e t o those
s t r e s s e s which may develop i n the surrounding
s t r e e t system.
A l t e r n a t i v e C meets the requirements of s t a t i o n
c i r c u l a t i o n and a l l o w s f l e x i b i l i t y of r o u t i n g .
T h i s scheme u n i t e s \ Massachusetts Avenue, ColumP l a z a , the t r a n s i t dec, and the garage i n t o a
u n i f i e d c i r c u l a t i o n network w i t h maximum
f l e x i b i l i t y f o r bus, auto, t a x i and p e d e s t r i a n
movement. I t provides maximum choice f o r
garage access and c o r r e c t s an u n d e s i r a b l e
p a t t e r n of i n t e r n a l garage c i r c u l a t i o n . I t
a l l o w s f o r bus and Tourmobile i n Columbus
P l a z a . L a s t l y , Scheme C e l i m i n a t e s
serious
74
�p o t e n t i a l c o n f l i c t s between bus and bus parton
w h i l e u n i f y i n g p e d e s t r i a n movement from the
t r a n s i t deck and garage to the c e n t e r of the
H i s t o r i c S t a t i o n complex.
75
�Scheme A
Scheme B
Scheme C
E Street
Configuraion
E S t r e e t remains
u n a f f e c t e d and
unutilized
E S t r e e t remains
u n a f f e c t e d and unutilized
Approach
Flexibility
No f l e x i b i l i t y
of approach from
west (60% of
traffic)
No f l e x i b i l i t y
of approach from
west (60% o f
traffic)
Traffic
Impacts
Congestion i n *
Columbus P l a z a
and l o c a l s t r e e t s
Congestion i n
Columbus P l a z a
and l o c a l s t r e e t s
Taxi
Queuing
Inadequate p r o v i s Inadequate p r o v i s - •Generous p r o v i s i o n
i o n f o r t a x i queuing ion f o r t a x i queuing f o r t a x i queuing
Curbside
Capacity
Inadequate curbside capacity f o r
drop-off and p i c k up
Curb adequate f o r
Adequate c u r b s i d e f o .
pick-up, and dropp i c k - u p , drop-off
o f f , without queuing on s i t e
Traffic
Impacts
Unacceptable 1990
congestion: Mass.
Are. a t SE corner
of P l a z a C i r c l e
Unacceptable 1990
Mass. Ave. a t SE
corner of P l a z a
Circle
1990 congestion r e l i e v e d ; Mass. Ave.
a t SE corner o f
Plaza Circle
Metrobus
to Metror a i l connection
P e d e s t r i a n conn e c t i o n s between
Metrobus and
M e t r o r a i l conf u s i n g & complicated
P e d e s t r i a n conn e c t i o n s between
Metrobus and
M e t r o r a i l conf u s i n g and
complicated-
•Pedestrian c i r c u l a t i o n consolidated
on t r a n s i t deck,
connection t o Metror a i l d i r e c t and
clear
Bus t o
Station
Connection
P e d e s t r i a n conn e c t i o n s between
Metrobus and
S t a t i o n .confusing
and u n c l e a r
P e d e s t r i a n conn e c t i o n s between
Metrobus and
S t a t i o n confusing
and u n c l e a r
•Pedestrian c i r c u l a t i o n s between Metrobus and s t a t i o n c l e a :
and d i r e c t
Transit
Deck*
Circulation
Conflicts
P o t e n t i a l pedest r i a n v e h i c l e conf l i c t on deck
P o t e n t i a l pedest r i a n v e h i c l e conf l i c t on deck
• E l i m i n a t i o n o f pedest r i a n v e h i c l e conf l i c t on t r a n s i t
deck
Cost
Phasing
•Lowest c o s t : r e moval o f unused
. ramps and roadways
•No phasing problems , o n l y demolition
Greatest cost:
completion of
Southeast Ramp
Track outages and
phasing problems
E S t r e e t reconfigurec
f o r easy egress t o
south & e a s t
•Easy approach from
west v i a H S t r e e t
or Mass. Ave.
More a r r i v a l r o u t e s ,
more departure router
station circulation
more independent of
local streets
Second g r e a t e s t c o s t
incorporation of
ramps and roadways i:
new scheme
• No c o n s t r u c t i o n
over l i v e r a i l :
easy phasing
�WASHINGTON UNION STATION
ANALYSIS OF ALTERNATIVES FOR TRAFFIC CIRCULATION
Scheme A
Scheme B
Scheme C
Buses/
Southwest
Ramp
Southwest Ramp i s
two way f o r buses
only
Southwest Ramp becomes e g r e s s from
t r a n s i t deck and
garage
Buses/
Southeast
Ramp
E x i s t i n g portion
of Southeast Ramp
i s removed
Southeast Ramp i s New E a s t Roadway i s
completed a c c o r d i n g b u i l t from H S t r e e t
to o r i g i n a l p l a n s
to S o u t h e a s t Ramp
Buses i n
Columbus
Plaza
•Thru buses s t i l l
use Columbus P l a z a
A l l buses a r e r e moved from Columbus P l a z a
•Thru buses s t i l l use
Columbus P l a z a
Bus Routing
flexibility
F l e x i b l e bus r o u t ing
A l l t h r u buses
detour t o t r a n s i t
deck
•Most f l e x i b l e r o u t i n g ;
Buses u s i n g t r a n s i t
deck may use Columbus
Plaza
".arage
ingress
A l l Garage-ingress
v i a H S t r e e t . No
i n g r e s s from
Columbus P l a z a
A l l Garage i n g r e s s •Garage i n g r e s s v i a
H S t r e e t , Mass. Ave.
v i a H S t r e e t . No
and Columbus P l a z a
i n g r e s s < from
on c l o s e d system
Columbia P l a z a
Garage
Egress
A l l Garage e g r e s s
via H Street
A l l Garage e g r e s s
v i a Southwest Ramp
Drop-off
& Garage
No c o n n e c t i o n between d r o p - o f f and
garage
No connection be- • C l e a r path between
drop-off & garage
tween drop-off &
garage
" E n g l i s h " system on
r a m p s : d r i v i n g on
left
" E n g l i s h " system on •"American" system
r a m p s : d r i v i n g on
on r a m p s : d r i v i n g on
left
right
Reversible
Lanes
No r e v e r s e lane
o p e r a t i o n possible
No r e v e r s e lane
o p e r a t i o n possible
Garage &
Pick-Up
No connection between garage and
pick-up
Connection between ©Clear c o n n e c t i o n begarage and p i c k - u p tween garage and
increases congestion pick-up
i n Columbus P l a z a
Ramp
Flexibility
• Denotes most f a v o r a b l e c o n d i t i o n
D i r e c t i o n o f Southe a s t & Southwest
Ramps i s r e v e r s e d
A l l Garage e g r e s s v i a
H Street
• R e v e r s e l a n e operatio:
practical
77
�Wasnjngton - Union Station I
Circulation Scheme A
"1
�Washington - Union Station I
Circulation Scheme A
1
�Washington -Union Station I
Circulation Scheme A
'
�Washington - Union Station Q
Circulation Scheme A
�Northeast Corridor improvement Project
Washington-Union Station
OeLEUW CATHER/PARSONS
Skkknora.Owlnot t MorT«/Arct.iecls
Circulation Scheme B
�1990 Peak Hour Volumes
Northeast Corridor Improvement Project
Washington-Union Station
Del EUW CATHER/PARSONS
SfcMmoro.Owtngs & Marrtl/Archrtecrs
IJO?I??3IVI
Circulation Scheme B
I
I
�I
1962 Bus touting*
Northeast Corridor Improvement Project
Del EUW GATHER'PARSONS
SkMmore.Owlnai» MonH/Archrtects
m
»,„
VVaetogtOT-Uhkxi Station
Circulation Scheme B
[
J
�and 1990 Peak Hour Bus Volumes
Washington Union Station [
Circulation Scheme B
�Washington-Union Station
Circulation Scheme C
�Washington-Union Station
Circulation Scheme C
�1982 Bus Routings
Northeast Corridor Improvement Project
Del EUW CAt HER/PARSONS
S * WmoroOwlngi a MotraVAictrtecIs
Win ( l > H I l l l i l
>,
w
M ' M C . K I N IX
,*v 1
xn'M
I>>.'»V*"«I
Washington-Uhkxi Station
Circulation Scheme C
[
]
�Northeast Corridor Improvernent Project
Del EUW GATHER' PARSONS
Skkknore.Owttgi 4
urn
MarrM/Archtects
w<«inun(
4 t t
ijrp ??i i w
?TO3«
I A ' I V
W
Washington - Union Station I
Circulation Scheme C
1
�The complete t r a f f i c a n a l y s i s w i l l be discussed
i n a separate r e p o r t document to be i s s u e d a t a
l a t e r date.
90
�D? SUMMARY
,. Estimated Costs
•-
Construction
Start
September 1978
Construction
Start
January 197 9
Infrastructure:
Near Term
i
3.
Infrastructure:
Long-Term
Range $115,000 to $ 1,150,000
$11,600,000
a. P r o v i d e supplemental s t r u c - .
t u r a l support
systems t o i n sure l i f e - s a f e t y and s t r u c t u r a l safety
Range $580,000 to $ 2,700,000
b. P r o v i d e f i r e
protection
systems
P a r k i n g Garage
a. P r o v i d e temporary p r o t e c t i v e measures
to i n s u r e l i f e s a f e t y and
structural i n tegrity
b. Complete t h e
P a r k i n g Garage,
including i n t e r i o r ramps and
automobile
mezzanine
1.
$
a. Replace main
b u i l d i n g roof
and roof d r a i n age
Range $250,000 to $ 1,020,000
b. Modernize e l e c trical distrib u t i o n system
$ 1,640,000
$ 1,880,000
c. Modernize e l e c t r i c a l branch
circuits
$
$
d. Complete s t r u c tural repairs
Range $1,400,000 to$ 5,400,000
410,000
510,000
$11,900,000
$
470,000 '.
580,000
91
�Construction
Start
September 197S
1.
On S i t e C i r culation
Alternatives
a. Abandon Southe a s t Ramp
b. Complete Southe a s t Ramp i n
o r i g i n a l configuration
c. C o n s t r u c t E a s t
Roadway (Southe a s t Ramp t o H
Street)
5.
S i t e Improvements
Construction
Start
January 1979
$
$
580,000
600,000
$ 5,400,000
$ 5,500,000
$ 3,500,000
-$ 3,600,000
310,000
$
830,000
$
840,000
$ 3,500,000
$ 3,600,000
a. A l t e r n a t i v e 1
$11,000,000
$11,150,000
$11,350,000
$11,500,000
c. A l t e r n a t i v e 3
$12,900,000
$13,050,000
d. A l t e r n a t i v e 4
Replacement
Station
$
b. A l t e r n a t i v e 2
7.
300,000
,c. Modify b e a r i n g
w a l l , relocate
t r a c k s , modify
communications,
s i g n a l i n g , and
electrification
S t a t i o n Plan
f o r NECIP
$
b. C o n s t r u c t t a x i
queuing ramp
6.
a. Reconfigure E
Street
$ 9,050,000
$'9,450,000
a. Construct
Phase I I
.Replacement
Station
$ 1,900,000
$ 1,960,000
b. Complete t h e
Esplanade
Roadway
$ 1,440,000
$ 1,500,000
92
�Implementation Schedule
�C.
ENVIRONMENTAL
CONSIDERATIONS
The F e d e r a l R a i l r o a d A d m i n i s t r a t i o n w i l l have
to p r j p a r e environmental documentation on the
program i t s e l e c t s f o r Union S t a t i o n . A
d e f i n i t i o n of the nature of t h a t program's
impacts must await the r e s u l t s o f the prel i m i n a r y environmental e v a l u a t i o n t h a t i s
contained i n the l a s t r e p o r t of the S p e c i a l
Study, but recommendation can be made a t t h i s
time concerning the course of a c t i o n the FRA
should pursue i n order to comply w i t h f e d e r a l
environmental requirements.
As a f e d e r a l t r a n s p o r t a t i o n agency d e a l i n g
w i t h a property l i s t e d on the N a t i o n a l R e g i s t e r of H i s t o r i c P l a c e s , the F e d e r a l Rr.ilroad
A d m i n i s t r a t i o n must s a t i s f y environmental
requirements promulgated by the U.S. Department of T r a n s p o r t a t i o n ; as w e l l a s , procedures
f o r p r o t e c t i n g p r o p e r t i e s of h i s t o r i c and
c u l t u r a l s i g n i f i c a n c e . These requirements are
contained i n DOT Order 5610.IB; the FRA's
D r a f t "Procedures f o r Considering Environmental
Impacts" (FRA Docket No EP-1, Notice 1 , 4 2
Fed. Reg. 5171, J a n . 27, 1977)
; Section 4 ( f )
of the Department of T r a n s p o r t a t i o n Act, as
amended (49 U.S.C. 1653) and S e c t i o n 106 of
the N a t i o n a l H i s t o r i c P r e s e r v a t i o n Act of
1966 (16 U.S.C. 470).
The course of a c t i o n recommended f o r the Fede r a l R a i l r o a d A d m i n i s t r a t i o n has two main
f e a t u r e s . The f i r s t i s t h a t the FRA should
prepare separate environmental documentation
on the e n t i r e program proposed f o r Union S L a t i o n
r a t h e r than supplement the n e g a t i v e d e c l a r a t i o n
prepared i n 19 75 on the N a t i o n a l V i s t o r Center
by the Department of the I n t e r i o r . The reasons
u n d e r l y i n g t h i s recommendation are t h a t the
i n s t i t u t i o n a l context f o r the FRA's proposed
program, the planning and design premises upon
which the program r e s t s , and the environmental
impacts i t may have. A l l are s u f f i c i e n t l y d i s t i n c t from those t h a t p r e v a i l e d when the N a t i o n a l
V i s t o r Center was conceived and implemented to
94
�w a r r a n t separate treatment. Given these
c o n s i d e r a t i o n s and the c o n t r o v e r s y t h a t
has surrounded the N a t i o n a l V i s i t o r Center
p r o j e c t , the most prudent course of
a c t i o n f o r the F e d e r a l R a i l r o a d Administ r a t i o n i s to prepare i t s own thorough
environmental impact assessment of the
proposed a c t i o n f o r the s t a t i o n before
determining whether to i s s u e a Negative
D e c l a r a t i o n or prepare a f u l l Environmental
Impact Statement.
The second f e a t u r e of the s t r a t e g y i s
t h a t the FRA should prepare a s i n g l e
document c o v e r i n g the p o t e n t i a l impacts
of a l l three major elements ot the o v e r a l l
s t a t i o n improvement program: the parking
garage, i n f r a s t r u c t u r e improvements,
and the redesign of the s t a t i o n . As these
proposed improvements'could be considered p a r t
of the same o v e r a l l program, documenting t h e i r
environmental impacts s e p a r a t e l y would expose the FRA to the l e g a l charge t h a t i t was
"segmenting" i t s program i n order to c i r cumvent environmental requirements.
T h i s s t r a t e g y can be pursued w i t h i n the
present time schedule of the p r o j e c t , i f
one assumes t h a t a Negative D e c l a r a t i o n
w i l l be prepared on the e n t i r e program.
Given the environmental assessment work
t h a t has been done to date, f o u r to f i v e
months should be s u f f i c i e n t to complete
the s t u d i e s r e q u i r e d and process the
Negative D e c l a r a t i o n . However, i f the
impact of the proposed a c t i o n i o severe
or the l e v e l of c o n t r o v e r s y i t generates i n t e n s e , then the schedule of a l l t h r e e
elements of the program would have to be
extended by f i v e to s i x months to permit
the FRA to complete and r e c e i v e approval
of a f u l l Environmental Impact Statement.
��
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Special study for the FRA task force on Union Station : northeast corridor improvement project
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Union Station (Washington, D.C.)
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September 1977
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Text
THE WASHINGTON UNION STATION
MARKETING AND PLANNING STUDY
•W
-
if "
«
(t
D
ETURN TO
OFFICE OF POLICY AND P A NN
LN I G
D-:PT. OF PUBUG WOSKS
GOVT. OF THE DISTRICT OF COLUMBIA
Executive Summa
[FILE NO:
Prepared for
FEDERAL RAILROAD ADMINISTRATION
U.S. D E P A R T M E N T O F T R A N S P O R T A T I O N
December 16, 1982
Gladstone Associates
Economic Consultants
��THE WASHINGTON UNION STATION
MARKETING AND PLANNING STUDY
Executive Summary
Prepared for
FEDERAL RAILROAD ADMINISTRATION
U.S. D E P A R T M E N T O F T R A N S P O R T A T I O N
December 16, 1982
Gladstone Associates
Economic Consultants
Washington, D.C.
��EXECUTIVE SUMMARY
Table o f Contents
Page
1.
SUMMARY CONCLUSIONS
1
2.
BACKGROUND
3
The Union S t a t i o n Redevelopment A c t o f 1981
C u r r e n t C o n d i t i o n s and Ownership
Cost o f R e h a b i l i t a t i o n
O b j e c t i v e s o f t h e Study
P r o p e r t i e s Considered i n t h e Study
3.
STATION REUSE POTENTIALS
9
Union S t a t i o n can be redeveloped as a f i n a n c i a l l y
v i a b l e r e t a i l / o f f i c e / t r a n s p o r t a t i o n complex.
R e t a i l Development
O f f i c e and Other Development
C o n d i t i o n s f o r Success
4.
THE RECOMMENDED PLAN FOR UNION STATION
For t h e s t a t i o n i t s e l f , t h e optimum development concept
i s a b a l a n c e d , i n t e g r a t e d program o f commercial and
passenger f u n c t i o n s , w i t h t h e t r a c k s extended
c l o s e r to t h e S t a t i o n .
O b j e c t i v e s f o r the S t a t i o n
Amtrak Passenger Terminal Requirements
Recommended Plan
C h a r a c t e r and Q u a l i t y o f t h e Space Created
-- F e a t u r e s o f t h e P l a n
B a s i s f o r S e l e c t i o n o f t h e Recommended P l a n
13
�EXECUTIVE SUMMARY
Table o f Contents
Page
5.
THE RECOMMENDED DEVELOPMENT COMPLEX
25
The development complex o f f e r i n g g r e a t e s t i n i t i a l
p o t e n t i a l would i n c l u d e :
Union S t a t i o n , t h e
garage, and t h e A r c h i t e c t o f t h e C a p i t o l ' s s i t e .
The Garage and R e l a t e d T r a n s p o r t a t i o n Elements
The A r c h i t e c t o f t h e C a p i t o l S i t e
CSX, Main Post O f f i c e and GPO B u i l d i n g 4 S i t e s
A i r R i g h t s Development
6.
FINANCIAL
IMPLICATIONS
33
Of t h e $70 m i l l i o n i n c o s t , a t l e a s t $30 m i l l i o n can be
p r i v a t e l y financed.
P r o j e c t Costs
P r o j e c t Revenues
Financing P o s s i b i l i t i e s
7.
THE ALTERNATIVE
CHOICE:
MOTHBALLING UNION STATION
There are two c h o i c e s f o r Union S t a t i o n :
or keeping i t c l o s e d down.
redevelopment
41
�1.
SUMMARY CONCLUSIONS
A Washington Union S t a t i o n redevelopment p r o j e c t i s f e a s i b l e . I t
can meet t h e goals o f t h e Union S t a t i o n Redevelopment Act o f 1981.
In a d d i t i o n t o Union S t a t i o n , t h e p r o j e c t should i n c l u d e t h e
p a r k i n g garage and t h e A r c h i t e c t o f t h e C a p i t o l ' s s i t e .
When r e n o v a t e d , Union S t a t i o n would c o n t a i n t h e Amtrak t e r m i n a l ,
100,000 square f e e t of r e t a i l space, and 80,000 square f e e t
of o f f i c e space. The a r c h i t e c t u r a l d e t a i l and grandeur o f the
b u i l d i n g would be p r e s e r v e d .
The
t o t a l c o s t o f the p r o j e c t would be about $70 m i l l i o n over and
above p r e v i o u s l y committed f u n d s .
However, i t i s probable t h a t $30 m i l l i o n o f c a p i t a l c o s t could be
d e f r a y e d by s e l l i n g t h e income stream from t h e p r o j e c t , l e a v i n g
mately $40 m i l l i o n or l e s s i n r e q u i r e d
private
approxi-
Government f u n d i n g a f t e r such
financing.
The Government should be able t o r e a l i z e a s u b s t a n t i a l income
stream from t h e p r o j e c t -- perhaps $5 m i l l i o n per y e a r by 1988
or 1989 -- which could be s o l d .
The
o n l y a l t e r n a t i v e to t h e redevelopment p r o j e c t d e s c r i b e d above
would be to mothball t h e Union S t a t i o n b u i l d i n g and m a i n t a i n t h e p r e s e n t
replacement s t a t i o n .
However, "doing n o t h i n g " would not n e c e s s a r i l y be l e s s e x p e n s i v e .
Costs o f b a s i c r e p a i r ( $ 8 m i l l i o n over and above c u r r e n t roof
r e p a i r s ) p l u s annual maintenance c o s t s would t o t a l $25 t o $30
m i l l i o n over t h e 19 y e a r term o f t h e Government's remaining l e a s e
of Union S t a t i o n -- i n a d d i t i o n t o $66.5 m i l l i o n i n l e a s e payments,
unavoidable under e i t h e r o p t i o n .
- 1 -
��2.
BACKGROUND
The Union S t a t i o n Redevelopment A c t o f 1981
P r i o r p r o p o s a l s f o r the redevelopment of Washington's Union S t a t i o n
have c a l l e d f o r e x t e n s i v e F e d e r a l
ty,
investment i n an e s s e n t i a l l y p u b l i c
facili-
w i t h ongoing p u b l i c r e s p o n s i b i l i t y f o r o p e r a t i o n s and maintenance.
The Union S t a t i o n Redevelopment Act o f 1981, however, sought a new approach:
to m i n i m i z e F e d e r a l
funding i n i t i a l l y and through time by r e n o v a t i n g the
b u i l d i n g f o r commercial as w e l l as r a i l
passenger u s e , and by
assigning
to the Union S t a t i o n complex the development r i g h t s on s i g n i f i c a n t a d j a c e n t
properties.
S p e c i f i c a l l y , the A c t :
r e q u i r e s s t u d i e s of the b u i l d i n g ' s
commercial development.
i n t e g r i t y and p o t e n t i a l f o r
p r o v i d e s f o r DOT t o t a k e over c o n t r o l o f the p r o p e r t y from the
Department of the I n t e r i o r , and to a c c e l e r a t e purchase of the
property, i f desirable.
a u t h o r i z e s DOT to s e l e c t a p r i v a t e developer, and to e n t e r i n t o
a development agreement f o r the commercial development of the
Union S t a t i o n complex.
a u t h o r i z e s DOT to o b t a i n Squares 720 and 721 from the A r c h i t e c t
of t h e C a p i t o l by assignment f o r i n c l u s i o n i n t h e development.
e s t a b l i s h e s the g o a l s t h a t the h i s t o r i c f e a t u r e s of Union S t a t i o n
be p r e s e r v e d and t h a t a t l e a s t a p o r t i o n o f r a i l passenger s e r v i c e s
be r e t u r n e d to the main Union S t a t i o n b u i l d i n g .
a u t h o r i z e s completion o f the p a r k i n g garage and a s s o c i a t e d ramps,
u s i n g up to $40 m i l l i o n i n I n t e r s t a t e Highway funds apportioned
to the D i s t r i c t o f Columbia.
r e q u i r e s completion o f r o o f r e p a i r by the Department of the I n t e r i o r .
-3-
�C u r r e n t Conditions
and
Ownership
Today the h i s t o r i c Union S t a t i o n b u i l d i n g ( c o n s i s t i n g p r i m a r i l y of
a main h a l l , e a s t and west wings and c o n c o u r s e ) i s c l o s e d to the p u b l i c
and
i s i n a s t a t e of d i s r e p a i r .
R e p a i r s to the r o o f , u r g e n t l y needed to
h a l t f u r t h e r water damage, have been a u t h o r i z e d
and
are underway.
The
Department o f the I n t e r i o r has r e c e n t l y awarded an 18- to 24-month c o n t r a c t
to complete the roof
An
repairs.
incomplete p a r k i n g garage s u p e r s t r u c t u r e i s l o c a t e d to the
of Union S t a t i o n .
north
None of the p a r k i n g l e v e l s i s o p e r a t i o n a l but the
transit
deck i s i n use p r o v i d i n g a s t a g i n g area f o r 600 WMATA buses d a i l y and
parking
f o r up t o 25 tour and commuter buses.
The D.C.
Department of
Transportation
i s c u r r e n t l y r e s p o n s i b l e f o r a p r o j e c t to complete the p a r k i n g garage,
the southeast
ramp, and other improvements f i n a n c e d through a s p e c i a l
alloca-
t i o n of up to $40 m i l l i o n i n F e d e r a l I n t e r s t a t e Highway f u n d s .
R a i l passenger handling
functions take place i n a s o - c a l l e d "replace-
ment s t a t i o n " l o c a t e d beneath the incomplete garage s t r u c t u r e .
t r a c k s s e r v e Union S t a t i o n on two
levels.
On the upper l e v e l i n the western
t w o - t h i r d s of the t r a c k and p l a t f o r m a r e a , the t r a c k s dead end
ment s t a t i o n under the garage.
Railroad
at the r e p l a c e -
These t r a c k s are p r i m a r i l y used f o r Northeast
C o r r i d o r Amtrak t r a i n s and commuter t r a i n s .
- 4 -
On the lower l e v e l , i n the
�e a s t e r n t h i r d o f t h e t r a c k and p l a t f o r m a r e a , through t r a c k s used f o r longhaul Amtrak s e r v i c e pass under t h e Union S t a t i o n b u i l d i n g
south t r a i n t u n n e l under F i r s t S t r e e t , N.E.
All rail
and i n t o a n o r t h -
f a c i l i t i e s a r e operated
by t h e Washington Terminal Company, a wholly-owned s u b s i d i a r y o f Amtrak.
Passenger access t o t h e replacement r a i l
the Metrobus deck and from a M e t r o r a i l
end o f Union S t a t i o n .
s t a t i o n i s e x c e l l e n t from
s t a t i o n l o c a t e d under t h e western
Passenger access t o t h e s t a t i o n from p r i v a t e
and t a x i s , however, i s u n a c c e p t a b l e , as i t i n v o l v e s
walk from c u r b s i d e o u t s i d e t h e o l d s t a t i o n .
a long and i n c o n v e n i e n t
Amtrak has approved a plan
to improve t h i s s i t u a t i o n w h i l e r e p a i r i s underway.
however, i s u n d e s i r a b l e as a permanent
Today t h e F e d e r a l
Government
vehicles
Even Amtrak's p l a n ,
solution.
( a c t i n g through t h e Department o f t h e
I n t e r i o r ) l e a s e s t h e h i s t o r i c Union S t a t i o n b u i l d i n g , t h e garage, and a d j a c e n t
air
r i g h t s f o r a p p r o x i m a t e l y $3.5 m i l l i o n a n n u a l l y from i t s owners, t h e
T e r m i n a l R e a l t y B a l t i m o r e Company and t h e T e r m i n a l R e a l t y Penn Company.
The l e a s e runs through t h e y e a r 2001, a t which time t h e Government has
the r i g h t to purchase the b u i l d i n g f o r one d o l l a r .
The l e a s e
of t h e Government c o n s t i t u t e s a f i x e d c o s t r e g a r d l e s s
taken f o r t h e f u t u r e o f Union S t a t i o n .
- 5 -
obligation
o f what course i s
�Cost o f R e h a b i l i t a t i o n
The f i r m o f Ewing Cole C h e r r y P a r s k y has completed an e n g i n e e r i n g
s u r v e y o f t h e h i s t o r i c Union S t a t i o n t o determine
and the c o s t o f i t s r e h a b i l i t a t i o n .
i t s structural
integrity
The s u r v e y concluded t h a t the b u i l d i n g
i s s t r u c t u r a l l y sound and t h a t i t s d e f i c i e n c i e s a r e r e p a r a b l e , provided
t h a t the p r e s e n t d e t e r i o r a t i o n i s not f u r t h e r prolonged.
The s u r v e y r e p o r t
recommended a r e h a b i l i t a t i o n program o f r e p a i r , r e s t o r a t i o n and r e n o v a t i o n
t h a t would make Union S t a t i o n s a f e and u s a b l e f o r many y e a r s t o come.
Based on t h e s u r v e y and other a n a l y s i s , t h e t o t a l c o s t t o t h e Government
i s e s t i m a t e d a t $70 m i l l i o n , over and above p r e v i o u s l y committed
The marketing
fundsM
c h a l l e n g e o f the Union S t a t i o n p r o j e c t , and t h e r e f o r e
of t h i s s t u d y , i s how to minimize the e f f e c t i v e burden on t h e F e d e r a l Government o f t h i s l a r g e c o s t by p u t t i n g t h e s t r u c t u r e t o economic use t h a t prov i d e s a f u n c t i o n a l t r a i n s t a t i o n and p r e s e r v e s t h e a r c h i t e c t u r a l and h i s t o r i c
legacy of t h i s
1/
landmark.
Costs a r e based on ( 1 ) Ewing C o l e ' s , E n g i n e e r i n g Survey o f Union S t a t i o n ,
Washington, D.C. ( 1 9 8 2 ) ; ( 2 ) subsequent c o s t e s t i m a t e s by Ewing Cole
f o r other m i s c e l l a n e o u s elements ( e . g . , t h e mezzanine, w a l l b r e e c h i n g ,
replacement s t a t i o n d e m o l i t i o n , r a i l h e a d e x t e n s i o n s ) ; and ( 3 ) c o s t
a l l o w a n c e s ( e . g . , i n f l a t i o n ) by Gladstone A s s o c i a t e s .
- 6 -
�Objectives
Consistent
of the Study
w i t h the o b j e c t i v e s o f the A c t and t h e mandate of the F e d e r a l
Railroad Administration,
the Marketing and P l a n n i n g Study has sought t o
i d e n t i f y combinations o f p r o p e r t i e s
and development approaches w i t h the
f o l l o w i n g g o a l s i n mind:
e s t a b l i s h a s e l f - s u s t a i n i n g commercial p r o j e c t t h a t minimizes
Federal subsidy.
r e s t o r e and p r e s e r v e Union S t a t i o n .
p r o v i d e an a c c e p t a b l e r a i l
passenger t e r m i n a l .
P r o p e r t i e s Considered i n the Study
At the o u t s e t ,
itself
i t seemed u n l i k e l y t h a t the Union S t a t i o n
building
would p r o v i d e the revenue p o t e n t i a l n e c e s s a r y t o s u s t a i n a s u c c e s s f u l
commercial r e v i t a l i z a t i o n .
At the same t i m e , a s u c c e s s f u l r e h a b i l i t a t i o n
of Union S t a t i o n would c l e a r l y f o s t e r economic development of t h e immediately
adjacent area.
for
For t h i s reason c e r t a i n a d j a c e n t p r o p e r t i e s were
studied
p o s s i b l e i n c l u s i o n i n t h e "Union S t a t i o n Complex," as l i s t e d below
and i l l u s t r a t e d on the next page.
Squares 721 and 722 ( a l s o known as the " A r c h i t e c t of the C a p i t o l ' s
(AOC) s i t e " ) ;
Squares 719 and 720 ( a l s o known as the "CSX P a r c e l " ) ;
The Main Post O f f i c e ;
The Government
Air
P r i n t i n g O f f i c e ' s B u i l d i n g 4; and
r i g h t s over the r a i l r o a d t r a c k s south of H S t r e e t .
The s t u d y ' s c o n c l u s i o n s
included i n the i n i t i a l
Development
c o n c e r n i n g the p r o p e r t i e s which should be
complex are s e t f o r t h i n S e c t i o n
Complex.
- 7 -
5, The Recommended
��3.
STATION REUSE POTENTIALS
Union S t a t i o n can be redeveloped as a f i n a n c i a l l y v i a b l e
r e t a i 1 / o f f i c e / t r a n s p o r t a t i o n complex•
Retail
Development
Market a n a l y s i s l e a d s t o t h e c o n c l u s i o n t h a t about 100,000 n e t r e n t a b l e
square f e e t o f r e t a i l
space ( r e s t a u r a n t s , shops, e t c . ) can be supported
i n t h e s t a t i o n , w i t h a high p r o b a b i l i t y o f commercial s u c c e s s .
At t h i s s c a l e t h e r e t a i l component could be "marketplace" i n c h a r a c t e r ,
s i m i l a r t o Harbor P l a c e i n B a l t i m o r e o r F a n e u i l
H a l l Marketplace i n Boston.
A c h a r a c t e r i s t i c o f m a r k e t p l a c e r e t a i l i n g i s t h a t i t i s l a r g e and d i v e r s e
enough t o draw customers from a wide t r a d e a r e a , and i s not r e s t r i c t e d
to s e r v i n g t h e convenience needs o f r a i l r o a d passengers a l o n e .
In the
case o f Union S t a t i o n , t o u r i s t s and o t h e r v i s i t o r s t o Washington (some
11 m i l l i o n per y e a r ) w i l l comprise the most important market segment, r e g a r d less o f the transportation
mode u t i l i z e d t o reach t h e D i s t r i c t .
Market a n a l y s i s a l s o demonstrates t h a t m a r k e t p l a c e r e t a i l i n g i n Union
S t a t i o n can be h i g h l y p r o d u c t i v e i n s a l e s per square f o o t , g e n e r a t i n g t h e
high r e n t l e v e l s needed f o r f e a s i b l e and p r o f i t a b l e development and opera t i o n o f such space.
At
retail
l e a s t 40,000 square f e e t and as much as 60,000 square f e e t of the
space could be i n food s e r v i c e -- r e s t a u r a n t s ,
food shops and convenience food o u t l e t s .
cafes,
specialty
The o r i g i n a l S t a t i o n
restaurant,
l a r g e and e l e g a n t , as w e l l as t h e P r e s i d e n t i a l Reception Room and other
spaces a t t h e " f r o n t " o f Union S t a t i o n , monumental i n s t y l e and r i c h i n
h i s t o r y , can be developed as s u c c e s s f u l food anchors w i t h a s t r o n g market
- 9 -
�appeal.
A "food c o u r t " and o t h e r food o p e r a t i o n s i n t h e Concourse w i l l
be supported by t h e market draw o f t h e s e b a s i c food a n c h o r s , as w e l l as
by the convenience needs of t r a v e l e r s and nearby o f f i c e w o r k e r s .
The f i r s t f l o o r of the h i s t o r i c b u i l d i n g , t o g e t h e r w i t h a new " c o n n e c t i n g "
s t r u c t u r e , c o n t a i n s s u f f i c i e n t a r e a to accommodate 100,000 r e n t a b l e square
f e e t of r e t a i l
terminal
space, p l u s passenger t i c k e t i n g , w a i t i n g and o t h e r r a i l
functions.
O f f i c e and Other Development
The second, t h i r d and f o u r t h l e v e l s of the s t a t i o n c o n t a i n a p p r o x i m a t e l y 80,000 square f e e t of l e a s a b l e o f f i c e space, p l u s a c o n s i d e r a b l e
amount o f space best s u i t e d f o r s t o r a g e .
While the space v a r i e s g r e a t l y
i n q u a l i t y , market a n a l y s i s suggests t h a t t h e space should be r e a d i l y marketa b l e i f p r o p e r l y r e h a b i l i t a t e d and a t r e n t l e v e l s a p p r o p r i a t e to i t s q u a l i t y .
The Washington o f f i c e market, which i s c u r r e n t l y s o f t , i s l i k e l y
t o improve
by the time the Union S t a t i o n o f f i c e space i s ready to be marketed.
the
Further,
o f f i c e space should be r e a d i l y l e a s a b l e i n view of i t s r e l a t i v e l y s m a l l
q u a n t i t y and the a t t r a c t i v e n e s s o f i t s l o c a t i o n .
Storage and p a r k i n g space i n the basement w i l l p r o v i d e a d d i t i o n a l
revenue.
C o n d i t i o n s f o r Success
Commercial development of the s t a t i o n can be e c o n o m i c a l l y s u c c e s s f u l .
C e r t a i n i s s u e s , however, should be r e c o g n i z e d as p r e r e q u i s i t e s f o r s u c c e s s .
Three are p a r t i c u l a r l y n o t a b l e :
- 10 -
�1.
Parking.
The S t a t i o n ' s success as a commercial c e n t e r w i l l depend
on the adequacy of p a r k i n g : i n numbers of s p a c e s , access and method
of operation.
The number of spaces i n the planned garage appears adequate to s e r v e
even the l a r g e s t r e t a i l program. I n f a c t , the garage would probably
be e c o n o m i c a l l y u n d e r u t i l i z e d w i t h o u t the r e t a i l component. Nonethel e s s , t h e r e are s t i l l p a r k i n g i s s u e s to be r e s o l v e d . These i n c l u d e :
I n g r e s s and
egress;
Method of o p e r a t i o n and
F i n a l Amtrak p a r k i n g
2.
control;
needs and
and
arrangements.
Development R i s k . R e s t o r i n g r a i l f u n c t i o n s to the Union S t a t i o n and
i n t r o d u c i n g commercial uses f o r the remainder of t h i s s t r u c t u r e w i l l
r e q u i r e c a r e f u l p h y s i c a l design and s o p h i s t i c a t e d development s k i l l s .
A balance must be s t r u c k between an a p p r o p r i a t e commercial development
program and workable management of the r a i l f u n c t i o n s . For example,
t h e r e should be an a p p r o p r i a t e merchandise mix to s e r v e both r a i l r o a d
passengers and d e s t i n a t i o n shoppers.
Implementation of t h i s package, t h e r e f o r e , i s i n t r i n s i c a l l y complex,
w i t h s i g n i f i c a n t development r i s k s .
I t cannot be assumed t h a t the
process i s immune to major changes i n the n a t i o n a l economy, the r i s k s
i n h e r e n t i n any l a r g e - s c a l e r e a l e s t a t e development, or numerous other
f a c t o r s t h a t are d i f f i c u l t to c o n t r o l . At the same t i m e , the success
o f s i m i l a r u n d e r t a k i n g s demonstrates t h a t the p r o j e c t does not possess
unique and insurmountable impediments.
3.
A Development and Management E n t i t y . The t h i r d n e c e s s a r y c o n d i t i o n
f o r f e a s i b i l i t y i s a development and management e n t i t y , s e n s i t i v e
to the d i v e r s e , i f not competing, p u b l i c and p r i v a t e i n t e r e s t s to
be s e r v e d .
A key f u n c t i o n of the e n t i t y w i l l be to "package" the
s e v e r a l p r o p e r t i e s i n the complex, and n e g o t i a t e developer p a r t i c i p a t i o n .
- 11 -
��4.
THE RECOMMENDED PLAN FOR UNION STATION
For t h e s t a t i o n i t s e l f , t h e optimum development concept i s a balanced,
i n t e g r a t e d program o f commercial and passenger f u n c t i o n s , w i t h t h e
t r a c k s extended c l o s e r t o t h e S t a t i o n .
Objectives
f o r the Station
F o r m u l a t i n g t h e optimum development program r e q u i r e d
of p o s s i b i l i t i e s a g a i n s t
tation
testing a variety
s p e c i f i c economic, p h y s i c a l , design and t r a n s p o r -
objectives:
Economic o b j e c t i v e s :
o
To minimize f u r t h e r F e d e r a l investment and t o a t t r a c t p r i v a t e
investment t o Union S t a t i o n .
o
To provide f o r t h e shared use o f the p a r k i n g garage so as
to maximize u t i l i z a t i o n o f t h e Union S t a t i o n f a c i l i t i e s
and cover ongoing expenses.
o
To provide f o r commercial development t h a t i s r e a s o n a b l y
economical t o c o n s t r u c t , operate and m a i n t a i n .
P h y s i c a l design o b j e c t i v e s :
o
To p r e s e r v e and r e s t o r e Union S t a t i o n .
o
To p r o v i d e an a r c h i t e c t u r a l p l a n a p p r o p r i a t e f o r a major
public building.
o
To i n t e g r a t e Amtrak's needs w i t h commercial development;
p a t t e r n s o f movement must be e f f i c i e n t w i t h o u t l o s i n g t h e
sense o f open space.
Transportation
objectives:
o
To provide a c o n v e n i e n t , s a f e , and c o m f o r t a b l e p l a c e f o r
t r a v e l e r s as w e l l as t o u r i s t s and shoppers.
o
To enhance Amtrak's image and improve i t s revenues.
o
To f a c i l i t a t e t h e t r a n s f e r o f passengers between connecting
modes o f t r a v e l .
o
To minimize adverse t r a f f i c
- 13 -
impact on surrounding s t r e e t s .
�o
To be r e s p o n s i v e t o Amtrak's needs and o b j e c t i v e s .
o
To accommodate, over time and as w a r r a n t e d , high-speed r a i l ,
c o n v e n t i o n a l r a i l , commuter r a i l , buses, h e l i c o p t e r s , l i m o u s i n e s ,
subway, t a x i s , automobiles, c h a r t e r buses, and s p e c i a l t o u r i s t oriented vehicles.
Amtrak Passenger T e r m i n a l Requirements
Amtrak i s a key p a r t i c i p a n t i n t h e development of the Union S t a t i o n
project.
ment.
D e t a i l e d space p l a n n i n g w i l l r e q u i r e Amtrak's continued i n v o l v e -
Based on i n f o r m a t i o n s u p p l i e d by Amtrak and through the work o f
t r a n s p o r t a t i o n c o n s u l t a n t s , Amtrak passenger h a n d l i n g space needs were
a n a l y z e d , as summarized below:
Location
Net
Square F e e t
Use
First
Floor
28,500
T i c k e t i n g , baggage, w a i t i n g , e t c .
First
Floor
9,300
Public s e r v i c e s (shared with
Concourse,
Mezzanine
7,400
S t a t i o n support
retail)
Basement
30,100
M a i l , baggage, p o l i c e , maintenance
Third Floor,
Mezzanine
23,500
O f f i c e s , employee
Total,
In Union S t a t i o n
98,800
In r a i l
30,600
yard
Lower l e v e l
tracks
4,500
facilities
T r a i n support
Passenger access
The above program e x c l u d e s c e r t a i n c i r c u l a t i o n a i s l e s , c o r r i d o r s and
other p u b l i c s p a c e s .
- 14 -
�Recommended P l a n
The recommended plan w i l l r e s t o r e t h e r a i l r o a d use i n s i d e t h e s t a t i o n ,
while also maximizing r e t a i l
and o f f i c e development.
A new s t r u c t u r e i s
proposed t o connect Union S t a t i o n t o t h e garage ( r e f e r r e d t o as t h e connecting
structure).
Most u p p e r - l e v e l t r a c k s w i l l be extended so t h a t they a r e
immediately a c c e s s i b l e from t h e c o n n e c t i n g s t r u c t u r e .
The p l a n i s summarized
below and i l l u s t r a t e d on t h e page f o l l o w i n g :
Summary
Recommended P l a n f o r t h e H i s t o r i c B u i l d i n g , The Garage,
The Connecting S t r u c t u r e , and t h e T r a c k s
Development
Concept
Union S t a t i o n :
Balanced approach t o economic, a r c h i t e c t u r a l , and r a i l
t r a n s p o r t a t i o n o b j e c t i v e s . R a i l s t a t i o n i n s i d e Union
S t a t i o n , w i t h "marketplace" r e t a i l f i l l i n g space not
used by Amtrak i n both t h e h i s t o r i c b u i l d i n g and connecting structure.
Renovated and r e s t o r e d t o house both Amtrak f a c i l i t i e s
and "marketplace" r e t a i l .
Maximum r e t a i l component
c o n s i s t e n t w i t h Amtrak needs and a r c h i t e c t u r a l p r e s e r vation.
S t a t i o n and connector c o n t a i n about 100,000
square f e e t o f r e t a i l space. O f f i c e space o f 80,000
square f e e t on upper f l o o r s . S t o r a g e , p a r k i n g and
mechanical systems i n basement.
P a r k i n g Garage,
Connecting S t r u c t u r e ,
Lower-Level Track
Access, Vehicle
Garage t o be completed t o accommodate 1,296 c a r s .
Ramp, P e d e s t r i a n
A l l t o be c o n s t r u c t e d and funded as p a r t o f garage
Access to Garage:
completion.
Rail
Functions:
Timi ng:
Amtrak occupies a p p r o x i m a t e l y 28,500 square f e e t o f
d e d i c a t e d space on t h e f i r s t f l o o r o f h i s t o r i c b u i l d i n g / c o n n e c t i n g s t r u c t u r e , p l u s o t h e r space i n t h e b u i l d i n g .
T r a c k s extend t o north w a l l o f t h e connecting s t r u c t u r e .
Redeveloped Union S t a t i o n open i n 1987; s t a b i l i z e d
o p e r a t i o n s i n 1990. Garage open i n e a r l y 1985.
- 15 -
�Union Station
Development Concept
�Summary o f Proposed Square Footage U t i l i z a t i o n
Historic
0
B u i l d i n g and Connecting S t r u c t u r e
Main F l o o r and New Mezzanine
-- R e t a i l and r e s t a u r a n t s
— Passenger F a c i l i t i e s (Amtrak)
— C i r c u l a t i o n and Other
( i n c l u d i n g Amtrak)
100,000 s q . f t . ( n e t )
28,500 s q . f t . ( n e t ) *
Total
0
185,000 s q . f t . ( g r o s s )
Basement
-- Storage
-- V a l e t P a r k i n g (40 s p a c e s )
-- Mechanical & Other
54,000 s q . f t .
14,000 s q . f t .
109,000 s q . f t .
Total
0
*
56,500 s q . f t .
177,000 s q . f t . ( g r o s s )
Upper F l o o r s
~
—
Office
Circulation,
80,000 s q . f t . ( n e t )
41,000 s q . f t .
Storage & Other
Total
121,000 s q . f t . ( g r o s s )
* Amtrak requirements are s e t f o r t h
i n d e t a i l on page 14.
C h a r a c t e r and Q u a l i t y o f the Space Created —
F e a t u r e s of the P l a n
As shown o p p o s i t e , the plan f o r Union S t a t i o n w i l l c r e a t e a p a r t i c u l a r l y
a c t i v e , a t t r a c t i v e and e f f i c i e n t environment. As planned, Union S t a t i o n
will
become a s p e c i a l t y
commercial/transportation center unparalleled i n
the Washington market f o r a c c e s s i b i l i t y , a r c h i t e c t u r a l
distinction
and
consumer a p p e a l .
The design r e s p e c t s the major p r i n c i p l e s
v i a b i l i t y and r a i l r o a d e f f i c i e n c y .
of p r e s e r v a t i o n , commercial
S t i l l , the plan i s f l e x i b l e and can
accommodate d e t a i l e d l a y o u t requirements o f Amtrak and d e v e l o p e r s .
- 17 -
�Integration of functions w i l l stimulate r e t a i l
the r a i l p a s s e n g e r s ' e x p e r i e n c e .
will
a c t i v i t y and e n l i v e n
The m a g n i f i c a n t a r c h i t e c t u r a l
spaces
be p r e s e r v e d .
E a t i n g f a c i l i t i e s o f e x t r a o r d i n a r y p h y s i c a l a t t r a c t i v e n e s s w i l l be
c r e a t e d i n t h e h i g h - c e i l i n g e d , e l e g a n t spaces a t t h e f r o n t o f t h e b u i l d i n g .
The P r e s i d e n t i a l Reception Room w i l l become a d i n i n g room o f p a r t i c u l a r
d i s t i n c t i o n and a p p e a l .
s k y l i g h t e d west h a l l .
A s i d e w a l k c a f e complex w i l l be c r e a t e d i n t h e
R e s t a u r a n t s i n t h e former baggage room w i l l b e n e f i t
from t h e s k y l i g h t s i n t h a t space.
K i o s k s w i l l be a v a i l a b l e f o r i n f o r m a t i o n s e r v i c e s f o r r a i l r o a d
t o u r i s t s and other
passengers,
visitors.
P e d e s t r i a n s w i l l move i n t o t h e space from a number o f d i r e c t i o n s -from t h e o r i g i n a l f r o n t doors, served by t a x i , bus and auto d r o p - o f f ; from
two metro stops a t the west s i d e o f the b u i l d i n g ; from t h e garage to the
n o r t h ; from Amtrak t r a i n s ; from o f f i c e space above; and from t h e A r c h i t e c t
o f t h e C a p i t o l ' s s i t e and other a d j a c e n t s i t e s to t h e e a s t .
The complex can become an important t r a n s f e r p o i n t f o r i n t e r c i t y
buses,
a i r p o r t c o n n e c t i o n s , t o u r buses, metro buses and other t r a n s p o r t a t i o n modes.
R e t a i l c o n f i g u r a t i o n and l a y o u t i s e f f i c i e n t from a l e a s i n g and pedest r i a n f l o w p o i n t o f view.
Amtrak passenger-handling
functions include
w a i t i n g ( i n t h e o r i g i n a l h i g h - c e i l i n g e d w a i t i n g room and i n departure
near t h e r a i l
h e a d s ) , t i c k e t i n g , and baggage h a n d l i n g .
lounges
Other Amtrak f u n c -
t i o n s occur i n upper f l o o r s and i n t h e basement.
As shown on the s k e t c h e s on the f o l l o w i n g two pages, c a r e has been
taken to p r e s e r v e views o f t h e g r e a t v a u l t e d c e i l i n g s , t h e s k y l i g h t s and
- 18 -
�Union Station
Development Concept
�Union Station
Development Concept
�the
m a g n i f i c e n t o r i g i n a l a r c h i t e c t u r a l f e a t u r e s o f t h e b u i l d i n g -- i t s
s t a t u a r y , c e i l i n g d e t a i l , marble f l o o r s , f i l t e r e d n a t u r a l
l i g h t , and t h e
well-known c l o c k framed by the arched e a s t e r n window.
In the concourse, shoppers and passengers w i l l
a l l experience the
volume o f the space i n i t s e n t i r e t y , even w h i l e i t i s u t i l i z e d by r e t a i l
and t i c k e t i n g f a c i l i t i e s
will
a t eye l e v e l .
A mezzanine above t h e r e t a i l
space
provide r e s t a u r a n t space w i t h e x t r a o r d i n a r y views -- throughout the
e n t i r e concourse, and down to the l i v e l y scene below.
Natural l i g h t
will
s u f f u s e the e n t i r e space from the r e s t o r e d s k y l i g h t system.
A c r o s s - s e c t i o n a l view o f t h e proposed redevelopment plan f o r Union
S t a t i o n i s shown below.
the
The photograph on t h e f o l l o w i n g page i l l u s t r a t e s
q u a l i t y and c h a r a c t e r o f redevelopment p o s s i b l e ( S t a t i o n Square i n
Pittsburgh).
- 21 -
��B a s i s f o r S e l e c t i o n of the Recommended P l a n
The recommended plan was d e r i v e d from the f u l l
ments and arrangements.
a r r a y of p o s s i b l e t r e a t -
Among many other a l t e r n a t i v e s c o n s i d e r e d were
the f o l l o w i n g :
—
Mothball
Union S t a t i o n and c o n t i n u e use of the replacement
station.
~
Return the b u i l d i n g to i t s o r i g i n a l use as a r a i l r o a d s t a t i o n w i t h
o n l y r a i l r o a d - o r i e n t e d r e t a i l s e r v i c e s . No connecting s t r u c t u r e
to the garage.
-- Maximum commercial development i n the Union S t a t i o n b u i l d i n g ; continue
use of the replacement s t a t i o n .
-- Amtrak s t a t i o n i n a new connecting s t r u c t u r e . R a i l use not
g r a t e d w i t h r e t a i l s e r v i c e s i n the Union S t a t i o n b u i l d i n g .
-- Balanced program — t r a i n s t a t i o n and r e t a i l
S t a t i o n : the plan recommended above.
I t was found t h a t the balanced
i n t e g r a t e d i n Union
plan r e p r e s e n t s the best accommodation
of the p r e s e r v a t i o n , t r a n s p o r t a t i o n , and economic o b j e c t i v e s l i s t e d
and
inte-
i t became the recommended p l a n .
I t p r o v i d e s enough r e t a i l
earlier,
space to
make the complex an a t t r a c t i v e h i g h - r e n t "marketplace" c e n t e r , appealing
to
t o u r i s t s , a r e a r e s i d e n t s and passengers
alike.
P a r k i n g revenues
will
be maximized through the high t u r n o v e r a s s o c i a t e d w i t h marketplace c e n t e r s .
Thus, t h i s plan along w i t h the p a r k i n g r e q u i r e d to support
in a national
landmark t h a t i s e c o n o m i c a l l y
i t , can
result
self-sustaining.
F u r t h e r , the recommended p l a n :
o
i s the l e a s t c o s t l y to Government of any plan which r e a s o n a b l y
meets the other o b j e c t i v e s f o r the p r o j e c t .
o
engenders c o n s i d e r a b l y l e s s development r i s k and o f f e r s l e s s
of a development c h a l l e n g e than a l t e r n a t i v e s w i t h l a r g e r r e t a i l
components — a most important c o n s i d e r a t i o n .
o
p r o v i d e s an e x c e l l e n t t r a n s p o r t a t i o n s o l u t i o n -- r e t u r n i n g the
t r a c k s c l o s e r t o Columbus P l a z a and accommodating passenger
functions e f f i c i e n t l y .
- 23 -
�o
r e s u l t s i n a good b a s i c l a y o u t o f r e t a i l
o
i s compatible w i t h the o b j e c t i v e s of h i s t o r i c and a r c h i t e c t u r a l
p r e s e r v a t i o n -- t o a g r e a t e r e x t e n t than schemes w i t h l a r g e r
r e t a i l components.
Preferred Assemblage
- 24 -
activities.
�5.
THE RECOMMENDED DEVELOPMENT COMPLEX
The development complex o f f e r i n g g r e a t e s t i n i t i a l p o t e n t i a l would
i n c l u d e Union S t a t i o n , t h e garage and t h e A r c h i t e c t o f t h e C a p i t o l ' s
site.
These t h r e e p r o p e r t i e s ( i l l u s t r a t e d i n concept plan on t h e opposite
page) have near-term development p o t e n t i a l o f s i g n i f i c a n t magnitude.
complement one another i n economic and f u n c t i o n a l terms.
They
They
represent
a l o g i c a l package o f p r o p e r t i e s f o r t h e f i r s t phase o f t h e Union S t a t i o n
development program.
cial
F u r t h e r , w i t h o u t t h e assemblage and i n t e g r a t e d f i n a n -
management o f t h e t h r e e s i t e s , t h e f e a s i b i l i t y o f any development
concept w i t h o u t undue F e d e r a l support i s d i m i n i s h e d .
The premise i s t h a t income from these p r o p e r t i e s can be used t o help
o f f s e t c a p i t a l c o s t s a s s o c i a t e d w i t h Union S t a t i o n , p a r t i c u l a r l y
tation.
tial
Once developed, t h i s complex o f p r o p e r t i e s w i l l
generate
rehabilisubstan-
annual cash f l o w r e t u r n s to t h e Government, m i n i m i z i n g ongoing F e d e r a l
funding requirements and f i s c a l
risks.
The other p r o p e r t i e s s t u d i e d -- t h e Main Post O f f i c e , GPO B u i l d i n g 4,
the CSX s i t e and o v e r - t r a c k a i r r i g h t s -- do not r e p r e s e n t
o f s i g n i f i c a n t v a l u e f o r t h e Union S t a t i o n program.
near-term
sources
Over t h e longer term,
however, they may become l o g i c a l f o r a c q u i s i t i o n and i n c l u s i o n i n t h e program,
as i t e v o l v e s through t i m e .
The e v a l u a t i o n o f the s u i t a b i l i t y o f these p r o p e r t i e s f o r i n c l u s i o n
in the i n i t i a l
Union S t a t i o n development complex i s b r i e f l y summarized
below.
- 25 -
�The Garage and R e l a t e d T r a n s p o r t a t i o n
Elements
The garage i s an e s s e n t i a l f u n c t i o n a l and f i n a n c i a l component of the
Union S t a t i o n development complex:
o
I t w i l l provide approximately 1,300 p a r k i n g spaces f o r r a i l
passengers and programmed commercial development use.
(Approxim a t e l y 500 spaces w i l l be needed f o r r a i l passengers i n
1985.)
o
I t w i l l a l s o accommodate l o c a l p u b l i c t r a n s i t buses
tour buses.
o
I m p o r t a n t l y , i t could c o n t r i b u t e approximately $2 m i l l i o n
in annual revenues to the p r o j e c t once i t has reached s t a b i l i z e d operations. 1/
The D i s t r i c t of Columbia Department of T r a n s p o r t a t i o n
completing the p a r k i n g garage and
(D.C.
and
DOT)
is
a s s o c i a t e d elements, through a s p e c i a l
a l l o c a t i o n of up to $40 m i l l i o n of I n t e r s t a t e Highway funds.
D.C.
DOT
c o n s u l t a n t s are under c o n t r a c t to design the plans f o r comple-
t i o n of the garage s u p e r s t r u c t u r e and
attendant
elements i n c l u d i n g :
s u p e r s t r u c t u r e (1,296 p a r k i n g s p a c e s )
southeast and n o r t h e a s t ramps
connecting s t r u c t u r e to Union S t a t i o n b u i l d i n g
r a i l passenger access to l o w e r - l e v e l t r a c k s
1/
Revenue p r o j e c t i o n s f o r the garage were prepared by Barton-Aschman
Associ a t e s .
- 26 -
�In a d d i t i o n t o t h e p a r k i n g f u n c t i o n and s e r v i n g l o c a l
(Metrobus) t r a n s i t ,
the garage has been examined w i t h r e s p e c t t o accommodating:
a heliport f a c i l i t y ;
t o u r buses;
long d i s t a n c e i n t e r c i t y bus l i n e s ; and
a i r p o r t connector s e r v i c e .
Any
this
conclusion
w i t h r e s p e c t t o such uses a r e o u t s i d e t h e scope o f
study.
The A r c h i t e c t o f t h e C a p i t o l ' s S i t e
The A r c h i t e c t o f t h e C a p i t o l ' s (AOC) s i t e
(Squares
721 and 722 t o
the e a s t o f Union S t a t i o n ) was i d e n t i f i e d i n t h e Union S t a t i o n Redevelopment
Act o f 1981 as being a v a i l a b l e f o r i n c l u s i o n i n t h e Union S t a t i o n r e d e v e l o p ment p r o j e c t .
As w i t h t h e garage, t h e AOC s i t e r e p r e s e n t s a p o t e n t i a l l y s i g n i f i c a n t
f i n a n c i a l c o n t r i b u t i o n t o t h e Union S t a t i o n redevelopment p r o j e c t .
Land
revenues t o t h e p r o j e c t have been e s t i m a t e d a t up t o $2 m i l l i o n per y e a r ,
once an o f f i c e b u i l d i n g i s developed on t h e s i t e and f u l l y
The
property
leased.
has near-term development p o t e n t i a l as an o f f i c e b u i l d i n g
or b u i l d i n g s c o n t a i n i n g a p p r o x i m a t e l y 460,000 square f e e t o f net r e n t a b l e
space.
Up t o 654 p a r k i n g spaces could a l s o be developed below the b u i l d i n g .
Whether t h i s many spaces a r e a c t u a l l y developed w i l l
for
depend upon demand
them and t h e p a r k i n g r a t e s t r u c t u r e a c h i e v a b l e .
I n t e r v i e w s conducted during t h i s study e s t a b l i s h e d p o s i t i v e , i f p r e -
l i m i n a r y and u n o f f i c i a l , i n t e r e s t on t h e p a r t o f t h e A d m i n i s t r a t i v e O f f i c e
o f t h e United S t a t e s Courts (The C o u r t s ) i n c o n s o l i d a t i n g t h e i r o f f i c e s
(now
s c a t t e r e d and remote from t h e Supreme Court B u i l d i n g ) together
with
r e l a t e d f u n c t i o n s (such as t h e F e d e r a l J u d i c i a l Center and Supreme Court
- 27 -
�AOC Site
Development Concept
�o f f i c e s ) i n a new o f f i c e b u i l d i n g c o n s t r u c t e d on t h e A r c h i t e c t o f t h e C a p i t o l '
site.
The Courts would r e q u i r e a s u b s t a n t i a l block o f t h e o f f i c e space
t h a t could be b u i l t on t h e AOC s i t e .
Thus t h e r e appears t o be a r e a d y -
made market f o r much o f t h e o f f i c e space t h a t would be c o n s t r u c t e d a t t h e
site.
Hill
Demand f o r remaining space could be s t r o n g
i n view o f t h e key C a p i t o l
location of the building.
The ground v a l u e s
inherent
i n such a development would be annexed
to t h e Union S t a t i o n p r o j e c t .
I t i s important to note t h a t the s u c c e s s o f t h e AOC component w i l l
depend upon agreement among t h e E x e c u t i v e , L e g i s l a t i v e and J u d i c i a l Branches
on t h e mechanics o f t h e arrangements, which may r e q u i r e l e g i s l a t i o n .
They
a l s o depend upon a commitment o f a major t e n a n t such as t h e A d m i n i s t r a t i v e
O f f i c e o f t h e U.S. Courts t o pay market r e n t a l r a t e s f o r occupancy i n t h e
new b u i l d i n g .
ize
F a i l u r e on e i t h e r o f these p o i n t s would compromise or j e o p a r d -
t h e v a l u e o f t h e A r c h i t e c t o f t h e C a p i t o l ' s s i t e t o t h e Union S t a t i o n
program.
T h a t , i n t u r n , would r e q u i r e r e c o n s i d e r a t i o n
of t h e f e a s i b i l i t y
of t h e p r o j e c t .
CSX, Main Post O f f i c e and GPO B u i l d i n g 4 S i t e s
These t h r e e s i t e s were analyzed i n market and f i n a n c i a l terms and
deemed not s u i t a b l e f o r i n c l u s i o n i n t h e i n i t i a l Union S t a t i o n complex
development package.
At a l a t e r t i m e , probably not before 1990, they may
become a t t r a c t i v e c a n d i d a t e s f o r an expanded development program.
The CSX S i t e
I t i s u n l i k e l y t h a t t h i s e x t e n s i v e p a r c e l can be a s i g n i f i c a n t added
source o f v a l u e t o t h e Union S t a t i o n complex a t t h i s t i m e .
- 29 -
�However, the p r o p e r t y i s an a t t r a c t i v e s i t e f o r e v e n t u a l h o t e l ,
and o f f i c e development.
tial
will
retail
I t s l o c a t i o n suggests t h a t i t s development poten-
be h e a v i l y i n f l u e n c e d by the t i m i n g and type of development at
Union S t a t i o n .
Coordinated
p l a n n i n g and i n t e g r a t e d design of these
two
important p r o j e c t s are h i g h l y d e s i r a b l e .
The Main Post O f f i c e
C u r r e n t i n d i c a t i o n s are t h a t the e a r l i e s t time when t h i s
may
property
become a v a i l a b l e f o r redevelopment would be 1987, s i n c e the United
S t a t e s P o s t a l S e r v i c e has advised t h a t i t i n t e n d s to c o n t i n u e occupancy
through at l e a s t 1986.
The bulk of the space i n the b u i l d i n g i s c u r r e n t l y
devoted to i n d u s t r i a l / w a r e h o u s e type f u n c t i o n s r e l a t e d to m a i l h a n d l i n g ,
w i t h a modest amount of space being used to house a branch post o f f i c e .
O f f i c e use was determined to be the h i g h e s t and best use f o r the prop e r t y , and a c c o r d i n g l y v a r i o u s a d a p t i v e o f f i c e reuse a l t e r n a t i v e s were
developed i n p h y s i c a l p l a n n i n g terms.
These a l t e r n a t i v e s p r o v i d e f o r between
220,000 and 350,000 net square f e e t of space on t h r e e f l o o r s .
F i n a n c i a l e v a l u a t i o n of these a l t e r n a t i v e s s t r o n g l y suggests t h a t
t h i s p r o p e r t y i s u n l i k e l y to generate any v a l u e f o r the Union S t a t i o n p r o j e c t ,
due to the p r o h i b i t i v e l y high r e h a b i l i t a t i o n c o s t s i n r e l a t i o n to the market
r e n t s judged a c h i e v a b l e .
T h i s would be the case even i f the p r o p e r t y could
be a c q u i r e d at zero c o s t .
Government P r i n t i n g O f f i c e B u i l d i n g 4 Block
Redevelopment of t h i s s i t e would e n t a i l d e m o l i t i o n of the e x i s t i n g
warehouse on the s i t e and assemblage of the s m a l l e r p a r c e l s i n the same
- 30 -
�block.
In l i g h t of the l e s s - t h a n - c e n t r a l l o c a t i o n of t h i s s i t e , i t i s
u n l i k e l y t h a t t h e p r o p e r t y would be r i p e f o r development u n t i l around 1990.
The development concept e n v i s i o n e d f o r t h i s s i t e c o n s i s t s o f two 230,000
square f o o t o f f i c e b u i l d i n g s ready f o r occupancy i n 1990 and 1993, w i t h
r e l a t e d p a r k i n g needs met i n an above-grade p a r k i n g
As w i t h t h e Main Post O f f i c e s i t e , f i n a n c i a l
ing
structure.
a n a l y s i s o f t h e GPO B u i l d -
4 s i t e suggests t h a t f o r some y e a r s t o come, t h e c o s t s o f r e d e v e l o p i n g
t h i s p r o p e r t y a r e p r o j e c t e d t o exceed t h e v a l u e s c r e a t e d .
Air
Rights
Development
I t i s assumed t h a t a l l r a i l r o a d t r a c k s a t Union S t a t i o n w i l l remain
i n use f o r t h e f o r e s e e a b l e f u t u r e .
P r i o r t o c o n s t r u c t i o n o f any new b u i l d i n g s
north o f Union S t a t i o n , then, a p l a t f o r m ( c a p a b l e o f s u p p o r t i n g h i g h - r i s e
s t r u c t u r e s ) must be c o n s t r u c t e d over t h e t r a c k s .
Constructing t h i s
platform
would make t h e new b u i l d i n g s f a r more c o s t l y than s i m i l a r b u i l d i n g s cons t r u c t e d on t h e ground.
Hence a i r r i g h t s development w i l l
not be f e a s i b l e
u n l e s s and u n t i l b u i l d i n g r e n t s i n c r e a s e t o t h e p o i n t where such expensive
construction i s j u s t i f i e d .
Such an e v e n t u a l i t y i s w e l l beyond t h e i n i t i a l
time frame f o r t h e redevelopment o f Union S t a t i o n .
- 31 -
��6.
FINANCIAL
IMPLICATIONS
Of t h e $70 m i l l i o n i n c o s t , a t l e a s t $30 m i l l i o n can be p r i v a t e l y
financed.
P r o j e c t Costs
The c o s t o f a l l new Government e x p e n d i t u r e s n e c e s s a r y t o r e h a b i l i t a t e
Union S t a t i o n and r e t u r n passenger f u n c t i o n s t o t h e s t a t i o n i s e s t i m a t e d
a t $70 m i l l i o n .
T h i s f i g u r e covers
"new money" o n l y ; i . e . , items f o r which
the Government i s not a l r e a d y committed.
These c o s t s would l i k e l y be i n c u r r e d
over a p e r i o d o f t h r e e t o f o u r y e a r s .
COST SUMMARY
1983 Forward
•
( M i l l i o n s of Current D o l l a r s )
1983
--
Management E n t i t y
1985
1986
$19.5
$25.6
$21.9
$ 0.6
Rehabi1itate
Union S t a t i o n
1984
$ 0.7
$ 0.8
Garage
( p r e v i o u s l y funded)
AOC B u i l d i n g
( t o be p r i v a t e l y funded)
E x i s t i n g Lease
Commitment
$
3.5 ( a n n u a l l y through 2001)
- 33 -
1987
TOTAL
$67.0
$ 0.9
$ 3.0
�NOTES TO GOVERNMENT COST SUMMARY
Costs i n c l u d e e s t i m a t e s o f a l l new Government e x p e n d i t u r e s n e c e s s a r y t o r e h a b i l i t a t e and r e d e v e l o p
Station:
Union
R e p a i r , r e s t o r a t i o n , and r e n o v a t i o n o f s t r u c t u r e and b u i l d i n g systems
Construction of a l l r a i l
passenger
facilities
Replacement s t a t i o n d e m o l i t i o n and t r a c k e x t e n s i o n
General C o n t r a c t o r f e e
C o n s t r u c t i o n contingency
o f 10%
P r o v i s i o n f o r i n f l a t i o n o f c o n s t r u c t i o n c o s t s , e s t i m a t e d a t 8.14%
per y e a r
" S o f t c o s t s " e s t i m a t e d a t 30% o f hard c o s t s ( a r c h i t e c t / e n g i n e e r i n g f e e s , s u r v e y s and t e s t s , p r o j e c t
c o n t i n g e n c y , p r o j e c t management, e t c . )
Costs e x c l u d e :
R e t a i l , r e s t a u r a n t , and o f f i c e s h e l l s and f i n a l
fit-out
Items p r e v i o u s l y funded:
o
Roof r e p a i r and r e p a i r o f west h a l l
and concourse s k y l i g h t s (funded by N a t i o n a l Park
o
P a r k i n g garage and a s s o c i a t e d ramp c o n s t r u c t i o n (funded by D.C. DOT)
o
"Connecting
Service)
s t r u c t u r e " and l o w e r - l e v e l t r a c k a c c e s s (funded by D.C. DOT)
At p r e s e n t the Government l e a s e s t h e s t a t i o n from p r i v a t e owners f o r $3.5 m i l l i o n p e r y e a r . Under t h e
proposed program t h i s c o s t , o r the c o s t o f p u r c h a s i n g t h e s t r u c t u r e , would c o n t i n u e . However such c o s t
i s a p r e v i o u s commitment o f the Congress and i s not a "new money" requirement o f the proposed program.
�P r o j e c t Revenues
When t h e p r o j e c t i s developed and l e a s e d , t h e Government could r e a l i z e
income o f $5 m i l l i o n or more per y e a r .
As o p e r a t i o n s s t a b i l i z e ( s a y 1988),
t h i s income could c o n s i s t o f :
Union S t a t i o n B u i l d i n g ( n e t l e a s e payments from
the
building's r e t a i l / o f f i c e developer)
P a r k i n g Garage ( n e t revenues from t h e f a c i l i t y )
A r c h i t e c t of the Capitol
$1.3 m i l l i o n
$2.0 m i l l i o n
( n e t land l e a s e
payments from t h e AOC s i t e l e s s e e )
Total
$1.8 m i l l i o n
$5.1 m i l l i o n
As shown on t h e Government Net Revenue Summary on page 37, t h e Government's income should g r a d u a l l y i n c r e a s e through p a r t i c i p a t i o n i n p r o j e c t
cash f l o w s .
tenants.
A l l o p e r a t i n g c o s t s would be funded by t h e d e v e l o p e r ( s ) and
The Government's o n l y continued p r o j e c t expense would be a d m i n i s -
t r a t i v e c o s t s , and even t h e s e could g r e a t l y d i m i n i s h once t h e p r o j e c t i s
completed.
Downside R i s k s :
There a r e s i g n i f i c a n t downside r i s k s as w e l l as upside
p o t e n t i a l s a s s o c i a t e d w i t h t h e Government's revenue stream.
Some u n l i k e l y
but p o s s i b l e events t h a t would modify t h e f i n a n c i a l p r o j e c t i o n s a r e :
F a i l u r e o f t h e p a r t i e s t o reach agreement on key elements o f
the AOC s i t e program. Such f a i l u r e would c o s t t h e Government
almost $2 m i l l i o n per y e a r i n land l e a s e revenues.
Continued s l u g g i s h n e s s i n n a t i o n a l r e t a i l and o f f i c e markets.
Such an e v e n t u a l i t y could lead developers t o i n s i s t on a s m a l l e r
or slower commercial development program f o r Union S t a t i o n than
e n v i s i o n e d here. I f , f o r example, t h e developer implemented
o n l y a 50,000 square f o o t r e t a i l program, he could a f f o r d l e a s e
payments t o t h e Government $0.6 t o $0.7 m i l l i o n per y e a r lower
than those p o r t r a y e d i n t h i s a n a l y s i s .
I n a d d i t i o n , garage revenues
would decrease roughly $0.5 m i l l i o n per y e a r due t o l e s s e n e d
p a r k i n g demand.
- 35 -
�Upside P o t e n t i a l s :
project financial
results
On t h e other hand, p o s s i b i l i t i e s t h a t could enhance
include:
S i g n i f i c a n t improvement o f o f f i c e market c o n d i t i o n s , a l l o w i n g
an i n c r e a s e i n a c h i e v a b l e r e n t s from t h e AOC and h i s t o r i c Union
S t a t i o n o f f i c e components.
Outstanding p u b l i c acceptance of t h e h i s t o r i c b u i l d i n g r e t a i l
development, l e a d i n g to h i g h e r p r o d u c t i v i t i e s and r e n t s than
anticipated.
Once more, the " C o n d i t i o n s f o r S u c c e s s " l i s t e d on page 11 should be
c i t e d , namely:
1. Parking;
2. Development R i s k and
Management E n t i t y .
- 36 -
3. A Development
�GOVERNMENT NET REVENUE SUMMARY
1984
1985
1986
Net l e a s e payments
from the H i s t o r i c B u i l d i n g
r e t a i l / o f f i c e developer
1987
1988 and
beyond,
annually
$0.9
$1.3
Revenues from the Garage
—
$1.1
$1.2
$1.8
$2.0
Land l e a s e payments from
the AOC s i t e l e s s e e
$1.2
$1.2
$1.8
$1.8
$1.8
$1.2
$2.3
$3.0
$4.5
$5.1 o r more
TOTAL
Notes:
o
Revenues a r e e n t i r e l y n e t o f o p e r a t i n g c o s t s — i n c l u d i n g c o s t o f o p e r a t i n g t h e
h i s t o r i c s t a t i o n i t s e l f . More s p e c i f i c a l l y , o p e r a t i n g c o s t s deducted from r e v e n u e s
include:
U t i l i t i e s (heating, cooling, e l e c t r i c i t y )
R e p a i r and replacement r e s e r v e (equipment, r o o f , p a i n t , e t c . )
Real e s t a t e t a x e s , i f l e v i e d , o r payment i n l i e u t h e r e o f
Common a r e a maintenance, i n c l u d i n g s t a t i o n p u b l i c a r e a s
Security
L e a s i n g & Management
Insurance
o
O f f i c e / r e t a i l developer would l e a s e s h e l l space on a net b a s i s . Rent has been
c a l c u l a t e d a t $0.9 m i l l i o n base a n n u a l l y p l u s 25 p e r c e n t o f n e t o p e r a t i n g income.
The development o f the AOC s i t e i s assumed t o produce economic v a l u e o f $1.2 m i l l i o n
per y e a r p l u s 5 p e r c e n t o f n e t o p e r a t i n g income. The p r e c i s e arrangements a r e
s u b j e c t to f u r t h e r d i s c u s s i o n and s t u d y .
�Cash Flow P o s s i b i l i t i e s
One
o p t i o n a v a i l a b l e to Government would be to s e l l
i t s projected
revenue streams at v a r i o u s s t a g e s i n the p r o j e c t , a measure by which
the
Government could r a i s e $30 m i l l i o n or more to d e f r a y a p o r t i o n of the c a p i t a l
costs.
T h i s example assumes revenue streams from each p r o j e c t component are
s o l d i n the y e a r of opening or s h o r t l y t h e r e a f t e r .
The
proceeds would
a p p r o x i m a t e l y equal the p r e s e n t v a l u e of the revenues i n the y e a r of s a l e ,
using a discount rate that appropriately r e f l e c t s project
mated t i m i n g and
magnitude of proceeds are as
The
esti-
follows:
Parcel
Proceeds
Year
Garage
$12.8
million
1985
AOC
$12.6
million
1986
Site
$25.4 m i l l i o n
Total
Thus, should the Government decide to s e l l
F e d e r a l o u t l a y s e s t i m a t e d through 1987
would be as
risks.
i t s revenues, t o t a l
a f t e r the income streams are
new
sold
follows:
Rehabilitation
Costs
$67.0 m i l l i o n
Management Costs
$ 3.0
million
L e s s : AOC
$12.6
million
$12.8
million
$ 3.3
million
$41.3
million
Proceeds
L e s s : Garage Proceeds
L e s s : Revenues P r i o r to
Sales
Peak F e d e r a l Requirement
- 38
-
�Once the h i s t o r i c b u i l d i n g i s open and f u l l y
and o f f i c e t e n a n t s ,
sold.
occupied w i t h
retail
l e a s e revenues from t h i s b u i l d i n g could a l s o p o s s i b l y be
An e s t i m a t e d $11 m i l l i o n might be r a i s e d i n 1988, a l l o w i n g the Govern-
ment immediately to recoup a p o r t i o n of i t s investment i n the p r o j e c t .
I f the Government were to s e l l the revenues from Union S t a t i o n i n 1988,
its total
investment would be reduced from $41.3 m i l l i o n to $30.7 m i l l i o n .
A f t e r t h a t time t h e r e would be no s i g n i f i c a n t o u t l a y s or r e c e i p t s .
S p e c i f i c mechanisms have not been d e v i s e d ;
or guarantees w i l l
bear i m p o r t a n t l y
the q u e s t i o n of s e c u r i t y
on f i n a n c i a l r e s u l t s .
However, the
p r o j e c t i o n s shown here are deemed to be s u f f i c i e n t l y c o n s e r v a t i v e
be r e f l e c t i v e of an a c h i e v a b l e
case.
- 39 -
as t o
�GOVERNMENT CASH REQUIREMENTS
("Most probable" assumption)
1984
( M i l l i o n s of C u r r e n t D o l l a r s )
1987
1986
1985
1988
TOTAL
Costs
o
Rehabilitation
$(19.5)
$(25.6)
o
Management E n t i t y
$ (0.6)
$ (0.7)
$ (0.8)
$(67.0)
$(21.9)
$ (0.9)
$(0.5)
$ (3.5)
$
$11.1
$
12.0
$
12.8
$
15.0
Revenues
o
S a l e of Union S t a t i o n
o
S a l e of Garage Revenue
o
AOC S i t e Lease Payment
and S a l e
Lease
$
$
1.2
12.8
$
1.2
0.9
$
12.6
Cash Required
o
Annual
$(18.9)
$(12.3)
$(10.1)
o
Cumulative
$(18.9)
$(31.2)
$(41.3)
$10.6
$(41.3)
$(30.7)
$(30.7)
Peak Requirement
E x i s t i n g Lease Commitment
$ ( 3 . 5 ) ( a n n u a l l y through 2001)
o
Union S t a t i o n . Financed i n 1988, the f i r s t f u l l y e a r of o p e r a t i o n . Proceeds e s t i m a t e d by d i s c o u n t i n g
p r o j e c t e d f i x e d component of r e n t a t 17 p e r c e n t and v a r i a b l e (overage r e n t ) component a t 22 p e r c e n t
— l e s s an e s t i m a t e d 3 p e r c e n t c o s t .
o
Garage.
revenues
o
AOC s i t e . Financed i n y e a r of f u l l occupancy.
at 18 p e r c e n t — l e s s 3 p e r c e n t c o s t .
o
A c t u a l r e s u l t s would be s u b j e c t to wide v a r i a t i o n from e s t i m a t e s shown here depending on economic
c o n d i t i o n s a t t i m e , s e c u r i t y provided and s i m i l a r f a c t o r s . S p e c i f i c mechanics and i n s t r u m e n t s have
not been designed.
Financed i n y e a r of opening. F i n a n c i n g proceeds e s t i m a t e d by d i s c o u n t i n g p r o j e c t e d net
a t 20 p e r c e n t — l e s s 3 p e r c e n t c o s t .
Proceeds
e s t i m a t e d by d i s c o u n t i n g l e a s e
revenues
�7.
THE ALTERNATIVE CHOICE:
MOTHBALLING UNION STATION
There a r e two c h o i c e s f o r Union S t a t i o n :
i t c l o s e d down.
redevelopment or keeping
E s s e n t i a l l y , two c h o i c e s emerged from t h i s s t u d y .
One i s t o r e h a b i l i -
t a t e and redevelop t h e b u i l d i n g i n a balanced program o f t r a n s p o r t a t i o n
and commercial
u s e s , as d e s c r i b e d i n t h e p r e v i o u s s e c t i o n s .
The other
i s t o mothball Union S t a t i o n and t o m a i n t a i n t h e replacement r a i l
station.
M o t h b a l l i n g , t h a t i s keeping Union S t a t i o n c l o s e d , would not necess a r i l y be l e s s e x p e n s i v e than t h e development program p r e v i o u s l y o u t l i n e d .
The Government would have t o spend $8 m i l l i o n f o r r e p a i r s needed t o secure
the
i n t e g r i t y o f t h e b u i l d i n g , over and above t h e money now being spent
by the Park S e r v i c e f o r r o o f r e p a i r s .
The Government would a l s o have t o
pay an e s t i m a t e d $1 m i l l i o n per y e a r i n maintenance,
and a d m i n i s t r a t i v e c o s t .
utility,
security
"Doing n o t h i n g , " t h e r e f o r e , would c o s t a t l e a s t
$25-$30 m i l l i o n over t h e remaining 19 y e a r s o f t h e Government's l e a s e -i n a d d i t i o n to $66.5 m i l l i o n i n r e n t .
For t h i s investment, t h e Government would r e a l i z e no r e t u r n ,
able d i f f i c u l t i e s
i n g e t t i n g t o and from t h e t r a i n s t a t i o n would be p e r -
p e t u a t e d , and t h e b u i l d i n g would c o n t i n u e t o stand empty.
bility
unaccept-
and f i n a n c i a l
l i a b i l i t y would be p e r p e t u a t e d .
- 41 -
Government r e s p o n s i -
����
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Washington Union Station : market/planning study
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Union Station (Washington, D.C.)
Urban renewal
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Gladstone Associates
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December 16, 1982
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United States. Department of Transportation
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Text
Washington Union Station
Special Study for the FRA Task Force
on Union Station
Appendix
NORTHEAST CORRIDOR IMPROVEMENT PROJECT
November 1977
Federal Railroad Administration
Department of Transportation
DeLeuw, Cather/Parsons
1201 Connecticut Avenue N.W
Washington, D.C. 20036
�T h i s Appendix has been prepared f o r the
F e d e r a l R a i l r o a d A d m i n i s t r a t i o n by DeLeuw
C a t h e r / P a r s o n s and Skidmore, Owings & M e r r i l l ,
project architects.
I t s e r v e s as an a t t a c h ment to the S p e c i a l Study f o r the FRA Task
F o r c e on Union S t a t i o n dated October 1977.
Included
items:
A.
B.
C.
D.
E.
i n the Appendix a r e the
following
L i s t of C o n t a c t s
Reference Documents
L i s t of P r e s e n t a t i o n M a t e r i a l s
Submitted to the FRA
S t r u c t u r a l Drawings
Mechanical and E l e c t r i c a l
Drawings
116
118
122
123
137
115
�L I S T OF
CONTACTS
Persons c o n t a c t e d by DCP/SOM d u r i n g the p r e p a r a t i o n of the October 1977 S p e c i a l Study f
the FRA Task Force on Union S t a t i o n a r e l i s t
below along w i t h t h e i r t i t l e and/or the orga
i z a t i o n which they r e p r e s e n t . Views and
o p i n i o n s of the i n d i v i d u a l s i n c l u d e d i n t h i s
l i s t a r e not n e c e s s a r i l y r e f l e c t e d by the
c o n t e n t s of the S p e c i a l Study.
Suat Basaran
C h i e f of T r a f f i c P l a n n i n g and Design,
D i v i s i o n of the Bureau of T r a f f i c E n g i n e e r i n
and O p e r a t i o n s , D.C. Department of Transportation
J . Raymond
Carroll
D i r e c t o r of E n g i n e e r i n g , C a p i t o l Power P l a n t
Building
James E. C l a r k ,
III
Head of the O f f i c e of T r a n s p o r t a t i o n P o l i c i e !
and P l a n s , and an A s s i s t a n t D i r e c t o r f o r the
D.C. Department of T r a n s p o r t a t i o n
Richard J .
Dawson
Bus Operations S p e c i a l i s t , O f f i c e of System
and S e r v i c e P l a n n i n g , Washington M e t r o p o l i t a i
Area T r a n s i t A u t h o r i t y
Michael
Maintenance Mechanic Foreman, D i v i s i o n of
Maintenance, N a t i o n a l V i s i t o r C e n t e r , Nations
Park S e r v i c e , DOI
Doherty
W i l l i a m F.
Drumeller
A s s i s t a n t C h i e f E n g i n e e r , C h e s s i e System
George E a r n h a r t
P r o j e c t E n g i n e e r , WMATA Program Team, Urban
Mass T r a n s i t A d m i n i s t r a t i o n , DOT
Wayland P.
Fairchild
C o n s t r u c t i o n O f f i c e , Denver S e r v i c e C e n t e r ,
N a t i o n a l Park S e r v i c e , DOI
W i l l i a m T.
Fauntroy, J r .
Urban P l a n n e r , O f f i c e of System and S e r v i c e
P l a n n i n g , Washington M e t r o p o l i t a n Area
Transit Autority
W i l l i a m P.
Frank
E l e c t r i c i a n , Washington T e r m i n a l Company
Bob Gresham
A s s i s t a n t D i r e c t o r f o r Master and P r o j e c t
P l a n s , N a t i o n a l C a p i t o l P l a n n i n g Commission
James C.
G e n e r a l Manager, N a t i o n a l V i s i t o r C e n t e r ,
N a t i o n a l Park S e r v i c e , DOI
Gross
116
�John G u t h r i e
N a t i o n a l V i s i t o r C e n t e r , N a t i o n a l Park
S e r v i c e , DOI
Dave Hammers
D.C. O f f i c e of Mass T r a n s p o r t a t i o n , D.C.
Department o f T r a n s p o r t a t i o n
David Kuhnhardt
O f f i c e of the A r c h i t e c t o f the C a p i t o l
B i l l McGuirk
D.C. O f f i c e of Mass T r a n s p o r t a t i o n , D.C.
Department o f T r a n s p o r t a t i o n
Frank P. Mosca
Technical A s s i s t a n t , P r o j e c t Planning
D i v i s i o n , O f f i c e of T r a n s p o r t a t i o n P o l i c i e s
and P l a n s , D.C. Department of T r a n s p o r t a t i o n
John W.
E n g i n e e r , F i x e d P r o p e r t y , Washington Termina l Company
Philips
Thomas H.
Ramsey
D i r e c t o r of S t a t i o n s , AMTRAK
Dean Robinson
N a t i o n a l Park S e r v i c e , DOI
J.C. Rouse
Superintendent of S t r e e t O p e r a t i o n s , O f f i c e
of Bus S e r v i c e s , Washington M e t r o p o l i t a n
Area T r a n s i t A u t h o r i t y
C. Russ
Scoville
Manager, WMATA Program Team, Urban Mass
T r a n s i t A d m i n i s t r a t i o n , DOT
C. W. Shaw, J r . Manager, Washington T e r m i n a l Company
James Smith
C h i e f E n g i n e e r , Washington T e r m i n a l Company
Steven F.
Stubits
C h i e f of P r o j e c t P l a n n i n g D i v i s i o n , O f f i c e
of T r a n s p o r t a t i o n P o l i c i e s and P l a n s ,
D.C. Department of T r a n s p o r t a t i o n
Thomas S.
Trimmer
D i r e c t o r , O f f i c e o f Bus S e r v i c e s , Washington
Metropolitan Area T r a n s i t Authority
Karen Walker
Tourmobile S i g h t s e e i n g
Information
117
�B.
REFERENCE
DOCUMENTS
The f o l l o w i n g documents were used f o r r e f e r ence d u r i n g p r e p a r a t i o n o f t h e October 1977
S p e c i a l Study f o r t h e FRA Task FOrce on
Union S t a t i o n :
Drawings:
The N a t i o n a l
V i s i t o r Center,
Washington,
D.C.
PROJECT No. 1 - ALTERATION OF UNION STATION
BUILDING, F e b r u a r y 28, 197 5
Seymour Auerbach, A r c h i t e c t
Sverdrup & P a r c e l , E n g i n e e r s
PROJECT Nos. 2 & 3 - PARKING GARAGE
December 2 1 , 1973
Seymour Auerbach, A r c h i t e c t
Sverdrup & P a r c e l , Engineers
NEW RAILROAD STATION - WEST SECTION
May 15, 1975
Seymour Auerbach, A r c h i t e c t
Sverdrup & P a r c e l , E n g i n e e r s
NEW RAILROAD STATION - EAST SECTION
May 15, 1975
Seymour Auerbach, A r c h i t e c t
Sverdrup & P a r c e l , E n g i n e e r s
NORTHWEST RAMP, A p r i l 15, 1975
Seymour Auerbach, A r c h i t e c t
Sverdrup & P a r c e l , Engineers
SOUTHEAST RAMP, May 19, 1975
Seymour Auerbach, A r c h i t e c t
Sverdrup & P a r c e l , Engineers
THE NATIONAL VISITOR CENTER ( S e t A ) , V a r i e d D a t e s
The Potomac Group, A r c h i t e c t s
Severud-Perrone-Sturm-Bandel, S t r u c t u r a l E n g i n e e r s
S y s k a & Hennessy, I n c . , M e c h a n i c a l & E l e c t r i c a l
Engineers
THE NATIONAL VISITOR CENTER ( S e t B ) ,
V a r i e d Dates
The Potomac Group, A r c h i t e c t s
S y s k a & Hennessy, I n c . , E l e c t r i c a l E n g i n e e r s
TEMPORARY OVERHEAD WALKWAY, November
N a t i o n a l Park S e r v i c e
20, 1976
RELOCATION OF VAULTS 7 & 17, October 1976
N a t i o n a l Park S e r v i c e
SHORING DIAGRAM FOR SOUTH WALL, P r o j e c t 2B
October 27, 1976
Sverdrup & P a r c e l , C o n s u l t i n g E n g i n e e r s
118
�WMATA WEST CLOSURE WALL (CONCOURSE)
November 197 5
AIR CONDITIONING AND HEATING SYSTEM
September 1 1 , 1976
Vosbeck, Vosbeck, K e n d r i c k , Redinger
UNION STATION EXISTING MECHANICAL & PLUMBING
DRAWINGS - 197 6
S u l l i v a n Associates, Engineers
Drawings:
Washington
Union S t a t i o n
UNION STATION - WASHINGTON, D.C.
O r i g i n a l drawings prepared by D a n i e l H.
Burnham & Co., A r c h i t e c t s
ELECTRIC RISER DIAGRAMS
December 1967
Washington T e r m i n a l Company
Reports,
Specifications
and Other
Documentation
THE NATIONAL VISITOR CENTER F A C I L I T I E S ACT
OF 1968
REVIEW OF FINANCIAL CONDITIONS OF THE
NATIONAL VISITOR CENTER PROJECT
June 25, 1976
N a t i o n a l P a r k S e r v i c e , DOI
FUND STATUS SUMMARY, J u l y 20, 1976
F l o y d P. Hough
THE STATUS AND PROBLEMS IN CONSTRUCTING THE
NATIONAL VISITOR CENTER, A p r i l 4, 1977
Report t o the Congress by t h e C o m p t r o l l e r
General of the United S t a t e s
GAO FINAL REPORT ON THE NATIONAL VISITOR
CENTER, A p r i l 8, 1977
NON-TECHNICAL SPECIFICATIONS - PROJECTS
1 ( A l t e r a t i o n o f Union S t a t i o n ) , 2 ( P a r k i n g
F a c i l i t y ) , and 3 ( T r a n s p o r t a t i o n T e r m i n a l )
SPECIFICATIONS, PROJECT 1 , F e b r u a r y 27, 197 3
SPECIFICATIONS, N.W.
RAMPS, A p r i l 15, 1975
SPECIFICATIONS, RAILROAD STATION, WEST & EAST
May 15, 1975
119
�ROOFING SYSTEM STUDY, NATIONAL VISITOR CENTER
May 1977
The WKR P a r t n e r s h i p
SUBSURFACE EXPLORATIONS:
PARKING STRUCTURE, August 1971
ALTERATION OF UNION STATION, J u l y 1973
PARKING STRUCTURE AND RAMPS, J a n u a r y 1975
Sverdrup & P a r c e l , C o n s u l t i n g E n g i n e e r s
P I L E LOAD TEST RESULTS:
REPORT No. 1 , F e b r u a r y 1973
REPORT No. 6, J u l y 1974
Sverdrup & P a r c e l , C o n s u l t i n g E n g i n e e r s
SUBSOIL INVESTIGATION, May 3, 1972
Foundation T e s t S e r v i c e
SUBSOIL INVESTIGATION, November 9, 197 3
Foundation T e s t S e r v i c e
FIXED PRICE PROPOSAL FOR 2A, 2B AND 4 t h PARKING
DECK, J u l y 13, 1976
George Hyman C o n s t r u c t i o n Company
NORTH WALL STEEL DETERIORATION
November 5, 1976
Severud, P e r r o n e , Sturm, Bandel
ENGINEERING REPORTS, J a n u a r y 28, 197 7
N a t i o n a l V i s i t o r C e n t e r , N a t i o n a l Park
Service
ELECTRICAL - SURVEY, SCHEMATIC DRAWINGS,
CONSTRUCTION, MISCELLANEOUS
October 14, 1975
C o n s t r u c t i o n Work Order f o r T e r m i n a l R e a l i t y
B a l t i m o r e Company and t h e George Hyman
C o n s t r u c t i o n Company
TEST-BALANCE ADJUSTMENT REPORT, THEATERS &
BOOKSTORE, J u l y 30, 1976
U n i t e d Roofing and Sheet M e t a l , I n c .
TEST-BALANCE ADJUSTMENT REPORT, FAST FOOD
KITCHEN, August 3, 1976
U n i t e d Roofing and Sheet M e t a l , I n c .
120
�A I R HANDLING REPORT, NATIONAL V I S I T O R CENTER
September 1976
S t r o m b e r g S h e e t M e t a l Works
S P E C I F I C A T I O N - R E H A B I L I T A T E STEAM AND HOT
WATER SYSTEMS AND PROVIDE A I R CONDITIONING,
September 1976
STEAM COST STUDY, NATIONAL V I S I T O R CENTER
March, 1977
The W K R
Partnership
STEAM SOURCE STUDY AND HVAC SYSTEM R E T R O F I T
PRELIMINARY REPORT
The W K R
Partnership
-
E L E C T R I C SYSTEMS REPORT
D. R a y J o h a n n i n g s m e i r , N a t i o n a l
Park
Service
TRANSFORMER RATINGS
N a t i o n a l V i s i t o r C e n t e r Maintenance Department
�WASHINGTON UNION STATIONL I S T OF PRESENTATION MATERIALS SUBMITTED TO THE FRA
ITEM No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Drawings
E x i s t i n g S i t e Plan ( 2 ) *
Recommended S i t e A c c e s s (7)
S t r u c t u r a l Problem Areas/Basement (49)
S t r u c t u r a l Problem Areas/Ground L e v e l (51)
S t r u c t u r a l Problem Areas/Mezzanine (54)
Ground L e v e l E x i s t i n g C o n d i t i o n s (62)
A l t e r n a t i v e 1 (64)
A l t e r n a t i v e 2 (66)
A l t e r n a t i v e 3 (68)
A l t e r n a t i v e 4 (6) & (7 0)
Modified A l t e r n a t i v e 4
M o d i f i e d A l t e r n a t i v e 4 (Base Sheet w/o C o l o r )
C i r c u l a t i o n Scheme A
C i r c u l a t i o n Scheme A With A d d i t i o n s
C i r c u l a t i o n Scheme B
C i r c u l a t i o n Scheme B With A d d i t i o n s
C i r c u l a t i o n Scheme B Reverse
C i r c u l a t i o n Scheme C
Photographs
19.
20.
21.
22.
23.
24.
Main H a l l
Main H a l l
Concourse
Temporary
Temporary
Long-haul
and West Wing
(PAVE) and West Wing
Station - 1
Station - 2
Gate
Model
25.
Model w i t h Replacement S e c t i o n s t o I l l u s t r a t e
Both E x i s t i n g C o n d i t i o n s aid C i r c u l a t i o n
Scheme C
*Numbers i n p a r e n t h e s i s a r e t h e c o r r e s p o n d i n g page numbers i n t h e
main body o f t h e r e p o r t .
122
�STRUCTURAL
DRAWINGS
S t r u c t u r a l e x i s t i n g c o n d i t i o n s drawings
which appear on the f o l l o w i n g pages were
prepared by KCE S t r u c t u r a l E n g i n e e r s , P.C.
P o r t i o n s of t h e s i t e i n c o r p o r a t e d i n t h e
drawings l i s t e d below i n c l u d e t h e P a r k i n g
Garage, Esplanade Roadway, and t h e Southeast
Ramp.
Index
Grid Plan
Foundation: West
Foundation:
East
T r a c k L e v e l : West
Track L e v e l : East
Main L e v e l : West
Main L e v e l :
East
Mezzanine L e v e l
Level 1
Level 2
Level 3
Existing Level 4
Level 4
124
125
126
127
128
129
130
131
132
133
134
135
136
��������������MECHANICAL
ELECTRICAL
DRAWINGS
Index
AND
M e c h a n i c a l and e l e c t r i c a l drawings which
appear on the f o l l o w i n g pages were prepared
by F l a c k & K u r t z , C o n s u l t i n g E n g i n e e r s .
C o n d i t i o n s i n the o r i g i n a l s t a t i o n a r e
i n d i c a t e d on the drawings l i s t e d below:
Mechanical/Basement
Mechanical/Ground L e v e l
Mechanical/Mezzanine
Mechanical/2nd F l o o r
Mechanical/3rd Floor
Mechanical/4th Floor
E l e c t r i c a l / B a s e m e n t - Transformer V a u l t s
E l e c t r i c a l - Power T r a n s m i s s i o n System
138
139
140
141
142
143
144
145
���������
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Washington Union Station special study for the FRA task force on Union station : northeast corridor improvement project
Subject
The topic of the resource
Union Station (Washington, D.C.)
Urban renewal
Description
An account of the resource
Please note: This report includes irregularly-sized pages. If the report is not visible, try scrolling to the right or left or using the zoom in (+) or zoom out (-) functions in the PDF viewer window.
Creator
An entity primarily responsible for making the resource
DeLeuw, Cather/Parsons
Date
A point or period of time associated with an event in the lifecycle of the resource
November 1977
Contributor
An entity responsible for making contributions to the resource
United States. Federal Railroad Administration
United States. Department of Transportation
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/fb65f7c81c78ed6d6aa75a7a4d9b7f5a.pdf?Expires=1712793600&Signature=hag-CjOv%7EBVgrtu5wJeDIQiSK9kjZHRjtLoIKcZHYqaBVTXbk4nfH271iDN-GxCwmgqILLQ%7EuqDpNXPYLcIZ0fdYyBHNNCkz7yBZampKeCq3DZxlwXLfZCjtk2y5AIkf4wxEMN1XOtEDh%7Ex1zeq-5KcqrysSDwWpbC5m6S76TYPAzHBhcp9rmxZhKYjPruyr19sU3kJdAOXz2igmHUBhKdG0Wmj1gMacjVtQ27l6rYiWnDWR7yBi9oJL6GjLDfJF9ZkDdlNOc7irguHQxE-HlpMHsRT%7ESTRMnT8dLzGOS6bpKx5YSwtU9rMzaUuEDMr%7EpFH1IrlzCk9Lxov6lq2NdQ__&Key-Pair-Id=K6UGZS9ZTDSZM
f98c241872188081c25ee879dfa6a925
PDF Text
Text
ENGINEERING SURVEY
OF UNION STATION WASHINGTON D.C.
For The Federal Railroad Administration
Department of Transportation
EWING COLE CHERRY PARSK?
ARCHITECTS
-UNION STATION-
ENGINEERS
PLANNERS
��ENGINEERING SURVEY
UNION S T A T I O N
WASHINGTON, D . C .
FEDERAL RAILROAD ADMINISTRATION
U . S . D E P A R T M E N T OF
TRANSPORTATION
CONTRACT
NO.
DTFR53-82-C--00265
J U N E 7, 1982
R E V I S E D A U G U S T 12, 1982
EWING C O L E C H E R R Y P A R S K Y
FEDERAL R E S E R V E BANK BUILDING
100 N . 6 T H S T R E E T
P H I L A D E L P H I A , P E N N S Y L V A N I A 19106
��Section
Page
Architectural
INTRODUCTION
History
1
RESTORATION
P r i n c i p l e s Identified
R e s t o r a t i o n Spaces Identified
T h r e e Spaces and F u n c t i o n s
Discussed
Office Floor Restoration
Considered
Scope of Restoration Summarized
H i s t o r i c Colors
Restoration T e c h n i q u e s
3
CODE COMPLIANCE
Code a n d Occupant Reference
Egress Stairs
Garage Requirements
Basement E g r e s s
F i r s t Floor E g r e s s
Mezzanine E g r e s s
U p p e r Floor E g r e s s
Fireproofing
Emergency Systems
Material
Code A b s t r a c t
11
HISTORIC FACADES
E x i s t i n g Condition
Investigative T a s k s
Required
Physical Investigations
Conclusions
P r i o r i t i e s for Work
22
NON-HISTORIC EXTERIORS
Contemporary Facades
Non-Public Facades
Roof S u r f a c e s
30
GLAZING
Skylights
T r a n s o m s and C l e r e s t o r i e s
Windows
34
�Section
Page
BASEMENT
38
F I R S T FLOOR
Main Hall Complex
West Hall
E a s t Hall
Women's Lounge Complex
Men's Smoking Room Complex
Lunchroom/NVC T h e a t r e s
P r e s i d e n t i a l Suite
Concourse
Baggage Room/NVC Offices
Serving Area
40
UPPER FLOORS
General S u r v e y
Stairs
Elevators
58
DEFINITIONS
67
TABLES
Skylights
( D w g . : Skylight Locations)
T r a n s o m s and C l e r e s t o r i e s
( D w g . : Transom and Clerestory
Locations F i r s t F l o o r )
( D w g . : Transom and Clerestory
Locations Second F l o o r )
69
DRAWINGS
Site Plan
Basement
F i r s t Floor
Mezzanine
Second Floor
T h i r d Floor
F o u r t h Floor
Roof
Main Hall Section
West Hall Section
E a s t Hall Section
Basement E g r e s s
F i r s t Floor E g r e s s
Second Floor E g r e s s
T h i r d Floor E g r e s s
F o u r t h Floor E g r e s s
�Section
Page
Structural
INTRODUCTION
75
BASEMENT
Item S B - 1
Item S B - 2
Item S B - 3
Item S B - 4
Item S B - 5
Item S B - 6
77
F I R S T FLOOR
Item S l - 1
Item S l - 2
Item S l - 3
Item S l - 4
Item S l - 5
Item S l - 6
Item S l - 7
85
SECOND FLOOR
Item S 2 - 1
91
THIRD FLOOR
Item S 3 - 1
Item S3-2
92
FOURTH FLOOR
Item S 4 - 1
Item S4-2
Item S 4 - 3
94
ROOF
96
Item S R - 1
Items S R - 2 a n d S R - 3
Item S R - 4
Item S R - 5
Item S R - 6
GENERAL DISCUSSION
P r o c e d u r e for Cleaning R u s t e d
Steel
L i v e Load Capacities
Train-Induced Vibration
108
�DRAWINGS
Basement F r a m i n g S B - 3
West Shore Removal S B - 4
E a s t Shore Removal S B - 4
P . A . V . E . Framing S I - 1
Connections to B e Redone S I - 4
K e y Plan/Corbel Detail S4-2
Roof Plan S R - 1
Stone Roof Sections S R - 1
T y p i c a l F l a t Roof F r a m i n g
for Perimeter of A l l Capstone
Roofs a n d Gymnasium Roof
SR-1
Basement
F i r s t Floor
Second Floor
T h i r d Floor
F o u r t h Floor
Roof
TEST REPORTS
Samples of S t r u c t u r a l Steel T e s t E . L . Conwell & C o .
R e p o r t on F i r e p r o o f i n g Material T e s t E . L . Conwell & C o .
I n s p e c t i o n of S t r u c t u r a l Steel
Members R e p o r t E . L . Conwell & C o .
Geotechnical S t u d y Woodward-Clyde C o n s u l t a n t s
�Section
Page
Mechanical
INTRODUCTION
111
HEATING SYSTEMS
H i g h P r e s s u r e Steam D i s t r i b u t i o n
System
Steam P r e s s u r e R e d u c i n g Stations
Low P r e s s u r e Steam and C o n densate R e t u r n P i p i n g
System
Condensate Pumps
Heating T e r m i n a l s
New H y d r o n i c Heating S y s t e m
112
VENTILATION SYSTEM
119
A I R CONDITIONING SYSTEM
C h i l l e d Water P l a n t
A i r H a n d l i n g Systems
121
TEMPERATURE CONTROLS
125
TABLES
Steam P r e s s u r e R e d u c i n g Stations
Condensate R e t u r n Pumps
E x i s t i n g A i r Handling Units
127
DRAWINGS
Basement
Mezzanine
Second Floor
TEST
REPORTS
Equipment T e s t R e p o r t J o h n Wilson, I n c .
Pipe Sample E v a l u a t i o n E . L . Conwell & C o .
�Section
Page
Plumbing
INTRODUCTION
133
UTILITIES
S a n i t a r y and Storm S e w e r s
Domestic Water S e r v i c e
Rainwater System
133
INTERIOR SANITARY
137
PIPING
DOMESTIC WATER
Piping System
Hot Water G e n e r a t o r s
Water Storage T a n k s
138
PLUMBING F I X T U R E S
141
FIRE PROTECTION SYSTEM
Fire Hydrants
Wet Standpipes
S p r i n k l e r System
Siamese Connections
Fire Extinguishers
141
TABLES
Plumbing F i x t u r e T a b u l a t i o n
143
DRAWINGS
Basement
Roof
TEST REPORTS
Equipment T e s t R e p o r t J o h n Wison, I n c .
Pipe Sample E v a l u a t i o n E . L . Conwell & C o .
�Section
Page
Electrical
INTRODUCTION
P h y s i c a l S u r v e y Methodology
145
INCOMING S E R V I C E / M A I N S W I T C H G E A R
146
ELECTRICAL DISTRIBUTION
1500 k V A Substation
1000-1333 k V A Substation
750 k V A Substation
Temporary Removal of R a i l r o a d
Loads
149
LIGHTING RESTORATION
153
MANAGEMENT S Y S T E M
159
DRAWINGS
Lighting Fixtures
Basement
F i r s t Floor
Existing One-Line Drawing
Proposed O n e - L i n e D r a w i n g
Main Switchgear L - l
Main Switchgear L - 2
Switchgear P i c t o r i a l
TEST REPORTS
Engineering Evaluation - MET
Electrical Testing C o . , I n c .
R e p o r t of Maintenance a n d
Testing
Switchgear G e n e r a l Inspection
R e p o r t of Thermovision a n d
Ultra-Sonic Inspections
High Voltage A i r Switches
High Voltage A i r C i r c u i t B r e a k e r s
(Main S u b s t a t i o n )
Transformers
Protective Relays
15 k V Cables
�Section
Page
Cost Estimates
METHODOLOGY
Itemization D i s c u s s e d
Itemization Categories
Estimating at Site
Assumptions Identified
Escalation D i s c u s s e d
165
ESCALATION CHART
167
S C O P E OF WORK
High P r i o r i t y R e p a i r s : U r g e n t
High P r i o r i t y R e p a i r s : O t h e r
Restoration of H i s t o r i c F i n i s h e s
Renovations to Make a B a s i c
Building
167
CONSTRUCTION COST ESTIMATES
High P r i o r i t y R e p a i r s : U r g e n t
High P r i o r i t y R e p a i r s : O t h e r
Restoration of H i s t o r i c F i n i s h e s
Renovations to Make a B a s i c
Building
179
�Section
Page
References
R E F E R E N C E DRAWING L O G
R E F E R E N C E BOOK L O G
R E F E R E N C E PERSONNEL LOG
Appendix A
INVESTIGATIVE REPORT
( U n d e r Separate C o v e r )
Appendix B
STRUCTURAL CALCULATIONS &
COST CALCULATIONS
( U n d e r Separate C o v e r )
185
186
189
��<
5
ENGINEERING SURVEY
Architectural
Architectural
BASEMENT
INTRODUCTION
History
F I R S T FLOOR
Main H a l l Complex
West H a l l
E a s t Hall
Women's L o u n g e Complex
Men's Smoking Room Complex
Lunchroom/NVC Theatres
Presidential Suite
Concourse
B a g g a g e Room/NVC Offices
Serving Area
RESTORATION
Principles Identified
Restoration Spaces Identified
T h r e e Spaces and Functions
Discussed
Office F l o o r R e s t o r a t i o n
Considered
Scope of R e s t o r a t i o n Summarized
Historic Colors
Restoration Techniques
CODE COMPLIANCE
Code a n d O c c u p a n t R e f e r e n c e
Egress Stairs
Garage Requirements
Basement E g r e s s
F i r s t Floor E g r e s s
Mezzanine E g r e s s
Upper Floor E g r e s s
Fireproofing
Emergency Systems
Material
Code A b s t r a c t
HISTORIC FACADES
E x i s t i n g Condition
Investigative T a s k s
Required
Physical Investigations
Conclusions
P r i o r i t i e s for Work
NON-HISTORIC EXTERIORS
Contemporary Facades
Non-Public Facades
Roof S u r f a c e s
GLAZING
Skylights
Transoms and Clerestories
Windows
UPPER FLOORS
General S u r v e y
Stairs
Elevators
DEFINITIONS
TABLES
Skylights
(Dwg.:
Skylight Locations)
Transoms and Clerestories
( D w g . : Transom and Clerestory
Locations F i r s t Floor)
( D w g . : Transom and Clerestory
L o c a t i o n s Second F l o o r )
DRAWINGS
Site Plan
Basement
F i r s t Floor
Mezzanine
Second Floor
T h i r d Floor
F o u r t h Floor
Roof
Main H a l l S e c t i o n
West H a l l S e c t i o n
E a s t Hall Section
Basement E g r e s s
F i r s t Floor E g r e s s
Second F l o o r E g r e s s
T h i r d Floor E g r e s s
F o u r t h Floor E g r e s s
<
��ENGINEERING SURVEY
Introduction
T h e scope of the A r c h i t e c t u r a l portion
of the E n g i n e e r i n g S u r v e y i s to r e p o r t
what
repair
and
rehabilitation
is
r e q u i r e d to r e s t o r e the public f i n i s h e s ,
both i n t e r i o r and e x t e r i o r , that earned
Union
Station i t s landmark s t a t u s .
T h i s w i l l culminate i n a n estimate of
the costs i n v o l v e d .
meaning a r e defined and l i s t e d i n the
Definitions subsection at the end of
the A r c h i t e c t u r a l s e c t i o n .
T h e f i r s t phase of the E n g i n e e r i n g
S u r v e y r e s u l t e d i n the
Investigative
Report,
w h i c h was i s s u e d A p r i l 16,
1982 ( r e v i s e d A u g u s t 12, 1 9 8 2 ) , a n d i s
included as A p p e n d i x A to t h i s r e p o r t
( u n d e r separate c o v e r ) .
F i n a l l y , the detailed scope of w o r k h a s
been placed i n a separate section titled
" C o s t E s t i m a t e " , w i t h the dollar f i g u r e s
generated.
A d i s c u s s i o n of the itemization of the estimate is included i n
the f r o n t of that s e c t i o n .
T h e I n v e s t i g a t i v e Report was based on
a visual survey.
When conclusions
could
be
drawn
based
on
visual
i n s p e c t i o n , t h e y were so noted.
When
further
investigation
was
deemed
n e c e s s a r y before conclusions could be
drawn,
t h i s was identified
i n the
Investigative
Report.
These further
i n v e s t i g a t i o n s are r e f e r r e d to as the
p h y s i c a l s u r v e y i n t h i s r e p o r t and
comprise a wide range of a c t i v i t i e s ,
from
microscopic
analysis
of
pipe
sections to i n s p e c t i n g u n d e r carpeted
areas.
History
T h i s section,
titled " A r c h i t e c t u r a l " ,
r e c o r d s the r e s u l t s of the p h y s i c a l
survey,
conclusions
drawn,
and a
generalized
scope
of
recommended
work.
Floor plans are located at the end of
the A r c h i t e c t u r a l S e c t i o n , showing room
and bay numbers k e y e d to the t e x t .
A d i s c u s s i o n of what k i n d of r e s t o r a t i o n
has been estimated is i n c l u d e d , since
t h i s subject p r o v e d
to be
complex
when general p r i n c i p l e s were applied
to specific s p a c e s .
Subtle shades of
In this Architectural
compliance a n a l y s i s ,
abstract
of
some
requirements from the
section i s a code
including a brief
of
the
relevant
D C Code.
T h e charge
to the s u r v e y was to
determine the requirements to r e s t o r e
the public f i n i s h e s of Union S t a t i o n ;
this
restoration
refers
to
Daniel
B u r n h a m ' s design for a monumental
station i n the nation's c a p i t a l .
T r a i n s f i r s t entered Washington i n 1835
when the Baltimore and Ohio R a i l r o a d
opened
a
station
at
Pennsylvania
A v e n u e and 2nd S t r e e t N.W.,
which
was later moved to New J e r s e y A v e n u e
and
2nd
Street
N.W.
In
1873,
Washington authorities encouraged the
P e n n s y l v a n i a R a i l r o a d to open a second
station i n a n effort to achieve competit i v e r a i l f a r e s ; the new station was
b u i l t at 6th and B S t r e e t s N.W.
The
two stations continued i n operation
u n t i l the t u r n of the c e n t u r y .
A t the time of the Washington C e n t e n n i a l
Celebration,
Congress,
with
wide
community s u p p o r t , called for a r e o r g a n ization of the c i t y ' s r a i l p l a n n i n g .
T h e y l i s t e d dangerous grade c r o s s i n g
conditions
as well as the
adverse
�aesthetic impact of h a v i n g t r a i n s on
the Mall as the reasons for r e q u i r i n g a
major c h a n g e .
On March 19, 1 9 0 1 , Washington o r g a n ized the Senate P a r k Commission to be
c h a i r e d b y Daniel H . B u r n h a m , D i r e c t o r
of the World's Columbian E x p o s i t i o n i n
C h i c a g o , a n d chief a r c h i t e c t for the
Pennsylvania Railroad.
Also i n c l u d e d
i n t h i s commission were F r e d e r i c k L a w
Olmstead, J r . , C h a r l e s F . McKim a n d
Augustus Saint-Gaudens.
T h i s group thoroughly
studied
the
needs of the c i t y and i t s geographic
features.
F o r the r a i l r o a d s , the group
recommended one b u i l d i n g be erected
n o r t h of the mall. I n order to f u r t h e r
u n d e r s t a n d contemporary
p a r k s and
r a i l r o a d t e r m i n a l s , the committee toured
Europe.
Upon r e t u r n i n g , the committee proposed the "Gateway to the
Nation's
Capitol", a building in a
c l a s s i c a l s t y l e w i t h large Roman a r c h e s
forming the main e n t r y .
B y legislation enacted i n 1901 a n d 1903,
Congress
chartered
the
Washington
T e r m i n a l Company as a joint v e n t u r e
among the r a i l r o a d s s e r v i n g Washington,
predominantly the P e n n s y l v a n i a and the
B&O. Washington T e r m i n a l t h e n u n d e r took the t a s k of making Union Station a
reality.
T h e job of p r e p a r i n g a l l d r a w i n g s a n d
bid documents was g i v e n to D . H .
B u r n h a m a n d Associates of
Chicago.
T h e f i r m followed the b u i l d i n g t h r o u g h
the e n t i r e job, s t a r t i n g c o n s t r u c t i o n i n
1903, opening the b u i l d i n g i n 1907,
and p u t t i n g the l a s t statue i n place i n
1913.
2
T h e station was a c i t y i n i t s e l f , housing
a wide v a r i e t y of s e r v i c e s s u c h a s : a
b a r b e r s h o p , a doctor's office, d r u g
store,
Western
Union
office,
post
office, n e w s s t a n d s , flower s h o p , up to
four d i n i n g a r e a s a n d a Y . M . C . A .
Union Station r e a c h e d i t s peak use
d u r i n g World War I I . T h e great i n f l u x
of m i l i t a r y troops necessitated improvement i n toilet rooms, d i n i n g areas a n d
baggage h a n d l i n g . T h e peak load was
on
December 2 3 ,
1944,
with
over
220,000 people u s i n g the station i n one
day.
T h e P r e s i d e n t i a l Reception Room
was g i v e n to the soldiers for a U . S . O . ,
although i t was later r e t u r n e d to i t s
o r i g i n a l function and Dwight Eisenhower
was the l a s t p r e s i d e n t believed to have
used it.
A f t e r the w a r , b u s i n e s s fell to about
50,000 people a day
and
steadily
declined.
T h e biggest excitement i n
the post w a r e r a was on J a n u a r y 5,
1953,
when
a
runaway
locomotive
c r a s h e d t h r o u g h the n o r t h wall and
plunged into the basement below the
Concourse.
A s the s i x t i e s b e g a n , r a i l r o a d p a s s e n g e r s were so few that the r a i l r o a d s
considered r a z i n g the b u i l d i n g .
This
p o s s i b i l i t y was a v e r t e d when i n 1964
Union Station was made a local h i s t o r i c
landmark.
While the r a i l r o a d s remained i n t e r e s t e d
i n r e l i n q u i s h i n g Union S t a t i o n , the
National P a r k S e r v i c e had been contemplating a v i s i t o r ' s center since 1954.
A f t e r s e v e r a l s t u d i e s , the P a r k S e r v i c e
decided to u r g e the White House and
C o n g r e s s to make Union Station the
new V i s i t o r ' s C e n t e r .
Representative
�ENGINEERING SURVEY
Architectural
Restoration
K e n n e t h J . G r a y of Illinois p r e s e n t e d a
plan to C o n g r e s s w h i c h was made law
in March of 1968.
T h e V i s i t o r ' s C e n t e r project was begun
by the Washington T e r m i n a l Company,
b u t was l a t e r t a k e n over b y the P a r k
Service directly.
Some $50 million was
invested,
a n d the Government
took
o v e r control of the p r o p e r t y
on a
lease-purchase basis.
T h e V i s i t o r ' s C e n t e r opened i n 1976.
A t least i n p a r t because a n a i r - r i g h t s
b u s f a c i l t i y a n d P a r k i n g Garage begun
n o r t h of the H i s t o r i c B u i l d i n g was
n e v e r completed, the National V i s i t o r
C e n t e r was poorly r e c e i v e d
by the
p u b l i c , n e v e r r e a c h i n g expected t r a f f i c
levels.
The building itself
suffered
from a l a c k of maintenance for many
y e a r s , beginning i n the time the r a i l roads viewed i t as a l i a b i l i t y , and was
f i n a l l y closed to the p u b l i c i n F e b r u a r y
1981 due to e x t e n s i v e water damage.
Principles
Identified
P a r t of the scope of the E n g i n e e r i n g
S u r v e y r e q u i r e s that a n estimate be
p r e p a r e d for the r e s t o r a t i o n of the
h i s t o r i c f i n i s h e s of Union S t a t i o n . I n
an attempt to achieve as h i g h a degree
of
consistency
and
objectivity
as
p o s s i b l e , t h r e e general p r i n c i p l e s have
been u s e d to determine what an a p p r o priate " R e s t o r a t i o n " of Union Station
would be:
o
o
o
APPEARANCE:
The
appropriate
appearance i s of p r i m a r y importance as a goal.
T h e means of
a c h i e v i n g the appearance are not
considered
significant
if
the
r e s u l t a n t appearance i s c o r r e c t .
P U B L I C D I S P L A Y : As a yardstick
to determine w h a t i s a n a p p r o p r i a t e design i n t e n t , it i s possible
to d i s t i n g u i s h between those a r e a s
of the b u i l d i n g viewed b y the
general p u b l i c , a n d those a r e a s
viewed b y a selected group of
users.
Only
the
former
are
significant.
SPACE R E S T O R E D : The physical
space should be r e s t o r e d , b u t not
n e c e s s a r i l y the o r i g i n a l f u n c t i o n s .
T h e assumption h a s been made
that
the r e s t o r e d
space
could
accommodate s e v e r a l contemporary
functions.
T h e v a l i d i t y of the f i r s t two p r i n c i p l e s
is d e r i v e d from a n u n d e r s t a n d i n g that
these were fundamental p a r t s of Daniel
Burnham's
design
philosophy.
The
u s e f u l n e s s of the t h i r d p r i n c i p l e i s
t h a t i t w i l l allow a developer enough
freedom to make the n e c e s s a r y compromises between the demands for a
l i v i n g , p r o f i t - m a k i n g b u i l d i n g a n d the
o r i g i n a l design of one of the t r u l y
great l a n d m a r k s of American A r c h i tecture .
3
�A f u r t h e r explanation of these t h r e e
p r i n c i p l e s i s n e c e s s a r y , and t h i s i s
followed b y a d e s c r i p t i o n of how t h e y
can be applied to the H i s t o r i c B u i l d i n g .
A P P E A R A N C E : Union Station embodies
the idea t h a t the appearance of the
a r c h i t e c t u r e i s paramount, and t h a t
technical
and
functional
necessities
must have the n a t u r e of t h e i r c o n s t r u c t i o n concealed i n o r d e r to s u p p o r t
the designed a p p e a r a n c e .
P U B L I C D I S P L A Y : Burnham's original
design of Union Station differentiated
between a r e a s w h i c h would be viewed
b y the general public while the r a i l r o a d
station was u s e d as the gateway to the
c i t y , a n d a l l other a r e a s .
A n example can be seen i n t h a t the
r e a r elevation i s c o n s t r u c t e d of r e d
b r i c k , r a t h e r t h a n granite as i n the
other
elevations.
It
appears
the
change
i n materials was due to a
question of p u b l i c d i s p l a y .
Examples of t h i s a b o u n d :
o
o
o
o
T e r r a cotta v a u l t s glazed to look
l i k e stone
C a s t metal s t a t u e s g i v e n a cement
topping to appear l i k e stone
S q u a r e panes of glass w i t h a false
mullion s y s t e m mounted i n f r o n t
of the glass to g i v e the a p p e a r ance of small t r i a n g u l a r windows
A n d most n o t a b l y , c u r v e d v a u l t
roof forms w h i c h a r e t y p i c a l of
masonry c o n s t r u c t i o n , b u i l t i n s t e a d
u s i n g steel t r u s s e s a n d s u s p e n d e d
p l a s t e r ceilings
T h e a l t e r n a t i v e to a n emphasis on
appearance would be to r e c r e a t e the
e x a c t o r i g i n a l design u s i n g o r i g i n a l
materials,
a process t h a t could be
much more e x p e n s i v e .
A n example of
how t h i s p r i n c i p l e has been u s e d can
be seen i n the s k y l i g h t s o v e r the E a s t
Hall.
T h e s e a r e composed of
two
l a y e r s of g l a s s .
Since the top l a y e r
cannot be s e e n , a r e h a b i l i t a t i o n i n
w h i c h aluminum mullions a r e s u b s t i t u t e d
for copper h a s been recommended since
this preserves
the o r i g i n a l i n t e r i o r
appearance i n a c o s t - e f f e c t i v e m a n n e r .
4
SPACE RESTORED:
Burnham's architecture
is
composed of
monumental
spaces into w h i c h e v e r y d a y functions
fit on a small s c a l e , often u s i n g moveable f i x t u r e s . T h e gates that stood i n
the middle of the Concourse to separate
the w a i t i n g a r e a from the t r a i n s a r e a n
example of t h i s p r i n c i p l e . T h e s e were
a functional element added to, a n d not
i n t e g r a t e d i n t o , the s p a c e . A l s o , note
the w a y the main w a i t i n g room c o n tained commercial u s e s t u c k e d into the
alcoves of the great s p a c e .
Following
t h i s p r i n c i p l e , the cost of r e s t o r i n g
the space has been estimated, b u t not
the
cost
of r e s t o r i n g
the
original
function.
G i v e n t h i s assumption, the estimate for
the r e s t o r a t i o n of the h i s t o r i c public
spaces does not include the r e h a b i l itation of o r i g i n a l f i x t u r e s w h i c h are
no longer i n place (many of w h i c h no
longer e x i s t ) t h a t are specific to a
p a r t i c u l a r space f u n c t i o n . Examples of
these i n c l u d e :
ticket counters, newsstands,
toilet
room
fixtures
and
f i n i s h e s , lunchroom c o u n t e r s , benches
e t c . Should a developer i n the f u t u r e
choose to p u t an o r i g i n a l function into
a s p a c e , the documentation n e c e s s a r y
to do t h i s i s a v a i l a b l e .
(See,
in
�ENGINEERING SURVEY
Architectural
p a r t i c u l a r , the d i s c u s s i o n of the Men's
Smoking Room a n d Women's
Lounge
below.)
Restoration Spaces
Identified
Using
these
three
principles,
the
following a r e a s have been identified as
those viewed b y the general public
u s i n g the r a i l r o a d station as a gateway
to the c i t y :
o
o
o
o
o
o
o
o
o
E x t e r i o r facades i n stone
Main Hall Complex ( 1 2 5 A - L )
E a s t Hall ( 1 3 7 A - E )
West Hall Complex ( 1 2 0 A - E )
Concourse (100)
P r e s i d e n t i a l Suite (138, 139,
142, 143)
Women's Lounge
Complex
135, 1 3 6 A - B )
Men's Smoking Room Complex
124A-B)
Lunchroom/NVC
Theaters
127)
141,
(134,
(123,
(126,
F i r s t Floor spaces w h i c h a r e not i d e n t i fied for r e s t o r a t i o n include the former
Baggage A r e a a n d the S e r v i n g A r e a .
T h r e e Spaces and F u n c t i o n s D i s c u s s e d
T h r e e spaces on the F i r s t Floor posed
d i f f i c u l t questions as the concept of
r e s t o r i n g the space b u t not the function
was applied to each i n the p r o c e s s of
e s t a b l i s h i n g the recommended scope of
work.
A f u r t h e r d i s c u s s i o n of these
problems follows.
WOMEN'S
LOUNGE
COMPLEX
(134,
135A, 136A, 1 3 6 B ) :
The
difference
between
restoring
the
space
and
r e s t o r i n g the function can be c l e a r l y
seen i n the Women's Lounge Complex.
Spaces 136B a n d 136A were o r i g i n a l l y a
single space - the Women's Lounge -
a n d space 135A was the o r i g i n a l Women's
Toilet Room.
B o t h these spaces were
distinguished by
a high
decorative
plaster
ceiling,
clerestory
windows
t h r o u g h the n o r t h w a l l , and large
a r c h e d windows to the portico
and
Columbus
Plaza t h r o u g h
the
south
wall.
I n the west wall of space 136B
was a s e m i - c i r c u l a r a p s e . D u r i n g the
NVC
renovations,
the
toilet
room
functions were removed from the two
easternmost b a y s that comprised space
135A a n d relocated i n two of the t h r e e
b a y s of space 136.
A p a r t i t i o n wall
was b u i l t to divide the two-bay toilet
room from the one bay t h a t remained
as the lounge.
Space 135A was left i n
the gutted state i n w h i c h it s t i l l remains
today a n d was u s e d for storage.
A v i s u a l s u r v e y r e v e a l e d t h a t new
toilet room f i n i s h e s and f i x t u r e s should
be i n s t a l l e d ( p a r t i c u l a r l y since the cost
of removing and r e i n s t a l l i n g e x i s t i n g
f i x t u r e s can equal or exceed t h a t of
new f i x t u r e s ) .
T h e r e f o r e , the Women's Lounge complex
r e p r e s e n t s a case i n w h i c h the major
a r c h i t e c t u r a l f e a t u r e s of the space can
be r e s t o r e d by r e p a i r i n g what a l r e a d y
exists:
the c e i l i n g s , c l e r e s t o r i e s , the
a r c h e d windows and the a p s e .
Howe v e r , r e c r e a t i n g the function of the
toilet room ( i . e . , i n s t a l l i n g new f i x t u r e s
and
finishes)
would
require
much
additional new w o r k .
Since the toilet function r e q u i r e s new
w o r k , p e r h a p s the question should be
a s k e d - i s t h i s the proper location for
t h i s function or should relocation be
considered?
S e v e r a l points
can be
made:
5
�T h r o u g h - t h e - f l o o r plumbing w o r k
is
made
difficult
(though
not
impossible) b y the p r e s e n c e of
the
Long-Haul
Tracks
below.
A n o t h e r location i n the b u i l d i n g
without
this
constraint
might
p r o v e l e s s e x p e n s i v e , despite the
presence
of
existing
plumbing
lines i n space 136A.
T h e p r e s e n t complex t a k e s more
space t h a n a more compact a r rangement might take e l s e w h e r e .
Several
smaller restrooms
dist r i b u t e d t h r o u g h o u t the b u i l d i n g
would be more accessible i n terms
of t r a v e l distance t h a n one large
facility.
LUNCHROOM/THEATERS
(127,
128):
Spaces 127 and 128 were a lunchroom
in the o r i g i n a l B u r n h a m d e s i g n , w i t h a
counter a n d stools.
D u r i n g the N V C
renovations t h i s space was t u r n e d into
two f i x e d - s e a t t h e a t e r s w i t h projection
facilities i n a mezzanine s p a c e .
The
H V A C for the t h e a t e r s , w h i c h r e p r e s e n t s a s u b s t a n t i a l cooling load, i s
p r o v i d e d b y t h r e e small u n i t s located
on the Second Floor ( 2 2 5 ) , one for
each theater and one for the projection
booth.
Ductwork
for
supply
and
r e t u r n a i r r u n s t h r o u g h the Second
Floor and then horizontally
between
the o r i g i n a l ceiling and a new d r y w a l l
ceiling b u i l t for the N V C t h e a t e r s .
With t h i s i n m i n d , the estimate h a s
been s t r u c t u r e d to include the cost of
r e s t o r i n g the space i n R e s t o r a t i o n of
the H i s t o r i c B u i l d i n g a n d the cost of
new toilet room f i x t u r e s and f i n i s h e s i n
Renovations to Make the B a s i c B u i l d i n g .
I s i t l i k e l y that a developer w i l l want
two t h e a t e r s i n t h i s location?
Since
the
floors
now slope,
installing a
non-theater
function
will
require
demolition of the N V C floor at the v e r y
least.
T h e ceiling also has a specific
s h a p e , i n c l u d i n g two boxed-out soffits
decorated w i t h globe l i g h t i n g f i x t u r e s .
T h e presence of the mezzanine projection
room i s another specific condition as a
r e s u l t of being a t h e a t e r .
o
o
o
MEN'S SMOKING ROOM ( 1 2 3 , 124A,
124B):
T h i s space
h a s a similar
h i s t o r y to the Women's Lounge - the
toilet rooms were relocated d u r i n g a n
early
renovation.
However,
two
differences e x i s t :
o
o
T h e mezzanine above limits the
h i g h ceiling space to the f i r s t bay
only.
The
difficulty
in
providing
through-the-floor
plumbing
is
c r e a t e d by the presence of the
Metro e l e c t r i c a l room w h i c h i s
located i n the basement.
T h e same approach has been t a k e n to
estimate the cost of r e s t o r a t i o n of the
space i n the R e s t o r a t i o n to the H i s t o r i c
B u i l d i n g section of the estimate a n d
p r i c e toilet room f i n i s h e s i n Renovations
to Make the B a s i c B u i l d i n g .
6
C a n the e x i s t i n g H V A C be r e u s e d ?
Unless theaters are required, reworking
duct r u n s or relocating u n i t s w i l l be
necessary.
T h i s design u t i l i z e s three
small u n i t s for a single s p a c e , a n d
another function w i l l h a v e
different
load and d i s t r i b u t i o n r e q u i r e m e n t s .
What is proposed for the purpose of
estimating i s that the same general
p r i n c i p l e s u s e d i n the r e s t of the F i r s t
Floor be applied h e r e :
o
P u b l i c D i s p l a y : Assume t h a t t h i s
space,
which
had
clerestory
windows and a ceiling w i t h p l a s t e r
�ENGINEERING SURVEY
Architectural
o
decoration, w i l l be r e s t o r e d and
t h a t the d r y w a l l ceiling w i l l be
removed along w i t h the d u c t w o r k ,
Space b u t Not F u n c t i o n R e s t o r e d :
T h e H V A C u n i t s on the Second
Floor
are
available
for
reuse
h e r e , or e l s e w h e r e , depending on
the p r o g r a m .
Some w o r k w i l l be
r e q u i r e d to change the d u c t w o r k
location from above the ceiling to
a different location - w i t h i n the
a l c o v e s , for i n s t a n c e .
o
o
Office Floor R e s t o r a t i o n C o n s i d e r e d
T h e question of w h e t h e r the office
spaces on the u p p e r floors should be
considered to contain h i s t o r i c a l s i g n i ficance i s quite d i s t i n c t and different
from the same question applied to the
public
spaces
on the F i r s t
Floor.
According
to
the c r i t e r i a u s e d
to
identify r e s t o r a t i o n s p a c e s , the u p p e r
floors were not p a r t of the r a i l r o a d
station as the gateway to the c i t y .
On the other h a n d , the c o n s t r u c t i o n of
t h i s space c o n s i s t s of a combination of
b u i l d i n g elements t h a t together make
an a r c h i t e c t u r a l u n i t y , c r e a t e d from a
combination of the n e c e s s i t i e s of the
technology, the a v a i l a b i l i t y a n d cost of
m a t e r i a l s , a n d the p a r t i c u l a r a r c h i t e c t u r a l taste of the e a r l y T w e n t i e t h
Century.
When
all
elements
are
p r e s e n t , i t i s possible to recognize the
collection as a " s t y l e " t y p i c a l of offices
a n d c o r r i d o r s i n the e a r l y T w e n t i e t h
Century.
I t would be possible for a
developer to r e s t o r e
the "look" of
office
space from the t u r n of the
Century.
T h i s r e p o r t assumes t h a t a r e s t o r a t i o n
of t h i s appearance i s not n e c e s s a r y i n
the office
spaces for the
following
reasons:
T h e main entrance to the office;
space is not t h r o u g h the F i r s t
Floor public s p a c e s , a n d , t h e r e f o r e , the appearance of the office
spaces is not essential to the
c o n t i n u i t y of the effect the a p p e a r ance of the public spaces e v o k e s .
T o d a y ' s m a r k e t w i l l demand a i r
conditioning (among other t h i n g s )
and the d u c t w o r k w i l l either be
exposed,
violating the a r c h i t e c t u r a l v o c a b u l a r y , or w i l l r e q u i r e
a
new
ceiling w i t h
diffusers,
thereby
concealing
the o r i g i n a l
exposed a r c h e d c e i l i n g .
T h r e e courses of action remain open to
a developer:
o
o
o
Restoration u s i n g modern materials
t h a t resemble materials u s e d i n
1908 so the appearance of the
office i s r e s t o r e d .
Selection of c e r t a i n 1908 elements
that e x i s t i n the b u i l d i n g and a
marriage of these w i t h modern
materials to produce an eclectic
result.
Removal of all 1908 elements (on
the i n t e r i o r ) to make the office
spaces
indistinguishable
from
similar space i n new b u i l d i n g s .
Please note t h a t a r c h i t e c t u r a l l y , the
retention of the e x i s t i n g windows and
the w i d t h of the wings (from the d a y s
before a i r conditioning) w i l l impose a
set of design
constraints that will
favor either a r e s t o r a t i o n or an eclectic
approach.
I t i s possible that g i v e n
the p r o x i m i t y of Union Station's h i s t o r i c
public
interiors,
the
continuity
in
image w i t h these two approaches w i l l
offer the optimum r e n t s .
7
�However,
a l l t h r e e approaches
are
equally feasible from a t e c h n i c a l v i e w point and w i t h i n an affordable r a n g e .
A developer w o u l d , no doubt, w a n t to
preserve
the
freedom
to
choose,
a c c o r d i n g to h i s i n s t i n c t s and c a l c u l a tions,
which
approach
would
best
balance cost a g a i n s t potential to achieve
optimum r e n t s .
T h e r e f o r e , w h a t is proposed for the
purpose of t h i s r e p o r t i s t h a t the cost
estimate be based on the a p p r o a c h of
creation of a b a s i c " s h e l l " b u i l d i n g ,
w i t h final tenant f i t - o u t design to be
determined as p a r t of the development
process.
Scope of R e s t o r a t i o n Summarized
T h e eight spaces identified as p a r t of
the o r i g i n a l r a i l r o a d station on p u b l i c
d i s p l a y h a v e been i n c l u d e d i n the cost
estimate as " r e s t o r e d " .
I n general,
t h i s means t h a t the recommended scope
of w o r k u s e d for the estimate for these
spaces i n c l u d e s :
CEILINGS:
Burnham-designed
ceilings should be r e s t o r e d .
plaster
WALLS:
B u r n h a m - d e s i g n e d wall t r e a t ments should be r e s t o r e d , or c l a s s i c a l l y based alterations done to accommodate
new H V A C .
FLOORS:
Floor
materials
should
replicate the o r i g i n a l . T h e r e f o r e , new
p a t t e r n e d marble floors a r e proposed
for the Main H a l l , E a s t H a l l , West Hall
and the t h e a t e r s , w i t h t e r r a z z o i n other
a r e a s except the C o n c o u r s e , w h i c h was
o r i g i n a l l y c o n s t r u c t e d as a p a t t e r n e d
concrete floor.
8
LIGHTS:
L i g h t f i x t u r e s should be
r e s t o r e d w h e r e the f i x t u e s s t i l l e x i s t ,
although
contemporary
lamping
is
proposed for
these f i x t u r e s .
Even
without lamps, the f i x t u r e s make a n
important c o n t r i b u t i o n to the appearance
of the s p a c e .
FIXTURES:
T h e estimate of the cost
of r e s t o r a t i o n does not include the
rehabilitation of o r i g i n a l f i x t u r e s no
longer i n place (many of w h i c h no
longer e x i s t ) t h a t are specific to a
p a r t i c u l a r space f u n c t i o n . Examples of
these i n c l u d e : t i c k e t c o u n t e r s , n e w s stands , toilet room f i x t u r e s and f i n i s h e s ,
lunchroom c o u n t e r s , benches e t c .
SKYLIGHTS
AND
CLERESTORIES:
T h e s e r e p r e s e n t one of the fundamental
design tools t h a t B u r n h a m employed i n
c r e a t i n g the appearance he sought i n
the h i s t o r i c i n t e r i o r s , and therefore
the cost of r e s t o r i n g these i s included
in the estimate.
MECHANICAL:
T h e conflict
between
the t e n d e n c y for modern H V A C to be
above the ceiling and the amount of
B u r n h a m ' s design t h a t i s concentrated
in the ceiling should be
resolved,
when p o s s i b l e , b y u n i t s and d u c t w o r k
located i n the basement feeding u p w a r d .
I n the E a s t H a l l , T h e a t e r / Lunchrooms
and the Women's L o u n g e , t h i s approach
is p r o s c r i b e d b y the L o n g - H a u l T r a c k s
below. T h e N V C had a i r d e l i v e r e d to
the E a s t Hall b y p l a c i n g d u c t w o r k
behind new false w o r k i n what had been
decorated alcoves ( r e p r e s e n t i n g a s u b s t a n t i a l change to the original d e s i g n )
from a Mechanical Room on the Second
Floor.
�ENGINEERING SURVEY
Architectural
H i s t o r i c Colors
I t was suggested i n the I n v e s t i g a t i v e
Report that a historic paint analysis
s t u d y be conducted to determine the
o r i g i n a l f i n i s h e s and colors for e x t e r i o r
and i n t e r i o r s u r f a c e s . I t was decided
to forego t h i s s t u d y because the time
r e q u i r e d to accomplish i t i n a c c r e d i t e d
fashion would exceed the time frame
for the s u r v e y .
I t i s recommended,
however,
that
a developer
should
undertake
such
a study
prior
to
r e f i n i s h i n g s u c h s u r f a c e s i n order to
provide
proper
documentation
for
possible
historic
restoration
tax
credits.
Where f i n i s h e s h a v e been found t h a t
appear
to
be
original,
these
are
described
and located i n the
First
Floor subsection of the A r c h i t e c t u r a l
s u r v e y section of the r e p o r t .
Restoration Techniques
T h e following techniques were u s e d as
the b a s i s of estimating the cost of
r e s t o r i n g the H i s t o r i c f i n i s h e s .
MASONRY:
Before
any
restorative
techniques may be u s e d , s o u r c e s of
w a t e r penetration
into the b u i l d i n g
must be stopped and a l l forms of
masonry must be as d r y as p o s s i b l e .
F o r the removal of e x t e r i o r s t a i n i n g on
the
granite,
high
pressure
water
without chemical a d d i t i v e s produces the
best r e s u l t s and i s the method most
acceptable
to r e g u l a t o r y a u t h o r i t i e s .
A t v e r y h e a v i l y stained a r e a s , a v e r y
fine g r i t of s a n d should be added to
the h i g h p r e s s u r e w a t e r , not h i g h
pressure sand by itself.
Removal of s t a i n s from the t e r r a cotta
w o r k i s dubious i n that s t a i n s a r e most
likely
trapped
behind
the
surface
glaze.
T r i a l application of h i g h p r e s s u r e water i n a n o n c r i t i c a l a r e a would
be a d v i s a b l e , b u t s u c c e s s f u l r e s u l t s
should not be e x p e c t e d .
C r a c k i n g i n both g r a n i t e and t e r r a
cotta masonry is best t r e a t e d by u s i n g
the
following
technique.
At
each
c r a c k , c u t the c r a c k out to clean
m a t e r i a l , a minimum of 1/4" wide a n d
1 " deep.
T h e c u t should t h e n be
filled w i t h an epoxy compound, mixed
w i t h g r a n i t e d u s t at the g r a n i t e c r a c k s
and w i t h appropriate pigment at the
t e r r a cotta c r a c k s .
A t the g r a n i t e
c r a c k s , o v e r b u i l d the epoxy compound
and g r i n d to match the g r a n i t e f i n i s h .
Pointing i s best performed
for
the
l o n g e v i t y of the r e p a i r b y c u t t i n g b a c k
the joint a f u l l 1 " , cleaning the j o i n t ,
and p a c k i n g the joint f u l l w i t h a r i c h
mortar.
A t bad b r e a k s i n g r a n i t e masonry
( e . g . , bases of two p i e r s on the west
facade) saw c u t the p e r i p h e r y of the
b r e a k to p r o v i d e a 1/4" x 1/4" t r o u g h ,
d r i l l i n s t a i n l e s s steel dowels and b u i l d
up the p a t c h w i t h the same epoxy/
g r a n i t e d u s t m i x t u r e u s e d for c r a c k
r e p a i r i n l a y e r s to an o v e r b u i l d , then
g r i n d to match the g r a n i t e f i n i s h .
A t badly deteriorated t e r r a cotta w o r k ,
e.g.,
the s t r i n g - c o u r s e at the east
end of the n o r t h wall of the Concourse
( I n v e s t i g a t i v e R e p o r t ) , i t i s possible
to make r u b b e r molds and duplicate
the t e r r a cotta members.
T h e caution
is t h a t i t i s time consuming and v e r y
costly.
9
�S c a l i n g of g r a n i t e masonry at p i e r
bases adjacent to grade i s obviously
the r e s u l t of a t t a c k b y snow melting
s a l t s . T h e a l t e r n a t i v e to accepting the
removal
of
the
scale
during high
p r e s s u r e water c l e a n i n g , would be to
attempt p a t c h i n g as d e s c r i b e d a b o v e .
Where a r r i s e s a r e eroded on cornices
(See I n v e s t i g a t i v e R e p o r t ,
Appendix
A ) , the a l t e r n a t i v e to the r e s u l t s of
h i g h p r e s s u r e w a t e r cleaning would be
to attempt p a t c h i n g .
I n the cleaning p r o c e s s , do not attempt
spot or a r e a cleaning as i t w i l l not be
successful.
C l e a n the e n t i r e b u i l d i n g
for best o v e r a l l r e s u l t s .
E x p a n s i o n bolt holes i n g r a n i t e masonry
should be t r e a t e d i n the same fashion
as c r a c k s i n g r a n i t e m a s o n r y .
T h e following
method was u s e d to
estimate the cost of removing the p a i n t
on the C a r r i a g e P o r c h v a u l t . A t e s t
should be performed i n a n o n - c r i t i c a l
a r e a to e n s u r e t h a t no damage w i l l
result.
S t r i p off the p a i n t w i t h a low
p r e s s u r e , fine g r i t s a n d b l a s t and t h a t
once s t r i p p e d , p l a s t e r i n g techniques
be u s e d for r e p a i r s .
PLASTER:
Where damage to r u n n i n g
moldings at cornices or s t r i n g c o u r s e s
may be e n c o u n t e r e d , the technique i s
to c u t out the damaged portion a n d
use a profile tool of the same profile to
form the p a t c h i n the f i e l d .
T h e observation was that w h e r e coffered
p l a s t e r ceilings a r e damaged, as long
as an embellished portion of the coffer
r e m a i n s , a r u b b e r mold may be f a b r i cated and a new piece c a s t . T h e new
piece would t h e n be b u t t e r e d into the
10
damaged
areas.
Flat
portions
of
coffers r e p r e s e n t no problem, u t i l i z i n g
a combed f i n i s h tool.
T h e most difficult r e p a i r o c c u r s when
an e n t i r e coffer has been removed, a s ,
for example, o c c u r s i n the Concourse
ceiling at the F a s t Food R e s t a u r a n t
e x h a u s t s t a c k . I n t h i s c a s e , reframing
and l a t h i n g is r e q u i r e d .
The plaster
w o r k i t s e l f would be done i n cast
sections for the embellished portion.
T h o s e sections would be b u t t e r e d i n
place, t h e n the flat w o r k accomplished,
again w i t h a combed f i n i s h .
Damaged f l a t w o r k p l a s t e r on walls and
ceilings i s d i f f i c u l t to p r e d i c t as f a r as
r e p a i r scoping i s c o n c e r n e d .
I t must
be approached on an a r e a by area
b a s i s . G e n e r a l l y , the following may be
anticipated:
Where
the
surface
is
s o u n d , b u t has a multitude of age
c r a c k s , a bonding agent should be
applied as a base for skim coat p l a s t e r .
Where the white coat has d e t e r i o r a t e d ,
i t must be removed, a bonding agent
applied to the brown coat, the brown
coat leveled and a new white coat
applied.
I n some c a s e s , where holes
o c c u r and the l a t h i s obviously r u s t e d ,
the hole must be enlarged to encounter
sound m a t e r i a l .
A t t h a t point, one
s t a r t s from s c r a t c h w i t h new l a t h tied
to
the
existing
runner
channels,
s c r a t c h , brown and white coats w i t h
f i n i s h s u r f a c e to match e x i s t i n g .
A t b a r e clay tile walls and
bond
coat
the t i l e , t h e n
brown and white coats.
ceilings,
scratch,
No conditions were
observed which
could not be r e p a i r e d w i t h c u r r e n t
technology and available mechanics.
�ENGINEERING SURVEY
Architectural
Code Compliance
A t the time of the c o n s t r u c t i o n of
Union
Station,
standards
used
to
protect the p u b l i c from the h a z a r d s of
f i r e and panic were not as e x a c t i n g or
comprehensive as i n today's b u i l d i n g
codes.
A s p a r t of t h i s e n g i n e e r i n g
s u r v e y , an assessment of the w o r k
t h a t would b r i n g the Union Station
b u i l d i n g into compliance w i t h today's
code s t a n d a r d s has been i n c l u d e d i n
the estimate of B a s i c B u i l d i n g w o r k .
Code a n d O c c u p a n c y
Reference
CODE R E Q U I R E D :
Union Station i s
located w i t h i n the D i s t r i c t of Columbia,
w h i c h has enacted b u i l d i n g and f i r e
codes.
While
buildings
owned
by
agencies of the U . S . Government do
not r e q u i r e r e v i e w b y local a g e n c i e s ,
the local code i s often u s e d b y the
U . S . Government as the code of r e f e r ence when d e s i g n i n g a b u i l d i n g .
In
this Engineering S u r v e y ,
therefore,
compliance w i t h the D i s t r i c t of Columbia
B u i l d i n g Code (October 1981) has been
assumed.
I n one i n s t a n c e , a safety p r o v i s i o n t h a t
is i n e x c e s s of the r e q u i r e m e n t s of the
D . C . Code has been i n c l u d e d i n the
estimated w o r k . T h i s i s the addition of
an e x i t s t a i r i n the n o r t h w e s t c o r n e r of
the E a s t Wing.
I t ' s intention i s to
r e d u c e the dead-end distance to a n e x i t
in t h a t a r e a . T h e s u r v e y team bases
t h i s on sound professional judgment.
o
Mixed O c c u p a n c y - Two ( o r more)
classes of use without p h y s i c a l
separation.
o
Multiple O c c u p a n c y
- Two
(or
more) c l a s s e s of use p h y s i c a l l y
separated
by
fire-rated
construction .
T h e u s e s t h a t could be called for i n a
development of
Union Station h a v e
been
divided
into
three
multiple
occupanices:
o
Group E - Office space on the
Mezzanines,
Second, T h i r d and
F o u r t h Floors
o
Group
B
Parking
Garage,
Storage i n p a r t of the Basement
o
Group F - 3 on F i r s t Floor
Passenger
Terminal
Within the P a s s e n g e r T e r m i n a l might be
u s e s t h a t would be categorized as
either F - 2 ( R e s t a u r a n t / B a r A s s e m b l y )
or C ( M e r c a n t i l e ) .
I f t h e r e i s no
p h y s i c a l separation among them,
it
would constitute a mixed o c c u p a n c y .
T h e requirements of the group t h a t i s
most s t r i n g e n t would apply to the
entire a r e a .
I n the case of e g r e s s ,
this
i s group F - 3 , based on
the
requirement that occupancy be c a l c u lated u s i n g 7 s q . f t . / p e r s o n .
Egress Stairs
MIXED
OR M U L T I P L E O C C U P A N C Y :
T h e F R A h a s indicated t h a t f u t u r e
development might
include
different
t y p e s of o c c u p a n c i e s .
T h e r e a r e two
methods u n d e r w h i c h d i s p a r a t e u s e s
can
be
accommodated
in a
single
building.
S T A I R # 1 : T h i s i s located i n the West
Wing, west side a n d , at 65 inches
between s t r i n g e r s , p r o v i d e s 2.5 e x i t
units.
S t a i r #1 connects the F o u r t h
Floor w i t h grade at the F i r s t Floor
level.
E l e v a t o r #1 and S t a i r #1 s h a r e
l a n d i n g s , a condition permitted u n d e r
D . C . Code p r o v i d i n g t h a t the elevator
is i n a separate protected s h a f t and
11
�the openings a r e protected w i t h 1-1/2
h o u r r a t e d doors ( S e c t i o n 9 0 8 . 4 ( 3 ) ) .
A t w o - h o u r r a t e d enclosure w i l l be
r e q u i r e d s e p a r a t i n g the s t a i r s h a f t
( i n c l u d i n g the elevator s h a f t w i t h i n i t )
from the r e s t of each floor. Since the
floors w i l l be t w o - h o u r r a t e d , t h i s can
be accomplished w i t h fire-code g y p s u m
wallboard a n d steel s t u d p a r t i t i o n s s e t
b a c k from the h a n d r a i l s . T h e two-hour
r a t i n g s h o u l d e x t e n d to the F i r s t Floor
in o r d e r to p r o v i d e separation from the
multiple occupancy P a s s e n g e r T e r m i n a l .
STAIR
#1A:
I n o r d e r to use the
F o u r t h Floor " G y m " a r e a of the West
Wing ( 4 0 1 ) , a second means of e g r e s s
is r e q u i r e d i n addition to S T A I R # 1 .
T h i s indicates t h a t a new s t a i r c a s e
would be r e q u i r e d , a n d a l i k e l y location
is outside the p r e s e n t F o u r t h , T h i r d
a n d Second F l o o r s , p e n e t r a t i n g the
Roof o v e r Room 109A or 102 a n d making
e g r e s s into the C a r r i a g e P o r c h a r e a .
S t a i r w a y #1 p r o v i d e s 2.5 e x i t u n i t s ,
and s i n c e the F o u r t h Floor of the West
Wing i s 15,700 s q . f t . ,
only 3 e x i t
units are required.
T h e new s t a i r
could be 44 i n c h e s , or 2 u n i t s w i d e ,
the minimum allowed. A n enclosure of
new c o n s t r u c t i o n would be r e q u i r e d as
t h i s s t a i r would be located outside the
e x i s t i n g b u i l d i n g perimeter above the
Second F l o o r .
S T A I R #2: T h i s i s located i n the E a s t
Wing, south s i d e , a n d offers 2.5 e x i t
u n i t s for a 57 i n c h w i d t h between the
stringers.
I t i s similar to S t a i r #1 i n
that i t s h a r e s l a n d i n g s w i t h a n elevator
a n d r e q u i r e s a two-hour separation
from the remainder of the office floors
and from the p a s s e n g e r t e r m i n a l .
S T A I R #3: Located i n the E a s t Wing
the s t a i r i s j u s t south of the wall
d i v i d i n g the Concourse from the former
12
S e r v i n g A r e a ( 1 3 2 ) . T h i s s t a i r i s 52
inches wide between s t r i n g e r s , p r o viding 2 exit units.
A n elevator is
n e a r b y , b u t the c i r c u l a t i o n space i s
not s h a r e d . A two-hour separation i s
r e q u i r e d between the s t a i r a n d the
upper floors.
P r e s e n t l y , f l i g h t s begin
at the F o u r t h Floor a n d terminate at
the
First
Floor without access to
grade.
E x i t i s made either into the
Concourse or the S e r v i n g A r e a ( 1 3 2 ) .
G r a d e e g r e s s i s r e q u i r e d h e r e a n d can
be accomplished b y b u i l d i n g a new
flight to continue the s t a i r to the
Basement into space B 6 3 A . S t a i r #6,
w h i c h now connects the F i r s t Floor a n d
Basement, could also be u s e d for t h i s
purpose
by
b u i l d i n g the
two-hour
enclosure wall so as to contain e g r e s s
for both S t a i r #3 a n d S t a i r #6, w h i c h
would t u r n potentially leasable space
into s t a i r c i r c u l a t i o n . I n the Basement,
a c o r r i d o r c a n be b u i l t t h a t w i l l connect
the s t a i r l a n d i n g i n B63A w i t h grade
outside the n o r t h wall on a L o n g - H a u l
Track
platform
by
paralleling
the
n o r t h - s o u t h w a l l t h a t d i v i d e s the east
side of the Basement from the L o n g - H a u l
Track tunnel.
S T A I R #3A:
T h i s would be a new
s t a i r a n d i s i n c l u d e d i n the scope of
estimated w o r k i n o r d e r to decrease the
dead-end distance along the n o r t h side
of the E a s t Wing. P r e s e n t l y , t h e r e i s
a dead-end distance greater t h a n 125
f t . from either 224, 319 or 409 to S t a i r
#3. While the condition i s permissible
u n d e r the D . C . Code for an office
occupancy ( w h i c h only limits l e n g t h of
t r a v e l for t h i s o c c u p a n c y ) , many other
codes limit dead-end t r a v e l l e n g t h , a n d
p r u d e n c e s u g g e s t s that s u c h a large
area w i t h an e x i t on one side only
poses a s e v e r e safety h a z a r d .
The
addition of t h i s s t a i r also alleviates the
problem of t r a v e l lengths g r e a t e r t h a n
�ENGINEERING SURVEY
Architectural
those
allowed
from
the
Concourse
should a n y new s t r u c t u r e be c o n s t r u c t e d to the n o r t h .
T h i s s t a i r as p r o p o s e d , would begin at
the F o u r t h Floor a n d descend t h r o u g h
the east side of the v a u l t passage on
the F o u r t h F l o o r , 319, 224, 126C to
B 3 1 . Once i n the Basement, e g r e s s to
grade would be accomplished w i t h i n a
two-hour c o r r i d o r to be b u i l t p a r a l l e l i n g
the wall d i v i d i n g the w e s t side of the
Basement from the L o n g - H a u l T r a c k
t u n n e l , similar to S t a i r #3.
S t a i r #3 at Second Floor
Stairs
#2,
#3 a n d #5, w h i c h a r e
e x i s t i n g , total to 6.5 e x i t u n i t s .
The
l a r g e s t u p p e r floor i n the E a s t Wing is
approximately 25,500 s q . f t .
Therefore,
4.5 e x i t u n i t s a r e r e q u i r e d for the
E a s t Wing ( 2 5 , 5 0 0 ^ 6 , 0 0 0 ) . S t a i r #3A
need only be 44 i n c h e s wide since no
additional e x i t w i d t h i s r e q u i r e d for
the floor.
S T A I R #4:
T h i s s t a i r i s located on
the east side of the West Wing a n d has
a distance between s t r i n g e r s of 44
inches.
I t connects the F o u r t h Floor
t a n k room a r e a w i t h the balcony w a l k w a y
along the south side of the Main H a l l .
Since i t does not descend to grade at
p r e s e n t , i t does not qualify as a means
of e g r e s s .
T h e Second a n d T h i r d
Floors i n the West Wing a r e s e r v e d b y
only one other s t a i r ( # 1 ) .
Therefore,
a second means of e g r e s s i s r e q u i r e d
i n o r d e r to comply w i t h code. S e v e r a l
options a r e open:
o
S t a i r #5 at T h i r d Floor
Continue
stair
#4
from
the
Mezzanine l a n d i n g into the Main
Hall alcove ( 1 2 5 G ) a n d e x i t t h r o u g h
what i s now a window opening to
the f r o n t portico s i d e w a l k .
This
approach i s u n d e s i r a b l e since i t
would r e q u i r e major changes to
13
�the Main Hall and e x t e r i o r a p p e a r ance i n areas i n w h i c h r e s t o r a t i o n
has been i n d i c a t e d .
C o n t i n u i n g S t a i r #4 t h r o u g h the
s h a f t i n the poche between Alcove
( 1 2 5 G ) a n d the Men's Smoking
Room ( 1 2 4 B ) i s a t t r a c t i v e , b u t
closer
examination r e v e a l s
that
the s h a f t i s too n a r r o w for t h i s
p u r p o s e , u n l i k e the s h a f t between
125L
and
136B.
(Burnham's
c u r i o u s l a c k of symmetry between
the apses i n the Men's Smoking
Room a n d the Women's
Lounge
should be noted. )
T h e Men's Smoking Room ( 1 2 4 B )
is the only other F i r s t Floor room
along a n outside w a l l t h a t could
p r o v i d e space for S t a i r #4; b u t
t h i s , too, i s a space t h a t could
be r e s t o r e d .
T h e conflict between
restoration
aims for the F i r s t Floor i n the
Alcove
(125G)
a n d the
Men's
Smoking Room ( 1 2 4 B ) and the
need for a n e g r e s s s t a i r at t h i s
point impacts not only the Second
Floor a n d above,
as d i s c u s s e d
h e r e , b u t also the West Mezzanine
e g r e s s and the Basement e g r e s s
as d i s c u s s e d below. T h i s conflict
has been
decided
in favor
of
restoration
aims
here,
but a
d e s i g n e r , w h e n a specific program
is a v a i l a b l e , might consider the
simplicity of a F o u r t h Floor to
Basement e g r e s s
s t a i r at t h i s
point.
p e r s o n s s e e k i n g e g r e s s from the
Second or T h i r d Floor i n the West
Wing to t r a v e l up S t a i r #4, t h r o u g h
a two-hour r a t e d door, t h r o u g h
C o r r i d o r ( 4 0 6 ) , to refuge on the
East Side.
F u r t h e r t r a v e l to
g r a d e c a n be made v i a S t a i r #2.
Since t r a v e l l i n g up a s t a i r c a s e i s not
the f i r s t i n s t i n c t of a p e r s o n i n p a n i c ,
a c a r e f u l d e s i g n of the doors into the
enclosure i s n e c e s s a r y to create an
u p w a r d d i r e c t i o n of t r a v e l by following
the line of least r e s i s t a n c e offered by
panic-bar
hardware.
Further,
the
enclosure at the F o u r t h Floor of S t a i r
#5 w i l l r e q u i r e doors that d i r e c t u p w a r d
travel
toward
Corridor
(406),
and
t r a v e l from C o r r i d o r (441) to continue
into C o r r i d o r (406) a n d not down S t a i r
#5.
T h i s c a n be accomplished
by
b r e a k i n g t h r o u g h the west wall of
C o r r i d o r (441) and b u i l d i n g a new
c o r r i d o r n o r t h of S t a i r #5.
T h e D C Code implies t h a t e g r e s s up a
s t a i r c a s e i s permissable b u t the combination of t h i s w i t h horizontal refuge
is u n u s u a l ; s o , if t h i s a l t e r n a t i v e i s
considered i n a n y f i n a l d e s i g n , the
condition should be r e v i e w e d w i t h Code
a u t h o r i t i e s to determine if a v a r i a n c e i s
required.
S T A I R #5: Comments on S t a i r #4 also
apply to S t a i r #5. I t i s 44 i n c h e s wide
between
s t r i n g e r s and connects the
F o u r t h Floor on the west side of the
E a s t Wing w i t h the balcony walkway i n
the Main H a l l .
Garage
T h e solution t h a t has been i n c l u d e d
for p u r p o s e s of estimating i s to
p r o v i d e horizontal e g r e s s from the
West Wing to the E a s t Wing ( a n d
v i c e v e r s a ) v i a c o r r i d o r 406 on
the F o u r t h F l o o r .
This requires
Requirements
G A R A G E D E F I N I T I O N : T h e D C Code
d i s t i n g u i s h e s a " p a r k i n g g a r a g e " as
being u s e d for the storage ( b u t not
�ENGINEERING SURVEY
Architectural
r e p a i r ) of automobiles.
Also permitted
is t r u c k unloading and loading, p r o v i d i n g the v e h i c l e i s u n d e r the control
of the d r i v e r .
AREA LIMITATIONS:
T h i s use falls
w i t h i n the " B " storage c a t e g o r y , and a
2B b u i l d i n g i s limited to 20,000 s q . f t .
w i t h i n a single f i r e a r e a . T h i s a r e a
can be i n c r e a s e d b y 50% i f the p a r k i n g
is limited to p a s s e n g e r c a r s , w h i c h
b r i n g s the total to 30,000 s q . f t .
T h e open a r e a w i t h i n the w e s t side of
the Basement u n d e r the Concourse i s
approximately 55,000 s q . f t . as p a r t i tioned today, and an assumption was
made t h a t as much of t h i s a r e a as
possible would be desirable to use as a
single open a r e a for use as c a r p a r k i n g ,
baggage t r u c k loading, and d e l i v e r y to
commercial u s e s .
A n o t h e r bonus i s available i f the space
is s p r i n k l e r e d , adding 100% of the base
s q u a r e foot allowed, or another 20,000
sq.ft.
A d d i n g t h i s to the p r e v i o u s
bonus a c h i e v e s a total of 50,000 s q .
f t . , w h i c h i s close to t h i s entire a r e a .
T h e r e f o r e , a s p r i n k l e r s y s t e m for t h i s
a r e a has been i n c l u d e d i n the estimate
so t h a t the f u l l bonus a r e a i s available
as a single s p a c e .
T h e 50,000 s q . f t . i n the p a r k i n g a r e a
must be s e p a r a t e d from the r e s t of the
Basement b y a two-hour r a t e d f i r e
w a l l , w h i c h has been shown on the
Basement E g r e s s P l a n , along the n o r t h
side of the foundation of the w a l l that
d i v i d e s the Concourse from the Main
Hall.
VENTILATION:
Higher
than
usual
v e n t i l a t i o n r e q u i r e m e n t s are imposed on
the garage i n order to remove the
e x h a u s t of i d l i n g e n g i n e s .
T h i s can
be accommodated t h r o u g h s h a f t s t h a t
would be c o n s t r u c t e d outside the n o r t h
wall of the C o n c o u r s e .
Peak a c t i v i t y
requirements a r e 500 cfm per hour a n d
100% make-up a i r .
Basement E g r e s s
L E N G T H OF T R A V E L :
The provision
of s p r i n k l e r s w i l l allow a 150 foot
t r a v e l distance to a n e x i t w a y i n the
" B " use g r o u p .
Other use groups a r e
also 150 feet w i t h or without s p r i n k l e r s .
I n order to meet t h i s 150 foot r e q u i r e ment i n the south section of the West
Wing, either a f i r e - r a t e d e x i t c o r r i d o r
along the south w a l l , or an e g r e s s
stair
i s needed.
A n egress
stair
would
interfere
with
the
restored
spaces on the F i r s t Floor (emerging i n
125G would be l i k e l y ) , so a loop e x i t
corridor
has
been
shown on
the
Basement
Egress
Plan.
The
loop
allows e x i t i n g i n two directions from a n y
point i n the c o r r i d o r . E g r e s s to grade
is available either out the w e s t w a l l to
the s t r e e t or t h r o u g h the n o r t h w a l l to
the platforms on the L o n g - H a u l T r a c k s .
A continuation of the c o r r i d o r s y s t e m
p a r t w a y along the n o r t h w a l l c u t s the
t r a v e l length from the center section
u n d e r the Concourse to 150 feet. T h i s
c o r r i d o r system has been shown on the
Basement E g r e s s P l a n .
EXITS
REQUIRED:
Two
exits
are
required
from
the
" B " use group
g a r a g e , b u t t h e r e i s no requirement as
to e x i t w i d t h .
F i r s t Floor E g r e s s
L E N G T H OF T R A V E L :
S t a i r #3A would keep
T h e addition of
t r a v e l distances
15
�in the Concourse below 150 feet e v e n
w i t h the addition of a new s t r u c t u r e to
the n o r t h .
T h e q u a n t i t y of e x i t w i d t h r e q u i r e d
w i l l v a r y a c c o r d i n g to the m i x t u r e of
u s e s i n the planned development.
The
requirements a r e l i s t e d i n the code
abstract.
Mezzanine E g r e s s
DEFINITION:
I n o r d e r to qualify as
an open Mezzanine, the s q u a r e footage
of a n y a r e a must be l e s s t h a n o n e - t h i r d
of the a r e a into w h i c h i t i s open.
EAST
SIDE:
T h e Mezzanine
above
Room 132 i s g r e a t e r t h a n o n e - t h i r d
and,
therefore,
a n assumption was
made t h a t t h i s would be enclosed a n d
e g r e s s from t h i s space would be made
t h r o u g h S t a i r #3 and S t a i r #2.
WEST
SIDE:
T h e Mezzanine
above
Rooms 123 a n d 124A at p r e s e n t i s not
open to the floor below a n d i s s e r v e d
b y t h r e e s t a i r s , # 1 , #10 a n d #14. Of
t h e s e , only S t a i r #1 qualifies as a
means of e g r e s s .
A p r o v i s i o n i n the
code ( S e c t i o n 6 2 0 . 4 ) allows office space
in b u i l d i n g s w i t h t h r e e s t o r i e s or l e s s
to h a v e a single e x i t if the space i s
less t h a n 3,000 s q . f t . a n d the t r a v e l
distance i s l e s s t h a n 75 feet.
The
Mezzanine space c u r r e n t l y i s g r e a t e r
t h a n 3,000 s q . f t .
( i f the Mechanical
Room i s i n c l u d e d ) a n d h a s a t r a v e l
distance i n e x c e s s of 100 feet.
In
order to u s e t h i s s p a c e , a v a r i a n c e
could be s o u g h t , depending on the
specific o c c u p a n c y .
Upper Floor E g r e s s
E g r e s s from the Second, T h i r d , a n d
F o u r t h Floors i n the E a s t Wing and the
Second a n d T h i r d Floors i n the West
Wing c a n be b y means of the egress
Stairs
#1
through
#5,
which
are
described
in
detail
above.
These
s t a i r s p r o v i d e a n adequate total of e x i t
u n i t w i d t h for office occupancies. T h e
capacity for each s t a i r i s l i s t e d i n i t s
section.
C r e a t i n g r e n t a b l e space on the F o u r t h
Floor of the West Wing w i l l r e q u i r e
b u i l d i n g a new s t a i r , d e s c r i b e d as
S t a i r #1A, i n the p r e v i o u s section.
Note t h a t t h i s s t a i r i s r e q u i r e d for the
F o u r t h Floor o n l y , and not the Second
or T h i r d F l o o r s . I t r e p r e s e n t s , t h e r e fore , a n additional expense i n developing
the F o u r t h Floor West Wing as rentable
space above w h a t i s r e q u i r e d for the
other f l o o r s .
T h i s i s reflected i n the
estimate.
Fireproofing
T h e s t r u c t u r e of Union Station w i l l
r e q u i r e additional fireproofing i n order
to meet today's code.
The hourly
requirements a r e (See code a b s t r a c t
for s p e c i f i c s ) :
o
o
o
o
o
o
o
C r e a t i o n of a second e g r e s s s t a i r on
the east side of t h i s Mezzanine would
be d i f f i c u l t without compromising the
r e s t o r a t i o n aims of the space below.
16
A l l columns - 2 hour
F i r s t Floor - 2 hour
Separation
between
office
and
terminal - 2 hour
Roof o v e r F i r s t Floor - 3/4 hour
Second Floor - 2 hour
T h i r d a n d F o u r t h Floor - 1-1/2
hour
Roofs
o v e r S e c o n d , T h i r d and
F o u r t h Floors - 1 hour
�ENGINEERING SURVEY
Architectural
TILE ARCH FLOORS:
T h e excellent
f i r e - r e s i s t i v e qualities of segmental tile
a r c h floors was one reason t h e i r a p p l i cation was so w i d e s p r e a d .
Today's
r e f e r e n c e s for f i r e - r e s i s t a n c e , h o w e v e r ,
no longer l i s t t h i s c o n s t r u c t i o n , w h i c h
was made obsolete b y l e s s e x p e n s i v e
materials.
R e s e a r c h of the 1902 and
1906 editions of the D C B u i l d i n g Code
u n c o v e r e d d i s c u s s i o n of t h i s method of
fireproofing,
but
no
ratings
were
specified.
I n f u r t h e r r e s e a r c h i t was
found t h a t the Baltimore C i t y B u i l d i n g
Code (1950 edition) l i s t s a 2 hour
r a t i n g for a 4 i n c h t h i c k tile a r c h w i t h
1-1/2 i n c h e s of concrete fill and a 3/4
inch plaster ceiling.
T h e tile a r c h
floors i n Union Station range from 6 to
18 inches deep, w i t h 4-1/2 inches of
c i n d e r f i l l , 1 i n c h of concrete above,
and a p l a s t e r ceiling below.
Theref o r e , a 2-hour r a t i n g can be i n f e r r e d .
SUSPENDED P L A S T E R C E I L I N G S :
A
3/4 hour r a t i n g i s r e q u i r e d for these
ceilings.
T h e book " F i r e R e s i s t a n c e
R a t i n g s " ( D e c . 1964 P g . 20) p u b l i s h e d
b y the American I n s u r a n c e Association
l i s t s a one-hour r a t i n g for 3/4 i n c h ,
1:3 g y p s u m a n d s a n d p l a s t e r on metal
lath,
a c o n s t r u c t i o n similar to the
ceiling o v e r the Main Hall and the
Concourse.
national a n d local codes.
T h i s would
include a smoke alarm a c t i v a t o r a n d a
s p e a k e r s y s t e m for r e c o r d e d w a r n i n g
and evacuation messages.
E M E R G E N C Y G E N E R A T O R : T h i s would
p r o v i d e power to a n emergency l i g h t i n g
s y s t e m , ( i n c l u d i n g e x i t l i g h t s ) , and to
the e l e v a t o r s .
WET
STANDPIPES:
These
will
be
r e q u i r e d i n locations throughout the
b u i l d i n g to conform w i t h Section 3 2 . 7 ( a )
i n the D C F i r e Code.
Hose w i t h a
length of 100 feet must r e a c h w i t h i n 30
feet of a n y point i n the b u i l d i n g .
I n addition, i n each s t a i r c a s e , a wet
standpipe w i l l be located w h i c h w i l l be
connected to a F i r e Department Siamese
connection outside the b u i l d i n g .
AUTOMATIC
SPRINKLER
SYSTEM:
There
are
no
requirements
for
sprinklers
according
to
the
uses
assumed for the b u i l d i n g .
However,
i n o r d e r to i n c r e a s e the area allowed
within
a single
fire
area
in
the
Basement p a r k i n g g a r a g e , a s p r i n k l e r
has been included i n the estimate for
t h a t a r e a , as d i s c u s s e d i n Garage
Requirements.
Material
ADDITIONAL
PROTECTION:
Where
steel i s c u r r e n t l y e x p o s e d ,
protection
has been estimated on the b a s i s of
s p r a y e d - o n cementitious m a t e r i a l .
Emergency
Systems
I n c l u d e d i n the b a s i c b u i l d i n g estimate
are the following emergency s y s t e m s .
FIRE ALARM:
A building
f i r e alarm i s r e q u i r e d b y
evacuation
the latest
T h r e e pieces of steel from different I
beams u s e d i n the o r i g i n a l c o n s t r u c t i o n
at
Union
Station
were
tested
to
determine s t r e n g t h , p h y s i c a l properties
and
chemical
properties.
For
the
r e s u l t s , see the r e p o r t b y the T e s t i n g
Company, E . L . Conwell & C o . , at the
end of the S t r u c t u r a l Section.
The
two L a r g e I Sections were pieces c u t
from t y p i c a l steel framing members.
T h e s e samples meet or exceed a l l the
17
�requirements for s t r u c t u r a l steel i n
effect at the time Union Station was
built.
T h i s conclusion i s the same as
t h a t i n the e a r l i e r r e p o r t
entitled,
"Metallurgical I n v e s t i g a t i o n of T h r e e I
B e a m s " , performed b y V a l u e E n g i n e e r i n g
Laboratory
for
George Hyman C o n s t r u c t i o n C o . T h e Small I Section was
c u t from steel forming a base for the
w a t e r t a n k s i n the T a n k Room. T h i s
steel does not meet the r e q u i r e m e n t s
for
s t r u c t u r a l s t e e l , b u t since the
steel was not u s e d as t y p i c a l s t r u c t u r a l
f r a m i n g , the r e s u l t s of the t e s t of t h i s
section do not a p p l y to the determination of
material p r o p e r t i e s
of
the
s t r u c t u r a l frame.
Code A b s t r a c t
D i s t r i c t of Columbia
October 1981.
Building
Code,
POSSIBLE USE GROUPS:
F i r s t Floor:
o
F-3
Assembly
(Passenger
Terminal)
o
F - 2 - Assembly ( R e s t a u r a n t / B a r )
o
C - Mercantile
Upper F l o o r s :
o
E - Business
Basement:
o
B - Storage ( P a r k i n g as multiple
occupancy is ( S e c t i o n 3 0 4 . 2 ( 3 ) 4 a )
permitted i n T y p e 1 c o n s t r u c t i o n
w i t h a f i r e separation r a t i n g of 2
hours (Table 7 ) .
EXISTING BUILDINGS:
B u i l d i n g s altered or c o n v e r t e d to F - 2
or F - 3 u s e s must meet e g r e s s r e q u i r e ments for new c o n s t r u c t i o n ( S e c t i o n
639.1).
DEFINITIONS:
o
o
o
o
Mixed O c c u p a n c y - Two ( o r more)
classes of use without p h y s i c a l
separation ( S e c t i o n 2 0 1 . 0 ) .
Multiple O c c u p a n c y
- Two
(or
more) c l a s s e s of use p h y s i c a l l y
separated b y f i r e s e p a r a t i o n s .
Parking Garage:
storage without
r e p a i r or s e r v i c e f a c i l i t i e s .
Storage
Garage:
repair
and
storage.
BUILDING HEIGHTS:
( F r o m F i r s t F l o o r , a c c o r d i n g to B u r n h a m
Drawings)
18
�ENGINEERING SURVEY
Architectural
Cornice of Main H a l l Roof: 122'-10"
Top of p y r a m i d a l roofs f l a n k i n g C e n t r a l
Pavilion: 101'-6".
Fourth Level:
E a s t Wing
West Wing
Top of pyramidal roofs at end p a v i l i o n s :
78'-3-l/2".
TOTAL
Top of
76'-10".
roof
over
West
Wing
Gym:
Top of cornice at E a s t a n d West Wing
Offices:
69'-8-1/2".
* FLOOR A R E A S :
39,170
FIRE SEPARATION RATING:
A l l groups
303.5).
0
F-3:
0
F-2:
0
C:
0
E:
212,000
0
0
IB:
B:
38,805
29,600
21,722
85,050
Basement:
Mezzanines:
All Areas
above:
8,830
8,830
Second L e v e l :
E a s t Wing
West Wing
25,540
10,890
Third Level:
E a s t Wing
West Wing
25,380
10,890
36,430
36,270
Special
Study
for
* Source
is
the T a s k Force on Union S t a t i o n ,
October, 1977.
2 hours
(Section
T Y P E S OF C O N S T R U C T I O N :
175,177
F i r s t Floor
Main Hall
E a s t Wing a n d
P r e s i d e n t i a l Suite
West Wing
Concourse
472,467
Type 1 required
over 60 feet.
G r o s s S q u a r e Footage:
23,400
15,770
(Section
303.6(2)
if
I B •- Unlimited height and
area
I B •- Unlimited height a n d
area
I B •• Unlimited h e i g h t a n d
area
1C •- Unlimited height and
area
I B - 20,000 s . f .
I B - 20,000 basic
( 1 ) 10,000 S e c t i o n 3 0 4 . 2 ( 2 ) 1
30,000 w/o s p r i n k l e r s
( 2 ) 20,000 T a b . 6 note F
50,000 w / s p r i n k l e r s
Passenger
Cars
(Section
304.2(3)2):
i f limited
to
passenger c a r s , i n c r e a s e b y
50%, h o w e v e r , t r u c k loading
and unloading i s permitted i n
T y p e 1 Group B w i t h e n t r y
at grade when vehicle i s i n
control of the d r i v e r and
not stored t h e r e .
S p r i n k l e r s (Note F - T a b l e
5A-1:
if
equipped
with
s p r i n k l e r s y s t e m not o t h e r wise
required,
increase
100%, calculated from b a s e .
S p r i n k l e r s are required in
19
�storage
garages
(with
r e p a i r f a c i l i t i e s ) o n l y , not
in p a r k i n g garages (Section
304.2(6)).
STAIRWAY TO ROOF:
May be an e x t e r i o r ladder i n e x i s t i n g
buildings (Section 641.5).
NUMBER O F E X I T S :
GARAGE VENTILATION:
o
o
o
o
o
o
F-3:
F-2:
C:
E:
B:
0-74 ( p o p . ) - 1
75-199 - 2
200-299 - 3
300 p l u s - 4
0-74 - 1
75 p l u s - m i n . 2
(above
or
below
level)
0-125 - 1
125 p l u s - m i n . 2
(at egress level)
Minimum - 2
Minimum - 2
Minimum - 2
o
o
egress
EXIT REQUIREMENTS:
o
F-3:
o
F-2:
o
o
C:
E:
o
B:
7 s.f./person
100 p e r s o n s / u n i t door w i d t h
75 p e r s o n s / u n i t s t a i r w i d t h
10 s . f . / p e r s o n
100 p e r s o n s / u n i t door w i d t h
75 p e r s o n s / u n i t s t a i r w i d t h
3,000 s . f . / u n i t e x i t w i d t h
6,000 s . f . / u n i t e x i t w i d t h
(not cumulative per f l o o r )
No w i d t h p r o v i s i o n ( S e c t i o n
6 2 4 . 2 ) (one u n i t e x i t w i d t h
equals 22 i n c h e s )
L E N G T H OF T R A V E L :
0
0
0
0
0
20
F-3:
F-2:
C:
E:
B:
150
150
150
150
100
150
ft.
ft.
ft.
ft.
f t . w/o s p r i n k l e r s
ft. w/sprinklers
500 cfm p e r p a r k i n g
peak a c t i v i t y ,
350 cfm p e r p a r k i n g
normal a c t i v i t y ,
100% makeup a i r .
space
at
space
at
�ENGINEERING SURVEY
Architectural
HOUR R A T I N G S :
From T a b l e 3 :
Type I B
T y p e 1C
0
I n t . B e a r i n g Walls
2
2
0
F i r e Walls
2
2
0
Exit Corridors
2
2
0
S h a f t s L e s s T h a n 10 f t . s q .
1
1
0
Public Corridor
3/4
3/4
0
Columns, G i r d e r s , T r u s s e s
2
2
0
Floors ( i n c l . beams)
2
1-1/2
0
Roof
1-1/2
1
3/4*
1
3/4
3/4*
Partitions
( l e s s t h a n 15 f t . )
(15-20 f t . from f l o o r )
(more t h a n 20 f t . )
Protection not r e q u i r e d for F - 2 a n d F - 3 T y p e 1 w i t h s p r i n k l e r s .
21
�Historic Facades
P r e s e r v a t i o n of the e x t e r i o r facades of
the Union Station B u i l d i n g i s as important as p r e s e r v a t i o n of the i n t e r i o r s i f
the b u i l d i n g i s to f u l f i l l i t s role as
gateway to the nation's c a p i t o l .
To
t h i s e n d , the s u r v e y was d i r e c t e d to
i n v e s t i g a t i o n s , f i n d i n g s a n d conclusions
w h i c h could be t r a n s l a t e d into a scope
of w o r k a n d a n estimate for r e p a i r a n d
r e s t o r a t i o n as defined i n t h i s r e p o r t .
Following
the
Investigative
Report
phase of the s u r v e y , additional detailed
d r a w i n g s p r e p a r e d d u r i n g the c o n s t r u c tion of Union Station w e r e obtained
w i t h w h i c h to evaluate i n i t i a l f i n d i n g s
and
to
plan
subsequent
detailed
investigations.
T h e I n v e s t i g a t i v e R e p o r t d e t a i l e d , on a
b a y - b y - b a y b a s i s , the condition of the
p u b l i c facades of the H i s t o r i c B u i l d i n g .
T h e definition of the w o r d bay as u s e d
here i s , as commonly understood i n the
b u i l d i n g design p r o f e s s i o n s , a portion
of a b u i l d i n g t h a t i s determined h o r i zontally b y the c e n t e r l i n e s of columns
or p i e r s a n d v e r t i c a l l y b y the height
of the b u i l d i n g . A p u b l i c facade, as
the term i s u s e d h e r e , i s one exposed
to f u l l v i e w from g r o u n d l e v e l .
Not
detailed i n the I n v e s t i g a t i v e
Report
was the condition of n o n - p u b l i c facades
of the b u i l d i n g , a n d a section i s
included here.
View of C a r r i a g e
southwest
Porch
looking
from
GLAZING:
T h e s u r v e y of s k y l i g h t s ,
windows,
transoms
and
clerestory
windows i s l i s t e d i n another A r c h i t e c tural subsection.
E X T E R I O R L I G H T I N G : T h e condition
of e x t e r i o r decorative l i g h t i n g f i x t u r e s
is d i s c u s s e d i n the E l e c t r i c a l Section of
this report.
22
E x t e r i o r of H i s t o r i c
from southwest
Building
looking
�ENGINEERING SURVEY
Architectural
I n b r i e f , the p u b l i c facade conditions
detailed i n the I n v e s t i g a t i v e
Report
may be summarized as below.
E x i s t i n g Condition
Stained stonework i n Portico at B a y 21
W A L L S : Masonry walls are sound w i t h
generally tight joints.
E v e n though
the b u i l d i n g was cleaned i n p r e p a r a t i o n
for the B i c e n t e n n i a l C e l e b r a t i o n , t h e r e
is considerable s t a i n i n g a n d discoloration
of the masonry s u r f a c e s . T h e p i e r s of
the main portico on the south facade
a r e c r a c k e d i n the middle for t w o - t h i r d s
of t h e i r height on the east a n d w e s t
f a c e s , a n observation made s u b s e q u e n t
to the I n v e s t i g a t i v e R e p o r t . D i s p l a c e ment of parapet stones was o b s e r v e d
i n the west portico of the south facade.
Displacement a n d c r a c k i n g of stones
was o b s e r v e d
on the west facade.
Some s u r f a c e s p a l l i n g of g r a n i t e masonry
is e v i d e n t , p a r t i c u l a r l y at the base of
the b u i l d i n g .
DOMES: Of the masonry domes i n the
east and south p o r t i c o s , one i n the
east a n d nine i n the south are c r a c k e d .
With the exception of four domes i n
the east p o r t i c o , a l l others display
some degree of s t a i n i n g w i t h some
showing h e a v y s t a i n i n g .
Numerous i n s t a n c e s of minor damage
exist,
r e s u l t i n g from
miscellaneous
changes over the y e a r s .
There are
expansion bolt holes i n masonry w a l l s ,
u n u s e d c h a i n s dangling from the south
facade portico a r c h openings, r e s i d u a l
s i g n s from the d a y s of the National
V i s i t o r s ' C e n t e r usage of the b u i l d i n g ,
u n u s e d metal p l a n t e r boxes i n some
F i r s t Floor window openings, e t c .
View from C a r r i a g e P o r c h looking east
23
�E X T E R I O R D O O R S : With the exception
of s i x doors on the east facade a n d
one on the south facade ( a l l opening
into the P r e s i d e n t i a l Suite C o m p l e x ) ,
none of the e x t e r i o r doors a r e o r i g i n a l
construction.
Of the s e v e n o r i g i n a l
doors, f i v e a r e i n need of r e s t o r a t i o n .
T h e remaining seventeen door openings
h a v e been fitted w i t h a v a r i e t y of
c o n s t r u c t i o n s of w h i c h f i v e at the
C a r r i a g e P o r c h a r e metal r e v o l v i n g
door assemblies a n d the balance a r e
wood v e n e e r e d doors w i t h single glazed
vision panels.
WALKING
SURFACES:
Within
the
p o r t i c o s , these a r e i n e x c e l l e n t condition
at the w e s t , i n good condition at the
s o u t h , a n d i n poor condition at the
east.
I n the l a t t e r c a s e , r e s i l i e n t tile
was applied to the o r i g i n a l concrete
s u r f a c e a n d i t i s now b a d l y deteriorated.
T h e d r i v e w a y to the P r e s i dential Suite e n t r a n c e h a s been i n - f i l l e d
with
a
coarsely
finished
blacktop
paving material.
Investigative Tasks Required:
A s a consequence of the v i s u a l s u r v e y
a n d a n examination of c o n s t r u c t i o n
documentation, the following conditions
were identified as r e q u i r i n g f u r t h e r
i n v e s t i g a t i o n as p a r t of the p h y s i c a l
survey:
o
o
o
o
Remedy for g r a n i t e s t a i n i n g
Degree of masonry displacement at
cracking
Remedy for s u r f a c e s p a l l i n g
Nature of dome c o n s t r u c t i o n
The
major
p r e l i m i n a r y f i n d i n g was
t h a t , p e n d i n g the i n v e s t i g a t i o n of dome
and wall c r a c k i n g , t h e r e appeared to
be no i r r e p a r a b l e damage to the e x t e r i o r
24
facades of the b u i l d i n g . O t h e r p r e l i m i n a r y f i n d i n g s w h i c h led to i d e n t i f y i n g
f u r t h e r i n v e s t i g a t i o n a r e as follows:
STAINING
OF G R A N I T E MASONRY:
T h i s i s d i r e c t l y r e l a t e d to points of
water penetration into the b u i l d i n g
caused b y f a i l u r e s of roofing
and
flashing
details.
Investigation
was
performed to determine an appropriate
remedy.
C R A C K I N G OF G R A N I T E MASONRY:
A t the w e s t facade attic a r e a ( w h e r e
the " G y m " i s located) a n d i n the south
facade main portico p i e r s , c r a c k i n g h a s
o c c u r r e d , as well as displacement of
stones i n the west facade a n d the west
end of the s o u t h facade.
I t is related
to points of w a t e r penetration into the
b u i l d i n g caused b y f a i l u r e of roofing
and f l a s h i n g details a n d parapet cap
joint s e a l s .
I n v e s t i g a t i o n was p e r formed
to determine the degree of
bowing
i n walls a n d to
determine
appropriate remedies.
SURFACE
SPALLING
OF
GRANITE
MASONRY:
T h i s e x i s t s at the base of
the b u i l d i n g i n a r e a s exposed to salts
u s e d for
snow and/or ice melting.
I n v e s t i g a t i o n was performed to determine
an appropriate remedy.
DOME C O N S T R U C T I O N : Minor domes
in the east a n d south porticos a n d
major domes i n the east a n d w e s t end
b a y s of the south portico appear to be
c o n s t r u c t e d of t e r r a cotta as indicated
on the c o n s t r u c t i o n phase d r a w i n g s for
the
building.
The
same
document
source indicates t h a t the main portico
domes i n the south facade were c o n s t r u c t e d of g r a n i t e .
I n v e s t i g a t i o n at
close r a n g e was performed to v e r i f y
these assumptions as well as to c h e c k
�ENGINEERING SURVEY
Architectural
the dome c r a c k s for s u r f a c e displacement
and to v e r i f y actual c o n s t r u c t i o n of
the domes.
View
of
deteriorated
column base of Portico
stonework
at
CARRIAGE
PORCH DISCOLORATION:
T h e major b a r r e l v a u l t at the C a r r i a g e
P o r c h was v e r i f i e d to be of suspended
cement p l a s t e r c o n s t r u c t i o n e a r l y i n
the s u r v e y . T h r o u g h window openings
into the f u r r e d space above the v a u l t ,
h a n g e r s , main and secondary s u p p o r t
channels and p l a s t e r k e y e d t h r o u g h
metal lath can be o b s e r v e d .
Again,
a r e a s of damage a r e d i r e c t l y related to
points of water penetration into the
b u i l d i n g caused b y failure of roofing
and f l a s h i n g d e t a i l s .
I n this case,
f a i l u r e of i n t e r n a l r a i n w a t e r conductors
also
contributed
to
the
damage.
I n v e s t i g a t i o n was performed to determine
the n a t u r e of the discoloration a n d a
method for i t s removal.
Physical Investigations:
T h r e e sets of p h y s i c a l
were performed:
o
o
o
View of dome inspection
investigations
close up inspection of c r a c k e d
domes,
a s t r i n g l i n e inspection of p a r a p e t s
s u s p e c t e d of bowing,
the retention of an e x p e r i e n c e d
masonry r e s t o r a t i o n contractor to
r e v i e w methods of masonry r e p a i r
and c l e a n i n g .
I N S P E C T I O N O F D O M E S : A s i x t y foot
t r u c k extension c r a n e equipped w i t h a
p e r s o n n e l b a s k e t was obtained
and
u s e d to i n s p e c t the nine damaged
domes i n the s o u t h portico.
I t was
not possible to i n s p e c t the one damaged
dome i n the east portico because of the
presence of r e n t a l c a r s i n the p a r k i n g
area at that e n d .
I t was also not
possible to i n s p e c t the b a r r e l v a u l t at
25
�the C a r r i a g e P o r c h because of danger
to the safety of Metro p a t r o n s a n d
a r r i v i n g and d e p a r t i n g r a i l p a s s e n g e r s .
A n i n i t i a l intention to core the domes
was not c a r r i e d out because of potential
damage to the f i n i s h materials a n d the
d i f f i c u l t y of r e p a i r i n g the core hole or
any additional damage w h i c h might h a v e
occurred.
T h e method for the i n v e s t i g a t i o n was
to place a n inspector equipped w i t h a
probe and a d i c t a t i n g device into the
personnel
basket
of
the
c r a n e at
g r o u n d l e v e l a n d t h e n to e x t e n d the
c r a n e boom to w i t h i n touching distance
of the dome s u r f a c e .
T h e c r a n e was
stationed at the centerline of each of
the b a y s i n v e s t i g a t e d .
T h e extension
capabilities of the c r a n e were s u c h
t h a t v i r t u a l l y a l l s u r f a c e s of each dome
were a c c e s s i b l e . Following the p h y s i c a l
inspection,
a photographer
recorded
t y p i c a l damage to the dome i n B a y 18.
I n a l l , the domes i n B a y s 9 , 10, 1 3 ,
15,
16, 18, 20, 23 and 27 were
inspected.
( B a y numbers as shown on
the F i r s t Floor A r c h i t e c t u r a l P l a n at
the end of the A r c h i t e c t u r a l S e c t i o n . )
T h e r e s u l t s of t h a t i n v e s t i g a t i o n a r e
summarized as follows:
I t was v e r i f i e d t h a t a l l domes, w i t h the
exception of B a y s 18, 19 a n d 20, a r e
c o n s t r u c t e d w i t h t e r r a cotta tiles as
the s u r f a c e f i n i s h m a t e r i a l . B a y s 18,
19 a n d 20 contain domes s u r f a c e d w i t h
g r a n i t e masonry members.
C r a c k s i n domes,
both granite a n d
t e r r a c o t t a , d i s p l a y e d minor s u r f a c e
displacement.
T h e r e was evidence of p r e v i o u s joint
and c r a c k pointing of poor q u a l i t y .
T h e pointing material was not c u t into
26
C r a c k i n dome at B a y 18
�ENGINEERING SURVEY
Architectural
the masonry to a n y d e p t h , b u t merely
a surface application, and is starting
to c r u m b l e .
Probes of open joints between masonry
sections were stopped at 4 i n c h e s of
depth b y h a r d material above.
Where c r a c k s i n domes o c c u r , t h e r e i s
no
visible
evidence
of
any
crack
t r a v e l i n g to a n d down a n y s u p p o r t i n g
a r c h or p i e r .
S t a i n i n g at t e r r a cotta domes i s t r a p p e d
b e h i n d the glazed s u r f a c e . S t a i n i n g at
g r a n i t e domes is on the s u r f a c e of the
granite.
At
close
inspection r a n g e ,
i t was
evident t h a t some t e r r a cotta tiles a r e
chipped at the glazed s u r f a c e .
A c o r r o l a r y inspection c a r r i e d out l a t e r
was the observation of the top s u r f a c e
of the domes i n B a y s 17 ( t e r r a cotta)
a n d 18 ( g r a n i t e ) .
A c c e s s to the dome
in B a y 17 was obtained t h r o u g h an
inspection hole c u t into the floor of
the V a u l t Room on the Second F l o o r .
A c c e s s to the dome i n B a y 18 was
obtained t h r o u g h the roof access panel
for relamping the dome l i g h t i n g f i x t u r e .
T h a t inspection v e r i f i e d that the top
s u r f a c e s of the domes are composed of
a v e r y hard plaster-like material, that
total dome c o n s t r u c t i o n t h i c k n e s s i s
approximately 9 i n c h e s , t h a t masonry
members a r e tied together w i t h metal
clamps
buried
in
the
plaster-like
material,
a n d t h a t the
domes are
s e l f - s u p p o r t i n g w i t h no metal h a n g e r s
to pose r u s t i n g problems.
S T R I N G L I N E I N S P E C T I O N OF P A R A P E T
WALLS:
Two workmen were employed
to d r a w s t r i n g l i n e s t a u t as a baseline
against
which
an
inspector
could
measure
wall
displacement
at
two
locations.
T h e f i r s t location was the
west facade attic parapet w a l l ; the
second location was the parapet w a l l on
the south facade between
the West
T a n k Room and the Gymnasium. T h e
r e s u l t s of that i n v e s t i g a t i o n are s u m marized as follows:
T h e 153 foot long west facade parapet
wall showed no consistent p r o g r e s s i v e
bowing to the midpoint of the length of
the w a l l . Maximum displacement of 3/4
inch
occurred
above
the
cracked
stones i n the v e r t i c a l s u r f a c e of that
wall and is coincident w i t h the a r e a of
greatest water penetration of the roof.
T h e south facade parapet wall i s 124
feet long.
I n t h a t d i s t a n c e , consistent
p r o g r e s s i v e bowing to the midpoint of
the w a l l was o b s e r v e d .
T h e maximum
displacement of 3-1/2 i n c h e s o c c u r e d i n
the
two
parapet
capstones
at the
midpoint.
Visual
sighting
indicated
t h a t t h i s displacement continued down
into the b r i c k b a c k u p wall below,
t a p e r i n g b a c k to no displacement at a
distance of 4 feet below the parapet
cap.
Conclusions:
Following the p h y s i c a l investigations
and consultation w i t h s t r u c t u r a l members
of the s u r v e y team ( w h e r e a p p r o p r i a t e ) ,
conclusions
were
r e a c h e d as
noted
below:
STAINING
OF
GRANITE
MASONRY:
T h i s i s water induced a n d , for the
most p a r t , i s removable w i t h contemporary
cleaning
techniques.
The
caution is t h a t , i n a b u i l d i n g of t h i s
age, not all evidences of s t a i n s w i l l
disappear.
27
�MASONRY
DISPLACEMENT
FROM
CRACKING:
I n domes, c r a c k i n g i s not
of c o n c e r n from a s t r u c t u r a l s t a b i l i t y
viewpoint.
The
cracks
have
not
t r a v e l e d to and into s u p p o r t i n g members;
the domes a r e s e l f - s u p p o r t i n g ,
not
s u s p e n d e d , and t h e y a r e contained b y
massive
surrounding
structures.
T h e r e f o r e , the c r a c k i n g i s freeze/thaw
i n d u c e d and the r e p a i r measures a r e
for maintenance o n l y .
C r a c k i n g i n masonry w a l l s a n d p i e r s i s
not
of
concern
from
a
structural
stability
viewpoint.
Where
those
c r a c k s o c c u r , t h e r e i s not v e r t i c a l
displacement of horizontal joints nor
a n y other d i s p l a y of s t r u c t u r a l d i s t r e s s .
T h e c r a c k i n g o c c u r s at known a r e a s of
w a t e r penetration and may safely be
assumed to be the consequence
of
freeze/thaw c y c l e s .
R e p a i r measures
a r e for maintenance o n l y .
V i e w of Portico showing s t a i n i n g .
Horizontal
displacement
of
parapet
walls at the west facade a n d at the
w e s t portion of the south facade i s not
of c o n c e r n from a s t r u c t u r a l s t a b i l i t y
viewpoint.
A t the w e s t facade the
movement i s r e l a t e d
to
the
water
problems encountered i n the Gymnasium
a n d should not continue to move w i t h
the correction of those problems.
At
the south facade the movement was
i n d u c e d b y w a t e r penetration t h r o u g h
joints i n the p a r a p e t cap a n d s u b s e quent e x p a n s i o n i n the
freeze/thaw
cycle.
T h i s should not continue after
the r e p a i r of the p a r a p e t cap i n the
National P a r k S e r v i c e Phase I I Roofing
Repairs Contract.
I n n e i t h e r case i s
it a d v i s a b l e to tear down a n d r e b u i l d
the r e f e r e n c e d w a l l s .
N A T U R E O F DOME C O N S T R U C T I O N :
I t was determined t h a t , i n s e q u e n c e ,
minor domes i n the east and south
28
View of g r a n i t e dome.
r a d i a t i n g from c e n t e r .
Note
crack
�ENGINEERING SURVEY
Architectural
porticos had been designed f i r s t as
stone
masonry
s t r u c t u r e s , t h e n as
s u s p e n d e d cement p l a s t e r s t r u c t u r e s ,
b u t were a c t u a l l y c o n s t r u c t e d as t e r r a
cotta
masonry
structures.
Of
the
major
domes i n the south
portico,
those
i n the main e n t r a n c e
portico
were
i n i t i a l l y designed
and
finally
constructed
as
stone
masonry
s t r u c t u r e s while those at the east a n d
west ends of the south portico followed
the same sequence as the minor domes,
ending
up as t e r r a cotta
masonry
construction.
T h e monumental b a r r e l
v a u l t at the C a r r i a g e P o r c h , h o w e v e r ,
was designed as a suspended cement
p l a s t e r ceiling s y s t e m and remains so,
as c o n s t r u c t e d .
T h e statement was made i n the I n v e s t i g a t i v e R e p o r t t h a t all of the minor
domes i n the south portico h a d l i g h t
f i x t u r e s removed.
T h i s was based on
the fact t h a t the crown member of each
of the minor domes was pierced at i t s
c e n t e r w i t h a 1-1/2" to 2 " diameter
hole w h i c h was assumed to be access
for w i r i n g a l i g h t f i x t u r e . A c q u i s i t i o n
and
study
of
construction
phase
d r a w i n g s , specifically a l i g h t i n g f i x t u r e
s c h e d u l e , r e v e a l e d t h a t f i x t u r e s were
n e v e r planned for these domes.
While
it
cannot
be
said
with
absolute
c e r t a i n t y , the hole was probably an
aid to placing the crown member as the
l a s t piece of the dome i n the c o n s t r u c tion p r o c e s s .
VAULT COLORATION:
The distinctly
d i f f e r e n t coloration of the monumental
b a r r e l v a u l t at the C a r r i a g e P o r c h led
to the i n i t i a l conclusion t h a t i t had not
been cleaned along w i t h the r e s t of the
building,
in
preparation
for
the
Bicentennial
Celebration.
Further
r e s e a r c h u n c o v e r e d the fact t h a t t h i s
v a u l t had been p a i n t e d . T h e plan had
been to paint not only t h i s v a u l t b u t
also to paint a l l of the major and minor
portico domes.
T h e r e s u l t of p a i n t i n g
the v a u l t p r o v e d so u n s a t i s f a c t o r y t h a t
p a i n t i n g the domes was cancelled.
It
is
recommended
t h a t the paint
be
removed b y low p r e s s u r e , fine g r i t
s a n d b l a s t i n g and the p l a s t e r s u r f a c e s
be r e s t o r e d u s i n g p l a s t e r i n g t e c h n i q u e s .
I n t h i s i n s t a n c e , the paint removal
technique w i l l r e q u i r e s t r i n g e n t p r o tection for Metro p a t r o n s and equipment
at the escalator p o r t a l .
REPOINTING:
A thorough
repointing
program of a l l e x t e r i o r masonry where
joints have deteriorated i s w a r r a n t e d
from
the viewpoint
of
preventative
maintenance.
WALKING
SURFACE:
At
the
east
portico, t h i s i s u n s i g h t l y . I t i s s u g gested t h a t the r e s i l i e n t tile material
be removed and the s u r f a c e of the
existing
concrete
be
ground
and
resealed.
P r i o r i t i e s for
Work:
None of the w o r k suggested i n t h i s
section i s of immediate u r g e n c y .
All
of the w o r k i s either of a maintenance
or
a historical restoration
nature.
H o w e v e r , prolonged deferment of the
c r a c k r e p a i r s , repointing and masonry
cleaning w i l l only exacerbate e x i s t i n g
conditions.
Restoration w o r k should
follow i n the normal course of the
c o n s t r u c t i o n program.
29
�Non-Historic Exteriors
Contemporary Facades
T h e r e a r e t h r e e contemporary facades
( w e s t , n o r t h a n d e a s t ) . T h e east a n d
west,
with weathering
surfaces
of
white g r a n i t e , a r e i n good condition,
e x h i b i t i n g only minor damage.
The
n o r t h facade, w i t h a w e a t h e r i n g s u r f a c e
of s t u c c o , i s incomplete a n d e x h i b i t s a
g r e a t e r , although not major, degree of
damage.
R e p a i r s r e q u i r e d to the east
and w e s t facades a r e minor:
replacement of b r o k e n g l a s s , c a u l k i n g of open
joints,
r e s e t t i n g of stones at a r c h
s p r i n g i n g s a n d cleaning of metal f r a m e s .
Should a new s t r u c t u r e be c o n s t r u c t e d
to the n o r t h of the H i s t o r i c B u i l d i n g ,
the n o r t h facade
would become a n
i n t e r i o r w a l l , w h i c h would r e q u i r e a
different f i n i s h .
ORIGINAL
CONCOURSE
FACADES:
The
Concourse
originally
extended
approximately 75 feet f a r t h e r to the
east a n d to the w e s t t h a n i s c u r r e n t l y
the
case.
Those
extensions
had
e x t e r i o r walls composed of g r a n i t e a n d
t e r r a cotta masonry e x p r e s s e d i n the
same a r c h i t e c t u r a l idiom as the balance
of the H i s t o r i c B u i l d i n g . T h e w e s t w a r d
e x t e n s i o n was the f i r s t to be removed
as
p a r t of
the Metro c o n s t r u c t i o n
program.
T h e e a s t w a r d e x t e n s i o n was
removed i n the course of the c o n s t r u c tion program for the garage a n d the
southeast approach r a m p . T h e r e p l a c e ment f a c a d e s , as well as the n o r t h
facade, were t h e n r e s t a t e d i n a c o n temporary a r c h i t e c t u r a l idiom u s i n g the
same white g r a n i t e masonry as u s e d i n
the main portion of the b u i l d i n g on the
east and west f a c a d e s .
I n the i n t e r e s t of h i s t o r i c r e s t o r a t i o n ,
the s u r v e y team considered
recommending
the
r e c o n s t r u c t i o n of,
at
30
Intercepting
Porch
barrel
v a u l t at
View of n o r t h w e s t corner of
B u i l d i n g from Northwest Ramp
Carriage
Historic
�ENGINEERING SURVEY
Architectural
View
of
Building
east
facade
of
Historic
l e a s t , the E a s t a n d West Concourse
facades i n the o r i g i n a l a r c h i t e c t u r a l
idiom.
A n impetus to t h i s c o n s i d e r a tion was the d i s c o v e r y that the o r i g i n a l
g r a n i t e stones h a d been stored i n the
W Street T r a i n Y a r d . Discussion with
Washington T e r m i n a l Company r e p r e s e n t a t i v e s about the cache of masonry
artifacts
verified
its existence but
diminished i t s value as a source of
material
for
reconstruction.
When
demolished, the pieces of the facade
had not been coded i n a n y fashion nor
had t h e y been stockpiled i n a n y o r d e r l y
manner.
F u r t h e r , there could be no
guarantee t h a t the full complement of
facade pieces remained, as there h a d
been no systematic controls on removal,
nor s e c u r i t y measures i n s t i t u t e d to
forestall
pilferage
of
the m a t e r i a l .
Therefore,
r e s t o r a t i o n would
be
a
r e l a t i v e l y e x p e n s i v e p r o c e s s , beginning
w i t h a s u r v e y of the contents of the
train
yard.
F o r the purposes
of
simplifying the estimate, t h i s w o r k was
not i n c l u d e d .
Non-Public Facades
View of windows i n E a s t C e n t r a l Wing
at T h i r d Floor
T h e n o n - p u b l i c facades can be d i v i d e d
in two g r o u p s :
those s u r r o u n d i n g or
bounding
interior light courts and
those on the n o r t h - f a c i n g facades of
the b u i l d i n g .
T h e facades at l i g h t
c o u r t s a r e c o n s t r u c t e d of a l i g h t beige
colored p r e s s e d b r i c k i n the u p p e r
reaches a n d of a white glazed b r i c k i n
the lower r e a c h e s .
T h e u s e of the
l i g h t colored b r i c k was calculated to
achieve maximum reflection of n a t u r a l
light into n e a r b y s k y l i g h t s a n d c l e r e stories.
T h e n o r t h - f a c i n g facades are
c o n s t r u c t e d of r e d b r i c k .
I n both
c a s e s , parapet caps a n d window s i l l s
are c o n s t r u c t e d of t e r r a cotta a n d
windows are wooden double h u n g s a s h .
S k y l i g h t s were c o n s t r u c t e d of metal
31
�and g l a s s w i t h leather s t r i p w a t e r proofing
a n d copper
caps
at
the
mullions.
S k y l i g h t s w i l l be d i s c u s s e d
i n g r e a t e r detail i n a separate section
of t h i s r e p o r t .
Conditions of
the
n o n - p u b l i c facades may be c h a r a c t e r ized as follows:
EXISTING
CONDITIONS:
Both
the
p r e s s e d and glazed b r i c k l i g h t c o u r t
walls were c o n s t r u c t e d w i t h n a r r o w
( 1 / 8 " w i d e ) mortar joints w h i c h , w h e r e
o b s e r v a b l e , appear to be i n acceptable
condition. T h e most p r e v a l e n t form of
damage o b s e r v e d i n these walls was
that of the c u t t i n g or c o r i n g of walls
to permit the i n t r o d u c t i o n of e l e c t r i c a l
conduits over the y e a r s . T h e s e walls
are relatively clean.
T h e n o r t h facing r e d b r i c k walls a r e
another
matter.
They
are stained
a n d , w h e r e o b s e r v a b l e , show deterior a t i n g mortar j o i n t s .
View of l i g h t c o u r t above Second Floor
at east c e n t r a l Roof
One notable difference from the p u b l i c
facades is t h a t the n o n - p u b l i c facade
window openings h a v e e x t e r i o r
sills
c o n s t r u c t e d of t e r r a cotta. T h o s e s i l l s
show evidence of deterioration at the
weathering joints.
Repairs
recommended
are,
cleaning
with high pressure water, repointing
and p a t c h i n g of holes w h e r e
they
occur.
Roof S u r f a c e s
T h e condition of the roofs at Union
Station i s outside the scope of the
s u r v e y . T h e Union Station Redevelopment A c t a s s i g n s r e s p o n s i b i l i t y
for
roof and drainage s y s t e m r e p a i r to the
National
Park
Service,
which
has
undertaken
a
separate
two-phase
program of v i t a l l y - n e e d e d roof r e p a i r s .
32
Deterioration on east c e n t r a l Roof
�ENGINEERING SURVEY
Architectural
Capstones on Roof
Phase I of t h a t program has been
c o n s t r u c t e d and i s completed.
Phase
I I of that program has been designed
and i s r e a d y to b i d , b u t , as of the
date of w r i t i n g t h i s r e p o r t , has not
y e t been b i d . T h e s u r v e y team c o n sulted frequently
w i t h the National
Park
Service
and
its
consultant,
r e v i e w e d p r o g r e s s submission b i d d i n g
documents, a n d evaluated those d i s cussions
a n d document
reviews
in
relation to conditions o b s e r v e d at the
s i t e . T h a t evaluation gave r i s e to the
opinion t h a t the roof r e p a i r program i s
being
conducted i n a professionally
competent fashion u s i n g s t a t e - o f - t h e - a r t
remedial measures w h i c h should g u a r antee w e a t h e r t i g h t conditions w i t h i n
i n d u s t r y s t a n d a r d s for l o n g e v i t y , i . e . ,
twenty y e a r s .
I t was noted, i n the
r e v i e w of documents, that a l l roofr e l a t e d items, s u c h as parapet caps
and s k y l i g h t s , h a d been accounted for
i n addition to the reroofing a n d f l a s h i n g
conditions.
Two items, the n a t u r e of
the capstone roof r e p a i r s at the four
major s o u t h facade t o w e r s , a n d removal
and r e i n s t a l l a t i o n of obsolete rooftop
a i r conditioning equipment were called
to the attention of the National P a r k
S e r v i c e for r e c o n s i d e r a t i o n as a consequence of information w h i c h came out
of t h i s s u r v e y . I t cannot be emphasized
too s t r o n g l y t h a t i t i s v i t a l t h a t the
Phase
I I Roof
R e p a i r Program
be
c a r r i e d out as soon as possible i n
o r d e r t h a t roof r e l a t e d water penetration
may be stopped.
I t i s t h a t water
penetration of the b u i l d i n g t h a t h a s
been r e s p o n s i b l e for most of the damage
to both the i n t e r i o r and e x t e r i o r of the
building.
33
�Glazing
T h e glazing i n the
can
be considered
categories:
o
o
o
Historic Building
in three
broad
Skylights
T r a n s o m s and C l e r e s t o r i e s
Windows
T h e windows to the u p p e r floors were
s u r v e y e d i n the I n v e s t i g a t i v e R e p o r t
and the r e s u l t s of that s u r v e y a r e
summarized h e r e .
Transoms, Clerestories and Skylights
are s u r v e y e d below. A table of s i z e s
a n d locations follows at the end of the
Architectural Section.
Glazing is described
in a discrete
subsection because i t i s important to the
r e s t o r a t i o n aims of both the e x t e r i o r
and the i n t e r i o r .
I n the estimate,
h o w e v e r , the w i n d o w s , transoms a n d
c l e r e s t o r i e s h a v e been i n c l u d e d w i t h
the e x t e r i o r r e s t o r a t i o n section and the
s k y l i g h t s are i n a s u b s e c t i o n of t h e i r
own.
I n t e r i o r view of saw-toothed s k y l i g h t
above E a s t Hall looking west (#32-34)
Skylights
B u r n h a m u s e d s k y l i g h t s both as a
source of u s e f u l l i g h t a n d for dramatic
a r c h i t e c t u r a l effect. T h e r e f o r e , r e s t o r ation of all the s k y l i g h t s h a s been
proposed i n the estimate w i t h the
Concourse a n d West Hall shown as
separate s u b t o t a l s .
First
floor
skylight
restoration
is
important so t h a t the appearance of
the h i s t o r i c spaces may be maintained:
obviously a l i g h t e d , a i r y ceiling g i v e s
a much d i f f e r e n t effect t h a n the h e a v y ,
d a r k impression the same ceiling would
h a v e w i t h the s k y l i g h t s c o v e r e d .
34
Skylights
above southwest
T h i r d Floor (#28-31)
wing
of
�ENGINEERING SURVEY
Architectural
F o r t u n a t e l y , the s k y l i g h t s over the
h i s t o r i c F i r s t Floor a r e a s h a v e a double
glazing
system.
T h e outside
glass
keeps the weather o u t , a n d the i n n e r
glass i s p a r t of the ceiling appearance.
B e c a u s e of t h i s c o n s t r u c t i o n , it i s
possible
to
renovate
the
exterior
construction
using
typical
glazing
materials i n u s e today, a n d create a
new w e a t h e r - t i g h t seal without c h a n g i n g
the appearance of the i n s i d e ceiling
glazing.
T h e condition of the ceiling
glass i s r e p o r t e d i n the s u r v e y section
of each space a n d i s i n good condition
generally e x c e p t for d i r t a n d occasional
broken panes.
W E S T H A L L ( 1 2 0 A ) : T h i s contains the
most dramatic s k y l i g h t application i n
the b u i l d i n g : a h i g h b a r r e l v a u l t w i t h
s k y l i g h t panes located as c o f f e r s . T h e
skylight has a t r u s s structure within a
four foot space between the glazing
l a y e r s . A t p r e s e n t the outside glazing
consists of 1 " t h i c k c o r r u g a t e d w i r e
glass panels laid up i n shingle f a s h i o n .
T h e mullions a r e copper w i t h leather
g a s k e t i n g c r e a t i n g the s e a l .
Several
e x t e r i o r panes a r e b r o k e n , a n d s e v e r e
l e a k i n g h a s been noted d u r i n g the
survey.
T h i s c o n s t r u c t i o n i s a candidate for
engineering p r e s e r v a t i o n , b u t for the
p u r p o s e s of t h i s s u r v e y , a modern
aluminum framing s y s t e m was proposed
as the b a s i s for the c o s t .
I n t e r i o r of r e c e s s e d l i g h t i n g f i x t u r e
r e p l a c i n g former s k y l i g h t (#18-22)
WEST H A L L SOUTH A L C O V E S ( 1 2 0 C - E ) :
T h e s k y l i g h t openings were
covered
w i t h roofing as p a r t of the N V C r e n o vations,
and ductwork
now
runs
between
the roof
s t r u c t u r e and a
drywall ceiling.
35
�T h e d r y w a l l c o n s t r u c t i o n should be
demolished as p a r t of the r e s t o r a t i o n
of the West Hall a r e a , a n d the d u c t w o r k
should be relocated into a d e l i v e r y
s y s t e m t h a t i s compatible w i t h the
c l a s s i c a l a r c h i t e c t u r e . A s p a r t of t h i s
w o r k , the s k y l i g h t s s h o u l d be reopened,
depending on the specific design of
the alcove c e i l i n g .
BAGGAGE
ROOM
(102-118;
120B):
T h e monitors for these s k y l i g h t s h a v e
not been roofed o v e r , b u t the glass
has
been r e p l a c e d w i t h
corrugated
metal.
A t the ceiling l e v e l i s a f l a t ,
i n n e r glazing i n a ceiling similar to
t h a t i n the E a s t H a l l .
Should these
s k y l i g h t s be reopened as a n amenity to
t h i s s p a c e , the relocation of the large
outside a i r d u c t from below the ceiling
w i l l be n e c e s s a r y .
C e i l i n g Of Concourse With S k y l i g h t
CONCOURSE
(100):
There
were
o r i g i n a l l y two s k y l i g h t s on either side
of the roof monitor w h i c h r a n the l e n g t h
of the v a u l t e d c e i l i n g .
The inner
glazing i s i n t a c t b u t d i r t y . T h e outer
glazing i s i n t a c t , b u t c o v e r e d w i t h
plastic
roofing
material.
When the
r e c e n t roofing w o r k was done, the
Concourse
was
partially
reroofed,
e x c e p t o v e r the former s k y l i g h t a r e a .
I n the remaining roof r e p a i r s , the outer
glass i s to be removed a n d r e p l a c e d
w i t h metal deck a n d roofing membrane.
I n c l u d e d i n the estimate i s the cost of
reopening
the
skylight
area
and
i n s t a l l i n g new g l a z i n g .
EAST
HALL
(137A):
This
ceiling
resembles the Baggage Room from the
interior,
b u t the e x t e r i o r i s t h r e e
continuous sawtooth monitors, r a t h e r
t h a n i n d i v i d u a l s q u a r e monitors t h a t
correspond
to
the
ceiling p a t t e r n .
A g a i n , r e s t o r a t i o n of these s k y l i g h t s
36
Skylights
above
Floor (#52-55)
East
Wing
Second
�ENGINEERING SURVEY
Architectural
will
r e q u i r e r e c o n s t r u c t i o n , as the
glass i s to be removed i n the remaining
roof r e p a i r s p r o g r a m .
SERVING A R E A (132A):
T h e r e are
three
skylight
openings
currently
roofed over t h a t c a n be
reopened.
Restoration
of
this
space
is
not
recommended as i t was not p a r t of the
public r a i l r o a d s t a t i o n , b u t the s k y l i g h t s could be opened for the purpose
of adding n a t u r a l l i g h t to make e i t h e r
t h i s space or the Mezzanine above more
easily r e n t a b l e .
C l e r e s t o r y t y p i c a l of n o r t h a n d s o u t h
walls of E a s t Hall (#9-18)
UPPER FLOOR S K Y L I G H T S :
A l l of
these either h a v e been or w i l l be
roofed over as p a r t of the c u r r e n t roof
repair program.
However, the framed
openings a n d c u r b s r e m a i n . Most of
these s k y l i g h t s would be desirable to
b r i n g n a t u r a l l i g h t into spaces that do
not h a v e w i n d o w s , a condition e x p l a i n e d
in detail i n the U p p e r Floors S u b s e c t i o n .
Transoms and Clerestories
Many of the t r a n s o m s , c l e r e s t o r i e s a n d
F i r s t Floor windows have t r i a n g u l a t e d
mullions, b u t only r a r e l y are the actual
panes of glass t r i a n g u l a r . More often,
a r e c t a n g u l a r pane i s s u b d i v i d e d b y
false
muntins into t r i a n g l e s .
This
condition
will
facilitate
glass
replacement.
WOOD F R A M E S :
T h e frames are made
of wood i n the West Mezzanine, P r e s i dential S u i t e , E a s t H a l l , a n d the h i g h ,
small c l e r e s t o r i e s of the Women's Lounge
Complex a n d the Men's Smoking Room
Complex.
C l e r e s t o r y on
Room (#19-23)
north
wall
of
Women's
All
wooden
clerestories
should
be
demolished a n d the glazing r e p l a c e d
37
�Basement
with
modern
framing
sections
and
i n s u l a t e d g l a s s . H o w e v e r , the o r i g i n a l
design appearance should be maintained.
METAL FRAMES:
T h e large
arched
windows into the Main H a l l , the Men's
Smoking Room Complex a n d the Women's
Lounge Complex h a v e metal f r a m e s .
T h e s e should be s c r a p e d , painted a n d
the b r o k e n panes r e p l a c e d .
Windows
I n a s u r v e y detailed i n the I n v e s t i g a t i v e
R e p o r t , the condition of the wooden,
double-hung
windows
on the
upper
floors
was l i s t e d .
B a s e d on t h i s ,
rehabilitation of
these windows was
recommended, w i t h the single e x i s t i n g
panes
of
glass replaced
with
new
double glazed i n s u l a t i n g g l a s s .
By
t h i s method, the o r i g i n a l appearance of
the e x t e r i o r can be maintained.
This
w o r k i n c l u d e s the following:
o
o
o
o
o
o
o
Remove e x i s t i n g s a s h from window,
Remove g l a s s , glazing stops a n d
putty.
Strip existing sash.
I n s t a l l new double-light i n s u l a t i n g
glass and new s t o p s .
Paint s a s h .
R e p a i r t r i m on f r a m e s .
I n s t a l l new s a s h c o r d , c o u n t e r weights , metal w e a t h e r s t r i p p i n g ,
a n d replace s a s h .
T h e baggage h a n d l i n g functions
of
Union
Station were
located
i n the
Basement i n a s y s t e m w h e r e s u i t c a s e s
were dropped off at the F i r s t Floor
West Hall Baggage Room (120B a n d
spaces to the n o r t h ) , and lowered to
the Basement t h r o u g h an opening i n
the floor.
T r u c k s h a d access to t h i s
area from a n opening i n the w e s t w a l l ,
w h i c h i s at grade due to the steep
slope i n F i r s t S t r e e t .
A similar condition on the east side allows grade
access also. I n both locations, t r u c k s
pulled into the b u i l d i n g , onto a cobbled
area
which is
separated
from
the
concrete floor b y a s l i g h t c u r b .
S e v e r a l b r e a k s i n the n o r t h r e t a i n i n g
wall allowed access to the t r a c k a r e a .
Most of these have been blocked d u r i n g
renovations.
The Long-Haul railroad tracks r u n
t h r o u g h the b u i l d i n g at approximately
the l e v e l of the Basement F l o o r , p a r t i a l l y
s u p p o r t e d on g r a d e .
T h e t r a c k s are
s u p p o r t e d on a steel s t r u c t u r e at the
point
where
the Mail T u n n e l goes
u n d e r n e a t h the t r a c k s to connect the
west side of the Basement w i t h what
was a Post Office f a c i l i t y east of Union
Station.
S t a i r #7 connects t h i s t u n n e l
w i t h the east side of the Basement.
D u r i n g the Replacement Station c o n struction,
a ramp was b u i l t w h i c h
connects the Basement w i t h the platform
level.
T h i s is currently used
by
t r u c k s to gain access to the platform
area from the s t r e e t .
E X I S T I N G C O N D I T I O N S : T h e Basement
slab i s c r a c k e d i n many p l a c e s , and a
d e s c r i p t i o n of t h i s problem, as well as
other
unusual
structural
conditions
w h i c h e x i s t i n the Basement, i s included
in the S t r u c t u r a l Section.
38
�ENGINEERING SURVEY
Architectural
Steel columns i n the a r e a u n d e r the
C o n c o u r s e a r e covered w i t h concrete
only on the lower p a r t of the s h a f t for
protection from baggage c a r t s .
These
w i l l need to be fireproofed for t h e i r
e n t i r e length a s i s d e s c r i b e d i n the
Code Compliance S u b s e c t i o n .
E n c l o s u r e of the n o r t h wall of the w e s t
side of the Basement i s recommended
and t h i s h a s been i n c l u d e d i n the
estimate.
A l l nonbearing
partitions
have been recommended for demolition
i n the estimate, a n d s u b s t a n t i a l r e p a i r ,
b u t not replacement, of the concrete
slab floor i s s u g g e s t e d .
A t the east s i d e , along the n o r t h w a l l ,
the Basement i s c u r r e n t l y not enclosed
and
i n d i s c r i m i n a t e access from
the
L o n g - H a u l t r a c k platforms i s p o s s i b l e .
T h e a i r h a n d l i n g u n i t for the Concourse
was i n s t a l l e d on the floor i n the middle
of the w e s t side below the C o n c o u r s e ,
and a c t s as an obstacle to efficient
p a r k i n g i n t h i s a r e a . I n a d d i t i o n , the
l a r g e d u c t w o r k for t h i s u n i t c r e a t e s
headroom problems along a n extended
east-west r u n .
P a r t of the Basement a r e a has been
u s e d b y the Metro for a n E l e c t r i c a l
Room a n d also the space u n d e r n e a t h
the escalator w h i c h connects C a r r i a g e
P o r c h w i t h the s u b w a y .
T h e a r e a w h i c h p r e s e n t l y houses the
P.A.V.E.
s u n k e n theater c r e a t e s a
large enclosed space s e p a r a t e d from
the r e s t of the Basement. T h e lowest
floor l e v e l i n t h i s a r e a i s below t h a t of
the adjacent Basement F l o o r .
CONCLUSIONS
AND
RECOMMENDAT I O N S : A proposed e g r e s s scheme for
the Basement i s d i s c u s s e d i n the Code
Compliance Subsection a n d i l l u s t r a t e d
in the Basement E g r e s s P l a n .
Also d i s c u s s e d i n that s u b s e c t i o n a r e
the r e q u i r e m e n t s i n the c u r r e n t code
c o n c e r n i n g the location of a P a r k i n g
Garage i n the B a s e m e n t .
39
�First Floor
T h e spaces on the F i r s t Floor that
were p a r t of the p a s s e n g e r terminal
form the h e a r t of Union S t a t i o n , a n d ,
for t h a t r e a s o n , t h e i r r e s t o r a t i o n poses
an important goal.
What " r e s t o r a t i o n " means i n the c o n t e x t of t h i s r e p o r t h a s been covered i n
a p r e v i o u s s u b s e c t i o n . What follows i s
a d e s c r i p t i o n of the F i r s t Floor s p a c e s .
T h e recommended scope of w o r k a n d
cost of r e s t o r a t i o n is located i n the
Cost Estimate s e c t i o n .
Eight groups
of
spaces have
been
recommended
for
restoration
in
a
previous subsection:
o
o
o
o
o
o
o
o
Main Hall Complex ( 1 2 5 A - L )
West Hall Complex ( 1 2 0 A - E )
E a s t Hall ( 1 3 7 A - E )
Women's Lounge
Complex
135, 1 3 6 A - B )
Men's Smoking Room Complex
124A-B)
Lunchroom/NVC
Theaters
127)
P r e s i d e n t i a l Suite (138, 139,
142, 143)
Concourse (100)
T h r e e groups
included
in
restoration.
o
o
o
of spaces w i l l
the
estimate
(123,
(126,
141,
not be
under
Baggage
Room/NVC
Offices
(102-118)
Serving Area (132A-B)
Various Ancillary spaces:
121A,
119A, 1 2 6 B , 126C, 130, 140
T h e s e spaces do not meet the
for r e s t o r a t i o n outlined i n the
subsection.
However, repair
damage and renovation w i t h new
40
(134,
criteria
previous
of a n y
finishes
w i l l be recommended
the B a s i c B u i l d i n g
construction.
as p a r t of making
r e a d y for tenant
F u r t h e r m o r e , even though these spaces
a r e not slated for r e s t o r a t i o n , t h e r e
are s t i l l p a r t i c u l a r a r c h i t e c t u r a l f e a t u r e s
t h a t could be exploited i n a r e n o v a t i o n :
s k y l i g h t s a n d h i g h ceiling h e i g h t s .
Main Hall Complex (119, 1 2 5 A - L ,
126A-C)
HISTORY:
O r i g i n a l l y , the Main Hall
was u s e d as general w a i t i n g space that
included
small
commercial
pavilions.
T h e w e s t alcove ( 1 2 5 G ) contained a
b a n k of telephones,
the east alcove
( 1 2 5 L ) a d r u g s t o r e , the room i n the
n o r t h w e s t c o r n e r (119) a p a r c e l p i c k u p , the n o r t h e a s t c o r n e r a lunchroom
entrance
(126A),
steward's
office
( 1 2 6 C ) , a n d a s t a i r to the balcony
walkway ( 1 2 6 B ) .
I n the N . V . C . r e n o v a t i o n , the Main
Hall housed information c o u n t e r s a n d
the P r i m a r y A u d i o - V i s u a l E x p e r i e n c e
( P . A . V . E . ) , w h i c h r e q u i r e d the opening
of a large hole i n the floor for a
sunken
theater.
The
west
alcove
became Tourmobile
Information;
the
east alcove became a Post Office.
The
n o r t h w e s t room was transformed into a
T r a v e l e r s ' A i d office, and the n o r t h e a s t
room became the P a r k Police
Office.
These
renovations
included
new
c e i l i n g s , p a r t i t i o n s , and c o u n t e r s i n
the affected a r e a s .
I n addition, two
o r i g i n a l g r a n i t e w a t e r fountains were
replaced
with
s t a i n l e s s steel
water
fountains to accommodate
wheelchair
handicapped v i s i t o r s .
�ENGINEERING SURVEY
Architectural
EXISTING
CONDITIONS:
Serious
water
damage has o c c u r r e d to the
v a u l t e d ceilings above the Balconies
(M12 A to E and M12 G to L ) . While
only minor damage was found i n the
ceiling o v e r the Main H a l l ,
peeling
paint o c c u r s t h r o u g h o u t .
Granite wall
surfaces
are
stained
and
contain
numerous expansion bolt holes r e s u l t i n g
from p r e v i o u s signage applications.
C a r p e t i n g i s badly w o r n and s t a i n e d .
T h e i n n e r v e s t i b u l e doors have been
removed.
A l l other doors have s u f f i cient damage a n d , t h e r e f o r e ,
require
replacement.
C e r t a i n wood doors have
been equipped w i t h automatic o p e n e r s ,
a n d t h i s function should be maintained
for handicapped a c c e s s .
Main Hall looking west
INVESTIGATIVE
TASKS
REQUIRED:
In
the
investigative
report,
the
following areas were identified for a
physical s u r v e y :
o
o
o
o
o
S t a b i l i t y of ceilings
O r i g i n a l floor f i n i s h
Placement of o r i g i n a l fountains
Method of r e p a i r i n g p l a s t e r
Method of r e p a i r i n g and cleaning
granite s u r f a c e s
P H Y S I C A L S U R V E Y : V i s u a l inspection
of the h a n g i n g system w h i c h ties the
p l a s t e r ceiling to the main t r u s s s y s t e m
shows i t to be sound w i t h no c r a c k i n g
or deterioration of s u p p o r t i n g members.
I n s p e c t i o n of the p l a s t e r shows many
areas of s e v e r e damage i n w h i c h p l a s t e r
has fallen away or i s p r e s e n t l y c r a c k e d
a n d loose.
P r i m a r y Audio V i s u a l E x p e r i e n c e
A n inspection of the B u r n h a m d r a w i n g s ,
showed
the o r i g i n a l flooring
to be
marble.
To
determine
the
present
condition of t h i s flooring, a 10 f t . b y
41
�30 f t . s t r i p of c a r p e t i n g was lifted i n
the Main H a l l , a n d 2 f t . b y 2 f t .
sections were lifted i n the alcoves a n d
one v e s t i b u l e .
T h i s revealed
vinyl
asbestos tile i n the alcoves w h i c h was
also removed, l e a v i n g a t e r r a z z o f i n i s h
in a l l a r e a s , e x c e p t for a concrete slab
w h i c h was i n s t a l l e d as p a r t of the
PAVE
sunken theater
construction.
T h e slab i s ten feet wide and e x t e n d s
the l e n g t h of the s o u t h e r n side of the
P A V E . T h i s slab was v e r i f i e d t h r o u g h
available d r a w i n g s .
The terrazzo is
s e v e r e l y c r a c k e d w h e r e i t comes into
contact w i t h the new s l a b .
Pieces
removed from the c r a c k e d a r e a were
identified
as
a
thin-coat
terrazzo
flooring a n d t h e r e i s no longer a n y
marble remaining below i t .
Inspection above the N . V . C .
ceiling
c o n s t r u c t i o n r e v e a l s the g r a n i t e alcove
ceilings a r e s t a i n e d a n d m a r r e d b y
small holes.
T h e n o r t h c o r n e r rooms
have p l a s t e r ceilings from w h i c h the
paint i s p e e l i n g .
Vestibule
between
Main
Hall
and
Concourse w i t h e x t e n s i v e w a t e r damage
I n v e s t i g a t i o n of both the o r i g i n a l a n d
r e v i s e d Union Station d r a w i n g s show
t h a t two g r a n i t e fountains were placed
on both the n o r t h and south s i d e .
P a t c h i n g a r o u n d replacement s t a i n l e s s
steel fountains c l e a r l y shows the e a r l y
e x i s t e n c e of the g r a n i t e f o u n t a i n s .
CONCLUSIONS
AND
RECOMMENDATIONS:
After
water intrusion has
been stopped, the deteriorated ceilings
should be r e p l a s t e r e d , t r i m should be
r e c o n s t r u c t e d , and t h e n p a i n t e d .
A detailed scope of w o r k , i n c l u d e d i n
the C o s t Estimate s e c t i o n , was the
b a s i s of the estimate for r e s t o r a t i o n
for t h i s and the other s p a c e s .
All
42
B a l c o n y v a u l t w i t h deteriorated
plaster
ceiling
�ENGINEERING SURVEY
Architectural
e x i s t i n g flooring should be removed. I n
order to r e s t o r e the o r i g i n a l a p p e a r a n c e , the subfloor should be r e b u i l t i n
the P . A . V . E . a r e a , and marble laid i n
the o r i g i n a l p a t t e r n s .
A l l N . V . C . f i n i s h e s , p a r t i t i o n s , and
ceilings should be removed and o r i g i n a l
Burnham finishes restored.
A l l granite holes and c h i p p i n g should
be filled w i t h a g r a n i t e and epoxy
paste.
A l l g r a n i t e should be cleaned
with
a
low
pressure,
fine-grit
sandblast.
New s t a i n l e s s steel fountains for the
accommodation of handicapped v i s i t o r s
Stainless steel water fountains should
be removed from the n o r t h wall and
replaced w i t h g r a n i t e fountains w h i c h
can accommodate the h a n d i c a p p e d .
West Hall Complex ( 1 2 0 A - E )
HISTORY:
T h i s large open s p a c e ,
w i t h a v a u l t e d s k y l i g h t c o v e r i n g the
e n t i r e expanse of the c e i l i n g , s e r v e d
as the lobby for the T i c k e t Office to
the s o u t h .
T h e T i c k e t Office was
separated from the lobby b y g r a n i t e
c o u n t e r s w h i c h were topped b y a n
ornamental i r o n and glass s c r e e n . T h e
T i c k e t Office a r e a had a ceiling w i t h
five s k y l i g h t s and ornate c o r n i c e s .
I n renovations p r i o r to the N . V . C .
construction,
the marble tiles were
replaced w i t h a concrete topcoat and
the T i c k e t Office s k y l i g h t s changed to
recessed lighting.
West Hall
D u r i n g the N . V . C .
renovation,
the
T i c k e t Office a r e a became concession
s t a n d s and was enclosed w i t h d r y w a l l ,
c o v e r i n g the o r i g i n a l ceiling and w a l l s .
Between the West Hall and the T i c k e t
Office a s e r i e s of e l e c t r i c a l l y - o p e r a t e d
43
�r o l l - d o w n steel gates were i n s t a l l e d ( i t
is not clear w h e t h e r the g r a n i t e a n d
ornamental i r o n and glass p a r t i t i o n was
t a k e n down at t h i s time or e a r l i e r ) .
F o u r of the wooden s w i n g i n g doors to
the
Carriage
P o r c h were
removed,
along w i t h the ornamental i r o n transom
frames a b o v e , a n d r e p l a c e d w i t h metal
r e v o l v i n g doors.
T h e g r e a t e r p a r t of
the West H a l l , i n c l u d i n g the g r a n i t e
columns a n d s k y l i g h t , was u n a l t e r e d .
E X I S T I N G CONDITIONS:
S e v e r e water
damage has
destroyed
the
drywall
ceiling and c a r p e t i n g i n the concession
a r e a . Water h a s also s t a i n e d the west
wall a n d c a r p e t i n g i n the West H a l l .
T h e floor h a s been
cored
in
two
locations, probably for f i x t u r e s w h i c h
were l a t e r removed.
The granite has
been
d r i l l e d i n many locations a n d
some pointing i s d e t e r i o r a t e d .
Concession
ceiling
area
with
water
damaged
INVESTIGATIVE
TASKS
REQUIRED:
In
the
Investigative
Report,
the
following a r e a s were identified for a
physical survey:
o
o
o
o
Determine s o u r c e of leakage
Determine condition of s k y l i g h t
Determine
damage
to
original
finishes
Determine
design
of
original
T i c k e t Office p a r t i t i o n
PHYSICAL SURVEY:
I n v e s t i g a t i o n of
Roof 2 shows e x i s t i n g s t a n d i n g w a t e r
due to malfunctioning r a i n w a t e r c o n ductors.
D u r i n g a r a i n , water builds
up on t h i s roof and e n t e r s the b u i l d i n g
through f r e s h air louvers. T h i s water
t h e n cascades down the w a l l s into the
Men's Toilet Room a n d the concession
areas.
44
Standing
louvers
water
on
roof
at
fresh
air
�ENGINEERING SURVEY
Architectural
T h e s k y l i g h t o v e r the West Hall h a s a
b r o k e n e x t e r i o r pane near one of the
l e a k s , a n d the e n t i r e s k y l i g h t shows
s i g n s of
deteriorated
gaskets;
this
could be the source of the second
leak.
I n v e s t i g a t i o n of the T i c k e t
Office's
o r i g i n a l s k y l i g h t locations shows t h a t
none of the o r i g i n a l s k y l i g h t glass
e x i s t s and only the i n t e r i o r framing
r e m a i n s . I n place of the s k y l i g h t i s a
s y s t e m of deep sheet metal pans w i t h
intermittent floodlights.
D r y w a l l sections were removed
from
the wall a n d the ceiling for f u r t h e r
investigation.
B e h i n d the section of
wall removed was an o r i g i n a l doorway
opening w h i c h had been filled w i t h
concrete b l o c k .
T h e ceiling removal
r e v e a l e d t h a t i n s t a l l a t i o n of the a i r
conditioning
d u c t has done s e r i o u s
damage to c o r n i c e s , drop beams, a n d
the s o u t h w a l l .
T h i s totals a p p r o x i mately 100 s q . f t . of damage.
A l l N . V . C . f i n i s h e s should be removed
from both the concession a r e a and the
West H a l l . T h e wall of the concession
a r e a should t h e n be r e p l a s t e r e d to
c o r r e c t l y close the o r i g i n a l door a n d
the p r e s e n t d u c t openings, to r e c o n s t r u c t b r o k e n c o r n i c e s , and to r e p l a s t e r
ceiling holes.
E x i s t i n g flooring
should be
removed
down to the s u b - f l o o r , and a marble
floor
matching
the
original
design
should be l a i d .
T h e T i c k e t Office p a r t i t i o n performed a
specific f u n c t i o n , and replacement i s
not n e c e s s a r y to r e s t o r e the appearance
of the space (see Restoration s e c t i o n ) .
However, the d r a w i n g s are available i f
f u t u r e r e s t o r a t i o n is d e s i r e d .
E a s t Hall ( 1 3 7 A - E )
HISTORY:
Prior
to
becoming
the
National Book Store i n the N . V . C ,
the E a s t Hall was a d i n i n g room.
The
N.V.C.
renovations
included
the
following c o n s t r u c t i o n :
T h e c a r p e t i n g i n the t i c k e t a r e a was
removed,
and a topcoat of
concrete
revealed.
T h e r e was no evidence of
e x i s t i n g marble w h e r e the floor h a d
been c o v e r e d .
o
T h e B u r n h a m d r a w i n g s l i s t e d i n the
log include details of the T i c k e t Office's
partition.
o
o
CONCLUSIONS
AND
RECOMMENDATIONS:
Roof
drainage
should
be
c o r r e c t e d to stop f u r t h e r deterioration
of the b u i l d i n g .
R e c o n s t r u c t i o n of s k y l i g h t s i s recommended w i t h p r e s e n t day materials i n
order
to
give
the
same
internal
appearance t h a t the o r i g i n a l c o n s t r u c tion g a v e .
o
the d i n i n g alcoves were closed off
w i t h d r y w a l l , some to be u s e d for
duct s h a f t s ,
bookcases
and
platforms
were
c o n s t r u c t e d on the main floor a r e a
c a r p e t i n g was i n s t a l l e d , and
the two sets of inoperable doors
were
replaced w i t h plate glass
windows.
EXISTING CONDITIONS:
Water i n f i l t r a t i o n h a s damaged 40% of the p l a s t e r
i n the c l e r e s t o r y space and h a s damaged
the c l e r e s t o r y w i n d o w s .
Minor water
damage has o c c u r r e d on the
drop
beams
of
the
skylight.
Pilasters,
w h i c h o r i g i n a l l y had a scagliola f i n i s h ,
45
�were
plastered
and
painted
over.
T h e s e f i n i s h e s are b e g i n n i n g to peel
away from the b r i c k s u b s t r u c t u r e .
Decorative moldings h a v e been damaged
a r o u n d doors on east a n d w e s t s i d e s .
Bookcases h a v e been removed, l e a v i n g
small holes a n d bolts projecting t h r o u g h
the f l o o r i n g .
INVESTIGATIVE
TASKS
REQUIRED:
In
the
Investigative
Report,
the
following a r e a s were identified for a
physical s u r v e y :
o
o
o
Determine condition of s k y l i g h t s
Determine o r i g i n a l flooring
Investigate
original
west
wall
design
PHYSICAL SURVEY:
A visual survey
of the s k y l i g h t s , i n t e r n a l l y a n d from
the roof, r e v e a l e d t h a t the mullions
h a v e deteriorated s e v e r e l y .
The dark
s u r f a c e of the clay tile c o n s t r u c t i o n of
the s k y l i g h t roof r e s u l t s i n a n u n e v e n
amount of l i g h t t r a n s m i t t e d t h r o u g h
the c e i l i n g - l e v e l g l a s s .
View of E a s t Hall looking w e s t
T h e o r i g i n a l marble tile floor, w h i c h i s
v i s i b l e i n small a r e a s , has been c o v e r e d
b y v i n y l asbestos t i l e , l e v e l i n g cement,
wood p l a t f o r m s , a n d c a r p e t i n g .
This
c o n s t r u c t i o n has done damage to the
marble i n many a r e a s .
T h e o r i g i n a l B u r n h a m d e s i g n shows
t h r e e s e t s of w o r k i n g doors on the
west w a l l , each i n a decorative frame.
T h i s design was amended i n B u r n h a m ' s
r e v i s e d d r a w i n g s , to a c e n t e r operable
door w i t h inoperable doors f l a n k i n g i t
and f a c i n g the Main H a l l .
A section of d r y w a l l was removed from
one of the alcoves on the n o r t h side of
the room to i n v e s t i g a t e damage caused
46
Deterioration at c l e r e s t o r y window
�ENGINEERING SURVEY
Architectural
by the p a r t i t i o n i n g and the d u c t w o r k .
T h i s opening r e v e a l e d t h a t the o r i g i n a l
wall between
the d i n i n g room
and
lunchroom h a s been demolished.
The
ceiling and some cornice w o r k has been
damaged.
F a b r i c , w h i c h may be o r i g i n a l , s t i l l
e x i s t s on the w a l l s , b u t has r e c e i v e d
s e v e r a l coats of p a i n t .
B r i c k panels
have been i n s e r t e d i n the o r i g i n a l v e n t
openings.
Close examination of the
clerestory
a r e a s shows t h a t the walls a r e s t i l l
solid i n the w a t e r damaged areas and
t h a t one e a r l i e r r e p a i r was c r u d e l y
done.
Enclosed
alcove
shows
d u c t w o r k a n d walls removed
existing
I n eight of the c l e r e s t o r y w i n d o w s , the
window mullions and s a s h are s t i l l i n
good condition, although frames and
caulking
are
deteriorating.
Two
windows a r e showing s i g n s of r o t t i n g
i n s a s h e s a n d mullions.
CONCLUSIONS
AND
RECOMMENDATIONS:
Replacement of all e x t e r i o r
s k y l i g h t mullions i s recommended.
The
clay tiles can be p l a s t e r e d to give
them a r e f l e c t i v e q u a l i t y .
T h e marble floor has been too damaged
by N . V . C .
c o n s t r u c t i o n and normal
wear to be r e u s e d . T h i s floor should
be replaced w i t h new marble i n a
p a t t e r n to match the original d e s i g n .
Restoration of the original B u r n h a m
e n t r y scheme, t h r e e sets of operable
doors and frames, would give f l e x i b i l i t y
to the a r e a and r e s t o r e s the appearance
originally intended.
Damages
at
entablature
clerestory
wall
and
T h e wall between the d i n i n g room a n d
lunchroom
should be r e s t o r e d
with
47
�concrete block a n d p l a s t e r , and damaged
alcove
plaster
work
should
be
replastered.
The
drywall
construction,
which
enclosed
the
alcoves,
should
be
removed.
T h e e x i s t i n g alcove walls
should be skim coated and p a i n t e d , the
ceiling r e p l a s t e r e d a n d p a i n t e d , a n d
the cornices r e p l a s t e r e d a n d p a i n t e d .
Clerestory
walls should be
scraped
down
and
skim
coated.
Existing
p l a s t e r r e p a i r should be removed a n d
o r i g i n a l p l a s t e r detailing r e c o n s t r u c t e d .
Finishes
should
be
removed
from
p i l a s t e r s , and a bonded p l a s t e r f i n i s h
applied.
Women's Lounge Complex ( 1 3 4 , 135,
136A-B)
View of o r i g i n a l
looking south
Women's
Toilet
Room
HISTORY:
B u r n h a m ' s o r i g i n a l scheme
allocated four b a y s i n t h i s space to the
Women's Lounge a n d two b a y s to the
Toilet Room. D u r i n g a l a t e r renovation
the Toilet Room was i n c r e a s e d to four
b a y s a n d a t e r r a z z o floor was i n s t a l l e d .
I n the N . V . C . renovation the e a s t e r n
two b a y s of the o r i g i n a l Toilet Room
were g u t t e d , l e a v i n g the newer toilet
area i n t a c t . T h e lounge was c a r p e t e d
and
a large
c y l i n d r i c a l k i o s k was
installed.
EXISTING
CONDITIONS:
The
tiles
w h i c h r a n eight feet up the walls of
the o r i g i n a l Toilet Room were removed,
l e a v i n g r o u g h c o n s t r u c t i o n a n d exposed
pipes on a l l four w a l l s .
The north
wall
was f u r t h e r
damaged when a
v e n t i n g d u c t was r u n a c r o s s the wall
and t h r o u g h
one of the
clerestory
windows.
C r a c k i n g e x i s t s between the
w i n d o w s , and t h e r e are t h r e e holes i n
the p l a s t e r . T h e t e r r a z z o floor contains
48
Original
north
Women's
Toilet
Room
looking
�ENGINEERING SURVEY
Architectural
troughs
caused b y
the removal of
p a r t i t i o n s ; o r i g i n a l marble i s v i s i b l e i n
these t r o u g h s .
T h e ceiling contains numerous h a i r l i n e
c r a c k s , some peeling paint a n d a small
hole.
A small enclosure along
the
n o r t h wall of t h i s room contains damaged
plumbing f i x t u r e s .
T h e Lounge and Toilet Room contain
only minor damage: peeling paint a n d
b r o k e n panes i n one c l e r e s t o r y window.
T h e plumbing f i x t u r e s a r e i n f a i r
s h a p e , w i t h some s t a i n i n g and s u r f a c e
cracking.
CONCLUSIONS
TIONS:
The
removed along
w h i c h i s too
plumbing and
i n c l u d e d i n the
A p s e i n Women's Lounge
AND
RECOMMENDAterrazzo
should
be
w i t h the o r i g i n a l marble
damaged to s a v e .
All
mechanical demolition i s
cost estimates.
Along the south w a l l , w h e r e heating
u n i t s should be removed, a n estimate
for the cost of r e c o n s t r u c t i n g the walls
to a height equal to the window s i l l has
been i n c l u d e d .
U n f i n i s h e d walls a n d
damaged walls should be r e p l a s t e r e d .
E n c l o s u r e s i n the o r i g i n a l Toilet Room
a r e p a r t of the demolition estimate.
Men's Smoking Room Complex
View of
south
Women's
Toilet
Room
looking
(123-124)
I n the o r i g i n a l p l a n of the b u i l d i n g ,
the men's facilities occupied a l l s e v e n
b a y s along the w e s t e r n section of the
south w a l l .
T h e facilities
included
toilet areas i n the t h r e e b a y s f a r t h e s t
to the w e s t , a 6 c h a i r b a r b e r shop a n d
bootblack s t a n d i n the f o u r t h b a y , and
a smoking room i n the l a s t three b a y s .
49
�D u r i n g renovations of the Toilet Room
p r i o r to the N V C w o r k , two b a y s of
f i x t u r i n g were added w h i c h r e d u c e d
the Smoking Room to one p a r t i a l b a y .
A l a y e r of t e r r a z z o was applied over
the marble floor i n the Toilet Room,
b u t the marble i n the smoking room
was removed before the l a y i n g of the
terrazzo.
D u r i n g the N . V . C . r e n o v a t i o n s , sales
a r e a s were i n s t a l l e d i n the two b a y s
farthest west by constructing plaster
a n d metal s t u d walls i n o r d e r to close
off the Men's Room and conceal the
o r i g i n a l wall f i n i s h e s .
A new
suspended d r y w a l l ceiling concealed the
coffered
c e i l i n g , and c a r p e t i n g
was
installed.
T h e remaining toilet space also r e c e i v e d
a
d r y w a l l ceiling a n d new
plaster
w a l l s . T h e b a r b e r shop a n d bootblack
s t a n d were removed, w h i c h i n c r e a s e d
the Smoking Room to two b a y s . T h i s
room was c a r p e t e d a n d a c y l i n d r i c a l
k i o s k was e r e c t e d .
Section of o r i g i n a l Men's Toilet Room
c o n v e r t e d later into concession a r e a
EXISTING
CONDITIONS:
Two
very
s e r i o u s w a t e r l e a k s e x i s t , i n the toilet
area
where
the
suspended
drywall
ceiling h a s been d e s t r o y e d b y water
a n d i n the apse of the Smoking Room
w h e r e e x t e n s i v e damage to the o r i g i n a l
plaster has occurred.
The existing
ceiling h a s s u f f e r e d damage to the drop
beams a n d to the ceiling p l a s t e r i t s e l f
due to the installation of d u c t w o r k a n d
the h u n g c e i l i n g .
Plumbing f i x t u r e s a r e i n f a i r condition
w i t h considerable s t a i n i n g a n d s u r f a c e
cracks.
50
Water damaged Men's Toilet Room
�ENGINEERING SURVEY
Architectural
INVESTIGATIVE
TASKS
REQUIRED:
In
the
Investigative
Report,
the
following a r e a s were identified for a
physical s u r v e y :
o
o
Water
Room
damaged apse i n Men's Smoking
Determine source of water l e a k s ,
I n v e s t i g a t e ceiling f i n i s h e s .
PHYSICAL SURVEY:
T h e source of
the leak i n the T o i l e t Room i s the same
as the one p r e v i o u s l y mentioned i n the
T i c k e t Office/Concession A r e a . D u r i n g
the i n v e s t i g a t i o n , a major i n f i l t r a t i o n
of water o c c u r r e d at the apse i n the
Smoking Room.
An unplanned c r o s s connection
between
two
standpipe
systems allowed water up into the
station's west t a n k room, out an open
p i p e , and onto the floor. From h e r e ,
the w a t e r w o r k e d i t s way down the
w a l l s , s h a f t s , s t a i r c a s e , a n d elevator
s h a f t of the southwest side of the
b u i l d i n g . T h e ceiling above the balcony
n e a r e s t the a r e a a n d the apse of the
smoking
room
were
most
directly
affected, w i t h water s a t u r a t i n g both
areas.
Since
this
was the
third
incident of t h i s t y p e , i t i s the probable
cause for the deterioration i n both
areas.
In
investigating
the
original
work
above the d r y w a l l c e i l i n g , t h r e e items
of h i s t o r i c i n t e r e s t were f o u n d :
the
base of an o r i g i n a l l i g h t , h a n d stenciled
decorator's c a n v a s , a n d a piece of
brown cornice w i t h gold t r i m .
These
f i n d i n g s do fit the d e s c r i p t i o n of the
original
color
scheme,
but further
verification is necessary. The plaster
shows
h a i r l i n e c r a c k i n g and minor
holes. T h e drop beams h a v e been c u t
in t h r e e locations w i t h approximately
12 s q . f t . of damage.
51
�CONCLUSIONS
AND
RECOMMENDATIONS:
It
is
urgent
that
the
possibility
of
a
standpipe
crossconnection
be
investigated,
(see
Plumbing),
and
the
roof
drainage
problem, be solved i n o r d e r to avoid
further deterioration. After this work
has been done, r e p a i r to the p l a s t e r
should b e g i n .
T h e estimate for t h i s
space i s based on the following recommended
work:
t h a t the
apse
be
replastered,
the
drywall
ceiling
removed, the c o r n i c e s a n d drop beams
r e c o n s t r u c t e d , ceiling holes r e p l a s t e r e d ,
and t h a t r e p a i n t i n g o c c u r . A l l N . V . C .
wall f i n i s h e s a r e recommended i n the
estimate for removal i n o r d e r to r e v e a l
original
wall
conditions.
Also,
all
flooring should be removed down to the
subfloor; marble of the same s t y l e a n d
p a t t e r n as the o r i g i n a l s h o u l d be l a i d .
Wire l a t h a n d p l a s t e r estimate i n c l u d e s
c o n s t r u c t i o n up to the window s i l l s a n d
l e v e l to the e x i s t i n g p l a s t e r i n a r e a s
w h e r e old heating u n i t s s h o u l d be
r e p l a c e d . A l l plumbing a n d mechanical
should be removed.
Replacement w i l l
be dependent upon f u t u r e development.
Existing Theater
Lunchroom/NVC T h e a t e r s ( 1 2 7 , 128)
HISTORY:
T h i s space was u s e d as a
c o u n t e r - t y p e lunchroom u n t i l N . V . C .
renovations at w h i c h time the o r i g i n a l
p l a s t e r w a l l s a n d ceilings w e r e covered
w i t h d r y w a l l a n d the o r i g i n a l marble
floor hidden b y plywood platforming to
create two t h e a t e r s .
EXISTING CONDITIONS:
Except
the removal of the f i x e d s e a t s ,
t h e a t e r s a r e i n good condition.
for
the
INVESTIGATIVE
TASKS
REQUIRED:
I n the I n v e s t i g a t i v e R e p o r t , the f o l lowing a r e a s w e r e identified
for a
physical s u r v e y :
52
Ornamentation
theaters
and
window
above
�ENGINEERING SURVEY
Architectural
o
o
Determine
finishes.
Determine
windows.
condition
condition
of
of
original
clerestory
PHYSICAL
SURVEY:
A
section
of
d r y w a l l was removed from the c e i l i n g ,
a n d the boards c o v e r i n g one of the
clerestory
windows
were
removed.
T h i s r e v e a l e d a n o r i g i n a l ceiling t h a t
s t i l l contained most of i t s o r i g i n a l
character.
Decorator's
canvas,
s t e n c i l e d i n a manner similar to the
Men's Toilet Room c e i l i n g , was found
not only on the ceiling i t s e l f , b u t also
on the c l e r e s t o r y w a l l .
There is a
double c o r n i c e , one below the c l e r e s t o r y and one at the c e i l i n g , similar i n
detail to t h a t of the E a s t H a l l .
There
a r e also corniced p l a s t e r beams a n d
simple molding on the ceiling i t s e l f .
Of t h i s w o r k , approximately 15% of the
p l a s t e r i s damaged.
E x c e p t for the
one window w h i c h was b o a r d e d , a l l
c l e r e s t o r y windows were b r i c k e d o v e r
a n d only two h a v e remaining framework.
A l t h o u g h inspection was limited, major
damage i s known to e x i s t to the w a l l s .
A s mentioned i n the E a s t Hall s e c t i o n ,
the wall between the two a r e a s h a s
been removed.
T h e o r i g i n a l door from
the Main Hall h a s been covered o v e r ,
and the doors to the t h e a t e r s , e x i s t i n g
on the east side of the n o r t h w a l l ,
were o r i g i n a l l y w i n d o w s .
CONCLUSIONS
AND
RECOMMENDATIONS:
All
ductwork,
projection
equipment, d o o r s , d r y w a l l , p l a t f o r m i n g ,
and s t r u c t u r a l elements associated w i t h
the
theaters
should
be
removed.
Restoration
work
should
include:
reconstruction
of
the
south
wall,
replastering
damaged
surfaces,
rehanging
doors
which
match
the
original
design,
and
reconstructing
b r o k e n cornices a n d the m i s s i n g c l e r e story windows.
All N . V . C .
flooring
material should be removed.
Due to
probable damage from wear and c o n struction
damage caused w h e n
the
t h e a t e r s were i n s t a l l e d , the e x i s t i n g
marble i s recommended i n the estimate
as
removed and replaced
by
new
matching m a r b l e .
P r e s i d e n t i a l Suite (138, 139, 1 4 1 , 142,
143)
HISTORY:
T h i s complex of rooms was
used
originally
as the
President's
Waiting Room. D u r i n g World War I I i t
became a U . S . O . outpost.
A f t e r the
w a r , i t was b r i e f l y r e t u r n e d to i t s
original
function,
with
Dwight
Eisenhower the l a s t p r e s i d e n t believed
to h a v e u s e d i t . T h e N . V . C . r e s t o r e d
the f i n i s h e s a n d u s e d the space as a n
historical attraction.
EXISTING CONDITION:
T h e suite i s
s t i l l i n excellent s h a p e , although some
paint i s peeling.
Many of the doors
are missing their original hardware.
T h i s i s the only a r e a i n w h i c h a major
portion of the o r i g i n a l l i g h t f i x t u r e s
s t i l l e x i s t i n good condition.
INVESTIGATIVE
TASKS
REQUIRED:
In
the
Investigative
Report,
the
following a r e a s were identified for a
physical survey:
o
Determine source of water
c a u s i n g peeling p a i n t .
leakage
PHYSICAL
SURVEY:
No source
of
water leakage can be f o u n d .
Peeling
paint i s most probably due to the age
of the paint a n d the t h i c k n e s s of the
coats.
53
�CONCLUSIONS
AND
RECOMMENDATIONS:
A
thorough
refurbishing,
including
s c r a p i n g and p a i n t i n g
of
walls a n d c e i l i n g , cleaning of t i l e s ,
r e f i n i s h i n g of doors, and replacement
of m i s s i n g h a r d w a r e i s recommended i n
the estimate.
Concourse
(100)
HISTORY:
T h i s large v a u l t e d space
was f i r s t u s e d for p a s s e n g e r
queing
and boarding.
A t t h i s time the n o r t h
w a l l was open to the t r a i n s and i r o n
fencing w i t h t r a c k gates d i v i d e d the
hall l o n g i t u d i n a l l y .
D u r i n g two
diff e r e n t c o n s t r u c t i o n p r o j e c t s , the l a s t
75 feet on each side of the Concourse
was
removed,
and modern
granite
facades were c o n s t r u c t e d . T h e N . V . C .
closed the n o r t h side w i t h a d i s p l a y
wall,
covered
the windows
on
the
south wall w i t h d i s p l a y p a n e l s , removed
the g a t e s , a n d c o n s t r u c t e d a n e x h i b i t
a r e a w i t h r a i s e d platforms a n d c o u n t e r s .
A t t h i s time a f a s t food r e s t a u r a n t was
c o n s t r u c t e d at the w e s t e n d .
Main room i n P r e s i d e n t i a l Suite
E X I S T I N G C O N D I T I O N S : Water leakage
has
caused
many problems
i n the
Concourse.
I n the c e i l i n g , f i v e major
a r e a s of deterioration e x i s t , a n d 15% of
the remaining ceiling shows some water
damage.
T h e w e s t wall h a s 200 s q .
f t . of w a t e r damaged p l a s t e r and the
south w a l l has 300 s q . f t . of discolored
glazed b r i c k due to w a t e r p e n e t r a t i o n .
O t h e r problems on the south wall a r e :
a s e r i o u s t e r r a cotta c h i p p i n g problem,
a c r a c k on the east e n d , and m i s s i n g
wall c o n s t r u c t i o n w h e r e doorways were
installed.
INVESTIGATIVE
TASKS
REQUIRED:
In
the
Investigative
Report,
the
following a r e a s were identified for a
physical survey:
54
E n t r y V e s t i b u l e i n P r e s i d e n t i a l Suite
�ENGINEERING SURVEY
Architectural
o
o
o
Determine i n t e g r i t y of c e i l i n g .
Determine condition of floor.
Determine
e x t e n t of damage to
o r i g i n a l south wall windows and
wall areas below.
P H Y S I C A L S U R V E Y : V i s u a l inspection
was made of the i n t e r s t i t i a l space
above the b a r r e l v a u l t e d ceiling and
below the roof.
No evidence
was
found of a n y deterioration or c r a c k i n g
of a n y of the h a n g i n g members.
The
p l a s t e r ceiling i t s e l f was found to h a v e
loose a n d c r y s t a l l i z e d p l a s t e r .
View of Concourse looking west
T h e floor was inspected t h r o u g h a v a i l able access panels i n the platforms a n d
by the removal of 200 s q . f t . of c a r p e t
in a section j u s t inside the v e s t i b u l e s .
No damage was found to a n y of the
u n c o v e r e d flooring, w h i c h was concrete
w i t h a two-tone p a t t e r n .
Three
of
the display panels
were
removed
for
investigation
of
the
w i n d o w s , two on the Baggage Room
side and one on the T h e a t e r s i d e .
The
Baggage
Room
windows
were
s e r i o u s l y damaged w i t h lower
panes
missing and frames b r o k e n . A l s o , the
wall a r e a was m i s s i n g below one window.
T h e T h e a t e r side window was i n good
condition, w i t h only minor damage to
the wood frame.
Southwest c o r n e r
of
Concourse.
CONCLUSIONS
AND
RECOMMENDATIONS:
Nine b a y s i n the Baggage
Room and Lunchroom a r e a s h a v e had
the o r i g i n a l wall removed, as determined
by i n v e s t i g a t i o n behind the Baggage
Room walls and a comparison of e x i s t i n g
doorways w i t h the original d r a w i n g s .
Major
deterioration
of
the
ceiling
should be p a t c h e d ; deteriorated
egg
and d a r t t r i m and coved cornice molding
should be r e c o n s t r u c t e d , and all water
55
�damaged a r e a s should r e c e i v e a skim
coat u n d e r the r e s t o r a t i o n estimate.
A l s o , water damaged p l a s t e r on the
east wall should be s t r i p p e d and a new
white coat a p p l i e d .
A s noted i n Item S l - 5 of the S t r u c t u r a l
S e c t i o n , the c r a c k on the east side of
the South Wall i s not a s t r u c t u r a l
deficiency.
R e s t o r a t i o n of the south
wall r e q u i r e s t h a t all missing wall
sections
be
reconstructed,
sections
containing water damage replaced w i t h
matching b r i c k , chipped t e r r a cotta
r e p a i r e d w i t h a matching epoxy p a s t e ,
the c r a c k on the east side pointed, a l l
d i s p l a y panels removed, and e x i s t i n g
windows replaced or r e p a i r e d .
Baggage Room
from N . V . C .
w i t h office
partitions
T h e r e s t a u r a n t should be demolished
under
the
demolition
estimate
and
n e c e s s a r y r e p a i r s made to the floor
and
ceiling
under
the
restoration
estimate.
Reconstruction
of
three
coffers a n d p a t c h i n g of concrete floor
is recommended.
Baggage Room/NVC Offices
(102-118)
HISTORY:
I n i t s o r i g i n a l u s e , the
area contained a large floor opening
for
conveyance
of baggage to
the
Basement.
T h i s opening was closed
w i t h a concrete subfloor and a wooden
f i n i s h e d floor p r i o r to the N V C Renov a t i o n s . T h e n o r t h wall of the Baggage
Room contained large windows u s e d ,
most l i k e l y , for customer s e r v i c i n g .
T h e s e windows are d i s c u s s e d f u r t h e r
in the section on the C o n c o u r s e .
Information counter at o r i g i n a l baggage
counter a r e a
56
T h e ceiling includes the o r i g i n a l s k y l i g h t
composed
of
seventeen
sawtooth
monitors.
�ENGINEERING SURVEY
Architectural
T h e N . V . C . renovations i n c l u d e d the
installation of offices and a n information
counter
with
drywall
partitioning.
Some of the e x t e r i o r windows
were
closed off and a n a i r intake duct was
installed.
EXISTING
CONDITIONS:
Remaining
wooden doors and windows on the
exterior
are
deteriorated.
Wooden
floor area shows s i g n s of b u c k l i n g .
T h e p l a s t e r beams have been damaged
b y the installation of the d u c t w o r k .
S k y l i g h t panes are i n good condition,
b u t have been painted o v e r .
View of S e r v i n g A r e a looking south
CONCLUSIONS
AND
RECOMMENDATIONS:
T h i s space was not i n c l u d e d
in the areas to be r e s t o r e d s i n c e , as a
Baggage Room, i t was not p a r t of the
public r a i l r o a d s t a t i o n . T h e existence
of
the
skylight,
however,
is an
a t t r a c t i v e a r c h i t e c t u r a l amenity,
and
its r e p a i r has been i n c l u d e d i n the
estimate w i t h the other s k y l i g h t s .
S e r v i n g A r e a (132A, B and C )
HISTORY:
T h i s a r e a was u s e d for
final p r e p a r a t i o n of food d u r i n g the
time the E a s t Hall was a d i n i n g room.
With the N . V . C . r e n o v a t i o n , t h i s area
was abandoned.
View of S e r v i n g A r e a from Mezzanine
E X I S T I N G CONDITIONS:
T h e entire
a r e a i s i n poor condition.
There are
numerous
openings
i n the
plaster,
approximately 250 s q . f t .
Ceramic tile
r u n s 12 feet up the w a l l s ; t h i s tile i s
damaged and has been painted o v e r .
T h e door into the theater is set into a
crude drywall partition.
T h e ceiling
has falling p l a s t e r and some small
holes.
Skylight
areas
have
been
closed
and
roofed
over.
Plywood
p a r t i t i o n s have been erected i n two
57
�Upper Floors
areas.
P a i n t i s peeling badly on both
the walls and the c e i l i n g . Flooring is
b r o k e n a n d changes material s e v e r a l
times.
CONCLUSIONS
AND
RECOMMENDAT I O N S : T h i s space i s not recommended
for r e s t o r a t i o n .
A f t e r e v a l u a t i n g the
extensive
damage i n the a r e a ,
the
following w o r k was recommended i n the
estimate:
all ceramic tile and s e t t i n g
removed, all holes i n ceiling and wall
p a t c h e d , the white coat removed from
a r e a s of s e r i o u s damage a n d a new
white coat a p p l i e d , flooring
removed
to the subfloor and a t h i n coat t e r r a z z o
installed.
T h e s k y l i g h t i n t h i s space
is a potential a r c h i t e c t u r a l amenity.
T h e cost of glazing t h i s opening can
be found u n d e r the s k y l i g h t heading i n
the Cost Estimating S e c t i o n .
T h e space above the F i r s t Floor level
in Union Station was i n c l u d e d i n the
b u i l d i n g p r i m a r i l y so that the design
could attain the a r c h i t e c t u r a l massing
t h a t B u r n h a m had e n v i s a g e d .
It is
d i v i d e d into two w i n g s , E a s t and West.
B o t h have a Mezzanine l e v e l , a Second,
T h i r d , and F o u r t h F l o o r , w i t h a p p r o x i mately 25,000 s q . f t . p e r f u l l floor on
the east side and 10,000 s q . f t . on the
west s i d e .
Connection between the two wings can
be made today
only at the South
Balcony
Walkway i n the Main Hall
w h i c h can be r e a c h e d by S t a i r s #4 and
#5. A connection e x i s t s on the F o u r t h
Floor w h i c h i s c u r r e n t l y closed but
could be reopened.
Some p a r t s of the b u i l d i n g d e s c r i b e d
as p a r t of the Upper Floors i n the
Investigative
Report
are now more
f u l l y d e s c r i b e d i n other subsections of
the
Engineering
Survey.
Briefly,
these a r e a s were c o v e r e d :
o
o
o
58
Windows - Restoration i s recommended to p r e s e r v e the appearance
of the e x t e r i o r , and t h i s w o r k
has been i n c l u d e d i n the estimate
i n the same category w i t h e x t e r i o r
restoration work.
A description
of the s u r v e y done i n the I n v e s tigative Report i s summarized i n a
subsection titled " G l a z i n g " i n the
A r c h i t e c t u r a l Section.
Doors and H a r d w a r e - T w e n t y - f o u r
o r i g i n a l doors were identified and
could be r e u s e d .
T h i s i s not
s u f f i c i e n t for a l l f u t u r e needs and
the estimate has been based on
the assumption t h a t new,
contemporary-looking
doors w i l l be
used.
F l o o r s , C e i l i n g s and Walls - A
description
follows
in
this
subsection.
�ENGINEERING SURVEY
Architectural
o
o
o
o
Room #358A
southeast
on
Third
Floor
looking
Stairs
Refer
to
the
Code
Compliance subsection for a f u l l
d e s c r i p t i o n of S t a i r s #1 t h r o u g h
#5, w h i c h w i l l be e g r e s s s t a i r s .
Stairs
#6
through
#14
are
described in this subsection.
E l e v a t o r s - A d e s c r i p t i o n follows
in t h i s s u b s e c t i o n .
Fireproofing - T h i s is
described
i n the Code Compliance s u b s e c t i o n .
S k y l i g h t s - A cost for r e s t o r a t i o n
of all the s k y l i g h t s i n the H i s t o r i c
B u i l d i n g has been i n c l u d e d i n the
estimate.
The
skylights
and
c l e r e s t o r y windows over the F i r s t
Floor i n t e r i o r s have been included
in a subsection of the estimate
under Restoration. The skylights
o v e r the Second and T h i r d Floors
a r e included i n the B a s i c B u i l d i n g
estimate.
See
the
Glazing
subsection for t a b l e s , locations,
and d e s c r i p t i o n s .
General S u r v e y
HISTORY:
T h e E a s t Wing Mezzanine
was o r i g i n a l l y
p a r t of
the k i t c h e n
S e r v i n g A r e a functions on the F i r s t
F l o o r , as was p a r t of the Second Floor
E a s t Wing.
S t a i r #6 was the c o n n e c t i n g l i n k among these floors, a n d
E l e v a t o r #3 was designed as a s e r v i c e
elevator.
A Mechanical Room was i n s t a l l e d i n the
n o r t h leg of the Second Floor E a s t
Wing and s e r v e d F i r s t Floor spaces as
p a r t of the N V C r e n o v a t i o n s .
National
P a r k S e r v i c e a r c h i v e s are located along
the east side of t h i s Wing.
Room #234 on Second Floor
T h e T h i r d Floor E a s t Wing included
the Y M C A social s p a c e s , a f a c i l i t y u s e d
by t r a i n c r e w s .
A n example of how
Burnham
suppressed
the
functional
demands of the Upper Floors to p r o mote h i s aesthetic aims on the e x t e r i o r
59
�can be seen i n the l a c k of windows
into the office spaces on the south
elevation of the E a s t a n d West Wings
on
the T h i r d
Floor a n d the east
elevation on the T h i r d a n d F o u r t h
Floors.
These areas received natural
l i g h t a n d v e n t i l a t i o n from s k y l i g h t s
only.
View of Toilet Room on
T h i r d Floor looking west
east
side
of
The
F o u r t h Floor
E a s t Wing
was
originally
mechanical
and
storage
s p a c e , a n d many steam pipes and
r a i n w a t e r conductors make l o n g , low
horizontal r u n s t h a t at f i r s t appearance
would be unacceptable i n office s p a c e .
H o w e v e r , offices were l a t e r i n s t a l l e d
on t h i s floor, a n d s u c h a program
today would be unaffected b y these
obsolete systems for w h i c h demolition
is i n d i c a t e d .
T h e n o r t h leg of the
F o u r t h Floor E a s t Wing was the location
of the Y M C A dormitories.
I n the West Wing, the Mezzanine i s
located along the south wall a n d has
windows t h a t look into the Portico.
A
portion of t h i s floor was u s e d b y the
N V C for a Mechanical Room to s e r v e
F i r s t Floor s p a c e s .
T h e Second a n d T h i r d Floors i n the
West Wing were general office s p a c e .
T h e s o u t h side of the T h i r d Floor
l a c k s windows a n d r e l i e s on s k y l i g h t s ,
similar to the E a s t Wing.
T h e F o u r t h Floor of the West Wing has
one large space that was u s e d as a
gym b y the " Y " ( a l t h o u g h low t r u s s e s
compromised
this
function to
some
extent).
E a s t of t h i s space i s a
smaller room ( 4 0 2 A ) w h i c h housed the
model r a i l r o a d l a y o u t .
View Of Y M C A Looking
Note Water Damage
60
Northwest.
Within the u p p e r floor a r e a a r e v a r i o u s
spaces t h a t e x i s t i n the poche of
Burnham's design:
space t h a t was
�ENGINEERING SURVEY
Architectural
b u i l t i n order to give the appearance
of mass to the d e s i g n .
T h e s e include
the T a n k Rooms (405 and 4 0 8 ) , the
v a u l t passage i n the t r u s s space above
the Main Hall c e i l i n g , spaces 200, 224,
252 and 221 i n s i d e the corner " p i e r s "
of the Main H a l l , a n d the s i x h u n d r e d
foot long d u c k board w a l k w i t h i n the
t r u s s e s above the Concourse c e i l i n g .
These
spaces
receive
some
natural
l i g h t , b u t not m u c h , from windows
that probably were more important for
ventilation.
T h e s e spaces would be
rentable only i n the most u n u s u a l
circumstances due to problems w i t h
egress and a c c e s s .
Room #445 on F o u r t h Floor
s o u t h e a s t . Note water damage.
looking
E X I S T I N G C O N D I T I O N S : Water damage
is e x t e n s i v e
throughout the F o u r t h
Floor i n both the E a s t Wing and the
Gym.
T h e r e i s also s u b s t a n t i a l water
damage on the T h i r d F l o o r . T h i s h a s
damaged
plaster
surfaces, but
the
s t r u c t u r e of these a r e a s , the b r i c k
walls a n d tile floor assemblies, has not
been damaged.
T h e floor assembly i s a tile a r c h
s y s t e m t h a t consists of special " s h o e "
shapes t h a t f i t a r o u n d the bottom
flange of the floor beams.
This prov i d e s s u p p o r t for the s p r i n g point of
the flat a r c h .
T h e remainder of the
s p a n c o n s i s t s of wedge shaped v o u s s o i r s
and a k e y s t o n e .
Not only does t h i s
system provide s u p p o r t for the floor
b u t i t also fireproofs the beams.
A
c i n d e r f i l l was placed on the t i l e s ,
then a concrete topping w i t h a wood
floor nailed to wood sleepers set into
the concrete.
Room #308A on T h i r d F l o o r .
water damage on floor a n d c e i l i n g .
Note
A coat of p l a s t e r was applied to the
u n d e r s i d e of the tiles to form a c e i l i n g .
61
�INVESTIGATIVE TASKS:
A s p a r t of
the t e s t i n g recommended i n the I n v e s t i g a t i v e R e p o r t , sections of the floor
were c u t to e n s u r e t h a t c r a c k s a n d
b u c k l i n g i n the wood subfloor do not
c a r r y t h r o u g h to the tile a r c h .
The
r e s u l t s , d e s c r i b e d i n the S t r u c t u r a l
S e c t i o n , Item S 3 - 1 , show t h a t the a r c h
s y s t e m h a s not been damaged.
CONCLUSIONS
AND
RECOMMENDATIONS:
The
assumption
that
a
developer
would
demolish
all nons t r u c t u r a l p a r t i t i o n walls i n the office
floors
evolved
as d e s c r i b e d
in a
p r e v i o u s section on R e s t o r a t i o n . Also
assumed was t h a t a new s u s p e n d e d
ceiling would be p r o v i d e d .
Therefore,
some of the damage to p l a s t e r walls i s
in a r e a s w h e r e demolition might be
likely
a n d need
not
be
repaired.
E x t e r i o r w a l l s should be i n s u l a t e d w i t h
a rigid insulation then gypsum wallboard could be applied to f i n i s h the
interior space.
S t a i r #2 at Second Floor
C e i l i n g p l a s t e r s h o u l d be r e p l a c e d ,
w h e r e i t h a s fallen due to w a t e r damage
or w h e r e i t has been removed, i n
order
to
provide
a two-hour
fire
r a t i n g . J o i n t s between tiles s h o u l d be
grouted.
E v e n w h e r e i t h a s not b u c k l e d due to
m o i s t u r e , the wooden floor i s i n poor
condition.
Removal
is
recommended
a n d a new 1 i n c h concrete
topping
poured.
Stairs
EXISTING CONDITIONS:
Stairs #1,
#2, #3, #4, a n d #5 form the main
vertical
circulation system
in
the
building.
S t a i r s #6, #7, #8, #9, #10,
# 1 1 , #12, #13, a n d #14 connect only
c e r t a i n floors a n d do not form F o u r t h
F l o o r - t o - g r a d e means of e g r e s s .
62
View of S t a i r #3 on T h i r d Floor
�ENGINEERING SURVEY
Architectural
S t a i r #1A a n d #3A a r e new s t a i r s t h a t
are proposed to p r o v i d e e g r e s s from
a r e a s of the b u i l d i n g not adequately
s e r v e d b y today's s t a n d a r d s .
T h e c o n s t r u c t i o n of S t a i r s #1 t h r o u g h
#5 i s i d e n t i c a l : only the w i d t h v a r i e s .
E a c h h a s steel s t r i n g e r s a n d r i s e r s
a n d marble t r e a d s .
The guardrails
h a v e steel b a l u s t e r s a n d oak h a n d r a i l s .
E x c e p t for one b r o k e n t r e a d i n S t a i r
# 1 , t h e r e i s little damage.
The Investigative Report lists where
the o r i g i n a l g u a r d or h a n d r a i l h a s
been r e p l a c e d i n S t a i r s #1 a n d #3.
S t a i r s #1 t h r o u g h #5 h a v e e x i s t i n g
conditions d e s c r i b e d i n the I n v e s t i g a t i v e R e p o r t a n d w o r k r e q u i r e d b y code
in the Code Compliance s u b s e c t i o n .
S T A I R #6:
C o n n e c t i n g the E a s t Wing
Mezzanine w i t h the F i r s t Floor S e r v i c e
Area
(132)
a n d c o n t i n u i n g to
the
Basement, t h i s s t a i r could be i n c l u d e d
as p a r t of the S t a i r #3 e g r e s s r e q u i r e ments to
p r o v i d e a c c e s s to
grade
t h r o u g h the Basement. F o r estimating
purposes,
i t has been i n c l u d e d as
demolished.
T h e connection between
the E a s t Mezzanine a n d the F i r s t Floor
for e g r e s s p u r p o s e s w i l l be p a r t of
Stair
#3
(see
Code
Compliance,
M e z z a n i n e ) , as w i l l the F i r s t Floor a n d
Basement connection (see Code Compliance, Egress S t a i r s , Stair #3).
S T A I R #7:
T h i s connects the Mail
T u n n e l ( B 8 1 ) w i t h the east side of the
Basement.
I t has open r i s e r s a n d i s
in poor condition.
Replacement h a s
been i n c l u d e d i n the estimate.
S T A I R #8:
Since t h i s s t a i r connects
the N V C f a s t food K i t c h e n i n the
Concourse w i t h the Basement, a n d the
Kitchen
has been recommended
for
demolition a s p a r t of the r e s t o r a t i o n of
the C o n c o u r s e , the removal of t h i s
s t a i r a n d replacement of the Concourse
floor has been i n c l u d e d i n the estimate.
S T A I R #9:
T h i s s t a i r connects the
N V C offices located i n the
former
T i c k e t Office a r e a i n the West Wing
w i t h the Basement. T h i s could r e m a i n ,
w i t h a two-hour p a r t i t i o n , depending
on the program for t h i s a r e a .
S T A I R #10:
Located near the west
wall of the West H a l l , t h i s s t a i r leads
to the West Wing Mezzanine, p a r t of
w h i c h i s c u r r e n t l y a Mechanical Room.
T h e estimate has been based on r e h a b i l i t a t i n g t h i s s t a i r a n d p r o v i d i n g the
two-hour s h a f t r e q u i r e d , b u t specific
programmatic requirements might make
it unnecessary.
S T A I R #11: This circular stair connects the B a l c o n y Walkway w i t h 200
and 318, a n d would r e m a i n .
STAIR
#12:
This circular stair is
similar to S t a i r # 1 1 , connecting 126B
and the B a l c o n y Walkway, a n d would
remain.
S T A I R #13: A c i r c u l a r s t a i r p r o v i d e s
access to the N V C projection booth
above the T h e a t e r s i n 127 a n d 128.
T h i s should be demolished, along w i t h
the l i f t i n the adjacent closet, as p a r t
of the r e s t o r a t i o n of t h i s s p a c e .
S T A I R #14:
T h i s s t a i r connects the
east side of the West Wing Mezzanine
w i t h the Second Floor.
I t does not
63
�qualify as a means of e g r e s s because i t
does not h a v e a f i r e s e p a r a t i o n c o n nection to g r a d e , t h e r e f o r e , i t should
be demolished.
E l e v a t o r #4, due to
be r e u s a b l e only i f
i n the Concourse
specific development
CONCLUSIONS
AND
RECOMMENDAT I O N S : I n g e n e r a l , the s t a i r s r e q u i r e
c l e a n i n g , minor r e p a i r s , a n d f i r e - r a t e d
enclosures.
T h e s e e x t r a costs a r e identified i n the
estimate.
Elevators
o
o
o
o
T h e r e a r e four elevators w i t h i n the
H i s t o r i c B u i l d i n g w h i c h are d e s c r i b e d
below.
I n a d d i t i o n , t h e r e a r e two
elevators
north
of
the
Concourse,
outside the scope of the s u r v e y , t h a t
connect the L o n g - H a u l T r a c k s w i t h the
p a s s e n g e r c o r r i d o r from the R e p l a c e ment S t a t i o n . E l e v a t o r s a n d escalators
in the Metro a r e a a n d to the P a r k i n g
Garage are also outside the scope of
the s u r v e y .
ELEVATOR #1:
o
o
E l e v a t o r s # 1 , #2 and #3 w i l l be r e q u i r e d
for a c c e s s to the u p p e r f l o o r s . I n the
estimate, the cost of replacement of
each w i t h a new c a b , w h i c h w i l l meet a l l
handicap
requirements,
and
new
machinery h a s been i n c l u d e d i n the
Basic Building.
F u r t h e r , at p r e s e n t #1 a n d #2, w h i c h
are t r a c t i o n - t y p e s , do not s e r v i c e the
F o u r t h F l o o r , w h e r e the machine rooms
a r e located.
S e r v i c e to the F o u r t h
Floor could be p r o v i d e d b y i n s t a l l i n g
new h y d r a u l i c elevators r a t h e r t h a n
new t r a c t i o n - t y p e s . H y d r a u l i c elevators
do not r e q u i r e a n o v e r h e a d penthouse
and, therefore,
would go one floor
h i g h e r , although t h e r e would be e x t r a
costs for d r i l l i n g the c a s i n g for the
piston at the Basement L e v e l and for
r e f r a m i n g the s h a f t at the F o u r t h
Floor.
64
i t s location, would
a Mezzanine level
is required by a
design.
L o c a t i o n : West Wing
Function: Passenger
Status: Operative
Stops/Travel:
First,
Mezzanine,
Second, T h i r d
Machine
Room:
Over
shaft,
F o u r t h Floor
Data:
E l e c t r i c Geared T r a c t i o n
Otis E l e v a t o r Company
Sales No. 120774
C a p a c i t y : 2500 l b s .
Speed: 350 FPM
Cab S i z e : 6 ' - 4 " wide by
5*-0" deep
Hoistway
(clear):
7'-7"
wide by 6 ' - 6 - l / 2 " deep by
41 -10-l/2" rise
Power R e q u i r e d :
220V, 3
P h a s e , 60 C y c l e
C o n t r o l : Collective
Automatic
Date
of
Installation:
7/11/45
Source of D a t a : F i e l d s u r v e y a n d
M r . Walt H a n n e r , S e r v i c e Manager,
Otis E l e v a t o r Company
465 School S t r e e t , SW
Washington, D . C .
Maintenance: Consolidated E l e v a t o r
Co., Inc.
278 C a r r o l l S t r e e t , NW
Washington, D . C .
,
o
o
�ENGINEERING SURVEY
Architectural
E L E V A T O R #2:
o
o
o
o
o
o
o
o
L o c a t i o n : E a s t Wing, South Side
Function: Passenger
S t a t u s : Intermittently Operative
Stops/Travel:
First,
Second,
Third
Machine
Room:
Over
shaft,
F o u r t h Floor
D a t a : E l e c t r i c Geared T r a c t i o n
Otis E l e v a t o r Company
Sales No. 120024
C a p a c i t y : 2500 l b s .
Speed:
150 FPM
Cab S i z e : 5 ' - 9 " wide by
4 ' - 8 " deep ( a p p r o x i m a t e l y )
Hoistway ( c l e a r ) : 7 ' - l - l / 2 "
wide by 6 ' - 6 - l / 2 " deep b y
43'-3-l/4" rise
Power R e q u i r e d :
220V, 3
P h a s e , 60 C y c l e
C o n t r o l : UMV Collective
Date
of
Installation:
7/14/41
Source of D a t a : F i e l d s u r v e y a n d
Mr. Walt H a n n e r
Maintenance: Consolidated E l e v a t o r
Co., Inc.
o
o
E L E V A T O R #4:
o
o
o
o
o
o
E L E V A T O R #3:
o
o
o
o
o
o
L o c a t i o n : E a s t Wing, North Side
Function: Freight
S t a t u s : Inoperative
Stops/Travel:
Basement,
First,
Mezzanine, Second, T h i r d , F o u r t h
Machine Room:
Side of s h a f t i n
Basement
D a t a : Oil h y d r a u l i c
Montgomery
Dependable
Elevator Co.
Job No. C-18693
C a p a c i t y : 3000 l b s .
Speed:
150 FPM
Cab S i z e : 7 ' - 6 " wide b y
5 ' - 5 " deep
Hoistway ( c l e a r ) :
1 2 ' - 4 - l / 4 " wide b y 5*-9"
deep b y 9 U - 0 " h i g h
Power
Required:
Not
available
C o n t r o l : Not available
Date of I n s t a l l a t i o n :
Not
available
Source of D a t a : F i e l d s u r v e y and
Mr. K e n C h r i s t i a n ,
S e r v i c e Manager
Montgomery E l e v a t o r C o .
5501 Wilkins C o u r t , R o c k v i l l e , MD
Maintenance C o n t r a c t :
Consolidated E l e v a t o r C o . , I n c .
o
o
L o c a t i o n : North wall of Concourse
F u n c t i o n : Passenger
S t a t u s : Inoperative
Stops/Travel:
First,
Mezzanine
(Bridge Level)
Machine Room:
Side of shaft i n
Basement
D a t a : Oil h y d r a u l i c
U . S . E l e v a t o r Company
Job No. L-12220
C a p a c i t y , Speed, Cab Size
a n d Hoistway:
Not a v a i l able from file number
Power
Required
(from
motor nameplate):
25 H P ,
200/400V,
60
Cycle,
3
P h a s e , 72/36 Amps
C o n t r o l a n d Date of I n s t a l lation:
Not available from
file number
Source of D a t a : F i e l d s u r v e y and
Mr. J i m M c K i n l e y ,
S e r v i c e Manager
U . S . E l e v a t o r Company
(records
on
t h i s elevator
not
available)
Maintenance:
No evidence of a
maintenance
contract
in
the
Machine Room.
65
�66
�ENGINEERING SURVEY
Architectural
Definitions
I n o r d e r to c l a r i f y what k i n d of w o r k
is
being
described,
the
following
definitions
were
developed.
These
agree w i t h the u n d e r s t a n d i n g of the
s u r v e y team as to c u r r e n t usage i n the
t r a d e ; although these definitions a r e
f a r more specific
as to shades of
meaning t h a n those l i s t e d i n Webster's
Collegiate D i c t i o n a r y .
BASIC BUILDING:
( T h e developer's
s h e l l ) R e f e r s to Union Station a f t e r the
repairs,
restoration
of
historic
f i n i s h e s , and renovations d e s c r i b e d i n
t h i s Section have been completed, b u t
before a specific development program
is i n s t i t u t e d . T h i s would include
o
o
o
o
o
repair
and
rehabilitation
to
damaged e x i s t i n g conditions
Renovation
to,
or addition
of,
u t i l i t i e s to the b u i l d i n g so t h a t
basic
s e r v i c e s are b r o u g h t
to
each
tenant's
space
but
not
d i s t r i b u t e d i n t h a t space
A n y w o r k r e q u i r e d to b r i n g the
b u i l d i n g into compliance w i t h Code
A n y w o r k to the e x t e r i o r , or to
further
the
enclosure
or
the
w a t e r t i g h t n e s s of the enclosure
Any structural work
H I S T O R I C B U I L D I N G : T h i s r e f e r s to
the
extent
of
the
building
that
Burnham
designed
and
does
not
include newer s t r u c t u r e s s u c h as the
P a r k i n g G a r a g e , Replacement S t a t i o n ,
or a n y new l i n k n o r t h of the b u i l d i n g .
POCHE:
A n a r e a of a b u i l d i n g , often
s o l i d , w h i c h separates
two
spaces.
T h i s u s u a l l y r e f e r s to t h i c k masonry
p i e r s and w a l l s . P r i o r to the i n v e n t i o n
of s t e e l , poche was created b y the
need to have t h i c k masonry b e a r i n g
walls.
A r c h i t e c t s t r a d i t i o n a l l y enjoyed
s c u l p t i n g t h i s mass w i t h n i c h e s and
alcoves.
I n Union S t a t i o n , the poche
is intended to give the appearance of
m a s s , b u t i s often hollow. Space 119A
is w i t h i n the poche t h a t i s s c u l p t e d to
give the Main Hall concave c o r n e r s .
REHABILITATE:
To b r i n g back to
up-to-date w o r k i n g order by r e p a i r to
damaged
parts
a n d replacement
of
missing,
or
obsolete,
parts
and
systems.
R E N O V A T I O N : A n y w o r k that changes
an undamaged e x i s t i n g condition and
does not have the appearance of the
original Burnham design.
REPAIR:
Eliminating damage to, or
r e t u r n i n g to w o r k i n g order of, a p a r t
of the b u i l d i n g t h a t a l r e a d y e x i s t s .
A r c h i t e c t u r a l f i n i s h e s a r e considered to
be e x i s t i n g when they are e x p o s e d .
R E S T O R A T I O N : T h e r e c r e a t i o n of the
appearance of Daniel B u r n h a m ' s design
either b y u s i n g original materials and
t e c h n i q u e s , or b y u s i n g contemporary
materials a n d techniques to achieve the
same appearance as the o r i g i n a l .
P.A.V.E.:
A n N V C s u n k e n theater i n
the Main Hall - the " P r i m a r y Audio Visual Experience".
67
�68
�ENGINEERING SURVEY
Architectural
Tables
��ENGINEERING SURVEY
Architectural
Skylights
SKYLIGHT
Location
Code on Plan
SURVEY
Opening Size
( T o Outside of C u r b )
1
15'-4" x 15'-4"
2
15'-4" x 15'-4"
3
15'-4" x 15'-4"
4
15*-4" x 1 5 ' - 4 "
5
15'-4" x 15'-4"
6
15'-4" x 15'-4"
7
15'-4'* x 1 5 ' - 4 "
8
15'-4" x 15'-4"
9
1 5 ' - 4 " x 15*-4"
10
15'-4" x 15'-4"
11
15'-4" x 15'-4"
12
15'-4" x 15'-4"
13
15'-4" x 15'-4"
14
15*-4" x 1 5 ' - 4 "
15
15'-4" x 15'-4"
16
15'-4" x 15'-4"
17
15'-4" x 15'-4"
18
14*-0" x 9 ' - 1 0 "
19
14'-0" x 9'-10"
20
14'-0" x 9'-10"
21
14'-0" x 9'-10"
22
14'-0" x 9'-10"
69
�Location
Code on Plan
Opening Size
( T o Outside of C u r b )
23
8'-8" x 7'-3"
24
6»-9" x 1 2 ' - 1 0 "
25
3'-9" x 13 -0"
26
13'-0" x
6'-9"
27
13*-0" x
6'-9"
28
13'-0" x
6*-9"
29
13'-0" x
6'-9"
30
13'-0" x
6'-9"
31
12*-10" x
32
21"-0" x 9 3 ' - 9 "
33
21'-0" x 93'-9"
34
2 1 ' - 0 " x 93>-9"
35
6'-6" x 12'-8"
36
6 -6" x 12'-8"
37
6'-6" x 12'-8"
38
6 ' - 6 " x 12*-8"
39
6'-6" x 12'-8"
40
6 - 6 " x 12'-8'
41
6'-6" x 12'-8"
42
5'-6*' x 1 2 ' - 8 "
43
6'-10" x 10'-3"
!
6'-9"
f
f
�ENGINEERING SURVEY
Architectural
Skylights
Location
Code on Plan
Opening Size
( T o Outside of C u r b .
44
1 8 ' - 8 " x 14*-3"
45
12'-8" x 6'-6"
46
12'-8" x 6'-6"
47
15'-0" x 26'-0"
48
15'-0" x 26'-0"
49
12'-6" x 16'-0"
50
12'-6" x 16'-0"
51
12'-6" x 16'-0"
52
5*-10" x 8*-10"
53
5'-10" x 1 2 ' - 3 "
54
5'-10" x 6 ' - 7 "
55
5'-10" x 8 ' - 2 "
71
�72
��ENGINEERING SURVEY
Architectural
Transoms & Clerestories
T R A N S O M S AND C L E R E S T O R I E S
Location
1
2
3
4
5
Window Size
Height x Width
( 1 ) 4* x 2'
( 1 ) 4' x 5*
( 1 ) 4' x 2'
( 3 ) 4' x 6'
( 3 ) 4' x 6'
( 3 ) 4' x 6'
( 1 ) 4' x 2'
( 1 ) 4 x 5'
( 1 ) 4' x 2'
5*-3" x 9 ' - 0 "
5*-3" x 9 ' - 0 "
5'-3 x 9'-0"
4'-2" x 9'-0"
4'-2" x 9'-0
4'-2" x 9'-0"
4'-2" x 9'-0"
4'-2" x 9'-0"
4'-2" x 9*-0"
4'-2" x 9'-0"
4'-2" x 9'-0"
4 ' - 2 " x 9»-0"
4*-2" x 9 ' - 0 "
3 ' - 1 0 " x lO'-O"
3*-10" x lO'-O"
3 ' - 1 0 " x lO'-O"
3 ' - 1 0 " x lO'-O"
3 ' - 1 0 " x lO'-O"
f
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
M
M
(2)
(1)
(3)
(3)
(2)
(1)
(2)
(1)
(3)
(3)
(3)
(3)
(3)
42"
42"
42"
42"
42"
42"
42"
42"
42"
42"
42"
42"
42"
x
x
x
x
x
x
x
x
x
x
x
x
x
46"
46" Vent
46"
46"
46"
46" Vent
46"
46" Vent
46"
46"
46"
46"
46"
73
�Location
34
35
36
37
38
39
40
41
42
43
74
Window Size
Height x Width
1 4 ' - 4 " x 27' w i t h 29" x 2 7 " Panes
2 1 ' x 27' w i t h 28" x 2 5 " Panes
2 1 ' x 27' w i t h 28" x 2 5 " Panes
2 1 ' x 27' w i t h 28" x 2 5 " Panes
2 1 ' x 27* w i t h 28" x 2 5 " Panes
2 1 ' x 27' w i t h 28" x 2 5 " Panes
2 6 ' - 6 " x 27' w i t h 28" x 2 5 " Panes
2 6 ' - 6 " x 27' w i t h 28" x 2 5 " Panes
2 6 ' - 6 " x 27' w i t h 28" x 2 5 " Panes
93' x 178' w i t h 4 0 " x 4 0 " Panes
���ENGINEERING SURVEY
Architectural
Drawings
������������������ENGINEERING SURVEY
Structural
Structural
INTRODUCTION
BASEMENT
Item S B - 1
Item S B - 2
Item S B - 3
Item S B - 4
Item S B - 5
Item SB-6
F I R S T FLOOR
Item S l - 1
Item S l - 2
Item S l - 3
Item S l - 4
Item S l - 5
Item S l - 6
Item S l - 7
SECOND FLOOR
Item S2-1
T H I R D FLOOR
Item S3-1
Item S3-2
F O U R T H FLOOR
Item S4-1
Item S4-2
Item S4-3
ROOF
Item S R - 1
Items S R - 2 and S R - 3
Item SR-4
Item S R - 5
Item SR-6
G E N E R A L DISCUSSION
Procedure for Cleaning Rusted
Steel
L i v e Load Capacities
T r a i n - I n d u c e d Vibration
DRAWINGS
Basement Framing S B - 3
West Shore Removal SB-4
East Shore Removal SB-4
P . A . V . E . Framing S I - 1
Connections to Be Redone SI-4
Key Plan/Corbel Detail S4-2
Roof Plan S R - 1
Stone Roof Sections S R - 1
T y p i c a l Flat Roof Framing
for Perimeter of All Capstone
Roofs and Gymnasium Roof
SR-1
Basement
F i r s t Floor
Second Floor
T h i r d Floor
Fourth Floor
Roof
T E S T REPORTS
Samples of Structural Steel T e s t E . L . Conwell & Co.
Report on Fireproofing Material T e s t
E . L . Conwell & Co.
Inspection of Structural Steel
Members Report E . L . Conwell & Co.
Geotechnical Study Woodward-Clyde Consultants
��ENGINEERING SURVEY
Structural
Introduction
The charge within this section of the
survey is to determine what actions
are necessary or desirable to preserve
the long-term structural integrity of
the Historic Building of Union Station.
Over the y e a r s , the building has fallen
into a state of disrepair which affects
structural
elements.
Many of the
structural problems are a direct result
of poor maintenance which has allowed
moisture to come in contact with the
structural members, causing r u s t i n g .
The most serious problems were found
in the framing supporting the stone
capped roofs at the south half of the
Historic Building.
These areas are
discussed in more detail under the
appropriate items (See S R - 1 , S R - 2 ,
S R - 3 , S R - 6 ) . This type of deterioration should be halted immediately by
making the building waterproof and
repairing all leaking pipes.
This
repair has the highest degree of
urgency if future use, and structural
integrity, of this building is to be
considered.
The findings of this
report are based solely on existing
conditions.
The extent and rate of
continued
deterioration
cannot
be
anticipated if present waterproofing
conditions are not corrected; however,
it can be most definitely expected that
the rate of deterioration will increase
and, as pointed out in the discussion
of specific items, render certain areas
unsafe within a relatively short period.
Repairs to these areas are presented
in light of their condition at the time
of this s u r v e y .
METHODOLOGY: A team of structural
engineers initially went throughout the
building and, by visual inspection,
pinpointed structural items found to be
in an irregular condition. This initial
inspection was supplemented by a
review of existing documents which
were at that time not conclusive or
complete.
The pertinent findings of
this initial investigation are included in
the
Investigative Report which is
Appendix A to this Engineering S u r v e y .
In that report, each item is described
as visually inspected, and the extent
and amount of further investigation
required
is
identified
so
as
to
completely define the problem and
arrive at a method of repair.
The further investigation has now been
completed; therefore, this text is a
complete description of each item of
concern. This description includes the
following information about each item,
if appropriate:
o
o
o
o
o
Identifier,
"Location" description,
"General Description",
"Physical S u r v e y " ,
"Conclusion and Recommendations"
necessary to fulfill initial charge of
the s u r v e y .
Photographs are dispersed throughout
the text in appropriate locations to
illustrate the item being discussed.
Immediately after the end of the written
text are sketches showing repair from
which cost estimates are based if
applicable.
For reference, each item of concern is
located on the pertinent floor plan.
These plans are located all together at
the end of the Structural Section.
The method of coding the structural
items relates directly to The Special
Study for the FRA Task Force on Union
Station by DeLeuw, Cather/Parsons.
The Code breaks down as follows:
The f i r s t digit stands for structrual,
75
�the second is the floor number, third is
the sequential numbering of the items
on that floor.
Following the presentation of specific
items there is a general discussion
about Union Station which includes the
following topics:
o
o
o
procedure
for cleaning rusted
steel,
floor live load capacities,
vibration due to traffic on LongHaul T r a i n T r a c k s .
The "Physical S u r v e y " process was an
extensive investigation requiring, in
many cases, demolition to uncover the
structural elements, construction of
scaffolding to have adequate work
platforms, and qualified experts to
review the situation. The reports by
the Testing Company and the Soils
Consultant are at the end of the
Structural Section.
Photograph 1 S B - 1
Rusted Steel Beam
Photograph 2 S B - 1
Rusted Steel Column
76
�ENGINEERING SURVEY
Structural
Basement
Item S B - 1
LOCATION:
Structural System
porting Long-Haul Train T r a c k s
Sup-
GENERAL
DESCRIPTION:
Existing
construction of concrete encased steel
framing beams and partially encased
columns displays deterioration.
In
several locations, the existing concrete
cover is cracked and/or has spalled off
and the steel is rusted where it has
become exposed (photographs 1 S B - 1
and 2 S B - 1 ) . At the east end of this
area, additional columns have been
installed and certain members have
been reinforced (photographs 3 S B - 1
and 4 S B - 1 ) .
Photograph 3 S B - 1
Added Columns Among Existing Columns
The existing concrete walls do not exhibit signs of distress or deterioration.
The north wall originally accommodated
a total of five lifts for handling baggage
from the track level. Two of these lift
locations are occupied by passenger
elevators for the handicapped.
The
other three locations are closed with
wood shoring and/or filled with debris.
There are several locations where the
existing construction has been cut for
conduit and other penetrations which
have not been made watertight.
PHYSICAL S U R V E Y : Due to uncertainty
of the location of related railroad
equipment lines within the slab construction, no openings through the slab
from above were made. The top flange
of beams was exposed from below and
the slab construction was observed
through an existing penetration.
Photograph 4
SB-1
Added Column Supporting
Beam
Existing
Where steel is presently exposed and
rusted, field measurements were taken
by the Testing Company to determine
the amount of solid material left.
77
�Additionally, concrete encasement at
one of the beams at the most northwest
lift was removed to examine the web
and top flange condition.
I n both
cases the bottom flange of the beams
was noted to be scaled and pitted.
Where concrete encasement was removed,
the steel was still painted on the web
and showed a minor amount of pitting.
The top flange at this location was
found to be of full section.
Using
information on the original
framing drawings by D . H . Burnham
and piece detail sheets by the American
Bridge C o . , an analysis was performed
on selected members supporting the
Long-Haul Train T r a c k s . The result
of the analysis is that the maximum
train live load is an E50 loading with a
10% impact factor.
(See Structural
Calculations in Appendix B . )
At one column, where the partial
concrete encasement was cracked and
not sound, the cover was removed and
the steel was noted to have a minor
amount
of
pitting.
See
Testing
Company report.
There were seven columns added to this
subbasement area along the east side
below the east wall girders and below the
girders supporting the east track. Some
of these girders have had plates added
to them on the bottom flange. These
columns are W 12 x 58. According to
verbal accounts by Washington Terminal
Company employees, this work was
performed approximately six years ago
after a derailed engine had been
removed by a large crane on the
tracks directly above.
At that time,
the elements which were later reinforced
were noted to have considerable deflections. I n two locations test pits were
dug adjacent to these added columns
78
Photograph 5 S B - 1
Test Pit Backfilled
�ENGINEERING SURVEY
Structural
(photograph 5) to determine
their
foundation and determine the allowable
bearing capacity for the soil supporting
them. See report by Soils Consultant.
It was noted at Test Pit T P - 2 , that
the soil below the adjacent slab on
grade has settled, and a void extended
south of the pit.
CONCLUSIONS
AND RECOMMENDATIONS: The following items are of low
priority.
At the abandoned lift pits along the
north wall, all debris and/or wood
shoring should be removed. The three
open lift pits should be closed by
cutting down the lift walls to an
elevation which would accommodate 8"
precast hollow core plank spanning in
the short direction which is to be
waterproofed and have a 4" concrete
protection slab cast on top and level
with existing slab. The topping slab
should be reinforced with welded wire
fabric.
At
existing
penetrations
through the existing slab, it should be
determined which pipes and conduits
are active and to remain. All abandoned
lines should be removed. At penetrations through the slab construction,
the sleeves and openings should be
sealed to prevent water penetration.
The framing of the Long-Haul track
level should have all unnecessary
hangers removed. The exposed rusted
steel should be cleaned and concrete
encasement
replaced
using
epoxy
bonding concrete.
The areas where
the concrete encasement is cracked
should be removed as required and
replaced with epoxy bonding concrete.
The steel columns in this area should
be made ready for fireproofing of the
proper hourly rating as indicated in
the Architectural Section. Fireproofing
work on completely uncovered steel is
considered a high priority.
The area which was reinforced due to
the train derailment shows no sign of
distress.
Item SB-2
LOCATION: Wall Opening at East End
of Mail Handling Tunnel
GENERAL D E S C R I P T I O N : The unreinforced concrete gravity retaining wall
which is approximately 5 f t . thick at
mid-height has an opening cut into it
for a ramp to the east Basement area.
This wall displays a crack from the top
of the wall to the top of the opening
over about the center of the opening
(photograph l - S B - 2 ) . The crack line
is a pour joint in the concrete wall. A
smooth faced joint is observed on the
underside of the top of the opening
(photograph 2 - S B - 2 ) .
A building column is supported on top
of the wall above the north end of the
cut through the wall.
There are no
cracks or other indicators of structural
distress.
Clearance at the top of the opening is
inadequate for mail-carrying t r u c k s ,
which had limited the tunnel's use.
However, the United States Postal
Service has recently discontinued use
of the tunnel; therefore, the clearance
condition mentioned above needs no
further consideration.
PHYSICAL S U R V E Y :
The wall has
been analyzed for all the loads that it
is subjected to.
The critical load is
from the column supported on top of
79
�the wall. The analysis indicates that
the strength of the wall is adequate to
support the anticipated loads.
CONCLUSIONS
AND RECOMMENDATIONS:
The crack line in about the
center of the wall is not an indicator of
structural distress. I t is solely due to
the method of construction. Even with
this plane of weakness, all observations
and analyses indicate that the wall is
adequate
to support the
expected
design loads.
The suggested repair work is to patch
the crack with epoxy grout so that it
is no longer visible. This work is of
the lowest priority.
Item SB-3
LOCATION: Wood framing above ramp
to Subbasement Level
Photograph 1 SB-2
Retaining Wall With Opening Cut For
Ramp
GENERAL
DESCRIPTION:
Existing
ramp and walls are of concrete construction. The walls and slab do not
show any signs of distress. A portion
of the area above the ramp is framed
at the Basement floor level with wood
joist and decking (photograph l - S B - 3 ) .
The decking has gaps between the
planks.
PHYSICAL S U R V E Y :
To insure safe
future use compatible with what now
exists in the Basement area in the
vicinity of wood framing above the
ramp, the framing should be replaced
by a steel framing system with metal
deck and concrete slab. This area of
the Basement is typically used for
automobile parking which requires a 75
psf live load design value.
80
Photograph 2
SB-2
Pour Joint I n Retaining
Opening Cut For Ramp
Wall
With
�ENGINEERING SURVEY
Structural
CONCLUSIONS
AND RECOMMENDATIONS:
Once the new framing is
complete,
the area can be loaded
consistently throughout. All observations indicate that the other existing
construction is adequate to support the
anticipated loads.
The removal of the wood framing and
the installation of the new framing is
in the lowest priority work category;
however, no automobile parking can be
allowed on the wood framing. A preliminary framing plan with design information which was used for estimating
purposes
follows the text of the
structural section.
Photograph 1 SB-3
Wood
Framing
Above
Sub-Basement Level
Ramp
To
Item SB-4
LOCATION:
North Wall of Concourse
at Basement
Level and Structural
Esplanade Slab, West of Long-Haul
Train T r a c k s
GENERAL D E S C R I P T I O N :
Excessive
amounts of water are penetrating into
the Basement space in this area. The
existing concrete Basement wall has no
unusual cracks; however, there are
several areas of water penetration.
This wall is approximately twelve feet
(12'-0") north of the exterior Concourse wall that is above
grade.
Therefore, the exterior concrete slab,
Esplanade, above the area between the
Basement wall and exterior Concourse
wall is protecting an interior space of
the Basement.
This slab is in poor
condition. Rust on some of the steel
beams supporting the Esplanade is
visible where encasement is not present.
This item is discussed in the Soils
Consultant report.
81
�Along the north face of the Basement
wall there is an abandoned utility
tunnel about 6 f t . deep and 4 f t . wide
constructed of concrete.
The top of
this tunnel is at ground surface.
There are a number of pipe penetrations through the Basement wall into
this tunnel. This tunnel is collecting
water.
In this same area there are two other
items of structural concern.
First,
along the Basement wall there are
sizeable steel beams perpendicular to
the wall which were noted in the
Investigative Report to be of questionable function and which do not appear
on the acquired drawings. They extend
from the Basement wall to the steel
directly below the exterior Concourse
wall (photograph l - S B - 4 ) .
Second, where the Pedestrian Bridge
from the Parking Structure meets the
north face of the Concourse, there are
shores in the Basement marked "DO
NOT REMOVE" (photographs 2-SB-4
and 3 - S B - 4 ) .
Construction in this
area was reviewed with structural
engineers from Sverdrup & Parcel who
were involved with the recent construction.
They claim modifications had
been made for which they could not
account.
PHYSICAL S U R V E Y : A section of the
Esplanade was removed to examine the
condition of the slab and steel supporting the slab (photograph 4 - S B - 4 ) .
The slab is of two layers with the f i r s t
being a paving slab on top of a
structural slab. The paving slab has
deteriorated severely while the s t r u c tural slab has remained sound. The
steel supporting the Esplanade has
82
Photograph 1 SB-4 •
Beams that Support Exterior Columns
Photograph 2
West Shores
SB-4
�ENGINEERING SURVEY
Structural
been pitted by r u s t , but the rust is
local and in most areas the prime coat
of paint on the steel still remains.
The beams which were noted in the
Investigative Report to be of questionable function have been determined to
have been supports for " H " shape
columns with their centerline located
just to the north of the Basement wall.
The column sections, which were at
the F i r s t Floor Level and north of the
north wall of the Concourse at the
F i r s t Floor Level, had been removed at
an earlier date.
Photograph 3 SB-4
Incomplete Connection at West Shores
Photograph 4
SB-4
Opening Cut in Esplanade Slab
The shoring in the Basement marked
"DO
NOT REMOVE"
supports
the
existing steel floor framing in the
vicinity where two new columns, W 14
x 257, were installed and connections
made between the existing steel beams
and the new columns. These columns
support the Pedestrian Bridge from the
Parking Garage to the Concourse.
Once this installation was completed,
these shores were to be removed. The
connections, except for one, have been
made, but their integrity is questionable. This conclusion is also affirmed
by the independent Testing Company
report.
CONCLUSIONS
AND RECOMMENDATIONS: The water is penetrating into
the Basement space due to an inadequate
waterproofing system incorporated into
the original design of the Esplanade
slab. Water is also entering the basement by f i r s t collecting in the utility
tunnel and then passing into the
Basement through old pipe penetrations
or cracks in the wall.
83
�The beams which were noted to be of
questionable function are no longer
loaded, since the columns they supported have been removed, and since
they do not interfere with the functional
use of the Basement space, they should
remain as they are.
The shores in the Basement marked
"DO NOT REMOVE" are still necessary,
but they were designed to be only
temporary.
A permanent solution of
sound construction should be built and
then the shoring removed.
The repair of the Esplanade slab and
utility tunnel has an urgent ranking of
priority since the repair is necessary
to prevent further deterioration of the
structural steel.
The paving slab
should be completely removed and a
waterproofing membrane built on top of
the structural slab.
Once this is
done, a new paving slab should be
constructed with adequate slope to
carry the water away from an area
with interior space below.
Unless
there is a new construction in the
Esplanade area that will protect this
area from weather, the utility tunnel
should be removed and all joints,
cracks, and sleeves in the Basement
wall sealed so as to stop water penetration.
Also, the wall should be
dampproof ed.
To be able to remove the temporary
shoring marked "DO NOT REMOVE"
which is a high priority, all the connections of the existing steel beams to
the new columns must be removed and
reconstructed. This is to be done at
both locations of temporary shoring. I n
addition, at the west shore location
some additional work is required and
described on the drawings which follow
the text of the Structural Section.
84
Item SB-5
LOCATION:
West Hall
Basement
Walls
Below
GENERAL
DESCRIPTION:
These
nonbearing partitions of concrete block
or
terra
cotta
tile
have
severe
horizontal cracks. The adjacent s t r u c tural framing shows no cracking and/or
signs of distress.
PHYSICAL S U R V E Y : These nonbearing
partitions are not founded on the same
stable bearing level of the main building
support elements.
I t was noted that
in other parts of the Basement where
sections of the slab had been removed,
voids exist below the slab on grade.
See Item S B - 6 . This condition attributes to the cracking of the nonbearing
partitions.
CONCLUSIONS
AND RECOMMENDATIONS:
Work on these nonbearing
partitions may be regarded as a low
priority.
I f nonbearing partitions in
the Basement area are to be removed,
the slab on grade should be examined
upon removal of the partition and
repaired as required.
This work
should
be
coordinated
with
that
described under item S B - 6 .
Where new masonry partitions are
required, it is recommended that the
existing slab and two feet of earth be
removed.
An
approved
granular
material is to be compacted in eight
inch layers to the underside of the
slab.
If the present nonbearing partitions
are not to be torn down, they may be
repaired cosmetically with the understanding that further cracking will
take place.
�ENGINEERING SURVEY
Structural
First Floor
Item SB-6
LOCATION: Basement Slab Throughout
Building (not located on plan)
GENERAL D E S C R I P T I O N : The slab on
grade at various locations is cracked
extensively. Also, at different locations
it has been partially removed.
PHYSICAL S U R V E Y : I t was observed
at several locations throughout the
Basement and Subbasement levels that
voids under the slab on grade exist.
The extent of this phenomena is not
known at this time and the majority of
the area shows no signs of distress.
CONCLUSIONS
AND RECOMMENDATIONS: Work for these slab on grade
conditions may be regarded as a low
priority.
Where slabs
have
been
removed, provide a crushed stone base
on a compacted subbase and a new
slab on grade of 5" thickness, which
is to be reinforced with welded wire
fabric.
Where existing slabs are severely
cracked, remove the slab and provide
new slab as described above.
Where areas are developed for heavy
loads and the possibility of slab settlement and/or cracking needs to be
avoided, the existing slab area should
be tested for possible voids and either
grouted or removed and replaced with
new slab construction as described
previously.
Item S l - 1
LOCATION:
The Construction in the
Main Hall Designated as P . A . V . E . by
National Visitor Center Documents
GENERAL D E S C R I P T I O N : A portion of
the original First Floor framing has
been removed to create a large opening
in the floor for the P . A . V . E . (photograph 1-S1-1).
New framing which
supports ramps and stairs from the
F i r s t Floor level to the Basement has
been added to support this structure.
The bottom of this pit is at a lower
elevation than the original slab on
grade at the Basement Level. The new
steel is protected with spray-on f i r e proofing material.
PHYSICAL S U R V E Y : Future usage of
the First Floor space as originally
designed would necessitate that this
level be covered with a new concrete
slab supported by metal deck and steel
framing. The existing column foundations may be used to support this
construction since the proposed design
loads are not greater than the original
design loads.
A similar situation
exists where the new steel framing
members would be supported on existing
framing at the edges of the pit. The
points of support correspond to previous
support points and the load is less
than the original design loads.
Existing spray fireproofing has been
checked for possible asbestos content
and found to contain mineral wool with
no asbestos present. See report from
Testing
Company
describing
Lab
No. A-4435.
CONCLUSIONS
AND RECOMMENDATIONS: There are no indicators which
point to problems with the integrity of
85
�the structure as it stands. However,
future usage
of the space could
necessitate that a continuous F i r s t Floor
framing system be constructed where
the pit i s , at the same elevation as the
adjacent slab so that floor finishes will
match from existing to new floor.
For estimating purposes, it is assumed
that the original floor appearance of
the Main Hall would be restored. The
installation of the new slab and support
framing is in the lowest priority work
category.
The preliminary framing
plan with its design information, which
was used for estimating purposes,
follows the text of the Structural
Section.
Item S l - 2
LOCATION:
of Main Hall
Underside of F i r s t Floor
GENERAL D E S C R I P T I O N :
Throughout
this area there are numerous locations
where clay tile has been removed from
around the steel beam flanges to hang
equipment.
At these points,
the
flanges have rusted.
PHYSICAL S U R V E Y :
Fire rating for
beams and columns as required for
possible future designs by code authorities
has
been
determined.
See
architectural section for hourly ratings.
Steel floor framing beams were found
to have pitting of the flange at hanger
locations.
Existing steel and/or cast iron columns
throughout the Basement are partially
encased
in concrete.
The
upper
portions are exposed steel and/or cast
iron.
86
Photograph 1 S l - 1
P.A.V.E.
�ENGINEERING SURVEY
Structural
CONCLUSIONS
AND RECOMMENDATIONS: This work comes under high
priority
classification.
Unnecessary
hangers on beams should be identified
and eliminated.
All columns should be fireproofed to
comply with required hourly rating if
this corresponds with future development occupancy designs.
Some of the steel flanges displayed
rust and were pitted at hangers.
These surfaces should be cleaned by
the "Procedure for Cleaning Rusted
Steel" in the General Discussion of this
section.
and prepared for repair of
the fireproofing to maintain required
rating.
Item S l - 3
LOCATION:
Underside of F i r s t Floor
of Concourse
GENERAL D E S C R I P T I O N :
Throughout
this area there are numerous locations
where clay tile has been removed from
around the steel beam flanges to hang
equipment.
At these points, flanges
have rusted.
In the extensive area which had been
reframed after the 1952 train crash,
the original construction has been
replaced by 1 " Perlite plaster-encased
steel beams with a concrete slab on
metal deck.
At various points, some
of this plaster encasement has been
removed for equipment hangers.
Existing steel and/or cast iron columns
throughout the Basement are partially
encased
in
concrete.
The
upper
portions are exposed steel and/or cast
iron.
PHYSICAL S U R V E Y :
Fire rating for
beams and columns as required for
possible future designs by code authorities
has
been
determined.
See
architectural section for hourly ratings.
Fireproofing should be repaired.
Steel floor framing beams were found
to have pitting of flange at hanger
locations.
The area reframed after the 1952 train
crash has been reviewed and found to
be of comparable capacity to the s u r rounding original framing. Replacement
slab construction was found to be
4-1/2" reinforced concrete slab on
1-1/2" Q-Deck No. 3, 14 gauge with a
1 " cement topping. This existing slab
construction data and fireproofing type
was taken from Drawing No. 24261,
File No. 10-128-1, dated 2/25/53 by
the Office of Engineer of Bridges &
Buildings, The Baltimore and Ohio
System.
CONCLUSIONS
AND RECOMMENDATIONS: This work should come under
high priority classification. Unnecessary hangers on beams should be
identified and eliminated.
All columns should be fireproofed to
comply with required hourly rating if
this corresponds with future development occupancy designs.
Some of the steel flanges displayed
rust and were pitted at hangers.
These surfaces should be cleaned by
the "Procedure for Cleaning Rusted
Steel" in the General Discussion and
prepared for repair of the fireproofing
to maintain required rating.
87
�Item S l - 4
LOCATION:
East Wall of Concourse
E X I S T I N G CONDITIONS: I n the upper
portion of the glass wall two pieces of
glass are cracked.
Some of the fascia stone is dislodged
and the joint between the window
frame and the stone has not been
properly
closed.
There
exists a
1-1/2" gap, by approximate measure.
At the southeast end, new vertical
steel framing has been added to support a truss system which in turn
supports the exterior wall. New block
work has been added at this location
to enclose the steel.
There are no
signs of distress; however, the function
of certain framing elements was not
initially apparent, as noted in the
Investigative S u r v e y .
The lower glass wall is partially supported by the original steel framing of
the Concourse F i r s t Floor.
These
original
girders
also support
the
partially completed Esplanade. All the
framing is exposed to the weather
here since there are no Basement
walls at this location. Large amounts
of steel are unprotected since f i r e proofing is incomplete.
Some temporary shoring in the Basement
is still in place where the Concourse
F i r s t Floor framing beams have been
reconnected to a new girder at the
north end of this wall.
PHYSICAL S U R V E Y : The broken glass
in the upper portion of the glass wall
is a local condition and has nothing to
do with the integrity of the structural
system.
88
As mentioned above, the function of
certain
framing
elements
was not
initially apparent, at the southeast
support for the truss system which
supports the exterior wall.
At this
location there are three vertical wide
flange elements that appear to function
as columns.
However, one element
does not appear to have a proper
support at the base, raising the question of function.
Through further
study, it has been determined that
this is a hanger element and it is
supported from above.
The adequacy of the steel framing of
the Concourse F i r s t Floor which is just
below this east wall was investigated in
depth.
The original main built-up
girders have been analyzed to determine
that they have the ability to support
the load from the new framing which
supports the Esplanade.
There is
some normal rusting on these members,
but not of the magnitude to have a
detrimental effect on the capacity of
the member.
A number of the new connections
between F i r s t Floor framing members
that were made when the Esplanade
was built have an appearance which
raises questions about their integrity.
Some of the clip angles used in the
connection are not snug tight to both
members
being
connected.
Also,
excessive amounts of slag have been
left on the welds.
At the north end of this area, there is
temporary
shoring
supporting
the
Concourse F i r s t Floor which should be
removed when repair construction has
been completed.
This item is discussed in the Testing
Company report.
�ENGINEERING SURVEY
Structural
CONCLUSIONS
AND RECOMMENDATIONS: The breaking of the glass in
the upper portion of the wall does not
indicate
distress
in any
of
the
structural elements.
The dislodged fascia stone and the
excessive gap between the window
frame and the stone are items of
concern handled under the Architectural section of this report since they
have no bearing on structural aspects
of the building.
They are solely
isolated building construction details
that need correction.
The function of certain framing elements
at the southeast support for the truss
system which support the wall has
been determined and all elements have
been constructed in a regular manner;
therefore, there is no need for further
consideration.
The steel framing of the Concourse
F i r s t Floor which is just below this
east wall is adequate except for connections which must be reconstructed.
The installation of two new panes of
glass in the wall to replace the cracked
ones is in the lowest priority work
category.
The new panes should be
installed with adequate clearance for
normal movement of the structure.
The steel framing connections
just
below the east wall should be reconstructed.
The degree of priority for
this repair is urgent since their ability
to support the anticipated design loads
is questionable.
A sketch indicating
which connections are to be reconstructed follows the text of the s t r u c tural section. Once this work has been
completed, the existing shoring may be
removed.
Item S l - 5
LOCATION: Entrance from Presidential
Suite to Concourse
GENERAL D E S C R I P T I O N : At the east
side of the entry there are cracks in
the terra cotta and glazed bricks and
openings in joints where mortar has
fallen out. Over the exhaust fan, the
wall has bowed outward. The ornamental column on the east side of
entry exhibits some spalling and minor
chipping. Over the entry, the glazed
tile has cracks in i t .
Inside the vestibule of the Presidential
Suite there is peeled paint and cracking
in the plaster.
These are due to
aging and are not related to glazed
brick cracks already mentioned.
Below this area in the Basement are
nonbearing walls of concrete block or
terra cotta tile which are severely
cracked (photographs 1 and 2 ) .
PHYSICAL S U R V E Y :
This entry is
supported on steel framing of the Main
Floor and on columns which penetrate
through the Basement.
There is no
evidence of distress in this framing as
observed from below in the Basement.
CONCLUSIONS
AND RECOMMENDATIONS:
Cracks in the masonry work
on the First Floor are not structural
and should be repaired for the purpose
of restoring the wall finish to the
original. See the related Architectural
Section
for comments and priority
classification.
The cracks in the walls below in the
Basement are nonbearing walls and are
to be treated the same as those of Item
SB-5.
89
�Item S I - 6
LOCATION: West End Wall of Concourse
GENERAL D E S C R I P T I O N : At both the
Basement and F i r s t Floor level there
are no signs of structural distress.
Cracks in the north pier at the F i r s t
Floor level are only in the drywall
finish and they do not occur in the
block walls behind.
From the exterior, it is possible to
note that a small fascia stone has been
dislodged at the northern intersection
of the curved edge outlining the top of
the upper glass window wall and the
bottom edge of this same glass system.
Above the Concourse into the truss
space, light is penetrating through
joints between the new and old stone
fascia and along joint line between
window frame and stone fascia.
Photograph 1
SI-5
Crack in Nonbearing Masonry Wall
CONCLUSIONS
AND RECOMMENDATIONS:
The dislodged fascia stone,
the joint condition between the old
stone fascia and the new fascia, and
the joint between the window frame
and stone are items of concern handled
under the Architectural section of this
report since they have no bearing on
the structural aspects of the building.
These are just isolated building construction details that need correction.
The cracks in the drywall are purely
of cosmetic repair nature.
Item S l - 7
LOCATION: Intersection of the Pedestrian Bridge from the Parking Garage
to the Concourse.
The Pedestrian
Bridge, itself, is outside the scope of
this report.
E X I S T I N G CONDITIONS: The connection of the two main support beams of
90
Photograph 2
Sl-5
Cracked Nonbearing Masonry Walls
�ENGINEERING SURVEY
Structural
the
Pedestrian
Concourse
is
connection.
Bridge
with
the
a
moment-type
PHYSICAL
SURVEY:
The
moment
connection is at the south end of the
spandrel beams which support the
Bridge, while the connection at the
north end of these beams is a slidebearing pad connection.
Not to have
the two main structures tied together
rigidly by a link is appropriate engineering practice.
The lower half of the connection at the
south end of the Bridge, where it
interfaces with the Historic Building,
was exposed for visual inspection.
Fabrication of the connection demonstrated acceptable workmanship in the
welding,
bolted
connections,
and
tolerance of fit in general.
I n the
vicinity of this connection, there were
no signs of structural distress.
CONCLUSIONS
AND RECOMMENDATIONS: The connection concept of the
Pedestrian Bridge previously described
is in line with normal engineering
practice for this type of connecting
element. At the point of investigation,
no visible signs of distress were noted.
The overall construction of the Bridge
does not exhibit at present the potential
of causing a structural distress to the
Historic Building. Reasonable amounts
of differential settlement should not
effect the integrity of the structures
involved.
The
soundness
of
the
framing system of the Bridge structure
itself is a subject to be investigated
by Sverdrup & Parcel, Engineers, and
further
comment
with regard
the
Pedestrian Bridge can be found in
their report "Union Station Bus/Parking
Garage and Southeast Ramp" prepared
for the District of Columbia Department
of Transportation, May 10, 1982.
Second Floor
Item S2-1
LOCATION: Floor of East Vault Room
at Second Floor
GENERAL D E S C R I P T I O N : There is an
extensive crack in the floor running
east-west.
This crack runs to the
wall, but does not continue in the
wall.
PHYSICAL S U R V E Y : I n the vicinity of
the crack, the concrete topping and
cinder concrete fill were removed to
see if the crack is also in the structural
tile arch construction. I t appears that
the crack is not in the tile arch construction. Apparently this crack was
caused by shrinkage and opened wider
with time since no movement of framing
elements was observed. Similar cracks
occur in other parts of the floor in
this room.
CONCLUSIONS
AND RECOMMENDATIONS: These cracks should be raked
clean and patched with cement grout.
This work is regarded as low priority.
91
�Third Floor
Item S3-1
LOCATION:
East
Floor Office Areas
and
West
Third
GENERAL D E S C R I P T I O N : These floors
have had water penetrating through
them which has caused plaster and
paint to spall from the underside of
the
tile
construction
(photographs
1-S3-1, 2-S3-1 and 3-S3-1).
PHYSICAL S U R V E Y : I n an area where
water penetration has occurred, a section
of concrete topping and cinder concrete
fill was removed and the steel framing
exposed and checked for deterioration.
The steel was found to be in satisfactory condition (photographs 4-S3-1).
CONCLUSIONS
AND RECOMMENDATIONS: This item has a low priority.
Finish items that have deteriorated
should be repaired as per related
architectural sections.
Note that in
some areas the concrete topping will
require removal and the cinder concrete
should be dried, then a new 1 " lightweight structural concrete topping slab
should be added as required.
Photograph 1 S3-1
Water Damage in Offices
Item S3-2
LOCATION:
Floor of East Vault Room
at T h i r d Floor
GENERAL D E S C R I P T I O N : There is an
extensive crack in the floor running
east-west.
PHYSICAL S U R V E Y : I n the vicinity of
the crack, the concrete topping and
cinder concrete fill were removed to
see if the crack is also in the structural
tile arch construction. I t appears that
the crack is not also in the tile arch
construction.
Apparently, this crack
was caused by shrinkage and opened
wider with time since no movement of
framing elements was observed.
92
Photograph 2 S3-1
Water Damage in Offices
�ENGINEERING SURVEY
Structural
CONCLUSIONS
AND RECOMMENDATIONS:
This crack should be raked
clean and patched with cement grout.
This work is regarded as low priority.
Photograph 3 S3-1
Water Damage in Offices
NOTE: Photographs 1 , 2, 3 and 4 are
at different locations.
Photograph 4 S3-1
Top Flange of T h i r d Floor Steel Beam
93
�Fourth Floor
Item S4-1
LOCATION:
East
Floor Office Areas
and
West
Fourth
GENERAL D E S C R I P T I O N : These floors
have had water penetrating through
them which has caused plaster and
paint to spall from the underside of the
tile construction.
See representative
photographs listed with Item S 3 - 1 .
PHYSICAL S U R V E Y : I n an area where
water penetration has occurred, a
section of concrete topping and cinder
concrete fill was removed and the steel
framing exposed and checked
for
deterioration. The steel was found to
be
in satisfactory
condition.
See
representative photographs listed with
Item S 3 - 1 .
CONCLUSIONS
AND RECOMMENDATIONS: This work is regarded as low
priority.
Finish
items
that
have
deteriorated should be repaired as
discussed
in
the
Architectural
Sections. Note that in some areas the
concrete topping will require removal
and
the cinder concrete should be
dried, then a new 1 " lightweight
structural concrete topping slab added
as required.
Item S4-2
LOCATION: Area Between Ceiling and
Roof in Main Hall
GENERAL D E S C R I P T I O N :
The truss
supporting the ceiling and roof is
visible from this location, and shows
no sign of distress.
A secondary truss frames into the east
wall above the north doorway into this
space.
The bottom of the support
corbel for the truss has fallen off
(photograph 1 ) .
94
The plaster arches below this area on
the north side of the Main Hall are
discolored and have deteriorated. The
serious water leaks which caused this
damage should have been corrected
since the roof over this area has been
repaired. The hangers supporting the
arches have not rusted.
PHYSICAL S U R V E Y : A visual inspection
of the top chord of the truss and roof
purlins was made to check for corrosion. The steel framing was found to
be in good condition. Field measurements were taken at the damaged corbel
and
compared to original structural
documents.
Also noted at the west
end is a connection where fit-up bolts
exist and the final connection was
never completed.
The deteriorated plaster arches were
visually examined and no deterioration
of the support hangers noted. Plaster
repair is discussed in the Architectural
Section of the Survey Report.
This item is discussed in the Testing
Company report.
CONCLUSIONS
AND RECOMMENDATIONS: The corbel should be repaired
as per the sketch which follows. This
work is in an urgent priority category.
The fit up bolts should be removed and
proper size A325X high tensile bolts
should be placed in connection holes to
complete unfinished connection. Coordinate location with key plan sketch
which follows. This work shall be done
as a high priority item.
�ENGINEERING SURVEY
Structural
Item S4-3
LOCATION:
Floor of East Tank Room
GENERAL D E S C R I P T I O N : There is an
extensive crack in the floor running
east-west.
Photograph 1 S4-2
Deteriorated Corbel
PHYSICAL S U R V E Y : I n the vicinity of
the crack, the concrete topping and
cinder concrete fill were removed to
see if the crack is also in the structural
tile arch construction.
The crack
continues through the cinder concrete
f i l l , but not the tile a r c h .
Also,
pieces of wood were found wedged
within the various layers of construction.
These wood elements are in
various states of decay and crumble in
hand.
Apparently, the crack was
caused by shrinkage and opened wider
with time.
The decaying wood may
also contribute to opening this crack
by allowing the slab to move as the
wood decomposes, allowing some settlement where the wood had been placed
between the slab.
CONCLUSIONS
AND RECOMMENDATIONS:
This crack should be raked
clean and patched with cement grout.
This work is regarded as low priority.
95
�Roof
Item S R - 1
LOCATION:
Gymnasium and Storage
Room in West End of the Historic
Building
GENERAL D E S C R I P T I O N : The existing
Gymnasium roof is supported on wallbearing
steel
trusses
(photograph
1 - S R - l and plan that follows photog r a p h s ) . This framing has only minor
amounts of r u s t . The corner piers of
the gymnasium have cracked below the
bearing points of the steel trusses and
need
to be repaired
(photographs
2- S R - l through 5 - S R - l ) .
Along the
north, east and west sides of the main
Gymnasium roof there are short span,
flat roof areas bordering Gymnaium
roof trusses where there are considerable amounts of rust on the bottom
flanges of these short span elements
(photograph 6 - S R - l ) .
Photograph 1
SR-1
Trusses Supporting Gymnasium Roof
The roof drains in this area all leak
profusely onto the Gymnasium floor
then into the vaulted area below,
eventually staining the exterior at the
Carriage Porch extensively (photograph
7- S R - l ) .
The Storage Room, which is directly
south of the Gymnasium area and at
the same level, is roofed with capstone
slabs supported by brick filler walls
bearing on steel beams and built-up
girders.
This steel framing exhibits
extensive corrosion particularly of the
southernmost
girders
(photographs
8- S R - l through 1 4 - S R - l ) . Rivets at
certain points show significant loss of
section in this area.
The floor of the Storage Room has
several small holes in the slab. At
one location, below a bad roof drain,
the concrete slab has disintegrated.
96
Photograph 2
SR-1
Crack in Pier - Northeast Corner
�ENGINEERING SURVEY
Structural
As a consequence, the cinder concrete
fill has been attacked by water and
reduced to loose cinders (photograph
1 5 - S R - l and 1 6 - S R - l ) .
PHYSICAL S U R V E Y :
The areas of
roof framing below the capstone roof
construction were reviewed extensively
by the Testing Company. B y cleaning
portions of the corroded steel girders
using a power driven wire b r u s h ,
remaining solid material thicknesses
were established.
The rivets were
also tested for tightness by striking
them with a hammer.
Photograph 3 S R - 1
Crack in Pier - Northwest Corner
The section properties of the girder
were calculated and capacities established. The present loading condition
was determined and the girder found
to be of marginal section in its present
condition with certain modifications to
rivets required.
See related sketch
that follows.
The brick filler walls which support
the capstone slabs of the roof on the
steel were found to be in satisfactory
condition with some minor deterioration
due to water running over the surface.
At the flat roof areas at the perimeter
of the gymnasium and storage room,
the short framing elements were found
to display varying degrees of deterioration with the most extreme at the
south end. These elements should be
repaired as per sketch which follows
the text of the Structural Section.
Photograph 4 S R - 1
Crack in Pier - Southwest Corner
The floor was opened and the steel
framing below was found to be in good
condition.
The concrete slab construction, however, has deteriorated at
this location to a loose material condition.
The interstitial space between
97
�the vaulted construction above the
Carriage Porch and below the Gymnasium
floor was viewed from the east wall at
a low roof level. The steel frame and
the hanger system for the vault was
noted to be in good condition. However, at this time, water could be
heard leaking in the space from the
floor above. Also, it should be noted
that there was no safe method that
could be developed to gain access to
the west side of the interstitial space.
As a consequence, the entire framing
of
the
gymnasium floor was not
investigated.
This item is discussed in the Testing
Company report.
CONCLUSIONS
AND RECOMMENDATIONS:
The capstone
roof joints
should be repaired immediately, and
this work can be regarded as an
urgent priority. If this repair is not
accomplished, water will continue to
enter the building and attack any new
work done to the structural steel to
correct existing corrosion problems.
Repair of the steel alone will not
ultimately solve the structural problem
in this area.
The rate at which
corrosion occurs does not proceed only
at a steady rate, but increases over
time.
Therefore,
the
structural
elements that were observed to be in a
maximum load condition in their present
corroded state can be expected to
continue to deteriorate and become
unsafe within a definite and limited
time period, if the water entering the
building is not stopped.
The roof drains all around this space
require immediate attention also to stop
water from getting into the floor and
eventually
staining
the
building's
facade. This work can be regarded as
an urgent priority.
98
Photograph 5 S R - 1
Crack in Pier - Southeast Corner
Photograph 6
SR-1
Underside of Flat Roof Framing
�ENGINEERING SURVEY
Structural
Photograph 7 S R - 1
Staining on Exterior Facade
Photograph 8 S R - 1
Rusted Girders - Overall View
Photograph 9
SR-1
Rusted Girder - Web
Photograph 10
SR-1
Rusted Girder - Bottom Flange
99
�Photograph 11 S R - 1
Rusted Girder - Bottom Flange
Photograph 13 S R - 1
Rusted Girder - Bottom Flange
Photograph 12 S R - 1
Rusted Girder - Bottom Flange
Photograph 14
SR-1
Rusted Girder - End Support
�ENGINEERING SURVEY
Structural
The entire framing system below the
capstone roof and the steel at the perimeter flat roof should be cleaned and
painted as per the "Procedure for
Cleaning Rusted Steel", outlined in
the General Discussion portion of the
Structural Section which follows. The
r i v e t s , where reduced in section or
displaying any deterioration, should be
removed and replaced using high
strength bolts, according to "Procedure
for Cleaning Rusted Steel" in the
General Discussion.
The flat roof areas should be reinforced
as per the sketch that follows.
Photograph 15
Floor Opening
SR-1
The piers in the corners of the gymnasium which are cracked should have
the joints raked clean and pointed as
required.
The floor should have wood removed and
concrete topping slab removed. After
the cinder concrete has sufficiently
dried, a new 1 " lightweight structural
concrete topping slab should be placed
with wire mesh reinforcement.
Where
cinder concrete slab is found in poor
condition, it should be removed locally
to the clay tile construction and replaced
with lightweight concrete f i l l .
Items SR-2 and SR-3
LOCATION: West Tank Room Ceiling
and Roof, and East Tank Room Ceiling
and Roof, respectively
Photograph 16 S R - 1
Deteriorated Roof Drain
GENERAL D E S C R I P T I O N : Some rusted
steel was observed from the Tank
Room floor along the south wall just
below the ceiling level in both Tank
Rooms. The framing of the ceilings of
the Tank Rooms also showed deterioration
due
to
rust
(photograph
1-SR-2/SR-3).
101
�The
roofs of the Tank Rooms are
capstone slabs. The steel framing is
rusted in both locations (photograph
2-SR-2/SR-3).
PHYSICAL
SURVEY:
The
Testing
Company reviewed the steel framing of
the capstone roof and of the ceiling of
each of the Tank Rooms. The steel of
the West Tank Room displays nominal
rust with pitting of certain elements
being the worst condition.
At the
East Tank Room r u s t deterioration
was noted; pitting of certain elements
being common and scale noted in a few
locations.
The brick filler walls which support
the capstone slabs on the steel frame
were found to be satisfactory in both
locations.
This item is discussed in the Testing
Company report.
CONCLUSIONS
AND RECOMMENDATIONS:
These areas urgently need
repair to the capstone roof joints.
Without such repair, any correction
done to the supporting steel will be
subjected to intolerable attack by water
and
corrosion
will
continue
and
increase. The condition observed here
is similar to the Gymnasium capstone
roof, however, the supporting steel
does not display the same degree of
deterioration. It should be considered
here also that the length of time the
roof joints are not corrected greatly
affects the extent and rate at which
further deterioration will propogate in
these areas, resulting in questionable
future structural integrity.
All the
steel framing of these areas should be
cleaned
and
painted as per
the
"Procedure for Cleaning Rusted Steel"
102
Photograph 1
SR-2 AND SR-3
Tank Room - Ceiling Framing
Photograph 2
SR-2 AND SR-3
Tank Room - Roof Framing
�ENGINEERING SURVEY
Structural
outlined in the General Discussion
portion of the Structural Section and
repair to perimeter framing as per
sketch shown in item S R - 1 as required.
This work is regarded as high priority.
Item SR-4
LOCATION:
North Wall at Concourse
GENERAL D E S C R I P T I O N :
From the
interior of the Concourse (specifically
through an opening in the ceiling), no
structural distress was apparent. The
existing steel beam which supports the
roof trusses in the north wall at the
ceiling level was not observed through
the opening since it is encased in brick
work.
Photograph 1 SR-4
Opening in Ceiling Caused by Water
Leak
At this location, there is a serious
water leak due to a hole in the roof
next to a roof drain causing damage to
the ceiling. I t was also noted that the
mortar joints of the brick encasement
show some sign of deterioration due to
this roof leak (photograph l - S R - 4 ) .
The terra cotta stringcourse is cracked
at several locations. This can be seen
from both inside and outside along the
wall (photograph 2 - S R - 4 ) .
The exterior wall is covered with
stucco panels which were installed as
part of National Visitor Center construction.
A section of wall was
apparently never completed and the
original brick was left uncovered.
The
panels
have
hairline
cracks
throughout with the most deteriorated
ones being above the terra cotta
stringcourse.
Photograph 2 ' SR-4
Cracked T e r r a Cotta
Stringcourse
The steel truss system which supports
the ceiling and roof shows no sign of
distress.
103
�The framing for the monitor at the
crown of the Concourse roof at the
east and west ends has been modified,
and the roof at this location is supported by wood framing where the
monitor
had
been
modified
and
shortened.
PHYSICAL S U R V E Y : At the center of
the Concourse, along the north wall,
there exist two locations above the
Pedestrian Bridge to the garage where
the existing steel girder supporting
the roof trusses is exposed. The steel
is in good condition and all elements of
the
connection
between truss and
girder were found to be sound.
At one location at the east end, and at
one location at the west end, an opening
was made in the drywall soffit above
the window wall construction to review
the condition of the steel framing hung
from the main girders along the north
wall.
This steel was found in satisfactory condition with a nominal amount
of r u s t .
Photograph 1 SR-5
Roof Steel Exposed to Check for Rust
The roof truss system was reviewed
for overall condition and found to be
sound with some paint deterioration
and a minimal amount of r u s t i n g .
This item is discussed in the Testing
Company report.
CONCLUCIONS
AND RECOMMENDATIONS: The repair of the opening in
the roof along the north wall is a
matter of high priority. This opening
permits a large amount of water to
enter the building, and therefore, not
only presents a serious threat to the
existing steel, but also threatens the
ceiling construction of the Concourse.
The Federal Railroad Administration
has
requested
a proposal
for
a
104
Photograph 2
SR-5
Roof Steel Exposed to Check for Rust
�ENGINEERING SURVEY
Structural
temporary repair of this roof opening.
Permanent repair of this item is included
in the Contract Documents and will be
achieved as part of the National Park
Service's
planned
Phase
II
Roof
Repairs.
Photograph 3
SR-5
Roof Steel Exposed to Check for Rust
NOTE: Photographs 1 , 2 and 3 are at
different locations.
The steel at the window wall construction should be cleaned and painted as
per "Procedure for Cleaning Rusted
Steel" outlined in the General Discussion
portion to the Structural Section. I n
performing this work consideration
should be given to the existing decorative terra cotta supported by this
steel.
Some of this material may
require removal to enable cleaning and
painting and then either put back
and/or replaced by new pieces as
required where the terra cotta is
damaged.
For
further discussion on exterior
covering of north wall, see the A r c h i tectural Section.
Item SR-5
LOCATION:
East and West Flat Roof
Area Over Office Space
GENERAL D E S C R I P T I O N :
These roof
areas
have had water penetrating
through them which has caused plaster
and paint to spall from the underside
of the tile construction.
This condition is typical at built-up roofs
which require repair and/or renewal.
PHYSICAL S U R V E Y :
I n four areas
where water penetration has occurred,
a section of concrete topping and
cinder concrete fill was removed and
the steel framing exposed and checked
for deterioration. In all the locations
that were examined, the steel was
found to be in satisfactory condition
105
�and not displaying signs of corrosion
and/or
deterioration
(photographs
l - S R - 5 , 2-SR-5 and 3 - S R - 5 ) .
This
item is discussed in the Testing
Company report.
CONCLUSIONS
AND RECOMMENDATIONS:
I t is of high priority that
these roof areas receive the attention
they need as soon as possible to prevent deterioration.
This
work is
included in the Contract Documents for
the National Park Service's planned
Phase I I Roof Repairs.
The underside of the roof construction
should have all loose plaster removed
and
repaired as required.
Other
elements of the interior such as:
dropped ceilings, lights, and floors
affected by the water damage, should
be repaired. See related sections for
these specific items.
Item SR-6
LOCATION:
Corner
Stone
Roof
Photograph 1
SR-6
Mineral Deposit on Steel Beam
Southeast
GENERAL D E S C R I P T I O N : This area is
roofed with capstone slabs supported
on steel beams and built-up girders.
The capstone slabs are supported on
the steel by means of brick filler
walls. The steel frame of the roof also
supports a hung secondary bracing
frame at the Fourth Floor level. Below
this bracing frame the top of the
vaulted dome construction can be seen.
The dome of the vaulted area does not
support any of the structure.
The steel frame appears to be in good
condition.
106
Photograph 2 SR-6
Roof Steel Beams
�ENGINEERING SURVEY
Structural
PHYSICAL S U R V E Y : Along the bottom
flanges of the girders spanning east/
west, mineral deposits were noted to
be suspended from the steel (photograph 1 ) .
The short pieces of steel supporting
the flat roof areas at both the north
and south face were noted to be pitted
and displayed some scaling. The most
pronounced condition is at the south
flat roof area.
The balance of the steel shows some
minor pitting with most of the paint
still soundly adhering to the steel
(photographs 2 through 4 ) .
Photograph 3 SR-6
Roof Steel Beams
CONCLUSIONS
AND RECOMMENDATIONS: All the work under this item
has an urgent priority classification.
This
area requires repair to the
capstone roof joints, similar to Items
S R - 1 , SR-2 and S R - 3 .
The steel
frame presently has not been attacked
so extensively in these other areas,
but there is evidence of deterioration
in its infancy. I t should be considered
here also that the length of time the
roof joints are not corrected greatly
affects the extent and rate of which
further deterioration will propagate in
this area, resulting in questionable
future structural integrity.
The flat roof areas should be repaired
as per sketch as given under Item
SR-1.
Photograph 4
SR-6
Roof Steel Beams
Minor portions of the steel where
rusting has occurred should be cleaned
and painted as per "Procedure for
Cleaning Rusted Steel", outlined in the
General Discussion portion of the
Structural Section.
107
�General Discussion
Procedure for Cleaning Rusted Steel
o
Once all the
connections
are
complete, the entire area should
be given two coats of paint
meeting the requirements of the
Structural Steel Painting Council
Manual,
Section
PS7.01.
The
minimum thickness should be 2 mil.
o
Finally, after repair of the steel
is complete, repair any part of
the existing structure that was
removed
for
the
purpose
of
exposing deteriorated steel. This
procedure should be used throughout the building where structural
steel has rusted but will remain.
The following procedure for the removal
of r u s t from existing framing should
be applied to each affected area as
required.
On the rusted members
mended that:
it is
recom-
o
E v e r y effort should be made to
expose as much as possible of the
affected area.
o
Where rust has advanced beyond
the pitting stage and is scaling,
the scale should be completely
removed by the use of hand
scrapers or other hand tools.
o
Any remaining r u s t accumulation
should be removed using power
wire brushes, and grinders as
necessary.
o
The exposed area of steel should
be sand blasted to a Commercial
Finish
and
made
ready
for
painting.
o
At this point, any rivets that do
not have a full head or are loose
should be removed and replaced
with ASTM A325 bolts by the
turn-of-nut method according to
AISC
specification.
One rivet
should be removed and a replacement
bolt
installed
completely
before another rivet is removed.
The repair procedure is similar
for
repairing
existing
bolts.
Where rivets are removed, the
hole should be reamed to remove
rust within so that replacing bolts
may be of greater diameter than
original rivet size.
108
Live Load Capacities
The second additional item of importance
that was addressed during the study
was the determination of live load
capacities for different floor areas
throughout
the
building.
These
capacities were determined by performing a cursory review of existing
structural drawings at selected locations
on the plans which were prepared by
D. H . Burnham & C o . ,
Architects,
dated August 15, 1903.
Also, note
that in office areas where subdividing
partitions may be used, the recorded
live load capacity must be reduced to
account for the potential of future
subdividing partitions. Where the live
load is 100 pounds per square foot or
greater,
this
reduction
may
be
neglected.
The approximate design
live loads for the different floor areas
are as follows:
o
o
o
o
Concourse - 150 psf
East Hall - 150 psf
West Hall - 100 psf
Second Floor Office Space (East
half of building, south side) - 75
psf
�ENGINEERING SURVEY
Structural
o
o
o
o
o
Second Floor Office Space (West
half of building, south side) - 75
psf
T h i r d Floor Office Space (East
half of building, south side) - 75
psf
T h i r d Floor Office Space (West
half of building, south side) - 75
psf
Fourth Floor Office Space (East
half of building, south side) - 75
psf
Gymnasium Floor (West side of
building) - 120 psf
The present code live load requirements
for assembly areas and office space are
100 psf and 60 psf, respectively;
therefore, the live load capacity of the
floors appears to be adequate for the
anticipated occupancies. Review of any
design schemes should be made to
determine if any areas are to be loaded
in excess of normal loading capacities
listed.
Train-Induced Vibration
Also, an item of concern that affects
the potential development of the building
from a human comfort point of view, is
the vibration transmitted throughout
the building by the passing of LongHaul trains through the building at the
Basement
elevation.
These
trains,
while passing through the structure,
produce a vibration on the east side of
the building that can definitely be
felt.
Over the y e a r s , this vibration
has caused no problems to the s t r u c tural system.
The ability of the
structural elements to withstand this
vibration over the extended period of
time is largely due to the building
being founded on deep foundations
where the bearing material has been
unaffected by the vibration. However,
these vibrations may be objectionable
to individuals working in the future
office space. The shaking of a building
can
produce
psychological
effects
which interfere with worker comfort
and productivity. The firm of Bolt,
Beranek
& Newman of Cambridge,
Massachusetts, experts in the specialty
field of vibration and acoustic problems,
have submitted a proposal to study the
vibration propagation throughout the
building in detail and to recommend a
method of reducing or eliminating this
vibration, if actually at an objectionable
level. I t is the understanding of the
survey team that a proposal will be
made to address this issue.
�110
�ENGINEERING SURVEY
Structural
Drawings
���ENGINEERING SURVEY
Structural
West Shore Removal
WEST SHORE REMOVAL PROCEDURE
T.
REMOVE EXISTING CONNECTIONS AT A , B . C . INSTALL ALL TYPE 2
CONN'S W/ SIDE CLIP ANGLES. WELD CONNECTIONS TO W14x257 COL.
AND EXIST. BEAMS.
2.
REMOVE THE l'-O SEGMENT OF THE PREVIOUSLY EXIST. COL. STILL
ATTACHED TO THE UNDERSIDE OF THE BMS.
3.
INSTALL COL. F , W10x33 BY 15'-0 LONG ON NEW CAISSON, 4'-0 IN
DIAMETER BY 28'-0 LONG. SHORE BEAM ABOVE UNTIL COLUMN IS IN
PLACE.
4.
INSTALL BEAM D, W18x35, DIRECTLY BELOW EXIST. BMS & SHIM
TIGHT. CONN. TO COL. F AND W14x257.
5.
REMOVE SHORES
�/
�ENGINEERING SURVEY
Structural
East Shore Removal
EAST SHORE REMOVAL PROCEDURE
1.
REMOVE EXISTING CONNECTIONS AT A,B,C,&D.
INSTALL ALL TYPE 2 CONNECTIONS WITH SIDE
CLIP ANGLES BY WELDING
2.
REMOVE SHORES
����ENGINEERING SURVEY
Structural
Keyplan/Corbel Detail
���ENGINEERING SURVEY
Structural
Sections at Stone Roof
��ENGINEERING SURVEY
Structural
Flat Roof Framing
NOTES:
f
" t
1.
E X I S T I N G S T E E L T O B E C L E A N E D AND PAINTED IN ACCORDANCE WITH
GENERAL DISCUSSION.
2.
NEW T E E W I T H E N D FE T O B E I N S T A L L E D .
3.
D R Y P A C K S O L I D B E T W E E N NEW T E E A N D E X I S T I N G T E E .
4.
F L A T R O O F A R E A S T O B E S H O R E D D U R I N G I N S T A L L A T I O N O F NEW T E E S
AS REQ'D. COORDINATION IN T H E F I E L D .
��������ENGINEERING SURVEY
Structural
E.L. Conwell & C o .
Test Reports
��ESTABLISHED
ENGINEERS
-
1894
CHEMISTS
2024
-
ARCH
STREET
PHILADELPHIA.
INSPECTORS
PA. 19103
(215)
563-5935
May 2 5 , 1 9 8 2
Ewing,
Cole,Cherry,Parsky
F e d e r a l R e s e r v e Bank B u i l d i n g
100 N. 6 t h S t r e e t
P h i l a d e l p h i a , P a . 19106
Re:
Attention:
Mr. J a c k
Glass
Union S t a t i o n
W a s h i n g t o n , D. C.
S t e e l Samples
Gentlemen:
The f o l l o w i n g i s a r e p o r t o f o u r p h y s i c a l t e s t s a n d c h e m i c a l
a n a l y s i s o f t h r e e s a m p l e s o f s t r u c t u r a l s t e e l s u b m i t t e d r e c e n t l y by you
from s u b j e c t p r o j e c t .
Laboratory
Sample
No.
459671
Description
Yield Strength-psi
Ultimate
Strength-psi
E l o n g a t i o n i n 8"-7<,
Large I
Section
Large I
Section
Small I
Section
36,700
64,200
21.6
35,300
62,800
21.9
32,700
49,500
25.0
0.23
0.54
0.035
0.041
0.008
C a r b o n -°L
Manganese-7o
Phosphorous-7o
Sulphur-7=
Silicon-7o
0.10
0.53
0.015
0.043
0.005
0.23
0.54
0.036
0.041
0.005
T h e s e m a t e r i a l s a r e w e l d a b l e u s i n g e q u i p m e n t , c o n s u m a b l e s and
procedures n o r m a l l y used to weld mild carbon s t e e l .
Respectfully
submitted,
E . L . CONWELL & CO.
W. E . C a p p e r , P.*E."'»
WEC:ad6
c c : Mr. P r a d e e p
Patel
�S1L I L , ©©MWISIL.IL <& € © •
ESTABLISHED
ENGINEERS
-
1894
CHEMISTS
2024 ARCH
PHILADELPHIA,
-
INSPECTORS
STREET
PA.
19103
(215) 563-5935
May 21, 1932
Ewing, Cole, Cherry & Parsky
F e d e r a l Reserve Bank B u i l d i n g
100 North 6th S t r e e t
P h i l a d e l p h i a , PA 19106
Re:
Attention:
Mr. J a c k Glass
Union S t a t i o n
Washington, D.C.
Gentlemen:
The f o l l o w i n g i s a report o f our t e s t s o f a sample o f f i r e proofing
m a t e r i a l obtained by our r e p r e s e n t a t i v e from l o c a t i o n noted below.
Laboratory No.
A-Ui+35
Sample Marked:
F i r e P r o o f i n g M a t e r i a l from S t e e l
Over Door From P i t i n Main H a l l
to Basement
U/25/82
Sample appears t o be:
Rockwool - No asbestos was detected.
R e s p e c t f u l l y submitted,
E.L. CONWELL & CO.
WEC:mj6
cc : i+-Mr. Pradeep P a t e l
�ESTABLISHED
ENGINEERS
1894
INSPECTORS
CHEMISTS
2024 ARCH
PHILADELPHIA.
STREET
PA.
191Q3
(215) 5 6 3 - 5 9 3 5
May 20, 1982
Ewing, Cole, Cherry & Parsky
F e d e r a l Reserve Bank B u i l d i n g
100 North 6th S t r e e t
P h i l a d e l p h i a , PA 19106
Re:
Attention:
Mr. J a c k
Glass
Union S t a t i o n
Washington, D.C.
Gentlemen:
The f o l l o w i n g i s a report o f our i n s p e c t i o n o f the s t r u c t u r a l s t e e l
members a t t h e above p r o j e c t from A p r i l 8, 1982, t o May 3, 1982.
The areas o f the s t a t i o n inspected a r e r e f e r r e d i n t h i s report by
the l o c a t i o n s discussed a t t h e j o b - s i t e meeting o f A p r i l 6, 1982, and
by v e r b a l i n s t r u c t i o n s from Ewing, Cole, Cherry & Parsky's representat i v e . The S t r u c t u r a l S t e e l members i n the reported l o c a t i o n s were v i s u a l l y inspected f o r missing r i v e t s , b o l t s , improper or inadequate s p l i c i n g ,
flange k i n k s , web b u c k l i n g , d e t e r i o r a t i o n o f s t e e l and paint d e t e r i o r a t i o n . R i v e t s were checked f o r soundness w i t h a hammer, and s t e e l t h i c k ness was measured a f t e r s t e e l was cleaned f r e e o f r u s t and s c a l e .
GYMNASIUM AND STORAGE ROOM IN WEST END OF BUILDING.
SR-1
D e t e r i o r a t i o n o f s t e e l members i s mostly i n south t h i r d o f gym and
storage area. The most e x t e n s i v e d e t e r i o r a t i o n i s on t h e two 36" beams
north o f the south w a l l . The f o l l o w i n g items noted apply t o both 36"
beams except l a s t item:
1.
B r i c k s h e l f angle i s d e t e r i o r a t e d t o a t h i c k n e s s o f
3/l6" a t midspan and l / l 6 " a t west end. See photographs No. 1 , 2 & 3.
2.
Flange widths a r e i r r e g u l a r and undersized due t o s t e e l
d e t e r i o r a t i o n . See photograph No. k.
3.
E x t e n s i v e s c a l i n g o f bottom flanges o f beams.
graphs No. 5 & 6.
k.
R i v e t heads were hidden due t o e x t e n s i v e r u s t and s c a l e .
See photographs No. 7 & 3.
5.
R i v e t e d web s p l i c e a t same l o c a t i o n on both beams. See
photograph No. 9-
See photo-
�IS. L . C O N W E L L & Co
Ewing, Cole, Cherry & P a r s k y
May 20, 1932
Page 2
6.
D e t e r i o r a t e d s t r a p b a r s between b r i c k w a l l and s h e l f
a n g l e , when cleaned b a r s measured 1/8". See photograph No. 10.
7-
Web o f f i r s t beam has deep p i t t i n g and l a r g e amounts o f
s c a l e . See photograph No. 1 1 .
Due t o e x t e n s i v e s c a l i n g and p i t t i n g o f these two beams a l l r i v e t s
were power brushed c l e a n and then f o r c e a b l y s t r u c k w i t h a hammer
attempting t o remove t h e r i v e t head. A l l r i v e t s rung were s o l i d and no
r i v e t heads broke o r loosened up during hammer t e s t i n g .
A l l r i v e t s a r e s i g n i f i c a n t l y reduced i n head s i z e due t o s c a l i n g
and deep p i t t i n g o f heads. No r i v e t s were found m i s s i n g . See photograph No. 12.
T h i c k n e s s measurements were made on t h e two 3o" beams a f t e r r u s t
and s c a l e was removed w i t h a power b r u s h , measurements were made on
b r i g h t metal. See enclosed sketches f o r t h i c k n e s s measurements. See
photograph No. 1 3 .
_ The t h i r d beam n o r t h o f t h e south w a l l had l i t t l e or no r u s t ,
r i v e t s checked were s o l i d and p a i n t shows normal d e t e r i o r a t i o n due
to age. See photographs No. lit & 15.
The framing members n o r t h o f t h e f i r s t t h r e e beams a r e r o l l e d
s e c t i o n s t h a t h e a r on a t i l e w a l l s e p a r a t i n g t h e gym and storage a r e a s .
Some r u s t i n g has occured i n storage room and can be e a s i l y removed w i t h
power w i r e brush. Some o f t h e connections a t t h e b r i c k e n t r y p o i n t s
have r u s t y b o l t s and l o o s e n u t s . The width and t h i c k n e s s o f t h e bottom
f l a n g e s reduce s i g n i f i c a n t l y a t b e a r i n g p o i n t s on t h e b r i c k w a l l . See
photographs No. l 6 , 17 & l 8 .
The p e r i m e t e r s t e e l framing along west w a l l a r e r o l l e d s e c t i o n s .
They have some r u s t i n g which can be removed by hand w i t h a w i r e brush.
No s i g n i f i c a n t r e d u c t i o n i n s e c t i o n . P a i n t shows normal d e t e r i o r a t i o n
due t o age. See photograph No. 19.
TANK ROOM CEILING AND ROOF OVER TANK ROOM
SR-2
Tank Room C e i l i n g SR-2
The south w a l l o f t h e tank has a 3 1/2" by 15" channel along t h e
p e r i m e t e r and a f o u r foot deep beam supporting brickwork. The n o r t h
w a l l has a s i m i l a r f o u r foot deep beam supporting brickwork. Due t o
b r i c k and t i l e encasement, most areas o f t h e beams were i n a c c e s s i b l e
f o r i n s p e c t i o n . Some r u s t i n g o f t h e beam i s present which i s removable by hand w i t h a w i r e brush. No s i g n i f i c a n t r e d u c t i o n i n s e c t i o n .
See photographs No. 20 & 2 1 .
�H. 3L. ©©JSWiBax &
Co.
Ewing, Cole, Cherry & Parsky
May 20, 1982
Page 3
The channel along t h e south w a l l had an average flange t h i c k n e s s
of 19/32". The four foot deep beams have a minimum flange t h i c k n e s s
v a r y i n g from 19/32" t o l l / l 6 " .
These measurements a r e approximate
because o f t h e i n a c c e s s i b i l i t y of t h e beams.
Roof Over Tank Room
SR-2
The s t e e l framing members a r e 15" deep r o l l e d s e c t i o n s . P a i n t
d e t e r i o r a t i o n i s s i g n i f i c a n t along w i t h some r u s t i n g which can be
removed by w i r e brushing. No s i g n i f i c a n t r e d u c t i o n i n a r e a . No
connections were a c c e s s i b l e f o r i n s p e c t i o n . See photograph No. 22.
S t e e l framing c o n s t r u c t i o n i s s i m i l a r t o tank room c e i l i n g SR-2.
P a i n t d e t e r i o r a t i o n i s normal and some r u s t i n g which can be removed
by a w i r e brush. No s i g n i f i c a n t r e d u c t i o n i n a r e a . The average t h i c k ness o f t h e channel along t h e south w a l l i s 5/8". The four foot deep
beams were not a c c e s s i b l e f o r measurement.
ROOF OVER TANK ROOM SR-3
S t e e l framing c o n s t r u c t i o n i s s i m i l a r t o SR-2 tank room roof.
P a i n t i s e n t i r e l y d e t e r i o r a t e d and r u s t and s c a l e i s very t h i c k . Rust
and s c a l e was removed w i t h a power brush and measurements of the beams
were taken on b r i g h t metal a t t h e request o f Ewing, Cole, Cherry, Parsky's
r e p r e s e n t a t i v e on t h e Uth and 5th beams south o f t h e north w a l l . See
photographs No. 23 & 2k.
Thickness
Flange O r i e n t a t i o n
Measurements
Location
Flan;ie P o s i t i o n
kth beam south o f
north w a l l
at mid span
of beam
top
bottom
top
bottom
south
south
north
north
11/16"
23/32"
5/8"
11/16"
5th beam south o f
north w a l l 5'
east o f west w a l l
top
bottom
top
bottom
south
south
north
north
5/8"
5/8"
19/32"*
19/32"*
* P i t t i n g o f f l a n g e i s g r e a t e r than l / l 6 " .
The width and t h i c k n e s s o f t h e bottom f l a n g e s reduce s i g n i f i c a n t l y
at b e a r i n g e n t r y p o i n t s along t h e b r i c k w a l l . The second beam south o f
the n o r t h w a l l has a r e d u c t i o n i n t h i c k n e s s o f l l / l 6 " t o 19/32" a t t h e
e n t r y p o i n t . No connections were a c c e s s i b l e f o r i n s p e c t i o n . See photograph No. 25.
�E v i n g , Cole, Cherry & Parsky
May 20, 1982
Page k
EAST AND WEST FOURTH FLOOR OFFICE SPACES AND ROOF S R - 5 ,
Sk-1
The roof and f o u r t h f l o o r were opened a t s e v e r a l l o c a t i o n s from the
top s u r f a c e t o i n s p e c t t h e top f l a n g e and p a r t o f the web and no p a i n t
d e t e r i o r a t i o n or r u s t observed.
SOUTH EAST CORNER OF BUILDING SR6
(Roof Over E a s t C a r r i a g e Entrance)
The beams i n t h i s a r e a have normal p a i n t d e t e r i o r a t i o n due t o age
w i t h some r u s t and s c a l e which can be removed by w i r e brushing. No
s i g n i f i c a n t r e d u c t i o n i n s e c t i o n . R i v e t s were t e s t e d and found t o be
s o l i d w i t h no r e d u c t i o n i n r i v e t head s i z e .
The only notable c o n d i t i o n found i n t h i s a r e a were bar s t r a p s
between the south w a l l and f i r s t adjacent beam. These b a r s t r a p s have
heavy s c a l e , which when removed w i t h a power brush l e a v e s s o l i d m a t e r i a l
approximately 1/8" i n t h i c k n e s s . See photographs No. 26 & 27.
AREA BETWEEN CEILING AND ROOF OF MAIN HALL Sh-2
The s t e e l members i n t h i s area have some r u s t i n g which can be
removed by w i r e brushing. No s i g n i f i c a n t r e d u c t i o n i n s e c t i o n . P a i n t
damage i n t h i s a r e a i s caused by water and pigeon excrement. See photographs No. 28, 29 & 30.
R i v e t s were t e s t e d and found t o be s o l i d w i t h no r e d u c t i o n i n r i v e t
head s i z e .
Columns appeared t o have no notable p h y s i c a l damage, however, the
most w e s t e r l y column under t h e roof t r u s s has loose b o l t s and open h o l e s .
A roof brace connecting a roof p u r l i n t o a column midway between 2nd
and 3rd t r u s s e s has a kinked f l a n g e . See photograph No. 32.
The most notable c o n d i t i o n i n t h i s a r e a a r e t h e h o r i z o n t a l s h e l f
angles (supporting t h e t i l e roof d i r e c t l y above t h e b r i c k w o r k ) which
connects t o a l a r g e roof p u r l i n ( r o l l e d s e c t i o n ) has open r i v e t / b o l t
holes or r i v e t s / b o l t s r u s t e d out a t most connections along t h a t l i n e .
See photograph No. 3 1 .
MONITOR ROOM ABOVE CONCOURSE SR-k
The s t e e l roof t r u s s e s and other framing members i n t h i s a r e a have
some p a i n t d e t e r i o r a t i o n and r u s t which can be removed by w i r e brushing.
No s i g n i f i c a n t r e d u c t i o n i n s e c t i o n . See photographs No. 33, 3^ & 35.
�Li C O N W E L L & €©»
Ewing, Cole, Cherry & Parsky
May 20, 1932
Page 5
R i v e t s were t e s t e d and found t o he s o l i d w i t h no reduction i n r i v e t
head s i z e .
ROOF FRAMING STEEL OVER HALL OF STATES
The s t e e l members have minimal r u s t i n g o f s t e e l members which can be
removed by w i r e brushing.
No r e d u c t i o n i n s e c t i o n . See photographs
No. 36, 37, 38 & 29.
R i v e t s were t e s t e d and found t o have had no notable p h y s i c a l damage
except some r i v e t s have r i v e t heads which a r e under s i z e d .
SUB-BASEMENT UNDER THRU TRACK FRAMING
A l l t h e s t e e l members i n t h i s area have some p a i n t d e t e r i o r a t i o n
which can be removed by w i r e brushing.
No s i g n i f i c a n t reduction i n
s e c t i o n . See photograph No. kO.
DECK FRAMING UNDER THRU-TRACK FRAMING UNDER SUB-BASEMENT
At t h e d i r e c t i o n of Ewing, Cole, Cherry & Parsky's r e p r e s e n t a t i v e a
beam was inspected a t t h e j u n c t i o n of a water l e a k . The beam inspected
was t h e f i r s t beam south o f t h e H. P. Steam L i n e a t t h e j u n c t u r e o f t h e
f i r s t beam east o f t h e north-south l i n e east o f parking space 59• The
bottom flange i s s c a l e d and has some p i t t i n g , the flange t h i c k n e s s
measured was l l / l 6 " a t t h e worst area. See photograph No. kl.
Due t o a water l e a k at a p a r t i a l l y f i l l e d concrete column ( p a r k i n g
space 6 k ) , t h e concrete was removed on t h e south s i d e o f t h e column t o
measure flange t h i c k n e s s and inspect t h e extent o f water damage. The
flange was found t o have a nominal t h i c k n e s s of 11/16" and some p i t t i n g
of t h e flange and web was noted. See photograph No. k2.
COLUMNS WITH SHORES IN BASEMENT
SB-4
T h i s area has welded beam s e a t s . These welds a r e very poor i n
v i s u a l appearance and appear under s i z e d f o r p l a t e t h i c k n e s s e s p a r t i c u l a r l y t h e t r a n s v e r s e welds. Some o f t h e s e a t s a r e not f u l l y welded
to t h e columns.
The most w e s t e r l y support beam i n t h i s area has
l o c a t e d approximately two f e e t west o f t h e column.
ance i s poor and most l i k e l y t h e weld i s not a f u l l
across t h e web and f l a n g e s . See photographs No. k3
a web/flange s p l i c e
T h i s weld by appearp e n e t r a t i o n weld
& kk.
�E . L. C O N W E L L &
Co,
Ewing, C o l e , Cherry & P a r s k y
May 2 0 , 1982
Page 6
On t h e same column, t h e beam continues over t h e column without any
v i s i b l e connection s e c u r i n g t h e beam t o t h e top o f t h e column.
EAST WALL-MAIN FLOOR BEAMS AT LINE UNDER CONCOURSE
Columns and Beams Supporting E a s t W a l l o f Concourse
The columns and beams i n t h i s a r e a have normal p a i n t d e t e r i o r a t i o n
due t o age w i t h some r u s t which can be removed by w i r e b r u s h i n g . No
s i g n i f i c a n t r e d u c t i o n i n s e c t i o n . R i v e t s were t e s t e d and found t o be
s o l i d w i t h no r e d u c t i o n i n r i v e t head s i z e .
Some beams i n t h i s a r e a have h o l e s d r i l l e d and beam c l i p s welded i n
the beam webs t o r e c e i v e e a s t - w e s t framing members. One beam has beam
c l i p s welded over h o l e s d r i l l e d i n beam web. A north-south beam ( B - 6 ,
r o l l e d beam) i s f i l l e t welded along t h e bottom f l a n g e s o f t h e beam where
i t bears on t h e column b e a r i n g p l a t e , t h i s i s t h e only v i s i b l e connection
s e c u r i n g t h e beam t o t h e column. See photographs No. 4 5 , 46 & 4 7 .
A column approximately midspan on t h e north-south l i n e which supports
t h e ( e a s t concourse w a l l ) t w i n built-up-beams has a long sharp k i n k i n
the southeast column f l a n g e . See photograph No. 1+8.
EAST-WEST FRAMING MEMBERS UNDER CONCOURSE
At t h e e a s t e l e v a t i o n s some beams have c l i p angles mounted on one s i d e
of t h e beam o n l y , t h e s e c l i p s do not bear s q u a r e l y w i t h t h e beam or
column webs. These beam c l i p s have gaps a s l a r g e as 1 / 8 " or more between
beam and c l i p .
Some c l i p s have d r i l l e d h o l e s i n c l i p , but c l i p s a r e not
bolted' t o column, nor a r e t h e h o l e s f i l l e d w i t h weld. See photographs
No. 4 9 , 50 & 5 1 .
Some beams a t west e l e v a t i o n s have web f o r k connections a t a p p r o x i mately 25/5 or l e s s o f web depth. The r e - e n t r a n t c u t s on t h e connections
have s h a r p , ragged, t o r c h e d c u t s i n webs a t e a s t e l e v a t i o n . See s k e t c h .
See photograph No. 5 2 .
are
The numbered photographs showing c o n d i t i o n s d e s c r i b e d i n t h i s r e p o r t
c o n t a i n e d i n t h e appendix.
Respectfully
WEC:mj6
Enclosures
cc: Mr. Pradeep P a t e l
submitted,
�BEAM SECTIONS OF GYM AREA
2ND BEAM NORTH OF
SOUTH WALL
1ST BEAM NORTH OF
SOUTH WALL
6" x 6" C L I P ANGLE
(3/4" T H I C K )
R I V E T E D TO WEBS TO FORM BEAM
3RD BEAM NORTH OF
SOUTH WALL
ROLLED SECTIONS
I N T E R M E D I A T E FRAMING IN GYM AREA
�?HTnKNLSr^A^URMETS.
�GYM A R E A 2 N D B F A M NORTH OF SOUTH WALL
THICKNESS MEASUREMENTS
�BEAM SECTIONS FROM TANK ROOM S R - 2 , SR-3
E A S T - W E S T FRAMING MEMBERS UNDER CONCOURSE -
�SR-1
Photograph 1
B r i c k Shelf Angle Deterioration
Photograph 3
B r i c k Shelf Angle Deterioration
Angle Missing at Web Splice
Photograph 2
B r i c k Shelf Angle Deterioration
Photograph 4
I r r e g u l a r Flange Widths
�SR-1
Photograph 5
E x t e n s i v e Scale on Beam Flanges
Photograph 6
E x t e n s i v e Scale on Beam Flanges
Photograph 7
Masked R i v e t s
Photograph 8
Masked R i v e t s
�SR-1
Photograph 9
Parallel Web Splices
Photograph 10
Strap Bar Deterioration
Photograph 11
Web Scale and Pitting
Photograph 12
Rivet Head Reduction
�SR-1
Photograph 13
Scale T h i c k n e s s e s
Photograph 14
T h i r d Beam North of South Wall
Photograph 15
T h i r d Beam North of South Wall
Web Stiffener
Photograph 16
B r i c k E n t r y Point
Point Reduction
Loose B o l t s
�SR-1
I
Photograph 17
B r i c k E n t r y - Loose Bolts
Photograph 19
Perimeter West Wall Framing
if
Photograph 18
B r i c k E n t r y Point Poor Connection
�SR 2
Photograph 21
Typical B r i c k Encased Beams
Both Tank Rooms Each End
Photograph 20
15" Channel Along South Wall
Typical both Tank Rooms
Photograph 22
Typical Roof Beam
SR-2
Over
Tank
Room
�SR-3
Photograph 23
F i f t h Beam North of South Wall
Photograph 25
Second Beam North of South Wall
Along West Wall
Photograph 24
F o u r t h Beam North of South Wall
�ROOF OVER E. CARRIAGE ENTRANCE S 4 - 2
Photograph 26
T y p i c a l Beam Condition
Photograph 27
Poor Condition of B a r S t r a p s
�MAIN HALL S 4 - 2
Photograph 28
Typical Good Condition
Photograph 29
Pigeon, Water Damage
Photograph 30
Pigeon, Water Damage
Photograph 31
Horizontal Shelf Angle
Missing Bolts, therefore, Angle
Longer Connected to Roof Beam
No
�MAIN HALL S 4 - 2
Photograph 32
K i n k e d Flange
Roof B r a c e
�CONCOURSE S R - 4
Photograph 33
T y p i c a l Connection Roof Frame
Photograph 35
T y p i c a l Connection C e i l i n g
Photograph 34
Mushroomed R i v e t s a n d S q u a r e Nuts
�HALL OF STATES
Photograph 36
Roof Center Framing
Photograph 38
Typical Side Connections
Open Holes
Photograph 37
Typical Side Connection
Loost Bolts Not Typical
Photograph 39
Misshaped/Undersized Rivet
Not Typical
�SUB BASEMENT
UNDER TRACK FRAMING
Photograph 40
Sub-basement U n d e r T r a c k F r a m i n g
DECK UNDER SUB BASEMENT
UNDER THRU TRACK FRAMING
Photograph 41
P a r k i n g A r e a Opposite #59
Photograph 42
Column F l a n g e
P a r k i n g A r e a #64
�COLUMNS WITH SHORES S B - 4
Photograph 43
U n l i k e l y Welded Splice
Photograph 44
Web B r e a k O v e r Column
�EAST WALL MAIN FLOOR BEAMS
Photograph 45
Open Holes i n Beam
Photograph 46
Beam B 6 Looking West
Photograph 47
Photograph 48
K i n k e d Column Flange
Beam B 6 Looking E a s t
�EAST-WEST FRAMING UNDER CONCOURSE
Photograph 49
Torched
Edges
Reentrant
Cuts
Photograph 51
Torched Reentrant Cuts
West E n d of Beam T y p i c a l
with
Ragged
Photograph 50
Torched Reentrant Cuts
West E n d of Beam
Note: Connection for Columns
Photograph 52
T y p i c a l F o r k Connection
of Beam
at West E n d
�ENGINEERING SURVEY
Structural
Woodward-Clyde
T e s t Report
��GEOTECHNICAL STUDY
UNION STATION, WASHINGTON, D.C.
Prepared For:
Ewing, Cole, Cherry, Parsky
Federal Reserve Bank Building
100 North 6th Street
Philadelphia, Pennsylvania 19106
Prepared By:
Woodward-Clyde Consultants
1300 Piccard Drive
Rockville, Maryland 20850
May 2*, 19S2
82C1243 - 82-05B-1
�TABLE OF CONTENTS
Page No.
EXECUTIVE SUMMARY
1
PROJECT DESCRIPTION AND GEOTECHNICAL CONCERNS
Construction 1905
Scope of Study
1
1
2
SITE GEOLOGY AND SITE CONDITIONS
3
BASEMENT COLUMNS - AREA SB-1
3
Foundations
Groundwater
4
4
EXTERIOR WALL - Area SB-4
5
CONCLUSIONS AND RECOMMENDATIONS
Area SB-1
Area SB-4
6
6
6
LIMITATIONS
7
FIGURES
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
1
2
3
4
5
6
7
8
9
Site Location Plan - 1794
Partial Floor Plan and Areas of Investigation
Location Plan for TP-1 and TP-2
Plan and Profile of Test Pit T P - 1
Plan and Profile of Test Pit TP-2
Plan and Profile of Test Pit TP-3
Logs of 1973 Soil Borings near Test Pits TP-1 and TP-2
Logs of 1973 Soil Borings near Test Pit TP-3
Logs of 1967 Borings by Mueser, Rutledge Wentworth & Johnston
for 1st Street, N.E.
APPENDIX
A
Logs of Test Pits T P - 1 , TP-2, TP-3
�81C1243 - 82-05B-1
EXECUTIVE SUMMARY
Woodward-Clyde Consultants inspected three test pits in Union Station to
ascertain as-built dimensions and existing conditions of foundations for four
"new" columns in the sub-basement area S B - 1 , and to examine waterproofing
along the north concourse wall, area SB-4.
The two test pits adjacent to the new columns below the north-south rail
tunnel show the new columns and the old columns to be founded on handexcavated
pier
foundations
bearing
on
a
dense
sand-gravel
layer
at
approximately E l . +14+
One test pit outside the north concourse wall indicated the absence of a
free draining backfill or water proofing layer along the exterior of the north
wall. Leakage observed through the north wall may be due to a leaking pipe in
the nearby utility tunnel and/or rainfall temporarily seeping along and through
the original north wall.
Details of the test pits and our study are included in the following
sections of this report.
PROJECT DESCRIPTION AND GEOTECHNICAL CONCERNS
Construction 1905
Union Station was constructed in 1905 on a former B&O Coal Yard to
develop a passenger terminal near the United States Capitol.
tracks were located 20 feet above street grade.
At that time,
As a part of construction, fill
was placed to present grades and the long haul rail tunnel under Capitol Hill was
extended under Union Station to eliminate at-grade crossings.
Figure 1 is
attached to show the present position of Union Station above a former tributary
of Tiber Creek. The information available to date indicates that original grades
were E l +14 to +20 and that subsequent stages of filling have produced the
+
current Plaza grades of E l . +58 .
Union Station has a main floor at E l . +56, a basement at E l . +42, and a
subbasement area at E l . +22. A depressed ramp in the sub-basement area passes
in an east-west direction below the north-south long haul rail tunnel to provide
-1-
�81C1243 - 82-05B-1
access to the east and west portions of the former mail handling facilities in the
north section of Union Station.
At this time it appears that the original
foundations of Union Station were placed on natural ground and that fill was
placed to support slab-on-grade floors.
Scope of Study
The scope of this study concerns several areas which were noted as having
potential structural/subsurface problems in a 1976 evaluation of the conditions
at Union Station.
The limit of this study is restricted to the interior of the
envelope of the original structure and the actual and/or potential problems that
should be addressed and/or remedied during rehabilitation of the structure for
use as commercial space.
The areas of concern are outlined on Figure 2 as Area SB-1 and Area
SB-4.
Area SB-1 concerns the foundation supports of four columns recently
placed adjacent to original columns in an area below the north-south railroad
tunnels.
Area SB-4 concerns the entire north basement wall where steady
groundwater seepage occurs through the north wall generally at E l . +44 to +48
near the electrical room.
Long time employees of the Washington Terminal
Company, interviewed on May 4, 1982, stated that the north wall also leaks
intermittently at several other locations following heavy rains. They also stated
that the new columns were placed approximately five years ago to stablize
apparent settlements
or deflection of the tunnel supports following the
derailment of a heavy locomotive in the east railway tunnel.
This inspection and evaluation was therefore directed to and concerned
with:
a.
foundation supports and subsurface conditions below the railroad
tunnel; and
b.
the backfill, waterproofing, and drainage conditions outside the
original north basement wall.
-2-
�81C1243 - 82-05B-1
SITE GEOLOGY AND SITE CONDITIONS
Union Station is located in the Coastal Plain physiographic province where
sands, gravels, silts and clays occur above bedrock. Geologic maps identify the
soils below the surface fill to be Pleistocene aged gravel, sands, silts and clays.
These deposits are believed to have been placed as overbank deposits by the
ancestral Potomac River and typically have both vertical and horizontal
variability.
Old topographic maps of Washington, D.C. show that a northeasterly
trending tributary of Tiber Creek once flowed through the present location of
Union Station (see Figure 1). An examination of recent borings by Foundation
Test Services (1973) for previous work at Union Station, and by Mueser,
Rutledge, Wentworth and Johnston (1967) for the WMATA transit system
indicates that this tributary has subsequently been buried with a combination of
sand and clay fills that occur to depths of 40 feet or more (see Figures 7, 8, 9).
The fill apparently extends from Elevation +58 MSL at ground surface down to
E l . +14 as illustrated on Figure 9 included in Appendix A.
BASEMENT COLUMNS - AREA SB-1
Test pits TP-1 and TP-2 were hand excavated by Turner Construction
personnel adjacent to the steel columns reportedly installed by the Steinfritz
Company of Baltimore approximately five years ago. The columns were installed
because settlement (?) was noted several months after a railroad crane came
into the east tunnel to lift a derailed locomotive back onto the track. The pits
were 3.5 feet by 7 feet in plan and extended to depths of 9 feet adjacent to the
foundation piers for new columns as shown on Figures 3, 4 and 5.
The piers for these "new" columns were hand-dug as evidenced by their
rough and irregular face.
The exposed concrete surface of TP-2 could be
described as "rubble" concrete, since approximately 15 percent of the exposed
aggregate consisted of red clay bricks. No bricks were seen in the concrete of
TP-1 but trace amounts of coal fragments were found embedded in the concrete
surface.
-3-
�81C1243 - 82-05B-1
The piers appear to have a 4 foot by 4 foot plan area as evidenced by the
newer concrete exposed at floor grade and the observations in the test pit. The
base of the pier adjacent to T P - 1 is at E l . +14 MSL, and at E l . +13.3 MSL
adjacent to TP-3.
As shown on Figure 7, a sequence of Pleistocene age overbank
deposits of clay, sand and gravel occurs above the bearing level. In TP-1 these
materials included a 0.7 foot thick layer of highly compressible peat. A 3.0 to
4.5 feet thick fill zone composed of sand and gravel lays on top of the natural
Pleistocene deposits. The bases of both piers bear on a sand and gravel material
(See Figure 4and 5).
South and west of TP-2, a 0.2 foot thick void space was observed
immediately below the floor slab. The void is of large lateral extent (a flashlight
beam could pick up the wall south of the test pit 10 feet away). The presence
and extent of the void indicates it is probably due to settlements of the fill or
the compressible peat/clay.
Foundations
Ewing-Cole has estimated that the new columns could experience a load
of 250 kips. This load would develop a bearing stress of 7.8 tsf over the 4 feet by
4 feet pier sections upon which the columns rest.
This pressure exceeds what
would be considered the normal allowable bearing pressure of the dense sands
and gravels observed to occur beneath the piers.
However, we feel that the
development of skin friction along the sides of the piers would serve to reduce
the bearing pressure at the bottom of the pier to an acceptable level.
Groundwater
The ground water table was generally found in test pits TP-1 and TP-2 at
+
elevation +13 MSL in the sand and gravel layer. This agrees with observations
shown on the previous soil boring logs.
�81C1243 - 82-05B-1
EXTERIOR WALL - AREA SB-fr
Test pit TP-3 was excavated outside the north wall concourse area to
determine the source of water leaking through the wall into the basement level
and to see if any waterproofing was installed along this wall. The test pit was
+
excavated 17 feet deep, to E l . +40.2 MSL . The wall footing exposed in the pit
was formed concrete and was stepped down to the bottom of the pit (see
Figure 6). The bottom of the footing was not exposed.
No waterproofing or
water diversion devices were seen outside this footing, nor was any groundwater
encountered in the fill.
The soil encountered in TP-3 was a clayey fine sand with numerous clay
balls and lenses underlying some 2.4 feet of sand, gravel and rubble fill (see
Figure 6 and the log of Test Pit 3 in Appendix A).
A loose mud-filled zone was found in the concrete beneath the utility duct
slab in T P - 3 . The zone, if it extends to the wall, could act as a channel for
water leaking from the duct.
As no waterproofing or water collection and
diversion devices were found on the exterior wall in TP-3, it is possible that
percolating water from rainfall run-off could be a contributing source of the
problem.
We believe the more likely source to be the utility duct which runs
east-west at the surface adjacent to the wall.
Two other voids were noted in T P - 3 . One was a one inch wide space,
vertically oriented, behind a ft inch thick parging layer between E l . +52 and +55.
The other was a horizontal void in the concrete, filled with sand, below the
opening of the utility duct.
These voids and soil-filled zones are unusual and can be interpreted as the
result of poor construction practices, or long-term settlements of the underlying
fill generating cracks in the concrete.
Soil filling may have resulted from
washing of soil into the voids over a period of time. The vertical void may have
resulted from parging separating from the concrete.
-5-
�81C1243 - 82-05B-1
CONCLUSIONS AND RECOMMENDATIONS
Area SB-1
The "new" columns bear on hand-excavated concrete piers bearing on a
dense sand and gravel material. The new footings are apparently adequate to
support the loads generated by normal train traffic through the long-haul tunnel
because there is no noticeable evidence of settlement or cracking.
When
allowances are made for side friction, the supporting soils appear to be adequate
to support the estimated maximum loads that could be transmitted through the
columns.
The extent of the void below the subbasement floor slab is not known. An
exploratory program should be conducted to identify the extent the void. Based
on the results of this program, an evaluation should be made of the capacity of
the slab to span under the actual and proposed floor loadings. An alternative to
spanning the void would be to inject cement grout to provide positive support of
the floor slab.
The grouting program should not be implemented until the
underfloor utilities have been checked for leaks and it is certain they will not be
filled by the grout.
Area SB-4
Ground water leaking through the north wall apparently is a continuing
problem in at least two areas.
The steady seepage near the electrical room
appears to be related to a leaking pipe in the utility tunnel outside the north wall
which in some way is transmitting the water through cracks in the basement
wall. This leakage may be occurring despite the fact that utilities in the utility
tunnel have been taken out of service.
When the area is rehabilitated, the
exterior should be regraded, and all lines in the utility tunnel cut-off or removed
in an attempt to stop the source of water. If this is not successful, the exterior
of the wall should be exposed and either waterproofed, or provided with a
seepage collection system such as free-draining backfill and a drainpipe at base
of the wall.
The intermittent seepage reported by the Washington Terminal Staff
apparently occurs near the northwest corner and center of the north wall only
�81C1243 - 82-05B-1
after major rains.
This suggests that regrading may be a viable solution for
much of the north wall. The storm sewer system that was installed as part of
the recent garage construction should be checked to verify that it is functioning
as designed and is not leaking into the wall backfill. Similarly, the water supply
to the fire hydrants along the north wall should be checked for leaks.
LIMITATIONS
The work on this project has been carried out in accordance with
reasonable and accepted engineering practices. No other warranty or guarantee
either written or implied is applicable to this work.
-7-
���������������ENGINEERING SURVEY
Mechanical
Mechanical
INTRODUCTION
HEATING SYSTEMS
H i g h P r e s s u r e Steam D i s t r i b u t i o n
System
Steam P r e s s u r e R e d u c i n g S t a t i o n s
Low P r e s s u r e Steam a n d C o n densate R e t u r n Piping
System
C o n d e n s a t e Pumps
Heating Terminals
New H y d r o n i c H e a t i n g S y s t e m
VENTILATION
SYSTEM
AIR CONDITIONING SYSTEM
C h i l l e d Water P l a n t
A i r Handling Systems
TEMPERATURE
CONTROLS
TABLES
Steam P r e s s u r e R e d u c i n g S t a t i o n s
C o n d e n s a t e R e t u r n Pumps
Existing A i r Handling Units
DRAWINGS
Basement
Mezzanine
Second Floor
TEST
REPORTS
Equipment T e s t Report J o h n Wilson, I n c .
Pipe Sample E v a l u a t i o n E . L . Conwell & C o .
75
o
c
o
o
<
D
��ENGINEERING SURVEY
Mechanical
Introduction
Under
the Mechanical
System
the
following s u b s y s t e m s w i l l be c o v e r e d :
o
o
o
o
Heating S y s t e m
Ventilating System
A i r Conditioning System
Temperature Controls.
T h e e x i s t i n g steam heating s y s t e m i s
a n t i q u a t e d , w i t h l e s s t h a n , what today
would be c o n s i d e r e d , minimum c o n t r o l s .
L a r g e portions of the e x i s t i n g p i p i n g
are i n poor condition. With the e x c e p tion of the h i g h p r e s s u r e steam p i p i n g
s y s t e m , the steam p r e s s u r e r e d u c i n g
stations
a n d the r e c e n t l y
replaced
portions of low p r e s s u r e steam p i p i n g ,
the remainder of the heating s y s t e m
needs replacement.
determined
that
portions
of
these
systems c a n be expected to remain i n
service:
o
o
o
o
o
o
o
o
o
T h e ventilation s y s t e m i s also i n poor
condition,
except
for
the
elements
w h i c h were i n s t a l l e d d u r i n g the N V C
construction
program.
The
new
elements may have the p o s s i b i l i t y of
being i n t e g r a t e d into a f u t u r e s y s t e m .
The
a i r conditioning
system,
also
installed
i n the
NVC construction
p r o g r a m , h a s the potential for f u t u r e
s e r v i c e , p r o v i d e d the utilization of the
b u i l d i n g lends i t s e l f to the application
of the p r e s e n t u n i t s a n d s y s t e m s .
h i g h p r e s s u r e steam s e r v i c e from
the Capitol H i l l Steam P l a n t
steam p r e s s u r e r e d u c i n g stations
portions
of
the low p r e s s u r e
steam a n d condensate p i p i n g
main condensate r e t u r n u n i t a n d
satellite condensate pumps
c h i l l e d w a t e r plant (nominal 380
tons)
a i r h a n d l i n g u n i t s ( A H U - 1 to 9 )
for a i r conditioning
a i r h a n d l i n g u n i t ( A H U - 1 0 ) for
ventilation
fans
( F - l through
F - 1 3 ) for
r e t u r n a i r a n d mechanical e x h a u s t
cabinet u n i t h e a t e r s i n v e s t i b u l e s
METHODOLOGY:
The
investigative
s u r v e y consisted of collecting e x i s t i n g
documents on the b u i l d i n g , comparing
these
to
existing
conditions
and
e v a l u a t i n g conditions of e x i s t i n g systems
and equipment.
T h e s u r v e y w a s followed up b y s t a r t i n g
and o b s e r v i n g r o t a t i n g equipment while
running.
I n addition,
samples
of
p i p i n g were t a k e n a n d i s s u e d to a
t e s t i n g agency to c h e c k for i n t e r n a l
corrosion a n d metallurgical c h a n g e s .
T h e numerous small a i r conditioning
u n i t s , w h i c h s e r v e d u p p e r floor office
space a n d a r e c u r r e n t l y not operable,
are not recommended for r e p a i r . E v e n
if operable, t h e y would not be u s e f u l
i n a f i r s t - c l a s s , efficient s y s t e m s e r v i n g
an office o c c u p a n c y .
Work h a s been done
areas w i t h i n the l a s t
a n d , on the b a s i s of
ducted
during this
i n the following
ten (10) y e a r s ,
inspections c o n s u r v e y , it was
Ill
�Heating Systems
GENERAL:
T h e basic heating medium
in the H i s t o r i c B u i l d i n g i s steam,
originally
provided
from the
steam
plant
of
the
Washington
Terminal
Company.
I n 1 9 8 1 , hew h i g h p r e s s u r e
steam s e r v i c e was extended from the
distribution
system
of
the
Capitol
Power P l a n t to the H i s t o r i c B u i l d i n g .
T h e steam p r e s s u r e i s r e d u c e d
to
approximately 6 to 10 p s i g b y steam
p r e s s u r e r e d u c i n g stations located i n
the Basement and t h e n u s e d i n the
heating s y s t e m .
I n the Replacement S t a t i o n , the old
steam heating s y s t e m has been replaced
by an e l e c t r i c a l l y heated b o i l e r , o p e r a t i n g at off-peak h o u r s and s t o r i n g
water for use l a t e r i n the d a y .
COMPONENTS:
T h e major
of the heating s y s t e m a r e :
o
o
O
o
o
components
H i g h p r e s s u r e steam d i s t r i b u t i o n
p i p i n g a n d condensate r e t u r n .
Steam p r e s s u r e r e d u c i n g s t a t i o n s .
Low p r e s s u r e steam a n d condensate
r e t u r n piping system.
Condensate pumps.
Heating terminal equipment.
High P r e s s u r e Steam D i s t r i b u t i o n
System
DESCRIPTION:
Since 1981 h i g h p r e s s u r e steam h a s been p r o v i d e d b y the
Capitol Power P l a n t .
Connection
to
the Capitol Hill Steam S y s t e m was made
u n d e r North Capitol S t r e e t at the w e s t
side of the Post Office B u i l d i n g . T h e
pipe r u n s t h r o u g h the basement of the
Post Office, c r o s s e s over F i r s t S t r e e t
in the ceiling space of the access
b r i d g e at the n o r t h end of the b u i l d i n g ,
into the Replacement Station and t h e n
t h r o u g h the v e h i c u l a r t u n n e l into the
112
H i g h P r e s s u r e Steam and Condensate
E n t r y - Basement
�ENGINEERING SURVEY
Mechanical
basement
of
the H i s t o r i c B u i l d i n g .
Here the p i p i n g i s conducted to s e v e r a l
steam
pressure
reducing
stations,
w h e r e steam p r e s s u r e i s r e d u c e d to
approximately 6 to 10 p s i g for use by
the b u i l d i n g heating s y s t e m .
The existing high pressure distribution
p i p i n g was replaced b y new p i p i n g i n
1981, w i t h the exception of a p p r o x i mately 100 feet of piping i n the east
a n d about 50 feet of piping i n the west
portions of the b u i l d i n g , w h i c h remained
from the e x i s t i n g s y s t e m .
P R V Station - E a s t Basement
T h e new h i g h p r e s s u r e steam p i p i n g , a
6" main w i t h 4 " main b r a n c h e s , i s i n
excellent condition, r e a d y for extended
service.
T h e pipe capacity ( a p p r o x i mately 12,500 l b s . of steam per hour
at 0.5 l b . p r e s s u r e drop per 100 feet
of pipe at a n i n i t i a l p r e s s u r e of 60
p s i g ) would be ample for the estimated
load of the f u t u r e s y s t e m s .
CONCLUSIONS
AND
RECOMMENDATIONS:
Although
the
remaining
sections of the p r e v i o u s h i g h p r e s s u r e
steam pipe
showed
relatively
little
outside c o r r o s i o n , i t is recommended
t h a t i t be replaced w i t h new Schedule
40 steel p i p e , so that the rehabilitation
of the h i g h p r e s s u r e steam system
would be complete and all p a r t s of t h i s
system would be of the same age.
Steam P r e s s u r e R e d u c i n g Stations
P R V Station - West Basement
DESCRIPTION:
T h e steam p r e s s u r e
r e d u c i n g stations c o n s i s t generally of
two r e g u l a t i n g
valves
assembled
in
s e r i e s for two stage r e d u c t i o n .
The
f i r s t r e g u l a t i n g v a l v e i s designed to
r e d u c e steam p r e s s u r e from 150 p s i g to
75 p s i g and the second v a l v e
(in
s e r i e s w i t h the f i r s t v a l v e ) from 75
psig
to
5 psig,
for
heating
by
113
�radiation a n d b y heating coils of the
air handling units.
See the table at
the end of t h i s section for a l i s t of the
steam p r e s s u r e r e d u c i n g s t a t i o n s .
CONCLUSIONS
AND
RECOMMENDATIONS:
T h e steam p r e s s u r e r e d u c i n g
s t a t i o n s , being i n s t a l l e d i n 1976, h a v e
been
operational
and
required
no
testing.
They
were
functioning
normally.
T h e s e u n i t s may continue i n s e r v i c e up
to t h e i r r a t e d c a p a c i t y .
Low P r e s s u r e Steam and Condensate
R e t u r n Piping System
DESCRIPTION:
Low p r e s s u r e steam
and condensate p i p i n g originate at the
steam p r e s s u r e r e d u c i n g stations a n d
e x t e n d to the following steam consuming
equipment:
o
o
o
o
r a d i a t i o n for heating
heating coils of a i r h a n d l i n g u n i t s
humidifiers
domestic hot w a t e r generator
A considerable portion of the o r i g i n a l
steam and condensate
r e t u r n piping
system is still in service.
I n certain
areas of the H i s t o r i c B u i l d i n g , p r i n c i pally i n the w e s t and c e n t e r south
portions
of the Basement, the low
p r e s s u r e steam a n d condensate p i p i n g
was replaced i n 1976 a n d a portion of
the
existing
steam
mains
were
re-insulated.
T h e e x i s t i n g steam and
condensate r e t u r n r i s e r s have not been
replaced.
E v i d e n c e of steam leakage from r i s e r s
was noted on the u p p e r floors of the
E a s t Wing, as well as i n the southwest
p a r t of the Basement.
114
Design
drawings
from 1976 indicate
t h a t p r a c t i c a l l y all of the
original
condensate mains i n the Basement were
scheduled for replacement. T h e s u r v e y
team o b s e r v e d a section of abandoned
o r i g i n a l 4 " condensate main i n the
Basement t h a t was much
corroded.
The
team also o b s e r v e d
abandoned
steam m a i n s , a p p a r e n t l y phased out
d u r i n g the 1976 replacement
program
that had only moderate i n t e r i o r and
exterior corrosion.
I t was noted t h a t portions of the steam
and condensate pipe i n s u l a t i o n , p r e sumably the o r i g i n a l c o v e r i n g , contained
a s b e s t o s , a d i s t i n c t health h a z a r d .
PHYSICAL
SURVEY:
Pipe
were t a k e n from the following
at locations as noted:
samples
systems
Sample No. B - l - 1-1/2" steam r u n o u t
off
the 8" steam main,
Basement,
center s o u t h .
Sample No.
B - 6 - 6" low p r e s s u r e
steam main i n Basement.
Sample No. B - 7 - 10" low p r e s s u r e
steam main i n Basement.
Sample No. 2 - 1 - 1 " steam r i s e r , 2nd
Floor w e s t
Sample No. 2-4 - 1 " steam r i s e r , 2nd
Floor east
Sample No.
2-2 - 3/4"
condensate
r i s e r , 2nd Floor west
Sample No.
2-3 - 3/4"
condensate
r i s e r , 2nd Floor east
Sample No.
2-5 - 3/4"
condensate
r u n o u t to r a d i a t o r
T h e samples of steam and condensate
r i s e r s show r e l a t i v e l y little outside and
inside c o r r o s i o n ,
however,
corrosion
was noted at the pipe j o i n t s .
T h e s u r v e y team i n t e r v i e w e d members
of the N . P . S . maintenance s t a f f , and
were told t h a t l e a k y joints i n r i s e r s at
�ENGINEERING SURVEY
Mechanical
connections
to
the
radiators
were
frequent
and t h a t some r i s e r s had
been
replaced.
Problems
usually
originate at t h r e a d e d j o i n t s . R e p a i r of
these joints u s u a l l y i s not possible,
because the newly c u t t h r e a d e d ends
collapse.
T h e metallurgical examination of the
steam main samples from the old p i p i n g
s y s t e m i n the Basement shows that
they cannot be r e l i e d on for f u t u r e
trouble-free service.
I t i s therefore
recommended t h a t a l l pre-1976 steam
mains be r e p l a c e d .
T h e samples t a k e n from steam mains i n
the Basement (Sample Nos. B - 6 a n d
B - 7 ) showed little inside and outside
corrosion.
I t i s also recommended t h a t i n the
i n t e r e s t of a clean and o r d e r l y s y s t e m ,
the
presently
abandoned
exposed
p i p i n g i n the Basement be removed
d u r i n g the H i s t o r i c B u i l d i n g r e h a b i l i tation p r o g r a m .
I n v i e w of the fact t h a t v i s i b l e i n s p e c tion r e v e a l e d little d e t e r i o r a t i o n , i t was
decided to engage a t e s t i n g laboratory
for metallurgical t e s t i n g of pipe samples,
in
order
to determine
scientifically
whether the material i s s t i l l s o u n d . Of
the samples t a k e n , the following were
examined i n a metallurgical l a b o r a t o r y :
Sample No.
B - 6 ( 6 " steam main i n
Basement).
Sample No. B - 7 ( 1 0 " steam main i n
Basement.
Sample No. 2 - 1 ( 1 " steam r i s e r , 2nd
Floor w e s t ) .
Sample No. 2-2 ( 3 / 4 " condensate r i s e r ,
2nd Floor w e s t ) .
T h e laboratory r e p o r t indicated t h a t
the 1 0 " steam main showed metallurgical
defects
(laminations)
and
corrosion
along the d e f e c t s .
T h e r e s t of the
listed
samples
proved
to have
no
serious d e f e c t s .
CONCLUSIONS
AND
RECOMMENDATIONS:
A l t h o u g h most of the random
samples of the steam and condensate
r i s e r p i p i n g p r o v e d to have no metall u r g i c a l d e f e c t s , we do not believe t h a t
the original r i s e r s c a n be r e l i e d on for
long
term
service
because
of
the
f r e q u e n t joint f a i l u r e s i n the p a s t .
Condensate Pumps
DESCRIPTION:
Steam condensate i s
r e t u r n e d to the Capitol Hill Steam
System t h r o u g h the main condensate
r e t u r n u n i t located i n the center south
section of the Basement.
T h e r e a r e t h r e e other smaller, satellite
condensate
pump sets w h i c h collect
steam condensate from remote equipment
and t r a n s f e r i t to the main condensing
unit.
T a b l e 2 l i s t s the e x i s t i n g c o n densate pumping equipment.
T h e main condensate r e t u r n u n i t i s a n
A u r o r a Steam R e t u r n Package Model
190F, c o n s i s t i n g of a horizontal t a n k
and two 15 HP pumps, mounted on
steel framing and equipped w i t h the
necessary controls.
A l l steam condensate i s not r e t u r n e d to
the steam p l a n t . Adjacent to the main
condensate r e t u r n u n i t i s a concrete
tank,
where
condensate
from
the
adjacent
steam
heated
hot
water
generator i s p i p e d , cooled to a p p r o x i mately 140° F . and disposed to the
sewer.
115
�No condensate t r a n s f e r u n i t was noted
for
returning
condensate
from
the
easternmost
portion
of the
Historic
B u i l d i n g to the main condensate p u m p s ,
leading
to the conclusion t h a t the
portion of steam condensate that cannot
be r e t u r n e d t h r o u g h pipes above the
long-haul t r a c k s is wasted.
PHYSICAL SURVEY:
T h e condensate
r e t u r n pumps were i n s t a l l e d d u r i n g the
NVC
construction
program
and
appeared to function n o r m a l l y . T e s t i n g
consisted of s t a r t i n g the pumps a n d
o b s e r v i n g them while f u n c t i o n i n g .
No
problems were noted.
CONCLUSIONS
AND
RECOMMENDAT I O N S : T h e condensate pumps appear
to s a t i s f y c u r r e n t r e q u i r e m e n t s .
It is
recommended t h a t allowance be made i n
budgeting
for
additional
pumps
to
t r a n s f e r condensate from the e a s t e r n most p a r t of the b u i l d i n g ( a n d from
a n y newly planned steam consuming
equipment t h a t may be remotely located)
to the main condensate pump u n i t .
Heating T e r m i n a l s
DESCRIPTION:
T h e terminal heating
equipment
c o n s i s t s of the
following
t y p e s of d e v i c e s :
o
o
o
o
o
o
o
cast iron radiators
c a s t i r o n baseboard r a d i a t o r s
convectors
finned tube radiation
pipe coils
unit heaters
cabinet u n i t h e a t e r s
Initially,
cast
iron
radiators
were
p r o v i d e d i n most s p a c e s , especially i n
upper floor rooms of the E a s t and West
w i n g s , i n s t a i r s , and c o r r i d o r s . Many
are still in service. All such radiators
116
Main Condensate U n i t - Basement
�ENGINEERING SURVEY
Mechanical
are
manually
controlled
and
are
equipped w i t h h a n d v a l v e s ( i n good
condition)
and
thermostatic
steam
t r a p s . Most steam t r a p s have r e c e n t l y
been r e p l a c e d .
T h e r a d i a t o r s show
little outside evidence of w e a r .
I n s e v e r a l rooms, u s e d g e n e r a l l y for
offices,
the c a s t i r o n r a d i a t o r s have
been r e p l a c e d b y f i n n e d tube r a d i a t i o n ,
or b y c a s t i r o n baseboard r a d i a t i o n .
T h e finned tube r a d i a t i o n , not being
as durable as c a s t i r o n r a d i a t i o n ,
shows v a r y i n g degrees of w e a r .
I n public s p a c e s , s u c h as i n the large
toilet rooms on the main floor, r e c e s s e d
convectors were p r o v i d e d at the e x t e r i o r
walls.
I n the wells of s k y l i g h t s of the u p p e r
s t o r y rooms, as well as i n the G y m nasium on the F o u r t h Floor of the West
Wing, pipe coils c o n s i s t i n g of 1-1/4"
pipes were
mounted
at ceilings
to
counteract d r a f t s from cold s u r f a c e s .
Most coils did not show evidence of
outside c o r r o s i o n .
T h e s e elements a r e
assembled w i t h t h r e a d e d joints s u s c e p tible to c o r r o s i o n , a r e p a r t of the
o r i g i n a l installation and may be p r e sumed to be i n a condition similar to
the steam a n d condensate r i s e r s .
T h e l a r g e toilet rooms on the u p p e r
floors a r e heated i n a v a r i e t y of w a y s ,
among w h i c h are cast i r o n r a d i a t o r s
and/or small steam heated ceiling h u n g
u n i t h e a t e r s . Most of the u n i t h e a t e r s ,
controlled b y local t h e r m o s t a t s , were
non-functional.
I n the entrance v e s t i b u l e s of the Main
H a l l , the o r i g i n a l c a s t i r o n heating
coils were r e p l a c e d by cabinet t y p e
unit
heaters.
These units are
of
recent
vintage,
are
controlled
by
thermostats i n the r e t u r n a i r flow and
appear to be i n s e r v i c e a b l e condition.
I n the Concourse along the n o r t h w a l l ,
nine cabinet u n i t h e a t e r s a r e p r o v i d e d .
T h e s e u n i t s a r e i n s t a l l e d i n a custommade wood e n c l o s u r e .
T h e steam and
condensate p i p i n g i s i n front of the
u n i t s , blocking access for s e r v i c i n g .
The
units,
being
relatively
new,
appear to be i n s e r v i c e a b l e condition,
except for two or t h r e e h a v i n g n o i s y
fans.
T h r e e similar u n i t h e a t e r s are i n s t a l l e d
near the east a n d the west walls of the
C o n c o u r s e , i n f r o n t of the large glass
areas.
T h e s e u n i t s are set i n an
i n v e r t e d position i n custom-made wood
enclosures
and
are
functioning
normally.
T h e Replacement Station i s heated b y
air,
u t i l i z i n g a i r conditioning
ducts
and a i r h a n d l i n g u n i t s .
T h i s system
w i l l be d e s c r i b e d u n d e r the A i r C o n ditioning section of t h i s r e p o r t .
CONCLUSIONS
AND
RECOMMENDAT I O N S : I n the foregoing d i s c u s s i o n of
the
heating
terminals,
it
became
a p p a r e n t t h a t most of these elements
a r e either u n s e r v i c e a b l e or antiquated
to the point t h a t s a t i s f a c t o r y s e r v i c e
cannot be e x p e c t e d .
T h e cast i r o n
r a d i a t o r s t h a t s e r v e the upper s t o r y
areas of the E a s t a n d West Wings a r e
p a r t i c u l a r l y subject to c r i t i c i s m for the
following r e a s o n s :
o
o
o
U n i t s r e q u i r e more space t h a n
newer heating t e r m i n a l s ,
T h e y may i n t e r f e r e w i t h f u r n i t u r e
arrangement,
L o c a l temperature control i s not
available.
117
�o
L a c k of
control c o n t r i b u t e s to
waste of e n e r g y .
I t i s reasonable to conclude t h a t
i n t e r i o r corrosion and e n c r u s t a tions h a v e r e d u c e d the efficiency
of heat t r a n s f e r .
o
F o r the above r e a s o n s , i t i s recommended t h a t the r a d i a t o r s be replaced
by
finned
tube
radiation,
or
by
baseboard r a d i a t i o n t h a t would r e s o l v e
the above-mentioned objections.
I n a p r e v i o u s s e c t i o n , i t was mentioned
t h a t the steam and condensate pipe
r i s e r s t h a t feed the r a d i a t o r s also
should be r e p l a c e d . A s a consequence,
i t i s n e c e s s a r y to replace e n t i r e l y the
heating terminals a n d the v e r t i c a l feed
piping.
U n d e r these conditions, i t may be
questioned w h e t h e r the steam heating
should be r e t a i n e d a n d the defective
elements r e p l a c e d , or a more f l e x i b l e ,
hydronic
type
heating
system
be
adopted.
A h y d r o n i c heating s y s t e m would h a v e
significant advantages.
T h e following
may be c i t e d :
o
T h e new p i p i n g would p r o v i d e
dependable, long term s e r v i c e .
o
P i p i n g would be smaller.
o
P i p i n g would be a r r a n g e d to keep
out
of the L o n g - H a u l r a i l r o a d
t u n n e l , w h e r e the p r e s e n t steam
and condensate p i p i n g for portions
of the E a s t Wing a r e located.
o
T h e r e would be q u i c k e r response
to heating demand, as demand for
heating c h a n g e s .
118
o
Temperature
control
would
be
improved.
T h e temperature
of
the w a t e r feeding these elements
can be easily v a r i e d as the outside
temperature
varies,
thereby
reducing
heat
output
i n mild
weather and i n c r e a s i n g i t i n cold
weather.
V a r i a t i o n of output i n
individual
rooms
would
be
possible,
by
operation
of
the
r a d i a t o r damper.
o
Maintenance i s lower, as i n d i v i d u a l
steam t r a p s i n rooms, as well as
at r i s e r s are eliminated.
o
Freedom i n piping arrangement.
Steam and condensate piping must
be pitched down i n direction of
the flow, whereas water piping
may be horizontal or can r i s e and
fall to avoid o b s t r u c t i o n s .
o
Heating efficiency would be greater
a n d h e a t i n g costs l e s s , due to
better c o n t r o l s , lowered radiation
losses from hot p i p e s , t r a p s and
possible
losses
from
leaking
v a l v e s and t r a p s .
o
Space s a v i n g . T h e new r a d i a t o r s
would be only about 3-1/2" deep
v e r s u s the 6" to 8 " space r e q u i r e d
for c a s t i r o n r a d i a t o r s .
I t i s therefore recommended t h a t the
p r e s e n t steam heating system i n the
u p p e r s t o r y areas of the E a s t and West
Wings be phased out because of i t s
disadvantages and t h a t i t be replaced
by a new h y d r o n i c s y s t e m d e s c r i b e d i n
the following t e x t .
The existing unit
h e a t e r s and convectors on the u p p e r
floors should also be replaced w i t h
u n i t s designed for h y d r o n i c s y s t e m s .
Cabinet u n i t heaters i n V e s t i b u l e s may
�ENGINEERING SURVEY
Mechanical
Ventilation System
remain
on
the
steam
system,
but
allowance should be made for s e r v i c i n g
and maintenance of them.
I t i s s u g g e s t e d t h a t the a i r h a n d l i n g
u n i t s p r e s e n t l y equipped w i t h steam
heating coils be r e t a i n e d on the steam
heating s y s t e m .
New H y d r o n i c Heating S y s t e m
DESCRIPTION:
A
hydronic
(hot
w a t e r ) heating s y s t e m would c o n s i s t of
steam to water heat e x c h a n g e r s , hot
water
circulating
pumps,
new
hot
water p i p i n g , s e r i e s - f e d finned tube
radiation w i t h sectionalized
discharge
dampers,
and automatic
control
of
heating water temperature based on
temperature of the outside a i r . Cabinet
u n i t h e a t e r s or convectors
may
be
u t i l i z e d i n entrance v e s t i b u l e s .
For
convenience
of arrangement
of
p i p i n g a n d to limit long p i p i n g r u n s , i t
is s u g g e s t e d t h a t two s u c h systems be
provided:
one for the West Wing and
one for the E a s t Wing.
DESCRIPTION:
T h e original
design
d r a w i n g s indicate a n e x t e n s i v e ducted
ventilation s y s t e m w i t h tempered a i r to
the
public
areas
of the
building.
P a r t s of t h i s s y s t e m , the large fans
and d u c t s , were abandoned some time
ago.
Presently,
mechanical ventilation
is
p r o v i d e d b y new systems i n s t a l l e d i n
the N V C c o n s t r u c t i o n p r o g r a m .
The
new s y s t e m includes a large heating
and v e n t i l a t i n g u n i t ( A H U - 1 0 ) for the
Concourse
and
air
handling
units
designed for a i r conditioning
(AHU-1
t h r o u g h 9 ) . T h e a i r conditioning u n i t s
w i l l be d i s c u s s e d i n the subsection on
A i r Conditioning.
The
s y s t e m for
the
Concourse
is
designed to c i r c u l a t e 40,000 cfm of a i r
and c o n s i s t s of a s u p p l y a i r u n i t
equipped w i t h a 30 HP f a n , a steam
heating
coil
and
throw-away
type
filters.
T h e s y s t e m i s a r r a n g e d to
r u n on 100% outside a i r , or on f u l l
recirculation.
The
return air
fan
( B a r r y No. 7660) has a 10 HP motor.
T h e s u p p l y a i r i s ducted to a r a i s e d
platform i n the center portion of the
Concourse a n d d i s t r i b u t e d by l i n e a r
g r i l l e s i n the fascia of the platform.
T h e s y s t e m appears to be i n good
condition.
Also i n the C o n c o u r s e , a fast food
r e s t a u r a n t was i n s t a l l e d d u r i n g the
N V C c o n s t r u c t i o n program. T h e range
e x h a u s t fan ( d e s i g n e d for 3300 c f m ) , a
second fan ( d e s i g n e d for 2500 cfm) for
the k i t c h e n and a t h i r d e x h a u s t fan
( d e s i g n e d for 1300 cfm) to s e r v e the
toilets and l o c k e r s i n the Basement
below the r e s t a u r a n t , could p o s s i b l y
be r e u s e d .
T h e s e fans are located i n
the t r u s s space above the ceiling of
the C o n c o u r s e .
119
�T h e S e r v i n g A r e a , i n the east section
of the F i r s t F l o o r , i s now abandoned.
A large e x h a u s t f a n on the mezzanine
is antiquated and i t s d u c t w o r k h a s
been dismantled.
A t the c e i l i n g , a
small, more r e c e n t makeup a i r fan w i t h
connecting d u c t w o r k also a p p e a r s to be
u n s u i t a b l e for continued u s e .
T h e P r e s i d e n t i a l Suite h a s no mechanical
ventilation s y s t e m at p r e s e n t .
T h e r e a r e a number of old
fans and/or g r a v i t y e x h a u s t s
for u p p e r floor toilet rooms.
e x h a u s t s y s t e m s , as well as the
for the Basement toilets and
rooms are i n v a r i o u s stages
r e p a i r , or are disconnected.
exhaust
provided
These
exhaust
storage
of d i s -
There
is
no
ventilation
provided
p r e s e n t l y for the Basement a r e a s u s e d
by cars and delivery t r u c k s .
A t the roof l e v e l of the E a s t Wing
t h e r e a r e t h r e e rows of masonry s t a c k s ,
s i x i n each r o w .
I n s p e c t i o n at the
Long-Haul T r a c k level revealed that
only s e v e n s t a c k s penetrate
to the
track level.
U n d e r the National P a r k
Service
Phase
I I Program
of
roof
r e p a i r s , a l l of these s t a c k s w i l l be
covered and equipped w i t h w e a t h e r proof l o u v e r s .
PHYSICAL SURVEY:
A H U - 1 0 and the
associated r e t u r n a i r f a n s e r v i n g the
Concourse were s t a r t e d a n d tested for
operation and i t was found t h a t t h e y
r a n without a n y a p p a r e n t
problem.
T h e heating output was not c h e c k e d ,
because at the time of the t e s t the
steam was s h u t off.
The
manufacturer's
shop
drawing
c e r t i f i e s that the u n i t h a s a n output
capacity of 40,000 cfm at 1.19" w . g .
120
s t a t i c p r e s s u r e , and a heating capacity
of 2200 MBH when s u p p l i e d w i t h steam
at 5 p s i g p r e s s u r e .
T h e u n i t i s designed for f u t u r e cooling
w i t h the addition of a cooling c o i l .
CONCLUSIONS
AND
RECOMMENDATIONS:
Two of the e x i s t i n g e x h a u s t
fans may have potential for
future
u s e . H o w e v e r , since the f u t u r e e x h a u s t
a i r quantities a n d the d e s i r e d locations
of
fans a r e u n c e r t a i n , the
future
utilization of these u n i t s should not be
depended o n .
Generally, all exhaust
systems
and
makeup
air
systems
r e q u i r e d for v e n t i l a t i n g k i t c h e n s , food
s e r v i c e a r e a s , toilet rooms,
storage
rooms and mechanical rooms w i l l have
to meet new c r i t e r i a .
T h e r e f o r e , i t i s recommended that new
e x h a u s t f a n s , and new e x h a u s t d u c t w o r k
be
provided
for
each category
of
spaces mentioned above, when the new
space utilization of the b u i l d i n g i s
resolved.
Allowance should be made to include
makeup a i r s y s t e m s , where s u r p l u s a i r
from spaces i s not adequate.
T h e suggested
p a r k i n g a r e a i n the
Basement would r e q u i r e
a
separate
ventilation s y s t e m c o n s i s t i n g of s u p p l y
and e x h a u s t i n accordance w i t h c u r r e n t
code r e q u i r e m e n t s .
�ENGINEERING SURVEY
Mechanical
Air Conditioning System
GENERAL:
The building presently is
p a r t i a l l y a i r conditioned.
I n the N V C
c o n s t r u c t i o n program a c h i l l e r plant
and
nine
air handling units
were
i n s t a l l e d to s e r v e public areas on the
F i r s t Floor.
On the upper floors of
the
East
and West
Wings
of
the
b u i l d i n g , small (2 to 5 ton c a p a c i t y )
air
conditioners
were
provided
for
selected
areas
for
comfort
of
the
occupants.
T h e l a t t e r u n i t s generally
are the s p l i t , d i r e c t expansion t y p e .
C h i l l e d Water P l a n t
C e n t r i f u g a l C h i l l e r - Basement
DESCRIPTION:
T h e c h i l l e r plant for
the H i s t o r i c B u i l d i n g consists of a
nominal 385 ton capacity c e n t r i f u g a l
c h i l l e r manufactured by T r a n e Co. a n d
a u x i l i a r i e s w i t h matched capacity as
follows:
o
o
C h i l l e d Water Pumps ( 2 ) , B e l l &
Gossett,
double
suction
type,
capacity of each p e r nameplate:
924 gallon/minute, 115 feet h e a d ,
40 H P .
One pump is a s t a n d b y
unit.
o
Cooling Tower - Roof
Condenser Water Pumps ( 2 ) , B e l l
& G o s s e t t , double suction t y p e ,
capacity of each p e r nameplate:
1275 gallon/minute, 88 feet h e a d ,
75 H P .
One pump i s a s t a n d b y
unit.
Cooling
Tower,
ejection
type,
B A C Model J 2 4 1 2 B - 2 7 , approximate
capacity at r a t e d flow, 370 t o n s .
T h e cooling tower i s mounted on s u p ports
above
the
roof
of
the
c e n t e r - s o u t h portion of the H i s t o r i c
Building.
T h e c h i l l e r and pumps are
located i n the south mechanical room i n
the
Basement,
referred
to
as
Mechanical Room #3.
121
�T h e r e is a n a i r cooled w a t e r c h i l l e r
package ( T r a n e C G A A 0254 M B ) w i t h a
nominal capacity of 25 tons i n Mechanical
Room #3, located i n the r e l i e f a i r
chamber. T h e u n i t i s equipped w i t h a
separate c h i l l e d water pump.
This
unit
is cross-connected
to
AHU-8,
s e r v i n g as a w i n t e r c h i l l e r .
F o r the Replacement Station a separate
c h i l l e r plant i s p r o v i d e d c o n s i s t i n g of
a nominal 180 ton Westinghouse c e n t r i f u g a l c h i l l e r , a B A C cooling tower of
matched c a p a c i t y , a condenser water
pump, chilled water pump a n d s p a r e
pump, piped to s e r v e either the c o n denser water or the chilled water
c i r c u i t . A l l pieces of the chilled w a t e r
p l a n t , i n c l u d i n g the cooling t o w e r , are
located i n a Mechanical Room on the
Ground
Floor,
under
the
parking
structure.
PHYSICAL
SURVEY:
Components
of
the chilled w a t e r p l a n t i n the H i s t o r i c
B u i l d i n g were s t a r t e d a n d o b s e r v e d i n
operation.
G e n e r a l l y , the p l a n t , aside
from minor r e p a i r s , i s i n s e r v i c e a b l e
condition.
The Historic Building chiller requires a
new p u r g e compressor and control r e l a y
i n the condenser water c i r c u i t . T h e
c h i l l e r plant of the Replacement Station
was not tested as i t had been i n
operation on a r e g u l a r b a s i s .
CONCLUSIONS
AND
RECOMMENDAT I O N S : T h e chilled w a t e r p l a n t s , both
i n the H i s t o r i c B u i l d i n g and i n the
Replacement
Station,
are
in
good
condition.
T h e combined capacity of
the plants i s approximately 560 t o n s .
I n the event all usable a r e a s of the
H i s t o r i c B u i l d i n g , except the Basement,
would
be
a i r conditioned
and the
Replacement Station phased o u t , the
122
anticipated cooling demand would be
approximately 950 t o n s .
B a s e d on an
estimated 270,000 g r o s s s q u a r e feet of
a i r conditioned a r e a at an a v e r a g e 290
s q u a r e feet p e r t o n , t h i s would indicate
the need for an additional 400 tons of
capacity.
T h e Union Station Redevelopment A c t of
1981 a u t h o r i z e s the A r c h i t e c t of the
Capitol "to enter into agreements w i t h
the S e c r e t a r y of T r a n s p o r t a t i o n or his
designee or a s s i g n to f u r n i s h steam or
chilled water or both from the Capitol
Power P l a n t to the Union Station comp l e x , at no expense to the legislative
branch."
The
survey
team i n v e s t i g a t e d
the
option of making connections to the
Capitol Power Plant system and found
t h a t the distance from the H i s t o r i c
B u i l d i n g to the n e a r e s t point i n the
chilled w a t e r d i s t r i b u t i o n s y s t e m was
e x c e s s i v e and t h a t i t s anticipated cost
would not compare f a v o r a b l y to the
cost of e x p a n d i n g the e x i s t i n g e q u i p ment i n the H i s t o r i c B u i l d i n g .
C o n s i d e r i n g t h a t the H i s t o r i c B u i l d i n g
complex a l r e a d y has a chilled water
plant of approximately 560 tons c a p a c i t y ,
the f u r t h e r expansion of t h i s f a c i l i t y
would cost l e s s t h a n half the cost of
r u n n i n g piping to the Capitol Power
Plant s y s t e m .
T h e only circumstance
t h a t would modify t h i s opinion would
be if additional u s e r s of chilled water
would be available along the route of
the p i p i n g , so that t h i s cost could be
s h a r e d by s e v e r a l u s e r s .
I t i s therefore recommended that the
ultimate p l a n t be designed for a p p r o x i mately 1000 t o n s , subject to confirmation
by detailed calculation.
�ENGINEERING SURVEY
Mechanical
T h e e x i s t i n g c h i l l e r s should be r e t a i n e d ,
a new c h i l l e r , pumps and cooling tower
should be added and the three c h i l l e r
plants
cross-connected.
The
new
c h i l l e r plant may be located near the
e x i s t i n g plant i n the H i s t o r i c B u i l d i n g
and the cooling tower on the roof
adjacent to the e x i s t i n g tower, where
the e x i s t i n g 10" condenser water pipes
will have the c a r r y i n g capacity for the
additional load.
I t i s also recommended that i n designing
the chilled water p l a n t , consideration
be g i v e n to chilled water storage i n
order
to reduce
the peak
electric
demand and the total i n s t a l l e d capacity
of the chilled water p l a n t .
A H U - 7 , Mechanical Room Basement
A i r Handling Systems
DESCRIPTION:
Presently
there
are
nine a i r handling u n i t s ( A H U - 1 t h r o u g h
9 ) for a i r conditioning i n the H i s t o r i c
B u i l d i n g s e r v i n g p r i n c i p a l l y the public
areas on the F i r s t Floor and t h e r e are
two a i r h a n d l i n g u n i t s i n the R e p l a c e ment S t a t i o n .
A tabulation of
the
e x i s t i n g a i r h a n d l i n g u n i t s of the a i r
conditioning systems is g i v e n i n Table
3 at the end of t h i s s e c t i o n .
Units A H U - 1 through
9 a r e floormounted,
equipped
with
throw-away
t y p e a i r f i l t e r s , chilled water cooling
coil,
steam heating
coil and steam
humidifier ( e x c e p t
u n i t s A H U - 8 and
9 ) . A H U - 1 , 2 , 3 , 4 a n d 8 are p r o v i d e d
w i t h bag f i l t e r s a l s o , r a t e d for 45%
efficiency. E a c h of the systems includes
an i n - l i n e c e n t r i f u g a l - t y p e r e t u r n a i r
f a n , except A H U - 5 w h i c h is matched
with a centrifugal-type r e t u r n air fan.
All
supply
air ductwork is
either
externally
insulated
or
acoustically
lined.
D u c t connections to u n i t s are
a r r a n g e d for operating on the economy
123
�c y c l e i n mild w e a t h e r ,
u s i n g 100%
outside a i r a n d r e l i e v i n g r e t u r n a i r to
the o u t s i d e .
I n the Replacement S t a t i o n , two more
a i r h a n d l i n g u n i t s a r e located.
These
are the multi-zone t y p e , equipped w i t h
t h r o w - a w a y t y p e f i l t e r s , chilled water
c o i l , steam heating coil and m i x i n g
dampers for each zone d u c t .
These
u n i t s h a v e no r e t u r n a i r f a n s a n d
r e t u r n a i r d u c t s , as t h e y d r a w r e c i r culated a i r from the ceiling plenum
w h e r e the u n i t s are located.
Recently,
the two u n i t s were c o n v e r t e d
from
steam heating to hot w a t e r heating b y
de-activating
the steam coil i n the
steam deck and u s i n g the cooling coil
for c i r c u l a t i n g hot water for heating i n
the w i n t e r .
The
supply
and
return
ductwork
connected to a l l the above s y s t e m s i s
the c o n v e n t i o n a l , low p r e s s u r e t y p e
w i t h a v a r i e t y of a i r terminals ( e . g . ,
ceiling
diffuser,
supply
registers,
return registers).
T h e r e a r e ten small (2-1/2 ton to 5 ton
c a p a c i t y ) package a i r conditioners for
the office areas on the u p p e r f l o o r s .
Most of these u n i t s a r e the s p l i t - t y p e ,
w i t h a n a i r cooled condenser located on
the n e a r b y roof and s u p p l y a i r d u c t w o r k
extended to n e a r b y rooms. R e t u r n a i r
u s u a l l y i s d r a w n to the u n i t t h r o u g h
the c o r r i d o r s .
Some outside a i r i s
provided
for these s y s t e m s t h r o u g h
duct connections to the roof, or to
adjacent w i n d o w s .
PHYSICAL
SURVEY:
Air
handling
systems A H U - 1 t h r o u g h 9 were s t a r t e d
up and o b s e r v e d i n operation.
After
a d j u s t i n g p u l l e y s and b e l t s , all u n i t s
124
were found i n normal r u n n i n g condit i o n . A H U - 8 appeared to have a l e a k y
c o i l , due to a b r o k e n tube i n the
cooling c o i l .
We r e c e i v e d from J o h n J . Wilson I n c . ,
the i n s t a l l i n g c o n t r a c t o r , a copy of the
u n i t shop d r a w i n g s and the a i r b a l ancing data.
T h e s e s o u r c e s indicate
t h a t at the time of installation the
equipment performed as r e q u i r e d by
design documents.
CONCLUSIONS
AND
RECOMMENDATIONS:
B a s e d on our
tests
and
o b s e r v a t i o n s , i t is possible that the a i r
h a n d l i n g u n i t s could s e r v e i n the
f u t u r e , r e q u i r i n g only s e r v i c i n g and
adjustment for new operating conditions.
I t may be reasonably expected
t h a t the d u c t arrangement and the a i r
terminals would change s u b s t a n t i a l l y ,
based on the f u t u r e space arrangement
and a r c h i t e c t u r a l appointments.
The
package
air
conditioners
are
g e n e r a l l y i n poor condition and cannot
be
relied
on
for
proper
service.
G e n e r a l development of the H i s t o r i c
B u i l d i n g w i l l r e q u i r e a consistent and
unified a i r conditioning s y s t e m for the
b u i l d i n g i n w h i c h case t h e r e would be
no application for these u n i t s .
I t i s recommended that the p r e s e n t a i r
h a n d l i n g u n i t s and d u c t w o r k be r e t a i n e d
to the g r e a t e s t e x t e n t possible and the
n e c e s s a r y minor r e p a i r s and modifications be made for f u l l rehabilitation of
these s y s t e m s .
�ENGINEERING SURVEY
Mechanical
Temperature Controls
D E S C R I P T I O N : Heating s y s t e m controls
are manual.
T h e low p r e s s u r e steam
s y s t e m t h a t feeds the heating s y s t e m
is s e t for a constant steam p r e s s u r e .
A s a consequence, t h e r e i s no v a r i a t i o n
i n steam p r e s s u r e , p a r a l l e l i n g a change
i n the outdoor t e m p e r a t u r e . T o accomp l i s h a change i n steam p r e s s u r e , t h e
b u i l d i n g operator manually changes the
s e t t i n g of the steam p r e s s u r e r e d u c i n g
valves.
T h e r a d i a t o r s h a v e manual
v a l v e s , a n d o v e r h e a t i n g i s common i n
mild w e a t h e r .
T h e e x i s t i n g u n i t h e a t e r s a r e operated
b y e l e c t r i c t h e r m o s t a t s . Most of these
controls a r e not f u n c t i o n i n g .
T h e N V C c o n s t r u c t i o n program i n c l u d e d
pneumatic-type controls for operation
of v a l v e s a n d dampers of the new a i r
handling u n i t s .
A new temperature
control a i r compressor w i t h r e f r i g e r a t e d
d r y e r a n d control panel for a i r h a n d l i n g
unit was provided.
PHYSICAL SURVEY:
T h e temperature
control a i r compressor a n d associated
a i r d r y e r were placed i n operation a n d
t h e y appeared to function normally.
T h e remainder of the s y s t e m was not
tested because no heating load or
cooling load was p r e s e n t .
I t may be
presumed
t h a t the v a r i o u s
control
valves
a n d control
dampers
would
r e q u i r e only s e r v i c i n g a n d adjustment,
b u t no replacement.
CONCLUSIONS
AND
RECOMMENDAT I O N S : T h e p r e s e n t control s y s t e m i s
functional.
H o w e v e r , i t i s probable
that
the renovation
program
would
p r e s e n t new requirements for p e r f o r mance
resulting
in
changes
and
additions to the p r e s e n t control s y s t e m .
A n e n e r g y management s y s t e m h a s been
i n c l u d e d i n the estimated scope of w o r k .
125
�126
�ENGINEERING SURVEY
Mechanical
Tables
��ENGINEERING SURVEY
Mechanical
Steam Pressure
Reducing Stations
TABLE 1
STEAM PRESSURE REDUCING STATIONS
Location
Serving
V a l v e Sizes
Capacity
Lbs./Hr.
Station No. 1
Basement C e n t e r
AHU-10
1-1/2" & 2 "
4,600
Station No. 2
Basement E a s t
Radiation
1 " & 1-1/2"
2,400
Station No. 3
Basement West
Radiation & A H U ' s
2" & 2-1/2"
7,500
Station No. 4
Basement West
AHU-9
1/2" & 1/2"
550
Station No. 5
Basement C e n t e r - S o u t h
HW Generator
1/2" & 1/2"
550
127
�128
�ENGINEERING SURVEY
Mechanical
Condensate
Return Pumps
TABLE 2
CONDENSATE RETURN
PUMPS
Capacity
Symbol
Location
Serving
CP-1
Basement Mech. R m . ,
South
AHU-6, 7
& 8
2 H P , 30,000 0 E D R (2,500 l b . / h r . )
CP-2
Basement Mech. R m . ,
West
AHU-9
1 H P , 4,000 0 E D R (1,000 l b . / h r . )
CP-3
Basement,
AHU-10
1 H P , 20,000 0 E D R (5,000 l b . / h r . )
CP-4
Basement, South
Center
Main pump
15 H P , 55 gpm @ 130 p s i g (9,200 l b . / h r . )
129
�130
�ENGINEERING SURVEY
Mechanical
Existing Air
Handling Units
TABLE 3
E X I S T I N G AIR HANDLING UNITS
Symbol
Serving
Location
AHU-1
AHU-2
AHU-3
AHU-4
AHU-5
AHU-6
AHU-7
AHU-8
AHU-9
AHU-1A
AHU-2A
T h e a t e r #127
T h e a t e r #128
Projection Booth #127A
E a s t Hall #137A
West Hall #120A
P . A . V . E . #125M
Main Hall #125A
Projection Room #B43B
F a s t Food K i t c h e n #101
Replacement Station
Replacement Station
Mech. R m .
Mech. R m .
Mech. R m .
Mech. R m .
Mech. R m .
Mech. R m .
Mech. R m .
Mech. R m .
Mech. R m .
Ceiling
Ceiling
CFM
#225
#225
#225
#225
#M104
#B51A
#B51A
#B51A
#B11K
5,400
5,400
2,400
13,000
37,400
8,800
22,000
27,600
10,300
26,800
6,900
Capacity
Tons*
F a n HP
19
19
6
41
107
28
54
50
36
90
23
7-1/2
7-1/2
3
20
30
7-1/2
15
20
7-1/2
20
10
Model No.
Trane
M-12
M-12
M-6
M-31
M-73
M-17
L-41
L-50
M-21
N.A.
N.A.
* A H U - 1 t h r o u g h 9 , the capacity a n d fan HP i s l i s t e d as shown on shop d r a w i n g s .
A H U - 1 A a n d 2A capacity and fan H P i s l i s t e d as shown on design d r a w i n g s .
131
�132
�ENGINEERING SURVEY
Mechanical
Drawings
�����ENGINEERING SURVEY
Mechanical
John Wilson Inc.
Test Report
��May 10, 1982
Ewing Cole Cherry Parsky
Federal Reserve Bank Building
100 N 6th Street
Independence Mall
West P h i l a d e l p h i a , PA 19106
Attention:
Mr. John F. Glass
Re:
&
Union Station
Subj:
Mechanical System Survey
Gentlemen:
This i s our report which includes a marked-up set of drawings showing
location of pipe samples (high and low pressure steam, condensate r e t u r n ,
domestic water, and rainwater downspouts) which we turned over to Ewing
Cole Cherry Parsky. /
W also performed run t e s t s on a l l the major mechanical equipment,
e
and below i s a l i s t of our findings:
* 1}
C h i l l e r - Started up by a Trane Company representative and a
report w i l l be forthcoming from them.
* Z)
Cooling Tower - Was operational but needed cleaning as about
h of the nozzles were clogged up.
* 3)
C h i l l e d Water Pumps #1 and #2 and Condenser Water Pump #1 and:
#2 They a l l check out but suggest s t r a i n e r be cleaned
(water treatment system for the condenser system
has been removed).
* 4)
A i r Handling Units #1 through #10 and C h i l l e d Water Coils A l l were operational but i n need of clean f i l t e r s
and new drive b e l t s .
( A i r Handling Unit #8 has a
leaking c h i l l e d water c o i l ) .
* 5)
Return and Exhaust Fans - Operational but 1n need of maintenance o i l . -aftd b e l t s , e t c .
6)
Domestic Hot Water Heater,
heater had to be
with a l l s a f e t i e s
not be checked -
Steam and E l e c t r i c - The e l e c t r i c
rewired but checked out operational
working. The steam heater could
no steam a v a i l a b l e .
AN EQUAL OPPORTUNITY EMPLOYER
�May 10, 1982
iwing Coie'CHerry Parsky
Steam Condensate Return Units - Started up. Juntos operational
out could not check i f pumps worked as no Steam was
avai Table.
* 8)
Steam Coil on A i r Handling Units #1 through #10 - Could not
check as no steam a v a i l a b l e but suggest d i r t legs
s t r a i n e r and traps be checked.
III
Steam Pressure Reducing Station - Same as Steam C o i l s .
10)
Domestic Water Meter (indicated on marked-up drawings) - Their
condition i s as follows:
#1.
#2.
#3.
#4.
* II)
Replaced with spool pieces 4"
Repaired by D.C. Meter Department (Old Meter galvanized steel pipe)
New meter i n s t a l l e d .in 1976 disconnected from
wall (Small copper system)
Old meter from small copper system but s t i l l
operational.
Temperature Control A i r Compressor - Operational with a l l controls
working complete with a i r d r y e r .
The e x i s t i n g mechanical systems as a whole are operational but in desperate
need of c l e a n i n g , o i l i n g , greasing, and maintenance.
Very t r u l y y o u r s ,
JOHN J .
WILSON,
Curtis E. Wilson
Project Manager
CEW/mm
cc:
Turner Construction Company
Mr. Michael Smith
S-82-4-12
•NOT APPLICABLE TO THIS SECTION
INC.
�ENGINEERING SURVEY
Mechanical
E.L. Conwell & C o .
Test Report
��IL I . . COKTWEILL & C O .
ESTABLISHED 1694
ENGINEERS
-
CHEMISTS
-
2024 ARCH
STREET
PHILADELPHIA.
INSPECTORS
PA. 19103
(215) 563-5935
May 2 0 , 1932
Ewing, C o l e , C h e r r y , P a r s k y
F e d e r a l R e s e r v e Bank B u i l d i n g
100 N. 6 t h S t r e e t
P h i l a d e l p h i a , PA. 19106
Attn:
RE:
Union S t a t i o n
Washington, D.C.
P i p e Samples
Mr. J a c k G l a s s
Gentlemen:
The f o l l o w i n g i s a r e p o r t o f m e t a l l o g r a p h i c e x a m i n a t i o n o f specimens
p r e p a r e d from s u b m i t t e d p i p e samples. E x a m i n a t i o n was performed a t 200x
magnification.
1.
8" RWC BSMT Center sample B-h (May 3 , 82) e x h i b i t s c o r r o s i o n t h a t
can be c l a s s i f i e d as a c o r r o s i o n a l o n g n o n - m e t a l l i c (manganese
sulfide) inclusions.
There a r e l o n g c h a i n s o f i n c l u s i o n s
followed
by c o r r o s i o n . Although t h e common r e s i s t a n c e o f t h e m e t a l i s s a t i s f a c t o r y , d i s c r e t e a r e a s c l o s e t o one a n o t h e r a r e dangerous and
t h i s m e t a l s h o u l d not be u s e d f u r t h e r i n s e r v i c e .
*2.
1" S t e a m r i s e r , s a m p l e 2 - 1 { 2 n d f l o o r west,: M a y M 3 2 } h a s s o m e
hut evidence of contiguous defects
can be seen, m c r o s t r u c t u r e o f this m e t a l i s satisfactory and
f u t u r e u s e is p e r m i s s i b l e .
*3*.
I n c o m i n g D o m e s t i c w a t e r , | S M < W e s t s a m p l e B-5 ( M a y h, 3 2 } h a s
a l o t o f areas: w i t h c o r r o s i o n d i s t r i b u t e d a t t h e g r a i n b o u n d a r i e s .
Corrosion microareas are connected b y cracks. Microstructure of
t h i s m e t a l is t h e r e f o r e u n s a t i s f a c t o r y a n d f u t u r e u s e is n o t r e commended.
*k.
£ n LPS Main
llllllllilliill^
C e n t e r s a m p l e S-c ( M a y 5 , 5 2 ) e x h i b i t s a p i c k i n g
t y p e o f corrosion all alone the vail, "his type of. corrosior. is
n o t s e r i o u s , since -hers are not: large areas with excessive surface
d a m a g e . The• 32~al if satisfactory ar;o fuoure use is permissible:.
�E . L.. C O N W E L L & C o .
Page 2
May 2 0 , 1932
EWING, C O L S , CHERRY, PARSKY
Attn: M r . Jack Glass
RE:
Union Station
Washington, D . C .
* 5.
1 0 " LPS 3 S M T W e s t , Sample B-T (May 6 , 32) has a lot of original
metallurgical defects (laminations( and corrosion has propagated
. along these defects. Future use is not recommended.
* 6.
3 A " Condensate R i s e r . Second floor West sample 2-2 (May 4 , 3 2 ) .
The microstructure consists of equal grains. The extent of c o r rosion Is approximately 10% of wall thickness which is typical and
:
is permlssihle. • :§
: •not. dangerous. • Future, use
1.
A l l samples were made from low carbon steel.
Photomicrographs have been retained in our files.
Respectfully submitted,
E . L. CONWELL & CO.
WEC/js
cc: 4-Mr. Pradeep Patel
*N0T APPLICABLE TO THIS SECTION
�ENGINEERING SURVEY
Plumbing
Plumbing
INTRODUCTION
UTILITIES
Sanitary and Storm Sewers
Domestic Water Service
Rainwater System
I N T E R I O R S A N I T A R Y PIPING
DOMESTIC WATER
Piping System
Hot Water Generators
Water Storage T a n k s
PLUMBING F I X T U R E S
FIRE PROTECTION SYSTEM
Fire Hydrants
Wet Standpipes
Sprinkler System
Siamese Connections
Fire Extinguishers
TABLES
Plumbing F i x t u r e Tabulation
DRAWINGS
Basement
Roof
TEST REPORTS
Equipment T e s t Report John Wison, I n c .
Pipe Sample Evaluation E . L . Conwell & Co.
��ENGINEERING SURVEY
Plumbing
Introduction
Utilities
Large portions of the plumbing systems
in the Historic Building of Union
Station are made up of the original
pipes, fittings, fixtures and equipment
installed as part of the Burnham
design.
Some work has been done
over the y e a r s , but the system has
not been changed substantially. This
survey determined that most old system
components, with the possible exception
of the sanitary main at the Basement
ceiling and below the floor and a sump
pump in the Basement tunnel, can no
longer be considered in serviceable
condition due to deterioration of the
piping
systems,
non-conformity
to
current codes, and the condition and
location of most plumbing f i x t u r e s .
Replacement of these components is
recommended.
Sanitary and Storm Sewers
Work has been done on the following
services and equipment within the last
ten (10) y e a r s :
o
o
o
new 14" diameter ductile iron
house
sewer
lateral and 20"
diameter extension to the public
sewer system
domestic hot water generators
new roof drains and tie-in connections to adjacent rain leaders in
areas where the roof was repaired
METHODOLOGY:
The survey consisted
of collecting existing documents of the
building, comparing these to existing
conditions, and evaluating conditions
of existing systems and equipment.
Samples of piping were also taken for
internal inspection and metallurgical
testing.
DESCRIPTION:
The original house
sewers shown on the 1903 drawings
consistedof two 8" combination (sanitary
and storm) lines running in a westerly
direction from the Basement to the
present access road to the multi-level
garage,
and then in a southerly
direction to a 12" public sewer line
running in an easterly direction parallel
to the south exterior wall of the Historic
Building.
Another 8" house sewer
drained the east portion of the building,
running in an easterly direction to
public sewers east of the building.
The updated conditions shown on the
drawings of the DC Office of Environmental Planning and Management (EPM
Drawing Nos. A-3-NE and A - 4 - N E ) are
at variance with the Burnham drawings.
The updated data shows an 8" sewer
running to the system in F i r s t Street.
This line, in t u r n , was abandoned and
replaced when the WMATA system was
constructed. Records of the relocation
in connection with the WMATA construction have been received. Drawings
No. B 3 b - U - 8 , B3b-U-9 and B3b-U-60
show a single 14" line, leaving the
southwest corner of the building,
heading to a connection with a 16"
combination sewer at manhole S-13,
from which a 20" pipe crosses under
the WMATA tracks to a 36" sewer
under F i r s t Street. Another 14" sewer
line at the north wall of the Concourse
runs in a westerly direction to sewers
in F i r s t Street.
I t should be noted
that WMATA authorities cautioned that
the referenced drawings did not necessarily reflect as-built conditions.
PHYSICAL S U R V E Y : Further investigations centered on substantiation of
133
�the data shown on WMATA records,
principally whether a new house drain
was in fact installed and whether
adequate pitch was provided.
The investigation disclosed that an 8"
drain riser (from Basement floor to
Basement
ceiling in the southwest
section) was in fact a new cast iron
pipe. The cleanout at the base of this
riser was opened and the approximate
invert measured.
Then manhole S-13
in Columbus Plaza was opened to check
the invert elevation at that point.
Visual check at manhole S-13 showed
agreement with the invert shown on
Drawing No. A - 3 - N E , increasing the
reliability of Drawing No. A - 3 - N E .
Based on this data we estimate the
pitch of the house sewer (14" ductile
iron pipe) after the connection of the
overhead and underfloor piping to be
at least 2%.
Sewers leaving the building in an
easterly direction were also investigated
(these laterals were not shown on EPM
drawings).
I t appears certain that a
house sewer flowing from the east side
of the building was installed in conformity with the Burnham drawings.
Manhole invert elevations in the 9'-6"
sewer on the east side of the building
are approximately 10.5 feet. Since the
Basement elevation is 41.0 feet ( i n the
east section), we do not expect problems
with inadequate pitch of the east house
sewer.
CONCLUSIONS
AND
RECOMMENDATIONS: It is recommended that the
public sewers on the west side and
east side of the building be continued
to be utilized for connections.
134
Domestic Water Service
DESCRIPTION:
Presently,
domestic
water service is provided to the Historic
Building from the water system of the
Washington
Terminal
Co.
(WTC).
According to the records at EPM, an
8" water service extends from a 12"
public water main at K Street to a
meter pit in F i r s t Street and then to
the property of WTC where booster
pumps increase the water pressure.
From the WTC water mains, water is
piped to the Union Station Basement
where it is submetered.
A 4" water
main runs to a 4" meter in the southwest part of the Basement and to a
1/2" water meter that serves the
former fast food restaurant located on
the Concourse level. Downstream from
the water meter, fire protection piping
is taken off.
A second water service
in the east part of the Basement is
metered by another 4" meter.
This
meter, being defective, was removed
during the survey and a spool piece
substituted.
Water pressure in the Basement, as
observed on a gauge at the hot water
generator under no flow condition, was
approximately 100 psig.
Based on an assumed estimated future
population of 4,500 persons in the
building and the anticipated number
and type of f i x t u r e s , a probable
maximum flow of about 450 gpm of
water, requiring 6" domestic water
service can be expected. If sprinkler
protection for the building is not
required, the 6" service may also
serve the fire protection standpipe
( f i r s t aid) system and sprinklering of
limited areas in the Basement used for
storage.
�ENGINEERING SURVEY
Plumbing
PHYSICAL S U R V E Y :
In addition to
visual
observations,
samples
were
taken from the 4" galvanized iron
water service pipe in the northwest
portion of the Basement.
On visual
inspection, the sample appeared to be
sound, showing some interior pitting
and corrosion, but the wall thickness
had not been reduced appreciably.
The sample was forwarded to E . L .
Conwell & C o . , testing engineers, for
metallurgical examination.
The metal lographic examination revealed serious
defects, rendering this pipe unsuitable
for future service.
CONCLUSIONS
AND
RECOMMENDATIONS:
The present arrangement of
receiving domestic water from the
facilities of WTC relies upon WTC for
the dependability of the system; therefore, consideration should be given to
providing an independent service from
the public water system in lieu of
replacing the defective water service
pipe. I t is recommended that for the
combined load of domestic water and
fire protection system, an 8" service
be brought i n .
Connection may be
made to the 12" water main near the
intersection of Massachusetts Avenue
and F i r s t Street, in the vicinity of the
southwest
corner
of
the
Historic
Building and a meter pit provided,
with 6" meter for domestic water and a
6" bypass for the fire protection
service.
Rainwater System
D E S C R I P T I O N : I n the past y e a r , the
existing roofs over the Main Hall, the
East Hall, the roof area between the
two fourth floor Tank Rooms, the
long, narrow, low roof at the south
side of the Concourse barrel roof and
smaller adjacent areas, were replaced
with new roofina.
At the same time
135
�the existing roof drains, and the
connecting horizontal piping from the
roof drain to the existing vertical
rainwater conductors were also renewed.
Under Phase I I of the roofing program,
the remainder of the roofs, including
the roof drains and pipe connections,
and with the exception of the glass
roof of the West Hall, are planned for
replacement.
I n view of the poor
condition of the existing roofing, roof
drains and the connecting piping at
the roof drains, this work is absolutely
essential to halt the deterioration of
structural and architectural elements of
the building and for the purposes of
this report, it is assumed that this
work will be authorized and carried
out in the very near future.
the lower sections of the rainwater
leaders,
samples were cut at the
following locations:
The original roof drains generally are
16" x 16" x 3" deep depressed sections
with 3" pipe connections.
Some of
these are equipped with makeshift wire
cage screens. The existing rainwater
piping is galvanized steel, the horizontal runs are generally insulated to
control sweating. The visible sections
of uninsulated piping showed some
evidence of outside corrosion. Small
sections of rainwater piping in the
Concourse Basement are plastic pipe
that replaced the old pipe.
A sample of the 8" galvanized steel
rainwater conductor (Sample B - 4 ) was
sent to E . L . Conwell & C o . , testing
engineers, for metallurgical examination.
Substantial deterioration of the rain
leaders were noted where they connect
to the roof drains. At this point, 1 "
steam piping was connected, probably
for the purpose of snow and ice melting.
At the Basement level the galvanized
rain leaders are connected to cast iron
drainage pipes.
The pipes at this
point appeared to be sound.
PHYSICAL
SURVEY:
In order to
ascertain the extent of the corrosion in
136
o
Basement center-south,
8" galvanized steel.
Sample B-4
o
Main Hall Balcony northwest
6" galvanized steel.
Sample 4-1
o
Fourth Floor center-north
6" galvanized steel.
Sample 4-1
Inside of the pipes there was approximately 1/16" thick f l a k y , r u s t y layer;
the outside generally looked good.
The report from the Conwell Co.
indicated significant internal corrosion
within the metal along "non-metallic
inclusions" and recommended that the
pipe should not be used for further
service.
CONCLUSIONS
AND
RECOMMENDATIONS:
Visual examination of the
rainwater system disclosed consistent
deterioration of the pipes where they
are connected to the roof drains.
Other parts of the piping appeared to
be sound, however, the metallographic
examination disclosed serious defects
within the metal; therefore, it is
recommended that the original r a i n water piping be replaced.
The cast iron portions of the rainwater
piping may be presumed to be in
serviceable condition, unless a broken
section should be discovered.
�ENGINEERING SURVEY
Plumbing
Interior Sanitary Piping
DESCRIPTION:
The interior sanitary
piping system appears to be the original
piping and is generally cast iron pipe
with bell and spigot
connections,
except for small piping which is generally galvanized steel. Stacks from the
upper story plumbing fixtures are
concealed in the building construction
and are connected to an overhead
sanitary main at the ceiling of the
Basement.
Sanitary piping from the
fixtures in the Basement are connected
to a sanitary main under the Basement
floors. These pipes drain by gravity
to the public sewers.
The
WMATA
construction
drawings
indicate that the 8" overhead drain
line in the west side of the building is
tied into a common 14" underground
pipe and after it picks up the rain
leaders in the WMATA Equipment Room
area of the Basement, it leaves the
building.
A duplex type sump pump is in the
tunnel of the Concourse that collects
waste from floor drains in area of the
tunnel.
This unit was tested and
functioned normally.
The overhead sanitary piping was not
examined since these pipes, as well as
the stacks probably would not be
suitable--or convenient--for the future
interior plumbing system. Neither was
it feasible to examine the underground
plumbing lines. Several of the exposed
cast iron stacks in the Basement were
examined from the exterior.
These
examinations indicated that the cast
iron pipes were sound.
the east portion of the building) would
have adequate capacity to serve in the
future.
CONCLUSIONS
AND
RECOMMENDATIONS:
The sanitary piping system,
except for the underground cast iron
piping, will not be suitable for further
service because the present stacks
probably will not be convenient for
future arrangement of the plumbing
fixtures.
In addition, the existing
piping system violates current code
requirements in regard to separation of
the sanitary piping from the rainwater
piping, venting and proper piping
practices.
It is therefore recommended that new
above
ground
sanitary piping
be
considered,
separating the sanitary
system from the rainwater system
inside the building. I t is also recommended that, during the design stage
or during construction, the underground sanitary main be examined by
closed circuit television for interior
conditions and cave-ins. In addition,
at least at two locations (where the
pipe is to serve in the f u t u r e ) , sections
should be removed for closer examination of the pipe quality.
The existing sump pump,
although
functional, should be reconditioned and
the sump cleaned.
Based on an assumed population count
and the expected number and type of
f i x t u r e s , two 8" house sewers (one
serving the west areas and the other
137
�Domestic Water
DESCRIPTION:
The domestic water
system may be divided into the following
major parts:
o
o
o
Piping System
Hot Water Generators
Storage Tanks
Piping System
D E S C R I P T I O N : The water distribution
piping system extends from the existing
water meters to all plumbing f i x t u r e s ,
to the hot water generators, and to
water storage tanks.
From the hot
water generators, hot water piping
runs to the f i x t u r e s .
The pipe material of the cold water
system varies.
The original domestic
hot and cold water piping was b r a s s ,
very little of which has remained.
Presently, the large piping generally
is steel or galvanized steel, while the
smaller pipes are either galvanized
steel or copper.
There are no domestic water booster
pumps.
All fixtures and equipment
are served by the pressure available
from the WTC water system.
The
domestic hot water piping is
composed of several materials, similar
to the cold water system. Presently,
in many areas of the building the hot
water is shut off. Piping for r e c i r c u lation of hot water to the water heater
is not provided.
The domestic water piping system was
not shown on the original Burnham
plumbing drawings; apparently this
work was left to the prerogatives of
the contractor.
CONCLUSIONS
AND
RECOMMENDATIONS: Tests were conducted only on
the 4" service pipe as described above.
138
The remaining system was not tested
because it was of non-uniform material,
showed evidences of failures, and the
piping would not be suitable for future
f i x t u r e s , as to pipe sizes and locations.
It is therefore recommended that new
domestic water piping, including cold
water, hot water, hot water r e c i r c u lating piping, and recirculation pump
be considered for the building.
Under the section "Domestic Water
Service" it was recommended that an
independent water service and water
meter be provided for the building.
In this event domestic water pressure
boosting will be necessary because the
city distribution pressure will not be
adequate.
Subject to confirmation by
detailed engineering, a constant pressure
pumping
facility
should
be
considered, consisting of two or three
pumps of appropriate capacity to serve
all fixtures of the building.
Hot Water Generators
DESCRIPTION:
The domestic water
heaters of the original system were
phased out during the NVC construction
program and replaced by storage type
hot water generators. The documents
prepared in 1976 indicate two packagetype storage units, each having 338
gal. storage capacity, with a recovery
of 100 gallons of water per hour from
40° F . to 140° F . One of these units
is designed for steam water heating
and the other unit for electric heat.
The intent of this dual system is to
use the steam heated unit during the
heating season and the electrically
heated unit in the summer (utilizing
the steam generator for storage) when
the steam service might be shut off.
The steam unit is fitted with a small
circulating pump for internal circulation
�ENGINEERING SURVEY
Plumbing
of the tank. This pump is a 1/6 HP
in-line unit at the hot water generator.
The hot water generators are located
in the east part of the Basement.
The actually installed units are:
o
o
Steam and Electric Hot Water Gen.
Basement
-
Hot Water Generator #1 (steam) Richmond Engineering, 36" diameter
x 84" long, storage capacity 339
gallons.
Recovery: 220 gallons/
hour, from 40° F . to 140° F . ,
when supplied with 2 psig steam
in the heating element (183,000
Btu/hr).
Hot Water Generator #2 (electric) Richmond Engineering, 36" diameter
x 84" long. Storage capacity 340
gallons.
Recovery 147 gallons,
40° F . to 140° F . , with 36 KW
heating element (123,000 B t u / h r )
for 480 volts, 3 phase service.
PHYSICAL S U R V E Y : The two heaters,
each only about 6 years old, appear to
be in good condition.
The access
manhole of each unit was opened and
the interior was inspected. No evidence
of cracking, leaking or unusual deterioration was noted.
CONCLUSIONS
AND
RECOMMENDATIONS:
The existing water heaters
are in good condition and could serve
in the future, however, they were
designed for relatively low hot water
consumption, probably to accommodate
visitors to the exhibits during the
bicentennial
celebrations.
If
the
building is restored to its former
utilization,
including
kitchen
and
dining facilities, and upper
floors
utilization, then to accommodate approximately 4500 people, it would require
approximately 1500 gallon hot water
storage capacity with about 1500 gallon
per hour heating capacity.
Allowing
139
�for the capacity of the two existing
heaters, the net addition would be
approximately 820 gallon storage, 1280
gallons/hr recovery.
It is recommended that consideration
be given to provide two additional
domestic water heaters: one for steam
heating used during the heating season,
and a second for electric heating used
after the heating season, thus allowing
the shutdown of the complete steam
piping system. The combined capacity
of the electric water heaters should be
designed to allow water heating during
the electric off-peak hours, avoiding
water heating, to the extent possible,
during peak hours. I t may be possible
to place the electric water heaters on
separate metering to take advantage of
special rates for energy.
Water Storage T a n k s '
DESCRIPTION:
On the Fourth Floor,
south center area of the building,
there are several 5,000 gallon, 8'-0"
diameter x 9'-0" high, vertical water
storage tanks. These tanks are open,
covered temporarily; the interior of
the tanks is corroded and they may be
regarded as unsanitary.
The east
tank room contains two such open
tanks and the west tank room, three
tanks.
The tanks are shown on the
1903 Burnham drawings; however, no
pumps to serve them are indicated. I t
may be reasoned that the tanks were
filled from the public water system and
regulated by a float valve. They may
have served as a reserve in the event
the water pressure was low.
The
outlet pipes, galvanized steel piping,
are connected to the fire protection
standpipe system.
Two horizontal tanks, 6'-0" x 14'-0"
long, are located in the Gymnasium, on
140
the Fourth Floor of the West Wing.
This room is at a higher elevation than
the previous two tank rooms; therefore,
water pressure from these units would
be somewhat higher. The outlet pipe
from the tanks runs to a shaft and
disappears from view.
These tanks
were not indicated on the 1903 design
drawings; they looked sound on the
exterior except for some r u s t i n g .
None of these tanks have any useful
purpose in an up-to-date plumbing
system.
I t was noted on plans
prepared by W K R I n c . for the Park
Service's Phase I Roof Repairs that
removal of the vertical tanks was
contemplated, but such removal was
not carried out.
CONCLUSIONS
AND
RECOMMENDATIONS:
With the updating of the
domestic water system, including the
use of house pumps (pressure boosters)
there will be no application for these
tanks.
I t is therefore recommended
that they be phased out.
�ENGINEERING SURVEY
Plumbing
Plumbing Fixtures
Fire Protection System
D E S C R I P T I O N : Plumbing fixture types
v a r y from the original models installed
during the time of construction of the
Historic Building to newer types provided during modifications in later
years.
The condition of the fixtures
and their trim also varies according to
their age and the abuse to which they
were exposed.
The fire protection piping system
consists of the following subsystems:
The existing water closets in the main
floor public toilets are back outlet type
with flush v a l v e s .
Public toilets on
the upper floors are floor outlet type
with flush v a l v e s . Private toilets are
floor outlet, tank type.
The number of reusable fixtures is
stated approximately, making allowance
for general conditions, discoloration,
cracks and age.
Additional allowance
should be made for breakage in the
event the fixtures are to be reused at
another location.
CONCLUSIONS
AND
RECOMMENDATIONS:
It
is
anticipated
that,
functionally, only those fixtures which
might remain in place may be suitable
for continued service, subject to the
architectural treatment of these spaces.
The removed units may be junked or
sold.
The cost of removal, cleaning and
repiping of the reusable fixtures might
not be economically justified; therefore,
it is recommended that new plumbing
fixtures be provided, selected for the
service and for the proper interior
decor and arrangement of the spaces.
o
o
o
o
o
Fire hydrants
Wet standpipes
Siamese connections
Sprinkler system
Fire extinguishers
Fire Hydrants
On the streets surrounding the Union
Station Building, fire hydrants are
provided on the public water system
on F i r s t Street and on Columbus Plaza.
In addition, smaller, nominal 4", yard
type fire hydrants are installed on the
north side of the building.
Three
such units are provided: one located
near the northeast section of the
Historic Building in the track area and
two located in the open space between
the Concourse and the Replacement
Station.
I t is presumed that these
hydrants are connected to the public
water system.
CONCLUSIONS
AND
RECOMMENDATIONS:
I t is recommended that the
local Fire Department be contacted for
determination that the location, size,
the outlet connection of the y a r d type
hydrant and the water pressure meet
the
current
requirements
of
the
Department.
Wet Standpipes
DESCRIPTION:
Wet standpipes
of
black steel,
equipped with 2-1/2"
valves having a 1-1/2" threaded outlet
for hoses, are provided in certain
locations.
Two such standpipes were
noted on the upper levels of the east
141
�part of the Historic Building and one
in the southwest office areas.
The
standpipes in the east wing are tied
into a 4" galvanized steel line running
from the storage tanks on the 4th
level. This pipe is corroded and has
been repaired with pipe saddles at
several locations.
No samples were taken of this piping
system because the numerous repairs
had amply demonstrated
the
poor
condition of the galvanized iron pipe.
The risers had not been sampled,
because of fear of endangering fire
safety.
CONCLUSIONS
AND
RECOMMENDATIONS: The wet standpipe system will
require reorganization in accordance
with current codes; therefore, it is
recommended that a completely new wet
standpipe system be provided.
Sprinkler System
There are no sprinklers anywhere in
the building.
RECOMMENDATIONS: I t is recommended
that those parts of the Basement that
will be used for storage be protected
by a properly designed sprinkler
system.
See the discussion of how
sprinklers allow for increased basement
parking capacity in the Code Compliance
subsection of the Architectural section.
Siamese Connections
DESCRIPTION:
Siamese
connections
for Fire Department use are at the
outside of the Historic Building near
the southwest corner and also at the
southeast corner.
At the southwest
corner, two Siamese are provided, one
for the Metro system and one for the
142
Historic Building fire protection system.
The latter is marked inoperative.
During the period of our field investigations on May 2, 1982, the Metro
Transit personnel tested the Metro
standpipe
system by connecting
a
pumper to one of the Siamese and
pumping water in the system. Flooding
resulted in the west Tank Room from
an open end of one of the pipes,
which formed part of the Tank Room
piping system. This may have resulted
from an unplanned
cross-connection
between the standpipes for the Metro
and the piping for the Historic Building.
CONCLUSIONS
AND
RECOMMENDATIONS:
The
Siamese
connections
should be reviewed, in cooperation
with the local Fire Department, to
determine the cause of the leakage.
Fire Extinguishers
DESCRIPTION:
Two types of fire
extinguishers
were
noted:
2-1/2
gallon water, and chemical type extinguishers serving Mechanical Rooms. A
number of the former are stored, and
some were placed around the floors.
CONCLUSIONS: I t is anticipated that
at least a portion of the existing fire
extinguishers may be reused, provided
they are checked carefully and
serviced.
It is recommended that the number and
location of the fire extinguishers be
coordinated with the fire hose ( f i r s t
aid) locations and arranged in suitable
fire hose/fire extinguisher cabinets.
�ENGINEERING SURVEY
Plumbing
Tables
��ENGINEERING SURVEY
Plumbing
Existing Fixtures
Existing
Required
in
Future
Total
Water Closets
Public
Private
Lavatories
Public
Private
Urinals
(flush valve)
Showers
Drinking
fountains
Water coolers,
Electric
Service sinks
Pot s i n k s ,
(stainless s t . )
Reusable
100
16
30
10
120
12
77
34
15
17
125
12
50
12
0
0
25
0
6
2
0
3
13
2
6
12
7
2
2
6
In addition, there are a number of abandoned fixtures in the Basement.
The above tabulation is based on a future population of 4500 persons.
143
�144
�ENGINEERING SURVEY
Plumbing
Drawings
����ENGINEERING SURVEY
Plumbing
John Wilson Inc.
T e s t Report
��» M
•AC.
. A N E
2 0 0 2 8
3 - 1 3 0 0
May 10, 1982
Ewing Cole Cherry Parsky
Federal Reserve Bank B u i l d i n g
100 N 6th S t r e e t
Independence Mall
West P h i l a d e l p h i a , PA 19106
Attention:
Mr. John F . G l a s s
Re:
Subj:
< r
Union S t a t i o n
Mechanical System Survey
c
Gentlemen:
T h i s i s our r e p o r t which i n c l u d e s a marked-up s e t of drawings showing
l o c a t i o n of pipe samples (high and low pressure steam, condensate r e t u r n ,
domestic w a t e r , and r a i n w a t e r downspouts) which we turned over to Ewing
Cole Cherry P a r s k y .
We a l s o performed run t e s t s on a l l the major mechanical equipment,
and below i s a l i s t of our f i n d i n g s :
1)
C h i l l e r - S t a r t e d up by a Trane Company r e p r e s e n t a t i v e and a
report w i l l
be forthcoming from them.
2)
Cooling Tower - Was operational but needed c l e a n i n g as about
of the nozzles were clogged up.
3)
C h i l l e d Water Pumps #1 and #2 and Condenser Water Pump #1 and
#2 They a l l check out but suggest s t r a i n e r be cleaned
(water treatment system f o r the condenser system
has been removed).
4)
A i r Handling U n i t s #1 through #10 and C h i l l e d Water C o i l s A l l were o p e r a t i o n a l but i n need of c l e a n f i l t e r s
and new d r i v e b e l t s .
( A i r Handling U n i t #8 has a
l e a k i n g c h i l l e d water c o i l ) .
5)
Return and Exhaust Fans - Operational but i n need o f maintenance o i l and b e l t s , e t c .
* 6)
Domestic Hot Water H e a t e r ,
h e a t e r had to be
with a l l safeties
not be checked -
Steam and E l e c t r i c - The e l e c t r i c
r e w i r e d but checked out operational:
w o r k i n g . The steam heater could
no steam a v a i l a b l e .
AN EQUAL OPPORTUNITY EMPLOYER
�7)
Steam Condensate Return Units - Started jp.. ^umps operational
but could not cnec:< if oumps worked as no steam was
available.
8)
Steam C o i l on A i r Handling U n i t s #1 through #10 - Could not
check as no steam a v a i l a b l e but suggest d i r t legs
s t r a i n e r and t r a p s be checked.
9)
Steam P r e s s u r e Reducing S t a t i o n - Same as Steam C o i l s .
10)
Domestic Water Meter ( i n d i c a t e d on marked-up drawings) - T h e i r
c o n d i t i o n i s as f o l l o w s :
#1.
#2.
#3.
#4.
11)
Replaced w i t h spool pieces 4"
Repaired by D . C . Meter Department ( D i d Meter galvanized s t e e l p i p e )
New meter i n s t a l l e d . i n 1976 disconnected from
w a l l {Small copper system)
Old meter from small copper system but s t i l l
operational.
Temperature Control A i r Compressor - Operational w i t h a l l c o n t r o l s
working complete with a i r d r y e r .
The e x i s t i n g mechanical systems as a whole a r e o p e r a t i o n a l
need of c l e a n i n g , o i l i n g , g r e a s i n g , and maintenance.
but i n desperate
Very t r u l y y o u r s ,
J.
WILSON, INC.
C u r t i s E . Wilson
P r o j e c t Manager
CEW/mm
cc:
Turner Construction Company
Mr. Michael Smith
S-82-4-12
•NOT APPLICABLE TO THIS SECTION
�ENGINEERING SURVEY
Plumbing
E.L. Conwell & C o .
T e s t Report
��a
I*. € O H W E L L &
ESTABLISHED
E N G I N E E R S
1S94
C H E M I S T S
2 0 2 4
A R C H
PHILADELPHIA.
(215)
Co.
I N S P E C T O R S
S T R E E T
PA.
19103
563-5935
May 2 0 , 1932
Ewing, Cole, C h e r r y , P a r s k y
F e d e r a l Reserve Bank B u i l d i n g
100 H. 6th S t r e e t
P h i l a d e l p h i a , PA. 19106
Attn:
RE:
Union S t a t i o n
Washington, D.C.
Pipe Samples
Mr. J a c k G l a s s
Gentlemen:
The f o l l o w i n g i s a report of metallographic examination of specimens
prepared from submitted pipe samples. Examination was performed at 200x
magnification.
*!.
5" HWC 3SMT Center sample 5 — (May 3 , 82) e x h i b i t s c o r r o s i o n t h a t
as a c o r r o s i o n along n c n - m e t a l l i e (manganese
s u l f i d e ! i n c l u s i o n s . There: are long c h a i n s o f i n c l u s i o n s f o l l o w e d
•.''by: c<ia^&ic>av Although the common r e s i s t a n c e o f the metal: i s s a t isfactory ;i d i s c r e t e areas c l o s e t o one another are dangerous and
|l||Ii:!:th|:S: metal should not be used f u r t h e r in s e r v i c e .
2.
1 " Steam r i s e r , sample 2 - 1 (2nd f l o o r w e s t , May k, 32) has some
areas w i t h l o c a l c o r r o s i o n , but evidence of contiguous defects
can be seen. M i c r o s t r u c t u r e of t h i s metal i s s a t i s f a c t o r y and
f u t u r e use i s p e r m i s s i b l e .
Incoming Domestic Water, 3SMT. West sample S - 5 ; (May K 32:) has:
a l o t of areas:: w i t h c o r r o s i o n d i s t r i b u t e d a t the g r a i n boundaries.
!!!i!!!io^
are connected by c r a c k s . M i c r o s t r u c t u r e c f
t h i s m e t a l i s therefore: u n s a t i s f a c t o r y and future use i s not r e commended,
Mm
:
k.
:
v
6" LPS Main BSMT Center sample B-6 (May 5, 32) e x h i b i t s a p i t t i n g
type of corrosior. a i l along the w a l l . T h i s type c f c o r r o s i o n i s
not s e r i o u s , s i n c e there are not l a r g e areas w i t h e x c e s s i v e surface
damage. The me^al i s s a t i s f a c t o r y and future use i s p e r m i s s i b l e .
�E . L . C O N W E L L & Co
Page 2
May 2 0 , 1982
EWING, COLE, CHEEPvY, PARSKY
Attn:
RE:
Mr. J a c k G l a s s
Union S t a t i o n
Washington, D . C .
5.
1 0 " LPS BSMT West, Sample B - 7 (May 6 , 82) has a l o t o f o r i g i n a l
m e t a l l u r g i c a l defects ( l a m i n a t i o n s ( and c o r r o s i o n has propagated
along these d e f e c t s .
Future use i s not recommended.
6.
3 / V Condensate R i s e r . Second f l o o r West sample 2-2 (May h, 3 2 ) .
The m i c r o s t r u c t u r e c o n s i s t s of equal g r a i n s . . The extent of c o r r o s i o n i s approximately 10% of v a i l t h i c k n e s s which i s t y p i c a l and
not dangerous.
F u t u r e use i s p e r m i s s i b l e .
7.
A l l samples were made from low carbon s t e e l .
Photomicrographs
have been r e t a i n e d i n our f i l e s .
Respectfully
submitted,
E . L . CONWELL & CO.
WEC/js
c c : U-Mr. Pradeep P a t e l
*N0T APPLICABLE TO THIS SECTION
�ENGINEERING SURVEY
Electrical
Electrical
INTRODUCTION
Physical Survey
Methodology
INCOMING S E R V I C E / M A I N S W I T C H G E A R
ELECTRICAL DISTRIBUTION
1500 k V A S u b s t a t i o n
1000-1333 k V A S u b s t a t i o n
750 k V A S u b s t a t i o n
T e m p o r a r y Removal of R a i l r o a d
Loads
LIGHTING RESTORATION
MANAGEMENT
SYSTEM
DRAWINGS
Lighting Fixtures
Basement
F i r s t Floor
Existing One-Line Drawing
Proposed One-Line Drawing
Main S w i t c h g e a r L - l
Main S w i t c h g e a r L - 2
Switchgear Pictorial
TEST REPORTS
Engineering Evaluation - MET
Electrical Testing C o . , I n c .
R e p o r t of Maintenance a n d
Testing
Switchgear General Inspection
R e p o r t of T h e r m o v i s i o n a n d
Ultra-Sonic Inspections
High Voltage A i r Switches
High Voltage A i r C i r c u i t B r e a k e r s
(Main S u b s t a t i o n )
Transformers
Protective Relays
15 k V C a b l e s
��ENGINEERING SURVEY
Electrical
Introduction
When the H i s t o r i c B u i l d i n g of Union
Station was r e n o v a t e d and reopened to
the public as " T h e National V i s i t o r
C e n t e r " , a separate e l e c t r i c a l s e r v i c e
was i n s t a l l e d to disassociate the N V C
from the Washington T e r m i n a l Company.
A new d i s t r i b u t i o n s y s t e m was also
added to s e r v i c e the e x i s t i n g secondary
equipment as well as new equipment
for the N V C ' s f u n c t i o n s .
Coinciding
w i t h the renovation of the H i s t o r i c
B u i l d i n g were projects for a Replacement
Station
housing
Amtrak's
passenger
r a i l f a c i l i t i e s , a P a r k i n g F a c i l i t y for
passenger and visitor p a r k i n g , and a
Metro b u s deck contained w i t h i n the
P a r k i n g F a c i l i t y . A l t h o u g h these were
begun u n d e r separate c o n t r a c t s , the
P a r k i n g F a c i l i t y was joined to the N V C
e l e c t r i c a l s e r v i c e a n d the Replacement
Station
was joined to the
W.T.C.
electric s e r v i c e .
T h e N V C and the
P a r k i n g F a c i l i t y , h o w e v e r , were placed
on i n d i v i d u a l r e v e n u e metering systems
b y the Potomac E l e c t r i c Power C o .
(PEPCO).
I n 1978, the N V C was c l o s e d , a n d ,
although the H i s t o r i c B u i l d i n g was u s e d
as a p e d e s t r i a n l i n k from Columbus
Plaza at i t s south e n t r a n c e to the
r a i l r o a d station p a s s e n g e r s e r v i c e s on
i t s n o r t h s i d e , a majority of the elect r i c a l loads, p a r t i c u l a r l y those of the
N V C e x h i b i t spaces were s h u t down.
T h r e e y e a r s later the entire b u i l d i n g
was closed to the p u b l i c .
O v e r the s i x y e a r s since the N V C
began operations, v e r y little maintenance
has been performed on the e l e c t r i c a l
equipment as attested to b y the National
P a r k S e r v i c e and the W . T . C . Due to
the r e d u c e d maintenance and water
damage, considerable deterioration was
permitted to occur on most of the
older,
secondary
equipment
i n the
Basement.
Accumulation of d i r t and
d u s t over t h i s period has become a
serious t h r e a t to safe operation of the
newer equipment, especially the P a r k i n g
F a c i l i t y s u b s t a t i o n located adjacent to
T r a c k 16 n o r t h of the Replacement
Station.
The
l a c k of
maintenance
e x h i b i t e d at the H i s t o r i c B u i l d i n g has
produced a hazardous situation t h r o u g h out the b u i l d i n g w h i c h demands prompt
attention i n order to s e c u r e the i n t e r e s t s
of the Government (see "Recommendations
and
Priorities"
for
urgent
repairs).
F u t u r e plans for the H i s t o r i c B u i l d i n g
could include r e u s e of some of the
e x i s t i n g p r i m a r y e l e c t r i c a l equipment,
b u t would also r e q u i r e installation of
additional equipment
to
accommodate
f u t u r e loads.
B e c a u s e most of the
older e l e c t r i c a l s y s t e m s ,
equipment,
and installation methods are i n violation
of c u r r e n t e l e c t r i c and f i r e codes, a n d
because t h e y a r e considered obsolete
or harmful ( i n the case of oil-filled
PCB
transformers
and
transfer
s w i t c h e s ) , t h e y should be
removed.
Installation
of
a
completely
new
secondary
and
branch
distribution
system
would
likely
be
necessary
throughout the H i s t o r i c B u i l d i n g , w i t h
the exception of the N V C ' s new equipment and the h i s t o r i c a l l y s i g n i f i c a n t
l i g h t i n g f i x t u r e s designed b y Daniel H .
B u r n h a m i n 1907.
P h y s i c a l S u r v e y Methodology
I n order to e s t a b l i s h a c c u r a t e l y the
condition of the e x i s t i n g equipment,
anticipating
potential
reuse in any
f u t u r e development, i t was n e c e s s a r y to
test
performance
capabilities
and
145
�Incoming Service
operational capacities w i t h p a r t i c u l a r
r e f e r e n c e and r e g a r d to m a n u f a c t u r e r ' s
s p e c i f i c a t i o n s . Since disconnecting the
incoming s e r v i c e would be n e c e s s a r y ,
an
i n v e s t i g a t i o n .was conducted
to
determine
any
adverse
effects
to
facilities c u r r e n t l y i n u s e a n d d r a w i n g
power from the H i s t o r i c B u i l d i n g , b u t
not
documented
as
connected.
Reference to a similar p r e v i o u s i n v e s t i gation
prepared
b y the Howard P .
Foley C o . ( F e b r u a r y 1 3 , 1975) showed
t h a t a considerable
amount of
the
remaining
Historic Building
electric
power load was s t i l l being expended on
W . T . C . r a i l r o a d facilities i n and a r o u n d
the H i s t o r i c B u i l d i n g .
(Although a
proposed scope of w o r k was p r e p a r e d
b y the Howard P . Foley C o . for removal
of these loads i n 1975, the plan was
never carried out.)
B e c a u s e of the age, condition, methods
of i n s t a l l a t i o n , a n d i n c r e a s e d potential
harmfulness of the e x i s t i n g s e c o n d a r y
equipment, i t i s not recommended for
reuse
in
any
future
development.
Therefore,
testing and investigations
were concentrated on the n e w e r , N V C
equipment i n s t a l l e d from 1975 to 1976.
C o n s i s t e n t w i t h the plans for r e s t o r a t i o n
of
Burnham's public
interior
and
exterior
f e a t u r e s was the need
to
survey
completely
the e x i s t e n c e
of
original light f i x t u r e s .
Consideration
was g i v e n to the q u a l i t y of l i g h t t h a t
B u r n h a m had created w i t h the i n t r o d u c tion of n a t u r a l l i g h t i n the i n t e r i o r
spaces t h r o u g h the u s e of s k y l i g h t s
and c l e r e s t o r i e s .
146
HISTORY:
P r i o r to c o n s t r u c t i o n of
the National V i s i t o r C e n t e r project, the
Historic
Building
received
electric
power from the Washington T e r m i n a l
Company
S u b s t a t i o n No.
1
located
n o r t h of the station and east of 1st
Street.
Two 2400 V . feeders ( M l and
M2)
extended
south,
entering
the
H i s t o r i c B u i l d i n g Basement n o r t h w a l l
below the Concourse and i n t e r c e p t i n g a
j u n c t i o n box i n the n o r t h w e s t c o r n e r
of the Basement near l i f t No. 15.
From the j u n c t i o n box the feeders
extended east and south to v a r i o u s
transformer
vaults
throughout
the
Basement.
I n 1975, a s e p a r a t e , dual 13.2 k V
u n d e r g r o u n d s e r v i c e was extended b y
P E P C O down 1st S t r e e t to the H i s t o r i c
B u i l d i n g where i t entered the floor
slab of the Basement i n the extreme
northwest corner.
A n e l e c t r i c a l room
was c o n s t r u c t e d t h e r e for the new
medium
voltage
switchgear.
The
e x i s t i n g feeders were removed from the
j u n c t i o n box back to Substation No. 1 ,
effectively
disconnecting the W . T . C .
and the N V C .
T h e new s e r v i c e c o n s i s t s of two 15 k V u t i l i t y lines ( P E P C O
feeders No. 14056 and No. 14099).
DESCRIPTION:
T h e main s w i t c h g e a r
c o n s i s t s of s e v e n u n i t s i n c l u d i n g main
s e r v i c e disconnect s w i t c h e s and u t i l i t y
metering.
R e f e r to main s w i t c h g e a r
p i c t o r i a l diagram.
Unit
Unit
Unit
Unit
Unit
Unit
Unit
1
2
3
4
5
6
7
-
P E P C O Metering #1
Incoming S w i t c h #1
Incoming B r e a k e r #1
Tie Breaker
Incoming B r e a k e r #2
Incoming S w i t c h #2
P E P C O Metering #2
�ENGINEERING SURVEY
Electrical
T h e incoming lines enter u n i t s 2 a n d 6
from a cable t r a y above. T h e s e u n i t s
each contain a 15 k V , 600 A . u n f u s e d
line disconnect s w i t c h w h i c h , when
opened,
effectively
disconnects
the
power
company
service
from
that
feeder.
From these s w i t c h e s , i n t e r n a l
b u s w o r k e x t e n d s to u n i t s 3 a n d 5
respectively.
T h e s e u n i t s each contain
a 15 k V , 1200 A . c i r c u i t b r e a k e r a n d
a s s o r t e d r e l a y s . T h e two b r e a k e r s a r e
connected b y a 15 k V normally-open
tie b r e a k e r ( U n i t 4 ) designed to close
automatically should a "power l o s s "
o c c u r on either s e r v i c e f e e d e r , t h e r e b y
a s s u r i n g t h a t both load feeders a r e fed
at a l l times. U n d e r normal operation,
line No. 1 feeds the N V C and line No.
2 feeds the P a r k i n g F a c i l i t y .
Junction
box
near
old
Lift
No. 15.
PRELIMINARY
FINDINGS:
Visual
observation r e v e a l e d t h a t a t r a n s f e r
had t a k e n place, opening the b r e a k e r
on line No.
2 a n d closing the tie
breaker.
T h e normal position of the
t h r e e b r e a k e r s a c c o r d i n g to the m a n u f a c t u r e r ' s equipment shop d r a w i n g s i s :
Normal Operation
B r e a k e r - 52L1 B r e a k e r - 52L2 Breaker - 52BT -
of Station
Closed
Closed
Open
I t i s not known what e v e n t , automatic
or m a n u a l , caused the t r i p of the
breakers
to
achieve
the
present
positions:
Present
Breaker
Breaker
Breaker
Main s w i t c h g e a r
in center.
lineup w i t h
breakers
Position of Station
- 5 2 L 1 - Closed
- 52L2 - Open
- 5 2 B T - Closed
I t was noted at t h i s time t h a t the
i n d i c a t i n g l i g h t s on the main s w i t c h g e a r
147
�were not f u n c t i o n i n g .
Also, a hand
w r i t t e n note on the face of the voltage
r e l a y i n U n i t 6 stated t h a t the u n d e r
voltage ( U / V ) t a r g e t flag would not
reset.
PHYSICAL SURVEY:
Information from
P E P C O has disclosed that the two
incoming f e e d e r s a r e energized
and
carrying
loads
and t h a t t h e y
are
owned b y the power company, t h u s
eliminating
them
from
any
testing
procedures.
Examination of the D . C . b a t t e r y set on
the
relay
control
circuit
revealed
considerable corrosion to the b a t t e r y
cells a n d no measurable voltage a c r o s s
the c i r c u i t .
I n s p e c t i o n of the A . C .
c i r c u i t to the b a t t e r y c h a r g e r showed
t h a t i t had been c u t at the panel
circuit breaker.
T h i s was immediately
r e p a i r e d a n d the b a t t e r i e s began to
charge
s l o w l y , b u t did not
charge
s u f f i c i e n t l y to approach the voltage
r e q u i r e d (48 V . D . C . ) to operate the
s w i t c h g e a r automatically. I t was noted
b y M E T E l e c t r i c a l T e s t i n g Company,
I n c . ( M E T ) p r i o r to the t e s t s t h a t the
c h a r g e r u n i t was d e f e c t i v e .
T h e f a i l u r e of the b a t t e r i e s p r e v e n t s
a n y t r i p p i n g a n d closing of b r e a k e r s
a n d automatic t r a n s f e r r i n g of loads.
T h i s is a v e r y s e r i o u s a n d unsafe
situation since a f a u l t at one of the
s u b s t a t i o n s or a power s u r g e from the
power company could lead to s e r i o u s
damage,
fire
or
explosion.
Upon
d i s c o v e r y , the s u r v e y team, v e r b a l l y
and b y l e t t e r , called t h i s condition to
the
attention
of
both the F e d e r a l
R a i l r o a d A d m i n i s t r a t i o n and the National
Park Service.
148
I n v e s t i g a t i o n of the protective r e l a y s
disclosed t h a t the t a r g e t coils of the
u n d e r voltage ( U / V ) r e l a y s 2 7 - 5 9 - 1
and 27-59-2 are b u r n e d out,
most
likely
due
to
excessive
current.
C o n s e q u e n t l y the flags w i l l not drop to
the r e s e t position.
However,
this,
a c c o r d i n g to M E T , w i l l not affect the
functional operation of the automatic
t r a n s f e r scheme.
T E S T D E S C R I P T I O N S AND R E S U L T S :
The
main
switchgear
was
tested
i n t e r n a l l y and e x t e r n a l l y to determine
if i t met safety s t a n d a r d s and manufact u r e r ' s s p e c i f i c a t i o n s . A l i s t of specific
t e s t s and r e s u l t s can be found at the
end of the e l e c t r i c a l d i s c u s s i o n .
CONCLUSIONS
AND
RECOMMENDATIONS:
Based
on
the
evidence
collected and the test r e s u l t s obtained
from M E T , i t i s the opinion of the
s u r v e y team t h a t the main e l e c t r i c a l
switchgear
is
in
good
operational
condition a n d should be considered for
r e u s e i n f u t u r e development w i t h few
r e p a i r s or c h a n g e s .
No changes are
n e c e s s a r y to the P E P C O s e r v i c e at t h i s
time.
o
F o r safety r e a s o n s , i t i s u r g e n t
that
the b a t t e r y
set,
charger
u n i t , and A . C . c i r c u i t d e s c r i b e d
above be replaced a c c o r d i n g to
m a n u f a c t u r e r ' s specification.
o
T h e Powercon C o r p . should be
consulted for recommendations for
r e p a i r s to the r e l a y s i n both main
c i r c u i t s i n the main s w i t c h g e a r .
o
All indicating
replaced.
lamps
should
be
�ENGINEERING SURVEY
Electrical
Electrical Distribution
HISTORY:
I n the period before the
N V C , t h e H i s t o r i c B u i l d i n g was powered
entirely
from M l a n d M2, p a r a l l e l
f e e d e r s , each c o n s i s t i n g of s i x ( 6 ) 250
MCM v a r n i s h e d cambric cables ( 2 / 0 ) .
T h i s s y s t e m s t i l l e x i s t s beyond the
junction b o x mentioned i n the p r e v i o u s
d i s c u s s i o n . T h e feeders r u n east from
the j u n c t i o n b o x , p a r a l l e l to the n o r t h
wall i n the Concourse Basement to
T r a n s f o r m e r V a u l t #6. Separate cables
e x t e n d feeders from M l a n d M2 t h r o u g h
fused
cutout s w i t c h e s to i n d i v i d u a l
transfer switches in transformer v a u l t s .
V a u l t s #10 a n d #17 a r e fed from the
W . T . C . Substation No. 1 . T h e b u i l d i n g
loads
associated
with
the
original
t r a n s f o r m e r v a u l t s a r e p r e s e n t l y fed
from feeder M l ; feeder M2 i s u s e d as
an emergency feeder.
I n 1975, when the new s e r v i c e w a s
i n s t a l l e d , t h r e e ( 3 ) s u b s t a t i o n s were
added to the d i s t r i b u t i o n s y s t e m , each
containing d r y - t y p e step down t r a n s formers as r e q u i r e d .
Main s w i t c h g e a r a n d cable
c a r r y i n g incoming l i n e s .
tray
above
A 1500 k V A u n i t s u b s t a t i o n was added
to t r a n s f o r m the voltage from 13,200
V . p r i m a r y to 2400 V . secondary a n d
to feed the e x i s t i n g t r a n s f o r m e r s ; a
750 k V A s u b s t a t i o n was added to handle
the new a i r conditioning equipment i n
the N . V . C . ;
a n d , a 1000-1333 k V A
s u b s t a t i o n w a s added to s e r v e the
P a r k i n g F a c i l i t y project s h o r t l y t h e r e a f t e r a n d w a s connected to the N . V . C .
service.
DESCRIPTION:
T h e two new s u b s t a tions i n the N V C a r e fed from b r e a k e r
52L1 i n the main s w i t c h g e a r .
The
P a r k i n g F a c i l i t y s u b s t a t i o n i s fed from
breaker 52L2.
149
�1500 k V A
Substation
T h e substation consists of one 15 k V
medium voltage fused s w i t c h , a 1500
k V A d r y type transformer (13.2 k V
delta p r i m a r y - 2400 V . wye s e c o n d a r y ) ,
and two 5 k V medium voltage fused
load b r e a k disconnect switches ( f o r M l
and M 2 ) .
From the two load s w i t c h e s ,
parallel 5 k V feeders e x t e n d to the
junction box w h e r e the original s e r v i c e
feeders were c u t a n d the new cables
were spliced to the older M l and M2
cables.
1500 k V A substation in Main D i s t r i b u t i o n
Room
1000-1333 k V A
Substation
T h e substation c o n s i s t s of a 15 k V
medium v o l t a g e , non-load b r e a k , fused
disconnect
s w i t c h , a 1000-1333
(FA)
k V A d r y type transformer (13.2 k V
delta
primary
480/277
V.
wye
s e c o n d a r y , and a secondary d i s t r i b u t i o n
switchboard for P a r k i n g F a c i l i t y power
and l i g h t i n g .
A 15 k V feeder e x t e n d s
from the main electrical s e r v i c e room
east to a junction box at the W . T . C .
access t u n n e l i n the n o r t h wall of the
Basement.
From the j u n c t i o n box the
feeder e x t e n d s n o r t h to a manhole j u s t
south of the P a r k i n g F a c i l i t y south
w a l l , then east to a second manhole,
and f i n a l l y , n o r t h to the s u b s t a t i o n
location
between T r a c k s 15 and 16
n o r t h of the Replacement S t a t i o n .
D i s t r i b u t i o n switchboard
US-3 ( P . F . )
on
Substation
150
�ENGINEERING SURVEY
Electrical
750 k V A Substation
T h e s u b s t a t i o n consists of a 15 k V
medium voltage fused s w i t c h , a 750 k V A
d r y t y p e t r a n s f o r m e r (13.2 k V delta
p r i m a r y - 480/277 V . wye s e c o n d a r y ) ,
and a motor control center for new a i r
conditioning
equipment.
A
15
kV
feeder extends from the main electrical
s e r v i c e room east to the junction box
at the W . T . C . access t u n n e l , then east
and south to the substation location i n
the Basement Mechanical Room u n d e r
the
south
portico of
the
Historic
Building.
J u n c t i o n box at W . T . C . a c c e s s t u n n e l
entrance
w i t h 13.2 k V feeders
for
Substation U S - 3 ( P . F . ) a n d N V C - A / C .
Substation
NVC-A/C
Mechanical Room
in
Basement
151
�PRELIMINARY
FINDINGS:
No
outs t a n d i n g o b s e r v a t i o n s were documented
on the
three substations prior
to
testing but several assertions were
made
by MET concerning incorrect
placement or loading of the equipment.
T h e p a r k i n g f a c i l i t y s u b s t a t i o n was
c o n s t r u c t e d for
indoor u s e b u t i s
located outside the replacement station
unprotected.
The
air
conditioning
s u b s t a t i o n a p p e a r s to be unbalanced
due to improper single phase loading
c o n t r i b u t i n g to a o v e r h e a t i n g of the
n e u t r a l s t r a p from the t r a n s f o r m e r to
the motor control c e n t e r .
PHYSICAL SURVEY:
The three substations were tested to determine if
t h e y are s t i l l i n accordance w i t h the
manufacturer's
specifications
and
safety s t a n d a r d s .
A l i s t of specific
t e s t s a n d r e s u l t s can be found at the
end of the e l e c t r i c a l d i s c u s s i o n .
T e m p o r a r y Removal of R a i l r o a d Loads
T h e Howard P . Foley C o . was retained
as consultant a n d contractor to tempor a r i l y remove a n d relocate the W . T . C .
e l e c t r i c loads from the H i s t o r i c B u i l d i n g
system
before
testing.
After
full
i n v e s t i g a t i o n of the facilities to be
affected ( d u r i n g w h i c h time collaboration
w i t h the W . T . C . produced s i g n i f i c a n t
i n s i g h t into the complex r e l a t i o n s h i p s
between the r a i l r o a d facilities a n d the
H i s t o r i c B u i l d i n g ) , a scope of w o r k
was developed b y the Foley C o . for
the removal and relocation w o r k .
The
following i s a l i s t of the loads affected
and actions t a k e n .
were
CONCLUSIONS
AND
RECOMMENDATIONS:
B a s e d on the t e s t r e s u l t s , i t
is concluded t h a t the t h r e e s u b s t a t i o n s
a r e i n good condition a n d can be
r e u s e d as r e q u i r e d w i t h few c h a n g e s .
o
Replace the n e u t r a l s t r a p on the
N V C - A / C s u b s t a t i o n a n d rebalance
loads.
o
Two
elevators
for
handicapped
p e r s o n s from low level t r a c k s to
u p p e r l e v e l , w i t h a f u l l load of 60
amps, fed from H i s t o r i c B u i l d i n g
V a u l t #9 - t r a n s f e r r e d to V a u l t
#10.
o
Long-haul tunnel lights, with a full
load of 100 amps fed from H i s t o r i c
B u i l d i n g V a u l t #4, relocated to
V a u l t #17, ( W . T . C . s e r v i c e from
Substation No. 1 ) .
o
" A " s i g n a l tower l i g h t s and P . A .
s y s t e m , fed from H i s t o r i c B u i l d i n g
V a u l t #4, 20 amps, relocated to
V a u l t #17.
Telephone Equipment Room near
Track
2 1 , 40 amps, fed
from
H i s t o r i c B u i l d i n g V a u l t #6, t r a n s f e r r e d to V a u l t #17.
Remove the enclosure of the P . F .
substation and refit with weatherproof e n c l o s u r e s .
o
Two
escalators from low
level
t r a c k s to upper l e v e l , w i t h a f u l l
load of 60 amps, fed from H i s t o r i c
B u i l d i n g V a u l t #9 - t r a n s f e r r e d to
V a u l t #10, ( W . T . C . s e r v i c e from
Substation No. 1 ) .
o
After
t e s t i n g , the s u b s t a t i o n s
cleaned thoroughly i n s i d e .
o
152
�ENGINEERING SURVEY
Electrical
Lighting Restoration
o
L o c k e r Rooms at T r a c k 2 1 , 30
amps from H i s t o r i c B u i l d i n g V a u l t
#6, t r a n s f e r r e d to V a u l t #17.
o
Gate " L " l i g h t s from low level
t r a c k s to u p p e r l e v e l , 30 amps
fed from H i s t o r i c B u i l d i n g V a u l t
#2, relocated to V a u l t #17. "
o
E s c a l a t o r l i g h t s at T r a c k s 21 and
26, fed
from H i s t o r i c B u i l d i n g
V a u l t #6, 20 amps, relocated to
V a u l t #17.
o
120/208 V . ,
125 amp panel i n
Historic
B u i l d i n g main
service
d i s t r i b u t i o n room, fed from t r a n s former behind f a s t food r e s t a u r a n t
basement,
t r a n s f e r r e d to V a u l t
#17 for temporary continuation of
lighting
in
Switchgear
Room
during shutdown.
o
U . S . Postal S e r v i c e office
fed
from 120/208 V . panel i n main
s e r v i c e d i s t r i b u t i o n room, relocated
to V a u l t #17.
T h e s e loads were temporarily fed from
new s o u r c e s d u r i n g a shutdown of
approximately s i x ( 6 ) h o u r s of t e s t i n g ,
after w h i c h t h e y were r e s t o r e d to t h e i r
o r i g i n a l s o u r c e s i n the H i s t o r i c B u i l d i n g .
Daniel H . B u r n h a m ' s o r i g i n a l design
r e l i e d h e a v i l y on the effects of n a t u r a l
l i g h t i n t r o d u c e d to the large spaces
t h r o u g h the use of s k y l i g h t s and both
large and small c l e r e s t o r y windows.
T h e l i g h t was reflected off the polished
s u r f a c e floors and t h r o w n back to the
v a u l t e d ceilings p r o d u c i n g a s u b d u e d
light
throughout
the
spaces.
At
n i g h t , B u r n h a m r e c r e a t e d those effects
by
backlighting
the
skylights
or
mounting f i x t u r e s at a lower l e v e l to
throw l i g h t a c r o s s the v a u l t ceiling
producing a slightly subdued
light
w h i c h had d a y l i g h t ' s n a t u r a l , warm
character.
T h e consistent n a t u r e of
the l i g h t was p a r t i c u l a r l y important
and close attention was g i v e n to the
number
and
placement
of
lighting
f i x t u r e s so as not to produce shadows
or s t r e a k s at the c e i l i n g . T h e f i x t u r e s
were also well concealed - not to be
seen from the floor.
MAIN H A L L : Although located i n the
center of the station b u i l d i n g , the
Main Hall i s supplied w i t h abundant
natural light through arched clerestory
windows on i t s n o r t h and south sides
and a l a r g e r a r c h e d c l e r e s t o r y window
at the east e n d .
I t also r e c e i v e d
secondary n a t u r a l l i g h t from the v a u l t e d
glass roof of the West H a l l .
T h e effect was planned to be matched
at n i g h t w i t h a r t i f i c i a l l i g h t s o u r c e s .
For this, Burnham provided
alcoves
above the n o r t h and south v e s t i b u l e s
a n d , b e h i n d a p a r a p e t , placed b a n k s
of
f i x t u r e s below the s e m i - c i r c u l a r
c l e r e s t o r y w i n d o w s . T h i s made up the
l i g h t lost from the windows at n i g h t
and
shone
up
a c r o s s the
vaulted
ceiling.
F i x t u r e s were also
placed
above the colonnades at the east and
west ends to make up the light lost
from the large east window and the
153
�glass roof of the West H a l l . Additional
l i g h t was p r o v i d e d by p l a c i n g f i x t u r e s
in the ceilings of the colonnades and
vestibules.
Despite y e a r s of c h a n g e , the b a s i c
idea of B u r n h a m ' s design has remained.
T h e alcove l i g h t i n g has been u p g r a d e d ,
b u t the u p p e r colonnade f i x t u r e s h a v e
been removed ( n e w e r conduit a n d l i g h t
sockets of a later adaptation r e m a i n ) .
E x h a u s t fans were placed i n the n o r t h
windows,
decreasing
the amount of
n a t u r a l l i g h t e n t e r i n g the room.
They
are c l e a r l y v i s i b l e from the floor,
making them u n d e s i r a b l e i n a r e s t o r a t i o n
plan.
Many of the f i x t u r e s a n d the
decorative plates i n the ceilings of the
colonnades
and
vestibules
have
remained;
however,
the gem
lamps
have been replaced w i t h q u a r t z lamps
and the holophane glass globes removed.
Much of the b r a s s t r i m framing these
f i x t u r e s i s also m i s s i n g .
South windows of Main Hall
R e l i g h t i n g the Main Hall to c a p t u r e the
n a t u r a l , warm d a y l i g h t effect B u r n h a m
d e s i r e d w i l l r e q u i r e u s i n g a l l of the
o r i g i n a l locations for l i g h t s o u r c e s a n d
r e f u r b i s h i n g those l i g h t f i x t u r e s w h i c h
remain i n whole or i n p a r t .
WEST H A L L :
A glass roof o v e r the
entire space supplies the " t i c k e t l o b b y "
with natural light.
T h i s made n i g h t
l i g h t i n g more challenging since a n y
l i g h t s h i n i n g up at the ceiling would
be lost t h r o u g h the g l a s s .
Burnham
chose another approach a n d , i n the
c a v i t y created b y a roof t r u s s , s u s pended
fixtures
vertically
shining
down t h r o u g h the glass to r e c r e a t e the
effect of the n a t u r a l l i g h t from above.
Special r e f l e c t o r s were n e c e s s a r y to f i t
the contour of the c u r v e d roof.
154
Main Hall B a l c o n y
South V e s t i b u l e .
in
Alcove
above
�ENGINEERING SURVEY
Electrical
None of these f i x t u r e s e x i s t s today,
although much of the conduit and
w i r i n g of o r i g i n a l and later l i g h t i n g
schemes does.
T h i s l i g h t i n g should
c e r t a i n l y be replaced and a new scheme
designed
to
restore
the
Burnham
impression.
D I N I N G ROOM:
T h e location of the
D i n i n g Room ( E a s t H a l l ) p r e v e n t e d a n y
n a t u r a l l i g h t i n g from the sides except
from c l e r e s t o r y windows.
The
roof
was therefore designed w i t h a sawtooth
s k y l i g h t c o n s t r u c t i o n w i t h the n o r t h
side glazed.
T h e treatment of the flat
ceiling for d i f f u s i n g the light c a p t u r e d
in the roof s t r u c t u r e i n v o l v e d a coffered
detail i n metal and g l a s s .
Glass
roof
Lobby"
over
West
Hall
"Ticket
T r u s s roof c a v i t y over West Hall
T h e a r t i f i c i a l l i g h t i n g scheme for the
D i n i n g Room i n v o l v e d two s y s t e m s . I n
the
first
system,
eight
ornamental
chandeliers h u n g from the ceiling at
the i n t e r s e c t i o n s of the ceiling "beams"
and twelve b r a c k e t c h a n d e l i e r s h u n g
between double columns on the w a l l s .
T h i s d i r e c t system illuminated the floor
and table a r e a .
F i x t u r e s were also
placed i n the ceilings of the n o r t h and
south alcoves w i t h hemispherical holophane
globes.
In
addition,
floor
outlets were p r o v i d e d for table lamps.
T h e second s y s t e m i n v o l v e d i n d i r e c t
l i g h t i n g i n the roof s t r u c t u r e to i l l u minate the s k y l i g h t from above.
These
f i x t u r e s were suspended on movable
cables for easy maintenance.
T h e u r n s and c h a n d e l i e r s were removed
and r e c e s s e d f i x t u r e s placed i n the
ceiling locations. T h e s k y l i g h t f i x t u r e s
were also removed from the roof c a v i t y
and cove l i g h t i n g added to the cornice
on all four s i d e s .
A n y of these f i x t u r e s that are located
should be r e s t o r e d and r e f i t t e d w i t h
new lamD s v s t e m s .
�LUNCHROOM:
T h e o r i g i n a l Lunchroom
r e c e i v e d n a t u r a l l i g h t from c l e r e s t o r y
windows a n d windows to the C o n c o u r s e .
I t s a r t i f i c i a l l i g h t consisted of s i x
hanging
c h a n d e l i e r s a n d s i x ceiling
f i x t u r e s i n the n o r t h a l c o v e s .
T h e space was c o n v e r t e d to two t h e a t e r s
for the N V C , at w h i c h time the c l e r e s t o r y window openings were closed w i t h
brick
and
the
chandeliers
were
removed.
R e s t o r a t i o n of the space can be completed i f any of these f i x t u r e s a r e
located;
otherwise,
the effect
that
B u r n h a m a c h i e v e d w i l l be l o s t .
THE
WOMEN'S
LOUNGE
AND
THE
MEN'S SMOKING ROOM: T h e s e spaces
face the open portico on the f r o n t of
the station a n d have large windows to
provide
natural
light.
They
were
a r t i f i c i a l l y lighted b y ornamental h a n g i n g
c h a n d e l i e r s and wall b r a c k e t c h a n d e l i e r s , a l l of solid b r o n z e .
East Hall.
S k y l i g h t s a n d columns.
A l t h o u g h the a r c h i t e c t u r e h a s not been
changed
significantly,
no
fixtures
remain today.
PRESIDENTIAL
SUITE:
east portico, t h i s room i s
w i t h n a t u r a l l i g h t from
c i r c u l a r windows o v e r the
portico.
Facing
the
well s u p p l i e d
large semidoors to the
T h e artificial light is supplied
by
concealed
and
exposed
methods.
T h r e e large chandeliers h a n g from the
ceiling
and
eight
ornamental
wall
b r a c k e t f i x t u r e s topped b y holophane
globes decorate the w a l l s .
Additional
l i g h t at the ceiling i s p r o v i d e d b y cove
l i g h t i n g i n the cornice at the s p r i n g
line of the v a u l t e d c e i l i n g .
156
Saw-tooth roof c a v i t y over E a s t H a l l .
Light
fixtures
were
suspended
on
cables i n these spaces for n i g h t l i g h t i n g .
�ENGINEERING SURVEY
Electrical
A l l f i x t u r e s i n the State
Reception
Room
are
e x i s t i n g and h a v e
been
recently
restored.
They
do
need
cleaning and minor r e p a i r w o r k .
CONCOURSE:
B u r n h a m designed t h i s
space to be l i t n a t u r a l l y b y s k y l i g h t s
and b y s u s p e n d e d globes at n i g h t .
Two rows of s k y l i g h t s e x t e n d the
length of the v a u l t e d roof s t r u c t u r e
and large windows at each end admit
considerably more l i g h t t h a n n e c e s s a r y
due to the change i n the a r c h i t e c t u r e
for the N V C .
re-
state
Reception
Room
(Presidential
Suite) with existing original f i x t u r e s .
T h e u p p e r s k y l i g h t glass i n the t r u s s
s t r u c t u r e has been roofed o v e r cons i d e r a b l y negating the n a t u r a l light
effect, except for t h a t w h i c h comes i n
t h r o u g h the monitor.
The
original
globes
have been replaced w i t h a
somewhat less a t t r a c t i v e
adaptation,
and the once open n o r t h w a l l , w h i c h
p r o v i d e d some l i g h t i n g from the p l a t forms has been filled i n w i t h new
construction.
T h e b e s t way to achieve B u r n h a m ' s
original intent would be to remove the
roofing from the former s k y l i g h t opening
and reglaze the entire light s o u r c e .
Night l i g h t i n g would be achieved b y
providing
new
light
fixtures with
r e f l e c t o r s i n the t r u s s space s h i n i n g
down t h r o u g h the lower glass p a n e l s .
Concourse ceiling w i t h s k y l i g h t s
PORTICOS:
The
south
(or
front)
portico w i t h the main entrance as the
centerpiece and a r c a d e s e x t e n d i n g to
the east a n d w e s t , the C a r r i a g e P o r c h
( w e s t portico) w i t h i t s west station
e n t r a n c e , the State entrance portico,
and the east portico, are all a r t i f i c i a l l y
lit
by
bronze
ornamental
bracket
c h a n d e l i e r s on the face of the p i e r s
forming the sides of the p o r t i c o s ; and
by
ceiling mounted f i x t u r e s i n the
157
�domes o v e r the
portico,
state
entrance.
main e n t r a n c e ,
entrance
and
east
west
Most of these f i x t u r e s are e x i s t i n g a n d
most of them are i n good condition.
H o w e v e r , the lamps have been changed
to q u a r t z t y p e w h i c h has caused the
globes i n many f i x t u r e s to deform due
to o v e r h e a t i n g .
I t i s recommended to
r e w i r e a n d relamp the f i x t u r e s w i t h an
a l t e r n a t i v e s y s t e m , replace the globes
and
clean
and
polish
all existing
fixtures.
VESTIBULES:
T h e v e s t i b u l e s on the
n o r t h and south sides of the Main Hall
are lighted b y ornate b r a s s ceiling
f i x t u r e s attached to the granite p a n e l s .
Q u a r t z - t y p e lamps have been u s e d for
replacement
and
the
glass
globes
appear to be missing from e a c h .
E x t e r i o r ceiling mounted
fixture in
dome of South Portico - glass i s b r o k e n .
158
Ornamental
bracket
exterior pier.
chandelier
Exterior bracket fixture
wall.
Bottom glass globe
exposing q u a r t z lamp.
on
on c u r v e d
is missing,
�ENGINEERING SURVEY
Electrical
Building Management Sys.
DESCRIPTION:
I n 1976 nine ( 9 ) a i r
h a n d l i n g u n i t s were installed to s e r v e
the N V C .
A t t h a t time a smoke detection system was i n s t a l l e d i n conjunction
w i t h the a i r h a n d l i n g s y s t e m . T h i s i s
the only
f i r e alarm s y s t e m i n the
H i s t o r i c B u i l d i n g at the p r e s e n t time.
C e i l i n g i n North V e s t i b u l e
CONCLUSIONS
AND
RECOMMENDAT I O N S : I n o r d e r for the b u i l d i n g to be
i n accordance w i t h the latest national
and local codes a n d to s a f e g u a r d the
Historic
Building
against
fire
and
v a n d a l i s m , a computer-based
building
management s y s t e m should be utilized
for f i r e protection, s e c u r i t y , equipment
operation,
energy
management
and
manpower u t i l i z a t i o n . T h i s would allow
the b u i l d i n g to be operated from one
centralized location and r e c e i v e data
from
v a r i o u s points throughout
the
building,
reporting
emergency
and
alarm conditions 24 h o u r s a d a y , w i t h
minimal manpower r e q u i r e m e n t s .
C e i l i n g i n South V e s t i b u l e
159
�160
�ENGINEERING SURVEY
Electrical
Drawings
��Fixture Drawings
3 i n State Reception Room
E a c h f i x t u r e to h a v e :
12 - 50 watt a n d
6 - 100 watt lamps.
F i x t u r e No. 250
8 i n State Reception Room
E a c h f i x t u r e to h a v e :
4 - 5 0 w a t t gem lamps.
F i x t u r e No. 257
161
�ENGINEERING SURVEY
Electrical
5 i n Domes of E a s t Portico
2 i n Domes of South Portico
1 i n B a r r e l V a u l t of West Portico
E n t r a n c e to West Hall
E a c h f i x t u r e to h a v e :
6 - 100 watt gem lamps.
F i x t u r e No. 251
3 i n Domes of South Portico
1 i n Dome of State E n t r a n c e
E a c h f i x t u r e to h a v e :
6 - 100 watt gem lamps.
F i x t u r e No. 252
4 i n West Colonnade
21 i n E a s t Colonnade
54 i n South V e s t i b u l e s
120 i n North V e s t i b u l e s
E a c h f i x t u r e to h a v e :
1 - 1 6 c/p incandescent lamp.
F i x t u r e No. 258, 259
162
�12 i n State E n t r a n c e
36 i n West Portico
20 i n South Portico
8 f i x t u r e s i n South Portico to h a v e :
6 - 125 w a t t and
1 - 187 watt gem lamps.
60 f i x t u r e s i n other locations to h a v e :
2 - 100 w a t t gem lamps.
F i x t u r e No. 253
55 i n E a s t and South Porticos
E a c h f i x t u r e to h a v e :
3 - 100 w a t t gem lamps.
1
F i x t u r e No. 254
163
�164
��������ENGINEERING SURVEY
Electrical
MET
T e s t Report
��r
/MET B J C T R C 4 L TESTNG CO/MMNY, N C
iS3UEDTa
Union
PROJECT:
DESCRIPTION:
R E P O R T NO
5-11-82
441M-82
Station
Washington, D.C.
Perform maintenance and t e s t i n g as per the e n c l o s e d
Union S t a t i o n , Washington,
D.C.
E N G I N E E R I N G EVALUATION:
Tte*» 'oowrt W H I M
DATE Of R E P O R T
T u r n e r C o n s t r u c t i o n Co.
1725 K S t r e e t N.W.
Washington, D . c ! 20006
Please see
l i s t at
attached.
fMC
Tteo t/imm o o j u l p w w u t H o o b M N I—tool M*
• »*tte P M O V ^ I « 4
s t a n d a r d * , or for u l « u w hi • ipoclftod m i m w , o# fan o c c o r d o w c o write
Ffelvrai, Stai« or M w o t c i p o J m u M i « H .
T I M report k K c u M i fttftd tru* to tteo boot of «*r
tonliil|i
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b o o r * H C I M a n d direct I r o c o o b M t y «o tteo H i t
Tteo o v o K i o t W M O porforoood o r * 1* *eeo*dar*co wMte tteo l o o m *o# tteo p r o *
M o o o4 Pvofooooonoi twtfwaariiojj ~ tteo otatoo of Mory«o*«di Vtro>*to. orwj
M E T E L E C T R I C A L T E S T I N G COMPANY, INC.
Addison
L . Boyce
. 9 1 6 W E S T PATAPSCO A V E N U E • BALTIMORE. MARYLAND 2 1 2 3 0 • PHONE ( 3 0 1 ) 354-2200
IS
�ENGINEERING
EVALUATION
The t e s t d a t a o b t a i n e d from t h e t e s t i n g and m a i n t e n a n c e
p e r f o r m e d a t t h e U n i o n S t a t i o n , W a s h i n g t o n D . C . was g i v e n an
Engineering
Evaluation.
The p u r p o s e of t h i s e v a l u a t i o n i s
to
determine
whether
the
tested/serviced devices are
operating
safely,
dependably,
and w i t h i n m a n u f a c t u r e r s
p u b l i s h e d t o l e r a n c e s . G e n e r a l l y t h e equipment a t t h e s u b j e c t
l o c a t i o n i s i n s a t i s f a c t o r y c o n d i t i o n w i t h t h e e x c e p t i o n of
t h e Main S u b s t a t i o n b a t t e r i e s and b a t t e r y c h a r g e r .
On t h e f i n a l d a y o f t e s t i n g ( S u n d a y , May 2 n d , 1 9 8 2 ) t h e
batteries
i n t h e Main S u b s t a t i o n w e r e found d i s c h a r g e d and
the
battery charger de—activated.
I t was d e t e r m i n e d t h a t
the
battery
charger
had
an
internal short c i r c u i t .
Apparently
the f u s e s i n the b a t t e r y charger were r e p l a c e d
several
times,
each
t i m e opening b e c a u s e of t h e s h o r t
circuit
i n t h e c h a r g e r . The c h a r g e r was found w i t h o u t l i n e
(AC
input)
side
fuses in i t .
The d e m o n s t r a t i o n of t h e
automatic
operation
of
t h e Main S u b s t a t i o n s w i t c h g e a r ,
s c h e d u l e d f o r t h e same d a y ,
c o u l d not be performed
because
of
the
discharged
condition
of
the
batteries. A
m o t o r / g e n e r a t o r w a s u t i l i s e d o n W e d n e s d a y , May 5 t h t o p o w e r
the
n o r m a l l y b a t t e r y s u p p l i e d c o n t r o l c i r c u i t s and p e r f o r m
the
r e q u i r e d d e m o n s t r a t i o n . The b a t t e r y c h a r g e r c o n d i t i o n
however,
w a s n o t c a u s e d by t h e u s e of t h e
motor/generator.
The
condition
was
noted
on
Sunday,
May
2nd—the
motor/generator
w a s n o t e m p l o y e d u n t i l W e d n e s d a y , May 5 t h .
The
demonstration
e v e n t u a l l y t o o k p l a c e on W e d n e s d a y May
5th, 1932.
S w i t c h g e a r o p e r a t i o n s d e m o n s t r a t e d on t h i s d a t e
were
a l l s a t i s f a c t o r y . With t h e e x c e p t i o n of t h e b a t t e r i e s
and c h a r g e r a l l t e s t r e s u l t s i n d i c a t e t h e t e s t e d s w i t c h g e a r
t o be i n good c o n d i t i o n .
T h e s i t u a t i o n t h a t now e x i s t s w i t h t h e d i s — c h a r g e d
batteries
and
defective
battery
charger i s extremely
dangerous.
We
recommend t h a t t h e c h a r g e r be r e p l a c e d
immediately
and t h e b a t t e r i e s a l s o i f t h e y f a i l t o h o l d a
charge.
It
c a n n o t b e s t r e s s e d e n o u g h how i m p o r t a n t t h e s e
batteries
are
a n d how p o t e n t i a l l y h a z a r d o u s t h e c u r r e n t
situation
is.
D.C.
c o n t r o l power i s c r i t i c a l t o t h e
a u t o m a t i c f u n c t i o n s of t h e Main S u b s t a t i o n s w i t c h g e a r .
If a
f a u l t o c c u r s w i t h t h e b a t t e r i e s and c h a r g e r i n t h e i r p r e s e n t
s t a t e t h e e f f e c t c o u l d be q u i t e d e s t r u c t i v e .
serious
The remainder
nature.
of
the
problems
found
were of
a
less
As p e r t h e e n c l o s e d t e s t s h e e t s , t h e r e a r e no s p a r e
fuses
for
several
o f t h e h i g h v o l t a g e a i r s w i t c h e s . We
recommend t h a t e a c h of t h e s e s w i t c h e s h a v e a s p a r e f u s e .
The t r a n s f o r m e r d e s i g n a t e d " P a r k i n g L o t T r a n s f o r m e r "
serial
number
45236 i s m i s s i n g a b o l t i n t h e C phase bus
connection.
We r e c o m m e n d r e p l a c i n g t h i s
bolt.
The t r a n s f o r m e r d e s i g n a t e d " N . V . C . B u i l d i n g A i r
Conditioning"
s e r i a l number 3 6 3 9 4 showed s i g n s of
possible
�heat-caused
discoloration
on
the Neutral braided
strap
connection.
The I n f r a r e d i n s p e c t i o n d i d n o t show a n y h e a t
buildup
a t t h i s p o i n t b u t i t i s p o s s i b l e t h a t t h e l o a d on
t h e t r a n s f o r m e r a t t e s t t i m e was n o t g r e a t enough t o r e v e a l
t h e s o u r c e of t h i s d i s c o l o r a t i o n . The c o n n e c t i o n was c h e c k e d
for
tightness
and i s s e c u r e .
We r e c o m m e n d t h a t t h e n e x t
t i m e m a i n t e n a n c e i s performed t h a t t h i s s t r a p and c o n n e c t i o n
be c h e c k e d f o r any f u r t h e r s i g n s of h e a t o r s t r e s s .
B o t h of t h e G e n e r a l E l e c t r i c IAV 5 3 u n d e r v o l t a g e
relays
in
t h e Main S u b s t a t i o n h a v e t a r g e t a s s e m b l i e s t h a t a r e not
f u n c t i o n a l . T h e t a r g e t a s s e m b l i e s on b o t h r e l a y s h a v e b u r n t
up, t h i s s h o u l d not however e f f e c t t h e p r o p e r f u n c t i o n i n g of
these relays.
We r e c o m m e n d r e p l a c i n g t h e t a r g e t
assemblies
so t h a t i f o p e r a t i o n of e i t h e r r e l a y t r i p s a c i r c u i t
breaker
the
target
will
drop
n o t i f y i n g you a s to which r e l a y
operated.
The
remainder
of
the
t e s t e d / s e r v i c e d equipment
s a t i s f a c t o r y operating condition at t h i s time.
If
a n y q u e s t i o n s c o n c e r n i n g t h i s r e p o r t p l e a s e do n o t
t o c o n t a c t our
office.
Thank
r
r
i s in
there are
hesitate
you.
you
for
this
oppurtunity
to
be
of
service
to
�UNION STATION WASHINGTON D.C.
Required t e s t f o r
1.
Three (.3)
a.
b.
c.
d.
e.
f.
2.
equipment
15 KV C i r c u i t B r e a k e r s
T e a r down, i n s p e c t and c l e a n
Replace damaged r e l a y s
Insulation resistance test
Contact r e s i s t a n c e t e s t
I n s p e c t c l e a n and a d j u s t a l l r e l a y s
T r i p t e s t c i r c u i t breakers thru r e l a y s
15 KV High V o l t a g e Cable
( A l l 15 KV C a b l e s )
a.
3.
the f o l l o w i n g e l e c t r i c a l
D.C. over p o t e n t i a l
Transformer
Test
t e s t , checked l e a k a g e c u r r e n t of
cables.
Test
a.
b.
c.
d.
4.
I n s p e c t and check
P r o v i d e t u r n s r a t i o t e s t for a l l taps o f t r a n s f o r m e r
Provide i n s u l a t i o n t e s t o f t r a n s f o r m e r windings
V e r i f y i f t r a n s f o r m e r can be c o n v e r t e d to 4160V Secondary.
High V o l t a g e S w i t c h e s
a.
b.
c.
5.
connection
I n s p e c t and c l e a n
Insulation resistance test
Contact r e s i s t a n c e t e s t
Energize
a.
b.
Switchgear
Provide
Provide
I n f r a Red i n s p e c t i o n o f a l l bus c o n n e c t i o n s .
U l t r a - s o n i c i n s p e c t i o n of high v o l t a g e i n s u l a t o r s
for
tracking
GENERAL NOTE:
1.
T e s t i n g Company w i l l v e r i f y t h a t the s w i t c h g e a r
drawing and s i n g l e l i n e diagrams.
conforms
to shop
E s t i m a t e d c o s t o f T e s t i n g Company (based on 7 Man days)
$5,000.00
Estimated cost of E l e c t r i c a l
$1,000.00
Contractor
(based on 3 Man days)
�MET ELECTRICAL TESTING C O M P A N Y , INC.
BALTIMORE, MARYLAND
I S S U E D TO-
Turner Construction
REPORT NO:
441M-82
PROJECT:
Union S t a t i o n
D A T E O F T E S T : 5-11-82
LOCATION:
Washington,
;
D.C.
********************************************************************
SWITCHGEAR INSPECTION REPORT
LOCATION/DESIGNATION:
MANUFACTURER:
F.P.E.
15 KV Main S w i t c h g e a r
VOLTAGE CLASS:
15 KV
TYPE:
The s w i t c h g e a r u n i t was i n s p e c t e d i n t e r n a l l y and e x t e r n a l l y and p r e s e n t e d on the
f o l l o w i n g check l i s t :
Items found i n good c o n d i t i o n a r e noted w i t h a G. Items
which r e q u i r e d s p e c i a l remarks o r i d e n t i f i c a t i o n a r e noted by the r e f e r e n c e number
next to t h a t i n d i v i d u a l i t e m . Items which were c o r r e c t e d and l e f t i n good c o n d i t i o n d u r i n g t h i s s e r v i c e i s marked w i t h a C . Items not performed a r e marked w i t h
3 n
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
General i n s p e c t i o n o f e x t e r i o r o f equipment.
Check panel l i g h t s f o r o p e r a t i o n - b u r n e d o r m i s s i n g bulbs & c o v e r s .
Check c o n t r o l knobs & s w i t c h e s f o r freedom o f movement & c o n d i t i o n .
I n s p e c t f o r damaged, b e n t , o r t w i s t e d doors.
I n s p e c t door h a n d l e s , l o c k i n g b a r s , and mechanism.
Check door i n t e r l o c k s f o r p o s i t i v e o p e r a t i o n .
I n s p e c t f o r broken i n s t r u m e n t and r e l a y c o v e r g l a s s .
I n s p e c t f o r proper grounding & ground c o n n e c t i o n .
I n s p e c t bus support i n s u l a t o r s .
Torque t e s t b o l t e d bus'. (Exposed Connections O n l y ) .
I n s p e c t c o n t r o l and m e t e r i n g t r a n s f o r m e r s .
Check - g r i d a s s e m b l i e s and space h e a t e r s .
Check c o n d i t i o n o f w i r i n g and t e r m i n a l c o n n e c t i o n s .
Perform i n t r a - r e d i n s p e c t i o n a l l i n t e r i o r bus and s y s t e m s .
Perform u l t r a - s o n i c i n s p e c t i o n o f a l l i n t e r i o r c u b i c l e s .
Check bus f o r s u p p o r t & s p a c i n g .
Check r a i l s , g u i d e s , r o l l e r s , and s h u t t e r mechanism.
L u b r i c a t e draw o u t assembly p a r t s .
Check c e l l i n t e r l o c k s and a u x i l i a r y c o n t a c t a s s e m b l i e s .
I n s p e c t b r e a k e r and c e l l c o n t a c t s .
Vacuum and c l e a n i n t e r i o r o f c u b i c l e .
I n s p e c t and check i n s t r u m e n t s .
T e s t annunciator - alarm or target operation.
Operate c o n t r o l s - c l o s e and t r i p b r e a k e r s e l e c t r i c a l l y .
Check automatic t r a n s f e r r e l a y o p e r a t i o n ( i f u s e d ) .
Special
Remark I t e m s : A Dhase-IOQ.OOO
meg, a t 10,000. v o l t s
meg.
B Dhase-lOO.OOO
REMARKS
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
N/A
*
*
meg. C phase-lQO.OOO
D.C.
* See B a t t e r y Comment i n E n g i n e e r i n g
Evaluation.
See a t t a c h e d r e p o r t f o r r e l a y , i n s t r u m e n t o r c i r c u i t b r e a k e r t e s t s h e e t s . A l s o r e s u l t s
o f any o t h e r t e s t s o r t h e r m o v i s i o n o r u l t r a - s o n i c i n s p e c t i o n performed on components
�MET ELECTRICAL TESTING C O M P A N Y , INC.
BALTIMORE, MARYLAND
441M-82
Turner C o n s t r u c t i o n
REPORT NO:
PROJECT:
Union S t a t i o n
D A T E O F T E S T : 5-11-82
LOCATION:
Washington.
ISSUED
TO"
D.C.
****************************** *******************
SWITCHGEAR INSPECTION REPORT
LOCATION/DESIGNATION:
MANUFACTURER:
F.P.E.
1500 KVA S u b s t a t i o n
VOLTAGE CLASS:
5 KV
TYPE:
The s w i t c h g e a r u n i t was i n s p e c t e d i n t e r n a l l y and e x t e r n a l l y and p r e s e n t e d on the
f o l l o w i n g check l i s t :
Items found i n good c o n d i t i o n a r e noted w i t h a G. Items
which r e q u i r e d s p e c i a l remarks o r i d e n t i f i c a t i o n a r e noted by the r e f e r e n c e number
n e x t to t h a t i n d i v i d u a l i t e m . Items which were c o r r e c t e d and l e f t i n good c o n d i t i o n d u r i n g t h i s s e r v i c e i s marked with a C. Items n o t performed a r e marked with
" 1 . General i n s p e c t i o n o f e x t e r i o r o f equipment.
2 . Check panel l i g h t s f o r o p e r a t i o n - b u r n e d o r m i s s i n g b u l b s & c o v e r s .
3 . Check c o n t r o l knobs & s w i t c h e s f o r freedom o f movement & c o n d i t i o n .
4 . I n s p e c t f o r damaged, b e n t , o r t w i s t e d d o o r s .
5.
I n s p e c t door h a n d l e s , l o c k i n g b a r s , and mechanism.
6.
Check door i n t e r l o c k s f o r p o s i t i v e o p e r a t i o n .
7 . I n s p e c t f o r broken i n s t r u m e n t and r e l a y c o v e r g l a s s .
8 . I n s p e c t f o r proper grounding & ground c o n n e c t i o n .
9 . I n s p e c t bus support i n s u l a t o r s .
1 0 . Torque t e s t b o l t e d bus'. (Exposed Connections O n l y ) .
11.
I n s p e c t c o n t r o l and m e t e r i n g t r a n s f o r m e r s .
12.
Check - g r i d a s s e m b l i e s and space h e a t e r s .
13.
Check c o n d i t i o n o f w i r i n g and t e r m i n a l c o n n e c t i o n s .
1 4 . Perform i n t r a - r e d i n s p e c t i o n a l l i n t e r i o r bus and s y s t e m s .
15.
Perform u l t r a - s o n i c i n s p e c t i o n o f a l l i n t e r i o r c u b i c l e s .
1 6 . Check bus f o r s u p p o r t & s p a c i n g .
17.
Check r a i l s , g u i d e s , r o l l e r s , and s h u t t e r mechanism.
18.
L u b r i c a t e draw o u t assembly p a r t s .
1 9 . Check c e l l i n t e r l o c k s and a u x i l i a r y c o n t a c t a s s e m b l i e s .
2 0 . I n s p e c t b r e a k e r and c e l l c o n t a c t s .
21.
Vacuum and c l e a n i n t e r i o r o f c u b i c l e .
22.
I n s p e c t and check i n s t r u m e n t s .
23.
T e s t annunciator - alarm or t a r g e t operation.
2 4 . Operate c o n t r o l s - c l o s e and t r i p b r e a k e r s e l e c t r i c a l l y .
25.
Check a u t o m a t i c t r a n s f e r r e l a y o p e r a t i o n ( i f u s e d ) .
a
Special
Remark I t e m s :
A phase-10,000 meg.
C phase 1 0 , 0 0 0 meg, a t 2500 v o l t s
REMARKS
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
G
N/A
N/A
N/A
B phase-10,000 meg.
D.C.
See a t t a c h e d r e p o r t f o r r e l a y , i n s t r u m e n t o r c i r c u i t b r e a k e r t e s t s h e e t s . A l s o r e s u l t s
o f any o t h e r t e s t s o r t h e r m o v i s i o n o r u l t r a - s o n i c i n s p e c t i o n performed on components
�5 %
MET ELECTRICAL TESTING C O M P A N Y , INC.
C H U f l . -«•*•*
BALTIMORE, MARYLAND
441M-82
Turner Construction
R E P O R T NO:
PROJECT:.
Union S t a t i o n
D A T E O F T E S T : 5-11 -ft?
LOCATION:
Washington
ISSUED
TO-
, D.C.
****************************** *********************************************
SWITCHGEAR INSPECTION REPORT
Parking F a c i l i t y S u b s t a t i o n
LOCATION/DESIGNATION
MANUFACTURER:
Power Con
VOLTAGE CLASS:
15 KV
TYPE;
The s w i t c h g e a r u n i t was i n s p e c t e d i n t e r n a l l y and e x t e r n a l l y and p r e s e n t e d on the
f o l l o w i n g check l i s t :
Items found i n good c o n d i t i o n a r e noted w i t h a G. Items
which r e q u i r e d s p e c i a l remarks o r i d e n t i f i c a t i o n a r e noted by the r e f e r e n c e number
n e x t to t h a t i n d i v i d u a l i t e m . Items which were c o r r e c t e d and l e f t i n good c o n d i t i o n d u r i n g t h i s s e r v i c e i s marked w i t h a C_. Items not performed a r e marked w i t h
an N.
REMARKS
1.
General i n s p e c t i o n o f e x t e r i o r o f equipment.
2.
Check panel l i g h t s f o r o p e r a t i o n - b u r n e d o r m i s s i n g bulbs & c o v e r s .
3.
Check c o n t r o l knobs & s w i t c h e s f o r freedom o f movement & c o n d i t i o n
4.
I n s p e c t f o r damaged, b e n t , o r t w i s t e d d o o r s .
5.
I n s p e c t door h a n d l e s , l o c k i n g b a r s , and mechanism.
6.
Check door i n t e r l o c k s f o r p o s i t i v e o p e r a t i o n .
ML
7.
I n s p e c t f o r broken i n s t r u m e n t and r e l a y c o v e r g l a s s .
8.
I n s p e c t f o r proper grounding & ground c o n n e c t i o n .
9.
I n s p e c t bus support i n s u l a t o r s .
10.
Torque t e s t b o l t e d bus'. (Exposed C o n n e c t i o n s O n l y ) .
11.
I n s p e c t c o n t r o l and metering t r a n s f o r m e r s .
12.
Check - g r i d a s s e m b l i e s and space h e a t e r s .
Heaters not working
13.
Check c o n d i t i o n o f w i r i n g and t e r m i n a l c o n n e c t i o n s .
G
14.
Perform i n t r a - r e d i n s p e c t i o n a l l i n t e r i o r bus and systems
15.
Perform u l t r a - s o n i c i n s p e c t i o n o f a l l i n t e r i o r c u b i c l e s .
16.
Check bus f o r support & s p a c i n g .
17.
Check r a i l s , g u i d e s , r o l l e r s , and s h u t t e r mechanism.
18.
L u b r i c a t e draw out assembly p a r t s .
19.
Check c e l l i n t e r l o c k s and a u x i l i a r y c o n t a c t a s s e m b l i e s .
20.
I n s p e c t b r e a k e r and c e l l c o n t a c t s .
21.
Vacuum and c l e a n i n t e r i o r o f c u b i c l e .
22.
I n s p e c t and check i n s t r u m e n t s .
N/A
23.
T e s t a n n u n c i a t o r - alarm o r t a r g e t o p e r a t i o n .
N/A
24.
Operate c o n t r o l s - c l o s e and t r i p b r e a k e r s e l e c t r i c a l l y .
N/A
25.
Check automatic t r a n s f e r r e l a y o p e r a t i o n ( i f u s e d ) .
Special
Remark I t e m s : S w i t c h g e a r was c l e a n e d w i t h compressed a i r and
solvent.
I n s u l a t i o n R e s i s t a n c e measured phase to phase to phase and to ground.
A phase-1800 meg.
B phase-1800 meg. C phase-1800 meg. a t 1000 v o l t s
D.C.
See a t t a c h e d r e p o r t for r e l a y , i n s t r u m e n t o r c i r c u i t b r e a k e r t e s t s h e e t s . A l s o r e s u l t s
o f any o t h e r t e s t s o r t h e r m o v i s i o n o r u l t r a - s o n i c i n s p e c t i o n performed on components
�MET ELECTRICAL TESTING C O M P A N Y ,INC.
BALTIMORE, MARYLAND
441M-82
I S S U E D TO-
T u r n e r s Cnnst.rur.tion
REPORT NO:
PROJECT:
Union S t a t i o n
D A T E O F TEST:
LOCATION:
Washington, D.C.
5-11-82
************************************************
SWITCHGEAR INSPECTION REPORT
LOCATION/DESIGNATION:
A i r Conditioning Substation
VOLTAGE CLASS:
MANUFACTURER:
Power Con
15 KV
TYPET
The s w i t c h g e a r u n i t was i n s p e c t e d i n t e r n a l l y and e x t e r n a l l y and p r e s e n t e d on the
f o l l o w i n g check l i s t :
Items found i n good c o n d i t i o n a r e noted w i t h a G. Items
which r e q u i r e d s p e c i a l remarks o r i d e n t i f i c a t i o n a r e noted by the r e f e r e n c e number
n e x t to t h a t i n d i v i d u a l i t e m . Items which were c o r r e c t e d and l e f t i n good c o n d i t i o n d u r i n g t h i s s e r v i c e i s marked w i t h a C_. Items n o t performed a r e marked w i t h
an N.
REMARKS
1.
General i n s p e c t i o n o f e x t e r i o r o f equipment.
2 . Check panel l i g h t s f o r o p e r a t i o n - b u r n e d o r m i s s i n g b u l b s & c o v e r s .
3 . Check c o n t r o l knobs & s w i t c h e s f o r freedom o f movement & c o n d i t i o n .
4 . I n s p e c t f o r damaged, b e n t , o r t w i s t e d doors.
5 . I n s p e c t door h a n d l e s , l o c k i n g b a r s , and mechanism.
6 . Check door i n t e r l o c k s f o r p o s i t i v e o p e r a t i o n .
7. I n s p e c t f o r broken i n s t r u m e n t and r e l a y c o v e r g l a s s .
8 . I n s p e c t f o r proper grounding & ground c o n n e c t i o n .
9 . I n s p e c t bus support i n s u l a t o r s .
1 0 . Torque t e s t b o l t e d bus". (Exposed Connections O n l y ) .
11.
I n s p e c t c o n t r o l and metering t r a n s f o r m e r s .
1 2 . Check - g r i d a s s e m b l i e s and space h e a t e r s .
1 3 . Check c o n d i t i o n o f w i r i n g and t e r m i n a l c o n n e c t i o n s .
1 4 . Perform i n t r a - r e d i n s p e c t i o n a l l i n t e r i o r bus and s y s t e m s .
15.
Perform u l t r a - s o n i c i n s p e c t i o n o f a l l i n t e r i o r c u b i c l e s .
1 6 . Check bus f o r s u p p o r t & s p a c i n g .
1 7 . Check r a i l s , g u i d e s , r o l l e r s , and s h u t t e r mechanism.
1 8 . L u b r i c a t e draw o u t assembly p a r t s .
1 9 . Check c e l l i n t e r l o c k s and a u x i l i a r y c o n t a c t a s s e m b l i e s .
20.
I n s p e c t b r e a k e r and c e l l c o n t a c t s .
21.
Vacuum and c l e a n i n t e r i o r o f c u b i c l e .
2 2 . I n s p e c t and check i n s t r u m e n t s .
2 3 . T e s t a n n u n c i a t o r - alarm o r t a r g e t o p e r a t i o n .
2 4 . Operate c o n t r o l s - c l o s e and t r i p b r e a k e r s e l e c t r i c a l l y .
N
2 5 . Check a u t o m a t i c t r a n s f e r r e l a y o p e r a t i o n ( i f u s e d ) .
Special
Remark I t e m s : A phase-2500 meg. B phase-2500 meg. C phase-?5no meg, a t 1DQQ
y o l t s D.C.
S w i t c h g e a r was c l e a n e d with, compressed a i r and s o l v e n t .
•
Insulation Resistance
measured phase t o phase to phase and to ground.
See a t t a c h e d r e p o r t f o r r e l a y , instrument o r c i r c u i t b r e a k e r t e s t s h e e t s . A l s o r e s u l t s
o f any o t h e r t e s t s o r t h e r m o v i s i o n o r u l t r a - s o n i c i n s p e c t i o n performed on components
�ME
/MET ELECTRICAL TESTING CO/MP/1NY, INC
REPORT OF THERMOVISION
I S S U E D TO:
INSPECTION
LOCATIONS:
5-11-82
REPORT NO:
PROJECT:
OATEOF REPORT:
Turner Construction
441M-82
Union S t a t i o n
Main S u b s t a t i o n - 1 5 KV S w i t c h g e a r
DESCRIPTION:
A t each o f the l o c a t i o n s l i s t e d on t h e a t t a c h e d s h e e t s , t h e
following, as appropriate,
techniques,
were examined u t i l i z i n g t h e r m o v i s i o n
to l o c a t e any u n e x p l a i n a b l e
scanning
" h o t s p o t s " which may i n d i c a t e
poor
c o n n e c t i o n s o r o t h e r e l e c t r i c a l problems o r c o m p l i c a t i o n s :
X Lightning
X Cable
Arrestors
Terminations
Circuit
Breakers
Contacts
X Switches
Capacitors
X Insulators
Fuses
Condui t s
X Transformers
X Bus C o n n e c t i o n s
X Cables & Mires
X Ground
Connections
X Terminal
Connections
ENGINEERING EVALUATION:
No e v i d e n c e o f abnormal
heating or loose
connection.
U l t r a s o n i c i n s p e c t i o n gave no e v i d e n c e o f t r a c k i n g .
T h a i rmpott eartiflaa thai:
T h o abttwa a q u i p m a n t h a a b a n taatao? lf% c o m p l i a n c e w i t h r a c o g n t z a d
a t a n d a r d a . o r for t a f a u a a in a tpacifiad m a n n a r , or in a c c o r d a n c e w i t h
F a d a r a l . Stata o r M u n i c i p a l ragulattona.
Thm raport ia a c c u r a t a a n d trua to t h a b a a t of our k n o w l a d f a a n d bailaf.
A H a q u i p m a n t u a a d in m a k i n g ohyalcal d a t a r m i n a t t o n a ia a c c u r a t a a n d
b a a r a racant a n d dlract tracaabillty to t h a N B S .
T h a avaluaticna p a r f o r m a d a r o In a c c o r d a n c a w i t h t h a l a w * for t h o prao>
tico o# Prafaaaional E n g i n a a r i n g In tha itataa of M a n / l a n d , Virginia, a n d
Pannaptvaniav
M E T E L E C T R I C A L T E S T I N G COMPANY. I N C
/ /
BY.
/
Robert Kern
. 9 1 6 W E S T PATAPSCO A V E N U E • BALTIMORE. MARYLAND 21230 • PHONE ( 3 0 1 ) 354-2200
�ME
/MET ELECTRICA TESTING CO/MFMNY, INC
^
/
REPORT OF THERMOVISION INSPECTION
I S S U E D TO:
\
LOCATIONS:
5-11-82
REPORT NO:
PROJECT:
DATE OF REPORT:
Turner Construction
441M-82
Union S t a t i o n
1500 KVA S u b s t a t i o n
DESCRIPTION:
A t e a c h o f the l o c a t i o n s l i s t e d on t h e a t t a c h e d s h e e t s , t h e
following, as appropriate,
techniques,
were examined u t i l i z i n g t h e r m o v i s i o n
to l o c a t e any u n e x p l a i n a b l e
scanning
" h o t s p o t s " which may i n d i c a t e poor
c o n n e c t i o n s o r o t h e r e l e c t r i c a l problems o r c o m p l i c a t i o n s :
X
Lightning
X
Cable
Arrestors
X Switches
Terminations
Circuit
Breakers
Contacts
X Transformers
Capacitors
Insulators
XCables & Wires
Fuses
X
XBus C o n n e c t i o n s
X Ground
Conduits
Connections
XTerminal
Connections
ENGINEERING EVALUATION:
No e v i d e n c e o f abnormal
h e a t i n g o r l o o s e c o n n e c t i o n s were
indentified.
U l t r a - s o n i c i n s p e c t i o n gave no e v i d e n c e o f t r a c k i n g .
T h e , raport cartiflea m o t
T h o a b o v e e q u i p m e n t h o * b e e n tooted" In c o m p l i a n c e w i t h r e c o g n i z e d
t t e n d a r d e . o r for a a f e u a a In a specified m a n n e r , o r In a c c o r d a n c e with
F a d a r a l . State o r M u n i c i p a l regulettone.
T h o report la a c c u r a t e a n d true to t h o b e a t of o u r k n o w l e d g e a n d belief.
A H e q u i p m e n t u a e d in m a k i n g ohyaical d e t e r m i n a t i o n * i* a c c u r a t e a n d
b o a r a r e s e n t a n d direct trecaetxltty to tha N B S .
T h o a v a l u a t i c n a p e r f o r m e d ana In a c c o r d a n c e with tha l a w * for t h o p r a c tice of Profeeeionet E n g i n e e r i n g in tha atates of M a r y l a n d . Virginia, a n d
nennaytvenia.
M E T E L E C T R I C A L T E S T I N G COMPANY. INC.
BY.
Robert
Kern
. 9 1 6 W E S T PATAPSCO A V E N U E • BALTIMORE. MARYLAND 2 1 2 3 0 • PHONE ( 3 0 1 ) 354-2200
�/MET ELECTRIC/1 TESTING CQ/V1FMNY, INC
REPORT OF THERMOVISION
f
I S S U E D TO:
INSPECTION
LOCATIONS:
5-11-82
REPORT NO:
PROJECT:
DATE OF REPORT:
Turner Construction
N
441M-82
Union S t a t i o n
A i r C o n d i t i o n S u b s t a t i o n - 7 5 0 KVA
DESCRIPTION:
A t each o f t h e l o c a t i o n s l i s t e d on t h e a t t a c h e d s h e e t s , t h e
following, as appropriate,
techniques,
were examined u t i l i z i n g t h e r m o v i s i o n
to l o c a t e any u n e x p l a i n a b l e
scanning
" h o t s p o t s " which may i n d i c a t e
poor
c o n n e c t i o n s o r o t h e r e l e c t r i c a l problems o r c o m p l i c a t i o n s :
X
Lightning
X Cable
Arrestors
Terminations
Circuit
Breakers
X Switches
Capacitors
X Insulators
Fuses
Contacts
Conduits
X
Transformers
X Bus C o n n e c t i o n s
X Cables & Wires
X Ground
Connections
X Terminal
Connections
ENGINEERING EVALUATION:
No e v i d e n c e o f abnormal
Ultra-sonic
h e a t i n g o r l o o s e c o n n e c t i o n were
identified.
i n s p e c t i o n gave no i n d i c a t i o n s o f t r a c k i n g .
The, report eertiflee thee
T h a a b o v e e q u i p m e n t h a * b o o n teated" In c o m p l i a n c e with r e c o g n i z e e
s t a n d a r d * , o r for i a f * u * o In a specified m a n n e r , o r In a c c o r d a n c e with
F e d e r a l , S t a t * o r M u n i c i p a l regulation*.
T h o report I* a c c u r a t e a n d true to t h o b e e t of o u r k n o w l e d g e a n d belief.
A N e q u i p m e n t u a e d in m a k i n g ohyaleel d e t e r m i n a t i o n * ia a c c u r a t e a n d
b o a r * recant a n d direct trecaacllty to t h o N B S .
T h e avaluaticna get f u n n e d are In a c c o r d a n c e w i t h t h o leer* for the p r a c tice of Profeeeionet E n g i n e e r i n g In t h e itatea of M a r y l a n d , Virginia, a n d
Poruiaytvenl*.
M E T E L E C T R I C A L T E S T I N G COMPANY, INC.
8Y.
Robert
. 9 1 6 W E S T PATAPSCO A V E N U E • BALTIMORE. MARYLANO 2 1 2 3 0 • PHONE ( 3 0 1 ) 354-2200
Kern'
l(A&Bfj-
�MET ELECTRICAL TESTING COMPANY, INC.
BALTIMORE, MARYLAND
ISSUED Trv
pan
Turners Construction
R E P O R T NO-
Union S t a t i o n
ICPT-
441M-82
DATE OF TEST:_5_^82
.
Washington. D . C .
LOCATION:
OVERHAUL-HIGH VOLTAGE.AIR SWITCH.
L O C A T I O N : Main S u b s t a t i o n
KV:
MF6R;
1 3 . 2 KV
Power Con
CURRENT RATING: 600
FUSE TYPE: RBA-200
SIZE:
100E
M F G R : Westinghouse
C I R C U I T : Primary 1500 KVA S u b s t a t i o n
1)
Cleaned and Inspected arc c h u t e s .
Condition of arc chutes noted: Good
2)
Cleaned switch with compressed air and/or s o l v e n t .
3)
Inspected for:
a)
arc damage and deteriorated insulation
b)
d a m a g e d , burned and poorly-mated contacts
c)
damaged o r cracked mounting frames and casting
d)
operating mechanism for friction
e)
manual c l o s e , latch trip operation
f)
contact closing alignment and over travel
g)
current-carrying parts for overheating
h)
alignment o f operating linkage
4)
Re-lubricated
5)
Applied special no-oxide grease to current-carrying contacts
INSULATION RESISTANCE 9 5000 VOLTS
Phase A
Phase B
Phase C
REMARKS:
300,000.
300,000
300,000
Megohms
Megohms
Megohms
No spare fuses
-
CONTACT RESISTANCE
Phase A
Phase B
Phase C
70
7tl
60
jMicrcv-ahms
^Micra-ohms
"Micro-ohms
�MET ELECTRICAL TESTING COMPANY, INC.
BALTIMORE, M A R Y L A N D
I S S U E D TO*
Turner Construction
PROJECT:
Union S t a t i o n
tnrATinN-
Parking Lot
R E P O R T NQt
•
441M-82
D A T E O F TEST:
4-29-82
XFMR
OVERHAUL-HIGH YOLTAGE.AIR S W I T C H
P a r k i n g L o t Transformer
LOCATION:
KV:
MFGR:S&C
1 3 . 2 KV
C U R R E N T R A T I N G : 200E
F U S E T Y P E : SM-4 (#4852-AC)
SIZE: 65E
MFGR: S & C
C I R C U I T : Primary 1000 KVA S u b s t a t i o n
1)
Cleaned and Inspected a r c c h u t e s .
Condition o f a r c chutes noted: Good
2)
Cleaned switch with compressed a i r and/or s o l v e n t .
3)
Inspected f o r :
a)
a r c damage and deteriorated Insulation
b)
d a m a g e d , burned and poorly-mated c o n t a c t s
c)
damaged o r cracked mounting frames and casting
d)
operating mechanism for friction
e)
manual c l o s e , latch trip operation
f)
contact closing alignment and o v e r travel
g)
current-carrying parts for overheating
h)
a l i g n m e n t o f operating linkage
4)
Re-lubricated
5)
A p p l i e d special no-oxide grease to current-carrying contacts
INSULATION RESISTANCE 9 5000 VOLTS
Phase A
Phase 3
Phase C
CONTACT RESISTANCE
100,000
Megohms
100,000Megohms
100,000.
Ttegohms
-
P h a s e A _ _ 4 0 _ _ Mi ro-ohms
Phase B
50
Micro-ohms
Phase C
50
Micro-ohms
C
REMARKS:
-9-
�MET ELECTRICAL TESTING COMPANY, I N C
BALTIMORE, M A R Y L A N O
ISSUED T O
TurnprTnnst.ruct.inn
PROJECT:
Union S t a t i o n
LOCATION:
\
REPORT NO:
441M-82
A i r Condition Substation
D A T E O F TEST:
5-2-82
##*****»**#****»##*#
OVERHAUL-HIGH. VOLTAGE.AIR SWITCH.
A i r Condition Substation
LOCATION:
M F 6 R ; Power Con
K V : 1 3 . 2 KV
R8A-200
FUSE T Y P E :
CIRCUIT:
CURRENT R A T I N G : 600
SIZE:
50E
M F G R : Westinghouse
Primary 750 KVA S u b s t a t i o n
1)
Cleaned and Inspected a r c c h u t e s .
Condition o f a r c chutes noted: Good
2)
Cleaned switch with compressed a i r and/or s o l v e n t .
3)
Inspected f o r :
a)
a r c damage a n d deteriorated insulation
b)
d a m a g e d , burned and poorly-mated contacts
c)
damaged o r cracked mounting frames and casting
d)
operating m e c h a n i s m for friction
e)
manual c l o s e , latch trip operation
f)
contact closing alignment and o v e r travel
g)
current-carrying parts f o r overheating
h)
alignment o f operating linkage
4)
Re-lubricated
5)
Applied special no-oxide grease to current-carrying contacts
CONTACT RESISTANCE
INSULATION RESISTANCE 9 5000 VOLTS
P h a s e A 100,000
P h a s e 3 100,000
P h a s e C TOO,000
Megohms
"Megohms
Megohms
•
REMARKS:
Phase A
Phase B
Phase C
.
90
no
100
^ .Micro-ohms
.Micro-ohms
p m
*
n h m c
�MET ELECTRICAL TESTING COMPANY, I N C
WW
BALTIMORE, M A R Y L A N D
I S S U E D TO...
PROJECT:
Union S t a t i o n
LOCATION:
R E P O R T NOr
Turner Construction
Washington, D . C ,
.
441M-82
D A T E O F TEST:
5-2-82
# # # * # * * # # # # * * * * * # * #
OVERHAUL-HIGH VOLTAGE.AIR S W I T C H
Main S u b s t a t i o n
LOCATION:
KV:
MF6R:
2 . 4 KV
CURRENT RATING: 600 Amp
FUSE T Y P E : RBA-400
CIRCUIT:
Power Con
SIZE:
400E
MFGR:
Westinghouse
Ml F e e d e r - S e c o n d a r y 1500 KVA S u b s t a t i o n
1)
Cleaned and Inspected a r c c h u t e s .
Condition o f a r c chutes noted: Good
2)
Cleaned switch with compressed a i r and/or s o l v e n t .
3)
Inspected f o r :
a)
a r c damage a n d deteriorated insulation
b)
d a m a g e d , burned and poorly-mated contacts
c)
damaged o r cracked mounting frames and casting
d)
operating mechanism for friction
e)
manual c l o s e , latch trip operation
f)
c o n t a c t closing alignment and o v e r travel
g)
current-carrying parts for overheating
h)
alignment o f operating linkage
4)
Re-lubricated
5)
A p p l i e d special no-oxide grease to current-carrying contacts
INSULATION RESISTANCE 9 5000 VOLTS
P h a s e A 50.000.
P h a s e 3 50,000.
P h a s e C 50,000.
REMARKS:
Megohms
""Megohms
Megohms
No spare f u s e s .
-
' CONTACT RESISTANCE
Phase A
Phase 3
Phase C
200
18*0"
140
-
M ^ ™ _ n h m c
* Micro-ohms
.Micro-ohms
�MET ELECTRICAL TESTING COMPANY, I N C
Wm
BALTIMORE. M A R Y L A N D
ISSUED T O
Turner- C o n s t r u c t i o n
R E P O R T NO-
PROJECT:
Union S t a t i o n
D A T E O F TEST:_<__2zS2
LOCATION:
Washington, D.C.
441M-82
OVERHAUL-HIGH VOLTAGE.AIR S W I T C H
L O C A T I O N : Main S u b s t a t i o n
KV:
MF6R;Power Con
2 . 4 KV
FUSE TYPE:
CURRENT RATING:
RBA-40Q
1)
M F G R : Westinghouse
SIZE:
C I R C U I T : M2-Feeder Secondary
600 Amp
1500 KVA S u b s t a t i o n
Cleaned and Inspected arc c h u t e s .
Condition o f a r c chutes noted: Good
.
2)
Cleaned switch with compressed a i r and/or s o l v e n t .
3)
Inspected f o r :
a)
arc damage and deteriorated Insulation
b)
d a m a g e d , burned and poorly-mated contacts
c)
damaged o r cracked mounting frames and casting
d)
operating mechanism for friction
e)
manual c l o s e , latch trip operation
f)
contact closing alignment and o v e r travel
g)
current-carrying parts for overheating
h)
alignment o f operating linkage
4)
Re-lubricated
5)
A p p l i e d special no-oxide grease to current-carrying contacts
INSULATION RESISTANCE • 5000 VOLTS
P h a s e A 50,000
P h a s e 3 bU,000
P h a s e C bO,ooo
Megohms
Megohms
"Megohms
•
REMARKS:
' CONTACT RESISTANCE
Phase A
Phase 3
Phase C
200
150
190
:
-
Micro-ohms
Micro-ohms
Micro-ohms
*
�MET ELECTRICAL TESTING C O M P A N Y , INC.
BALTIMORE, M A R Y L A N D
I S S U E D TO-
Turner Construction
R E P O R T NO:
441M-82
PROJECT:
Union S t a t i o n
D A T E O F TEST:
LOCATION:
Washington.
5-2-82
D.C.
*»*****»#»****»****•****»*#»*+
MEDIUM VOLTAGE AIR CIRCUIT BREAKER
LOCATION/DESIGNATION:
Main S u b s t a t i o n
Each a i r c i r c u i t b r e a k e r l i s t e d i n the a t t a c h e d pages o f t h i s r e p o r t r e c e i v e the
following s e r v i c e s .
Items which r e q u i r e a d d i t i o n a l a t t e n t i o n o r comments a r e
c o n t a i n e d on the i n d i v i d u a l r e p o r t pages:
MECHANICAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
INSPECTION AND SERVICE:
Remove arc chutes.
Inspect and clean arc chutes.
Check arc splitter grids.
Check magnetic "blow-out" coils.
Inspect breaker for defects or damage.
Inspect for arc damage and deteriorated
insulation.
Check primary bushings - porcelains and
finger clusters.
Inspect for burned and poorly mated contacts.
Redress or refinish damaged or burnt contacts.
Identify or replace damaged or b u m e d springs.
Check contact alignment overtravel 4 contact
pressure.
Adjust contacts as necessary.
Inspect all current carrying parts for
overheating.
Check shunts and all brazed or soldered
connections.
Check coil terminals and insulation details.
Check for adequate electrical clearances.
Check mounting frame and all castings for
cracks.
18.
19.
20.
21.
27.
23.
24.
25.
26.
27.
28.
30.
31.
Check operatinq mechanism for friction.
Check for excessive wear and defective parts. *
Check lift rods, latch mechanism and details.
Check trip mechanism latch load and sneak
setting.
Check manual close, latch and trip operation.
Check trip free operation.
Spray entire breaker mechanism and insulatinq
component with special solvent to remove old
grease and dirt or other accumulated contaminents.
Remove hardened lubricants.
Re-lubricate as required.
Check auxiliary switches for sequence, good
contact alignment, and check operating linkage.
Check condition of wiring and tightened connections .
Repeat manual rlose latch and trip operation.
Check mechanical condition of auxiliary devices,
shock absorbers, bumpers, position indicators,
latch checkinn switches, key lock o u t , etc.
ELECTRICAL INSPECTIONS & TESTS:
1.
2.
3.
4.
5.
6.
Operate breaker electrically
Check closing coil connections.
Insulation resistance test of test closing
coil.
Insulation resistance test of test control
wiring.
Insulation resistance test of breaker poles.
Check breaker rectifier'.
REMARKS:
7.
8.
9.
10.
11.
12.
ilheck capacitor trip (when used).
Check shunt trip operation.
Perform trip test through relay device
(See relay test report for setting).
Make calibration adjustments.
Check electrical close, latch, and trip
operation.
Check electrical trip free operation.
�/WET ELECTRIC4L TESTING CQ/MB4NY INC.
REPORT
ISSUED
TO:
REPORT
Turner Construction
1201 Pennsylvania Avenue
Washington, D.C.
20004
NUMBER:
i+mr1-82R
DATE
PROJECT:
Union
LOCATION:
Washington,
OF
REPORT:
May,
DATE
OF
TEST:
5/02/82
1982
Station
DRAW
D.C.
OUT
MEDIUM
VOLTAGE
LOCATION/SUBSTATION:
Main Substation
DESIGNATION/FEEDING:
Tie Breaker
MANUFACTURER: General Electric
VOLTAGE CLASS:
15 K v
SERIAL NUMBER: 265A9764-102
AIR
CIRCUIT
TYPE:
AMPERE
NUMBER
BREAKER
AM-13.8-500-7H
RATING:
2000
OF O P E R A T I O N S :
MECHANICAL MEASUREMENTS:
A l l a r c i n g c o n t a c t s a r e w i t h i n 1/16 i n c h e s w h e n f i r s t c o n t a c t
All main c o n t a c t s are w i t h i n 3/16 i n c h e s when a r c i n g c o n t a c t s
239
closes.
close.-
ELECTRICAL MEASUREMENTS:
C O N T A C T R E S I S T A N C E n e a s u r e n e n t s made after c o n t a c t d r e s s i n g and a d j u s t m e n t .
M e a s u r e m e n t s made with b r e a k e r closed and l a t c h e d .
Results:
Phase A
110 m i c r o h m s
Phase B
90 m i c r o h m s
Phase C
80 m i c r o h m s
I N S U L A T I O N R E S I S T A N C E of b r e a k e r p o l e s m e a s u r e d w i t h b r e a k e r c l o s e d .
M e a s u r e m e n t s m a d e a f t e r c l e a n i n g a n d s e r v i c i n g of b r e a k e r .
T e s t v o l t a g e : 5 0 0 0 v o l t s DC
Results":
P h a s e A to P h a s e s B & C
100,000
megohms
P h a s e B to P h a s e s A 8, C
100,000
megohms
P h a s e C to P h a s e s A & B
100,000
megohms
I N S U L A T I O N R E S I S T A N C E of c o n t r o l
T e s t v o l t a g e : 1 0 0 0 v o l t s DC
Re'sults: 1000 m e g o h m s
wiring
measured:
REMARKS:
The breaker has been
in g o o d c o n d i t i o n .
cleaned, lubricated
-13-
and
serviced
and
is
�/WET ELECTRIC4L TESTING CO/VIB4NY, INC.
REPORT
ISSUED
TO:
REPORT
Turner Construction
1201 Pennsylvania Avenue
Washington, D.C.
20004
NUMBER:
441M-82R
DATE
PROJECT:
Union
LOCATION:
Washington,
OF R E P O R T :
May,
1982
DATE
OF
5/02/82
Station
DRAW
D.C.
OUT
MEDIUM
VOLTAGE
LOCATION/SUBSTATION:
Main Substation
DESIGNATION/FEEDING:
Incoming Feeder
MANUFACTURER: General Electric
VOLTAGE CLASS:
15 K v
SERIAL NUMBER: 256A9764-101
AIR
TEST
CIRCUIT
BREAKER
K14099
TYPE:
AMPERE
NUMBER
AM-13.8
RATING:
2000
OF O P E R A T I O N S :
MECHANICAL MEASUREMENTS:
A l l a r c i n g c o n t a c t s a r e w i t h i n 1/16 i n c h e s w h e n f i r s t c o n t a c t
All main c o n t a c t s are within 3/16 inches when arcing c o n t a c t s
184
closes.
close.
ELECTRICAL MEASUREMENTS:
CONTACT RESISTANCE m e a s u r e m e n t s made after contact dressing and adjustment,
M e a s u r e m e n t s made with b r e a k e r c l o s e d and l a t c h e d .
Results:
Phase A
60 m i c r o h m s
Phase B
80 m i c r o h m s
Phase C
80 m i c r o h m s
I N S U L A T I O N R E S I S T A N C E of b r e a k e r p o l e s m e a s u r e d w i t h b r e a k e r c l o s e d .
M e a s u r e m e n t s m a d e a f t e r c l e a n i n g a n d s e r v i c i n g of b r e a k e r .
T e s t v o l t a g e : 5 0 0 0 v o l t s DC
Results:
megohms
100 , 0 0 0
P h a s e A to P h a s e s
B S C
megohms
100,000
P h a s e B to P h a s e s A & C
megohms
100,000
P h a s e C to P h a s e s A & B
I N S U L A T I O N R E S I S T A N C E of c o n t r o l
T e s t v o l t a g e : 1 0 0 0 v o l t s DC
R e s u l t s : 900 megohms
wiring
measured:
REMARKS:
The breaker has been
in g o o d c o n d i t i o n .
cleaned, lubricated
and
serviced
and
is
�W
> S T S > .
^1ET ELECTRIC4L TESTING CO/MB4NY INC.
REPORT
ISSUED
TO:
Turner Construction
1201 Pennsylvania Avenue
Washington, D.C.
20004
REPORT
NUMBER:
441M-82R
DATE
PROJECT:
Union
LOCATION:
Washington,
OF R E P O R T :
May,
1982
DATE
OF
5/02/82
Station
DRAW
D.C.
OUT
MEDIUM
VOLTAGE
LOCATION/SUBSTATION:
Main Substation
DESIGNATION/FEEDING:
Main Incoming Feeder
MANUFACTURER: General Electric
VOLTAGE CLASS:
15 K v
SERIAL NUMBER: 269A5529-100
AIR
TEST:
CIRCUIT
H14056
TYPE:
AMPERE
NUMBER
BREAKER
AM-13.8-500-7H
RATING:
2000
OF O P E R A T I O N S :
MECHANICAL MEASUREMENTS:
A l l a r c i n g c o n t a c t s a r e w i t h i n 1/16 i n c h e s w h e n f i r s t c o n t a c t
All m a i n c o n t a c t s are w i t h i n 3/16 i n c h e s w h e n a r c i n g c o n t a c t s
167
closes.
close.
ELECTRICAL MEASUREMENTS:
C O N T A C T R E S I S T A N C E m e a s u r e m e n t s made after c o n t a c t dressing and
M e a s u r e m e n t s made with breaker closed and l a t c h e d .
Results:
Phase A
70 m i c r o h m s
Phase B
70 m i c r o h m s
Phase C
60 m i c r o h m s
adjustment.
I N S U L A T I O N R E S I S T A N C E of b r e a k e r p o l e s m e a s u r e d w i t h b r e a k e r c l o s e d .
M e a s u r e m e n t s m a d e a f t e r c l e a n i n g a n d s e r v i c i n g of b r e a k e r .
T e s t v o l t a g e : 5 0 0 0 v o l t s DC
Results:
P h a s e A to P h a s e s B S C
100,000
megohms
P h a s e B to P h a s e s A & C
100,000
megohms
P h a s e C to P h a s e s A S B
100,000
megohms
I N S U L A T I O N R E S I S T A N C E of c o n t r o l
T e s t v o l t a g e : 1 0 0 0 v o l t s DC
R e s u l t s : 1200 megohms
wiring
measured:
REMARKS:
The breaker has been
in g o o d c o n d i t i o n .
cleaned, lubricated
and
serviced
and
is
�/MET ELECTRIC4L TESTING CO/MR4NY INC.
HP
REPORT
ISSUED
TO:
Turner Construction
1201 Pennsylvania Avenue
Washington, D.C.
20004
REPORT
DATE
PROJECT:
Union
LOCATION:
Washington,
INSULATION
Primary
Phase
Phase
Phase
D.C.
N.V.C. Building
Sylvania
36394.1+1
13200-480Y/277
Delta/Wye
RESISTANCE
w i n d i n g s at
A to G r . a n d
B to G r . a n d
C to G r . a n d
TURNS RATIO
NAMEPLATE
VOLTAGE
105*
102.5*
100* *
97.5*
95*
OF R E P O R T :
441M-82R
May,
1982
Station
DATE
TRANSFORMER
DESIGNATION:
MANUFACTURER:
SERIAL NUMBER:
VOLTAGE RATING!
CONNECTION:
NUMBER:
TEST
TAP
POSITION
4-5
4-6
3-6
3-7
2-7
TEST
OF
5/02/82
RECORD
Air Conditioning
TYPE:
Dry
KVA SIZE:
750
T E M P R I S E : 150 C
MEASURED:
1 0 0 0 0 v o l t s DC
Secondary
Sec. 200,000 Meg.
Phase A
Sec. 200,000 Meg.
Phase B
Sec. 200,000 Meg.
Phase C
(Tap c h a n g e r
CONNECTION
X1X0/H1H3
49.917:1
48.727:1
47.537:1
46.347:1
45.157:1
TEST:
IMPEDANCE:
COOLANT TYPE:
w i n d i n g s at 1000
to G r . and P r i .
to G r . a n d P r i .
to G r . and P r i .
l e f t in p o s i t i o n n a r k e d w i t h
CONNECTION
CONNECTION
X3X0/H3H2
X2X0/H2H1
49.961:1
49.973:1
48.771:1
48.783:1
47.581:1
47.593:1
46.391:1
46.403:1
45.201:1
45.213:1
6.1*
Dry
v o l t s DC
-600 M e g .
600 M e g .
600 M e g .
"*".)
CALCULATED
RATIO
50.036
48.844
47.653
46.462
45.270
REMARKS:
N e u t r a l b r a i d s t r a p on t r a n s f e r H e r s e c o n d a r y d i s c o l o r e d ,
( p o s s i b l y o v e r h e a t e d ) d i d n o t s h o w o v e r h e a t i n g in T h e r m o v i s i o n
I n s p e c t i o n - b u t l i t t l e l o a d on g e a r a t t i m e .
-16-
�/WET ELECTRIC4L TESTING CO/WB4NY, INC.
IP
REPORT
ISSUED
TO:
REPORT
Turner Construction
1201 Pennsylvania Avenue
Washington, D.C.
20004
DATE
PROJECT:
Union
LOCATION:
Washington,
D.C.
DESIGNATION:
N.V.C. Building
MANUFACTURER:
Niagara
SERIAL NUMBER:
46327
VOLTAGE RATING: 13200-2400
CONNECTION:
Delta/Delta
RESISTANCE
w i n d i n g s at
A to G r . a n d
B to G r . a n d
C to G r . a n d
TURNS RATIO
NAMEPLATE
VOLTAGE
13860
13530
13200 *
12870
12540
DATE
A
B
C
OF
May,
1982
(Tap c h a n g e r
CONNECTION
X1X3/H1H3
5.778:1
5.638:1
5.498:1
5.358:1
5.219:1
megohms
megohms
megohms
TEST:
5/02/82
RECORD
Dry
1500
170 C
MEASURED:
Secondary
1 0 0 0 0 v o l t s DC
Phase A
Sec. 200,000 Meg.
Phase B
Sec. 200,000 Meg.
Phase C
Sec. 200,000 Meg.
TEST:
TAP
POSITION
4-5
3-5
3-6
2-6
2-7
35
35
35
TEST
TYPE:
KVA S I Z E :
TEMP RISE:
S e c o n d a r y B u s L i g h t n i n g Arrester*
A l u g a r d II
General Electric
3 Kv
Phase
Phase
Phase
OF R E P O R T :
441M-82R
Station
TRANSFORMER
INSULATION
Primary
Phase
Phase
Phase
NUMBER:
IMPEDANCE:
COOLANT TYPE:
w i n d i n g s at 2 5 0 0
to G r . and P r i .
to G r . a n d P r i .
to G r . and P r i .
6.0
N/A
v o l t s DC
50,000 Meg
50,000 Meg,
50,000 Meg,
l e f t in p o s i t i o n m a r k e d w i t h » * • ' . )
CALCULATED
CONNECTION
CONNECTION
RATIO
X3X2/H3H2
X2X1/H2H1
5.775:1
5.780:1
5.778:1
5.6375:1
5.640:1
5.638:1
5.500:1
5.499:1
5.498:1
5.3625: 1
5.359:1
5.358:1
5.220:1
5.225:1
5.224:1
Rated.
�/MET ELECTRIC4L TESTING CO/MB4NY INC.
REPORT
ISSUED
TO:
REPORT
Turner Construction
1201 Pennsylvania Avenue
Washington, D.C.
20004
DATE
PROJECT:
Union
LOCATION:
Washington,
NUMBER:
441M-82R
OF R E P O R T :
May,
1982
Station
D.C.
TRANSFORMER
DATE
TEST
OF
TEST:
5/02/82
RECORD
Parking Lot T r a n s f o r m e r
Class AA/FA
DESIGNATION:
6.2
IMPEDANCE:
3 phase
TYPE:
MANUFACTURER:
Niagra
COOLANT TYPE:
Dry
1000
KVA SIZE:
SERIAL NUMBER: 45236
T E M P R I S E : 150 C
VOLTAGE RATING i 13.2Kv-480Y/277
CONNECTION:
Delta/Wye
D y n a Gap RATING:
- 15 K v
INTEGRAL LIGHTNING ARRESTORS
TYPE:
Ohio Brass
Line/Ground
INSULATION RESISTANCE MEASURED:
S e c o n d a r y w i n d i n g s a t N / A v o l t s DC
P r i m a r y w i n d i n g s a t 5 0 0 0 v o l t s DC
P h a s e A to G r . a n d S e c . 1 0 0 , 0 0 0 M e g .
P h a s e B to G r . a n d S e c . 1 0 0 , 0 0 0 M e g .
P h a s e C to G r . a n d S e c . 1 0 0 , 0 0 0 M e g .
TURNS RATIO
NAMEPLATE
VOLTAGE
14490
14145
13800
13455
13110
REMARKS:
TEST:
TAP
POSITION
A/4-5
B/3-5
C/3-6
D/2-6
E/2-7
(Tap c h a n g e r
CONNECTION
X1X0/H1H3
52.234:1
50.968: 1
49.764:1
48.561:1
47.293:1
l e f t in p o s i t i o n m a r k e d w i t h I I ^ n )
CALCULATED
CONNECTION
CONNECTION
RATIO
X2X0/H2H1
X3X0/H3H2
52.310:1
52. 173: 1
5 2 . 188:1
51.064: 1
50.908:1
50.962:1
49.819:1
49.705:1
49.720:1
48.574:1
48.507:1
48.564:1
47.328:1
47.241:1
47.294:1
EXTREMELY DIRTY
T h i s is a d r y t r a n s f o r m e r
outside
- in b a d
area
between
�MET ELECTRICAL TESTING COMPANY, INC.
ISSUED TO:
Turner C o n s t r u c t i o n
DATE OF REPORT:
5-11-82
PROJECT:
Union S t a t i o n
REPORT NO:
441M-82
DATE OF TEST:
5-2-82
RELAY TEST
LOCATION:
RECORD
Main Substation
RELAY
. LOCATION
PHASE
TYPE
Feeder 14056
IAC53
A
B
8.0
8.0
C
Voltage Relay
PICK-UP
CURRENT
N
IAV 53
INSTANT UNIT
SET
TRIP
X3
2.49
2.53
2.55
7.2
2.08
L e f t conta c t c l o s e s 81V
Time ratec to 0 7.09 Se
TIME
TAP
DIAL
CIRCUIT
TRIPPED
Disconnected
Disconnected
8.0
8.0
4.5
4.4
Nn
No
Disconnected
8.0
4.4
. No
Disconnected
7
3.5
Right c o n t a c t c l D s e 4 1 .5 Tap
A
B
8.0
8.0
2.49
2.52
Disconnected
Disconnected
8.0
8.6
4.4
No
No
8.0
2.51
Disconnected
8.0
4.4
No
A
8.0
1.05
Disconnected
8.0
2.1
No
B
C
IAC53
4.4
'i
No
72V
C
Feeder 14099
REMARKS
8.0
8.0
1.06
1.08
Disconnected
Disconnected
8.0
8.0
2.1
2.1
No
No
6.0
Disconnected
N
1.10
6,9
L e f t cc n t a c t close 80V R i a n t c intact, c l o s e 4 2 . 0 T a D
Time n t e d - 0 6 . 8 9 S e c .
2.0
72V
No
IAV53
Bus T i e
IAC 53
IAV53
REMARKS:
Could, n o t do t r i p t e s t
do to the t r a n s f o r m e r
test-Batteries
discharged.
Undervoltage Relay t a r g e t s on both main breakers a r e b u r n t . T h i s was caused by a design e r r o r .
P r e s e n t l y t h e undervoltage t a r g e t s a r e not f u n c t i o n a l however t h i s w i l l not a f f e c t the f u n c t i o n a l
o f the Auto T r a n s f e r Scheme.
-19-
operation
�MET ELECTRICAL TESTING C O M P A N Y , INC.
BALTIMORE,
MARYLAND
CURRENT TRANSFORMER T E S T •
ISSUED
TO:
PROJECT:
Turner Construction
REPORT NO:
Union S t a t i o n
DATE OF T E S T :
441M-82
5-2-82
LOCATION;
Washington, D.C.
SWlTCHGEAR/lTEM: Main 15 KV S w i t c h g e a r
*********** ****************************************** **************************** A******** *
BREAKER
DATA
Main
Breaker
CT
RATIO
LINE OR
PHASE LOAD SIDE
CIRCUIT IMPEDANCE
AMPS
VOLTS
SAT.
VOLTS
MEGGERED
@ 1000V
PRI
CURRENT
SEC.
CURRENT
Main
Breaker
1.0
.226
35
1300 meg
50
1.22
200/5
B
Line
1.0
.225
35
13DD mpg
sn
1 .w
C
Line
1.0
.223
35
1300 meq
50
1.24
200/5
A
1.0
.246
40
900 meo
50
1.22
B.
1.0
.247
40
900 meq
50
1.23
200/5
Breaker
Line
200/5
Tie
A
200/5
Feeder # 14056
200/5
C
1.0
.241
40
900 mea
50
1.22
200/5
A
Line
1.0
.216
?5
1100 meg
50
1 21
.213
35
1100 meq
50
#14099
.214
35
1100 meq
50
?nn/5
R
1 inp
200/5
Feeder
1.0
C
Line
1.0
JLJ2
1.24
_
' REMARKS;
-20-
�s|p
/VIET ELECTRIC4L TESTING CO/V1B4NY INC.
REPORT
ISSUED
TO:
REPORT
Turner Construction
1201 P e n n s y l v a n i a Avenue
Washington, D.C.
20004
NUMBER:
441M-82R
DATE
PROJECT:
Union
LOCATION:
M a y , 1982
DATE
Washington, D.C.
OF R E P O R T :
OF T E S T :
5/02/82
Station
DC O V E R P O T E N T I A L
CABLE
TEST
LOCATION:
Main Substation
FEEDER DESIGNATION:
CABLE SIZE:
# 2 AWG Copper
CABLE MANUFACTURER:
Hatfield
VOLTAGE RATING:
15 Kv
CABLE TYPE:
*
*XLP Permalone Shielded Poly
TERMINATION TYPE(S): Stresscones
DESCRIPTION:
P a r k i n g G a r a g e F e e d e r - f r o m b r e a k e r c u b i c a l 1*14099 t o t i e
b r e a k e r t o p o w e r c o m p a n y m e t e r i n g to a i r s w i t c h f o r 1 0 0 0 K v a t r a n s f o r m e r at
parking garage.
A p p r o x i m a t e l y 5 5 0 f o o t of n e w c a b l e .
LEAKAGE
"
CURRENT
iiBBBeiiBBBii'
B e e B
•of test plotted versus
•time. Since the actual
readings are relative
only
to length and
•type of cable, temper•ature, humidity, etc.,
results are shown only
as accurately as the
chart is plotted
Readings are generally
for our
information
but are available to
•our client, to whom
•this report is issued,
•if
requested
in
writing.
'--fl (}lAAAA(}lAfiAA(jl
fl
T
4
20
- (:cccccccccc
cc
5 6
25
25
9
This report represents the approximate
values in microamperes
recorded at the time
10
11 12 13 14
I - MINUTES
E
- TEST KV DC
�fell
/MET ELECTRIC4L TESTING CO/VIB4NY, INC.
REPORT
ISSUED
TO:
Turner Construction
1201 P e n n s y l v a n i a Avenue
Washington, D.C.
20004
REPORT
NUMBER:
441M-82R
DATE
PROJECT:
Union
LOCATION:
Washington,
OF R E P O R T :
May,
1982
DATE
OF T E S T :
5/02/82
Station
D.C.
DC O V E R P O T E N T I A L
CABLE
TEST
FEEDER DESIGNATION:
LOCATION:
Main Substation
CABLE MANUFACTURER:
Essex
CABLE SIZE:
»2 A W G
Copper
CABLE TYPE:
XLP S h i e l d e d Poly
VOLTAGE RATING:
15 Kv
TERMINATION TYPE(S): Stresscones
DESCRIPTION:
N . V . C . B l d g . feeder & N . V . C . B l d g . Air C o n d i t i o n i n g Feeder f r o m b r e a k e r c u b i c a l 1*14056 to t i e b r e a k e r to p o w e r c o m p a n y m e t e r i n g
to a i r
s w i t c h f o r 1 5 0 0 K v a t r a n s f o r m e r a t N . V . C . b l d g . s u b s t a t i o n 8 to a i r s w i t c h
for 750 Kva t r a n s f o r m e r at NVC bldg air c o n d i t i o n i n g
substation both cables
off
same bus.
5.00 f
Approximately 475 foot o f e x i s t i n g c a b l e .
LEAKAGE
CURRENT
t
1
+
+
1
+
+
4.75
4.50 +
M
I
C
R
0
A
M
P
E
R
E
S
e
:
1 —
cc
1.00
0.75
0.50
0.25
0.00
1
5
+
2
10
+
3
15
4
20
3
25
6
25
report
repre-
Readings are generally
for our
information
ci;cccci:cccci:
7 8
9
25
25
25
This
- -sents the approximate
values in microamperes
recorded at the time
of test plotted versus
time. Since the actual
readings are relative
only
to length and
type of cable, temperature, humidity, etc.,
results are shown only
as accurately as the
chart is plotted
*eii-t~~
—£SB| :R
Bi8BB§ii
BB
4.25
4.00
3.75
3.50
3.25
3.00
2.75 •
2.50 —
2.25
2.00 1.75 1.50 —
1.25 -
f
but are available to
our client, to whom
this report is issued,
if
requested
in
writing.
10
11
1 13
2
14
15 - MINUTES
- TEST KV DC
��ENGINEERING SURVEY
Cost Estimating
Section
Cost Estimates
METHODOLOGY
Itemization D i s c u s s e d
Itemization C a t e g o r i e s
E s t i m a t i n g a t Site
Assumptions Identified
Escalation Discussed
ESCALATION CHART
S C O P E O F WORK
High Priority R e p a i r s : Urgent
High Priority Repairs: Other
R e s t o r a t i o n of H i s t o r i c F i n i s h e s
R e n o v a t i o n s to Make a B a s i c
Building
CONSTRUCTION COST ESTIMATES
High Priority Repairs: Urgent
High Priority Repairs: Other
R e s t o r a t i o n of H i s t o r i c F i n i s h e s
R e n o v a t i o n s to Make a B a s i c
Building
��ENGINEERING SURVEY
Cost Estimating
Methodology
Itemization D i s c u s s e d
Renovations to Make a B a s i c B u i l d i n g :
T h e cost estimate h a s been itemized
into categories w h i c h d e s c r i b e each of
the sequential stages of w o r k that a r e
r e q u i r e d to produce the B a s i c B u i l d i n g ,
w h i c h is the H i s t o r i c B u i l d i n g of Union
S t a t i o n , r e n o v a t e d to a point w h e r e i t
is r e a d y for development. T h e i n t e n t
of t h i s format i s to p r o v i d e the " f u l l y
loaded"
construction
cost
(defined
below) for each one of the identified
stages of w o r k , so t h a t each piece of
information may be u s e f u l s e p a r a t e l y
and independently i n a decision-making
process.
o
o
T h e t r a d i t i o n a l method for p r e s e n t i n g
c o n s t r u c t i o n cost information
i s by
l i s t i n g the effort of each t r a d e for a
project,
assembling the t r a d e p r i c e s
into a subtotal and t h e n
applying
appropriate m a r k u p s to a r r i v e at a
total c o n s t r u c t i o n c o s t .
I n this case,
each identifiable stage of w o r k was
estimated i n d i v i d u a l l y a n d m a r k u p s for
o v e r h e a d and profit added i n to the
estimates for d i r e c t labor a n d materials
to create the " f u l l y loaded" c o n s t r u c t i o n
cost,
an amount w h i c h t h e n
was
apportioned
according
to
the
five
major design d i s c i p l i n e s ( A r c h i t e c t u r a l ,
S t r u c t u r a l , Mechanical, Plumbing and
Electrical Engineering).
Itemization
Categories
T h e categories i n the itemization a r e as
follows:
H i g h P r i o r i t y R e p a i r s and Rehabilitation
to the H i s t o r i c B u i l d i n g :
o
o
Urgent Repairs
Other High Priority Repairs
o
Demolition
Renovations
Itemized
by
Floor
Groupings
A l t e r n a t e s to C r e a t e More Rentable
Space
T h i s section sets out Scope of Work
statements for each of the above c a t e gories,
followed b y the c o n s t r u c t i o n
cost estimates.
Estimating at Site
T h e f i v e man estimating component of
the S u r v e y Team was stationed at the
S u r v e y Team office i n the H i s t o r i c
B u i l d i n g for the major portion of the
time
devoted
to
cost
estimating.
D u r i n g t h a t time, other members of the
team who were a c t i v e i n the s u r v e y ,
a n a l y s i s and recommendation phases of
the w o r k were p r e s e n t , as needed, to
orient the estimators a n d to i n t e r p r e t
r e p a i r methods, s y s t e m s concepts a n d
intended scope of c o n s t r u c t i o n .
Assumptions I d e n t i f i e d
Specific approaches to E s t i m a t i n g were
as follows:
ESCALATION:
In
accordance
with
i n s t r u c t i o n s , a l l costs a r e e x p r e s s e d i n
terms of J u n e 1982 d o l l a r s . T h e r e f o r e ,
no escalation i s i n c l u d e d i n a n y of the
c o n s t r u c t i o n estimates. ( S e e , h o w e v e r ,
the Summary volume, w h e r e an assumed
escalation factor h a s been i n c l u d e d for
demonstration p u r p o s e s . )
BIDDING:
A b a s i c assumption was
made t h a t the t r a d i t i o n a l method of
lump
sum general
contract
bidding
would be employed to b u i l d the project.
R e s t o r a t i o n of H i s t o r i c F i n i s h e s
165
�F E E S AND F I N A N C I N G :
B e c a u s e of
the fact t h a t fees and f i n a n c i n g a r e
negotiable items, the costs e x p r e s s e d
i n the estimate a r e e x c l u s i v e of those
items.
( H o w e v e r , i n the Summary an
assumption was made as to the " s o f t "
costs of design a n d management f e e s ,
b u t not f i n a n c i n g , t h i s is i n c l u d e d
i n the escalated costs shown i n the
Summary.)
c o n s t r u c t i o n ( f o r h i s G C w o r k ) and at
10% on prime s u b c o n t r a c t (Mechanical
and E l e c t r i c a l ) w o r k .
MULTI-PHASE:
T h e estimators
were
d i r e c t e d to assume t h a t the project
might
be
multi-phased
in
nature.
C o n s e q u e n t l y , the r e p a i r s , r e s t o r a t i o n ,
and
Basic
B u i l d i n g are all p r i c e d
(down to s u b - c a t e g o r i e s ) , as if each
would
be p u r s u e d sequentially
but
separately.
Though
conservative in
n a t u r e , the p r i c e s t h u s developed lend
themselves
to
analytical
decisionmaking.
B e c a u s e of t h i s a p p r o a c h ,
contingencies
were
limited
to
ten
percentage
points
throughout
the
estimate.
A s noted
i n the r e c i t a t i o n on the
approaches
to
estimating,
all
cost
information
i s stated
i n terms
of
J u n e 1982 d o l l a r s .
I n recognition of
the fact t h a t p l a n n i n g and negotiations
to accomplish a project of t h i s magnitude w i l l be s p r e a d over a s i g n i f i c a n t
period of time, the F e d e r a l Railroad
A d m i n i s t r a t i o n a s k e d the s u r v e y team
to state i t s opinion of escalation that
might be encountered i n t h i s p r o c e s s .
With
full
recognition
that
actual
escalation i s calculable only i n r e t r o s p e c t , the s u r v e y team t u r n e d to the
E n g i n e e r i n g News R e c o r d as a r e s o u r c e
with
w h i c h to
develop a n opinion
(based
on
ENR's records
o v e r 10
y e a r s ) for use i n projecting c o s t s .
T h a t developed opinion, i s l i s t e d on
the following table.
QUANTITY
TAKE-OFFS:
Where
possible, t a s k s were a n a l y z e d i n terms
of quantities of labor a n d m a t e r i a l .
A n example of t h i s application i s the
r e q u i r e d r e p a i r s to s t r u c t u r a l elements
i n the u r g e n t a n d h i g h p r i o r i t y s u b
categories.
Where information was l e s s
precise,
a
prototype
element
was
h y p o t h e s i z e d , r e l a t e d to the estimators'
experience
on
other
projects,
and
p r i c e d as a n example of t h a t k i n d of
work
on
a
square-foot
unit-price
basis.
MARKUP:
Other assumptions affecting
the estimate a r e t h a t Department of
Labor
prevailing
wage r a t e s
would
apply and t h a t the m a r k u p for G e n e r a l
C o n t r a c t o r ' s overhead profit a n d bonds
would
be
at 35% on
r e p a i r s and
renovation w o r k and at 30% on new
166
The
estimating calculation b a c k up
sheets a r e bound u n d e r separate cover
as A p p e n d i x B , Cost a n d E n g i n e e r i n g
Calculations.
Escalation D i s c u s s e d
�ENGINEERING SURVEY
Cost Estimating
Escalation Chart
Year
Index
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1011
1102
1156
1242
1362
1489
1609
1740
1897
2015
2194
Arithmetic A v g .
Weighted A v g .
1977 t h r u 82
Consensus
S c o p e of W o r k
% Escalation
Urgent
I n t h i s category have been grouped
those r e p a i r s n e c e s s a r y to protect the
b u i l d i n g a g a i n s t f u r t h e r deterioration.
Some of these items of w o r k a r e , i n
the
opinion
of
the
Survey
Team,
p a r t i c u l a r l y u r g e n t i n o r d e r to protect
the b u i l d i n g from the t h r e a t of imminent
danger - - danger that could a r i s e at
a n y time. Recommended u r g e n t r e p a i r s
are:
9.0
4.9
7.5
9.7
9.3
8.0
8.1
9.0
6.2
8.9
Architectural
8.06
8.34
8.04
8.14
Projected E s c a l a t i o n O v e r 1982
(Compounded A n n u a l l y )
8.14
83
16.94
84
26.46
85
36.76
86
47.89
87
News
Source:
Engineering
B u i l d i n g C o s t I n d e x 20 C i t y
(1913 = 100)
High Priority R e p a i r s :
Record
Average
Waterproofing
of the n o r t h Basement
wall i s e s s e n t i a l to p r e v e n t
further
w a t e r damage to the b u i l d i n g .
Structural
S B - 4 : R e p a i r Esplanade slab and u t i l i t y
t u n n e l and s t r u c t u r a l connections.
Sl-4:
R e p a i r steel framing connection
below the east wall of the C o n c o u r s e .
S4-2:
R e p a i r corbel above Main H a l l .
SR-1:
R e p a i r main framing beams at
Gymnasium and Storage Room.
Reinforce steel i n flat roof a r e a .
S R 2 and 3 :
R e p a i r West and E a s t
T a n k Room ceiling and roof f r a m i n g .
S R - 6 : C l e a n , paint and fireproof steel
at southeast pavilion roof f r a m i n g .
Mechanical
No w o r k r e q u i r e d .
Plumbing
Replace the i n t e r i o r r a i n w a t e r conductor
system.
167
�Electrical
52- 1:
R e p a i r floor c r a c k s
V a u l t Room at Second Floor.
in
East
5 3 - 2:
R e p a i r floor c r a c k s
V a u l t Room at T h i r d Floor.
I n v e s t i g a t e and c o r r e c t c r o s s connection
between
N V C a n d WMATA standpipe
systems at Siamese connection.
in
East
Room
floor
Replace b a t t e r i e s , r a c k , w i r i n g a n d
c h a r g e r for 48 D C operation of 1 5 K V
circuit breakers.
Replace i n d i c a t i n g
lamps for s w i t c h g e a r .
54- 3:
crack.
Replace undervoltage r e l a y s a n d r e w i r e
t a r g e t c i r c u i t i n g for H . V .
breakers
indicating targets.
CENTRIFUGAL
WATER
CHILLER:
S e r v i c i n g c o n t r o l s , specifically r e p l a c e ment of a r e l a y i n the condensor water
control u n i t .
Remove
parking
garage
substation
enclosure,
provide
new
outdoor
enclosure.
High Priority R e p a i r s :
Repair
East
Tank
Mechanical
AHU-8:
Repair
or
replacement
of
cooling coil r e q u i r e d ; r e p a i r defective
temperature control a i r p i p i n g .
Other
T h e following l i s t of items i s other
s i g n i f i c a n t elements of h i g h p r i o r i t y
repair work:
Architectural
P r o v i d e waterproofing
seals at penet r a t i o n s of L o n g - H a u l T u n n e l s u p p o r t e d
deck s l a b .
TEMPERATURE CONTROLS:
Servicing
and general maintenance of the complete
system is required.
ROTATING
EQUIPMENT
(AHU'S,
PUMPS,
FANS,
UNIT
HEATERS):
S e r v i c i n g and maintenance r e q u i r e d on
all equipment.
FILTERS:
system.
Change
filters
throughout
Structural
Plumbing
SB-1:
Long-Haul Tunnel:
fireproof s u p p o r t s t e e l .
SB-4:
wall.
Clean and
R e w i r e electric hot w a t e r generator
motor control c e n t e r .
Remove shores at n o r t h Basement
Replace r e l a y
control p a n e l .
Sl-2:
C l e a n and fireproof
steel at
u n d e r s i d e of F i r s t Floor Main B u i l d i n g .
Sl-3:
C l e a n and fireproof
u n d e r s i d e of C o n c o u r s e .
168
to
steel
at
at
electric
hot
water
Electrical
I n s t a l l new f i r e alarm
annunciation s y s t e m .
detection
and
�ENGINEERING SURVEY
Cost Estimating
Install
new
primary
distribution
equipment,
i n c l u d i n g new
step-down
substations.
I n s t a l l new 750 k w emergency
and d i s t r i b u t i o n equipment.
generator
Restoration of H i s t o r i c F i n i s h e s
T h e following l i s t indicates r e s t o r a t i o n
w o r k to take place i n the a r e a s l i s t e d
w i t h i n the H i s t o r i c B u i l d i n g .
Architectural
GENERAL ALL SPACES:
Remove a l l
N V C f i t - u p items from spaces ( t h e s e
items
include
displays,
graphics,
cabinet w o r k , platforms, e t c . ) .
Remove a l l n o n - b e a r i n g i n t e r i o r p a r t i tions c o n s t r u c t e d i n spaces as a p a r t
of the N V C .
MAIN H A L L :
R e f i l l all granite holes
w i t h matching epoxy p a s t e .
R e p a i r four
damaged p i l a s t e r bases
w i t h matching epoxy p a s t e .
Clean a l l g r a n i t e .
Clean all s t a t u a r y .
Remove all s u r f a c e s to l e v e l subfloor.
I n s t a l l marble t i l e s .
Remove peeling p a i n t .
A p p l y skim coat to damaged c e i l i n g ,
250 s q . f t .
Polychrome paint application.
Remove
2
stainless
steel
water
fountains.
I n s t a l l 2 granite w a t e r f o u n t a i n s .
R e p a i r hinges and locks on casement
windows i n a l c o v e s .
Reglaze casement windows.
S c r a p e and r e p a i n t all framework.
R e p a i r ornamental i r o n i n a l c o v e s .
Remove wooden doors and h a r d w a r e .
Replace 66 doors; matching o r i g i n a l
design.
Remove old thermometers and r e p a i r
granite i n three locations i n v e s t i b u l e s .
Repair
and
paint
ten
grilles
in
vestibule.
R e p a i r and paint four metal doors i n
vestibule.
S c r a p e peeling paint on c e i l i n g .
P a t c h 250 s q . f t . of holes i n p l a s t e r i n
ceiling.
iqq
�R e c o n s t r u c t 12 lineal feet of egg
d a r t molding.
Skim coat 20% of ceiling a r e a .
Replace 18 b r o k e n window p a n e s .
S c r a p e a n d paint window f r a m i n g .
and
E A S T H A L L : Skim coat 750 s q . f t . of
c l e r e s t o r y wall w i t h simple molding.
Remove 25 s q . f t . of e x i s t i n g p l a s t e r
a n d r e c o n s t r u c t p l a s t e r as p e r original
design.
Replaster
200 l i n . f t .
of
cornice's
edge.
Skim coat 67 s q . f t . of the f r i e z e .
R e p l a s t e r 97 s q . f t . of the a r c h i t r a v e .
Remove
plaster
from
pilasters
and
replace w i t h bonded p l a s t e r a p p r o x i mately 2,500 s q . f t .
C o n s t r u c t 1,200 s q . f t .
of
C.M.U.
w i t h p l a s t e r f i n i s h a n d opening for
double doors.
S t r i p a l l scagliola,
repair
chipping,
and r e f i n i s h .
R e c o n s t r u c t ten s q . f t . of decorative
molding a r o u n d door.
C o n s t r u c t two new window enframements
matching e x i s t i n g .
R e p a i r f i v e s q . f t . of V e r d e antique
marble b a s e .
Scrape a l l w a l l s .
Polychrome p a i n t c l e r e s t o r y w a l l s .
S c r a p e , s p a c k l e , and p a i n t remaining
wall a r e a .
Remove all s u r f a c i n g to subfloor.
I n s t a l l marble t i l e s .
Replace one 2' x 2' s k y l i g h t p a n e .
S c r a p e and paint s k y l i g h t f r a m i n g .
Scrape,
spackle,
and p a i n t
plaster
ceiling beams.
I n s t a l l t h r e e sets of wooden doors to
match e x i s t i n g .
Replace two p u s h p l a t e s .
Replace two door p u l l s .
Replace ten c l e r e s t o r y windows to match
existing.
P l a s t e r i n t e r i o r of s k y l i g h t .
170
WEST H A L L (INCLUDING CONCESSION
A R E A ) : C l e a n a l l g r a n i t e and s t a t u a r y .
F i l l numerous holes i n granite w i t h
epoxy p a s t e .
Repoint g r a n i t e .
S c r a p e a n d spackle painted a r a s .
Polychrome p a i n t .
Remove s u r f a c i n g to l e v e l subfloor.
I n s t a l l marble t i l e s .
I n s t a l l t e r r a z z o i n Concession A r e a .
R e p l a s t e r two small holes i n p l a s t e r
beams.
S c r a p e and s p a c k l e p l a s t e r beams.
Polychrome p l a s t e r beams.
Replace b r o k e n s k y l i g h t pane.
S c r a p e and paint s k y l i g h t f r a m i n g .
Remove anodized
aluminum
revolving
doors and f r a m i n g .
I n s t a l l two sets wooden doors to match
existing.
Install
two
new
ornamental
iron
s p a n d r e l s above doors.
Replace one b r o k e n c l e r e s t o r y pane.
S c r a p e and paint c l e r e s t o r y f r a m i n g .
R e p a i r clock.
C o n s t r u c t 30 s q . f t . w i r e l a t h and
p l a s t e r i n concession a r e a .
R e c o n s t r u c t 25 l i n . f t . of decorative
cornice i n concession a r e a .
Remove r o l l i n g gates.
Skim coat entire ceiling i n Concession
area.
MEN'S
TOILET
ROOM
COMPLEX:
A p p l y new skim coat to 400 s q . f t .
plain p l a s t e r w a l l .
R e c o n s t r u c t s i x c o r n e r beads.
Reconstruct three s q . ft. a r c h .
R e c o n s t r u c t 20 l i n . f t . c o r n i c e .
I n s t a l l 220 s q . f t . w i r e l a t h and p l a s t e r
below windows l e v e l w i t h e x i s t i n g w a l l .
I n s t a l l 350 s q . f t . w i r e lath and p l a s t e r
at wall of Mezzanine.
S c r a p e , s p a c k l e , and paint all w a l l s .
Remove a l l s u r f a c e s to l e v e l subfloor.
Install terrazzo.
R e p l a s t e r minor holes i n ceiling p l a s t e r .
�ENGINEERING SURVEY
Cost Estimating
Reconstruct
15 l i n . f t .
decorative
cornice.
S c r a p e , s p a c k l e , and paint all c e i l i n g s .
R e p a i r hinges a n d locks on casement
windows.
S c r a p e and paint window f r a m i n g .
Remove all toilet p a r t i t i o n s .
WOMEN'S
ORIGINAL
TOILET
ROOM
(135A):
Prepare
existing
rough
c o n s t r u c t i o n for bonded p l a s t e r f i n i s h .
A p p l y 750 s q . f t . bonded p l a s t e r to
rough wall.
C o n s t r u c t 120 s q . f t . of wall w i t h
metal l a t h and p l a s t e r .
Remove 400 s q . f t . c r a c k i n g p l a s t e r
from w a l l .
R e p l a s t e r 400 s q . f t . of wall s u r f a c e .
S c r a p e , s p a c k l e , and paint a l l w a l l s .
Remove a l l s u r f a c i n g down to subfloor.
Install terrazzo.
S c r a p e all paint from c e i l i n g .
A p p l y skim coat to ceiling a n d p l a s t e r
beam.
Paint new c e i l i n g .
R e p a i r c l e r e s t o r y window mullions.
Replace five glass p a n e s .
R e p a i r hinges a n d l o c k s on casement
windows.
S c r a p e and paint window f r a m i n g .
Install
wooden
sills
at
casement
windows.
WOMEN'S L O U N G E AND T O I L E T ROOM
( 1 3 6 A - B ) : C o n s t r u c t 130 s q . f t . metal
l a t h and p l a s t e r below window l e v e l w i t h
existing wall.
S c r a p e , s p a c k l e , and paint all w a l l s .
Remove s u r f a c i n g to l e v e l subfloor.
Install terrazzo.
Replace two b r o k e n c l e r e s t o r y window
panes.
R e p a i r hinges and locks on casement
window.
S c r a p e and paint window f r a m i n g .
Remove a l l toilet p a r t i t i o n s .
R e p a i r o r i g i n a l clock.
171
O R I G I N A L LUNCHROOM/NVC
T H E A T E R S : Demolish projection room.
R e p l a s t e r damaged p l a s t e r walls a n d
molding.
S c r a p e , s p a c k l e , and paint a l l w a l l s .
Remove a l l s u r f a c i n g to l e v e l subfloor.
I n s t a l l marble t i l e .
R e p l a s t e r damaged ceiling p l a s t e r a n d
molding.
Scrape,
spackle,
and paint
entire
ceiling.
Remove two sets of metal doors.
I n s t a l l two sets of wooden doors.
Remove b r i c k w o r k from nine c l e r e storys.
Remove boarding from one c l e r e s t o r y .
R e b u i l d eight c l e r e s t o r y windows.
Reglaze two c l e r e s t o r y windows.
Paint a l l windows.
Remove
projection
screens
and a l l
other equipment.
PRESIDENTIAL SUITE:
S c r a p e , s p a c k l e , and paint entire a r e a .
Clean marble.
Replace one l o c k .
Replace eight door p u l l s .
Replace s i x p u s h p l a t e s .
Replace one k e y lock w i t h e s c u t c h e o n .
Restore e x t e r i o r doors.
C O N C O U R S E : Repoint wall as needed.
Replace 300 s q . f t . of w a t e r damaged
t e r r a cotta.
Replace 27 t e r r a cotta reeds 1-1/2" x
12".
Replace 6 ' - 6 " x 2 ' - 0 " section of t e r r a
cotta i n c l u d i n g f i n i s h on opposite side
of wall i n nine locations.
R e p a i r t e r r a cotta c h i p p i n g w i t h epoxy
paste.
Demolish entire r e s t a u r a n t a r e a .
Replace 200 s q . f t . white coat.
R e p a i r damage to concrete floor.
Clean e n t i r e concrete floor.
Reconstruct s i x coffers.
R e c o n s t r u c t 100 l i n . f t . of egg and
d a r t molding.
�P a t c h 325 s q . f t . of holes i n p l a s t e r .
Skim coat 15% of c e i l i n g .
R e c o n s t r u c t 10% of cove molding.
Replace 20% of glass i n c e i l i n g .
Scrape,
spackle,
and
paint
entire
ceiling.
Replace r e v o l v i n g doors w i t h wooden
doors matching o r i g i n a l d e s i g n .
Replace two sets of metal doors w i t h
wooden.
R e p a i r or replace 21 wooden windows
as p e r o r i g i n a l d e s i g n .
I n s t a l l t h r e e ornamental i r o n s p a n d r e l s .
EXTERIOR FACADES:
Repair cracks
in domes, masonry walls and p i e r s as
required.
Clean
masonry
staining
temporary t e c h n i q u e s .
Rehabilitate
double
throughout b u i l d i n g .
using
hung
con-
masonry joints as
G r i n d w a l k i n g s u r f a c e at E a s t Portico
and r e s e a l e x i s t i n g concrete s u r f a c e .
R e p a i r E a s t a n d West Concourse facades.
SKYLIGHTS:
R e s t o r e small s k y l i g h t s
above E a s t Hall ( 1 3 7 A ) , K i t c h e n ( 1 3 2 A ) ,
Baggage (102-118) and Offices at u p p e r
levels.
Remove r o o f i n g ,
reconstruct
s k y l i g h t framing and glaze w i t h c o n temporary s y s t e m .
C l e a n and r e p a i r
i n t e r i o r ceiling l e v e l
glazing
where
e x i s t i n g to r e s t o r e o r i g i n a l a p p e a r a n c e .
Restore
(120A).
172
Restore
skylight
above
Concourse
(100).
Remove roof
and
decking,
reglaze o v e r e x i s t i n g framing w i t h c o n temporary s y s t e m .
C l e a n and r e p a i r
interior
ceiling l e v e l
glazing
where
e x i s t i n g to r e s t o r e o r i g i n a l appearance.
Structural
Item S I - 1 : C o n s t r u c t new F i r s t Floor
framing o v e r the area where the P A V E
has been removed i n the Main Hall
(125A).
Mechanical
windows
Replace
wooden
clerestory
windows
w i t h aluminum framed s a s h of similar
design.
Repoint deteriorated
required.
v a u l t , reglaze on e x i s t i n g framing w i t h
contemporary
system.
Clean
and
r e p a i r i n t e r i o r ceiling level
glazing
where
existing
to
restore
original
appearance.
skylight
above
West
Remove e n t i r e e x i s t i n g
Hall
glass
MAIN H A L L ( 1 2 5 A ) : D u c t w o r k s e r v i n g
PAVE
from
A H U - 6 and 8 w i l l
be
removed;
( r e m a i n i n g d u c t w o r k to be
left for f u t u r e extension/modification).
E A S T H A L L AND T H E A T E R S
(137A,
1 3 7 B , 127, 1 2 8 ) : A l l d u c t w o r k and a i r
terminals of A H U - 1 , 2, 3 and 4 a n d
the r e t u r n a i r d u c t w o r k for A H U - 1 0
(located i n ceiling space of the p r e s e n t
T h e a t e r s ) i s to be removed.
W E S T H A L L ( 1 2 0 A ) : D u c t w o r k and a i r
terminals of
system A H U - 5 w i l l be
removed.
CONCOURSE (100): Ductwork and air
terminals s e r v i n g the f a s t food k i t c h e n
w i l l be removed ( i n c l u d i n g the e x h a u s t
duct r i s e r s to t r u s s a b o v e ) .
Cabinet
h e a t e r s and the above floor steam
piping
serving
these u n i t s w i l l be
removed, pipe b r a n c h e s capped at main
i n Basement.
�ENGINEERING SURVEY
Cost Estimating
Plumbing
CONCOURSE
hydrants.
(100):
Renovations to Make a B a s i c B u i l d i n g
Remove
wall
Remove handicapped accessible d r i n k i n g
fountains.
T h e following areas r e q u i r e w o r k as
d e s c r i b e d to create a b a s i c b u i l d i n g i n
compliance w i t h applicable codes w i t h
mechanical a n d e l e c t r i c a l systems i n
place a n d suitable for tenant f i t - u p b y
a developer.
T h e w o r k as d e s c r i b e d
h e r e i n applies to the H i s t o r i c B u i l d i n g
only.
Electrical
Architectural
Remove
rooms.
fast
food
kitchen
and
toilet
Remove e x i s t i n g 2400 V t r a n s f o r m e r s
and d i s t r i b u t i o n equipment, i n c l u d i n g
all secondary d i s t r i b u t i o n
equipment,
conduit and w i r i n g .
GENERAL
ALL
FLOORS:
All nonb e a r i n g p a r t i t i o n s are to be removed
from the b u i l d i n g u n d e r t h i s c a t e g o r y ,
e x c e p t those i n h i s t o r i c public p l a c e s ,
which
were
removed
under
the
Restoration c a t e g o r y .
All
non-original
suspended
systems are to be removed.
BASEMENT:
Provide
proofing on columns.
2-hour
ceiling
fire-
P r o v i d e 2-hour
throughout
by
floor.
ceiling/floor
assembly
r e p a i r to tile
arch
P r o v i d e 2-hour
w i t h protected
on d r a w i n g s .
gypsum wallboard w a l l
openings as indicated
C o n s t r u c t e x i t c o r r i d o r s w i t h 2-hour
gypsum wallboard enclosure as indicated
on d r a w i n g s .
E n l a r g e Mechanical Room ( B 5 1 A ) into
e x i s t i n g space ( B 4 4 ) as indicated and
p r o v i d e 2-hour e n c l o s u r e .
F I R S T F L O O R : Construct exit corridor
as indicated on d r a w i n g s w i t h 2-hour
rating.
P r o v i d e four public toilet rooms.
173
�BAGGAGE A R E A (102-118):
Remove
wooden flooring a n d s l e e p e r s , i n t e r i o r
d r y w a l l p a r t i t i o n s , masonry c o n s t r u c tion,
paint
from
skylight
glass.
I n s t a l l concrete top coat.
Clean all b r i c k .
Seal
grille
on
exterior
wall
from
interior.
R e p l a s t e r holes i n p l a s t e r beams.
S c r a p e a n d p a i n t s k y l i g h t frame a n d
p l a s t e r beams.
S t a i r No. 2 ( e x i s t i n g ) s h a l l be enclosed
w i t h a 2-hour r a t i n g .
N O R T H W E S T ROOM ( 1 1 9 A ) :
Remove
floor s u r f a c e a n d d r y w a l l p a r t i t i o n i n g ,
paint as r e q u i r e d .
R e p a i r ornamental i r o n s p a n d r e l .
S t a i r No. 3 ( e x i s t i n g ) s h a l l be r e c o n structed
to
interconnect
with
the
Basement a n d be
enclosed w i t h a
2-hour r a t i n g .
N O R T H E A S T ROOM ( 1 2 6 C ) :
Remove
floor s u r f a c e a n d h u n g c e i l i n g .
Clean g r a n i t e a n d g l a s s .
Paint as r e q u i r e d .
R e p a i r ornamental i r o n s p a n d r e l .
S t a i r No. 3A ( n e w ) s h a l l be c o n s t r u c t e d
to s e r v e all floors and w i l l have a
2-hour r a t i n g .
S E R V I N G A R E A ( 1 3 2 A ) : Remove floor
s u r f a c e s , d r y w a l l p a r t i t i o n i n g , ceramic
t i l e , plywood p a r t i t i o n i n g .
Install terrazzo flooring.
P a t c h p l a s t e r as r e q u i r e d .
Paint.
U P P E R F L O O R S : C o n s t r u c t a 2-hour
r a t e d enclosure at C o r r i d o r s 404, 406
and 407 to p r o v i d e horizontal e g r e s s
from spaces on S e c o n d , T h i r d a n d
Fourth Floors.
P r o v i d e 3/4 hour
connect s t a i r s .
rated
corridors
to
STAIRS:
S t a i r No. 1 ( e x i s t i n g )
be enclosed w i t h a 2-hour r a t i n g .
S t a i r No. I A ( n e w ) s h a l l be c o n s t r u c t e d
from the F o u r t h Floor to the F i r s t
Floor contingent upon development of
F o u r t h Floor West ( p r e s e n t l y the Gym
4 0 1 A ) . I t w i l l have a 2-hour r a t i n g .
S t a i r s No. 4 and No. 5 s h a l l be enclosed
w i t h a 2-hour r a t i n g and be connected
w i t h a 2-hour c o r r i d o r at the F o u r t h
Floor.
S t a i r No. 6 s h a l l be removed.
S t a i r No. 7 s h a l l be
closed r i s e r s t a i r .
replaced
with a
S t a i r No. 8 s h a l l be removed.
S t a i r No. 9 r e q u i r e s a 2-hour r a t i n g i f
program calls for r e t e n t i o n .
S t a i r No. 10 s h a l l be removed.
C o n s t r u c t toilet room f a c i l i t i e s .
S t a i r s No.
access.
Remove wooden flooring and i n s t a l l 1 "
concrete topping on all u p p e r f l o o r s .
Stair
No.
demolition.
A t all e x t e r i o r walls on u p p e r f l o o r s ,
p r o v i d e 1 " styrofoam i n s u l a t i o n board
and gypsum wallboard protection.
S t a i r No. 14 s h a l l be demolished.
174
shall
11 and 12 shall remain for
13
removed
under
NVC
�ENGINEERING SURVEY
Cost Estimating
ELEVATORS:
E l e v a t o r s No. 1 , No. 2
and No. 3 s h a l l each be replaced w i t h
a new t r a c t i o n t y p e of the same s i z e ,
s e r v i n g the same number of stops as
the e x i s t i n g e l e v a t o r s .
A n alternate p r i c e h a s been p r e p a r e d
u s i n g h y d r a u l i c elevators i n l i e u of the
t r a c t i o n t y p e as d e s c r i b e d above a n d
e x t e n d i n g s e r v i c e for E l e v a t o r s No. 1
a n d No. 2 to the F o u r t h F l o o r .
Structural
SB-1:
Remove h a n g e r s , c l e a n ,
and fireproof steel as r e q u i r e d .
paint
east
SB-3:
Remove e x i s t i n g wood framing
a n d i n s t a l l new fireproofed steel and
concrete deck at ramp to Subbasement.
non-bearing
partitions
SB-6:
R e p a i r Basement slab w h e r e
e x c e s s i v e l y c r a c k e d . Replace Basement
slab w h e r e levels a r e i n c o n s i s t e n t w i t h
proposed u s e s .
FIRST FLOOR:
No w o r k r e q u i r e d .
UPPER F L O O R S : Preparatory
are
in
the
High
Priority
category.
6" chilled w a t e r loop i n Concourse
Basement w i t h approximately 12 sets of
valved outlets.
Install
new
required.
automatic
controls
as
HEATING
HOT
WATER
PLANTS:
I n s t a l l new steam to hot water heat
exchangers ( 2 ) .
I n s t a l l new hot w a t e r pumps ( 6 ) .
SB-2:
R e p a i r c r a c k i n wall at
end of t u n n e l to Subbasement.
SB-5:
Remove
i n Basement.
C r o s s connection of e x i s t i n g 380 ton
and e x i s t i n g 180 ton chilled water
plants.
repairs
Repair
Mechanical
CHILLED
WATER
PLANTS:
Expand
the chilled water p l a n t ( a p p r o x i m a t e l y
400 t o n s ) c o n s i s t i n g of:
Centrifugal
water c h i l l e r . Cooling tower - ejector
type.
Condenser
water pump
(1).
C h i l l e d water pump ( 1 ) .
I n s t a l l additional steam and condensate
piping and a u x i l i a r y equipment.
I n s t a l l new heating hot water
bution loop at Basement c e i l i n g .
distri-
I n s t a l l new controls as r e q u i r e d .
BASEMENT:
Remove
presently
abandoned p i p i n g , d u c t s and f a n s .
Remove remainder of the old steam and
condensate mains not replaced i n the
l a s t 40 y e a r s .
Install
e x h a u s t ventilation
for
T r u c k Dock and p a r k i n g a r e a s .
the
I n s t a l l addition of u n i t heaters
water t y p e ) where r e q u i r e d .
(hot
I n s t a l l e x h a u s t s y s t e m for toilets.
I n s t a l l e x h a u s t system
and E l e c t r i c a l Rooms.
for
Mechanical
FIRST
FLOOR:
Remove
propeller
e x h a u s t f a n s i n windows above B a l c o n y
Walkway.
175
�Remove abandoned e x h a u s t a n d s u p p l y
d u c t s a n d e x h a u s t fans S e r v i n g A r e a
(132A).
As
historic surfaces
are
restored,
mechanical systems w i l l be r e q u i r e d
t h a t do not conflict w i t h these c r i t i c a l
surfaces.
T h e following r e n o v a t i o n s /
modifications a r e p r o p o s e d :
K I T C H E N (132A):
New
a i r terminals to A H U - 1 3 .
ductwork
and
CONCOURSE
(100):
Conversion
of
e x i s t i n g A H U - 1 0 for cooling b y addition
of cooling c o i l .
Addition of f r e e - s t a n d i n g
air terminals.
kiosks
for
MAIN H A L L ( 1 2 5 A ) :
New a i r d i s t r i bution t h r o u g h f r e e - s t a n d i n g k i o s k s ,
modified d u c t w o r k s y s t e m .
E x t e n s i o n of d u c t w o r k from systems
A H U - 9 a n d 10 to new k i o s k t y p e
terminals.
E x i s t i n g u n i t s A H U - 6 a n d 8 and A H U - 7
w i t h p r e s e n t d u c t w o r k i n the B a l c o n y
(223 A - M ) w i l l r e m a i n .
New r e t u r n a i r terminals and d u c t s to
replace d u c t s removed.
W E S T H A L L ( 1 2 0 A ) : New d u c t w o r k and
a i r terminals to s a t i s f y the a r c h i t e c t u r a l
scheme,
utilizing
existing
AHU-5
located on Mezzanine F l o o r .
New a i r h a n d l i n g u n i t ( A H U - 1 1 ) located
o v e r h e a d for n o r t h portion of West Hall
( 1 2 0 A ) , p r e s e n t l y unconditioned.
E A S T H A L L ( 1 3 7 A ) : New d u c t w o r k and
a i r terminals for u n i t s A H U - 1 , 2 a n d
4, a r r a n g e d to blend into a r c h i t e c t u r a l
scheme.
New u n i t ( A H U - 1 2 ) a n d d u c t w o r k w i t h
a i r terminals for portion of
former
National Bookstore ( 1 3 7 A ) a n d the new
commercial
a r e a i n former
Women's
Toilet.
New f i n tube or r e c e s s e d convectors
on h y d r o n i c s y s t e m at perimeter.
PRESIDENTIAL
SUITE
(141,
142A,
143A,
138, 139A,
139):
New u n i t
(AHU-13)
and
ductwork
with
air
terminals for former P r e s i d e n t i a l S u i t e .
176
New h y d r o n i c t y p e radiation
and west glass s u r f a c e s .
at
east
C o n t r o l s y s t e m modifications for all a i r
handling systems, including conversion
to v a r i a b l e a i r volume, e n e r g y c o n servation
features
and
centralized
controls.
UPPER FLOORS:
Remove steam and
condensate
risers,
runouts,
steam
radiators, convectors, unit heaters and
pipe coil r a d i a t o r s .
Remove e x h a u s t and ventilation
and f a n s .
ducts
Remove
miscellaneous
package
air
conditioners and a l l a i r conditioning
ducts.
New
hydronic-type
heating
for
Mezzanine, S e c o n d , T h i r d and F o u r t h
radiation,
with
approximately
six
control v a l v e s per floor.
New a i r h a n d l i n g u n i t s ( A H U - 1 4 and
15) for v a r i a b l e a i r volume s y s t e m for
Second and T h i r d Floors of E a s t Wing,
�ENGINEERING SURVEY
Cost Estimating
w i t h s u p p l y and r e t u r n d u c t s , mains
to
area.
( B r a n c h ducts
and a i r
terminals to be p r o v i d e d b y t e n a n t s . )
A i r h a n d l i n g u n i t s may be located i n
new Mechanical Room, p r e v i o u s l y u s e d
as the E a s t T a n k Room ( 4 0 3 ) , on
Fourth Floor.
New a i r h a n d l i n g u n i t ( A H U - 1 7 ) and
duct mains for v a r i a b l e a i r volume
s y s t e m for Second a n d T h i r d Floors of
West Wing.
Branch
d u c t s and a i r
terminals b y t e n a n t .
New a i r h a n d l i n g u n i t ( A H U - 1 8 ) of
same design at F o u r t h Floor West, new
unit
(AHU-16)
of
same
design
at
F o u r t h Floor E a s t .
Relocation of A H U - 5 ( p r e s e n t l y i n a
Mechanical Room on Mezzanine) to the
Basement.
Remove all plumbing f i x t u r e s .
Remove all exposed abandoned plumbing
piping.
Remove all plumbing piping and e q u i p ment i n former k i t c h e n .
I n s t a l l new incoming domestic
water
s e r v i c e , water meter, meter pit w i t h
b y p a s s for f i r e protection.
I n s t a l l new f i r e protection
standpipe
s y s t e m , hose cabinets and f i r e e x t i n guishers
(reuse
salvageable
fire
extinguishers).
I n s t a l l two
generators.
new
domestic
hot
water
I n s t a l l new house pumps.
I n s t a l l new f i r e protection pumps.
I n c r e a s i n g c a p a c i t y of A H U - 1 7 , a s s i g n e d
to s e r v e the West Wing, to include
rooms on the Mezzanine.
I n s t a l l main d i s t r i b u t i o n piping f o r :
domestic hot and cold water and hot
water r e c i r c u l a t i o n , s a n i t a r y s y s t e m .
Toilet e x h a u s t s y s t e m .
Plumbing
GENERAL ALL FLOORS:
Remove
domestic cold a n d hot water p i p i n g .
all
C a r r y out thorough i n v e s t i g a t i o n of
the
underground
drain
piping
in
Basement by closed c i r c u i t T V camera
and t a k i n g additional samples.
Cap incoming p i p i n g
from W T C at
n o r t h w a l l of C o n c o u r s e , i n Basement.
BASEMENT:
New plumbing f i x t u r e s ,
electric
water
coolers
and b r a n c h
piping
to water and drainage pipe
mains.
Remove
all
above-ground
sanitary
p i p i n g , e x c e p t c a s t i r o n pipe i n B a s e ment t h a t may s e r v e the f u t u r e s y s t e m .
S p r i n k l e r s y s t e m for storage rooms.
Floor d r a i n s i n Mechanical Rooms.
Remove
fire
protection
standpipe
s y s t e m p i p i n g and hose r a c k s .
Remove water
T a n k Rooms.
storage
tanks
in
R e f u r b i s h i n g the e x i s t i n g d u p l e x sump
pumps.
all
177
�Replacement of tops of e x i s t i n g
d r a i n s and r o d d i n g d r a i n piping
floor d r a i n to main p i p e .
floor
from
F I R S T F L O O R : New plumbing f i x t u r e s ,
electric water coolers and b r a n c h piping
from f i x t u r e s to m a i n s .
UPPER FLOORS:
New
tures,
electric
water
b r a n c h piping to m a i n s .
plumbing
coolers
fixand
New floor d r a i n i n Mechanical Room
h o u s i n g A H U - 5 and i n new Mechanical
Room (408) (former E a s t T a n k Room
(403)).
Electrical
GENERAL
ALL
FLOORS:
secondary cable and conduit.
Remove
Remove b r a n c h c i r c u i t i n g .
Install distribution
(46).
panels
and feeders
I n s t a l l emergency d i s t r i b u t i o n
for the entire b u i l d i n g .
system
I n s t a l l telephone r i s e r s y s t e m .
I n s t a l l e n e r g y management s y s t e m .
Install security T V surveillance
(optional).
BASEMENT:
Remove
conduit and w i r i n g .
existing
system
vaults,
F I R S T & UPPER FLOORS:
Secondary
b r a n c h d i s t r i b u t i o n e x t e n d e d from Main
E l e c t r i c a l Closet on r e s p e c t i v e
floors;
lighting
of
Historic
Building
with
exception of the V e s t i b u l e s ( 1 2 5 B - 1 2 5 F ;
125H-125K).
178
�ENGINEERING SURVEY
Cost Estimating
Cost Estimate
High P r i o r i t y R e p a i r s :
Urgent
1.0
A R C H I T E C T U R A L (From S B - 4 )
Waterproof North Basement Wall
2.0
STRUCTURAL
SB-4:
R e p a i r Esplanade S l a b ,
Demolish U t i l i t y T u n n e l
S I - 4 : R e p a i r S t r u c t u r a l Connections
at E a s t Wall of Concourse
S 4 - 2 : R e p a i r C o r b e l at T r u s s
B e a r i n g , Main Hall
SR-1:
Gymnasium a n d Storage
Room Roof S t r u c t u r e R e p a i r s
S R - 2 : West T a n k Room Roof F r a m i n g
S R - 3 : E a s t T a n k Room Roof F r a m i n g
S R - 6 : Roof F r a m i n g , South E a s t
C o r n e r Pavilion
S U B T O T A L : Structural
2.1
3.0
3.1
PLUMBING
Replace I n t e r i o r R a i n w a t e r
Drainage S y s t e m
C o r r e c t Siamese C r o s s Connection
SUBTOTAL:
Plumbing
4.1
ELECTRICAL
R e p a i r Main Switchgear
Battery System
U n d e r v o l t a g e Relay a n d
Indicator L i g h t R e p a i r s
P a r k i n g Garage S u b s t a t i o n E n c l o s u r e
S U B T O T A L : Electrical
5.0
TOTAL:
4.0
23,500
126,400
19,300
2,400
79,200
67,800
67,800
44,000
519,800
6,200
406,900
526,000
5,300
7,000
11,800
24,100
980,500
Urgent Repairs
High P r i o r i t y R e p a i r s :
Other
1.0
ARCHITECTURAL
F i l l Holes i n L o n g Haul T u n n e l Slab
2.0
STRUCTURAL
SB-1:
Long Haul T u n n e l :
Clean
and F i r e p r o o f S u p p o r t Steel
SB-4:
Remove Shores at North
Basement Wall
3,600
38,900
19,100
179
�2.1
3.0
Sl-2:
F i r s t Floor Main B u i l d i n g :
Clean a n d F i r e p r o o f S u p p o r t Steel
Sl-3:
F i r s t Floor C o n c o u r s e :
Clean
a n d F i r e p r o o f S u p p o r t Steel
E a s t V a u l t Room Floor C r a c k
52- 1
E a s t V a u l t Room Floor C r a c k
53- 2
E a s t T a n k Room Floor C r a c k
54- 3
S U B T O T A L : Structural
150,000
96,400
2,300
2,300
3,700
312,700
M E C H A N I C A L AND P L U M B I N G
Water C h i l l e r S e r v i c e
A H U - 8 Coil
Automatic T e m p e r a t u r e C o n t r o l
System Service
Rotating Equipment S e r v i c e
Change F i l t e r s
R e w i r e Hot Water Generator to
Motor C o n t r o l C e n t e r
Replace Relay at C o n t r o l Panel
S U B T O T A L : Mechanical a n d Plumbing
5,500
11,200
2,900
733,400
338,800
697,000
4.1
ELECTRICAL
New Main E l e c t r i c a l D i s t r i b u t i o n
New Emergency E l e c t r i c a l D i s t r i b u t i o n
New F i r e A l a r m S y s t e m
S U B T O T A L : Electrical
5.0
TOTAL:
3.1
4.0
6.1
6.2
180
1,200
600
24,500
1,769,200
Other Repairs
SUMMARY T O T A L :
Repairs
6.0
1,900
1,200
2,110,000
High P r i o r i t y
T O T A L : High Priority Repairs:
Urgent
TOTAL:
High P r i o r i t y R e p a i r s :
Other
SUMMARY T O T A L :
High P r i o r i t y
Repairs
980,500
2,110,000
3,090,500
�ENGINEERING SURVEY
Cost Estimating
Restoration of H i s t o r i c F i n i s h e s
t
*] ..0 MAIN H A L L
1. 1
2. 0
2. 1
3. 0
3. 1
4. 0
4. 1
5. 0
5,,1
6.,0
6 .1
7..0
7 .1
Architectural
Structural
Mechanical a n d Plumbing
Electrical
T O T A L : Main Hall
E A S T AND W E S T A L C O V E S
Architectural
Mechanical and Plumbing
Electrical
T O T A L : Alcoves
1,371,300
440,000
8,000
16,500
1,835,800
69,300
900
1,300
71,500
VESTIBULES
Architectural
Electrical
TOTAL:
Vestibules
178,500
140,300
BALCONIES
Architectural
Mechanical and Plumbing
Electrical
TOTAL:
Balconies
136,300
12,100
11,400
EAST HALL
Architectural
Mechanical and Plumbing
Electrical
T O T A L : E a s t Hall
568,500
2,200
2,200
WEST H A L L
Architectural
Electrical
T O T A L : West Hall
459,500
2,600
CONCESSION A R E A
Architectural
Electrical
T O T A L : Concession A r e a
156,300
2,900
318,800
159,800
572,900
462,100
159,200
* I n c l u d e s P . A . V . E . I n f i l l Restoration at 698,200
181
�8.0
8.1
9.0
9.1
MEN'S SMOKING ROOM C O M P L E X
Architectural
Mechanical and Plumbing
Electrical
TOTAL:
Men's Smoking Room Complex
195,100
13,300
900
WOMEN'S L O U N G E C O M P L E X
Architectural
Mechanical a n d Plumbing
Electrical
TOTAL:
Women's Lounge Complex
230,600
9,100
3,200
10.0 T H E A T R E S
Architectural
Mechanical and Plumbing
Electrical
10.1 T O T A L :
Theatres
297,000
5,800
12,700
11.0 P R E S I D E N T I A L S U I T E
Architectural
Electrical
11.1 T O T A L :
P r e s i d e n t i a l Suite
117,700
15,400
12.0 C O N C O U R S E
Architectural
Mechanical a n d Plumbing
Electrical
12.1 T O T A L :
Concourse
1,246,100
14,000
25,300
13.0 E X T E R I O R F A C A D E S
Architectural
Electrical
13.1 T O T A L :
E x t e r i o r Facades
2,511,900
140,400
14.0 S K Y L I G H T S
West Hall
Concourse
Miscellaneous
14.1 T O T A L :
Skylights
1,436,000
1,400,700
1,161,300
15.0 T O T A L :
182
Restoration of H i s t o r i c F i n i s h e s
209,300
242,900
315,500
133,100
1,285,400
2,652,300
3,998,000
12,416,600
�ENGINEERING SURVEY
Cost Estimating
Renovations to Make a B a s i c B u i l d i n g
1.0
1.1
2.0
2.1
3.0
3.1
4.0
4.1
5.0
5.1
6.0
6.1
7.0
7.1
D E M O L I T I O N B A S E M E N T AND U P P E R
FLOORS
Architectural
Mechanical a n d Plumbing
Electrical
T O T A L : Demolition
1,174,300
574,800
169,100
1,918,200
BASEMENT CONSTRUCTION
Architectural
Structural
Mechanical a n d Plumbing
Electrical
TOTAL:
Basement
785,400
104,800
3,518,100
216,700
F I R S T FLOOR CONSTRUCTION
Architectural
Mechanical a n d Plumbing
Electrical
T O T A L : F i r s t Floor
441,500
2,400,800
1,345,700
M E Z Z A N I N E (NON R E N T A B L E ) S E C O N D
AND T H I R D F L O O R S C O M B I N E D
CONSTRUCTION
Architectural
Mechanical a n d Plumbing
Electrical
T O T A L : M, 2 a n d 3 Floors
4,625,000
4,188,000
500,500
1,666,200
724,800
2,891,500
F O U R T H FLOOR WEST C O N S T R U C T I O N
Architectural
Mechanical and Plumbing
Electrical
T O T A L : F o u r t h Floor West
55,700
317,000
158,000
FOURTH FLOOR E A S T CONSTRUCTION
Architectural
Mechanical and Plumbing
Electrical
T O T A L : F o u r t h Floor E a s t
171,600
480,000
208,100
MEZZANINE ( R E N T A B L E ) ADD
Architectural
Mechanical a n d Plumbing
Electrical
T O T A L : Mezzanine A d d
9,900
112,000
21,500
530,700
859,700
143,400
183
�8.0
8.1
9.0
E L E V A T O R S 1 , 2 AND 3 - R E P L A C E M E N T
Architectural
372,900
Electrical
18,300
TOTAL:
Elevator
E L E V A T O R S 1 AND 2
A d d F o r F o u r t h Floor S e r v i c e
10.0 T O T A L :
391,200
31,000
Renovations to Make
Basic Building
GRAND
1.0
1.1
1.2
1.3
184
15,578,700
TOTAL
TOTAL:
High Priority Repairs
TOTAL:
Restoration of H i s t o r i c
Finishes
TOTAL:
Renovation to Make B a s i c
Building
GRAND T O T A L
3,090,500
12,416,600
15,578,700
31,085,800
�ENGINEERING SURVEY
Reference
References
DRAWING L O G
BOOK LOG
PERSONNEL LOG
��R e f e r e n c e Drawing L o g
Union Station Main B u i l d i n g - S t r u c t u r a l
D. H . Burnham & Co. Architects
A u g u s t 1 5 , 1903
WMATA West C l o s u r e Wall
H a r r y Weese & A s s o c .
November 1975
Union Station Concourse - S t r u c t u r a l
American B r i d g e C o .
J u n e 3 , 1904
G a l l e r y Connection to Metro
Seymour A u e r b a c h A r c h i t e c t s
Sverdrup & Parcel Engineers
December 16, 1975
Union Station
(Partial)
D. H . Burnham & Co. Architects
F e b r u a r y 1 , 1905
National V i s i t o r C e n t e r - E l e c t r i c a l
Ortlip-Foley
F e b r u a r y 26, 1976
Union Station R e v i s i o n s
(Partial)
D. H . Burnham & Co. Architects
1903-1907
Union Station E x i s t i n g
Plumbing ( P a r t i a l )
Sullivan Assoc.
March 1976
Project 2 & 3 - P a r k i n g Garage
Seymour A u e r b a c h A r c h i t e c t s
S v e r d r u p & Parcel Engineers
December 2 1 , 1973
A i r Conditioning and Heating Systems
Vosbeck, Vosbeck, K e n d r i c k , Redinger
September 1 1 , 1976
Project 1 - A l t e r a t i o n s to Union Station
Seymour A u e r b a c h A r c h i t e c t s
Sverdrup & Parcel Engineers
F e b r u a r y 28, 1975
B o r i n g Samples
Foundation T e s t S e r v i c e I n c .
March 18, 1975
Northwest Ramp
Seymour A u e r b a c h A r c h i t e c t s
Sverdrup & Parcel Engineers
A p r i l 1 5 , 1975
New R a i l r o a d Station - E a s t and West
Sections
Seymour A u e r b a c h A r c h i t e c t s
Sverdrup & Parcel Engineers
May 15, 1975
Southeast Ramp
Seymour A u e r b a c h A r c h i t e c t s
Sverdrup & Parcel Engineers
May 19, 1975
Mechanical
&
Relocation of V a u l t s 7 & 17
National P a r k S e r v i c e
October 1976
T h e National V i s i t o r C e n t e r
T h e Potomac Group A r c h i t e c t s
V a r i e d dates
C i t y Post Office C o n v e y o r B r i d g e
Restoration
McLeod F e r r a r a E n s i g n A r c h i t e c t s
A p r i l 15, 1977
&
E l e v a t o r s for National V i s i t o r C e n t e r
A r t h u r Beard Engineers
A u g u s t 18, 1978
Roof R e p a i r s Phase I
Vosbeck, Vosbeck, Kendrick,
J u n e 6, 1980
Redinger
Capitol Hill Steam Hookup
Vosbeck, Vosbeck, Kendrick,
F e b r u a r y 17, 1981
Redinger
185
�ENGINEERING SURVEY
E x i s t i n g Station P l a n s
Skidmore, Owings & M e r r i l l
May 18, 1981
Roof R e p a i r s Phase I I
Vosbeck, Vosbeck, K e n d r i c k , Redinger
December 9 , 1981
186
�Reference Book Log
Reports
Special S t u d y for the F R A T a s k
on Union Station
DeLeuw, Cather/Parsons
October, 1977
Force
National
Visitor
Center
Plan
with
Replacement
Station
Analysis
and
E v a l u a t i o n w i t h Associated C a p i t a l C o s t s
DeLeuw, Cather/Parsons
J a n u a r y 17, 1978
National
Visitor
Center
Parking
Structure Final Report Vol. I & I I
KCE Structural Eng.
September 24, 1979
National V i s i t o r C e n t e r Roof R e p a i r s
Project Manual
National P a r k S e r v i c e
J u l y 10, 1980
I n v i t a t i o n for B i d s
Elevators
for
the
Center
September 1 1 , 1978
National
R e p o r t of S u b s u r f a c e
Sverdrup & Parcel
1972
Geotechnical R e p o r t
and Esplanade
Sverdrup & Parcel
J u n e , 1975
Visitor
Southeast
Metallurgical I n v e s t i g a t i o n of
Beams
Value E n g i n e e r i n g L a b o r a t o r y
J u n e 24, 1974
Three
I
Roofing System S t u d y
National V i s i t o r C e n t e r
WKR
May, 1977
Steam Source S t u d y a n d H V A C System
Retrofit
WKR
J a n u a r y , 1978
S t r u c t u r a l F e a s i b i l i t y Studies and
C o n s t r u c t i o n C o s t Estimate for
Completion of V a r i o u s Elements
National V i s i t o r C e n t e r
WKR
September, 1978
Roof R e p a i r s S t u d y
National V i s i t o r C e n t e r
WKR
November, 1979
Investigation
-
Union Station - A n Assessment of
Commercial Development Opportunities
Urban Land Institute
Ramp
Structural Feasibility Study and
s t r u c t i o n Cost Estimate
S v e r d r u p & P a r c e l and A s s o c .
September, 1978
Con-
Project Manual Southwest B u s
Repairs
S v e r d r u p & P a r c e l and A s s o c .
September, 1980
Ramp
Roof R e p a i r s S t u d y Supplement
WKR
M a r c h , 1980
Supplement to Steam Source S t u d y
WKR
May, 1980
I n v i t a t i o n for B i d s
Capitol Hill Steam Hook-Up
M a r c h , 1981
187
�ENGINEERING SURVEY
Books
Roof R e p a i r s Phase I I
National V i s i t o r C e n t e r
75% Submission
WKR
R a i l r o a d Stations
Meeks, C a r r o l l
1964
A u g u s t , 1981
Codes
American National S t a n d a r d s p e c i f i c a tions for making b u i l d i n g s a n d facilities
accessible to and usable b y p y s i c a l l y
handicapped people
A N S I A 1 1 7 . 1 - 1980
Model
Plumbing
Metropolitan A r e a
September, 1971
Code
for
The
Washington, D . C . Gas Code
October, 1973
Washington, D . C . B u i l d i n g Code
1902
Washington, D . C . B u i l d i n g Code
1906
Washington, D . C . B u i l d i n g Code
October, 1981
Washington, D . C . E l e c t r i c a l Code
J a n u a r y , 1981
Washington, D . C . Zoning Regulations
December, 1981
Washington, D . C . F i r e Code
F e b r u a r y , 1982
Washington, D . C . Plumbing Code
M a r c h , 1982
188
C o n s t r u c t i o n H i s t o r y of Union Station
O l s z e w s k i , George
1970
�r~
Reference Personnel L o g
Washington Metropolitan
Authority
C a r o l A . Sygmond
Capitol Power Plant
L a w r e n c e R . Stoffel
Area
Transit
District
of
Columbia Department
of
Housing and Community
Development
B u i l d i n g and Zoning
Robert L e l a n d
S t e w a r t Monroe
District
of
Columbia
Transportation
Gary B u r c h
Department
of
D i s t r i c t of Columbia Office of E n v i r o n mental P l a n n i n g and Management
Clifton C o l l i n s
C a l v i n Thomas
Federal Railroad Administration
J e f f Godwin
Felton Jones
Hanan K i v e t t
E d w a r d P . Manion
C h a r l e s Middlebrook
National P a r k S e r v i c e
Benjamin H . B i d e r m a n
Howard Glifort
Ray Johanningsmeir
Malcolm Wilber
National V i s i t o r C e n t e r
Delbert Ennis
Sverdrup
&
Parcel
Engineers
Ronald E . Heil
George J . Thomas
Vosbeck Vosbeck Kendrick
Fred Kuntz
Consulting
Redinger
Washington T e r m i n a l C o .
Robert A . Herman
Kenneth L . Kulick
Lawrence A. Phillips
189
����
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Title
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Engineering survey of Union Station
Subject
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Union Station (Washington, D.C.)
Engineering--Surveys
Description
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Prepared for the Federal Railroad Administration.
In addition to a <a href="https://ddotlibrary.omeka.net/files/show/6046" target="_blank" rel="noopener" title="Engineering survey of Union Station : Summary">summary</a>, the <em>Engineering survey of Union Station </em>also contains <a href="https://ddotlibrary.omeka.net/files/show/6102" target="_blank" rel="noopener" title="Appendix A : investigative report">Appendix A : investigative report</a> and <a href="https://ddotlibrary.omeka.net/files/show/6101" target="_blank" rel="noopener" title="Appendix B : structural and cost calculations">Appendix B : structural and cost calculations</a>.
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Ewing, Cole, Cherry, & Parsky
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June 7, 1982
Revised August 12, 1982
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United States. Department of Transportation
United States. Federal Railroad Administration
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Text
SUMMARY
ENGINEERING SURVEY
OF UNION STATION WASHINGTON D.C.
For T h e F e d e r a l R a i l r o a d Administration
Department of T r a n s p o r t a t i o n
EWING COLE CHERRY PARSKY
ARCHITECTS
UNION S T A T I O N
ENGINEERS PLANNERS
��SUMMARY
ENGINEERING SURVEY
UNION S T A T I O N
WASHINGTON, D . C .
FEDERAL RAILROAD ADMINISTRATION
U . S . D E P A R T M E N T OF
TRANSPORTATION
C O N T R A C T NO. DTFR53-82-C—00265
JUNE 7, 1982
R E V I S E D A U G U S T 12, 1982
EWING C O L E C H E R R Y P A R S K Y
FEDERAL R E S E R V E BANK BUILDING
100 N. 6TH S T R E E T
P H I L A D E L P H I A , P E N N S Y L V A N I A 19106
- 20003
UL
��ENGINEERING SURVEY
Summary
Introduction
The Union Station Redevelopment Act
of 1981 ( P . L . 97-125, 95 Stat. 1667,
Dec. 29, 1981) required the Secretary
of Transportation to c a r r y out an
engineering s u r v e y of Union Station in
Washington, D . C . The s u r v e y was to
determine those actions necessary or
desirable to preserve the
long-term
s t r u c t u r a l integrity
of the Historic
Union
Station B u i l d i n g , to provide
functional
utility
systems
for
and
restore r a i l passenger handling functions
to the Historic B u i l d i n g , and to make
detailed estimates of the costs of such
rehabilitation.
A s u r v e y team from the firm of Ewing
Cole C h e r r y
P a r s k y has completed
such a s u r v e y of Union Station, under
contract
to
the
Federal
Railroad
Administration ( F R A ) , and this report
constitutes the r e s u l t s of the team's
efforts.
View of Carriage Porch looking from southwest
Room on Third Floor. Note water damage
on floor and ceiling.
1
�Condition of the Building
Background And Assumptions
The
S u r v e y Team's most
important
conclusion is that the Historic Union
Station Building is basically s t r u c t u r a l l y
sound at the present time. However,
the S u r v e y Team has found that there
are a number of s t r u c t u r a l problems at
specific locations which generate serious
concern about safety in the f u t u r e ,
unless action is quickly taken to halt
and repair the deterioration which has
occurred over an extended period of
time.
T h i s report is intended to be a baseline
reference
document,
with a limited
scope and purpose.
I n order
to
develop a scope of work for the rehabilitation of Union Station and to estimate
the costs of that work, the S u r v e y
Team had to operate on the basis of
certain assumptions. These assumptions
are extremely important to a correct
understanding of what this report is
and is not, and how the conclusions i n
this
report
should
be
interpreted
(especially in comparison with previous
studies of Union Station) by both
public
sector planners and
private
sector developers.
I n the opinion of the S u r v e y Team,
based on the present condition of the
s t r u c t u r e of the building, the rate of
deterioration is rapidly i n c r e a s i n g , and
w i l l , within the relatively near f u t u r e ,
render
unsafe
specific
structural
elements noted in the report.
I n addition, the exterior and interior
finishes of the building have been
found to have suffered greatly from
water damage, the mechanical systems
are i n a state of advanced d i s r e p a i r ,
and the electrical system needs to be
completely replaced.
I t is the S u r v e y Team's opinion that
all of the Building's deficiencies are
reparable.
The S u r v e y Team believes
that
the
program
of
rehabilitation
recommended in this report would make
Union Station safe and usable for many
y e a r s to come, providing that sufficient
action is taken within a reasonable time
to halt f u r t h e r erosion of those s t r u c t u r a l elements found to be marginal.
2
Redevelopment Decisions Excluded
F i r s t it should be understood that this
report contains no findings, conclusions,
or opinions regarding the redevelopment
of Union Station. Although the S u r v e y
Team hopes its report will prove a
creditable f i r s t step toward that end,
it necessarily stops short of making
any assumptions or drawing any conclusions as to the ultimate reconfiguration
of Union Station to accommodate any
particular mix of transportation and
commercial u s e s .
Any such assumptions would have been
premature
to
consider
during
the
Engineering
Survey.
FRA
recently
engaged a development consultant to
c a r r y out the planning and market
feasibility study required by the Union
Station Redevelopment A c t . To a large
extent that consultant's planning effort
could not
go forward without
the
benefit of the Engineering
Survey;
similarly, the scope of the Engineering
S u r v e y could not include a final estimate
�ENGINEERING SURVEY
Summary
Deterioration on East Central Roof
of the costs of redeveloping
Union
Station for r a i l and commercial uses
unless
and
until
the
development
consultant provided the S u r v e y Team
with realistic development concepts to
work w i t h .
Consequently, this report includes no
discussion of restoring r a i l facilities to
the Historic B u i l d i n g .
The S u r v e y
Team h a s , however, compiled a great
deal of data that can be used to generate recommendations
and estimates
for improving r a i l facilities.
Although
not within the scope of this report, the
S u r v e y Team is prepared to c a r r y out
such
follow-on
estimating work in
conjunction
with F R A ' s development
planning.
Scope Limited to Historic Building
The report is limited in scope to the
Historic Union Station Building only.
T h e r e a r e , of course, several other
s t r u c t u r e s in the Union Station complex
that lie outside the Historic B u i l d i n g :
the incomplete p a r k i n g garage (which
includes an operating bus deck and
the replacement railroad s t a t i o n ) , ramps
s e r v i n g the bus deck, an incomplete
southeast ramp, and an
incomplete
esplanade roadway.
These s t r u c t u r e s
are being s u r v e y e d separately under
the auspices of the D i s t r i c t of Columbia
Department of Transportation ( D C D O T ) .
As provided
in the Union Station
Redevelopment Act and a subsequent
agreement between DCDOT and U S D O T ,
the completion of these other s t r u c t u r e s
is D C D O T ' s responsibility. The S u r v e y
Team and D C D O T ' s consultant ( S v e r d r u p
& Parcel)
agreed upon a working
division of labor under which S v e r d r u p
&
Parcel
took
responsibility
for
s u r v e y i n g everything outside the walls
and foundations of the Historic B u i l d i n g .
Roof Repairs Outside Scope
T h e condition of the roof ( o r , more
accurately, roofs) of Union Station is
similarly outside the scope of this
report.
The Union Station Redevelopment Act assigns responsibility for
roof and exterior
drainage
system
repair to the National P a r k S e r v i c e .
The S u r v e y Team has examined contract
documents for a comprehensive roof
repair project prepared by W K R , I n c .
for the P a r k S e r v i c e . I n the opinion
of the S u r v e y Team, the implementation
of W K R ' s design would
adequately
rehabilitate
the roof and
drainage
systems. The S u r v e y Team considers
these roof repairs to be of v e r y high
priority in a program of rehabilitation
of Union Station, and since the contract
documents are r e a d y , this work should
be undertaken without delay.
As of
this w r i t i n g , the P a r k Service has
taken no procurement action on this
w o r k , but such action is expected.
3
�Rehabilitation Defined
This
report
estimates the cost of
"rehabilitating"
the
Historic
Union
Station B u i l d i n g .
B y this we mean
making a "basic b u i l d i n g " or a usable
shell that is i n compliance with c u r r e n t
building code s t a n d a r d s , with fully
rehabilitated mechanical and electrical
systems, and with primary facades,
f i n i s h e s , and other significant historical
features restored.
( T h e s e work items
are described more fully below.)
The
"basic
building"
rehabilitation
program does not include any work
needed to accommodate any particular
transportation or commercial purpose.
I t is development-neutral: and r e p r e sents what needs to be done to the
building regardless of any decision
that may be made as to r a i l and
commercial development or any other
use.
The
rehabilitation
program
recommended i n this report could be
phased separately, or it could be
c a r r i e d out at the same time as a full
redevelopment
project.
The
cost
estimates i n this report,
however,
stand independently; the work necess a r y to make any particular development
scheme tenant-ready would have to
include the elements of the "basic
building" rehabilitation program.
(As
noted above, cost estimates for such
additional work are intended to be
generated i n conjunction with F R A ' s
separate planning and market feasibility
study.)
Estimating Methodology
Construction cost estimates were made
by the S u r v e y Team i n June 1982
dollars.
C u r r e n t - d o l l a r values were
used so that the estimates contained i n
this report would be as accurate as
4
possible with respect to the scope of
work involved, and the S u r v e y Team
is
reasonably
confident
of
these
estimates.
Of course, if and when a
rehabilitation project is actually u n d e r taken, it will not be paid for in June
1982 dollars. An estimate of the total
project
cost
for
the
recommended
rehabilitation program would have to
include, in addition to the S u r v e y
Team's estimates, a cost escalation
factor, a project duration assumption,
and estimates of indirect costs.
Since the course of any Union Station
redevelopment project
that may be
carried out is not yet known, and
precise measurement of the direction of
the national economy over the next
five y e a r s is also difficult, it would
have been impossible for the S u r v e y
Team to estimate escalated costs with
any a c c u r a c y .
T h e team is acutely
aware of the part faulty estimating
played i n the unfortunate history of
the National Visitor Center project.
Nevertheless, for the sake of perspective, F R A has requested that this
report provide an idea of what the
actual rehabilitation construction and
other project costs might be.
The
report therefore shows a calculated
total-project
cost estimate for each
major category of w o r k , in addition to
the c u r r e n t dollar construction cost
estimate.
The total-project estimate is a product
of the basic construction cost estimate
multiplied by
two factors:
(1) a
construction cost escalator, and ( 2 ) a
"soft" cost factor to account for project
administration, professional s e r v i c e s ,
such
as
design
and
construction
management.
�ENGINEERING SURVEY
Summary
T h e S u r v e y Team has chosen to use
31.5% as the construction cost escalation
factor. T h i s factor was a r r i v e d at by
assuming a projected
8.14% annual
construction
cost
escalation
rate
(derived from the Engineering News
Record B u i l d i n g Cost I n d e x ) over the
duration of the basic building project.
Assumed project timing is relatively
conservative. Specifically, it is assumed
that a developer initiates the design
process i n June 1983, starts c o n s t r u c tion
in
mid-1984,
and
completes
construction i n mid-1987. T h e mid-point
of construction would be approximately
J a n u a r y 1986 under this assumption.
Accordingly,
the
construction
cost
estimates are escalated from mid-1982
dollars by 3-1/2 y e a r s ( J u n e 1982 to
J a n u a r y 1986) at the annual escalation
rate of 8.14%, leading to an overall
escalation factor of 31.5%.
Additionally, the S u r v e y Team has
applied a 30% factor to the escalated
construction cost estimate to cover the
various "soft" costs that would be
i n c u r r e d such as design, project and
construction management,
and other
overhead costs, but excluding finance
costs.
Financing costs during the
construction period
have not been
estimated i n view of their unpredictable
nature at this time.
As noted above, these factors are used
solely for demonstration purposes, and
should not be interpreted as either a
S u r v e y Team opinion as to the operation
of the economy or an official Government
estimate.
These factors should be
closely scrutinized by anyone actually
planning a budget for the rehabilitation
of Union Station.
Financing Source Not Identified
Nothing in this report is intended to
suggest that any part of the work
should be the responsibility of any
funding
or investment source.
It
recommends a rehabilitation program
that is completely neutral as to how it
might be financed or who might c a r r y
it out.
�Scope of Work
I n determining the scope of work for
rehabilitating Union Station, the S u r v e y
Team has found it useful to group the
necessary work into three categories:
( 1 ) High P r i o r i t y R e p a i r s , ( 2 ) Restoration, and ( 3 ) Renovation. These categories have been defined to be mutually
e x c l u s i v e , so that the sum of the three
equals the total rehabilitation project.
(1)
High P r i o r i t y Repairs
I n this category have been grouped
those r e p a i r s necessary to protect the
building against f u r t h e r deterioration.
Some of these items of work a r e , in
the opinion of the S u r v e y Team, p a r t i c u l a r l y urgent in order to protect the
building from the threat of imminent
danger - danger that could arise at any
time. Recommended urgent r e p a i r s a r e :
o
o
o
o
o
o
o
o
o
o
o
6
Waterproof north Basement wall,
Repair Esplanade slab and utility
tunnel and s t r u c t u r a l connections,
Repair steel framing
connection
below
the
east
wall
of
the
Concourse,
Repair corbel above Main Hall,
Repair main framing beams at
Gymnasium and Storage
Room.
Reinforce steel in flat roof area,
Repair West and East T a n k Room
ceiling and roof framing,
C l e a n , paint and fireproof steel at
southeast pavilion roof framing,
Replace
the
interior
rainwater
conductor system,
Investigate
and
correct
cross
connection i n standpipe systems
at Siamese connection,
Replace batteries, r a c k , w i r i n g
and charger for c i r c u i t b r e a k e r s .
Replace indicating lamps,
Replace undervoltage relays and
rewire target c i r c u i t i n g for H . V .
breakers indicating t a r g e t s .
Deteriorated Corbel
View of East Hall looking west
�ENGINEERING SURVEY
Summary
o
Remove p a r k i n g garage substation
enclosure, provide new outdoor
enclosure.
Other
significant
elements
priority work include:
o
o
o
o
o
o
View of Concourse looking west
o
o
o
o
(2)
of
high
Provide
waterproofing
seals at
penetrations of Long-Haul T u n n e l .
Long-Haul
Tunnel:
Clean and
fireproof support steel.
Remove shores at north Basement
wall.
Clean
and
fireproof
steel
at
underside of F i r s t Floor,
Clean
and
fireproof
steel
at
underside of Concourse,
Repair floor c r a c k s in East Vault
Rooms.
Make certain mechanical r e p a i r s .
Install new fire alarm system.
Install new primary distribution
equipment,
I n s t a l l emergency generator and
distribution equipment.
Restoration
T h i s category consists primarily of work
elements that would r e s u l t in repair and
restoration of the exterior
facades,
interior wall f i n i s h e s , ceilings, floors,
windows, and s k y l i g h t s , and removal of
certain of the f i x t u r e s installed as part
of the National Visitor Center project.
The term "restoration" is used because
this category includes that work w h i c h ,
in the opinion of the S u r v e y Team,
would be necessary to restore the
architecturally and historically significant features of Union Station.
View of original Women's Toilet Room
looking south.
Burnham's
architecture
has
been
described as being essentially one of
ceilings and light, and the S u r v e y
Team has assumed that any rehabilitation
program for Union Station would choose
to preserve the unique features of
7
�Union
Station
that
involve
these
elements.
T h e S u r v e y Team has done
a great deal of r e s e a r c h to be as
sensitive as possible to Burnham's
original concepts and plans for Union
Station.
On the other h a n d , the S u r v e y Team
is aware that Union Station will not be
restored to its original function as
solely a t r a i n station. T h e team has
t r i e d to steer towards the goal of
historical accuracy while p r e s e r v i n g as
much as possible the building's potential
for adaptive r e u s e .
I n the S u r v e y
Team's opinion, there is ample opportunity to restore Burnham's a r c h i t e c t u r a l vocabulary i n the course of the
repair,
removal,
resurfacing,
and
restorative cleaning that needs to be
c a r r i e d out regardless of any s e n s i t i v i t y
to historical a c c u r a c y . E v e n Burnham's
own work included compromises between
form and function, appearance and
reality,
public spaces and
private
ones.
Balcony vault with deteriorated ceiling
plaster
T h e S u r v e y Team has developed the
following
working
guidelines
for
determining what kinds of historical
restoration can and should be accomplished as p a r t of the rehabilitation of
Union Station:
A P P E A R A N C E : Although the appearance
is important to Burnham's s t y l e , the
technical
means
of
achieving
that
appearance is not.
For example, the
c u r v e d v a u l t ceiling forms that appear
to be masonry construction from the
floor
are
actually plaster
ceilings
suspended from a steel t r u s s .
As
another example, the heroic statues
that appear to be carved stone are
actually made with cast metal covered
by a d u l l - f i n i s h cement. I t would not
be cost-effective, therefore, to recommend that (for
example)
skylights
8
Water damaged Men's Toilet Room
�ENGINEERING SURVEY
Summary
should be replaced with the same kind
of glazing materials used in 1907.
Such an approach would be extremely
expensive and not as effective ( i f the
ultimate appearance from the interior is
the same) as modern glazing technology.
The S u r v e y Team has therefore recommended that only historic appearances
be restored, not necessarily the original
materials, method of construction, or
elements not intended to be exposed to
public view.
Main Hall looking west
Glass roof over West Hall "Ticket
Lobby"
P U B L I C D I S P L A Y : As suggested above,
Burnham concentrated his attention on
spaces and facades intended for display
to the rail passengers for whom Union
Station served as the gateway to the
Nation's Capital.
Restoration efforts
should be directed the same way. I n
the
Survey
Team's opinion,
those
spaces include the Main Hall (originally
the main waiting room), the West Hall,
the East Hall (originally the main
dining room), the Lunchroom (remodeled
into two small theaters i n the National
Visitor
Center project),
the Men's
Smoking Room complex, the Women's
Lounge complex, a n d , of course, the
Concourse.
Also on the main floor,
the S u r v e y Team would include the
Presidential Suite, w h i c h , although not
a public space, was at least as
important to Burnham's design. F i n a l l y ,
the grand exterior stone facades and
the monumental a r c h i t e c t u r a l statement
the building makes on Columbus Plaza
should be included.
I t follows that the Second through
Fourth Floors, the Basement, the flat
roofs, and the hidden facades of the
building are not as critical from the
standpoint of historical restoration,
and i n the opinion of the S u r v e y Team
can be remodeled to meet commercial
demand (to accommodate modern air
9
�conditioning d u c t s , for example) without
impinging on Burnham's concepts.
The S u r v e y Team has made a judgment
that the Lunchroom and Men's and
Women's rooms should be considered
public spaces worthy of historic r e s t o r ation. These spaces are obviously not
as important as the great open spaces
of Union Station, however. A perfectly
valid argument
can be made,
for
example, that the lunchroom space is
best used to house two theaters, as i t
now does, or some similar adapted
function, and that restoration of the
original space is incompatible with a
proposed development scheme or otherwise
undesirable.
This
example
illustrates that the recommended scope
of work i n the Restoration category of
this report is somewhat susceptible to
differences of professional opinion.
Existing Theater
S P A C E R E S T O R E D : T h e restoration of
the appearance of public spaces does
not have to include the restoration of
the original functions of those spaces.
Since
this
report
is
by
intent
development-neutral,
no estimate has
been made of installing a n y , let alone
original, ticket windows, gates, lunch
counters, and the l i k e .
The category of Restoration in this
report includes removal of National
Visitor Center fit-up items that would
not likely be included in any redevelopment of the building. T h e S u r v e y
Team has assumed that the "Primary
Audio-Visual E x p e r i e n c e " i n the Main
Hall would be disassembled and covered
over,
that the theaters would be
dismantled (leaving the shell of the old
lunchroom), and that the Men's Smoking
Room and Women's Lounge
finishes
would
be
restored
(although
the
plumbing f i x t u r e s necessary for those
10
Ornamentation and window above
theater ceiling.
�ENGINEERING SURVEY
Summary
spaces are covered under the next
category, Renovation).
I t is assumed
that the enclosure of the Concourse,
including the new end facades, would
be retained.
(3)
Renovation
Included i n this category of work are
those items necessary to b r i n g the
Historic B u i l d i n g up to c u r r e n t building
code standards and otherwise to complete the rehabilitation of the building
so that it is ready for development.
Not included are tenant-ready improvements that depend on a particular
development program.
Significant elements of Renovation work
include:
o
o
o
o
o
o
o
o
o
o
o
o
o
Enclose and add stairways to meet
fire protection standards
Install
chilled and hot
water
plants
Install
new
incoming
domestic
water service system
Repair sanitary plumbing system
Install new fire protection s t a n d pipe system and pumps
Install new electrical distribution
panels and feeders
Install new air conditioning ductwork throughout
I n s t a l l energy management system
Replace existing elevators with
new traction-type elevators
Fireproof columns, ceilings, and
floors
Repair
Basement
slab
where
cracked
Install exhaust systems for electrical
and
mechanical
rooms
throughout
Construct four new public toilet
rooms
o
o
o
o
I n s t a l l new plumbing f i x t u r e s and
electric water coolers, with appropriate branch piping, as required
Install s p r i n k l e r system in B a s e ment
for
Storage
(parking)
occupancy
Repair floor drains and sump
pumps
Construct new Basement emergency
egress corridors
Where more than one technology is
available to satisfy renovation r e q u i r e ments, such as installation of h y d r a u l i c type elevators instead of traction-type,
the S u r v e y Team has recommended the
solution that the team believed to be
most cost-effective.
( T h e r e are also
certain items included in the estimated
work that could be considered highly
desirable options, such as the extension
of elevator service to the F o u r t h Floor
of the West Wing.)
The recommended Renovation scope of
work leaves the building's office space
without finished floors, ceilings, or
partitions, and without final electrical
and a i r conditioning distribution. As
noted p r e v i o u s l y , these "tenant-ready"
work items are dependent
on the
development concept p u r s u e d , and so
are left to be estimated i n conjunction
with the development concepts to be
proposed
by
FRA's
development
consultant.
Cost Estimate
The following table sets out a summary
of, f i r s t , the S u r v e y Team's estimates
of construction costs for the rehabilitation of the Historic Union Station
B u i l d i n g , a n d , second, estimates of
fully-loaded
project
costs
for
the
rehabilitation program
calculated as
discussed in the notes above.
11
�E S T I M A T E D C O S T OF R E P A I R I N G , R E S T O R I N G AND
R E N O V A T I N G T H E UNION S T A T I O N H I S T O R I C S T R U C T U R E
Mid-1982
Costs, Excluding
"Soft C o s t s " 1
Category
Costs Escalated to
Mid-Point Development
(Estimated To Be J a n u a r y
1986), including Estimated
"Soft C o s t s " 1
2
(1)
High Priority R e p a i r s :
Urgent:
Other:
$
980,500
2,110,000
3
(2)
Restoration:
(3)
Renovation:
4
TOTAL:
$ 3,090,500
$ 5,283,200
12,416,600
21,226,200
15,578,700
26,631,800
$31,085,800
$53,141,200
"Soft C o s t s " :
A r c h i t e c t u r a l and engineering design, management
construction, fees, permits, etc. — but excluding financing costs.
during
2
As defined on pages 6 and 7.
3
As defined on pages 7 and 8.
4
As defined on page 1 1 .
NOTE:
Costs refer to "rehabilitation" -- making a usable "basic building" (see
page 4) -- but do not include any costs of redevelopment or tenant finishes (see
page 4 ) . Costs exclude repair of the roof and drainage system, which are to be
accomplished by the National P a r k Service (see page 3 ) .
Costs relate to the
Historic Union Station S t r u c t u r e only (see page 2 ) , but not to the garage or the
Amtrak Station.
12
�ENGINEERING SURVEY
Summary
Drawings
�������������r
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APPENDIX A
ENGINEERING SURVEY
INVESTIGATIVE
REPORT
EWING C O L E CHERRY RARSK?
OF UNION STATION WASHINGTON D.C.
For The Federal Railroad Administration
Department Of Transportation
ARCHITECTS
Union Statiom
ENGINEERS
PLANNERS
��APPENDIX A
INVESTIGATIVE REPORT
E N G I N E E R I N G AND
ARCHITECTURAL SURVEY
UNION S T A T I O N
WASHINGTON, D . C .
FEDERAL RAILROAD ADMINISTRATION
U . S . D E P A R T M E N T OF
TRANSPORTATION
CONTRACT
NO.
DTFR53-82-C—00265
A P R I L 16, 1982
R E V I S E D A U G U S T 12, 1982
EWING C O L E C H E R R Y P A R S K Y
F E D E R A L R E S E R V E BANK BUILDING
100 N. 6 T H S T R E E T
P H I L A D E L P H I A , P E N N S Y L V A N I A 19106
�Summary
E x e c u t i v e Summary
Reference Drawing Log
Reference Book Log
Architectural
RAILROAD INTERIORS
Summary
Main Hall (125A)
E a s t Hall (137A)
T i c k e t Offices ( 1 2 0 C - E )
Presidential Reception Room (138)
Concourse (100)
Baggage Room (102-118)
L u n c h Room (127 & 128)
Northeast C o r n e r of Main Hall
(126A, B , & C )
Northwest C o r n e r of Main Hall (119)
Main Hall Vestibules ( 1 2 5 B - F ,
125H-K)
Main Hall Alcoves (125G & 125L)
Main Hall Balconies (223A)
West Hall (120A)
Men's Toilet Room (124A) and
Lounge ( 1 2 4 B )
Original Women's Toilet Room (135A)
Women's Lounge ( 1 3 6 B ) and
Toilet Room (136A)
EXTERIOR SURVEY
E a s t Elevation
South Elevation
West Elevation
West Elevation of the Concourse
North Elevation of the Concourse
E a s t Elevation of the Concourse
UPPER FLOORS
Summary
Windows
Doors, Frames and Hardware
F l o o r s , Ceilings and Walls
Stairs
Elevators
Fireproofing
Skylights
Structural
SUMMARY
Item S B - 1
SB-2
SB-3
SB-4
SB-5
SB-6
Sl-1
Sl-2
Sl-3
Sl-4
Sl-5
51-6
52- 1
53- 1
53-2
54- 1
S4-2
S4-3
SR-1
SR-2
SR-3
SR-4
SR-5
Mechanical
SUMMARY
HEATING SYSTEM
High P r e s s u r e Steam
Distribution System
Steam P r e s s u r e Reducing
Stations
2
�Mechanical
SUMMARY
HEATING SYSTEM
High P r e s s u r e Steam
Distribution System
Steam P r e s s u r e Reducing
Stations
Low P r e s s u r e Steam
and Condensate R e t u r n
Piping System
VENTILATING SYSTEM
A I R CONDITIONING S Y S T E M
Plumbing
SUMMARY
UTILITIES
Sanitary and Storm Sewers
Domestic Water
RAINWATER S Y S T E M
SANITARY PIPING SYSTEM
DOMESTIC WATER S Y S T E M
Piping System
Hot Water Generators
Water Storage T a n k s
FIRE PROTECTION
Siamese Connections
Wet Standpipes
S p r i n k l e r System
Fire Extinguishers
PLUMBING F I X T U R E S
Electrical
SUMMARY
INCOMING S E R V I C E
ELECTRICAL DISTRIBUTION
SUBSTATIONS
SECONDARY D I S T R I B U T I O N
VAULT E B - S 1
EB-1
EB-2
EB-2A
EB-3
EB-4
EB-5
EB-6
EB-7-17
EB-8
EB-9
EB-10
EB-18
�4
�INVESTIGATIVE REPORT
Summary
Congress,
on
December 29,
1981,
authorized an engineering s u r v e y of
Union Station, Washington, D . C .
T h e purpose of the s u r v e y is to
determine the present condition of the
structure,
mechanical
systems,
plumbing,
electrical equipment,
and
historic architectural finishes of Union
Station; to determine what action is
necessary to preserve the integrity of
the building; and to estimate the cost
required to r e t u r n the Historic Building
to a condition where it is ready for
development.
T h e scope of the investigative
phase of the s u r v e y includes:
o
o
o
o
o
o
Architectural:
No
irreparable
damage has been discovered to
date,
although
serious
water
damage has occurred to absorbent
finishes,
such as plaster and
wood, p a r t i c u l a r l y on the F o u r t h
Floor.
o
Structural:
Concerns
about
possible movement of foundation
systems can be laid to r e s t and
there appears to be no s t r u c t u r a l
item
that
needs
attention
to
prevent imminent failure.
However, problems do e x i s t which will
require attention, and these will
be investigated f u r t h e r . R u s t i n g
due to rainwater leakage is a
major
contributor to s t r u c t u r a l
problems.
o
Mechanical: with the exception of
some major pieces of equipment
and new steam s e r v i c e , the H V A C
systems are not reusable and
should be replaced: for the most
p a r t , plumbing systems should be
replaced as well.
o
Electrical:
Secondary
equipment
should be removed and a new
distribution
system,
compatible
with contemporary needs, should
be provided.
report
T a s k 1 : Assembly of documents
T a s k 2: Initial s t r u c t u r a l s u r v e y
T a s k 3: Initial utility s u r v e y
T a s k 4: Railroad station interiors
survey
T a s k 5:
Preparation of I n v e s t i gative Report
T h e investigative report become an
appendix to the final report of the
Engineering S u r v e y .
A v i s u a l s u r v e y has been made of
Union Station during this f i r s t phase,
noting areas where damage or problems
e x i s t , and locating areas in which
further
investigation
beyond
visual
inspection is necessary.
For each
system or problem a r e a , recommendations have been made for what tests or
investigations are necessary to conduct
during the second phase of the s t u d y .
Initial findings, dependent upon f u r t h e r
detailed s u r v e y and testing, indicate
the following:
5
�6
�INVESTIGATIVE REPORT
Summary
Reference Drawing Log
Union Station Concourse - S t r u c t u r a l
American Bridge Co.
June 3 , 1904
Union Station
(Partial)
D. H . Burnham & Co. Architects
F e b r u a r y 1 , 1905
Gallery Connection to Metro
Seymour Auerbach Architects
S v e r d r u p & Parcel Engineers
December 16, 1975
National Visitor Center - Electrical
Ortlip-Foley
F e b r u a r y 26, 1976
Project 2 & 3 - P a r k i n g Garage
Seymour Auerbach Architects
S v e r d r u p & Parcel Engineers
December 2 1 , 1973
Union Station E x i s t i n g
Plumbing ( P a r t i a l )
Sullivan Assoc.
March 1976
Project 1 - Alterations to Union Station
Seymour Auerbach Architects
S v e r d r u p & Parcel Engineers
F e b r u a r y 28, 1975
A i r Conditioning and Heating Systems
Vosbeck, Vosbeck, K e n d r i c k , Redinger
September 1 1 , 1976
Boring Samples
Foundation T e s t Service I n c .
March 18, 1975
Northwest Ramp
Seymour Auerbach Architects
S v e r d r u p & Parcel Engineers
A p r i l 15, 1975
New Railroad Station - East and West
Sections
Seymour Auerbach Architects
S v e r d r u p & Parcel Engineers
May 15, 1975
Mechanical
&
Relocation of Vaults 7 & 17
National P a r k Service
October 1976
The National Visitor Center
The Potomac Group Architects
Varied dates
City Post Office Conveyor Bridge &
Restoration
McLeod F e r r a r a E n s i g n Architects
A p r i l 15, 1977
Elevators for National Visitor Center
A r t h u r B e a r d Engineers
August 18, 1978 "
Southeast Ramp
Seymour Auerbach Architects
S v e r d r u p & Parcel Engineers
May 19, 1975
Roof Repairs Phase I
Vosbeck, Vosbeck, K e n d r i c k , Redinger
June 6, 1980
WMATA West Closure Wall
H a r r y Weese & Assoc.
November 1975
Capitol Hill Steam Hookup
Vosbeck, Vosbeck, K e n d r i c k , Redinger
F e b r u a r y 17, 1981
Roof Repairs Phase I I
Vosbeck, Vosbeck, K e n d r i c k , Redinger
December 9, 1981
E x i s t i n g Station Plans
Skidmore, Owenings, & Merrel
May 18, 1981
7
�Reference Book Log
Reports
Washington Union Station
Deleux, Cather/Parsons
October, 1977
Union Station - An Assessment of
Commercial Development Opportunities
Urban L a n d Institute
National
V i s i t o r s Center
Plan with
Replacement
Station
Analysis
and
Evaluation
with
Associated
Capital
Costs
Deleux, Cather/Parsons
J a n u a r y 17, 1978
National V i s i t o r s Center P a r k i n g
S t r u c t u r e Final Report V o l . I & I I
KCE Structural Eng.
September 24, 1979
National Visitor Center
Project Manual
National P a r k Service
J u l y 10, 1980
Invitation for B i d s
Elevators
for
the
Center
September 1 1 , 1978
Roof
Repairs
National
Visitor
Three
Roofing System Study
National Visitor Center
WKR
May, 1977
Steam Source Study and H V A C System
Retrofit
WKR
J a n u a r y , 1978
S t r u c t u r a l Feasibility Studies and
Construction Cost Estimate for
Completion of Various Elements
National Visitor Center
WKR
September, 1978
Roof Repairs Study
National Visitor Center
WKR
November, 1979
Report of Subsurface Investigation
S v e r d r u p & Parcel
1972
Geotechnical Report - Southeast
and Esplanade
S v e r d r u p & Parcel
J u n e , 1975
Ramp
Structural
Feasibility
Study
Construction Cost Estimate
S v e r d r u p & Parcel and Assoc.
September, 1978
and
Project Manual Southwest B u s
Repairs
S v e r d r u p & Parcel and Assoc.
September, 1980
Ramp
8
Metallurgical Investigation of
Beams
Value Engineering Laboratory
June 24, 1974
Roof Repairs Study Supplement
WKR
March, 1980
Supplement to Steam Source Study
WKR
May, 1980
Invitation for B i d s
Capitol Hill Steam Hook-Up
March, 1981
I
�INVESTIGATIVE REPORT
Summary
Roof Repairs Phase I I
National Visitor Center
75% Submission
WKR
A u g u s t , 1981
Codes
Model Plumbing Code for
T h e Metropolitan A r e a
September, 1971
Washington, D . C . Gas Code
October, 1973
Washington, D . C . Building Code
October, 1981
Washington, D . C . Electrical Code
J a n u a r y , 1981
Washington, D . C . Zoning Regulations
December, 1981
Washington, D . C . F i r e Code
F e b r u a r y , 1982
Washington, D . C . Plumbing Code
March, 1982
Books
Railroad Stations
Meeks, C a r r o l l
1964
Construction History of Union Station
Olszewski, George
1970
9
�10
�INVESTIGATIVE REPORT
Architectural
RAILROAD INTERIORS
Summary •
Main Hall (125A)
East Hall (137A)
T i c k e t Offices ( 1 2 0 C - E )
Presidential Reception Room (138)
Concourse (100)
Baggage Room (102-118)
L u n c h Room (127 & 128)
Northeast Corner of Main Hall
(126A, B , & C )
Northwest Corner of Main Hall (119)
Main Hall Vestibules ( 1 2 5 B - F ,
125H-K)
Main Hall Alcoves (125G & 125L)
Main Hall Balconies (223A)
West Hall (120A)
Men's Toilet Room (124A) and
Lounge (124B)
Original Women's Toilet Room (135A)
Women's Lounge (136B) and
Toilet Room (136A)
EXTERIOR SURVEY
East Elevation
South Elevation
West Elevation
West Elevation of the Concourse
North Elevation of the Concourse
East Elevation of the Concourse
UPPER F L O O R S
Summary
Windows
Doors, Frames and Hardware
Floors, Ceilings and Walls
Stairs
Elevators
Fireproofing
Skylights
11
�12
�INVESTIGATIVE REPORT
Architectural
Railroad Interiors
SUMMARY:
The
historic areas
of
Union Station, retain many of the
characteristics that marked the original
station.
The following description of
the physical condition of these historic
interiors was made from observations
in the station building.
While many
spaces are in good physical condition,
others have suffered from neglect or
renovations in a different architectural
style.
There
are
several
general
comments which can be made regarding
these a r e a s :
o
All
interior
granite
require cleaning.
surfaces
o
A l l painted surfaces require study
in a systematic way to determine
the original color scheme.
o
The elaborate system of s k y l i g h t i n g
which was an integral p a r t of the
original
design
of
the
Union
Station should be studied in detail
and considered for restoration.
o
The original design of all elements
such as ticket s c r e e n s , baggage
counters, wood doors and the
like,
will be
determined
from
original documents.
o
Most glass p a r t s of original light
f i x t u r e s will need to be restored.
o
Most important, all s t r u c t u r a l and
mechanical
renovations
will
be
examined with an awareness of
the impact this r e f u r b i s h i n g can
have on those areas of the station
worthy of restoration.
Main Hall (125A)
ORIGINAL
FUNCTION:
This
functioned as the Main Waiting
for Union Station
space
Room
N . V . C . : D u r i n g the use of the Historic
Building by the N . V . C , the Waiting
Room became the Main Audio/ Visual
display hall with a large screen for the
projection of multiple images of the
historic sites of Washington. T h i s hall
became the focal point for the a r r i v i n g
tourists.
ORIGINAL
CONSTRUCTION:
The
original granite columns, p i e r s , b a l cony, plaster walls and plaster b a r r e l
vaulted
and
coffered
ceiling
were
retained and restored in the N . V . C .
renovations.
The floor of the main
hall was altered during the N . V . C .
construction. A large hole was cut i n
the center of the hall floor and the
P.A.V.E.
(Primary
Audio-Visual
Ex p e ri e n c e )
Sunken
Theater,
with
access ramps, s t a i r s and escalators,
was located in this a r e a , extending to
the basement level of the station. The
large clerestory window located on the
east wall of the hall appears to be in
good condition.
T h e r e is no evidence
of broken glass visible from the floor.
V I S U A L S U R V E Y : The single greatest
change in the Main Hall from the
original railroad station design is the
large opening in the floor, which was
made to accommodate the installation of
the P . A . V . E . Sunken T h e a t e r .
In
addition,
the
original
granite
d r i n k i n g fountains, still existing on
the south w a l l , have been removed
from the north wall and replaced with
handicapped accessible d r i n k i n g fountains. Also on the north w a l l , all of
13
�the vestibule doors have been removed.
On the east wall, two of the three
entry doors to the original Dining
Room have been replaced with plate
glass windows. Two granite pilasters
on this east wall are damaged at their
base.
A l l of the granite is water
stained and should be cleaned. Modern
lighting can be seen along the balcony
level, from the floor of the main h a l l .
F U R T H E R I N V E S T I G A T I O N : Although
there is no evidence of deterioration
from the floor, the suspension system
of the hung ceiling in the i n t e r s t i t i a l
space above the b a r r e l vault and below
the roof will be examined to determine
its s t a b i l i t y .
A portion of the carpeting will be
removed to determine the original floor
finish.
T h e original Burnham Drawing No. 23
shows d r i n k i n g fountains on the east
wall.
Their
existence
will
be
researched.
East Hall (137A)
O R I G I N A L F U N C T I O N : Dining Room
N.V.C.
Store.
FUNCTION:
National
Book
ORIGINAL
CONSTRUCTION:
The
original Dining Room construction, with
plaster columns and w a l l s , and a
plaster beam and s k y l i g h t ceiling, was
not substantially altered by the N . V . C .
renovations. T h e paired columns still
retain
their
scagliola
(marbleized)
finish,
and the decorative
plaster
moldings at the cornice and ceiling are
in v e r y good condition.
With the
exception of the d r y w a l l partitions
14
which i n - f i l l the alcoves, the walls of
the
Dining
Room
with
clerestory
windows remain as they were originally
constructed.
T h e ceiling, with an
ornate s k y l i g h t appears to be i n e x c e l lent condition.
No broken glass is
visible from the floor of the Dining
Room.
T h e original floor construction of the
Dining Room has yet to be determined
since it has been carpeted over and
has raised platform areas for the book
counters.
V I S U A L S U R V E Y : T h e ceiling, which
is i n v e r y good condition, does show
some signs of water damage on about
5% of the eastern side.
The walls of the Dining Room are in
good condition; however, there are
several items of damage or change.
On the north w a l l , as well as on the
south, the dining alcoves have been
filled i n with drywall partitions. One
of the clerestory windows on the north
elevation has broken glass and about
15 s q . f t . of water-damaged plaster
surrounding i t . T h e r e is also about
50 s q . f t . of water damaged plaster on
the eastern end of the north w a l l ;
however, no decorative plaster moldings
are involved.
Some damage has occurred on the
eastern w a l l , to the decorative plaster
molding
surrounding the door.
In
addition to this damage, there is about
200 s q . f t . of water damaged plaster
on one of the soffits and at the level
of the clerestory over the exit door.
About 100 linear feet of simple decorative molding is involved.
�INVESTIGATIVE REPORT
Architectural
The south wall contains water-damaged
plaster around each of the clerestory
windows and on the soffits
under
them.
The west wall exhibits the most serious
damage to the decorative plaster work.
The moldings around the north and
south entry doors were removed d u r i n g
the N . V . C .
renovations,
converting
the Dining Room space to the National
Bookstore.
While these moldings and
entablature have been removed from
those doorways, they still exist around
the central doorway, which could be
used for reference in their r e c o n s t r u c tion. T h e r e is also some water damaged
plaster over this western exit door.
Surface
mounted
down-lighting
has
been installed on both the ceiling and
along the cornice on the walls. T h i s
lighting is visible from the floor.
F U R T H E R I N V E S T I G A T I O N : Both the
internal and the external s k y l i g h t s will
be examined to determine the condition
of
the suspension system and for
watertightness.
A
portion
of
the
carpeting will be removed from the
floor to determine the condition of the
original floor finishes.
T i c k e t Offices (120 C - E )
O R I G I N A L F U N C T I O N : I n the original
Station, this area served for the sale
of t i c k e t s .
N.V.C.
FUNCTION:
Vending stalls
were installed in this area during the
N . V . C . renovations.
ORIGINAL
CONSTRUCTION:
The
original plaster walls with their decorative plaster moldings, the sheet metal
and glass s k y l i g h t s and the original
floor finish have all been covered with
drywall on the walls and ceiling, and
carpeting on the floor. The ceiling in
this area was lowered to accommodate a
large duct used to condition the space
in the Hall of States.
VISUAL
SURVEY:
Because all the
surfaces
are covered
with finishes
installed during the N . V . C . renovations, the extent of damage to the
original finishes is difficult to assess
at this time.
However, there is an
area where the ceiling has been partially
removed.
I n this area can be seen a
large
duct,
which penetrates
the
ceiling, chipping away a large portion
of the decorative moldings.
FURTHER INVESTIGATION:
Portions
of the existing finishes will be removed
from the N . V . C . renovations in order
to determine the extent of damage to
the original f i n i s h e s . The internal and
external s k y l i g h t s will be examined to
determine the condition of the roof seal
and suspension system.
The damage
to the decorative plaster cornice molding
from the installation of the large duct
will be assessed. The design for the
original
ticketing
counter
will
be
reconstructed from the original drawings
and photographs.
Presidential Reception Room (138)
O R I G I N A L F U N C T I O N : T h i s collection
of spaces, focused around the State
Reception Room, was originally intended
for use by the President of the United
States, and originally provided for a
private and direct access from the
outside
to the t r a i n t r a c k s .
The
N . V . C . renovations to Union Station
15
�retained this collection of rooms and
largely restored them to their original
condition.
O R I G I N A L C O N S T R U C T I O N : I n all of
these
rooms,
the original f i n i s h e s ,
marble tile floors, plaster walls with
clerestory windows, ornate panels and
cornice moldings,
and ceilings with
coffered b a r r e l v a u l t s , are in v e r y
good, restored condition. The original
doors and hardware were refinished
during the N . V . C .
renovations, as
were the original ornate bronze wall
and ceiling lighting f i x t u r e s .
VISUAL SURVEY:
A l l of the rooms
exhibit some minor areas of peeling
paint.
T h e marble floor shows some
staining; b u t , again, this is of a minor
nature.
F U R T H E R I N V E S T I G A T I O N : As in all
the areas of the Station, the watertightness of the exterior should be of
primary
importance.
The
probable
cause of the peeling paint in these
areas is moisture.
The roofing and
pointing of the exterior surfaces will
be examined carefully.
I n addition,
the functions in the floors above this
historic collection of rooms will be
studied to determine that no c o n t r i bution to water problems or any other
type of problem is made from these
rooms.
T h e original color scheme will
be determined for each of these a r e a s .
Concourse (100)
ORIGINAL
FUNCTION:
This
space
originally acted as a vestibule between
the Main T r a c k L e v e l and the Main
Waiting Room. I n the N . V . C . renovations, the Concourse space acted as a
waiting and exhibit a r e a , and contained
a restaurant.
16
ORIGINAL
CONSTRUCTION:
The
original
plaster
barrel-vaulted
and
coffered
ceiling
of
the
Concourse
remains. The original s k y l i g h t s , while
still in place, have been roofed over
and no longer serve their original
functions of admitting light to the
Concourse and supplying ventilation.
The b a r r e l - v a u l t e d ceiling r e s t s on a
t e r r a cotta wall and cornice on the
north and south faces of the Concourse
and ends with a window wall on the
east and west faces.
All of the original construction below
the line of the cornice on the north
wall has been covered by a stud and
drywall exhibit wall with glass entry
and
exit
doors.
The
south wall
however, retains most of its original
t e r r a cotta construction.
The wood
sash windows, which existed in the
south wall and which supplied light to
the L u n c h Room and the Baggage
Handling Rooms, have been
covered
over with exhibit panels.
The east
and west walls of the Concourse are
new glass and plaster constructions
installed
when
the Concourse
was
shortened to permit Metro construction
and to accommodate the access ramps
for the Garage.
V I S U A L S U R V E Y : The ceiling in the
Concourse exhibits substantial damage
both from water leakage and from the
shortening of the Concourse where the
plaster coffering was crudely patched.
There is water damage to at least half
of the area of the ceiling, as well as a
dozen small holes and several large
holes in both the plaster coffering and
beams.
A n exhaust column from the
restaurant penetrates the Concourse
ceiling at the southwest creating a hole
�INVESTIGATIVE REPORT
Architectural
of approximately 40 s q . f t . I n addition
to the damage to the plaster w o r k ,
about 10% of the glass in the s k y l i g h t s
is broken. The original floor construction is still to be determined, since the
N . V . C . renovation included a system
of raised platform areas and carpeting.
As has already been d i s c u s s e d , all
original construction below the level of
the t e r r a cotta cornice has been covered
on the north wall. The east and west
walls are new construction, using glass
and plaster, that was installed when
the Concourse was shortened by 80
feet on each end. T h e south wall has
s i x of the original windows which were
cut down to provide exits from the
T w i n Theaters and the Employee Lounge
a r e a . T h i s cutting down of the windows
resulted i n the elimination of about 360
s q . f t . of t e r r a cotta sill and glazed
b r i c k . Also in the south w a l l , 18 of
the wood sash windows have been
removed or covered over with exhibit
panels.
The t e r r a cotta and glazed
b r i c k show some damage on the south
wall.
At the southeast corner, there
are c r a c k s in the t e r r a cotta in front
of the State Reception Rooms.
The
t e r r a cotta is badly chipped around
the exit to the carriage porch at the
southwest corner.
Minor chipping of
the t e r r a cotta along the base of the
wall is also present. The glazed b r i c k
and t e r r a cotta of the south wall is in
v e r y good condition considering the
h a r d use that this area has been
subjected to over such an extended
period of time.
FURTHER INVESTIGATION:
A close
inspection will be made of the plaster
b a r r e l vaulted and coffered ceiling in
the Concourse area to determine its
integrity
and
its
watertightness.
Carpeting will be removed in order to
determine the condition of the Concourse
floor finishes.
The extent of
the
damage to both the windows and wall
areas below the windows which serviced
the L u n c h Room and Baggage Handling
Room will be determined.
Baggage Room (102-118)
O R I G I N A L F U N C T I O N : I n the original
Station the Baggage Room s e r v e d to
receive
baggage from
the a r r i v i n g
passengers at the ticket lobby and to
receive and distribute baggage to and
from t r a c k level.
N.V.C.
FUNCTION:
The
Discover
America information counter, as well
a s , an employee lounge, a locker and a
toilet facility were located here.
See
plan for c u r r e n t partitioning in this
space.
ORIGINAL
CONSTRUCTION:
The
original plaster beams and cornice, and
the glass and sheet metal s k y l i g h t s are
still visible in most of the areas of the
original Baggage Room.
Because of
the lack of light i n , and access to,
many of these spaces, it is difficult to
determine in detail the condition of
these s k y l i g h t s . From the floor they
appear to be in good condition considering their age and lack of maintenance. D u r i n g the N . V . C . renovations,
a portion of the s k y l i g h t s , those over
the
Discover
America
information
counter, were covered with a drywall
ceiling.
The Baggage Room was originally open
to the Basement Level of the Station.
I t has since been floored over with a
wood finish floor. The N . V . C . installed
a raised floor with carpeting at the
information center.
17
�The original wall construction of pressed
b r i c k and wood sash has been covered
over with stud and drywall in later
renovations.
I n the area of the information
counter,
drywall
partitions
cover the original b r i c k and granite
wall s u r f a c e s .
VISUAL
SURVEY:
As has already
been noted, some of the s k y l i g h t s have
been covered with a drywall ceiling.
The opening in the original Baggage
Room floor has been covered over and
raised platforms have been installed i n
the area of the information center.
Additionally, walls have been f u r r e d
and drywalled, making an assessment
of the physical damage to this space
v e r y difficult.
FURTHER INVESTIGATION:
Portions
of the existing ceiling, floor and wall
finishes will be removed to determine
the extent of damage to the original
finishes. The exterior, as well as the
i n t e r i o r , s k y l i g h t s will be inspected in
order to determine the extent to which
they are stable and watertight.
The design for the Baggage Room
screen will be determined from original
drawings and photographs.
L u n c h Room (127 & 128)
ORIGINAL FUNCTION:
for the T r a i n Station
N.V.C.
FUNCTION:
for the N . V . C .
Lunch
Twin
Room
Theaters
ORIGINAL
CONSTRUCTION:
The
original construction of the walls and
ceiling of the L u n c h Room was of
plaster. The original floor construction
is unknown at this time.
18
N . V . C . C O N S T R U C T I O N : The present
wall and ceiling construction for the
T w i n Theaters of the N . V . C . is of
d r y w a l l . A carpeted sloping floor has
also been installed in the theaters.
The c u r r e n t finishes in these rooms
prevent the determination of the extent
of damage to the original finishes of
the L u n c h Room.
FURTHER INVESTIGATION:
Portions
of the N . V . C . T w i n Theater drywall
construction on the w a l l s , ceiling and
built-up sloping theater floors will be
removed, to determine the extent of
the damage to the original ornamental
plaster work and the original floor
construction.
The possible existence
of the original wood sash windows in
north wall and clerestory windows on
the south wall of the L u n c h Room will
be confirmed.
Northeast Corner of Main Hall
(126 A , B & C )
ORIGINAL FUNCTION:
L u n c h Room
N.V.C. FUNCTION:
Vestibule
to
Guards* Office
ORIGINAL
CONSTRUCTION:
The
original plaster walls remain, although
the N . V . C .
renovations
installed a
dropped drywall ceiling and carpeting
on the floor.
FURTHER
INVESTIGATION:
Some
drywall ceiling will be removed to
determine if the original ornamental
plaster ceiling remains.
Also, some
carpet will be removed to determine if
the original floor finish remains.
�INVESTIGATIVE REPORT
Architectural
Northwest Corner of Main Hall (119)
O R I G I N A L F U N C T I O N : Package Holding
Room
N.V.C.
space
FUNCTION:
Small
exhibition
ORIGINAL
CONSTRUCTION:
The
original construction of plaster walls
and ceilings has been retained in this
a r e a , with the exception of the addition
of a drywall ceiling and carpeting on
the floor.
F U R T H E R I N V E S T I G A T I O N : I t will be
necessary
to remove some drywall
ceiling and carpeting
in order
to
determine the extent of damage to the
original finishes.
Main Hall Vestibules ( 1 2 5 B - F , 125H-K)
T h e r e are five vestibules on the north
wall and three vestibules on the south
wall.
O R I G I N A L F U N C T I O N : Access to the
Concourse and to the exterior from the
Main Hall of the T r a i n Station.
GENERAL CONDITION:
The condition
of these vestibules is good; the granite
needs to be cleaned.
O R I G I N A L C O N S T R U C T I O N : The walls
and ceiling of these spaces are granite,
which remained intact after the N . V . C .
renovations.
The
original
bronze
lighting f i x t u r e s in the coffering of
the granite ceiling still e x i s t . All of
the glass parts of these light f i x t u r e s
have been broken and need to be
replaced.
The original construction of the floor
of these vestibules will be determined.
The N . V . C . renovations included the
installation of airplane tire matting
with automatic operating
handicapped
doors.
V I S U A L S U R V E Y : T h e r e is substantial
water staining on the granite in these
vestibules.
The glass in the ceiling
light f i x t u r e s , as has been already
mentioned, is broken.
F U R T H E R I N V E S T I G A T I O N : The floor
mat will be lifted in order to determine
the original floor f i n i s h .
Main Hall Alcoves (125G & 125L)
ORIGINAL
FUNCTION:
When Union
Station was f i r s t in operation,
the
southeast alcove was a d r u g store and
the southwest alcove was a telegraph
office.
N.V.C. FUNCTION:
D u r i n g the use
of the station building by the N . V . C ,
the southeast alcove was a post office
and the southwest alcove
was an
information booth for the tour mobile.
ORIGINAL
CONSTRUCTION:
The
original construction of granite walls
and ceilings remains.
The
N.V.C.
renovations installed a drywall ceiling
below the granite.
Counter work was
also installed as part of .this renovation.
The original floor material, below the
carpet, has y e t to be determined.
FURTHER
INVESTIGATION:
The
extent of damage to original building
finishes behind the carpet, drywall
partition and ceiling will be determined.
19
�o
Main Hall Balconies (223A)
T h e r e are five spaces each on the
north and south elevations of the Main
Hall of the Station.
Space 223C has water damage and
small holes in two of the coffers.
About 5% of the ceiling surface of
this space has peeling paint.
o
Space 223D has water damage and
small holes i n two of the coffers
and adjacent beam. About 20% of
the ceiling surface of this space
has peeling paint.
o
Space 223E has water damage and
ten small holes i n the plaster
beams.
I n addition, there are
small holes i n 2 or 3 coffers, with
peeling paint over 50% of the
ceiling surface of this space.
o
Space 2231 has water damage on
the quarter dome.
Additionally,
there are three small holes and
one large hole i n the coffering
and peeling paint over 50% of the
surface of this space.
o
Space 223J has no holes visible
from the floor of the Main H a l l .
About 30% of the ceiling surface
has peeling paint.
o
Space 223K has no holes visible
from the floor and peeling paint
over 20% of the ceiling s u r f a c e .
o
Space 223L has no holes visible
from the floor. About 10% of the
ceiling surface has peeling paint.
o
Space 223M has about 60 s q . f t .
of water damage on the quarter
dome. T h e r e are small holes i n
s i x coffers, with spalling plaster
and peeling paint over 50% of the
ceiling surface of the space.
GENERAL
CONDITION:
There
is
substantial water damage to the ceiling
in each of these a r e a s .
ORIGINAL
CONSTRUCTION:
The
original plaster b a r r e l v a u l t with its
coffering
still e x i s t s .
T h i s ceiling
springs from the line of the granite
cornice.
T h e original construction of all the
walls at the Mezzanine L e v e l is granite
up to the level of the cornice, with
plaster walls and large half round
clerestory windows above.
T h i s construction has not been altered by the
N . V . C . renovations. Heroic sculptures
s u r r o u n d the Main Hall at this l e v e l .
These sculptures appear to be i n good
condition,
with
only
minor
water
staining.
VISUAL SURVEY:
Ceilings
space
have
suffered
the
damage:
o
o
20
i n each
following
Space 223A has water damage
small holes i n two coffers
their adjacent beams. About
of the ceiling surface area of
space has peeling paint.
and
and
20%
this
Space 223B has water damage and
small
holes
i n eight
coffers.
T h e r e is one large hole of 2 s q .
f t . i n coffers and their adjacent
beam.
About 40% of the ceiling
surface area of this space has
peeling paint.
�INVESTIGATIVE REPORT
Architectural
The granite walls are water stained.
Miscellaneous mechanical equipment and
lighting is visible from the floor of the
main h a l l .
E x h a u s t fans have been
installed in the clerestory windows in
the north wall.
F U R T H E R I N V E S T I G A T I O N : A l l damage
in this area is apparent for v i s u a l
inspection, and no f u r t h e r investigation
is required to assess its extent.
I t is also necessary to determine
source of the water leakage in
skylight.
ORIGINAL FUNCTION:
Hall for the
a r r i v a l of passengers and the sale of
tickets
Hall of the states
ORIGINAL
CONSTRUCTION:
The
original construction of granite and
plaster w a l l s , and of glass and metal
remains in apparently good condition
and
substantially intact after
the
N.V.C.
renovations.
The floor has
been carpeted and the original construction is undetermined at this time.
V I S U A L S U R V E Y : T h e granite is water
stained and has miscellaneous holes.
T h e r e are modern light f i x t u r e s visible
on the cornice.
On the west w a l l ,
revolving doors have been installed in
what were the original north and south
entrances. T h e clock over the central
entrance is not functioning.
T h e r e is a small hole in the r i b of the
easternmost bay of the ceiling, as well
as evidence of two or three leaks in
the s k y l i g h t .
One of the
window
panels of the s k y l i g h t has been blocked
with an exhaust fan which is visible
from the floor of the Main Hall.
the
the
Men's Toilet Room (124A)
and Lounge (124B)
ORIGINAL FUNCTION:
Room and Lounge
West Hall (120A)
N.V.C. FUNCTION:
FURTHER
INVESTIGATION:
The
original design for the baggage receiving screen and the ticketing windows
will be determined.
N.V.C. FUNCTION:
and Lounge
Men's
Toilet
Men's Toilet Room
ORIGINAL
CONSTRUCTION:
The
original construction for each of these
spaces was plaster for both the walls
and ceilings. The original floor construction is unknown at this time.
N . V . C . C O N S T R U C T I O N : The N . V . C .
and earlier renovations to Union Station
retained most of the original wall and
ceiling construction in these spaces,
with the exception of the addition of a
dropped ceiling and a terrazzo floor
that has been installed in the Toilet
Room, and a carpeted floor in the
Lounge space.
V I S U A L S U R V E Y : The east wall of the
Lounge has water damage. The a r c h
above the r i g h t alcove has deteriorated
plaster over 10 s . f . of its a r e a . The
cornice molding above this area is
broken over 5 s . f . of its area.
The
central niche of the east wall of the
lounge has a small hole and about 20
s . f . of spalling plaster.
The south
wall of the lounge has 100 s . f . of
peeling paint.
The most significant
area of water damage in this space is
on the east wall.
21
�T h e south wall of the Toilet Room has
a 20 s . f area of water damage and the
original plaster ceiling above the hung
ceiling is i n poor condition. A large
exhaust duct penetrates the original
plaster ceiling.
T h e r e are also many
small holes caused by the hung ceiling.
FURTHER
INVESTIGATION:
The
source of the water leakage i n the
lounge
and toilet
spaces
will
be
determined.
The original wall paper e x i s t s above
the dropped ceiling i n the Toilet Room.
T h i s wall paper has stencil patterns
which makes i t a p a r t i c u l a r l y valuable
resource which can offer information
about the original design and color
scheme for these lounge spaces.
original building. T h e north wall has
a large (12 s . f . ) hole, and a connection
has been broken through to the National
Book Store. T h e west wall has a large
(24 s . f . ) hole penetrated by a duct
which is used to ventilate the c u r r e n t
Toilet Room. T h i s duct also penetrates
the clerestory window on the north
wall of the room. T h e south wall has
a large (15 s . f . ) hole.
T h e ceiling
has peeling paint and a small hole i n
the plaster beam. T h i s room appears
to have been used for storage for the
last t h i r t y y e a r s and its poor condition
reflects t h i s .
Original Women's Toilet Room (135A)
FURTHER
INVESTIGATION:
The
original design of Toilet Room, as well
as the original color scheme will be
investigated. T h i s room offers a good
opportunity to determine the c o n s t r u c tion details for the window wall.
ORIGINAL
Room
Women's Lounge (136B)
and Toilet Room (136A)
FUNCTION:
Women's
Toilet
N . V . C . F U N C T I O N : Storage and small
Toilet Room for National Book Store.
O R I G I N A L C O N S T R U C T I O N : With the
exception of some d r y w a l l partitions
added to enclose a Toilet Room for the
use of the N . V . C . Bookstore, the
original plaster walls and ceiling remain.
T h e original floor material, which is
not determined at this time, has been
covered by a terrazzo floor.
VISUAL
SURVEY:
A terrazzo floor
has been installed over the original
floor and all original toilet f i x t u r e s have
been removed.
T h e original Toilet
Room wall finishes (possibly marble or
t i l e ) have been removed up to a level
of about eight feet above the floor,
exposing the rough construction of the
22
O R I G I N A L F U N C T I O N : Women's Lounge
N.V.C. FUNCTION:
and Toilet Room.
Women's
Lounge
VISUAL SURVEY:
T h e w a l l s , ceilings
and windows i n the f i r s t Lounge space
show no physical damage. T h e c u r r e n t
Toilet Room was presumably another
Lounge space i n the original plan of
the Station (reference is made to i t i n
the original d r a w i n g s ) .
A terrazzo
floor has been installed in this room,
over the original floor.
T h e r e is
approximately 200 s . f . of peeling paint
on the north wall of this Toilet Room.
I n addition, there are several pieces of
broken glass i n the clerestory windows
on the north wall.
T h e entrance to
the original Women's Toilet Room from
this space has been blocked.
�INVESTIGATIVE REPORT
Architectural
FURTHER
INVESTIGATION:
The
original design of these two spaces,
shown as one space on the original
working drawings, needs to be i n v e s tigated.
I n addition, i t i s not clear at
this time what was the original configuration of these rooms.
T h e original
floor finishes will be determined.
The original drawings also show a
d r i n k i n g fountain on the west wall of
the
first
Lounge
space.
Further
investigation i s needed to determine if
this fountain ever e x i s t e d , a n d , i f so,
the nature of i t s design.
23
�Exterior Survey
METHODOLOGY:
This
survey
was
conducted from ground level u s i n g 10
power binoculars to observe detail.
Observations were noted according to
numerical identification of a r b i t a r i l y
assigned " b a y s " on each elevation.
Where it seemed to be w a r r a n t e d , a
pocket knife was used to examine the
nature and/or condition of building
materials. T h e s u r v e y was conducted
in clockwise direction, s t a r t i n g from
the east elevation
of the Historic
S t r u c t u r e and ending at the east
elevation of the contemporary replacement facade of the Concourse.
East Elevation
P O R T I C O , B A Y S 2 T H R O U G H 6: Wall
joints appear to be generally in e x cellent
shape;
masonry
joints
are
tight; overall there is an absence of
staining; arched transoms at doors
generally are in need of scraping and
repainting only; doors appear to be
original and only in need of r e f i n i s h i n g ;
domes are in generally good condition
with some pointing r e q u i r e d ; all pier
bases
exhibit
varying
degrees
of
spalling ( p a r t i c u l a r l y at c o r n e r s ) and
should be r e p a i r e d . At some point i n
time the portico floor received an
application of resilient flooring material
which is badly deteriorated and should
be removed. Specific damage noted:
B A Y S 1 THROUGH 8: Wall surfaces
appear to be generally i n excellent
shape, masonry joints are t i g h t ; overall
there is an absence of s t a i n i n g ; the
wood sash generally is i n need of
scraping and repainting only. E x c e p tions are as follows: Upper and lower
cornices i n all bays require repointing
of v e r t i c a l joints, and the horizontal
weathering surfaces and a r r i s e s of
cornice stones appear to be w o r n ,
p a r t i c u l a r l y i n B a y 8.
o
I n B a y 1 , new stone infill at the
corner joint with the Concourse replacement
facade
requires
repointing;
spalling of the original stone adjacent
to new stone requires r e p a i r ; i n all
three windows at the 2nd Floor, the
sash meeting r a i l s are deteriorated and
should be replaced;
damaged
stone
base below 1st Floor window requires
r e p a i r . Window a i r conditioners at 1st
Floor i n B a y 1 and at 2nd Floor i n B a y
5 are a v i s u a l interruption of the
classical facade.
G E N E R A L N O T E S : Large area floodlighting f i x t u r e s have been located on
the parapet of the east elevation, and
are clearly visible from the street.
T h e esplanade masonry is in fair shape
with many joints r e q u i r i n g repointing.
Basement sash are metal and i n need
of extensive repair and/or replacement.
Balustrade is i n good condition with
minor
patching
required.
The
northernmost post lantern is without a
glass diffuser.
o
o
B a y 5:
dome is badly stained
and is c r a c k e d .
B a y 6: dome light f i x t u r e diffuser
is missing.
Pier light f i x t u r e s
are missing in all bays (total of
eight f i x t u r e s ) .
Bay 2:
decorative light f i x t u r e
over the door to the service
corridor is missing.
T h e door
itself has been repaired incorrectly
(upper panel is a piece of low
grade plywood).
FINDINGS:
No s e v e r e ,
damage is i n evidence.
24
irreparable
�INVESTIGATIVE REPORT
Architectural
FURTHER
INVESTIGATION:
The
cracked dome in Bay 5 should be
checked at close range for displacement
of s u r f a c e s . The dome will be cored
to test for material composition and
method of construction. Historic paint
(microscopic) analysis is proposed to
determine original exterior wood and
metal finish colors.
South Elevation
B A Y 9: Wall surfaces are in fair to
good shape; masonry joints are tight.
Cornice comments from east elevation
apply to the south elevation.
The
lower cornice west of the west column
capital
exhibits
severe
spalling.
Severe staining e x i s t s at the west
r e v e a l ; the stone roof is badly stained
and weathered.
T h e r e appear to be
salts deposited on the facade from past
wetting of the stones.
P O R T I C O , B A Y 9: The dome exhibits
water
staining
with
an
east-west
directional c r a c k ; most dome joints are
open to one degree or another.
The
half dome in the apse is missing mortar
in all coffer member joints. A l l four
arches exhibit staining as a corollary
to dome staining with the southwest
corner being the worst.
The wall lighting f i x t u r e s are missing
upper d i f f u s e r s ; dome f i x t u r e is missing
its diffuser.
The floor is marred by a
bituminous concrete infill of a depressed
driveway. T h i s infill could be replaced
with a material more sympathetic to the
historic s t r u c t u r e .
B A Y S 10 T H R O U G H 16: Balustrade is
water-stained with the worst condition
at Bay 16. Comments on cornices from
east elevation apply here also.
Reroofing and flashing should eliminate
source of staining at the T h i r d Floor
level.
Sash at the Second Floor generally is
in need of scraping and painting with
those at Bay 16 possibly in need of
r e p a i r . Piers at the left and r i g h t of
Bay 16 are severely stained with the
r i g h t pier being the worse of the two.
The stone window s u r r o u n d at the 2nd
Floor in Bay 16 is severely stained;
the column capital at the left of B a y 12
is badly stained. Above t h i s , blotchy
staining of the main hall
parapet
exists.
Also above, the east face of
Main Hall b a r r e l vault near south the
s p r i n g line is stained with roofing
cement near the roof edge.
P O R T I C O , B A Y S 10 T H R O U G H 16: I n
the facade a r c h e s , in each bay, the
chain hangers which held NVC pennant
could be removed; all sash (with the
exception of pivoting casements) are in
good condition except for scraping and
painting; the casements will require
extensive work to assure closure; the
north wall masonry is in excellent
condition; the metal planter boxes at
all window sills are a v i s u a l interruption
of the classical design.
Bases of the
facade
a r c h piers exhibit
varying
degrees of surface scaling. A l l domes
have
had
light
fixtures
removed*.
Specific problems are as follows:
o
B a y 10: the dome has an i r r e g u l a r
c r a c k ; the door transom needs to
be glazed;
the light f i x t u r e at
the east a r c h and the r i g h t side
of the door is missing diffusers.
o
B a y 13: T h e r e is a large
joint in the dome.
open
25
�o
Bay 15: T h e r e is a large open
joint i n the dome; the dome is
badly stained; the south springing
of west a r c h is badly stained;
standing water was noted at base
of facade pier.
B A Y S 17 T H R O U G H 2 1 : Attic i n s c r i p tion panels ( B a y s 18 through 20) are
stained; s t a t u a r y figures appear to be
sound; parapet displacement can be
observed at B a y 19 and left of B a y 18
and r i g h t of B a y 20, which requires
checking the design drawings; stone
roofs at B a y s 17 and 21 are stained
and weathered; comments on cornices
from the east elevation apply here
also; otherwise, the masonry is i n
good condition with tight joints.
PORTICO,
B A Y S 17 T H R O U G H 2 1 :
T h e dome, north a r c h and piers i n
Bay 17 are badly stained, with the
dome and the a r c h exhibiting open
joints. T h e east and south arches i n
Bay 18 are badly stained; the dome
has a major c r a c k ; the dome light and
wall f i x t u r e s at the north side of the
east a r c h and both north facade f i x t u r e s
require diffuser replacements.
Note
was made that both north facade
f i x t u r e s appear to be wired from the
wall face with wire i n the stone joints.
T h e dome at Bay 19 has v e r y minor
c r a c k i n g ; the dome light f i x t u r e diffuser
is missing; water staining occurs on
the east slope of the north a r c h . T h e
dome at B a y 20 has minor staining with
staining also apparent on the east
slope of the north facade a r c h ; the
west a r c h has severe staining at the
springing on the west and south faces;
the light f i x t u r e on the west pier of
this facade needs main diffuser replacement and a total of s i x upper diffuser
26
replacements on wall f i x t u r e s . At B a y
2 1 , dome, north a r c h and piers and
opening lintel are all badly stained.
Generally all sash are in good condition
needing only scraping and painting
and replacement of one glass light.
T h e doors i n this area are not part of
the original design concept.
B A Y S 22 T H R O U G H 28: T h e balustrade
is water stained; upper and lower
cornice v e r t i c a l joints are i n need of
repointing;
a r r i s e s on cornices are
w o r n ; the sash at the Second Floor are
in need of scraping and painting;
severe staining can be noted on pier
and reveal surfaces below the capital
between Bay 21 and 22.
P O R T I C O , B A Y S 22 T H R O U G H 28:
General damage and disrepair exists
identical to Portico, B a y s 10 through
16.
T h e r e are specific problems as
follows: the domes i n B a y s 26 and 27,
the a r c h between them and the south
pier are badly stained. The dome in
Bay 27 i s severely c r a c k e d . T h e dome
in B a y 28 needs pointing of a majority
of its joints.
B A Y 29: Wall surfaces are i n fair to
good shape; masonry joints are tight.
Upper and lower cornices are weathered;
vertical joints need repointing. Staining
of v e r t i c a l surfaces is not as severe as
at B a y 9, but roof stones are badly
stained and weathered. Portico at this
bay is discussed below as p a r t of the
Carriage P o r c h .
G E N E R A L N O T E S : T h e concrete floor
of the portico is i n remarkably good
shape.
Removal of the thermometers
should be considered. Again, parapetmounted
floodlighting
could
be
redesigned to blend with Burnham's
design.
�INVESTIGATIVE REPORT
Architectural
FINDINGS:
Pending
further
examination of cracked domes, no severe,
irreparable damage is i n evidence.
o
B a y s 30 & 3 1 : T h e r e is a large
void at the base of the common
pier.
F U R T H E R I N V E S T I G A T I O N : Access i s
required to the 3 r d story roofs for
examination of attic facades not visible
from the ground at B a y s 10 through 16
and B a y s 22 through 28.
Cracked
domes i n B a y s 10, 13, 15, 18, 27
should be checked at close range for
displacement of surfaces and two will
be cored to ascertain material composition and method of construction.
Historic paint (microscopic) analysis is
proposed to determine original exterior
wood and metal finish colors.
o
B a y s 31 & 32: A broken stone is
in the fourth course below the
upper cornice, on center line of
the common pier.
A base stone
of pier is chipped.
o
B a y s 32 & 33: B r o k e n stones are
located
in the second
course
below the upper cornice on the
center line of the common pier
and the fifth course below the
upper cornice to the left of the
crown of the a r c h i n B a y 33.
T h e r e is severe staining on the
Gymnasium w a l l , the lower cornice,
the capital and north side of the
a r c h as well as the pier itself at
the pier line between these b a y s .
West Elevation
B A Y S 30 T H R O U G H 35: Of the three
major facades of the building, this
facade shows the most wear. Generally,
the v e r t i c a l surfaces of masonry are i n
reasonable condition, with tight joints
and some need for pointing.
As on
the other facades, the upper and lower
cornices are stained and somewhat
weather-beaten with chipped and worn
a r r i s e s and v e r t i c a l joints i n need of
pointing.
T h e r e is general blotchy
staining of the T h i r d Story wall at the
Gymnasium.
Additionally,
there are
the following specific problems.
o
B a y 30: A displaced stone exists
in the f i r s t course below the
upper cornice, second stone i n
from south corner.
o
Bay 3 1 :
A broken
stone is
located in the t h i r d course below
the upper cornice, south of the
crown of the a r c h .
WEST B A L U S T R A D E : Although pointing
is r e q u i r e d , this is i n generally good
condition.
One post lamp is missing
due to construction of southwest ramp.
C A R R I A G E PORCH - B A Y 30: As a
general note, it is curious that the
major b a r r e l v a u l t i n B a y s 31 through
35 appears not to have been cleaned at
a time when the balance of the s t r u c t u r e
may have been cleaned:
it is v e r y
dirty.
Conversely, the granite floor
of the porch is in* excellent condition.
Pier base stones, inner faces of facade
p i e r s , show scaling.
T h e dome exhibits only minor c r a c k i n g
and a minimum number of joints require
pointing.
South and west arches are
stained;
dome staining is minimal
(primarily at the c r o w n ) .
Southwest
and southeast their piers appear to
have salt deposits on inner surfaces
with some surface scaling at the bases.
27
�T h e r e is no evidence that this dome
was ever fitted with a light f i x t u r e .
Eight wall f i x t u r e s at piers require
replacement of upper d i f f u s e r s .
C A R R I A G E PORCH - B A Y 3 1 : T h e r e
are many minor c r a c k s i n the major
v a u l t . At the West Wing office e n t r y ,
the doors appear not to be the original.
A modern telephone box has been
placed on the pier to the left of the
door. Metal frames for door, sidelights
and transoms appear to be sound,
r e q u i r i n g only scraping and painting.
Two wall lighting f i x t u r e s are missing
and there are one lower and four
upper diffusers missing.
C A R R I A G E P O R C H - B A Y 32:
There
is some minor c r a c k i n g in the major
vault.
T h e r e is a large ragged hole
on the north slope of the east i n t e r cepting v a u l t . The east a r c h is badly
cracked on its soffit from its crown to
the south s p r i n g line and shows white
mineral desposits
on that s u r f a c e .
The complex apsidal vaulting at the
recessed entry way to the West Hall
appears to have been coated as the
jointing is barely v i s i b l e .
Below the
cracked east a r c h , the pier is severely
stained.
Contemporary
renovations
include: pier joint east side chopped
out for a u x i l i a r y w i r i n g , introduction
of an aluminum telephone station, a
stucco panel at the angular r e t u r n wall
in the recessed e n t r y , and surface
conduit wired from a wall light f i x t u r e .
The original metal screen above the
stucco panel is in excellent condition.
Of the wall light f i x t u r e s , one is
missing with one lower and s i x upper
diffusers missing and one lower diffuser
broken.
28
C A R R I A G E PORCH - B A Y 33:
The
main vault exhibits continuous cracking
across its w i d t h . At the west intercept
v a u l t , there is a spall and a hole in
the spalled area north of the crown.
In the major a r c h between B a y s 32 and
33, there is a large spall on the east
slope.
The interior surface of the
exterior pier between B a y s 32 and 33
is badly stained above the wall f i x t u r e .
A t the recessed entry to the West
H a l l , the b a r r e l vault is coated from
the crown to the south intercept and
s p r i n g lines. T h e light f i x t u r e at the
crown of this vault is intact but the
finish r i n g appears to be pulling away
from the v a u l t . At the entry proper,
left and r i g h t masonry jambs exhibit
some staining and some marks from
earlier
sign
mountings;
aluminum
revolving door assemblies are not p a r t
of the original design; center wood
doors have original hardware but do
not appear to be original, a n d , in the
metal transom above the center doors,
the cross panel is f r a c t u r e d . I n the
wall f i x t u r e s , four lower and five
upper diffusers are missing.
C A R R I A G E P O R C H - B A Y 34:
The
main vault displays only minor c r a c k i n g .
The interior surface of exterior pier
between B a y s 33 and 34 exhibits heavy
staining. A t the recessed e n t r y , the
intercept vault to the main vault was
wet at the time of the s u r v e y and is
cracked and has salts deposited on the
intercept line.
The original masonry
at this location is in good condition,
but
the
angular
stucco
wall has
numerous
continuous
cracks.
The
metal screen above the stucco is in
excellent
condition.
Contemporary
street f u r n i t u r e additions are another
aluminum public telephone station and
�INVESTIGATIVE REPORT
Architectural
a bicycle locker. With respect to wall
f i x t u r e s , two are missing and three
upper glass diffusers are missing or
broken.
C A R R I A G E P O R C H - B A Y 35:
The
main vault exhibits multiple c r a c k i n g
with the worst area being at its i n t e r cept with the facade v a u l t . On the
east side, at the old Baggage Room
entrance, the metal screen above the
doorway is broken in two places, one
metal lift door has been replaced with
unpainted plywood.
The other is also
badly b r o k e n , and the metal frame
needs to be ground or sandblasted to
remove r u s t .
The lintel stone above
the opening has a diagonal c r a c k in
the upper left corner.
At the north side entry to the Concourse, all three aluminum revolving
door assemblies are an anachronism
and the arched transom light above is
in disrepair r e q u i r i n g glass replacement
and grinding or sandblasting to remove
rust.
The pier to the left of the
revolving
doors is stained and is
scaling. Of the wall f i x t u r e s , one is
missing and three lower and four
upper diffusers are missing.
be taken to v e r i f y composition and
method
of
construction;
access is
required to the Concourse Roof to
examine the north wall of the Main
Historic
Structure.
Historic
paint
(microscopic) analysis is proposed to
determine original exterior wood and
metal finish colors.
West Elevation of the Concourse:
Contemporary Replacement Facade
B A Y 36: Glass and metal work are in
excellent condition with no evidence of
forces at work to break the glass.
Nor is there evidence of flashing detail
failure which would r e s u l t in staining
of the metal. Masonry work is in good
condition with only one stone displaced
at the north s p r i n g line of the arched
clerestory.
T h a t stone
should
be
reset as soon as possible to prevent
water damage through wall leakage.
Note was made t h a t , from the vantage
point where this facade was s u r v e y e d ,
a portion of the north wall of the
Gymnasium is v i s i b l e .
The wall is
constructed of red b r i c k with a granite
cornice.
Both materials need pointing
and the granite is badly stained. The
window
sash require
scraping and
painting where visible.
F I N D I N G S : Pending f u r t h e r investigation of vault and masonry wall stone
cracking,
no
severe,
irreparable
damage is i n evidence.
t
F U R T H E R I N V E S T I G A T I O N : Lines will
be
drawn taut at the parapet
to
determine the degree of wall bowing or
i r r e g u l a r lateral displacement; r e s e a r c h
will be done to discover the reason
why the b a r r e l vault at Carriage Porch
was not cleaned; b a r r e l vault c r a c k i n g
will be checked at close range to see if
any
displacement
of
surfaces
has
o c c u r r e d . A core of the material will
B A Y 37: A t this point, the word bay
is a misnomer in that the portion
examined extends from the northwest
corner of the Concourse to the Bridge
connecting
the
Concourse
to
the
Replacement Station. Glass and metal
work appear to be in good condition.
No breakage of glass or staining of
metal was in evidence.
The cement
stucco infill and facing walls which
extend from the granite r e t u r n at the
North Elevation of the Concourse:
Contemporary Replacement Facade
29
�northwest corner of the Concourse to
the B r i d g e , despite numerous hairline
c r a c k s , seem to be in good condition
at the upper l e v e l , but has been
damaged at the lower level where the
stucco panels recess between columns,
e . g . , a crushed corner e x i s t s to the
left of the northwest corner exiting
assembly, a punched hole exists at the
midpoint of the bay and some multidirectional c r a c k i n g can be seen. A n
original molded t e r r a cotta stringcourse
was maintained above the line determined
by the head of the exiting assembly,
and it is stained and chipped.
The
original granite coping is badly stained
but joints have been maintained.
B A Y 38:
The upper portion of the
Bridge was accessible, but the lower
portion was not. The automatic doors
at the joint to the Concourse have
been vandalized with one set completely shattered.
The metal awning
s t r u c t u r e on the Bridge is not wearing
well. Stucco work appears to be in as
good condition as that in B a y 37, as
does the granite coping.
B A Y 39: Some remnants of the wood
and metal construction for the original
access s t r u c t u r e s to the long haul
t r a c k s still remain and they are in
poor condition. Above this construction
and a tar paper roof of temporary
access construction bounded by the
B r i d g e , the Concourse and the Replacement Station, there is an area of
original glazed b r i c k wall which is
badly stained.
At this b r i c k w a l l ,
stucco was started but not completed.
To the east of the access s t r u c t u r e
remnants, incomplete deck construction
results in the absence of a walking
surface (temporary plywood decking)
outside
the eastern exit assembly.
30
Above that assembly is a meeting detail
of stucco to stone to metal which is
failing.
The t e r r a cotta stringcourse
in this area is badly s p l i t , chipped,
and c r a c k e d . Both the t e r r a cotta and
the
granite
coping
are
stained.
Masonry at northeast corner has a hole
in the base of the end pier.
East Elevation of the Concourse:
Contemporary Replacement Facade
B A Y 40: T h i s is a mirror image of the
west elevation but was constructed at
a later point in time. Masonry is in
good condition, but there is a failure
in flashing details as there is evidence
of mineral deposits and r u s t on the
f i r s t and t h i r d (from the left) clerestory mullions and mineral deposits at
the head of the lower level store front
glazing.
As reported
earlier,
one
glass light (fifth from left in the
c l e r e s t o r y ) is broken.
FINDINGS:
No
severe,
irreparable
damage is in evidence.
One observation is that, in consideration of the
linkage s t r u c t u r e that is contemplated
to join the Concourse and the P a r k i n g
S t r u c t u r e , thought should be given to
refacing both ends of the Concourse in
a manner which would more closely wed
it to the basic expression of the Historic
S t r u c t u r e , a n d , perhaps extend that
vocabularly of design to the linkage
s t r u c t u r e itself.
FURTHER
INVESTIGATION:
Review
construction documents for east wall to
check for cause of metal s t a i n i n g .
�INVESTIGATIVE REPORT
Architectural
Upper Floors
SUMMARY: The Mezzanine on the West
Wing
and the
Second,
T h i r d and
Fourth Floors of Union Station were
originally designed as general office
space and (with the exception of the
YMCA dormitories which were located
on the north side of the East Wing)
were so used until the building was
closed in 1981.
The East Wing is larger and contains
approximately 25,000 gross square feet
per floor. The West Wing has a usable
Mezzanine of 8,000 s q . f t . , a p p r o x i mately 10,000 s q . f t . on Second and
T h i r d Floors and 15,000 s q . f t . in the
Gymnasium on the F o u r t h Floor.
Connection between the two wings can
be made today
only at the South
Mezzanine in the Main Hall. A connection at the F o u r t h Floor has been
blocked.
METHODOLOGY:
The
question
of
whether the office spaces on the upper
floors should be considered to contain
historical significance is quite distinct
and different from the same question
applied to the railroad-use spaces on
the F i r s t Floor.
However, the construction of this space consists of a
combination of building elements that
together make an architectural u n i t y ,
created from a combination of
the
necessities
of
the technology,
the
availability and cost of materials, and
the particular architectural taste of the
v e r y early Twentieth C e n t u r y . When
all elements are present, it is possible
to recognize the collection as a " s t y l e "
typical of offices and corridors in the
early Twentieth C e n t u r y .
E v e n if our taste had not changed
since 1908, technology and the cost
and availability of materials has changed
dramatically.
T h i s increases the cost
of a renovation that would aspire to be
a true restoration using the same
materials.
T h i s report recommends that a r e s t o r a tion using original materials is not
necessary in the office spaces for the
following reasons:
o
o
o
T h e offices main entrance to the
office space is not through the
railroad spaces, except by leaving
and
re-entering
the
building,
a n d , therefore, the effect of the
office spaces is not essential to
the continuity of the effect the
railroad spaces evoke.
Certain work will be necessary to
b r i n g the building within code
that will impinge on the 1908
feeling,
p a rti c ul a rl y the
stair
enclosures.
Today's market will demand a i r conditioning (among other t h i n g s )
and the ductwork will either be
exposed,
violating the architect u r a l vocabulary, or will require
a new ceiling with
diffusers,
thereby
concealing the original
exposed arched ceiling.
Assuming that original materials will
not be used due to cost, three courses
of action remain open to a developer:
o
Restoration using modern materials
that resemble materials used in
1908 so the appearance of the
office is restorecL
31
�o
o
Selection of certain 1908 elements
that e x i s t i n the building and a
marriage of these with modern
materials to produce an eclectic
result.
Removal of all 1908 elements (on
the i n t e r i o r ) to make the office
spaces
indistinguishable
from
similar space i n newly constructed
buildings.
Please note that a r c h i t e c t u r a l l y , the
retention of the e x i s t i n g windows and
the width of the p r e - a i r conditioning
wings will impose a set of design
constraints that will favor either a
restoration or an eclectic approach. I t
is possible that given the proximity of
Union
Station's
historic
railroad
i n t e r i o r s , the continuity i n image with
these two approaches will offer the
optimum r e n t s .
However,
all three approaches are
equally feasible from a technical viewpoint and would be within an affordable
range. A developer would, no doubt,
want to preserve the freedom to choose,
according to his instincts and calculations,
which approach would
best
balance cost against potential to achieve
optimum r e n t s .
T h e r e f o r e , what i s proposed for the
purpose of this report is that the cost
estimate be based on the approach of
having a contemporary look on the
interior (as being the most s t r a i g h t
forward to scope and estimate), without
intending to advocate this approach.
T h e option should be left open, i n any
work
done,
to
choose
either
an
"appearance restoration" or an "eclectic"
approach. T h e r e f o r e , the estimate will
be based on the creation of a " s h e l l "
that would be provided by a developer
to be finished by the tenants.
32
F I N D I N G S : For the purpose of defining
the " s h e l l " and using this definition to
create a scope of work to estimate i n
the final r e p o r t , the work has been
divided into the following categories:
o
o
o
o
o
o
o
Windows: Restoration to p r e s e r v e
the historic appearance on the
exterior is recommended.
Doors and hardware:
Original
doors should be saved for possible
reuse.
New
doors
would
be
demolished
at
the
developer's
discretion.
Floors, ceilings and w a l l s :
A
survey
will
be
performed
to
identify the walls to remain i n the
shell.
Only damage to the shell
s t r u c t u r e will be estimated for
repair (while the assumption that
no
immediate
danger
to
the
building is posed by all plaster
and floor damage on the office
floors will be v e r i f i e d ) .
Stairs:
Major work is necessary
to eliminate conditions that violate
code.
A full egress scheme will
be developed.
E l e v a t o r s : T h e condition of the
existing elevators will be a s c e r tained and a scheme for an elevator
service of today's standards will
be proposed.
Fireproofing:
S t r u c t u r a l members
will require fireproofing and the
fire-separation
requirement
for
mixed use between the railroad
space and the office space will be
determined.
S k y l i g h t s : Replacement with new
glazing
and
mullions will
be
studied for feasibility.
�INVESTIGATIVE REPORT
Architectural
Windows
DESCRIPTION:
T h e office floors have
double h u n g , wood sash windows i n
various s i z e s . A l l present glazing i s
single lights of g l a s s .
T h e wooden
sash has a p a r t i c u l a r l y deep, 2-1/2"
profile.
Windows on the facades visible from
the street need to have their architect u r a l character maintained as part of
the Historic B u i l d i n g . To this e n d ,
rehabilitation of the e x i s t i n g windows
is the preferable course of action.
Also,
replacement
with new wood
windows
manufactured
today
is
acceptable.
METHODOLOGY: I n order to determine
whether the windows are i n a condition
that would allow rehabilitation, a v i s u a l
s u r v e y was made of all windows on the
Mezzanine
through
F o u r t h Floors.
Only the condition of the wooden
window sash and the condition of the
wood trim on the frame ( a s an indication of the condition of the frame)
were examined.
A n assumption was made that all sash
cord (originally chains, often repaired
with clothesline), counterweights, and
locks would be replaced if the windows
were to be rehabilitated. T h e e x i s tence' of the original pull handles was
considered to be of secondary importance to the question of whether the
windows were i n a condition to be
rehabilitated:
these can be manufactured as replacements if n e c e s s a r y .
T h e s u r v e y consisted of placing each
window
into one of the following
categories:
o
o
A.
B.
o
C.
o
D.
Rehabilitation only.
Rehabilitation
plus
minor
repair to trim or s a s h ,
Sash replacement r e q u i r e d ,
and/or major repair to frame
and trim,
Condition concealed.
F I N D I N G S : T h e percentages of windows
in the various conditions are noted
below by floor.
SECOND F L O O R : 82 windows s u r v e y e d .
0
0
0
0
A.
B.
C.
D.
13%
42%
23%
22%
T H I R D F L O O R : 94 windows s u r v e y e d .
0
0
0
0
A.
B.
C.
D.
0
68%
31%
1%
F O U R T H F L O O R : 61 windows s u r v e y e d .
0
0
0
0
A.
B.
C.
D.
7%
57%
27%
9%
TOTAL THREE
surveyed.
0
0
0
0
A.
B.
C.
D.
FLOORS:
237 windows
6%
60%
27%
7%
T h i s s u r v e y shows that two-thirds of
the e x i s t i n g windows require little or
no repair to the wood. On this b a s i s ,
a recommendation will be considered
for
rehabilitating all the existing
windows as follows:
33
�o
o
o
o
o
o
o
Remove existing sash from window,
Remove g l a s s , glazing stops and
putty.
S t r i p existing s a s h .
Install new double-light insulating
glass and new stops.
Paint s a s h .
Repair trim on frames.
I n s t a l l new sash c o r d , counterweights and metal weatherstripping
and replace s a s h .
F U R T H E R I N V E S T I G A T I O N : I n order
to estimate the cost of rehabilitation,
f u r t h e r s u r v e y work will include a
count of windows by size and an
inventory of missing pull handles.
the plaster where there are leaks and
the flooring is swollen and buckled
where water has remained for prolonged periods.
An assumption has been made that a
developer's requirement for a " s h e l l "
for the upper floors would include:
o
o
o
Doors, Frames and Hardware
D E S C R I P T I O N : T h e r e are twenty-four
(24) solid, two panel oak doors located
on the upper floors that can be identified as original (primarily through the
hardware,
which is shown on the
Burnham d r a w i n g s ) .
T h i s is not a
sufficient number that all doors i n a
future office installation could be from
this stock, and at present they are
not located i n any consistent w a y , but
scattered throughout the building.
FINDINGS:
These doors are valuable
in today's market and should not be
discarded.
Reuse is encouraged, by
rehanging them i n new openings.
Floors, Ceilings and Walls
The floors, walls and ceilings are i n
very
bad condition on the F o u r t h
Floor, fair condition on the T h i r d and
relatively good condition on the Second
Floor. Water damage has occurred to
34
A subfloor but not a finished
floor.
A ceiling which has no loose or
damaged
plaster,
(although
a
dropped ceiling may be added to
hide d u c t w o r k ) .
E x t e r i o r and fire partition walls
only, since other existing p a r tition walls may or may not be
located i n the appropriate place
for c u r r e n t tenant needs.
For the purpose of estimating the cost
of development, i t is necessary to
distinguish two groups of damage:
o
o
Damage to the " s h e l l " that will
not be demolished and therefore
requires r e p a i r .
Damage that would be removed
during demolition, e . g . , obsolete
flooring that has buckled exhibits
damage, but this can be ignored
if the subfloor underneath is still
in good condition.
FURTHER
INVESTIGATION:
The
" s h e l l " will be identified by making
assumptions about reuse of partitions
and marking these on a plan. A l l
damage will be s u r v e y e d to ensure that
it is cosmetic ( i n conjunction with the
work done by s t r u c t u r a l a n a l y s t s ) .
F u r t h e r , damage to the shell will be
surveyed
and the cost of
repair
estimated.
�INVESTIGATIVE REPORT
Architectural
Stairs
F i r e codes have changed dramatically
since Union Station was built and the
stairs i n the e x i s t i n g building are no
longer i n compliance. I n order to be
in compliance, a stair egress system
will have to comply with the code i n
the following a r e a s :
o
o
o
o
o
Locations i n the building: Long
dead ends should not e x i s t , and
no point should be too far from a
stair.
Width sized for occupancy load:
based on a calculation of occupancy
by square feet per person.
P h y s i c a l characteristics of
the
s t a i r : s t a i r w i d t h , tread length,
r i s e r height, etc.
Fire
separation from
rest
of
building:
this is a particular
problem i n regards separation of
the stair circulation from the
elevator circulation and doors, as
well as the more common problem
of separation of s t a i r s from tenant
spaces i n the building.
E g r e s s to grade:
Only two of
five s t a i r s presently terminate at
grade outside the building, which
poses a serious problem.
A t present there are five major stairs
that begin at the highest floor level
and proceed close to grade. I n addition
there are s i x access stairs that connect
one or two floors and s e v e r a l circular
staircases.
These access stairs are
not suitable for fire egress, but must
be checked to ensure that the openings
are closed by appropriate fire separation.
T h e five major systems are
described below.
S T A I R # 1 : T h i s stair connects the
West Wing F o u r t h Floor Gym with
outside grade at the Carriage Porch
where there is a Metro entrance.
Since it winds around the elevator
shaft, a solution to the problem of
achieving fire separation code compliance between the elevator and the
stair will be addressed i n the final
report.
T h e distance between the inside
of the s t r i n g e r s is 65 inches.
marble treads need to be cleaned,
except for one that has a four
break at the nosing joint, are i n
condition.
face
The
but,
inch
good
The original oak handrail is intact but
d i r t y , except for the flight from the
T h i r d Floor to the Gym, where steel
pipe rails have been installed.
A t grade, a solution will be proposed
for the problem created by having a
single set of double doors as combined
egress from the Elevator Lobby and
the s t a i r c a s e .
Such a solution will
take
into
account p r e s e r v i n g
the
appearance of the exterior of the
building.
S T A I R #2:
T h i s stair connects the
Fourth Floor offices i n the southeast
corner with grade at the portico near
the State E n t r a n c e . I t has the same
problems
with fire separation and
separate egress from the elevator as
Stair # 1 .
The distance between s t r i n g e r s is 57
inches. T h e treads and handrails are
in good condition but d i r t y .
35
�S T A I R #3: T h i s stair i s located i n the
East Wing at the northeast corner and
connects the F o u r t h Floor w i t h the
F i r s t Floor, offering egress into the
Concourse. O r i g i n a l l y , the Concourse
was an "outdoor" space, since the
north wall was open.
I t is u n l i k e l y
that this would meet the code' today as
an area for e g r e s s , and i t i s also
unlikely that the Concourse will be
reopened.
A horizontal corridor on
the F i r s t Floor is impossible as a
means to achieve grade egress since i t
would have to go through the P r e s i dential S u i t e . T h e r e f o r e , a less direct
route will have to be proposed and a
study of the possibilities will be done
for the final report.
Mezzanine L e v e l .
T h e r e is no flight
from the Mezzanine L e v e l to grade. A
solution to this problem will be proposed i n the final r e p o r t .
T h e distance between s t r i n g e r s is 52
inches. T h e marble treads have been
covered with a metal tread overlay
containing s t r i p s of abrasive material.
T h i s is no doubt safe, but it is
unsightly.
Removal
of
the
added
material and cleaning of the marble i s
recommended.
STAIR
REQUIRED:
One
problem
immediately
presents itself,
without
further
s u r v e y , i n the East Wing
where a long dead-end condition e x i s t s
to the west of Stair #3. A new stair
will be required if this area is to be
usable office space, but a serious
problem e x i s t s with egress at the F i r s t
Floor where the stair would empty into
either the Main Hall or the Concourse
far from a perimeter wall.
Enclosing this stair with a fire wall
will be relatively easy since i t s present
enclosure is discreet and does not
share space with an elevator.
T h e guard r a i l at the T h i r d Floor
landing
( 5 ' - 3 " i n length) and the
handrail from the T h i r d Floor up to
the f i r s t landing have been replaced
and no longer match the original.
These should be r e s t o r e d .
S T A I R #4:
T h i s stair begins at the
Fourth Floor and is located i n the West
Wing near the Main H a l l .
A major
problem to be solved is presented by
its e g r e s s , which is now onto the
walkway through the Main Hall at the
36
T h e stair is 44 inches between the
inside face of the s t r i n g e r s .
The
guardrails and handrails are i n good
condition, although d i r t y , except from
the Mezzanine to the Second Floor,
where a pipe r a i l has been u s e d .
Enclosure
will
be
easily
achieved
around those flights that now e x i s t .
S T A I R #5: Located i n the East Wing
near the Main Hall, this stair is identical i n condition to Stair #4.
F U R T H E R I N V E S T I G A T I O N : None of
the present s t a i r s comply with today's
code and the process of bringing them
into compliance is more complicated
than simply installing fire doors.
A
comprehensive scheme will be required
that will begin with anticipated occupancy load requirements and propose a
scheme for providing acceptable egress
from each point i n the building to
grade.
Also, Stair #6 through Stair
#14, all minor stairs that would not be
part of an egress system, will be
investigated.
�INVESTIGATIVE REPORT
Architectural
Elevators
T h e r e are four elevators i n the building,
two i n the East Wing and one i n the
West Wing and one i n the Concourse.
Only the West Wing elevator was working
consistently during the s u r v e y .
E L E V A T O R # 1 : Located i n the West
Wing, this i s still i n operation and
serves the F i r s t , Mezzanine,
Second
and T h i r d Floors. T h e F o u r t h Floor,
which contains primarily the G y m , i s
not served
by an elevator.
The
Machine Room on the F o u r t h Floor
above the shaft i s i n the room containing the model r a i l r o a d . T h i s i s an
electric traction elevator with a cab
capacity of 2,500 l b s . , as manufactured
by the Otis Elevator Company.
E L E V A T O R #2: Located i n the East
Wing, south side, this was i n i n t e r mittent operation d u r i n g the s u r v e y .
I t serves the F i r s t , Second and T h i r d
Floors. T h e area above the shaft on
the F o u r t h Floor i s a Machine Room.
T h i s elevator i s of the same t y p e ,
capacity and manufacture as Elevator
#1.
E L E V A T O R #3: Located i n the East
Wing, north side, this s e r v e s the
F i r s t , Mezzanine, Second, T h i r d and
F o u r t h Floors.
Since this elevator
serves the F o u r t h Floor, handicapped
access i s available on this l e v e l , an
important consideration for renovation.
This
elevator
was not functioning
during the s u r v e y .
I t i s an oil
hydraulic type with a basement Machine
Room and was manufactured by the
Montgomery Dependable Elevator C o .
E L E V A T O R #4: T h i s i s located along
the north wall of the Concourse, within
the
area
comprising
the Historic
B u i l d i n g . Elevator #4 provides handicapped access from the Garage Bridge
to the Concourse. T h i s elevator i s of
recent vintage.
Disposition of this
elevator
will
be
dependent
upon
evaluation of alternative r a i l concepts.
A n attempt was made to secure the
certificates
for these
elevators
to
determine their age and performance
c h a r a c t e r i s t i c s , but these could not be
located.
However, access was gained
to the Machine Rooms of Elevators 1 , 2
and 3 , and the manufacturer's file
numbers were obtained.
With these
numbers,
the corresponding
manuf a c t u r e r ' s files can be obtained for
additional information.
F U R T H E R I N V E S T I G A T I O N : For the
final r e p o r t , the condition of each
elevator will be determined by inspection, by both the manufacturer and
current
maintenance organization i f
possible.
T h e capacity of each cab
will be studied i n comparison with the
anticipated occupancy load to see if
this will meet c u r r e n t office r e q u i r e ments.
Particular attention will be
paid to service to the F o u r t h Floor,
which i s likely to be inadequate.
Fireproofing
Requirements
for
fireproofing
the
existing building will be gathered from
the code review and a method developed
for generating a cost estimate. T h i s
will include not only fireproofing for
beams and columns, but also the
potential for building a fire separation
wall between the office floors and the
railroad interiors to achieve the proper
multiple occupancy separation.
37
�Skylights
There
are
numerous
skylights in
windowless
areas
throughout
the
building which represent a valuable
resource
to
increase the ease
of
marketing of the building.
These
architectural features are v e r y popular
and can optimize r e n t s . I n the final
report, a recommendation will be made
on the feasibility of reglazing these
existing openings with new glass and
mullions.
38
�������INVESTIGATIVE REPORT
Structural
SUMMARY
Item S B - 1
SB-2
SB-3
SB-4
SB-5
SB-6
Sl-1
Sl-2
Sl-3
Sl-4
Sl-5
51- 6
52- 1
53- 1
53-2
54- 1
S4-2
S4-3
SR-1
SR-2
SR-3
SR-4
SR-5
39
�40
�INVESTIGATIVE REPORT
Structural
T h e general charge of the s u r v e y i s to
determine those actions necessary or
desirable to p r e s e r v e the long term
s t r u c t u r a l integrity of Union Station
(the Historical Building o n l y ) .
Over
the y e a r s the building has fallen into a
state of needing repair which affects
structural
elements.
Many of
the
s t r u c t u r a l problems are a direct r e s u l t
of poor maintenance which has allowed
moisture to have long term contact
with the s t r u c t u r a l members.
This
type of deterioration should be halted
immediately by having a waterproofing
envelope protect the entire building as
necessary. T h e findings of this report
are based solely on conditions as they
exist now.
T h e extent of continued
deterioration cannot be anticipated if
present waterproofing
conditions are
not corrected.
METHODOLOGY: To develop a program
of analysis and r e p a i r , a team of s t r u c t u r a l engineers has gone throughout
the building and by v i s u a l inspection
has pinpointed the elements of s t r u c t u r a l
implication that are i n an i r r e g u l a r
condition.
T h i s initial inspection was
supplemented by review of existing
documents which are not conclusive
nor complete.
Within the t e x t , reference made to a
report on Union Station dated October
1977 is identifying the following:
"Washington
Union Station:
Special
Study for the F R A T a s k Force on
Union S t a t i o n " , prepared by Deleuw,
Cather/ Parsons and Skidmore, Owings
& Merrill.
A general statement of the building's
s t r u c t u r a l integrity as understood at
this point in time has been formulated.
Based on initial v i s u a l observations
throughout the building, there is no
s t r u c t u r a l item that needs immediate
attention. T h i s statement is subject to
change as the s u r v e y continues.
T R A I N INDUCED V I B R A T I O N : V i b r a tion of the building is easily felt on
the upper floors of the east side of
the Historic Building when t r a i n s go
through
the
Long-Haul
Tunnel.
F u r t h e r investigation will be done to
determine whether this vibration r e p r e sents a s t r u c t u r a l problem or should
be considered i n a category similar to
a noise transmission problem.
T h e pertinent findings of the i n v e s t i gation so far are contained w i t h i n ,
with
each
item' of
concern
being
. described from a v i s u a l perspective.
Also, each item is discussed f u r t h e r as
to the extent and amount of f u r t h e r
investigation required so as to completely define the problem and a r r i v e
at
a method
of
rehabilitation as
r e q u i r e d . T h e location of each item of
concern is located on the pertinent
plan.
T h e plans are at the end of
this t e x t .
41
�Item S B - 1
LOCATION:
S t r u c t u r a l System S u p porting Long-Haul T r a i n T r a c k s at the
point where the Mail T u n n e l ( B 8 1 )
passes beneath the t r a c k s .
EXISTING
CONDITIONS:
Existing
construction of concrete encased steel
framing beams and partially encased
columns
displays deterioration.
In
several locations, the e x i s t i n g concrete
cover is cracked and/or has spalled off
and the steel is r u s t e d . Framing at
the
north wall shows
considerable
amount of r u s t on bottom flanges.
At
the east end of this a r e a , additional
columns have been installed and certain
members have been reinforced.
T h e e x i s t i n g concrete walls do not
exhibit signs of d i s t r e s s or deterioration.
T h i s area was previously noted i n
report on Union Station, October 1977.
F U R T H E R I N V E S T I G A T I O N : To examine
the top flange of beams, the slab will
be opened up at a limited number of
locations
to
monitor
deterioration.
Rusted steel will be investigated by a
testing agency, E . L . Conwell & C o . ,
to determine the amount of material
remaining. Engineering analysis will be
performed to determine whether r u s t e d
beams will perform satisfactorily for the
intended purpose.
I f e x i s t i n g framing is determined to be
deficient, recommendations for repair
will be developed.
Areas will be identified where f i r e proofing is necessary for fire r a t i n g .
A corrective method will be proposed
as n e c e s s a r y .
42
Since the construction history of the
added columns is partially unknown,
the adequacy of members and foundation
will be determined. A Soils Engineer,
Woodward-Clyde Consultants, will view
the bearing strata of foundation and
make recommendations as n e c e s s a r y .
IMPACT
ON
OTHER
DISCIPLINES:
Deterioration of the framing and concrete encasement i n this area is due to
water penetration.
To prevent this
condition from r e c u r r i n g the following
items should be examined and the
necessary corrections made:
o
o
o
o
waterproofing and drainage system
of slab at through t r a c k s ,
waterproofing of e x i s t i n g w a l l s ,
pipe l e a k s ,
unnecessary hangers on beams
identified and eliminated.
F i r e r a t i n g for beams and columns as
required by code authorities will be
determined.
�INVESTIGATIVE REPORT
Structural
Item S B - 2
L O C A T I O N : Wall Opening at East E n d
of Mail Handling T u n n e l
E X I S T I N G CONDITIONS:
The unreinforced concrete g r a v i t y retaining wall
which i s 5 f t . t h i c k at mid-height has
an opening cut into i t for a ramp to
the east basement a r e a .
T h i s wall
displays a c r a c k from the top of the
wall to the top of the opening over the
center of the opening.
T h e c r a c k line
is a pour joint i n the concrete w a l l . A
key joint i s observed on the underside
of the top of the opening.
FURTHER
INVESTIGATION:
Even
though there are no v i s u a l signs of
distress i n the w a l l , an analysis will
be performed
to determine
if the
strength of wall i s significant to support
the column on top of the wall. T h i s
additional study i s necessary to confirm
that modifications to the original s t r u c ture were proper.
Clearance at the top of the opening for
mail-carrying t r u c k s i s
inadequate,
which has limited the tunnel's u s e .
A building column i s supported on top
of the wall above the north end of the
cut through the w a l l . T h e r e are no
c r a c k s or other indicators of s t r u c t u r a l
distress.
T h i s area was previously noted i n the
report on Union Station, October 1977.
FINDINGS:
T h e United States Postal
Service has recently discontinued use
of the t u n n e l . Therefore, the clearance condition mentioned above needs
no further consideration.
43
�Item S B - 3
Item S B - 4
LOCATION:
Ramp to Sub-basement
L e v e l to the West of Long-Haul T r a i n
Tracks
LOCATION:
North Wall of Concourse
at
Basement L e v e l
and
Structural
Esplanade Slab, West of Long-Haul
Train Tracks
E X I S T I N G C O N D I T I O N S : E x i s t i n g ramp
and walls are of concrete construction.
T h e walls and slab do not show any
signs of d i s t r e s s and appear to be
sound.
A portion of the area above
the ramp is framed at the Basement
floor level with wood joist and decking.
T h e decking has gaps between the
planks.
FURTHER
INVESTIGATION:
Engineering analysis will be performed to
establish the load capacity of e x i s t i n g
construction if wood construction i s
acceptable.
I f e x i s t i n g wood framing
is to remain, it will be fully inspected
to determine present condition of wood
with respect to decay.
I f wood construction is unacceptable (see below),
a corrective method will be proposed.
I t will be
following:
o
o
necessary to
establish the
fire
rating
requirements
and
future intended use to determine
if wood construction is acceptable,
restrictions regarding head room
requirements over ramp which will
affect reconstruction if n e c e s s a r y .
E X I S T I N G CONDITIONS: The existing
concrete basement wall has no unusual
c r a c k s ; however, there are several
areas
of
water
penetration.
The
basement wall is approximately twelve
feet ( 1 2 ' - 0 " ) north of the exterior
Concourse wall that is above grade,
which is supported by steel column
and
beam
construction within the
Basement. T h e exterior concrete s l a b ,
Esplanade, above the area between the
basement wall and exterior Concourse
wall is i n poor condition.
Along the basement wall there are
sizeable steel beams perpendicular to
the wall of questionable function which
do
not
appear
on
the
acquired
drawings.
R u s t on some of the steel beams s u p porting the Esplanade is visible where
encasement has been removed at hanger
supports.
Where the Pedestrian Bridge from the
P a r k i n g S t r u c t u r e meets the north face
of the Concourse, there are shores i n
the
basement
marked
"DO
NOT
REMOVE".
Construction i n this area
was reviewed with s t r u c t u r a l engineers
from S v e r d r u p & Parcel who were
involved with the recent construction.
T h e y claim modifications had been made
for which they could not account.
FURTHER INVESTIGATION:
At two
locations, sections of the Esplanade
will be removed to examine condition of
waterproofing above the basement and
to review the condition of the s u p porting steel beams.
44
�INVESTIGATIVE REPORT
Structural
Item S B - 5
Two observation pits under the s u p e r vision of a Soils Engineer, WoodwardClyde Consultants, will be dug n e x t to
the Basement wall to a depth 5 f t .
below the Basement slab a r e a . These
will assist i n determining the source of
the water penetrating the Basement
wall.
LOCATION:
West Hall
F u r t h e r investigation will be made to
determine the significance of sizeable
steel beams of questionable function.
T h i s may involve f u r t h e r removal of
part of the Esplanade above one of
these elements.
FINDINGS:
T h e c r a c k s i n the walls
indicate
that
improper
foundations
support these w a l l s . T h e c r a c k s will
not hinder the walls being used as
partitions and should be repaired for
cosmetic reasons only.
T h e cracked
walls do not indicate that the main
s t r u c t u r a l system i n this area is
unsound.
Framing condition at shores marked
"DO NOT R E M O V E " will be determined
and a permanent framing scheme will
be developed.
Basement
Walls
Below
E X I S T I N G CONDITIONS:
These nonbearing partitions of concrete block or
t e r r a cotta tile are severely c r a c k e d .
T h e s t r u c t u r a l framing shows no signs
of d i s t r e s s .
Deterioration of the framing and concrete encasement i n this area is due to
water penetration.
To prevent this
condition from r e c u r r i n g , the following
items will be examined and necessary
corrections made:
o
o
o
o
waterproofing and drainage system
of s l a b ,
waterproofing of existing w a l l s ,
pipe l e a k s ,
unnecessary hangers on beams
identified and eliminated.
Electrical v a u l t s may require temporary
shutdowns or protection to accommodate
inspection operation.
F i r e r a t i n g for beams and columns will
be determined as required by code
authorities.
45
�Item S B - 6
Item S1 - 1
L O C A T I O N : Basement Slab Throughout
Building (not located on plan)
LOCATION:
The Construction in the
Main Hall Designated as P . A . V . E . by
National Visitor Center Documents
E X I S T I N G CONDITIONS:
T h e slab is
cracked
extensively
at
different
locations.
FINDINGS:
The c r a c k i n g and deterioration of this slab is evidence of
v a r y i n g degrees of local settlement of
the s l a b .
The cracked slab has no
effect on the s t r u c t u r a l integrity of
the building as a whole nor suggests a
major s t r u c t u r a l problem.
Where for
service requirements a flat, uncracked
slab is necessary, a new engineered
slab must be installed on compacted
engineered fill material.
E X I S T I N G CONDITIONS:
A portion of
the original F i r s t Floor framing has
been removed to create a large opening
in the floor for the P . A . V . E .
New
framing has been added to support
this s t r u c t u r e .
The bottom of this
pits is at a lower elevation than the
original slab-on-grade at the basement
level.
T h i s steel is protected with
s p r a y - o n fireproofing material.
FURTHER
INVESTIGATION:
The
s p r a y - o n fireproofing will be analyzed
to determine if it has asbestos in i t .
T h e r e are no indicators which point to
problems
with the integrity of the
s t r u c t u r e . However, this area will be
studied further since the proposed
future use of the Main Hall may require
a floor over this opening at the F i r s t
Floor level.
A preliminary s t r u c t u r a l
scheme will be done so that a cost
estimate for this future framing can be
included in the Final Report.
F u t u r e use of this area at both F i r s t
Floor and Basement will be determined.
46
�INVESTIGATIVE REPORT
Structural
Item S 1 - 2
LOCATION:
of Main Hall
Underside
Item S 1 - 3
of F i r s t Floor
LOCATION:
Underside
of Concourse
of F i r s t Floor
E X I S T I N G CONDITIONS:
Throughout
this area there are numerous locations
where clay tile has been removed from
around the steel beam flanges to hang
equipment.
A t these
points,
the
flanges have r u s t e d .
E X I S T I N G CONDITIONS:
Throughout
this area there are numerous locations
where clay tile has been removed from
around the steel beam flanges to hang
equipment.
At these points, flanges
have r u s t e d .
F U R T H E R I N V E S T I G A T I O N : A l l corroded members will be investigated to
determine if present strength i s inadequate due to r u s t .
Recommendations
for
repair
will
be developed as
necessary.
I n the significantly large area which
had been reframed after the t r a i n
c r a s h i n the early 5 0 ' s , the original
construction has been replaced by
concrete-encased steel beams with a
concrete
slab on metal deck.
At
various points, some of this concrete
encasement
has been
removed for
equipment h a n g e r s .
Areas will be identified where f i r e proofing is necessary for fire r a t i n g .
A corrective method will be proposed
as n e c e s s a r y .
F i r e r a t i n g for beams and columns as
required by code authorities will be
determined.
Unnecessary hangers on beams should
be identified and eliminated.
F U R T H E R I N V E S T I G A T I O N : A l l corroded members will be investigated to
determine i f present strength i s inadequate due to r u s t .
Recommendations
for
repair
will
be developed as
necessary.
Areas will be identified where f i r e proofing is necessary for fire r a t i n g .
A corrective method will be proposed
as n e c e s s a r y .
T h e area of the 1950's construction will
be studied to ascertain compatibility
with original construction.
A minimum of two cores will be taken
from the F i r s t Floor slab where i t has
been reframed to determine information
about slab system.
T h e profile of
deck, gauge of deck, thickness of
slab, strength of concrete, and type
of concrete will be established. T h e
capacity of the slab and some r e p r e sentative
framing members will be
determined.
47
�Item S 1 - 4
Where concrete encasement
removed, i t will be patched.
has
been'
LOCATION:
East Wall of Concourse
E X I S T I N G C O N D I T I O N S : I n the upper
portion of the glass wall two pieces of
glass are c r a c k e d .
Some of the fascia stone is dislodged
and the joint between the window
frame and stone has not been properly
closed.
T h e r e e x i s t s a 1-1/2" gap,
approximately.
At the southeast end new v e r t i c a l steel
framing has been added to support a
t r u s s system which i n t u r n supports
the w a l l .
New block work has been
added at this location to enclose the
steel. T h e r e are no signs of d i s t r e s s ;
however, the function of certain framing
elements is not apparent.
T h e lower glass wall is supported by
the original steel framing of the Concourse Main Floor.
These original
girders
also
support the partially
completed Esplanade. T h i s framing is
exposed to the weather, since there
are no basement walls at this location.
Large amounts of steel are unprotected
by fireproofing.
One of the original
columns has bent flanges.
Some temporary shoring in the Basement
is still i n place where the T r a i n Concourse F i r s t Floor framing beams have
been reconnected to a new girder at
the north end of this wall.
F U R T H E R I N V E S T I G A T I O N : Framing
of wall will be reviewed to establish
the function of various elements.
A method of repair for the column with
bent flanges will be proposed.
48
�INVESTIGATIVE REPORT
Structural
Item S 1 - 5
The original framing at the F i r s t Floor
will be reviewed by a testing agency for
r u s t and the connections of the new
steel from the Esplanade to this framing
is to be inspected for completeness.
Areas will be identified where f i r e proofing i s necessary for fire r a t i n g .
A corrective method will be proposed
as n e c e s s a r y .
The
following
n o n - s t r u c t u r a l items
should be reviewed and corrected as
necessary:
o
o
o
o
joints i n f a s c i a ,
cracked glass,
lack of weather
Basement,
Caulking.
protection
in
L O C A T I O N : Entrance from Presidential
Suite to Concourse
E X I S T I N G CONDITIONS:
At the east
side of the e n t r y , there are c r a c k s i n
the glazed b r i c k s and openings i n
joints where mortar has fallen out.
Over the exhaust f a n , the wall has
bowed
outward.
The
ornamental
column on the east side of entry
exhibits
some
spalling
and minor
chipping.
Over the e n t r y , the glazed
tile has c r a c k s i n i t .
Inside the vestibule of the Presidential
Suite there i s peeled paint and c r a c k s
in the plaster.
These are due to
aging and are not connected to glazed
b r i c k c r a c k s already mentioned.
Below this area i n the Basement are
non-bearing walls of concrete block or
t e r r a cotta tile which are severely
cracked.
T h i s area was previously noted i n the
report on Union Station, October 1977.
FINDINGS:
T h i s entry is supported
on steel framing i n the main floor and
columns which penetrate through the
Basement.
T h e r e i s no evidence of
distress i n this framing as observed
from below i n the Basement. C r a c k s
in the masonry work on the F i r s t Floor
are
n o n - s t r u c t u r a l and should be
repaired for the purpose of restoring
the original f i n i s h .
The c r a c k s i n the walls below indicate
that
improper
foundations
support
these
walls.
T h e c r a c k s will not
hinder the walls being used as p a r t i tions and should be repaired for
cosmetic reasons only.
T h e cracked
walls do not indicate that the main
s t r u c t u r a l i n this area is unsound.
49
�Item S 1 - 6
Item S 1 - 7
L O C A T I O N : West E n d Wall of Concourse
L O C A T I O N : Intersection of the Pedest r i a n Bridge from the P a r k i n g Garage
with the Concourse
E X I S T I N G C O N D I T I O N S : A t both the
Basement and F i r s t Floor level there
are no signs of s t r u c t u r a l d i s t r e s s .
C r a c k s in the north pier at the F i r s t
Floor level are only i n the drywall
finish and they do not occur i n the
block walls behind.
From the exterior, it is possible to
note that a small fascia stone has been
disloged at the northern intersection of
the c u r v e d edge outlining the top of
the upper glass window wall and the
bottom edge of this same glass system.
Above the Concourse into the t r u s s
space, light is penetrating through
joints between the new and old stone
fascia.
F I N D I N G S : T h i s area exhibits problems
which deal only with the stone fascia
as noted p r e v i o u s l y . These should be
reviewed and r e p a i r s made for the
purpose of restoring the original finish
conditions.
50
E X I S T I N G C O N D I T I O N S : T h e connection of the two lowest main beams of
the Pedestrian Bridge with the Concourse has been stated i n the scope of
work to be a moment-type connection
and a potential cause of a problem
should the P a r k i n g Garage and Concourse
settle
differentially.
This
condition was noted i n the report on
Union Station, October 1977.
FURTHER
INVESTIGATION:
This
connection will be fully investigated to
determine i t s function. T h e architect u r a l cover over the connection will be
removed as n e c e s s a r y . I f the connection is determined to be inappropriate,
recommendations
for repair will be
developed.
�INVESTIGATIVE REPORT
Structural
Item S 2 - 1
Item S 3 - 1
LOCATION:
Floor of East V a u l t Room
at Second Floor
LOCATION:
East
Floor Office Areas
E X I S T I N G C O N D I T I O N S : T h e r e i s an
extensive c r a c k i n the floor r u n n i n g
east-west.
E X I S T I N G CONDITIONS:
T h i s floor
has had water penetrating through i t
which has caused plaster and paint to
spall from the underside of the tile
construction.
FURTHER
INVESTIGATION:
I n the
v i c i n i t y of the c r a c k , the concrete
topping and fill will be removed to see
if the c r a c k is also i n the s t r u c t u r a l
tile a r c h construction. I f the c r a c k
does continue into the tile a r c h , an
extensive
investigation and analysis
will be conducted to determine the
cause. Remedial work will be proposed
as necessary.
and
West
Third
FURTHER
INVESTIGATION:
I n an
area
where
water
penetration has
o c c u r r e d , a section of topping and fill
will be removed and the steel framing
exposed and checked for deterioration.
A corrective method will be proposed
as necessary.
Finish items that have deteriorated and
need
additional
attention
are the
flooring and the plaster ceilings.
51
�Item S 3 - 2
Item S 4 - 1
LOCATION:
Floor of East Vault Room
at T h i r d Floor
LOCATION:
East
Floor Office Areas
E X I S T I N G CONDITIONS:
T h e r e is an
extensive c r a c k i n the floor r u n n i n g
east-west.
E X I S T I N G CONDITIONS:
T h i s floor
has had water penetrating through it
which has caused plaster and paint to
spall from the underside of the tile
construction.
FURTHER
INVESTIGATION:
I n the
v i c i n i t y of the c r a c k , the concrete
topping and fill will be removed to see
if the c r a c k is also i n the s t r u c t u r a l
tile a r c h construction. I f the c r a c k
does continue into the tile a r c h , an
extensive
investigation and analysis
will be conducted to determine the
cause. Remedial work will be proposed
as n e c e s s a r y .
and
West
Fourth
FURTHER
INVESTIGATION:
I n an
area
where
water
penetration
has
o c c u r r e d , a section of topping and fill
will be removed and the steel framing
exposed and checked for deterioration.
A corrective method will be proposed
as n e c e s s a r y .
F i n i s h items that have deteriorated and
need
additional
attention
are
the
flooring and the plaster ceiling.
52
�INVESTIGATIVE REPORT
Structural
Item S 4 - 2
Item S 4 - 3
L O C A T I O N : Area Between Ceiling and
Roof i n Main Hall
LOCATION:
E X I S T I N G CONDITIONS:
The truss
supporting the ceiling and roof i s
visible from this location, and shows
no sign of d i s t r e s s .
A secondary t r u s s frames into the east
wall above the north doorway into this
space.
T h e bottom of the support
corbel for the t r u s s has fallen off.
The plaster arches below this area on
the north side of the Main Hall have
discolored
and deteriorated.
These
serious water leaks should have been
corrected since the roof over this area
has
been
repaired.
T h e hangers
supporting the arches have not r u s t e d .
Floor of East T a n k Room
E X I S T I N G CONDITIONS:
T h e r e i s an
extensive c r a c k i n the floor r u n n i n g
east-west.
FURTHER
INVESTIGATION:
I n the
vicinity of the c r a c k , the concrete
topping and fill will be removed to see
if the c r a c k i s also i n the s t r u c t u r a l
tile a r c h construction.
I f the c r a c k
does continue into the tile a r c h , an
extensive
investigation and analysis
will be conducted to determine the
cause. Remedial work will be proposed
as necessary.
FURTHER
INVESTIGATION:
Visual
inspection of the top chord of the t r u s s
and roof p u r l i n s will be done so as to
check for corrosion.
T h e seriousness
of the broken corbel will be determined
and a corrective measure will be proposed, i f n e c e s s a r y .
The deteriorated
be r e p a i r e d .
plaster
arches must
53
�Item S R - 1
LOCATION:
Gymnasium and Storage
Room i n West E n d of the Building
E X I S T I N G C O N D I T I O N S : T h e existing
gymnasium roof is supported on wallbearing steel t r u s s e s . T h i s framing
has only minor amounts of r u s t .
The
northwest pier of the gymnasium has
cracked and needs to be r e p a i r e d .
Along the n o r t h , east and west sides
of the main gymnasium roof, there are
short s p a n , flat roof areas where there
are considerable amounts of r u s t on
the bottom flanges.
T h e Storage Room, which i s directly
south of the gymnasium area and at
the same l e v e l , is roofed with stone
slabs supported by wall bearing steel
beams and built-up g i r d e r s .
This
steel framing exhibits extensive corrosion.
R i v e t s have disintegrated at
certain points.
The floor of the Storage Room
several small holes i n the slab.
has
F U R T H E R I N V E S T I G A T I O N : A testing
agency,
E . L . Conwell & C o . ,
will
clean all deteriorated framing at roof
and floor and establish the amount of
sound material left.
Where steel has
r u s t e d , r i v e t s will be inspected to
determine if they are still functioning
properly.
Connections between stone slabs and
s t r u c t u r a l framing will be inspected.
Analysis will be performed to determine
the remaining capacity of deteriorated
members and to develop a remedial
program as needed.
At floor level at an area where water
penetration has o c c u r r e d , a section of
54
topping and fill will be removed and
the steel framing exposed and checked
for deterioration. A corrective method
will be proposed as n e c e s s a r y .
Deterioration of framing is due to
water penetration.
To prevent this
condition from r e c u r r i n g the following
should be examined and corrected as
necessary:
o
o
o
joint pointing,
joint s e a l s ,
roof d r a i n s .
The
flooring
replacement.
in
this
area
needs
�INVESTIGATIVE REPORT
Structural
Item S R - 3
Item S R - 2
LOCATION:
and Roof
West
T a n k Room
Ceiling
LOCATION:
and Roof
East
T a n k Room
Ceiling
E X I S T I N G C O N D I T I O N S : Some r u s t e d
steel was observed from the tank room
floor, along the south wall j u s t below
the ceiling l e v e l .
T h e framing of the
ceiling of the tank room also showed
deterioration due to r u s t .
E X I S T I N G CONDITIONS:
Some r u s t e d
steel was observed from the tank room
floor, along the south wall j u s t below
the ceiling l e v e l . T h e framing of the
ceiling of the tank room also showed
deterioration due to r u s t .
The roof of the tank room i s stone
slabs.
T h e steel framing i s severely
rusted.
T h e roof of the tank room i s stone
slabs.
T h e steel framing i s severely
rusted.
F U R T H E R I N V E S T I G A T I O N : A testing
agency,
E . L . Conwell & C o . , will
clean a l l deteriorated framing at roof
and floor and establish amount of
sound material left.
Where steel has
r u s t e d , r i v e t s will be inspected to
determine if they are still functioning
properly.
F U R T H E R I N V E S T I G A T I O N : A testing
agency,
E . L . Conwell & C o . , will
clean all deteriorated framing at roof
and floor and establish the amount of
sound material left.
Where steel has
r u s t e d , r i v e t s will be inspected to
determine i f they are still functioning
properly.
Connections between stone slabs and
s t r u c t u r a l framing will be inspected.
Connections between stone slabs and
s t r u c t u r a l framing will be inspected.
Analysis will be performed to determine
the remaining capacity of the deteriorated members
and to develop a
remedial program as needed.
Analysis will be performed to determine
remaining
capacity
of
deteriorated
members and develop remedial program
as needed.
Deterioration of framing i s due to
water penetration.
To prevent this
condition from r e c u r r i n g , the following
should be examined and corrected as
necessary:
Deterioration of framing i s due to
water penetration.
To prevent this
condition from r e c u r r i n g , the following
should be examined and corrected as
necessary:
o
o
o
o
o
o
joint pointing,
joint seals,
roof d r a i n s .
joint pointing,
joint seals,
roof d r a i n s .
55
�Item S R - 4
LOCATION:
North Wall at Concourse
EXISTING
CONDITIONS:
From the
interior of the Concourse (specifically
through an opening i n the c e i l i n g ) , no
s t r u c t u r a l d i s t r e s s was apparent. T h e
existing steel beam i n the north wall at
the ceiling level was not observed
through the opening since it i s encased
in b r i c k w o r k .
At this location, there is a serious
water leak due to a hole in the roof
next to a roof d r a i n causing damage to
the ceiling.
T h e interior t e r r a cotta cornice
cracked at several locations.
is
T h e exterior wall is covered with
stucco panels which were installed as
part of National Visitor Center construction.
A section of wall was left
uncovered.
T h e panels have hairline
cracks
throughout
with
the
most
deteriorated
ones being
above the
t e r r a cotta cornice.
T h e exterior t e r r a cotta cornice is
cracked e x t e n s i v e l y .
Some of
the
c r a c k s are horizontal i n addition to the
typical v e r t i c a l ones.
T h e s t r u c t u r a l system which supports
the ceiling and roof shows no sign of
distress.
T h e framing for the monitor room at
the peak of the roof at some locations
is wood.
T h i s area was previously noted i n the
report on Union Station, October 1977.
56
F U R T H E R I N V E S T I G A T I O N : T h e wall
will be opened at several locations to
expose the girder which supports the
Concourse roof t r u s s e s and inspection
will be made for deterioration.
This
further investigation is necessary since
sources
have
indicated that these
beams
had
extensive
exposure
to
weather.
Visual inspection of the top chord of
the t r u s s e s and roof p u r l i n s will be
done so as to check for corrosion.
Items that show signs of deterioration
and need additional attention, but are
not s t r u c t u r a l are the following:
o
o
o
o
interior
terra
cotta
cornice
elements,
exterior stucco panels,
exterior t e r r a cotta cornice,
serious water leak due to a hole
in the roof n e x t to a roof d r a i n .
�INVESTIGATIVE REPORT
Structural
Item S R - 5
LOCATION:
Office Space
Flat
Roof
Area
Over
EXISTING
CONDITIONS:
T h i s roof
has had water penetrating through i t
which has caused plaster and paint to
spall from the underside of the tile
construction.
FURTHER
INVESTIGATION:
I n an
area
where
water
penetration has
o c c u r r e d , a section of topping and fill
will be removed and the steel framing
exposed and checked for deterioration.
A corrective method will be proposed
as necessary.
IMPACT ON O T H E R D I S C I P L I N E S : I f
deterioration i s found, remedial work
will be coordinated with reroofing work
which
i s contained
i n the W K R
Partnership report entitled
"Roofing
and Drainage R e p a i r " .
T h e plaster ceiling has deteriorated
and needs additional attention.
57
�58
�������INVESTIGATIVE REPORT
Mechanical
SUMMARY
HEATING SYSTEM
High P r e s s u r e Steam
Distribution System
Steam P r e s s u r e Reducing
Stations
Low P r e s s u r e Steam
and Condensate R e t u r n
Piping System
VENTILATING SYSTEM
A I R CONDITIONING S Y S T E M
59
�60
�INVESTIGATIVE REPORT
Mechanical
SUMMARY: T h e existing steam heating
system i s antiquated, with less than
what today would be considered minimum
controls.
Most of the piping, except
the portions recently replaced, i s i n
poor condition.
With the exception of
the high p r e s s u r e steam piping system,
the steam p r e s s u r e reducing stations
and the recently replaced portions of
low
pressure
steam
piping,
the
remainder of the heating system needs
replacement.
The ventilation system i s also i n poor
condition,
except
for the elements
which were installed during the 1976/77
program.
T h e new elements will be
subjected to review for the possibility
of
integrating
them into a future
system.
The a i r conditioning system, installed
in 1976, has the potential for future
s e r v i c e , provided the utilization of the
building lends itself to the application
of the present units and systems.
The package a i r conditioners i n the
offices are not suitable for future
service.
Work has been done i n the following
areas within the last ten (10) y e a r s ,
and this work has been inspected to
determine whether any of these systems
can be expe'cted to remain i n s e r v i c e :
o
o
o
o
o
high p r e s s u r e steam service from
the Capitol Hill Steam Plant
steam p r e s s u r e reducing stations
portions
of the low p r e s s u r e
steam and condensate piping
main condensate r e t u r n unit and
satellite condensate pumps
chilled water plant (nominal 380
tons)
o
o
o
o
a i r handling units ( A H U - 1 to 9 )
for a i r conditioning
a i r handling unit (AHU-10) for
ventilation
fans
( F - l through
F - 1 3 ) for
r e t u r n a i r and mechanical exhaust
cabinet unit heaters i n vestibules
METHODOLOGY:
The
investigative
s u r v e y consisted of collecting existing
documents on the building, comparing
these to existing conditions and evaluating conditions of existing systems
and equipment.
The following
were u s e d :
o
o
o
o
sources
of
documents
D C DOT
WMATA
National P a r k Service
blueprint storage i n Union Station
Building
The following people were contacted
and made information available to u s :
o
o
Mr. Lawrence R . Stoffel, Chief
Engineer, Capitol Power Plant
Mr. Norman Mattingly, Executive
Vice President, John J . Wilson,
Inc.
F U R T H E R I N V E S T I G A T I O N : T h e areas
which require further investigation are
explained i n detail under each section
of the t e x t . I n general, the following
inspection activities are r e q u i r e d :
o
o
o
o
high p r e s s u r e steam piping
steam p r e s s u r e reducing stations
low p r e s s u r e steam and condensate
mains i n Basement
all equipment installed within last
10 y e a r s that may have the potential for utilization i n the future
system
61
�Heating System
D E S C R I P T I O N : The heating medium is
steam, available from the Capitol Hill
Steam Plant since 1981.
Originally,
steam was provided from the steam
plant
of
the
Washington
Terminal
Company.
The high p r e s s u r e steam system terminates at the p r e s s u r e reducing stations
located
conveniently
to
serve
the
existing equipment.
COMPONENTS:
The major
of the heating system a r e :
components
DESCRIPTION:
The following steam
pressure reducing stations were noted:
o
High p r e s s u r e steam distribution
piping and condensate r e t u r n .
o
Steam p r e s s u r e reducing stations.
STATION
NO.
1:
located
in the
center portion of the Basement (for air
handling unit AHU-10 s e r v i n g
the
Concourse).
o
Low p r e s s u r e steam and condensate
r e t u r n piping system.
o
Condensate pumps.
o
Heating terminal equipment.
High P r e s s u r e Steam Distribution
System
D E S C R I P T I O N : Steam s e r v i c e , approximately at 60 psig p r e s s u r e , enters the
building at the Basement level and is
conducted to several steam p r e s s u r e
reducing stations, where steam p r e s s u r e
is regulated between 6 to 10 psig for
use by the building heating system.
The original high p r e s s u r e distribution
piping has been replaced by a new
piping system installed in 1981, except
for a section of piping in the east
portion of the building, which remains
from the existing system.
The new
6" main
excellent
service.
capacity
systems.
62
high p r e s s u r e steam piping, a
with 4" main b r a n c h e s , is in
condition, ready for extended
I t is estimated that pipe
would be adequate for future
Steam P r e s s u r e Reducing Stations
S T A T I O N NO. 2: located in the east
portion of the Basement ( s e r v e s the
east portion of the b u i l d i n g ) .
S T A T I O N NO. 3: in the west part of
the Basement ( s e r v e s west part of the
building).
S T A T I O N NO. 4: in west part of the
Basement (for air handling unit AHU-9
that serves the fast food r e s t a u r a n t in
the C o n c o u r s e ) .
S T A T I O N NO. 5: in the center east
part of the Basement ( s e r v e s
the
domestic water heater in Basement).
FURTHER
INVESTIGATION:
All
p r e s s u r e reducing stations appear to
be in good condition, further i n v e s t i gation
is
required
to
ascertain
capacities.
Low P r e s s u r e Steam and Condensate
R e t u r n Piping System
D E S C R I P T I O N : A large portion of the
original steam and condensate r e t u r n
piping system is still in s e r v i c e .
In
certain areas of the building, p r i n c i pally in the west areas and center
�INVESTIGATIVE REPORT
Mechanical
south portion of the Basement, the low
p r e s s u r e steam and condensate piping
was replaced i n 1976 and a portion of
the existing steam mains were r e insulated.
T h e existing steam and
condensate r e t u r n r i s e r s have not been
replaced.
Some steam leakage on the upper floors
of the East Wing was noted, as well as
i n the southwest part of the Basement,
indicating that the complete system,
except the recently replaced elements,
may fail at any time. I t i s questionable
that even the main r u n s i n the Basement
could be relied on for long-term s e r v i c e .
I t i s possible that the future heating
of the building may be by a hydronic
system i n which event the greatest
portion of the steam and condensate
piping would be phased out.
FURTHER INVESTIGATION:
Whether
the remainder of the original steam
mains i n the Basement should definitely
be also condemned will be investigated.
Condensate Pumps
DESCRIPTION:
T h e main condensate
r e t u r n unit i s an A u r o r a Steam R e t u r n
Package Model 190F, consisting of a
horizontal tank and two 15 HP pumps,
mounted on steel framing and equipped
with the necessary controls. T h e unit
is located i n the southeast p a r t of. the
Basement.
T h i s unit is designed to
pump the steam condensate back to the
Capitol Hill steam plant.
T h e unit
appears to be i n good condition and
was observed to function
properly.
The 2" condensate line from this unit
to the point of connection to Capitol
Hill steam distribution system i s new,
installed i n 1981 and should be i n
excellent condition.
T h e r e are three smaller,
secondary
condensate
pumps
collecting
steam
condensate from local equipment and
t r a n s f e r r i n g the fluid to the main
condensate r e t u r n u n i t s . These pumps
are:
CONDENSATE PUMP # 1 : located i n the
Basement
south
Mechanical
Room,
s e r v i n g a i r handling unit A H U - 6 , 7
and
8.
(Economy,
Simplex,
sump
t y p e , Model U C I - 3 0 - 5 rated for 30,000
E D R , 50 psig d i s c h a r g e . )
CONDENSATE PUMP #2: located i n the
Basement west Mechanical Room s e r v i n g
air handling unit AHU-9 (duplex t y p e ,
rated for 2,400 E D R ) .
CONDENSATE PUMP #3: i n the Concourse
Basement,
serving
AHU-10
(duplex type rated for 18,000 E D R ) .
The above three pumps were installed
during the 1976/77 program and appear
to be i n good condition.
All steam condensate is not returned to
the steam plant. Adjacent to the main
condensate r e t u r n unit i s a concrete
t a n k , where some of the steam condensate is piped, cooled to approximately 140° F . and disposed to the
sewer.
Heating Terminals
DESCRIPTION:
T h e terminal
equipment i s the following:
0
0
0
0
0
0
0
heating
cast iron radiators
cast iron baseboard radiators
convectors
finned tube radiation
pipe coils
unit heaters
cabinet unit heaters
63
�Initially,
cast iron radiators were
provided i n most spaces, especially in
rooms on the east and west w i n g s , i n
s t a i r s , and c o r r i d o r s . A l l such r a d i ators are manually controlled and are
equipped with hand valves ( i n good
condition)
and
thermostatic
steam
t r a p s . Most steam t r a p s have recently
been replaced.
T h e radiators show
little outside evidence of wear
I n several rooms, used generally for
offices, the cast iron radiators have
been replaced by finned tube radiation,
or by cast iron baseboard radiation,
evidently i n order to conserve space.
These elements, being not as durable
as cast iron radiation, appear to be
well w o r n .
I n public spaces, such as i n the large
toilets of the main floor, recessed
convectors were provided at the exterior
walls.
I n the wells of s k y l i g h t s of the upper
story rooms, as well as i n the gym on
the F o u r t h Floor of the west w i n g ,
pipe coils consisting of 1-1/4" pipes
are provided to counteract cold drafts
from these s u r f a c e s . Most coils did
not show evidence of outside corrosion.
These elements being p a r t of the
original installation may be presumed
to have advanced internal corrosion.
T h e large toilet rooms on the upper
floors are heated i n a v a r i e t y of w a y s ;
cast iron radiators and/or small steam
heated
ceiling
hung unit heaters.
Most of these unit h e a t e r s , controlled
by
local
thermostats,
were
nonfunctional .
I n the entrance vestibules of the main
hall,
the original recessed heating
units were replaced by cabinet type
64
unit heaters.
These units are of
recent vintage, controlled by thermostats i n the r e t u r n a i r and appear to
be i n serviceable condition.
Further
investigation is required to ascertain
capacities.
T h e Concourse is heated by several
types of equipment.
Along the north
w a l l , nine ( 9 ) cabinet unit heaters are
provided. These units are installed i n
a custom-made wood enclosure.
The
steam and condensate piping is i n
front of the u n i t s , blocking access for
s e r v i c i n g . T h e u n i t s , being relatively
new,
originating from the 1975/76
program, appear to be i n serviceable
condition, except for a couple that
have noisy f a n s .
Similar unit heaters (3 u n i t s ) are
installed near the east wall of the
Concourse, i n front of a large glass
area.
These units are set i n an
inverted position i n custom-made wood
enclosures; which may not suit future
architectural arrangement.
T h e units
are functioning normally.
T h e Concourse is additionally heated
by an a i r system, r e f e r r e d to as
AHU-10. T h i s system will be described
under Ventilating System below.
�INVESTIGATIVE REPORT
Mechanical
Ventilating System
DESCRIPTION:
The
original
1903
Burnham drawings indicate an extensive
ducted ventilation system with tempered
air to the public areas of the building.
Parts of this system, large fans and
d u c t s , were abandoned some time ago.
Presently,
mechanical ventilation is
provided by new systems installed in
1975/76.
The new system includes a
large
heating
and ventilating
unit
(AHU-10) for the Concourse and air
handling units designed for air conditioning ( A H U - 1 through 9 ) . The air
conditioning units will be discussed i n
the paragraph on A i r Conditioning.
The system for
the Concourse is
designed to circulate 40,000 cfm of air
and consists of a supply air unit
equipped with 30 HP f a n , steam heating
coil and throw-away type f i l t e r s . T h e
system is arranged to r u n on 100%
outside a i r , or on full recirculation.
The r e t u r n air fan ( B a r r y No. 7660)
has a 10 HP motor. The supply air is
ducted to a raised platform in the
center portion of the Concourse and
distributed by linear grilles in the
fascia of the platform.
T h e system
appears to be in good condition.
On the east section of the main floor,
the kitchen which used to serve a
restaurant
adjacent
to
it
is now
abandoned.
A large exhaust fan on
the kitchen mezzanine is
completely
antiquated and its ductwork dismantled.
At the ceiling, a small, more recent
make-up air fan with connecting ductwork also appears to be not worthy for
continued use.
designed for 3300 cfm, a second fan
designed for 2500 cfm for the kitchen
and a t h i r d exhaust fan for 1300 cfm
s e r v i n g the toilets and lockers in the
Basement below the restaurant may
possibly be utilized.
These fans are
located in the t r u s s space above.
The Presidential Suite has no ventilation
system at present.
T h e r e are a number of old exhaust
fans and/or g r a v i t y exhausts provided
for toilet rooms of the upper floors.
These exhaust systems, as well as the
exhaust for the Basement toilets and
storage rooms are in various stages of
d i s r e p a i r , or are disconnected.
At the roof level of the east wing
there are three rows of s i x stacks
each (total of 1 8 ) , presumably providing
ventilation to the long haul t r a c k s .
Inspection at the t r a c k level revealed
that only five stacks penetrated to the
t r a c k level.
Under Phase I I of roof
repairs all stacks were going to be
covered
and equipped with v e r t i c a l
louvers.
F I N D I N G S : With the exception of the
Concourse ventilation system ( A H U - 1 0 ) ,
the building will require a completely
new ventilation system.
On the Concourse level, a fast food
restaurant was installed d u r i n g the
1976 program.
The range exhaust fan
65
�Air Conditioning System
DESCRIPTION:
T h e building is p a r tially air conditioned.
I n the 1976
program a chiller plant and nine ( 9 )
air handling units were installed to
serve public areas of the main floor.
On the upper floors of the east and
west wings of the building, package
air
conditioners
were provided
for
selected areas for the comfort of the
occupants. T h e latter units generally
are the split-direct expansion type in
the spaces.
The chiller plant consists of a nominal
385 ton capacity centrifugal chiller
manufactured by T r a n e and auxiliaries
with matched capacity as follows:
o
Condenser Water Pumps ( 2 ) , Bell
& Gossett, double suction t y p e ,
capacity of each per nameplate:
1275 gallon/ minute, 88 feet head,
75 H P , one spare pump.
o
Chilled Water Pumps ( 2 ) , Bell &
Gossett,
double
suction
type,
capacity of each per nameplate:
924 gallon/minute, 115 feet head,
40 H P , one spare pump.
o
Cooling Tower ( 1 ) , ejection
B A C Model J2412B-27.
type,
The cooling tower is mounted on s u p p o r t s , above the roof of the centersouth portion of the building, while
the chiller and pumps are located in a
mechanical
room
i n the
Basement,
referred to as Mechanical Room #3.
I n Mechanical Room #3 there is also a
smaller, air cooled water chiller package
( T r a n e CGAA 0254 MB) with a nominal
capacity of 25 tons that is located i n
the relief air chamber.
The unit is
equipped with a separate chilled water
66
pump. T h i s unit is connected to the
main chilled water piping and could
have s e r v e d as a winter chiller for one
of the air handling u n i t s .
A tabulation of the air handling units
of the air conditioning system is given
i n Table 1 .
Each of the air handling units is
floor-mounted
and is equipped with
throw-away
type air f i l t e r s , chilled
water, cooling coil, steam heating coil
and steam humidifier (except
units
AHU-8 and 9 ) . A H U - 1 , 2, 3 , 4 and 8
are provided with bag filters also, rated
on the drawings for 45% efficiency.
Each of the systems includes an in-line
centrifugal-type r e t u r n air f a n , except
AHU-5 which is matched with a c e n t r i fugal-type r e t u r n air f a n . A l l supply
air
ductwork
is
either
externally
insulated or acoustically lined.
Duct
connections to units are arranged for
operating on the economy cycle in mild
weather, using 100% outside air and
relieving r e t u r n air to the outside.
T h e r e are about ten (10) small (2-1/2
ton to 5 ton capacity) packaged air
conditioners for the office areas of the
upper floors. Most of these units are
the s p l i t - t y p e , with an air cooled condenser located on the nearby roof and
supply
air
ductwork
connected
to
nearby rooms.
R e t u r n air usually is
drawn back to the unit through corridors.
Some outside air is provided
for these systems through duct connections to the roof, or to adjacent
windows.
CONDITION OF S Y S T E M S : T h e chilled
water plant and units A H U - 1 through 9
a r e , from all outward appearances, in
excellent condition.
The chiller plant
�INVESTIGATIVE REPORT
Mechanical
Temperature Controls
and most units were inactive, since the
building is not being u s e d .
I t was
observed, however, that units A H U - 2 ,
4, 5 and 10 were r u n n i n g . F u t u r e use
of the system depends on the layout
and utilization of the building.
The
required layout of a future system may
v a r y to a larger or smaller extent from
the present layout.
However, it is
probable that the basic equipment may
be adapted to a new system, provided
the equipment is properly serviced and
tested i n order to ascertain its actual
capacity.
DESCRIPTION:
The heating
system
controls generally are manual.
The
low p r e s s u r e steam system that feeds
the heating system is set for a constant
steam p r e s s u r e ; there is no variation
in steam p r e s s u r e , paralleling a change
in the outdoor temperature, unless the
building operator
changes i t .
The
radiators
have
manual valves
and.
overheating is common in mild weather.
The
package
air
conditioners
are
generally i n poor condition and cannot
be relied on for proper s e r v i c e . I t is
anticipated that a general rehabilitation
of the building would r e s u l t in a
consistent and unified system for the
building; i n that event there would be
no application for those u n i t s .
The 1976/77 program included pneumatic-type controls for operation of
valves and dampers of the new air
handling u n i t s .
A new temperature
control air compressor with refrigerated
d r y e r and control panel for air handling
unit was provided.
FINDINGS:
T h e chilled water plant
and the nine ( 9 ) air handling u n i t s ,
judging
from
outside
appearances,
could be utilzed in a future system,
provided a future building arrangement
would lend itself to the utilization of
units with the given capacities. I t is
also unknown at this time whether the
present duct arrangement and location
of air terminals would suit the future
service.
Unit heaters are generally operated by
electric thermostats.
Most of these
controls are not functioning.
CONCL US I ONS : T h e basic elements of
the existing control systems, such as
the automatic valves and dampers may
possibly be utilized, provided they are
functional.
I t is however, probable
that the control systems will be greatly
modified and expanded in order to
serve a future up-to-date system.
Under any conditions, it would be
advisable to service and test each
equipment to determine their capacity.
Note that H V A C systems in the replacement station will be investigated under
subsequent t a s k s in this s t u d y .
The package u n i t s , as indicated h e r e i n ,
would have no place i n a f u t u r e ,
permanent system.
67
�TABLE 1
A I R HANDLING U N I T S
Capacity
CFM*
Tons*
Model No.
Symbol
Serving
Location
Fan HP*
Trane
AHU-•1
Theater #127
Mech. Rm. #225
5,400
19
15
M-12
AHU-•2
Theater #128
Mech. Rm. #225
5,400
19
15
M-12
AHU-•3
Projection Booth #127A
Mech. Rm. #225
2,400
6
5
M-6
AHU-•4
East Hall #137A
Mech. Rm. #225
13,000
42
30
M-31
AHU-•5
West Hall #120A
Mech. Rm. #M104
37,400
108
40
M-13
AHU-•6
P . A . V . E . #125M
Mech. Rm. #B51A
8,800
28
15
M-17
AHU-•7
Main Hall #125A
Mech. Rm. #B51A
22,000
55
20
L-41
AHU-•8
Projecton Room #B43B
Mech. Rm. #B51A
16,500
61
15
L-35
AHU-•9
Fast Food Kitchen #101 Mech. Rm. #B11K
10,300
36
15
M-21
*Capacity and fan HP is listed as shown on design drawings, confirmation of data
will be r e q u i r e d .
68
�INVESTIGATIVE R E P O R T
Plumbing
SUMMARY
UTILITIES
Sanitary and Storm Sewers
Domestic Water
RAINWATER SYSTEM
SANITARY PIPING SYSTEM
DOMESTIC WATER S Y S T E M
Piping System
Hot Water Generators
Water Storage T a n k s
FIRE PROTECTION
Siamese Connections
Wet Standpipes
S p r i n k l e r System
Fire Extinguishers
PLUMBING F I X T U R E S
69
�70
�INVESTIGATIVE REPORT
Plumbing
SUMMARY:
T h e plumbing systems i n !
Union Station generally are still the
original pipes, fittings, f i x t u r e s and
equipment
installed as part of the
Burnham design.
Some work has been
done over the y e a r s , but the system i s
substantially
unchanged.
A
visual
survey
determined
that
these
old
system components, with the possible
exception of the sanitary main at the
Basement ceiling and below the floor,
and a sump pump i n the Basement
tunnel, can no longer be considered i n
serviceable condition due to deterioration
of the piping systems, non-conformity
to c u r r e n t codes and the condition and
location of most plumbing f i x t u r e s .
Replacement
of
these
systems
is
recommended.
Work has been done on the following
services and equipment within the last
ten ( 1 0 ) y e a r s :
o
o
new 14" diameter
combination
ductile iron lateral and 20" diameter
extension
to the public
sewer
system
domestic hot water generators
The following
people contacted
made information available to u s :
o
o
o
and!
Mr. C a l v i n Thomas, EPM
Mr. Clifton Collins, EPM
Mr.
Ken
Kulick,
Washington
Terminal Company
F U R T H E R I N V E S T I G A T I O N : T h e areas
which require f u r t h e r investigation are
explained i n detail under each section
of the t e x t . I n general, the following
activities are planned:
o
o
o
o
o
checking the internal condition of
sanitary main at Basement ceiling
and below Basement floor
inspection of internal condition of
water service pipe and main water
feeder at Basement ceiling
capacity and internal condition of
domestic hot water generators ( 2 )
checking the function and condition
of the sump pump i n the Basement
tunnel
testing samples of the rainwater
conductors
to determine
their
condition.
METHODOLOGY:
The
investigative
s u r v e y consisted of collecting existing
documents on the building, comparing
these to existing conditions and evaluating conditions of existing systems
and equipment.
The following
were u s e d :
o
o
o
o
o
sources
of
documents
DC DOT
the Office of D C Environmental
Planning and Management ( E P M )
WMATA
Plumbing Code, Washington, D C
blueprint storage i n Union Station
Building
71
�Utilities
Sanitary and Storm Sewers
Domestic Water
DESCRIPTION:
T h e original
house
sewers shown on the 1903 drawings
consisted of two 8" combination ( s a n i t a r y and storm) lines r u n n i n g i n a
westerly direction from the Basement
to the West Arcade ( C a r r i a g e Porch)
and then i n a southerly direction to a
12" public sewer line r u n n i n g i n an
easterly direction parallel to the south
exterior wall of the Union Station
Building.
Another 8" house sewer
draining
the
east
portion
of
the
building, r u n n i n g i n an easterly d i r e c tion to public sewers east of the
building, was also shown.
D E S C R I P T I O N : Domestic water service
is provided to the Union Station Building
from the water system of the Washington
Terminal Co. ( W T C ) .
According to
records at EPM, an 8" water service is
extended from a 12" public water main
at K Street to the property of W T C .
Water meters are installed i n a meter
pit on F i r s t Street.
The
updated
conditions
shown on
drawings of the Environmental Planning
and Management (EPM Drawing Nos.
A - 3 - N E and A - 4 - N E ) are at variance
with the Burnham drawings.
The
updated data show an 8" sewer draining
the building to the system i n F i r s t
Street. T h i s l i n e , i n t u r n , was abandoned and replaced i n 1975/1976 when
the WMATA system was constructed.
Records of the relocation i n connection
with the WMATA construction have
been received. Drawings No. B 3 6 - U - 8 ,
B36-U-9 and B36-U-60 show a single
14" line leaving the southwest corner
of the building to a connection with a
16" combination sewer at a manhole,
whence a 20" pipe crosses the WMATA
lines to a connection with a 36" sewer
under F i r s t Street. Another 14" storm
line at the north wall of the Concourse
is r u n n i n g i n a westerly direction to
sewers i n F i r s t Street.
FURTHER
INVESTIGATION:
The
location and size of the connection to
the public sewers will be confirmed and
the condition of the piping will be
determined.
72
From the WTC water mains, water
enters the Union Station Basement
where it is submetered.
A 4" water
main r u n s to a 4" meter in the southwest p a r t of the Basement and to a 1 "
water meter that serves the former
fast-food r e s t a u r a n t located on the
Concourse l e v e l . Parallel with the 4"
water, a 6" fire main was installed in
1971/72 that connects to existing fire
protection piping i n the Basement. A
second water service in the east part
of the Basement is metered by another
4" meter.
Water p r e s s u r e available at fire h y d r a n t s
near the Union Station is 40-50 psig
under no flow ( s t a t i c ) conditions. We
have requested the EPM to test the
water p r e s s u r e under rated flows to
determine the residual p r e s s u r e .
FINDINGS:
T h e water service piping
apparently is functional.
T h e pipe
insulation is damaged and has been
replaced with improvised materials i n
several places.
F U R T H E R I N V E S T I G A T I O N : Ascertain
the internal condition of this piping.
�INVESTIGATIVE REPORT
Plumbing
Rainwater System
DESCRIPTION:
I n the past y e a r the
existing roofs over the Main Hall, the
East Hall, the roof area between the
two tank rooms, the long, narrow, low
roof at the south side of the Concourse
b a r r e l roof and smaller adjacent areas
were replaced with new roofing.
At
the same time the existing roof d r a i n s ,
and the connecting horizontal piping
from the roof drain to the existing
v e r t i c a l rainwater conductors (downs p o u t s ) , were also renewed.
Under
Phase I I of the roofing program the
remainder of the roofs, except the
glass roof of the West Hall, the roof
drains and pipe connections are planned
for replacement.
I n view of the poor
condition of the existing roofing, roof
drains and the connecting v e r t i c a l
piping at the roof d r a i n s , this work is
absolutely essential and for the p u r poses of this r e p o r t , it is assumed
that this work will be authorized and
carried out i n the v e r y near f u t u r e .
F U R T H E R I N V E S T I G A T I O N : I n order
to substantiate the existence of corrosion, pipe samples will be taken at
representative locations and examined
to determine the system's condition.
The
present
system
also
violates
c u r r e n t code requirements i n that it i s
combined
with the sanitary piping
system within the building.
The existing roof drains generally are
16" x 16" x 3 " deep depressed sections
with 3 " pipe connections.
Some of
these are equipped with makeshift wire
cage s c r e e n s . T h e existing rainwater
piping is galvanized steel, generally
insulated to control sweating.
The
visible sections of uninsulated piping
showed some evidence of outside corrosion.
Small sections of rainwater
piping in the Concourse Basement are
plastic pipe t h a t ' replaced the old
corroded pipe.
FINDINGS:
I t is anticipated that the
original galvanized steel pipe may have
considerable internal corrosion as well
as external damage and may not be
acceptable
for
further
long
term
service.
73
�Sanitary Piping System
Domestic Water System
DESCRIPTION:
T h e sanitary piping
system appears to be the original
piping and is generally cast iron pipe
with
bell
and
spigot
connections,
except for small piping which i s generally galvanized steel. Stacks from the
upper
story plumbing f i x t u r e s are
concealed i n the building construction
and are connected to an overhead
sanitary main at the ceiling of the
Basement.
Sanitary piping from the
f i x t u r e s i n the Basement are connected
to a sanitary main under the Basement
floors.
Both of these pipes work by
gravity
(without
pumping)
to
the
public s e w e r s .
DESCRIPTION:
T h e domestic
water
system may be divided into the following major p a r t s :
One duplex type sump pump was noted
at the tunnel i n the Concourse that
collects waste from floor drains i n area
of the t u n n e l . T h i s unit apparently is
functioning.
FINDINGS:
T h e sanitary piping may
be presumed to be i n a condition
unacceptable for f u r t h e r long term
service.
T h e existing piping system
violates c u r r e n t code requirements i n
regard to separation from the rainwater
conductor, venting and proper piping
practices.
F U R T H E R I N V E S T I G A T I O N : To s u b stantiate that the sanitary piping is
unacceptable, the taking of r e p r e s e n tative samples may be considered.
The sump pump will require closer
examination and performance t e s t i n g .
o
o
o
Piping System
Hot Water Generators
Storage T a n k s
Piping System
D E S C R I P T I O N : T h e water distribution
piping system extends from the water
meter to all plumbing f i x t u r e s , to the
hot water generators, and to water
storage t a n k s .
From the hot water
generators, hot water piping is c a r r i e d
to the f i x t u r e s .
T h e pipe material of the cold water
system
varies.
The
large
piping
generally is steel or galvanized steel,
while the smaller pipes are either
galvanized steel or copper, with the
copper pipes being a replacement of
the original galvanized steel piping.
Because of pipe insulation, the exterior
condition of the piping was inspected
only
at uncovered
sections;
some
corrosion was noted.
T h e r e are no domestic water pumps i n
Union Station. A l l f i x t u r e s and equipment are served by street p r e s s u r e .
The domestic
hot water piping is
composed of several materials, similar
to the cold water system. I n large
areas of the building the hot water is
either
shut off
or
non-functional.
Piping for recirculation of hot water to
the water heater is not apparent.
The domestic water piping system was
not indicated on the original Burnham
plumbing drawings;
apparently this
work was left to the prerogatives of
the contractor.
74
�INVESTIGATIVE REPORT
Plumbing
Hot Water Generators
Water Storage T a n k s
DESCRIPTION:
T h e water generators
of the original water heating system
were phased out during the 1976/77
building program
and replaced
by
storage type hot water
generators.
T h e bidding documents indicate two
package type storage u n i t s , each of
338 gal.
storage capacity, with a
recovery of 100 gallons of water per
hour from 40° F . to 140° F . One of
these units is designed for steam water
heating and the other unit for electric
heat.
T h e intent behind this dual
system is to use the steam heated unit
during the heating season and utilize
the electrically heated unit i n the
summer (utilizing the steam generator
for storage) when the steam service
might be shut off.
T h e steam unit is
fitted with a small circulating pump for
internal circulation of the t a n k . T h i s
pump is a small 1/6 HP in-line unit at
the hot water generator.
These units
are located i n the east p a r t of the
Basement, are relatively new, appear to
be i n good condition, but should be
tested and the interior of both units
checked for soundness of the l i n i n g .
DESCRIPTION:
On the F o u r t h Floor
south center area of the building,
there are several 5,000 gallon, 8'-0"
diameter x 9 ' - 0 " h i g h , vertical water
storage t a n k s .
The east tank room
contains two such open tanks and the
west tank room, three t a n k s .
The
tanks are shown on the 1903 Burnham
drawings; however, no pumps to serve
them are indicated. I t may be reasoned
that the tanks were filled from the
public water system, and were r e g u lated by a float v a l v e . T h e y may have
served as a r e s e r v e in the event the
water p r e s s u r e would be low.
The
outlet pipe, a galvanized steel pipe, is
connected to the fire protection s t a n d pipe system.
T h e actually installed units a r e :
o
Hot Water Generator #1 (steam) Richmond
Engineering,
nominal
36" diameter x 84" long, 122,868
B t u / h r heating capacity.
o
Hot Water Generator #2 ( e l e c t r i c ) Richmond
Engineering,
36"
diameter x 84" long, 36 KW heating
capacity for 480 v o l t s , 3 phase
service.
These tanks have no useful purpose in
an up-to-date system.
I t was noted
on Phase I of the roof repair plans
prepared by W K R I n c . that removal
of the tanks was contemplated, but not
carried out y e t .
Two 6'-0" x 14'-0" long horizontal
storage tanks are located in a Fourth
Floor room of the extreme West Wing
next to a room that was used for a
gymnasium. T h e room is at a higher
elevation than the previous two tank
rooms, therefore water p r e s s u r e from
the units would be somewhat higher.
T h e outlet pipe from the tanks r u n s to
a shaft and disappears from view.
These t a n k s were not indicated on the
1903 design drawings; they
looked
sound on the exterior except for some
rust.
As with the other t a n k s , we
expect no useful service from these
units in the future plumbing system.
75
�Fire Protection System
F I N D I N G S : T h e domestic water piping
system, because of its age, may be
presumed
unacceptable
for
further
s e r v i c e , and probably not suitable for
future
arrangements
of
building
facilities.
T h e hot water generators appear to be
in good condition judging from outward
appearances.
The
water
storage t a n k s may
be
removed, as there are no applications
for them i n the system.
I t is s u g gested that the two newer tanks on
the F o u r t h Floor be examined to a s c e r tain their condition for their possible
reuse i n a future H V A C system.
F U R T H E R I N V E S T I G A T I O N : I t will be
advisable, however, to engage a contractor to examine the hot
water
generator units internally and c a r r y
out a capacity and p r e s s u r e test to
ascertain the condition of the units
with c e r t a i n t y .
I t is possible that
future utilization of the building may
require larger water heating facilities.
Siamese Connections
DESCRIPTION:
Siamese
connections
for F i r e Department use were noted at
the outside of the building near its
southwest corner and also at the
southeast corner.
These s t r u c t u r e s
emerge from the sidewalk near the
exterior walls and are marked as being
inoperative on the equipment.
I n all
probability they were installed much
later than the date of the building
construction.
FINDINGS:
T h e Siamese connections
should be tied i n with the building
standpipe systems.
Wet Standpipes
DESCRIPTION:
Wet
standpipes
of
black
steel,
equipped
with 2-1/2"
valves having a 1-1/2" threaded outlet
for
hoses are provided i n certain
locations.
Two such standpipes were
noted on the upper levels of the east
part of the building and one i n the
southwest office a r e a s . T h e standpipes
in the east wing are tied into a 4"
galvanized steel line r u n n i n g from the
storage tanks on the 4th l e v e l . T h i s
pipe i s corroded and has been repaired
with pipe saddles at several locations.
I t is presumed that the standpipes are
connected to the fire line i n the
Basement.
S p r i n k l e r System
T h e r e are no s p r i n k l e r s anywhere i n
the building.
Fire Extinguishers
DESCRIPTION:
extinguishers
76
Two
were
types
noted:
of
fire
2-1/2
�INVESTIGATIVE REPORT
Plumbing
gallon water, and chemical type e x tinguishers s e r v i n g Mechanical Rooms.
A number of the former are stored and
some were placed around the floors.
FINDINGS:
The Siamese connections
may be presumed to meet the r e q u i r e ments of the F i r e Department as to the
threads for connections to pumpers.
Confirmation with F i r e Department is
intended
regarding
compliance
and
condition.
The standpipe system is w o r n , a n t i quated,
and does not conform
to
c u r r e n t codes nor will it withstand the
pressure of a pumped system.
Its
removal and replacement with an up to
date system is a foregone conclusion.
F U R T H E R I N V E S T I G A T I O N : A review
of the building plans with respect to
codes is required to determine
the
required number and location of fire
extinguishers and p r e s s u r e requirement
to determine if a fire pump and jockey
pump are r e q u i r e d .
Plumbing Fixtures
D E S C R I P T I O N : Plumbing f i x t u r e types
v a r y from the original models installed
during the time of construction tonewer types provided during modifications in later y e a r s . The condition of
the
f i x t u r e s and their trim v a r y
according to their age, or in accordance to the abuse to which they were
exposed.
Following is a breakdown
tures and their t y p e s :
of the
fix-
Reusable
(Approx.)
Public Water Closets
Private Water Closets
Public Lavatories
Private Lavatories
Urinals ( f l u s h v a l v e )
Showers
D r i n k i n g fountains
Electric water coolers
Service s i n k s
Pot s i n k s , stainless
steel
100
16
77
34
50
12
6
3
13
30
10
15
17
0
0
2
2
6
2
2
I n addition, there are a number
abandoned f i x t u r e s in the Basement.
of
Water
closets in main floor public
toilets
are back outlet with flush
valves.
Public toilets on upper floors
are floor outlet with flush v a l v e s .
Private toilets are floor outlet tank
type.
The number of reusable f i x t u r e s is
stated approximately, making allowance
to general conditions,
discoloration,
c r a c k s and age.
Additional allowance
should be made for breakage in the
event the reusable f i x t u r e s are to be
reused at another location.
77
�FINDINGS:
It
i s anticipated that
functionally, only those f i x t u r e s which
might remain i n place may be suitable
for continued s e r v i c e , subject to the
architectural treatment of these spaces.
T h e removed units probably will be
junked or sold to t r a d e s .
T h e cost of removal, cleaning and
repiping of these existing reusable
f i x t u r e s might make it more economical
to install new f i x t u r e s .
78
�INVESTIGATIVE REPORT
Electrical
SUMMARY
INCOMING S E R V I C E
ELECTRICAL DISTRIBUTION
SUBSTATIONS
SECONDARY D I S T R I B U T I O N
VAULT EB-S1
EB-1
EB-2
EB-2A
EB-3
EB-4
EB-5
EB-6
EB-7-17
EB-8
EB-9
EB-10
EB-18
79
�80
�INVESTIGATIVE REPORT
Electrical
SUMMARY:
( T h e reader is advised to
make use of the one line drawings and
vault
details
when
reading
the
summary.) T h e Union Station Building
is presently fed by a dual 13.2 k V
underground s e r v i c e . From one of the
s e r v i c e s , a 15 k V feeder serves a 1500
k V A substation which transforms the
voltage from 13.2 k V to 2.4 k V at
which point i t i s distributed to various
transformer v a u l t s located throughout
the Basement level of the Historic
B u i l d i n g . T h e remaining 15 k V feeders
serve
a 750 k V A substation for
mechanical equipment and a 1000 k V A
substation
s e r v i n g the uncompleted
P a r k i n g Garage.
Secondary d i s t r i b ution i n the Historic Building originates
from twelve transformer v a u l t s with
distribution panelboards located on the
outside of each v a u l t . A t this point
feeders are extended throughout the
Historic Building to various power and
lighting panelboards. T h e investigative
s u r v e y was limited to v i s u a l inspection
of 13,200 V and 2400 V equipment.
Secondary distribution power, lighting
panels and b r a n c h c i r c u i t i n g are not
part of this report based on directive
from F R A as a r e s u l t of age, condition
and
methods
of
installation
of
equipment.
We recommend that all
2400 V and secondary equipment be
removed and new distribution system
be used based on the F R A plans for
reuses of historic building.
available from any of the above mentioned agencies. F u r t h e r investigation
reveals that the National P a r k Service
Main
Office
located
in
Denver,
Colorado, has located some existing
electrical documents and they have
agreed to forward whatever documents
are available. T h e remaining i n v e s t i gative
report
is based on v i s u a l
observation of equipment and conditions
as detailed under other sections of this
report.
METHODOLOGY:
The
investigative
s u r v e y consisted of reviewing existing
documents
provided
by D C D O T ,
Washington
Terminal Co. , and the
National P a r k S e r v i c e .
As of this
date,
no electrical
documents
are
81
�Incoming Service
DESCRIPTION:
The
Union
Station
Building is presently fed by a dual
13.2 k V underground service from the
Potomac E l e c t r i c Power Company. T h i s
service consists of two 15 k V utility
lines ( P E P C O feeders No. 14056 and
No. 14099), each feeding a single 15
k V c i r c u i t b r e a k e r . T h e two breakers
are tied by a 15 k V n . o . (normally
open) tie b r e a k e r . Although presently
in the closed position, the tie is
designed to close automatically should
a power loss occur on either service
feeder; thereby, a s s u r i n g that both
circuit b r e a k e r s are fed at all times.
F U R T H E R I N V E S T I G A T I O N : T h e fact
that this tie is closed w a r r a n t s f u r t h e r
investigation of P E P C O ' s service and
the Historic Building's main switchgear
to determine the reason for the (closed)
position of the tie b r e a k e r . I n v e s t i gation should also be undertaken to
determine available capacity from the
power company for reuse of Historic
Building.
Electrical Distribution
DESCRIPTION:
From the two power
company
services,
15 k V
feeders
extend to two unfused line disconnect
switches.
These are located in the
same lineup as the c i r c u i t breakers
and power company metering.
One breaker serves a 750 k V A s u b station
located
in
the
Basement
Mechanical Room of the Historic B u i l d i n g .
T h i s 750 k V A transformer and d i s t r i b u tion system s e r v e s new air conditioning
equipment for the Historic B u i l d i n g .
T h e r e also appears to be a 15 k V
feeder, tapped ahead of this s w i t c h ,
which serves a 1500 k V A substation
located in the Main Electrical Service
Room. T h i s 1500 k V A transformer and
distribution system serves individual
transformer
vaults
throughout
the
Basement of the Historic B u i l d i n g .
The other breaker s e r v e s a 1000 k V A
substation
located
outside
the
Washington
Terminal
Replacement
Station. T h i s transformer and d i s t r i bution system serves the unfinished
p a r k i n g facility above.
FURTHER
INVESTIGATION:
It
is
necessary to determine exactly where
all splices of
high voltage cables
occur, accuracy of single line diagram
and correct ratings of all b r e a k e r s ,
switches and fuses on the main s w i t c h gear
for
the
possible
reuse
of
equipment.
82
�INVESTIGATIVE REPORT
Electrical
Substations
Secondary Distribution
750 k V A
SUBSTATION:
The substation consists of a 15 k V high voltage
fused s w i t c h , a 750 k V A
dry-type
transformer ( r a t e d 13.2 k V primary 480 V s e c o n d a r y ) , and a motor control
center
for
new
air
conditioning
equipment.
DESCRIPTION:
Secondary
power
distribution in the Historic Building
originates
from
twelve
transformer
vaults i n the Basement of the historic
structure.
Available voltages include
208 V , 220 V , 240 V and 480 V . T h e
thirty-four
transformers
in
these
vaults supply single-phase and threephase open bus power panels adjacent
to the vaults which then feed to
electrical closets containing open bus
fused knife-switch panelboards.
1000 k V A S U B S T A T I O N :
The substation consists of a 15 k V high voltage
fused s w i t c h , a 1000 k V A - 1333 k V A
d r y - t y p e transformer ( r a t e d 13.2 k V
primary - 480/277 V secondary) and a
secondary distribution switchboard for
garage power and lighting.
1500 k V A S U B S T A T I O N :
The substation consists of a 15 k V high voltage
fused s w i t c h , a 1500 k V A d r y - t y p e
transformer (rated 13.2 k V primary 2400 V secondary) and two 5 k V high
voltage fused switches.
83
�Vault E B - S 1
LOCATION:
ment Plan
Refer
to Electrical
Base-
D E S C R I P T I O N : Construction of D i s t r i bution Room consists of concrete w a l l s ,
floor and ceiling (w/exposed fireproofed
steel beams) and a steel fire rated
door.
Electrical equipment i s as described
under incoming service section.
FINDINGS
Initial observations reveal clean and
neat environment, adequate clearances,
and
evidence
of
maintenance
and
housekeeping c a r e . I t was observed,
though,
that the incoming
service
feeders are not encased and there i s
some sign of water seepage on the
south wall.
F U R T H E R I N V E S T I G A T I O N : We recommend full testing of the main switchgear
and nearby substation.
�INVESTIGATIVE REPORT
Electrical
Vault E B - S 1
85
�Vault E B - 1
LOCATION:
ment Plan.
Refer
to Electrical B a s e -
DESCRIPTION:
Construction of vault
consists of two 8" b r i c k w a l l s , two
concrete foundation w a l l s , tile a r c h
ceiling, and concrete floor with steel
fire rated doors.
Electrical equipment in vault consists
of two ( 2 )
75 k V A , 10, 60 H z . ,
2400-240V P C B oil filled transformers
and a single 25 k V A 10 60 H z . ,
2400-240V d r y - t y p e transformer, each
protected by fused cutout switches and
two open knife switches.
D u r i n g the initial investigation, it was
noted that both oil filled transformers
are leaking oil.
FINDINGS
Initial observations reveal hazardous
conditions e x i s t in vault as a r e s u l t of
deteriorating cable insulation, presence
of existing toxic chemical caused by
leaking transformer,
generally
poor
housekeeping and less then adequate
transformer capacity for future loads.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment
in the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend
no
further
investigation
be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
Vault E B - 1
87
�Vault E B - 2
LOCATION:
ment P l a n .
Refer
to Electrical B a s e -
DESCRIPTION:
Construction of vault
consists of two 8" b r i c k w a l l s , two
concrete
foundation walls, tile arch
ceiling and concrete floor with steel
fire rated doors.
Electrical equipment in vault consists
of one 75 k V A 10 60 Hz. ( a p p r o x . )
2400-240 P C B oil filled
transformer
protected by wall mounted fused cutout
s w i t c h , one 2400 V selector s w i t c h ,
three
non-load
break
hook
stick
operated
disconnect
switches,
two
2400 V fused switches and one 2400 V
fused b y - p a s s s w i t c h .
D u r i n g the
investigation it was noted that the
transformer is leaking oil and several
pieces
of
equipment
were
missing
covers.
F I N D I N G S : Initial observations reveal
hazardous conditions e x i s t in vault as
a r e s u l t of presence of toxic chemical
caused
by
leaking
transformers,
deteriorating
insulation
of
cable,
generally poor housekeeping and less
than adequate transformer capacity for
future loads.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment
in the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend
no
further
investigation
be
considered for this v a u l t .
L
�INVESTIGATIVE REPORT
Electrical
Vault E B - 2
89
�Vault E B - 2 A
LOCATION:
Refer to Electrical B a s e ment Plan Drawing No. E .
DESCRIPTION:
Construction of the
vault consists of four 8" b r i c k walls,
concrete ceiling and floor with steel
fire rated doors.
Electrical equipment in vault consists
of three 150 k V A 10 60 Hz. 2400-240/
120 V 10 P C B oil filled transformers
each protected
by individual fused
cutout switches, one 75 k V A 480-208/
120 30 d r y - t y p e transformer, one 5 k V
fused s w i t c h , miscellaneous secondary
panelboards
and
fused
switches.
During the investigation it was noted
that there was a great deal of open
high voltage bus w o r k ,
overcrowded
wire troughs and clearance problems
with several pieces of equipment.
F I N D I N G S : Initial observations reveal
hazardous conditions exist i n vault as
a r e s u l t of presence of toxic chemical
caused by leaking transformer, open
high voltage bus w o r k , lack of clearance
between
equipment
and open
cables not installed in raceways.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment i n the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend
no
further
investigation
be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
91
�Vault E B - 3
LOCATION:
ment Plan.
Refer to Electrical
Base-
DESCRIPTION:
Construction of vault
consists of two 8" b r i c k w a l l s , two
concrete
foundation w a l l s ,
concrete
floor and a concrete ceiling with steel
fire rated doors.
Electrical equipment i n v a u l t consists
of
three
(3)
75 k V A 10 60 H z .
2400-220/110 V 10 P C B oil filled t r a n s formers and one non-load break hook
stick operated disconnect s w i t c h . I t
was noted d u r i n g investigations that
insulation on cable has deteriorated
caused by excessive heat and age of
cable. Also, transformers have slight
oil leakage.
F I N D I N G S : Initial observations reveal
hazardous conditions e x i s t i n v a u l t as
a r e s u l t of the presence of toxic
chemical caused by leaking t r a n s formers,
deteriorating
insulation of
cables, generally poor housekeeping
and less then adequate transformer
capacity.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment i n the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : " We recommend
no
further
investigation
be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
93
�Vault E B - 4
LOCATION:
ment P l a n .
Refer
to Electrical Base"-
DESCRIPTION:
Construction of vault
consists of two 8" b r i c k w a l l s , two
concrete
foundation
walls,
concrete
floor and a tile a r c h ceiling with steel
fire rated doors.
Electrical equipment i n v a u l t consists
of one 75 k V A 10 60 Hz.
(approx.)
2400-240/ 120 V
10 P C B oil filled
transformer,
one
2400 V
selector
switch,
three non-load break hook
stick operated
disconnect switches,
four 2400 V fused switches and one
2400 V fused b y - p a s s s w i t c h . D u r i n g
the investigation it was noted that the
transformer is leaking oil and several
pieces
of
equipment
were
missing
covers.
F I N D I N G S : Initial observations reveal
hazardous conditions e x i s t i n vault as
a r e s u l t of presence of existing toxic
chemical,
deteriorating insulation of
cable, leaking oil from transformer,
missing
cover
plates from
various
pieces of equipment and less than
adequate
transformer
capacity
for
future loads.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment i n the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend
no
further
investigation
be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
95
�Vault E B - 5
LOCATION:
ment P l a n .
Refer
to Electrical B a s e -
DESCRIPTION:
Construction of vault
consists of four 8" b r i c k w a l l s , concrete floor and tile a r c h ceiling with
steel fire rated doors.
Electrical equipment in vault consists
of two 75 k V A 10 60 H z . 2400-240/
120 V 10 P C B oil filled transformers,
two 25 k V A 10 60 Hz. 2400 V - 240/
120 V 10 P C B oil filled transformers
each
protected
by
fused
cutout
switches, three fused non-load break
hook
stick
operated
disconnect
switches, one fused b y - p a s s switch
and two 2400 V selector switches.
F I N D I N G S : Initial observations reveal
hazardous conditions e x i s t in vault as
a r e s u l t of the presence of toxic
chemical caused by
leaking t r a n s formers, severe water damage, deteriorating cable insulation, generally poor
housekeeping and less then adequate
transformer capacity for future loads.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment
in the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend
no
further
investigation
be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
Vault E B - 5
97
�Vault E B - 6
LOCATION:
ment P l a n .
Refer
to Electrical B a s e -
D E S C R I P T I O N : No. 6 consists of some
remains of existing 8" b r i c k w a l l s , one
concrete foundation w a l l , and floor a
temporary 4" s t u d partition wall and
no complete enclosure at the ceiling.
Electrical equipment i n v a u l t No. 6
contains
a
167
kVA
10
60 Hz.
2400 V-120 V 10 P C B oil filled t r a n s former, a 75 k V A 10 60 Hz. 2400 V-208/
120 V d r y - t y p e transformer, a 2400 V
selector s w i t c h , one 2400 V b y - p a s s
s w i t c h , three 2400 V fused switches,
one H . V . contactor, 10 fused cutouts,
3 (gang operated) fused oil switches
and miscellaneous low voltage fused
disconnect switches.
FINDINGS:
The
investigation
has
revealed
that
a presently
broken
underground water pipe has allowed
water to continually flow over much of
the equipment and cable, collecting on
the floor of the v a u l t . Some deterioration has occurred to a high voltage
cable trough and the extrior foundation
wall. Recent shoring of the s t r u c t u r e
above has caused demolition of some of
the b r i c k w a l l s , hence,
the stud
partition.
Initial observations reveal hazardous
conditions e x i s t i n the area of Vault
No. 6 due to water collection, d e b r i s ,
deteriorating
equipment
and i n s u l a tions,
inadequate
clearances
and
incomplete enclosure of v a u l t .
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment i n the v a u l t s , reuse of
equipment should not be considered.
98
FURTHER
INVESTIGATION:
It
is
recommended that the broken water
pipe be f u r t h e r investigated and that
immediate attention be given to the
problem.
�INVESTIGATIVE REPORT
Electrical
Vault E B - 6
99
�Vault E B - 7 - 1 7
LOCATION:
This
enclosure
is a
temporary relocation of two previous
vaults.
Refer to Electrical Basement
Plan.
DESCRIPTION:
Construction of v a u l t
No. 7-17 consists of a 4" stud wall
enclosure on three sides with a level
change and metal railing on the fourth
side. No roof enclosure e x i s t s for this
vault.
Electrical equipment i n V a u l t No. 7-17
contains
three
(2400 V-120/240 V )
d r y - t y p e transformers (two at 75 k V A
10 60 H z . 2400-240V and one at approximately 112.5 k V A 10 60 H z . ) , three
high voltage fused switches and miscellaneous secondary disconnect switches
and panelboards.
F I N D I N G S : Initial observations reveal
hazardous
conditions
e x i s t due
to
exposed
cables
and
temporary
enclosure.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment i n the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend
no
further
investigation
be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
Vault E B - 7 - 1 7
101
�Vault E B - 8
LOCATION:
ment P l a n .
Refer
to Electrical B a s e -
DESCRIPTION:
Construction of Vault
No. 8 consists of four 9 " b r i c k walls
with concrete roof and a steel fire
rated door.
Electrical equipment i n Vault No. 8
contains three 100 k V A 10 60 H z .
2400-240/ 120 V P C B oil filled t r a n s formers,
one
25 k V A
10 60 Hz.
2400-240/120 V
10 d r y - t y p e
transformer, a 2400 V selector s w i t c h , three
non-load break hook s t i c k operated
disconnect switches, one 2400 V fused
b y - p a s s s w i t c h , three 2400 V fused
switches, one gang-operated fused oil
switch and three individual oil fused
cutout
switches
(wall
mounted).
Secondary
disconnect
switches
are
located on outside of v a u l t .
F I N D I N G S : Initial observations reveal
hazardous conditions e x i s t i n v a u l t due
to overcrowding of equipment, deteriorated insulation, corrosion of s w i t c h gear enclosures and transformer case,
leaking transformer oil and exposed
live p a r t s .
I t is noted that water
drips from roof onto H . V . equipment.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment i n the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend that no f u r t h e r investigation be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
Vault E B - 8
103
�Vault E B - 9
LOCATION:
ment P l a n .
Refer
to Electrical
Base-
DESCRIPTION:
Construction of V a u l t
No. 9 consists of four 8-1/2" b r i c k
walls and concrete floor with concrete
roof and a steel fire rated door.
Electrical equipment i n Vault No. 9
contains three 100 k V A 10 60 H z .
2400-240/ 120 V 10 oil filled t r a n s formers, a 2400 V selector s w i t c h , a
2400 V b y - p a s s s w i t c h , three non-load
break hook stick operated disconnect
switches, one gang operated fused oil
switch,
three
individual oil fused
cutout
switches
and
miscellaneous
metering equipment. Secondary disconnect switches are mounted on outside
wall of v a u l t .
FINDINGS:
Initial observations reveal
hazardous conditions e x i s t i n the vault
due to exposed cables with deteriorating insulation and corroded equipment
enclosures
from
past
water
leakage.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment in the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend that no f u r t h e r investigation be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
Vault E B - 9
105
�Vault E B - 1 0
LOCATION:
ment P l a n .
Refer
to Electrical B a s e -
DESCRIPTION:
Construction of Vault
No. 10 consists of four 8-1/2" b r i c k
walls, concrete ceiling and floor and a
steel fire rated door.
Electrical equipment i n V a u l t No. 10
contains three 250 k V A 10 60 H z .
2400-240V P C B oil filled transformers,
2400 V fused switch and exhaust f a n .
F I N D I N G S : Initial observations reveal
hazardous conditions due to presence
of toxic chemical and corroded equipment enclosures due to past water
leakage.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment in the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend that no f u r t h e r investigation be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
Vault E B - 1 0
107
�Vault E B - 1 8
LOCATION:
ment P l a n .
Refer
to Electrical B a s e -
DESCRIPTION:
Construction of Vault
No. 18 consists of three 8" b r i c k walls
and one heavy b r i c k foundation and
tunnel wall with concrete roof.
Electrical equipment i n Vault No. 18
contains three 167 k V A 10 60 H z .
2400-240/ 120 V 10 oil filled t r a n s formers, three gang operated oil fused
cutout
switches
and
miscellaneous
secondary
disconnect
switches and
meters.
F I N D I N G S : Hazardous conditions e x i s t
due to exposed cables and overcrowded
trough.
C O N C L U S I O N : Due to age, condition,
method of installation, limited capacity
and generally hazardous conditions of
equipment i n the v a u l t s , reuse of
equipment should not be considered.
F U R T H E R I N V E S T I G A T I O N : We recommend that no f u r t h e r investigation be
considered for this v a u l t .
�INVESTIGATIVE REPORT
Electrical
Vault E B - 1 8
109
�110
�����
Dublin Core
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Title
A name given to the resource
Engineering survey of Union Station : Appendix A : investigative report
Subject
The topic of the resource
Union Station (Washington, D.C.)
Engineering--Surveys
Description
An account of the resource
Prepared for the Federal Railroad Administration.
In addition to a <a href="https://ddotlibrary.omeka.net/files/show/6046" target="_blank" rel="noopener" title="Engineering survey of Union Station : Summary">summary</a>, the <em>Engineering survey of Union Station </em>also contains <a href="https://ddotlibrary.omeka.net/files/show/6101" target="_blank" rel="noopener" title="Appendix B : structural and cost calculations">Appendix B : structural and cost calculations</a>.
Please note: This report includes irregularly-sized pages. If the report is not visible, try scrolling to the right or left or using the zoom in (+) or zoom out (-) functions in the PDF viewer window.
Creator
An entity primarily responsible for making the resource
Ewing, Cole, Cherry, & Parsky
Date
A point or period of time associated with an event in the lifecycle of the resource
April 16, 1982
Revised August 12, 1982
Contributor
An entity responsible for making contributions to the resource
United States. Department of Transportation
United States. Federal Railroad Administration
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/072b72c28865cc760e99cd2a49f0ed4b.pdf?Expires=1712793600&Signature=njQqmkv9sZwcj-cCIHSQ-7yuy%7E-YJ1NVe3cZj8hIbY7W1YaC1V8C5I94Nq4TwW26Vfuk92QGFfuWiLjZ7uAFj660jr4gzHs0B1W%7ErAUcbkM%7EmBWPjvjAXttYs2ua0bSJOe62DixoE%7EFmuHGEbOgcDDkTKSiuzWNlEvdNTrE8kK9QIrpxPsUMZOgFkQOx%7EwOs%7E6-v5znOFzpXHoQtdSHBV9xql7Q31be5dQuknyk80AgiY2VyT43csXI9Uw78lMUziVRwKp0z7awYXF0C4NvQQ2k2pPlaq5E8DTrkP%7EswAHdKlG0gIW9kqUxgLKFmvTQ23ywNEaUQf6b1hNaXdrzLWw__&Key-Pair-Id=K6UGZS9ZTDSZM
4abee5cb966f5c390ef98a1403686661
PDF Text
Text
ENGINEERING SURVEY
APPENDIX B
STRUCTURAL
AND COST
CALCULATIONS
OF UNION STAT¡ON WASHINGTOil ùC.
For The Federal Hailroad Administration
Department Ol TransPortation
ETITING COIIE CHERRIY PåNsKT
ARCHITECTS ENGiNEERS PIA'NNERS
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�APPENDIX B
ENGINEERING SURVEY
STRUCTURAL CALCULATIONS
AND COST ESTIMATE CALCULAT]ONS
UNTON STATION
WASHTNGTON, D.C.
FEDERAL RAILROAD ÀDMINISTRAT]ON
U.S. DEPARTMENT
OF
TRANSPORTATION
CONTRACT NO. DTFRs3-82-C--00265
AUGUST L2, L982
EWiNG COLE CHERRY PARSKY
FEDERÀL RESERVE BANK BUILDiNG
lOO N. 6TH STREET
PHILADELPHTA, PENNSYLVANI.A 19106
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ENGINEERING SURVEY
Structural
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��STRUCTURAL CALCULATION INDEX
PAGE
CONCOURSE ROOF FRAMING
1-11
WAITING ROOM ROOF TRUSSES
T2.L8
TRUSS OVER GYMNASIUM
1_9-23
GIRDER AT GYMNASIUM
24-29
FiRST FLOOR FRAMING
- EAST
30-32
FIRST FLOOR FRAMING
-
WEST
33-36
SECOND FLOOR FRAMING
.
EAST
37-39
SECOND FLOOR FRAMING
-
WEST
40-41.
THIRD FLOOR FRAMTNG
-
EAST
42-43
THIRD FLOOR FRAMTNG
-
WEST
44-46
FOURTH FLOOR FRAMING
.
EAST
47
GYMNASIUM FLOOR FRAMING
48-50
THRU TRACK FRAMING
5r.-58
WALL OPENING AT EAST END OF
MAIL HANDLING TUNNEL
59-61
BASEMENT FLOOR FRAMING
62-63
SHORE REMOVAL
.
SB-4
64-66
P. A. V. E . NEW FRAM]NG
67-70
FIRST FLOOR FRAMING
END OF CONCOURSE
- EAST
71-74
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Dublin Core
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Title
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Engineering survey of Union Station : Appendix B : structural and cost calculations
Subject
The topic of the resource
Union Station (Washington, D.C.)
Engineering--Surveys
Description
An account of the resource
Prepared for the Federal Railroad Administration.
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Creator
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Ewing, Cole, Cherry, & Parsky
Date
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August 12, 1982
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United States. Department of Transportation
United States. Federal Railroad Administration
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Documents
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English
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Text
REVIEW
ARY COP
EU N T
TR O
PLANNING AND PROGRAMMING
DEPT. OF HIGHWAYS AND TRAFFIC
GOVT. OF THE DISTRICT OF COLUMBIA
SC.cff
DEVELOPMENT
PLANS
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��UNION STATION
TRANSPORTATION CENTER
STUDY
Under t h e S u p e r v i s i o n o f
THE NATIONAL CAPITAL PLANNING COMMISSION
and
THE INTER-AGENCY STEERING COMMITTEE
S e c r e t a r y of T r a n s p o r t a t i o n
S e c r e t a r y o f Housing & Urban Development
Secretary of the I n t e r i o r
The Postmaster G e n e r a l
The G e n e r a l Manager o f t h e Washington
M e t r o p o l i t a n Area T r a n s i t A u t h o r i t y
The Commissioner o f t h e D i s t r i c t o f Columbia
The Chairman o f the N a t i o n a l C a p i t a l
P l a n n i n g Commission
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PHASE II-REPORT4
FINAL DEVELOPMENT PLAN
& PROGRAM REVIEW
P r e p a r e d by
CONKLIN & ROSSANT, A r c h i t e c t s & P l a n n e r s , New York C i t y
and a s s o c i a t e d c o n s u l t a n t s
BARTON-ASCHMAN ASSOCIATES, T r a n s p o r t a t i o n P l a n n e r s , Chicago
HAMMER, GREENE, S I L E R ASSOCIATES, Economic P l a n n e r s ,
Washington, D. C.
MARVIN L. MANHEIM, RICHARD DE NEUFVILLE, JOSEPH H. STAFFORD,
T r a n s p o r t a t i o n A n a l y s t s , Cambridge, M a s s a c h u s e t t s
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&
ROSSANT
251
P A R K
N.Y.,
N.Y.
A V E N U E
S O U T H
10010 212 777-2i2o
October 29, 1970
Dr. G. F r a n k l i n Edwards
A c t i n g Chairman
N a t i o n a l C a p i t a l P l a n n i n g Commission
726 J a c k s o n P l a c e
Washington, D. C.
Dear Dr. Edwards:
The accompanying r e p o r t , which i s the f o u r t h i n a s e r i e s ,
completes the second and f i n a l phase o f the Union S t a t i o n
T r a n s p o r t a t i o n C e n t e r Study and i s submitted i n f u l f i l l ment o f the requirements o f the c o n t r a c t e x i s t i n g between
the N a t i o n a l C a p i t a l P l a n n i n g Commission and our f i r m .
S i n c e the completion o f our f i r s t phase recommendations
w i t h Report No. 3, a p l a n f o r a t r a n s p o r t a t i o n c e n t e r i n
combination w i t h the N a t i o n a l V i s i t o r Center and a major
Arena f a c i l i t y a t Union S t a t i o n has been sponsored by
o t h e r s independent o f t h i s study. T h i s p l a n i s reviewed
here i n terms o f i t s long range impact on the development
of the Study Area and the t r a n s p o r t a t i o n needs of Washington
i n the f u t u r e , u t i l i z i n g the b a s i c i n f o r m a t i o n and f i n d i n g s
developed p r e v i o u s l y i n t h i s s t u d y .
T h i s r e v i e w and a n a l y s i s i n c l u d e s two a l t e r n a t i v e 1985
p l a n s d e s c r i b e d and e v a l u a t e d i n t h i s r e p o r t . These two
p l a n s a r e d i f f e r e n t i a t e d by v a r y i n g f i r s t s t a g e approaches
to the development o f the land a r e a now occupied by r a i l road t r a c k s . One o f these a l t e r n a t i v e s f o l l o w s c l o s e l y
�the p l a n proposed by o t h e r s f o r the a i r - r i g h t s development o f the t r a c k a r e a between Union S t a t i o n and L S t r e e t
f o r major p u b l i c f a c i l i t i e s , i n c l u d i n g the Memorial Arena.
The o t h e r a l t e r n a t i v e proposes t h a t the m a j o r i t y o f the
t r a c k a r e a not be developed u n t i l such time when the r a i l road t e r m i n a l can be r e l o c a t e d and the t r a c k s removed.
T h i s second a l t e r n a t i v e , which shows an arena l o c a t i o n on
the land now occupied by the Government P r i n t i n g O f f i c e ,
has the p o t e n t i a l f o r a l l o w i n g the Study Area i n the f u t u r e
to r e t u r n t o a r o l e more i n keeping w i t h t h a t e n v i s i o n e d
by the Commission's own Comprehensive P l a n .
I n the t r a f f i c a n a l y s i s s e c t i o n of t h i s r e p o r t , t h r e e a l t e r n a t i v e c i r c u l a t i o n p l a n s are a n a l y z e d , one o f which
i n c l u d e s the H S t r e e t o v e r p a s s p r o p o s a l , each w i t h i t s own
s e t o f t r a f f i c assignments. I n t h i s a n a l y s i s , those i n t e r s e c t i o n s prone t o c o n f l i c t s and c o n g e s t i o n w i t h time have
been p i n p o i n t e d f o r f u t u r e r e f e r e n c e .
Again we must thank the Inter-Agency S t e e r i n g Committee
and your s t a f f f o r t h e i r a s s i s t a n c e and c o o p e r a t i o n .
W JC: m
m
WILLIAM J . CONKLIN AIA
J A M E S S. ROSSANT AIA
WILLIAM H. R O E H L AIA
RAYMOND BOLTON AIA
W A L T E R P. BOGNER AIA
�CONTENTS
GRAPHICS
L I S T OF TABLES
INTRODUCTION
1
FUTURE TRANSPORTATION ROLE
OF THE STUDY AREA
13
MARKET POTENTIALS &
LAND USE RECOMMENDATIONS
31
DEVELOPMENT ALTERNATIVES
49
CIRCULATION PLANS
79
CONCLUSIONS & RECOMMENDATIONS
125
APPENDIX
131
�GRAPHICS
Figure
1
Site
Figure
2
F u n c t i o n a l Areas
Figure
3
Ground T r a n s p o r t a t i o n
Figure
4
P o t e n t i a l VTOL/Rail Center
Locations
29
Figure
5
P o t e n t i a l Development Areas
59
Figure
6
H S t r e e t , Looking E a s t From
North C a p i t o l
63
Figure
7
Alternative
'A', Stage I
67
Figure
8
Alternative
1985
'A*, U l t i m a t e P l a n
69
Figure
9
Alternative
'B*, Stage I
71
F i g u r e 10
Alternative
1985
'B', U l t i m a t e P l a n
F i g u r e 11
A e r i a l Photograph
9
11
System
Major Study Area Elements
H S t r e e t Overpass A l t e r n a t i v e
21
73
83
�F i g u r e 12
C i r c u l a t i o n System, H S t r e e t
Overpass A l t e r n a t i v e
85
F i g u r e 13
H S t r e e t Overpass A l t e r n a t i v e
1985 S i t e Generated T r a f f i c
89
F i g u r e 14
E x i s t i n g D a i l y T r a f f i c Volumes
91
F i g u r e 15
1985 Non-Site T r a f f i c
93
F i g u r e 16
H S t r e e t Overpass A l t e r n a t i v e ,
T o t a l T r a f f i c Requirements
95
F i g u r e 17
H S t r e e t Overpass A l t e r n a t i v e
Freeway Access to and from North
97
F i g u r e 18
H S t r e e t Overpass A l t e r n a t i v e
Freeway Access to and from South
98
F i g u r e 19
H S t r e e t Overpass A l t e r n a t i v e
Freeway Access Non-Auto
99
F i g u r e 20
Alternative
Plan
'A' 1985 C i r c u l a t i o n
105
F i g u r e 21
Alternative
Plan
'B' 1985 C i r c u l a t i o n
107
F i g u r e 22
A l t e r n a t i v e A' 1985 S i t e
Generated T r a f f i c
112
F i g u r e 23
A l t e r n a t i v e 'B' 1985 S i t e
Generated T r a f f i c
113
F i g u r e 24
A l t e r n a t i v e 'A' T o t a l
Land Requirements
Traffic
114
F i g u r e 25
A l t e r n a t i v e 'B' T o t a l
Lane Requirements
Traffic
115
f
�F i g u r e 26
Comparative A n a l y s i s of the Three
C i r c u l a t i o n P l a n s Reviewed
116
F i g u r e 27
Alternative
Patterns
'A' Freeway Access
122
F i g u r e 28
Alternative
Patterns
' B' Freeway
123
F i g u r e 29
P o t e n t i a l VTOL L o c a t i o n s
A-8
F i g u r e 30
FAA H e l i p o r t Approach/
Departure Paths
A-15
Access
�LIST OF
TABLES
TABLE 1
P r i v a t e O f f i c e Space Development
C e n t r a l Washington
34
TABLE 2
T o t a l O f f i c e Space Demand f o r
Study Area by 1985
37
TABLE 3
E s t i m a t e d 1985 S i t e Generated
Traffic
86
TABLE 4
E s t i m a t e d 1985 S i t e Generated
E q u i v a l e n t P.M. Peak Hour T r a f f i c
Volumes
111
TABLE 5
Comparison o f A l t e r n a t i v e s A and B
w i t h I n i t i a l Problems
118
TABLE 6
R e l a t i v e Comparison o f A l t e r n a t i v e s
A and B
119
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�INTRODUCTION
�INTRODUCTION
T h i s F o u r t h Report concludes the Second Phase of the
T r a n s p o r t a t i o n Study f o r Washington, D.C. under the
s u p e r v i s i o n of the N a t i o n a l C a p i t a l P l a n n i n g Commission.
T h i s Study, which was i n i t i a t e d two y e a r s ago, has produced t h r e e F i r s t Phase r e p o r t s to date documenting
f i n d i n g s and recommendations concerned w i t h the p o t e n t i a l
of a t r a n s p o r t a t i o n c e n t e r to be l o c a t e d i n the v i c i n i t y
of Union S t a t i o n i n the D i s t r i c t of Columbia.
The geographic base f o r t h i s Study i s an a r e a d e f i n e d i n
the c o n t r a c t of some 770 a c r e s e x t e n d i n g from the lawns
of the N a t i o n a l C a p i t o l to Rhode I s l a n d Avenue two m i l e s
to the n o r t h .
T h i s a r e a f o c u s e s on the u n d e r - u t i l i z e d
r a i l t r a c k zone c o n n e c t i n g Union S t a t i o n a t the south
w i t h the r a i l r o a d s t o r a g e and maintenance y a r d s n o r t h
of New York Avenue, but a l s o i n c l u d e s w i t h i n i t s e a s t west b o u n d a r i e s , s i g n i f i c a n t p o r t i o n s of two urban r e newal housing communities and one urban r e n e w a l employment a r e a . Beyond t h i s d e f i n e d geographic base, t h i s
Study has a l s o been concerned w i t h a much l a r g e r f u n c t i o n a l base d e a l i n g w i t h twelve d i f f e r e n t t r a n s p o r t a t i o n
systems and t h e i r recommended r o l e w i t h i n the Study Area
as r e l a t e d to the f u n c t i o n a l r e q u i r e m e n t s of the r e g i o n a l
network.
Previous
Findings
The F i r s t Phase had i t s b e g i n n i n g s i n a g e n e r a l Methodology Report e s t a b l i s h i n g the methods to be used i n the
whole Study, as w e l l as d e s c r i p t i o n s of the e x i s t i n g
t r a n s p o r t a t i o n systems which a r e of concern. T h i s was
f o l l o w e d by a Second Report which e s t a b l i s h e d the f u t u r e
t r a v e l demand of the v a r i o u s modes, the economic p o t e n t i a l
of the geographic a r e a under a n a l y s i s , and the e v a l u a t i o n
of t e n a l t e r n a t i v e t r a n s p o r t a t i o n c e n t e r development proposals.
The a n a l y s i s of these a l t e r n a t i v e s lead to a
2
1
�s p e c i f i c recommended development p l a n i n Report 3
which concluded the F i r s t Phase.
A c t i o n s i n r e l a t i o n to the recommended p l a n have s i n c e
a l t e r e d the l o c a t i o n of the t r a n s p o r t a t i o n t e r m i n a l s ,
however, the u n d e r l y i n g o b j e c t i v e s behind the p l a n form
the b a s i s of the a n a l y s i s c o n t a i n e d here. The g e n e s i s
of t h i s p l a n r e f l e c t e d the c o n v i c t i o n t h a t high t r a f f i c
g e n e r a t o r s should be s u f f i c i e n t l y s e p a r a t e d to maximize
the p o t e n t i a l of freeway a c c e s s and to p r e v e n t o v e r l o a d i n g of the e x i s t i n g s t r e e t system a t any one l o c a t i o n .
I n r e v i e w , t h i s p l a n c o n t a i n e d t h r e e major elements:
A
s o u t h e r n node i n the v i c i n i t y of Union S t a t i o n composed
of the V i s i t o r C e n t e r , P o s t O f f i c e , h o t e l s and commercial
o f f i c e s ; a n o r t h e r n node f o u r b l o c k s away a t the i n t e r s e c t i o n of New York and F l o r i d a Avenues, of the t r a n s p o r t a t i o n c e n t e r and arena complex; and as the t h i r d
element, a c o n n e c t i n g s p i n e of i n s t i t u t i o n and community
r e l a t e d development along the e x i s t i n g r a i l r o a d r i g h t - o f way. To c a r r y out t h i s p l a n , the Report recommended the
e s t a b l i s h m e n t of a s p e c i a l purpose p u b l i c a u t h o r i t y w i t h
c o n t r o l over the components.
The development o b j e c t i v e s documented by t h i s p l a n i n cluded :
- s u r r o u n d i n g of the V i s i t o r Center w i t h an e n v i r o n ment and development c o n s i s t e n t w i t h i t s f u t u r e importance i n the c i t y of Washington.
- removal of the b l i g h t i n g i n f l u e n c e of the exposed
railroad tracks.
- p r o v i s i o n of s i t e s f o r f a c i l i t i e s and housing which
w i l l be of g r e a t b e n e f i t to the a d j a c e n t r e s i d e n t i a l
areas.
- l o c a t i n g a l a r g e arena f a c i l i t y to s e r v e the e n t i r e
Washington r e g i o n .
�- s t r e n g t h e n i n g Washington's t r a d i t i o n a l downtown by
p r o v i d i n g a much needed anchor to the e a s t , and to
some e x t e n t , r e s t o r i n g the c e n t e r of downtown by
b a l a n c i n g the p u l l of the C o n n e c t i c u t Avenue uptown
area.
- r e s t o r i n g to u s e f u l n e s s and d i g n i t y a l a r g e a r e a
w i t h i n s i g h t of the N a t i o n ' s C a p i t o l .
Although t h i s Report f o l l o w s i n n u m e r i c a l sequence the
p r e v i o u s r e p o r t s d e s c r i b e d , i t i s s e p a r a t e d from them
i n time by a y e a r ' s i n t e r v a l .
During t h i s i n t e r v a l , the
i n t e r e s t aroused and a t t e n t i o n f o c u s e d on the development
p o t e n t i a l s f o r the Study A r e a , c a t a l y z e d i n t u r n , o t h e r
development i n i t i a t i v e s by v a r i o u s i n t e r e s t groups i n c l u d i n g the t r a n s p o r t a t i o n companies.
One of t h e s e , a
p l a n sponsored by the Washington T e r m i n a l Company, p r o poses the l o c a t i o n of a r a i l and i n t e r - c i t y bus t r a n s p o r t a t i o n c e n t e r a t Union S t a t i o n as p a r t of the V i s i t o r
C e n t e r p r o j e c t . T h i s proposed c e n t e r l o c a t i o n which has
been approved by the P l a n n i n g Commission, determines a t
the onset of t h i s s t u d y phase a s e t of p l a n n i n g c o n d i t i o n s
reviewed here i n terms of t h e i r impact on the development
o b j e c t i v e s f o r the Study Area. Thus, t h i s R e p o r t , a l though s e q u e n t i a l i n s e r i e s , d i f f e r s from the p r e v i o u s
phase Reports i n emphasis. The emphasis here i s not on
the p l a n n i n g and d e s i g n of the t r a n s p o r t a t i o n c e n t e r i t s e l f , but r a t h e r on recommending g u i d e l i n e s f o r the f u t u r e
development of the Study Area and a n a l y z i n g the impact
of the t r a n s p o r t a t i o n c e n t e r p l a n sponsored by o t h e r s .
I n making t h i s a n a l y s i s , the r e a l c o n c e r n w i l l be developing the a p p r o p r i a t e g u i d e l i n e s and recommendations which
w i l l encourage the t o t a l Study Area development f o r the
s h a r e d b e n e f i t of the l o c a l r e s i d e n t s , t o u r i s t s , t r a n s p o r t a t i o n mode p a t r o n s , Study Area employees, and D i s t r i c t
of Columbia i n t e r e s t s .
4
�Union S t a t i o n
T r a n s p o r t a t i o n Center
Plan
The d e t a i l e d program of the Washington T e r m i n a l Company's
p l a n should be noted. The Washington T e r m i n a l Company
has i n t r o d u c e d i n t o i t s N a t i o n a l V i s i t o r Center agreement w i t h the N a t i o n a l Park S e r v i c e , the a d d i t i o n of an
i n t e r - c i t y bus t e r m i n a l to the p a r k i n g and r a i l t e r m i n a l
a i r - r i g h t s f a c i l i t i e s planned immediately to the north of
Union S t a t i o n . The T e r m i n a l Company p l a n s to b u i l d a
bus f a c i l i t y of a p p r o x i m a t e l y 68 dock p o s i t i o n s to be
l e a s e d , when completed, to T r a i l w a y s and Greyhound, which
w i l l r e p l a c e the e x i s t i n g inadequate f a c i l i t i e s a t the
i n t e r s e c t i o n of New York Avenue and 12th S t r e e t N.W.
In
order t o p r o v i d e f o r t h i s added element, the o r i g i n a l
p l a n s f o r the V i s i t o r C e n t e r complex have been m o d i f i e d .
C u r r e n t designs prepared by the V i s i t o r Center A r c h i t e c t s
now i n c l u d e the f o l l o w i n g :
the r e n o v a t i o n and c o n v e r s i o n of the e x i s t i n g Union
S t a t i o n T e r m i n a l b u i l d i n g to accommodate a v i s i t o r
o r i e n t a t i o n and i n f o r m a t i o n c e n t e r i n accordance
w i t h the N a t i o n a l V i s i t o r F a c i l i t i e s Act of 1968.
The e x h i b i t i o n s , movies and shows to be housed a r e
expected to draw i n the range of 50,000 to 70,000
t o u r i s t s to the c e n t e r on a peak day by 1985.
a V i s i t o r Center p a r k i n g f a c i l i t y f o r u l t i m a t e l y
5,200 c a r s and 80 t o u r buses i n the a i r - r i g h t s behind Union S t a t i o n w i t h primary ramp a c c e s s from
Union S t a t i o n P l a z a . The ramps provided w i l l not
o n l y s e r v e the p a r k i n g garage, but the d r o p - o f f s
f o r the t r a n s p o r t a t i o n t e r m i n a l s and V i s i t o r Center.
a new r a i l r o a d passenger s t a t i o n i n the c e n t e r of
the p a r k i n g s t r u c t u r e over the t r a c k s , to r e p l a c e
existing terminal f a c i l i t i e s . This railway terminal
w i l l be open a t i t s n o r t h and south ends to permit
expansion of i t s concourse l e v e l northward i f f u t u r e
a i r - r i g h t s development should occur.
�an i n t e r - c i t y bus t e r m i n a l under the e a s t e r n h a l f of
the garage and i n t h e a i r - r i g h t s over t h e lower l e v e l
t r a c k s . T h i s new t e r m i n a l i s planned t o s h a r e w a i t i n g room and concourse f a c i l i t i e s w i t h the r a i l r o a d
t e r m i n a l one l e v e l above.
an Eisenhower Memorial Arena, c o n v e n t i o n and e x h i b i t i o n
f a c i l i t y l o c a t e d i n t h e a i r - r i g h t s above the t r a c k s
between H and L S t r e e t s , i n accordance w i t h the l e g i s l a t i o n i n t r o d u c e d i n Congress by R e p r e s e n t a t i v e J . T.
B r o y h i l l of V i r g i n i a . The program f o r t h i s f a c i l i t y
i s based on a f i v e month s t u d y by B o o z - A l l e n and
Hamilton. T h e i r r e p o r t proposes a f a c i l i t y t h a t would
p r o v i d e f o r a wide range of c o n v e n t i o n , e x h i b i t i o n ,
s p o r t i n g e v e n t s , and o t h e r p u b l i c a d m i s s i o n shows f o r
a p r o j e c t e d a n n u a l attendance of 3.5 to 4 m i l l i o n
p e r s o n s . T h e i r program c a l l e d f o r a 250,000 square
f o o t e x h i b i t i o n a r e a , 31 meeting rooms w i t h a t o t a l
c a p a c i t y o f 12,800 s e a t s , a main a r e n a of 17,500
permanent s e a t s , v a r i o u s a d m i n i s t r a t i o n and r e s t a u r a n t
f a c i l i t i e s and p a r k i n g f o r 4,000 c a r s .
The B o o z - A l l e n & Hamilton r e p o r t a c t u a l l y c o n s i d e r e d
f i v e a l t e r n a t i v e l o c a t i o n s i n d e t a i l f o r such a f a c i l i t y
w i t h i n the d i s t r i c t , among them, the H S t r e e t t r a c k
air-rights.
The p r e l i m i n a r y e v a l u a t i o n of these s i t e s
found them a l l t o be p o t e n t i a l l o c a t i o n s and t h e i r r e p o r t recommended t h a t the p r e f e r r e d s i t e be s e l e c t e d
d u r i n g t h e a c t u a l p l a n n i n g phase o f t h e f a c i l i t y construction effort.
Although a f i n a l s i t e f o r t h e arena complex f a c i l i t y
has not been s e l e c t e d , Congressman B r o y h i l l ' s l e g i s l a t i o n focused on t h i s t r a c k a i r - r i g h t s s i t e as t h e most
a p p r o p r i a t e l o c a t i o n due t o i t s p r o x i m i t y t o the t r a n s p o r t a t i o n and v i s i t o r c e n t e r development.
B o o z - A l l e n & H a m i l t o n recommended t h a t t h i s arena comp l e x f a c i l i t y , t h e c o s t s f o r which were e s t i m a t e d t o
be i n t h e range o f $60 m i l l i o n d o l l a r s , be developed
6
�by a n o n - p r o f i t c o r p o r a t i o n who would i s s u e development bonds and manage c o n s t r u c t i o n .
Under t h i s a r r a n g e ment, they s a i d t h a t the f a c i l i t y should be l e a s e d to
the D i s t r i c t of Columbia f o r an annual amount e q u a l
to the debt s e r v i c e r e q u i r e m e n t s . T h e r e f o r e , the
f a c i l i t y w i l l become the p r o p e r t y of the D i s t r i c t upon
r e t i r e m e n t of the bonds.
-
the replacement of the e x i s t i n g H S t r e e t v i a d u c t w i t h
an overpass to p r o v i d e a d d i t i o n a l a c c e s s to the a i r r i g h t s p a r k i n g and t e r m i n a l f a c i l i t i e s as w e l l as
a c c e s s to the arena a i r - r i g h t s development. The p l a n s
f o r the e l e v a t e d H S t r e e t i n d i c a t e t h a t the e n t i r e
w i d t h of the s t r e e t would be ramped up over the t r a c k s
s t a r t i n g j u s t s h o r t of North C a p i t o l S t r e e t on the west
and ending neard 3rd S t r e e t on the e a s t . The e l e v a t e d
l a n e s r e a c h a n o r t h e r n e n t r a n c e p l a z a to the t e r m i n a l s
a t e l e v a t i o n +82 or 54 f e e t above the e x i s t i n g l e v e l of
H S t r e e t i n the t u n n e l .
T h i s p l a z a i s 16 f e e t above
the bus t e r m i n a l l e v e l .
I t i s proposed t h a t a l l buses
e n t e r i n g the bus t e r m i n a l w i l l use the new e l e v a t e d
s t r e e t and ramp down i n t o the t e r m i n a l .
The e l e v a t e d
s t r e e t w i l l a l s o p r o v i d e concourse l e v e l e n t r a n c e s to
the back s i d e of the r a i l t e r m i n a l and p a r k i n g f a c i l i t i e s , and d r o p - o f f f o r the a r e n a .
-
the r e l o c a t i o n of the proposed r a p i d t r a n s i t p l a t f o r m s
of the Union S t a t i o n s t o p northward under the w e s t e r n
p a r k i n g s t r u c t u r e to b e t t e r s e r v e the a i r - r i g h t s development.
While c e r t a i n elements of t h i s p l a n are s t i l l i n the prop o s a l s t a g e and s u b j e c t to change, the l o c a t i o n of the bus
t e r m i n a l , r a i l t e r m i n a l , v i s i t o r c e n t e r p a r k i n g and the
r e n o v a t i o n of Union S t a t i o n , are f i x e d by P l a n n i n g Commission action.
�]
A B i l l i n t r o d u c e d i n Congress to commit the a i r - r i g h t s
arena f a c i l i t y to a more d e t a i l e d study was not approved.
T h e r e f o r e , the l o c a t i o n of t h i s f a c i l i t y w i t h i n the
Union S t a t i o n a r e a should be the s u b j e c t of f u r t h e r
analysis.
The Washington T e r m i n a l Company's t r a n s p o r t a t i o n c e n t e r
p l a n c o n s o l i d a t e s the p r e v i o u s recommended d u a l node development between New York Avenue and Union S t a t i o n i n t o
a s i n g l e a i r - r i g h t s complex a d j o i n i n g Union S t a t i o n .
This
Union S t a t i o n complex p l a n has t h r e e a s p e c t s .
First, i t
p h y s i c a l l y combines the V i s i t o r C e n t e r w i t h a new downtown
t r a n s p o r t a t i o n c e n t e r and has the p o t e n t i a l of adding a
major r e g i o n a l arena and e x h i b i t i o n f a c i l i t i e s .
Second, i t
w i l l be of c o n s i d e r a b l e economic b e n e f i t to the r a i l r o a d s
who w i l l l e a s e or s e l l 25 to 30 a c r e s of t r a c k a i r - r i g h t s
as a major p u b l i c i n v e s t m e n t . T h i r d , the i n d i v i d u a l mode
o p e r a t o r s should b e n e f i t from i n c r e a s e d patronage by t h e i r
p r o x i m i t y to the n a t i o n a l V i s i t o r C e n t e r which could draw
i n the range of 70,000 persons per day d u r i n g the peak
t o u r i s t season by 1985.
T h i s Report assumes the Washington T e r m i n a l Company's p l a n
as a g i v e n element f o r r e v i e w .
I n t h i s review p r o c e s s the
1985 r e g i o n a l t r a n s p o r t a t i o n r o l e of the Union S t a t i o n
Center i s a n a l y z e d ; i t s impact on the Study Area f u t u r e
economic p o t e n t i a l i s p r o j e c t e d ; development a l t e r n a t i v e s
f o r s p e c i a l o p p o r t u n i t y s i t e s are proposed; and a l t e r n a t i v e
t r a f f i c c i r c u l a t i o n p l a n s are a n a l y z e d .
The c o n c l u d i n g
s e c t i o n of t h i s Report weighs the e v a l u a t i o n s from the p r e c e d i n g a n a l y s i s , and makes s p e c i f i c recommendations to guide
f u t u r e P l a n n i n g Commission a c t i o n . The b a s i c focus i n making
t h i s a n a l y s i s and recommendations i s s e v e r a l o v e r - r i d i n g
p u b l i c i s s u e s and concerns r e l a t i n g to the u l t i m a t e development of the Study Area as f o l l o w s :
Over-riding Public
I s s u e s and Concerns
R e s t o r i n g to u s e f u l n e s s the land a r e a now occupied by
r a i l r o a d a s s o c i a t e d land u s e s .
The photograph i n
F i g u r e 1 o p p o s i t e i l l u s t r a t e s the e x t e n t of the land
a r e a devoted to r a i l r o a d t r a c k s and f a c i l i t i e s
8
)
�SITE AERIAL
PHOTOGRAPH
CCLUS
ho5
�South of New York Avenue t o Union S t a t i o n t h e r e
are 5 1 such a c r e s , and n o r t h of New York Avenue an
a d d i t i o n a l 98 a c r e s w i t h t h e Study Area boundary.
I n t h i s n o r t h e r n p o r t i o n these t r a c k s a r e 30 t o 40
f e e t below the l e v e l o f New York Avenue, thereby
e a s i l y accommodating a i r - r i g h t s development. Howe v e r , south of New York Avenue, due t o t h e p e c u l i a r
topographic low p o i n t a t H S t r e e t , the e n t i r e t r a c k
bed i s r a i s e d 20 to 30 f e e t above e x i s t i n g grade,
making a i r - r i g h t s c o n s t r u c t i o n f o r the p r i v a t e sponsor
l e s s e c o n o m i c a l l y f e a s i b l e w i t h i n the Washington 90foot height l i m i t .
Report #2 i n d i c a t e d t h a t t r a c k
demand f o r passenger s e r v i c e w i l l d e c r e a s e to a p p r o x i mately 12 p l a t f o r m t r a c k s i n t h e f u t u r e , although
passenger volume was p r o j e c t e d to i n c r e a s e .
This
r e d u c t i o n , coupled w i t h the f a c t t h a t the t r a c k s a r e
e l e v a t e d , i m p l i e s p l a n n i n g f o r e s i g h t to avoid b u i l d i n g to u n d e r - u t i l i z e d r i g h t s - o f - w a y o r a t e l e v a t i o n s
above grade where s u c c e s s f u l t r a n s i t i o n s t o e x i s t i n g
s t r e e t l e v e l s and b u i l d i n g h e i g h t s a r e d i f f i c u l t t o
achieve.
B a l a n c i n g and g u i d i n g o f the o v e r a l l f u t u r e Study
Area development t o accommodate the needs and f u n c t i o n a l r e q u i r e m e n t s of w i d e l y v a r y i n g i n t e r e s t groups
w i t h i n a s m a l l a r e a . These i n t e r e s t s range from
those of the v i s i t o r and t r a n s p o r t a t i o n mode p a t r o n s
on the one hand t o t h e l o c a l community r e s i d e n t s on
the o t h e r .
F i g u r e 2 i l l u s t r a t e s the v a r i o u s urban
renewal p r o j e c t s which o v e r l a p w i t h t h e Study Area,
as w e l l as the land a r e a p o t e n t i a l l y a v a i l a b l e f o r
development, the b u l k of which i s owned by t h e r a i l r o a d s . Not emphasized by t h i s drawing but of major
importance, i s the concern f o r p r o v i d i n g a s u i t a b l e
l o c a t i o n and s e t t i n g f o r t h e proposed Eisenhower
Memorial Arena. T h i s f a c i l i t y , depending on the s i z e
of t h e u l t i m a t e program s e l e c t e d , w i l l r e q u i r e a land
a r e a i n t h e range of 6 t o 15 a c r e s .
10
��3.
I n c r e a s i n g b l u e c o l l a r j o b s by encouraging the development o f new in-town employment o p p o r t u n i t i e s w i t h in
the D i s t r i c t .
The New York Avenue C o r r i d o r
i s e s p e c i a l l y s u i t e d f o r t h i s type of development,
being r e l a t i v e l y s h i e l d e d from o t h e r u s e s by the
n a t u r a l t e r r a i n and p o s s e s s i n g e x i s t i n g m a n u f a c t u r i n g
facilities.
4.
Improving and enhancing the q u a n t i t y and q u a l i t y o f
s e r v i c e i n terms o f v e h i c u l a r a c c e s s to and through
the Study Area. The b a l a n c i n g of t h e q u a l i t y o f
v e h i c u l a r s e r v i c e w i t h i n the Study Area i n v o l v e s a
concern w i t h the c o n f l i c t i n g f u n c t i o n a l r e q u i r e m e n t s
of v i s i t o r t r a v e l , i n t e r - c i t y and l o c a l bus r o u t e s ,
t r u c k and s e r v i c e a c c e s s , through t r a f f i c r e q u i r e m e n t s ,
and p r e s e r v i n g t h e l o c a l s t r e e t q u a l i t y of s e r v i c e i n
s e l e c t e d r e s i d e n t i a l a r e a s . Although the s o u t h e r n
h a l f of the Study Area i s bounded a t i t s w e s t e r n edge
by the C e n t e r Leg Freeway, and b i s e c t e d i n the middle
by the proposed New York Avenue Freeway, a c c e s s to
the Union S t a t i o n a r e a must depend on the l o c a l s t r e e t
system.
5.
P r o v i d i n g the proper e f f i c i e n t and d i r e c t c o n n e c t i o n s
between the i n t e r - c i t y and l o c a l t r a n s p o r t a t i o n systems.
Freeway a c c e s s and d i r e c t c o n n e c t i o n s to the r a p i d
t r a n s i t system a r e the most i m p o r t a n t i n g r e d i e n t s f o r
the proper f u n c t i o n i n g of a t r a n s p o r t a t i o n c e n t e r
w i t h i n the r e g i o n a l i n t e r f a c e ( t r a n s f e r ) system.
12
�FUTURE TRANSPORTATION ROLE
OF THE STUDY AREA
�FUTURE TRANSPORTATION ROLE
OF THE STUDY AREA
The f o c u s of t h i s study has been the p l a n n i n g f o r a major
t r a n s p o r t a t i o n f a c i l i t y i n the c e n t r a l p a r t of Washington,
D.C.
I t has a l r e a d y been e s t a b l i s h e d t h a t s i n c e the i n c e p t i o n of t h i s s t u d y , d i r e c t i o n s have so changed i n the
Study Area t h a t a new s e t o f " p l a n n i n g c o n d i t i o n s " have
been s e t based on t h e p r o p o s a l t o develop a t r a n s p o r t a t i o n
c e n t e r a t Union S t a t i o n .
I n t h i s s e c t i o n the g e n e r a l o b j e c t i v e s and g o a l s f o r a
t r a n s p o r t a t i o n c e n t e r a r e r e v i e w e d ; t h e f u t u r e r o l e and
f u n c t i o n to be performed by the c e n t e r proposed i s a n a l y z e d ;
and the p o t e n t i a l s f o r o t h e r f u t u r e t r a n s p o r t a t i o n improvements a r e c o n s i d e r e d . T h i s l a t t e r item i n c l u d e s the
p o t e n t i a l f o r an i n t e r - c i t y VTOL f a c i l i t y .
By i t s n a t u r e , p l a n n i n g r e q u i r e s t h e i d e n t i f i c a t i o n of a s e t
of o b j e c t i v e s o r p u b l i c p o l i c i e s which precede a d e c i s i o n
to c o n s t r u c t a major t r a n s p o r t a t i o n improvement. T h i s means
t h a t p l a n n i n g p r o p o s a l s a r e recommendations t o guide the
p u b l i c and p r i v a t e i n t e r e s t s so as to a c h i e v e an u l t i m a t e
p l a n which responds t o g e n e r a l p u b l i c as w e l l as f u n c t i o n a l
transportation goals.
T h e r e f o r e , g o a l s and o b j e c t i v e s a r e
the y a r d s t i c k s by which an e n t i r e p r o j e c t may be measured.
Transportation
Objectives
A p r i m a r y v a l u e o f t h e p r e c e d i n g work under t h i s s t u d y , as
c o n t a i n e d i n Reports No. 1 through 3, has been to i d e n t i f y
and recommend a s e t of o b j e c t i v e s f o r a t r a n s p o r t a t i o n c e n t e r .
G e n e r a l p u b l i c u n d e r s t a n d i n g o r knowledge o f t r a n s p o r t a t i o n
c e n t e r s i n v o l v e s a c e r t a i n m i s c o n c e p t i o n of what a
t r a n s p o r t a t i o n c e n t e r i s , and where i t f i t s i n the r e g i o n a l
system. The e v a l u a t i o n o f a t r a n s p o r t a t i o n c e n t e r and i t s
v a r i o u s f u n c t i o n s , based on d a t a d e s c r i b i n g e x i s t i n g
t r a n s p o r t a t i o n c o n d i t i o n s , has i d e n t i f i e d what the proper
view o f the t r a n s p o r t a t i o n c e n t e r should be. The b a s i c
f i n d i n g has been t h a t t h e r e a r e c l e a r l y two major groups of
14
�o b j e c t i v e s or goals f o r a transportation center.
These
concern f i r s t , i t s p u r e l y t r a n s p o r t a t i o n f u n c t i o n s , and
second, a t r a n s p o r t a t i o n c e n t e r as a land use.
The l a t t e r
r e l a t e s t o the f a c t t h a t a t r a n s p o r t a t i o n c e n t e r c a n have
both a p o s i t i v e and n e g a t i v e impact on t h e s u r r o u n d i n g a r e a .
I t g e n e r a t e s a c t i v i t y which improves g e n e r a l i n v e s t m e n t
p o t e n t i a l , but a t t h e same time, being a l a r g e s c a l e development, i t consumes v a s t land a r e a s and i n c r e a s e s l o c a l t r a v e l
demands.
Thus, t h e g o a l f o r t h e t r a n s p o r t a t i o n c e n t e r as a land use
must r e l a t e to i t s being planned t o p o s i t i v e l y i n f l u e n c e
the land use p a t t e r n s and a c t i v i t i e s i n t h i s a r e a o f C e n t r a l
Washington. As t h e s e i s s u e s a r e d i s c u s s e d i n o t h e r s e c t i o n s
of t h i s Report, t h e concern here i s w i t h t h e former g o a l ;
t h a t a t r a n s p o r t a t i o n c e n t e r must be a f a c i l i t y to p r o v i d e
a p l a c e f o r t r a n s f e r r i n g from one mode o f t r a v e l t o another.
The t r a n s p o s i n g o f t h i s g o a l i n t o a s e t o f p l a n n i n g o b j e c t i v e s r e q u i r e s t h e u n d e r s t a n d i n g o f t h e b a s i c n a t u r e of a
transportation center.
I t i s e s s e n t i a l l y a key element i n
the i n t e r f a c e system. T h i s system s e r v e s as an i n t e r m e d i a r y
or t r a n s f e r system between t h e i n n e r - c i t y t e r m i n a l modes
and t h e i n t r a - c i t y o r l o c a l d i s t r i b u t i o n systems. Thus, t h e
t r a n s p o r t a t i o n c e n t e r c a n c o n t a i n components o f highways,
airways, r a i l l i n e s , rapid t r a n s i t , truck terminals, parking
and p e d e s t r i a n ways. According t o t h i s b a s i c u n d e r s t a n d i n g
of a t r a n s p o r t a t i o n c e n t e r , i t c a n be seen t h a t t h e f u n c t i o n
of t h e f a c i l i t y i s one o f t r a n s f e r movement s e r v i c e t o a
passenger from one mode t o another.
The b a s i c concern here i s w i t h t h e i n t e r - c i t y t r a v e l e r
going from an o r i g i n w i t h i n t h e Washington a r e a to a
d e s t i n a t i o n i n another m e t r o p o l i t a n a r e a o r v i c e v e r s a . I n
such a t r i p , t h e t r a v e l e r w i l l u s e i n t e r - c i t y t r a n s p o r t a t i o n
f a c i l i t i e s t o t r a v e l between c i t i e s , but i n h i s t o t a l t r i p
from door t o door, he w i l l a l s o u s e i n t r a - c i t y f a c i l i t i e s
(such as bus o r auto) to g e t t o o r from t h e i n t e r - c i t y
facilities.
From t h i s v i e w p o i n t , t h e b a s i c problem i s one
of p r o v i d i n g an a p p r o p r i a t e , e f f e c t i v e i n t e r f a c e o r c o n n e c t i o n
between these v a r i o u s l i n k s i n t h e t o t a l t r i p .
The o b j e c t i v e s f o r a t r a n s p o r t a t i o n c e n t e r , which w i l l d e f i n e
the r o l e i t i s to play i n t h i s t r a n s p o r t a t i o n f u n c t i o n , can
�be s y s t e m a t i c a l l y i d e n t i f i e d v i a t h e r e l a t i o n s h i p w i t h t h e
v a r i o u s groups o r u s e r s t h a t might be a f f e c t e d o r might use
such a system o f t r a n s p o r t a t i o n f a c i l i t i e s .
These groups
are as f o l l o w s :
A.
E x t e r n a l O r i g i n and E x t e r n a l D e s t i n a t i o n :
inter-city
t r a v e l e r s whose o r i g i n and d e s t i n a t i o n i s not i n
Washington, D.C. , but come from one c i t y on an i n t e r - c i t y
mode o r r o u t e t o t r a n s f e r t o another i n t e r - c i t y mode o r
route.
B.
I n t e r n a l O r i g i n and I n t e r n a l D e s t i n a t i o n :
t r i p s which
have t h e i r o r i g i n s and d e p a r t u r e s w i t h i n t h e Washington
m e t r o p o l i t a n a r e a and a r e concerned p r i m a r i l y w i t h t h e
use o f t h e t r a n s p o r t a t i o n c e n t e r as a p o s s i b l e t r a n s f e r
p o i n t from one i n t r a - c i t y mode t o another. I n p a r t i c u l a r , these t r i p s may take advantage o f t h e p a r k i n g
f a c i l i t i e s or other s e r v i c e s a t the center i n a d d i t i o n
to t r a n s f e r r i n g i n t h e i r t r i p from o u t s i d e t o i n s i d e
a r e a s of the r e g i o n .
C.
I n t e r n a l t o E x t e r n a l : t r i p s which t r a v e l between
Washington, D.C. and some o t h e r c i t y u s i n g an i n t e r - c i t y
t r a n s f e r f a c i l i t y such as a i r , bus, r a i l , o r auto p a t r o n s
which t r a n s f e r t o an i n t r a - c i t y ( l o c a l Washington) mode
i n order to reach t h e i r f i n a l d e s t i n a t i o n .
Therefore,
f o r s e r v i c e t o t h e s e t h r e e groups o f u s e r s , the o b j e c t i v e s f o r the t r a n s p o r t a t i o n center include the following
1.
E s t a b l i s h m e n t of e f f i c i e n t c o n n e c t i o n s between i n t r a c i t y and l o c a l modes i n o r d e r to minimize time l o s s .
2.
P r o v i s i o n of t r a n s f e r f a c i l i t i e s between compatible
i n t r a - c i t y modes ( c o m p a t i b i l i t y i n c l u d e s both c o s t
and time c h a r a c t e r i s t i c s ) .
Where no d i s c e r n i b l e
demand f o r t r a n s f e r between a p a i r o f modes e x i s t s ,
t h i s s e r v i c e should not be c o n s i d e r e d s i g n i f i c a n t .
3.
B a l a n c i n g o f t h e system. A t r a n s p o r t a t i o n c e n t e r
should be t h e key l i n k between t h e v a r i e t y o f
16
�t r a v e l modes p r o v i d i n g a means by which the
b a l a n c i n g of the t r a n s p o r t a t i o n system can be
achieved.
4.
5.
A i d i n e f f e c t i n g an e f f i c i e n t f l o w o f o n - s i t e
t r a f f i c , i n c l u d i n g post o f f i c e t r a f f i c , o t h e r
t r u c k i n g t r a f f i c , and baggage movement.
6.
Minimize t r a v e l c o s t f o r the u s e r .
7.
Encourage t h e use of t h e proposed Washington
m e t r o p o l i t a n a r e a r a p i d t r a n s i t system.
8.
Previous Transportation
Center Findings
P r o v i s i o n of proper l i n k a g e s between modes t o
reduce t r a f f i c demands i n the c e n t r a l a r e a and
i n t h e i n t e n s e a c t i v i t y a r e a s where e x i s t i n g
t r a f f i c demands a r e a l r e a d y v e r y high and u s i n g
the system t o i t s c a p a c i t y .
P r o v i d e l i n k a g e s t o o t h e r c e n t e r s i n the r e g i o n a l
i n t e r f a c e system. The Study Area t r a n s p o r t a t i o n
c e n t e r should be viewed as one element of the
system o f r e g i o n a l c e n t e r s t h a t would be l i n k e d
v i a elements of the i n t r a - c i t y t r a n s p o r t a t i o n
system as i t s e x i s t s or v i a some type of new mode.
The l i n k a g e s between t r a n s p o r t a t i o n c e n t e r s
should be such so t h a t each c e n t e r could o f f e r
the same p o t e n t i a l f o r i n t e r - c i t y t r a v e l s e r v i c e .
The e v a l u a t i o n o f t h e achievement of these o b j e c t i v e s by
the proposed s e t of p l a n n i n g c o n d i t i o n s which d e f i n e the
l o c a t i o n and g e n e r a l o r g a n i z a t i o n of the Union S t a t i o n
t r a n s p o r t a t i o n c e n t e r i s what w i l l i d e n t i f y the f u t u r e
r o l e of t h a t f a c i l i t y .
However, b e f o r e proceeding w i t h
t h a t e v a l u a t i o n , i t i s n e c e s s a r y to r e s t a t e some key
f i n d i n g s t h a t were developed from our a n a l y s i s of the
a l t e r n a t i v e l o c a t i o n s and mode combinations f o r a t r a n s p o r t a t i o n c e n t e r i n Washington. S i n c e these f i n d i n g s
17
�p r o v i d e an
to v a r i o u s
p r o v i d e an
proposal.
i n t e r p r e t a t i o n of the o b j e c t i v e s w i t h respect
t r a n s p o r t a t i o n c e n t e r a l t e r n a t i v e s , they may
e a s i e r means by which t o measure t h e c u r r e n t
These p r e v i o u s f i n d i n g s were as f o l l o w s :
1.
The t r a n s f e r demand between i n t e r - c i t y modes seems
n e g l i g i b l e . However, t h i s c o n c l u s i o n was based on
l i m i t e d and perhaps, i n s u f f i c i e n t i n f o r m a t i o n to
i d e n t i f y the amount of t r a n s f e r r i n g t a k i n g p l a c e
between e x i s t i n g i n t e r - c i t y modes. A l s o , i t i s d i f f i c u l t to e s t i m a t e the induced t r a n s f e r demand which
c o u l d be generated by improved, c o n v e n i e n t mode i n t e r connections.
The g r e a t e s t p o t e n t i a l , n a t u r a l l y , would
e x i s t f o r modes o f f e r i n g s i m i l a r types of s e r v i c e i n
terms o f c o s t and speed. T h e r e f o r e , i t seems r e a s o n a b l e t h a t o n l y high-speed ground t r a n s p o r t a t i o n and
a i r t r a v e l i n the n o r t h e a s t c o r r i d o r f o r t r i p s o f
moderately s h o r t l e n g t h s ( l e s s than 400 m i l e s ) w i l l
r e a l l y r e a l i z e t h i s p o t e n t i a l . Other r e l a t i o n s h i p s
of i n t e r - c i t y modes o f f e r i n g d i s s i m i l a r s e r v i c e r e l a t i o n s h i p s a r e l e s s important.
2.
The combination of a t r a n s p o r t a t i o n c e n t e r and a
v i s i t o r c e n t e r along w i t h induced new land use developments w i l l c r e a t e l a r g e v e h i c u l a r t r a f f i c volumes
and peak p a r k i n g demands i n and around the a r e a of
the Union S t a t i o n . The s t r e e t system i n the v i c i n i t y
of the Union S t a t i o n w i l l e x p e r i e n c e heavy t r a f f i c
loads generated by t h e V i s i t o r Center a l o n e , even
w i t h o u t adding a major t r a n s p o r t a t i o n c e n t e r .
Theref o r e , Report No. 3 concluded, t h a t t o t h e e x t e n t
f e a s i b l e , i t i s not d e s i r a b l e t o c o n c e n t r a t e a l l
i n t e r - c i t y t r i p s a t a s i n g l e p o i n t but t o develop
some means by which t o d i s t r i b u t e these t r i p s over
a larger area.
3.
Because o f t h e s i g n i f i c a n t p o t e n t i a l use o f t h e freeway
network f o r a c c e s s t o and from the t r a n s p o r t a t i o n
c e n t e r system, convenient or d i r e c t freeway a c c e s s
to t h e t r a n s p o r t a t i o n c e n t e r should be p r o v i d e d .
18
�T h i s i m p l i e s t h e u s e o f a minimum l e n g t h of l o c a l
s t r e e t s f o r the connection.
I n t e r - c i t y bus t r a v e l e r s a r e f r e q u e n t u s e r s of t h e
c i t y t r a n s i t system. Thus, i t i s d e s i r a b l e f o r t h e
i n t e r - c i t y bus t e r m i n a l t o be near t h e t r a n s i t system
or more s p e c i f i c a l l y , w i t h d i r e c t a c c e s s t o s t a t i o n s
of t h e proposed r a p i d t r a n s i t system.
There i s a s i g n i f i c a n t range o f u n c e r t a i n t y i n t h e
f u t u r e growth of demand f o r a l l modes, p a r t i c u l a r l y
a i r and r a i l .
While demand f o r any one mode may be
u n c e r t a i n , t h e u n c e r t a i n t y w i l l be much l e s s f o r a l l
modes i n t o t a l .
Therefore, a transportation center
d e s i g n should p r o v i d e f o r t h e s h i f t i n g demands among
modes i n order t o reduce t h e r i s k of h a v i n g e i t h e r
e x c e s s o r inadequate f a c i l i t i e s .
The e v a l u a t i o n c r i t e r i a which should be used t o judge
the d e s i r a b i l i t y of a t r a n s p o r t a t i o n c e n t e r l o c a t i o n
and t h e c e n t e r p l a n a r e as f o l l o w s :
a.
b.
c.
d.
e.
f.
g.
h.
i.
Freeway a c c e s s .
L o c a l s t r e e t c a p a c i t y t o handle t h e t r a f f i c
generated by t h e t r a n s p o r t a t i o n c e n t e r .
Access t o t h e t r a n s p o r t a t i o n c e n t e r from t h e
g e n e r a l a r e a s t r e e t system.
The p r o p o r t i o n o f l o c a l t r i p ends l o c a t e d i n
the c e n t r a l a r e a f o r t h e v a r i o u s i n t e r c i t y
modes.
The t r u c k t r a f f i c p a t t e r n s e x i s t i n g and generated.
R e l a t i v e engineering c o s t s .
The p o t e n t i a l f o r i n t e r - c i t y mode t r a n s f e r s .
O v e r a l l space c o m p a t i b i l i t y .
E x p a n s i o n p o t e n t i a l i n response t o i n c r e a s i n g
t r a v e l demands beyond f o r e c a s t s .
19
�Union S t a t i o n
Transportation
Center
The t r a n s p o r t a t i o n p l a n r e p r e s e n t e d by the new p l a n n i n g
c o n d i t i o n s r e f e r r e d t o e a r l i e r i s one whereby a t r a n s portation center including i n t e r - c i t y r a i l , i n t e r - c i t y
bus, p a r k i n g and r e g i o n a l r a p i d t r a n s i t a r e i n c l u d e d
w i t h i n one f a c i l i t y l o c a t e d contiguous to Union S t a t i o n .
F i g u r e 3 shows the r e l a t i o n s h i p of t h i s c e n t e r to the
r e g i o n a l network. A p o t e n t i a l secondary t r a n s p o r t a t i o n
c e n t e r f a c i l i t y i n c l u d i n g only p o s s i b l y a VTOL f a c i l i t y
would be l o c a t e d west of the t r a c k s j u s t south of New
York Avenue. The primary node of t h i s t r a n s p o r t a t i o n
c e n t e r would be superimposed over the proposed N a t i o n a l
V i s i t o r Center to be c o n s t r u c t e d w i t h i n Union S t a t i o n .
Thus, t h i s amended v e r s i o n of the t r a n s p o r t a t i o n c e n t e r
s p l i t s some of the f u n c t i o n s a p a r t w h i l e c o n c e n t r a t i n g
more a c t i v i t i e s i n Union S t a t i o n . P a r k i n g f a c i l i t i e s
would be l o c a t e d w i t h i n the main s t r u c t u r e of the V i s i t o r
C e n t e r / T r a n s p o r t a t i o n Center B u i l d i n g ; the amount of
p a r k i n g would be designed t o s a t i s f y V i s i t o r Center
p a r k i n g demands. No s p e c i f i c space has been provided f o r
t h a t p a r k i n g demand generated by r a i l s t a t i o n , i n t e r - c i t y
bus s t a t i o n , and r e l a t e d a c t i v i t i e s .
The v e h i c u l a r a c c e s s to t h e combined f a c i l i t y as c o n t a i n e d
i n the Washington T e r m i n a l Company's p l a n , would be from
the l o c a l s t r e e t system w i t h primary a c c e s s being provided
by H S t r e e t and Massachusetts Avenue. D i r e c t or n e a r l y
d i r e c t a c c e s s from the Center Leg or North C e n t r a l Freeway
System would be a v a i l a b l e v i a the use of H S t r e e t from
the Center Leg Freeway o n l y . The p l a n d i d not propose any
n o r t h e r n connections to the freeway system. Another major
f a c i l i t y i s conceived of being b u i l t i n the same geographi c a l a r e a , t h a t i s , the Eisenhower Memorial Arena which
may be l o c a t e d as an a i r - r i g h t s development over the r a i l road t r a c k s between H S t r e e t and K S t r e e t . T h i s f a c i l i t y
would be s e r v e d by the same s t r e e t a c c e s s system as the
V i s i t o r / T r a n s p o r t a t i o n Center Complex.
20
��F u t u r e T r a v e l Demand
The p o t e n t i a l f u t u r e use f o r e c a s t f o r a Study Area t r a n s p o r t a t i o n c e n t e r has been the s u b j e c t of a n a l y s i s r e p o r t e d
i n Reports No. 2 and No. 3. Based on t h i s i n i t i a l work,
an e s t i m a t e of 1985 t r a v e l demand was prepared which i n d i c a t e d the p o t e n t i a l maximum t r a v e l which might be s e r v e d
by a s i n g l e t r a n s p o r t a t i o n c e n t e r .
I n summary, these demands were as f o l l o w s :
Rail:
18,000 to 20,000 two-way person t r i p s a day.
I n n e r - C i t y Bus: 29,000 to 32,000 two-way person
t r i p s per day.
A i r V/STOL: 8,000 to 9,000 two-way person t r i p s
per day.
A i r Limousine: 16,000 to 17,000 two-way person
t r i p s per day.
V i s i t o r C e n t e r : 70,000 person t r i p s per day.
Review of these f o r e c a s t s has i n d i c a t e d t h a t these f u t u r e
t r a v e l demands would be reduced by v i r t u e of the p o t e n t i a l
implementation of a system of t r a n s p o r t a t i o n c e n t e r s .
S p e c i f i c a l l y , i t i s a n t i c i p a t e d t h a t high-speed r a i l s e r v i c e would be a v a i l a b l e a t Lanham a t the edge of the
Washington r e g i o n ; i n t e r - c i t y bus s t a t i o n s probably w i l l
be a v a i l a b l e along the B e l t w a y ; a i r a c c e s s r a i l s e r v i c e
w i l l be a v a i l a b l e f o r t r a v e l to F r i e n d s h i p A i r p o r t i n
B a l t i m o r e ; and o t h e r t o u r i s t s ' c e n t e r s w i l l be developed
i n a d d i t i o n to the N a t i o n a l V i s i t o r C e n t e r a t Union S t a t i o n .
These p o t e n t i a l s a t e l l i t e c e n t e r s w i l l s e r v e p a r t of t h i s
demand, t h e r e f o r e , the e s t i m a t e d m o d i f i e d demand a t a
t r a n s p o r t a t i o n c e n t e r l o c a t e d i n the v i c i n i t y of Union
S t a t i o n would be as f o l l o w s :
Rail:
14,000 to 15,000 two-way person t r i p s per day.
I n n e r - C i t y Bus: 15,000 two-way p e r s o n t r i p s per day.
A i r V/STOL: 8,000 to 9,000 two-way person t r i p s
per day.
A i r Limousine: 9,000 to 10,000 two-way person t r i p s
per day.
V i s i t o r Center
50,000 person t r i p s per day.
22
�Role of the Union S t a t i o n
Center
With these changes, the r o l e of the t r a n s p o r t a t i o n
c e n t e r a t Union S t a t i o n does change s l i g h t l y .
With
r e s p e c t to the i n d i v i d u a l i n t e r - c i t y t r a v e l modes,
the r o l e of t h i s c e n t e r would be as f o l l o w s :
a.
Rail Travel:
the Union S t a t i o n f a c i l i t y w i l l s t i l l
s e r v e the t r i p s d e s t i n e d or o r i g i n a t i n g i n the
c e n t r a l a r e a of Washington and t h e r e f o r e , be the
most important r a i l t e r m i n a l i n the r e g i o n . The
s t o p s to be l o c a t e d a t the B e l t w a y , both f o r the
high-speed s e r v i c e between Washington and New York
C i t y and o t h e r B e l t w a y s t o p s f o r r a i l s e r v i c e to
and from the south w i l l i n c r e a s e the commuter r a i l
r o l e f o r the Union S t a t i o n T r a n s p o r t a t i o n C e n t e r .
The l a t t e r i s s i g n i f i c a n t l y d i f f e r e n t i n s o f a r as
the l o c a l mode c o n n e c t i o n s a r e concerned.
Rail
commuters w i l l most l i k e l y tend to be g r e a t e r u s e r s
of l o c a l bus and r a p i d t r a n s i t f o r d i s t r i b u t i o n
from Union S t a t i o n , whereas, the i n t e r - c i t y r a i l
t r a v e l e r s may tend to use t a x i s and autos to a
much l a r g e r e x t e n t .
b.
I n t e r - c i t y Bus T r a v e l :
the f u t u r e development of
o t h e r i n t e r - c i t y bus s t a t i o n s , p o s s i b l y t i e d i n w i t h
a i r - r i g h t s f a c i l i t i e s over Freeway system ( B e l t w a y
or even o t h e r r a d i a l r o u t e s ) w i l l not change the
f u n c t i o n of the i n t e r - c i t y t e r m i n a l a t Union S t a t i o n .
The impact w i l l merely be one of r e d u c i n g the volume
of t r a v e l to be handled a t Union S t a t i o n . The imp a c t on i n t e r c h a n g e between l o c a l modes may be modif i e d to the e x t e n t t h a t those u s i n g the Union S t a t i o n
f a c i l i t y w i l l probably be more dependent upon l o c a l
t r a n s i t d i s t r i b u t i o n and the suburban bus s t a t i o n s
w i l l be almost t o t a l l y dependent upon auto a c c e s s as
the l o c a l mode.
c.
T o u r i s t C e n t e r : the p r o x i m i t y to the N a t i o n a l V i s i t o r
C e n t e r as p r e d i c t e d i n p r e l i m i n a r y r e s u l t s of t h i s
Study w i l l r e i n f o r c e the use of a t r a n s p o r t a t i o n
c e n t e r . The l a t t e r t h e r e f o r e , would not be changed
23
�by moving the t r a n s p o r t a t i o n c e n t e r c l o s e r t o the
V i s i t o r Center.
The appearance of o t h e r t o u r i s t s '
c e n t e r s would p o s s i b l y decrease the t r a v e l load to
be e x p e r i e n c e d a t t h i s s i t e .
I t i s dependent upon
the s c a l e and s e r v i c e s provided a t these o t h e r
centers.
I n a d d i t i o n to the above, two o t h e r modes
not provided f o r a t the Union S t a t i o n C e n t e r should
be d i s c u s s e d . These a r e V/STOL and a i r l i m o u s i n e .
V/STOL: Report No. 2 a n a l y z e d the p o t e n t i a l f o r a
V/STOL p o r t i n t h e Study Area. T h i s Study concluded
t h a t STOL has too many c l e a r a n c e and n o i s e r e s t r i c t i o n s
to f i t r e a s o n a b l y i n t o a t r a n s p o r t a t i o n c e n t e r development i n the Union S t a t i o n a r e a , and t h a t VTOL, other
than h e l i c o p t e r may a l s o s u f f e r from n o i s e impact r e strictions .
T h i s Report c o n t a i n s , i n the Appendix S e c t i o n , a
f u r t h e r a n a l y s i s of the p o t e n t i a l s i t e s f o r an i n t e r c i t y VTOL f a c i l i t y w i t h i n the Study Area. These a r e ,
one, a t the i n t e r s e c t i o n of F l o r i d a and New York
Avenues; two, n o r t h of New York Avenue i n the r a i l r o a d
t r a c k Wye zone, and t h r e e , i n c o n j u n c t i o n w i t h the
t r a n s i t s t a t i o n and park and r i d e f a c i l i t i e s a t Rhode
I s l a n d Avenue.
The c o n c l u s i o n s reached from t h i s a n a l y s i s show t h a t
a l l of these s i t e s w i l l have adverse n o i s e impacts on
the s u r r o u n d i n g r e s i d e n t i a l communities, r a n g i n g from
a s i g n i f i c a n t impact a t the Florida/New York Avenue
i n t e r s e c t i o n , t o a s l i g h t impact a t the r a i l r o a d t r a c k s
Wye zone s i t e .
None of these s i t e s were found to cont a i n a i r - s p a c e problems, and t h a t ground a c c e s s could
be b e s t provided a t Rhode I s l a n d Avenue. However, any
of these s i t e s being i s o l a t e d from o t h e r p o r t i o n s of
the t r a n s p o r t a t i o n c e n t e r a t Union S t a t i o n w i l l e f f e c t i v e l y e l i m i n a t e any p o t e n t i a l f o r t r a n s f e r w i t h r a i l s e r v i c e u n l e s s the r a i l r o a d t e r m i n a l i s r e l o c a t e d i n the
future.
24
�A l s o , i f planned as an i s o l a t e d VTOL f a c i l i t y w i t h out o t h e r mode t e r m i n a l s or development, the demand
generated by VTOL p a t r o n s alone would not be o f
s u f f i c i e n t magnitude to w a r r a n t s p e c i a l c o n n e c t i o n s
to t h e r a p i d t r a n s i t system, e x c e p t a t Rhode I s l a n d
Avenue.
More i m p o r t a n t , a VTOL p o r t as a s e p a r a t e f a c i l i t y
may not be f e a s i b l e as the c o n s t r u c t i o n c o s t s f o r
d e v e l o p i n g an a i r t e r m i n a l by i t s e l f becomes a c r i t i c a l
f a c t o r i f t h e r e i s no p o t e n t i a l f o r s h a r i n g c o s t s
w i t h another f a c i l i t y .
e.
A i r Limousine: The a v a i l a b i l i t y o f other a i r l i m o u s i n e
f a c i l i t i e s w i l l c u r t a i l the use o f t h i s a r e a . The
a v a i l a b i l i t y o f a l i m o u s i n g f a c i l i t y west of i h e downtown a r e a o f Washington and a i r a c c e s s r a i l s e r v i c e to
F r i e n d s h i p could v e r y n e a r l y e l i m i n a t e the need f o r a i r
and l i m o u s i n e s e r v i c e from t h i s p o i n t .
I t seems l i k e l y
t h a t the only u s e r s of such a f a c i l i t y would be those
who would have l o c a l d e s t i n a t i o n s i n the e a s t p a r t o f
the downtown, i n c l u d i n g C a p i t o l H i l l , who would f i n d
i t to be c l o s e r i n terms of t r a v e l time, t o the Union
S t a t i o n a r e a r a t h e r than t o some s i t e west of C o n n e c t i c u t Avenue f o r l i m o u s i n e s e r v i c e t o D u l l e s . Although
the s e r v i c e between the two might be d i f f e r e n t i n t h a t
the l i m o u s i n e s may have a s h o r t e r s e r v i c e headway.
T h e r e f o r e , i t c a n be concluded t h a t an a i r limousine
f a c i l i t y would not be a p p r o p r i a t e l y l o c a t e d w i t h i n
the Study Area except as a s m a l l s p e c i a l purpose
C a p i t o l Area f a c i l i t y .
The c o n c l u s i o n , based on these f a c t o r s , i s t h a t the proposed
Union S t a t i o n T r a n s p o r t a t i o n C e n t e r w i l l not encourage the
p o t e n t i a l f o r t r a n s f e r between i n t e r - c i t y modes w i t h i n the
f a c i l i t y , as the major p o t e n t i a l e x i s t s between high-speed
r a i l and a i r s e r v i c e . I t w i l l s t i l l f u n c t i o n as a good
t r a n s f e r p o i n t w i t h l o c a l t r a n s p o r t a t i o n modes h a v i n g
d i r e c t c o n n e c t i o n s t o t h e r a p i d t r a n s i t and l o c a l bus systems
�I t s c o n n e c t i o n t o t h e freeway system however, i s somewhat
weakened by t h e f a c t t h a t d i r e c t freeway a c c e s s i s not
p o s s i b l e i n t h i s l o c a t i o n . The c r e a t i o n of t h i s t r a n s p o r t a t i o n c e n t e r as a land use g e n e r a t i n g high volumes
of t r a f f i c c a n have s e r i o u s impacts on o t h e r a r e a s but
does not n e c e s s a r i l y d i m i n i s h i t s r o l e as a t r a n s p o r t a t i o n
center.
Other P o t e n t i a l Study Area
Transportation Centers
Having a n a l y z e d t h e f u t u r e r o l e of a t r a n s p o r t a t i o n c e n t e r
at Union S t a t i o n , assuming e x i s t i n g p l a n n i n g c o n d i t i o n as
the u l t i m a t e p l a n t h a t c a n be a c h i e v e d , i t i s n e c e s s a r y to
c o n s i d e r whether t h e f u t u r e e n v i s i o n e d by t h i s p l a n i s t h e
most d e s i r a b l e i n terms of o t h e r p o t e n t i a l s which could be
realized.
I n t h i s regard, a future a l t e r n a t i v e transport a t i o n p l a n should be mentioned, which would s t i l l accommodate the demand f o r e c a s t p r e v i o u s l y . T h i s 1985 p l a n assumes
the Union S t a t i o n T r a n s p o r t a t i o n Center p l a n to be a f i r s t
s t a g e which can be modified as development demand i n c r e a s e s
and as t r a v e l c h a r a c t e r i s t i c s and mode s e r v i c e technology
requirements change. I t a l s o assumes t h a t the c e n t e r p l a n
now proposed w i l l be f l e x i b l e so t h a t mode s e r v i c e and
r i g h t - o f - w a y requirements of the p a s t w i l l not i n h i b i t the
p l a n n i n g o p t i o n s of the f u t u r e .
T h i s new a l t e r n a t i v e proposes a p o t e n t i a l f u t u r e r e l o c a t i o n
of the r a i l r o a d t e r m i n a l from Union S t a t i o n t o the New York
Avenue a r e a i n c o n j u n c t i o n w i t h other f a c i l i t i e s and p o s s i b l y
VTOL. As Report No. 2 i n d i c a t e d , t h e a c t u a l 1985 r a i l r o a d
p l a t f o r m t r a c k needs f o r passenger s e r v i c e w i l l be a p p r o x i mately 3 0 % of the t r a c k s now a t Union S t a t i o n , or 12 t r a c k s ,
d e s p i t e a p r o j e c t e d modest growth i n passenger volume.
T h e r e f o r e , the r a i l r o a d t e r m i n a l t r a c k zone requirements a t
t h a t time w i l l be v a s t l y under what they a r e today, making
r e l o c a t i o n more f e a s i b l e .
I n considering this a l t e r n a t i v e ,
the bus and r a i l modes should be d i s c u s s e d i n terms of t h e
p a t r o n s they i n t e n d to s e r v e .
26
�B e g i n n i n g w i t h the bus companies, i t can be a s s e r t e d t h a t
they w i l l p l a y an i n c r e a s e d t o u r i s t and v i s i t o r r o l e i n
the f u t u r e , and t h e r e f o r e , would augment and b e n e f i t from
s h a r e d f a c i l i t i e s w i t h the V i s i t o r C e n t e r . As t h e i r p r e s e n t
inadequate t e r m i n a l s a t 12th S t r e e t and New York Avenue
demand an immediate s o l u t i o n , t h e i r i n c o r p o r a t i o n i n t o
the soon to be c o n s t r u c t e d V i s i t o r C e n t e r answers t h i s need.
On the o t h e r hand, the c o n n e c t i o n between the r a i l r o a d
t e r m i n a l and the V i s i t o r Center i s of a secondary r a t h e r
than p r i m a r y concern. Report No. 1 showed t h a t based on
e x i s t i n g c o n d i t i o n s , 1 1 % of the r a i l p a s s e n g e r s are v i s i t o r s
to Washington i n c o n t r a s t to a p p r o x i m a t e l y 35% f o r i n t e r c i t y bus p a t r o n s . However, a high-speed r a i l t e r m i n a l i n
combination w i t h a VTOL f a c i l i t y c o u l d p r o v i d e i n c r e a s e d
p o t e n t i a l f o r t r a n s f e r between i n t e r - c i t y modes f o r the 300
m i l e range, and i n c r e a s e d t r a v e l e r b e n e f i t s . These i n c l u d e
the use of r a i l as a back-up s e r v i c e f o r VTOL a t comparable
time and c o s t .
On t h i s b a s i s , the long range t r a n s p o r t a t i o n a l t e r n a t i v e
proposed i s f o r a f u t u r e r a i l and i n t e r - c i t y VTOL c e n t e r
i n the New York Avenue a r e a w i t h the bus and V i s i t o r Center
r e m a i n i n g a t Union S t a t i o n . The two p o t e n t i a l s i t e s f o r
t h i s n o r t h e r n c e n t e r node a r e ; south of the i n t e r s e c t i o n
of New York and F l o r i d a Avenues; or n o r t h of New York Avenue
as p a r t of an a i r - r i g h t s development of the e x i s t i n g r a i l road t r a c k Wye zone. (See F i g u r e 4 ) . N a t u r a l l y , the u l t i m a t e s e l e c t i o n between these two s i t e s w i l l depend on
t h e i r r e v i e w by the r a i l r o a d companies and a more d e t a i l e d
s t u d y on VTOL n o i s e impacts. I f the c e n t e r l o c a t i o n a t
New York and F l o r i d a Avenues were s e l e c t e d , a d i r e c t s t o p
on the Metro system c o u l d be provided as proposed i n Report
No. 3. North of New York Avenue a d i r e c t t r a n s i t s t o p
would be more d i f f i c u l t to a c h i e v e . However, i f the c e n t e r
i s p a r t of a l a r g e s c a l e development i n the New York Avenue
C o r r i d o r , a bus c o n n e c t i o n along New York Avenue to the
Metro system or the downtown c o u l d be planned.
27
�n
New York Avenue
R a i l & VTOL C e n t e r
T h i s dependence on l o c a l bus and t a x i s e r v i c e does not
seem unreasonable as Report No. 2 i n d i c a t e d t h a t i n t e r c i t y r a i l and VTOL p a t r o n s would use predominantly t a x i s ,
p r i v a t e a u t o s , and D.C. t r a n s i t buses f o r l o c a l d i s t r i b u t i o n ,
i n c o n t r a s t to i n t e r - c i t y bus p a t r o n s who would mainly use
the Metro system.
Two t r a n s p o r t a t i o n f a c t o r s f a v o r the Wye zone c e n t e r l o c a tion.
The f i r s t f a c t o r i s t h a t the R a i l r o a d Company has
a l r e a d y i n v e s t i g a t e d and acknowledged the p o t e n t i a l f o r a
r a i l t e r m i n a l i n the Wye zone.
Second, p r e l i m i n a r y VTOL
a n a l y s i s concluded t h a t the adverse n o i s e impact of the
R a i l r o a d Wye Zone s i t e would be l e s s than a t the F l o r i d a /
New York Avenue s i t e , as i t i s f u r t h e r removed from the
housing communities.
I n e i t h e r c a s e , t h i s proposed r e l o c a t i o n of some of the t r a n s p o r t a t i o n t e r m i n a l s to a
New York Avenue c e n t e r would reduce t r a f f i c a t t h i s Union
S t a t i o n C e n t e r and thereby improve i t s o p e r a t i o n s . Moreo v e r , once the t r a c k s south of L S t r e e t or New York Avenue
are removed, new means of a c c e s s f o r bus and auto t r a f f i c
coming from the n o r t h can be p r o v i d e d a t the n o r t h e r n end
of the V i s i t o r C e n t e r development.
T h e r e f o r e , t h i s Report recommends t h a t the o p t i o n f o r a
t r a n s p o r t a t i o n c e n t e r i n the New York Avenue C o r r i d o r
should be p r e s e r v e d . One of the development a l t e r n a t i v e s
a n a l y z e d i n t h i s Report i n c l u d e s t h i s t r a n s p o r t a t i o n c e n t e r
d u a l node o p t i o n .
28
�POTENTIAL
V-TOL/RAIL
CENTER
LOCATIONS
12
III
is! 4
�n
n
n
n
n
n
o
•
•
�MARKET POTENTIALS &
LAND USE RECOMMENDATIONS
�MARKET POTENTIALS AND
LAND USE RECOMMENDATIONS
The land use p a t t e r n i n the a r e a s u r r o u n d i n g the V i s i t o r /
T r a n s p o r t a t i o n C e n t e r complex w i l l be determined u l t i m a t e l y
by the d e c i s i o n s of d i v e r s e p r i v a t e and p u b l i c groups, but
the o v e r - r i d i n g framework w i l l be p r o v i d e d by the market
demands and the e x t e n t to which land becomes a v a i l a b l e .
Market demands must be p r e s e n t , or c r e a t e d , but the potent i a l w i l l remain u n r e a l i z e d u n t i l t r a n s l a t e d i n t o development p r o j e c t s on s u i t a b l e t r a c t s of land w i t h due a t t e n t i o n to a c c e s s , r e l a t i o n s h i p to the environment, f u n c t i o n a l
r e l a t i o n s h i p to V i s i t o r / T r a n s p o r t a t i o n C e n t e r a c t i v i t i e s
and o t h e r c o n s i d e r a t i o n s .
I n t h i s s e c t i o n the market f o r e c a s t s developed i n Phase I
are r e v i e w e d , m o d i f i e d (where n e c e s s a r y ) , and r e l a t e d to
r e c e n t developments and d e c i s i o n s c o n c e r n i n g the c h a r a c t e r
of the V i s i t o r / T r a n s p o r t a t i o n C e n t e r complex.
I n the n e x t
s e c t i o n t h e s e market p o t e n t i a l s a r e r e l a t e d to the s p e c i f i c
development p r o p o s a l s f o r the Study Area.
Market P o t e n t i a l s f o r P r i v a t e
Uses i n the Study Area
The a n a l y s i s below i s e s s e n t i a l l y a summary of the f o r e c a s t s p r e s e n t e d i n Report No. 2 e x c e p t t h a t , 1) the i n f l u e n c e s on the market have been expanded to i n c l u d e those
suggested by the B o o z - A l l e n & H a m i l t o n r e p o r t f o r the
Arena/Convention C e n t e r f a c i l i t y , and 2) the geographic
and s i t e a n a l y s i s has been more s p e c i f i c a l l y d i r e c t e d ,
p a r t i c u l a r l y toward the H S t r e e t - S t a n t o n P a r k a r e a .
The f o r e c a s t s developed i n the paragraphs below r e p r e s e n t
e s t i m a t e s of the maximum amount of each type of space use
which can be supported i n the Study Area by the r e a l e s t a t e
market d u r i n g the f o r e c a s t p e r i o d . The two a l t e r n a t i v e
development schemes f o r the Study Area e v a l u a t e d i n the
n e x t s e c t i o n w i l l have d i f f e r i n g e f f e c t s on the a r e a ' s
a b i l i t y to c a p t u r e the maximum l o c a t i o n a l p o t e n t i a l der i v e d here.
�Office Potentials
Washington's o f f i c e market has d i s p l a y e d remarkable
s t r e n g t h i n r e c e n t y e a r s . A m a j o r i t y of the new space
b u i l t has been i n the c e n t r a l a r e a of Washington, a l though major suburban c o n c e n t r a t i o n s have developed i n
outlying locations (Rosslyn, C r y s t a l C i t y , S i l v e r Spring,
e t c . ) . Between 1960 and 1967, a t o t a l of 10,548,219
square f e e t of new space was b u i l t i n the C e n t r a l Employment Area ( C E A ) . Development f l u c t u a t e d a n n u a l l y over
t h i s p e r i o d from about a h a l f m i l l i o n square f e e t i n 1962
to some 2,700,000 i n 1966.
The prime CEA development a r e a has been the uptown a r e a
c e n t e r i n g on C o n n e c t i c u t Avenue and K S t r e e t . Some t h r e e q u a r t e r s of the new space b u i l t s i n c e 1960 has been i n t h i s
a r e a , and the demand c o n t i n u e s w i t h o u t l e t up.
Land assemb l i e s a l r e a d y completed i n s u r e t h a t t h i s w i l l be the prime
development a r e a f o r y e a r s , u n l e s s r e s t r a i n e d by zoning
or o t h e r p u b l i c p o l i c y c o n t r o l s .
As the major o f f i c e c e n t e r i n the D i s t r i c t u n t i l World War
downtown c o n t i n u e s to absorb a s i g n i f i c a n t p a r t of a l l the
new space c o n s t r u c t e d .
S i n c e 1960, almost 1,400,000 square
f e e t of new space was b u i l t i n t h i s a r e a . T h i s i s 13 p e r c e n t of the CEA t o t a l , and t w i c e the amount of p r i v a t e
space b u i l t i n the Southwest Redevelopment A r e a over t h i s
same p e r i o d . Only 3.27 p e r c e n t of the new space developed
was l o c a t e d i n the C a p i t o l H i l l - T e r m i n a l Area which i n c l u d e
the T r a n s p o r t a t i o n C e n t e r Study Area.
A complete breakdown of space b u i l t i n the C e n t r a l Employment a r e a between 1960 and 1967 i s shown i n the T a b l e 1
following.
33
�TABLE 1
PRIVATE OFFICE SPACE DEVELOPMENT - CENTRAL WASHINGTON
1960 - 1967
Square F e e t
Percent
UPTOWN
8,112,463
76.91%
DOWNTOWN
1,379,444
13.08%
SOUTHWEST
711,037
6.74%
CAPITOL H I L L - TERMINAL
345,275
3.27%
10,548,219
100.00%
CEA TOTAL
Source: Washington Board of R e a l t o r s
O f f i c e Occupancy - While the m a j o r i t y of t h e new p r i v a t e
o f f i c e space b u i l t has been occupied by p r i v a t e f i r m s , a
l a r g e b l o c k has been l e a s e d by t h e F e d e r a l government f o r
i t s v a r i o u s a g e n c i e s . P r i v a t e space i n t h e CEA occupied
by the F e d e r a l government i n c r e a s e d by 2,689,137 square
f e e t from 1960 t o 1968. While t h e r e a r e no d i r e c t d a t a
l i n k a g e s between t h e F e d e r a l space i n c r e a s e and the new
space c o n s t r u c t e d , i t i s e s t i m a t e d t h a t F e d e r a l demands
are r e s p o n s i b l e f o r 25 p e r c e n t o f a l l t h e new space b u i l t
i n t h e CEA.
Much of t h e n o n - f e d e r a l space i n the Downtown and C a p i t o l
H i l l - T e r m i n a l a r e a s i n c l u d e s space l e a s e d by the D.C.
government f o r i t s a g e n c i e s . I n f a c t , a l l o r most of the
218,127 square f e e t o f space i n the l a t t e r a r e a i s occupie
by the D.C. P u b l i c H e a l t h and W e l f a r e Departments.
34
�P r i v a t e O f f i c e Space Demand - P r o j e c t i o n s f o r f u t u r e
p r i v a t e o f f i c e space c o n s t r u c t i o n i n the D i s t r i c t of
Columbia and CEA were developed by R e a l E s t a t e Research
C o r p o r a t i o n f o r the C i t y ' s Community Renewal Program,
based on employment f o r e c a s t s by the N a t i o n a l C a p i t a l
P l a n n i n g Commission, and assuming t h a t 10 p e r c e n t of
the F e d e r a l government needs w i l l be met i n p r i v a t e space.
The f o r e c a s t s i n d i c a t e t h a t almost 8,000,000 square f e e t
of new space w i l l be b u i l t each decade between 1965 and
1985.
T h i s p r o j e c t e d r a t e of c o n s t r u c t i o n i s s u b s t a n t i a l l y lower
than the average of 1,318,500 square f e e t which has been
b u i l t a n n u a l l y i n the CEA s i n c e 1960 and may be a c o n s e r v a t i v e e s t i m a t e of the s c a l e of c o n s t r u c t i o n i n the f u t u r e .
One of the key v a r i a b l e s i s the percentage of government
space p r o v i d e d i n p r i v a t e b u i l d i n g s .
T h i s was assumed to
be 10 p e r c e n t i n the RERC p r o j e c t i o n but has been 25 p e r c e n t s i n c e 1960 and has not d i m i n i s h e d i n the p a s t y e a r
or so a c c o r d i n g to i n f o r m a t i o n a v a i l a b l e .
For t h i s
has been
forecasts
g i v e s an
Study, a r e c e n t f o r e c a s t of f u t u r e p r i v a t e demands
developed which t a k e s the midpoint of the RERC
and a t r e n d l i n e p r o j e c t i o n .
T h i s approach
annual average of about 1,050,000 square f e e t .
F u t u r e Development Trends - As i n d i c a t e d , the s t r o n g a t t r a c t i o n of the C o n n e c t i c u t Avenue - K S t r e e t a r e a w i l l cont i n u e to dominate the l o c a l p r i v a t e o f f i c e space over the
f o r e c a s t p e r i o d u n l e s s r e s t r a i n e d by p u b l i c c o n t r o l s .
Although a swing back to the downtown a r e a e a s t of 14th S t r e e t
has been c o n s i s t e n t l y p r e d i c t e d i f the redevelopment of
downtown i s a c h i e v e d , the dominant uptown t r e n d i s unl i k e l y to be c u r t a i l e d i n the f o r e s e e a b l e f u t u r e .
Among the o t h e r major development a r e a s , Southwest i s
e n t i r e l y committed and o n l y a modest amount of a d d i t i o n a l
new space can be developed. C o n s t r u c t i o n has averaged
35
�o n l y about 100,000 square f e e t a n n u a l l y between 1960
and 1967, but more than a m i l l i o n square f e e t has s i n c e
been completed.
Downtown's r e c e n t i n a b i l i t y t o c a p t u r e a l a r g e r s h a r e o f
p r i v a t e occupants w i l l be improved w i t h downtown's r e newal, the implementation o f t h e P e n n s y l v a n i a Avenue P l a n ,
and t h e long a w a i t e d t r a n s i t system. Furthermore, i t w i l l
c o n t i n u e t o a t t r a c t F e d e r a l o f f i c e b u i l d i n g s on and near
P e n n s y l v a n i a Avenue.
The C a p i t o l H i l l - T e r m i n a l a r e a ' s p o t e n t i a l f o r p r i v a t e
o f f i c e space l i e s p r i m a r i l y i n l e a s i n g f o r F e d e r a l occupancy.
H i s t o r i c a l l y , t h e a r e a has a t t r a c t e d o n l y l i m i t e d
p r i v a t e f i r m s e x c e p t union and o t h e r n o n - p r o f i t o r g a n i z a t i o n s and t h e r e i s no r e a s o n t o e x p e c t t h i s t o change
s i g n i f i c a n t l y as long as the uptown a r e a i s a v a i l a b l e f o r
expansion.
Area O f f i c e P o t e n t i a l Study - E s t i m a t e s of t h e development
p o t e n t i a l s f o r p r i v a t e o f f i c e space i n the Study Area
have been based on the f o l l o w i n g s p e c i f i c assumptions:
1.
That uptown w i l l c o n t i n u e t o absorb t h e major s h a r e
of p r i v a t e o f f i c e space f o r p r i v a t e occupancy, but
w i l l g r a d u a l l y d e c l i n e as a percentage o f t o t a l cons t r u c t i o n as t h e c l o s e r - i n land i s absorbed.
2.
That downtown w i l l become g r a d u a l l y more a t t r a c t i v e
as a development a r e a when r e v i t a l i z a t i o n t a k e s h o l d .
3.
The Southwest w i l l absorb no more p r i v a t e
a f t e r c u r r e n t development i s completed.
4.
That the completion of Northwest I and N o r t h e a s t I
Renewal P r o j e c t s w i l l i n c r e a s e t h e a p p e a l of t h e
Study Area f o r p r i v a t e o f f i c e development, p a r t i c u l a r l y
f o r F e d e r a l occupancy.
offices
36
�5.
That c o n s i s t e n t w i t h c u r r e n t F e d e r a l p o l i c i e s , i t i s
not l i k e l y t h a t t h e r e w i l l be any new F e d e r a l l y - o w n e d
o f f i c e space developed i n the Study Area over the
forecast period.
As p r e s e n t e d i n Report No. 2, i t i s f o r e c a s t t h a t the
T e r m i n a l Area can a t t r a c t no more than f i v e p e r c e n t of
the p r i v a t e occupancy o f f i c e space i n the CEA; but because of the p r o x i m i t y to the C a p i t o l and o t h e r government f u n c t i o n s , i t c o u l d a t t r a c t one t h i r d of the government l e a s e d , p r i v a t e l y b u i l t space. The key v a r i a b l e i s
the amount of F e d e r a l space t h a t w i l l be i n c l u d e d i n the
p r i v a t e space f o r e c a s t f o r development between 1970 and
1985. Assuming t h a t p r e s e n t t r e n d s w i l l c o n t i n u e ( t h a t
i s , t h a t F e d e r a l a g e n c i e s w i l l c o n t i n u e to l e a s e 25 p e r cent of a l l new p r i v a t e o f f i c e s p a c e ) , t h i s w i l l y i e l d a
p o t e n t i a l of 1,906,125 square f e e t of space by 1985 f o r
the Study Area as shown i n the f o l l o w i n g t a b l e .
TABLE 2
TOTAL OFFICE SPACE DEMAND POTENTIAL FOR
CEA
Total
P r i v a t e Occupancy
F e d e r a l Occupancy
Total
11,817,500
3,937,500
15,750,000
STUDY AREA BY
TCSA*
Percent
5.0%
33.3%
1985
Amount
590,875
1,315,200
1,906,125
• T r a n s p o r t a t i o n C e n t e r Study Area
The b e s t l o c a t i o n s f o r o f f i c e development w i t h i n the Study
Area w i l l be those w i t h the good a c c e s s and h i g h v i s i b i l i t y
e.g. i n the Massachusetts Avenue and North C a p i t o l S t r e e t
c o r r i d o r s . The a r e a immediately south and west of Union
37
�S t a t i o n w i l l have p a r t i c u l a r l y s t r o n g appeal to p o t e n t i a l
o f f i c e t e n a n t s and d e v e l o p e r s . The Union C e n t e r P l a z a
B u i l d i n g s on North C a p i t o l S t r e e t and the Georgetown Law
C e n t e r b u i l d i n g on Second S t r e e t N.W.
are i n d i c a t i v e of
the response of the market to these prime l o c a t i o n s .
Hotel Potentials
There are over 20,000 h o t e l rooms a v a i l a b l e w i t h i n the c i t y
of Washington. N e a r l y 1,300 ( o r 6.5 p e r c e n t ) are l o c a t e d
w i t h i n the T r a n s p o r t a t i o n C e n t e r Study Area. A l l of the
u n i t s i n the T e r m i n a l a r e a c a t e r mainly to the economyminded s t u d e n t and o t h e r group t o u r s . However, they do not
now r e c e i v e any p a r t i c u l a r b e n e f i t from the Union T e r m i n a l
traffic.
There has been a l a r g e amount of h o t e l c o n s t r u c t i o n i n
Washington i n r e c e n t y e a r s generated by the e v e r i n c r e a s i n g
t o u r i s t and b u s i n e s s t r a f f i c i n the c i t y and the demands
of the t r a v e l e r f o r newer, more modern f a c i l i t i e s w i t h
increased amenities.
Over 3,750 new rooms were b u i l t i n
Washington between 1960 and 1968, 3,466 of them w i t h i n the
C e n t r a l Employment Area, but none i n the t e r m i n a l a r e a .
R e c e n t l y , however, a 350 room Q u a l i t y Motel has been comp l e t e d i n the Study Area and a 700 room H o l i d a y Inn has
been announced.
I f the T e r m i n a l a r e a becomes the f o c a l p o i n t f o r a l l
t o u r i s t a c t i v i t y and of a s u b s t a n t i a l amount of the b u s i ness t r a v e l , t h i s could become one of the most important
h o t e l a r e a s i n the c i t y .
The maximum p o t e n t i a l of the
a r e a could be as much as 25 p e r c e n t of the t o t a l f o r e c a s t
CEA i n c r e a s e .
T e r m i n a l Area H o t e l P o t e n t i a l - Based on an a n a l y s i s of
the p o t e n t i a l s and t r e n d s i n each of the sub-areas p r e sented i n Report No. 2, the f o r e c a s t of t o t a l room demand
has been a l l o c a t e d to the v a r i o u s s e c t o r s .
The t o t a l room demand i n the C e n t r a l Employment Area has
been e s t i m a t e d by the Community Renewal Program and has
38
�been confirmed by the Downtown Area F e a s i b i l i t y Study to
be 3,037 rooms between 1968 and 1975, and an a d d i t i o n a l
4,800 rooms between 1975 and 1985.
Based on the a l l o c a t i o n of demand by s u b - a r e a , t h e r e would then be a maximum p o t e n t i a l f o r 1,959 h o t e l rooms i n the T e r m i n a l Area.
However, t h i s demand has been e f f e c t i v e l y reduced by the
350 rooms r e c e n t l y completed.
The B o o z - A l l e n & Hamilton p r o p o s a l s f o r the a r e a ' s development c o n t a i n only one major element t h a t was not c o n s i d e r e d
i n d e t e r m i n i n g these p o t e n t i a l s — a major c o n v e n t i o n
facility.
A r e - e v a l u a t i o n of the h o t e l f o r e c a s t i n l i g h t
of t h i s a d d i t i o n i n d i c a t e s t h a t there w i l l be only a modest
i n c r e a s e i n h o t e l demand.
The c o n v e n t i o n a c t i v i t i e s w i l l i n c r e a s e the l e v e l of h o t e l
usage i n the Washington Area as i n d i c a t e d i n the f o l l o w i n g
m a n i p u l a t i o n of e s t i m a t e s p r e s e n t e d i n the B o o z - A l l e n &
Hamilton r e p o r t :
Average Convention ( 3 days x number of a t t e n d e e s (360,000)
Days i n y e a r (360)
= 3,000 room n i g h t s of occupancy.
But, 65 p e r c e n t of a l l c o n v e n t i o n s w i l l r e q u i r e l e s s than
2,000 rooms (BAH r e p o r t ) and the p r e s e n t f o r e c a s t a l r e a d y
c a l l s f o r more than t h i s ( a t o t a l of 3,260) i n the t e r m i n a l
area.
Thus, the impact w i l l l a r g e l y be f e l t on the o v e r a l l
occupancy l e v e l s r a t h e r than the s u p p o r t a b l e f a c i l i t i e s
i n the a r e a . T h e r e f o r e , i s i s estimated t h a t the i n c r e a s e i n
h o t e l demand due to t h i s new i n p u t w i l l be no more than
10 p e r c e n t of the o l d f o r e c a s t , which b r i n g s the t o t a l to
2,200 new rooms. The 350 rooms r e c e n t l y added and the proposed H o l i d a y Inn of 700 rooms w i l l tap t h i s market and
l e a v e only 1,150 rooms of s u p p o r t a b l e new c o n s t r u c t i o n .
P r i v a t e Apartment
Potentials
S i n c e 1960, t h e r e have been n e a r l y 10,000 new p r i v a t e a p a r t ment u n i t s b u i l t i n the C e n t r a l Employment Area. A l a r g e
39
�amount of these were generated by urban r e n e w a l i n the
Southwest, but the m a j o r i t y have been b u i l t through normal
market means. A l l of these new u n i t s are i n " l u x u r y "
h i g h - r i s e b u i l d i n g s which o f f e r a wide range of a m e n i t i e s
and s e r v i c e s as they c a t e r to the mobile, young Downtown
employees. None have been b u i l t i n the Union T e r m i n a l
a r e a . However, t h e r e are about 1,500 u n i t s of p u b l i c or
s u b s i d i z e d housing completed or planned f o r the t e r m i n a l
a r e a . With Washington's c r i t i c a l low and moderate-income
housing s h o r t a g e , an almost u n l i m i t e d demand f o r s u b s i d i z e d
housing i n t h i s a r e a i s a s s u r e d , and only the p r i v a t e
market housing demand i s q u a n t i t a t i v e l y f o r e c a s t here.
Apartment L o c a t i o n a l E v a l u a t i o n - The market f o r p r i v a t e
apartments I s i n f l u e n c e d p r i m a r i l y by the image and environment of the s u r r o u n d i n g neighborhood and the l o c a t i o n
v i s - a - v i s major work c o n c e n t r a t i o n s .
Apartment c o n s t r u c t i o n i n the uptown a r e a i s c o n c e n t r a t e d
between Dupont C i r c l e and Foggy Bottom. The major r e a s o n s
f o r r a p i d growth i n t h i s a r e a are i t s p r o x i m i t y to h i g h p r e s t i g e Georgetown and the r a p i d l y expanding Uptown O f f i c e
a r e a . Growth w i l l c o n t i n u e a t a r a p i d pace i n t h i s a r e a
because:
a.
The employment f u n c t i o n w i l l c o n t i n u e to i n c r e a s e
as p r e d i c t e d i n the s e c t i o n on o f f i c e space.
b.
There i s s t i l l a c o n s i d e r a b l e amount of land i n
low i n t e n s i t y use which can be put i n t o a h i g h e r
use through the normal market mechanism.
c.
The a r e a i s w e l l p r o t e c t e d from the encroachment
of low p r e s t i g e neighborhoods.
Apartment c o n s t r u c t i o n i n the Downtown a r e a has been conc e n t r a t e d along Massachusetts Avenue p a r t i c u l a r l y around
Thomas C i r c l e .
P r e v a i l i n g s o c i a l c o n d i t i o n s and the 1968
d i s t u r b a n c e s have slowed development i n t h i s a r e a .
40
�Rents a r e the lowest of any new in-town housing ( b u t s t i l l
d e f i n i t e l y i n the " l u x u r y " c l a s s ) and some p r o j e c t s have
been s o l d to the NCHA f o r p u b l i c housing f o r the e l d e r l y .
Occupancy l e v e l s have once a g a i n reached p r e - r i o t h i g h s
and the l o c a t i o n a s s u r e s p o t e n t i a l f o r i n c r e a s e d development i n the f u t u r e i f : 1) the r e v i t a l i z a t i o n of the downtown a r e a c o n t i n u e s , and 2) the Shaw urban r e n e w a l p r o j e c t
and the Model C i t i e s program improve the s o c i a l and p h y s i c a l
c o n d i t i o n s of the a r e a s n o r t h of Massachusetts Avenue.
The l a r g e number of u n i t s b u i l t over the l a s t e i g h t y e a r s
i n the Southwest a r e a r a r e phenomenon. B u i l t on what was
once the c i t y ' s w o r s t slum and a n a t i o n a l d i s g r a c e , the
u n i t s a r e now among the most e x p e n s i v e and p r e s t i g i o u s i n
the c i t y . Changes i n F e d e r a l and l o c a l p h i l o s o p h y concerning urban r e n e w a l make i t u n l i k e l y t h a t t h i s s c a l e of r e development w i l l be r e p e a t e d i n Washington's c e n t e r c i t y .
Furthermore, s i n c e a l l of the s i t e s a r e now under development, t h e r e should be no a d d i t i o n a l p r i v a t e housing cons t r u c t i o n i n the Southwest Area.
Study Area P o t e n t i a l s - The T r a n s p o r t a t i o n C e n t e r Study Area
has not r e c e i v e d any new p r i v a t e housing c o n s t r u c t i o n i n
r e c e n t y e a r s , and the p o t e n t i a l f o r new p r i v a t e housing i s
somewhat l i m i t e d due to the p r e s e n t environment and the
l a c k of a r e a s a v a i l a b l e f o r development. I n p a r t i c u l a r ,
the two urban r e n e w a l p r o j e c t s a r e committed and w i l l cont a i n no p r i v a t e market housing. The e a s t s i d e of the
t r a c k s could p r o v i d e s i t e s f o r housing f o r moderate income
r e s i d e n t s of t h a t a r e a ; i t probably cannot compete f o r
Downtown-oriented housing. The o n l y p a r t of the Study
Area which c o u l d p o s s i b l y r e c e i v e a s h a r e of CEA housing
p o t e n t i a l i s t h a t p o r t i o n south of M a s s a c h u s e t t s Avenue
and west of the T e r m i n a l . However, even i n t h i s a r e a
t h e r e a r e l i m i t e d a v a i l a b l e s i t e s , and housing would be
competing w i t h the r e l a t i v e l y s t r o n g e r demands f o r o f f i c e
and h o t e l use of the few s i t e s .
41
�T h e r e f o r e , i t i s f o r e c a s t t h a t the maximum probable capt u r e would not exceed 600 u n i t s of p r i v a t e market housing
over the f o r e c a s t p e r i o d and even t h i s can be a c h i e v e d
o n l y i f s u i t a b l e s i t e s a r e made a v a i l a b l e .
Arena P o t e n t i a l s
The Washington M e t r o p o l i t a n Area i s the o n l y one of the
f i f t e e n l a r g e s t m e t r o p o l i t a n a r e a s which does not have a
s p o r t s arena s e a t i n g a t l e a s t 10,000 persons.
This i s a
major m i s s i n g l i n k i n the c h a i n of p u b l i c f a c i l i t i e s s e r v ing the p o p u l a t i o n of the M e t r o p o l i t a n Area.
Report No. 2 thoroughly a n a l y z e d the n a t u r e of the audience
support f a c i l i t i e s i n the M e t r o p o l i t a n a r e a and the a c c e s s
and l o c a t i o n a l c h a r a c t e r i s t i c s of a t e r m i n a l a r e a s i t e and
concluded t h a t an a r e n a was not only n e c e s s a r y and needed,
but t h a t the t e r m i n a l a r e a would be the prime l o c a t i o n f o r
such a f a c i l i t y .
The a t t e n t i o n which has been brought to the Arena i s s u e i n
the p a s t y e a r — the B o o z - A l l e n & Hamilton r e p o r t , the
B r o y h i l l B i l l , and the p l i g h t of the Washington Caps —
s t r e n g t h e n s the argument f o r an Arena.
Therefore, i t i s
s t i l l recommended t h a t the Study Area p l a n p r o v i d e f o r a
12,000 to 15,000 s e a t Arena.
Convention F a c i l i t y - The BAH Report has e x p l o r e d the conv e n t i o n market i n Washington and concluded t h a t a major
e x h i b i t i o n - m e e t i n g - b a n q u e t f a c i l i t y could be supported.
Although the V i s i t o r Center A r c h i t e c t ^ p l a n i n c l u d e s such
a f a c i l i t y as p a r t of the arena complex, BAH a l s o e x p l o r e d
o t h e r s i t e s i n the Washington a r e a .
A r e v i e w of these
s t u d i e s l e a d s to the c o n c l u s i o n t h a t a major c o n v e n t i o n
f a c i l i t y should not be recommended f o r the t e r m i n a l a r e a .
The f i r s t s t e p i n r e a c h i n g t h i s c o n c l u s i o n was the d e t e r m i n a t i o n t h a t the Arena and c o n v e n t i o n f a c i l i t y need not
be i n the same s t r u c t u r e o r even near one another. The
p o t e n t i a l u s e r s of these f a c i l i t i e s , which a r e o u t l i n e d
i n the BAH r e p o r t , c l e a r l y f a l l i n t o two groups.
First
42
i
�i s those W a s h i n g t o n - r e s i d e n t o r i e n t e d s p o r t s e v e n t s and
c u l t u r a l shows which would use the Arena. These a c t i v i t i e s
would r e q u i r e a c e n t r a l l o c a t i o n , e x t e n s i v e p a r k i n g , and
a c c e s s to the m e t r o p o l i t a n . r e g i o n .
The second group i s
the c o n v e n t i o n s which a r e o r i e n t e d more to o u t - o f - t o w n e r s
who r e q u i r e ample h o t e l rooms and p r o x i m i t y to s t o r e s and
r e s t a u r a n t s . These f u n c t i o n s seldom need an Arena-type
s e a t i n g f a c i l i t y and t h e i r p r i n c i p a l p h y s i c a l requirement
i s f o r meeting rooms and e x h i b i t i o n space.
G i v e n the f a c t t h a t t h e s e uses can be s e p a r a t e d , i t i s
e v i d e n t t h a t the c o n v e n t i o n f a c i l i t y would be b e t t e r l o c a t e d
elsewhere i n Washington. The c e n t e r of c o n v e n t i o n a c t i v i t y
i s now w e l l e s t a b l i s h e d i n the C o n n e c t i c u t Avenue c o r r i d o r
where the t h r e e l a r g e s t h o t e l s and many of Washington's
f i n e s t r e s t a u r a n t s are l o c a t e d . T h e r e f o r e , i t i s f e l t t h a t i
new c o n v e n t i o n f a c i l i t y would be b e s t l o c a t e d as c l o s e as
p o s s i b l e to t h i s e s t a b l i s h e d complex.
Industrial Potentials
The c i t y has e s t a b l i s h e d a p o l i c y to a t t r a c t new i n d u s t r y
to the i n n e r - c i t y a r e a . Those i n d u s t r i e s employing a
l a r g e number of l o c a l a r e a r e s i d e n t s are most d e s i r a b l e
because of the s o c i a l impact on the neighborhood as w e l l
as the f i s c a l r e t u r n to the c i t y .
To t h i s end, the Northe a s t I Urban Renewal p r o j e c t has emphasized i n d u s t r i a l r e use and has been moderately s u c c e s s f u l - as d e s c r i b e d i n
the e a r l i e r study r e p o r t s . The v a l i d i t y of t h i s p o l i c y
d i c t a t e s t h a t the s i t e s most s u i t a b l e f o r i n d u s t r i a l use
be r e s e r v e d w i t h o u t regard to market c o n s i d e r a t i o n s .
That i s , w i t h i n r e a s o n , a s i t e should be r e s e r v e d even
though an immediate but l e s s d e s i r a b l e use can be i d e n t i fied .
The s i t e s which are recommended f o r i n d u s t r i a l use i n c l u d e
those w e l l b u f f e r e d from r e s i d e n t i a l a r e a s —
specifically
the r e m a i n i n g urban r e n e w a l t r a c t s l y i n g north of H S t r e e t
and some u n a c q u i r e d p r o p e r t i e s between North C a p i t o l S t r e e t
and the r a i l r o a d t r a c k s .
43
�I n a d d i t i o n to those i n d u s t r i e s which can be a t t r a c t e d to
the a r e a through normal economic development e f f o r t s , some
s p e c i f i c uses would be a t t r a c t e d by the presence of the
a r e n a , t r a n s p o r t a t i o n c e n t e r and v i s i t o r c e n t e r .
These
i n c l u d e c a r r e n t a l o p e r a t i o n s , g r a p h i c a r t s f i r m s , food
p r o c e s s i n g and c a t e r i n g b u s i n e s s .
I f a convention f a c i l i t y
were l o c a t e d i n the complex, the demand f o r such q u a s i i n d u s t r i a l f i r m s would be enhanced.
Commercial S e r v i c e s
I t has been e s t a b l i s h e d i n e a r l i e r r e p o r t s t h a t the
Area w i l l not a t t r a c t community-serving r e t a i l and
e s t a b l i s h m e n t s e x c e p t on the f r i n g e s where they may
p r i a t e l y serve d i r e c t l y adjacent r e s i d e n t i a l areas.
p r i n c i p a l community s e r v i c e r o l e has been and w i l l
to be p l a y e d by the H S t r e e t development which w i l l
i t s a t t r a c t i o n through the urban r e n e w a l program.
Study
service
approThe
continue
strength
However, t h e r e w i l l be a s u b s t a n t i a l demand f o r r e t a i l and
s e r v i c e a c t i v i t i e s generated by the V i s i t o r / T r a n s p o r t a t i o n
C e n t e r a c t i v i t i e s w i t h i n the Study Area.
Restaurants,
b o u t i q u e s , t r a v e l a g e n c i e s , b a r b e r and beauty shops, and
numerous o t h e r a c t i v i t i e s w i l l be r e q u i r e d to p r o p e r l y
s e r v e the v i s i t o r p o p u l a t i o n . These uses have not been
q u a n t i f i e d s i n c e they w i l l f o r the most p a r t be p r o v i d e d
w i t h i n h o t e l s , the V i s i t o r Center i t s e l f , or o t h e r major
s t r u c t u r e s ; but the p r o l i f e r a t i o n of t h e s e s m a l l e r a c t i v i t i e s , w i t h the r e s u l t a n t o p p o r t u n i t i e s f o r employment and
even e n t r e p r e n e u r s h i p f o r area r e s i d e n t s , i s one of the
more s i g n i f i c a n t s p i n - o f f s of the t o t a l complex.
The s p i n - o f f could a l s o be f e l t i n nearby a r e a s such as
the H S t r e e t c o r r i d o r and along North C a p i t o l but t h i s
would depend e n t i r e l y upon, 1) the d e s i g n of the major
components of the complex, and 2) the e f f o r t s of those
i n a d j a c e n t a r e a s to c a t e r to t h i s b u s i n e s s .
Nonmarket Generated Uses
There are many o t h e r uses a p p r o p r i a t e f o r t h i s s e c t i o n
of Washington which w i l l be a p a r t of the t o t a l land use
p a t t e r n f o r the Study Area. Those d i s c u s s e d above w i l l
44
�be generated by market c o n d i t i o n s i n the Washington
economy and the l o c a t i o n a l c h a r a c t e r i s t i c s of v a r i o u s
Study Area s i t e s , but many uses a r e not s u b j e c t to
market p r e s s u r e s per s e , but r a t h e r a r e the r e s u l t of
p o l i c y d e c i s i o n s , p u b l i c a c t i o n s and the o p p o r t u n i t i e s
p r e s e n t e d by c e r t a i n s i t e s .
O b v i o u s l y p a r k s , playgrounds and o t h e r community f a c i l i t i e s f a l l i n t o t h i s c a t e g o r y . T h e i r l o c a t i o n i n the p l a n
i s not an economic concern and w i l l not be d i s c u s s e d i n
t h i s s e c t i o n except to p o i n t out t h a t such u s e s must be
i n c l u d e d i n the t o t a l a r e a p l a n .
However, s u b s i d i z e d housing programs and major i n s t i t u t i o n a l uses can have a s i g n i f i c a n t economic impact on the a r e a
even though they a r e not themselves generated by the normal
market.
S u b s i d i z e d Housing - The t o t a l r e s i d e n t p o p u l a t i o n of the
Study Area i s c u r r e n t l y 7,600, w i t h more than h a l f (4,300)
l i v i n g i n the a r e a e a s t of the t e r m i n a l . E x c e p t f o r some
apartment r e s i d e n t s i n the d i s t r i c t south of M a s s a c h u s e t t s
Avenue and permanent r e s i d e n t s i n the h o t e l s t h e r e , n e a r l y
a l l of the p o p u l a t i o n are low- and moderate-income b l a c k
f a m i l i e s . The houses a r e t y p i c a l l y b r i c k row houses
b u i l t i n the 1890's and a r e n e a r l y 75 p e r c e n t r e n t e r occupied. The d e t e r i o r a t i o n which o f t e n accompanies t h i s
combination of age and tenancy i s e v i d e n t .
The Northwest I urban r e n e w a l p r o j e c t , u n l i k e the N o r t h e a s t
i n d u s t r i a l p r o j e c t , has approached t h i s housing problem
d i r e c t l y and when completed w i l l have r o u g h l y 1,000 u n i t s
of s u b s i d i z e d moderate-income housing and a s i m i l a r number
of p u b l i c housing u n i t s . The l a n d i s f u l l y committed and
t h e r e seems to be l i t t l e r e l a t i o n s h i p t o the V i s i t o r Center
or any proposed s u p p o r t i n g u s e s .
However, the need i s f a r from being s a t i s f i e d and the Study
Area o f f e r s a d d i t i o n a l o p p o r t u n i t i e s f o r t h i s type of
housing — p a r t i c u l a r l y along the e a s t e r n edge.
Perhaps
45
�the g r e a t e s t o p p o r t u n i t y l i e s i n the e v e n t u a l removal of
the r a i l r o a d t r a c k s which not only c o u l d p r o v i d e s i t e s
f o r housing (and employment o p p o r t u n i t i e s ) but would a l l o w
the f u n c t i o n a l u n i f i c a t i o n of the i n n e r c i t y community.
T h i s could have important s o c i a l and economic impact on
the Study Area because of the i n c r e a s e d need f o r communitys e r v i n g r e t a i l s e r v i c e s and p u b l i c f a c i l i t i e s .
Major I n s t i t u t i o n s - There are s e v e r a l o p p o r t u n i t i e s w i t h i n
the Study Area to p r o v i d e a s t i r e f o r a major c i t y - s e r v i n g
i n s t i t u t i o n . A v o c a t i o n a l high s c h o o l , the D.C. T e c h n i c a l
I n s t i t u t e , F e d e r a l C i t y C o l l e g e , or a complex of one or
more e d u c a t i o n a l f a c i l i t i e s would be w e l l s u i t e d to t h i s
a r e a . Located i n the Model C i t i e s a r e a near the c e n t e r of
the low-income p o p u l a t i o n of Washington, and on a t r a n s p o r t a t i o n s p i n e t h a t w i l l p r o v i d e q u i c k a c c e s s to a l l
p a r t s of the D i s t r i c t by r a p i d t r a n s i t and bus, the Study
Area could p r o v i d e s i t e s f o r such i n s t i t u t i o n s .
The j u x t a p o s i t i o n of two or more f u n c t i o n a l l y r e l a t e d i n s t i t u t i o n s
would p r o v i d e the o p p o r t u n i t y to s h a r e f a c i l i t i e s and
i n t e g r a t e f a c u l t y and c u r r i c u l u m , s t r e n g t h e n i n g both i n s t i t u t i o n s and broadening t h e i r s e r v i c e to the community.
One s i t e a p p r o p r i a t e to these uses i s the B&O c o a l y a r d s
and D.C. Department of Highways p a r c e l south of New York
Avenue. T h i s s i t e has the b e s t automobile a c c e s s and
would be r e a d i l y a v a i l a b l e .
I t i s relatively isolated,
and being bounded by i n d u s t r i a l and the t r a n s p o r t a t i o n
elements, i t i s not r e a l l y s u i t a b l e f o r r e s i d e n t i a l uses
or a c t i v i t i e s c l o s e l y r e l a t e d to the immediate neighborhood,
T h e r e f o r e , a major c i t y s e r v i n g f a c i l i t y would be most
a p p r o p r i a t e . A l t e r n a t i v e l y , t h i s s i t e could be used f o r
a major blue c o l l a r employer — e i t h e r i n d u s t r y or a
government f a c i l i t y .
Government A c t i v i t i e s - The F e d e r a l and D i s t r i c t of Columbia
governments have c o n t r o l of v a s t range of a c t i v i t i e s which
might be p l a c e d w i t h i n the Study Area to a c h i e v e land use
o b j e c t i v e s , p r o v i d e i n n e r - c i t y employment, or to o p t i m i z e
functional linkages with established a c t i v i t i e s .
The o f f i c e
46
�space f o r e c a s t s i n c l u d e government l e a s e d s p a c e , but
t h e r e could be a d d i t i o n a l government owned space i n the
Study Area. The p r o x i m i t y to the C a p i t o l and the
D.C.
government c e n t e r make the Study Area a t t r a c t i v e f o r
a d d i t i o n a l government f a c i l i t i e s .
I n a d d i t i o n , such
major employers as the Government P r i n t i n g O f f i c e and
the P o s t O f f i c e must be c o n s i d e r e d v a r i a b l e s i n the p l a n
and key d e c i s i o n s a r e s t i l l to be made which w i l l a f f e c t
the economic impact of these u s e s .
The l a t e s t p r o p o s a l s c a l l f o r the r e t e n t i o n of the Post
O f f i c e and the r e l o c a t i o n of the Government P r i n t i n g
O f f i c e to the Harmony Cemetery a r e a .
These p r o p o s a l s
both s t r e n g t h e n the economics of the p l a n .
The G.P.O.
p r o p o s a l i s p a r t i c u l a r l y c o n s i s t e n t w i t h the economic
and s o c i a l o b j e c t i v e s o u t l i n e d i n the e a r l i e r r e p o r t s
i n t h a t i t not o n l y m a i n t a i n s t h i s important source of
b l u e c o l l a r j o b s w i t h i n the Study Area, but i t makes
a v a i l a b l e the v a l u a b l e M a s s a c h u s e t t s Avenue s i t e s so t h a t
the p r i v a t e market p o t e n t i a l s may be r e a l i z e d .
There are numerous o t h e r s i t e s w i t h i n the Study Area —
i n c l u d i n g i n the u l t i m a t e s t a g e s the t r a c k a r e a i t s e l f
—
where government a c t i v i t i e s can p r o v i d e an a d d i t i o n a l
economic s t i m u l u s to the a r e a .
Summary
The
for
f o l l o w i n g t a b l e summarizes the maximum market p o t e n t i a l s
development of the Study Area through 1985.
Offices
1,906,000 square f e e t of o f f i c e space
of which about 1,300,000 square f e e t
i s expected to be l e a s e d to the
government. Demand w i l l be concent r a t e d along North C a p i t o l S t r e e t
and the a r e a below H S t r e e t
N.W.
Hotels
2,200 new rooms w i t h demand concent r a t e d along M a s s a c h u s e t t s Avenue 2nd
a r e a s c l o s e s t to V i s i t o r C e n t e r .
About 1,000 rooms of t h i s demand w i l l
be s a t i s f i e d by c u r r e n t p l a n s .
�P r i v a t e Housing
A maximum of 600 h i g h - r i s e a p a r t ments i n the a r e a south o f Massac h u s e t t s Avenue.
S u b s i d i z e d Housing
L i m i t e d only by p u b l i c p o l i c y and
site availability.
L i k e l y development as e x t e n s i o n o f Northwest I and
H S t r e e t - S t a n t o n Park neighborhoods.
Industrial
S u b s t a n t i v e o p p o r t u n i t y on a v a i l able s i t e s .
Should emphasize those
employing i n n e r - c i t y r e s i d e n t s as
d i r e c t l y r e l a t e d to V i s i t o r / T r a n s p o r t a t i o n Center a c t i v i t i e s .
Institutional
E x c e l l e n t l o c a t i o n f o r major c i t y s e r v i n g e d u c a t i o n a l complex.
Arena/Convention
Facility
A 12,000 to 15,000 s e a t arena i s recommended but major convention f a c i l i t i e s
would be b e t t e r l o c a t e d elsewhere i n
the c i t y .
Other Government
Activities
L i m i t e d o n l y by p o l i c y d e c i s i o n s .
G.P.O. and Post O f f i c e remain i n a r e a
and a d d i t i o n a l f a c i l i t i e s would be
beneficial
48
�DEVELOPMENT ALTERNATIVES
�DEVELOPMENT ALTERNATIVES
The t r a n s l a t i o n of the Study Area economic p o t e n t i a l s
of the p r e c e d i n g s e c t i o n i n t o o v e r a l l land use p l a n s
f o r 1985, r e q u i r e s an a n a l y s i s o f s e v e r a l f a c t o r s .
These i n c l u d e the impact o f the c o n s t r a i n t s and i n t e r e s t s r e f l e c t e d by the on-going p r o j e c t s , and an a n a l y s i s
of p l a n n i n g p o s s i b i l i t i e s i n h e r e n t i n the s p e c i a l opport u n i t y s i t e s f o r p o t e n t i a l development. N a t u r a l l y , t h e
b a s i c g o a l i s t o i n t e g r a t e and c o o r d i n a t e t h e v a r i o u s
on-going a c t i v i t i e s w i t h i n a f u t u r e development framework which w i l l b a l a n c e t h e b e n e f i t s to the p u b l i c and
p r i v a t e i n t e r e s t s concerned. The r e a l measure o f t h e
u l t i m a t e s u c c e s s o f the f u t u r e Study Area development
w i l l depend on t h e degree t o which o v e r - r i d i n g o b j e c t i v e s
of g e n e r a l p u b l i c conern a r e r e a l i z e d . These i n c l u d e i n f l u e n c i n g of the development of the C e n t r a l B u s i n e s s D i s t r i c t ; p r o v i d i n g a p o s i t i v e impact on the problems o f
the b l a c k community; p r o v i d i n g a u s e f u l r o l e to the
V i s i t o r Center; l o c a t i n g a s i t e appropriate to a r e g i o n a l
a r e n a f a c i l i t y , and improving r e g i o n a l t r a n s p o r t a t i o n
user s e r v i c e .
Impact of On-Going P r o j e c t s
To i n t e g r a t e the v a r i o u s on-going p r o j e c t s , each w i t h
i t s own time s c h e d u l e , i n t o the o v e r a l l development
a l t e r n a t i v e s proposed h e r e , n e c e s s i t a t e s an e v a l u a t i o n
of t h e impact t h a t each o f these p r o j e c t s w i l l have,
both i n terms of s t a g i n g and p h y s i c a l p l a n n i n g c o n s t r a i n t s .
There a r e seven major p r o j e c t s or items which have an imp a c t on the p l a n n i n g and development s t a g i n g assumptions
u t i l i z e d here. These i n c l u d e :
The Government P r i n t i n g O f f i c e r e l o c a t i o n .
-
The Main Post O f f i c e expansion.
-
The Union S t a t i o n
C e n t e r Complex.
Visitor/Transportation
50
�-
The Eisenhower Memorial Arena.
Urban Renewal P r o j e c t s w i t h i n the Study
boundaries.
-
W.M.A.T.A.
-
Freeway System.
Government P r i n t i n g O f f i c e - A new p u b l i c p r i n t e r , o r
S u p e r i n t e n d e n t o f P r i n t i n g has r e c e n t l y been appointed,
who i s a t t e m p t i n g t o f i x the f u t u r e p l a n s f o r the r e l o c a t i o n o f the Government P r i n t i n g O f f i c e . The p h y s i c a l
r e s t r a i n t s imposed by t h e i r e x i s t i n g f a c i l i t i e s l o c a t e d
on North C a p i t o l S t r e e t r e s u l t s i n an i n e f f i c i e n t operat i o n i n which p r e s s e s a r e l o c a t e d on s e v e r a l f l o o r s and
the c o r r e l a t i o n o f p r i n t i n g , b i n d i n g and s h i p p i n g i s i l logical.
A r e c e n t c o n g r e s s i o n a l o f f e r o f funds t o expand t h e s e
f a c i l i t i e s was r e f u s e d a s i t would o n l y add t o t h e i r
e x i s t i n g problems. The Government P r i n t i n g O f f i c e has
e s t i m a t e d t h a t a new p l a n t e f f i c i e n t l y o r g a n i z e d would
save t h e t a x p a y e r $4 m i l l i o n d o l l a r s a n n u a l l y .
Their
r e q u i r e m e n t s f o r such a new f a c i l i t y are 2 m i l l i o n r q u a r e
f e e t on 2 l e v e l s near good p u b l i c t r a n s p o r t a t i o n .
They
e s t i m a t e t h a t a 40 a c r e minimum s i t e w i l l be r e q u i r e d .
The Government P r i n t i n g O f f i c e c u r r e n t l y employs 7.500
p e r s o n s , and e v e r y e f f o r t should be made t o keep t h i s
major j o b s o u r c e w i t h i n the D i s t r i c t o f Columbia. N a t i o n a l
C a p i t a l P l a n n i n g Commission has proposed the Harmony
Cemetery a r e a as a p o s s i b l e r e l o c a t i o n s i t e and t h e i r
p r e l i m i n a r y a n a l y s i s i n d i c a t e s t h a t s u f f i c i e n t land f o r
the G.P.O. f a c i l i t i e s i s a v a i l a b l e . A l s o , the s i t e w i l l
have e x c e l l e n t employee a c c e s s v i a the proposed Rhode
I s l a n d Avenue t r a n s i t s t o p . T h i s r e p o r t concurs i n
recommending t h i s s i t e f o r G.P.O. r e l o c a t i o n .
�The r e l o c a t i o n o f the G.P.O. w i l l have a major impact on
the development p o t e n t i a l s i n the Union S t a t i o n a r e a .
I t w i l l make 13.7 a c r e s o f land a v a i l a b l e which has a
s t r o n g appeal t o the p r i v a t e i n v e s t o r . Assuming t h a t
c o n g r e s s i o n a l a c t i o n w i l l be forthcoming i n the near
f u t u r e on the r e l o c a t i o n , i t c a n be e s t i m a t e d t h a t t h e
e x i s t i n g G.P.O. s i t e could become a v a i l a b l e f o r r e - u s e
by 1975.
P o s t O f f i c e - The P o s t O f f i c e Department has c o n t r a c t e d
f o r the remodeling of i t s Main Post O f f i c e a d j o i n i n g
Union S t a t i o n and w i l l f u r t h e r improve and c o n s o l i d a t e
the e x i s t i n g f a c i l i t i e s i n the f u t u r e . They have a l l o c a t e d
funds i n the 1971 budget f o r the c o n s t r u c t i o n o f a new
b u l k m a i l h a n d l i n g f a c i l i t y t o r e l i e v e e x i s t i n g heavy
loads on t h e i r Union S t a t i o n o p e r a t i o n s .
While no s i t e
has been f i n a l l y s e l e c t e d f o r t h i s f a c i l i t y , they a r e
s e r i o u s l y c o n s i d e r i n g a l o c a t i o n along the New York Avenue
Railroad Corridor.
The Post O f f i c e Department e s t i m a t e s
t h a t t h i s new b u l k f a c i l i t y w i l l r e q u i r e 500,000 t o
800,000 square f e e t and a minimum s i t e o f 10 a c r e s .
With the c o n s t r u c t i o n o f t h i s f a c i l i t y and the s h i f t i n g
of o t h e r o p e r a t i o n s t o the P r i n c e George County and
Northern V i r g i n i a b u l k m a i l p l a n t s , i t i s p r o j e c t e d t h a t
the e x i s t i n g m a i l house o p e r a t i o n s a t the e a s t s i d e o f
Union S t a t i o n w i l l be c l o s e d .
Once c l o s e d , some e x p a n s i o n
f o r new t r u c k dock f a c i l i t i e s a d j o i n i n g the Main P o s t
O f f i c e on G S t r e e t w i l l be r e q u i r e d .
The Main Post O f f i c e now employs a t o t a l o f 8,400 persons
of which 3,800 are on the a f t e r n o o n peak s h i f t .
This
employment l e v e l w i l l probably c o n t i n u e i n the f u t u r e .
The E a s t M a i l House o p e r a t i o n s w i l l be g r a d u a l l y phased
out even b e f o r e the new b u l k h a n d l i n g f a c i l i t y i s comp l e t e d due t o s h i f t i n g o f loads t o the N o r t h e r n V i r g i n i a
and P r i n c e George County p l a n t s . F o r the purposes o f
t h i s r e p o r t , i t i s assumed t h a t i t s e n t i r e o p e r a t i o n s
�could be c l o s e d by 1974.
I t i s a l s o assumed t h a t the
new t r u c k f a c i l i t i e s , to be c o n s t r u c t e d on t h a t p a r c e l
r e s e r v e d f o r post o f f i c e expansion between G and H
S t r e e t s , can i n c o r p o r a t e o t h e r uses as a i r - r i g h t s .
Union S t a t i o n V i s i t o r / T r a n s p o r t a t i o n C e n t e r - The new
p l a n s f o r t h i s f a c i l i t y by Seymour Auerbach, A r c h i t e c t ,
have been d e s c r i b e d p r e v i o u s l y .
The impact of t h i s p l a n
i s t h a t the e x i s t i n g Union S t a t i o n t r a c k zone w i l l form
the p l a n n i n g d e t e r m i n a n t s f o r those s t r u c t u r e s b u i l t i n
the a i r - r i g h t s above i t . The R a i l r o a d Companies, i n r e v i e w i n g the p r e v i o u s r e p o r t s of t h i s phase, had no f u n c t i o n a
o b j e c t i o n to r e l o c a t i n g t h e i r t e r m i n a l f a c i l i t i e s i n the
f u t u r e . However, they d i d f i n d themselves l e g a l l y bound
by the V i s i t o r C e n t e r agreements to c o n s t r u c t , i n i t i a l l y ,
t e r m i n a l f a c i l i t i e s a t Union S t a t i o n . They a l s o acknowledge
t h a t t h e i r t r a c k r e q u i r e m e n t s f o r passenger s e r v i c e can be
reduced i n the f u t u r e to 12 or 14 t r a c k s . T h e r e f o r e , t h i s
r e p o r t assumes t h a t t h e r e i s the o p t i o n of c o n s i d e r i n g the
r a i l r o a d t e r m i n a l a t Union S t a t i o n as a f i r s t s t a g e which,
i n the f u t u r e , can be r e l o c a t e d northward depending on the
demand and economic r e t u r n to the r a i l r o a d s i n the development of the t r a c k zone a r e a f r e e d .
Recent i n d i c a t i o n s are t h a t the Union S t a t i o n V i s i t o r /
T r a n s p o r t a t i o n Center complex w i l l be c o n s t r u c t e d i n two
stages.
The f i r s t s t a g e should be o p e r a t i o n a l by 1973
and would i n c l u d e the r e n o v a t i o n of Union S t a t i o n , p a r k i n g
f o r 2,500 c a r s and the new r a i l and bus t e r m i n a l s .
The
second s t a g e would p r o v i d e the remaining p a r k i n g f o r a
t o t a l of 5,200 spaces so t h a t the e n t i r e p r o j e c t would be
completed by 1975.
Eisenhower Memorial Arena - T h i s f a c i l i t y has been d i s cussed p r e v i o u s l y both i n terms of the f a c i l i t i e s p l a n
by the r a i l r o a d and i n the economic s e c t i o n of t h i s r e port.
The l a t t e r recommends l o c a t i n g only the arena
53
�w i t h i n the Study Area as the e x h i b i t i o n and c o n v e n t i o n
f a c i l i t i e s would be more a p p r o p r i a t e l y l o c a t e d elsewhere.
The s u c c e s s of the investment package f o r t h i s f a c i l i t y
w i l l depend on the c o n s t r u c t i o n of o t h e r uses such as
o f f i c e s and h o t e l s which w i l l h e l p to s p i n - o f f revenues
to pay f o r the a r e n a i t s e l f .
The f a c t t h a t Congress has
not a c t e d to a p p r o p r i a t e funds f o r the arena c a s t s doubt
on whether the a r e n a w i l l be a v a i l a b l e f o r the 1976 B i c e n t e n n i a l . T h i s d e l a y opens up the b l o c k now occupied
by G.P.O. as a s i t e f o r s e r i o u s c o n s i d e r a t i o n .
Urban Renewal P r o j e c t s W i t h i n
The Study Boundaries
Northwest I - The urban r e n e w a l p l a n s f o r Northwest I a r e
r a p i d l y being completed and a l a r g e s h a r e of the new
housing programmed has been c o n s t r u c t e d and occupied.
Other housing p a r c e l s a r e o n l y delayed by FHA f u n d i n g
a p p r o v a l , such as the Temple C o u r t s and Golden Rule A p a r t ments. The a r e a n o r t h of H S t r e e t , between North C a p i t o l
S t r e e t and New J e r s e y Avenue i s committed, but no advance
p l a n n i n g performed.
The Redevelopment Land Agency has
a l l o c a t e d the c o r n e r p a r c e l on H and North C a p i t o l S t r e e t s
to the Gonzaga High School expansion; the p a r c e l a d j o i n i n g
i t to the west f o r p u b l i c housing; and f i n a l l y , the p a r c e l
a d j o i n i n g New J e r s e y Avenue f u r t h e r to the west f o r a new
elementary s c h o o l . Of t h e s e , the p u b l i c housing s t a n d s the
g r e a t e s t chance of r e a l i z a t i o n .
The Gonzaga High School
has i n d i c a t e d t h a t they may w i s h to r e l o c a t e t h e i r f a c i l i t i e s e n t i r e l y and t h e r e i s some doubt whether an elementary
s c h o o l w i l l be a p p r o p r i a t e l y l o c a t e d i n t h i s a r e a s as oppos
to the New York Avenue s i t e o r i g i n a l l y c o n s i d e r e d .
Theref o r e , t h i s r e p o r t assumes t h a t the development on the n o r t h
s i d e of H S t r e e t may be m o d i f i e d i n the f u t u r e . RLA has
proposed c l o s i n g New J e r s e y Avenue between I S t r e e t and
Massachusetts Avenue w i t h the p r o v i s i o n of an 80 f o o t wide
p e d e s t r i a n r i g h t - o f - w a y . Under t h e i r p l a n s no b u i l d i n g
s t r u c t u r e can encroach on t h i s r i g h t - o f - w a y .
54
�N o r t h e a s t I - The s o u t h e r n p o r t i o n s of N o r t h e a s t I a r e
now, by and l a r g e , committed. The l a t e s t d i s p o s i t i o n s
are the Union C e n t r a l P l a z a O f f i c e b u i l d i n g on North
C a p i t o l S t r e e t c o n t a i n i n g a p p r o x i m a t e l y 900,000 r e n t a l
square f e e t ; a new C o n t r o l Data f a c i l i t y i n the c e n t e r
of t h a t b l o c k between H and K S t r e e t s , and a commitment to
P r i d e Inc. f o r the p a r c e l on 1 s t S t r e e t between L and K.
The m a j o r i t y of land s t i l l not committed i n N o r t h e a s t I
i s l o c a t e d i n the n o r t h e r n p o r t i o n s and i s d i v i d e d between s c a t t e r e d s i t e s on North C a p i t o l S t r e e t and the
l a r g e r c o a l y a r d s a r e a a d j o i n i n g the r a i l r o a d t r a c k s .
H S t r e e t Renewal P l a n s - I n A p r i l of 1969, the P l a n n i n g
Commission adopted the H S t r e e t Renewal P l a n d e s i g n a t i n g
H S t r e e t a " S p e c i a l Community S t r e e t " . T h i s p l a n c a l l s
f o r a f u t u r e H S t r e e t as a p e d e s t r i a n - o r i e n t e d
strip
l i n k i n g t o g e t h e r c o n c e n t r a t i o n s of community s e r v i c e s ,
p u b l i c f a c i l i t i e s and housing i n the S t a n t o n Park community.
T h i s r e n e w a l a r e a i n c l u d e s the b l o c k s immediately
n o r t h and south of H S t r e e t from the r a i l r o a d t r a c k s or
2nd S t r e e t N.E. on the west to 19th S t r e e t N.E. on the
e a s t . The community, which has not y e t f o r m u l a t e d a
d e f i n i t e p l a n n i n g program, has now r e q u e s t e d the e x t e n s i o n
of these p r o j e c t boundaries from D S t r e e t on the south to
F l o r i d a Avenue on the n o r t h to i n c l u d e a l l the r e s i d e n t i a l
a r e a immediately e a s t of the r a i l r o a d t r a c k s which might
be a f f e c t e d by any f u t u r e r a i l development.
Although no s p e c i f i c development o b j e c t i v e s have been
f o r m u l a t e d by the H S t r e e t community, comments r e c e i v e d
i n d i c a t e t h a t they have the f o l l o w i n g g o a l s i n mind:
-
They are a n x i o u s to p r e s e r v e the e x i s t i n g low
i n t e n s i t y r e s i d e n t i a l s c a l e of t h e i r community.
They would l i k e to improve t h e i r q u a l i t y of
housing, commercial and community f a c i l i t i e s
w i t h o u t changing t h i s s c a l e .
-
They are concerned about i n c r e a s e d
opportunities.
employment
55
�They w i s h to develop a s e r i e s of s p e c i a l community
b u s i n e s s and s e r v i c e c e n t e r s along H S t r e e t to
encourage b l a c k e n t r e p r e n e u r s h i p . They hope t h a t
p e d e s t r i a n a c c e s s from the V i s i t o r / T r a n s p o r t a t i o n
Center complex w i l l encourage o u t s i d e u t i l i z a t i o n
of these s e r v i c e c e n t e r s .
They want to improve c o n n e c t i o n s to the other port i o n s of the g e n e r a l Model C i t i e s a r e a to the west
now r e s t r i c t e d by the r a i l w a y b a r r i e r .
W.M.A.T.A. - The Washington M e t r o p o l i t a n Area T r a n s i t
A u t h o r i t y has r e c e i v e d c o n g r e s s i o n a l funding f o r the f i r s t
phase of the Metro system l i n k i n g the Study Area w i t h
Uptown C o n n e c t i c u t Avenue c e n t e r and has r e c e n t l y s t a r t e d
c o n s t r u c t i o n on a p o r t i o n of the l i n e . C o n t r a c t s have
been l e t on the m a j o r i t y of the system, and by September
1970, c o n s t r u c t i o n of the e n t i r e f i r s t phase w i l l be under
c o n t r a c t f o r a p r o j e c t e d J u l y 1973 o p e r a t i o n a l date.
The
completed d e s i g n and e n g i n e e r i n g drawings f o r the p o r t i o n
of the system p a s s i n g through the Study Area i n c l u d e s :
the two s t a t i o n s t o p s ; a t Union S t a t i o n and Rhode I s l a n d
Avenue, the e l e v a t e d t r a c k c o n n e c t i n g them; the m a r s h a l l i n g
and maintenance y a r d s n o r t h of New York Avenue and the
r e l o c a t e d Union S t a t i o n power p l a n t . The o r i g i n a l engineer
ing drawings f o r the Union S t a t i o n stop i n d i c a t e d an ent r a n c e to the c e n t e r of the Metro p l a t f o r m from the west
p o r t a l of Union S t a t i o n , but r e c e n t Metro Board a c t i o n has
expanded the a c c e s s to i n c l u d e e n t r a n c e s a t the n o r t h end
of the p l a t f o r m to connect to the south end of the V i s i t o r
C e n t e r Garage and to H S t r e e t , N.E. v i a a moving s i d e w a l k .
With the c o n s t r u c t i o n of t h i s l i n e the Union S t a t i o n a r e a
w i l l become e a s i l y a c c e s s i b l e from the uptown a r e a s .
Freeway System - The f i n a l p l a n s f o r the completed freeway
system have not been s e t . While a number of freeway segments a r e i n v o l v e d , two a r e immediately a t i s s u e : the
North C e n t r a l Freeway and the North Leg of the I n n e r Loop.
There a r e two proposed r o u t e s f o r the North Leg which
would connect the Potomac Freeway w i t h the Center Leg.
56
�One o f these r o u t e s proposes a K S t r e e t t u n n e l , the o t h e r
proposes an E S t r e e t t u n n e l . T h i s r e p o r t assumes the K
S t r e e t tunnel, and assumes i n accordance w i t h the P l a n n i n g
Commission's Major Thoroughfare P l a n , t h a t the North
C e n t r a l Freeway w i l l not be r e a l i z e d .
C o n s t r u c t i o n i s s t i l l going on south o f t h e M a l l on the
Center Leg Freeway and c u r r e n t f o r e c a s t s i n d i c a t e t h a t
t h i s p o r t i o n o f t h e freeway system w i l l be completed i n
F e b r u a r y 1972.
The New York Avenue Freeway c o n n e c t i o n t o t h e B a l t i m o r e Washington Expressway has not y e t been g i v e n any d e t a i l e d
p l a n n i n g or design s t u d y .
Therefore, i t i s
not expected t h a t t h i s p o r t i o n o f t h e freeway system w i l l
be completed u n t i l 1976 o r 1977.
I f t h e p o l i c y d e c i s i o n s on the North C e n t r a l Freeway a r e
changed and i t i s decided t o c o n s t r u c t t h i s segment o f
the freeway system, then t h e p o t e n t i a l f o r g e t t i n g d i r e c t
a c c e s s t o the Union S t a t i o n a r e a by means of freeway ramps
down t h e r a i l r o a d t r a c k r i g h t - o f - w a y from t h e n o r t h may be
d i f f i c u l t to achieve.
S p e c i a l Opportunity
Sites
The development o p p o r t u n i t i e s w i t h i n t h e Study Area a r e
c o n t r o l l e d mainly by t h e p o t e n t i a l s i t e s a v a i l a b l e .
F i g u r e 5 i n d i c a t e s t h e p o t e n t i a l development a r e a s i n the
s o u t h e r n p o r t i o n of t h e Study Area south o f New York Avenue.
While some of these s i t e s a r e s c a t t e r e d , o t h e r s a r e l a r g e r
land a r e a s which form t h e s p e c i a l o p p o r t u n i t y s i t e s f o r
the developments proposed here.
S i n c e i t i s assumed t h a t
the s m a l l e r p a r c e l s w i l l c o n t i n u e t o be marketed and developed a s the demand a r i s e s , o n l y t h e l a r g e r a r e a s need
to be a n a l y z e d i n more d e t a i l .
A d e s c r i p t i o n of these
l a r g e r areas f o l l o w s :
Government P r i n t i n g O f f i c e B l o c k
Area:
13.7 a c r e s
A c c e s s : Good a c c e s s from North C a p i t o l , H S t r e e t and
Massachusetts Avenue.
57
�The New York Avenue Freeway c o n n e c t i o n t o the B a l t i m o r e Washington Expressway has not y e t been g i v e n any d e t a i l e d
p l a n n i n g or d e s i g n s t u d y . T h e r e f o r e , i t i s not expected
t h a t t h i s p o r t i o n o f t h e freeway system w i l l be completed
u n t i l 1976 o r 1977.
Development P o t e n t i a l : The a r e a i s l a r g e enough
the development on t h i s b l o c k c a n be f i l e d under
75 i n the zoning o r d i n a n c e . T h i s c o u l d p e r m i t a
ment of an F.A.R. o f 6 and a h e i g h t l i m i t o f 130
that
Article
developfeet.
Availability:
I t i s assumed t h a t t h i s s i t e w i l l become
a v a i l a b l e as soon a s the G.P.O. has been r e l o c a t e d w i t h i n
the Study Area or by 1975. Those p o r t i o n s o f the s i t e
not p h y s i c a l l y covered by the G.P.O. f a c i l i t i e s , such a s
the Massachusetts Avenue fron\.j.ge and p o r t i o n s along
w e s t e r n H S t r e e t c o u l d be developed p r i o r t o t h a t time.
Economic P o t e n t i a l : As t h i s s i t e has a prime l o c a t i o n and
e x c e l l e n t f r o n t a g e , i t i s assumed t h a t i t could be r e a d i l y
u t i l i z e d f o r e i t h e r a maximum p r i v a t e investment development o r a combined a r e n a and h o t e l complex.
Post O f f i c e Expansion Block
Area:
5.7 a c r e s
A c c e s s : Good a c c e s s from North C a p i t o l and H S t r e e t s w i t h
p o t e n t i a l of post o f f i c e t r u c k a c c e s s o f f 1 s t S t r e e t .
Development P o t e n t i a l : T h i s s i t e , l i k e the G.P.O. p a r c e l ,
could a l s o be developed under A r t i c l e 75 of zoning o r d i n a n c e
w i t h a maximum F.A.R. o f 6 and h e i g h t l i m i t o f 130 f e e t .
Availability:
P l a n s f o r the development of t h i s s i t e
could p r o g r e s s as soon as the Post O f f i c e i s i n a p o s i t i o n
to program i t s e x p a n s i o n f a c i l i t i e s .
Economic P o t e n t i a l : Having North C a p i t a l S t r e e t f r o n t a g e ,
t h i s s i t e could become a good l o c a t i o n f o r a combined
f e d e r a l l y l e a s e d o f f i c e s t r u c t u r e w i t h t h e Post O f f i c e
expansion.
58
�POTENTIAL
DEVELOPMENT
AREAS
5y
I §
ill
�T r a c k Area South of L
Area:
30
Street
acres
A c c e s s : I f the H S t r e e t o v e r p a s s i s not c o n s t r u c t e d ,
a c c e s s to the s i t e would be d i f f i c u l t to a c h i e v e as
long as the t r a c k s remain at t h e i r p r e s e n t e l e v a t e d
location.
Development P o t e n t i a l : T h i s s i t e i s c u r r e n t l y zoned
f o r m a n u f a c t u r i n g w i t h an F.A.R. of 6 and a h e i g h t l i m i t
of 90 f e e t . As long as the r a i l r o a d t r a c k s remain, any
s t r u c t u r e e l e v a t e d above the t r a c k s would have an e f f e c t i v e development h e i g h t of o n l y 40 to 50 f e e t assuming
t h a t the h e i g h t l i m i t i s measured from the s u r r o u n d i n g
s t r e e t grades.
Availability:
T h i s s i t e i s a v a i l a b l e f o r a i r - r i g h t s development a t the p r e s e n t time and has been proposed by
the r a i l r o a d companies as a p o t e n t i a l l o c a t i o n f o r the
Eisenhower Memorial Arena.
Economic P o t e n t i a l : I f a major p u b l i c f a c i l i t y i s not
c o n s t r u c t e d on t h e s e a i r - r i g h t s , i t s u l t i m a t e development a p p e a l to the p r i v a t e i n v e s t o r i s l i m i t e d by the
c o s t of the a i r - r i g h t s and l i m i t e d b u i l d i n g h e i g h t t h a t
can be a c h i e v e d . The removal of t h i s t r a c k a r e a would
g r e a t l y i n c r e a s e the market p o t e n t i a l by r e d u c i n g the
c o s t s of c o n s t r u c t i o n and i n c r e a s i n g the b u l k of f a c i l i t i e s t h a t can be p r o v i d e d . The u l t i m a t e u t i l i z a t i o n of
t h i s s i t e should p r o v i d e a b a l a n c e between p r i v a t e l y cons t r u c t e d o f f i c e b u i l d i n g s f o r f e d e r a l u s e s , employment
c e n t e r s and community type f a c i l i t i e s such as low to
moderate income housing.
C o a l Yards Area
Area: T h i s a r e a i n c l u d e s the c o a l y a r d s s i t e , the s i t e
to the n o r t h of i t p r e s e n t l y occupied by the Department
of Highways, and the t r a c k a r e a to the e a s t , i n c l u d i n g
the s i t e now occupied by the U l i n e Coliseum. The t o t a l
a r e a i s 28.3 a c r e s .
60
�A c c e s s : T h i s s i t e has good a c c e s s from New York and
F l o r i d a Avenues and from 1 s t S t r e e t on the west and 2nd
S t r e e t on the e a s t , and the l o c a l s t r e e t s i n between. I t
a l s o has the p o t e n t i a l of d i r e c t freeway a c c e s s .
Development P o t e n t i a l : These a r e a s a r e a l s o zoned f o r
m a n u f a c t u r i n g and have an F.A.R. of 6 and h e i g h t l i m i t
of 90 f e e t .
A v a i l a b i l i t y : The p o r t i o n of t h i s s i t e to the west o f
the r a i l r o a d t r a c k s which i n c l u d e s the c o a l y a r d s and
the Department of Highways s t o r a g e a r e a i s c u r r e n t l y
a v a i l a b l e f o r development. The a r e a to the e a s t would
become a v a i l a b l e as soon as a new arena f a c i l i t y has been
c o n s t r u c t e d , or i n 1976.
Economic P o t e n t i a l :
I f t h i s a r e a i s not used f o r t r a n s p o r t a t i o n t e r m i n a l f a c i l i t i e s , i t would have a p o t e n t i a l
r a n g i n g from a major new in-town employment c e n t e r to an
i n s t i t u t i o n a l type use.
H S t r e e t Overpass
The g e n e s i s of the two development a l t e r n a t i v e s c o n s i d e r e d
here i s the l o c a t i o n of the r a i l and bus t r a n s p o r t a t i o n
f a c i l i t i e s a t Union S t a t i o n . Although these two a l t e r n a t i v e s may d i f f e r i n t h e i r f i n a l s t a g e , they both i n c l u d e
i n i t i a l l y , the development of the r a i l r o a d t r a c k a r e a
immediately n o r t h of Union S t a t i o n i n accordance w i t h
the Washington T e r m i n a l Company's p l a n w i t h one e x c e p t i o n .
The e x c e p t i o n i s t h a t they do not i n c l u d e the H S t r e e t
overpass as a means of p r o v i d i n g a c c e s s to the n o r t h end
of the t e r m i n a l f a c i l i t i e s .
One a l t e r n a t i v e proposes
r e p l a c i n g t h i s H S t r e e t a c c e s s w i t h ramps e x t e n d i n g down
from K S t r e e t along the t r a c k r i g h t - o f - w a y . The o t h e r
p r o v i d e s a d d i t i o n a l a c c e s s to the p a r k i n g f a c i l i t i e s by
i n t e r n a l ramps p e n e t r a t i n g through the t r a c k l a y e r to
1st or H S t r e e t s a t grade.
The f a c t t h a t the H S t r e e t overpass i s not recommended
here r e q u i r e s e x p l a n a t i o n . The f o l l o w i n g , t h e r e f o r e , i s a
l i s t of drawbacks which l e d to the e x c l u s i o n of the overpass
plan:
61
�From a t r a f f i c s t a n d p o i n t the o v e r p a s s has c e r t a i n
c o n g e s t i o n prone elements which w i l l i n t e r f e r e w i t h
i t s normal e a s t / w e s t a r t e r i a l o p e r a t i o n s .
A detailed
d i s c u s s i o n of t h i s p l a n i n terms of t r a f f i c a s s i g n ments i s i n c l u d e d l a t e r i n the t r a f f i c a n a l y s i s
section.
I n summary, the major c o n f l i c t a r i s e s from the number
of d r o p - o f f s and t u r n i n g movements t h a t H S t r e e t must
perform when e l e v a t e d above the t r a c k s to s e r v i c e the
V i s i t o r C e n t e r p a r k i n g , the r a i l r o a d s t a t i o n , a l l i n coming buses to the t e r m i n a l and d r o p - o f f to the arena
i f the l a t t e r i s i n c l u d e d .
For those p r o p e r t i e s f r o n t i n g on H S t r e e t between
North C a p i t o l on the west and 3rd S t r e e t on the e a s t ,
the H S t r e e t o v e r p a s s has s e r i o u s impacts. These
ramps would deny normal on-grade a c c e s s to those e x i s t i n g b u i l d i n g s which f r o n t on the e l e v a t e d p o r t i o n .
On the north s i d e of H S t r e e t between North C a p i t o l
and 1 s t , the b u i l d i n g s a f f e c t e d are t h r e e new s t r u c t u r e s , the N a t i o n a l S a v i n g s and T r u s t Company, Quinn
P a t e n t Drawing S e r v i c e , I n c . , and the N o r t h e a s t
C a p i t o l Auto Wash, I n c . , as w e l l as two v a c a n t p a r c e l s
w i t h 156 f o o t f r o n t a g e and one p a r c e l l e a s e d to the
Ken Jones C o r p o r a t i o n w i t h a 40 f o o t f r o n t a g e .
As
these b u i l d i n g s and p a r c e l s f a l l w i t h i n the N o r t h e a s t I
Urban Renewal a r e a t h e r e a r e l e g a l as w e l l as the c o s t
problems of a c q u i s i t i o n i n v o l v e d .
L e g a l l y unencumbered
a c c e s s to H S t r e e t i s p a r t of RLA's d i s p o s i t i o n of
these Northeast I p r o p e r t i e s .
I f the H S t r e e t a c c e s s
i s removed, then a c c o r d i n g to S e c t i o n 12 of the Redevelopment A c t , the consent of a l l the d e v e l o p e r s
must be o b t a i n e d .
On the o p p o s i t e s i d e of H S t r e e t to the s o u t h , the
problem i s not so s e r i o u s as t h e r e a r e no new s t r u c t u r e s i n v o l v e d and the t o t a l p a r c e l a r e a has o n l y been
committed to p o s t o f f i c e e x p a n s i o n . T h e r e f o r e , the
m o t o r c y c l e shop and the l i q u o r s t o r e now l o c a t e d
t h e r e are not permanent t e n a n t s and w i l l be r e l o c a t e d
i n the f u t u r e i n any case.
62
�H STREET
LOOKING
EAST FROM
NO. CAPITOL
�On the e a s t s i d e of the r a i l r o a d t r a c k s n o r t h of H
S t r e e t , the L i t t l e S i s t e r s of the Poor Nuring Home
i s a l r e a d y e l e v a t e d above e x i s t i n g H S t r e e t grade
and t h e r e f o r e , probably would not be a d v e r s e l y
a f f e c t e d by the change i n l e v e l proposed. However,
on the south s i d e , t h e r e are 14 row houses and one
gas s t a t i o n between 2nd and 3rd S t r e e t s N.E.
that
w i l l be denied a c c e s s of the o v e r p a s s . These f a m i l i e s
and the commercial t e n a n t w i l l have to be r e l o c a t e d i f
the o v e r p a s s i s c o n s t r u c t e d .
The e l e v a t i o n of H S t r e e t has grade problems on the
west. C u r r e n t p l a n s i n d i c a t e a t o t a l l e n g t h of ramp
run of a p p r o x i m a t e l y 650 f e e t a t 7.3% grade to a c h i e v e
a t o t a l r i s e of 48 f e e t . T h i s r i s e of 7.3% exceeds
the maximum 7% recommended by the D i s t r i c t Department
of Highways. The a e r i a l photograph shown i n F i g u r e 6
i l l u s t r a t e s the e x i s t i n g grade change between H S t r e e t
and the t r a c k s above.
The e l e v a t i o n of H S t r e e t demands a s o p h i s t i c a t e d eng i n e e r i n g and c o n s t r u c t i o n s o l u t i o n which would make
i t much more c o s t l y than the remodeling of the underpass .
The o v e r p a s s would deny the H S t r e e t i t s unencumbered
a r t e r i a l c o n n e c t i o n s to the community on the west.
In
o t h e r words, through t r a f f i c on H S t r e e t , i f e l e v a t e d ,
would f i n d i t s e l f entangled i n the s p e c i a l purpose
d r o p - o f f p l a z a proposed above the r a i l r o a d t r a c k s .
Moreover, the o v e r p a s s would i n c r e a s e t r a f f i c volumes
on H S t r e e t to the e a s t and c o n f l i c t w i t h the l o c a l
s t a t u s which the H S t r e e t community has a s s i g n e d to
this arterial.
Development A l t e r n a t i v e s
On the f o l l o w i n g pages, two Study Area development
a l t e r n a t i v e s are i l l u s t r a t e d based on the c u r r e n t p l a n s
f o r l o c a t i o n of the V i s i t o r C e n t e r p a r k i n g and t r a n s portation terminals.
One of these a l t e r n a t i v e s
64
�l o c a t e s t h e arena over the t r a c k zone n o r t h o f H S t r e e t
i n the i n i t i a l s t a g e ; the o t h e r p l a c e s t h e arena on the
b l o c k now occupied by the Government P r i n t i n g O f f i c e .
The u l t i m a t e p l a n s f o r each of t h e s e a l t e r n a t i v e s i l l u s t r a t e s how each o f these i n i t i a l s t a g e p l a n s might a f f e c t
the development of the Study Area i n the f u t u r e .
The fundamental d i f f e r e n c e between these a l t e r n a t i v e s c a n
be viewed from two l e v e l s . One i s t h e i n i t i a l o r immediate
development i m p l i c a t i o n s i n the s e l e c t i o n o f the arena s i t e .
I f the arena i s c o n s t r u c t e d on the p r e s e n t l y a v a i l a b l e
t r a c k a i r - r i g h t s , t h e a s s o c i a t e d problems o f abnormal cons t r u c t i o n c o s t s , f e a s i b i l i t y w i t h i n the h e i g h t l i m i t ; r e l a t i o n s h i p t o s u r r o u n d i n g development, and a c c e s s must be
thoroughly answered. S i m i l a r l y , i f t h e arena i s t o be
l o c a t e d on the Government P r i n t i n g O f f i c e b l o c k o t h e r
q u e s t i o n s must be answered such a s , how c a n the arena cons t r u c t i o n be scheduled w i t h the G.P.O. r e l o c a t i o n , p e d e s t r i a n
and v e h i c u l a r a c c e s s , land a r e a a v a i l a b l e f o r p r i v a t e i n vestment, e t c . These q u e s t i o n s , the m a j o r i t y of which a r e
beyond the scope o f t h i s s t u d y , form what i s commonly termed
a f e a s i b i l i t y a n a l y s i s o f two a l t e r n a t i v e s i t e s .
The o t h e r l e v e l o f comparison between these two a l t e r n a t i v e s
i n v o l v e s a c o n s i d e r a t i o n of long range p l a n n i n g o b j e c t i v e s .
I n t h i s r e g a r d , A l t e r n a t i v e A, o r t h e l o c a t i o n o f the arena
over the r a i l r o a d t r a c k s assumes t h a t the e x i s t i n g e l e v a t e d
t r a c k r i g h t - o f - w a y w i l l c o n t i n u e t o be almost f u l l y u t i l i z e d
i n the f u t u r e , and any development w i l l be a i r - r i g h t s and
l i m i t e d by e x i s t i n g p h y s i c a l c o n s t r a i n t s . T h i s type o f
development i n the i n i t i a l s t a g e i s s h o r t range, and assumes
no f u t u r e t r a c k a r e a development t o be p o s s i b l e n o r t h o f
K S t r e e t . A l t e r n a t i v e B ( a r e n a on the G.P.O. b l o c k ) , i n
c o n t r a s t does n o t propose any i n i t i a l c o n s t r u c t i o n over
the t r a c k a r e a n o r t h o f H S t r e e t and l e a v e s open the o p t i o n s
f o r f u t u r e development when i t i s f o r e c a s t t h a t t e r m i n a l
p l a t f o r m r e q u i r e m e n t s w i l l be 12 t r a c k s o r a q u a r t e r o f
what they are today. At t h i s p o i n t the r a i l r o a d s may f i n d
i t i n t h e i r own i n t e r e s t t o r e l o c a t e t h e i r t e r m i n a l
f a c i l i t i e s t o the New York Avenue a r e a and develop t h e
65
�t r a c k a r e a f r e e d as i l l u s t r a t e d i n the u l t i m a t e p l a n f o r
t h i s a l t e r n a t i v e . I n o t h e r words, t h i s A l t e r n a t i v e B i s
based on the premise t h a t the t r a c k a r e a should not be
developed u n t i l f u t u r e t r a c k needs can be adequately a s s e s s e d
and the e n t i r e a r e a i n c o r p o r a t e d i n t o one Master P l a n .
Alternative A
H S t r e e t Arena on the R a i l r o a d
F i r s t Stage Completion (1976)
Air-Rights
T h i s a l t e r n a t i v e assumes as a f i r s t s t a g e , the development
of a r e g i o n a l arena f a c i l i t y as proposed i n the T e r m i n a l
Company's p l a n .
T h e i r p l a n i n d i c a t e d the l o c a t i o n of the
arena as an a i r - r i g h t s f a c i l i t y over the t r a c k s between
H and K S t r e e t s , forming the n o r t h f a c e of a p l a z a bounded
on the south s i d e by the V i s i t o r C e n t e r p a r k i n g and t r a n s portation terminal f a c i l i t i e s .
I n t h i s p l a n , the w a i t i n g
room and concourse f o r the r a i l and bus t e r m i n a l s i s p l a c e d
between V i s i t o r C e n t e r p a r k i n g s t r u c t u r e s , opening up an
e l e v a t e d p e d e s t r i a n a x i s between Union S t a t i o n i t s e l f and
the arena to the n o r t h .
F i g u r e 7 i l l u s t r a t e s t h i s f i r s t s t a g e p l a n which only
d i f f e r s from the r a i l r o a d p l a n i n one a s p e c t .
This aspect
i s improved v e h i c u l a r c i r c u l a t i o n and d r o p - o f f by r e p l a c i n g
the H S t r e e t o v e r p a s s w i t h a continuous e l e v a t e d roadway
c o n t a i n e d w i t h i n the a i r - r i g h t s development along i t s e a s t
and west b o u n d a r i e s . Access to t h i s e l e v a t e d roadway
couple from the a r t e r i a l s t r e e t system i s by means of ramps
up from K S t r e e t on the north and ramps down onto Union
S t a t i o n P l a z a to the s o u t h . T h i s road s t r u c t u r e p r o v i d e s
f o r a v e h i c u l a r d r o p - o f f between the arena and the back
s i t e of the V i s i t o r p a r k i n g and t r a n s p o r t a t i o n c e n t e r .
It
improves the a c c e s s to the p a r k i n g f a c i l i t i e s themselves
by i n c r e a s i n g the number of e n t r a n c e s and e x i t s t h a t can
be obtained and reduces the loan on the V i s i t o r C e n t e r
d r o p - o f f on the n o r t h s i d e of Union S t a t i o n . The e n t r a n c e
to the bus t e r m i n a l would not be by means of t h i s e l e v a t e d
roadway but a s e p a r a t e ramp a c c e s s o f f H S t r e e t j u s t west
of the i n t e r s e c t i o n of 2nd S t r e e t .
66
�ALTERNATIVE A
STAGE 1
�>—\
T h i s a l t e r n a t i v e t h e r e f o r e , assumes a r e c o n s t r u c t e d H
S t r e e t t u n n e l and the p r o v i s i o n o f ramps on and o f f t h e
New York Avenue Freeway t o the n o r t h . These freeway
ramps would p a r a l l e l the r a i l r o a d t r a c k s meeting grade
a t M S t r e e t and c o n n e c t i n g i n t o 1st and 2nd S t r e e t s .
U l t i m a t e P l a n (1985) - The u l t i m a t e p l a n o f t h i s a l t e r n a t i v e i l l u s t r a t e d i n F i g u r e 8 i n d i c a t e s a development
to the west and an i s o l a t e d development i n the c o a l y a r d s
area.
The development t o the west i n c l u d e s t h a t a r e a
south o f H S t r e e t between the r a i l r o a d t r a c k s and t h e
C e n t e r Leg.
The prime p a r c e l i n t h i s package i s the development o f the G.P.O. b l o c k as a p r i v a t e i n v e s t m e n t
p a r c e l c o n t a i n i n g 600 p r i v a t e apartment u n i t s , a h o t e l
of 500 rooms, 1,200,000 square f e e t o f o f f i c e space, some
of which could be l e a s e d f o r F e d e r a l occupancy, and 50,000
square f e e t o f r e t a i l f a c i l i t i e s .
Across North C a p i t o l S t r e e t on the p a r c e l n o r t h o f t h e
Post O f f i c e , a combined development o f 600,000 square
f e e t o f o f f i c e space w i t h the post o f f i c e expansion f a c i l i t i e s i s proposed. A p e d e s t r i a n m a l l under North C a p i t o l
S t r e e t w i l l connect the commercial development on t h e
G.P.O. b l o c k w i t h t h e t r a n s i t stop and V i s i t o r C e n t e r a t
Union S t a t i o n .
The o t h e r a s p e c t o f t h i s second s t a g e p l a n i s the n o r t h e r n
development i n the a r e a between M S t r e e t and t h e i n t e r s e c t i o n of F l o r i d a and New York Avenues. T h i s s i t e has
the p o t e n t i a l f o r an employment c e n t e r o r i n s t i t u t i o n a l
development. The f i n a l s e l e c t i o n o f u s e s w i l l depend on
the u l t i m a t e land u s e program s e l e c t e d f o r the New York
Avenue C o r r i d o r .
Alternative B
North C a p i t o l S t r e e t Arena on the G.P.O. B l o c k
F i r s t Stage Completion (1978)
T h i s a l t e r n a t i v e assumes a s a f i r s t s t a g e the V i s i t o r /
T r a n s p o r t a t i o n C e n t e r development a t Union S t a t i o n ,
�ALTERNATIVE A
ULTIMATE PLAN
1985
ARENA ON R.R.
AIR. RIGHTS
8
�i n t e r c o n n e c t e d w i t h an arena and h o t e l complex on t h e
G.P.O. b l o c k by an underground p e d e s t r i a n m a l l .
(Figure 9 ) . T h i s f i r s t stage t h e r e f o r e , concentrates
the development on an e a s t - w e s t a x i s south o f H S t r e e t
and depends on the l o c a l s t r e e t system f o r a c c e s s .
While the b a s i c elements o f the V i s i t o r / T r a n s p o r t a t i o n
C e n t e r d e s i g n remain unchanged, i t s a c c e s s h a s been v a r i e d .
T h i s scheme proposes t h a t the a c c e s s ramps from Union
S t a t i o n P l a z a t o the p a r k i n g and t e r m i n a l f a c i l i t i e s be
augmented by s p i r a l ramps a t the c e n t e r o f t h e
garages c o n n e c t i n g i n t o 1 s t S t r e e t on the west and 2nd
S t r e e t on the e a s t . Access to the bus t e r m i n a l would be
from H S t r e e t as i n the case o f the p r e v i o u s a l t e r n a t i v e .
The l o c a t i o n o f the a r e n a on the G.P.O. b l o c k w i l l p r o v i d e
an urban s e t t i n g o f high q u a l i t y f o r t h i s memorial f a c i l i t y
and an on-grade c o n n e c t i o n w i t h the r e s t o f the c i t y . A l though the p r i m a r y e n t r a n c e w i l l be from North C a p i t o l
S t r e e t , secondary e n t r a n c e s from H S t r e e t and Massachusetts
Avenue have been i n d i c a t e d . The remainder o f the p a r c e l i s
proposed t o c o n t a i n 800 h o t e l rooms, 600,000 square f e e t
of commercial o f f i c e space and 100,000 square f e e t o f r e t a i l f a c i l i t i e s grouped around an a r e n a p l a z a opening t o
the west.
T h i s f i r s t s t a g e a l s o i n d i c a t e s s e v e r a l new s t r u c t u r e s f o r
housing and o f f i c e s f r a m i n g Union S t a t i o n P l a z a on t h e
e a s t , and thereby up-grading the e n v i r o n m e n t a l s e t t i n g
f o r the V i s i t o r C e n t e r .
U l t i m a t e P l a n (1985) - The u l t i m a t e p l a n f o r t h i s a l t e r n a t i v e ( s e e F i g u r e TO) proposes t h e f u t u r e r e l o c a t i o n o f
the r a i l r o a d t e r m i n a l t o New York Avenue i n c o n j u n c t i o n
w i t h a VTOL f a c i l i t y .
Once t h e t e r m i n a l has been r e l o c a t e d , t r a c k s removed, and the Metro r e l o c a t e d below
grade, then the former r a i l r o a d r i g h t - o f - w a y can be developed f o r combined o f f i c e s , employment c e n t e r s and
housing u s e s .
70
�ALTERNATIVE B
STAGE 1
�F i g u r e 10 i n d i c a t e s two a l t e r n a t i v e l o c a t i o n s f o r the
new combined r a i l and VTOL t r a n s p o r t a t i o n f a c i l i t y .
One
i s south of t h e i n t e r s e c t i o n of New York and F l o r i d a
Avenues, t h e o t h e r n o r t h o f New York Avenue i n the r a i l road Wye Zone. The u l t i m a t e s e l e c t i o n between these two
s i t e s would n a t u r a l l y depend on the r a i l r o a d ' s a s s e s s ment o f t h e p o t e n t i a l s of each. Moreover, i f the r a i l road should decide t o keep i t s f a c i l i t i e s a t Union S t a t i o n ,
then only a s m a l l f r a c t i o n of the development p o t e n t i a l i n d i c a t e d here could be r e a l i z e d .
Economic E v a l u a t i o n o f
Design A l t e r n a t i v e s
The e v a l u a t i o n o f the two a l t e r n a t i v e p l a n s has two e l e ments. The f i r s t i s t o a s s e s s the impact o f e i t h e r a l t e r n a t i v e on the community, the market generated p o t e n t i a l s ,
and the f u n c t i o n i n g of the V i s i t o r / T r a n s p o r t a t i o n C e n t e r
elements. The second i s t o p o i n t out the important d i f f e r ences between the two p l a n s .
To s e t the framework f o r
t h i s d i s c u s s i o n we have a p p l i e d the e v a l u a t i v e model,
which was developed i n the Phase 1 r e p o r t s , t o t h e p r e s e n t
plans.
T h i s model c o n s i d e r s the s u i t a b i l i t y of the p l a n
f o r each proposed use by e v a l u a t i n g t h e v a r i o u s components
of market demand:
1.
Demand independent of any V i s i t o r / T r a n s p o r t a t i o n
C e n t e r development.
2.
The V i s i t o r
3.
The v a r i o u s combinations of t r a n s p o r t a t i o n elements.
4.
The presence o f arena and c o n v e n t i o n f a c i l i t y .
5.
The p r o v i s i o n or u s u r p a t i o n
Center.
of appropriate
sites.
The t a b l e , on the f o l l o w i n g page, summarizes the r e s u l t s
of t h e a p p l i c a t i o n o f t h i s model t o t h e p r e s e n t a l t e r n a tives.
F o r those market u s e s which can and have been
q u a n t i f i e d , the " r a t i n g " r e p r e s e n t s t h e p e r c e n t of the
t o t a l f o r e c a s t demand which can be c a p t u r e d w i t h i n the
Study Area i f the a l t e r n a t i v e were t o be implemented.
72
�ALTERNATIVE B
ULTIMATE PLAN
1985
ARENA ON
G.P.O. BLOCK
6
B
o
p
<Z«J
QCUJS
ho5
10
�For non-market-generated u s e s or those f o r which the
maximum l e v e l cannot be f o r e c a s t e d , the r a t i n g r e p r e s e n t s
a r e l a t i v e r a n k i n g o f t h e two a l t e r n a t i v e s . T h i s r a t i n g
should be e v a l u a t e d a g a i n s t a 100 p e r c e n t maximum which
would be a v a i l a b l e i f a h y p o t h e t i c a l a l t e r n a t i v e were
designed t o maximize each p a r t i c u l a r v a r i a b l e .
Plan A
Private Offices
Public Offices
P r i v a t e Apartments
S u b s i d i z e d Apartments
Hotels
Arena
Industrial
B l u e C o l l a r Employment
Plan B
100
100
80
30
90
80
80
95
90
90
80
50
90
100
100
95
I m p l i c i t i n t h i s t a b l e i s the f a c t t h a t both p l a n s r a n k
high i n t h e i r economic impact on t h e community; however,
t h e r e a r e s i g n i f i c a n t d i f f e r e n c e s between them. The
r e l a t i v e l y low r a t i n g g i v e n t o s u b s i d i z e d housing i s a
r e s u l t of t h e a l l o c a t i o n o f the r a i l p r o p e r t i e s (assuming
e i t h e r a i r - r i g h t s or e v e n t u a l removal) f o r predominantly
i n d u s t r i a l and employment u s e s . The r a t i n g does not imply
t h a t the p l a n s a r e i n i m i c a l t o t h e p r o v i s i o n o f housing
i n o t h e r l o c a t i o n s o r t h a t housing c o u l d not be accommodated on the t r a c t s now i d e n t i f i e d as i n d u s t r i a l .
Because the b a s i c d i f f e r e n c e between the p l a n s i s t h e
l o c a t i o n o f t h e a r e n a and the i m p l i c a t i o n s t h e r e o f , the
d i s c u s s i o n below w i l l s t a r t w i t h t h i s important element.
Arena - The a r e n a w i l l be a key element i n t h e e f f e c t u a t i o n
of the p l a n because, as a p u b l i c f a c i l i t y , i t c a n s e t the
pace o f development and be c a t a l y s t f o r p r i v a t e i n v e s t m e n t
i n the a r e a .
F o r t h i s r e a s o n i t i s i m p o r t a n t t h a t i t be
p r o p e r l y c o n c e i v e d and t h a t i t be a r e a l i s t i c p r o p o s a l .
74
�I n P l a n A the arena i s b u i l t on a i r - r i g h t s over the t r a c k s
behind the V i s i t o r C e n t e r garage; i n P l a n B i t i s p l a c e d
on the G.P.O. s i t e as the nucleus of a h o t e l - o f f i c e comp l e x . Aside from the p l a n n i n g c o n s i d e r a t i o n s d i s c u s s e d
e l s e w h e r e i n t h i s s e c t i o n , the lower r a t i n g a s s i g n e d to
Plan A r e f l e c t s :
1.
The c o s t of the arena on a i r - r i g h t s as opposed
to g r o u n d - l e v e l , and
2.
The s u i t a b i l i t y of the Massachusetts Avenue
s i t e i n p r o v i d i n g a proper "monumental" s e t t i n g
f o r the arena.
The c o s t f a c t o r cannot be overemphasized. A i r - r i g h t s cons t r u c t i o n i s complex and the problems a s s o c i a t e d w i t h r a i l
road c l e a r a n c e s and m a i n t a i n i n g o p e r a t i n g s e r v i c e w i l l
f u r t h e r e s c a l a t e c o s t s . Any e s t i m a t e s of c o s t s a t t h i s
time would be o n l y i l l u s t r a t i v e , but i t i s obvious t h a t
the p u b l i c r e s o u r c e s a v a i l a b l e f o r the implementation of
t h i s p l a n must be j u d i c i o u s l y used.
The use of a l a r g e s e c t o r of the t r a c k a r e a f o r the arena
would a l s o u s u r p t h i s land f o r l a t e r use i n the event the
t r a c k s are e v e n t u a l l y removed — as i s c a l l e d f o r i n P l a n
B. P l a n B e n v i s i o n s an employment and housing complex
which would u n i t e the nearby r e s i d e n t i a l a r e a s to d i m i n i s h
the economic and s o c i a l i s o l a t i o n which p r e s e n t l y e x i s t s .
On the other hand, any d i r e c t economic b e n e f i t to the H
S t r e e t N.E. commercial complex w i l l depend upon a design
and p h y s i c a l l i n k a g e w i t h the V i s i t o r / T r a n s p o r t a t i o n Cente
complex; the presence of the arena could c r e a t e t h i s .
Offices potential
therefore
the arena
Both p l a n s p r o v i d e o f f i c e s i t e s w i t h i n the high
a r e a i d e n t i f i e d i n the p r e v i o u s r e p o r t s and
can c a p t u r e n e a r l y a l l of the f o r e c a s t s . But
i n the middle of the prime a r e a w i l l n a t u r a l l y
75
�usurp some land and may l i m i t the o f f i c e market somewhat,
hence, the lower r a t i n g f o r P l a n B. P l a n B should t h e r e f o r e , not a n t i c i p a t e a development of more than about
1,700,000 square f e e t of the maximum market p o t e n t i a l .
Apartments - Both p l a n s c a l l f o r the type of h i g h - d e n s i t y
uses which w i l l encourage the p r i v a t e apartment market
but n e i t h e r has i n c l u d e d apartments as a p a r t of major
development packages.
T h e r e f o r e , o n l y s m a l l s i t e s below
Massachusetts Avenue w i l l be a v a i l a b l e and i t i s e s t i m a t e d
t h a t o n l y 80 p e r c e n t of 480 u n i t s would be b u i l t i n the
Study Area.
S u b s i d i z e d housing can be marketed throughout the Study
Area where the immediate environment i s s u i t a b l e and approp r i a t e community s e r v i c e s a r e p r o v i d e d . P l a n B, however,
p r o v i d e s more s i t e s through the use of the r a i l r o a d r i g h t of-way and thereby e a r n s a h i g h e r r a t i n g .
H o t e l s - Both p l a n s p r o v i d e a major development s i t e near
or a d j a c e n t to the V i s i t o r C e n t e r which w i l l be the prime
g e n e r a t o r of h o t e l demand. However, the maximum p o t e n t i a l
f o r h o t e l s was based upon the presence of a major c o n v e n t i o n
f a c i l i t y which i s not i n c l u d e d i n e i t h e r a l t e r n a t i v e .
T h e r e f o r e , o n l y 2,000 of the maximum f o r e c a s t room demand
of 2,200 w i l l be a v a i l a b l e to the Study Area.
Furthermore,
w i t h 1,050 rooms a l r e a d y accounted f o r i n the Q u a l i t y Motel
and the proposed H o l i d a y I n n , t h i s element of the Study
Area's development i s being r e a l i z e d .
I n d u s t r i a l - Both p l a n s p r o v i d e f o r i n d u s t r i a l growth by
t y i n g i n the N o r t h e a s t I a r e a , the B&O c o a l y a r d s and the
r a i l r o a d r i g h t - o f - w a y w i t h the p r i n c i p a l a c c e s s roads to
the n o r t h e a s t which i s now the c e n t e r of Washington's i n dustrial activity.
T h i s p r o v i d e s the land and t r a n s p o r t a t i o n r e s o u r c e s to be matched w i t h the e f f o r t s of the
Mayor's Economic Development Committee, Model C i t i e s and
o t h e r o r g a n i z a t i o n s to improve the i n n e r - c i t y j o b s u p p l y
and the c i t y ' s t a x base. The presence of the a r e n a over
76
�the t r a c k s i n P l a n A would somewhat reduce the s i t e s
u l t i m a t e l y a v a i l a b l e f o r i n d u s t r y so a lower r a t i n g i s
a s s i g n e d to t h a t p l a n .
B l u e C o l l a r Type Jobs - One of the most s i g n i f i c a n t
b e n e f i t s to the i n n e r - c i t y of t h i s a r e a development p l a n
i s the o p p o r t u n i t y p r o v i d e d f o r employment. Both p l a n s
r e t a i n the Post O f f i c e — the l a r g e s t employer —
and
p r o v i d e f o r a r e l o c a t e d and expanded G.P.O. on the Harmony
Cemetery s i t e .
T h i s c o n c e n t r a t i o n of j o b s w i l l be s u p p l e mented by 4,000 blue c o l l a r or c l e r i c a l j o b s i n the new
i n d u s t r i e s o f f i c e s , and i n h o t e l s . I t i s e s t i m a t e d t h a t
under e i t h e r p l a n the number of j o b s i n the Study Area
which would be g e n e r a l l y a v a i l a b l e to i n n e r - c i t y r e s i d e n t s
would be about 8,500 and the t o t a l Study Area employment
would be 32,000.
Although each a l t e r n a t i v e has about the same number of
j o b s , t h e r e i s some d i f f e r e n c e i n c h a r a c t e r . C o n s i s t e n t
w i t h the " r a t i n g s " a s s i g n e d to each employment type,
P l a n A would have a h i g h e r s h a r e of o f f i c e workers whereas
P l a n B would o f f s e t the reduced o f f i c e employment w i t h
additional industrial opportunities.
Summary
T h i s a n a l y s i s d i s c u s s e s the a l t e r n a t i v e s as p r e s e n t l y proposed and has not c o n s i d e r e d the a d d i t i o n a l impact of a
major i n s t i t u t i o n a l use or government f a c i l i t y .
I f these
uses were developed i n the Study Area they would most
d i r e c t l y a f f e c t the i n d u s t r i a l p o t e n t i a l s d e s c r i b e d s i n c e
the c o a l y a r d and t r a c k a g e s i t e s have the most f l e x i b i l i t y
i n the land use p l a n .
I n summary, the f o l l o w i n g c h a r t s k e t c h e s the r e l a t i v e imp a c t of the a l t e r n a t i v e s on the p r i n c i p a l development
i s s u e s . The "X" i n d i c a t e s the a l t e r n a t i v e which i s more
f a v o r a b l e to each i s s u e .
77
�P r i v a t e Market Demands
Cost and s u i t a b i l i t y of arena
Economic S p i n - o f f to H S t . N.E.
F l e x i b i l i t y of f u t u r e use of t r a c k s
Employment of Area R e s i d e n t s
S i t e s f o r Housing
Plan A
X
Plan B
X
X
X
X
X
X
78
�CIRCULATION PLANS
�TRAFFIC ANALYSIS OF ALTERNATIVE CIRCULATION PLANS
The c i r c u l a t i o n and t r a f f i c a n a l y s i s a s s o c i a t e d w i t h the
p r o p o s a l s f o r t h e f u t u r e development of the Study Area
begins w i t h the e s t a b l i s h m e n t o f s e v e r a l c i r c u l a t i o n
p l a n n i n g concepts.
The a p p l i c a t i o n o f these concepts to
the land use development a l t e r n a t i v e s produces a s e r i e s
of c i r c u l a t i o n p l a n s which can be a n a l y z e d i n terms o f
the 1985 t r a v e l demand f o r the l o c a t i o n and a c c e s s t o
the major t r a f f i c g e n e r a t o r s .
I n t h i s s e c t i o n , t h r e e a l t e r n a t i v e s , or c i r c u l a t i o n p l a n s
a r e a n a l y z e d i n terms of a f u l l s e t o f t r a f f i c a s s i g n ments f o r each.
These p l a n s a r e as f o l l o w s :
1.
The c u r r e n t Union S t a t i o n V i s i t o r / T r a n s p o r t a t i o n C e n t e r /
Arena complex p l a n as sponsored by the Washington
T e r m i n a l Company. T h i s p l a n i n c l u d e s t h e p r o p o s a l
of an H S t r e e t overpass s e r v i n g the n o r t h e r n end of
the t e r m i n a l and p a r k i n g f a c i l i t i e s .
Also included
i s a New York Avenue VTOL f a c i l i t y suggested as the
n o r t h e r n node of the 1985 t r a n s p o r t a t i o n c e n t e r by
the N a t i o n a l C a p i t a l P l a n n i n g Commission.
2.
A m o d i f i c a t i o n of t h e a c c e s s p o r t i o n s o f the Washington
T e r m i n a l Company's p l a n r e p l a c i n g the H S t r e e t overpass
w i t h ramps p a r a l l e l i n g t h e t r a c k a r e a on t h e e a s t and
west from K S t r e e t t o Union S t a t i o n P l a z a . The o t h e r
elements remain unchanged. T h i s p l a n i s based on
A l t e r n a t i v e A of t h e land use development p l a n s .
3.
The c i r c u l a t i o n p l a n a s s o c i a t e d w i t h A l t e r n a t i v e B
of t h e land use p l a n s . T h i s p l a n i n t h e u l t i m a t e
s t a g e s p l i t s the t r a n s p o r t a t i o n f a c i l i t i e s between
Union S t a t i o n and New York Avenue (bus and V i s i t o r
80
�C e n t e r a t Union S t a t i o n ; r a i l and VTOL t e r m i n a l s
a t New York Avenue) and proposes t h e r e l o c a t i o n of
the a r e n a t o the Government P r i n t i n g O f f i c e b l o c k .
A f t e r a l l p l a n s have been a n a l y z e d they a r e compared and
e v a l u a t e d i n terms of a base s e t o f problems t o be r e solved .
T r a f f i c A n a l y s i s of A l t e r n a t i v e
C i r c u l a t i o n Plans
The c i r c u l a t i o n p l a n n i n g concepts have been e s t a b l i s h e d
based on the p r e c e d i n g land use a n a l y s i s and w i t h f u l l
r e c o g n i t i o n of the t r a n s p o r t a t i o n p l a n n i n g o b j e c t i v e s
d i s c u s s e d p r e v i o u s l y . These a r e as f o l l o w s :
- Access t o and from t h e Center Leg and the North
C e n t r a l Freeway should be as d i r e c t and c o n v e n i e n t
as p o s s i b l e u t i l i z i n g minimal l e n g t h s o f s u r f a c e
s t r e e t s f o r the connection.
- Freeway a c c e s s should be from more than one d i r e c t i o n i n order t o d i s t r i b u t e t r a f f i c thereby a v o i d ing c a p a c i t y problems a s s o c i a t e d w i t h t r a f f i c demands .
- Major p a r k i n g f a c i l i t i e s should be l o c a t e d i n o r d e r
to minimize w a l k i n g d i s t a n c e s .
- P a r k i n g must be p r o v i d e d i n a t l e a s t t h r e e major
b u l k s , one f o r the V i s i t o r C e n t e r , one f o r t h e a r e n a
and one f o r the n o r t h e r n s e c t i o n o f t h e t r a n s p o r t a t i o n c e n t e r c o n t a i n i n g the VTOL P o r t .
- K S t r e e t must be m a i n t a i n e d as a major a r t e r i a l
s t r e e t i n t h e Washington S t r e e t System, w h i l e H
S t r e e t should be c o n s i d e r e d as a secondary a r t e r i a l
whose p r i m a r y f u n c t i o n would be to p r o v i d e a c c e s s
to and from t h e c e n t r a l a r e a from t h e r e s i d e n t i a l
neighborhoods l o c a t e d e a s t o f t h e V i s i t o r Center
along H S t r e e t .
81
�- Undue use of l o c a l s t r e e t s or the r e q u i r e d major
r e c i r c u l a t i n g movements on the a r t e r i a l s t r e e t s ,
t h a t i s , Massachusetts Avenue or North C a p i t o l
S t r e e t , i . e . major d r o p - o f f and p i c k - u p c i r c u l a t i o n
elements should be s e p a r a t e from the major a c c e s s
s t r e e t s ; a c c e s s to p a r k i n g should be r e a s o n a b l y
c o n v e n i e n t from the e x i t and/or any d r o p - o f f
facility.
Access to the major p a r k i n g elements
should be c o n v e n i e n t l y p o s s i b l e from the freeway
c o n n e c t o r s to both the C e n t e r Leg Freeway and the
North C e n t r a l Freeway.
a
The implementation of t h e s e c o n d i t i o n s of a c i r c u l a t i o n
concept to a l l t h r e e a l t e r n a t i v e s w i l l r e s u l t i n a loop
s t r e e t system which w i l l encompass the e n t i r e complex between K and Massachusetts Avenue between Second and F i r s t
Streets.
T h i s loop should be s e p a r a t e d from l o c a l n e i g h borhood or a r e a c i r c u l a t i o n s t r e e t s so as to s e p a r a t e to
the e x t e n t p o s s i b l e the two d i f f e r e n t groups of t r a f f i c .
Access to the major p a r k i n g f a c i l i t y a t Union S t a t i o n
must be a v a i l a b l e from the n o r t h and from the s o u t h ,
a c c e s s to the a r e n a p a r k i n g f a c i l i t y should be from the
c i r c u l a t i o n s t r e e t s f l a n k i n g the b u i l d i n g , and a c c e s s to
the p a r k i n g a t the VTOL f a c i l i t y should be a c c e s s i b l e
from New York Avenue and from the freeway ramps a t the
New York Avenue Freeway. I n g e n e r a l , the p a r k i n g supply
r e q u i r e d i s a p p r o x i m a t e l y 8,000 to 10,000 p a r k i n g s p a c e s .
Approximately 3,000 to 5,000 spaces would be needed a t
Union S t a t i o n , 3,000 spaces would be needed a t the a r e n a ,
and l e s s than 1,000 (500 s p a c e s ) spaces would be needed
near the VTOL f a c i l i t y .
The H S t r e e t Overpass
C i r c u l a t i o n Plan
The major t r a f f i c g e n e r a t o r s a s s o c i a t e d w i t h the Union
S t a t i o n V i s i t o r / T r a n s p o r t a t i o n Center p l a n which i n c l u d e s
the H S t r e e t o v e r p a s s p r o p o s a l a r e i l l u s t r a t e d i n F i g u r e 11.
They i n c l u d e the elements of the Washington T e r m i n a l
Company's p l a n ; the Post O f f i c e ; and a New York Avenue
VTOL f a c i l i t y .
Based on these elements and the c i r c u l a t i o n
82
�MAJOR STUDY
AREA ELEMENTS
H STREET
OVERPASS
ALTERNATIVE
<5<S
ecus
11
�concepts noted above a g e n e r a l c i r c u l a t i o n p l a n has been
developed and i s i l l u s t r a t e d i n F i g u r e 12.
The components of the s i t e - g e n e r a t e d t r a f f i c w i l l
the f o l l o w i n g groups:
include
1.
Visitor
patrons
2.
R a i l p a t r o n s and v i s i t o r s
3.
Bus p a s s e n g e r s and v i s i t o r s
4.
A i r - l i m o u s i n e passengers
5.
VTOL passengers and v i s i t o r s
6.
P o s t O f f i c e employees
7.
Post O f f i c e truck
8.
T r a n s p o r t a t i o n and V i s i t o r C e n t e r employees
9.
Arena p a t r o n s and employees
traffic
The a c t i v i t i e s o f these groups, g e n e r a l l y as s t a t e d i n
terms o f the 1985 t r a v e l f o r e c a s t s i n d i c a t e d p r e v i o u s l y ,
w i l l cause an i n c r e a s e i n t r a f f i c on the s t r e e t s i n the
a r e a i n c l u d i n g some o f t h e new elements of t h e c i r c u l a t i o n system proposed f o r t h e s i t e .
I n order t o e v a l u a t e
the consequences o f t h e system, and determine i t t o be
a workable system, t h e o v e r a l l f o r e c a s t s of t r a v e l have
been a n a l y z e d i n d e t a i l to determine peak-hour t r a f f i c
volumes on t h e v a r i o u s elements o f t h e system.
Peak-Hour T r a f f i c
Estimates
Peak-hour t r a f f i c e s t i m a t e s were determine f i r s t based on
an e s t i m a t e o f peak-hour t r a v e l by the v a r i o u s groups
r e p r e s e n t e d i n t h e s i t e p o p u l a t i o n as l i s t e d above. The
r e s u l t s o f t h i s a n a l y s i s i s summarized i n T a b l e
�CIRCULATION
SYSTEM
H STREET
OVERPASS
ALTERNATIVE
WITH N.Y. AVE.
FREEWAY
RAMPS
2
5
H
S
£ P
jowl
<Z<G
ecus
12
�TABLE 3
ESTIMATED 1985 SITE-GENERATED TRAFFIC
Traffic
Group
D a i l y T r a v e l or
Employment
V i s i t o r C e n t e r Autos
V i s i t o r Center T a x i s
V i s i t o r C e n t e r Employees
Autos
R a i l P a t r o n Autos
R a i l Patron Taxis
R a i l & Bus Employees
Autos
Bus P a t r o n Autos
Bus P a t r o n T a x i s
I n t e r - C i t y Buses
A i r Limo P a t r o n
Autos
A i r Limo P a t r o n
Taxis
A i r Limo Buses
VTOL P a t r o n Autos
VTOL P a t r o n T a x i s
VTOL Employees Autos
Post O f f i c e
Autos
Employees
Post O f f i c e T r u c k s
Convention Patron
T a x i and Auto
70,000 v i s i t o r s / d a y
70,000 v i s i t o r s / d a y
500 employees (peak
s h i f t = 300)
15,000 p a s s e n g e r s /
day (two-way)
15,000 p a s s e n g e r s /
day (two-way)
2,600 employees (2000
peak s h i f t )
15,000 p a s s e n g e r s /
day (two-way)
15,000 p a s s e n g e r s /
day (two-way)
30 passengers/bus
10
Peak Accumulation =
100-125 t r u c k s
2,100 persons/day
attendance
Peak
Hr.
Factor
Peak D i rection
Factor
15%
15%
60%
50%
1,320
140
1,920
140
—
Peak Hr. Peak Hr.
Traffic
Traffic
Inbound Outbound
(1)
-
50
200%
60%
115
172
—
21
20%
50%
190
190
43
—
20%
50%
370
370
—
64
200%
75%
472
1,415
—
14
20%
50%
105
155
21
—
20%
60%
145
215
-
20%
60%
80
120
13
18%
50%
125
125
73
-
-
18%
20%
50%
50%
690
90
690
90
-
46
18%
50%
220
220
18%
50%
243
243
-
9,000 p a s s e n g e r s /
day (two-way)
9,000 p a s s e n g e r s /
day (two-way)
20 passengers/bus
9,000 p a s s e n g e r s /
day (two-way)
9,000 p a s s e n g e r s /
day (two-way)
250 employees (peak
s h i f t = 150)
8,400 employees (peak
s h i f t = 3800)
Percent
Auto
87
Mode
Use
Taxi
45
/1
KL)
500
200%
( 1 )
60%
60
85
0
40
133%
( 2 )
60%
775
1, 160
-
-
67%
50
25
40
20
100%
200
420
5,390
7,755
50/100%
TOTAL
( 1 ) Assumes employees l e a v e i n 30 minutes; c a r occupancy 1.75 p e r s o n s / v e h i c l e .
( 2 ) Assumes employees l e a v e i n 45 minutes.
86
�The V i s i t o r Center and a r e n a e s t i m a t e s a r e somewhat
d i f f e r e n t and r e q u i r e more e x p l a n a t i o n . The peak-hour
t r a f f i c volumes to and from the V i s i t o r C e n t e r a r e based
on the f o r e c a s t of h o u r l y movement as a percentage of
the number of d a i l y v i s i t o r s .
T h i s d i s t r i b u t i o n was
e s t i m a t e d by B o o z - A l l e n & Hamilton i n t h e i r V i s i t o r
C e n t e r Report.
The peak-hour s e l e c t e d f o r t h i s purpose was 4:30
P.M.
to 5:30 P.M.
F u r t h e r , the d u r a t i o n of p a r k i n g w i t h i n
the V i s i t o r Center garage a f f e c t s the volume of outbound
traffic.
For the a n a l y s i s we have assumed t h a t the U. S.
Park S e r v i c e Tourmobile w i l l be e f f e c t i v e and 50 p e r c e n t
of the v i s i t o r s w i l l use the s e r v i c e l e a v i n g t h e i r auto
parked i n the garage f o r long p e r i o d s of time, i n e x c e s s
of f o u r hours. The t r a f f i c g e n e r a t i o n f o r the arena was
based on the assumption t h a t the t y p i c a l weekday a c t i v i t y
w i l l be e q u i v a l e n t to 10 p e r c e n t of the maximum s e a t i n g
c a p a c i t y of the a r e n a , or a p p r o x i m a t e l y 2,100 persons.
T h i s i s an attempt to s e l e c t a r e p r e s e n t a t i v e t r a f f i c
demand, r e a l i z i n g t h a t a t c e r t a i n o t h e r p e r i o d s , the a t t e n d ance w i l l be much g r e a t e r . A l s o , t h i s d a i l y t r a f f i c demand should be one a n t i c i p a t e d to c r e a t e t r a f f i c movements d u r i n g the a f t e r n o o n r u s h hour.
A l s o , i n T a b l e 3, the Report No. 2 e s t i m a t e of V i s i t o r
Center patronage of 70,000 persons per day i s used.
This
d i f f e r s from e s t i m a t e s prepared by the c o n s u l t a n t s f o r
the V i s i t o r Center s i n c e they a r e u s i n g a demand of 50,000
persons per day.
Presumably the l a t t e r f i g u r e r e p r e s e n t s
a t a r g e t p o p u l a t i o n upon which the s i z e of s e r v i c e f a c i l i t i e s w i t h i n the V i s i t o r Center a r e being designed.
It is
our f e e l i n g , however, t h a t t h i s may not f o r e s t a l l the
presence of a l a r g e r demand by 1985.
A l s o , we b e l i e v e
t h a t the s i t e p l a n should be t e s t e d f o r the l a r g e r popul a t i o n i n o r d e r to e v a l u a t e i t s impact.
The b u l k of a l l t h e s e a c t i v i t i e s as p r o v i d e d i n T a b l e 3
w i l l generate t r a f f i c volumes i n e x c e s s of 20,000 v e h i c l e s
d u r i n g the peak hour.
87
�U s i n g a r e l a t i v e l y o p t i m i s t i c c a p a c i t y s t a n d a r d of 600
v e h i c l e s per hour per l a n e f o r a s u r f a c e s t r e e t , the
proposed V i s i t o r / T r a n s p o r t a t i o n C e n t e r development would
r e q u i r e 20 l a n e s of pavement f o r the i n and outbound
movement to the s i t e .
These volumes r e p r e s e n t the g r o s s
s i t e t r a f f i c demand and e s t a b l i s h a g e n e r a l g u i d e l i n e
f o r p l a n n i n g i n terms of a t o t a l s i z e of the s t r e e t
system. The e v a l u a t i o n of the c i r c u l a t i o n p l a n , however,
r e q u i r e s a s t r e e t - b y - s t r e e t a n a l y s i s and i s accomplished
v i a a t r a f f i c assignment. The assignment has been based
on two f a c t o r s : one, the d i r e c t i o n a l d i s t r i b u t i o n of
site-traffic
to and from the c i t y and r e g i o n ,
and two, the r o u t i n g of s i t e - t r a f f i c through the c i r c u l a t i o n system between the e x t e r n a l a c c e s s s t r e e t s and s i t e l o a d i n g p o i n t s ( p a r k i n g and l o a d i n g s p a c e ) . The r o u t i n g
i s accomplished by a r a t i o n a l method i n which t r a f f i c i s
assumed to f l o w i n the most c o n v e n i e n t p a t t e r n .
Each
t r a f f i c group was r a t e d i n d e p e n d e n t l y i n t h i s m a t t e r .
The d i r e c t i o n a l d i s t r i b u t i o n was based on the f o l l o w i n g
factors:
( 1 ) p o p u l a t i o n d i s t r i b u t i o n i n the Washington
r e g i o n ; ( 2 ) d i s t r i b u t i o n of h o t e l rooms i n the c i t y ; ( 3 )
d i s t r i b u t i o n of l o c a l t r i p ends f o r r a i l , bus and a i r
t r a v e l p a t r o n s ; ( 4 ) f o r e c a s t of f u t u r e r a i l , bus and a i r
t r a v e l t r i p ends as r e p o r t e d i n Report No. 2, T a b l e 9.
The i n d i v i d u a l t r a f f i c groups were d i s t r i b u t e d to the ext e r n a l a c c e s s p o i n t s l o c a t e d a t the edge of the Study Area.
These p o i n t s were as f o l l o w s :
1.
New
York Avenue; west of North C a p i t o l S t r e e t .
2.
North C a p i t o l S t r e e t ; n o r t h of New
3.
F l o r i d a Avenue; n o r t h of New
4.
New
York Avenue Freeway; to and from s o u t h .
5.
New
York Avenue Freeway; to and from n o r t h .
6.
New
York Avenue; e a s t of F l o r i d a Avenue.
York Avenue.
York Avenue.
88
�H STREET
OVERPASS
ALTERNATIVE
1985 SITE
GENERATED
TRAFFIC
�7.
F l o r i d a Avenue; s o u t h from M S t r e e t .
8.
K S t r e e t ; e a s t of T h i r d
Street.
9.
H S t r e e t ; e a s t of T h i r d
Street.
10.
M a s s a c h u s e t t s Avenue; e a s t of T h i r d
Street.
11.
E
12.
North C a p i t o l
13.
M a s s a c h u s e t t s Avenue; west of North C a p i t o l
14.
H S t r e e t ; west of North C a p i t o l
Street.
15.
K S t r e e t ; west of North C a p i t o l
Street.
S t r e e t ; west of M a s s a c h u s e t t s Avenue.
S t r e e t ; s o u t h of M a s s a c h u s e t t s Avenue.
Street.
The d i s t r i b u t i o n of t r a f f i c volume groups to each of t h e s e
p o i n t s i n c l u d e d the assumption t h a t i n t e r c h a n g e w i t h the
New York Avenue Freeway near F l o r i d a Avenue was p o s s i b l e ,
and would be implemented i n due c o u r s e of time w i t h the
completion of the freeway system.
1985 S i t e Generated T r a f f i c
The r e s u l t s of the assignment a r e i l l u s t r a t e d i n F i g u r e 13
showing the f u t u r e P.M. peak-hour s i t e t r a f f i c a c c o r d i n g
to i n d i v i d u a l s t r e e t s i n the s i t e c i r c u l a t i o n s t r e e t n e t work.
Non-Site
I n a d d i t i o n to t h i s t r a f f i c , another major volume of t r a f f i c
must be accounted f o r i n t h i s a n a l y s i s . T h i s t r a f f i c r e s u l t s from o t h e r a c t i v i t i e s i n the c e n t r a l a r e a r e l a t e d
to land u s e s i n the immediate v i c i n i t y of the V i s i t o r /
T r a n s p o r t a t i o n C e n t e r and those l o c a t e d f a r t h e r away.
Traffic
C u r r e n t l y , t h i s n o n - s i t e t r a f f i c i s r e p r e s e n t e d by e x i s t i n g t r a f f i c volumes as shown on F i g u r e 14. North C a p i t o l
S t r e e t and M a s s a c h u s e t t s Avenue c a r r y the g r e a t e s t t r a f f i c
volumes of n e a r l y 30,000 v e h i c l e s per day. T h i s t r a f f i c
i s not a l l n o n - s i t e g e n e r a t e d t r a f f i c , s i n c e the e x i s t i n g
90
�EXISTING DAILY
TRAFFIC
VOLUMES
TWO-WAY 1969
�r a i l r o a d s t a t i o n and post o f f i c e c o n t r i b u t e a s m a l l port i o n t o these volumes. Hence, these e x i s t i n g volumes
should be reduced by a t l e a s t 10 p e r c e n t t o e s t i m a t e t h e
t r u e volume of n o n - s i t e t r a f f i c .
These n o n - s i t e volumes
w i l l c o n t i n u e t o i n c r e a s e as the c e n t r a l a r e a grows and
a t t r a c t s or generates t r a f f i c .
The f r e e w a y s , when they
a r e f u l l y implemented, w i l l a t t r a c t much o f t h i s t r a v e l ,
but s t i l l t h e r e w i l l be s i g n i f i c a n t growth volumes t o be
s e r v e d by the a r t e r i a l s t r e e t system such as K S t r e e t ,
North C a p i t o l S t r e e t , New York Avenue, and Massachusetts
Avenue.
The D.C. Department of Highways and T r a f f i c has r e c e n t l y
completed f o r e c a s t s o f f u t u r e t r a f f i c volumes as p a r t o f
the o v e r a l l D i s t r i c t t r a f f i c assignment s t u d i e s . According t o t h e i r p r o j e c t i o n s , F i g u r e 15 shows the e s t i m a t e d
1985 t r a f f i c volumes on t h e s t r e e t system s u r r o u n d i n g t h e
proposed V i s i t o r / T r a n s p o r t a t i o n Center s i t e .
These t r a f f i c e s t i m a t e s a l s o i n c l u d e some s i t e - t r a f f i c , as
did t h e p r e v i o u s e x i s t i n g t r a f f i c volumes. T h e r e f o r e , i n
order t o e s t i m a t e n o n - s i t e t r a f f i c , t h e e s t i m a t e s shown
i n F i g u r e 15 have been a g a i n d i s c o u n t e d by a f a c t o r of 10
p e r c e n t on those s t r e e t s which a r e i n t h e v i c i n i t y of t h e
proposed elements o f the V i s i t o r / T r a n s p o r t a t i o n Center
facility.
Adding n o n - s i t e volumes to those e s t i m a t e s o f s i t e - g e n e r a t e d
t r a f f i c produces the t o t a l 1985 t r a f f i c demand on t h e
s t r e e t system i n t h e Study Area.
The r e s u l t s i n d i c a t e v e r y
high t r a f f i c demands on the major s t r e e t s s u r r o u n d i n g Union
S t a t i o n , p a r t i c u l a r l y North C a p i t o l S t r e e t , Massachusetts
Avenue, K S t r e e t , and H S t r e e t .
I n order to c o n v e r t t h i s
e s t i m a t e of t r a f f i c demand to more u s e f u l g u i d e l i n e s f o r
p h y s i c a l p l a n n i n g , these volumes have been converted to
the number of l a n e s r e q u i r e d and a r e summarized i n F i g u r e
16.
92
�1985 NON-SITE
TRAFFIC
�1985 T o t a l T r a f f i c
Requirements
The lane r e q u i r e m e n t s i n d i c a t e the need f o r s u b s t a n t i a l
widening along a t l e a s t t h r e e a r t e r i a l s t r e e t s i n the
Study Area: North C a p i t o l S t r e e t , K S t r e e t and H S t r e e t .
I n a d d i t i o n to t h e s e b a s i c r e q u i r e m e n t s , c e r t a i n i n t e r s e c t i o n s w i l l e x p e r i e n c e v e r y high peak-hour t u r n i n g
movements which w i l l r e q u i r e s p e c i a l treatment i n c l u d i n g
s i g n a l i z a t i o n , c h a n n e l i z a t i o n , and d u a l t u r n i n g l a n e s .
The i n t e r s e c t i o n s a t which t h i s c o n d i t i o n i s a n t i c i p a t e d
are:
1.
F l o r i d a and New
York Avenues
2.
M S t r e e t and
3.
North C a p i t o l and K S t r e e t s
4.
K S t r e e t and
First
5.
K S t r e e t and
Second S t r e e t
6.
North C a p i t o l and H S t r e e t
7.
H S t r e e t Overpass
8.
Massachusetts Avenue and F i r s t
9.
North C a p i t o l and M a s s a c h u s e t t s Avenue
Second S t r e e t
Street
Street
10.
11.
M a s s a c h u s e t t s Avenue and
Third
12.
Access Q u a l i t y
Requirements
M a s s a c h u s e t t s Avenue and F S t r e e t
Massachusetts Avenue and
Second S t r e e t
Street
I n a d d i t i o n to these q u a n t i t a t i v e r e s u l t s , the c i r c u l a t i o n network must be reviewed w i t h r e s p e c t to the q u a l i t y
of a c c e s s p r o v i d e d , p a r t i c u l a r l y as r e l a t e d to the f u n c t i o n
of a t r a n s p o r t a t i o n c e n t e r , t a k i n g i n t o c o n s i d e r a t i o n
community p l a n n i n g o b j e c t i v e s i n f o r c e f o r the contiguous
r e s i d e n t i a l areas.
�H STREET
OVERPASS
ALTERNATIVE
TOTAL TRAFFIC
REQUIREMENTS
�L o c a l Community
The a r e a s around Union S t a t i o n w i t h a c t i v e p l a n n i n g programs i n c l u d e t h r e e renewal p r o j e c t s : Northeast 1 and
Northwest 1, l o c a t e d west of the t r a c k s and n o r t h of H
S t r e e t , and the H S t r e e t urban r e n e w a l a r e a l o c a t e d e a s t
of Union S t a t i o n . Northwest 1 i s a m u l t i p l e d w e l l i n g
type r e s i d e n t i a l development and N o r t h e a s t 1 c o n t a i n s
commercial and l i g h t i n d u s t r i a l land u s e s . Because of
these p l a n s , good a c c e s s to the a r e a and to i n d i v i d u a l
development s i t e s i s a d e s i r e d o b j e c t i v e .
The H S t r e e t p r o j e c t has as i t s emphasis on the r e s t o r a t i o n and c o n s e r v a t i o n of the e x i s t i n g r e s i d e n t i a l Stanton
Park neighborhood. A primary p l a n n i n g o b j e c t i v e i s to
p r e v e n t n o n - l o c a l t r a f f i c p e n e t r a t i o n of the a r e a . K
S t r e e t i s designated as the a r t e r i a l i n the a r e a , but H
S t r e e t i s to assume a more l o c a l f u n c t i o n . I t i s i n tended t h a t the l a t t e r w i l l s e r v e as a neighborhood c o l l e c t o r s t r e e t w i t h p a r t i c u l a r emphasis on p r o v i d i n g a c c e s s
to renewed l o c a l shopping a r e a s and on p r o v i d i n g a conn e c t i o n to the west. The H S t r e e t community r e s i d e n t s a r e
concerned w i t h good a c c e s s connections to the Northwest 1
community to the west of the t r a c k s and to and from the
c e n t r a l b u s i n e s s d i s t r i c t beyond.
Arena and T r a n s p o r t a t i o n
Center Access
S i n c e the t r a n s p o r t a t i o n c e n t e r f u n c t i o n s and t h a t of the
arena a r e dependent upon good a c c e s s to and from the
r e g i o n a l highway system, and s e c o n d a r i l y upon the a r t e r i a l
s t r e e t system, l a r g e r dependency upon the l a t t e r does not
n e c e s s a r i l y i n v a l i d a t e a s i t e f o r t h i s f a c i l i t y , but i t
must be r e c o g n i z e d t h a t the q u a l i t y of o p e r a t i o n might be
impaired.
T h e r e f o r e , the proposed p l a n must be e v a l u a t e d
i n terms of the a c c e s s p a t t e r n s t h a t would be a v a i l a b l e
from the f u t u r e freeway system i n the a r e a . F i g u r e s 17,
18 and 19 i l l u s t r a t e the r o u t e s a v a i l a b l e between p o s s i b l e
freeway ramps and the major v e h i c l e d e s t i n a t i o n p o i n t s
w i t h i n the s i t e .
I n g e n e r a l , the f i n d i n g s of t h i s a n a l y s i s
a r e as f o l l o w s :
�H STREET
OVERPASS
ALTERNATIVE
FREEWAY
ACCESS TO
AND FROM
NORTH
�H STREET
OVERPASS
ALTERNATIVE
FREEWAY
ACCESS TO
AND FROM
SOUTH
�H STREET
OVERPASS
ALTERNATIVE
FREEWAY
ACCESS
NON-AUTO
�(1)
Freeway a c c e s s from the n o r t h .
The a c c e s s i s
g e n e r a l l y good except to the V i s i t o r C e n t e r
garage. D r i v e r s must c i r c u l a t e around through
the Massachusetts Avenue P l a z a . A l s o , the r e t u r n movement r e q u i r e s a d d i t i o n a l c i r c u l a t i o n
via Third Street.
(2)
Freeway a c c e s s south.
(3)
Truck and bus a c c e s s .
I n n e r - c i t y buses moving
from n o r t h to south must c i r c u l a t e around s e v e r a l
blocks.
T h i s seems to be somewhat cumbersome f o r
the l a r g e r v e h i c l e s . Access to south i n v o l v e s
c i r c u l a t i n g around a r e s i d e n t i a l b l o c k w i t h c e r t a i n
inherent c o n f l i c t s .
Post O f f i c e t r u c k s must a l s o
f o l l o w these c i r c u i t o u s movements, though to a
l e s s e r degree.
Access i s g e n e r a l l y
good.
G e n e r a l l y , these a c c e s s p a t t e r n s i n v o l v e s e v e r a l looping
o p e r a t i o n s , many being caused by the H S t r e e t grade separ a t i o n over the r a i l r o a d t r a c k s . These o p e r a t i o n s i n c r e a s e the c o m p l e x i t y of the c i r c u l a t i o n system and render
the f a c i l i t y l e s s d e s i r a b l e f o r t h e p a t r o n , p a r t i c u l a r l y
c o n s i d e r i n g t h a t t h e r e w i l l be many out-of-town v i s i t o r s
u s i n g the f a c i l i t y .
A l s o , the a d d i t i o n a l c i r c u l a t i o n
c r e a t e s h i g h e r t u r n i n g volumes a t some i n t e r s e c t i o n s ,
c r e a t i n g an i n c r e a s e d p o t e n t i a l f o r c o n g e s t i o n .
Summary of T r a f f i c Problems
These o v e r a l l c i r c u l a t i o n comments i n d i c a t e t h a t there
are a s e r i e s of t r a f f i c problems which c a n be i d e n t i f i e d .
The f o l l o w i n g i s a l i s t o f those problems based on c u r r e n t
p l a n s f o r the Union S t a t i o n V i s i t o r / T r a n s p o r t a t i o n C e n t e r
complex, which i n c l u d e s the H S t r e e t o v e r p a s s .
1.
H S t r e e t F u n c t i o n - The f o c u s of the V i s i t o r / T r a n s p o r t a t i o n C e n t e r a c t i v i t i e s on H S t r e e t tends to
c o n f l i c t w i t h the f u n c t i o n of H S t r e e t i n the a r e a
immediately to the e a s t . The doubling of t r a f f i c
* R e f e r Appendix S e c t i o n B f o r notes on r e c e n t bus c i r c u l a t i o n changes i n the Washington T e r m i n a l Company's p l a n .
�on t h i s s t r e e t a t the o v e r p a s s would r e p r e s e n t a cong e s t i o n p o t e n t i a l f o r r e s i d e n t s l i v i n g i n t h i s neighborhood and t r a v e l i n g to and from the downtown a r e a .
2.
H S t r e e t Overpass - The c o r r e c t i o n of many t r a f f i c
movements and v e h i c l e types on the o v e r p a s s w i t h i t s
c e r t a i n v i s i b i l i t y c o n s t r a i n t s and grade problems
c r e a t e s a congestion prone a r e a .
3.
I S t r e e t F u n c t i o n * - The grade s e p a r a t i o n a t H and
Second S t r e e t causes n o n - l o c a l t r a f f i c c i r c u l a t i o n i n
the I S t r e e t b l o c k .
This i s p a r t i c u l a r l y objectionable
when used by l a r g e i n t e r - c i t y buses.
4.
Massachusetts Avenue P l a z a - The V i s i t o r Center t r a f f i c
tends to f o c u s on t h i s a r e a , g r e a t l y adding to i t s
t r a f f i c l o a d . These e x t r a v e h i c l e movement would f u r t h e r c o n f l i c t w i t h p e d e s t r i a n movements to and from
the C a p i t o l Area and the south.
5.
VTOL P o r t - T h i s f a c i l i t y , being i s o l a t e d , w i l l not
r e c e i v e a l l the b e n e f i t s which other t r a n s p o r t a t i o n
components w i l l have. Freeway a c c e s s e s may be somewhat awkward and the f a c i l i t y w i l l not have t r a n s i t
s e r v i c e nor w i l l t h e r e be a p o t e n t i a l f o r t r a n s f e r to
o t h e r i n t e r - c i t y modes.
6.
F i r s t S t r e e t T r a f f i c - T h i s s t r e e t i s l i k e l y to be
q u i t e a c t i v e , p a r t i c u l a r l y south of K S t r e e t . There
i s a p o t e n t i a l problem of c o n f l i c t i n g m a i l t r u c k and
automobile t r a f f i c .
7.
V i s i t o r C e n t e r E x i t - The e x i t to Massachusetts Avenue
P l a z a which i s c o i n c i d e n t w i t h the F i r s t S t r e e t and
M a s s a c h u s e t t s Avenue i n t e r s e c t i o n w i l l become a design
problem. The e x i s t e n c e of a two-way F i r s t S t r e e t and
a p a r k i n g garage e x i t and drop-off lane e x i t from the
V i s i t o r C e n t e r w i t h high d i s c h a r g e P.M. volumes w i l l
r e s u l t i n a complex i n t e r s e c t i o n w i t h v e r y d i f f i c u l t
solutions.
* R e f e r Appendix S e c t i o n B.
101
�8.
Arena Drop-off*- The arena d r o p - o f f on H S t r e e t does
not have a c o n v e n i e n t c o n n e c t i o n to the arena p a r k i n g
facility.
Access to the p a r k i n g f a c i l i t y i s only
p o s s i b l e by c i r c u l a t i n g around the a r e a u s i n g T h i r d
S t r e e t and North C a p i t o l S t r e e t , which adds t r a f f i c
to t h e s e s t r e e t s and an inconvenience to the p a t r o n s
of the arena. One of these s t r e e t s i s a l o c a l s t r e e t
and t h i s n o n - l o c a l f u n c t i o n would be u n d e s i r a b l e .
9.
H S t r e e t P r o p e r t y Access - The overpass grades w i l l
e l i m i n a t e d i r e c t a c c e s s to c e r t a i n p r o p e r t i e s f r o n t i n g
on H S t r e e t . T h i s may become a l e g a l as w e l l as a
p l a n n i n g and d e s i g n problem.
10.
P a r k i n g f o r the T r a n s p o r t a t i o n Center - The p l a n does
not i d e n t i f y p a r k i n g supply to be a v a i l a b l e f o r the
r a i l and i n n e r - c i t y bus p a t r o n s .
The assumption has
been made t h a t they would use the V i s i t o r Center garage
but v i s i t o r p a r k i n g f o r t h a t f a c i l i t y i s l a r g e enough
to f u l l y occupy the spaces programmed.
11.
Tourmobiles - The induced h i g h t r a f f i c i n the Massachu
s e t t s Avenue P l a z a and the e n t r a n c e - e x i t d e s i g n to the
V i s i t o r Center d r o p - o f f lane and p a r k i n g garage w i l l
r e s u l t i n c o n f l i c t s w i t h the park s e r v i c e t o u r m o b i l e s .
With the high volume of tourmobile a c t i v i t y n e c e s s a r y
to s e r v e the l a r g e demand a t the V i s i t o r C e n t e r , t h e r e
i s a need to m a i n t a i n a f a i r l y r i g o r o u s and non-delayed
schedule.
T h i s could be s e r i o u s l y j e o p a r d i z e d by the
presence of a l l t h i s o t h e r automobile t r a f f i c coming
and going from the garage and t e r m i n a l f a c i l i t i e s .
Based on t h i s a n a l y s i s of the proposed p l a n r e f l e c t i n g the
p l a n n i n g c o n d i t i o n s f o r the Union S t a t i o n s i t e , t h e r e a r e
c e r t a i n s e r i o u s drawbacks which c o n f l i c t w i t h b a s i c obj e c t i v e s f o r the t r a n s p o r t a t i o n c e n t e r . P r i m a r i l y , these
n e g a t i v e a s p e c t s i n v o l v e the f o l l o w i n g :
* R e f e r Appendix S e c t i o n B.
102
�a.
b.
The p l a n aggravates c e r t a i n community p l a n n i n g
o b j e c t i v e s a f f e c t i n g the H S t r e e t neighborhood.
c.
The p l a n c r e a t e s the need f o r more complicated
t r a f f i c operations.
d.
Review of A l t e r n a t i v e P l a n s
The p l a n p a r t i a l l y a c h i e v e s the b a s i c o b j e c t i v e s
of c r e a t i n g a t r a n s p o r t a t i o n c e n t e r w i t h optimum
i n t e r f a c e s w i t h the l o c a l t r a n s p o r t a t i o n system
and w i t h the p r o v i s i o n of maximum mode i n t e r change p o t e n t i a l .
The p l a n reduces
from the freeway
the q u a l i t y of a c c e s s to and
system.
Because of the f i n d i n g s produced by the preceding a n a l y s i s ,
i t i s n e c e s s a r y t o develop a l t e r n a t i v e c i r c u l a t i o n conc e p t s , ones which would s t i l l be c o n s i s t e n t w i t h some of
the p l a n n i n g c o n d i t i o n s , but w i t h an attempt to maximize
the achievement of p l a n n i n g o b j e c t i v e s .
The p r i n c i p a l i n g r e d i e n t s of a modified concept could
as f o l l o w s :
be
1.
R e i n f o r c e the a c c e s s i b i l i t y of the freeway c o n n e c t i o n
to and f r o n the New York Avenue Freeway by i n c r e a s i n g
the number of s i t e - a c c e s s c o n n e c t i o n s to the e x t e n s i o n
of freeway ramps p a r a l l e l i n g the r a i l r o a d t r a c k s .
T h i s would i n c l u d e p r o v i d i n g d i r e c t a c c e s s from these
new s t r e e t s or extended ramps to a l l major p a r k i n g
f a c i l i t i e s , i n c l u d i n g the V i s i t o r Center p a r k i n g
garage.
2.
Separate H S t r e e t f u n c t i o n s by p h y s i c a l l y d i s c o n n e c t i n g
H S t r e e t from the primary V i s i t o r / T r a n s p o r t a t i o n Center
c i r c u l a t i o n system.
T h i s might be accomplished by a
grade s e p a r a t i o n between H S t r e e t and the n o r t h - s o u t h
c i r c u l a t i o n system f o r the complex, a l l o w i n g H S t r e e t
to pass underneath the a i r - r i g h t s development and i t s
c i r c u l a t i o n system.
T h i s would i n e f f e c t , m a i n t a i n
�H S t r e e t as a neighborhood a c c e s s s t r e e t w i t h a v e r y
minimal r o l e f o r s i t e c i r c u l a t i o n .
3.
P a r k i n g might be d i s t r i b u t e d i n order t o e l i m i n a t e
the c o n c e n t r a t i o n o f v e h i c l e t r a f f i c on Union S t a t i o n .
P o s s i b l y , major amounts of t h e p a r k i n g supply could
be moved n o r t h i n t h e v i c i n i t y o f VTOL P o r t to f u n c t i o n
as a remote p a r k i n g supply f o r the a r e n a , t r a n s p o r t a t i o n
and v i s i t o r c e n t e r s . Access between t h i s p a r k i n g and
Union S t a t i o n c o u l d be provided by some type of d i s t r i b u t o r mode r u n n i n g p a r a l l e l to the t r a c k s o r by
c r e a t i n g a new r a p i d t r a n s i t s t o p a t New York Avenue
and p r o v i d i n g d i r e c t Metro a c c e s s .
4.
The arena might be r e l o c a t e d t o another b l o c k w i t h i n
t h i s g e n e r a l v i c i n i t y of t h e c e n t r a l a r e a . T h i s would
remove i t s p a r k i n g load from the H S t r e e t - F i r s t S t r e e t Second S t r e e t v i c i n i t y and could be another s t e p t o ward d i s t r i b u t i n g the load more e v e n l y over the g e n e r a l
area.
The a p p l i c a t i o n of these items or c o n s i d e r a t i o n s i s p a r t
of t h e c i r c u l a t i o n p l a n s a s s o c i a t e d w i t h two development
a l t e r n a t i v e s (A and B) d i s c u s s e d p r e v i o u s l y i n t h e land
use s e c t i o n s o f t h i s Report.
These a r e i l l u s t r a t e d by
F i g u r e s 20 and 2 1 .
Circulation Plan:
Alternative A
A l t e r n a t i v e A r e p r e s e n t s a p l a n which e s s e n t i a l l y r e t a i n s
the form and s t r u c t u r e of the Union S t a t i o n T r a n s p o r t a t i o n
Center but attempts t o a d j u s t the c i r c u l a t i o n elements i n
o r d e r to p r i m a r i l y p r o v i d e d i r e c t freeway a c c e s s from t h e
n o r t h t o the V i s i t o r C e n t e r , r a i l and bus f a c i l i t i e s , and
to s e p a r a t e H S t r e e t from t h i s system so t h a t H S t r e e t
may r e t a i n i t s more l o c a l f u n c t i o n . The p r i n c i p a l new
element o f the p l a n would be the p r o v i s i o n of two n o r t h south o v e r p a s s e s l o c a t e d on the e a s t and west s i d e s of
the t r a c k zone. They would begin j u s t south of K S t r e e t
�ALTERNATIVE A
1985
CIRCULATION
PLAN
�and come back to ground grade a t Massachusetts Avenue.
They would overpass H S t r e e t , the l a t t e r being kept i n
a renovated underpass beneath the t r a c k s . The o v e r p a s s e s
would p r o v i d e high c a p a c i t y a c c e s s to the arena p a r k i n g
f a c i l i t y , arena d r o p - o f f a r e a , the V i s i t o r Center p a r k i n g
f a c i l i t y , and V i s i t o r Center d r o p - o f f . Hence, i n those
a r e a s where t r a f f i c would move s l o w l y and where p e d e s t r i a n s
would be p r e s e n t , the c i r c u l a t i o n element would have a
s i n g l e f u n c t i o n ; no l a r g e combination of e v e n t s would be
c o n c e n t r a t e d a t a common p o i n t .
Circulation Plan:
Alternative B
The A l t e r n a t i v e B p l a n would e n v i s i o n the r e l o c a t i o n of
the r a i l f a c i l i t y to a p o i n t near New York Avenue as proposed i n the recommended p l a n of Report #3. T h i s would
c r e a t e the combination of the a i r t r a v e l and r a i l t r a v e l
f a c i l i t y which would r e c r e a t e the o p p o r t u n i t y f o r i n t e r - c i t y
mode i n t e r - c h a n g e . I t a l s o d i s t r i b u t e s t r a f f i c by removing
some of the loads from the H S t r e e t - M a s s a c h u s e t t s Avenue
v i c i n i t y and p l a c i n g i t i n the F l o r i d a Avenue-New York Avenue
a r e a . T h i s b i - n o d a l e f f e c t s t r e n g t h e n s the whole Study Area
from the s t a n d p o i n t t h a t a second r a p i d t r a n s i t stop may
now be r e a s o n a b l y proposed a t New York Avenue, thereby i n c r e a s i n g the i n t r a - c i t y - i n t e r - c i t y t r a n s f e r p o t e n t i a l s
f o r a l l i n t e r - c i t y modes. The combination of these f a c i l i t i e s would a l s o i n c l u d e the r e l o c a t i o n of a l a r g e p a r k i n g
f a c i l i t y to the n o r t h e r n p o r t i o n of the Study Area and
cause the r e d i s t r i b u t i o n of t r a f f i c demands. T h i s p l a n
shows the r e l o c a t i o n of the arena to the Government P r i n t ing O f f i c e b l o c k . T h i s r e l o c a t i o n a l s o spreads t r a f f i c
out i n the a r e a , but s t i l l m a i n t a i n s the arena i n c l o s e
p r o x i m i t y to the t r a n s p o r t a t i o n c e n t e r so t h a t c o n n e c t i o n s
v i a the s p e c i a l w a l k i n g concourses or o t h e r mechanical
means a r e s t i l l p o s s i b l e .
The a r e n a , then, can make use of V i s i t o r C e n t e r p a r k i n g
f a c i l i t i e s f o r i t s l a r g e ( a t t e n d a n c e ) e v e n t s . The i n t e r c i t y bus s t a t i o n i n combination w i t h the V i s i t o r Center
�ALTERNATIVE B
1985
CIRCULATION
PLAN
�then would be t h e o n l y t r a n s p o r t a t i o n f a c i l i t y r e m a i n i n g
at Union S t a t i o n . T h i s combination i s somewhat r e a s o n a b l e
to t h e e x t e n t t h a t i n t e r - c i t y buses have a more u n i f o r m
d i s t r i b u t i o n i n t h e n a t i o n a l r e g i o n around Washington,
t h a t i s , w i t h i n 250 m i l e s from which t h e l a r g e percentage
of v i s i t o r s t o Washington o r i g i n a t e . A l s o , t h e bus t e r m i n a l
i s more c o n s i s t e n t w i t h t h e c h a r t e r bus t r a f f i c to be
generated by the V i s i t o r C e n t e r i n s o f a r as t h e use o f
common ramps designed a c c o r d i n g t o common c r i t e r i a f o r
v e h i c l e s i z e i s concerned. I n t e r - c i t y buses do not seem
to have any r e a s o n a b l e t r a n s f e r p o t e n t i a l w i t h o t h e r i n t e r c i t y modes so t h a t t h i s s i n g u l a r i t y i s not damaging t o t h e
basic r o l e of the t r a n s p o r t a t i o n center.
By moving the r a i l s t a t i o n t o t h e n o r t h e r n p o i n t , the r a i l
t r a c k a g e l o c a t e d g e n e r a l l y south o f M S t r e e t c a n be r e duced, and land r e t u r n e d t o o t h e r purposes more c o n s i s t e n .
w i t h land u s e p l a n n i n g o b j e c t i v e s f o r t h e a r e a . T h i s p l a n
would r e q u i r e t h a t t h e r a p i d t r a n s i t l i n e would be r e t a i n e d
i n a subway d e s i g n from Union S t a t i o n n o r t h t o some p o i n t
n o r t h of K S t r e e t . Access t o t h e n o r t h e r l y edge of t h e
V i s i t o r C e n t e r garage would r e q u i r e s p e c i a l ramps, p o s s i b l e
s p i r a l ramps, t o a c h i e v e a c c e s s from ground l e v e l to the
air-rights elevation.
J
Each o f t h e a l t e r n a t i v e s e n v i s i o n s s e v e r a l l a r g e p a r k i n g
f a c i l i t i e s t o be i n c o r p o r a t e d i n t h e development. These
a r e g e n e r a l l y as f o l l o w s :
A l t e r n a t i v e A:
1.
V i s i t o r Center
-
5,200 spaces
2.
Arena ( A i r - R i g h t s ) -
4,000 spaces
3.
VTOL
-
500 spaces
108
�A l t e r n a t i v e B:
1.
V i s i t o r Center
-
5,200 spaces
2.
Arena ( a t GPO b l o c k )
3,000 spaces
3.
New York Avenue
2,000 spaces
-
T h i s supply would be capable o f s e r v i n g t h e maximum
a c t i v i t i e s f o r the v a r i o u s land use elements i n c l u d e d
i n t h e p l a n . During t h e average weekday, t h e r e would
be a s u r p l u s of p o s s i b l y , 2,500 t o 4,000 p a r k i n g spaces
( t h e l a r g e r q u a n t i t y d u r i n g w i n t e r months). Because of
the c l o s e p r o x i m i t y t o o t h e r commercial and o f f i c e a r e a s
and the a v a i l a b i l i t y of t r a n s i t s e r v i c e t o t h e core of
the C e n t r a l Area, t h i s s u r p l u s could be a t t r a c t i v e as
remote p a r k i n g f o r t h e C e n t r a l Area.
T h i s use would
g r e a t l y a s s i s t economic c o n d i t i o n s p e r t a i n i n g to development of these l a r g e q u a n t i t i e s of p a r k i n g .
Each of these two p l a n s would have a f i r s t s t a g e . The
p r e c e d i n g d i s c u s s e d o n l y t h e u l t i m a t e stage which w i l l
be the p l a n t o be t e s t e d and e v a l u a t e d i n d e t a i l , but
the f i r s t stage should be i d e n t i f i e d t o d e s c r i b e how
the changes from e x i s t i n g c o n d i t i o n s a r e t o t a k e p l a c e .
The f i r s t s t a g e f o r A l t e r n a t i v e A w i l l be:
1.
2.
R a i l and bus t e r m i n a l a t Union S t a t i o n .
3.
The
V i s i t o r Center
and garage.
New o v e r p a s s e s
to be developed from K S t r e e t .
f i r s t s t a g e f o r A l t e r n a t i v e B w i l l be:
1.
V i s i t o r Center and garage.
2.
R a i l and bus t e r m i n a l s a t Union S t a t i o n .
3.
Arena a t G.P.O. s i t e .
109
�S i n c e the f i r s t s t a g e would be c o n s t r u c t e d p r i o r t o
1975, i t i s l i k e l y t h a t t h e s e developments w i l l p r e cede the e x t e n s i o n o f t h e freeway system t o the n o r t h
and e a s t and t h e c o n s t r u c t i o n of t h e new i n t e r c h a n g e
near New York and F l o r i d a Avenues. T h i s w i l l p l a c e
more immediate burden upon North C a p i t o l S t r e e t and
New York Avenue.
T r a f f i c Demand
E a r l i e r i n t h i s Report, t h e b a s i c t r a v e l e s t i m a t e s f o r
i n t e r - c i t y t r a v e l modes were summarized. I n o r d e r t o
t e s t the w o r k a b i l i t y o f t h e above a l t e r n a t i v e s , these
t r a v e l demands must be c o n v e r t e d to an e s t i m a t e d peak
hour t r a f f i c volume. A l s o , the n o n - i n t e r c i t y t r a v e l
demands must be added t o i d e n t i f y t h e t o t a l t r a f f i c demand t o be accommodated by t h e c i r c u l a t i o n system.
T a b l e 4 summarizes these generated t r a f f i c volumes a c c o r d ing t o the v a r i o u s i n d i v i d u a l components.
Using an assignment technique ( d e s c r i b e d e a r l i e r ) , f o r
which e s t i m a t e s o f t h e g e o g r a p h i c a l d i s t r i b u t i o n o f t h i s
t r a f f i c and t h e r o u t e s they would f o l l o w w i t h i n t h e
Study Area were made, t h e s e 1985 volumes were a s s i g n e d
to t h e a l t e r n a t i v e c i r c u l a t i o n p l a n s . The r e s u l t s a r e
i l l u s t r a t e d by F i g u r e s 22 and 23.
As w i t h t h e p r e v i o u s a n a l y s i s , t h e s e r e s u l t s show a h i g h
peak-hour t r a f f i c volume a t s e v e r a l l o c a t i o n s . F o r
A l t e r n a t i v e A, the h i g h volumes o c c u r along t h e new
s t r e e t s p a r a l l e l i n g t h e t r a c k s from t h e New York Avenue
Freeway t o Massachusetts Avenue, i . e . North C a p i t o l
S t r e e t , Massachusetts Avenue, K S t r e e t and New York
Avenue. The volumes on H S t r e e t would be low.
For A l t e r n a t i v e B, h i g h volumes would be p r e s e n t on F i r s t
and Second S t r e e t s from the New York Avenue Freeway t o
Massachusetts Avenue, i . e . Massachusetts Avenue, North
C a p i t o l S t r e e t , New York Avenue, and on H S t r e e t west o f
F i r s t Street.
�TABLE 4
ESTIMATED 1985 S I T E GENERATED
EQUIVALENT P.M. PEAK HOUR TRAFFIC VOLUMES
Component
V i s i t o r C e n t e r P a t r o n Autos
V i s i t o r Center Patron T a x i
V i s i t o r C e n t e r Employee Autos
R a i l P a t r o n Autos
R a i l Patron Taxi
R a i l and Bus Employee Autos
I n t e r - C i t y Bus
A i r L i n e s Bus
Bus P a t r o n Autos
Bus P a t r o n T a x i
A i r L i n e s P a t r o n Autos
Air Lines Patron T a x i
VTOL P a t r o n Autos
VTOL P a t r o n T a x i
VTOL Employee Autos
Post O f f i c e Employee Autos
Post O f f i c e T r u c k s
Arena P a t r o n T a x i
Arena P a t r o n Autos
Lane
Requirements
Outbound
1,920
140
172
190
370
1,415
120
90
155
215
125
690
220
243
85
1,160
25
280
140
Inbound
1,320
140
115
190
370
472
80
90
105
145
125
690
220
243
60
775
50
180
20
To t h e s e e s t i m a t e s must be added n o n - s i t e t r a f f i c which
would be u s i n g the a r t e r i a l s t r e e t system i n t h i s a r e a .
F i g u r e 15, i l l u s t r a t e d p r e v i o u s l y , summarized these demands based upon e s t i m a t e s prepared by the D.C. Department of Highways and T r a f f i c as p a r t of t h e i r l a r g e r
r e g i o n a l t r a f f i c s t u d y . Combining the r e s u l t s of F i g u r e s
22 and 15, and F i g u r e s 23 and 15, p r o v i d e s a means to
determine the b a s i c s t r e e t needs f o r each a l t e r n a t i v e
p l a n . F i g u r e s 24 and 25 summarize t h e s e f i n d i n g s .
The lane needs f o r each p l a n a r e v e r y s i m i l a r .
The major
d i f f e r e n c e s occur along H S t r e e t and Massachusetts Avenue.
A l t e r n a t i v e A has a s m a l l e r requirement f o r H S t r e e t , but
a l a r g e r requirement f o r Massachusetts Avenue as compared
to A l t e r n a t i v e B.
�ALTERNATIVE A
1985 SITE
GENERATED
TRAFFIC
�ALTERNATIVE B
1985 SITE
GENERATED
TRAFFIC
�ALTERNATIVE A
TOTAL TRAFFIC
LANE
REQUIREMENTS
�ALTERNATIVE B
TOTAL TRAFFIC
LANE
REQUIREMENTS
�T h i s r e s u l t s from the grade s e p a r a t i o n s a t H S t r e e t p r o posed as p a r t of A l t e r n a t i v e A.
For each p l a n , the p r o v i s i o n of s u f f i c i e n t l y - w i d e s t r e e t s
i s r e a s o n a b l y f e a s i b l e . There would be d i f f i c u l t i e s ,
however, along North C a p i t o l S t r e e t and M a s s a c h u s e t t s
Avenue i n both p l a n s .
I n a d d i t i o n to these a n t i c i p a t e d f u t u r e d a i l y t r a f f i c cond i t i o n s , the arena w i l l e x p e r i e n c e f r e q u e n t (weekend and
e v e n i n g ) t r a f f i c c o n d i t i o n s which w i l l be s u b s t a n t i a l l y
g r e a t e r than those shown i n T a b l e 4. F o r an a r e n a , the
maximum c o n d i t i o n s would be g e n e r a t e d by a s p o r t i n g e v e n t .
For such c a s e s , t h e peak inbound load would be 3,400 v e h i c l e s p e r hour and peak outbound would be 3,960 v e h i c l e s
per hour. Of these volumes, 1,900 v e h i c l e s p e r hour i n bound and 3,400 v e h i c l e s p e r hour outbound would r e p r e s e n t
p e a k - r a t e volumes t o and from the a r e n a p a r k i n g f a c i l i t y .
Based upon the e s t i m a t e d d i r e c t i o n of approach c h a r a c t e r i s t i c
f o r t h i s a c t i v i t y ( a s r e p o r t e d e a r l i e r ) , the p a r k i n g f a c i l i t y
should c o n t a i n f o u r major a c c e s s p o i n t s and two minor ones.
The l a t t e r would be to and from the d r o p - o f f roadway, the
others would be e q u a l l y d i s t r i b u t e d along G and H S t r e e t s .
The diagrams i n F i g u r e 26 i l l u s t r a t e these needs.
The a c c e s s concept u t i l i z e s r e v e r s i b l e l a n e s a t the a c c e s s
p o i n t s t o minimize t h e s e s t r e e t c o n n e c t i o n s and to improve
s p a c i n g between t h e s e i n t e r s e c t i o n s .
Comparative A n a l y s i s of the
Three C i r c u l a t i o n P l a n s
Reviewed
The a n a l y s i s of the c u r r e n t V i s i t o r / T r a n s p o r t a t i o n C e n t e r
p l a n i n d i c a t e d e l e v e n s p e c i f i c problems, w h i c h , taken
c o l l e c t i v e l y , indicated a less-than-desirable t r a f f i c
s o l u t i o n . Thus, i n o r d e r to judge the m e r i t s o f the A l t e r n a t i v e s A and B, the comparison s h o u l d b e g i n w i t h an
e v a l u a t i o n as t o whether the enumerated e l e v e n problems
were s o l v e d o r e l i m i n a t e d , f o l l o w e d by a comparison o f
a l l t h r e e p l a n s . The c o m p a r a t i v e r e s u l t s w i l l thus show
g e n e r a l consequences of adopting e i t h e r of the a l t e r n a t i v e s
proposed.
�T a b l e 5 l i s t s the e l e v e n i n i t i a l problems developed p r e v i o u s l y and the r e s o l u t i o n a f f o r d e d by A l t e r n a t i v e s A and
B.
These r e s u l t s i n d i c a t e a d e f i n i t e improvement.
Alternat i v e B would seem to p r o v i d e s l i g h t l y more b e n e f i t s . I t s
impact on the r o l e of H S t r e e t would s t i l l not reduce t h i s
s t r e e t to a p u r e l y l o c a l f u n c t i o n , however, t r a f f i c loads
and f u n c t i o n would be reduced. The h i g h e r volumes would
be west of F i r s t S t r e e t , not i n the H S t r e e t r e s i d e n t i a l
neighborhood. A l s o , the s t r e e t w i l l not be s u b j e c t e d to
i n t e n s e p a r k i n g a c c e s s or p a t r o n d r o p - o f f t r a f f i c loads.
Comparing A l t e r n a t i v e s A and B r e q u i r e s the i d e n t i f i c a t i o n
of c e r t a i n c r i t e r i a which are deemed s i g n i f i c a n t .
These
c r i t e r i a must r e l a t e to t r a n s p o r t a t i o n c e n t e r o b j e c t i v e s
and o t h e r Study Area o b j e c t i v e s , and w i l l i n c l u d e some
of the items l i s t e d i n T a b l e 5.
Thus, i n o r d e r to d e t e r mine the r e l a t i v e m e r i t s of A l t e r n a t i v e s A and B, the
f o l l o w i n g c r i t e r i a are used:
1.
2.
T r a f f i c Loading C h a r a c t e r i s t i c s
3.
T r a f f i c Capacity
4.
Q u a l i t y of Access
5.
The
Role of S t r e e t s i n System
Planning
Objectives
r e s u l t s are summarized i n T a b l e
6.
117
�TABLE 5
COMPARISON OF ALTERNATIVES A AND B WITH I N I T I A L PROBLEMS
Alternative A
Problem
1.
H Street Function
2.
O p e r a t i o n of H S t r e e t
Overpass
I Street Function
Massachusetts Avenue
Plaza T r a f f i c
VTOL I s o l a t i o n
3.
4.
5.
6.
7.
8.
9.
10.
11.
Returns to l o c a l
Reduces l o a d ;
not l o c a l
Eliminated
No l o c a l p e n e t r a t i o n
Eliminated
No l o c a l p e n e t r a t i o n
Still
Still
S t i l l present
R a i l combination a v a i l a b l e and t r a n s i t s e r v i c e
S t i l l present
present
isolated
C o n f l i c t s o l v e d on
F i r s t Street
S o l v e d , weaving s t i l l
Design Problem
present
Massachusetts Ave. & 1 s t S t .
Arena d r o p - o f f to
Solved
Parking
H Street Property
Solved
Access
P a r k i n g f o r R a i l and
S t i l l unavailable
Bus
Tourmobile c o n f l i c t
S t i l l present
M a i l Truck-Auto
Alternative B
conflict
still
S o l v e d , weaving
present
still
Solved
Solved
Provided
Still
present
SUMMARY:
Number o f Problems E l i m i n a t e d
5
6
Number of Problems Reduced
2
2
Problems Acted Upon
7
8
118
�TABLE 6
RELATIVE COMPARISON OF ALTERNATIVES A AND B
Criteria
1.
Role Of S t r e e t s
Alternative A
a. Does not c r e a t e nonl o c a l use o f l o c a l
streets.
Alternative B
a. M a i n t a i n s a r t e r i a l s t r e e t
f u n c t i o n s as d e s i r e d .
b.
b. M a i n t a i n s a r t e r i a l
s t r e e t f u n c t i o n as
desired.
c. S e p a r a t e s f u n c t i o n s
c.
spatially.
d. R e q u i r e s more s t r e e t s
d.
to s e r v e s i t e f o r
circulation.
e. Reduces need o f H
S t r e e t t o minimum.
f. Increases f u n c t i o n of
M a s s a c h u s e t t s Avenue
as p a r k i n g a c c e s s s t r e e t .
2.
T r a f f i c Loading
S e p a r a t e s f u n c t i o n s more
according to Transportation
C e n t e r and V i s i t o r C e n t e r .
C o n c e n t r a t e s T.C. a c t i v i t i e s i n smaller area.
M a i n t a i n s h i g h use of H
S t r e e t west of t r a c k s
which does r e p r e s e n t a
c o m p e t i t i o n f o r space w i t h
H S t r e e t neighborhood
t r a f f i c t r a v e l i n g to the
C e n t r a l Area.
a. I n c r e a s e s t r a f f i c loads a.
on M a s s a c h u s e t t s Avenue
and North C a p i t o l S t .
compared t o A l t e r n a t i v e
B.
b. S i x i n t e r s e c t i o n s have b.
potential l e f t turn
problem.
c. T o t a l s t r e e t lane
c.
needs a r e s i m i l a r ,
more needed on Massac h u s e t t s Avenue
d.
d. More r i g h t - o f - w a y r e q u i r e d along F i r s t S t .
e. S e p a r a t e s h i g h e r speed
t r a f f i c coming from or
going to New York Avenue
Freeway.
F i v e i n t e r s e c t i o n s have
p o t e n t i a l l e f t t u r n problem ( i . e . , e x t r a measures
r e q u i r e d t o upgrade capacity).
More s t r e e t l a n e s r e q u i r e d
on H S t r e e t west o f t r a c k s .
T r a f f i c volumes tend t o
have more u n i f o r m l o a d i n g .
P o t e n t i a l c o n f l i c t between
arena t r a f f i c and Post
O f f i c e t r a c k s along North
Capitol Street
119
�TABLE 6
(continued)
RELATIVE COMPARISON OF ALTERNATIVES A AND
Criteria
B
Alternative A
Alternative B
3.
T r a f f i c Capacity
a. T r a f f i c problem l o c a t i o n s
a. T r a f f i c problem l o c a t i o n s w i l l be: Massaw i l l be: Massachusetts
c h u s e t t s Avenue and
Avenue and North C a p i t o l
First
S t r e e t , North
New York Avenue and F i r s t
C a p i t o l and H S t r e e t ,
S t r e e t , Massachusetts
and Massachusetts AveAvenue and Second S t r e e t ,
nue and North C a p i t o l
and New York Avenue and
Street.
F l o r i d a Avenue.
b. S u b s t a n t i a l l y more t r a f f i c b. I n c r e a s e s i n t e r n a l t r a f f i c
p a s s i n g through Union
operations at TransportaS t a t i o n P l a z a which cont i o n Center.
f l i c t w i t h p e d e s t r i a n s and
tourmobiles.
c. P o s s i b l e g r e a t e r weaving
c. B a s i c a l l y , l e s s complicated
problem on F i r s t S t r e e t
s t r e e t system which w i l l
j u s t n o r t h of Massachuinduce b e t t e r d r i v e r operas e t t s Avenue.
tion.
4.
Access Q u a l i t y
a. Reasonable freeway a c c e s s
to n o r t h and south edges
of s i t e .
b. Access from Center Leg
ramps a t H S t r e e t r e q u i r e s c i r c u i t o u s movement to a r r i v e a t s i t e .
(See F i g u r e 2 7 ) .
5.
Planning Objectives
a. C o n s i s t e n t w i t h o t h e r
area planning o b j e c t i v e s
NE I and H S t r e e t projects.
b. Has o n l y one s t r o n g node
f o c u s e s more a c t i v i t y a t
one p o i n t w i t h c o r r e s ponding r e f l e c t i o n i n
t r a f f i c demand.
a. Most d i r e c t freeway
(See F i g u r e 2 8 ) .
access
b. Encourages l e s s use of
Center Leg ramps which
w i l l be a l r e a d y h e a v i l y
used by o t h e r t r a f f i c .
a. Simpler b a s i c system,
which would b e n e f i t v i s i t o r s .
b. R e q u i r e s l e s s s t r e e t s .
120
�TABLE 6
(continued)
RELATIVE COMPARISON OF ALTERNATIVES A AND B
Criteria
Alternative A
Alternative B
5.
c. Does not p r e s e n t s t r o n g est transportation
c e n t e r from s t a n d p o i n t
of i n t e r c i t y t r a n s f e r
p o t e n t i a l o r l o c a l mode
connections.
d. R e q u i r e s l e s s c o s t l y
freeway i n t e r c h a n g e s .
c. Strengthens t r a n s p o r t a t i o n c e n t e r concept.
e. Freeway weaving problem
p o t e n t i a l s reduced.
e. Has more o p p o r t u n i t i e s
to c r e a t e m u l t i p l e - u s e
of p a r k i n g .
Planning Objectives
(continued)
d. Expands r a p i d t r a n s i t
service potentials.
f . C r e a t e s t h r e e major
nodes.
activity
g. Causes longer p e d e s t r i a n
connections or r e q u i r e s
m e c h a n i c a l conveyance
system.
h. R e s p e c t s a r e a p l a n n i n g
objectives.
i.
Requires s u b s t a n t i a l
changes i n r a i l r o a d system
but r e t u r n s more l a n d f o r
other use.
121
�ALTERNATIVE A
FREEWAY
ACCESS
PATTERNS
�ALTERNATIVE B
FREEWAY
ACCESS
PATTERNS
�These comparisons i n d i c a t e t h a t each a l t e r n a t i v e has
s e v e r a l strong points.
A l t e r n a t i v e B, g e n e r a l l y ,
maximizes the achievement of t r a n s p o r t a t i o n c e n t e r
functional objectives.
A l t e r n a t i v e A concentrates
more a c t i v i t i e s a t one p o i n t , and i t p l a c e s l e s s r e l i a n c e on H S t r e e t . On t h e o t h e r hand, A l t e r n a t i v e
B r e t u r n s more land to community use and o f f e r s more
c o n t a c t w i t h the H S t r e e t neighborhood which could
b e n e f i t t h a t a r e a i n terms o f i t s development.
�CONCLUSIONS & RECOMMENDATIONS
�CONCLUSIONS AND RECOMMENDATIONS
As s t a t e d i n t h e i n t r o d u c t i o n of t h i s Report, t h e
e s s e n t i a l purpose o f t h i s second phase of t h e Study
has been t o r e v i e w and a n a l y z e the impact o f t h e
t r a n s p o r t a t i o n c e n t e r p l a n proposed by o t h e r s on t h e
f u t u r e development o f the Study Area. I n a n a l y z i n g
t h i s impact, t h e a r e a south of New York Avenue has
been c o n s i d e r e d i n d e t a i l as t h e p o r t i o n of t h e s i t e
most a f f e c t e d by the t r a n s p o r t a t i o n c e n t e r p l a n f o r
Union S t a t i o n . The r e v i e w of t h i s impact has i n c l u d e d
an economic a n a l y s i s of the r e s u l t a n t f u t u r e development p o t e n t i a l s as w e l l as an a n a l y s i s o f a l t e r n a t i v e
t r a f f i c c i r c u l a t i o n systems which would s a t i s f y the
c o n c e n t r a t e d demand focused on Union S t a t i o n . The
c o n c l u s i o n s from t h i s t e c h n i c a l a n a l y s i s have t h r e e
aspects.
One, g e n e r a l r e g i o n a l t r a n s p o r t a t i o n ; two,
f u t u r e economic p o t e n t i a l c o n c l u s i o n s ; and t h r e e ,
traffic analysis.
Regional Transportation
Conclusions
Given that the primary o b j e c t i v e of the t r a n s p o r t a t i o n
c e n t e r s h o u l d be i t s s e r v i c e t o t h e i n t e r - c i t y t r a v e l e r ,
t h i s r e p o r t concludes t h e f o l l o w i n g :
a.
A t r a n s p o r t a t i o n c e n t e r a t Union S t a t i o n w i l l s e r v e
a r e g i o n a l , r a t h e r than a s p e c i a l purpose r o l e i n
the f u t u r e . As a l o c a t i o n , t h i s c e n t e r w i l l have
good c o n n e c t i o n s t o l o c a l and t r a n s f e r modes but
w i l l s u f f e r from an over-dependence on l o c a l s t r e e t s
f o r c o n n e c t i o n s t o t h e freeway system.
b.
The c e n t e r proposed w i l l not i n c r e a s e t h e p o t e n t i a l
f o r t r a n s f e r between i n t e r - c i t y modes of comparable
time and c o s t .
�c.
d.
S i n c e the f l i g h t path r e s t r i c t i o n s would not p r o h i b i t
the use of any of the VTOL s i t e s c o n s i d e r e d w i t h i n
the Study Area, the l i m i t i n g f a c t o r on a VTOL development would be i t s n o i s e impact on the r e s i d e n t i a l
communities. I n terms of t h i s n o i s e impact, the
r a i l r o a d Wye Zone n o r t h of New York Avenue would
have the l e a s t e f f e c t , and t h e r e f o r e , would be the
most d e s i r a b l e f o r a VTOL f a c i l i t y .
However, no VTOL
f a c i l i t y should be planned w i t h o u t c o n s u l t a t i o n and
acceptance of the i n t e r e s t s i n v o l v e d i n c l u d i n g F.A.A.
and the l o c a l communities.
f.
Conclusions
F u r t h e r c o n s i d e r a t i o n should be g i v e n to the development of a second t r a n s p o r t a t i o n c e n t e r node i n the
New York Avenue C o r r i d o r of the Study Area c o n t a i n i n g VTOL and r a i l t e r m i n a l s . Such a n o r t h e r n node
would reduce t r a f f i c i n the Union S t a t i o n a r e a , r e move the down-grading i n f l u e n c e of the r a i l r o a d
r i g h t s - o f - w a y i n the K and H S t r e e t a r e a s , and i n c r e a s e the p o t e n t i a l f o r i n t e r - c i t y mode t r a n s f e r .
e.
Economic
The c o s t a s s o c i a t e d w i t h the c o n s t r u c t i o n of a VTOL
p o r t as an i s o l a t e d f a c i l i t y would probably p r e c l u d e
its realization.
A major a i r - g r o u n d a c c e s s l i m o u s i n e t e r m i n a l would
not be a p p r o p r i a t e l y l o c a t e d w i t h i n the Study Area.
The concern of the economic a n a l y s i s has been the b a l a n c i n g
of the d i v e r s e needs of the v a r i o u s i n t e r e s t groups concerned w i t h the development of the Study Area.
These
groups range from the V i s i t o r / T r a n s p o r t a t i o n C e n t e r patrons
a t one end, to the p r o p e r t y owners and l o c a l community a t
the o t h e r .
A g e n e r a l attempt has been made to propose
a p p r o p r i a t e u s e s i n keeping w i t h the type of l i v i n g ,
w o r k i n g , and v i s i t o r environment e n v i s i o n e d f o r the f u t u r e
downtown Washington. The economic c o n c l u s i o n s were as
follows:
127
�a.
b.
An a n a l y s i s of the Study Area development p a t t e r n s
compared to o t h e r a r e a s i n Washington has concluded
t h a t i t i s more a p p r o p r i a t e l y s u i t e d to an a r e n a than
a c o n v e n t i o n and e x h i b i t i o n f a c i l i t y .
c.
The economic b e n e f i t s to the l o c a l community of the
V i s i t o r / T r a n s p o r t a t i o n Center development i s dependent
on t h e i r w i l l i n g n e s s to p r o v i d e development s i t e s f o r
the demand generated. C o n v e r s e l y , the t r a n s p o r t a t i o n
c e n t e r developments should not r e s t r i c t or a d v e r s e l y
a f f e c t the l o c a l r e n e w a l community's development
objectives.
d.
T r a f f i c and S i t e C i r c u l a t i o n
Conclusions
The Study Area, by 1985, has the p o t e n t i a l f o r the
development of almost 2 m i l l i o n square f e e t of o f f i c e
space, 2,200 new h o t e l rooms, a maximum of 600 u n i t s
of p r i v a t e apartments, and a 12,000 to 15,000 s e a t
a r e n a . I n a d d i t i o n to t h e s e , t h e r e i s the non-market
p o t e n t i a l f o r a d d i t i o n a l s u b s i d i z e d housing, new i n d u s t r i a l employment c e n t e r s , and c i t y - s e r v i n g educat i o n a l complexes.
The New York Avenue a r e a has the p o t e n t i a l f o r being a
major in-town employment c e n t e r .
The a r e n a l o c a t e d as
a i r - r i g h t s f a c i l i t y over the r a i l r o a d t r a c k s i s more
f a v o r a b l e i n terms of p r i v a t e o f f i c e demands and economic
s p i n - o f f to the H S t r e e t community. The arena on the
Government P r i n t i n g O f f i c e b l o c k i s more a p p r o p r i a t e l y
l o c a t e d , would be l e s s c o s t l y to c o n s t r u c t , and i n c r e a s e s the p o t e n t i a l f o r f u t u r e removal of the t r a c k
a r e a to p r o v i d e new housing, i n d u s t r i a l and commercial
s i t e s f o r the l o c a l communities.
a.
The r o l e of K S t r e e t i n the f u t u r e s h o u l d be t h a t of a
major a r t e r i a l l e a v i n g H S t r e e t to perform p r i m a r i l y
local functions.
b.
The H S t r e e t overpass i s not the b e s t t r a f f i c
t h a t can be a c h i e v e d .
solution
128
�c.
Access ramps from the New York Avenue Freeway south
to the V i s i t o r Center w i l l be d i f f i c u l t to a c h i e v e i f
a North C e n t r a l Freeway i s c o n s t r u c t e d .
d.
T r a n s p o r t a t i o n Center p a r k i n g should be
provided.
I n a d d i t i o n to these c o n c l u s i o n s , c e r t a i n recommendations
f o r P l a n n i n g Commission a c t i o n can be made. These a r e as
follows:
1.
C o n s i d e r a t i o n should be g i v e n to the e v e n t u a l r e l o c a t i o n
of the r a p i d t r a n s i t r o u t e below grade, and the prov i s i o n of a New York Avenue t r a n s i t s t o p .
2.
The H S t r e e t overpass p r o p o s a l should not be
due to i t s n e g a t i v e t r a f f i c and urban d e s i g n
3.
C o n s i d e r a t i o n should be g i v e n to the f o r m a t i o n of an
i n t e r - a g e n c y committee i n c l u d i n g r e p r e s e n t a t i v e s from
Model C i t i e s and the l o c a l communities, to c o o r d i n a t e
Urban Renewal and p r i v a t e development p r o j e c t s i n the
area.
4.
I t should be recommended to the Washington T e r m i n a l
Company t h a t t h e i r p l a n s f o r the development of the
t r a c k a r e a c o n t a i n a f u l l u n d e r - g i r d i n g of t r a f f i c and
land use a n a l y s i s f o r the a r e a . I t should a l s o be
recommended t h a t t h e i r t r a c k a g e south of K S t r e e t be
reduced to t h a t minimum r e q u i r e d f o r t e r m i n a l operat i o n s o n l y , e x c l u d i n g maintenance and t r a i n make-up
which a r e more a p p r o p r i a t e l y l o c a t e d a t New York Avenue.
accepted
impacts.
129
�n
n
•
•
•
�APPENDIX
�SECTION A:
Inter-city Heliport Potentials
SECTION B:
Notes on Recent Changes I n The
Washington T e r m i n a l Company's P l a n
A-2
�APPENDIX SECTION A
POTENTIAL FOR AN INTER-CITY HELIPORT IN THE STUDY AREA
Report No. 2, S e c t i o n D, d e s c r i b e d a g e n e r a l procedure
f o r e v a l u a t i n g a l t e r n a t i v e V/STOL s i t e s , as w e l l as the
a p p l i c a t i o n o f these procedures to t h r e e s i t e s w i t h i n
the t r a n s p o r t a t i o n c e n t e r Study Area.
L o c a t i o n A was
d e s c r i b e d as an e l e v a t e d V/STOL p o r t n o r t h of Union S t a t i o n
over t h e t r a c k a r e a ; L o c a t i o n B as a ground l e v e l V/STOL p o r t
i n what was once
Harmony Cemetery near Rhode I s l a n d
Avenue; and L o c a t i o n C as an e l e v a t e d V/STOL p o r t over
New York Avenue and t h e r a i l r o a d y a r d near I v y C i t y . The
a p p l i c a t i o n o f STOL p o r t d e s i g n c r i t e r i a t o these t h r e e
s i t e s i n c o n j u n c t i o n w i t h the r e s u l t s o f an a d v i s o r y a i r
space d e t e r m i n a t i o n study by the F.A.A.'s Washington Area
o f f i c e i n d i c a t e d t h a t L o c a t i o n s A and B were not s u i t e d f o r
development as STOL p o r t s . L o c a t i o n C had some p o t e n t i a l
f o r STOL p o r t development, although n o i s e impact could
p r e s e n t a problem i n t h e a r e a . S i n c e a STOL p o r t a t
L o c a t i o n C would have t o be developed as an a i r - r i g h t s
s t r u c t u r e , i t s c o s t would be s u b s t a n t i a l and p o s s i b l y
p r o h i b i t i v e as a s e l f - s t a n d i n g f a c i l i t y w i t h no o t h e r
supporting a c t i v i t i e s .
T h e r e f o r e , Report #2 concluded
t h a t a major STOL f a c i l i t y would not be a p p r o p r i a t e l y
l o c a t e d w i t h i n t h e Study Area, but t h a t VTOL, i n c l u d i n g
i n t r a - c i t y service required further analysis.
The amended t r a n s p o r t a t i o n c e n t e r p l a n which has been des c r i b e d i n t h i s Report c a l l s f o r i n t e r - c i t y bus and r a i l
t e r m i n a l s t o be l o c a t e d w i t h i n the Union S t a t i o n V i s i t o r
Center complex south of H S t r e e t , thus l e a v i n g a i r t r a v e l
as t h e o n l y i n t e r - c i t y mode not r e p r e s e n t e d i n t h a t complex.
I n p l a n n i n g f o r t h e remainder o f t h e o r i g i n a l
Study Area, s e v e r a l s u g g e s t i o n s have been made by v a r i o u s
a g e n c i e s f o r t h e l o c a t i o n o f a VTOL p o r t o r h e l i p o r t a t
one o f s e v e r a l p o s s i b l e l o c a t i o n s n o r t h o f M S t r e e t .
A-3
�A l t e r n a t i v e Development P l a n B, which was d e s c r i b e d p r e v i o u s l y i n t h i s Report, proposed t h e r e l o c a t i o n of t h e
r a i l t e r m i n a l t o the v i c i n i t y of New York Avenue as a
second f u t u r e s t a g e .
The p l a n s u g g e s t s t h a t r e l o c a t i o n
of the r a i l t e r m i n a l might be c o o r d i n a t e d w i t h the development of a VTOL p o r t or h e l i p o r t near New York Avenue.
T h i s p r o p o s a l , as w e l l as o t h e r s i t e p o s s i b i l i t i e s w i t h i n
the Study Area, w i l l be e v a l u a t e d i n t h i s VTOL a n a l y s i s
section.
1985
A i r T r a v e l Demand
The a n a l y s i s and p r o j e c t i o n of f u t u r e i n t e r - c i t y t r a v e l
demand ( a s d e s c r i b e d i n Report No. 2) e s t i m a t e d t h a t some
8,000 t o 9,000 p a s s e n g e r s d a i l y would u t i l i z e an i n t e r c i t y VTOL s e r v i c e i f t e r m i n a l f a c i l i t i e s were developed
i n the Union S t a t i o n Study Area. T h i s a i r s e r v i c e would
be geared t o s e r v e t h e s h o r t - h a u l (under 500 m i l e s ) heavy
a i r t r a v e l c o r r i d o r s between Washington and major urban
c e n t e r s such as P h i l a d e l p h i a and New York and o t h e r s m a l l e r
m e t r o p o l i t a n a r e a s such as N o r f o l k , H a r r i s b u r g and Richmond
These e s t i m a t e s were based on the o r i g i n a l t r a n s p o r t a t i o n
c e n t e r concept as d e s c r i b e d i n Report No. 3, which env i s i o n e d t h e development of i n t e r - c i t y r a i l , bus, and a i r
t e r m i n a l s w i t h i n t h e same complex. The amended p l a n would
r e t a i n bus and r a i l t e r m i n a l s a t Union S t a t i o n w h i l e l o c a t i n g a VTOL p o r t , or h e l i p o r t somewhere n o r t h of M S t r e e t
as an i s o l a t e d f a c i l i t y .
T h i s i s not d e s i r a b l e f o r s e v e r a l
reasons.
1.
I s o l a t i o n of t h e a i r t r a v e l t e r m i n a l from the h i g h speed r a i l t e r m i n a l would g r e a t l y reduce i f not
eliminate completely, the p o t e n t i a l f o r t r a n s f e r
between high-speed r a i l and s h o r t - h a u l a i r t r a v e l
i n the Northeast Corridor.
P r e v i o u s a n a l y s e s had
i n d i c a t e d t h a t the g r e a t e s t p o t e n t i a l f o r t r a n s f e r
between i n t e r - c i t y modes was between those modes
h a v i n g s i m i l a r s e r v i c e and t r a v e l - t i m e c h a r a c t e r i s t i c s ,
e s s e n t i a l l y , high-speed r a i l and a i r t r a v e l i n t h e
Northeast Corridor.
�2.
I s o l a t i o n of an a i r t r a v e l f a c i l i t y a t a l o c a t i o n
n o r t h o f M S t r e e t reduces t h e p o s s i b i l i t y o f s e c u r i n g
an a d d i t i o n a l stop on t h e r a p i d t r a n s i t system (which
would be an important means of l o c a l a c c e s s ) and i n
g e n e r a l , reduces t h e a t t r a c t i o n o f l o c a l modes, such
as t a x i s and buses, i n s e r v i n g such a f a c i l i t y .
3.
The l a c k o f a r a i l c o n n e c t i o n w i t h the a i r t e r m i n a l
would e l i m i n a t e the d e s i r a b l e c o n n e c t i o n w i t h h i g h speed r a i l s e r v i c e t h a t may be provided between Union
S t a t i o n and F r i e n d s h i p A i r p o r t .
4.
The c o s t o f developing an a i r t e r m i n a l by i t s e l f becomes a c r i t i c a l f a c t o r when compared w i t h o p p o r t u n i t i e s
to c o o r d i n a t e i t s c o n s t r u c t i o n and s h a r e c o s t s w i t h
o t h e r elements o f a t r a n s p o r t a t i o n c e n t e r complex.
A VTOL p o r t o r h e l i p o r t i n t h e Study Area would o b v i o u s l y
be most a t t r a c t i v e t o a i r t r a v e l e r s o r i g i n a t i n g from o r
destined t o the east s i d e of the c e n t r a l area ( i n c l u d i n g
the C a p i t o l H i l l a r e a ) . Ground t r a v e l time between such
a f a c i l i t y and t h e C o n n e c t i c u t Avenue o f f i c e c o r r i d o r
(which i s another major CBD g e n e r a t o r o f a i r t r a v e l ) beg i n s t o approach t r a v e l times between t h a t a r e a and
N a t i o n a l A i r p o r t . However, i f t h e problem o f s e p a r a t i o n
from o t h e r t r a n s p o r t a t i o n c e n t e r elements could be o v e r come, the g r e a t e r a t t r a c t i o n f o r N o r t h e a s t C o r r i d o r
t r a v e l e r s o f a VTOL p o r t o r h e l i p o r t i n t h i s a r e a would
be t h e back-up mode provided by high-speed r a i l .
These
f a c t o r s u n d e r s c o r e t h e need t o ensure an e f f e c t i v e conn e c t i o n between the t r a n s p o r t a t i o n c e n t e r elements t h a t
w i l l be developed a t Union S t a t i o n w i t h any a i r t r a v e l
t e r m i n a l t h a t might be developed e l s e w h e r e i n t h e Study
Area.
A-5
�A i r Terminal
S i t e Study
As noted p r e v i o u s l y , Report No. 2 e x c l u d e d the p o t e n t i a l
f o r STOL development w i t h i n the Study Area due t o n o i s e
impact on r e s i d e n t i a l a r e a s . Subsequent a n a l y s e s t h a t
w i l l be d e s c r i b e d below have c o n s i d e r e d the p o t e n t i a l
f o r VTOL and more s p e c i f i c a l l y , h e l i p o r t development
w i t h i n the Study Area. T h i s a n a l y s i s was conducted w i t h
the thought t h a t t h e more f l e x i b l e o p e r a t i o n a l c h a r a c t e r i s t i c s o f h e l i c o p t e r s i n terms o f s t e e p e r approach p a t h s ,
s m a l l e r l a n d i n g a r e a s , and l e s s e x t e n s i v e n o i s e impact
might o f f e r development o p p o r t u n i t i e s t h a t were not p o s s i b l e
f o r STOL o p e r a t i o n s .
Thus, s e v e r a l s i t e s w i t h i n t h e Study
Area were examined as p o s s i b l e h e l i p o r t s i t e s — a g a i n ,
assuming t h a t the predominant type of h e l i c o p t e r s e r v i c e
to be p r o v i d e d through such a f a c i l i t y would be i n t e r - c i t y
s e r v i c e between C e n t r a l Washington, t h e c e n t r a l a r e a s o f
o t h e r nearby c i t i e s such as B a l t i m o r e , P h i l a d e l p h i a , and
even New York. Such a h e l i p o r t might a l s o p r o v i d e l o c a l
h e l i c o p t e r s e r v i c e t o suburban l o c a t i o n s and other a i r p o r t s
w i t h i n t h e r e g i o n , such as D u l l e s and F r i e n d s h i p .
The p l a n n i n g p r o c e s s employed i n e v a l u a t i n g these h e l i p o r t
s i t e s i s t h e same as t h a t d e s c r i b e d i n t h e e v a l u a t i o n o f
STOL p o r t s i t e s i n Report No. 2. A i r space and a i r t r a f f i c
c o n t r o l problems f o r t h e Study Area had a l r e a d y been e x amined i n t h e F.A.A.'s a d v i s o r y a i r - s p a c e d e t e r m i n a t i o n
s t u d y t h a t was conducted i n c o n j u n c t i o n w i t h the STOL p o r t
analysis.
I n f o r m a t i o n on wind d i r e c t i o n , s u r r o u n d i n g land
use, f l i g h t path o b s t a c l e s , and o t h e r p e r t i n e n t d a t a , were
a l s o a v a i l a b l e from the p r e v i o u s STOL a n a l y s i s . The only
new i n p u t s r e q u i r e d f o r the h e l i p o r t e v a l u a t i o n were approp r i a t e d e s i g n c r i t e r i a , which were p r o v i d e d by t h e Washington Area O f f i c e o f t h e F.A.A. These c r i t e r i a a r e summarized
a t t h e end o f t h i s s e c t i o n , concern t h e a r e a r e q u i r e m e n t s
and performance s t a n d a r d s f o r a VTOL p o r t .
The f o l l o w i n g paragraphs d e s c r i b e a p r e l i m i n a r y a n a l y s i s
of h e l i p o r t development p o t e n t i a l a t t h r e e a l t e r n a t i v e
s i t e s w i t h i n t h e Study Area as shown i n F i g u r e 29. S i t e A
i s l o c a t e d immediately south o f the i n t e r s e c t i o n o f New
York and F l o r i d a Avenues i n t h e v i c i n i t y of t h e e x i s t i n g
p a r k i n g l o t and c o a l yards west o f t h e r a i l r o a d t r a c k s .
S i t e B encompasses an a r e a south o f Rhode I s l a n d Avenue
near Harmony Cemetery and t h e planned Metro r a p i d t r a n s i t
stop.
A-6
�S i t e C u t i l i z e s r a i l r o a d p r o p e r t y i n the wye a r e a o f t h e
t r a c k and y a r d s n o r t h of New York Avenue and west of
Brentwood Road.
S i t e A: Ground L e v e l or E l e v a t e d H e l i p o r t South of the
New Y o r k - F l o r i d a Avenue I n t e r s e c t i o n
S i n c e t h e p r e v a i l i n g wind d i r e c t i o n i n t h i s a r e a i s n o r t h northwest, h e l i c o p t e r l a n d i n g s and t a k e o f f s i n t o the wind
(which i s the d e s i r a b l e method of o p e r a t i o n ) would r e s u l t
i n low f l y i n g a i r c r a f t over G a l l a u d e t C o l l e g e and the edge
of the r e s i d e n t i a l community l y i n g j u s t south of F l o r i d a
Avenue and e a s t of the t r a c k s .
S i m i l a r l y , t a k e o f f s would
r o u t e a i r c r a f t v e r y near McKinley High School and the edge
of the r e s i d e n t i a l a r e a l y i n g n o r t h of F l o r i d a and New
York Avenues.
The p r i n c i p a l approach r o u t e f o r h e l i c o p t e r s l a n d i n g a t
t h i s s i t e ( o r a t S i t e s B and C) would be the New York
Avenue r a i l r o a d c o r r i d o r . T h i s c o r r i d o r (most of which
i s i n r a i l r o a d or i n d u s t r i a l use or i s v a c a n t ) o f f e r s a
r e a s o n a b l e r o u t e westward from the A n a c o s t i a R i v e r a i r
t r a f f i c corridor.
As a r e s u l t of h e l i c o p t e r o p e r a t i o n s a t S i t e A, r e s i d e n t i a l
a r e a s and G a l l a u d e t C o l l e g e would be s u b j e c t e d to n o i s e
l e v e l s i n the range of 80 to 90 p e r c e i v e d n e t d e c i b e l s
(PNdb) w i t h n o i s e l e v e l s i n the r e s i d e n t i a l b l o c k s j u s t
n o r t h of New York Avenue and west of F i r s t S t r e e t r e a c h i n g
95 PNdb. These n o i s e l e v e l s a r e based upon o p e r a t i o n a l
c h a r a c t e r i s t i c s o f a t y p i c a l l a r g e , two-engine t u r b i n e powered h e l i c o p t e r w i t h v e r t i c a l l i f t o f f t o , o r descent
from, a 200-foot a l t i t u d e and subsequent c l i m b i n g or desc e n t a t a 5:1 approach o r d e p a r t u r e path.
Based upon the r e s u l t s o f the F.A.A.'s a d v i s o r y a i r space
d e t e r m i n a t i o n s t u d y , t h e r e do not appear to be any s i g n i f i c a n t a i r space problems i n h e l i c o p t e r o p e r a t i o n s a t t h i s
site.
The l e s s s t r i n g e n t o p e r a t i o n a l requirements f o r
A-7
�POTENTIAL
V-TOL
LOCATIONS
�h e l i c o p t e r s a s compared t o STOL o p e r a t i o n s ( i . e . , t h e
p o s s i b i l i t y o f s t e e p e r approach and d e p a r t u r e s l o p e s ,
s m a l l e r l a n d i n g a r e a s , e t c . ) should e l i m i n a t e any problems o f i n f r i n g e m e n t upon t h e P-56 p r o h i b i t e d a i r space
around the government b u i l d i n g a r e a .
S i t e B: E l e v a t e d H e l i p o r t Near Rhode I s l a n d Avenue
WMATA i s p l a n n i n g a 500-car commuter p a r k i n g l o t a t i t s
Rhode I s l a n d Avenue s t a t i o n t o be l o c a t e d j u s t south o f
Rhode I s l a n d Avenue and e a s t o f t h e r a i l r o a d t r a c k s .
P r e s e n t p l a n s c a l l f o r t h i s f a c i l i t y t o be t e r r a c e d i n t o
the h i l l s i d e which s l o p e s down from Harmony Cemetery t o
Rhode I s l a n d Avenue. The a r e a l y i n g t o t h e south and
e a s t o f t h i s p a r k i n g f a c i l i t y i n c l u d e s the p o s s i b l e s i t e
of a major freeway i n t e r c h a n g e between t h e proposed New
York Avenue I n d u s t r i a l Parkway and the North C e n t r a l F r e e way.
A p a r t o f t h i s a r e a has a l s o been proposed a s t h e
s i t e f o r t h e r e l o c a t i o n Government P r i n t i n g O f f i c e .
One development concept f o r a h e l i p o r t i n t h i s a r e a would
be an e l e v a t e d s t r u c t u r e over t h e WMATA commuter p a r k i n g
l o t w i t h t h e p o s s i b i l i t y o f shared p a r k i n g f a c i l i t i e s by
the h e l i p o r t and t r a n s i t s t a t i o n . T h i s s i t e has t h e
obvious ground a c c e s s advantage o f d i r e c t c o n n e c t i o n t o
the r a p i d t r a n s i t system v i a t h e Rhode I s l a n d Avenue
s t a t i o n and t h e p o t e n t i a l f o r a b u i l t - i n p a r k i n g supply.
V e h i c u l a r a c c e s s would be p r o v i d e d by Rhode I s l a n d Avenue,
which o f f e r s a r e a s o n a b l y good a r t e r i a l c o n n e c t i o n t o the
C o n n e c t i c u t Avenue o f f i c e c o r r i d o r and t h e west s i d e o f
the C e n t r a l Area.
T h i s s i t e would be w e l l s i t u a t e d f o r h e l i c o p t e r l a n d i n g s
i n t h a t the a i r c r a f t would approach v i a t h e New York Avenue
c o r r i d o r and then t u r n northward over t h e r a i l yards and
Harmony Cemetery b e f o r e l a n d i n g i n t o t h e wind. With t h i s
approach p a t h , v i r t u a l l y no r e s i d e n t i a l development would
be s u b j e c t e d t o n o i s e l e v e l s above 90 PNdb. A i r c r a f t
�d e p a r t u r e s however, would p r e s e n t more o f a noise impact
problem i n t h a t the l o g i c a l d e p a r t u r e r o u t e would be
northward along t h e B & 0 c o r r i d o r . T h i s would r e s u l t
i n n o i s e l e v e l s o f 95 t o 100 PNdb i n t h e v i c i n i t y of
S t . V i n c e n t ' s Orphanage and 90 t o 95 PNdb i n t h e edges
of t h e r e s i d e n t i a l a r e a s on e i t h e r s i d e of t h e t r a c k s
northward t o a t l e a s t F r a n k l i n S t r e e t .
As i n t h e c a s e of t h e o t h e r two s i t e s , t h e r e should be
no s i g n i f i c a n t a i r space problems t o h i n d e r h e l i c o p t e r
operations a t t h i s s i t e .
S i m i l a r l y , t h e r e a r e no apparent
o b s t a c l e s t h a t might i n f r i n g e upon d e s i r a b l e approach and
d e p a r t u r e paths ( p o s s i b l y pending t h e u l t i m a t e d e s i g n o f
the freeway i n t e r c h a n g e i n Harmony Cemetery and the h e i g h t s
of s t r u c t u r e s and o v e r p a s s e s t h a t might r e s u l t from t h a t
design).
S i t e C: E l e v a t e d H e l i p o r t i n the R a i l r o a d Wye Area
Between New York Avenue and T S t r e e t
For t h i s s i t e , a i r c r a f t could approach v i a t h e New York
Avenue c o r r i d o r and t h e n t u r n i n t o t h e h e l i p o r t from t h e
southeast (thus allowing operations i n t o the wind).
This
p a t t e r n would produce a 90 PNdb n o i s e l e v e l t h a t would i n f r i n g e upon t h e n o r t h e r n edge of G a l l a u d e t C o l l e g e and a
small s e c t i o n of the I v y C i t y r e s i d e n t i a l area.
H e l i c o p t e r d e p a r t u r e s i n t o t h e wind could be made t o the
north a c r o s s T S t r e e t and could f o l l o w t h e B & 0 t r a c k s
northward o r t u r n back t o the e a s t over Harmony Cemetery
and e x i t v i a t h e New York Avenue c o r r i d o r . Noise l e v e l s
of 90 PNdb would i n f r i n g e s l i g h t l y upon the r e s i d e n t i a l
b l o c k s j u s t west of t h e t r a c k s between Rhode I s l a n d Avenue
and New York Avenue and would r e a c h as f a r n o r t h as S t .
V i n c e n t ' s Orphanage.
The development o f a h e l i p o r t i n t h i s a r e a would r e q u i r e
a i r r i g h t s c o n s t r u c t i o n over the r a i l r o a d s and would be
c o s t l y from a c o n s t r u c t i o n s t a n d p o i n t .
Vehicular access
A-10
�to such a f a c i l i t y c o u l d be p r o v i d e d from Brentwood Road
or p o s s i b l y from New York Avenue v i a a grade s e p a r a t i o n
over the t r a c k s .
As i n the case of S i t e s A and B, t h e r e should be no s i g n i f i c a n t a i r space problems t h a t would h i n d e r o p e r a t i o n s from
this site.
Depending upon the d e t a i l e d l o c a t i o n of the
h e l i p o r t w i t h i n t h i s a r e a , t h e r e could be problems i n
a c h i e v i n g d e s i r a b l e approach and d e p a r t u r e path c l e a r a n c e s
over the T S t r e e t B r i d g e a c r o s s the B & 0 t r a c k s , i f the
h e l i p o r t were not b u i l t to the approximate l e v e l of T
S t r e e t and Brentwood Road.
Conclusions
The b a s i c c o n c l u s i o n s from t h i s p r e l i m i n a r y e v a l u a t i o n of
h e l i p o r t s i t e s w i t h i n the Study Area a r e :
1.
The development of a h e l i p o r t a t any of the t h r e e
s i t e s d i s c u s s e d above ( o r a t o t h e r l o c a t i o n s within
the Study Area) f o r a i r c r a f t capable of p r o v i d i n g
i n t e r - c i t y s e r v i c e w i l l have adverse n o i s e impacts
upon a d j a c e n t r e s i d e n t i a l and i n s t i t u t i o n a l a r e a s
r a n g i n g from a s i g n i f i c a n t impact a t S i t e A to a
minimal impact a t S i t e C.
2.
There should be no s i g n i f i c a n t a i r space problems
a s s o c i a t e d w i t h h e l i c o p t e r o p e r a t i o n s a t any of
the t h r e e s i t e s — based upon the F.A.A.' s a d v i s o r y
a i r space d e t e r m i n a t i o n study t h a t was conducted
e a r l i e r f o r V/STOL o p e r a t i o n s w i t h i n the Study
Area.
3.
Ground a c c e s s to a h e l i p o r t would be b e s t a t S i t e
B s i n c e t h i s s i t e o f f e r s the p o t e n t i a l f o r d i r e c t
c o n n e c t i o n w i t h a s t a t i o n on the r a p i d t r a n s i t system
and the o p p o r t u n i t y to c o o r d i n a t e h e l i p o r t cons t r u c t i o n and i t s a s s o c i a t e d p a r k i n g w i t h planned
commuter p a r k i n g a t the Rhode I s l a n d Avenue t r a n s i t
s t a t i o n . A r t e r i a l s t r e e t a c c e s s to t h i s s i t e would
�a l s o p r o v i d e r e a s o n a b l e c o n n e c t i o n s to the west s i d e
of the c e n t r a l a r e a . A r t e r i a l a c c e s s would be most
d i f f i c u l t to p r o v i d e a t S i t e C because of the n e c e s s i t y
f o r b r i d g i n g the r a i l r o a d and New York Avenue I n d u s t r i a l
Parkway i n order to p r o v i d e a r t e r i a l a c c e s s to New York
Avenue or to Brentwood Road. V e h i c u l a r a c c e s s to
S i t e A c o u l d be p r o v i d e d through d i r e c t c o n n e c t i o n s
to a d j a c e n t s t r e e t s such as F l o r i d a Avenue and F i r s t
Street.
S i t e A has the p o t e n t i a l f o r d i r e c t c o n n e c t i o n s
to the r a p i d t r a n s i t system, w h i l e S i t e C does not.
4.
The c o n s t r u c t i o n of a h e l i p o r t would be most c o s t l y a t
S i t e C because of the e x t e n s i v e a i r r i g h t s c o n s t r u c t i o n
over r a i l r o a d p r o p e r t y and the c o m p l e x i t i e s of prov i d i n g ground a c c e s s to nearby a r t e r i a l s . C o n s t r u c t i o n
c o s t s should be more r e a s o n a b l e a t S i t e A or p a r t i c u l a r l y
a t S i t e C because of the o p p o r t u n i t y f o r developing an
e l e v a t e d f a c i l i t y w i t h p a r k i n g or o t h e r u s e s beneath
the h e l i p o r t .
5.
I n summary, the p r o s p e c t s f o r developing a h e l i p o r t
w i t h i n the Study Area f o r i n t e r - c i t y s e r v i c e may be
minimal because of s i g n i f i c a n t problems of n o i s e imp a c t . Of the t h r e e s i t e s e v a l u a t e d h e r e i n , n o i s e
impact would be l e a s t a t S i t e C, w i t h S i t e B being
second b e s t i n t h i s r e g a r d .
6.
T h i s a n a l y s i s has c o n s i d e r e d the development of a
h e l i p o r t f o r i n t e r - c i t y a i r s e r v i c e . The o p e r a t i o n a l
c h a r a c t e r i s t i c s and lower n o i s e e m i s s i o n of s m a l l e r
h e l i c o p t e r s c a r r y i n g perhaps f i v e to f i f t e e n passengers
might a l l o w o p e r a t i o n s a t any of t h e s e t h r e e s i t e s ( o r
o t h e r s w i t h i n the Study Area) a t t o l e r a b l e n o i s e l e v e l s .
T h i s type of a i r c r a f t , however, would be o r i e n t e d to
p r o v i d i n g s e r v i c e to D u l l e s and F r i e n d s h i p A i r p o r t s or
to o u t l y i n g communities i n the f r i n g e s of the Washington
and B a l t i m o r e m e t r o p o l i t a n a r e a s , and would not p r o v i d e
s e r v i c e to more d i s t a n t urban c e n t e r s such as P h i l a d e l p h i a and New York.
A-12
�H e l i p o r t Design C r i t e r i a
(Class I I I P u b l i c ) *
DESIGN CRAFT:
SIKORSKY
A.
Vehicle Size:
B.
Vehicle Capacity:
C.
S-61L
O v e r a l l Length
Main Rotor Diameter
Maximum Gross Weight
73 f e e t
62 f e e t
19, 000 l b s .
Public Heliports:
30 p a s s e n g e r s
1.
Minimum Landing and T a k e o f f Area Length:
2.0 times the o v e r a l l l e n g t h of the h e l i c o p t e r .
2.
Minimum Landing and T a k e o f f Area Width:
1.5 times the o v e r a l l l e n g t h of the h e l i c o p t e r .
3.
P e r i p h e r a l A r e a : An a r e a o n e - h a l f the o v e r a l l
l e n g t h of the h e l i c o p t e r which would surround
the l a n d i n g and t a k e o f f a r e a and s h o u l d be kept
f r e e of a l l o b s t r u c t i o n s .
4.
Touchdown Area: An a r e a e q u a l t o the r o t o r d i a meter of the h e l i c o p t e r designed to accommodate
the dynamic wheel loads of the h e l i c o p t e r .
5.
Taxiway Width:
6.
Pavement S l o p e s :
7.
Approach-Departure
40 f e e t .
2.0 p e r c e n t maximum.
P a t h s : ( R e f e r F i g u r e 30)
a.
I f h e l i p o r t has two p a t h s , they s h o u l d be
s e p a r a t e d by an a r c of a t l e a s t 135°.
b.
F o r I F R ( i n s t r u m e n t f l i g h t r u l e s ) operat i o n s see the approach-departure c l e a r a n c e
surface (diagram).
•Source: AC 150/5390-1A, " H e l i p o r t Design Guide",
F e d e r a l A v i a t i o n A d m i n i s t r a t i o n (DOT) November 5, 1969.
�c.
P r i m a r y S u r f a c e : An imaginary plane c e n t e r e d
on the l a n d i n g and t a k e o f f a r e a . I t s l e n g t h
c o i n c i d e s w i t h the l e n g t h of the l a n d i n g a r e a .
I t s w i d t h i s 300 f e e t . The e l e v a t i o n of the
plane i s the same as the h i g h e s t e l e v a t i o n on
the l a n d i n g a r e a .
d.
T r a n s i t i o n a l Surfaces: Obstruction clearance
p l a n e s a d j a c e n t to the primary s u r f a c e and
the approach-departure c l e a r a n c e s u r f a c e s
(see diagram).
e.
A i r Space P r o t e c t i o n : " C l e a r Zone" d e s i g n a t e d
f o r i n i t i a l 750 f e e t of I F R approach s u r f a c e s
( l e n g t h based on imaginary s u r f a c e a t t a i n i n g
a h e i g h t of 50 f e e t above the ground).
For e l e v a t e d h e l i p o r t s , a t o t a l l a n d i n g and t a k e o f f p l u s p e r i p h e r a l a r e a l e n g t h of 400 to 500 f e e t
i s d e s i r a b l e to p r o v i d e a s a f e r e c o v e r y a r e a i n
the event of the need f o r an emergency l a n d i n g d u r i n g
t a k e o f f . There should be no v e r t i c a l p r o j e c t i o n s
above f i v e f e e t over the r o o f l e v e l a d j a c e n t to the
p e r i p h e r a l or l a n d i n g and t a k e o f f a r e a s . The l a n d i n g
s u r f a c e should be designed to support a c o n c e n t r a t e d
load equal to 75 p e r c e n t of the g r o s s weight of the
h e l i c o p t e r a t each main l a n d i n g gear.
A-14
�FIG.
30
F.A.A. H e l i p o r t Approach/Departure P a t h s
�d
n
PI
n
�APPENDIX SECTION B:
NOTES ON RECENT H-STREET OVERPASS CHANGES IN THE
WASHINGTON TERMINAL COMPANY'S PLAN.
Subsequent t o t h e a n a l y s i s o f t h e H - S t r e e t o v e r p a s s p l a n
on pages 100 t h r u 103 sponsored by t h e Washington T e r m i n a l
Company, r e v i s i o n s were made as f o l l o w s :
a.
t h e p l a z a on the o v e r p a s s was e l i m i n a t e d ; the s t r e e t
would have a s t r a i g h t alignment;
b.
t h e e n t r a n c e and e x i t f o r t h e i n t e r - c i t y bus s t a t i o n
w i l l be from H S t r e e t ; c i r c u l a t i o n v i a I S t r e e t w i l l
not be n e c e s s a r y , and
c.
auto d r o p - o f f t o an a i r r i g h t s development between H
and K S t r e e t s w i l l be moved from t h e H S t r e e t o v e r p a s s .
These changes w i l l e l i m i n a t e the n o n - l o c a l t r a f f i c penet r a t i o n o f t h e I S t r e e t and w i l l tend t o improve t r a f f i c
o p e r a t i o n s on t h e o v e r p a s s . Although t h e e n t r a n c e / e x i t
f o r t h e bus s t a t i o n w i l l probably r e q u i r e s i g n a l c o n t r o l ,
an a c c e s s f o r auto d r o p - o f f and t a x i s s e r v i n g t h e a i r r i g h t s development i s s t i l l t o be d e f i n e d .
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Union Station transportation center study : phase II - report 4 final development plan & program review
Creator
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Conklin & Rossant
Date
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1970
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National Capital Planning Commission
Barton-Aschman Associates
Hammer, Greene, Siler Associates
Manheim, Marvin L.
De Neufville, Richard, 1939-
Stafford, Joseph H. (Joseph Hover), 1939-
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Documents
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English
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Text
Dublin Core
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DDOT Historical Reports & Other Documents
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Transportation--Research--United States
Transportation--Planning
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District Department of Transportation's historical reports and other documents.
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Various
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Documents
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English
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Text
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Various
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District Department of Transportation
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Union Station
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Union Station (Washington, D.C.)
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Union Station
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Text
Preliminary Studies Jor
Zhe Proposed Coeation Of Zhe
WISCONSIN
AVENUE
FREEWA
CORRIDOR
Y
F e t r m a r y 1959
Prepared By
OFFICE OF PLANNING AND PROGRAMMING
DEPARTMENT OF HIGHWAYS AND T R A F F I C
D I S T R I C T OF COLUMBIA
�Preliminary Studies for
Zhe Proposed jCoeation Of Zhe
WISCONSIN
A VENUE
FREEWA
February
CORRIDOR
Y
1959
Prepared By
OFFICE OF PLANNING AND
PROGRAMMING
DEPARTMENT OF HIGHWAYS AND T R A F F I C
D I S T R I C T OF COLUMBIA
�T A B L E
OF
C O N T E N T S
Page
AN INTERSTATE ROUTE IN NORTHWEST WASHINGTON
1—2
EVALUATION OP THE PROPOSED INTERSTATE ROUTE
IN THE WISCONSIN AVENUE CORRIDOR
2—5
The I n t e r s t a t e System
Other Systems
ALTERNATE ROUTES BETWEEN TENLEY CIRCLE AND
THE DISTRICT OF COLUMBIA BOUNDARY
6—8
General
Study Plan A
Study Plan B
RECOMMENDATIONS
EXHIBITS
8—9
P l a t e 1 - E x h i b i t No. 7 from U . S . Route 240
Report prepared by Clarkeson Engineering
Co., I n c . , June 1957
P l a t e 2 - Study Plan A, Albemarle S t r e e t t o Western
Avenue
P l a t e 3 - Study P l a n B, Albemarle S t r e e t t o Western
Avenue
P l a t e 4 - T y p i c a l Cross Sections
�AN
INTERSTATE ROUTE
in
NORTHWEST WASHINGTON
Ever s i n c e the concept of a "National System of I n t e r s t a t e
and Defense Highways" came i n t o being the D i s t r i c t of Columbia
Department of Highways and T r a f f i c has been concerned about the
l o c a t i o n of t h a t system i n Northwest Washington.
There has never been any doubt about the need for improved
highways and s t r e e t s i n the Northwest s e c t i o n of the C i t y , i f we
are t o meet f u t u r e t r a f f i c requirements.
There i s no question
but t h a t a highway i n the Wisconsin Avenue Corridor would be i d e a l
from a t r a f f i c s e r v i c e standpoint.
Under a p p l i c a b l e p o l i c y de-
c i s i o n s , there appears t o be considerable u n c e r t a i n t y whether a
modern I n t e r s t a t e Route could and should be constructed from Tenley
C i r c l e t o the Potomac R i v e r , or the Inner Loop.
Decisions have been made t h a t an I n t e r s t a t e Route should not
be constructed through Glover-Archbold Park.
Other l o c a t i o n s on
e i t h e r side of Wisconsin Avenue, below Tenley C i r c l e c o l l i d e with
s h r i n e s , churches, embassies, very d e s i r a b l e r e s i d e n t i a l
develop-
ments, parks, and a l o c a t i o n centered on or adjacent t o Wisconsin
Avenue a f f e c t s valuable commercial p r o p e r t i e s . I n a d d i t i o n , some
a l t e r n a t e s i n v o l v e objectionable topography.
I n 1956, the D i s t r i c t employed a consultant t o study the Northwest C o r r i d o r , between Rock Creek Park and the Potomac River, and
�to recommend a l o c a t i o n f o r an I n t e r s t a t e Route.
A report on t h a t
study was submitted i n 1957 which recommended a l o c a t i o n along the
Potomac R i v e r .
I n January 1958, the Board of Commissioners, a f t e r
p u b l i c hearings, approved t h a t l o c a t i o n .
P o l i c y d e c i s i o n s made s i n c e t h a t time have eliminated the
R i v e r l o c a t i o n as a proposed l o c a t i o n f o r the I n t e r s t a t e Route.
As a r e s u l t , the D i s t r i c t has no firm p o s i t i o n a t t h i s time with
r e s p e c t t o a l o c a t i o n f o r an I n t e r s t a t e Route i n the Northwest
s e c t i o n of the C i t y .
EVALUATION OF THE PROPOSED INTERSTATE ROUTE IN THE
WISCONSIN AVENUE CORRIDOR
The I n t e r s t a t e System:
There should be l i t t l e doubt t h a t the F e d e r a l A i d Highway A c t
of 1956 unequivocally d e c l a r e s i n S e c t i o n 108(a) t h a t i t i s the i n t e n t of Congress t h a t a "system" of I n t e r s t a t e Highways s h a l l be
built.
Experience i n t h e a d m i n i s t r a t i o n
of the F e d e r a l A i d Highway
Act s i n c e 1921 has c l e a r l y demonstrated what i s intended by a
system.
The I n t e r s t a t e System is. n a t i o n a l i n scope and should be
i n t e g r a t e d so t h a t " i n t e r s t a t e and defense" t r a f f i c w i l l be afforded
c o n t i n u i t y o f s e r v i c e over highways designed t o standards "adequate
to accommodate the types and volumes of t r a f f i c f o r e c a s t f o r the
year 1975."
I t would appear t h a t i n some i n s t a n c e s , a spur may
extend from the I n t e r s t a t e System t o a community, provided the
�spur connects to adequate f a c i l i t i e s and i f the spur terminates a t
or very near the predominant t r a f f i c O b j e c t i v e . The Tenley C i r c l e
area i s not such an o b j e c t i v e .
There are s e v e r a l points which should be considered before
a commitment i s made to construct an I n t e r s t a t e Route e i t h e r west
or east of any p a r t of Wisconsin Avenue i n the D i s t r i c t of Columbia.
(1)
The D i s t r i c t should f i n d an acceptable l o c a t i o n
for such a route t h a t l o g i c a l l y could be advanced
to form a balanced highway system, i n terms of
traffic
(2)
service.
Presumably the mass t r a n s i t requirement could be
met by continuing the f a c i l i t y underground up
Wisconsin Avenue through the Bethesda area and
the need f o r a mass t r a n s i t f a c i l i t y should not,
i n i t s e l f , i n f l u e n c e or dissuade sound planning of
our highway network.
(3)
The Regional Highway Planning Committee of Metrop o l i t a n Washington, i n f o l l o w i n g through w i t h the
a p p l i c a t i o n of the 1955 O r i g i n and D e s t i n a t i o n
t r a f f i c data, w i l l make a complete a n a l y s i s from
a t r a f f i c standpoint of the Recommended Highway
P l a n of the Mass T r a n s p o r t a t i o n Study w i t h i n the
next s e v e r a l months.
The Wisconsin Avenue Corridor
�i s an i n t e g r a l p a r t of t h a t P l a n .
The Regional Highway
Planning Committee, which i n c l u d e s members of the Maryland S t a t e Roads Commission, the V i r g i n i a Department of
Highways and the D. C. Department of Highways and
Traffic
i s j u s t g e t t i n g i n t o the a n a l y s i s p o r t i o n of t h e i r
study.
The a n a l y s i s w i l l help t o prove or disprove the a d v i s a b i l i t y of v a r i o u s plans and combinations of plans i n
terms of t r a f f i c s e r v i c e .
Other
Systemsi
Jn A p r i l 1958 the D i s t r i c t agreed with the S t a t e of Maryland
and others t h a t i t would c o n s t r u c t an e i g h t - l a n e f a c i l i t y on Wisconsin
Avenue from the D i s t r i c t boundary t o the v i c i n i t y of Tenley
Circle;
t h a t i t would r e c o n s t r u c t R i v e r Road as r e q u i r e d t o handle t r a f f i c
destined f o r ©r l e a v i n g the D i s t r i c t by R i v e r Road i n Maryland.
The D i s t r i c t has under c o n s t r u c t i o n t h a t s e c t i o n of the
Loop from about 14th S t r e e t t o 27th S t r e e t Northwest.
Intermediate
When t h i s
loop i s t i e d i n t o the Tenley C i r c l e system, i t w i l l add to t r a f f i c
volumes destined t o Glover-Archbold Parkway, and serve t r a f f i c i n terchanging
between such loop and highway f a c i l i t i e s northwest on
Wisconsin Avenue.
Summarily, the D i s t r i c t has plans t o b u i l d the following t o
serve t r a f f i c inbound from the D i s t r i c t l i n e i
Avenue and two lanes on R i v e r Road.
- 4 -
four lanes on Wisconsin
T h i s does not consider t r a f f i c
�on the Intermediate Loop and other s t r e e t s such as Nebraska Avenue
t h a t may be destined t o .downtown or across the R i v e r near Georgetown.
Below Tenley C i r c l e the D i s t r i c t can provide two lanes of
Parkway i n Glover-Archbold Park and three lanes on Wisconsin Avenue.
T h i s means:
four lanes on Wisconsin Avenue, plus two lanes on R i v e r
Road, plus other a r t e r i a l s must equal; two lanes of Parkway i n
Glover-Archbold, plus three lanes on Wisconsin Avenue. T h i s i s
approximately i n balance„
5 -
�ALTERNATE ROUTES
between
TENLEY CIRCLE
and the
DISTRICT OF COLUMBIA BOUNDARY
General:
The f o l l o w i n g e s t a b l i s h e s the f e a s i b i l i t y of a freeway
l i n k i n g the Tenley C i r c l e area w i t h a Wisconsin Avenue Freeway
as proposed by the Maryland National C a p i t a l Park and Planning
Commission.
The two l o c a t i o n s contained h e r e i n use a common a l i g n -
ment from south of Albemarle S t r e e t as shown by dashed l i n e s on the
enclosed p l a n s .
Both Study Plans A and B, as proposed i n t h i s
r e p o r t , allow f o r a f o r t y — s i x foot median t o accommodate a r a p i d
t r a n s i t system as suggested by the Mass Transportation Survey f o r
the National C a p i t a l Region.
I t i s assumed t h a t there w i l l be
no t e r m i n a l f a c i l i t i e s f o r the t r a n s i t system w i t h i n the l i m i t s
of these s t u d i e s . The two plans are a l s o s i m i l a r i n that eiither
would provide four lanes f o r t r a f f i c from Albemarle S t r e e t t o
the interchange w i t h the proposed intermediate loop and s i x lanes
f p r t r a f f i c from the interchange t o Western Avenue.
Study P l a n A:
Study P l a n A (see attached plan) continues as a depressed
freeway from Albemarle S t r e e t north along the l i n e of 40th S t r e e t
west of Woodrow Wilson High School t o an interchange with the
- 6 -
�proposed intermediate loop j u s t north of Chesapeake S t r e e t .
Prom
t h i s interchange the freeway would curve northwestwardly and r i s e
to overpass Fessenden S t r e e t and 41st S t r e e t northeast of t h e i r
intersection.
T h i s route would then descend i n t o a depressed
freeway p a r a l l e l i n g 42nd S t r e e t , underpassing M i l i t a r y Road,
c r o s s i n g under Western Avenue t o meet the study Routes A or C as
prepared by the s t a f f of the Maryland National C a p i t a l Park and
Planning Commission.
Estimated Costfi
C o n s t r u c t i o n Cost ,
,
.
.
. $ 7,402,300
Engineering & Contingencies 15% .
.
l 110 700
T o t a l C o n s t r u c t i o n Cost$ 8,513,000
f
Rights-of-way
f
$ 3*899,000
TOTAL ESTIMATED COST
.,,,,..,...$12,412,000
aiaflY ?lflrY.)M
The proposal f o r Study P l a n B (see attached plan) a l s o cont i n u e s as a depressed freeway from Albemarle S t r e e t north along
lijLne of 40th S t r e e t west of Woodrow Wilson High School t o an I n terchange with the proposed intermediate loop Just north of
Chesapeake S t r e e t .
Prom t h i s interchange the route curves n o r t h -
westwardly and r i s e s t o overpass Fessenden S t r e e t between 41st
and 42nd S t r e e t s and continues on s t r u c t u r e over Wisconsin Avenue,
�From the Wisconsin Avenue c r o s s i n g the route curves i n a northward d i r e c t i o n and descends t o a point approximately 300 f e e t
north of Harrison S t r e e t on the west of 44th S t r e e t where i t
would enter a t u n n e l .
The tunnel continues to Western Avenue
where i t would meet the study Routes B o r D as prepared by the
s t a f f of the Maryland National C a p i t a l Park and Planning Commission.
The proposed tunnel would f a c i l i t a t e parking f o r Lord & T a y l o r i n
the block bounded by Western Avenue, 44th S t r e e t and J e n i f e r
Street.
Estimated Cost;
Construction Cost „
Engineering & Contingencies 15%
„
T o t a l Construction Cost
Rights-of-way
„
0
.
$12,303,900
1,845,100
$14,149,000
$ 3,417,000
TOTAL ESTIMATED COST
„„o....$17,566,000
RECOMMENDATIONS
The
"Basic Freeway P l a n " recommended f o r the D i s t r i c t of Columbia
i n the Mass T r a n s p o r t a t i o n Survey i s recognized as an o u t l i n e of
transportation
requirements.
- 8 -
�The D i s t r i c t Department of Highways and T r a f f i c w i l l
continue to study and i n v e s t i g a t e a l l p o s s i b l e , acceptable
proposals f o r providing an adequate expressway i n the Wisconsin
Avenue C o r r i d o r , or other combinations of freeways t h a t w i l l
meet the requirements.
- 9 -
�Exhibit 7
���TYPICAL CROSS SECTIONS
— OF —
WISCONSIN AVENUE CORRIDOR FREEWAY
TYPICAL SECTION FOR DEPRESSED FREEWAY
TYPICAL SECTION IN TUNNEL
��
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Preliminary studies for the proposed location of the Wisconsin Avenue Corridor Freeway
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Text
STAFF FEASIBILITY STUDIES FOR
LOCATION OF A
PROPOSED
WISCONSIN AVENUE
EXPRESSWAY
JANUARY 1959
DEPARTMENT
OF
PLANNING
THE MARYLAND-NATIONAL CAPITAL
PARK AND PLANNING COMMISSION
RIVERDALE
SILVER
SPRING
��STAFF FEASIBILITY STUDIES FOR
LOCATION OF A PROPOSED
WISCONSIN AVENUE EXPRESSWAY
-JANUARY
DEPARTMENT O F
1959 —
PLANNING
THE . M A R Y L A N D - N A T I O N A L
PARK A N D
RIVERDALE
PLANNING
CAPITAL
COMMISSION
SILVER S P R I N G
�REPORT ON FEASIBILITY STUDIES
WISCONSIN AVENUE EXPRESSWAY
THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION STAFF
Herbert W . W e l l s , Chairman
J . Newton Brewer, J r . , V i c e Chairman
A l v a H. Bender
John A . Floyd
Donald E. Gingery
Louis A . G r a v e l l e
W . Lawson King
John L. Pyles
John A . Scheibel
Mrs. V i r g i n i a Wiltbank
STAFF
Arthur K. Stellhorn, Director of Planning
Charles M . Irelan, General Counsel
Jesse F. Nicholson, Secretary-Treasurer
John P. Hewitt, Director of Parks
Thomas J . Burke, Director of Public Relations
Staff Responsible for Preparation of this Report
W i l l i a m F. Adams, I I I , Senior Highway Engineer
Edward L. Ferber, Highway Engineer
Robert S. B e a l l , Draftsman
This report has been prepared by the technical staff of this Commission.
To date no action has been taken on the conclusions of this report by the Commission.
�TABLE O C N E T
F
O T N S
Page
1
Background Review
Mass Transportation Survey
1
Rapid Transit vs. Expressways
2
Design Standards
3
General Description of Routes Studied
4
Analysis of Routes Studied
5
Cost Estimates
7
Conclusion
8
LIST O EXHIBITS
F
Exhibit
1
2
Typical view showing freeway in cut with ramp connections. Center mall or median
strip reserved for future Rapid Transit use.
Studies
showing
alternate
routes and connections
for the Wisconsin
Avenue
Expressway.
3
Typical sections.
4
Plan - Route A - Western Avenue to Cheltenham D r i v e .
5
Plan - Route A - Cheltenham Drive to Pooks Hill Interchange.
6
Plan - Route B - Western Avenue to Cheltenham D r i v e .
7
Plan - Route B - Cheltenham Drive to Pooks Hill Interchange.
8
Plan - Route C - Western Avenue to Cheltenham Drive.
9
Plan - Route C - Cheltenham Drive to Pooks Hill Interchange.
10
Plan - Route D - Western Avenue to Cheltenham Drive.
11
Plan - Route D - Cheltenham Drive to Pooks Hill Interchange.
ENCLOSURES
1
Part 1 Mass Transportation Survey - Basic Freeway Plan - National Capital Region.
��EXHIBIT
I:
Typical view showing freeway in cut with ramp connections.
Center malt or median strip reserved for future Rapid Transit use.
���B C G O N R VE
A K R U D E I W
In January 1958 a publication entitled "Staff Report on Feasibility Studies for the
Extension and Location of U . S. Route 240 to Connect w i t h the District of Columbia" was
published by the Department of Planning of The Maryland-National Capital Park and P l a n ning Commission. The report dealt with alternative proposals for extending U . S . Route 240
from the Washington Circumferential Highway southward through Montgomery County into the
District of Columbia. At the same time, the District of Columbia Highway Department was
reviewing the various alternatives.
The staff of this Commission declared in its report that — "We think the route selected
should be one which w i l l adequately handle a l l interstate t r a f f i c , but in addition to that, it
should also serve the greatest number of people in the local a r e a " .
The report urged adoption of the s o - c a l l e d Wisconsin Avenue Corridor plan as the most
effective means of accomplishing these twin goals.
Public hearings were held in both the District of Columbia and Montgomery County.
On April 2 1 , 1958, the District of Columbia Commissioners announced an agreement had
been reached between District, Maryland and Federal authorities which provided for U . S.
Route 240 to link with the Circumferential and cross the Potomac River into V i r g i n i a at Cabin
John. In effect, the agreement provided for termination of Route 240 at the Circumferential
Highway instead of extending the expressway into the District of Columbia.
The agreement c a l l e d for eventual construction of the four lane George Washington
Memorial Parkway as an auto-bus route from the Circumferential at Cabin John to a point just
below Chain Bridge in the District of Columbia. It was also announced that truck traffic
would continue to be routed onto existing Wisconsin Avenue.
The staff of this Commission and the C h i e f Highway Engineer of the Maryland State
Roads Commission warned that the compromise agreement failed to provide an answer to the
problem of providing an all-purpose expressway from the Circumferential Highway into the
District of Columbia through the Bethesda a r e a .
M S T A S O T TO
A S R N P R A I N SURVEY
New evidence of the inadequacy of the compromise agreement announced last A p r i l ,
was presented on November 7, 1958, when the Basic Freeway Plan for the National Capital
Region was published as a result of the $450,000 Mass Transportation Survey.
The Basic Freeway Plan for the Region calls for construction of 13 major radial expressways into downtown Washington from suburban Maryland and V i r g i n i a .
The Wisconsin Avenue Corridor is shown as one of the 13 major radial routes.
�The Mass Transportation Survey was authorized by the 84th Congress which provided
funds for employment of nationally known consultants on a l l phases of mass transportation.
The Basic Freeway Plan is the first element of the h a l f - m i l l i o n dollar study to be published.
A copy of the Basic Freeway Plan has been made a part of this report (folder insert at
end of staff report) as reference m a t e r i a l .
It is important to point out that a major finding of the Mass Transportation Survey is that
neither an all-expressway nor an a l l - r a p i d transit system is the answer to the transportation
problems of this region. The findings of the survey are that a combination of both systems is
required. Therefore the alternative proposals for the Wisconsin Avenue Expressway as shown
in this report make provision for a median strip wide enough for the ultimate development of
either rapid transit rail or bus service.
It must also be noted that in arriving at the conclusion that 13 major radial routes w i l l
be needed in conjunction with modern rapid transit f a c i l i t i e s , the Mass Transportation Survey
consultants carefully weighed the effects of such major highway improvements already planned
or programmed as the rebuilding of River Road from Potomac to the District Line; the improvements to be achieved as a result of the compromise agreement referred to earlier — i . e . U.S.
240, connection with the Circumferential crossing the Potomac at Cabin John and the four
lane construction of George Washington Memorial Parkway from Cabin John southward into
the District of Columbia.
Further, it should be noted that the experts' findings rejected the somewhat "popular"
notion that an expressway along the Rock Creek Park axis can adequately serve both the
Bethesda-Rockville and the Silver Spring-Wheaton areas. This is apparent from a brief study
of the Basic Freeway Plan w h i c h indicates a major traffic corridor through the WheatonSilver Spring area into the District of Columbia. The staff of this Commission has begun p r e liminary studies similar to those which preceded this report to determine the alternative
routes which may be u t i l i z e d for a Silver Spring Expressway.
R P D T A S T VS. EXPRESSWAYS
A I
R N I
Many persons have expressed serious misgivings as to whether construction of major
expressways is the answer to the problem of mass transportation. Aside from the revelations
of the Mass Transportation Survey which c l e a r l y indicate the need for a combined system of
rapid transit and expressways, these facts should be noted:
1.
Private automobile trips in the Washington Metropolitan Area have increased somewhat more than 100 percent in the last 10 years. Part of this is due to increasing
population and part to the growing number of two car families in suburban areas.
2.
During the same ten year period, in spite of increasing population, public transportation by bus, street car and rail has declined six to eight percent.
-2 -
�3.
The population of Montgomery County now stands at an estimated 332,000 people.
By 1980, a scant 21 years away, the county is expected to have a population of
approximately 600,000.
The obvious conclusions to be drawn from these facts are that motor v e h i c l e traffic w i l l
continue to increase in direct proportion to the population expansion. Even if the downward
trend in use of public transit facilities can be checked or reversed by creation of a rapid
transit system, the additional private automobile trips stemming from such a tremendous population growth w i l l create bedlam on the highways we maintain today.
D SG
E I N S A D R S
T N A D
The staff is convinced that this project can and w i l l be included in the Federal interstate
program once agreement is reached with District of Columbia authorities on the connection
and extension of the expressway in the District. Inclusion of this expressway in the interstate
program w i l l of course mean that 90 percent of the funds needed for land acquisition and
construction would be provided by the Federal Government under the Federal A i d Highway
A c t of 1956.
With this in mind, the staff has carefully adhered to the design criteria requirements of
the Federal interstate program in developing these feasibility studies. These design criteria
include:
1.
Limited access.
2.
Highway to be open to a l l traffic, including trucks, unless an alternate route for
trucks is or can be provided.
3.
Interchanges of high standards with directional type preferred to cloverleaf design
and with adequate acceleration and deceleration lanes to provide for continued high
speed traffic to be maintained at a l l times.
4.
Highway designed to accommodate the traffic needs anticipated by 1975.
In complying with these c r i t e r i a , the staff has established a design speed of 55 miles per
hour for the expressway. A l l sections of the system w i l l be fully grade-separated with d i r e c tional ramps to and from the expressway. Typical cross sections for the traffic lanes show
either two or three lanes in each direction divided by center malls varying in width from 16
feet to 65 feet. (See Exhibits 1 & 3 ) .
Some portions of the expressway w i l l l i e below the grade of existing streets. A number
of cross streets w i l l be carried over the expressway to allow for adequate surface flow of local
t r a f f i c . (See Exhibits 4 to 11).
�The geometric design criteria are as follows:
Horizontal Control
1,432 feet (4°)
Minimum radii
Minimum distance between reverse curves
300 feet
Stopping right distance
475 feet
V e r t i c a l Control
Maximum grade
3.5%
Minimum grade
0.5 %
V e r t i c a l clearance under structures
14 feet
V e r t i c a l clearance over Railroads
22 feet
GENERAL D S R P I N O ROUTES S U I D
E C I TO
F
T DE
ROUTE A
Begins at the District of Columbia line going under Western Avenue just to the east of
Kirkside Drive in Chevy Chase V i l l a g e . From the D. C . line to O l i v e r Street the expressway
would be in a depressed section. As it approaches O l i v e r Street the expressway rises onto a
structure carrying it over Grafton Street. Near Hesketh Street the expressway again becomes
a depressed roadway paralleling the west property line of the Chevy Chase C l u b . The e x pressway rises to cross the B & O Railroad on a structure. Leaving this structure, it again
becomes a depressed roadway until it approaches Glenbrook Parkway where it is carried over
the existing pavement. Beginning at Jones Bridge Road the north and south bound lanes of
the expressway divide and straddle existing Wisconsin Avenue. At Cedar Lane the northbound
roadway crosses to the west side of Wisconsin Avenue to rejoin the southbound portion of the
expressway. The expressway then continues northward to the Pooks Hill Interchange. From
Western Avenue northward, the following streets would cross the expressway by grade separation structures: Western Avenue, Grafton Street, southbound lane of existing Wisconsin
Avenue, Bradley Lane, Leland Street, East-West Highway, Cheltenham Drive, Chestnut
Street, Glenbrook Parkway, Cedar Lane and A l t a Vista Road. A l l other streets would have
access to the cross streets and the expressway by means of frontage drives paralleling the e x pressway.
ROUTE
B
This is substantially the same alignment as set forth in the January 1958 Feasibility
Studies which was referred to in the earlier report as Route B. However, the recommendation
- 4 -
�of the Mass Transportation Survey that a 65 foot median strip be provided for future rapid
transit use has been included in this new study and design. (The 65 foot median strip has
been included in a l l four routes which are the subject of this report). Another change from
the earlier design of this route is a slight shift to the eastward at the District of Columbia
line necessitated by new construction in the District. This route would enter Maryland at the
District line as a depressed section and continue northwesterly rising to cross W i l l a r d Avenue
on a structure. Curving slowly, the expressway would be depressed and would cross beneath
existing Wisconsin Avenue and Dorset Avenues emerging at the southern portion of the Chevy
Chase C l u b on the east side of present Wisconsin Avenue. Paralleling the west property line
of the Chevy Chase C l u b the expressway would continue as a depressed section crossing
underneath Bradley Lane. Continuing northward, the expressway would follow a route one
block (300 feet) east of the present Wisconsin Avenue, cross beneath Leland Street and rise to
traverse the B & O Railroad on a structure. Leaving this structure the expressway is again
depressed and carried beneath existing East-West Highway, continuing northward this route
would follow an alignment just to the east of Tilbury Street. From this point northward to the
Pooks Hill Interchange the alignment of the expressway would be the same as detailed in
Route A . Route B would provide crossings of the expressway by grade separation structures at
the following streets: Western Avenue, Grafton Street, Wisconsin Avenue, Bradley Lane,
Leland Street, East-West Highway, Cheltenham Drive, Chestnut Street, Glenbrook Parkway,
Cedar Lane and A l t a Vista Road. A l l other streets would have access to the crossings and the
expressway by means of frontage drives paralleling the expressway.
ROUTE C
Begins at the District line east of Wisconsin Avenue at Kirkside Drive and follows the
same alignment as previously described under Route A to a point north of Bradley Lane. From
Bradley Lane the expressway is moved approximately two blocks east of Wisconsin Avenue and
follows the alignment commonly known as Pearl Street. Crossing beneath East-West Highway
at Pearl Street between Our Lady of Lourdes Church and the Bethesda-Chevy Chase High
School, it would proceed northward as a depressed f a c i l i t y . Under this plan, Cheltenham,
West V i r g i n i a Avenue, Chestnut Street and Glenbrook Parkway would provide crossings for
local traffic by means of structures. From Glenbrook Parkway northward the alignment of this
route is the same as for Routes A and B.
ROUTE D
Begins at Western Avenue just west of Woodward & Lothrop's at the same point designated for Route B. The expressway would follow the same alignment as detailed for Route B
to Bradley Lane. From Bradley Lane northward the alignment is shown along Pearl Street and
would traverse the route as detailed for Route C .
A A Y I
N L S S O T E ROUTES S U I D
F H
T DE
The four maps accompanying this report show Routes A , B, C and D in greater d e t a i l .
Any one of these alternatives would, from the overall point of v i e w , provide an expressway
adequate for the needs of the Bethesda-Rockville a r e a .
- 5-
�However, there is considerable variance in the cost of each of these routes and the i m pact they would have on the neighborhoods they would traverse. In addition to the four
routes detailed in this report, other exploratory studies were made. Those which are not
shown in this report were abandoned when the studies revealed cost or damages entirely out
of keeping with good planning practices.
The staff strongly recommends the adoption of Route B as an amendment of the Commission's Master Plan of Highways. W e believe this alignment does the least damage to the
residential areas it traverses. The areas which w i l l be left between this highway and W i s consin Avenue can be redeveloped into desirable commercial or other uses, with no thought
of maintaining single family occupancy. To a very great extent the residential properties
through w h i c h the route would traverse between Bradley Lane and Chestnut Street have begun
to show the effects of being located at the rear of commercial properties facing on Wisconsin
Avenue. While many individual properties are still maintained in excellent condition, the
overall situation is not the best and we believe that their removal w i l l do the minimum of
damage.
The properties further east of W a v e r l y and Tilbury Streets
from the impact of commercial a c t i v i t y and traffic in Bethesda
their values for residential use. Construction of the depressed
great extent, provide an insulating buffer for these residential
are sufficiently far removed
that they have maintained
expressway w i l l , to a very
properties.
An interesting aspect of a l l of these plans is in the area west of Wisconsin Avenue b e tween Bradley Boulevard and Drummond Avenue. Here the proposal of an expressway should
bring considerable relief to present residents by moving traffic which is presently carried on
Wisconsin Avenue between 100 and 200 feet further east, leaving the existing southbound
lane of Wisconsin Avenue as a frontage drive.
The technical staff has rejected, and does not recommend Plans A , C or
D.
We believe that w h i l e it would be somewhat more convenient for the District of Columbia to meet Maryland near the intersection of Western Avenue and Kirkside Drive, (Routes A
and C ) the resulting damage going through Chevy Chase V i l l a g e , one of our very best r e s i dential developments, is so severe as to warrant no further consideration. Not only would
the properties which would be taken for this expressway be involved, but the plight of those
left between Kirkside Drive and Belmont Avenue would be pathetic.
The technical staff likewise rejects and recommends disapproval of Route C and D insofar
as they use the Pearl Street location. In our opinion those lands between existing Wisconsin
Avenue and the proposed Pearl Street alignment are so extensive, so costly and so involved in
a multiplicity of small lot ownership that absorption into the business district cannot be j u s t i fied nor anticipated in any foreseeable future. The additional damage to residential properties is wholly unjustified. It would be difficult, if not impossible, to maintain minimum d e sirable living conditions in this long narrow area between existing Wisconsin Avenue and the
Pearl Street Route. The area would deteriorate much more rapidly as a residential neighborhood than it could possibly appreciate in terms of commercial or other non-residential use.
The areas which w i l l be left between the Waverly and Tilbury Streets alignment and W i s c o n sin Avenue by the Route B plan w i l l provide a l l the additional commercial area that Bethesda
can hope to support between now and 1980.
- 6 -
�One of the very desirable features about Plan B is that the areas affected by the proposed
route w h i c h l i e between it and Wisconsin Avenue can be redeveloped for prime commercial
use. The property owners so affected w i l l in a l l probability be able to dispose of their
properties at no loss, and possibly a substantial gain.
C S ESTIMATES
O T
R U E A B C, & D
O T S , ,
The total cost of right of w a y , engineering and construction for Route A is $30,640,000.
Route B has been estimated at $31,022,000. Route C has been estimated at $30,916,000 and
Route D at $31,415,000.
It should be borne in mind that these cost estimates are made
at current land and construction costs. There is no reason to expect any decline in either of
these barring a major economic depression. O n the contrary, w e believe it would be more
accurate to say that these costs w i l l continue to climb upward and that the right of way costs
alone, due to new construction and higher land values, can be expected to increase at a rate
of approximately one percent per month since January 1959 when the cost estimates were
made. The estimates for the various routes are shown below.
ROUTE A
Estimated Construction Cost
$19,458,043
Engineering and contingencies
2,918,957
22,377,000
Rights of Way
8,263,000
Total
3.86 Miles
$30,640,000
- Cost per mile
$ 7,937,824
ROUTE B
Estimated Construction Cost
$20,570,908
Engineering and Contingencies
3,085,092
23,656,000
Rights of W a y
7,366,000
$31,022,000
Total
4.06 Miles
- Cost per mile
$
-
7-
7,640,887
�ROUTE
C
Estimated Construction Cost
$19,954,504
Engineering and contingencies
2,994,496
22,949,000
Rights of Way
7,967,000
Total
3.88 Miles
ROUTE
-
Cost per mile
$30,916,000
$ 7,968,041
D
Estimated Construction Cost
$21,168,124
Engineering and contingencies
3,175,876
24,344,000
Rights of W a y
7,071,000
Total
4.09 Miles
-
Cost per mile
$31,415,000
$ 7,680,929
C N L SO
O C U I N
The magnitude of population growth anticipated along the Bethesda-Rockville axis —
with a l l it implies in terms of additional motor vehicles and increased commuting and shopping trips — w i l l result in saturation and strangulation of the primary and secondary roads
existing and planned in the Bethesda a r e a .
Motorists in futile pursuit of less congested routes into and out of the District of Columbia w i l l leave the existing arterial f a c i l i t i e s to w i n d and dodge through the residential streets
in search for a less congested route to and from work. A temporary measure of relief w i l l u n doubtedly be found in the expedient of banning a l l curbside parking on both sides of W i s c o n sin Avenue — much to the distress of the business community. A further measure of temporary
relief may be realized from the banning of a l l left turn movements off Wisconsin Avenue.
This w i l l be the last line of defense and when these expedients have been exhausted the
choking congestion w i l l still be w i t h us.
- 8 -
�But a new element w i l l have been added. The deterioration of residential neighborhoods
infiltrated by streams of traffic and the loss of patronage which business houses w i l l have e x perienced w i l l have a depressing effect on property values throughout the length and breadth
of the Bethesda community.
When these things occur w e w i l l have little choice but to construct an expressway as
proposed in this report and in the Mass Transportation Survey. And the alternatives left open
to us in that future day may not be as desirable from the planning standpoint as the a l t e r n a tives presented herein.
Many w i l l seriously question the wisdom of solving the traffic problems of today and t o morrow by construction of expressways for the admittedly uneconomical and inefficient
method of transporting a 150 pound man in a one and a half ton auto. Rapid transit on private
rights of w a y , these critics w i l l point out, w i l l cure a l l our traffic i l l s .
This is a most alluring and at the same time deceiving argument. Certainly it would be
desirable from the planning standpoint to think only in terms of rapid transit and eliminate
expressways from our planning concern.
But who w i l l wave the magic wand to provide the staggering financial sums that w i l l be
needed to organize, construct and operate a rapid transit system? Where w i l l the " p r i v a t e "
rights of w a y be located?
More important — How w i l l the commuters' and shoppers' obvious preference for private
transportation by auto be changed? W i l l the construction of autos be curtailed? W i l l a
transportation czar direct that travel may only be permitted v i a rapid transit?
These are but a few of the very serious questions each of us must ask if we are to abandon
the half-million dollar advice given us in the Mass Transportation Survey and seek to evade
the realities of the situation by rejecting construction of an expressway in favor of a completely unknown quantity.
The staff reiterates its recommendation that the Wisconsin Avenue Expressway Route B
Plan be adopted by the Commission as an amendment of the Master Plan of Highways.
- 9 -
�������������
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Title
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Staff feasibility studies for location of a proposed Wisconsin Avenue Expressway
Subject
The topic of the resource
Wisconsin Avenue (Washington, D.C.)
Express highways
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Maryland-National Capital Park and Planning Commission
Date
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January 1959
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Documents
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English
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G eorg et o w n
Commercial
Architecture
WISCONSIN
AVENUE
MAP
O
f
G E O R G E T O W N , D.C.
PubUk«J
by
FAEHTZfcPRATT
1874
SELECTIONS
FROM
THE
HISTORIC
AMERICAN
BUILDINGS
SURVEY
NUMBER 3
�GEORGETOWN COMMERCIAL ARCHITECTURE - WISCONSIN AVENUE
Northwest Washington, D i s t r i c t of Columbia
H i s t o r i c American Buildings Survey Selections
Number 3
Issued J o i n t l y By
THE COMMISSION OF FINE ARTS
Room 7000, I n t e r i o r Building
18th and C S t r e e t s , N. W. - Washington, D. C. 20240
and
THE HISTORIC AMERICAN BUILDINGS SURVEY
United States Department of the I n t e r i o r
National Park Service
Office of Archeology and H i s t o r i c Preservation
1730 North Lynn S t r e e t - A r l i n g t o n , V i r g i n i a 22209
March, 1967
�II
INTRODUCTION
The Old Georgetown Act of 1950 o f f i c i a l l y acknowledges the
h i s t o r i c a l and a r c h i t e c t u r a l s i g n i f i c a n c e of Georgetown (see
Appendix, page 107). The controls established by the A c t ,
f i r m l y supported by a v i g i l a n t and concerned group of c i t i zens, have been s u c c e s s f u l to a considerable extent i n maint a i n i n g the d i s t i n c t i v e a r c h i t e c t u r a l character of the area.
Wisconsin Avenue, a major commercial thoroughfare, i s subject
to greater pressures than most of the Georgetown h i s t o r i c d i s t r i c t . The threat of change to meet expanding business needs
was one consideration which l e d t o the s e l e c t i o n of Wisconsin
Avenue f o r recording by the H i s t o r i c American Buildings Survey.
The primary consideration, however, was the r i c h and representat i v e v a r i e t y of the s t r u c t u r e s bordering the Avenue. These
range i n age from the eighteenth to the e a r l y twentieth century
and i n type from an e a r l y and s u b s t a n t i a l l y unaltered warehouse
to a Georgian R e v i v a l school now adapted f o r p r o f e s s i o n a l o f f i c e
use.
Although t h i s s e l e c t i o n i s devoted p r i n c i p a l l y to commercial
a r c h i t e c t u r e , Wisconsin Avenue cannot be adequately recorded
without the i n c l u s i o n of some non-business b u i l d i n g s . Therefore a few examples of e s s e n t i a l l y r e s i d e n t i a l type and one
church have been chosen to demonstrate the multiform d i v e r s i t y
of Wisconsin Avenue s t r u c t u r e s .
The documentation and recording of these buildings was planned
i n A p r i l , 1966 by the Commission of Fine A r t s , the H i s t o r i c
American Buildings Survey and many dedicated Washington r e s i dents. Dr. James P h i l i p Noffsinger, A r c h i t e c t with the National
Park S e r v i c e and Professor of Architecture at the U n i v e r s i t y
of Kentucky; a s s i s t e d by Thomas R. Martinson, Student A s s i s tant A r c h i t e c t w i t h the National Park S e r v i c e and a student
at the U n i v e r s i t y of Minnesota; and Marc B l a i r , photographer;
completed the f i e l d work i n September, 1966.
3
�I
TABLE OF CONTENTS
I
II
III
Table of Contents
Introduction
Page 2
3
S e l e c t i o n of H i s t o r i c American Buildings Survey Washington, D.C. Records
WASHINGTON. D.C.
WISCONSIN AVENUE, N.W. (GEORGETOWN)
John Davidson House, 1220 Wisconsin Avenue.
5
F r a n c i s Dodge Warehouse, 1006 Wisconsin
Avenue.
Frame House, 1530 Wisconsin Avenue.
12
22
Grace Protestant Episcopal Church, 1041
Wisconsin Avenue.
32
House, 1527-1529 Wisconsin Avenue.
48
John Lutz House (now The Aged Woman's Home),
1225 Wisconsin Avenue.
William Marceron B u i l d i n g , 1335 Wisconsin
Avenue.
Marcey-Payne B u i l d i n g , 1321 1/2-1325 1/2
Wisconsin Avenue.
57
65
72
Stohlman's Confectionary, 1254 Wisconsin
Avenue.
West Georgetown School, I64O Wisconsin
Avenue.
APPENDIX
89
West Washington H o t e l , 1238 Wisconsin
Avenue.
IV
82
99
107
�JOHN DAVIDSON HOUSE
1220 Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-102
JOHN DAVIDSON HOUSE
Location:
1220 Wisconsin Avenue, N.W., Washington, D.C.
(Note: P r i o r t o 1881, Wisconsin Avenue was
c a l l e d High S t r e e t and had d i f f e r e n t address
numbers. From 1881 t o 1906, Wisconsin Avenue was
known as 32nd S t r e e t and had present address
numbers.)
Present Owner:
Moses Hower and w i f e , Annie
Present Occupant: Quizzicum Book Shop
Present Use:
Used book shop
Statement of
Significance:
One of the few s u b s t a n t i a l l y unaltered eighteenthcentury buildings remaining i n the Georgetown commercial d i s t r i c t .
PART I . HISTORICAL INFORMATION
A.
Physical History:
1.
O r i g i n a l and subsequent owners; the building i s located
i n Square 1207, part of l o t 91 i n Beatty and Hawkins
addition t o Georgetown, now taxed as l o t 859. The
following i s an 'incomplete chain of t i t l e :
1807 General John Davidson "of the C i t y of Annapolis,
Maryland" died, leaving the property t o h i s widow,
Ann Maria Davidson. W i l l Book 1 , page 261, J u l y 1 ,
1806, probated A p r i l 3, 1807.
1809
1823
1873
Ann Maria Davidson
To
Ninian Magruder
Deed, J u l y 17, 1809 recorded August 25, 1809 i n
L i b e r W f o l i o 359
Ninian Magruder died, leaving the property t o h i s
daughter, E l i z a Mary Mosher and her h e i r s . W i l l
Book 3, page 230, June 19, 1821, probated March 7,
1823.
E l i z a Mary Mosher
Hugh Caperton et ux E l i z a J . (daughter of E l i z a M.)
To
Jared C. Nichols
Deed, March 19, 1873 recorded March 25, 1873 i n
L i b e r 711 f o l i o 90
5
�JOHN DAVIDSON HOUSE
HABS No. DC-102 (Page 2)
1875
1877
1885
1892
1899
1902
1911
1918
William Stickney
George H. Plank
Trustees f o r Jared C. Nichols et ux Sarah E.
To
E l i z a Mary Mosher
Deed, October 25, 1875 recorded November 4, 1875 i n
L i b e r 803 f o l i o 225
E l i z a Mary Mosher died, leaving the property to
William H. Clagett i n t r u s t f o r her son, Theodore
Mosher, and h i s f a m i l y . W i l l Book 16, page 350,
January 15, 1875, c o d i c i l March 3 1 , 1876, probated
November 6, 1877.
William J . M i l l e r
Howard C. Clagett
Trustees by Decree of Equity dated October 3 1 ,
1884, r a t i f i e d J u l y 1885.
To
W i l l i a m H. Clagett
Deed, August 22, 1885 recorded August 22, 1885 i n
L i b e r 1136 f o l i o 455
William H. Clagett died leaving the property to
h i s w i f e , Adele C l a g e t t , and her h e i r s . W i l l Book
32, page 355, November 15, 1890, probated October 27,
1892.
Adele Clagett
To
Mary C. P e r i n
National Safe Deposit Savings & Trust Co.
Deed i n T r u s t , January 23, 1899 recorded January 24,
1899 i n L i b e r 2376 f o l i o 105
Mary C. P e r i n
National Safe Deposit Savings & Trust Co.
Trustees f o r Adele Clagett
To
James Gallagher
James Gallagher died, l e a v i n g the property to
h i s w i f e , Ann Sophia Gallagher, and h i s daughter
Catherine L. Gallagher. W i l l Book 77, page 424,
June 4, 1910, probated December 11, 1911.
Ann S. Gallagher
Catherine L. Gallagher Hurney
To
Moses Hower and w i f e , Annie
Deed, May 9, 1918 recorded May 13, 1918 i n
L i b e r 4078 f o l i o 11.
Date of e r e c t i o n : c. 1790.
(Note: Federal Assessment f o r Baltimore and D. C. 1798
shows one dwelling house and one out house on t h i s l o t
6
�JOHN DAVIDSON HOUSE
HABS No. DC-102 (Page 3)
i n Georgetown owned by John Davidson and occupied by
William Cranch. [ H a l l of Records, Annapolis, Maryland.
Microfilm M 862]. I t seems p l a u s i b l e that the house
was b u i l t i n the l a t t e r h a l f of the eighteenth century,
as there i s an Assignment of Mortgage on the property
dated A p r i l 4, 1789, recorded i n L i b e r E f o l i o 176
[Courthouse, R o c k v i l l e , Maryland]).
Records of the C i t y of Georgetown, D. C , National
Archives Record Group 351, Microcopy M 605, Assessment
of R e a l & Personal Property, l i s t the following:
R o l l #1 - 1800-1807 - John Davidson - l o t on High S t r e e t
(now Wisconsin) w i t h b r i c k house and store - $4500
R o l l #8 - 1808-1812 - Ninian Magruuer - Part of l o t 9 1 ,
on High S t r e e t - improved - $4000
R o l l # 9 - 1813-1818 - Ninian Magruder - same - large
b r i c k house - $6500
R o l l #10 - 1815- Ninian Magruder - same - 3-story b r i c k
house - $6500
3.
Architect:
Not known.
4.
O r i g i n a l plans, construction, e t c . :
5.
Notes on a l t e r a t i o n s and additions:
None known.
The following permits were l i s t e d i n the B u i l d i n g Permits Department, D i s t r i c t B u i l d i n g , D i s t r i c t of Columbia
201968
260044
286680
303594
303870
A p r i l 30, 1937
A p r i l 18, 1943
June 28, 1946
March 3, 1948
March 1 1 , 1948
6.
Important old views:
(sign)
(sign)
(sign)
(repair)
(fence)
None known.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
Washington d i r e c t o r i e s provide the following tenant
information:
1914
1915-1918
1919-1936
1937
Vacant
Mary M. Burke, boarding
Moses Hower, shoe r e p a i r , w i t h various tenants
Mrs. Annie Hower, shoe r e p a i r
7
�JOHN DAVIDSON HOUSE
HABS No. DC-102 (Page 4)
1938-1939
1938-1942
1954
I r v i n g Garf i n k l e
Leonard G a r f i n k l e , shoe r e p a i r
Emma W Stephens, r e a l estate and insurance,
.
and other tenants.
Prepared by Dr. James P h i l i p Noffsinger
Architect
National Park Service
September 2, 1966
PART I I . ARCHITECTURAL INFORMATION
A. General Statement:
1.
2.
B.
A r c h i t e c t u r a l character: The Davidson House i s a very
e a r l y Georgetown commercial building which combines a
ground f l o o r shop area w i t h l i v i n g quarters above; i t
i s extremely u t i l i t a r i a n i n design w i t h l i t t l e a r c h i t e c t u r a l embellishment.
Condition of f a b r i c :
Deteriorating.
Technical Description of E x t e r i o r :
1.
O v e r a l l dimensions: 23' [3 bay f r o n t ] x approximately
100' [including e l l s ] ; four s t o r i e s i n height.
2.
Foundations:
3.
Wall construction: White painted red-orange b r i c k l a i d
i n Flemish bond on east [ s t r e e t ] e l e v a t i o n ; common bond,
side e l e v a t i o n s ; common bond w i t h headers every four
courses, rear w a l l s . Walls have undergone much r e p a i r
work, notably over window openings.
4.
Chimneys; B r i c k chimney, 4'-4" square, on west gable
of roof; three-course p r o j e c t i n g b r i c k cap.
5.
Openings:
a.
B r i c k t o grade.
Doorways and doors: Old but not o r i g i n a l s t o r e f r o n t ,
some plywood r e p a i r s a t base, beveled wood enframements; main wooden door w i t h i n i s of p l a i n design.
Side door [ t o the south, on east front e l e v a t i o n ] —
encased i n heavy beveled wooden enframement i s composed of five-paneled i n s e t s . Molding over doors
c o n s i s t s of [top to bottom]: ovolo, a s t r a g a l , cyma
r e v e r s a , corona, f i l l e t . Paneled r e v e a l s , transom
are old: no elements of doorway show signs of
recent a l t e r a t i o n .
8
�JOHN DAVIDSON HOUSE
HABS No. DC-102 (Page 5)
b.
6.
Windows and s h u t t e r s : Not o r i g i n a l - one-over-one l i g h t double-hung wooden sash, stone s i l l s . Shutter
p i n t l e s remain although s h u t t e r s have been removed.
Small openings i n gable ends on north and south
w a l l s . Every window l i n t e l on o r i g i n a l b u i l d i n g has
been reworked.
Roof:
a.
Shape, covering:
Gabled roof i s tin-covered.
b.
Framing:
c.
Cornice, eaves: P r o j e c t i n g t i n cornice i s of p l a i n
design. Metal g u t t e r appears t o be o l d .
d.
Dormers:
Wooden.
None.
C.
Technical D e s c r i p t i o n of I n t e r i o r s : I n t e r i o r s have been
gutted and not restored i n any manner. Walls on s t r e e t
f l o o r are of b r i c k w i t h p l a s t e r f i n i s h . Upper f l o o r s were
not otherwise recorded.
D.
Site:
1.
General s e t t i n g and o r i e n t a t i o n : Faces east on Wisconsin
Avenue, j u s t north of M S t r e e t i n a busy and, f o r the
most p a r t , w e l l maintained s e c t i o n of the Georgetown
commercial d i s t r i c t .
2.
Enclosures:
3.
Outbuildings: None. Two b r i c k e l l s have been added
to the e l e v a t i o n west of the o r i g i n a l b u i l d i n g . The
f i r s t appears as a "saltbox," i t s roof j o i n i n g the
main roof a t the eaves and continuing w i t h a l e s s e r
p i t c h . The second extends d i r e c t l y westward from the
f i r s t , i t s roof p i t c h i n g gently from south t o north.
Brickwork has been g r e a t l y a l t e r e d and many a l t e r a t i o n s
to masonry construction are evident.
None.
4. Walks: Fronts on modern concrete p u b l i c sidewalk t o
the e a s t .
5.
Landscaping:
None.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park S e r v i c e
August 10, 1966
9
�John Davidson House
1220 Wisconsin Avenue
F r a n c i s Dodge Warehouse
1006 Wisconsin Avenue
photo: Marc B l a i r , 1966
photo: Marc B l a i r , 1966
�FRANCIS DODGE WAREHOUSE
1006 Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-100
FRANCIS DODGE WAREHOUSE
Location:
1006 Wisconsin Avenue, N.W., Washington, D.C.
(Note: P r i o r t o 1881, Wisconsin Avenue was c a l l e d
High S t r e e t and had d i f f e r e n t address numbers. From
1881 t o 1906, Wisconsin Avenue was known as 32nd
S t r e e t and had present address numbers.)
Present Owner:
C a r o l i n i a n Corporation founded by Donald Stetson
Davis, Yacht Zephyrus, 1020 Maine Ave., S.W.,
Washington, D.C. and Dr. A l f r e d E. Jackson, 814
Stafford S t . , Arlington, Virginia.
Present Occupant:
Vacant.
Present Use:
I t i s proposed t o use t h i s s t r u c t u r e as a museum
of the port of Georgetown.
Statement of
Significance:
This building i s one of a row of three l a t e 18th
century warehouses which preserve most of t h e i r
o r i g i n a l a r c h i t e c t u r a l features and were t y p i c a l
of the Georgetown waterfront.
PART I .
HISTORICAL INFORMATION
A. P h y s i c a l H i s t o r y :
1.
O r i g i n a l and subsequent owners: The following information
i s an incomplete chain of t i t l e t o the land on which the
s t r u c t u r e was b u i l t . The s i t e i s i n Square 1188, present
l o t 816, part of l o t 74 of the o r i g i n a l plan of Georgetown.
The reference f o r the following m a t e r i a l i s the Recorder
of Deeds, D i s t r i c t of Columbia.
1807
1807
Deed June 16, 1807 recorded June 25, 1807 i n L i b e r
R f o l i o 406 containing a clause about the building
of wharves and the construction of docks and s l i p s
Benjamin Oden
To
A l l e n Dodge
F r a n c i s Dodge
tenants i n common
Deed June 15, 1807 recorded June 25, 1807 i n
L i b e r R f o l i o 408 f o r l o t s 74 and 75
P h i l i p B. Key
Walter S. Chandler
To
Benjamin Oden
12
�FRANCIS DODGE WAREHOUSE
HABS No. DC-lOO (Page 2)
1824
1835
Deed J u l y 1 , 1824 recorded October 22, 1824 i n
L i b e r WB 12 f o l i o 253
A l l e n Dodge and wife Mary
To
Francis Dodge
Deed J u l y 15, 1835 recorded J u l y 16, 1835 i n
L i b e r WB 54 f o l i o 365
Richard Davis
To
F r a n c i s Dodge
2.
3.
Architect:
4.
Original plans, construction, etc:
5.
Notes on a l t e r a t i o n s : Though the o r i g i n a l form of t h i s
building i s apparently preserved, there have been numerous changes which can be seen i n the w a l l s . Part of the
south w a l l of the building i s stone. (Mentioned i n a
Lease August 26, 1813 recorded November 23, 1813 i n
L i b e r AF f o l i o 468 as p a r t of an "old stone house").
6.
B.
Date of e r e c t i o n :
century.
The building i s probably l a t e 18th
Important old views: Block i n which warehouse stands i s
shown i n photograph taken by George Barnard during C i v i l
War - [ L i b r a r y of Congress, D i v i s i o n of P r i n t s and Photographs, B 8171-290]
Unknot.
None known.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
Washington d i r e c t o r i e s provide the following tenant information:
1808
1835
1896-1922
1923-1926
1927-1931
1932-1943
1954-1966
1966
C.
W and C. Smith
.
Roswell Woodward
Wm. H. Gaskins and Sons, coopers
vacant
Paul F. Brandstedt I n c . , sheet metal
vacant
W H. Winslow, paint company storage
.
C a r o l i n i a n Corporation
Supplemental M a t e r i a l :
The following i s an incomplete summary of research on the
Dodge "Warehouses by Mary (Mrs. William) M i t c h e l l , 1718 Hoban
Road, N W , Washington, D.C.
..
"The property f i r s t entered the D.C. Land Records i n 1807 when
F r a n c i s Dodge of Georgetown and h i s brother A l l e n of Newburyport,
13
�FRANCIS DODGE WAREHOUSE
HABS No. DC-100 (Page 3)
Massachusetts bought i t f o r $3,300. [ L i b e r R f o l i o 17 recorded
June 25, 1807.] Dodge's name f i r s t appears i n the U.S. Census
f o r 1800 under that of Isaac Tenney who had a l s o come from
Newburyport. Dodge was eighteen years old.
"Grantor of t h i s property was Benjamin Oden, trustee f o r
h e i r s of h i s f a t h e r - i n - l a w , Stephen West, of Prince Georges
County, Maryland, who had died i n 1803. Back t o 1792 the
property „as s t i l l i n West's possession. I t measured 104'
on Wisconsin Avenue (yVater S t r e e t i n those days) by 80'-2" on
K (Keys a t that t i m e ) , and the north and west l i n e s were p a r a l l e l t o these. On i t was a 'large stone house. The bearing
w a l l inside the present warehouse and the foundations reaching
to the corner, both of t h i c k stone and s o l i d mortar, are undoubtedly part of the o r i g i n a l b u i l d i n g . I t i s possible t h i s
was a so-called R o l l i n g House, t o which hogsheads of tobacco
would be r o l l e d down the h i l l f o r i n s p e c t i o n , weighing and
then shipment. Whether the w a l l was the north or south w a l l
of the house i s not c l e a r .
1
" I n 1813 Dodge leased t h i s part of h i s purchase to Richard
E l l i o t t ( L i b e r AF f o l i o 3 1 ) . The property leased measured
55' from the corner up t o the 'south end-wall of a 2-story
b r i c k house l a t e i n occupation of Isaac Tenney.' 1006
Wisconsin Avenue i s probably the house r e f e r r e d to. I f i t
was on the property when Dodge bought i t , the deed does not
so s t a t e . The Assessment Volumes f o r 1808 and 1813 may
c l a r i f y t h i s . The lease occurred i n the middle of the War
of 1812 when a l l shipping came t o a h a l t .
"Four months a f t e r the war was over, he [Dodge] was ready
to s t a r t again. On A p r i l 10, 1815, he and two other men
bought the 130-ton b r i g , "Adeline," and r e g i s t e r e d her f o r
foreign trade a t the Port of Georgetown. But they were overeager, f o r England didn't open her West Indian ports t o U.S.
commerce u n t i l 1830, and a small v e s s e l l i k e t h i s would have
been uneconomical f o r the t r a n s a t l a n t i c trade.
"However Dodge was already prospering. He had bought a
large mansion from Nicholas Lingan i n 1811 and surrounding
l o t s f o r pasture and gardens a t the corner of what i s now
31st and Q S t r e e t s . I n 1821 he bought 68' wharfage on the
SW corner of Wisconsin (High) and K (Water S t r e e t by then names were switched i n 1818) from the Georgetarn Corporation,
and 37 more f e e t w i t h a b r i c k warehouse along the south l i n e
of Water w i t h wharfage.
14
�FRANCIS DODGE WAREHOUSE
HABS No. DC-lOO (Page 4)
" I n 1824 he bought out h i s brother f o r $5,500. I n 1828 he
and an Alexandria merchant bought "Olympia," a 199-ton b r i g ,
a l s o "Hope and F o l l y , " a 91-ton schooner. Soon he had accumul a t e d enough wharfage to t o t a l 150' along the waterfront, and
began t o buy docks and more warehouses near the foot of 31st
S t r e e t (Congress). During the T h i r t i e s he had major shares
i n "Rubicon" 120 tons, "Rambler," "Potomac" 147 tons, "Kathleen
Jackson" 456 tons, "Caledonia" 647 tons, and "Frances Depau"
595 tons. A l l these were r e g i s t e r e d a t the Port of Georgetown
f o r foreign trade, and can be assumed t o have docked on the
wharfage d i r e c t l y across from the Lot 74 warehouse. By 1840
i t presented the busy wharf scene, t y p i c a l of other seaboard
towns.
" I n 1834 "the Chesapeake & Ohio Canal was extended t o Harpers
F e r r y . Business correspondence of F r a n c i s Dodge now
i n the Peabody Room a t the Georgetown Public L i b r a r y reveals
that he traded i n commodities l i k e g r a i n and lime transported
on the Canal from the f e r t i l e h i n t e r l a n d and then shipped t o
New York and New England. With the opening of the Canal,
surplus water was a v a i l a b l e f o r waterpower, and i n 1835 the
Congress passed an Act allowing Georgetown t o draw on i t t o
operate f l o u r and cotton m i l l s . Dodge helped back a large
f l o u r m i l l a t the west end of town. This meant that the
export of f l o u r v i a the coasting trade to the north was a l s o
part of the business conducted from the main warehouse.
"Francis Dodge, J r . f i r s t appeared i n partnership with h i s
f a t h e r i n 1832, when they, together with two other l o c a l
merchants, bought the b r i g "Rubicon." William A. Gordon's
c o l o r f u l d e s c r i p t i o n of the souvenirs i n the old warehouse
shows the wide extent of the family's commerce w i t h foreign
parts:
' ... S t i l l lower down was the Dodge warehouse, a never
ending source of d e l i g h t . The f i r m was engaged i n
trading i n t h e i r own v e s s e l s with the West Indies and
South America, and were large importers of sugar and
molasses. Each year a s a l e took place, the wharves
being covered w i t h hogsheads, and buyers from the
large c i t i e s of the North attending. On these occas i o n s , the boys were allowed t o move about through
the rows of hogsheads supplied with long straws, which
they would dip through the bunghole open f o r inspection
and f e a s t on the molasses drawn out. The counting
house was capacious, md decorated w i t h curios brought
from the t r o p i c s , such as f l y i n g f i s h , shark's jaws,
and sword-fish and saw-fish. On the s a l e days
15
�FRANCIS DODGE WAREHOUSE
HABS Mo. DC--100 (Page 5)
elaborate lunches were served, with f i n e cigars
and every v a r i e t y of drinkables f o r the guests.
Out from the counting room extended a wide p l a t form overlooking the r i v e r , furnished with c h a i r s
and benches, which on warm summer afternoons was
used as a meeting and lounging place by the f r i e n d s
of the p r o p r i e t o r s . . . '
[William A. Gordon: "Recollections of a Boyhood i n
Georgetown," i n Records of the Columbia H i s t o r i c a l
S o c i e t y , Washington, D.C, v o l . 20, 1917, p. 131.]
"A. H. Dodge, F. D. J r . ' s brother, younger by ten y e a r s ,
became a partner i n 18-44 when the brothers bought "Sturges,"
130-ton schooner. During the f o r t i e s , they took shares i n
seven other vessels, f i v e schooners enrolled f o r the coasting
trade, a b r i g and a bark r e g i s t e r e d f o r foreign trade. Commodities advertised r e g u l a r l y i n the Georgetown Advocate
(copies a t the Peabody Room, Georgetown Branch, D i s t r i c t
of Columbia Public L i b r a r y ) show a predominately West Indian
origin.
"Francis Dodge died October 10, 1851. On March 20, 1854 when
the estate was f i n a l l y s e t t l e d , the property i n Lot 74 was
s t i l l i n t a c t with the dimensions given i n the o r i g i n a l deed
L i b e r R f o l i o 17. (Settlement of the estate appears i n L i b e r
JAS 79 f o l i o s 1-55.)
On October 5, 1857 the house of F. & A. H. Dodge f a i l e d , and
a l l properties -were assigned to H. C. Matthews and Edward
Chapman as r e c e i v e r s . At a sale on December 4, 1858 ( L i b e r
JAS f o l i o 167), the warehouse a t 1000 Wisconsin sold f o r
$4,000 t o William R. Edes. ( L i b e r JAS f o l i o 176) records
another sale t o Edes i n 1859. Further research at the Land
Deeds w i l l t e l l whether both 1000 and 1006 were thus t r a n s f e r r e d to Edes. I n 1860 ( L i b e r JAS f o l i o 198) George Shoemaker, Flour Inspector, bought the ' shed and warehouse on
'Water (K) S t r e e t adjoining the Edes property f o r $1,050.'
This would be the Krause restaurant now (1966) f o r s a l e .
On June 13, 1863 ( L i b e r NCT f o l i o 7) Shoemaker deeded t h i s
property t o h i s son George, J r . , who had been c l e r k f o r the
brothers before the bankruptcy.
"During the C i v i l War the warehouse and o f f i c e s a t that corner
were shared by N. P. Denison, Commission Merchant, and the
N. Y. Steamship L i n e . Since Edes was one of seven independent
f l o u r merchants operating w i t h war contracts out of Georgetown,
and the annual wartime l o c a l volume was around 200,000
b a r r e l s of f l o u r , t h i s was again one of the old Port's busiest
corners."
16
�FRANCIS DODGE WAREHOUSE
HABS No. DC-100 (Page 6 )
Prepared by Dr. James P h i l i p Noffsinger
Architect
National Park Service
August 16, 1966
PART I I .
ARCHITECTURAL INFORMATION
A. General Statement:
1.
2.
B.
A r c h i t e c t u r a l character: The Dodge Warehouse i s the
center building i n a group of three l a t e 18th century
Georgetown waterfront warehouses. I t has escaped not
only excessive a l t e r a t i o n but the seemingly i n e v i t a b l e
destruction v i s i t e d u p o n — i n one form or a n o t h e r —
n e a r l y a l l of the waterfront s t r u c t u r e s dating from
Georgetown's maritime era i n the 18th and e a r l y 19th
centuries. Although merely f u n c t i o n a l i n design, the
Dodge Warehouse possesses an a r c h i t e c t u r a l i n t e g r i t y
of character that i s matched by few commercial s t r u c t u r e s , large or s m a l l , i n the Georgetown H i s t o r i c
District.
Condition of f a b r i c : Surrounded by other s t r u c t u r e s ,
only the east facade of the warehouse i s v i s i b l e t o
any extent. Although the oft-patched e x t e r i o r w a l l
has suffered some s t r u c t u r a l d e t e r i o r a t i o n and missing
b r i c k s , the warehouse appears to be sound and the
i n t e r i o r f a b r i c appears to be well-maintained.
Technical Description of E x t e r i o r :
1.
O v e r a l l dimensions: 25'-10 1/2" (three-bay f r o n t ) x
47'-6"; two-and-one-haIf s t o r i e s i n height; rectangul a r i n layout.
2.
Foundations: Rubble stone masonry, exposed above
grade on south bay of east e l e v a t i o n by steep (north
to south slope of s i t e )
3.
Wall construction: O r i g i n a l Flemish bond red b r i c k work has been e x t e n s i v e l y repaired i n common bond.
4.
Chimneys: Red b r i c k chimney ( l ' - 8 " x approximately
6' r i s e s above north party w a l l east of ridge; twoccurse b r i c k cap bevels inward s l i g h t l y at top.
17
�FRANCIS DODGE WAREHOUSE
HABS No. DC-lOO (Page 7)
5.
Openings:
a.
b.
6.
Doorways and doors: Main entry has an approximately 5' masonry opening i n c e n t r a l bay of east
e l e v a t i o n ; l i g h t wooden enframements e n t i r e l y
w i t h i n masonry opening; wooden s i l l and flanking
v e r t i c a l fenders protect lower h a l f of opening;
two concrete steps belo.v; worn p l a i n metal-covered
wooden double doors.
Windows and s h u t t e r s : S i x - o v e r - s i x - l i g h t doublehung wooden sash, wooden s i l l s , f l a t b r i c k arches
over openings. Window i n c e n t r a l bay of second
f l o o r i s r e s u l t of a l t e r a t i o n of a supposedly
e a r l i e r door (lower part of e a r l i e r l a r g e r
opening now boarded i n ) . T r i p l e segmental-arched
openings i n west ( r e a r ) w a l l have been closed
w i t h b r i c k i n f i l l i n g . C e l l a r windows on east
e l e v a t i o n are i n l i n e w i t h upper windows; a l t e r a t i o n to south c e l l a r window i n east e l e v a t i o n
indicates opening may have extended below grade.
P i n t l e s on s e v e r a l windows indicate former s h u t t e r s .
Roof:
a.
Shape, covering: Gabled (north-south ridge)
roof, t i n covering.
b.
Framing: Heavy timber, mortise and tennon
construction.
c.
Cornice, eaves: Simple b r i c k s t r i n g course
p r o j e c t s immediately below eaves (does not c a r r y
through c e n t r a l bay); t i n gutter appears to be
of e a r l y date.
d.
Dormers: Central dormer on east slope of gable
roof has projecting gable roof over board and
batten door. T h i s hood formerly protected h o i s t i n g
mechanism. Central dormer on west slope of gable
roof a l i g n s w i t h east dormer. Small v e n t i l a t i o n
dormer on southwest corner of roof i s louvered
(does not date t o o r i g i n a l construction of warehouse) .
Technical Description of I n t e r i o r s :
18
�FRANCIS DODGE WAREHOUSE
HABS No. DC-lOO (Page 8)
1.
2.
Stairways: One-run wooden stairway r i s e s from east
to west along south w a l l , beginning from southeast
corner of b u i l d i n g (on both f i r s t and second f l o o r ) .
3.
F l o o r i n g : Random width boards.
4.
Wall and c e i l i n g f i n i s h : Rubble masonry south w a l l
i n d i c a t e s that present Y/arehouse probably incorporated
w a l l of older non-extant s t r u c t u r e ; numerous r e p a i r s
and a l t e r a t i o n s , notably on south w a l l , are of common bond b r i c k masonry. C e i l i n g i s exposed beam and
decking.
5.
Doorways and doors: None. Opening with wooden l i n t e l
i n south w a l l of f i r s t f l o o r l e v e l connects with warehouse t o south.
6.
Trim:
7.
Hardware: I r o n hook i s suspended from dormer hood;
square i r o n n a i l s protrude from c e i l i n g beams i n
garret area near dormer.
8.
D.
Floor plans: Open plans w i t h support columns (which
run north-south under r i d g e ) .
Lighting:
None.
Modem incandescent.
Site:
1.
2.
General s e t t i n g and o r i e n t a t i o n : The Dodge Warehouse
faces east onto s t e e p l y sloping (north t o south)
Wisconsin Avenue near i t s i n t e r s e c t i o n w i t h K S t r e e t ,
one-half block north of the Potomac R i v e r . The -warehouse i s enclosed on three s i d e s , sharing party w a l l s
with adjacent warehouses to the north and south and
abutting a l a t e r two-story structure t o the west. Oneand-one-half blocks south of the Chesapeake and Ohio
Canal, i t was once i n the center of Georgetown's
t h r i v i n g maritime a c t i v i t y . With a s h i f t i n commercial
a c t i v i t y as w e l l as l o c a t i o n , the warehouse i s now
• located w e l l away from the most v i t a l areas of modernday commercial Georgetown.
Enclosures: None.
19
�FRANCIS DODGE WAREHOUSE
HABS No. DC-lOO (Page 9 )
Outbuildings:
Walks:
None.
Abuts modem public sidewalk to the east.
Landscaping:
None.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park Service
August 17, 1966
20
�FRAME HOUSE
1530 Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-109
FRAME HOUSE
Location:
1530 Wisconsin Avenue, N.W., Washington, D.C.
(Note: P r i o r to 1881, Wisconsin Avenue was c a l l e d
High S t r e e t and had d i f f e r e n t address numbers.
From 1881 to 1906, Wisconsin Avenue was known as
32nd S t r e e t and had present address numbers.)
Present Owner:
Suter's Tavern, Incorporated e t . a l .
Present Use:
Georgetown Club ( p r i v a t e )
Statement of
Significance:
One of the few frame buildings remaining i n the
commercial d i s t r i c t of Georgetown, t h i s s t r u c t u r e
r e t a i n s much of i t s o r i g i n a l design.
PART I .
A.
HISTORICAL INFORMATION
P h y s i c a l History:
1.
O r i g i n a l and subsequent owners: This property i s located
i n Square 1255 i n parts of l o t s 183 and 184 of Beatty
and Hawkins addition to Georgetown. The following i s an
incomplete chain of t i t l e w i t h references made t o records
i n the Recorder of Deeds O f f i c e , D i s t r i c t of Columbia.
1793
1796
1798
Deed October 8, 1792, recorded February 2 1 , 1793
i n L i b e r A f o l i o 193
John B e a l l ( o f Georgetown) et ux Mary
To
Nichols Gibbs
Deed December 16, 1796 recorded December 29, 1796
i n L i b e r B f o l i o 611
Nichols Gibbs ( o f Baltimore) et ux Mary
To
Andrew Kaldenbauch
Deed March 3 1 , 1798 recorded A p r i l 24, 1798
i n L i b e r C f o l i o 407
John Davidson and wife Maria
To
Andrew Kaldenbauch
R e c i t e s that Andrew Kaldenbauch and John Davidson
both claim part of t h i s l o t and so Davidson has
agreed to s e l l h i s claimed part to Kaldenbauch.
22
�FRAME HOUSE
HABS No. DC-109 (Page 2)
1801
1805
1806
1807
1808
1808
1808
1809
Deed June 6, 1801 recorded June 15, 1801 i n
Liber G f o l i o U l
John Davidson and wife Maria
To
Andrew Kaldenbauch (Kalteribach) f o r Lot 183
Deed i n Trust October 24, 1805 recorded October 25,
1805 i n L i b e r N f o l i o 315
Andrew Kaldenbauch
To
Adam King
Assignment A p r i l 15, 1806 recorded A p r i l 15, 1806 i n
L i b e r P f o l i o 89
Andrew Kaldenbauch
To
Robert Clarke
Deed i n t r u s t June 22, 1807 recorded November 17,
1807 i n L i b e r S f o l i o 300
Mary Sharp (intended wife of Andrew Kaldenbauch)
To
Adam King
Andrew Kaldenbauch married Susanah Young instead
of Mary Sharp.
Deed January 28, 1808 recorded May 4, 1808 i n
L i b e r T f o l i o 323
Daniel C a r r o l l Brent, Marshall of D.C.
To
Thomas Dixon
Sale on May 20, 1807 of land then i n the occupancy of Robert Clarke. South part of L o t . 184•
Deed January 28, 1808 recorded June 7, 1808 i n
Liber U f o l i o 7
Daniel C a r r o l l Brent, Marshall of D.C.
To
John Peter
North part of Lot 184
Deed January 28, 1808 recorded June 9, 1808 i n
L i b e r U f o l i o 28
Daniel C a r r o l l Brent, Marshall of D.C.
To
Daniel Renner
For Lot 183
Deed January 2, 1809 recorded A p r i l 18, 1809 i n
L i b e r V f o l i o 383
John Peter e t ux H a r r i e t
To
Daniel Renner
Daniel Bussard tenants i n common
North part of l o t 184
23
�FRAME HOUSE
HABS No. DC-109 (Page 3)
1814
1814
1818
1825
1849
1849
1856
1856
Deed September 7, 1813 recorded March 7, 1814 i n
L i b e r AG f o l i o 196
Daniel Bussard
To
Daniel Renner
Deed August 13, 1814 recorded November 2, 1814 i n
L i b e r AH f o l i o 262
Thomas Dixon and wife Catherine
To
Daniel Renner
part of l o t 184
Trust September 1 , 1817 recorded February 24, 1818 i n
L i b e r AQ f o l i o 89
Daniel Renner
To
David E n g l i s h , Cashier of the Union Bank of Georgetown. Part of l o t 183 and a l l of l o t 184
Deed October 14, 1823 recorded October 17, 1823 i n
L i b e r WB f o l i o 209
David E n g l i s h
To
President and Directors of the Union Bank of George
town.
Deed i n t r u s t June 1 1 , 1849 recorded June 19, 1849 i n
L i b e r JAS 4 f o l i o 381
President and Directors of the Union Bank of Georgetown
To
F r a n c i s Dodge, J r .
Deed i n t r u s t June 1 1 , 1849 recorded June 19, 1849 i n
L i b e r JAS 4 f o l i o 388
F r a n c i s Dodge, J r . , Trustee under Deed i n Trust from
the Union Bank of Georgetown.
To
John Marbury
F r a n c i s Dodge
Robert Read
Richard Cruikshank
Deed May 2 1 , 1856 recorded October 27, 1856 i n
L i b e r JAS 123 f o l i o 230
John Marbury
Robert Read
Richard Cruikshank
Trustees
To
Washington R. Hurdle
Deed May 22, 1856 recorded October 27, 1856
i n L i b e r JAS 123 f o l i o 232
Washington R. Hurdle
To
James Hurdle
part of l o t 183
24
�FRAME HOUSE
HABS No. DC-109 (Page 4)
1857
1862
1862
1863
1885
1886
1892
1894
Deed October 8, 1856 recorded March 20, 1857 i n
L i b e r JAS 130 f o l i o 82
John Marbury
Robert Read
Richard Cruikshank
Trustees
To
Marinus W i l l e t
part of l o t 183
Deed December 26, 1862 recorded December 27, 1862 i n
L i b e r JAS 227 f o l i o 209
Mary Ann Hurdle e t a l
To
William E. B e l l
part of l o t 183
Deed December 26, 1862 recorded December 27, 1862 i n
L i b e r JAS 227 f o l i o 211
Washington R. Hurdle e t ux F l o r a H.
To
William E. B e l l
part of l o t 183
Deed A p r i l 24, 1863 recorded A p r i l 27, 1863 i n
L i b e r NCT 2 f o l i o 300
William E. B e l l et ux Catherine L.
To
Charles F. Robinson
part of l o t 183
Deed May 23, 1885 recorded May 29, 1885 i n
L i b e r 1128 f o l i o 16
William E. B e l l and wife Catherine L.
To
William E. B e l l , J r .
parts of l o t s 183 and 184
Deed November 2, 1886 recorded November 1 1 , 1886 i n
L i b e r 1216 f o l i o 323
William E. B e l l , J r .
To
Trangott Rosenbusch
Louis Charles Rosenbusch (son of Trangott)
tenants i n common
parts of l o t s 183 and 184
Deed June 30, 1892 recorded J u l y 7, 1892 i n
L i b e r 1695 f o l i o 440
Louis Charles Rosenbusch and wife E l i z a b e t h
To
Trangott Rosenbusch
Deed March 19, 1894 recorded March 20, 1894 i n
L i b e r 1886 f o l i o 398
Trangott Rosenbusch and wife Amale
To
William C. Rosenbusch (son of Trangott)
25
�FRAME HOUSE
HABS No. DC-109 (Page 5)
1943
1946
1946
1946
1951
1959
1965
W i l l of William C. Rosenbusch dated
May 8, 1943 devised property t o h i s c h i l d r e n :
Helen R. Whitehouse, nee Rosenbusch
William T. Rosenbusch
Loyd A. Rosenbusch
Deed August 12, 1946 recorded September 3, 1946 i n
L i b e r 643 f o l i o 424
William T. Rosenbusch e t a l ( h e i r s of Wm. C.)
To
Clara De Taranto
Deed August 27, 1946 recorded September 3, 1946 i n
L i b e r 643 f o l i o 425
Clara De Taranto
To
Joseph M. Wise
Deed October 22, 1946 recorded October 29, 1946 i n
L i b e r 647 f o l i o 87
Joseph M. Wise and wife
To
A l f r e d Arnold
William C. Halpine
Deed October 10, 1951 recorded October 12, 1951 i n
L i b e r 750 f o l i o 588
A l f r e d Arnold
William C. Halpine
To
Frances C. Lauder
Deed October 15, 1959 recorded October 23, 1959 i n
L i b e r 894 f o l i o 39
Frances C. Lauder
To
Eighth R e a l t y Corporation e t a l
Deed June 7, 1965 recorded June 22, 1965 i n
L i b e r 14 f o l i o 257
J . Francis Harris, I I I et a l
To
Suter's Tavern Incorporated e t a l
Date of erection: Said t o have been b u i l t i n 1790 as a
home. (Mr. Norman Larsen, interview J u l y 20, 1966) However, deed of 1823 l i s t e d above mentions only a threes t o r y b r i c k house on s i t e , whereas deed of 1849 l i s t e d
above mentions "improvements," i . e . , buildings ( p l u r a l ) .
S t y l i s t i c evidence suggests a date c. 1845.
26
�FRAME HOUSE
HABS No. DC-109 (Page 6)
3.
4.
O r i g i n a l plans, construction, e t c . :
5.
Notes on a l t e r a t i o n s and additions: B r i c k wing
erected about 1965. Modern landscaping and fencing.
6.
B.
A r c h i t e c t : Unknown.
Important old views:
None known.
None.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
Washington d i r e c t o r i e s provide the following tenant
information:
1914-1915
1916
1917
1918-1923
1924
1925-1928
1929- 1930
1930- 1937
1938
1939
1940-1943
1946-1956
1960-1965
1966
W. H. Shoemaker, oysters
John K. Sawyer
Elmore S. Staples
Walter H. Kerns
George W. Dugan
Lewis Donaldson
Arthur Crismond
Vacant
Mrs. Caroline D. Meggs, antiques
Vacant
Norval J . Skee, upholsterer
Garden Gate Restaurant
Vacant
Georgetown Club (Suter's Tavern I n c . )
Prepared by Dr. James P h i l i p Noffsinger
Architect
National Park Service
August 15, 1966
PART I I . ARCHITECTURAL INFORMATION
A.
General Statement:
1.
A r c h i t e c t u r a l character: T h i s t y p i c a l l y post-Federal
s t r u c t u r e of modest but well-proportioned design i s a
rare wooden s u r v i v a l of domestic character i n a comm e r c i a l environment.
2.
Condition of f a b r i c : Frame s t r u c t u r e i s i n good cond i t i o n ; r e c e n t l y converted i n t o a p r i v a t e club, i t s
i n t e r i o r has been remodeled and a b r i c k addition
attached to the south.
27
�FRAME HOUSE
HABS No. DC-109 (Page 7)
B.
Technical Description of E x t e r i o r :
1.
O v e r a l l dimensions: Frame s t r u c t u r e , 23'-2" x l&'-2";
b r i c k addition measures 11'-11" across Wisconsin
Avenue ( e a s t ) e l e v a t i o n . Two s t o r i e s i n height.
2.
Foundations: B r i c k , stone; openings f o r e a r l y subgrade windows have been f i l l e d i n .
3.
Wall construction: Frame construction; wooden sheathing
of east facade i s unusual form of f l u s h s i d i n g w i t h wide
h o r i z o n t a l channels of rectangular-section cut. Rest
of sheathing i s standard clapboard.
4.
Porches: Cast-iron stoop a t entrance r e s t s on c a s t i r o n colonettes. Four of f i v e r i s e r s have pierced
rinceau p a t t e r n . Elaborate newel post terminates
wrought 8nd c a s t - i r o n r a i l i n g .
5.
Chimneys:
6.
Openings:
None v i s i b l e .
a.
b.
7.
Doorways and doors: O r i g i n a l wooden door i s 3'-10"
wide, has four octagonal and two rectangular panels.
Transom i s now blocked by wooden panel. Pediment
above doorway r e s t s on two acanthus l e a f consoles.
Windows and s h u t t e r s : S i x - o v e r - s i x - l i g h t double-hung
wooden sash are framed by wooden surrounds assembled
w i t h wooden tenons. S i l l s 2'-10" wide are v i s u a l l y
supported by small consoles; l i n t e l s have small-scaled
d e n t i l s below projecting f l a t caps. Marks of e x t e r i o r
shutter p i n t l e s are v i s i b l e ; i n t e r i o r six-paneled
s h u t t e r s , two c e n t r a l panels louvered, may be o r i g i n a l .
Roof:
a.
b.
Framing:
c.
Cornice, eaves: P r o j e c t i n g modillioned wooden cornice
incorporates gutter; downspout may be o r i g i n a l .
d.
C.
Shape, covering:
Low-pitched gable, t i n covering.
Dormers:
Unknown.
None.
Technical Description of I n t e r i o r s :
I n t e r i o r has been a l t e r e d i n remodeling from home t o
restaurant t o p r i v a t e dining club.
28
�FRAME HOUSE
HABS No. DC-109 (Page 8)
D.
Site:
1.
General s e t t i n g and o r i e n t a t i o n : The structure faces
east on Wisconsin Avenue, N.W., between P and Q S t r e e t s ,
at the north end of Georgetown's commercial s t r i p .
2.
Enclosures: Modern wrought-iron fence along public sidewalk encloses small patio i n front ( e a s t ) of b r i c k addition.
3.
Outbuildings: None.
4. Walks:
5.
Fronts on concrete public sidewalk.
Landscaping:
None.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park Service
August 5, 1966
29
�Frame House
1530 Wisconsin Avenue
Grace Protestant Episcopal Church
1041 Wisconsin Avenue
photo: Marc B l a i r , 1966
photo: Marc B l a i r , 1966
�GRACE PROTESTANT EPISCOPAL CHURCH
1041 Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-101
GRACE PROTESTANT EPISCOPAL CHURCH
Location:
1041 Wisconsin Avenue, N.W.,
Washington,
D.C.
Present Owner:
Episcopal Diocese of Washington
Present Occupant:
Grace Church
Present Use:
Sanctuary
Statement of
Significance:
The " c h i l d " of two e a r l y e x i s t i n g Georgetown E p i s copal P a r i s h e s , Grace P a r i s h was founded i n 1855
as a mission church f o r boatmen and workers from
the adjacent C. & 0. Canal. With the f i n a n c i a l
support of D i s t r i c t Governor Henry D. Cooke, the
e x i s t i n g e d i f i c e was constructed i n 1866-67; w i t h
major r e p a i r s i n 1923, the s t r u c t u r e has remained
p r a c t i c a l l y unaltered t o t h i s date. Although the
a r c h i t e c t i s unknown, Grace Church bears a s t r i k ing resemblance to the nearby Oak H i l l Chapel designed by James Renwick i n 1850.
PART I . HISTORICAL INFORMATION
A.
P h y s i c a l History:
1.
O r i g i n a l and subsequent owners: The following i n f o r mation i s an incomplete chain of t i t l e t o the land on
which Grace Church was b u i l t . The references are t o
the records found i n the Recorder of Deeds O f f i c e , D i s t r i c t of Columbia. The building i s located i n Square
1189, l o t s 825, 37, 38, 39; Old Square 19, l o t s 4 1 , 42:
1812
Deed of p a r t i t i o n June 17, 1812 recorded October 14,
1812 i n L i b e r AD f o l i o 319
Thomas Peter ( r e c e i v e s l o t 37)
David Peter ( r e c e i v e s l o t 38)
George Peter ( r e c e i v e s l o t 39)
Margaret Dick
1835
Deed May 14, 1835 recorded May 2 1 , 1835 i n
L i b e r WB 56 f o l i o 156
Richard Smith
To
Thomas Corcoran
Sale and conveyance f o r default under t r u s t
f o r Thomas Peter dated September 16, 1829.
Sold September 18, 1829 f o r $348.87.
32
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 2)
1836
Deed i n Trust March 10, 1836 recorded A p r i l 2 1 ,
1836 i n L i b e r WB 6 1 f o l i o 82
William Ramsay e t ux E l i z a b e t h
James Peter et ux Susan H.
George Peter
James B. Beverly e t ux Jane
h e i r s and devisees of David Peter, deceased
To
John Marbury
I n t r u s t t o s e l l and divide residue among grantors.
1839
Deed May 18, 1839 recorded June 3, 1839
i n L i b e r WB 75 f o l i o 230
George W. Peter, Trustee
To
Farmers and Mechanics Bank of Georgetown
1842
Deed August 6, 1842 recorded September 17, 1842 i n
L i b e r WB 95 f o l i o 24
Thomas Corcoran e t ux Emily
To
John Carter
1844
Deed June 6, 1844 recorded June 8, 1844 i n
L i b e r WB 109 f o l i o 193
John Marbury, Trustee
To
John Carter
1844
W i l l of John Carter probated J u l y 2, 1850
i n W i l l Book 6 p 300
1864
Deed December 5, 1864 recorded December 23, 1864 i n
L i b e r NCT 51 f o l i o 257
George W. Peter e t ux Jane B.
To
George Waters
1865
Deed September 16, 1865 recorded November 27, 1865 i n
L i b e r RMH 3 f o l i o 226
George Waters
To
Henry D. Cooke
1866
Deed January 17, 1866 recorded January 18, 1866 i n
L i b e r RMH 10 f o l i o 114
John Davidson
W i l l i a m C. Magee
Samuel Cropley
A. H. P i c k r e l l
33
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 3)
Benjamin R. MayfieIdWilliam F. Seymour
William H. Tenney
P h i l i p T. Berry
Trustees of Farmers and Mechanics Bank of
Georgetown.
To
Henry D. Cooke
1867
Deed June 7, 1867 recorded J u l y 29, 1867 i n
L i b e r D 11 f o l i o 455
John Marbury
Robert Dunlop
Trustees of estate of John Carter
To
John Carter O'Neal, h e i r and devisee
1867
Deed A p r i l 13, 1867 recorded August 6, 1867 i n
L i b e r ECE 11 f o l i o 458
John Carter O'Neal, 96th Reg't, E n g l i s h Army
To
Henry D. Cooke
1873
Bankruptcy - Jay Cooke and Company
1874
Assignment f o r b e n e f i t of c r e d i t o r s : February 6,
1874 recorded March 28, 1874 i n
L i b e r 745 f o l i o 206
Jay Cooke et a l of Jay Cooke and Company
To
Edwin M. Lewis
1876
January 28, 1876. Declaration i s that p l a i n t i f f
sues defendants to recover possession of l o t s 37,
to 42 i n Peter's Square, Georgetown, s a i d l o t s
having a f r o n t of about 120 f e e t on High S t r e e t ,
between South S t r e e t and Second A l l e y , and running back 207 f e e t 4 1/2 inches, w i t h the church
buildings thereon, i n which he claims the
fee simple, and of which he was seized on January 1 ,
1874, when ejected by defendants; that p l a i n t i f f
was appointed trustee of s a i d bankruptcy i n D i s t r i c t
Court of the United S t a t e s f o r Eastern D i s t r i c t of
Pennsylvania, and as such, claims s a i d property
as aforesaid January 28, 1876 - Defendants summoned personally.
Edwin M. Lewis, trustee of estate of
Jay Cooke
William G. Moorehead
H a r r i s C. Fahnestock
Henry D. Cooke
P i t t Cooke
34
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 4)
George C. Thomas
James A. Garland
Jay Cooke, J r . p a r t n e r s , trading as Jay Cooke and
Company, bankruptcy Henry D. Cooke
vs.
The Vestry of S t . John's P a r i s h , Georgetown, D.C.
The Vestry of C h r i s t Church P a r i s h
The Vestry of Grace Church P a r i s h , of same place.
1876
2.
Deed November 15, 1876 recorded December 30, 1876 i n
L i b e r 843 f o l i o 76
Henry D. Cooke e t ux Laura S.
To
Edwin M. Lewis, trustee of estate of Jay Cooke & Co.
Date of erection: Church, 1866-67; Rectory, 1895;
P a r i s h H a l l , 1898.
The following excerpts from the
Washington S t a r , dates as noted, are invaluable as a
"running account" of the Church's p h y s i c a l growth:
Washington S t a r
26 December, 1865
"THE MISSION PARISH - This very i n t e r e s t i n g Church
established by the e f f o r t s of S t . John's and C h r i s t ' s
churches, and now ready t o be established as a p a r i s h
w i t h Rev. Mr. Brown as pastor, began on Friday t o perform i t s Christmas work f o r the encouragement of i t s
members ... the Chapel was very t a s t e f u l l y decorated."
Washington S t a r
9 January, 1866
"The High S t r e e t Episcopal Church held i t s f i r s t
missionary anniversary of i t s Sabbath School on Sunday the 7th i n s t . "
Washington S t a r
14 J u l y , 1866
"A NEW CHURCH - The Grace Church P a r i s h of the Episcopal
denomination i s about e r e c t i n g a commodious church e d i f i c e to be used i n future instead of the l i t t l e wooden
chapel w i t h which the p a r i s h began as a mission a short
time ago. The s i t e of the e d i f i c e adjoins that of the
chapel on the h i l l between the canal and Water, High and
Congress S t r e e t s , and i s an e x c e l l e n t l o c a t i o n f o r such
a church. The b u i l d i n g , we understand, i s to be about
twice the s i z e of the present chapel, and designed f o r
an ample audience chamber, rooms f o r B i b l e c l a s s e s , the
35
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 5)
sabbath school, and a l i b r a r y f o r the Rector. I t i s to
be constructed of blue gniess from the Potomac q u a r r i e s ,
of which large q u a n t i t i e s s u i t a b l e f o r b u i l d i n g purposes
can be obtained w i t h i n a short distance of the town, and
the s t y l e of a r c h i t e c t u r e true Gothic. Rev. J . Eastburn
Brown, the r e c t o r of the p a r i s h , i s h i g h l y esteemed by
our c i t i z e n s as w e l l of other s e c t s as h i s own [ s i c ] ; and
h i s success i n promoting the i n t e r e s t s of h i s p a r i s [ s i c ] ,
receives t h e i r warmest congratulations. The foundation
i s being prepared and the corner stone w i l l be l a i d w i t h
appropriate ceremonies i n about two weeks."
Washington S t a r
31 J u l y , 1866
"THE CORNER STONE LAID - As we announced yesterday, the
ceremony of l a y i n g the corner stone of the Grace Church
e d i f i c e was performed at 6 o'clock. The r e c t o r s of S t .
John's, C h r i s t ' s , S t . Alban's, and Grace Churches, the
t r u s t e e s of Grace Church and a number of members and
f r i e n d s of the church, assembled at the Chapel, and
proceeded to the foundation of the Church, where the
s e r v i c e s were begun by Rev. J . Eastburn Brown, Rector
of Grace Church, w i t h the exhortation and prayer.
Geo.
Water, Esq. of the t r u s t e e s , announced the contents of
the box to be enclosed withing the stone as f o l l o w s ;
A B i b l e , Book of Common Prayer, a Journal of the Diocesan Convention, an epitome of the h i s t o r y of the
P a r i s h , a copy of the E p i s c o p a l i a n , two of the d a i l y
papers of the d i s t r i c t , some coins and specimens of
f r a c t i o n a l currency. The stone was l a i d by the r e c t o r
of the church according to the established form, which
was followed w i t h a prayer by Rev. Mr. Chew, r e c t o r of
S t . Alban's, and appropriately addressed by the Rev.
Messrs. T i l l i n g h a s t and W i l l i a m s , r e c t o r s of S t . John's
and C h r i s t ' s Churches, and the company was dismissed
a f t e r prayer w i t h the benediction by the r e c t o r of S t .
Alban's. We mentioned the preparations i n progress some
days ago f o r t h i s occasion. The church w i l l be quite
an ornament to that portion of the town, and there can
be no doubt of i t s success i n the establishment of a
permanent congregation."
Washington S t a r
26 December, 1866
"At Grace Church (the new congregation of which Rev.
J . E. Brown i s r e c t o r ) the s e r v i c e s were quite i n t e r e s t i n g . The l i t t l e Chapel, which w i l l be occupied
u n t i l t h e i r handsome church, now i n the process of
36
�GRACE PROSTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 6 )
e r e c t i o n , s h a l l he completed, was t a s t e f u l l y decorated,
great pains having been taken..."
Washington S t a r
20 A p r i l , 1867
"NEW CHURCH - The new Church e d i f i c e b u i l t f o r the Grace
Church P a r i s h (formerly known as the PE Mission Chapel)
w i l l be opened tomorrow, E a s t e r Day. I n the morning the
E a s t e r S e r v i c e s ; i n the afternoon, the Sunday School w i l l
celebrate the occasion appropriately; at night a sermon,
s u i t e d t o the event, w i l l be preached by the Rev N P
T i l l i n g h a s t . T h i s b e a u t i f u l and convenient church i s
the g i f t o f 8 C h r i s t i a n Gentleman, Mr. Henry D. Cooke,
whose p r a i s e i s i n a l l the churches. The b u i l d i n g i s
of Gothic a r c h i t e c t [ s i c ] , f i n i s h e d with great t a s t e ,
but not a t the expense of comfort or u t i l i t y . The
e n t i r e f l o o r i s carpeted, and the seats (which are a l l
to be always f r e e ) are covered w i t h r i c h cushions. The
f u r n i t u r e i n the chancel and the r e c t o r ' s rooms i s
gotten up w i t h so much good t a s t e that one need not be
t o l d that the wife of the benefactor has had t o do w i t h
these. The Sunday School room, which w i l l be f i n i s h e d
by next Sunday, i s j u s t the place f o r c l a s s teaching,
having the good old fashioned s e m i - c i r c l e seat i n the
main school room, and separate apartments f o r adult
B i b l e c l a s s e s and the i n f a n t c l a s s . Tomorrow, theref o r e , w i l l be a j o y f u l E a s t e r , t o the congregation and
t h e i r numerous f r i e n d s . "
Washington S t a r
26 December 1867
"AT GRACE CHURCH ( P E ) - the s e r v i c e s were the r e g u l a r
morning prayer, ante communion and c o l l e c t &c, f o r
Christmas Day, and an appropriate sermon by the Rector,
Rev. J . Eastburn Brown. The b e a u t i f u l new church was
handsomely decorated w i t h cedar and box and attendance
was l a r g e r than u s u a l . "
Washington S t a r
28 January, 1895
"GRACE CHURCH RECTORY - The pastor and vestrymen of Grace
Church are maturing t h e i r plans f o r the e r e c t i o n of a
r e c t o r y . I n a l l p r o b a b i l i t y the house w i l l be erected
on a part of the present church property, between 31st
32nd, K and M S t r e e t s . The t r u s t e e s have $3,000 cash
on hand f o r the purpose. Two-thirds of t h i s amount
was given the church through the w i l l of the l a t e
37
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 7)
Miss Gough, and the balance I s what has been saved by
the congregation, added to the g i f t s of Messrs. John
Marbury, Geo. T. Dunlop and others, amounting to something over $500. The church managers are a l s o considering the improvements of the church proper. The proposed
r e c t o r y w i l l not be an elaborate building but one designed p r i n c i p a l l y to accommodate.
Grace Church i s doing a good work among the surround
ing poor. I t i s i n the midst of one of the poorest sect i o n s of Georgetown and i n touch w i t h the most deserving.
Washington S t a r
5 February, 1895
"AFFAIRS IN GEORGETOWN - The Grace Church v e s t r y have
appointed Messrs. J.O. Caton, Louis Goodrich and Wm.
McShay to s e l e c t plans and make the necessary arrangements f o r the construction of the new parsonage that
f o r some weeks has been under p r a c t i c a l discussion. I t
has been decided to locate the house on l i n e w i t h the
church and to the north - the o r i g i n a l s i t e having been
abandoned on account of the obstruction that a b u i l d ing thereon would o f f e r to the f r e e view of the house
of worship. I n l o c a t i n g the parsonage on the church
grounds the p r i n c i p a l object i n view i s to have the
pastor i n the midst of h i s people."
A r c h i t e c t : Unknown. The remarkable s i m i l a r i t y between
Grace Church and the Renwick Chapel i n Oak H i l l Cemet e r y supports supposition that James Renwick may have
been involved i n the design of Grace Church. As the
benefactor, Governor Cooke, was involved i n the Jay
Cooke f i r m , i t i s not improbable that he may have
had contact w i t h Renwick, who had designed many
e c c l e s i a s t i c a l s t r u c t u r e s i n New York,among them
Grace Church (1846) and S t . P a t r i c k ' s Cathedral (compet i t i o n 1853, cornerstone l a i d 1858). I f Renwick was
not d i r e c t l y involved w i t h the b u i l d i n g , i t i s safe to
assume that the a r c h i t e c t was profoundly influenced by
h i s Oak H i l l Cemetery Chapel, and the design of the
Church i n d i c a t e s execution by an a r c h i t e c t of profess i o n a l maturity.
O r i g i n a l p l a n s , construction, e t c . : None known.
Notes on a l t e r a t i o n s and additions: Building permits
and various minor a l t e r a t i o n s and r e p a i r s are l i s t e d
i n the D i s t r i c t Building Permit records ( D i s t r i c t
B u i l d i n g ) f o r the period from 1895 through 1954.
38
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 8)
6.
Important old views:
None known.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
1.
The following have been extracted from the Georgetowner, November 14, 1957:
"On the l e f t of the a l t a r i s the l e c t e r n presented as
a memorial to Colonel James Longstreet, the son of the
famous Confederate General, by the Colonel's f a m i l y .
The hymn boards are memorials to e a r l y devoted members
while the pipe organ was given ' i n memoriam' to Mr. and
Mrs. Fulton Lewis, S r . , i n 1950 (when the church was r e modeled) by t h e i r c h i l d r e n , Fulton Lewis J r . , General
M i l l a r d Lewis, and Mrs. Knox C o c k r e l l . "
Rev. M. M i l l s Perkins came to Grace Church i n 1927.
Began as a mission f o r s a i l o r s from ships i n Georgetown's harbor and f o r canal boatmen.
S t a r t e d i n 1855 by three members of the V e s t r y of S t .
John's Episcopal Church of Georgetown. Messrs. Thomas,
Rittenhouse and Ridgely.
Mission was opened on " B r i c k H i l l " i n Peter Square.
A s m a l l frame chapel was erected at southeast corner
of present property - r e g u l a r s e r v i c e s maintained by
students from the V i r g i n i a Theological Seminary f o r
s e v e r a l y e a r s . Mr. Tyng, one of the students, and son
of the Rev. Stephen A. Tyng ( a former r e c t o r of S t .
John's Church) was the f i r s t to hold Sunday School i n
the b u i l d i n g .
During the C i v i l War, i n 1863, the Rev. J . Eastburn
Brown became the f i r s t r e g u l a r r e c t o r i n charge.
I n the e a r l y 1860's, Governor Henry D. Cooke of the
D i s t r i c t of Columbia, and at one time a vestryman of
S t . John's, became i n t e r e s t e d i n the mission and at a
cost of $25,000, he made possible ( i n 1866 ) the
present Grace Church b u i l d i n g . The cornerstone was
l a i d on June 29, 1866, and the b u i l d i n g was completed
A p r i l 20, 1867. On the next day which was E a s t e r , the
f i r s t s e r v i c e was held. The p a r i s h was organized and
admitted by the Diocesan Convention i n Baltimore as
"Grace P a r i s h " i n May, 1866 the p a r i s h boundaries
being defined at the time.
39
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 9)
For s e v e r a l y e a r s , a l l expenses of the mission had
been borne by S t . John's Church of Georgetown.
Later,
the work was taken over by C h r i s t Church of Georgetown.
I n 1866, Grace Church became an independent p a r i s h .
Grace Church was b u i l t by Henry D. Cooke, a member of
Messrs. Jay Cooke & Co. ( a t a c r i t i c a l time i n the
C i v i l War t h i s company placed the bonds which enabled
the U.S. to pass through a f i n a n c i a l s t r a i n ) . Because
Governor Cooke omitted to execute and record the Deed
of Property before the f a i l u r e of h i s f i r m i n 1873, the
Trustees of the bankrupt f i r m of Jay Cooke and Company
endeavored to confiscate and wrest the property from
the possession of the Vestry of Grace P a r i s h , Georgetown.
A b i l l of Equity was f i l e d i n 1876 by the Vestry against
the Trustees of Jay Cooke and Company. The Decree
asked f o r was issued by the Supreme Court of the Dist r i c t on A p r i l 1 1 , 1877, and the property was conveyed
to the Trustees of the Church as contemplated by Gov.
Cooke. The Decree contained the Unexecuted Deed of
Trust and removed the i n v a l i d i t y due to i t s lack of
Mr. Cooke's signature. Thus, the t i t l e of the Grace
Church property i s unquestioned.
The rectory was b u i l t i n 1895 and the p a r i s h h a l l was
b u i l t three years l a t e r i n 1898.
F i r s t r e c t o r Rev. J . Eastburn Brown, 1863-1871.
Twenty-one rectors since that time [ t o 1957],
From "Report of the Genealogical Records Committee, Dist r i c t of Columbia, D.A.R.," volume 56, 1939-1940 (unpubl i s h e d typescript i n D.A.R. L i b r a r y , Washington, D.C.)
" I t was about the year 1855 that three vestrymen of S t .
John's Church s t a r t e d a mission on 'Brickyard H i l l ' , on
the c a n a l , i n the heart of what was then known as Peter's
Square. When the work had proved i t s value, the Rev.
Henderson Suter took charge of the mission and organized
a Sunday School. For s e v e r a l years a group of students
from the V i r g i n i a Seminary acted as the l a y readers,
among them the son of the Rev. Stephen Tyng, former
r e c t o r of S t . John's.
"A small frame chapel was f i r s t erected on the spot
where the present granite cross i n memory of the s o l d i e r s
of the World War now stands. I n 1866 the church was
made a separate p a r i s h , known as Grace P a r i s h . The
present b e a u t i f u l building was b u i l t by Henry D. Cooke,
Governor of the D i s t r i c t of Columbia. I t was f i n i s h e d
i n time f o r a s e r v i c e on E a s t e r Day 1867.
40
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 10)
"The support of the p a r i s h from 1874 had gradually
become a charge on C h r i s t Church w i t h some l i t t l e
assistance from a few members of S t . John's. I t was
l a r g e l y through the constant and earnest appeals of
Dr. S t u a r t of C h r i s t Church that the work was kept
up.
"But i n 1892 the Rev. George Howell became r e c t o r ,
and under him the church became f i n a n c i a l l y independent. He a l s o b u i l t the r e c t o r y , and a few years
l a t e r the p a r i s h h a l l was erected. I n 1922 extensive
a l t e r a t i o n s and improvements were made to the church
and p a r i s h h a l l . This church began as a mission
and s o c i a l s e r v i c e work had always been v i t a l to i t .
At l e a s t f i f t y percent of the present r e c t o r ' s work
i s among f a m i l i e s w i t h no church a f f i l i a t i o n . There
i s a large and very a c t i v e Sunday School, and the
p a r i s h while not numerically very large has a s p i r i t u a l
influence that extends f a r beyond i t s bounds." ( E x t r a c t
from the Washington Diocese, March, 1939, Vol 7, No. 3, P
From Rose T r u x l e r M i t c h e l l : " P a r i s h r e g i s t e r of Grace
P.E. Church, Georgetown." 1963 (unpublished t y p e s c r i p t
i n D.A.R. L i b r a r y , Washington, D.C.)
"At the lower end of Wisconsin Avenue i n Georgetown,
D i s t r i c t of Columbia, on a h i l l formerly known as
B r i c k y a r d H i l l , which r i s e between the h i s t o r i c Chesapeake and Ohio Canal and the Potomac R i v e r , stands
Grace P.E. Church, p r a c t i c a l l y unnoticed by Georgetown
v i s i t o r s and the busy, noisy t r a f f i c which rushes past
i t s doors.
"Grace Church i s b u i l t of stone and has a b r i c k p a r i s h
h a l l attached. Nearby i s a b r i c k r e c t o r y , and i n the
large churchyard w i t h i t s well-kept green lawn stands
a massive granite c r o s s , a memorial to those who s a c r i f i c e d t h e i r l i v e s i n World War I .
"Not a great deal has been w r i t t e n on the h i s t o r y of
Grace Church, but t h i s index would not be complete
without some attempt to gather a few s u b s t a n t i a l f a c t s
about the church. Much of the information on the
41
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 ( Page 11)
following paragraphs was found i n a paper i n the church
archives e n t i t l e d 'Sketch and H i s t o r y of Grace P.E.
Church, Georgetown, D.C. as compiled from records by
Reverend Henry L. Durrant 1855-1924.'
"Before the building of the present s t r u c t u r e 'on
B r i c k y a r d H i l l i n Peters Square' and on the s i t e of
the granite cross there was o r i g i n a l l y a s m a l l , frame
chapel b u i l t about 1854 through the generosity of Messrs.
Thomas, Rittenhouse and Ridgely. These gentlemen were
vestrymen of S t . Johns Episcopal Church i n Georgetown
and they saw the need of a church to serve the s a i l o r s
on the waterfront and those persons who followed the
canal. Therefore, the f i r s t chapel was b u i l t at t h e i r
expense.
"The church h i s t o r y t e l l s us that at one time Rev.
Henderson Suter, at a l a t e r date r e c t o r of C h r i s t Church
i n Alexandria established a Sunday School i n connection
w i t h the mission and that students from the Theological
Seminary i n Alexandria served ss l a y readers.
"To b e t t e r serve the growing Georgetown P a r i s h D i s t r i c t ,
the present church was b u i l t by Governor Henry D. Cooke
of the D i s t r i c t of Columbia, a member of the banking
f i r m of Messrs. Jay Cooke & Co. Governor Cooke i n 1865
purchased s e v e r a l l o t s on which the church property
stands. Because Governor Cooke did not execute a deed
of the property to Grace Church before the f a i l u r e of
Messrs. Jay Cooke & Co. i n 1873, there was considerable
l e g a l d i f f i c u l t y before possession of the property was
gained by the Vestry of Grace P a r i s h Georgetown, D.C.
The matter was taken t o court through a B i l l of Equity
f i l e d by the Vestry the "Fourth day of March 1876," and
a decree containing the 'unexecuted Deed of Trust' was
issued A p r i l 1 1 , 1877.
"Another c r i t i c a l period on the h i s t o r y of Grace P a r i s h
(no date given) when i t was about to close i t s doors on
account of l a c k of funds to meet expenses, was turned
by Mr. A l f r e d I . DuPont of Wilmington, Delaware, who
came to the rescue of the new r e c t o r w i t h a s u b s t a n t i a l
g i f t of money.
"The days of navigation on the Chesapeake and Ohio
Canal have long since passed, and warehouses, g r a v e l
plants and superhighways now follow the shores of the
Potomac R i v e r . However, i n s p i t e of the changing times
Grace P.E. Church on i t s peaceful h i l l i n Georgetown
42
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 12)
continues to serve those who seek i n s p i r a t i o n and
fellowship w i t h i n i t s gates."
Source m a t e r i a l contributed byMrs. C.E. Sunderlin
3036 P S t r e e t , N.W.
Washington, D. C.
Prepared by Dr. James P h i l i p Noffsinger
A r c h i t e c t , National Park Service
and
Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park Service
September 7, 1966
PART I I . ARCHITECTURAL INFORMATION
A.
General Statement:
1.
A r c h i t e c t u r a l character: Hidden w e l l back from the s t r e e t ,
Grace Church has escaped the ravages of time as w e l l as
the a t t e n t i o n of passers-by. Comparatively small i n
s i z e , t h i s elegant l i t t l e Gothic R e v i v a l church remains
n e a r l y unaltered since i t s construction one century ago.
Although handsome of e x t e r i o r , the a r c h i t e c t u r a l f o r t e
of Grace Church i s i n i t s e x c e l l e n t i n t e r i o r d e t a i l i n g ;
the boldly curved g a l l e r y , collar-braced roof, and
east stained g l a s s lancets are among the most noteworthy
elements of the i n t e r i o r .
2.
B.
Condition of f a b r i c : Generally good; although not except i o n a l l y w e l l maintained, both e x t e r i o r and i n t e r i o r
f a b r i c s show l i t t l e sign of wear and almost no i n d i c a t i o n
of p h y s i c a l damage (only a break i n the p l a s t e r between
south chancel lancets and a general d e t e r i o r a t i o n to
the sandstone t r i m are exceptions).
Technical Description of E x t e r i o r :
1.
O v e r a l l dimensions: 38'-8" (three-bay f r o n t ) x
approximately 70' ( f i v e - b a y s i d e ) . Two s t o r i e s .
2
Foundations:
tion.
3.
Wall construction: Granite; coursed rubble and a s h l a r
masonry construction. 2' buttresses p r o j e c t 2 -6"
from w a l l , are two-stage w i t h beveled stone caps.
Granite; coursed rubble masonry construc-
,
4.
Openings:
43
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 13)
a.
Doorways and doors: A l l doorways are framed by
(apparently) n a t i v e sandstone which i s composed
of aggregate and mica; the stone i s not very
s t a b l e f o r construction purposes and i s the only
d e t e r i o r a t i n g element of the e x t e r i o r f a b r i c .
Four-paneled wooden doors at e i t h e r side of narthex
(on west e l e v a t i o n ) are set w i t h i n 4'-2" (north) and
4'-0" (south) masonry openings under segmental
pointed arches and three-pane transoms. Pointed
arch aperture of 5'-6 1/2" masonry opening frames
more elaborate wooden six-paneled c e n t r a l door.
C e n t r a l doorway opens i n t o narthex, a n c i l l a r y doorways i n t o ground f l o o r areas.
b.
Windows and s h u t t e r s : Upper paired lancet windows
are single-hung wooden sash, sandstone s i l l s , set
under pointed arches. Leaded g l a s s i s l i g h t amber
i n color. One pane on south e l e v a t i o n i s painted
i n s c r i p t , "G E S 1900."
Lower windows are e s s e n t i a l l y s i x - o v e r - s i x l i g h t
although placement i s such that they are i n actua l i t y ten-over-eight l i g h t . These windows are
set under segmental pointed arches w i t h s l i g h t l y
projecting p l a i n keystones.
Three-pane side windows on west e l e v a t i o n are set
under pointed t r e f o i l arches; t h e i r placement i n d i cates p o s i t i o n of g a l l e r y s t a i r s w i t h i n .
Large eastern window i s composed of two pointed
t r e f o i l lancets below a q u a t r e f o i l , a l l of which are
set w i t h i n a pointed arch.
Roof:
a.
Shape, covering: Gable roof approximately 45°50° p i t c h ; ridge runs east-west; slate-covered.
b.
Framing: Wooden framing i s reminiscent of Engl i s h Gothic collar-braced roof; exposed decking
and s t r u c t u r a l elements are stained dark oak.
c.
Tower: Masonry b e l l - c o t e , rectangular i n plan,
w i t h gable roof and s i n g l e pointed-arched opening i s corbelled s l i g h t l y beyond f r o n t w a l l plane
44
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page H )
and i s placed a s t r i d e main gable. I t i s almost
i d e n t i c a l i n design to a s i m i l a r element on the
Renwick Chapel i n Oak H i l l Cemetery. B e l l - c o t e
i s capped by simple wooden cross.
Technical D e s c r i p t i o n of I n t e r i o r s :
1.
F l o o r plans: C e n t r a l doorway opens i n t o narthex.
Eight r i s e r s through the narthex lead to a landing
from which seven more r i s e r s on e i t h e r side end on
landings a t entrances t o nave. At e a s t , the chancel
area i s s e t upon a platform one r i s e r above the nave
f l o o r . P a r t i t i o n s t o e i t h e r side of l i t u r g i c a l area
probably do not date from 1866 construction.
Lower l e v e l was apparently once a single large space,
has been subsequently p a r t i t i o n e d i n t o smaller rooms.
Kitchen was e a r l i e r i n north-east corner although
e l e c t r i c a l appliances have been moved t o area a t southwest, under narthex, j u s t w i t h i n south door.
Passageway on north w a l l near northwest corner of
ground f l o o r area leads i n t o 1898 P a r i s h H a l l , a
s i n g l e space w i t h s m a l l balcony on south w a l l .
2.
S t a i r w a y s : Very narrow s t a i r s t o g a l l e r y begin a t
e i t h e r end of upper narthex area, t u r n toward east
on main f l i g h t of 12 r i s e r s and inward f o r f i n a l
two i n t o l o f t area. Rector's s t a i r s i n northeast
corner lead steeply down t o ground f l o o r area. I r o n
c i r c u l a r s t a i r w a y i n southwest corner of P a r i s h provides access t o balcony from f l o o r l e v e l .
3.
Flooring: 2" oak; narthex f l o o r i n g i s i r r e g u l a r width.
4.
Wall and c e i l i n g f i n i s h : Walls are p l a s t e r e d above
wood wainscoting. Lower c e i l i n g s are p l a s t e r e d ; those
i n nave and P a r i s h H a l l are of exposed wooden decking.
5.
Doors and doorways: A l l doors are four-paneled wood.
Two i n t e r i o r doors each are located a t doorways t o
nave and l o f t s t a i r w a y s . Doorway to north of l i t u r g i c a l area i s without door.
6.
Decorative features and t r i m : Chancel i s elaborate
although not n e a r l y so decorative as i t s h i s t o r i c a l
prototypes. The octagonal carved wood canopy i s a
noteworthy feature of the paneled reredos.
45
�GRACE PROTESTANT EPISCOPAL CHURCH
HABS No. DC-101 (Page 15)
G a l l e r y at west has curved c e n t r a l s e c t i o n ; pointed
t r e f o i l elements provide decorative r e l i e f . A l l
t r i m i n l o f t area as w e l l as pews have been painted
black.
7.
D.
L i g h t i n g : Brass f i x t u r e s suspended from ridge by
chains; three smaller chains suspend c i r c u l a r e l e ment. Only one of three of these f i x t u r e s i s reasonably i n t a c t . Other f i x t u r e s are simple g l a s s " f l a t tened" globes.
Site:
1.
General s e t t i n g and o r i e n t a t i o n : Grace Churcn faces
west onto Wisconsin Avenue although i t i s set back
135' from the sidewalk. The s i t e , which i s somewhat
higher than the s t r e e t at t h i s point, i s adjacent to
the C & 0 Canal to the north. Although the immediate
area was once, during the Georgetown maritime and
canal e r a s , i n the center of a c t i v i t y , i t i s now some
blocks below the more v i t a l commercial areas to the
north on Wisconsin Avenue.
2.
Enclosures: The s i t e i s enclosed by a granite r e t a i n i n g
w a l l , which serves as a base f o r the simple i r o n fence.
3.
Outbuildings: The P a r i s h H a l l , dating from 1898, adjoins
the s t r u c t u r e to the north. West of the P a r i s h H a l l i s
the Rectory, which dates from 1895.
4.
Walks: Cement sidewalk crosses f r o n t yard diagonally
from northwest corner to small paved area i n front of
narthex.
5.
Landscaping:
Landscaping i s very informal and no
regular pattern i s apparent. 12' high granite cross
i n southwest corner of s i t e i s i n s c r i b e d : " I n
Memory of our Boys who made the Supreme S a c r i f i c e
i n the Great War
Jesu Mercy."
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park S e r v i c e
September 8, 1966
46
�HOUSE
1527-1529 Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-108
HOUSE
Location:
1527-1529 Wisconsin Avenue, N.W.
Washington, D.C. I n 1877 the address was
151 High S t r e e t and i n 1890 the address was
1527-1529 32nd S t r e e t
Present Owner:
1527
1529
1527
1529
Present Occupant:
-
Neal Lynch
Genevieve Hendricks
Neal Lynch
Genevieve Hendricks
Present Use:
1527 - I n t e r i o r decorator's o f f i c e and dwelling
1529 - I n t e r i o r decorator's o f f i c e and dwelling
Statement of
Significance:
T h i s double b u i l d i n g s t i l l r e t a i n s i t s e a r l y gabled
roof w i t h dormers and i s t y p i c a l of Georgetown
a r c h i t e c t u r e of the e a r l y 19th century.
PART I .
HISTORICAL INFORMATION
A.
Physical History:
1.
O r i g i n a l and subsequent owners: The following informat i o n i s an incomplete chain of t i t l e t o the land on
which t h i s s t r u c t u r e was b u i l t . The s i t e i s i n Square
1271 and part of l o t 18 i n the B e a t t y and Hawkins
Addition t o Georgetown. This information r e l a t e s t o
1529 Wisconsin Avenue. The references are a l l t o the
Recorder of Deeds, D i s t r i c t of Columbia.
1805
Deed December 30, 1804, recorded February 22, 1805
i n L i b e r M f o l i o 44
John Davidson
To
James M. Beatty
Charles A. Beatty
Thomas J . Beatty
1805
Deed August 12, 1805, recorded August 24, 1805
i n L i b e r N f o l i o 148
Thomas J . Beatty
To
Charles A. Beatty
1806
Deed February 7, 1806, recorded February 8, 1806
i n L i b e r 0 f o l i o 278 f o r one-half of Lot 18
Charles A. Beatty e t ux
48
�HOUSE
HABS No. DC-108 (Page
John M. Beatty e t ux
To
Henry Upperman, J r .
1809
Deed August 10, 1809, recorded November 28, 1809
i n L i b e r X f o l i o 234 f o r one-half of l o t 18
Charles A. Beatty e t ux
John M. Beatty e t ux
To
E l i s h a W. Williams
1810
Deed September 30, 1809, recorded March 26, 1810
i n L i b e r Y f o l i o 517
E l i s h a W. Williams
To
Washington Bowie
1810
Deed October 10, 1809, recorded March 26, 1810
i n L i b e r Y f o l i o 102
Henry Upperman, J r . e t ux
To
Washington Bowie
1819
Deed May 26, 1819, recorded May 28, 1819
i n L i b e r Y f o l i o 100
E l i s h a W. Williams
To
Washington Bowie
1827
Deed J u l y 14, 1827, recorded J u l y 2 1 , 1827
i n L i b e r WB 18 f o l i o 518
George M. Magruder, J r .
To
Walter D. Addison
1837
Deed May 23, 1837, recorded August 7, 1837
i n L i b e r WB 66 f o l i o 43
Walter D. Addison
To
George A. Bohrer
1837
Deed June 20, 1837, recorded June 2 1 , 1837
i n L i b e r WB 63 f o l i o 322
Walter D. Addison e t ux Rebecca C.
To
William M. Addison
Thomas H. Hanson
1837
Deed J u l y 26, 1837, recorded September 16, 1837
i n L i b e r WB 63 f o l i o 462
William M. Addison
Thomas H. Hanson
49
�HOUSE
HABS No. DC-108 (Page 3)
To
Jesse E r s k i n e Dow
Marimus W i l l e t t
1840
Deed June 1 , 1838, recorded J u l y 3 1 , 1840
i n L i b e r WB 85 f o l i o 114
Jesse E. Dow e t ux E l i z a b e t h
To
Marimus W i l l e t t
1847
Deed May 28, 1847, recorded June 7, 1847
i n L i b e r WB 135 f o l i o 145
Henry Upperman h e i r s
To
William Redin
1847
Deed May 8, 1847, recorded June 7, 1847
i n L i b e r WB 135 f o l i o 153
William Redin
To
John Davidson
1869
W i l l of Marimus W i l l e t t t o wife Sarah W i l l e t t
1880
1883
W i l l of Sarah W i l l e t t t o nephew Dr. A. B. S h e k e l l
Deed May 1 , 1883, recorded May 8, 1883
i n L i b e r 1042 f o l i o 48
William Upperman e t ux e t a l
To
Amanda Dowling
1912
Decree May 17, 1912, which declared Abraham B.
S k e k e l l ' s t i t l e t o the property complete and p e r f e c t
against the unknown h e i r s , alienees and devisees of
Washington Bowie and Walter D. Addison and the
defects perpetually enjoined.
(Case numbers: 12-5-467; 3517-400 and Eq. Ca. 30821)
1925
W i l l of Abraham B. S k e k e l l dated October 3 1 , 1925
(Admrs. #33922 dated December 2 1 , 1925)
1927
Deed November 23, 1927, recorded December 20, 1927
i n L i b e r 6039 f o l i o 112
Anna M. Beckett
e x e c u t r i x under the w i l l of
A. B. S k e k e l l , deceased
To
Thomas J . Stanton by s a l e
Date of e r e c t i o n : Before 1837. Deed i n t r u s t dated June 20,
1837 and recorded June 2 1 , 1837 from Walter D. Addison e t ux
Rebecca C. t o William M. Addison and Thomas H. Hanson conveys
50
�HOUSE
HABS No. DC-108 (Page 4)
"a two s t o r y b r i c k dwelling."
3.
4.
O r i g i n a l p l a n s , construction, e t c . : None known.
5.
Notes on a l t e r a t i o n s : 1529 i s v i r t u a l l y unaltered except
f o r minor w a l l r e p a i r s , but 1527 has a modern shop window,
an a l t e r e d entrance, and a heavy s u r f a c i n g of stucco.
6.
B.
Architect:
Unknown.
Important old views:
None.
H i s t o r i c a l Events Connected w i t h the Structure:
1527: Washington d i r e c t o r i e s provide the following tenant
information:
1914-1919
1920-1922
1923-1924
1925
1926
1927-1928
1929-1930
1931-1932
1933
1934-1956
1957-1965
vacant
George P i l l i n g e r
Matthew C. Colton
Fred W. Olsen
vacant
Milton E. H a l l
vacant
W i l l i a m W. McDonough
vacant
George H. Kernodle; antiques
Mrs. Jean M. Lynch, i n t e r i o r decorator
1529: Washington d i r e c t o r i e s provide the following tenanc
information:
1867-1926
1927-1930
1931-1943
1944-1966
Abraham B. S h e k e l l , p h y s i c i a n
vacant
Henry B. Robinson, antiques
Genevieve Hendricks, i n t e r i o r decorator
Dr. S h e k e l l was a prominent doctor i n Georgetown f o r 59 y e a r s .
Prepared by Dr. James P h i l i p Noffsinge
Architect
National Park S e r v i c e
August 15, 1966
PART I I .
A.
ARCHITECTURAL INFORMATION
General Statement:
1.
A r c h i t e c t u r a l character: 1527-1529 Wisconsin Avenue, N.W.
i s 8 two-and-a-half-story, gable-roofed, dormered double
building of r e s i d e n t i a l type w i t h arched passageway a t
51
�HOUSE
HABS No. DC-108 (Page 5)
grade between the two three-bayed u n i t s . 1527 has been
stuccoed and a l t e r e d ; 1529 has v i r t u a l l y unchanged facade.
Both r e t a i n t y p i c a l late-eighteenth-early-nineteenth-century
mass and d e t a i l s .
2.
Condition of f a b r i c : Good; stucco applied t o 1527 i s i n
need of r e p a i r . Much of north e l e v a t i o n of 1529 has been
stuccoed.
Technical D e s c r i p t i o n of E x t e r i o r :
1.
O v e r a l l dimensions: 1527: 24'-10" (three bays) x
approximately 65' ( i n c l u d i n g e l l ) , two-and-one-half s t o r i e s
i n height; 1529: 2 4 * - l l " (three bays) x approximately
65' ( i n c l u d i n g e l l ) , two-and-one-half s t o r i e s i n height.
2.
Foundations: 1527: foundations have been stuccoed; are
probably of b r i c k . 1529: b r i c k to grade.
3.
Wall construction: 1527: Stuccoed b r i c k i s i n c i s e d t o
simulate a s h l a r construction. 1529: Red Flemish bond
construction w i t h repaired areas of common bond. Stone
l i n t e l below south s t r e e t window i n d i c a t e s presence of
e a r l i e r below-grade opening, now i n f i l l e d w i t h perforated
b r i c k . North e l e v a t i o n i s of common bond w i t h headers
every s i x courses; lower two-thirds of w a l l has been
stuccoed. Three diagonal courses p a r a l l e l ridge l i n e :
one of header rowlocks over two courses of s t r e t c h e r s .
B r i c k i n c e n t r a l passageway i s common bond w i t h header
courses occurring a t i r r e g u l a r i n t e r v a l s .
4.
Chimneys: 1527: Roof abuts chimney a t 1523 Wisconsin
Avenue. 8" square b r i c k chimney on northeast corner of
e l l has two-course corbeled b r i c k cap. 1529: B r i c k
chimney on west gable measures approximately l ' - 8 " x 2'-8"
w i t h 9" cap of beveled cement. B r i c k chimney on east
gable, apparently not dating from o r i g i n a l construction
of b u i l d i n g , measures approximately l ' - 8 " x 3'-8" w i t h 12"
cap of beveled cement; galvanized metal s t a c k extends
above cap. T h i r d b r i c k chimney measuring approximately
2*-0" x 3'-8" r i s e s above e l l .
5.
Openings:
a.
Doorways and doors: 1527: H a l l doorway i s 4'-3" wide,
has leaded g l a s s transom above six-paneled wooden door.
Door and transom appear to be antique, probably from
another b u i l d i n g , as casing i s new. Shop doorway i s
modern, adjoins shop window w i t h i n aperture 15'-7" wide.
1529: Doorway i s 4'-0" wide. Six-paneled wooden door
and single-paned rectangular transom are s e t w i t h i n
paneled r e v e a l s .
52
�HOUSE
HABS No. DC-108 (Page 6 )
Passageway between 1527 and 1529 has semicular b r i c k
arch, i s 3 ' - l " wide. Arch has wooden g r i l l e above
l i n t e l over v e r t i c a l plank door. A door t o 1527 opens
from passageway, which has stone f l o o r , beaded matchboard c e i l i n g .
b.
Windows and s h u t t e r s : 1527: C e l l a r window blocked up.
Multipaned shop window i s modern. S i x - o v e r - s i x - l i g h t
double-hung wooden sash, stone l i n t e l s and s i l l s on
second s t o r y . Splayed, voussoir-and-double-keystonepatterned l i n t e l s exposed behind plane of stucco. No
shutters.
1529: S i x - o v e r - s i x - l i g h t double-hung wooden sash;
voussoir-and-double-keystone-patterned splayed stone
l i n t e l s and stone s i l l s . Casement windows i n e l l .
Lower shutters have two s o l i d wooden panels; upper
shutters louvered below square s o l i d panels. Wroughti r o n S-curved shutter stops.
6.
Roof:
a.
Shape, covering: Roof i s gabled, ridge running northsouth; t i n covering. Roofs of both e l l s slope from
north t o south.
b.
Framing:
c.
Cornice, eaves: 1527: T i n dentiled cornice incorporates
g u t t e r . 1529: B r i c k dentiled cornice of very shallow
p r o j e c t i o n behind gutter a t eaves. Gutter and downspout
may be o r i g i n a l s .
d.
Dormers: 1527: One f r o n t dormer of gabled p a i r s u r v i v e s ;
has wooden f a c i n g , metal-sheathed s i d e s , t i n roof, s i x o v e r - s i x - l i g h t double-hung wooden sash. Eaves moldings
r e t u r n but d i s c m t i n u e a t base of pediment. S i m i l a r
dormer off-center on east slope cannot be seen c l e a r l y
f o r recording.
Unknown.
1529: Two gabled dormers are i d e n t i c a l w i t h one a t
1527 except that faces as w e l l as sides are metalsheathed. Molding returns are retained. Large modern
metal dormer on east slope below a metal vent.
Technical Description of I n t e r i o r ;
I n t e r i o r s have been a l t e r e d i n t o modern commercial and l i v i n g
areas, were not recorded. Single-run wooden stairways lead
to upper f l o o r s .
53
�HOUSE
HABS No. DC-108 (Page 7)
Site:
1.
General s e t t i n g and o r i e n t a t i o n : 1527-1529 Wisconsin Avenue,
N.W., faces west by southwest on a sloping s i t e between
P and Q S t r e e t s near the northern edge of the Wisconsin
Avenue r e t a i l d i s t r i c t . A passageway through the b u i l d i n g
provides the only s t r e e t access t o unusually quiet p r i v a t e
gardens a t the r e a r of the l o t .
2.
Enclosures: The gardens are enclosed by fences of b r i c k
and wood.
3.
Outbuildings:
None.
4. Walks: 1527-29 f r o n t s on a concrete public sidewalk t o
the west. B r i c k r e a r garden walks are of herringbone
pattern.
5.
Landscaping: Behind both 1527 and 1529 are enclosed p r i v a t e
gardens; that of 1527 i s more formal than that of 1529.
Exceptional i n the garden of 1529 i s a r e t a i n i n g w a l l , which
runs north-south, about halfway between the e l l and the east
property l i n e : i t s coping i s composed of miniature adjoining
Ionic capitals.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park S e r v i c e
August 10. 1966
54
�House
John Lutz House
1225 Wisconsin Avenue
1527-1529 Wisconsin Avenue
photo: Marc B l a i r , 1966
photo: Marc B l a i r , 1966
�JOHN LUTZ HOUSE
(now The Aged Woman's Home)
1225 Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-105
JOHN LUTZ HOUSE (Now THE AGED WOMAN'S
HOME OF GEORGETOWN, formerly known as
THE FEMALE UNION BENEVOLENT SOCIETY OF
GEORGETOWN)
Location:
1255 Wisconsin Avenue, N.W., Washington, D.C.
(Note: P r i o r t o 1881, Wisconsin Avenue was c a l l e d
High S t r e e t and had d i f f e r e n t address numbers.
From 1881 t o 1906, Wisconsin Avenue was known as
32nd S t r e e t and had present address numbers.)
Present Owner:
Aged Woman's Home of Georgetown; Miss Margaret
Weaver, 2029 Wisconsin Avenue, N.W., Washington, D.C.
Miss Weaver i s the president of the Home.
Present Occupant: Aged Woman's Home
Present Use:
Home f o r 14 women
Statement of
Significance:
A portion of the building has a rare "flounder"
h a l f - g a b l e , i s alleged t o date from 1756, and has
associations w i t h h i s t o r i c persons. One of the few
residences i n the Georgetown commercial d i s t r i c t .
PART I . HISTORICAL INFORMATION
A. P h y s i c a l H i s t o r y :
1.
O r i g i n a l and subsequent owners: The building i s located
i n Square 1208, part of l o t 1 i n Beatty and Hawkins
addition t o Georgetown and part of l o t 1 i n "The S l i p "
now taxed as l o t 865 i n Square 1208. The following
i s an incomplete chain of t i t l e t o the land on which
the building was b u i l t .
1851
1872
Deed May 31, 1851 recorded i n
L i b e r J.A.S. 25 f o l i o 446
John Lutz
To
Adelaide M. Lutz
Deed i n Trust February 8, 1871 recorded
A p r i l 4, 1872 i n L i b e r 672 f o l i o 370
Adelaide M. Lutz
To
Hugh Caperton
Walter S. Cox
W i l l i a m L. Dunlop
Trustees f o r the Female Union Benevolent Society o f
Georgetown
57
�JOHN LUTZ HOUSE
HABS No. DC-105 (Page 2)
1929
Deed December 17, 1929 recorded December 23, 1929
I n L i b e r 6406 f o l i o 82
Sarah N. Dunlop, widow and devisee under l a s t w i l l
of William L. Dunlop, deceased,
and William L. Dunlop et a l
To
Aged Woman's Home of Georgetown, Corp. D.C.
Note: Hugh Caperton died September 14, 1877.
Walter S. Cox died June 25, 1902. William L.
Dunlop died October 23, 1916 leaving the t r u s t to
h i s h e i r s . They included Sarah M. Dunlop, h i s
widow, 8nd William L. Dunlop and James B. Dunlop,
h i s sons.
2.
Date of e r e c t i o n : Oldest portion of the house alleged
to have been b u i l t i n 1756 w i t h an addition to the
front i n 1870 and t o the r e a r i n 1872. (Information
sheet e n t i t l e d The Aged Woman's Home of Georgetown
by Evelyn Moore, Chairman of Public R e l a t i o n s ) .
3.
4.
5.
O r i g i n a l p l a n s , construction, e t c : None known.
Notes on a l t e r a t i o n s and additions: Addition of f r o n t
rooms and h a l l i n 1870 and rooms to the r e a r i n 1872
(Moore, op. c i t . ) . Modern addition of rooms t o the r e a r .
( I n t e r v i e w w i t h Mrs. Thomas, resident matron: August 3,
1966).
6.
B.
Architect:
Not known.
Important old views:
None located.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
John L u t z , a Revolutionary War veteran who had served a>General George Washington's bodyguard at V a l l e y Forge, came
to Georgetown t o e s t a b l i s h a l e a t h e r goods business and i n
1804 purchased t h i s house.
"A copy of the l e t t e r w r i t t e n to Col. Lutz by Martha Parke
C u s t i s hangs on the w a l l of the home. I t expresses the
gratitude and a f f e c t i o n of the e n t i r e Washington f a m i l y f o r
the g a l l a n t s o l d i e r . " (Moore, op. c i t . ) . Lutz s i t u a t e d
h i s shop across the s t r e e t where i t remained u n t i l a f t e r
1834 when the place of business was moved to downtown
Washington. I n 1956 the establishment was closed. Colonel
John Lutz's grandson, a l s o named John, became one of the
most important producers i n the t h e a t r i c a l world of the
58
�JOHN LUTZ HOUSE
HABS No. DC-105 (Page 3)
mid-nineteenth century and was married t o an outstanding
a c t r e s s of the day - Miss Laura Keane, who was cast i n the
lead of "Our American Cousin" a t Ford's Theatre the night
that L i n c o l n was assassinated.
I n 1868 an organization c a l l e d "The Female Union Benevolent
Society" was formed i n order t o provide refuge to women
stranded i n Washington and Georgetown. The Lutz house was
purchased f o r t h i s purpose and a campaign conducted t o r a i s e
funds. Ample p u b l i c i t y was given t h i s campaign as evidenced
i n the following newspaper items:
The Evening S t a r Feb 17, 1868 Monday
A f f a i r s i n Georgetown
"The Aged Woman's Home
A f a i r i s being held a t F o r r e s t H a l l , under the auspices of
the Union Benevolent S o c i e t y of Georgetown, and managed by
l a d i e s of a l l r e l i g i o u s denominations f o r the b e n e f i t of
indigent and i n f i r m old women. The following l a d i e s have
the a f f a i r i n charge: Miss Mary Thomson, Mrs. Johnson, Mrs.
K i d w e l l , Mrs. and Miss Seymour, Mrs. Holse, Mrs. H i l l , Mrs.
D o o l i t t l e , Mrs. Webster, Mrs. and Misses Gangewer, Hein,
B a r b a r i n , T a y l o r , David and Nourse. The New England kitchen
forms quite an a t t r a c t i o n , and so does the p i c t u r e g a l l e r y ,
containing some of the f i n e s t specimens of a r t , both ancient
and modern."
The Evening S t a r Feb 2 1 , 1868 Friday
A f f a i r s i n Georgetown
"Humorous Lecture
The people of Georgetown seldom have such a l i t e r a r y t r e a t
i n store f o r them as i s offered them tomorrow evening when
"Mark Twain", the well-known humorist, w i l l enlighten them
as t o various matters of i n t e r e s t . The best of t h i s statement
i s that i t i s f o r the b e n e f i t of the Old Woman's Home. The
merit of the l e c t u r e , however, would f i l l F o r r e s t H a l l without the a d d i t i o n a l inducement of b e n e f i t t i n g the poor."
"A w i n d f a l l came when W. W. Corcoran, who founded the Corcoran
Art G a l l e r y , gave them a check f o r f i f t e e n thousand d o l l a r s ,
w i t h the s t i p u l a t i o n that only the i n t e r e s t could be spent.
'For,' s a i d Mr. Corcoran, 'no one woman or group of women i s
capable of spending such a large sum.'" (Moore, op. c i t . ) .
59
�JOHN LUTZ HOUSE
HABS No. DC-105 (Page 4)
On June 20, 1914 the Female Union Benevolent Society became
a body corporate under the name Aged Woman's Home of Georgetown by c e r t i f i c a t e of incorporation.
Prepared by Dr. James P h i l i p Noffsinger
Architect
National Park S e r v i c e
August 17, 1966
PART I I .
A.
ARCHITECTURAL INFORMATION
General
Statement:
1.
2.
B.
A r c h i t e c t u r a l character: Probably one of the e a r l i e s t
extant s t r u c t u r e s i n Georgetown, the John Lutz house has
been t r i p l e d i n s i z e during i t s long h i s t o r y . The o r i g i n a l
c e n t r a l s e c t i o n i s of the r a r e half-gabled "flounder" form
w i t h roof sloping sharply from north to south. A casual
glance suggests a date of around 1840 f o r the f r o n t (west)
s e c t i o n , which i s remarkably r e t a r d a i r e i n s t y l e , but the
f r o n t door t r i m and i n t e r i o r f i n i s h make the given date of
1870 p l a u s i b l e . Thanks to long ownerships and a s i t e on
a r i s e away from the s t r e e t , the house i s one of the l e a s t a l t e r e d and best-maintained buildings i n the Georgetown
commercial area.
Condition of f a b r i c : E x t e r i o r i s i n good condition;
i n t e r i o r s are I n t a c t and well-maintained.
Technical D e s c r i p t i o n of the E x t e r i o r :
1.
O v e r a l l dimensions: Approximately 20' (three bays across
s t r e e t facade) x 97'; two s t o r i e s i n height. I r r e g u l a r
plan i s roughly rectangular: additions to the o r i g i n a l
s t r u c t u r e are very evident i n e l e v a t i o n and p l a n , as appare n t l y no attempts were made to blend l a t e r and e a r l i e r
s t r u c t u r e s i n t o a u n i f i e d whole.
2.
Foundations:
3.
Wall construction: O r i g i n a l and l a t e r s t r u c t u r e s are of
common bond b r i c k masonry. On west ( s t r e e t ) e l e v a t i o n ,
headers occur every s i x courses; elsewhere, notably on
north and south e l e v a t i o n s of o r i g i n a l s t r u c t u r e , headers
are i r r e g u l a r l y spaced, occurring most often at i n t e r v a l s
of t h r e e , four or s i x courses.
B r i c k to j u s t above grade, stone under.
The west ( s t r e e t ) e l e v a t i o n i s unaltered and i s marred
only by shear cracks i n the b r i c k between upper and lower
windows of c e n t r a l and north bays. A l t e r a t i o n i s evident
on the o r i g i n a l s t r u c t u r e , p a r t i c u l a r l y on the north
60
�JOHN LUTZ HOUSE
HABS No. DC-105 (Page 5)
e l e v a t i o n , and additions t o the e a s t . Evidence of r e p a i r
below c e n t r a l window an north e l e v a t i o n of o r i g i n a l s t r u c t u r e
i n d i c a t e s that the aperture was once a doorway. Also
worthy of note i s a l t e r a t i o n i n brickwork below the chimney
on northeast corner of main east additon, which suggests
that t h i s portion may o r i g i n a l l y have had a lower roof.
Chimneys: Four b r i c k chimneys l ' - 8 " x 2'-4" i n dimension
extend above end w a l l s of west addition on e i t h e r side of
roof ridge; chimneys have two-course p r o j e c t i n g b r i c k capping a t top except northeast s t a c k of t h i s group, which has
three-course cap, and s m a l l l ' - 4 " square b r i c k chimney an
northeast corner of main east a d d i t i o n , which has threecourse p r o j e c t i n g b r i c k capping. Modern galvanized metal
pipe approximately 1' i n diameter i s c e n t r a l l y placed on
north e l e v a t i o n of o r i g i n a l s t r u c t u r e .
Openings:
a.
Doorways and doors: Doorway on south bay of west
facade i s only access from s t r e e t . Wide wooden frame
defines opening i n which i s s e t glazed transom above
double three-paneled screen door. Heavy wooden cornice
r e s t i n g upon two large and three smaller ornamental
consoles i s set w e l l above transom. Within doorway i s
a v e s t i b u l e w i t h a c l o s e t s e t i n t o the north side. The
main door i s composed of eight glazed panels above two
wooden i n s e t panels.
Numerous supplementary doors are simple i n design. Door
on north e l e v a t i o n i s near northeast corner of main east
addition. On the south, door near southeast corner of
west addition and doors of o r i g i n a l b u i l d i n g and east
addition open on garden area. Rooms on the second f l o o r
open on wooden g a l l e r y which serves as open passageway
from west to east s e c t i o n s . Modern i r o n s t a i r w a y descends
from southeast corner of g a l l e r y .
b.
Windows and s h u t t e r s : S i x - o v e r - s i x - l i g h t double-hung
wooden sash windows on west facade have stone L i n t e l s ,
and s i l l s and two-paneled wooden s h u t t e r s . North windows
on west and center sections are s e t under f l a t arches,
those on the east under segmental arches formed by two
courses of header rowlocks.
Roof:
a.
Shape, covering: T i n roof of west addition i s gabled,
ridge running north-south, does not r e l a t e to o r i g i n a l
roof which slopes s t e e p l y from north to south. At l e a s t
fil
�JOHN LUTZ HOUSE
HABS No. DC-105 (Page 6)
three separate roofs ( i n plan) cover eastern additions;
they appear to be f l a t , although accurate evaluation
of roofs east of o r i g i n a l s t r u c t u r e i s d i f f i c u l t from
grade.
b.
Framing: Wood.
c.
Cornice, eaves: Four-course b r i c k band spans facade to
w i t h i n 4" of each end en (west) facade. Three-course
band above t h i s reaches eave l i n e , spans to w i t h i n 2"
of s i d e s . Second band has b r i c k d e n t i l s , two courses
high, formed by headers p r o j e c t i n g from band; these
occur on a 1:1 proportion from side to s i d e .
d.
Dormers: Two metal-sheathed dormers an roof of o r i g i n a l
s t r u c t u r e have not been described because of evaluation
d i f f i c u l t i e s on s i t e .
Technical Description of I n t e r i o r :
1.
Floor plans: Wide hallway runs depth of wesx addition.
Double doors open i n t o two large rooms north of h a l l ,
which are connected by double doorway. Main s t a i r h a l l
( o r i g i n a l entrance) opens to north from east end of
hallway, forming base of L i n plan. O r i g i n a l s e c t i o n
includes main s t a i r h a l l , large east and west rooms connected through what was o r i g i n a l l y a c l o s e t ( o r i g i n a l
doorway was to north of present connection), and a
secondary s t a i r w a y at east end. On second f l o o r , west
addition has four rooms and c e n t r a l (east-west) hallway.
Rooms of o r i g i n a l s e c t i o n open onto south g a l l e r y . I n formally planned rooms of eastern s e c t i o n are some 2' lower
than adjoining room i n o r i g i n a l portion.
2.
S t a i r s : Wooden main stairway r i s e s south-north between
rooms i n west addition and those i n o r i g i n a l s t r u c t u r e .
Secondary stairway at east end of o r i g i n a l s t r u c t u r e
leads to g a l l e r y and easternmost rooms.
3.
Flooring:
4.
Wall and c e i l i n g f i n i s h : P l a s t e r e d w a l l s and c e i l i n g
above matchboard wainscoting.
5.
Doorways and doors:
6.
Trim: C h a i r - r a i l s i n second-floor hallways. A south
window i n the o r i g i n a l b u i l d i n g bears the etched names
"A. M. Lutz Wm
May."
7.
Hardware:
8.
Lighting:
Random width pine.
Doors of wood, simple wooden casings.
Nothing outstanding
Incandescent.
62
recorded.
�JOHN LUTZ HOUSE
HABS No. DC-105 (Page 7)
9.
Heating: Steam. F i r e p l a c e s i n a l l upper rooms of
west addition, west room of o r i g i n a l b u i l d i n g , west
room of west addition and elsewhere are unused.
Site:
1.
General s e t t i n g and o r i e n t a t i o n : 1870 addition faces
west by southwest toward Wisconsin Avenue, N.W.,
between M and N S t r e e t s . House i s s i t e d above steep
r i s e and i s approximately 25' from sidewalk. O r i g i n a l
building faces south toward what must have been a
commanding view, now impeded by l a t e r construction.
S i t e remains r e l a t i v e l y a i r y and q u i e t , despite
proximity t o commercial thoroughfare.
2.
Enclosures: The front property l i n e i s defined by
a recent b r i c k r e t a i n i n g w a l l n e a r l y three f e e t high
of common bond w i t h headers every s i x courses and
b r i c k coping of header rowlocks. At the back, a
wooden fence encloses the yard.
3.
Outbuildings: None.
4.
Walks: A cament stairway of 19 r i s e r s leads from
the public sidewalk on Wisconsin Avenue to grade on
the west e l e v a t i o n . A small informal b r i c k walk on
the south and east i s layed i n a chevron pattern.
5.
Landscaping: Informal planting i n the front yard t o
the west i s on two t e r r a c e s formed by b r i c k
r e t a i n i n g -wall, and stone r e t a i n i n g w a l l a t an i n t e r mediate height. Planting i n back yard through which
the b r i c k walk runs i s even l e s s formal.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park Service
August 2 1 , 1966
63
�WILLIAM MARCERON BUILDING
1335 Wisconsin Avenue, N. V/.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-107
WILLIAM MARCERON BUILDING
Location:
1335 Wisconsin Avenue, N.W., Washington, D.C.
(Note: P r i o r to 1881, Wisconsin Avenue was
c a l l e d High S t r e e t and had d i f f e r e n t address
numbers. From 1881 to 1906, Wisconsin Avenue
was known as 32nd S t r e e t and had present address
numbers.)
Present Owner:
Helenah H. A l l e n
Present Occupant:
Le H i G r i l l
Present Use:
G r i l l and Bar
Statement of
Significance:
T h i s i s an e x c e l l e n t example of a one-story comm e r c i a l building of c. 1890 w i t h a r c h i t e c t u r a l
embellishments and a permanent awning.
PART I . HISTORICAL INFORMATION
A.
Physical History:
1.
O r i g i n a l and subsequent owners: The building i s located
i n Square 1232, l o t 6 i n Beatty and Hawkins Addition to
Georgetown. The following i s an incomplete chain of
t i t l e to the land on which the s t r u c t u r e stands. References are t o the records i n the Recorder of Deeds
O f f i c e , D i s t r i c t of Columbia.
1809
1810
1810
1810
Tax deed February 12, 1809 recorded i n
L i b e r X f o l i o 256
Assessed to Horatio and Benjamin Clagett
Deed February 1 , 1810 recorded i n L i b e r X
f o l i o 399
John M. Beatty and w i f e L e t t y
To
Charles A. Beatty
Deed August 15, 1810 recorded December 1 1 , 1810
i n L i b e r Z f o l i o 269
Mrs. Ann Maria Davidson, widow and sole e x e c u t r i x
of John Davidson, deceased
To
John Lutz
Deed November 15, 1810 recorded December 1 1 , 1810
i n L i b e r Z f o l i o 270
Charles A. Beatty and wife Eunice
To
John Lutz
65
�WILLIAM MARCERON BUILDING
HABS No. DC-107 (Page 2)
R e c i t e s that Charles A. Beatty i n consideration
that the s a i d John Lutz hath produced to him
the t i c k e t No. 139 which drew the l o t of ground
No. 6 i n B. and H. a d d i t i o n t o Georgetown and a l s o
hath paid to the administrators of the l a t e Charles
B e a t t y , deceased, the sum of $64 due to h i s estate
f o r and an account of the same l o t .
1820
1821
1851
1960
Deed August 7, 1820 recorded November 7, 1820 i n
L i b e r AY f o l i o 452
Samuel B. B e a l l
To
Gustavus B e a l l
Deed A p r i l 28, 1821 recorded A p r i l 30, 1821 i n
L i b e r WB 4 f o l i o 47
Gustavus B e a l l
To
Thomas C. Wright
Deed May 3 1 , 1851 recorded June 9, 1851 i n L i b e r
JAS 25 f o l i o 210
F r a n c i s A. Lutz e t ux Mary Ann
John S. Lutz et ux Malvina
Morris Adler e t ux Malvina
Nathaniel Marden et ux Mary Ann
Charles Myers et ux Jane C.
Martha D. Lutz
( h e i r s of John L u t z , deceased)
To
Jenkins Thomas
( s o l d at auction)
Deed A p r i l 12, I960 recorded i n
L i b e r 9891
W i l l i a m S. Marceron
E l i z a b e t h E. Marceron
t r u s t e e s of Mabel L. Marceron, deceased,
who was the s u r v i v i n g tenant by e n t i r e t y of
her husband W i l l i a m A. Marceron, deceased.
To
Helenah H. A l l e n
[The same property was s o l d to Katherine L.
A l l e n by s a i d Mabel L. Marceron before her
death under contract dated January 12, I960]
2.
Date of e r e c t i o n : Probably 1890
fThe Georgetowner August 25, I960 "Mr. George Scheele,
an old r e s i d e n t , claims that a man named Robert Weaver
had a meat market there i n 1890 and that the b u i l d i n g
was erected at that time."]
3.
Architect:
Not known.
66
�WILLIAM MARCERON BUILDING
HABS No. DC-107 (Page 3)
4.
5.
Notes on a l t e r a t i o n s and additions: No records f o r
t h i s building were found i n the Building Permit Department, D i s t r i c t B u i l d i n g , D i s t r i c t of Columbia.
6.
B.
O r i g i n a l plans,, construction, e t c . :
None known.
Important old views:
None known.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
Washington d i r e c t o r i e s provide the following tenant
information:
1821
1896
1900-1918
1919
1920
1921-1927
1928
1929
1930-1933
1934-1937
1938
1939-1954
Joseph Brewer
Walters not l i s t e d
Charles H. Walters, grocer
J . W. Pumphrey, grocer
Vacant
Frank F. K i d w e l l , grocer
Joshua E. Goodwin, grocer
Vacant
Payne's M i l l i n e r y ( L i l l i a n Payne)
J u l e s E. E b e l , restaurant
John L. F l e h a r t y , restaurant
Thomas J . Connors, restaurant
A former building on the s i t e was known as Jackson's Feed
Store fThe Georgetowner August 25, I960]
Prepared by Dr. James P h i l i p Noffsinger
Architect
National Park S e r v i c e
August 17, 1966
PART I I .
A.
ARCHITECTURAL INFORMATION
General Statement:
1.
2.
B.
A r c h i t e c t u r a l character: William Marceron Building i s
an example of one-story store without l i v i n g quarters
f o r merchant. Notable features are b r i c k arcade and
o r i g i n a l pipe-supported f i x e d awning.
Condition of f a b r i c : F a i r to good. Fabric i s g e n e r a l l y
sound, but awning i s not well-maintained, and modern
addenda ( s i g n s , e t c . ) detract from appearance.
Technical Description of E x t e r i o r :
1.
O v e r a l l dimensions: Dumbarton S t r e e t e l e v a t i o n :
25'-9 1/2"; corner e l e v a t i o n : 9'-7"; Wisconsin
Avenue e l e v a t i o n : 3 4 ' - 5 " ; one s t o r y i n height.
67
�WILLIAM MARCERON BUILDING
HABS No. DC-107 (Page 4 )
2.
Foundations:
Stone.
3.
Wall construction: Smooth-finished red face b r i c k
(painted white on Wisconsin Avenue e l e v a t i o n and corner
bay) i s l a i d i n common bond. B r i c k p i e r s of arcade are
banded i n g r a n i t e . B r i c k arches ( t h i r d and f o u r t h of
f i v e courses are bevelled) spring from behind outer
plane of p i e r s .
4.
Chimneys: Small b r i c k chimney ( l ' - 4 " square) a t northeast corner of s t r u c t u r e ; c l a y chimney hood.
5.
Openings:
a.
b.
6.
Doorways and doors: Wisconsin Avenue entrance has
nodern wooden framing w i t h i n round-arched opening.
Present double wooden single-paned doors are r a t h e r
underscaled f o r s i z e of masonry opening. Segmentalarched 5'-0"-wide doorway an Dumbarton S t r e e t elevat i o n has been sealed up w i t h wood. Evidence of
o r i g i n a l transom remains.
Windows and s h u t t e r s : Single-paned windows are s e t
i n simple wooden frames above wooden panels r e s t i n g
on stone s i l l s ; s e m i c i r c u l a r single-paned transoms
f i l l b r i c k arches. No s h u t t e r s .
Roof:
a.
Shape, covering:
F l a t b u i l t - u p roof.
b.
Framing: Wood; major beam t r a v e r s e s i n t e r i o r space
from the midpoints of north and south w a l l s .
c.
Awning: Three-sectioned wooden awning i s roofed
w i t h corrugated metal and supported by c u r v i l i n e a r
i r o n pipe framework springing from g r a n i t e corbels
set i n w a l l .
d.
Cornice, eaves: Very simple t i n cornice i s l i t t l e
more than f l a s h i n g ; rectangular vents below eaves
have c a s t - i r o n g r i l l e s .
e.
Dormers:
None.
Technical D e s c r i p t i o n of I n t e r i o r s :
1.
F l o o r plan: Major space ( o r i g i n a l b u i l d i n g ) i s unbroken
s i n g l e room. L a t e r additions form compartments behind.
2.
S t a i r w a y s : None.
68
�WILLIAM MARCERON BUILDING
HABS No. DC-107 (Page 5)
3.
Flooring: Modern t i l e f l o o r i n g ; o r i g i n a l i s apparentlystone or concrete.
4.
Wall and c e i l i n g f i n i s h : Walls are plastered above
oak wainscoting. O r i g i n a l cornice and c e i l i n g of
narrow match-boarding, which a l s o sheathes s t r u c t u r a l
beam crossing room.
5.
Doorways and doors:
i n dark oak.
6.
Trim: Dark oak wainscoting on w a l l s approximately 6'
i n height. Doors, bar (on south w a l l ) and t r i m are
a l s o dark oak, heavy i n character, and simple i n design.
Booths along north w a l l are s i m i l a r .
7. Hardware:
Simple wooden door a t r e a r i s framed
None of any s i g n i f i c a n c e .
8.
L i g h t i n g : No o r i g i n a l f i x t u r e s extant; l i g h t i n g i s
e f f e c t e d by means of contemporary a d v e r t i s i n g d i s p l a y s
and fluorescent tube behind bar.
9.
C e n t r a l heating probably dates w e l l a f t e r b u i l d i n g , as
evidenced by exposed sheet-metal duct i n southwest
corner of i n t e r i o r .
Site:
1.
General s e t t i n g and o r i e n t a t i o n : Located on the southeast corner of Wisconsin and Dumbarton Avenues N.W.,
the s t r u c t u r e i s i n the midst of Georgetown's busy
commercial area along Wisconsin Avenue.
2.
Enclosures: Wooden fence of 1/2" x 12" boards along
eastern boundaries of l o t .
3.
Outbuildings: Frame e l l attached t o east w a l l of b u i l d ing (along Dumbarton Avenue) i s sheathed i n i m i t a t i o n b r i c k t i n painted white.
4.
Walks: Abuts concrete p u b l i c sidewalks on the north
and west.
5.
Landscaping:
None.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park Service
August 9, 1966
69
�William Marceron B u i l d i n g
1335 Wisconsin Avenue
photo: Marc B l a i r , 1966
Marcey-Payne B u i l d i n g
1321 1/2-1325 1/2 Wisconsin Avenue
photo: Marc B l a i r , 1966
�MARCEY-PAYNE BUILDING
1321-1/2 - 1325-1/2 Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-106
MARCEY-PAYNE BUILDING
Location:
1321-1/2 to 1325-1/2 Wisconsin Avenue, N.W.,
Washington, D.C.
(Note: Wisconsin Avenue
was c a l l e d 32nd S t r e e t from 1881 to 1906 with
house numbers as today. P r i o r to 1881 Wisconsin
Avenue was known as High S t r e e t and 1321-1/2 was
No. 85 High S t r e e t )
Present Owner:
William S. Wise and Mary Evelyn Wise
Present Occupant:
E l i z a b e t h Webb and Roy Veatch
Present Use:
E a r l y American Shop, antiques; apartments above.
Statement of
Significance:
This building has a c a s t - i r o n f i r s t - f l o o r facade and
d i s t i n c t i v e d e t a i l s t y p i c a l of l a t e nineteenthcentury Georgetown commercial a r c h i t e c t u r e .
PART I .
A.
HISTORICAL INFORMATION
Physical History:
1.
O r i g i n a l and subsequent owners: The building i s located
i n Square 1232, old l o t 5, present l o t 811 and part of
l o t 810. The references are to records i n the o f f i c e of
the Recorder of Deeds, D i s t r i c t of Columbia, unless
otherwise noted. The following i s an incomplete chain
of t i t l e to the land on which t h i s building was b u i l t :
1795
1795
1797
Before 1795 property belonged to Zachariah White
[ L i b e r B 2 f o l i o 1 ( o l d 365)]
Quit claim deed June 15, 1795 recorded November 2,
1795 i n L i b e r B 2 f o l i o 66 ( o l d 365) Davidson claim
released f o r f i v e s h i l l i n g s .
John Davidson
To
Thomas Rigdon
Deed June 26, 1797 recorded June 28, 1797 i n
L i b e r C 3 f o l i o 52 ( o l d 64) south part of l o t 5
Thomas Rigdon
To
James Gannon
72
�MARCEY-PAYNE BUILDING
HABS No. DC-106 (Page 2)
1798
Deed August 8, 1798 recorded August 1 1 , 1798 i n
L i b e r D 4 f o l i o 40 (new 33) south part of l o t 5
James Gannon
To
Richard P a r r o t t
1804 Deed October 10, 1803 recorded March 3, 1804 i n
L i b e r K 10 f o l i o 260 (new 266) north part of l o t 5
Richard P a r r o t t
To
Leonard Mackall
1849 W i l l December 15, 1849: Administration Case 3020 O.S.
R e g i s t e r of w i l l s . North part of l o t 5
Leonard Mackall
To
Catherine Mackall, wife
1853 December 27, 1853: Catherine Mackall was buried,
(died i n t e s t a t e ) Oak H i l l Cemetery Records, BKI
p. 154, l o t 158
1855 Deed A p r i l 26, 1854 recorded A p r i l 2 1 , 1855 i n
L i b e r JAS 96 f o l i o 202 (new 141)
Benjamin F. Mackall et a l
To
Mary Ann Thomas
1855 June 22, 1855: Administration Case 3450 O.S,
National Archives. Catherine Mackall's estate
probated. No w i l l . Property divided among seven
c h i l d r e n , one of whom was son, Benjamin F. Mackall.
Property was sold before estate was probated.
1865- Amandus Baumbach owned north 48' of l o t 5 containing
1870
"a large b r i c k dwelling and old b r i c k s t a b l e . "
(p. 118)
Mary Ann Thomas owned south 32' of l o t 5 containing
two three-story b r i c k stores and dwellings,
(p. 124)
[Assessments f o r R e a l and Property Tax, 1865-70,
Group 351, microfilm r o l l 12, National Archives]
1871 Amandus Baumbach owned "Beatty and Hawkins Addition
Lot 5."
[ I b i d . , microfilm r o l l 13]
1875 Deed February 20, 1875 recorded May 7, 1875 i n
L i b e r 785 f o l i o 163
Amandus Baumbach
Joseph Baumbach e t ux Martina
Charles Weber, s u r v i v o r s of Christopher and
Henry Weber
To
Richard R. Marcey
C a l v i n Payne
73
�MARCEY-PAYNE BUILDING
HABS No. DC-106 (Page 3)
Deed A p r i l 24, 1890 recorded May 1 , 1890 i n
L i b e r 1478 f o l i o 396
Emma and John Reynolds
Laura and John Wood
O l i v i a and Horace Jarboe
Mary E. Marcey
W i l l i a m Marcey
John L. Marcey
C a l v i n Payne, h e i r s of Richard Marcey
To
George W. King
Henry P. G i l b e r t
1891 Deed August 5, 1891 recorded August 7, 1891 i n
L i b e r 1607 f o l i o 127
Rezin W. Darby
To
William Wheatley one eighth of property
1893 Declaration of Trust recorded December 26, 1893 i n
L i b e r 1870 f o l i o 317. Correction of document of
A p r i l 24, 1890, which was not a s a l e , but a
t r u s t . Owners of property i n equal shares were:
George W King
.
Henry P. G i l b e r t
Albert B. Jackson
Henry G. Wagner
George W C a s i l e a r
.
Mayhew P l a t e r
Joseph W. C o l l i n s
John B e a l l — B e a l l got t h i s portion, one eighth of
property from William Wheatley on November 1 1 ,
1893: Darby, from whom Wheatley acquired t h i s
portion, was o r i g i n a l l y one of group l i s t e d above.
1899 Tax Assessment - Square 1232 l o t 5 General Assessments
1900 D.C. Assessor's O f f i c e , 1899-1900, V o l . 3, p. 845
North 4 8 ' - George W King
.
South 32' - Mary Ann Thomas
Mary Ann Thomas died i n 1892, but i n her w i l l ,
her nephew, John B. Thomas, was named as her
executor w i t h d i r e c t i o n t o s e l l r e a l estate a t
his d i s c r e t i o n . [Case No. 4955, R e g i s t e r of W i l l s ] *
1902 Quit Claim Deed October 27, 1902 recorded November 26,
1902 i n L i b e r 2680 f o l i o 270
Charles Cragin and John B. Thomas, Trustees and
Executors of Mary Ann Thomas, adjusted boundary
between l o t 5 and l o t 4 , owned by John B. Lord.*
*Note: A d d i t i o n a l d e t a i l s of the t r a n s a c t i o n of
November 26, 1902 are on f i l e a t the Commission
of Fine A r t s , Room 7000, I n t e r i o r B u i l d i n g , 18th
and C S t r e e t s , N.W., Washington, D.C, 20240.
1890
-
74
�MARCEY-PAYNE BUILDING
HABS No. DC-106 (Page 4)
1906
Deed May 1 , 1906 recorded May 4, 1906 i n
L i b e r 2939 f o l i o 318
Henry G i l b e r t , s u r v i v i n g trustee f o r
George and Jane C a s i l e a r
E l i z a b e t h King, widow of George King
Albert and Josephine Jackson
Henry and Louisa Wagner
George and Mary Esher
Theodore McAboy, widower of A l i c e P l a t e r McAboy,
"present and b e n e f i c i a l owners"
To
Augustus H. Quigley
1923- Tax Assessment - Square 1232, l o t 811 (north part
1938
of former l o t 5) and l o t 810 (south part of
former l o t 5 ) . General Assessments, D.C. Assessor's
O f f i c e , 1923-1938.*
1932 W i l l September 5, 1932, Case 44064, R e g i s t e r of
W i l l s . Augustus Quigley died, leaving l o t 811
(1321-1/2 - 1325-1/2 Wisconsin Avenue, N.W.) to
w i f e , L i z z i e H. Quigley.
1935 Case 4 8 8 % and Docket 105, R e g i s t e r of W i l l s
October 5, 1935. Matilda H. R i c k l e s , s i s t e r of
L i z z i e Quigley (who died i n t e s t a t e September 24,
1935) received permission, as sole h e i r and k i n ,
from D.C. Supreme Court to receive e s t a t e , i n cluding l o t 811.*
*flote: Page references f o r General Assessments,
1923-1938, and d e t a i l s of case of October 5, 1935
arc on f i l e at the Commission of Fine A r t s
(address given above).
1937 Deed J u l y 2 1 , 1937 recorded August 10, 1937 i n
L i b e r 7139 f o l i o 337
National Bank of Washington, executor of w i l l of
Matilda H. R i c k l e s
To
Joseph R. Pope ("Premises 1321-1/2 - 1325-1/2
Wisconsin Avenue, N.W.")
1937 Deed August 9, 1937 recorded August 10, 1937 i n
L i b e r 7139 f o l i o 343
Joseph R. Pope
To
Leota M. Duty (north 48' of l o t 5)
Dorothy M. Duty
1938 Code Deed May 19, 1938 recorded May 19, 1938 i n
L i b e r 7228 f o l i o s 401-402
Dorothy M. C o l l i n s ("straw" f o r Leota M. Duty and
Dorothy M. Duty)
To
G. G. Duty
Dorothy M. Duty
75
�MARCEY-PAYNE BUILDING
HABS No. DC-106 (Page 5)
1938
1939
1940
1944
1947
1959
1962
Tax Assessment General Assessments, D.C. Tax
Assessor's Office 1939* p. 283
Lot 811 - G. G. Duty and Dorothy M. Duty
Lot 810 - John B. Thomas
Deed May 9, 1939 recorded May 9, 1939 i n
L i b e r 7345 f o l i o 167
L. Gates Richardson
To
Wade H. Cooper (north 48' of l o t 5)
Tax Assessment General Assessments, 1940 p. 286
Lot 811 - Wade H. Cooper
Lot 810 - John B. Thomas
Deed June 23, 1944 recorded J u l y 5, 1944 i n
L i b e r 7987 f o l i o 113
Wade H. Cooper
To
Clyde W. Smith et ux Louise K. ( l o t 811)
Deed January 3 1 , 1947 recorded February 4, 1947 i n
L i b e r 8417 f o l i o 371
Louise K. Smith (husband, Clyde, died January 29, 1946)
To
Wilbur C. F i e l d e r e t ux L i l l i a n
Code Deed November 13, 1959 recorded November 16,
1959 i n L i b e r 11339 f o l i o s 4K-417
H. M. Walling ("straw" f o r Wilbur C. F i e l d e r et ux
Lillian)
To
Joseph M. Wise
William S. Wise (son of Joseph M.)
Code Deed June 27, 1962 recorded J u l y 5, 1962 i n
L i b e r 11828 f o l i o s 281-283
Wilbert L. Anderson ("straw" f o r Joseph M. and W i l l i a m
S. Wise)
To
William S. Wise e t ux Mary E v e l y n
2.
Date of erection: Probably between 1881 and 1886
( I n t e r v i e w s : J u l y 27, 1966 Mr. William S. Wise stated
the appraisers' report considered the building t o date
from 1880's. Mr. George D. Schafer: J u l y 28, 1966 e s t i mated the building to be about 80 years old. Mr. George
Scheele: August 3, 1966 stated that the building dates
from o. 1886
3.
Architect:
4.
O r i g i n a l p l a n s , construction, e t c . : None known.
None known.
76
�MARCEY-PAYNE BUILDING
HABS No. DC-106 (Page 6 )
5.
Notes on a l t e r a t i o n s and additions: The following
permits were found a t the Building Permit O f f i c e ,
D i s t r i c t B u i l d i n g , D i s t r i c t of Columbia. A l l were
for minor i n s t a l l a t i o n s such as r e f r i g e r a t o r s e t c . ,
or inconsequential r e p a i r s .
172818, 175727, 223916, 263544, 265465, 267556
and 268038.
6.
Important old views: One 1907 photograph of the facade
of the s t r u c t u r e before addition of modern bay window
shop f r o n t . Located i n the c o l l e c t i o n of Lawrence E.
Gichner, 3405 Woodley Road, N.W., Washington, D.C. 20016
and reproduced i n t h i s "photo-data" book. A midnineteenth-century photograph of previous s t r u c t u r e s on
the s i t e i s owned by William S. Wise, 1219 Wisconsin
Avenue, N.W., Washington, D.C*
*Note: Copy of last-named view i s on f i l e i n the Peabody
Room, Georgetown Branch, D.C. Public L i b r a r y , R S t r e e t
at Wisconsin Avenue, N.W., Washington, D.C
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
Washington C i t y D i r e c t o r i e s 1855-1874 show previous building
on s i t e provided space a t various times f o r bookstore, bookbinder, fancy goods s t o r e , t a i l o r shop and provisioner.
Since 1881 C i t y D i r e c t o r i e s provide the following tenant
information: 1323; dyer and scourer ( c l e a n e r ) , r e a l estate
f i r m , barber, dry goods s t o r e , m i l l i n e r , photographer, i c e
cream s t o r e , antique shop: 1325; r e a l estate f i r m , A. & P. Co.
storage, men's f u r n i s h i n g s , dry goods, mercantile trading
f i r m , cleaning establishment, t a i l o r , shoemaker, baker,
antique shop.*
*Note: Estensive d e t a i l s on s i t e occupancy compiled from
Washington D i r e c t o r i e s by Mrs. Hannah Cayton are on f i l e i n
the Peabody Room, Georgetown Branch, D.C. Public L i b r a r y .
Prepared by Dr. James P h i l i p Noffsinger
Architect
National Park Service
August 17, 1966
Extensive source m a t e r i a l provided by
Mrs. Hannah Cayton
3069 Canal S t r e e t , N.W.
Washington, D.C.
77
�MARCEY-PAYNE BUILDING
HABS No. DC-106 (Page 7)
PART I I .
A.
ARCHITECTURAL INFORMATION
General Statement:
1.
2.
B.
A r c h i t e c t u r a l character: The Marcey-Payne B u i l d i n g ,
w i t h i t s s i n g u l a r l y w e l l - u n i f i e d double facade, c a s t i r o n f i r s t - f l o o r f r o n t and molded b r i c k d e t a i l i n g , i s
a t y p i c a l but unusually w e l l - a r t i c u l a t e d and r e s t r a i n e d
commercial s t r u c t u r e of i t s period.
Condition of f a b r i c : F a i r , moderately well-maintained,
s t r u c t u r a l l y very sound.
Technical Description of E x t e r i o r :
1.
O v e r a l l dimensions: 48'-0" ( s i x bays) x
50'; three s t o r i e s i n height.
approximately
2.
Foundations: E x t e r i o r foundation w a l l s of stone rubble
may date i n part from previous s t r u c t u r e . B r i c k party
w a l l i s 15" t h i c k i n basement and at f i r s t - f l o o r l e v e l .
S t a i r h a l l w a l l s p a r a l l e l to party w a l l are supported
by b r i c k foundation w a l l s , each pierced by three segmental arches.
3.
Wall construction: Common bond b r i c k i s painted l i g h t
yellow on (west) facade; side elevations are of common
bond w i t h i r r e g u l a r i n t e r v a l s of header courses; headers
on east e l e v a t i o n a l s o occur i r r e g u l a r l y , although most
often at i n t e r v a l s of eight courses.
S t r e e t - f l o o r facade, somewhat obscured by l a t e r shop
windows and awning i s c a s t - i r o n . This portion of facade
i s composed of s t i l t e d segmental arches supported by
narrow p i e r s w i t h engaged unfluted Corinthian half-columns.
Single-paneled c a s t - i r o n p i l a s t e r s , and p i e r s of drafted
brownstone a s h l a r capped by t i n console m o t i f s , f l a n k
f i r s t - f l o o r f r o n t . B r i c k b e l t course forms continuum
w i t h stone s i l l s of second-floor windows. Vermiculatet e x t u r e d , s l i g h t l y p r o j e c t i n g h o r i z o n t a l b r i c k bands
adjoin stone t h i r d - f l o o r window w i l l s and segmentalarched stone l i n t e l s of second-floor windows. Ornamental
groups of four molded t e r r a - c o t t a plaques s e t i n panels
are placed between second and t h i r d - f l o o r windows. Twenty
courses of vermiculate-textured b r i c k , p r o j e c t i n g to plane
of t h i r d - f l o o r window l i n t e l s , are terminated by eightcourse band p r o j e c t i n g s h a l l o w l y beyond plane of vermiculated b r i c k . This uppermost range has s e r i e s of s m a l l
v e r t i c a l rectangular indentations between cornice consoles.
78
�MARCEY-PAYNE BUILDING
HABS No. DC-106 (Page 8)
4.
Chimneys: Two b r i c k chimneys, 2'-8" square, straddle
east-west coping over party w a l l ; five-course b r i c k caps
on both project approximately 1 " . B r i c k chimneys at
e i t h e r side of s t r u c t u r e appear to measure approximately
2' x 4' i n dimension.
5.
Openings:
a.
Doorways and doors: Four front doorways are 4'-3" wide
w i t h i n reveals and segmental-arched g o f f i t s of c a s t i r o n . North and south doorways lead to s t s i r h a l l s ,
others to shop areas. S i l l s are g r a n i t e . A l l front
doors are o r i g i n a l , double, wooden, s e t under s i n g l e paned transoms. H a l l doors are four-paneled, one
panel of one replaced by g l a s s . Shop door o r i g i n a l l y
had single panes above s i n g l e panels. Panes have been
replaced by muntins and eight panes.
Two wooden r e a r ( e a s t ) doors under transoms f l a n k
p a r t y w a l l , open four r i s e r s below grade. Two bulkheads with I beam l i n t e l s lead to basement.
Two
wooden second-floor doors open from l a t e r reinforced
concrete porches.
b.
6.
Windows and s h u t t e r s : F i r s t - f l o o r store winauv.o,
o r i g i n a l l y single-paned, now consist of one double and
two s i n g l e projecting bays; s t r e e t face of each bay
sixteen-paned, sides eight-paned. Upper windows have
two-over-two-light double-hung wooden sash, stone s i l l s
and segmental-arched l i n t e l s . T h i r d - f l o o r s i l l s and
a l l l i n t e l s are vermiculated. Rear two-over-two-light
double-hung wooden sash windows have stone s i l l s and
segmental-arched b r i c k l i n t e l s . No evidence of s h u t t e r s .
Roof:
a.
Shape, covering: Roof slopes gently from west to
east; covering unknown.
b.
Framing:
c.
Cornice, eaves: Simple strongly p r o j e c t i n g metal
cornice i s v i s u a l l y supported by three ornamental
consoles r i s i n g from textured-brick zone of upper
facade. Subsidiary t i n cornice of shallow p r o j e c t i o n
spans top of c a s t - i r o n lower facade; i s terminated
by t i n console motifs above p i e r s , and has egg and
dart pattern under s o f f i t .
d.
Dormers:
Unknown.
None.
79
�MARCEY-PAYNE BUILDING
HABS No. DC-106 (Page 9)
Technical Description of I n t e r i o r s :
I n t e r i o r s remain unaltered, a remarkable circumstance i n an
eighty-year-old commercial b u i l d i n g . Floor plans on e i t h e r
side of party w a l l are mirror images, which refutes l o c a l
conjecture that building was o r i g i n a l l y s i n g l e u n i t . F i r s t f l o o r passages and s t a i r h a l l s approximately 5'-0" wide f l a n k
undivided store areas. Upper-floor front and r e a r rooms are
separated by passage and c l o s e t spaces. Bathrooms open from
r e a r of s t a i r h a l l s . S t a i r w e l l s are skylighted.
Site:
1.
General s e t t i n g and o r i e n t a t i o n : The Marcey-Payne Building
faces west onto Wisconsin Avenue, N.W. between N (formerly
Gay) and Dumbarton S t r e e t s i n Georgetown's prosperous
commercial d i s t r i c t and i s well-placed f o r r e t a i l trade
i n an area of well-maintained s t r u c t u r e s of considerable
architectural interest.
2.
Enclosures:
3.
Outbuildings: A small b r i c k addition to house a v a u l t
was b u i l t near the northeast corner of the r e a r ( e a s t )
e l e v a t i o n at an undetermined date.
4.
Walks: Fronts on concrete public sidewalk to the west.
E n t i r e back ( e a s t ) yard i s paved with asphalt f o r a
parking l o t .
5.
Landscaping:
None.
None.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park Service
August 25, 1966
�STOHLMAN'S CONFECTIONARY
1254 Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-104
STOHLMAN'S CONFECTIONARY
Location:
1254 Wisconsin Avenue, N.W., Washington, D.C.
(Note: Also l i s t e d as: 1254 32nd S t r e e t and
75 High S t r e e t ) .
Present Owner:
C o i f f e u r Incorporated.
Present Occupant:
C o i f f e u r Incorporated.
Present Use:
Beauty Salon, unoccupied apartments above.
Statement of
Significance:
Stohlman's Confectionary has an ornate facade
and a rare s u r v i v a l , the o r i g i n a l l a t e 19th
century shop f i t t i n g s (now i n the Smithsonian
I n s t i t u t i o n ) . I t served many very prominent
people f o r a century.
PART I .
A.
HISTORICAL INFORMATION
Physical History:
1.
O r i g i n a l and subsequent owners: The building i s
located i n Square 1218 l o t 99 ( a l s o r e f e r r e d to as
part of l o t 87 and l o t 8 8 ) . Only two deeds r e f e r r i n g
to t h i s property were found:
1858
Deed January 16, 1858 recorded January 18, 1858 i n
L i b e r JAS 148 f o l i o 74
Robert L. Martin et ux Mary E.
and John C o l l i n s
To
Augustus Brown
1862
Deed March 7, 1862 recorded J u l y 23, 1862 i n
L i b e r JAS 222 f o l i o s 114-116
Augustus Brown et ux
To
Ann G r i s e l d a Anderson
Frederick Stohlman apparently acquired the prope r t y i n 1866. I t remained i n the Stohlman family
u n t i l 1957.
2.
Date of e r e c t i o n :
characteristics).
3.
Architect:
Probably 1880's (based on s t y l i s t i c
Not known.
82
�STOHLMAN'S CONFECTIONARY
HABS No. DC-104 (Page 2)
4.
O r i g i n a l plans, construction, e t c . :
None known.
5.
Notes on a l t e r a t i o n s and additions:
located.
No information
6.
Important old views:
None.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
I n 1820 Arnold's Bakery was located a t t h i s address. The
following l i s t i n g s are from Washington d i r e c t o r i e s located
i n the Washingtoniana Room of the C e n t r a l Branch of the
D i s t r i c t of Columbia L i b r a r y .
1830
1834
1853
1866
Note:
John White, baker
Frederick P a s c a l , baker
P h i l i p May, baker
Frederick Stohlman, baker and confectioner
P h i l i p May i s l i s t e d through the 1865 d i r e c t o r y .
Mrs. May was the aunt of Frederick Stohlman. The
baking business, was e v i d e n t l y sold t o Mr. and Mrs.
May i n 1845 and then resold to Mr. and Mrs. Frederick
Stohlman i n 1865. Frederick Stohlman t r a n s f e r r e d the
business t o J . William Stohlman the f a t h e r of the
l a s t owner, William Stohlman.
The confectionary was a very popular store i n
Georgetown f o r almost a century. When the business
ceased on J u l y 14, 1957 i t was suggested that the
unaltered s u r v i v i n g i n t e r i o r of t h i s i c e cream parl o r be preserved by donation to a museum. This was
accomplished, and a s e c t i o n of the i n t e r i o r of the
building i s an permanent d i s p l a y i n the H a l l of
Everyday L i f e i n the American Past, Museum of H i s tory and Technology, Smithsonian I n s t i t u t i o n ,
Washington, D.C.
Prepared by Dr. James P h i l i p Noffsinger
Architect
National Park Service
August 18, 1966
83
�STOHLMAN'S CONFECTIONARY
HABS No. DC-104 (Page 3)
PART I I .
ARCHITECTURAL INFORMATION
A. General Statement:
1.
2.
B.
A r c h i t e c t u r a l character: S i t e d on an i r r e g u l a r l o t ,
t h i s example of Georgetown commercial a r c h i t e c t u r e
combined a t y p i c a l l y ornate facade w i t h a noteworthy
unaltered 19th century shop i n t e r i o r (now removed t o
the Smithsonian I n s t i t u t i o n ) .
Condition of f a b r i c : E x t e r i o r f a b r i c i s i n generally
good condition. The ground f l o o r i n t e r i o r ( o f S t o h l man's Confectionary) has been added t o the Smithsonian
I n s t i t u t i o n c o l l e c t i o n s . Second f l o o r areas i n gene r a l l y f a i r condition; upper f l o o r gutted.
Technical Description of E x t e r i o r :
!
1.
O v e r a l l dimensions: 29'-7" ( f o u r bays) x 97'-2'
( i n c l u d i n g l a t e r a d d i t i o n s ) ; three s t o r i e s .
2.
Foundations:
3.
Wall construction: Red smooth-finish face b r i c k of
common bond w i t h headers every 9 courses. Although
facade has been r e l a t i v e l y unaltered, some r e p a i r
work has been done on sides and r e a r .
4.
Chimneys: B r i c k chimney (approximately 2' x 3')
atop o r i g i n a l building; b r i c k chimney of same s i z e
on addition; f i v e more (approximately 2' square) on
addition.
5.
Openings:
Sandstone.
a.
Doorways and doors: Two double door openings
(main: 4'-7" wooden opening; south: 3'-9" wooden
opening). Main doors date from c. 1880. South
door i s glazed, transom above f i l l e d r e c e n t l y
w i t h sheet metal. Round-arched north (main)
door has l a r g e r g l a z i n g , transom above, granite
step below; paneled r e v e a l . Simple wooden door
at t h i r d f l o o r l e v e l on south e l e v a t i o n once
received m a t e r i a l s v i a h o i s t .
b.
Windows and s h u t t e r s : Two-over-two-light doublehung wooden s a s h , no evidence of e x t e r i o r s h u t t e r s .
Two c e n t r a l second-floor windows lengthened t o
f l o o r l e v e l below lower s l i d i n g sash. Window
openings incorporate segmental arch w i t h i n c i s e d
wooden-paneled i n f i l l i n g , molded b r i c k l i n t e l s
84
�STOHLMAN'S CONFECTIONARY
HABS No. DC-104 (Page 4)
(egg and d a r t ) and five-course molded b r i c k
b e l t course. Dependency windows s i x - o v e r s i x - l i g h t double-hung wooden sash, wooden
s i l l s , f l a t arch l i n t e l s ; spacing on south
elevation i s irregular.
6.
Roof:
a.
Shape, covering:
covering.
F l a t roof of undetermined
b.
Framing:
c.
Cornice, eaves: Pressed metal cavetto cornice
ornamented by i n c i s e d palmettes "supported" by
f i v e p r o j e c t i n g i n c i s e d brackets; capping cornice
decorated w i t h square f a c e t t e d bosses, curves t o
embrace f a l s e tympanum on which i s painted "Establ i s h e d 1819" - "Keystone" a t top of arched element.
d.
Dormers:
Wood.
None.
Technical Description of I n t e r i o r s :
1.
Floor plans: Shop area f l o o r i s elevated the height
of one r i s e r approximately h a l f way t o r e a r w a l l ;
at t h i s point, r e t a i l area i s separated v e r t i c a l l y
from fountain p a r l o r . On second f l o o r , space over
r e t a i l area has side h a l l plan w i t h two large rooms
separated by s l i d i n g doors. Area behind t h i s and
a l l areas on t h i r d f l o o r are p a r t i t i o n e d o f f . Cond i t i o n of p a r t i t i o n s , p a r t i c u l a r l y on t h i r d f l o o r ,
i n d i c a t e s numerous l a t e r remodelings i n o r i g i n a l
building as w e l l as i n attached dependencies.
2.
Stairways: Single run wooden stairway at south
entrance curves inward (north) a t second f l o o r landing.
Stairway t o t h i r d f l o o r continues i n l i n e i n
s t r a i g h t run (south t o north) turning ( e a s t ) a t
t h i r d f l o o r landing. A t h i r d s t a i r w a y , a l s o connecting second and t h i r d f l o o r s begins on the north
w a l l under t h i r d f l o o r landing ( o f second s t a i r ) and
r i s e s along w a l l (east t o w e s t ) .
3.
F l o o r i n g : Random width oak f l o o r i n g ; great number
of cuts and r e p a i r s i n f l o o r i n g i n d i c a t e s much
a l t e r a t i o n and m u l t i p l i c i t y of uses.
4.
Wall and c e i l i n g f i n i s h : Plastered w a l l and c e i l i n g
include p l a s t e r c o r n i c e , no c h a i r r a i l .
85
�STOHLMAN'S CONFECTIONARY
HABS No. DC-104 (Page 5)
5.
6.
Trim: Wooden casings are s i m i l a r i n design to p l a s t e r
cornice. Single s t r i p molding runs approximately 18"
below c e i l i n g . Inner panels of two-paneled hinged i n t e r i o r
shutters on upper f l o o r are louvered.
7.
Hardware: P l a i n i r o n box l a t c h e s (doors on second and
t h i r d f l o o r s ) appear to be o r i g i n a l
8.
L i g h t i n g : Modern; gas f i x t u r e remains i n northeast room
of second f l o o r .
9.
D.
Doorways and doors: T y p i c a l i n t e r i o r door i s simple,
woodpaneled. Wooden s l i d i n g doors separate two eastern
rooms on second f l o o r .
Heating: F i r e p l a c e of strongly veined black stone, s l a t e
hearth, c e n t r a l l y placed on north w a l l of northeast room
on second f l o o r . Modern c e n t r a l heating i s used throughout b u i l d i n g .
Site:
1.
General s e t t i n g and o r i e n t a t i o n : Located on a roughly
t r i a n g u l a r l o t on the "bend" of Wisconsin Avenue. S t o h l man's Confectionary faces eastward on that s t r e e t , holding
a commanding p o s i t i o n near the center of Georgetown's
f l o u r i s h i n g commercial d i s t r i c t .
2.
Enclosures:
3.
Outbuildings: At l e a s t two dependencies have been added
i n subsequent additions to the o r i g i n a l s t r u c t u r e . Constructed of b r i c k , three s t o r i e s i n height, they extend
westward to the a l l e y . Of s p e c i a l i n t e r e s t i s a doorway
a t the t h i r d f l o o r l e v e l on the south e l e v a t i o n of second
(west) addition.
4.
Walks:
5.
Landscaping:
None.
Fronts on concrete public sidewalk to the e a s t .
None.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park Service
August 16, 1966
86
�Stohlman's Confectionary
1254 Wisconsin Avenue
photo: Marc B l a i r , 1966
Stohlman's Confectionary
Interior
photo: Smithsonian I n s t i t u t i o n , 1966
�WEST GEORGETOWN SCHOOL
I64O Wisconsin Avenue, N. W.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDINGS SURVEY
HABS No. DC-110
WEST GEORGETOWN SCHOOL
Location;
I64O Wisconsin Avenue, N.W., Washington, D.C. (Note:
P r i o r to 1881, Wisconsin Avenue was c a l l e d High S t r e e t
and had d i f f e r e n t address numbers. From 1881 to 1906,
Wisconsin Avenue was known as 32nd S t r e e t and had
present address numbers.)
Present Owner:
Robert K e r r , J r .
Present Occupants:
George L i n c o l n and Associates ( I n t e r i o r Designers);
Chapman and M i l l e r ( A r c h i t e c t s )
Present Use;
Studio Office B u i l d i n g
Statement of
Significance:
E a r l y twentiety-century school building f o r c u l i n a r y
a r t s erected as part of the manual t r a i n i n g program
of the D i s t r i c t of Columbia and representative of
the neo-Georgian trend i n design of that period.
PART I . HISTORICAL INFORMATION
A.
Physical History:
1.
O r i g i n a l and subsequent owners: The following i s an incomplete chain of t i t l e to the land on which t h i s structure
was b u i l t . The references are from records of the Recorder
of Deeds, D i s t r i c t of Columbia. The s i t e i s i n Square
1279 l o t 208.
The property i s described i n a p l a t of computation recorded
i n Survey Book 167, page 175 of the Records of the Office
of Surveyor, D i s t r i c t of Columbia.
1802
1806
1809
Deed J u l y 13, 1802 recorded August 19, 1802 i n
L i b e r H f o l i o 475
John Davidson et ux Maria
To
Andrew Kaldenbach
One h a l f of l o t 208 i n Beatty and Hawkins Addition
to Georgetown.
Deed i n Trust A p r i l 1 , 1806 recorded A p r i l 2, 1806 i n
L i b e r P f o l i o 57
Andrew Kaldenbach
To
Thomas Herty
Deed August 25, 1809 recorded November 5, 1809 i n
L i b e r X f o l i o 147
Washington Boyd, Marshall of D i s t r i c t of Columbia
To
Daniel Bussard
89
�WEST GEORGETOWN SCHOOL
HABS No. DC-110 (Page 2 )
1810
1813
1818
1825
1828
1847
1848
1860
Conveyed by public s a l e June 18, 1808 as
the r e s u l t of a law s u i t against Andrew
Kaldenbach.
Deed January 6, 1810 recorded January 26, 1810
i n L i b e r X f o l i o 385
Daniel Bussard
To
E l i z a b e t h Dunbough
Deed May 27, 1813 recorded J u l y 12, 1813 i n
L i b e r AF f o l i o 28
E l i z a b e t h Dunbough
To
Abraham Landes
Deed October 25, 1817 recorded A p r i l 7, 1818
i n L i b e r AQ f o l i o 287
Abraham Landes
To
Daniel Renner
Deed i n Trust J u l y 16, 1825 recorded J u l y 25,
1825 i n L i b e r WB 13 f o l i o 436
Daniel Bussard
To
William Bussard
Mortgage December 1 , 1827 recorded March 3, 1828
i n L i b e r WB 22 f o l i o 280
E l i z a b e t h Dunbough
To
Richard Davis
Deed J u l y 28, 1847 recorded October 14, 1847
i n L i b e r WB 137 f o l i o 171
Henry Addison, Mayor of Georgetown
To
John Kurtz a t a t a x s a l e
Deed A p r i l 10, 1848 recorded J u l y 10, 1848 i n
L i b e r WB 144 f o l i o 103
Richard Davis
Samuel R e i n t z e l l , only c h i l d and h e i r t o E l i z a b e t h
Dunbough
To
John Kurtz
Deed March 8, 1860 recorded October 1 1 , i860
i n L i b e r J.A.S. 205 f o l i o 290
John D. Kurtz e t ux Jane T.
To
Corporation of Georgetown
Deed October 14, 1859 recorded October 1 1 , 1860
i n L i b e r J.A.S. 205 f o l i o 293
James A. R e i l l y
John M. R e i l l y
and
William H. R e i n t z e l l e t a l
1
1860
90
�WEST GEORGETOWN SCHOOL
HABS No. DC-110 (Page 3)
1954
1955
To
Corporation of Georgetown
Deed November 30, 1954 recorded December 9, 1954
i n L i b e r 10339 f o l i o 121
The Board of Commissioners of the D i s t r i c t of
Columbia
To
Robert C. Deigert
David N. Yerkes
Tenants i n common
S e l l e r acting pursuant to a u t h o r i t y under
Act of Congress August 5, 1939 (53 STAT.
1218) Sold f o r $26,155
Deed November 4, 1955 recorded i n L i b e r 10547
f o l i o 137
Robert C. Deigert and wife Joan
David N. Yerkes and wife Catherine
To
Robert S. K e r r and wife Grayee B.
Tenants by e n t i r e t y
2.
Date of e r e c t i o n : B u i l t i n 1911 ( A r c h i t e c t u r a l drawing
i n o f f i c e of Deigert and Yerkes, A r c h i t e c t s , Cabin John,
Maryland)
3.
A r c h i t e c t : Snowden Ashford; born 1866, died January 26,
1927. Appointed a s s i s t a n t building inspector f o r the
D i s t r i c t of Columbia i n 1885. Appointed Municipal A r c h i t e c t July, 1909 and resigned i n 1921 to engage i n p r i v a t e
p r a c t i c e . Ashford was a member of the Washington Chapter
of the American I n s t i t u t e of A r c h i t e c t s and one of the
organizers and o f f i c e r s of the A r c h i t e c t u r a l Club of Washington. (Obituary, American A r t Annual, Volume 24)
T.J.D.
F u l l e r signed the drawing of the building which was located
i n the Cabin John, Maryland o f f i c e of Deigert and Yerkes,
Architects.
4.
O r i g i n a l plans, construction, e t c . : The o r i g i n a l drawings
are s a i d t o be i n the possession of Mrs. Robert S. K e r r , J r . ;
wife of the former U.S. Senator from Oklahoma. One drawing w i t h the names of the a r c h i t e c t (Snowden Ashford,
Municipal A r c h i t e c t , D i s t r i c t Manual Training School,
L 208SQ1279) and the draftsman (T.J.D. F u l l e r Arch't.,
806 17th S t . , Dec. 10, 1910) i s i n possession of the f i r m
of Deigert and Yerkes, A r c h i t e c t s , 8001 MacArthur Boulevard,
Cabin John, Maryland.
5.
Notes on a l t e r a t i o n s and additions: The building underwent remodeling when the school was discontinued and o f f i c e
space was created f o r the D i s t r i c t . The f i r m of Deigert and
91
�WEST GEORGETOWN SCHOOL
HABS No. DC-110 (Page 4)
Yerkes, A r c h i t e c t s , engaged i n extensive remodeling of
the i n t e r i o r of the building and steam cleaned the
e x t e r i o r . ( D i s t r i c t B u i l d i n g ; B u i l d i n g permits A60820,
11/10/54 r e p a i r ; A61750, 12/16/54 r e p a i r ; A61999,
12/29/54 fence; A62000, 12/29/54 sign; A69608, 1/7/55
plumbing: and A62473, 1/18/55 r e v i s i o n ) .
6.
Important Old Views: Photographs i n the National
Archives, Record Group 54; Bureau of Plant Industry:
No. 12524; J u l y 28, 1911 shows some construction along
sidewalk No. 29888, dated 1926; No. H20513, dated 1917.
Photographs i n the f i l e s of the Commission of Fine A r t s ,
undated, c r e d i t : The Commercial Photo Co., I n c . , 1403
H S t r e e t , N W , Washington, D.C, two photographs show..
ing the building as a school.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
I n 1858 the Corporation of Georgetown decided t o provide a
school building on High S t r e e t . The r e s o l u t i o n follows:
"A r e s o l u t i o n i n r e l a t i o n t o a Town School: Whereas i t
i s represented that a portion of the l o t a t the corner of
High (Wisconsin Avenue) and Fourth S t r e e t [ s i c - Market
S t r e e t was meant - Fourth S t r e e t was c a l l e d Volta S t r e e t ]
(33rd S t . ) was o r i g i n a l l y donated f o r the purpose of
erecting thereon buildings f o r educational purposes,
Therefore:
Be i t resolved by the Board of Aldermen snd Board of Common
Council of the Corporation of Georgetown, that the guardians
of the Town School be, and they are hereby i n s t r u c t e d t o
take such steps as i n t h e i r judgment may be necessary t o
secure the above mentioned l o t f o r the purpose of erecting
thereon a s u i t a b l e house f o r school purposes. Approved
June 19, 1858"
Ordinances of the Corporation of Georgetown w i t h a Table
of Contents. From March 1858 t o March 1859, printed by
order of the Corporation by E z e k i e l Hughes, p r i n t e r , 1859,
Georgetown, D.C. p. 2 1 . This was accomplished a t an expense
of $4,500.
I n 1860 i t was decided t o erect a new school.
"Recites
that s a i d property has been bought pursuant t o a resol u t i o n passed by 2nd party [Corporation of Georgetown],
proposed i n s a i d r e s o l u t i o n t o erect a schoolhouse on land
to be purchased by them w i t h i n that part of Georgetown
92
�WEST GEORGETOWN SCHOOL
HABS No. DC-110 (Page 5)
l y i n g West of High and North of 1st S t r e e t s as by reference
to s a i d r e s o l u t i o n w i l l more f u l l y appear."
[ L i b e r JAS 205 f o l i o 290; October, 1860, Recorder of Deeds,
D i s t r i c t of Columbia]
The enacting r e s o l u t i o n was approved i n 1861.
"A Resolution i n favor of the West Georgetown School Resolved by the Board of Aldermen and Board of Common
Council of the Corporation of Georgetown, that the Mayor
and C l e r k of the Corporation be, and they are hereby,
authorized to issue a c e r t i f i c a t e of the stock of t h i s
Corporation, to the amount of one thousand d o l l a r s , i n
favor of and payable to the order of the 'guardians of
the Georgetown School,' f o r the purpose of enabling s a i d
guardians to put i n operation the West Georgetown Public
School: Provided, that the s a i d guardians pay i n t e r e s t
on the s a i d one thousand d o l l a r s , q u a r t e r l y , at the rate
of s i x percent per annum; s a i d i n t e r e s t to be paid out
of the school-tax fund: Provided f u r t h e r , that s a i d
c e r t i f i c a t e of stock be paid o f f as soon as s a i d schooltax fund w i l l admit, without i n t e r f e r i n g w i t h the operat i o n of the s a i d West Georgetown School. Approved
January 26, 1861."
[Ordinances of the Corporation of Georgetown from January
1861 to January 1862. p r i n t e d by order of the Corporation,
1862, p. 11]
The name of the School was changed before 1887 when i t
was known as Public School No. 3. I n 1901 the l a s t
pupils attended the school and i t was abandoned and
subsequently demolished i n 1910 when plans f o r a more
s u b s t a n t i a l school building were formulated. I n 1911
the new building was completed and the six-room school
opened i n 1912 o f f e r i n g v o c a t i o n a l t r a i n i n g . I n 1918
i t was described as a school f o r preserving and cooking
i n the manual t r a i n i n g d i v i s i o n of the Public School
System. During the depression f r e e hot lunches were
served at the school, and i n 1941 i t was known as the
c e n t r a l lunch k i t c h e n . From 1942 to 1949 canning c l a s s e s
were p a r t of i t s c u l i n a r y a r t s program, but i n 1950 the
b u i l d i n g was converted to space f o r o f f i c e s serving the
93
�WEST GEORGETOWN SCHOOL
HABS No. DC-110 (Page 6)
school system and for surplus food storage. F i n a l l y , i n
1954 the Government of the D i s t r i c t of Columbia offered the
building for sale, and an architectural firm purchased i t for
professional offices.
Prepared by Dr. James Philip Noffsinger
Architect
National Park Service
August 17, 1966
PART I I .
A.
ARCHITECTURAL INFORMATION
General Statement:
1.
2.
B.
Architectural character: Originally designed as a school
for culinary a r t s , building has been remodeled for professional offices. Exterior remains substantially unaltered
and i s a suave example of post-1900 archeological phase of
Georgian r e v i v a l s t y l e .
Condition of fabric:
Good; i n t e r i o r remodeled 1954-1956.
Technical Description of Exterior:
1.
Overall dimensions: Wisconsin Avenue (east) elevation 79'-1";
33rd Street (west) elevation 81'-5"; southeast elevation,
26'-9", southwest, 34'-7"; north elevation approximately 40'.
Structure i s two stories i n height, irregular i n plan.
2.
Foundations:
3.
Wall construction: Red Flemish bond brick painted light
grey. Brick quoins four courses high at corners and flanking
s l i g h t l y projecting three-bay center pavilion of east front.
Swag-carved stone ornaments under second-floor windows flanking east entrance and over center window of west wall.
4.
Chimneys: Red brick chimney (approximately 4'0" x 2'-0")
with plain stone cap over northeast quadrant of building.
Very large round metal vent located i n center of roof.
5.
Openings:
a.
Brick to grade, foundation capped by water table.
Doorways and doors: Wisconsin Avenue door (6'-2 1/2"
masonry opening) i s flanked by Ionic p i l a s t e r s supporting
curved dentilled pediment. 33rd Street door (6*-9"
masonry opening) i s flanked by 3/4 round engaged Raman
Doric columns surmounted by iron-railed balcony. Plain
torus moldings at bases of columns rest on incised plinths.
Wooden double doors of Wisconsin Avenue entrance have
94
�WEST GEORGETOWN SCHOOL
HABS No. DC-110 (Page 7)
single large glazed panels. 33rd Street double doors
have two simple wooden panels below glazed areas. Both
entrance s i l l s are of granite; four granite steps lead
from the landing at the east entrance, five at the west.
b.
Windows and shutters: Twelve-over-twelve-light doublehung wooden sash i n very f l a t segmental-arched openings
with stone s i l l s predominate. On five-bay east front
larger windows are 4'-8" wide. Four narrower (3'-2")
windows flanking east entrance and center window above
are nine-over-nine. Twelve-over-twelve-light center
window r i c h l y framed i n carved stone frontispiece with
flanking console motifs and double keystone. Pediment
lunette has r a d i a l "spiderweb" muntins. Nine-bay west
elevation has window openings 4'-4" wide. Double window
over west entrance twelve-over-twelve-light with glazed
semi-circular transom. Of four west basement windows
north of entrance, two nearest entrance are twelve-light
single sash, and two are ventilators.
Bay window on north elevation i s not part of original
construction; probably added i n remodeling of 1954-1956.
No shutters.
6. Roof:
a.
Shape, covering: Roof i s hipped, with s l i g h t l y projecting
gable over eastern pediment.
b.
Framing:
c.
Cornice, eaves:
dentilled base.
d.
Dormers.
Unknown.
Cyma recta modillioned cornice with
None.
Technical Description of Interiors:
Interior has been completely altered i n the remodeling of 19541956. Present plan i s divided into several professional suites
which open onto central east-west hallway connecting the two
entrances.
Site:
1.
General setting and orientation: The building i s sited an
an irregular triangular l o t formed by the intersection of
Wisconsin Avenue, N W , and 33rd Street, N W , resulting i n
..
..
the oddly-shaped plan. This location, near the top of the
long h i l l cresting at R Street, N W , i s on the northern
..
95
�WEST GEORGETOWN SCHOOL
HABS No. DC-110 (Page 8)
fringe of the Georgetown commercial d i s t r i c t and i s adjacent
to a t o t a l l y residential neighborhood to the west.
Enclosures: A bricx retaining wall with granite coping
extends southward along Wisconsin Avenue public sidewalk and
buttresses an embankment above small court an grade with
33rd Street.
Outbuildings:
None.
Walks: The building abuts public sidewalks along Wisconsin
Avenue and 33rd Street,
Lands c aping.
None.
Prepared by Thomas R. Martinson
Student Assistant Architect
National Park Service
August 3 , 1966
�West Georgetown School
1640 Wisconsin Avenue
photo: Marc B l a i r , 1966
West Washington Hotel
1238 Wisconsin Avenue
photo: Marc B l a i r , 1966
�WEST WASHINGTON HOTEL
1238 Wisconsin Avenue, N. W
.
(Georgetown)
Washington, D. C.
�HISTORIC AMERICAN BUILDING SURVEY
HABS No. DC-103
WEST WASHINGTON HOTEL
Location:
1238 Wisconsin Avenue, N.W., Washington, D.C.
(Note: P r i o r to 1881, Wisconsin Avenue was
c a l l e d High S t r e e t and hsd d i f f e r e n t address
numbers. From 1881 to 1906, Wisconsin Avenue
was known as 32nd S t r e e t and had present address
numbers.)
Present Owner:
Roman Catholic Church of C h r i s t the King;
2301 Colston D r i v e , S i l v e r Spring, Maryland
Present Occupant:
B i l l y Martin's Carriage House Restaurant
Present Use:
Statement of
Significance:
Restaurant and apartments
T h i s b u i l d i n g was w e l l known to Washingtonians
as the West Washington Hotel f o r many years and
was a f a v o r i t e meeting place f o r Congressmen.
PART I .
A.
HISTORICAL INFORMATION
Physical History:
1.
O r i g i n a l and subsequent owners: The following i n f o r mation i s an incomplete chain of t i t l e to the land on
which the s t r u c t u r e was b u i l t . The s i t e i s i n Square
1218, Lot 847, old Lot 89.
1805
John Dunlop died i n t e s t a t e (Administration Case
1-180). He had emigrated from I r e l a n d and died
leaving Mary Dunlop, h i s mother; Frances B a c k l i e ,
h i s s i s t e r and Alexander Dunlop, h i s brother as
heirs-at-law.
References are to the Recorder of Deeds, D i s t r i c t of
Columbia. The chain follows:
1818 Deed J u l y 4 , 1818 recorded October 2 1 , 1818 i n
L i b e r AT f o l i o 114
Alexander Dunlop
To
Washington Bowie
John Kurtz
"...and b e n e f i t of the North w a l l of b r i c k
house a f o r e s a i d ( t o the south of the property)
when they wish to b u i l d adjoining same using
same as a p a r t i t i o n W 8 l l and a l s o the p r i v i l e g e
of l a y i n g foundations and extending the North
w a l l of t h e i r house"
99
�WEST WASHINGTON HOTEL
HABS No. DC-103 (Page 2)
1820
1841
1842
1842
1849
1853
1853
1858
Deed June 12, 1820 recorded June 14, 1820 i n
L i b e r AY f o l i o 296
Washington Bowie e t ux Margaret C.
To
John Kurtz
Deed December 18, 1840 recorded February 29, I 8 4 I i n
L i b e r WB 83 f o l i o 505
John Kurtz
To
James Hicks
Deed May 14, 1842 recorded June 25, 1842 i n
L i b e r WB 94 f o l i o 440
James Hicks e t ux Margaret Helen
To
Benjamin F. M i l l e r
Deed June 22, 1842 recorded August 19, 1842 i n
L i b e r WB 96 f o l i o 173
James Hicks
To
Matilda O'Neale
Deed i n Trust Sept. 10, 1849 recorded Oct. 3 1 , 1849 i n
L i b e r JAS 58 f o l i o 215
Matilda O'Neale
To
Bennett S e w e l l
Deed May 4, 1853 recorded June 15, 1853 i n
L i b e r JAS 57 f o l i o 413
John Marbury, Trustee of court s e l l i n g the estate
of Alexander Dunlop by decree of A p r i l 17, 1850
To
Lewis Carberry
One h a l f i n t e r e s t i n the property
Deed June 10, 1853 recorded June 15, 1853 i n
L i b e r JAS 57 f o l i o 420
James Hicks e t ux Margaret Helen
Matilda O'Neale
Lewis Carberry
To
Richard p e t t i t
Deed December 1 , 1858 recorded December 16, 1858 i n
L i b e r JAS 166 f o l i o 3
Bennett S e w e l l , Trustee
Lewis Carberry
Margaret H. Hicks
James Hicks
To
Richard P e t t i t
100
�WEST WASHINGTON HOTEL
HABS No. DC-103 (Page 3)
1867
1867
1874
1883
1885
1931
1941
1941
Deed November 19, 1867 recorded November 19, 1867 I n
L i b e r ECE 19 f o l i o 331
Richard Pet-tit e t ux Mary Ann
To
William J . L. Nicodemus
Deed December 6, 1867 recorded December 9, 1867 i n
L i b e r ECE 24 f o l i o 154
W i l l i a m J . L. Nicodemus e t ux Frances E .
To
Richard P e t t i t
Deed November 1 1 , 1874 recorded November 12, 1874 i n
L i b e r 768 f o l i o 239
Charles H. P e t t i t , son of the l a t e Mary Ann
P e t t i t and the l a t e Richard P e t t i t
To
Richard F u l l a l o v e
Deed November 6, 1883 recorded March 18, 1884 i n
L i b e r 1073 f o l i o 199
Richard F u l l a l o v e e t ux E l i z a b e t h J .
To
Joseph Schladt
Deed A p r i l 18, 1885 recorded A p r i l 18, 1885 i n
L i b e r 1122 f o l i o 155
Richard F u l l a l o v e e t ux E l i z a b e t h J .
To
Joseph Schladt
Deed December 12, 1930 recorded January 9, 1931 i n
L i b e r 6518 f o l i o 171
Commissioners of the D i s t r i c t of Columbia
To
Charles H. W i l t P i e
(Tax S a l e )
Executor's Deed February 2 1 , 1938 recorded March 5,
1941 i n L i b e r 7585 f o l i o 595
Mary Emily W i l t s i e F i e l d as executor of the l a s t w i l l
and testament o f Charles H. W i l t s i e , deceased
To
William G. Martin
Executor's Deed March 2 1 , 1932 recorded March 5, 1941 i n
L i b e r 7585 f o l i o 597
W i l l i a m G. Wadhams, widower a l s o known as W. Grant
Wadhams as executor of the l a s t w i l l and testament
of Mary A. Wadhams, deceased.
To
W i l l i a m G. Martin
101
�WEST WASHINGTON HOTEL
HABS No. DC-103 (Page 4)
1943
1943
1943
1953
1959
1965
Deed February 25, 1941 recorded March 5, 1941 i n
L i b e r 7585 f o l i o 599
Daniel w. O'Donoghue, J r . , Trustee under l a s t w i l l
and testament of Joseph S c h l a d t , deceased, by
decree passsed by D i s t r i c t Court on June 24, 1938.
To
W i l l i a m G. Martin
Deed June 4, 1943 recorded June 15, 1943 i n
L i b e r 7586 f o l i o 77
William Martin and wife Martha M.
To
Carle W. Turner
Deed June 4, 1943 recorded June 15, 1943 i n
L i b e r 7865 f o l i o 79
Carle W. Turner, unmarried
To
William G. Martin et ux Martha M.
Tenants by e n t i r e t y
Deed A p r i l 8, 1953 recorded May 12, 1953 i n
L i b e r 9963 f o l i o 419
Martha P a t r i c i a Simpson (nee Martin) daughter and
one of the only two h e i r s and devisees under the
w i l l of William G. Martin, deceased, who was
s u r v i v i n g tenant by e n t i r e t y of Martha M. Martin
To
William A. Martin, son and the only other h e i r
Deed October 19, 1959 recorded October 19, 1959 i n
L i b e r 11325 f o l i o 529
W i l l i a m A. Martin et a l
To
B i l l y Martin's Carriage House, I n c .
Deed November 15, 1965 recorded November 15, 1965 i n
L i b e r 12513 f o l i o 21
B i l l y Martin's Carriage House, I n c .
To
C h r i s t the King Roman Catholic Church
2.
Date of erection: Probably c. 1850. The deed of 1842
c i t e d above includes a clause permitting use of a p a r t y
w a l l f o r construction, should any be undertaken, and a
ten-year lease dated October 10, 1851, recorded June 26,
1852 i n L i b e r JAS 42 f o l i o 200 r e f e r s to adjacent
b u i l d i n g on corner as unfinished.
3
Architect:
4
O r i g i n a l p l a n s , c o n s t r u c t i o n , e t c . : None known.
5.
Notes on a l t e r a t i o n s : Many recent alterai.ions are recorded
i n the D i s t r i c t B u i l d i n g ranging from 1936 t o 1958 f o r a
v a u l t , plumbing, r e p a i r , r e f r i g e r a t i o n , e t c . T h e i r
l i s t i n g follows:
Unknown.
102
�WEST WASHINGTON HOTEL
HABS No. DC-103 (Page 6 )
PART I I .
ARCHITECTURAL INFORMATION:
A. General Statement:
1.
2.
B.
A r c h i t e c t u r a l character: I n s p i t e of extensive modern
a l t e r a t i o n s , t h i s b u i l d i n g , once an important Georgetown
h o t e l , r e t a i n s much of i t s o r i g i n a l character.
Condition of f a b r i c :
Good; r e c e n t l y reconditioned.
Technical Description of E x t e r i o r :
1.
O v e r a l l dimensions: Old building: 30'-3" (dimension of
porch across four bays) x 45'-5". L a t e r additions extend
to a l l e y , approximately 100' t o t a l depth. Four s t o r i e s
i n height.
2.
Foundations:
3.
Wall construction: Red b r i c k of common bond w i t h headers
every 6 courses, has been painted white on East ( s t r e e t )
facade. Side brickwork above eave l i n e i s recent.
4.
Porches: Shallow wooden porch r e s t i n g d i r e c t l y on cement
sidewalk i s e c l e c t i c i n s t y l e current c. 1870 and i s
c l e a r l y old. I t appears t o have been assembled from
elements of another s t r u c t u r e , since i t p r o j e c t s beyond
facade bays, i s inserted beneath a more modern overhang,
and has two r a i l e d - o f f areas w i t h no access. Spool-ands p i r a l - t u r n e d tapering colonettes w i t h vaguely Byzantine
c a p i t a l s r e s t on posts of cross-braced r a i l i n g and support chamfered impost s h a f t s , seme w i t h cross-bracing.
Large s i g n p a r t l y obscures impost zone.
5.
Chimneys:
6.
Openings:
B r i c k t o grade.
None v i s i b l e from s t r e e t .
a.
b.
7.
Doorways and doors: Glazed wooden double doors a t
1238 are recent. Simple glazed wooden door a t 1240
leads t o upper f l o o r s , has p l a i n wooden casing.
Windows and s h u t t e r s : S i x - o v e r - s i x - l i g h t double-hung
wooden sash windows diminish i n height from second
to f o u r t h f l o o r . S i l l s apparently wooden; l i n t e l s
are sheathed i n heavy geometric t i n embellishments.
Roof:
a.
Shape, covering: rxunt portion of roof r i s e s over modern
addition; o r i g i n a l roof slopes s l i g h t l y toward r e a r .
104
�WEST WASHINGTON HOTEL
HABS No. DC-103 (Page 5)
Permit No.
188745
243317
248988
266111
820
277473
281243
282357
A-35316
A-45505
A-46515
B-36472
Date
3/9/36
5/7/41
11/5/41
1/6/44
1A2/45
5/7/45
11/9/45
1/21/46
9/3/52
2/2/53
3/11/53
8/5/58
Purpose
repair
repair
repair
repair
plumbing
repair
addition
vault
repair
plumbing
refrigeration
plumbing
One of the major a l t e r a t i o n s i s quoted below:
"9/3/52 A35316 close door a t f r o n t and i n s t a l l
window i n s t a l l 8" cinder block w a l l a t r e a r passage make one h o r i z o n t a l exit 3'-8" wide r e f i n i s h
i n t e r i o r as/plans i n s t a l l c l a s s "B" f i r e door a t
foot of new s t a i r s r a i l s a t a l l steps t i n roof
$2,000.00 William A. Martin 3940 N. Glebe Road
Arlington"
The major a l t e r a t i o n was supervised by Maurice May,
architect.
6.
Important old views:
None.
H i s t o r i c a l Events Connected w i t h the S t r u c t u r e :
This b u i l d i n g was a well-known h o t e l and restaurant from
the 1880's t o the present and has been a f a v o r i t e gathering place f o r prominent o f f i c i a l s . Known as Schladt's
Hotel and l a t e r as the West Washington Hotel, t h i s was the
ibode of Joseph Schladt from 1877 u n t i l 1936, a period of
i9 y e a r s . Washington, D.C. d i r e c t o r i e s give the following
oenant information:
1877
1881
1885-1896
1897-1936
1937-1939
1940-1943
-
Joseph Schladt
Joseph Schladt; saloon
Joseph Schladt; h o t e l and restaurant
West Washington Hotel; Joseph Schladt
not l i s t e d
vacant.
Prepared by Dr. James P h i l i p Noffsinger
Architect
National Park S e r v i c e
August 15, 1966
103
�WEST WASHINGTON HOTEL
HABS No. DC-103 (Page 7)
b.
Framing:
Unknown.
c.
B o l d l y projecting modillioned cornice of ponderous
e c l e c t i c design i s supported v i s u a l l y by f i v e
elaborate consoles.
d.
Dormers:
None.
Technical D e s c r i p t i o n of I n t e r i o r s :
•'n a l t e r a t i o n ; was not recorded.
I n t e r i o r has been gutted
Site:
1.
General s e t t i n g and o r i e n t a t i o n : Faces east on Wisconsin
Avenue, N.W. en a g e n t l y sloping (north t o south) s i t e
between Prospect and N S t r e e t s near the center of Georgetown's busy commercial s t r i p .
2.
Enclosures: None.
3.
Outbuildings: At l e a s t three b r i c k e l l s have been added
westward from the o r i g i n a l s t r u c t u r e ; traces of an e a r l y
porch remain on the north e l e v a t i o n of the major e l l ,
4. Walks: Fronts upon modern public sidewalk on Wisconsin
Avenue.
5.
Landscaping:
None.
Prepared by Thomas R. Martinson
Student A s s i s t a n t A r c h i t e c t
National Park S e r v i c e
August 8, 1966
105
�APPENDIX
OLD GEORGETOWN ACT
HISTORIC AMERICAN BUILDINGS SURVEY
�APPENDIX
OLD GEORGETOWN ACT
Public Law 808 - 81st; Congress - H.R.
D.C. Code 5-801, 64 S t a t . 903
7670
An Act To regulate the height, e x t e r i o r design, and construction of
p r i v a t e and semipublic buildings i n the Georgetown area of the
National C a p i t a l .
Be i t enacted by the Senate and House of Representatives of the
United S t a t e s of American i n Congress Assembled. That there i s hereby created i n the D i s t r i c t of Columbia a d i s t r i c t known as "Old
Georgetown" which i s bounded on the east by Rock Creek and Potomac
Parkway from the Potomac R i v e r to the north boundary of Dumbarton
Oaks Park, on the north by the north boundary of Dumbarton Oaks
Park, Whitehaven S t r e e t and Whitehaven Parkway to T h i r t y - f i f t h
S t r e e t , south along the middle of T h i r t y - f i f t h S t r e e t to Reservoir
Road, west along the middle of Reservoir Road to Archbold Parkway,
on the west by Archbold Parkway from Reservoir Road to the Potomac
R i v e r , on the south by the Potomac R i v e r to the Rock Creek Parkway.
Sec. 2. I n order to promote the general welfare and to preserve
and protect the places and areas of h i s t o r i c i n t e r e s t , e x t e r i o r
a r c h i t e c t u r a l features and examples of the type of a r c h i t e c t u r e
used i n the National C a p i t a l i n i t s i n i t i a l y e a r s , the Commissioners
of the D i s t r i c t of Columbia, before i s s u i n g any permit f o r the cons t r u c t i o n , a l t e r a t i o n , reconstruction, or razing of any building
w i t h i n s a i d Georgetown d i s t r i c t described i n s e c t i o n 1 s h a l l r e f e r
the plans to the National Commission of Fine A r t s f o r a report as to
the e x t e r i o r a r c h i t e c t u r a l f e a t u r e s , height, appearance, c o l o r , and
texture of the m a t e r i a l s of e x t e r i o r construction which i s subject to
public view from a public highway. The National Commission of Fine
A r t s s h a l l report promptly to s a i d Commissioners of the D i s t r i c t of
Columbia i t s recommendations, including such changes, i f any, as i n
the judgment of the Commission are necessary and desirable to
preserve the h i s t o r i c value of s a i d Georgetown d i s t r i c t . The s a i d
Commissioners s h a l l take such actions as i n t h e i r judgment are r i g h t
and proper i n the circumstances: Provided, That, i f the s a i d
Commission of Fine A r t s f a i l s to submit a report on such plans
w i t h i n f o r t y - f i v e days, i t s approval thereof s h a l l be assumed and a
permit may be issued.
Sec. 3. I n c a r r y i n g out the purpose of t h i s Act, the Commission
of Fine A r t s i s hereby authorized to appoint a committee of three
s r c h i t e c t s , who s h a l l serve as a board of review without expense
to the United States and who s h a l l advise the Commission of Fine
i r t s , i n w r i t i n g , regarding designs and plans r e f e r r e d to i t .
107
�Sec. 4. Said Commissioners of the D i s t r i c t of Columbia, with
the a i d of the National Park Service and of the National Park and
Planning Commission, s h a l l make a survey of the "Old Georgetown"
area f o r the use of the Commission of Fine A r t s and of the b u i l d ing permit o f f i c e of the D i s t r i c t of Columbia, such survey to be
made at a cost not exceeding $8,000, which amount i s hereby
authorized.
Sec. 5. Nothing contained i n t h i s Act s h a l l be construed as
superseding or a f f e c t i n g i n any manner any Act of Congress heretofore enacted r e l a t i n g to the a l t e r a t i o n , r e p a i r , or demolition of
i n s a n i t a r y or unsafe dwellings or other s t r u c t u r e s .
Approved September 22, 1950.
HISTORIC AMERICAN BUILDINGS SURVEY
The H i s t o r i c American Buildings Survey was i n i t i a t e d i n 1933 by
the National Park Service i n collaboration w i t h the American I n s t i t u t e of A r c h i t e c t s and the L i b r a r y of Congress to e s t a b l i s h a
permanent archive of American a r c h i t e c t u r e . The aims of the Survey were recognized by the H i s t o r i c American S i t e s Act of 1935,
enacted to "secure, c o l l a t e , and preserve drawings, plans, photographs, and other data of h i s t o r i c and archeologic s i t e s , b u i l d ings, and objects." By the end of 1941, when World War I I caused
a suspension of a c t i v i t y , 6,389 s t r u c t u r e s had been recorded.
I n 1957 the Survey was r e a c t i v a t e d on a long-range b a s i s . A r c h i t e c t u r a l i n t e r e s t and m e r i t , i n addition to h i s t o r i c a l s i g n i f i c a n c e ,
are the b a s i c c r i t e r i a f o r s e l e c t i o n . One of the largest n a t i o n a l
c o l l e c t i o n s of i t s k i n d , the Survey now contains over 27,500 measured drawings, 38,500 photographs, and 7,500 pages of a r c h i t e c t u r a l
and h i s t o r i c a l data f o r approximately 11,000 h i s t o r i c buildings
throughout the United S t a t e s , Puerto R i c o , and the V i r g i n I s l a n d s .
An i l l u s t r a t e d HABS c a t a l o g , geographically arranged and f u l l y i n dexed was published i n 1941, and a supplement was issued i n 1959.
New catalogs are being published by s t a t e s because of the increasing
s i z e of the c o l l e c t i o n . HABS catalogs may be consulted i n l i b r a r i e s
throughout the country.
The data and photographs i n t h i s p u b l i c a t i o n have been selected
from records made by the HABS f o r i t s archive at the L i b r a r y of
Congress. Copies of HABS m a t e r i a l are a v a i l a b l e from the D i v i s i o n
of P r i n t s and Photographs, L i b r a r y of Congress, Washington, D. C.,
20540. The L i b r a r y of Congress w i l l supply price l i s t s on request.
108
��
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Title
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Georgetown commercial architecture : Wisconsin Avenue
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Wisconsin Avenue (Washington, D.C.)
Georgetown (Washington, D.C.)
Creator
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The Commission of Fine Arts
United States. National Park Service. Office of Archaeology and Historic Preservation
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The Historic American Buildings Survey
United States. Department of the Interior
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Text
WISCONSIN AVENUE STUDY
WASHINGTON, D.C.
,
INCREASING THE TRAFFIC CARRYING
CAPABILITY OF URBAN ARTERIAL STREETS
�Increasing the Traffic-Carrying Capabilit;
Urban A r t e r i a l Streets
BY THE OFFICE OF RESEARCH
BUREAU OF PUBLIC ROADS
Reported by JACK HERMAN
and ARTHUR A. CARTER,JR.
Highway Research Engineers
�INCREASING THE TRAFFIC CARRYING CAPABILITY OF URBAN ARTERIAL STREETS
TABLE OF CONTENTS
Page
PART 1 .
INTRODUCTION AND SCOPE OF PROBLEM
Purpose of Research
•••
The Study Street
I
-5
PART 2 . SUMMARY OF FINDINGS
Phase 1
Phase 2
Phase 3
• • •
7
//
'3
PART 3 . INCREMENTAL STEPS IN DEVELOPMENT
OF INCREASED TRAFFIC CARRYING CAPABILITY
Development of Capacity Curve
19
Phase 1—Measures Designed to Increase the T r a f f i c Carrying
Capability at No or Relatively L i t t l e Cost to Taxpayers . . . . .
„
*T
1.
2.
3.
k.
5.
6.
7.
8.
9.
10.
U.
12.
Conversion of Transit Line From a Streetcar to a Bus Operation.
^
Immediate Specific Turning Movement Controls
. . . £6
Removal of Parking
2t
Pedestrian Controls
3"f
Provision of Lane Markings
39
Control of U-Turns
#0
Retiming of Present T r a f f i c Signals . . . .
4 2Development and Enforcement of No Left-Turn Regulations at
Minor Intersections
. t t
Development and Enforcement of Controls on Turning Movements
at Midblock Locations
m
Closing Off Streets
5"'
One-way Streets
53
Volume Increase—Phase 1
55"
a. Volumes Expected on Main 60 Foot Wide Section of Street . . £S
b. Volumes Expected Between Calvert Street and 3*rth Street . • 5%
c. Volumes Expected on Narrower Section i n Georgetown below
3lrth Street
St'
Phase 2—Measures Designed to Increase the Street Capacity, Involing Moderate Expenditures and Construction . .
6°
1.
£P
Widening of Narrow Section of Street
�2.
3.
Page
Progressive Signal System . . . . . . . . . . . . . .
VJ
Reconstruction and Channelization at Major Intersections . . . .
67
a. Q Street—"dog-leg" Intersection . . . . .
b. 33rd Street--Reservoir Road Complex Intersection . . . . . .
c. Calvert S t r e e t — 3 7 t h Street Complex Intersection
d. Massachusetts Avenue--Garfield Street Complex Intersection. .
e. Van Ness Street Intersection
f. Tenley Circle
g. River Road--Brandywine S t r e e t — U l s t Street Complex
Intersection
h. Western Avenue Intersection . . . . . . . . . . . . . . . . .
k»
5.
6.
7.
Resurfacing
Provision of Bus Bays
Improved Lighting
Volume Increase—Phase 2
» . 73
fS
1J>
. . . . . . . . . . 77
Phase 3--Measures Designed to Increase the Street Capacity,
Involving Major Expenditures and Construction
1.
j>7
»J
®o
69
7&
7°
.
7/
fX-
77
Grade Separation at the Intersection of Massachusetts Avenue
and Wisconsin Avenue
St
a.
Direct Connection Grade Separation for Southbound LeftTurn Lane Only ( A l l other operations at-grade)
• b. F u l l Grade Separation Except for Southbound Left-Turn
Movement
c. F u l l Grade Separation of A l l Major Movements
2.
3.
k.
5.
6.
7.
$f
^
S3
Q Street Major Channelization .
n
Street Widening
Provision of Median Divider
tflf
Pedestrian F a c i l i t i e s at Major Department Store at Wisconsin
and Albermarle Streets
.
.......
Grade Separation at Tenley Circle
91
Ultimate Volume Level Obtained—Phase 3
Y3
Economic Analysis .
PART k.
APPLICATION OF POLICE POWER AND PLANNING CONTROLS
Regulatory and Access Control Provisions .
Planning Controls
PART 5.
9f
• •
fo9
EXISTING DATA AVAILABLE REGARDING CURRENT CONDITIONS
T r a f f i c Volume Data . .
T r a f f i c Accident Data
//7
//f
�Wisconsin Avenue T r a f f i a Signal System
1.
Signal Controller Operation
2.
Limitations of the Wisconsin Avenue Signal System
Page
\at+
.......
t&t
Existing Lighting F a c i l i t i e s
1.
Right-of-Way
2.
Historical Background on Wisconsin Avenue
,...».••/*>
t'SI
PART 6 . ADDITIONAL DATA FROM FIELD STUDIES
Control Sections
T r a f f i c Flov and Friction Data Obtained by Use of Test Vehicle . .
T».»*'.V«J»'V«
- -" '
.
"
1 . Methods of Operation
/$&
2. Results of Test Car Operation
t^O
e
l
3.
Sfecrf'*
CcM,l-if|
Seet/«««5 .
~/£?)
Driver Tension Induced by Travel on Wisconsin Avenue
Intersection Capacity Studies
T r a f f i c Interference Investigation
Parking Studies
Physical Features and Land Use Study
Speed Distribution Curves
. ..
Vehicle Occupancy Study . . . . . . . . . . . . .
License Check
APPENDIX
///"
fS6
IbS*
. 170
/ 7>5*
164fSS
�LIST OF FIGURES
Figure No.
1. Geographic Location of the Study Route
2.
Q Street "Dog-Leg" Intersection
3.
33rd Street-Reservoir Road Intersection
h, Calvert Street-37th Street Intersection
5.
Massachusetts Avenue-Garfield Street Intersection. . . . . . .
6.
Van Ness Street-Upton Street Intersections
7.
Tenley Circle Intersection . . . . .
8.
River Road-Brandywine Street-^lst Street Intersection
9.
Western Avenue Intersection
...
10.
Direct Left Turn Connection for the Southbound Wisconsin Avenue
T r a f f i c Proceeding Westbound on Massachusetts Avenue . . . .
11.
F u l l Grade Separation for the Wisconsin Avenue and Massachusetts
Avenue Intersections
12.
F u l l Grade Separation of a l l Major Movements at the Intersection
of Massachusetts Avenue and Wisconsin Avenue . . . . . . . .
13.
P i c t o r i a l Rendering of the F u l l Grade Separation of Wisconsin
Avenue and Massachusetts Avenue
lk,
Q Street Major Channelization
15.
P i c t o r i a l Rendering of the Q Street Major Channelization . . •
16.
Grade Separation of Tenley Circle
17.
P i c t o r i a l Rendering of the Grade Separation at Tenley Circle .
18.
At Grade Intersection of Wisconsin Avenue at Tenley Circle . .
19.
2^ Hour Weekday T r a f f i c on;Wisconsin Avenue (North of D. C. Line)
20.
Existing Signal Progression
21.
Control Section Numbers
/V
�Figure No.
22.
Traffic, (uialyzer—Machine Tape I l l u s t r a t i o n .
23.
Average Speeds for the Five Study Periods for the Northbound
Direction. .
2k.
Average Speeds for the Five Study Periods i n the Southbound
Direction
25.
Average Speeds by Control Sections . . . . . . .
26.
Average Running Speeds by the Five Study Periods of the Day for
the Northbound Direction
Average Running Speeds on Wisconsin Avenue for the Five Study
Periods of the Day i n the Southbound Direction
.
27.
28.
29.
30.
..
Peak Hour Average Speeds
Peak Hour Average Running Speeds
.
Average Travel Time i n Seconds per Run by Control Section for
the Northbound Direction
. 31*
Average . . Travel Time i n Seconds per Run by Control Section
for the Southbound Direction
32.
Total No. of Stops per Run by Control Section—Northbound. . .
32a. Total No. of Stops per Run by Control Section—Southbound. . . .
33*
Average Number of Stops per Run for the Northbound and Southbound
Directions by Time of Day.
33a. Average Number of Stops per Run by Control Sections. . . . . .
3U.
Average Signal Delays per Run for the Five Study Periods . . .
35.
Percentage of Time by Periods of the Day that Test Vehicle was Under
the Influence of Frictional Events .
......
36.
Standard Deviation of Speed Changes as Related to Internal Stream
Friction
...............
37.
Parking Utilization Curve for Control Section 1-2
38.
Parking U t i l i z a t i o n Curve for the Block from Hall Place—Observatory
Lane to Calvert Street . . .
Speed Distribution Curve
39.
V
�LIST OF TABLES
Table No.
1.
T r a f f i c Volumes Developed i n the Three Phases of the Study
2.
Width and Lane Reversable Combinations i n Volumes per Hour of Green
3.
Ten-hour L i s t Where Ten-hour Counts are Available
U. Existing Street Right-of-Way Widths
5.
Test Vehicle Speed Differences with "Before" and "After" Parking
6.
Average Number of Times per Trip that the Test Vehicle Moved
Back for Centered Position i n Lane 1 from Lane 2
7.
Average Number of Times per Run that the Vehicle Moved Into a
Centered Position i n Lane 2 from Other Positions
8. Intersection Delays Due to T r a f f i c Signals
9.
10.
11.
Arithmetic Mean and Median of Speed Changes Associated with
Specific Events
Number of Vehicles i n the Various Duration Categories that Would
be Effected by Removal of Parking
Vehicle Occupancy
�LIST OF PICTURES
Wisconsin Avenue at Calvert Street .
Wisconsin Avenue near River Road
Wisconsin Avenue at Q Street
T r a f f i c Impedance Analyzer
T r a f f i c Impedance Analyzer
'
ylf
�APPENDIX
1. F i n a l Capacity Curves - Intersection Approach Capacities of e f f i c i e n t l y
operated two-way urban a r t e r i a l streets.
2. Proposed Bus Stop Locations
2a.
Bus Bay Requirements
3. Time Space Diagrams for the Signal Progression
4.
Present T r a f f i c Controls
5. Proposed Signal System Cost
7.
Diagram of T r a f f i c Flow Changes for the A.M. and P.M. Peak Hour
8.
Twenty-four Hour Volume T r a f f i c Flows
9.
"Before" and "After" at Wisconsin Avenue - Massachusetts Avenue and
Garfield Street
10. Total Number of Accidents by Control Sections
11. Accident Rate by Study Unit
12. No. of Accidents by Manner and by Control Sections
13. Intersection Accident Rates
14. Existing Signal Timing
15. Five Types of Street Lighting
16. Compilation of Lighting
17. Compilation of Lighting on Cross Streets
18. Calculations of Average Foot Candles and Minimum Foot Candles for
Lighting
19. S t a t i s t i c a l Test - Chi-square and t
20. Listing of Interstections Studied for Capacity and Copies of the
Study and Summary Forms Used
21.
Results of the Intersection Capacity Study for the A.M. and
P.M.
Peak Periods
22.
Summary of the Field Crews' Observations for the Interference Study
23. Field Form Utilized for the Existing Parking Regulations
�24.
The Parking Usage Study Field Form
25.
Physical Features and Land Use
26.
Right-of-Way Distances to Buildings
1
�Fart I—Introduction and Scope of the Problem
Purpose of research
The basic objective of the Wisconsin Avenue Study l a to determine
how to increase the traffic-carrying capability of this existing urban
a r t e r i a l route to the maximum possible degree within existing right-ofway l i m i t s , particularly during peak hours, by adoption of the most
e f f i c i e n t t r a f f i c control techniques and by other feasible upgrading
measures, including construction.
This study was undertaken by the Division of T r a f f i c Operations
i n the Office of Research of the Bureau of Public Roads with the cooperation of the D i s t r i c t of Columbia Department of Highways and T r a f f i c .
During the f i e l d work phase of t h i s study, approximately 60 junior engineers
from the Bureau of Public Roads training program were u t i l i z e d .
The
Design Branch of the Office of Engineering provided assistance i n the development of proposed geometric designs. The Highway and land Administration
Division of the Office of Research prepared the legal analysis for t h i s study.
I t i s well known that many urban a r t e r i a l streets could operate more
e f f i c i e n t l y and safely i f a l l presently known methods of increasing the
carrying capacity could be applied.
The Wisconsin Avenue Study i s a p i l o t
undertaking for the purpose of demonstrating theoretically the effectiveness
of these various known methods of increasing t r a f f i c capacity, when used i n
combination. The end result w i l l be the Immediate preparation of a procedure
manual for making similar studies.
�The problem of the major urban a r t e r i a l routes has reached intolerable proportions. Construction of the urban expressways contemplated i n
the highway program w i l l provide substantial r e l i e f , but the urban streets
must remain the bulwark i n the urban transportation system for providing
t r a f f i c distribution services.
Presently the urban a r t e r i a l streets are
overtaxed i n their a b i l i t y to provide t r a f f i c service for through t r a f f i c
as well as to provide land use services along the f a c i l i t y i t s e l f . These
two services clash and i n practically every major c i t y a r t e r i a l expressways
that are being planned and b u i l t have as one of their major considerations
the a b i l i t y to separate these two service functions.
Highway administrators and engineers recognize that the tremendous
cost, taking of land, and other d i f f i c u l t i e s involved i n expressway construction preclude their consideration as a wholesale solution to the urban
t r a f f i c problem.
Proposed circumferential expressway routes w i l l also
provide r e l i e f to the urban areas of today and tomorrow, but they, too,
can only ease the impact of the work t r i p rushes imposed on major urban
a r t e r i a l routes.
I t i s obvious that the major a r t e r i a l street systems
must be used to the maximum capacity and efficiency i n order that the
standards of our city's economical l i f e may be advanced.
-X -
�Motor vehicle t r a v e l data regarding the present use of urban and
rural highways and the predicted uae i n 1975* as well as the present
and predicted population, indicate the magnitude and seriousness of this
problem. Almost one-half of the 665 b i l l i o n vehicle miles of travel
annually i s on urban streets i n metropolitan areaa^"^ majority of the
motor vehicle accidents occur on the urban streets which constitute only
U percent of the 3*k million miles of roads.
Today, though our c i t i e s
and other urbanized places represent only a small fraction of the total
United States land area, two-thirds of the Nation's 173 million people are
massed there. Forecasts for the future predict that by 1975 the population
w i l l have increased to about 235 million, the number of motor vehicles w i l l
exceed 100 million and the motor vehicle t r a v e l w i l l exceed one t r i l l i o n
vehicle miles annually. There can be l i t t l e doubt that the magnitude of
the urban highway problem i s moat real and that a l l available measures
must be completed to improve the t r a f f i c operating conditions of the
existing street system.
This research study was not intended to develop entirely new
techniques of t r a f f i c operations, but rather was intended to develop
more effective use of the existing tools now available, and to predict
the levels of increased capacities that can be obtained by the u t i l i z a t i o n
of t h i s knowledge. A major purpose was to stimulate urban t r a f f i c
authorities to the realisation that concentrated attention to t h e i r
major a r t e r i a l routes w i l l reap substantial benefits i n their t r a f f i c flow
problems•
�I t i s not within the scope of t h i s study to evaluate the drastic
steps required to change the composition of the c i t y I t s e l f or, more
s p e c i f i c a l l y , the neighborhoods through which t h i s street passes.
This
area of study properly belongs within the framework of the over-all
transportation planners.
The nature of the city's plan, whether organic
or other, must ultimately be decided by the citizens themselves.
Of
course, i t i s recognized that changes i n land use, changes i n toning and
introduction of residential land uses mixed with commercial development,
would tend to change t r i p lengths as well as characteristics of t r a f f i c
flow. This area of study encompasses radical changes i n land values and
land patterns which are associated with the economic and sociological respons i b i l i t i e s of the community. Although .it i s recognized that t r a f f i c
volumes are a direct function of these over-ell planning considerations,
the purpose of t h i s study was to treat the existing disease with
existing medicines rather than t o develop new antibiotics.
I t should be stressed that t h i s study was limited to improvements
possible without destruction of or damage to any fronting buildings,
except i n very special cases.
That i s , a l l Improvements had to be f i t t e d
within existing building l i n e s , with adequate provision for sidewalks.
�The study recognized that as pressure increases to push the
capacity levels of our existing streets to greater and greater
heights, the r e a l danger exists that these highly developed major a r t e r i a l
routes w i l l no longer adequately serve the adjacent land. I t was the
hypothesis that these two services must be maintained i n balance on
Wisconsin Avenue* This involved the u t i l i z a t i o n of the best-known
t r a f f i c operation techniques, which provide a t r a f f i c stream having minimum
f r i c t i o n while a t the same time providing conditions conducive to patronage
of the adjacent land services.
The Study Street
Wisconsin Avenue i s the central artery i n what i s commonly known
as the Wisconsin Avenue corridor i n northwest Washington, D. C. Figure 1
shows the geographical location of the study route as well as i t s adjacent
alternate route. This avenue contains many, though by no means a l l , of the
t r a f f i c problems associated with urban a r t e r i a l routes. On i t throughout
i t s length at the time of the f i e l d study was a streetcar operation, complete
with center-of-street loading platforms along most of i t s length. There
exist various grades ranging up to 7 percent, and curvature as high as
10 degrees.
I t traverses several commercial s t r i p areas including Georgetown,
a commercial section having many of the characteristics of a downtown area.
I n f a c t , Wisconsin Avenue between the Potomac River and Western Avenue f a l l s
into eight very general land subdivisions. Within each of these groupings
w i l l be found a mixture of several land uses and a variation i n the intensity
potiivJty
f>\trf>ssiii
the. strict
v*** dividej. fait t'-H <t»htffi &*ci\<rn* -fir i*llvid**\
sivAy,
of use.
I n one study control section,
/
fay
(x«»>yle;
*y>vlt>st»*"/
kvu I4>*f
Unit*
are located on one side of the street and on the other side, single family
dwelling units are present.
�While there has been considerable discussion concerning the desira b i l i t y of developing a f u l l y controlled access freeway to serve the
travel desires i n this area, i t i s not the purpose of t h i s research to
enter into this controversy. Wisconsin Avenue could be "any street,
U. S. A." I t was selected for study because i t offered a convenient
"test track" where many urban highway i l l s could be studied together to
obtain operating f i e l d experience prior to the preparation of a procedure
manual on methods of increasing the traffic-carrying capabilities of major
a r t e r i a l streets.
This p i l o t study, therefore, while necessarily geograph-
i c a l l y related to Wisconsin Avenue should be interpreted as national i n
scope.
The magnitude of the Wisconsin Avenue problem i s comparable, r e l a t i v e l y speaking, to the magnitude of the problems i n most of our c i t i e s
regardless of size.
Basic a r t e r i a l t r a f f i c operations problems exist
regardless of the population groups within which these major a r t e r i a l s are
located* Fortunately, cures for many of these problems, or at least effective remedies, f a l l within the purview of improved t r a f f i c operation techniques.
I t i s hoped that t h i s research w i l l stimulate greater u t i l i z a t i o n
of these presently known t r a f f i c engineering operating tools, both to
improve current street operation, and to develop the most e f f i c i e n t
improvements involving new construction.
�Part 2—Summary of Findings
Phase 1
The primary immediate problem on Wisconsin Avenue i s not a need
for general widening, channelization, and other physical improvements.
Rather, i t i s a need for more e f f i c i e n t use of the presently available
street width.
I n phase 1 , corrective measures that can be Implemented
at r e l a t i v e l y l i t t l e cost and without appreciable construction are
described.
At present, very few of the intersections are operating even
close to capacity. T r a f f i c flow f r i c t i o n throughout the street, i n
midblock as well as at intersections, creates turbulence for a l l vehicles
which actually use the street.
But worse yet, this turbulence causes many
drivers to avoid using the street because of the constant need to adjust
to rapidly changing conditions throughout i t s length. The several
f r i c t i o n a l factors creating turbulence can be grouped into a few basic
categories. These include streetcars and their loading platforms; U-turns;
turning movements into and out of side streets, parking areas, and driveways;
parking and parking turnover; and absence of lane markings. Because these
factors produce irregular t r a v e l times, e f f i c i e n t signal progression
cannot be established and as a result the signals themselves become a
serious f r i c t i o n a l factor.
�One important and very obvious f r i c t i o n a l factor at the
time of the study was the presence of streetcars, streetcar tracks,
and loading platforms on the street.
I t i s expected that removal
of streetcars, along with the platforms, w i l l result i n increasing the
traffic-carrying capability of Wisconsin Avenue by 25 to 30 percent.
Removal of the unused r a i l s w i l l further increase.the possible volumes.
However, t h i s step would not be of nationwide importance since streetcars
remain i n only a very few c i t i e s .
With the street free of streetcars, there are many other steps
that can be taken to further increase the traffic-carrying capability of
the street.
The more important of these w i l l be described b r i e f l y ,
i n the order i n which they should be adopted. They, as well as others,
are described i n detail i n Part 3»
1.
Drivers should be instructed to signal turns well i n advance
of a l l turns.
2.
"Spot" turning movement controls to alleviate special current
problems should be adopted at several intersections.
3.
Parking regulations should be changed. A l l curb parking
should be eliminated at a l l times on the sections of the street narrower
than 50 feet i n lower Georgetown. Elsewhere, on wider sections, parking
should be removed progressively as necessary. F i r s t , "spot" removal of
parking a t c r i t i c a l points w i l l suffice.
Next, complete removal of parking
during the rush hours i n the heavy flow direction w i l l become necessary. Later,
t o t a l elimination of parking on both sides during peak periods w i l l be r e quired, as w i l l more widespread offpeak restrictions.
Finally, total
removal of parking at a l l times except a t night may become necessary.
�Parking should not be permitted close to driveways and intersections*
Rigid enforcement should be maintained, to prevent such parking as
well as double and other i l l e g a l parking. This applies to the intersecting
streets as well as to Wisconsin Avenue i t s e l f *
k,
A few pedestrian controls are needed*
5*
Lane markings are needed on the existing street, to make f u l l
use of the pavement between the curbs and the remaining streetcar r a i l s ,
and t o guide motorists i n using the center area i n one of two possible
ways on the wider part of the street*
6.
Enforced prohibition of U-turns i s necessary.
7* Left turns into and out of minor intersections shaild be
prohibited, where they are few i n number yet Interfere with through t r a f f i c
8. Turning movements i n midblock, into driveways and parking areas,
must be controlled, though they need not be eliminated except i n special
cases. The problem here appears to be concerned more with smoothing the
internal operations of the f a c i l i t i e s served to eliminate backups into the
street than with changes on the street i t s e l f .
Where many driveways
presently are located close together, serving adjacent f a c i l i t i e s , consolidation of ingress and egress points should be attempted.
9*
The existing t r a f f i c signals can now be retimed to establish
better progression, since the foregoing steps have established a more
orderly and predictable flow.
10.
Certain streets intersecting Wisconsin Avenue should be made
one way, particularly where a "Y" intersection i s involved.
�With a l l of the foregoing Improvements carried out, i t i s
expected that the wider 60-foot portion of the street, from Calvert
Street to Western Avenue, w i l l be able to handle 1,600 vehicles per
hour i n the heavy direction i n the peak hour, under balanced flow
operation.
(The current average, between Massachusetts and Western,
i s about 1,150 vehicles per hour.) I f the entire center car track
area i s operated reversibly, then about 2,000 can be accommodated.
A reversible, 3 lane-2 .lane, operation of the 56-foot street
between 3kth and Calvert Streets w i l l also carry 1,600 vehicles per
hour i n the peak hour, while i n narrow lower Georgetown, only 900
vehicles per hour can be accommodated, not far above current peak
volumes i n t h i s section.
�Phase 2
The next series of improvements, grouped into study phase 2 ,
involve moderate expenditures and some construction.
I n t h i s phase,
signalization w i l l be upgraded and Improvements to specific intersections w i l l be made to permit them to handle the loads which the now
smoothly operating midblock sections can accommodate. Associated
improvements w i l l be made. Again, these steps are presented i n detail
i n part 3 but they are b r i e f l y as follows:
1.
The narrow 35-foot and l*0-foot sections i n lower Georgetown
must be widened to kh feet.
2.
A modern f l e x i b l e progressive signal system should be installed.
3.
Improvements to several major intersections must be made, i n the
form of at-grade channelization.
volved.
I n most cases, some widening w i l l be i n -
Included are the intersections of Wisconsin Avenue with: Q Street,
Reservoir Road, Calvert Street, G a m e l d Street, Massachusetts Avenue,
Van Ness Street, Tenley C i r c l e , River Road, and Western Avenue.
k»
Resurfacing of the entire street, within the existing curb
l i n e s , should be accomplished.
streetcar r a i l s .
This, of course, Includes removal of the
Following resurfacing, the major portion of the street
should be marked for f i v e lanes, for reversible lane operation ( 3 - 2 ) , though
i n lower Georgetown only four lanes can be provided.
5«
Bus bays should be provided at bus stops.
6.
A modern lighting system should be installed.
�With these Improvements accomplished, the major part of the
street w i l l now handle 2,600 vehicles per hour during the peak
period i n the heavy-flow direction. Upper Georgetown w i l l accommodate
2,100
vehicles per hour, and lower Georgetown about 1,150.
intersections w i l l handle 2,600 vehicles per hour or more.
- IX-
The major
�Phase 3
Further Improvements to increase capacity w i l l involve major
expenditures and construction. Grade separations at major intersections,
and widening throughout, w i l l be required. I n practice, these improvements
may not function e f f i c i e n t l y unless corresponding Improvements are made
on a few connecting streets, particularly on Massachusetts Avenue east of
Wisconsin Avenue.
The suggested Improvements are described below, and as before are
covered i n detail i n Part 3 .
1.
Grade separation i s needed at Massachusetts and Wisconsin
Avenues. Three different designs have been considered here. They are not
adaptable to stage construction. Rather, one design of the three must be
selected as the l e v e l of improvement desired. One separates only the
southbound Wlsconsin-to-eastbound Massachusetts l e f t turns only, a l l other
flows being at grade.
The second depresses Massachusetts Avenue under
Wisconsin Avenue, but leaves the previously mentioned l e f t turns at grade.
The t h i r d , or ultimate, design separates a l l three of these flows.
2.
Improvements are needed at the Q Street intersection which w i l l
require land-taking, the only such case i n the study. The "dog-leg" w i l l
he eliminated thereby, for westbound t r a f f i c .
3.
Major widening of the street w i l l be required, to provide four
lanes i n the heavy direction during peak periods, north of Massachusetts
Avenue. Either a k-k balanced lane operation of eight 11-foot lanes, or
a h-3 reversible operation of seven 12-foot lanes, w i l l be adequate to equal
the capacity of controlling major intersections, the l a t t e r plan being somewhat superior. Appropriate modification of already-widened major intersections w i l l be necessary, and bus bays must be reestablished.
-13-
�Median dividers are desirable, provided that their restriction
of service to fronting businesses i s acceptable. I f they are provided,
or i f pedestrian refuge islands are adopted to aid pedestrians i n
crossing the wide street, then the reversible plan w i l l not be feasible.
South of Calvert Street, limited widening w i l l be possible and
necessary. Widening of the adjacent sections of some intersecting streets
w i l l be required.
k.
While not c r i t i c a l l y needed, a grade separation a t Tenley Circle
would provide more f l e x i b l e operation at this busy location, particularly
helping Nebraska Avenue cross t r a f f i c .
Assuming that the "ultimate" improvement i s adopted at the
Wisconsin-Massachusetts Avenue intersection, the street can now accommodate
3,600
vehicles per hour i n the heavy direction north of Massachusetts
Avenue. This i s equivalent to 60,000 ADT, adequate for the predicted
1980
ADT of 58,000.
I n upper Georgetown, i t w i l l handle 2,H00 vehicles
per hour (37,000 ADT) and i n lower Georgetown from 1,200 to 1,300 vehicles
per hour (20,000 ADT).
Table / i s a compilation of the t r a f f i c volumes developed i n the
three phases of the study.
�This report describes i n detail every individual incremental
improvement which would increase traffic-carrying capabilities of the
street.
From a research standpoint, i t would be very interesting and
valuable to use the street as a test track, carrying out each of these
Improvements separately i n the order suggested, and making detailed
observations to determine the volume increase produced by each.
From a practical standpoint, however, time does not permit
such an incremental approach, even i f research funds and manpower
were continuously available. T r a f f i c demand i s increasing at too rapid
a rate to permit a series of minor improvement steps, each necessarily
followed by a familiarization period before useful observations could be
recorded.
The report simply shows what could be done. I n practice, to
become economically feasible, i t i s expected that most of the steps
i n phase 1 and at least some of those i n phase 2 would be combined into
one preliminary street improvement project. Following t h i s work would
come a major construction project to bring the street to one of the
capacity levels envisioned i n phase 3*
�—Incremental Steps I n Development of Increased T r a f f i c Carrying Capability
The peak hour t r a f f i c volume information obtained from the f i e l d
intersection studies, coupled with the basic t r a f f i c volume data obtained
from the D i s t r i c t of Columbia Department of Highways and T r a f f i c provided
a clear picture of existing movements on the street.
Because the street
was operating so poorly, tha absolute volumes were of less interest i n
themselves than were their fluctuations i n relation to f r i c t i o n a l
features discovered along the street, and the distribution of existing
through and turning movements.
These volume figures could not be considered indicative of the
potential capabilities of the various sections of the street, however,
because the existing f r i c t i o n a l factors were so limiting the efficiency
of the street's operation. Or, to put i t another way, the street's
practical capacity was severely limited, based upon the concept of
practical capacity now to be described.
Practical capacity i s defined as "the maximum number of vehicles
that can pass a given point on a roadway or i n a designated lane during
one hour without the t r a f f i c density being so great as to cause unreasonable delay, hazard, or r e s t r i c t i o n to the drivers' freedom to maneuver
under the prevailing roadway and t r a f f i c conditions." This general
definition i s designed to f i t a l l conditions. I n r u r a l road usage, i t
i s more s p e c i f i c a l l y the volume above which the driver feels unduly
restricted i n his a b i l i t y to pass, and unable to maintain his desired speed.
�In urban street usage, while the general definition s t i l l applies,
the practical capacity of an intersection approach usually has been considered the key factor.
I t i s "the maximum volume that can enter the
intersection from that approach during one hour with most of the drivers
being able to clear the intersection without waiting for more than one
complete signal cycle."
The results of t h i s study indicate, however, that an urban a r t e r i a l
street with many f r i c t i o n a l features—curb parking, closely spaced driveways to serve fronting businesses, promiscuous U-turning, and the l i k e — h a s
a practical capacity more closely defined by the general definition.
This
capacity appears to be based primarily on psychological considerations
throughout the street length (the rather nebulous "restriction to drivers*
freedom to maneuver" and the hazard involved), rather than on intersection
volume and delay s p e c i f i c a l l y .
Drivers avoid the street because of their
d i s l i k e for the turbulence that they visualize as existing on i t .
Under
these conditions most of the intersections are operating below their
p r a c t i c a l capacity and the midblock sections are operating very i n e f f i c i e n t l y .
At t h i s point, a "loaded cycle" should be defined. B r i e f l y stated,
i t i s a f u l l y u t i l i z e d green period on a given approach. T r a f f i c i s ready
to enter the intersection i n each lane when the green indication appears,
i t f u l l y u t i l i z e s the approach throughout the green period, and one or
more cars i s cut off by appearance of the red signal.
That i s ,
an
intersection may have many loaded cycles but s t i l l be operating below
practical capacity, i f no backup i s developing.
i
�The problem, then, turned out not to be one of Immediately developing additional physical capacity on the street, by widening, channelization,
and similar physical Improvements, Important though these steps would be
l a t e r on.
Rather, turbulence and f r i c t i o n a l factors causing drivers to
"boycott" the street had been found, making discovery of ways to eliminate
them a primary goal. That i s , development of e f f i c i e n t use of alreadyavailable street width became f a r more important than provision of additional width. The l a t t e r p o s s i b i l i t y was s t r i c t l y limited by the scope
of the study, which permitted no major removal or demolition of existing
buildings fronting on the street, making only limited widening possible.
This would be r e l a t i v e l y routine, the only major problem being the need
for destruction of many trees.
Accordingly, each procedural step aimed at increasing the t r a f f i c carrying capability of the street has been placed into one of three basic
phases, depending upon the complexity of the proposal and the expense
involved, as follows:
Phase 1 : Those possible a t r e l a t i v e l y l i t t l e or no cost to taxpayers
Phase 2 : Those requiring moderate expenditures
Phase 3* Those requiring major expenditures and construction. These
three phases w i l l be treated separately, with the incremental steps within
each being l i s t e d i n the order i n which i t i s f e l t that they should be adopted.
-ft'
�One point should be emphasized concerning the improvements
suggested for each phase. Those which are possible at r e l a t i v e l y l i t t l e
expense should not be considered permanent, once adopted. On the cont r a r y , each time another step i s taken, those adopted e a r l i e r at l i t t l e
expense should be reviewed to make sure that they are s t i l l appropriate
under the new conditions.
Throughout the report, occasional references are made to further
studies that should be made. These are studies which could not be
conducted at the time of the f i e l d work on this project, because they
would not be feasible u n t i l one or more of the suggested improvements
had been implemented. They should be carried out at the appropriate time.
Development of capacity curve
Development of a capacity curve for e f f i c i e n t l y operating urban
a r t e r i a l s was a key necessity.
This required the modification of the best
capacity results found elsewhere to f i t the expected conditions on
Wisconsin Avenue. Three different approaches were used to obtain the
basic curve, applicable throughout the street length. A l l three gave
similar results.
A "Wisconsin Avenue factor" was developed, to be applied to
Public Roads' latest intersection capacity curve for "Intermediate Residential
and Outlying Business - Parking Prohibited" conditions. This curve, one of
several appearing i n Highway Research Correlation Service Circular 376, was
based on studies of r e l a t i v e l y e f f i c i e n t intersections throughout the
country.
Studies of existing volumes at the most efficient locations now
existing on Wisconsin Avenue showed that a factor of 1.2 applied to the
general curve would produce a curve showing Wisconsin Avenue's capabilities
as a 2-way undivided street under e f f i c i e n t operational conditions.
- f t -
�In 195^. the Bureau of Public Roads studied the extremely
e f f i c i e n t U-lane, 1-way, peak-hour operation of 13th Street, N. W ,
.
Washington, D. C.
The results, presented i n the February 1956 issue of
"Public Roads," were expanded and modified to be made suitable for prediction
of Wisconsin Avenue volumes. An improved Wisconsin Avenue and 13th Street
could not be directly compared since 13th Street i s 1-way during the peak
hours, and has very l i t t l e f r i c t i o n due to businesses, driveways, and the
like.
I t was necessary to make further studies on 13th Street to discover
the distribution of t r a f f i c by lanes i n this highly e f f i c i e n t progressive
flow, an item not covered by the original investigation.
Studies were then made of the distribution by lanes on Connecticut
Avenue at Van Ness, a location where conditions are somewhat similar to
Wisconsin Avenue as f a r as midblock f r i c t i o n a l features are concerned,
but where buses operate i n place of streetcars.
The results were as
follows:
Vehicles per hour of green
13th St.
Conn. Ave.
Left lane (10»)
1,600
700
Each intermediate lane ( 1 0 * )
1,750
1,600
Right lane (10»)
1,600
600
While 13th Street carries buses i n the right curb lane and while
some turns into and out of this lane occur at intersections, the lack of
commercial areas along the street permit the right curb lane to operate
more e f f i c i e n t l y than the similar lane could on Wisconsin Avenue. Connecticut
Avenue, on the other hand, has more right curb lane Interference than would
be considered acceptable on an improved Wisconsin Avenue. A right curb
lane capacity of 1,000 v.p.h.g. per 10 feet of width, somewhat less than
midway between that obtained on Connecticut Avenue and that on 13th Street,
-
7.0-
was therefore established for Wisconsin Avenue.
�The lane adjacent to the division line of Wisconsin could not be
expected to carry the volumes handled by the l e f t curb lane of free-flowing
1-way 13th Street.
With regulation but not prohibition of l e f t turns from
and onto the street i n midblock and at minor intersections, i t would carry
more than the equivalent lane of Connecticut Avenue. A volume of 1,000
v.p.h.g. per 10 feet of width was established as reasonable, i n fact probably
conservative i n t h i s lane also.
The remaining lanes were assumed to be
capable of the same volumes found i n the center lanes of 13th Street, 1,750
v.p.h.g. per 10 feet of width. With r i g i d prohibition of l e f t turns by use
of a barrier median which would also prevent entrance into the t r a f f i c
flow from the l e f t , except at major intersections where left-turn lanes
were provided, a free flow of 1,750 v.p.h.g. could be developed i n the
l e f t lane as well as the central lanes. The capacity curves f i n a l l y
adopted were based upon these "by-lane" volumes.
The commonly accepted average of 2,000 vehicles per hour for
the maximum "by-lane" volume of a freeway was used as a criterion with
allowance for variations known to exist between the shoulder lane and
other lanes. This approach was predicated on the assumption that an urban
a r t e r i a l can, on a per hour of green basis, equal freeway capacities at
a given speed, provided that e f f i c i e n t progression can eliminate stopand-go operation and that a l l other f r i c t i o n a l factors can be largely
eliminated. As a matter of fact, since drivers generally w i l l accept
somewhat slower speeds on a r t e r i a l s than they would accept on freeways,
volumes somewhat higher than freeway capacities might be attained.
The
f e a s i b i l i t y of providing t h i s type of operation i s discussed elsewhere
i n t h i s report.
-2L
I -
�Appendix / shows the f i n a l capacity curves developed, and
their relationship to curves used as c r i t e r i a , as just described.
Using
individual intersections as the only c r i t e r i a , they would represent a
condition at or below practical capacity. However, as described i n more
detail i n "Intersection Studies" i n part 5, i t was found that, for the
street as a whole, they show a condition about midway between practical
and possible capacity.
Lower Wisconsin Avenue, i n the Georgetown area, at f i r s t glance
appears to present a different capacity-prediction problem. Georgetown
I s practically a downtown area i n i t s e l f , which might be expected to have
an entirely different capacity curve. The street's r e l a t i v e l y narrow
width, averaging approximately kO feet, cannot be changed appreciably.
However, with streetcars and parking eliminated, i t could do a f a r better
traffic-handling job. The question here i s , what actually i s i t s job? I n
many respects, i t serves more as a downtown street than as an a r t e r i a l ,
and as such, should not be expected to handle high volumes of t r a f f i c
during business hours.
Yet, i t also i s a key part of a major "home-to-
work" route.
For the purposes of t h i s study, t h i s section w i l l be considered
as an a r t e r i a l .
As a consequence, parking w i l l be considered prohibited.
But service to the many small r e t a i l establishments i n the area must be
provided somehow, so some f r i c t i o n from delivery trucks and shoppers'
vehicles w i l l exi3t even i f they use alleys and driveways to reach rear
parking and loading areas, and parking garages, rather than curb parking.
This, plus pedestrian movements and other factors, w i l l prevent optimum
t r a f f i c operation.
�Data available from e f f i c i e n t l y operating streets i n other c i t i e s
indicated that, i n several intances, volumes of 3,U00 vehicles per hour
of green had been handled on 20-foot approaches i n areas somewhat similar
to Georgetown. Another group f e l l i n the 2,800 v.p.h.g. area, and several
were about 2,000 v.p.h.g. These values agree quite closely with those read
from the capacity curves i n appendix J , for near friction-free operation,
f r i c t i o n i n right lane only, and f r i c t i o n i n both the curb and extreme l e f t
lanes, respectively.
I t was, therefore, decided that the developed curves
were applicable to Georgetown as well as to the more intermediate sections of
the street.
Since 1-way operation i s impossible, and since service must be
provided to businesses on the right, and probably also on the l e f t , i t
appears that use of the curve assuming f r i c t i o n i n both the extreme
right and l e f t lanes i s the only feasible approach. However, i f division
of the street by a barrier median i s acceptable, then the " f r i c t i o n on
right only" curve can be used. I n t h i s case, the approach width to be
used i n entering the chart would be that of the through lanes only, since
the curve already allows for the fact that a l l l e f t turns would be handled
through an extra l e f t - t u r n lane outside the t o t a l through-lane width.
I t should be remembered that, i n a l l of these capacity predictions,
i t was assumed that "psychological barriers" had been successfully removed,
and that drivers accepted the street as f u l l y as they accept 13th Street
and other smoothly functioning a r t e r i a l s .
- 3. 3-
�Phase 1—Measures designed to increase the traffic-carrying capability
at no or r e l a t i v e l y l i t t l e cost to taxpayers.
Included i n this phase are r e l a t i v e l y minor individual improvements,
which are recommended for adoption to correct the many r e l a t i v e l y minor
"spot"problems which were detected on the street.
Also included i s transit
conversion from streetcars to buses. No major work i s contemplated i n
this phase. The street w i l l remain the same physically, the unused streetcar tracks remaining i n place but the loading platforms being removed.
No
paving w i l l be done.
The suggested improvements follow i n the order i n which i t i s
recommended that they be undertaken.
1.
Conversion of transit line from a streetcar to a bus operation
A streetcar line creates a capacity problem more i n connection with
the fixed f a c i l i t i e s i n the street, including r a i l s and loading platforms
as well as the pedestrians moving to and from these platforms, than due
to the moving streetcars themselves.
I n f a c t , the average driver probably
finds a streetcar less i r r i t a t i n g than a bus or truck i n the t r a f f i c flow,
because he can anticipate exactly where i t must move and plan accordingly.'
But the streetcar loading platforms usurp about five feet of the approach
width.
This problem i s compounded on Wisconsin Avenue because the plat-
forms are located at an awkward distance of from l h to 1? feet from the
curb, f a r more width than necessary for one t r a f f i c lane but not enough
for two.
At least 9 feet more of the approach width, within which the car
track i s located, i s avoided by most motorists, particularly during lowvolume conditions. This useful width loss at a l l times, not just when streetcars themselves are present, produces extremely inefficient use of the street.
Only one f u l l y acceptable
t r a f f i c lane i s available out of a basic approach
width, curb to centerline of 30 feet.
- -i f -
A lane change study confirmed t h i s f a c t .
�No detailed studies were made of the specific effects of streetcars
for two reasons. Most important, from the standpoint of nationwide use of
these findings, only a very few c i t i e s s t i l l have streetcars, so there would
be l i t t l e need for the findings. Secondly, streetcar operation on Wisconsin
Avenue was already scheduled for early conversion to bus operation, so i t
woiild not be a factor i n any development plans. That i s , no t r a f f i c cont r o l improvements would be designed to permit better operation on the
street while streetcars themselves remained.
Nevertheless, the phase 1
improvements were designed under the assumption that the unused r a i l s ,
but not the loading platforms, would remain i n the street during the
immediate future.
Predictions of the effects which streetcar removal w i l l have on
any individual street are much harder to make than are predictions of the
average e f f e c t on many streets.
This study indicates, however, that r e -
moval of the streetcar operation, including a l l loading platforms along
the major 60-foot-wide part of the street, and replacement with buses would
increase capacities substantially.
In the narrower sections i n Georgetown,
t r a f f i c currently i s stopped completely when a streetcar i s at a stop, since
there are no loading platforms and passengers must cross the one available
t r a f f i c lane.
At this stage, i t was assumed that no other changes would
be made i n existing conditions, except for parking removal as necessary
to provide curb bus tstops and other incidental work such as removal of
any low-hanging branches or overhanging signs at new bus stop locations.
The D i s t r i c t of Columbia Transit System provided data on the proposed bus
Btop locations, and a few changes were made by the study staff with the
concurrence of transit o f f i c i a l s .
N V ^ -5. c • «> * i v
/l
>>
.
>
Ai'c n u t ,
^
Appendix £L l i s t s these locations.
, C7—
t
�2.
Immediate specific turning movement controls
The f i e l d observers discovered a high correlation between failure
of a driver to signal a l e f t turn i n advance, either at intersections or
in midblock, and backups of "trapped" through vehicles behind him. Where
a signal was given, seldom were backups noted since the following drivers
had time to s h i f t lanes. One of the most effective improvements that could
be accomplished immediately simply involves education of drivers to signal
l e f t turns i n advance, coupled with enforcement of this requirement.
Several locations were noted where present turning movements must be
continued but where conflicts could be corrected. At Tenley Circle,
direct l e f t turns into Wisconsin Avenue from the c i r c l e currently overload
the small storage space available within the c i r c l e .
This t r a f f i c should
be routed across Wisconsin Avenue and through the opposite side of the
c i r c l e , to make a right-turn entrance into Wisconsin Avenue.
At Van Ness Street, l e f t turns and curb parking combine to create
the worst loading problem found anywhere on the street, particularly northbound i n the p.m. peak period. While parking must be removed here immedi-.
ately, l e f t - t u r n controls are equally essential.
The northbound approach
should be made three-lane immediately, the l e f t lane being reserved for
storage of left-turning vehicles.
No near-side bus stop should be permitted,
i n order to permit two moving lanes of t r a f f i c alongside the vehicles
waiting to turn l e f t .
i ~X
As soon as possible, there should be added to the
^
signal a short third phase for northbound l e f t turns during the p.m. peak
period, the time being deducted from the present opposing through time.
i s believed that the reduction i n turbulence resulting w i l l more than
compensate for the time taken away.
^
iu\\
ItV^ ,
f{
�At Woodley Road, southbound i n the morning, a concentration of
l e f t turns occurs while parents are bringing children to the schools
connected with the National Cathedral. A separate l e f t indication would
be feasible here.
However, since this problem may involve primarily a
r e l a t i v e l y small group of regular drivers during each school year, i t
might be possible simply to ask them annually, through the school principal,
to make their approach from Wisconsin by turning right at Macomb, going
around the block, and crossing Wisconsin on the Woodley green time. This
would be a safer approach than the present l e f t turn accross opposing t r a f f i c
In any event, i t would be an interesting experiment pending t r a f f i c l i g h t
changes.
At River Road, northbound t r a f f i c desiring to enter River Road must
cross southbound Wisconsin Avenue t r a f f i c at a dangerous, nearly head-on
angle near the crest of a grade.
L i t t l e can be done here without provision
of signalization. Nevertheless, establishment of a full-time l e f t turn
storage lane, appropriately marked, would immediately make operation i n
this area somewhat more orderly.
At Ulst Street, southbound t r a f f i c entering Wisconsin Avenue must
cross the heavy northbound flow, again nearly head-on, and spread over a
wide expanse of pavement area. Surprisingly, accidents have been few.
Nevertheless, this approach should be eliminated. F o r t y - f i r s t Street
should become one-way northbound from Wisconsin Avenue to Davenport Street,
and Davenport would become one-way westbound to carry Lp.st Street southbound t r a f f i c to Wisconsin Avenue.
-A
7-
�On M Street's east leg, a right green arrow i s provided through
part of the cycle to permit right-turning t r a f f i c to enter Wisconsin Avenue
while through M Street t r a f f i c i s stopped. However, the lane i s not r e stricted to right-turning vehicles only and thus i s frequently blocked,
particularly by Virginia buses. With streetcar operations gone, this
curb lane should be converted to a "right-tum-only" lane.
3.
Removal of parking
Parking regulations differ depending upon the purpose served by
the street.
I f local service i s the primary object, then more parking i s
permissible than would be acceptable i f through t r a f f i c were the primary
consideration. For the purpose of t h i s study, i t has been established
that provision of efficient a r t e r i a l operation i s the goal, but that
consideration must be given to local service needs.
Throughout the following discussion, i t should be remembered that
the presence of parking affects not only the seven to nine feet of street
width actually occupied, but several more feet i n addition. On wide
streets, i t has been found that the parking reduces the effective lane
width by up to lU feet.
Through drivers leave f i v e to seven feet of clear-
ance to allow for parked car doors opening, and for parkers pulling out
unexpectedly.
Where widths are more restricted, drivers leave less clear-
ance but drive more cautiously. I n either case, wherever curb parking
exists, capacity of the adjacent lane i s reduced due to actual delays produced by parking turnover, and to potential turbulence which the average
driver fears.
�Therefore, removal of parking along a curb w i l l result in a volume
increase greater than simply the new volume carried i n the now-clear curb
lane. Conversely, on a street without parking, widening of about 10 feet
to provide a parking lane would actually result i n reduction of the t o t a l
volume carried, due to parking turnover f r i c t i o n introduced, into what
was previously a free-flow right-hand lane. Accordingly, reestablishment
of parking on the widened street i s not recommended, once i t has been
removed at some stage prior to widening.
Several general remarks should be made regarding curb parking throughout the street.
One involves provision of increased clearances at driveways.
Currently, parking i s permitted within f i v e feet of driveway entrances,
though parked vehicles this close seriously obstruct turning movements.
I t i s recommended that parking be prohibited for at least 12 feet either
side of driveways. While 1$ feet would be desirable, such a space would
invite i l l e g a l parking by small cars which could defeat the purpose of the
regulation i f not controlled.
At intersections, D. C. regulations provide for elimination of parking
for kO feet back of the crosswalk on approaches, and for 2$ feet on e x i t s .
These restrictions permit r e l a t i v e l y flexible operation of the intersections,
and they should be inforced. Longer restriction distances may be required
where turning movements are heavy.
�In this connection, enforcement of parking regulations was found
to be rather weak. The study revealed a substantial amount of i l l e g a l
parking, including troublesome double parking.
as an a r t e r i a l , t h i s cannot be tolerated.
I f the street i s to serve
A l l no-parking zones should be
plainly marked, by paint i f possible. Rigid enforcement, including tow
away of offenders, i s essential i f the capacity of the a r t e r i a l i s to be
realized. Wherever "no parking" i d deemed essential, "no standing" i s
equally essential.
This must include even short stops such as those by
mail trucks. Provision should be made on side streets for mail truck
parking where necessary, but elimination of mail pickups on the a r t e r i a l
during peak periods would be the best solution.
Another very important point concerns the alternate parking f a c i l i t i e s which w i l l be available to those parkers deprived of parking by the
steps recommended. The parking study results showed that r e l a t i v e l y shortterm parking (2^ houra or l e s s ) predominates, representing probably fourf i f t h s of the t o t a l parking from 7 a.m. to 6:30 p.m.
The hi-mile street
accommodates a t o t a l of not over 300 long-term parkers during this period
(not
spaces, but t o t a l parkers).
the Massachusetts-Wisconsin
These are concentrated to some extent i n
Avenue area.
There i s l i t t l e reason to be concerned about the displacement of
daytime long-term parkers. Relatively few are involved, and they should
be able to find spaces on the side streets during the day without great
difficulty.
Some, who now use their cars to and from work i n the area,
might find use of transit to be the solution.
'-30-
�I t i s ironical that the short-term parkers, the customers and
suppliers important to the businessman, create the most serious f r i c t i o n ,
due to high turnover.
From Calvert Street to Western Avenue, removal of
short-term parking i s not believed too serious. This would involve the
elimination of about J t O curb spaces which now exist during peak periods
LO
and about 600 during the offpeak period. However, adequate offstreet
parking now exists to absorb much of this load. Furthermore, more
off-
street space could be developed at several locations i f needed. Most
businesses have offstreet loading f a c i l i t i e s available, and side street
curb loading spaces can be provided i f necessary.
Lower Georgetown, on the other hand, creates another problem.
Removal of a l l curb parking would eliminate 180 curb spaces now available
during the midday, and lesser numbers now available i n the peak periods.
No convenient alternates are available because the side streets already
are being heavily used and i n need of parking controls themselves. The
situation would be further aggravated by the adoption of the recently
announced plans to construct a large hotel on the site of Georgetown's
only large parking l o t , a 200-vehicle commercial l o t at N Street and
Wisconsin Avenue.
No " l i t t l e or no cost" solutions are available here.
A cooperative
effort by a l l concerned must be made to develop new parking f a c i l i t i e s ,
probably including one or two garages, and to develop adequate rear alleys
for loading. The 180-parking space removal i s r e a l l y only a small part
of Georgetown's over-all vehicle problem. For every customer currently
arriving there, probably several others would do so i f free t r a f f i c flow
and easy parking were offered. Some property destruction i n this area
appears inevitable.
-.1/-
< 1
�Detailed data on night parking were not obtained.
While about
800 legal spaces are available for possible use, observations made late
in the evening indicate that only about
are actually used. Night
parking prohibition i s not necessary at this time on the 60-foot sections
of the street.
Between 7 p.m.
and 7 a.m.,
i t should be permitted except
at those points where three lanes are needed for moving t r a f f i c , as at
locations of marked left-turn lanes. I t may have to be eliminated i n the
future i f evening and night volumes increase.
Specific parking recommendations
Street sections less than 5>0 feet wide-- In this Study, Wisconsin
Avenue north of M Street i n Georgetown w i l l be considered as a major
urban a r t e r i a l , not as a local "downtown" street at any point. This being
the case, width for at least two moving lanes of t r a f f i c i n each direction
must be provided at a l l times throughout the street, regardless of t r a f f i c
throughout the street and regardless of t r a f f i c volumes. Under no circumstances could the operation of a street having one parking lane and one
moving t r a f f i c lane i n a given direction be considered as "Arterial"
operation.
I t would be heavily subject to delays caused by turning move-
ments, parking maneuvers, s t a l l i n g of vehicles, and the l i k e , a l l of which
could easily bring t r a f f i c to a s t a n d s t i l l .
Therefore, i n a l l of lower Georgetown from the curve just south of
N Street to 3hth Street, a section ranging i n width from 3 > feet to U>
5
5
feet, i t i s essential that a l l parking, and a l l standing and loading, be
prohibited at a l l times, to permit two lanes of moving t r a f f i c i n each
direction.
I n the 35-foot section, i t i s questionable whether this opera-
tion w i l l be possible even with no parking.
�Street sections above |>0 but below 60 feet wide—From Prospect to
just south of N Streets, and from 3hth to Calvert Streets, the street width
i s about
feet. This would permit four t r a f f i c lanes and one parking
lane, i n the immediate future at l e a s t .
The parking lane could be near
continuous except at bus stops and as described below. Since the parking
unrestricted at any time of day i n these sections i s now mainly on the
east side of the street, present parking habits would be affected the least
i f the parking lane were placed on the east side. However, a study of
origins and destinations of the parkers might show the other side to be
more convenient to the majority, and to produce fewer friction-producing
left-turn movements by arriving and departing drivers.
Parking should be eliminated between Prospect and M Streets, and
for about 200 feet south of the Calvert-37th complex intersection, to
permit establishment of necessary left-turn lanes while continuing two
through lanes. Loading zones should be established between 35th Street
and Calvert Street to correct current double-parking problems. At any
other streets or driveways where turning movements are found to obstruct
one of the through lanes frequently, i t w i l l be necessary to prohibit
parking at a l l times to permit establishment of a left-turn storage area.
This applies regardless of the direction from which the turn i s made.
Lane markings w i l l guide t r a f f i c around the storage area i f a lane change
i s involved.
�Even though only four lanes can he provided without construction
in lower Georgetown, thereby limiting to some extent volumes through the
wider sections, the 33rd-3hth Street 1-way pair and 35th Street may supply
enough additional t r a f f i c to require 3-2 reversible operation north of
3hth Street i n the future, during peak hours.
This w i l l require total
peak-hour parking prohibition.
I t i s not considered feasible to r e s t r i c t a l l parking during offpeak hours, since an awkward five-lane operation would result. When and
i f three lanes are needed i n each direction during the offpeak, widening
must be adopted, to provide a 6-lane f a c i l i t y ( s t i l l having no parking
at any time).
Parking turnover and double parking were noted to be particularly
prevalent i n t h i s area. Enforcement and the provision of loading zones
will.control double parking. High turnover means that parking w i l l have
to be eliminated earlier than might have been the case with long-term
parking, since the higher the turnover, the greater the effect on the
capacity of the adjacent lane.
, Street sections 60 feet wide-- From Calvert Street through to
Western Avenue, the standard street width i s 60 feet, which basically
allows four moving (though somewhat restricted) lanes of t r a f f i c , i n
addition to parking lanes oh each side.
�At the s t a r t , current parking regulations can he maintained
r e l a t i v e l y unchanged. Of course, i t w i l l be necessary to eliminate
parking at new bus stops, at suggested loading zones, and at a few other
locations, mainly intersection approaches. Specifically, immediate
prohibition of parking at a l l times should be required between Upton and
Van Ness Streets on the east side. On the east side between Windom Street
and Tenley Circle (south crossing), parking should be removed during the
p.m. peak period.
the 1
n
I t should be removed on the east side at a l l times at
intersection with River Road, and for about $0 feet south of
n
Newark Street.
Loading zones are needed i n the area from Woodley Road
to Idaho Avenue, particularly near Macomb and Newark Streets, to alleviate
serious truck loading problems. Loading zones are also needed adjacent
to the east side no-parking zone established at the River Road "Y". I n
front of the post office north of Rodman Street on the east side, 10to 1$-minute parking spaces should be established to reduce or eliminate
double parking.
The street's operation should be observed, and wherever backups
begin to develop due to l e f t turns, curb parking should be eliminated i n
that area so that two moving lanes of t r a f f i c can clear the vehicles waiting
to make the turn. Peak-hour removal of parking i n the heavy-flow direction
w i l l be necessary r e l a t i v e l y soon, more to relieve f r i c t i o n i n the other
lanes than to make f u l l use of the curb lane. I n effect, parking removal
permits the l e f t and right lanes to serve turns while a free through lane
remains.
Parking later can be removed i n the opposing direction i n addi-
tion, to permit an unbalanced lane arrangement on the street.
�Full-time parking removal throughout the street w i l l reduce f r i c tional turbulence and improve flow somewhat, but will not be f u l l y effective u n t i l modern signalization and some intersectional construction i s
accomplished.
Intersecting streets—On most of the streets intersecting Wisconsin
Avenue, parking i s currently allowed on both sides, leaving insufficient
space for t r a f f i c to flow smoothly i n both directions at the same time.
In midblock, on minor streets, this operation may be acceptable, since
wide vehicles can wait to pass at driveway openings and hydrants.
But
at the corners, a wide vehicle either i n the e x i t or entering flows, or
parked, creates intolerable intersection congestion.
Vehicles waiting to
enter Wisconsin Avenue from the side street block vehicles attempting to
turn into the street from Wisconsin, causing backups on the Avenue.
This problem, particularly evident currently on the Macomb and
Newark Streets approaches where truck loading occurred, and throughout
lower Georgetown, can be corrected by restricting parking on at least one
side of the cross street approach for about 1$ to 100 feet.
�Some of the side street loading noted i n the intersection studies
was due to this problem rather than to substantial t r a f f i c volumes. More
green time w i l l be required as volumes increase on Wisconsin Avenue i n
the future, after most phase 1 and 2 steps have been taken but before
widening i s undertaken. Side street green time w i l l have to be sacrificed
to f i l l this need. At that time, cross street parking restrictions for
100 to 13>0 feet from the corner w i l l become essential, generally to provide 2-lane operation out of both approaches during the shorter green
time.
I n a few cases, however, 2-lane operation i n the heavy-flow direction
may be required a l l the way through the intersection area, on the e x i t as
well as the approach. The lighter opposing direction then must be limited
to 1-lane operation a l l the way through.
U.
Pedestrian controls
The pedestrian problem now existing i s primarily produced by transit
passengers moving to and from streetcar platforms, or directly to the
streetcars where platforms are not provided. Once the streetcar operation
i s removed, i t i s unlikely that a major pedestrian problem w i l l exist on
the street, insofar as direct pedestrian-vehicle conflicts are concerned. •
Jaywalking was not found to be a major problem, except i n lower Georgetown
where the narrow street and downtown environment invited i t .
�However, the pedestrian problem indirectly affects t r a f f i c whereever a pedestrian signal must be provided or wherever the cross street
signal time must be governed by pedestrian rather than vehicle needs.
During the study, only the pedestrian crossing near the Sears, Roebuck
and Company Store at Albemarle Street was reported as causing any d i f f i culty due to large numbers of pedestrians, and the problem was not yet
serious here.
This crossing being located very nearly at the maximum
t r a f f i c volume point along the entire avenue, i t should be watched very
closely.
Very soon, i t may be desirable to provide parallel pedestrian
crossings to permit more crossings during the existing gap i n vehicle
flow without increasing pedestrian green time.
Later on, more drastic
measures may be required here, as discussed i n phase 3.
At the other extreme, the pedestrian light at Sidwell Friends
School, when i n operation during school hours, i s currently usurping unnecessarily much through green time.
This signal i s frequently actuated
to permit only one pedestrian to cross during the late afternoon.
It
should have a longer time interval between possible actuations. Better
s t i l l , i t should be eliminated, or used only for a short time during the
actual peak pedestrian period.
The t o t a l elimination seems best, now
that the vehicular signals which were on order for Rodman Street at the
time of the f i e l d studies have been installed.
- ,1 <>'-
�5?. Provision of lane markings
While streetcar platforms were present on the street, i t was
im-
possible to mark the street into lanes i n any efficient manner. With a
uniform street width available throughout most of the street, however,
markings immediately w i l l become e f f i c i e n t aids to smooth reginmented
operation. They should be provided as soon as possible, once parking
controls for the immediate future have been established.
Within the basic 60-foot street width north of Calvert Street, a
clear pavement width of about 21 feet exists to the outermost streetcar
r a i l i n each direction.
This should be divided by markings into a 10-foot
curb lane and a 11-foot middle lane, i n each direction, leaving 18 feet
containing the unused streetcar r a i l s i n the center. Solid lines would
be alongside the car tracks, and dashed lines between the two main lanes.
The centerline would be solid. Where parking i s permitted during the offpeak periods, t h i s w i l l provide one good t r a f f i c lane plus a 9-foot center
area encumbered by the unused streetcar r a i l s , i n each direction, i n midblock. At many intersections, parking restrictions w i l l provide a third
approach lane.
During peak periods, complete parking restrictions i n the
heavy-flow direction w i l l permit three moving lanes.
Drivers w i l l auto-
matically tend to use the better-quality right two lanes, leaving the
poor center area for l e f t turns, both at intersections and i n midblock.
-
3?-
�I f parking removal i n both directions can be accomplished, then
"u-2 reversible" operation can be established, the 18-foot car truck area
being made a reversible section, inbound i n the morning and outbound at
night.
The lane widths w i l l be narrow, but they w i l l be adequate to per-
mit another through lane of moving t r a f f i c past left-turning vehicles
waiting at the extreme l e f t of the available width. The centerline i n
this case should be dashed, other markings continuing as before.
Experience i n Washington has shown that detailed marking of a reversible system i s unnecessary.
In particular, there appears to be no need
for specific instructions regarding l e f t turns.
Drivers w i l l automatically
adjust to the conditions, turning drivers moving to the f a r l e f t of the
approach width available at any particular time of day, and through drivers
advoiding this lane.
On lower Wisconsin Avenue, four moving t r a f f i c lanes should be
provided, the lane widths varying according to the over-all width a v a i l able.
Between Q and R Streets, the 35-foot width w i l l hardly permit four
efficient lanes.
Nevertheless, i t i s believed worthwhile to t r y a division
into two 9l-foot curb lanes and two 8-foot center lanes, using temporary
markings, pending widening of this constriction.
I f this i s not successful,
then two 12-foot curb lanes and a 11-foot center lane should be provided,
operated as two lanes northbound (upgrade) and one lane southbound.
6.
Control of U-turns
U-turns, particularly by taxicabs and service vehicles, are found
throughout the street, but they are especially evident i n upper Georgetown,
from 35th Street to Calvert Street.
Time and again, t r a f f i c i n both
directions was stopped by a U-turning vehicle.
~/f*C
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�U-turns must be r i g i d l y prohibited. Promiscuous movements of
this sort have no more place on an a r t e r i a l carrying high volumes than
they would have on an expressway.
Unlike l e f t turns, which, though un-
desirable, generally block not more than one lane i n the original direction
of travel, U-tums frequently block a l l lanes, some for r e l a t i v e l y long
periods, i f the complete turn i n one maneuver i s unsuccessful. This not
only defeats the primary aim of keeping t r a f f i c moving, but often creates
substantial delays for through vehicles.
Yet, the effects of t h i s prohibition, l i k e any other prohibition,
on individual drivers should be carefully considered, and alternates for
U-turns provided i f possible. Sometimes, U-turns are almost forced on
drivers by unfortunate combinations of 1-way streets and turn restrictions
i n a neighborhood which effectively eliminate any convenient means of
reversing direction. Such conditions should be modified. I n other cases,
of which the 35th to Calvert situation i s an example, practically no side
streets exist which vehicles can use as an alternate turn-around method,
throughout a r e l a t i v e l y long section of the street.
Provision of turning
loops (similar to a typical offstreet bus turn-around point) about midway
through such sections might prove feasible.
(They would be particularly
effective i n a later stage of improvement, after a progressive signal
system was installed, because the midblock "speed regulation" signal
frequently required midway through a long section without intersections
could serve these loops.)
�7.
Retiming of present t r a f f i c signals
At one location, R Street, the signal timer i s provided with a
65-second timing d i a l , whereas Wisconsin Avenue has 80-second timers at
nearly a l l other locations.
This, of course, produced a larger number of
stops and starts per hour at R Street than at the 80-second locations.
These additional stops aggravated the problem of slow starts on the steep
and narrow south leg, for northbound t r a f f i c .
The cycle should be extended
to reduce these stops. Loaded cycles develop quite frequently on the cross
street i n the p.m. peak here, a condition which longer cycles might correct.
At several other locations, the present signal timing appears to be producing some loading on the intersecting streets though excess time exists
on Wisconsin Avenue during most cycles. Such conditions exist at Q Street
in the a.m. peak, and at Calvert Street, Woodley Road, and Porter Street
in the p.m. peak. At these locations, slight reduction of the Wisconsin
Avenue green time appears desirable.
�At f i r s t glance, any reductions of Wisconsin Avenue green time
appear i r r a t i o n a l considering that our goal here i s to develop increased
capacity on Wisconsin Avenue. But two things must be remembered about the
immediate future. F i r s t , reduction of turbulence on Wisconsin Avenue,
accomplished by steps already described, w i l l result i n more efficient use
of the street, and more effective coordination of the signals should be
possible. The current through volumes can than be carried with somewhat
less green time. Secondly, much of the t r a f f i c using Wisconsin Avenue
arrives from the intersecting streets.
More drivers could enter and use
Wisconsin Avenue i f loading of these streets did not delay their approach.
To f i l l the unused Wisconsin Avenue time resulting from improved operation,
the intersecting streets should be given more time, where they are now
loaded, to feed additional t r a f f i c onto Wisconsin.
A balance point w i l l
then be reached where Wisconsin i s being supplied with just the added
amount of t r a f f i c that i t can handle, while the intersecting streets are
also carrying greater volumes.
I t would not be feasible to determine the exact phasing of each
signal u n t i l the transit change from streetcars to buses has been completed,
and the loading platforms removed. After drivers have become accustomed
to the new conditions, and after previously suggested improvements have
been made, the intersections should be restudied, particularly with r e ference to loading of cycles and retiming developed on the basis of those
findings•
�As volumes increase on Wisconsin Avenue i n succedding years,
gradual increases i n the percentage of time given to i t w i l l be necessary*
By this time, however, more substantial improvements, described i n Phases
2 and 3, w i l l become necessary.
8.
Development and enforcement of no-left-turn regulations at minor
intersections
Left turns create a problem wherever they must be made from a
heavily-used through t r a f f i c lane, generally across opposing t r a f f i c .
Nevertheless, service to the adjacent land demands that they be permitted
wherever a heavy need exists for them.
At some intersections, only a few l e f t turns are made, to service
a single residential or other minor street, yet they cause serious interruption to through t r a f f i c .
Such turns should be transferred to nearby
major intersections, provided adequate streets exist i n the neighborhood
to distribute t h i s t r a f f i c after the turns are made. Where they are
larger i n number, or where they cause r e l a t i v e l y l i t t l e problem, as was
generally the case north of Tenley Circle, l e f t turns w i l l be retained at
this stage.
They w i l l be made from the extreme l e f t lane, leaving two
lanes for through t r a f f i c at most approaches. This w i l l be relatively
e f f i c i e n t , with streetcar blockage no longer involved.
�The following immediate restrictions on l e f t turns from Wisconsin
Avenue, some already existing, are suggested.
Northbound, no l e f t turns
should be allowed at the intersections of Wisconsin and N, Volta, R, 3Uth,
Massachusetts, (desired l e f t s to be transferred to Woodley Road, Cathedral
or Macomb Street)
Idaho, Porter, Tenley Circle ( l e f t s to be made by
turning right and going around c i r c l e ) , Albemarle, Brandywine,and Western.
Southbound, there should be no l e f t turns at the intersections of
Wisconsin Avenue and Tenley Circle ( l e f t s to be made by turning right and
going around c i r c l e ) , Idaho, Newark, Macomb, Calvert, Reservoir, and N»
i
�Restrictions should also be placed on t r a f f i c entering Wisconsin
Avenue by means of l e f t turns from side streets at several locations.
Prohibitions should not be as extensively used as the prohibition on
turns from Wisconsin Avenue, since delays to side street t r a f f i c are
not as c r i t i c a l as delays to the a r t e r i a l operation.
The following were
movements where left-turning vehicles were particularly noted as blocking
the flow i n one direction on Wisconsin, while attempting to move into the
opposite flows
Westbound on 0 Street into southbound Wisconsin Avenue,
loofch
westbound on Q Street into southbound Wisconsin Avenue,
movements on
Newark into both movements on Wisconsin, both movements on Idaho into both
movements on Wisconsin. Further left-turn controls may have to be adopted
periodically, as problem points develop.
I t should be clearly understood that these suggestions are based
upon present volumes making the turns, as related to conflicts produced,
the intent being to reduce the number of possible conflicts on the street.
When a more orderly flow has been developed on the street and a new signal
timing has been established, specific locations may be noted where the turn
restriction i s no longer necessary, due to natural gaps occurring i n the
opposing t r a f f i c flow during the a r r i v a l period of t r a f f i c i n a given
direction. Left turn movements could then be reestablished. Similarly,
new conflict points may develop where prohibition of l e f t turns may be
necessary.
- f' -
�6 1
^ y j ^ i S L ^ and enforcement of controls on turning movements at
midblock locations
One of the main causes of t r a f f i c interference was found to be
midblock turning movements, particularly l e f t turns, into parking l o t s ,
service stations, and other driveways. These movements must be r i g i d l y
controlled i n order to obtain more orderly operation, yet such controls
must not completely eliminate access to the abutting property. Also,
care must be exercised to avoid "piecemeal" adoption of bans which appear
to discriminate against certain businessmen and property owners.
This driveway problem, which generally i s blamed only on the
turning movements themselves, actually i s due, to a large degree, to
internal problems of the parking l o t or driveway i t s e l f .
Ample evidence
1
to j u s t i f y this statement was found on Wisconsin Avenue .
Several driveways were too narrow to permit two-way operations
by average drivers.
As a result, entering vehicles were often "trapped"
i n the middle of Wisconsin Avenue, blocking one or two lanes of t r a f f i c ,
u n t i l a departing vehicle cleared the driveway opening.
Other parking
lots WEre so operated that departing vehicles frequently backed out onto
Wisconsin, rather than moving through to a convenient rear e x i t .
Still
other shopping center parking areas had so many driveways that orderly
interior t r a f f i c flow on them was impossible, the resulting interior
turbulence frequently extending out onto the Avenue.
�The key to solution of this problem i s provision of driveways of
width adequate for two-way operation and limitation to as few driveways as
possible per f a c i l i t y , never over two.
Admittedly, one-way operation would
be desirable,but i t i s next to impossible to design such one-way plans that
the average motorist w i l l comprehend and observe.
r
Much of the problem now
consists of drivers inadvertently maneuvering incorrectly i n the cramped
environment of an off-street f a c i l i t y .
Therefore, i t i s better to rede-
sign i n terms of what the driver i s l i k e l y to do than what he should do.
Driveways should not be obstructed by vehicles improperly parked
on the f a c i l i t y grounds ( a problem particularly bad at some service
stations, where cars l e f t for the day frequently block much of the driveway area, hindering entrance). Similarly, any parking lots having substantial turnover of vehicles should reserve space near the street as a
storage reservoir for cars entering while maneuvering vehicles prevent
passage into the l o t .
One shopping center l o t i n upper Georgetown was
particularly bad i n this respect. Spaces were marked as permitted parking
so close to the street that vehicles maneuvering i n and out of several
spaces would act as a gate, t o t a l l y closing the entrance and producing a
back-up into the street.
Both of the above are simply matters of education
of those who operate the f a c i l i t y .
Operators of f a c i l i t i e s located on corner lots should encourage
use of the minor road for driveway access, and should discourage l e f t
turn
exits v i a the driveways onto Wisconsin Avenue.
�I t i s not considered feasible to make a blanket prohibition on
l e f t turns from Wisconsin Avenue into driveways because of d i f f i c u l t i e s
in signing and enforcement.
I f they are to be banned, then a physical
barrier median might be provided, as discussed i n Phase 3. Otherwise,
the best solution i s to t r y to provide a safe area i n the center of the
road where vehicles can wait to turn, without obstructing through t r a f f i c .
However, at several high-volume locations, controls should be established,
preferably through voluntary cooperation of the businessmen involved.
The section between Rodman Street and Van Ness Street i s especially
turbulent.
On the east side are a school and a heavily-patronized post
office, both of which have driveways, as well as several other businesses
with driveways. On the west side are a large insurance company headquarters,
with major parking f a c i l i t i e s as well as driveways to the main entrance,
a large restaurant, and major high-type apparel store, both with ample
parking l o t s .
The school's separate entrance and exit roadways, one of which
i s shared with the post office, operate r e l a t i v e l y well, though entrance
l e f t turns across opposing t r a f f i c create some trouble i n the morning,
as do -exit l e f t turns at night. The shared driveway should be widened.
�The insurance company's parking f a c i l i t i e s operate quite successf u l l y with a single two-way driveway much l i k e a side street. However,
the restaurant and the apparel store both have extensive parking areas
served by a t o t a l of four two-way driveways.
Left turns into and out of
these driveways frequently delay through t r a f f i c while the turning vehicles
work their way across southbound t r a f f i c , and i n the case of exiting vehicles,
wait for an opening i n the northbound flow. From one of the restaurant
driveways i n particular, that closest to Van Ness Street, exit i s very
time-consuming, since there are seldom breaks i n the Wisconsin Avenue
flow at the troublesome Van Ness intersection.
These lots include the
unused right-of-way for Upton Street extended. This i s one location where
l e f t turns should be limited to a single point. I t would be beneficial for
these business establishments to construct a collector road on or near this
right-of-way for a l l exit t r a f f i c from both lots and for left-turn entrances
from Wisconsin Avenue, thus concentrating this t r a f f i c into a manageable unit,
possibly signalized, separated by some U00 feet from the Van Ness Street
turbulence area. Right-turn entrances s t i l l would be permitted at a l l
driveways.
I t i s also recommended that the driveways fronting on Wisconsin
Avenue at the restaurant immediately north of Western Avenue be marked
"entrance only", and that exits be allowed only at the driveway fronting
on Wisconsin Place.
�The crossing and merging turbulence produced by the liquor store
on the east side of the street just south of Western Avenue was detected
in the GSR tests, the interference study, and i n other phases.
I t could
be nearly eliminated by prohibiting a l l l e f t turns i n and out of the
Wisconsin Avenue driveway, which would remain available for right turns.
Provision could be made for a l l former l e f t turn t r a f f i c to use the
Jenifer Street entrance to the parking area behind this f u l l block of
stores. This would permit much easier l e f t turns, well away from WesternWisconsin turbulence.
In only a few cases were wide unchannelized driveways noted.
They
should be reduced i n width to that adequate for two-way operation, to
l i m i t the length of the possible conflict area.
10.
Closing off streets
• l h the original prospectus for the Wisconsin Avenue study, consider-
ation was given to the closing off of selected side streets during the peak
hour rushes. I t was believed at the time that such a blocking off of streets
would improve the capacity and t r a f f i c operations considerably. Yet, upon
an evaluation of the "causes" and "effects" of stream turbulence by u t i l i z i n g
the t r a f f i c impedance analyzer and the galvanic skin reflex meter as well
as by insight gained from the interference study, i t was concluded that the
benefits to be derived would not balance the adverse effects produced, i n
the general case.
-,57-
�I f Wisconsin Avenue were to be developed into a f u l l freeway
with f u l l control of access, including grade separations, this question,
of course, would no longer exist.
However, i n any attempt to develop a
higher capacity l e v e l on an at-grade a r t e r i a l , by virtue of minor street
blockage, several cross streets must necessarily be retained and, i n
order to achieve efficient t r a f f i c operations, they must be signalized.
A coordinated signal system w i l l provide platooning pronounced enough so
that the cross streets are i n essence signal controlled, this platooning
becomes most evident i n a f u l l y progressive system such as that recommended
in Phase 2. I t certainly would be unnecessary to prohibit cross movement
where "cross street green," i n the form of periodic gaps i n the t r a f f i c
flow, would be available i n this system simultaneously i n both directions.
Only at those minor intersections where no portion of the gaps i n the flows
occurred simultaneously i n the two directions would closure of the cross
street possibly be necessary.
As previously discussed, l e f t turns would be prohibited from
Wisconsin Avenue at many of these minor intersections to eliminate blockage
of a Wisconsin Avenue lane, these being concentrated and controlled instead
at a few intersections.
Here again, i n some cases, periodic gaps i n the
opposing flow due to platooning may permit easy l e f t turns from the l e f t
turn lane at unsignalized intersections.
S3--
�11.
One-way streets
The Georgetown area i s classified as a commercial s t r i p development.
I t i s a busy and compact area that encompasses a unique commercial development with high land values. Because of i t s quaint homes and shops and high
esthetic values as well as i t s h i s t o r i c a l environment, Georgetown i s known
as a highly-desirable residential area. Yet during the l a s t few years i n adequate t r a f f i c services i n the entire area have developed. The major
cross streets i n lower Georgetown are 30 feet i n width.
Because of the
dense residential land uses close to the commercial strip area a d i f f i c u l t
problem i n t r a f f i c operations has resulted. I t can be said that much of the
t r a f f i c turbulence created on Wisconsin Avenue within the Georgetown area
i s a result of the inadequacies of the surrounding street system i n this
area. Even though the bordering residential portions within the confines
of M Street on the south and Whitehaven Parkway on the north have not been
incorporated into this study per se, i t i s a t r a f f i c engineering maxim
that the development of a one-way street pattern i n Georgetown w i l l greatly
improve t r a f f i c operations along and across Wisconsin Avenue, the major
a r t e r i a l street.
�Presently i n Georgetown, 3Uth Street and 33d Street are designated
as one-way streets, south and north respectively. East of Wisconsin
Avenue, Dumbarton Avenue i s one-way east. West of Wisconsin, 0 Street i s
one-way east and P Street one-way west.
Thirty-seventh Street should be
made one-way south as f a r as Tunlaw Street. While possibly beyond the
direct scope of t h i s study, i t i s f e l t that considerable improvement i n
t r a f f i c operation i n Georgetown would be attained i f the following northsouth streets were also made one-way: Potomac Street one-way south, 32d
Street one-way south, 31st Street one-way north, 30th Street one-way south,
29th Street one-way north, 28th Street one-way south, 27th Street one-way
north, 26th Street one-way south.
In the east-west direction, Q Street, the major east-west crossing
street, should remain two-way. New one-way streets should be established
as follows:
P Street, on the east side of Wisconsin Avenue, one-way west
from 30th Street to Wisconsin Avenuej N Street, one-way west; Prospect
Street, one-way east.
T h i r t y - f i f t h Street should be retained as a two-
way street, except between Whitehaven Parkway and Wisconsin Avenue. Here,
where 35th Street merges with Wisconsin Avenue, the street should be made
one-way south.
Outside the Georgetown area, several other one-way operations
should be established.
These include: 39th Street northbound from Veazey
to Albermarle Street; hist Street, northbound from Wisconsin and Cheaspeake
Streets to Fessenden Street; and U2d Street, northbound from Emery Street
to Fessenden Street.
�12.
Volume increase—phase 1
The effect which t r a n s i t conversion from a streetcar to a bus
operation w i l l have on the street i s great relative to the effect of most
of the other suggested improvements.
Although i t s exact amount i s con-
jectural, i t i s estimated to be about 2$ to 30 percent. The specific volume
increase to be gained by each individual improvement was not determined
since, though each would provide some increase, only i n combination would
they show impressive results.
I t i s possible to predict the overall gain,
with a l l of the " l i t t l e or no cost" improvements carried out, and to show
the relative efficiency of the various lanes. With a l l of the foregoing
improvements completed, i t i s expected that the intersections w i l l i n
general govern the capacity of the street.
operation of center free-flow lanes.
Certainly they w i l l govern
However the curb lane and the l e f t -
most lane i n a given direction may be governed more by midblock turning
movements and f r i c t i o n than by intersectional problems.
(~a)^ Volumes expected on main 60-foot wide section of street-- Assuming
10 percent turning movements i n each direction at intersections, 5 percent
commercial t r a f f i c , and further assuming 3 moving lanes i n the heavy flow
direction (2 lanes plus parking i n the opposing direction), the 30-foot
approaches throughout the major part of the street should cary about
3,200 vehicles per hour of green i n the peak hour.
Assuming only 50 per-
cent of the green tijne on Wisconsin Avenue, s l i g h t l y below the current average value, this means an approach volume of 1,600 vehicles carried i n the
peak hour, about UO percent higher than the current average volume of l,lf?0
vehicles. The opposing direction should handle at least 2,000 vehicles per
hour of green, or 1,000 vehicles per hour, with parking continued with
present intersection restrictions.
Of course, as at present, actual volumes
would fluctuate about this average value at specific locations.
-
JT.F-
�The expected lane distribution i n the heavy flow would then be
as followsj
Right curb lane - 900 vehicles per hour of green
Second lane from curb - 1,!?00 vehicles per hour of green
Left-most lane, on car track - 800 vehicles per hour of green
By reference to these values, the effects of lane blocking by turning
t r a f f i c , i l l e g a l curb parking, and the like become readily apparent.
These curb lane and left-most lane volumes, being controlled mainly by
midblock f r i c t i o n a l features permitted to remain, w i l l show no great
increase regardless of what else i s done to the street, though, of course
removal of the unused r a i l s should help the l e f t lane somewhat.
That these predictions are not unreasonable i s best indicated by
the fact that at least two locations studied on Wisconsin Avenue, (where
no loading platforms existed and where l o c a l conditions permitted t r a f f i c
to reach the intersection and load i t ) , volumes close to or even above
this value were attained i n a 30-foot width.
�I f U-lane, 2-lane reversible flow could be provided, which means
complete prohibition of parking during peak periods, the heavy-flow
volume whould reach at least 3,900 vehicles per hour of green.
(The right
and second lanes would carry the same volumes as before, the third through
lane at least 1,000 vehicles, and the turning lane at least £00.)
This
would mean 1,95>0 vehicles per hour, assuming $0 percent green time, 70
percent greater than at present.
However, the opposing flow would be
only about 2,200 vehicles per hour of green, or 1,100 vehicles per hour,
l i t t l e better than current operation. This operation should be considered
s t r i c t l y as a temporary expedient, because of i t s limitations i n the
light-flow direction.
I t could be handled through the c r i t i c a l Wisconsin -
Massachusetts - Garfield area by providing two through lanes and two l e f t
lanes southbound at Garfield.
• Conversion of these anticipated volumes to an ADT basis, using a
6O-I4O directional distribution and the assumption of 10 percent as the
desirable peak hour factor under acceptable urban conditions gives a
desirable 27,000 ADT for the 3-2-lane arrangement and 33,000 for the
ll-2-lane arrangement.
(Since currently actual ADT's as high as 29,000
are being recorded at the heaviest points, i t i s obvious that the current
conditions are f a r from desirable.
Instead of the normal 10 percent of
the t r a f f i c occurring i n the peak hour, only about 7 percent i s actually
being carried during a peak hour, showing suppression of normal desire
for peak hour use of the street.)
Actual ADT volumes which couid be
handled would be considerably greater than these desirable values.
�(b) Volumes expected between Calvert Street and 3UthStreet
In this 56-foot section, the basic operation w i l l be four 11
l/2-foot lanes plus parking on one side. Peak volumes i n the heavy
direction w i l l run about 2,600 vehicles per hour of green, or about
1,300 per hour, 30 percent greater than current volumes of 1,000 vehicles
per hour. By elimination of parking and adoption of 3-2 reversible flow,
the heavy-flow volume can be increased to 3,200 vehicles per hour of green
or about 1,600 per hour, 60 percent greater than at present.
This w i l l be
adequate to handle the t r a f f i c using 33rd, 3hth, and 35th Streets instead
of moving through lower Georgetown.
I f , under 3-2 operation, the l e f t
lane of the three becomes primarily a left-turn storage lane, volumes w i l l
be l e s s , possibly about 2,800 vehicles per hour of green or 1,1*00 vehicles
per hour. Equivalent ADT's w i l l be 21,000, 26,000 and 23,000 respectively.
(c) Volumes expected on narrower section i n Georgetown, below 3Uth Street
Below 3hth Street, a basic four-lane operation w i l l e x i s t , with no
parking.
Even assuming that Q - R Street section operates successfully as
four lanes, but that no widening i s done, the capacity w i l l not be above
2,000 vehicles per hour of green i n the peak direction. Assuming h5 percent
green time i n t h i s section, 900 vehicles per hour of green w i l l be handled
i n the peak hour i n the heavy-flow direction, about 38 percent greater than
current peak-hour volumes of 650 vehicles per hour. This i s equivalent
to 15,000
ADT.
�At the busy M Street intersection, the three-lane operation southbound w i l l handle U,200 vehicles per hour of green. Only about 2 > percent
S
of the cycle can be used for this flow, but 1,0|?0 vehicles per hour can
be carried, about 2|?0 of which w i l l make l e f t turns. This would tax the
capacity of one turning lane, but l e f t turns can be permitted from the
middle of the three approach lanes also. Until widening i s carried out
i n Georgetown, therefore, no major improvement w i l l be needed at M Street
to handle t r a f f i c which can reach i t southbound.
-Si-
�Phase 2—-Measures designed to increase^ the street capacity^ involving
moderate expenditures and construction.
The measures recommended i n Phase 1 resulted i n a sizeable percentage increase i n the volume which could be carried on the street as
a whole, making the intersection through-lane capacities govern. However, the capacity predictions which were based upon the assumptions that
turning movements would remain i n the neighborhood of 10% or less i n each
direction and that at least $0% green time would be available on Wisconsin
Aveiiue must be considered as the ultimate that can be realized by i n expensive measures.
From this point on, more costly physical changes w i l l be needed to
develop increased capacity.
Such changes f a l l into only a few major cate-
gories, including more efficient signalization, channelization, widening,
resurfacing, lighting, and grade separation.
This phase contains recom-
mendations for improvements of this type which would be possible at
moderate expense.
1.
Widening of Narrow Section of Street
Widening of that portion of the street i n Georgetown now 35 feet
wide i s a key necessity.
Because of the presence of trucks and buses,
lane widths of at least 11 feet should be provided. This requires that
the hO-foot section be widened also.
I t i s recommended that the street
be widened to hk feet, from south of N Street to 3Uth Street. This w i l l
provide, for the f i r s t time, at least four adequate t r a f f i c lanes along
the entire length of the street. At least 2300 vehicles per hour of
green can then be accomodated at a l l points, or about 1200 vehicles per
hour.
�2» Progressive Signal System
A l l of the improvements envisioned i n stages 2 and 3 should
incorporate a new modern signal system. Such a system i s feasible at
this point because
adoption of proposals made i n Phase 1 has eliminated
many midblock interferences which previously prevented establishment of
any orderly progressive movement.
In part 1| of this report the existing signal system on Wisconsin
Avenue i s described i n detail.
I t i s apparent from this description that
the existing signal equipment lacks the f l e x i b i l i t y required i n order to
develop maximum capacity conditions of the magnitude contemplated on the
study street.
I n general, i t i s proposed that an interconnected flexible progressive system be u t i l i z e d on Wisconsin Avenue extending from the intersection of Wisconsin Avenue and M Street to the D i s t r i c t l i n e at Western
Avenue. For area-wide efficiency, this system should be extended into
Maryland as f a r as the Pooks H i l l interchange with Wisconsin Avenue,
since the origins and destinations of much of the t r a f f i c causing the
peak capacity demands, the work t r i p s , are i n the Maryland subrubs and
i n the central business d i s t r i c t of the D i s t r i c t of Columbia.
�The signal system proposed allows for progressive movement inbound
(southbound) i n the morning rush hour and progressive movement outbound
(northbound) i n the evening rush hour on a 90 second signal cycle. Offpeak periods w i l l operate with a 75 second cycle with an attempt to give
equal advantage to both directions. This 75 second time was the minimum
that could be provided while giving side streets a sufficient amount of
green time to permit pedestrians to cross Wisconsin Avenue. Three-dial
time clocks w i l l be required at the intersection controllers with t r i p l e
off-sets for f l e x i b i l i t y i n varying the progressive timing speeds during
the day.
Appendi.K
3
show the signal times and progressive movements
on a time-spaced diagram between Massachusetts Avenue and Western Avenue.
I t i s assumed that three progressive timing speeds w i l l be used for each
peak movement, reduction occurring as the volumes increase during the
peak hour.
I f maximum volumes of people, rather than of vehicles, i s of prime
importance, then an evaluation of t r a n s i t speed and delays should be made
before the progressions are established. This w i l l permit development of
a progression i n which the signal timing progression w i l l change to an offset favoring progressive transit movement, when the number of people moving
along the street by transit exceeds the number being moved by auto.
Such
a system could, of course, be set to favor transit at a l l times, i f such
an approach was considered desirable.
— (c -
�Interconnection w i l l be p a r t l y by wire and p a r t l y by radio.
The
t r a f f i c s i g n a l programmer and a c e n t r a l c o n t r o l panel already have been
i n s t a l l e d at the Highway Department Building
east.
at lltth and G S t r e e t , South-
T h i s c e n t r a l c o n t r o l l e r codes the required s i g n a l changes, such as
d i a l and
o f f s e t changes f o r the rush hours i n t o audio tones which are sent
by telephone l i n e to a r a d i o t r a n s m i t t e r
Drive i n northwest Washington.
at the Reno R e s e r v o i r on F o r t
From there, the tones w i l l be transmitted
to r a d i o r e c e i v e r s at the s i g n a l i z e d i n t e r s e c t i o n s to change the operation
of each s i g n a l c o n t r o l l e r incorporated i n t o the system.
A receiver-decoder
w i l l be required at each i n t e r s e c t i o n p r e s e n t l y not i n an interconnected
system, but where present interconnection e x i s t s , such as from Van
Ness
to Albermarle S t r e e t s , G a r f i e l d to Macomb S t r e e t s , and C a l v e r t to Edmunds
S t r e e t s on Wisconsin Avenue, (see Appendix
) only one
receiver-decoder
w i l l be required at the master c o n t r o l l e r of the interconnected-by-wire
intersections.
The
operation of these secondary c o n t r o l l e r s w i l l be
con-
t r o l l e d try the r a d i o impulses sent out t o the master c o n t r o l l e r .
Thus, Wisconsin Avenue from M S t r e e t to the D i s t r i c t l i n e w i l l be
completely interconnected w i t h the f l e x i b i l i t y of t h r e e - d i a l equipment,
i n c l u d i n g f l a s h i n g c a p a b i l i t y , at a l l the c o n t r o l l e r s .
Each d i a l w i l l
provided with a t r i p l e o f f s e t i n order to have t h r e e possible
timing speeds.
be
progressive
The b a s i c r a d i o interconnection w i l l allow s i g n a l changes
t o be programmed i n t o the system i n order to maximize t r a f f i c flow f o r
stages 2 and 3 of capacity increase development on the study s t r e e t .
system can be t i e d i n s u c c e s s f u l l y t o the s i g n a l systems on the i n t e r s e c t i n g s t r e e t s , such as Nebraska Avenue.
This
�The proposed s i g n a l system w i l l c o s t approximately $60,000.
d e t a i l e d cost summary w i l l be found i n appendix 5"
i n t e r s e c t i o n s are l i s t e d .
A
where the i n d i v i d u a l
I t w i l l be noted that s e v e r a l i n t e r s e c t i o n s
not c u r r e n t l y s i g n a l i z e d are included i n the l i s t .
The previous d i s c u s s i o n has centered on the type of s i g n a l equipment
which i s now scheduled f o r i n s t a l l a t i o n
on Wisconsin Avenue.
Other p o s s i -
b i l i t i e s should a l s o be considered i n t h i s study.
The degree of f l e x i b i l i t y with^which t r a f f i c s i g n a l equipment can
be designed i s v e r y v a r i a b l e .
G e n e r a l l y speaking, there are two
types of t r a f f i c s i g n a l equipment.
distinct
There i s the fixed-time s i g n a l equip-
ment and the automatic actuated s i g n a l equipment.
The f i r s t type of equip-
ment i s l e s s expensive and i s f l e x i b l e enough t o provide t h r e e - d i a l operations.
Where r a d i o interconnections e x i s t , the c y c l e length can be changed and
t r i p l e o f f - s e t operations can be accomodated.
i s quite f l e x i b l e .
the t r a f f i c i t s e l f .
Actuated s i g n a l equipment
The c y c l e lengths and c y c l e s p l i t s are determined by
S i n c e the D i s t r i c t
of Columbia has e l e c t e d t o u t i l i z e
f i x e d time equipment, w i t h r a d i o interconnection, i t was determined
that
f o r the purposes of the study on Wisconsin Avenue, t h i s equipment would
be u t i l i z e d
throughout; y e t , f l e x i b i l i t y of s i g n a l equipment can be f u r t h e r
increased by "the use of actuated equipment.
�In the .progressive sirmal timing systems proposed for Wisconsin
Avenue, minor cross streets that are signalized could be traffic-actuated.
This would provide side street access interposed on the progressive timing
system.
I t i s certainly frustrating during the off-peak hours and during
the evening hours for vehicles to stop at a red signal while green time
i s being shown to the cross streets and no vehicles are proceeding through
the intersection.
The inherent advantage of t h i s signal combination i s
that i t would provide more green time for the major through a r t e r i a l street,
without disturbing the progressive band.
Some c i t i e s i n the United States have elected to use fixed time
equipment for their downtown areas and u t i l i z e the low density type of
equipment for their isolated signalized intersections.
Baltimore, for
example, i s u t i l i z i n g automatic actuated equipment for a l l i t s intersections. This equipment i s interconnected and signal cycle lengths and
offsets are capable of being changed every s i x minutes, i n response to
volume data obtained from manual or radar t r a f f i c counter stations, and
fed to a central computer. In the D i s t r i c t of Columbia, fixed time,
program-type equipment i s centrally-programed i n order to make the changes
i n cycle lengths and offsets.
Research i s required i n order to determine the economics of
u t i l i z i n g one system over the other. Basically i t can be surmised that
an intergration of these two types of basic signal controls equipment
could provide maximum efficiency at minimum costs.
I n general, each
traffic-signalized intersection on a street requires individual t r a f f i c
analysis before a decision can be reached regarding the most appropriate
system for the street as a whole.
�Proponents of the automatic signal equipment have stated that i t
i s impossible to predict r e l i a b l y the t r a f f i c volume changes that w i l l
exist upon the streets of a c i t y .
Opponents claim that t r a f f i c flows can
be charted efficiently and programed by these fixed time equipment.
Actually both proponents and opponents may be correct, depending upon
the area of the country i n which they are discussing the use of t r a f f i c
signal equipment. For example, i n a c i t y l i k e Washington, D. C. which
has U.S. Government offices as i t s major employment centers, t r a f f i c
movements can be determined f a i r l y accurately because of the semi-permanent
orignis and destinations of the employment forces. But i n an economically
s t r a t i f i e d area, the problems of predicting t r a f f i c flow are more complex.
Baltimore, for example, with i t s mixed land uses and varied indus-
t r i a l plants, would be an enigma i n charting t r a f f i c flows patterns.
Actuated equipment i s a considerable value i n such an area.
�3 • Reconstruction and Channelization at Major jCnte_rsjecWons _
a. Q Street ' Jog--leg Intersection
l
11
<
The Q Street crossing on Wisconsin Avenue was found to be one of
the major points of conflict along t h i s street.
This intersection i s
the major east-west crossing for lower Georgetown. Q Street i s one of
the few major cross streets that has a bridge crossing Rock Creek Park,
thus allowing east-west crosstown movement. I t presented a major intersection capacity problem. In attempting to improve the Q Street dog-leg
intersection physical channelization was f i r s t considered.
Provision of
inverted barriers for the crossing area was attempted without success.
Neither was any other physical channelization found feasible, within the
restricted rights-of-way available.
Instead, simple channelization by
means of paint striping for l e f t turn lane demarcation was used. On Q
Street's east leg, a l e f t turn lane was provided.
On Wisconsin Avenue,
i n the dog-leg between Q Streets east leg intersection on the south and
i t s west leg intersection on the north, short l e f t turn lanes i n both
directions were provided by painting i n the lane lines as shown i n Figure
. Widening to h$ feet w i l l be required i n this dog-leg area, to permit
f i v e narrow 9-foot lanes. This should permit somewhat more f l e x i b l e operation than would four 11-foot lanes, though there w i l l be r e l a t i v e l y l i t t l e
difference i n capacity.
-£7-
�b.
33rd St. -Reservoir Road Complex Intersection
At 33rd Street-Reservoir Road-Wisconsin Avenue, simple channeli-
zation should be constructed as shown i n Figure 3 s i
n
order to divert
the t r a f f i c movement from the one way northbound t r a f f i c of 33rd Street
into a nearly 90 degree entrance into Wisconsin at Reservoir Road. Since
a t r a f f i c signal i s to be provided at Reservoir Road, t h i s more orderly
pattern of vehicle flow w i l l be needed. Previous to t h i s channelization,
vehicles moving northbound on 33rd Street faced a dangerous near head on maneuver i n moving onto Wisconsin Avenue, conflicting with the Reservoir
Road dog-leg movement.
c.
Calvert Street - 37th Street Complex Intersection
The Calvert Street intersection with Wisconsin Avenue was one of
the more complex problems. Figure /f- shows the channelization developed
for t h i s intersection. I t should be noted that 37th Street i s made one
way i n the southerly direction and that l e f t turn lanes are provided for
the north and south movements along Wisconsin Avenue at the Calvert Sreeet
crossing.
Narrow barrier medians are provided to protect these lanes.
Bus bays are provided and located as shown to the north of this intersection.
Calvert Street, the east-west street, i s widened on both approaches
from 3h feet to h8 feet, to increase capacity while reducing the green
time necessary.
-if-
�d. Massachusetts Avenue - Garfield Street Complex Intersection_
Figure
shows the channelization to be provided for the at-grade
Massachusetts Avenue and Garfield Street intersection with Wisconsin
>
Avenue. (This i s the f i r s t of several increasingly-complex proposals
for this location).
The right turning lane on the westbound approach
on Massachusetts Avenue i s to be extended to Garfield
Street to a l l e -
viate "trapping" of right-turn vehicles i n the back-up through flow.
This right-turn lane can be further extended east of Garfield i f necessary.
I t should be noted that no l e f t turns are allowed for vehicles moving
north at the Massachusetts-Wisconsin Avenue intersection, or at Cathedral
Avenue, these being transferred to Woodley Road. Left turns are also prohibited by vehicles moving east and west. A variable-width channelizing
median w i l l be installed between Garfield Street and Massachusetts Avenue,
the l e f t turn for the southbound t r a f f i c on Wisconsin Avenue being m . e
ad
v i a two l e f t turning lanes into Garfield Street. Two lanes w i l l be a v a i l able f o r southbound through t r a f f i c .
A similar median w i l l be placed on
Wisconsin Avenue from Fulton Street to Garfield Street.
I t w i l l provide
one left-turning lane for the t r a f f i c moving north on Wisconsin Avenue
and three lanes f o r the through t r a f f i c northbound, and two thru lanes
southbound. These improvements w i l l require widening of Wisconsin Avenue
to curb-to-curb widths of varying amounts up to about 80 feet, between
Fulton Street and north of Cathedral Avenue. Garfield Street w i l l have
two way operation and w i l l have two lanes moving east-bound and one lane
moving vrestbound.
�e.
Van Ness S t r e e t ^ t e r s e j c t i o n
As p r e v i o u s l y discussed, Van Ness S t r e e t was found to be one
the most c r i t i c a l l y - l o a d e d i n t e r s e c t i o n s on the e n t i r e s t r e e t .
a t i o n was smoothed somewhat i n Phase 1.
of
I t s oper-
I n order t o f u r t h e r develop needed
capacity, s p e c i a l three-phase
s i g n a l phasing i s required. Also, a l e f t t u r n
CfiQUte io)
lane f o r both the north and south l e g s i s needed.' T h i s w i l l require i n i t i a l widening
A
t o 66 f e e t , to provide s i x adequate 11-foot l a n e s .
As volumes i n c r e a s e ,
t a x i n g the c a p a c i t y of the two through lanes i n each d i r e c t i o n , f u r t h e r
widening to 77-feet w i l l be needed, to permit three through lanes plus a
l e f t - t u r n lane i n each d i r e c t i o n .
I n conjunction with t h i s improvement, work w i l l be done at Upton
S t r e e t a l s o , a t the southeast corner.
I t w i l l be provided with a 50-foot
r a d i u s r i g h t turning lane to a l l e v i a t e a d i f f i c u l t 120°
turning movement.
I f the progressive s i g n a l system does not provide automatic gaps i n the
t r a f f i c flow, then s i g n a l i z a t i o n a t the Upton i n t e r s e c t i o n may be necessary,
•f. _ Tenley Circle_
At-grade improvements a t Tenley C i r c l e are r e l a t i v e l y minor, as
shown i n Figure
.
south of Grant Road.
counter-clockwise
F o r t S t r e e t i s t o be dead-ended i n t o a cul-de-sac,
Tenley C i r c l e , i t s e l f , w i l l continue i t s one-way
t r a f f i c flow operation.
The handling of l e f t turns by
means of routing such t r a f f i c around the c i r c l e u n t i l i t can t u r n r i g h t ,
a procedure p r e v i o u s l y adopted, w i l l continue.
T r a f f i c volume i n c r e a s e s
w i l l r e q u i r e widening of the c i r c l e roadway t o handle these t u r n i n g movements, and p o s s i b l y p r o v i s i o n of o f f - s t r e e t bus stops, busses being
through the c i r c l e .
However, because no d i r e c t l e f t turns are
no p r o v i s i o n of storage lanes f o r l e f t turns i s needed.
permitted,
Widening beyond
the 60.' width w i l l not be required at t h i s stage, t h e r e f o r e .
-It-
routed
�g
r
t|
River Road-Brandywine Street - h i s t Street Complex. JM^ j^cj^ion
Figure $ shows the channelization of the River Road-Brandywine-
Ulst Street connections with Wisconsin Avenue. I t i s basically a signalized version of the operation previously adopted in phase 1 . Just south
of the "Y", three lanes of t r a f f i c w i l l move southbound, two lanes w i l l
move through on Wisconsin northbound, and. a left-turn lane w i l l handle
t r a f f i c northbound on Wisconsin Avenue which wishes to proceed north up
River Road. This l a t t e r t r a f f i c w i l l move at the same time that eastwest t r a f f i c on Brandywine i s moving, the two intersections being coordinated. This channelization into 11-foot lanes w i l l be provided by painted
markings on the pavement between Albemarle Street and River Road, part of
the existing short section that i s currently 66 feet wide. Soon, as volumes
develop, widening to 77 feet w i l l be necessary to permit three through
lanes i n each direction i n addition to the turning lane. The 66-foot
pavement already existing between River Road and Brandywine Street w i l l
be adequate to handle the transition of this added t r a f f i c from and to
the 60-foot pavement north of Brandywine, though widening of the north
leg at Brandywine would be desirable for a short distance. At the Brandywine
Wisconsin Avenue intersection, there w i l l be no l e f t turns allowed for
t r a f f i c moving north along Wisconsin Avenue, though Brandywine w i l l provide two-way t r a f f i c .
F o r t y - f i r s t Street's intersection with Wisconsin
Avenue w i l l be channelized by extending a painted p a r a l l e l line as shown.
One-way operations w i l l be allowed on Ulst Street i n the northerly direction.
-7/s
�In order to permit the northbound left-turn flow into River Road,
which i s rather heavy even during the morning southbound peak, only hO%
green time i s available to southbound through t r a f f i c on Wisconsin. This
i s a controlling percentage of green time, lower than the %0% or more
provided at other points.
However, since River Road adds volumes equivalent
to what would be handled i n 10% of the green time, this arrangement i n
effect i s a desirable limiting feature, supplying Wisconsin Avenue to the
south with only the volume that i t can handle e f f i c i e n t l y .
h._ Western Avenue Intersection
The Western Avenue intersection with Wisconsin Avenue i s shown i n
Figure ^
. Channelization i s provided at t h i s intersection. Western
Avenue i s provided with a l e f t turning lane on both the east and west
approaches.
Wisconsin Avenue on i t s north leg also i s provided with a
l e f t turn lane for t r a f f i c moving south along Wisconsin Avenue approaching
the Western Avenue intersection. South of Wisconsin Avenue, the center
lane w i l l be reversible, operating southbound i n the a.m. peak and northbound i n the p.m. peak. This reversal w i l l provide f i v e 12-foot lanes
with three lanes i n one direction and two lanes i n the other direction.
Channelization i s also shown for the Military Road intersection with
Western Avenue as well as at Wisconsin Place and Wisconsin Circle,
since
a l l of these points affect the Wisconsin-Western problem. I t should be
noted that Willard Street i n Maryland should be made one-way i n the westerly
direction.
This w i l l develop added l e f t turn discharges i n the eastbound •
t r a f f i c at the Western Avenue intersection with Wisconsin Avenue. The
signal phasing shown for this location i s planned to s a t i s f a c t o r i l y handle
s
these turning movements.
-7.1-•"
�to*' Resurfacing
A smooth surface, free of the unused streetcar r a i l s , i s essential
i f each lane i s to operate at f u l l efficiency.
Therefore, the next step
should be resurfacing of the present street width (except for those sections already resurfaced i n connection with intersection improvement
steps).
This step, of course, includes removal of the streetcar r a i l s *
North of Calvert Street, the 60-foot pavement can be divided by
lane markings either into s i x 10-foot lanes or five 12-foot lanes.
The
f i r s t arrangement would provide a capacity of 3,750 vehicles per hour
of greea i n each direction.
The second, i f operated on a 3-2 lane basis
with the center lane reversible, would permit k,QO0 vehicles per hour of
green i n the heavy direction, and 2,650 i n the opposing direction.
The
l a t t e r represents a 6^—36 volume s p l i t by direction, somewhat more
unbalanced than that now experienced on Wisconsin Avenue. However, i t
should be remembered that peak-hour travel desires i n the heavy direction
are now being suppressed. With an adequate street available, the peak
hour heavy flow volume should increase considerably more than w i l l the
l i g h t flow.
�Because the street carries considerable truck and bus t r a f f i c
(and particularly because operation of 8^-foot wide buses I s anticipated),
i t i s f e l t that lane widths should be a minimum of 11 feet for any further
improvements. Therefore, i t i srecommendedthat the 60-foot width be
marked into five 12-foot lanes, the outer two lines being dashed and the
inner two solid.
At the locations where channelized intersection opera-
tion has been adopted, generally u t i l i z i n g s i x 11-foot lanes, the
previously adopted markings w i l l continue. At the transition points,
the outer two dashed lines w i l l continue to identify the curb lanes.
The inner two solid lines w i l l stop, and after a suitable transition
distance, be replaced by the intersection marking arrangement (generally 3 - 3 ) .
At no point on any intersection approach w i l l the three approaching lanes
of t r a f f i c be forced into fewer lanes, though t r a f f i c w i l l have to
redistribute
i t s e l f where one lane i s reserved for l e f t turns only.
Below Calvert Street i n Georgetown, after resurfacing, the lane
markings w i l l remain much as they were before.
The 55 to 56-foot sections
w i l l provide for f i v e 11-foot lanes, which can be operated as four moving
lanes plus one parking lane, or as a 3-2 reversible operation. The kk-toot
sections w i l l provide four 11-foot lanes.
I n connection with resurfacing and "spot" widening, rudimentary
deceleration and acceleration lanes might be constructed at a few of the
major business driveways.
-7f -
�5.
Provision of bus bays
Bus bays, a minimum of eight feet i n width and preferably nine feet,
are recommended for a l l bus stops where right-of-way permits (that i s ,
everywhere except i n Georgetown). They would reduce the adverse effect
of buses on right-lane operation, permitting smoother continuous
operation i n the lane, with less stop-and-go operation. The volume
increase to be expected would depend on the frequency of scheduled
buses on the route, but might average 300 vehicles per hour. Where located
on the near side of intersections, they might also serve as right-turn
lanes, further smoothing t r a f f i c flow and increasing volumes, provided
bus volumes were r e l a t i v e l y low.
However, during rush hour operation,
D. C. transit anticipates about seven buses per 15 minutes, so the bays
w i l l seldom be of help to other t r a f f i c during peak periods.
6.
Improved lighting
The present Wisconsin Avenue lighting system was placed into
operation during the early years of incandescent street lighting.
For
that time and era, this system was adequate. However, the system i s
inadequate now, with the present passenger car volumes, large commercial
vehicles mixed i n with transit vehicles, substantial pedestrian use
throughout, and several important cross streets.
�During the winter months, the evening peak period i s for a l l
practical purposes during the hours of darkness making the driving task
considerably more complicated. This i s one of the many intangible factors
now affecting the drivers' decision to make use of or to avoid Wisconsin
Avenue as a major a r t e r i a l route.
Much of the effectiveness of the present lighting system i s lost
due to the presence of untrimmed trees along Wisconsin Avenue. These
trees either obscure or shade many of the lighting globes. Lighting can
be improved by tree trimming and by the periodic cleaning or replacement
of lighting globes.
I t might be possible by a r e l a t i v e l y small added expense, to place
the pendant-type lamps on longer arms because most of the present supporting
arms do not place the lamps beyond the curb l i n e .
Also, the present
intensity furnished by the k,000-lumen lamps could be increased by replacing
the existing bulbs with larger bulbs which could furnish 6,000 or 10,000
lumens and the spacing could be reduced by adding new luminalres.
However, rather than spend money for "interim"-type improvements,
i t i s recommended that the entire Wisconsin Avenue lighting system be revamped
i n order to provide the lighting intensity required for good t r a f f i c operations
on the study route. I t i s estimated that such a system would cost approximately $50,000.
�This new
lighting system should he installed immediately following i n i t i a l
widening of the street (or immediately after a decision i s reached not
to widen for an appreciable length of time).
Recognition i s given to the fact that over-all c i t y lighting
programs must operate on well-developed p r i o r i t y programs i n order to
provide the best possible lighting for the most economical use of the
taxpayers' money, so that t h i s improvement, l i k e a l l other recommendations,
must take i t s place i n such a program.
7.
Volume increase—Phase 2
Now the major intersections w i l l govern north of Calvert Street
along the basic 60-foot-wide street, the capacity of the average intersection where l e f t turns are appreciable i n number w i l l be somewhat over
4,000 vehicles per hour of green, or about 2,000 vehicles per hour
assuming 55 percent through green time and 20 percent possible l e f t turn
time (whether signalized or not).
The left-most lane w i l l be useless to
through t r a f f i c no matter whether a separate l e f t indication exists or
not. Regardless of whether the location operates 3-2 reversible or
3-3 channelized, only two through lanes w i l l be available to heavydirection t r a f f i c .
Widening of such locations to permit a h-2
reversible operation or a 3-1-3 channelized flow, w i l l provide at least
three 11-foot lanes plus a l e f t - t u r n lane i n the heavy direction.
Now
about 2,900 v.p.h. can be handled, s l i g h t l y exceeding the capacity of the
key at-grade channelized intersection at Wisconsin-Massachusetts-Garfield,
which can handle 2,600 v.p.h.
-77-
�Elsewhere along the 60-foot-wide section of the street, at least
2,650 vehicles per hour of green i n each direction, or about 1,500
vehicles per hour assuming about .55 green time can be accommodated. During
the peak periods, i n the heavy 3-lane direction under reversible-flow
operation, generally U,800 vehicles per hour of green, or 2,600 vehicles
per hour can be handled. The equivalent ADT i s about U0,000.
I n lower Georgetown, 2,300 vehicles per hour of green w i l l be
accommodated i n each direction, or 1,150 vehicles per hour assuming
50 percent green time, equivalent to 20,000 ADT.
I n upper Georgetown,
with no parking and 3-2 reversible operation, the above values w i l l s t i l l
apply i n the light direction, but they w i l l be 4,250 v.p.h.g. and 2,100
v.p.h. respectively i n the heavy direction, providing for about 33,000 ADT.
Therefore, u n t i l further improvements of major intersections are
made, no general widening or further improvement to the street as a whole
could be e f f i c i e n t l y u t i l i z e d for additional capacity. Of course, widening
of about 15 feet on a side would permit reestablisbment of curb parking
without reducing capacity. Any lesser amount would cause return of parking
turnover interference problems, as previously discussed.
�Phase_3--Measures designed to increase^ the street capacity, involving
major expenditures and_ construction.
In Phase 2, measures were recommended which brought the Wisconsin
Avenue t r a f f i c volumes up to the maximum capacities of controlling major
at-grade intersections, particularly that at Massachusetts Avenue.
No
major widening was yet necessary.
From this point on, major construction project w i l l be involved i n
any development of increased traffic-carrying capacity.
This phase contains
recommendations for such major improvements which w i l l bring the street
to i t s ultimate capacity, as found possible within existing right-of-way
limits.
The f e a s i b i l i t y of a median divider along the length of wider
portion of the street i s an important factor to be considered i n this
phase. For that reason, the question i s discussed separately from street
widening alone.
Pedestrian problems w i l l become significant when any major widening
i s carried out, since pedestrians w i l l then require longer times to cross
the street. Side street green time must then be based primarily on pedest r a i n needs rather than on vehicular needs. This factor i s discussed under
"Provision of a Median Divider" since dividers would serve also as pedest r i a n refuges.
�Phage 3--ffeasure3 designed to increase^ the street capacity, involving
major expenditures and^c^nstniction^
In Phase 2, measures were recommended which brought the Wisconsin
Avenue t r a f f i c volumes up to the maximum capacities of controlling major
at-grade intersections, particularly that at Massachusetts Avenue.
No
major widening was yet necessary.
From this point on, major construction project w i l l be involved i n
any development of increased traffic-carrying capacity.
This phase contains
recommendations for such major improvements which w i l l bring the street
to i t s ultimate capacity, as found possible within existing right-of-way
limits.
The f e a s i b i l i t y of a median divider along the length of wider
portion of the street i s an important factor to be considered i n this
phase. For that reason, the question i s discussed separately from street
widening alone.
Pedestrian problems w i l l become significant when any major widening
i s carried out, since pedestrians w i l l then require longer times to cross
the street. Side street green time must then be based primarily on pedest r a i n needs rather than on vehicular needs. This factor i s discussed under
"Provision of a Median Divider" since dividers would serve also as pedest r i a n refuges.
7f-
�A very important note of caution i s necessary i n advance here.
The purpose of the study was to analyze Wisconsin Avenue only, bringing
i t up to i t s ultimate theoretical capacity l e v e l .
However, i n r e a l i t y ,
these theoretical volumes to be developed i n Phase 3 might not be attained
in practice, due to limitations of the surrounding street system. Serious
congestion might well develop on the avenue at major exit points, as well
as on some of i t s approaches.
The most l i k e l y congestion point, by f a r , would be Massachusetts
Avenue eastbound, just east of Wisconsin Avenue, during the a.m. peak. I t
currently, i n 193>°, i s carrying about 1,25>0 vehicles per hour from the west
plus about 5&0 vehicles which entered from southbound Wisconsin Avenue, or
a t o t a l of 1,800 vehicles, during the a.m. peak hour. I t i s basically a
l|2-foot wide street, providing two 10^-foot lanes i n each direction. Though
i t s practical capacity i s 2100 vehicles per hour of green i n each direction,
i t undoubtedly could actually carry about 3,000 vehicles per hour of green
i f good progression provided nonstop operation.
However, only 10% green
time as a maximum could be provided, meaning that i t could carry only 2,100
vehicles per hour maximum. That i s , i t would be hard-pressed to absorb new
t r a f f i c created i n Phase 2, and would be unable to handle any Phase 3 i n creases.
Backups
from Massachusetts would then congest Wisconsin, or more
l i k e l y , t r a f f i c would select other routes, defeating the purpose of the
avenue's improvements. A very r e a l practical problem, therefore, exists
of improving Massachusetts Avenue, or of accepting undesirable 3-1 reversi b l e flow on i t , before phase 3 Wisconsin Avenue improvements can operate
efficiently.
_ to-
�Similar but much lesser problems e x i s t elsewhere on the avenue.
There also i s the likelihood that congestion on Wisconsin Avenue beyond
the D i s t r i c t line and on feeder streets within the D i s t r i c t would prevent
the supply of volume sufficient to u t i l i z e the a.m. peak capacity developed
by Phase 3 improvements.
1.
Grade separation at the intersection of Massachusetts Avenue
and Wisconsin Avenue
Three different approaches were considered, each of which i s
described below. These are not suitable for successive steps of "phase"
construction. Bather, they are "either-or" proposals. One approach must
be selected as f i n a l and the others discarded, unless complete reconstruction
i s acceptable at a l a t e r date.
a*
Direct connection grade separation for southbound l e f t turn lane
only ( a l l other operations at grade)
Figure \0 shows a direct l e f t turn connection for southbound
Wisconsin Avenue t r a f f i c continuing eastbound on Massachusetts Avenue, gradeseparated from the main surface grade separation. This l e f t turn direct
connection would provide southbound left-turn capacity l e v e l almost double
that of the "ultimate" at-grade channelization intersection discussed i n
Phase 2 .
1,500
This l e f t turning lane's capacity i s estimated at approximately
vehicles per hour, the limiting capacity for any l e f t turn direct
connection. This connection has been designed i n such a way as to provide
adequate turning r a d i i for 8§-foot wide buses. Though intended for 1-lane
operation, the roadway i s approximately 20 feet i n width providing
space for disabled vehicles and s t i l l allowing one lane of t r a f f i c to proceed.
�The capacity analysis indicates that provision only of this l e f t
turn direct connection would not be economically feasible.
While removal
of up to 1,500 turning vehicles from the surface north-south flow would
permit greater through volumes i n somewhat less green time, thus giving
Massachusetts Avenue needed additional green time, the cost would be
prohibitive relative to the volume increase gained.
b.
F u l l grade separation except for southbound l e f t turn movement
Figure |f shows Massachusetts Avenue depressed beneath Wisconsin
Avenue. Here the l e f t turn movements would be made at Garfield Street for
t r a f f i c moving southbound on Wisconsin Avenue desiring to go eastbound on
Massachusetts Avenue. Actually, the channelized at-grade.intersection at
Wisconsin Avenue and Garfield Street would be very similar i n design and
signalization to that proposed e a r l i e r i n Phase 2 , s t i l l being designed
primarily to handle the major l e f t turning movements east onto Gar.field
Street from southbound Wisconsin Avenue. Capacities per hour of a l l major
movements would be greatly increased, however, due to no further need to
allow for the major Massachusetts Avenue flow. Previously, on t h i s
account, Garfield was given far more time than i t needed. Left turn
movements from the northbound Wisconsin Avenue t r a f f i c flow would be
accommodated v i a the Massachusetts Avenue frontage ramp. Also, 2-way
t r a f f i c would be maintained on Garfield Street, but Garfield Street would
be blocked a t i t s intersection with Massachusetts preventing through t r a f f i c
on Garfield.
�e.
F u l l grade separation of a l l major Movements
The f u l l separation for the Massachusetts Avenue - Wisconsin Avenue
intersection i s shown i n figure Y & .
*for a 3-level structure.
F u l l separation in t h i s case c a l l s .
Massachusetts Avenue would be depressed beneath
Wisconsin Avenue while a southbound l e f t turn direct connection would also
be provided, separated from both..
In t h i s design the predominant l e f t
turn movement for southbound Wisconsin Avenue t r a f f i c desiring to go
eastbound would again be accommodated by a 20-foot wide, single lane direct
connection with Massachusetts Avenue*
T r a f f i c desiring to turn l e f t from
the northbound Wisconsin Avenue t r a f f i c to westbound on Massachusetts would
be required to use either the left-turn lane\at Garfield Street or to proceed
to Macomb Street where a l e f t turn i s permitted.
Garfield Street in this
case would be one way eastbound east of Wisconsin to Massachusetts Avenue
and two way west of Wisconsin.
Figure
i s a rendering which shows i n p i c t o r i a l detail this
proposed geometric design atthe intersection of Massachusetts and Wisconsin
Avenues.
This i s the ultimate geometric design that could be developed
for the Wisconsin and Massachusetts Avenue intersection without acquisition
of additional right-of-way, involving large expenditures, to the west and
east of t h i s intersection, steps not contemplated within the scope of this
study.
Development of this type would not be adaptable to a stage construetion
sequence*
�«2.
Q Street major channelization
In order to improve the Q Street crossing to any measurable degree,
i t was necessary to eliminate two-way operation through the "dog-leg" providing a more direct connection for the east-west crossing t r a f f i c .
Several
proposed plans were investigated, but no solution could be found which did
not involve the taking of property. Figure jtf" shows the f i n a l plan that
was adopted. In this case the gasoline service station on the east side
of Wisconsin Avenue between Q Street south and Q Street north had to be
acquired.
in figure
As shown i n the figure, and also by the p i c t o r i a l rendering
, t r a f f i c proceeding westerly on Q Street was provided with
two new lanes, one for through t r a f f i c and one primarily for right turns.
Traffic moving easterly was provided with two lanes one of which was
u t i l i z e d as a l e f t turning lane.
The former east leg of Q Street was pro-
vided with a channelization i n order to separate the eastbound t r a f f i c from
westbound t r a f f i c turning l e f t into Wisconsin Avenue,
This i s by no means an "ideal" solution.
I t i s a compromise between
the preestablished requirement that no land be taken and the urgent need to
eliminate an isolated bottleneck.
Much more effective plans could be provided
i f additional land could be taken. While Q Street i s the ntsjor dog-leg
crossing, similar improvements at other "dog-legs" would be valuable.
�3.
Street widening—
a. North of Garfield Street
Widening i s , of course, an obvious means of providing increased
capacity. Table %L l i s t s the many possible width and lane combinations
possible, within the existing right-of-way limits north of Calvert
Street, as well as the bylane and t o t a l volumes per hour of green
which each arrangement w i l l provide. These volumes are taken from
the capacity chart, appendix | • °
Unless parking i s to be reestablished, requiring an addition
15 feet minimum per side to prevent reduction i n capacity, there i s
l i t t l e value i n widening to provide capacity greater than that of the
major intersections on the route.
The ultimate Improvement of the controlling intersection, WisconsinMassachusetts Avenue, i s limited to 60,000 ADT, or 3,600 vehicles per
hour i n the heavy direction.
Since usage of the street i s reasonably
constant throughout the street north of Massachusetts Avenue, there i s
l i t t l e to be gained by providing a through street capacity higher than
t h i s 3,600 vehicles per hour. Assuming about 60 percent green time at
the more minor unchannelized intersections, and a 60-4o directional
distribution of t r a f f i c , t h i s i s equivalent to 6,000 vehicles per hour of
green i n the heavy direction and 4,000 i n the opposing direction. The
volume values i n table £L indicate that a 4-3 reversible operation of
11-foot lanes i n 77 feet curb-to-curb width would approximate these
volumes (6,200 v.p.h.g. and 4,250 v.p.h.g., respectively).
For desirable
f l e x i b i l i t y of operation, a 4-3 arrangement of 12-foot lanes i n 84 feet
t o t a l width would be superior (6,950 v.p.h.g. and 4,800 v.p.h.g., respectively).
�As before, provision of bus bays at bus stops on the 84-foot street
would require a t l e a s t eight feet of additional width, making a maximum
curb-to-curb width of 100 feet.
This would s t i l l allow adequate side-
walk space within the existing right-of-way, except at one or two
constricted points where the sidewalk would have to be on private land.
However, any basic curb-to-curb width greater than about 92 feet would
seriously r e s t r i c t sidewalk widths where bus bays were provided.
An 8-lane balanced flow f a c i l i t y (four 11-foot lanes i n each
direction) would carry 6,200 vehicles per hour o f green i n each direction
i n an 88-foot width, but would r e s t r i c t the heavy flow somewhat due to
narrower lanes.
Bus bays could s t i l l be provided.
While the unbalanced operation of seven 12-foot lanes i n an 84-foot
street width provides the most e f f i c i e n t undivided operation, such an
arrangement does not lend I t s e l f to provision of midstreet pedestrian
refuges.
This subject i s discussed i n d e t a i l i n section 4, "Median
Dividers."
Therefore, of the undivided f a d l t i e s which have been d i s -
cussed, the 8-lane operation of an 88-foot width must be recommended as most
practical.
b.
South of Garfield Street
In the Georgetown area, widening i s s t r i c t l y limited .by the right-ofway available.
to
From M Street to the curve just south of N Street, widening
60 feet or s l i g h t l y more can be provided to permit a 6-lane operation,
i f more width were needed to counteract the necessarily short green times at
t h i s 3-phase signal.
�From N Street to Reservoir Road, no widening i s feasible beyond
that to 44 feet accomplished i n phase 2 , to handle 2,300 v.p.h.g. since
extremely narrow sidewalks would result a t some points.
From Reservoir
Road to 3^th Street, 2 feet of widening can be provided on each side
beyond the basic 44 feet, to give the 48 feet curb-to-curb needed for
12-foot lanes.
This would help to absorb the additional volume received
from 33rd Street, providing for 2,650 v.p.h.g.
From 34th Street to Calvert Street, widening to 60 feet w i l l be
necessary to permit a 3-2 reversible operation similar to that originally
adopted but more f l e x i b l e due to wider lanes, providing for 4,800 v.p.h.g.
i n the heavier direction.
North of Calvert Street to Garfield Street, widening to 72 feet
would be desirable to permit s i x 12-foot lanes.
Further widening
would be f u t i l e due to limitations south of Calvert,
c.
Intersecting streets
Widening a t intersecting streets, at least on t h e i r approaches,
w i l l be necessary as volumes begin to tax both the available width and
the available side street green time. From a right-of-way standpoint,
t h i s w i l l present no major problem since the present 30-foot streets are on
right-of-ways of 60 feet (for the lesser streets) and 90 feet for the major
streets.
�U.
Provision of median divider
The available right-of-way width w i l l permit i n s t a l l a t i o n of
median dividers between Calvert Street and Western Avenue. The main
advantage of a nontraversable median divider i s that i t smooths the flow
i n the l e f t lane of t r a f f i c moving i n a given direction.
Studies made i n
connection with this project indicate that removal of t h i s marginal
f r i c t i o n w i l l increase the left-lane volume by about 700 vehicles per
hour of green, provided that l e f t turns can be handled i n a separate
turn lane wherever they are permitted.
Another advantage, on wide streets, i s that the median serves as
a pedestrian refuge i n the center of the street.
With curb-to-curb
widths of 80 to 100 feet or more, t h i s becomes an important consideration.
The average pedestrian w i l l take about 30 seconds to cross a
90-foot street.
That i s , he w i l l be hard-pressed to cross the street
on the side street green time, even i f he steps o f f the curb immediately
when the signal changes to green.
I f through medians are not provided on streets over 80 feet wide,
pedestrian islands at intersections may well be necessary. I f so,
reversible-lane operation w i l l be d i f f i c u l t and probably not feasible.
A major disadvantage, i n the eyes of businessmen along the street,
i s that left-turn entrances to and exits from their businesses become
impossible. Before a median i s constructed, t h i s matter should be caref u l l y considered by a l l concerned.
successful on a r t e r i a l streets.
I n some c i t i e s , medians have been f u l l y
I n others, pressure by businessmen has
soon forced cutting of the median at several places, defeating the median's
purpose. I n at least one case, the median was removed entirely within five
years.
-
g*^-
�Another disadvantage of any median divider i s that i t s presence
makes reversible-flow operation impractical, i f not impossible. A balanced
number of lanes i n the two directions therefore w i l l exist at a l l times.
As a result, even i f only a narrow barrier-type median i s used, the gain
of 700 v.p.h.g. i n the heavy-flow direction i s n u l l i f i e d by the wasted
width occupied by the unnecessary extra lane i n the light direction.
Where narrow barrier medians are used, widening must be provided
at every intersection where turns are permitted, to provide turn storage
lanes. Assuming a 4-foot median, the basic curb-to-curb width w i l l be
92 feet, to accommodate eight 11-foot lanes, and 103 feet at major
intersections.
Bus bays can be provided i f they were located i n midblock.
I f a wider median i s used (possibly 16 feet, to allow space for
12-foot turning "slots" plus 4 feet median width alongside), then within
the available right-of-way, eight 11-foot lanes could be provided i n an
outer curb-to-curb width of 104 feet.
sidewalks, and no bus bays.
This would permit only 8-foot
The volume handled on the four 11-foot
lanes i n either case, allowing for the 700 v.p.h.g. left-lane increase
provided by the median and not considering bus bays, would just equal
that provided by the four 12-foot lanes i n the 4-3 reversible plan which
took only 84 feet curb-to-curb width except at major intersections. This
capacity, 6,900 vehicles per hour of green, would again be sufficient to
load the controlling intersections, so the design would be acceptable,
but more expensive, from a capacity standpoint. The 4-3 reversible plan
with bus bays would be superior to this plan from s t r i c t l y a vehicular
standpoint.
�In short, a physical median barrier creates smoother and safer
vehicle operation, increases capacity of the inner lanes, and promotes
pedestrian safety. On the negative side, i t produces r e l a t i v e l y inefficient
use of the available width by usurping space that otherwise would be
available for moving t r a f f i c , and by requiring provision for balanced
heavy flow t r a f f i c even though i n actuality the heavy flow normally w i l l
be i n only one direction at any one peak period.
I t also p a r t i a l l y limits
access to fronting businesses along the street.
,
Ultimate divided operation i s considered desirable. Therefore, i t i s
recommended that the narrow median plan be adopted. However, i t i s f e l t that
l o c a l interests should be made f u l l y aware of the pros and cons of the
matter, and that they should have a substantial vote i n the f i n a l decision.
5.
Pedestrian f a c i l i t i e s at major department store at Wisconsin and
Albemarle Streets
As mentioned e a r l i e r , a pedestrian problem exists at the large
department store at Wisconsin and Albemarle Streets, because the store's
primary parking garage i s located across Wisconsin Avenue from the store
itself.
When Wisconsin Avenue i s widened, accommodation of the heavy peakperiod pedestrian volumes at grade w i l l produce intolerable delay to
Wisconsin Avenue t r a f f i c .
Even i f a center median or island i s provided,
pedestrians w i l l rebel at waiting through two cycles to cross the entire
street, and w i l l create dangerous jaywalking conditions.
I t i s recommended
that a pedestrian overpass or underpass be constructed at t h i s location,
preferably from building to building, with connections to the sidewalks also.
�6.
Grade separation at Tenley Circle
Figure \{? shows a grade separation that was considered for Tenley
Circle.
Tenley Circle would be provided with an overpass having four
12-foot lanes of t r a f f i c with a practical capacity of 1,500 vehicles
per hour per lane, i n addition to frontage roads 23 feet wide on both
sides.
An overpass was selected because of topography at the proposed
s i t e , which makes an underpass not feasible.
I t should be noted that, as
i n the at-grade channelization, Fort Drive would be dead ended into a
cul-de-sac, i n order to avoid small-angle conflicts with a minor flow,
too low i n volume to j u s t i f y geometric design changes that would allow
a 90 degree junction with Nebraska Avenue. Figure
shows a p i c t o r i a l
rendering of t h i s proposed overpass at Tenley C i r c l e .
As further investigation was made at t h i s location, however, i t
was discovered that a major at-grade Improvement could accomplish almost
the same t r a f f i c increase, handling 57,000 ADT rather than the 60,000 ADT
of the separation structure.
This improvement, shown i n figure |% , would
consist basically of eight 11-foot through lanes. Further widening would
be d i f f i c u l t due to right-of--way constrictions at this point.
Such an improvement would be adequate for Wisconsin Avenue t r a f f i c ,
except that through t r a f f i c would be subject to some stops unless progression
was perfect. However, whereas the at-grade plan would require substantial
widening of the Nebraska Avenue approaches and modification of Tenley
Circle i t s e l f to handle Nebraska Avenue t r a f f i c i n the available green time,
the separation plan would leave the intersecting streets r e l a t i v e l y unchanged.
Nebraska Avenue would then have "100 percent green time."
- 71 -
�I t i s concluded that grade separation i s of doubtful f e a s i b i l i t y
here, where a l l of the following three conditions exists
( l ) construction
must be limited to a right-of-way width of less than about 125 feet; ( 2 )
l e f t turns are not a problem (that I s 3-phase signal operation i s not
needed); and, ( 3 ) a t least 50 percent green time can be given to the
flow under consideration. Under these conditions, an at-grade intersection can be designed within the available right-of-way which w i l l
handle volumes approximately equal to those provided by a separation
structure a t the same location. However, the separation w i l l provide
higher t r a v e l speed through the section unless perfect progression can
be developed, since i t w i l l permit nonstop operation through the area
on the main street.
Similarly, i t w i l l eliminate signal delay to the
cross t r a f f i c , permitting more e f f i c i e n t operation of that street.
- fx-
�7.
Ultimate volume level obtained—phase 3
The controlling feature for upper Wisconsin Avenue, the MassachusettsWisconsin interchange, w i l l carry 6,000 vehicles i n the peak hour,
t o t a l for both directions, or 60,000 ADT, (again on the theoretical
assumption that Massachusetts Avenue can handle the volumes fed to i t ) .
A l l other points w i l l be brought to a t least t h i s capacity l e v e l .
While the objective of the study was simply to determine this
ultimate feasible capacity figure, without relation to particular anticipated
volumes i n any future year, i t i s interesting to note that the predicted
1980
ADT i s about 58,000.
That i s , the proposed f a c i l i t y w i l l handle the
1980 expected volumes.
I n lower Georgetown, i f at least 50 percent of the green time can be "
given to Wisconsin Avenue,an ADT of 20,000 can be accommodated, while i n
upper Georgetown, with a 3-2 reversible flow, 37,000 ADT could be handled.
�Economic analysis
The improvements proposed for Wisconsin Avenue w i l l materially
increase the capacity of t h i s main artery and alleviate much of the existing
congestion. The question now asked i s whether these improvements represent
a sound investment. W i l l the r e l i e f from congestion costs to road users
repay the costs for the improvement?
An answer to t h i s question w i l l he
approached by comparisons of the proposed step-by-step improvements with
the situation assumed to be existing at the time of proposed change.
Traffic
for these different points-in-time comparisons w i l l be assumed to be the
chart capacity of the assumed basic situation, obtained from
.
For the purposes of t h i s analysis, only the 2.6-mile section from Massachusetts
Avenue north to Western Avenue w i l l be considered as t h i s section must handle
the largest volumes and w i l l also be the most costly to improve. The economic
comparisons are as follows:
1.
The basic Wisconsin Avenue as now existing but with streetcars r e -
moved and the other r e l a t i v e l y "little-or-no-cost" proposed Improvements i n
use (as explained i n Section VT-D.), w i l l be compared with Wisconsin Avenue
with the proposed new signal!zation system i n place, and with same improvements a t certain intersections, including the proposed Massachusetts Avenue
at-grade improvement.
2. At same point-in-time, the at-grade intersection at Massachusetts
Avenue w i l l become overloaded. This w i l l have the effect of limiting the
capacity of the entire avenue northward from t h i s point. An analysis w i l l
be made comparing t h i s condition with the proposed "ultimate" grade separat i o n at the Massachusetts Avenue intersection.
�The chart capacity of the assumed basic condition i s usenVas the t r a f f i c
volume i n each comparison because the system i s beginning to break down a t
this capacity.
The chart capacity i s about halfway between practical and
possible capacity and i s indicative of a situation that requires improvement.
The street i s considered to be congested enough that t r a f f i c i s no longer free
flowing, but i t i s s t i l l capable of handling the expected t r a f f i c increase
u n t i l the proposed improvements can be planned and constructed.
I f the
Improvements pay for themselves at this time, they w i l l be even more worthwhile
when t r a f f i c increases beyond this point.
I t i s assumed that such improvements
would not be constructed u n t i l t r a f f i c volumes reached this capacity.
Comparison No. 1
The capacity of Wisconsin Avenue after the little-or-no-cost improvements have been put into effect, has been determined to be about 30,000 ADT.
This i s based on the assumption that the peak-hour flow i s 10 percent of the
ADT, with a 60-40 directional s p l i t .
At present, the average vehicle i s found to make 2.7 stops per mile i n
this section, with an average delay of about 21 seconds per mile.
Itis
reasonable to assume that the no-cost improvements should improve this situation.
Both stops and delay time are assumed to be cut one-fourth, to 2.0 stops and
16 seconds delay per mile by these improvements. The average speed i s estimated
to be 2$ miles per hour.
- t.r-
�The proposed signalization and spot improvements w i l l not help the
24-hour situation i n any great degree, but w i l l very materially aid t r a f f i c
during peak-hour periods. The average speed should be increased to 30 mph.
The expected number of stops was obtained through examination of the scheme
for progression. I t i s estimated there w i l l be l.li. stops per mile. Delay
time i s estimated as one-half of the red time for Wisconsin Avenue, or about
13 seconds per stop. The t o t a l cost of these improvements i s estimated to be
$573,000, or $220,400 per mile.
The economic comparison i s based on data obtained from the AASHO
informational report, "Road User Benefit Analyses for Highway Improvements."
Figure 1 of the report w i l l be used to compute operating costs and figure 21
to compute the cost of stops. Tabulated costs are increased 20 percent to
account for higher costs since the report was published.
Operating Costs Per Mile
11
As i s "
Operating Cost
25 m.p.h. restricted
Stops
2.0 x 1.2
//mi.
10.2
2.4
Improved
//mi.
30 m.p.h. normal P.7
1.4 x 1.22
1.7
Cost per mile
12.6^
10.4/
xl.2
Unadjusted Total
xl.2
l£.l/<
12.5/
Savings per vehicle mile
2.6/
Annual savings at 30,000 ADT = $2P5,000/mile
This saving would be enough to pay for the capital investment i n one
year.
Since t r a f f i c i s expected to double i n the next 20 years, the expend-
ture i s plainly worthwhile.
�Comparison No. 2
I t has been shown that the at-grade intersection of Massachusetts and
Wisconsin Avenues vrould break down when volumes approached lf.0,000 ADT. At
this volume, the signal progression would not work properly at the intersection
and congestion and delay would result.
This i s the point-in-time at which a
grade separation should be considered for Massachusetts Ave.
I t i s assumed that vehicles w i l l be required to make one extra stop
i n the entire section (or O.h stops per mile) under these conditions i n addition to the expected l.U stops when the progression worked perfectly throughout.
The length of stops w i l l also increase somewhat due to a longer delay at
Massachusetts Avenue. For t h i s study, the delay w i l l be increased to 20 seconds
per stop, since much of the t r a f f i c w i l l be stopped at Massachusetts Avenue for
more than one cycle length. Travel w i l l be assumed to be restricted throughout,
and average running speed should decrease to 2$ mph because of the effects of
the one intersection.
Under the basic condition, then, i t i s assumed vehicles
w i l l travel i n a restricted condition at a running speed of 2$ mph, and make
1.8 stops per mile with a delay of 20 seconds at each stop.
The proposed improvement for t h i s analysis w i l l consist of the grade
separation at Massachusetts Avenue, plus widening to 88 feet throughout and
the required bus bays.
I t i s considered reasonable to apportion the cost of
the separation to the entire 2.6-mile section since the capacity limitations at
Massachusetts Avenue affect the whole system to the north. The total cost of
the improvement i s estimated to be about $6,U7U,000, or a cost of $2,1*90,000
per mile. Free operation at 30 mph may be expected and, as i n Comparison No. 1,
l.U stops per mile with a delay of 13 seconds per stop w i l l be assumed.
-97-
�Operating Costs Per Mile
"As I s "
Operating Cost
Stops
25 mph restricted
//mi.
Or. Separation
10.2
30 mph free
8.3
2.U
l.U x 1.22
1.7
.1.8 x 1.35
//mi.
Unadjusted t o t a l
12.6/
xl.2
10.0/
xl.2
Cost per mile
15.1/
12.0/
Savings per vehicle mile
3.1/
Annual savings at U0,000 ADT • $U52,600
=
I f the t r a f f i c remained constant at U0,000 ADT, i t would require only
7 years to pay for t h i s investment at 5 percent interest.
I f we assume an
improvement l i f e of 20 years, this would be equivalent to a benefit cost ratio
of about 2.3.
Since the t r a f f i c volumes would not remain at this l e v e l but
increase, the actual benefit ratio would be much higher.
I t i s realized that the actual benefits obtained from these improvemets
would very l i k e l y be numerically quite different from the benefit values
arrived at i n t h i s report due to the many assumptions that had to be made.
This analysis does serve to show that there w i l l be definite benefit i n making
the proposed improvements, although the actual scale of benefit may be somewhat
different.
x
�72 r
± *
- Application of Police Power and Planning Controls
Millions of dollars have been spent over the years i n the development
of urban a r t e r i a l street systems.
Unfortunately, the u t i l i t y , safety, and
traffic-carrying capability of these f a c i l i t i e s generally deteriorate' as
the c i t y grows up around them. The factors which contribute to this deterioration are internal — t r a f f i c on the street — and external —
expansion
and construction of residential, commercial, and other land uses near the
arterial.
I n addition to the general increase i n volume of a l l t r a f f i c , urban
growth aggravates the problems caused by different classes of t r a f f i c
using the a r t e r i a l for conflicting purposes. By i t s very nature an a r t e r i a l
street i s supposed to f a c i l i t a t e r e l a t i v e l y long t r i p s by through t r a f f i c
at higher speeds than would be possible on a lesser c i t y street. However,
as nearby land develops, there i s an increasing proportion of local
t r a f f i c on the a r t e r i a l .
This t r a f f i c consists of mass transit and private
vehicles bringing people to and from the abutting residences and businesses, the pedestrians which these people become when they leave their
vehicles, and delivery trucks servicing these roadside uses.
Once the
a r t e r i a l i s used for these local purposes, there i s also the problem of
automobiles and delivery trucks parked at the curb.
Probably the-main external factor i n a r t e r i a l deterioration i s the
location of major traffic-generating uses immediately adjacent to the
- it-
�a r t e r i a l without adequate access arrangements. Shopping centers with access
along the entire frontage or with too many curb cuts; closely spaced r e s i dential driveways; inadequate loading f a c i l i t i e s for businesses; narrow
commercial driveways which cause entering cars to back up t r a f f i c on the
a r t e r i a l ; and parking lots so located that pedestrians have to cross the
. a r t e r i a l to get to their destination — are some of the examples which are,
a l l too familiar i n every metropolitan area.
Thus the a r t e r i a l , which was primarily meant to serve highway users,
i s used to provide land service to local needs as well.
I t i s not surprising
that i n trying to serve these two conflicting functions the a r t e r i a l does
not serve either one very well.
The through t r a f f i c and the local t r a f f i c
interfere with each other and the result i s an inefficient f a c i l i t y which
does not adequately meet the needs of the highway users, the abutting
landowners or, as a result, the taxpayers i n general.
Wisconsin Avenue i s a good example of an a r t e r i a l which has suffered
from being used for conflicting purposes. A l l the manifestations of
f I'
'
deterioration mentioned above are present to some degree on t h i s street.
The object of t h i s chapter i s to explore ways i n which police power
regulations, access control provisions, and land use and planning controls
can be used to help solve t h i s a r t e r i a l problem. Suggestions are made
for applying these measures to the internal and external causes of deterl»
oration i n an effort to halt i t , and to develop the maximum effectiveness
of existing a r t e r i a l streets such as Wisconsin Avenue.
, We have t r i e d to indicate how each measure could be extended t o
i t s legal l i m i t s .
However, i t must be borne i n mind that there are often
-Ice-
�practical limitations which might preclude adopting regulations even though
they are .
• Justifiable.
These practical limits are pointed out i n
the situations where they are most significant.
< This urban a r t e r i a l serves transit vehicles, trucks, automobiles,
pedestrians, and abutting commercial development. Wisconsin Avenue
at Calvert Street, Washington, D. C. A l l photographs by Bureau of
Public Roads Photo Laboratory,
-ich
�Regulatory and Access Control Provision!
Developing Freeway Characteristics
The three distinctive features which contribute to the high capacity
of freeways are:
( l ) divided roadways; (2) controlled access; and
(3) grade separated intersections.
Although i t would be economically impossible to convert a l l crowded
urban a r t e r i a l streets to freeways, some of the benefits of the three
characteristics mentioned above can be obtained through exercise of three
police power devices, namely, restriction of l e f t turns, closure of driveways, and barricading of cross streets.
Measures which would require use of
the power of eminent domain are beyond the scope of the Wisconsin Avenue
1
study and were not considered.
Each of the proposed devices i s treated
separately below.
Restriction of Mid-Block Left Turns
The physically divided roadways on a freeway increase capacity by
eliminating f r i c t i o n between opposing lanes of t r a f f i c .
On an a r t e r i a l
street t h i s f r i c t i o n between opposing lanes can be reduced by allowing
l e f t turns only at intersections, where they can be e f f i c i e n t l y controlled.
This r e s t r i c t i o n can be accomplished either by constructing a median strip
l/
This i s a condensed version. A f u l l treatment of the material
i n t h i s section, with pertinent references, i s i n the appendix.
�on the a r t e r i a l or by merely prohibiting l e f t turns without changing the
physical roadway.
Here the off-street parking f a c i l i t y for a large store i s located
across the street from the store. Left turn interference i s aggravated
by the many pedestrians crossing the street and the street car platform
near the garage entrance. Wisconsin Avenue near River Road,
Washington, D. C.
This restriction promotes public safety and convenience and, as a v a l i d
exercise of the police power, does not require compensation to abutting landowners even though they might suffer considerable loss of business.
The
engineering portion of t h i s study points out that l e f t turning vehicles
cause a good deal of interference at several driveways on Wisconsin Avenue.
�Left turns into several D. C. driveways have been prohibited with satisfactory results and i t seems that application of t h i s r e s t r i c t i o n on Wisconsin
Avenue would be beneficial.
Closing Driveways
Some of the advantages of controlled access can be achieved by closing
r
driveways which cause a great deal of interference with t r a f f i c flow on the
a r t e r i a l street.
Closing a driveway which i s the only means of access to a
piece of property would almost destroy the value of the l o t and would be as
expensive as buying the l o t outright.
I f adequate access to other streets
remained, however, the damage to the l o t would be correspondingly l e s s and the
closure could probably be accomplished under the police power without compensating the owner of the l o t . This device would therefore be most applicable
to properties which have access to the a r t e r i a l and to other streets.
At t h i s busy intersection there are three service stations with driveways
on both the a r t e r i a l and the cross street. Wisconsin Avenue at Q Street,
Washington, D. C.
�When closure i s attempted under the police power, i t w i l l he
necessary to demonstrate, i n case the affected landowner goes to court,
that the loss to the landowner i s not unreasonable when compared with the
resultant benefit to the public. I f the loss i s unreasonable, the closure
w i l l not be allowed under the police power and compensation w i l l be
required.
This element of f l e x i b i l i t y , where the exercise of the police
power i s limited, not by a set mechanical rule but by the relative interests
of the public and the landowner, permits maximum use of regulatory measures
to increase highway effectiveness and also protects the abutting landowners.
There i s another view taken by many courts, that i f a l l access to
one abutting street i s closed, the owner must be compensated regardless of
the existence or adequacy of remaining driveways.
There i s one kO year old •
case i n the District of Columbia i n which the court applied t h i s l a t t e r
A.
rule to the attempted closing of one driveway to a corner gas station.
The whole picture of urban transportation has changed greatly i n the past
kO years, however, and i t does not seem unlikely that this decision would
be overruled i f the advantages of effecting such closures under the police
power were pointed out to the court.
Along Wisconsin Avenue there are several corner businesses, such as
gas stations and parking l o t s , which contribute to the congestion on the
street.
This police power closure device, i f the D. C. courts were to adopt
the proposed rule, could be used to counteract this particular cause of
congestion on Wisconsin Avenue.
-•/as-
•
�Barricading Cross Streets
.
The t h i r d freeway characteristic mentioned above i s separation of
grades at intersections. The advantages of grade separation can be gained
at certain intersections by barricading the cross street and, i n effect,
eliminating the intersection. A variation of this which would be sufficient
at many cross streets would be to eliminate cross movements and l e f t turns,
but to allow right turns. Both these restrictions could be accomplished
either by building physical barriers or by putting up appropriate signs.
Although there are no cases or statutes covering the mere barricading
of one end of a street, i t i s well established that c i t i e s have the power
to vacate streets or portions of streets, and t h i s includes the power to
barricade.
The Commissioners of the District of Columbia have been
specifically given the power?/ to close any street or highway which becomes
2/
D. C. Code 1951, §7-401.
useless or unnecessary. The abutters on the terminated street are no more
adversely affected by the closure than they would be i f the street had been
designated one-way and, therefore, they should not be entitled to compensation.
The engineering portion of t h i s study proposes that 40th Street be
barricaded and that l e f t turns be prohibited at several cross streets on
Wisconsin Avenue. Prohibiting the l e f t turns into cross streets amounts to
the blocking or barricading of these streets to some of the Avenue t r a f f i c
and i s v a l i d as a lesser application of t h i s same police power measure.
�Rush Hour Freeways
A l l three of the above propocals, of course, w i l l not be useful i n
a l l situations, but by adapting and combining variations of the proposals,
and of the principles which gave r i s e to the proposals, freeway characteri s t i c s can be developed to some extent on most existing a r t e r i a l s .
An example of such variation would be the Institution of a l l three
proposed regulations — l e f t turn restriction, driveway closure, and
street barricading — for the rush hours only. The resulting "rush hour
freeway" would best provide the t r a f f i c service to highway users when
1
their needs were greatest without unduly sacrificing the a r t e r i a l s other
function of providing land service for local t r a f f i c and abutting owners.
Except for the few hours a day when the a r t e r i a l would be subject to these
freeway restrictions, abutting landowners would have a l l the conveniences
of being on a conventional c i t y street.
Other Police Power Reguatory Measures
Many different t r a f f i c control schemes, i n addition to those analyzed
above, have been devised by the great number of agencies and people concerned with administration of streets and highways. An extensive search was
made to discover and gather together a l l schemes which might be implemented
under the police power and which could help increase the u t i l i z a t i o n of
capacity of urban a r t e r i a l streets.
No substantive evaluations of the
schemes were attempted and the compilation i s useful mainly as a check
l i s t , of possible remedial measures. The l i s t includes, among other things,
-in-
�reservation of lanes or whole a r t e r i a l
for transit use, pedestrian crossings
i n the middle of the block, bus stops i n the middle of the block, right
turns against red lights at selected intersections, truck deliveries during
off-peak hours only, and restriction of t a x i cruising and loading. The
complete l i s t , with explanatory material, i s i n the appendix.
�Planning Controls
Many land use and planning control measures were thoroughly analyzed
to determine how they could he developed and used to protect and increase
the effectiveness of existing urban a r t e r i a l streets. After investigation
several measures, including subdivision regulations, conditional use access
permits, r e s t r i c t i v e covenants, easements, development rights, and some
regulations for control of development were eliminated as not helpful i n
treating t h i s particular problem. The control techniques which seem to be
p o s s i b i l i t i e s for application to Wisconsin Avenue and to similar a r t e r i a l s
are the police powers of zoning, control of development, and the o f f i c i a l
map. Urban renewal procedures and the law of nuisance are also helpful.
Zoning
This section of zoning i s primarily devoted to exploring and
developing the relationship between zoning and the a r t e r i a l system and to
indicating ways i n which zoning can be used to promote the degree of
u t i l i z a t i o n of an existing a r t e r i a l street. This analysis has been applied
to three general areas of zoning where the opportunity for significant
improvement seems greatest:
( l ) provision of adequate parking for new
structures; (2) achievement of better use of existing street pavements;
and (3) development of a balance between land use and transportation. ,
A proposal for providing off-street parking and loading f a c i l i t i e s
should be made to offset the recommended restriction of curb parking and
�loading.
Such a parking program, to be of maximum effectiveness, would
c a l l for extensive use of zoning powers. Scne or a l l of the following
could be encouraged:
1.
Development of adequate parking f a c i l i t i e s for existing
buildings of high residual value;
2.
Provision for adequate parking for a l l new or substantially
altered buildings;
3.
Prohibition or authorization of the establishment of parking
accommodations as a separate property use either i n a parking
d i s t r i c t or zone, or i n some other authorized d i s t r i c t or
zone;
k*
Establishment of entire d i s t r i c t s adjacent to commercial
areas dedicated to parking or to a combination of parking
and residential uses;
5.
Regulation of parking areas i n commercial or industrial zones
which abut residential property;
6.
Adoption of transitional zones, strips of land where parking
uses are permitted, i n residential zones along and within a
specified distance from the zone boundaries;
7.
Development of a program providing special incentives (a) for
creation of off-street parking f a c i l i t i e s to replace curb
parking spaces, and (b) for disposing of obsolete structures
with parking inadequacies that cannot be remedied.
r-llf-
�Each of these could help solve a significant problem prevailing along the
Wisconsin Avenue a r t e r i a l .
Even though a more effective parking program
could be adopted under broadened authority, the better approach might be
to develop a plan of action going to the limit of existing authority.
This action program could then, even while i t i s getting results, be evaluated and used along with other studies to determine the need for new
legislation.
Should such need exist, the same studies would be of use i n
supplying the substantive know-how for drafting effective enabling
legislation.
Achieving better use of existing street pavements can be furthered
by a number of measures i n addition to the removal of curb parking. For
example, i f the zoning regulations include adequate front yard setbacks
i n blocks terminating at key intersections of the major thoroughfare plan,
effective controls over build-up of structures on corner l o t s , provisions
for the control of the location and design of curb-cuts, restrictions
against narrow commercial or business " d i s t r i c t s " running along the
artery, and other provisions responsive to t r a f f i c needs, the t r a f f i c carrying capability of the a r t e r i a l can be both maintained and more
readily increased.
But as t h i s research makes evident, the solution to the problems
created by the congestion of motor vehicles does not l i e alone i n the
more efficient use of streets or movement of vehicles. There i s i n addition a need to equate urban land uses and the transportation, f a c i l i t i e s
that serve them. This balance can be achieved by making two of the most
-///-
�important objectives of zoning responsive to the needs of the a r t e r i a l
system. Specifically, i f the importance of achieving a degree of
s t a b i l i t y of land use and r e a l i s t i c density controls i s understood, accomplishing this balance i s furthered. A flexible land use plan i s necessary
i f the function of comprehensive planning i s to be effectively performed.
However, a degree of s t a b i l i t y i s equally necessary to provide time for
developing a street a r t e r i a l system sufficient to serve the various
zoning d i s t r i c t s with efficient and convenient movement of people and
goods. These two needs must be balanced so that both goals can be
achieved.
Control over population density can ensure the continued efficient
operation of the street and a r t e r i a l system. When large apartments are
involved instead of single family residences, this relationship becomes
even more significant.
I n addition to controlling population density, i t
i s important to control the density and location of large t r a f f i c
generators both w^Lth respect to amount and type of t r a f f i c generated.
Intelligent dispersal of t r a f f i c generators w i l l lessen congestion because
the volume of t r a f f i c the urban street must accommodate i s directly
related to the height, bulk and function of the buildings comprising the
f
community. Further, i f the character of t r a f f i c generated by the use i s
accepted as c r i t e r i a for inclusion i n , or exclusion from, the various
zoning d i s t r i c t s , these d i s t r i c t s can then be placed so as to reduce
Intermingling of various types of t r a f f i c on the same f a c i l i t y .
Zoning, i n summary, does have substantial promise as a means for
increasing the traffic-carrying capability of an urban street*
-\\S-'
Properly
�employed zoning can help achieve a d e s i r a b l e balance between ( a ) t r a f f i c
generators of a l l types and s i z e s , (b) s t r e e t c a p a c i t y f o r moving
v e h i c l e s , and ( c ) o f f - s t r e e t t e r m i n a l f a c i l i t i e s f o r standing
vehicles.
But none of these goals can be accomplished
ordinance
u n l e s s the zoning
i s administered i n a manner t h a t recognizes the problems and needs of a
highway t r a n s p o r t a t i o n system, and unless much needed r e s e a r c h i s
conducted.
•V
Urban Renewal
Most conservation and r e h a b i l i t a t i o n programs (the renewal
techniques
are defined i n the appendix) embarked upon today have not involved a
realignment of the neighborhood s t r e e t p a t t e r n .
However, some have c l o s e d
off e x i s t i n g s t r e e t s , constructed cul-de-sacs, changed a four s t r e e t
i n t e r s e c t i o n t o two 90 degree elbow turns t o obtain curved s t r e e t a l i g n ment, and made other s t r e e t improvements r e s u l t i n g i n
hood conditions.
b e t t e r neighbor-
I f the neighborhood s t r e e t p a t t e r n i s changed i n t h i s
manner t o i n c r e a s e the amenities of the neighborhood, the access c o n t r o l
p r o v i s i o n s t h a t a r e so h e l p f u l i n maintaining the t r a f f i c - c a r r y i n g
c a p a b i l i t y of an a r t e r i a l can be obtained a t the same time.
I f the
o b j e c t i v e of a i d i n g t r a n s p o r t a t i o n i s incorporated i n the conservation
and r e h a b i l i t a t i o n program, the r e s u l t w i l l be not only t o a i d the a r t e r i a l
system, but a l s o to f u r t h e r the o b j e c t i v e s of the conservation and
r e h a b i l i t a t i o n program.
To achieve t h i s goal i t i s necessary t o develop a two-way exchange
of ideas between the l o c a l and F e d e r a l administrators of the housing
and
�renewal legislation and highway o f f i c i a l s . This interchange of ideas
should provide the groundwork for a cooperative use by these authorities
of the a r t e r i a l system as a planning tool to a i d the urban renewal and
housing programs, and of the housing and renewal techniques to a i d the
t r a f f i c program.
Finally, the always desirable balance between land use and the
transportation system serving i t can be furthered i f reuse of the land i s
made to be i n balance with available transportation f a c i l i t i e s .
O f f i c i a l Map
'
The use of mapped street powers i n connection with on a r t e r i a l street
system would permit substantial savings when the f a c i l i t y i s expanded or
reconstructed. For example, strip development along the a r t e r i a l could be
limited i n a manner more s t r i c t and sure than zoning permits, since
improvements can be limited altogether or at least kept to a minimum.
Additionally, i t i s important to remember that although there are many
ways and means of controlling access to a r t e r i a l streets, each of these
methods can be furthered by using them i n connection with mapped street
powers.
(
Control of Development
With t r a f f i c f a c i l i t i e s worth millions of dollars becoming obsolete
annually, the need for an effective method of controlling roadside or
strip development has become what i s probably the most pressing problem
confronting highway o f f i c i a l s today.
A recent trend i n planning that i s especially responsive to t h i s
need i s the granting of authority for administrative control of development
»
�along existing and proposed roads and streets i n both c i t i e s and counties.
This control can be exercised by requiring that any building permit issued
for a structure along a major a r t e r i a l be approved by tbe o f f i c i a l responsible for operating and maintaining the a r t e r i a l .
The prospective character
of the development, the t r a f f i c which i t w i l l generate, the effect of
such t r a f f i c upon the existing street system, the design and frequency of
access, and the extent to which such development may impair the safety
and traffic-carrying capability of the a r t e r i a l are factors which would
be considered i n deciding whether or not the permit should be issued.
Although development control measures cannot correct existing
a r t e r i a l problems, they can be effectively used on Wisconsin Avenue, or
any a r t e r i a l , to avoid future problems. Specifically, development control
measures, incorporating the principles just outlined, can aid i n guiding
the development of major t r a f f i c generating uses that create t r a f f i c jams
at points of access.
Such control measures can be used to require
adequate access features for gasoline stations, parking l o t s , shopping
centers, and other roadside developments; and to require developers of
residential and commercial subdivisions to provide for access to the lots
if
\
adjacent to the a r t e r i a l roads from a side street rather than from the
a r t e r i a l road.
_^
To institute such control i n the District of Columbia, i t would be
J
necessary to expand the regulations to cover more than mere width and
grade requirements and to make them responsive to highway types, t r a f f i c
conditions and the present and expected development which would affect or
�be affected by the proposed driveway. With such regulations, driveway
entrances could be designed and located for the number and type of
vehicles which would use them and also to f i t i n as well as possible with
nearby roads and driveways to other l o t s .
Law of Nuisances
Many authorities have concluded that substantial interference with
safety and free passage of the highway w i l l be enjoined even though the
cause of the interference originates on privately owned land abutting the
highway. Since the essence of a roadside injunction case i s the factual
proof of the effect of the roadside use upon the traffic-carrying
capability of the highway, t h i s i s a course of action i n which the lawyer
and the t r a f f i c engineer can cooperate i n a v i t a l program. A survey of the
Wisconsin Avenue corridor was made to determine whether any of the adjacent
uses constitutes a public nuisance. I t i s not f e l t that any do at present.
On the other hand, i t i s apparent that conditions constituting a nuisance
could arise i n the future. For t h i s reason, further research on the
applicability of the law of nuisances to t r a f f i c congesting roadside uses
i s recommended.
(
USCOMM-PR-DC
�Part 5—Existing Data Available Regarding Current Conditions
T r a f f i c volume data
From the various counts available from the D i s t r i c t of Columbia
Department of Highways and T r a f f i c , daily and monthly factors were
computed. These factors are values that can be applied to any 24-hour
volume count made during any day or any month that w i l l translate this
count into an accurate estimate of the AADT. The factors were calculated
for each day of the week and for each month of the year.
Because available volume data were not on a uniform base, two
daily factors had to be developed. One factor u t i l i z e d the 5-day average
for 24-hour volume count and the other factor used the 7-day average
for a 24-hour volume count. With the a i d of these daily factors, monthly
factors were then developed. The monthly factors were calculated for a
Tuesday except for the month of November i n which case Wednesday was used.
The reason for this exception was that Tuesday t r a f f i c volume information
was not available for that particular month.
Figure
shows the average 24-hour weekday t r a f f i c volume for
each year, between 1948 and 1950*
These counts were made at a point just
north of Western Avenue and were u t i l i z e d i n calculatinga yearly factor.
Most of the 10-hour counts which were available were expanded to
3
24-hour counts. T a b l e d shows the l i s t of the 10-hour counts available
the
on Wisconsin Avenue.- Averaging/independent factors obtained for each
month, i t was found that the 10-hour volume was 63.4 percent of the 24-hour
volumes.
This value was used as the expansion factor for 10-hour counts.
�T r a f f i c flow maps showing the peak hour, a.m. and p.m.,
traffic
movements including turns, were developed for a l l Important intersections,
as shown i n appendix ^
• Similar maps were prepared for the existing
t r a f f i c flow on a 24-hour weekday basis for 1957, the latest year for which
complete data were available.
These appear i n appendix 6
•
T r a f f i c flow at the Massachusetts Avenue-Wisconsin Avenue intersection has been substantially modified since the original t r a f f i c volume
information was obtained. I n July, 1959, the l e f t turn movement from
southbound Wisconsin Avenue to eastbound Massachusetts Avenue was moved
south to Garfield Street, on which i t continues to Massachusetts Avenue.
A comparison was made between counts made on a Tuesday i n September 1958,
and on. a Tuesday i n August 1959, with corrections made for day, month,
and year. A reduction of 17.6 percent was found between the "before"
l e f t turning movement at Massachusetts and the "after" l e f t turn movement
at Garfield, as shown i n appendix ^
• This percentage change of l e f t
turn movements indicates that resistance to this change created new t r a f f i c
movements both north and south of Massachusetts Avenue, 17.6 percent of
the turning t r a f f i c redistributing i t s e l f to other routes i n order to
avoid the new maneuver. More southeast-bound t r a f f i c now turns right
from Wisconsin Avenue onto Macomb Street and Woodley Road, i n order to
avoid t h i s l e f t turn by entering the eastbound Massachusetts Avenue flow
west of Wisconsin Avenue. Other drivers apparently now proceed beyond
Garfield Street to other streets to make their l e f t turn on Massachusetts
Avenue.
�T r a f f i c accident data
A high accident rate at a certain point on a street generally
indicates a point where t r a f f i c flow i s turbulent and where corrective
measures w i l l both smooth t r a f f i c flow and Improve safety.
Therefore,
a detailed study of accident experience on Wisconsin Avenue was deemed
very desirable to detect problem locations.
I n order to represent
current conditions, only accident data for 1957 and 195^ were reviewed.
I t i s recognized that on a street section only four miles long, the data
obtained from a 2-year period are of low s t a t i s t i c a l r e l i a b i l i t y .
They
are valuable mainly i n pointing out obviously accident-prone locations,
and definite trends i n the types of accidents occurring.
A group of junior engineers spent several days at the D i s t r i c t of
Columbia Department of Highways and T r a f f i c offices, examining and recording every t r a f f i c accident report covering an accident on Wisconsin Avenue
during 1957 and 1958.
Data for intersections!, accidents were recorded
separately from midblock accidents, so that each type could be reviewed
separately as well as combined.
For the purpose of the accident data reporting, the street was
divided into four study units as follows:
Unit 1
- K Street to 34th Street
O.99 miles
Unit 2
-
0.97 miles
Unit 3
- Massachusetts Avenue to Tenley Circle
1.03 miles
Unit 4
- Tenley Circle to Western Avenue
1.27 miles
34th Street to Massachusetts Avenue
This breakdown into only four units
WW
s
essential i f meaningful rates were to be
obtained from the limited data.
-lit-
�Each accident within each of the four study units was c l a s s i f i e d by
severity, as v e h i c l e — f a t a l , pedestrian—fatal, v e h i c l e — i n j u r y , pedestrianinjury, and property damage. Injury accidents were further broken down by
persons k i l l e d , persons severely injured, and persons s l i g h t l y injured.
I n addition, the estimated, property damage i n each accident was obtained.
Intersectional accidents were studied i n more detail by means of intersection
diagrams. Each accident at an intersection was sketched by type, the severity
being indicated by means of symbols.
Within each of the four study units, accident data were reported by
t o t a l number of accidents i n each of the several severity classifications.
These results are shown i n appendix \0 • Also, within each of the four
study units, three accident rates were computed--total accident rate, f a t a l
accident rate, and injury accident rate. Appendix j | graphically shows
these results, as well as the number of accidents per year per mile I n each
unit.
Unit 1 i n Georgetown had the worst accident rate, nearly 1,400
accidents per 100 million vehicle miles. This rate improved progressively
throughout the street length to 700 accidents per 100 MVM i n Unit k.
Fatal
accident rates ranged from 0 i n Unit 2 to about 20 f a t a l accidents per 100
MVM i n Unit 1 , while injury accident rates were r e l a t i v e l y constant, averaging
270 injuries per 100 MVM.
Pedestrian accidents,which involved no f a t a l i t i e s
during the two years studied, were most serious i n Unit 1 , Georgetown,
probably mainly due to lack of streetcar platforms. However, injuries to
vehicle occupants occurred least often i n t h i s unit. A l l of the rates were
quite high i n relation to those found on the average urban a r t e r i a l , running
well over one and one-half times the average.
-14 c-
�For one f i n a l c l a s s i f i c a t i o n , the ten control sections used
throughout the study were employed, even though generally the data
for each was feared too limited for analysis*
Here the manner of
accident was reported by number i n each of the categories—rear end,
head-on, right angle, angle, sideswipe, l e f t turn and, other*
I t was f e l t that, even though probably not reliable s t a t i s t i c a l l y ,
t h i s information was more useful for background information by control
section than by the four study units. Appendix |9- shows these results
as well as the t o t a l number of accidents i n each of these control
sections.
I t should be remembered that these are numbers, not rates.
Control section 1-2, i n lower Georgetown and 6-7, between Idaho and
Van Ness, both showed serious rear end c o l l i s i o n problems, while section
5-6, between Massachusetts and Idaho, had many left-turn accidents.
Section 7-8 which included the Tenley Circle area was the worst over-all.
Head-on collisions were not a major problem anywhere, but the northernmost
section, 9-10, had many more right-angle collisions than did other sections.
The "other" category, including primarily single-vehicle accidents,
included a large number of accidents i n nearly every section.
The intersection collision diagrams were used to develop intersection accident data. Rates on a vehicle-miles basis could not be used,
of course, since these were "point" accidents involving no mileage,
rather than accidents along a route. I t was, therefore, decided t o develop
the following three rates or indices where there was available data:
�(1) Involvement rate per approach
The t o t a l number of vehicles Involved i n accidents while moving
through the intersection from the specific approach under study, per
hundred million vehicles passing through that approach.
(2) Involvement rate per intersection
The t o t a l number of vehicles involved i n accidents within a l l approaches of the intersection, per hundred million vehicles passing through
the intersection.
(3) Accident rate per intersection
The actual number of accidents i n the Intersection ( a l l approaches),
per million vehicles passing through the intersection.
The
accident rate per intersection for each intersection on the
street i s shown i n appendix /2 • I t can be seen that the "worst offenders"
are the intersections at M. N, Calvert-37th, Garfield, Massachusetts,
Ordway-Idaho, Tenley Circle (south end), Albemarle, Fessenden, and Western.
Interestingly, a l l of these, except N and Ordway-Idaho, are signalized
locations.
The involvement rate per intersection was quite consistently
about one and one-half times the accident rate. I t had been hoped to gain
useful information from the involvement rates per approach, but
unfortunately
the data were too incomplete and sample sizes were too small, producing r e sults too distorted for comparative use i n identifying problem areas.
A few specific trends were detected by examination of the intersection accident diagrams. One was quite general i n nature. This was the
problem of l e f t turns from the right side of the streetcar platforms, which
are very accident-prone. Because of differing regulations, and differing
interpretations of regulations, concerning t h i s point at various locations
throughout the c i t y , i t I s a serious problem. I t was not considered i n
detail here, however, since streetcar operation was to be eliminated so
shortly on Wisconsin Avenue. _/. * ^-
�Specifically, i n Unit 1 (Georgetown), the key problems were rear end
collisions on M Street where westbound t r a f f i c crosses Wisconsin Avenue, and
accidents of a l l types at the "dog-leg" crossings of 0 and Q Streets* I n
Unit 2 , left-turning movements from northbound Wisconsin into westbound
Calvert were potential accident-producing maneuvers. The entire
Wisconsin-Garfield-Massachusetts-Cathedral
area showed very serious accident
problems i n many categories. Beyond, i n Unit 3 , the worst intersection
problems were rear end collisions by northbound t r a f f i c at Porter Street
and Tenley C i r c l e , and generally accident-prone operation of the IdahoOrdway complex intersection. F i n a l l y , i n Unit k, right-angle collisions
at signalized intersections occurred i n f a r greater numbers than i n any
other unit, apparently indicating a greater disregard for signal indications on the outlying part of the street.
The Albemarle Street intersection
also had many left-turn accidents, while Fessenden showed generally hazardous
operation.
The over-all accident rate on Wisconsin Avenue was investigated by
hours over the 2k hours of the day.
While the accident rate i s about 500
per 100 MVM during both the morning and afternoon peaks, i t rises to
1,000
i n the midafternoon and to 2,600 at 2 a.m., and i s then quite low i n
the remaining early morning hours, from k to 8 a.m.
The accident data, l i k e the volume data, were developed primarily
for reference use and they were used as required i n determining where
problems should be "designed out" as various capacity-increase measures
were adopted.
�Wisconsin Avenue t r a f f i c signal system
The control of t r a f f i c on Wisconsin Avenue i s accomplished by
a series of interconnected, noninterconnected, and isolated fixed-time
signals.
The adjacent interconnected and noninterconnected signals
constitute what may he called a simple progressive system. This simple
progressive system i s composed of three small interconnected systems
and several noninterconnected signals located between and at the ends
of the interconnected systems. The three interconnected systems are
connected by underground cable. They extend from Albemarle Street south
to Van Ness Street, from Macomb Street south to Garfield Street, and from
Edmunds Street south to Calvert Street.
Isolated signals are located at
the intersections of Wisconsin Avenue with Western Avenue, Fessenden Street,..
R Street, Q Street and P Street.
(See
n.)
L Signal controller operation
Each interconnected system has a master controller located at one
of i t s intersections and secondary controllers at the other intersections.
The master controllers for the interconnected system act as combined master
and secondary controllers. They are located a t the Van Ness, Macomb, and
CalTTert Street intersections.
The chief functions of the master controllers
are to operate the signals at their intersections, to supervise the system
reset, and to provide other minor control features for a l l the secondary
timers.
They ^synchronize the secondary controllers on the completion of
every cycle. The controllers are driven by synchronous motors which maintain
a constant speed governed by the frequency of the power supply output.
�Each master controller I s presently equipped with one d i a l , used as a
control for offsets, cycle length and cycle Intervals.
The d i a l can be
f i t t e d with a maximum of three offsets and sixteen intervals.
I f a failure
of any type should occur to the controllers, such as a jammed relay, the
controllers are equipped to change the signals to amber flashing. The
secondary controllers are set to automatically offset their respective
t r a f f i c signals upon receiving an e l e c t r i c a l Impulse from the master
controller.
The master controllers and noninterconnected signals are
offset by manually sighting to the adjacent signalized intersections.
The zero time reference used to coordinate the signals i s taken at the
master controller on Macomb Street.
N
A l l signals operate on flashing indications during low volume
t r a f f i c hours (usually from 1 a.m. to 6 a.m.) with the exception of the
signals a t Massachusetts Avenue, M Street, and P Street.
These operate
on colors during a l l 2k hours. Future interconnection w i l l be made by a
radio-controlled system. This w i l l eliminate the need for i n s t a l l a t i o n
of interconnecting cables between the t r a f f i c signal controllers.
A l l of the signals operate on an 80-second cycle except those at
Fessenden, R, and M Streets, and special-purpose signals. The signals at
Fessenden operate on a 60-second cycle, at R Street on a 65-second cycle,
and at M Street on a 90-second cycle. The signal at M Street i s part of
the downtown Washington interconnected central control system.
The control
points are located i n the Municipal Center at C Street and Third Avenue,
S. W
.
The central control system operates on an 80-second cycle but a
synchro-master controller a t Twenty-ninth and M Streets converts the 8 0 second cycle into a 90-second cycle along M Street. The cycle length and
intervals of a l l the signals remain constant throughout the day except at
the Massachusetts Avenue intersection which has a.m. peak and p.m. peak
changes from the normal cycle length and intervals. Appendix /LL shows the
existing signal timing on Wisconsin Avenue.
h''
�Special purpose pedestrian-actuated t r a f f i c and walk signals are
located north of the Albemarle intersection. These signals serve the
people that shop at Sears and Roebuck Company and use the store parking
lot on the east side of Wisconsin Avenue. There are also pedestrianactuated t r a f f i c and walk signals north of the Rodman Street intersection.
There i s a streetcar-actuated signal at P Street for northbound streetcars
making l e f t turns into P Street and one a t Western Avenue for northbound
streetcars making right turns.
X, Limitations of the Wisconsin Avenue signal system
I t i s a generally accepted axiom that the greater the f l e x i b i l i t y ,
the better the signal system. Presently, t r a f f i c flow on Wisconsin Avenue
i s hampered by a lack of signal f l e x i b i l i t y .
I t i s to be noted that,
within the l i m i t s of the t r a f f i c signal equipment available, an excellent
job of signal control i s being performed.
�The previous description of the signal equipment indicates
that 1-dial operation, except at Massachusetts Avenue, presently i s
being used. Figure 3LO i l l u s t r a t e s the simple progressive movement that
t h i s operation provides.
One-dial operation r e s t r i c t s the street to the
use of one-cycle length and limits the system's a b i l i t y to respond to
peak and offpeak t r a f f i c volume requirements.
As indicated i n figure
,
present interconnection i s only from W Place to Albemarle Street. Since
t h i s simple progressive system, i n two areas, must r e l y on manual sight
maintenance of offsets, i t s long-term r e l i a b i l i t y i s questioned.
As
volumes fluctuate, f l e x i b i l i t y i n speed control by multiple offsets i s a
basic necessity to responsive signal control. F l e x i b i l i t y of this nature
i s the tool with which t r a f f i c operations are e f f i c i e n t l y controlled.
Of course, a uniform cycle length at each intersection must be maintained
on the street i n order to have progressive t r a f f i c signal timing.
Streetcar operations on Wisconsin Avenue presently interfere with
t r a f f i c control. The a b i l i t y of the streetcars to c a l l into play green
time now r e s t r i c t s any progressive attempts of signal control. Pedestrianactuated signals, too, must be coordinated with signal progression i n order
to prevent incessant pedestrian demands from disrupting any programmed
progressive movement.
�Existing lighting f a c i l i t i e s
Lighting on Wisconsin Avenue i s essentially of the incandescent type
varying from 2,500 to 19,000 lumens. Mercury vapor type luminaires (20,000
lumens) are used a t the intersections of Wisconsin Avenue with M Street,
Massachusetts Avenue, Nebraska Avenue, and Western Avenue. A l l others
have incandescent lighting.
Appendix
shows the various types of
standards used from K Street to the D i s t r i c t of Columbia l i n e .
and 2 standards are used from K Street to Q Street.
Types 1
Beyond Q Street the
fixtures are mounted on t r a n s i t company cable support poles, and on e l e c t r i c
power company wooden poles. An underground c i r c u i t i s used from K Street to
Q Street and beyond Q Street an overhead c i r c u i t i s used.
There i s no definite pattern as to the location and spacing of the
poles or luminaires. The most predominant spacing i s approximately 200
feet.
Height of the luminaire above the street varies from ik to 27 feet.
Generally, the poles are set 2k inches or 30 inches back from the curb.
The double luminaire (type 3) i s used quite extensively and the centerline
of t h i s luminaire i s usually 2k inches back from the curb. Most of the
single luminaires are hung on either a 2-foot or a 4-foot bracket arm, but
some 6-foot and 8-foot mast arms are used. A detailed compilation of the
lighting on Wisconsin Avenue i s shown i n appendix \G , while lighting
details of the streets crossing Wisconsin Avenue are shown i n appendix
- i x$ -
•
�The lighting f a c i l i t i e s from the intersection of Massachusetts
Avenue north to Woodley Road represent the latest improvement made on
Wisconsin Avenue. They consist of single 10,000 lumen luminaries mounted
on transit steel poles at a height of 18 feet above the surface, with no
overhang. The standards are staggered to allow one light source on alternate
sides of the street every 100 feet. Each luminaire i s located d i r e c t l y over
the street curb with no projection into the street. The width of Wisconsin
Avenue throughout t h i s section i s 60 feet. I n order to determine the
intensity of lighting for t h i s section, a representative portion at the
best lighted section was selected and computations were made to determine
(a) the average foot-candles for the area and, (b) the minimum foot-candles
at any point i n the lighted area.
shown i n
The results of these calculations are
appendix. They indicate that, whereas an a r t e r i a l street f a c i l A
i t y of t h i s type should be provided with an average lighting intensity
of 1.2 foot-candles of illumination across the entire roadway, the actual
average intensity found was only 0.6 foot-candles.
The calculations also
show that the minimum obtained was .06 foot-candles, as compared to a
desirable .30 foot-candles.
I t i s c l e a r l y evident that the l e v e l of illum-
ination i s below the recommended average.
\
�Right-of-way
Street width and right-of-way data were obtained from the D i s t r i c t
of Columbia Department of Highways and T r a f f i c .
The existing right-of-way
l i m i t s were of primary importance, since the scope of the study was basically
restricted to improvements possible within these l i m i t s .
existing buildings was contemplated.
No destruction of
However, i n just one instance, i t was
essential to recommend removal of an established business i n order to relieve
a serious intersection problem.
The basic street width, from Calvert Street through to Western Avenue,
i s 60 feet.
Below Calvert Street i n Georgetown, the street width i s nar-
rower and variable, being 55-56 feet much of the way but only 3 5 , 1*0, or U5
feet i n several blocks.
The basic right-of-way width from Massachusetts Avenue to Western
Avenue i s 120 feet, though at several points i t i s only 105 feet.
At these
constrictions, the distance from the curb to the right-of-way l i n e on the
east side of the street i s only 15 feet rather than the normal 30 feet.
From Edmunds Street to Massachusetts Avenue, the 105-foot width prevails,
while from Calvert Street to Edmunds Street, the width i s further reduced
to 90 feet.
Right-of-way widths i n Georgetown are limited, ranging from
16 to 27 feet wider than the street widths themselves.
Table
l i s t s the
existing basic street and right-of-way widths, omitting minor variations.
�.'2 Historical background on Wisconsin Avenue
A study of the history of road improvements, actual and proposed,
along Wisconsin Avenue was conducted i n order to evaluate the probable
public acceptance of any proposed t r a f f i c Improvements and to learn of
any attempts to improve Wisconsin Avenue which were unsuccessful from
either a t r a f f i c or a public relations standpoint.
The following sources
of h i s t o r i c a l information were consulted:
1.
D i s t r i c t of Columbia public l i b r a r y
2.
Bureau of Public Roads l i b r a r y
3.
Georgetown branch of the D i s t r i c t or Columbia public l i b r a r y
k» T r a f f i c Engineering Division of the D i s t r i c t of Columbia
Department of Highways and T r a f f i c
I n reviewing the h i s t o r i c a l background data, an evaluation of
public requests for t r a f f i c control and safety devices on Wisconsin Avenue
from I95U to 1958 was made. I t was found i n the records from the office
of the T r a f f i c Engineering Division, D i s t r i c t of Columbia Department of
Highways and T r a f f i c , that numerous requests were made by local c i v i c
organizations and individuals for such devices.
Many of the requests
were denied but some, a f t e r due consideration, were granted. These
requests encompass s i x major categories, including parking correction,
pedestrian crossings, t r a f f i c signals, synchronization of existing
signals, channelization, and directional signing.
-131-
�Some of the c i v i c organizations submitting requests were the
Georgetown Citizens Association, the Glover Park Citizens Association,
the Friendship Citizens Association, and the Residents and Business
People of the l600 block of Wisconsin Avenue. Other organizations submitting requests were the Veterans Administration, local police, National
Radio I n s t i t u t e , Capital Transit Company, St. Lukes Methodist Church,
Washington Board of Trade, and Sidwell Friends School.
A few requests,
with petitions, were received by United States Senators.
The predominant request areas were from M Street to R Street i n
Georgetown and from Calvert Street northerly to Fulton Street,
I n the
f i r s t area, parking correction requests predominated and i n the second
area, t r a f f i c signalization requests were most frequent.
Newspaper a r t i c l e s pertaining to the h i s t o r i c a l background of Wisconsin Avenue were also studied with interesting results.
For instance, i n
June of 1935, public support was gained for leaving the streetcar tracks i n
Georgetown, but by November of that year, opinions so shifted that the public
wanted them removed. I n A p r i l 1939 the d i s t r i c t commissioners requested congressional authority to widen Wisconsin Avenue to 78 feet between R Street and
Mount Alto Hospital. I t stated that t h i s improvement had long been advocated
by l o c a l c i v i c organizations of the area as a means of expediting rush hour
traffic.
The seriousness of the t r a f f i c situation was recognized i n December
of 1952, when the "American Planning and Civic Association Committee of 100
of the Federal City" recommended that no additional t r a f f i c should be d i verted t o Wisconsin Avenue because Wisconsin Avenue was i n t h e i r opinion
already near capacity. Also, i n January of 1957, a reader of the Washington
Post wrote that the drive along Wisconsin Avenue from the D i s t r i c t of
Columbia line to M Street must be "one of the country's most ingenious
obstacle courses."
_ ; ^S- -
�The review revealed no past history of major public opposition
to improvement proposals involving Wisconsin Avenue, though same current
opposition exists i n the Georgetown area. Generally, citizens along the
route are interested i n improving i t s operation, so long as i t continues
to provide adequate service to their own property.
-133-
�Part 6—Additional Data from F i e l d Studies
Control sections
The study sheet was divided into ten basic control sections.
These sections are shown i n figure,^/ . An attempt was made to select
the control sections to be approximately the same length with the same
control points used i n both directions.
This f a c i l i t a t e s comparison of
the test data between the control sections.
T r a f f i c flow and f r i c t i o n data obtained by use of test vehicle
I n any study of t r a f f i c operations over a r e l a t i v e l y long highway
segment, actual "eyewitness observations" from a floating car are of
great value. The actual operation of a floating car i n the t r a f f i c
stream presents no major problems. However, the nature of the data to be
recorded varies widely, depending upon the study needs and upon the
a v a i l a b i l i t y of recording equipment and observers. For this study, very
detailed data were essential to present a clear picture of the many
interferences to smooth operation encountered by a vehicle moving along
the street.
Yet, manual recording had to be restricted to an amount
which could be handled successfully by the vehicle * s crew.
I n evaluating Wisconsin Avenue, the information to be developed.,
by the innate nature of the system i t s e l f , made u t i l i z a t i o n of the
1
so-called U-friction theory very desirable.
The four frictions are
Staff a r t i c l e , Fortune Magazine, "Unfit for Modern Motor T r a f f i c , "
August 1936.
medial f r i c t i o n , marginal f r i c t i o n , intersectional f r i c t i o n , and internal
friction.
I t was decided early to investigate these four types on
Wisconsin Avenue with a test vehicle and test crew.
- / 3> H -
�Test vehicle
I n order to develop measures by which these frictions could he
analyzed, a "Traffic Impedance Analyzer" was devised by the Instrumentation
2
Branch of the Division of T r a f f i c Operations . Basically, t h i s equipment
2
R. C. Hopkins, "Digital Recordings," Highway Research Board, i n press
i s a d i g i t a l recorder wherein the information collected i s fed to an adding
machine tape for print-out. Digitizing of t h i s information, would make
future development of programming on high-speed computers feasible.
Infor-
mation on speed, time and distance i s recorded every second. The print-out
of these data u t i l i z e s nine of the eleven columns provided on the tape.
The other two columns,which are used to portray t r a f f i c events, are manually
controlled by the use of push buttons.
"pictures'}- <nl 5
td *
show the recording equipment set up i n a
station wagon where the manual punch i s also shown. The power supply source
i s located on the roof of the vehicle. I n gathering information, a driver
and a recorder s i t i n the front seat. A t h i r d man s i t s i n the back seat to
mark the runs and observe the operating conditions of the equipment.
�Figure sitS-is a sample of the adding machine tape*
noted that the f i r s t four columns were u t i l i z e d for time.
I t should be
Since each
print-out row represents one second of time elapsed so long as the
equipment i s functioning properly, one column would have sufficed for
a time check. At the present time, on other work, the other three are
being used for an analog output of f u e l consumption. The f i f t h and sixth
columns were reserved for manual coding.
One of these columns was u t i l -
ized for coding i n eight selected f r i c t i o n events.
The other column
was u t i l i z e d for indicating control section beginnings and endings as
well as lane changes. The seventh, eighth, and ninth columns were
u t i l i z e d for recording distances to one-hundredths of a mile.
The
tenth and eleventh columns were reserved for indicating speed i n miles
per hour. As the vehicle started on a test run, a manual reset button
was pushed at the beginning of the control section to bring the time and
distance readings to zero. Upon completion of the test run the manual
reset button was again pushed to indicate the end of the test run.
The purpose i n u t i l i z i n g t h i s T r a f f i c Impedance Analyzer i n a
test vehicle i s to obtain data concerning the f r i c t i o n along the study
route*
I n order to be able to discern the f r i c t i o n affecting the test
vehicle, eight categories of f r i c t i o n responses were u t i l i z e d as follows:
parking (marginal f r i c t i o n ) , pedestrians (marginal f r i c t i o n ) , moving vehicles
(internal f r i c t i o n ) , loading platforms (internal f r i c t i o n and medial),
pedestrians (internal f r i c t i o n ) , turning (internal f r i c t i o n ) , crossing and
merging (intersectional f r i c t i o n and internal f r i c t i o n ) , and t r a f f i c control
(intersectional f r i c t i o n and internal f r i c t i o n ) .
Due to the existence of
streetcar tracks i n the middle of the street medial f r i c t i o n was found to be
insignificant along Wisconsin Avenue.
-13
L -
�Originally, i t had been hoped that a more detailed l i s t of events
could be recorded.
However, experience gained on test "dry runs" immediately
made i t apparent that no more than ten events at the most could be accurately
reported by an observer, within the limitations of time and of the manual
recording equipment available.
I n order to specify the occurrence of these friction-inducing events
c r i t e r i a were established providing that whenever a change i n either speed
or placement occurred, the observer would specify which event caused this
change. The observers were trained to select those events that most directly
Influenced the driver, i f more than one occurred simultaneously. I t became
apparent that the dominant influences were those happening within a car length
of the test vehicle.
Therefore, the events recorded as causing a change i n
driver behavior were restricted to those directly influencing the driver.
This concept i s different from the usual speed and delay, cause and effect,
type of t r a v e l runs. For these runs the observer attempts to look ahead
and identify the causes hundreds of feet ahead of the test vehicle.
Thus,
for example, the test car driver might be following another vehicle i n a
stream of t r a f f i c , when the entire stream was disrupted by a parking 200
feet ahead of the t e s t car. I n t h i s situation, i n the usual study, the
f r i c t i o n would be said to be caused by a parking vehicle. However, using
the c r i t e r i a of t h i s study, the event noted would be No. 3, "Moving Vehicle,"
(internal f r i c t i o n ) .
two purposes.
Although such a distinction was arbitrary, i t served
F i r s t , i t reflected the event to which the test driver r e -
sponded directly, even though he might have been aware of other events
that actually were involved. Secondly, such a distinction greatly increased
the r e l i a b i l i t y of observation. Observers were compared i n t h e i r judgment of
causal events, using these c r i t e r i a , and their several judgments showed high
agreement.
_ j ,jy_
�This rationale oversimplifies the driving situation, for there
i s no question that the driver i s aware of events considerably farther
ahead than a car length. I n addition, this system i s limited i n i t s
a b i l i t y to specify the multiple-event and fast-changing situations.
Nevertheless, i n the overwhelming majority of cases, there was agreement
between subject and observer.
/ Methods of operation
.
Although other means exist for establishing t r a v e l times, the
procedure considered best suited to urban conditions u t i l i z e s a vehicle
driven i n the t r a f f i c stream a t the "average speed." The drivers were
instructed to r e l y primarily on t h e i r own judgment i n maintaining what they
f e e l i s the average speed within the stream of t r a f f i c without trying to
keep a balance i n the number of passings. I t was noted, of course, that
the average rate of t r a v e l on a route could be exceeded by aggressive
driving and i t was found necessary to remind the drivers, particularly
after extended periods of operation, to maintain this average speed.
Test runs were made, for about two hours each, during f i v e periods
on Monday through Friday, including the a.m. peak, a.m. offpeak, p.m.
offpeak, p.m. peak and night. The test vehicle personnel, consisting of
two crews of three men each, made the runs during these periods i n such a
manner that each man was rotated throughout the observations i n order to
have sampled adequately each of the peak periods i n each of the directions.
This, of course, required absolute observance of the test schedule i n order
to avoid biasing the runs. Approximately 182 t r i p s , during about 60 hours
. of running time, were made along the study route. The f i v e time periods
selected were tested from a minimum of 17 to a maximum of 26 runs i n each
direction.
�i
The adding machine tape information provided the basic source of
material from which calculations were made of conditions existing within
each control section, as well as over the street as a whole, i n each
direction, during each time period. Obtained were such figures as average
speeds, running speeds, speed changes, lane changes, number and duration
of stops, and percentages of time and distance i n which f r i c t i o n a l events
affected the t e s t vehicle. From these data various charts and graphs
portraying the t r a f f i c operation fluctuations throughout five periods i n
both the north and south directions were assembled for use during the main
part of the analysis.
�Results of Test Car Operation
The digitized information included a complete record of speeds
at which the test vehicle operated on the street.
Figures
^ show
the average speeds on Wisconsin Avenue, both northbound and southbound,
between control points for the five periods of the day studied.
Average
speeds northbound over the entire street ranged from 17 mph i n the p.m.
peak to 22 mph i n the a.m. peak.
Southbound, the range was from 19 mph
i n the p.m. peak to 22 mph i n the night period.
For each control section i n each time period, the graph indicates
the standard deviation of the average speed, by means of a black bar
superimposed on the average speed bar. The bar shows the range within
which the average speed f e l l 68.3 percent of the time. I t i s a measure
of the r e l i a b i l i t y of the data obtained from the moving vehicle runs.
I n general, there are no significant differences between the
average speed patterns recorded over the length of the street for the
f i v e study periods.
This i s contrary to what would be expected on the
average urban a r t e r i a l street where the heavy peak-hour volumes move at
somewhat slower speeds than do lesser offpeak movements. On Wisconsin
Avenue, the design hour factor (the peak-hour percentage of the 2U-hour
volume) currently i s not much greater than the factor for any daytime
offpeak hour. Driver avoidance of the street during peak periods,
and operation of the street as an important local service f a c i l i t y
during the offpeak periods, combine to explain this relative similarity
of operation throughout the day.
�A different form of graphical display of these average speeds
i s shown i n F i g u r e .
Northbound, speeds within nearly every control
section decrease throughout the day. The average decrease from the
a.m. peak to the p.m. peak i s about 3 mph.
>
Southbound, there i s no
such consistent trend. From the a.m. peak to the p.m. peak, the speed
decrease i s only 1 mph.
Figure^if2/show
the average running speeds on Wisconsin Avenue,
i n the northbound and southbound directions for each control section,
as grouped into the five periods of the day. These average running
speeds were calculated after removal of the time consumed by a l l significant f u l l stops on the test runs. A f u l l stop was defined as the
time period starting upon deceleration to two miles per hour or below
and continuing u n t i l the start of an acceleration which was to continue
through at least five miles per hour speed. They show the speed pattern
on the street, as produced by the many minor interferences alone, rather
than i n combination with major delay producers such as t r a f f i c signals.
The overall pattern turned out to be very.similar to that of the simple
average speeds, That i s , major f u l l stop delays were not much more
evident at some points than at others. Average running speeds northbound ranged from 21 mph i n the p.m. peak to 2k mph i n the a.m. peak.
Southbound they varied from 22 mph i n the a.m. peak, to 2k mph i n the
night period.
f+1 -
�11* ft
Figures
show the peak-hour average speeds and average
running speeds on Wisconsin Avenue, northbound and southbound, as
obtained from the test vehicle runs. Basically, while the"previous
figures have presented speeds for a peak period ranging from 2 to
2 3/h hours, the values i n these figures present data developed for
just the peak-hour during the a.m. and the p.m. peaks.
I t should he
noted that the running speeds average possibly two miles per hour less
for the peak-hour than for the longer peak periods shown i n the other
figures.
That i s , the normally expected speed volume relationship
existed over the route as a whole, though i t was not true i n a few
specific control sections.
Relatively speaking, the trends shown
during the peak periods were similar to those shown during the peakhour.
�Speed changes of the test vehicle "before" and "after" removal
of parking were examined at selected locations.
Table
shows the
s t a t i s t i c a l evaluation for selected areas along Wisconsin Avenue i n
which the test vehicle runs were made with and without parking.
S t a t i s t i c a l checks were made to determine whether the differences i n
the average speeds measured under the two parking regulation conditions showed s t a t i s t i c a l significance. For example, between Q Street
and Reservoir Road, i n the northbound direction the average speed with
no parking during the a.m. peak was 21.5 mph with a standard deviation
of 5»6 mph. For the a.m. offpeak, the average speed with parking was
16.h mph with a standard deviation of it.8 mph. Table ^
shows that
there i s a s t a t i s t i c a l l y significant difference between the speeds with
parking and without parking, indicating the likelihood that the removal
of parking does help to increase the average speed. Since a l l other
variables could not be held constant, however, this cannot be accepted
as absolute.
I n the p.m. period, under the same type of conditions,
although a speed change was measured, i t was not proved to be s t a t i s t i c a l l y significant.
This same type of evaluation was made for areas between.Reservoir
Road and R Street and for the t o t a l area from Q Street to R Street for
the northbound a.m. and p.m. peak periods. Also studied was the section
from Massachusetts Avenue to Woodley Road i n the northbound direction
and from Calvert Street to 35th Street i n the southbound direction.
Table ^ also shows the results of these evaluations.
�Times are less desirable reporting units than are speeds, since
no common denominator exists for direct comparison of the travel times
through the various control sections, varying i n length from .38 to
.56 miles.
Nevertheless, average times through familiar route sections
are often of interest, particularly when, as was the case here, the
control sections varied i n length by not over UO percent.
Figures30 V" 3 /
show the average t o t a l travel time, northbound and southbound, through
the various control sections along Wisconsin Avenue. Northbound,
average travel times over the entire street ranged from 13.3 min i n the
a.m. peak period to 17.5 min i n the p.m. peak period.
Southbound, i t
varied from 13.1 min i n the night period to 15.7 min i n the p.m. peak
period.
The data recorded manually i n the d i g i t a l equipment included
coded data on lane changes, or more specifically, shifts of the test
vehicle away from or toward a centered position i n one of the travel
lanes. At most points, Wisconsin Avenue operates i n two lanes i n each
direction.
Lane 1 for these studies was the right lane, and lane 2 was
the inner lane.
Table 2 and 3 show .the results of the lane change
analysis by control section and by time of day.
Generally speaking,
they indicate that drivers preferred to center themselves i n lane 1
most of the time, but with l i t t l e consistency between the individual
periods of the day as f a r as lane preference goes. Table f. shows that
the average number of times per t r i p that the test vehicle moved back
to a centered position i n lane 1 from lane 2 or from an offset position
within lane 1 was 13.U.
Table "jf similarly shows that the average number
of times per run that the vehicle moved into a centered position i n
lane 2 from other positions was 5.2.
�Northbound lane changing was r e l a t i v e l y uniform throughout the
day as compared to southbound, where the a.m. offpeak and the p.m. peak
periods showed considerable i n c r e a s e over the r e s t of the day. More
s h i f t s i n t o lane 2 occurred during the midday periods than during the
peaks, probably due to h e a v i e r parking turnover and l o c a l s e r v i c e
turbulence during these hours.
More lane changing was evident i n lower
Georgetown than i n any other area.
(
�Figure*
run.
provide
information on f u l l stops per test vehicle
As previously discussed, a f u l l stop was defined as a deceleration
of the test vehicle to 2 mph or below, followed by an acceleration from
2 mph or below, through at least 5 mph.
This classification was adopted
primarily to eliminate "false starts" from consideration as accelerations.
Figure ^3
shows the average number of stops per run i n the northbound
and southbound directions for the five study periods, within each of
the control sections and for the entire street.
Northbound, for the street as a whole, the number of f u l l stops
was considerably greater during the p.m. peak than i n any of the other
four periods, averaging 2k stops as compared to an average of l U during
the remainder of the day. I n the southbound direction, however, nearly
as many stops, averaging 20, occurred i n each of the time periods
(except night), as occurred during the worst northbound conditions.
These results show clearly the magnitude of the stop-and-go driving
problem particularly southbound, which i s severely restricting efficient
use of the available street width.
Figure J £ <v also shows the stop information by individual control
sections.
Northbound, practically every control section showed increases
i n the number of stops as the day progressed, the p.m. peak periods
quite generally showing the largest number. However, southbound, results
were very irregular, showing no consistency between sections.
�Figure 2>^~ shows the average s i g n a l delays per run on Wisconsin
Avenue, i n seconds.
T h i s information i s presented f o r each of the f i v e
study p e r i o d s .
The major i n t e r s e c t i o n delays due to the t r a f f i c s i g n a l s are
shown i n Table cf .
d i g i t a l tapes.
T h i s information was obtained from the t e s t v e h i c l e
I t should be noted t h a t i n the southbound d i r e c t i o n
Western Avenue does not show any s i g n a l delays because these runs were
made between the center of one i n t e r s e c t i o n and the center of the
second i n t e r s e c t i o n , and t h e r e f o r e , s i g n a l delay f o r Western Avenue f o r
southbound runs was not obtained.
The average t o t a l delay time per
run i n seconds f o r a l l the Wisconsin Avenue i n t e r s e c t i o n s was
142
seconds northbound, and l l U seconds southbound.
The e i g h t f r i c t i o n a l events d i s c u s s e d i n t h i s s e c t i o n have
already been described. Figure
shows the percentage of time by
period of the day and f o r northbound and southbound d i r e c t i o n s
separately, during which the t e s t v e h i c l e was under the i n f l u e n c e of
f r i c t i o n a l events.
shown.
The standard deviation of t h a t percentage also i s
I n general, t h i s f i g u r e shows t h a t i n the southbound d i r e c t i o n ,
the t e s t v e h i c l e encountered f r i c t i o n a l a r g e r percentage of time than
i n the northbound d i r e c t i o n , h3 percent southbound as compared to
38 percent northbound. '
�The speed changes produced by each of the eight f r i c t i o n a l events
were determined. Next, the arithmetic mean and the median of the speed
changes i n each of these categories were computed for the f i v 9 study
periods, as shown i n Table ^ . The arithmetic mean represents the
average speed change i n miles per hour that occurred when the vehicle
was influenced by one of these eight events. Event number 1, "Parking,"
shows a slight positive speed change, averaging 1 mph.
Event 2,
"Marginal Pedestrians," also showed a very slight speed increase during
a few parts of the day. I n both of these cases, the results indicate
that drivers often respond, wisely or not, by speeding up to get out of
the potential conflict area. Event number 8, "Traffic Controls,"
caused the largest negative speed change, that i s , speed reduction,
averaging 15 mph.
This event was registered only when the test vehicle
was the f i r s t vehicle to stop at the signalized intersection at the end
of a green phase. This magnitude i s understandable since the vehicle
decelerated from i t s average running speed to zero. Event number 3,
"Moving Vehicles," produced an average deceleration of approximately
7 mph for a l l the study periods, while the remainder of the events
produced speed reductions of from 1 to 3 mph.
I t i s interesting to
note that the speed change averages for the various study periods are
approximately the same. This shows that the f r i c t i o n a l events affected
the test vehicles similarly throughout the day. These average changes
should not be accepted too l i t e r a l l y , however, since i n a few cases,
the range of the individual changes was quite wide.
�Attempts were made to develop correlations between several of
the variables considered. For example, the relationship between the
standard deviation of the speed changes and the average percent of time
that internal stream f r i c t i o n (event number 3) occurs for a l l the runs
was investigated. A scatter diagram was developed, as shown i n Figure3^?
This scatter diagram was best f i t t e d by a second degree curve. This
curve shows that as an increase occurs i n the average percent of time
that internal stream f r i c t i o n exists, the standard deviation of the
speed changes increases approximately along this second degree curve,
though there i s a considerable scatter ofpoints. Since the average
percentages of time for event number 3 and the standard deviations of
the speed changes are products of different population groups,
s t a t i s t i c a l significance tests were not feasible.
The figure i s shown
only to describe a general relationship. I t substantiates the common
sense expectation that as event number 3, "Internal Stream Friction,"
(the major event affecting the test vehicle), increases, there w i l l be
an increase i n the standard deviation of the speed changes. That i s ,
as t r a f f i c turbulence becomes greater, vehicles w i l l experience more
rapid and pronounced deceleration and acceleration patterns.
Similar
reviews were made of several other relationships, simply to make certain
that expected relationships did e x i s t .
�v\ Specific Control Sections
Several control sections have been selected for individual
mention. Section 1-2 (M Street to Reservoir Road) showed r e l a t i v e l y
poor operation, Section 7-8 (Van Ness Street to Brandywine Street) was
a somewhat typical section, and section 8-9 (Brandywine Street to
Fessenden Street) showed r e l a t i v e l y good operation.
Unusual conditions
were detected i n several other sections.
Control section 1-2 (M Street to Reservoir Road)showed the poorest
operation on the street. Figure $S
shows that the average speeds i n
t h i s section were i n general considerably lower than i n any other section.
They averaged about 1^ mph northbound and 10 mph southbound, the
difference being explained mainly by signal delay southbound at M Street.
Figures
*
show the average travel time per test vehicle run i n this
.56 mile long control section.
The average time for the northbound
direction for a l l five periods i s approximately 2 min, and the average
time for the southbound direction for a l l five periods i s approximately
3 min, the additional minute southbound again reflecting the delay
associated with the M Street signal.
I n terms of f u l l stops required, t h i s section again stands out
as a problem. I t showed by far the greatest number of stops, particularly
i n the southbound direction, where i n midday, 7 stops per run occurred.
I t w i l l be recalled that t h i s section has also shown serious problems
i n terms of interference, lane changing, and practically a l l other
c r i t e r i a which have been discussed.
-fSZ>-
�Control section 5-6 (Massachusetts Avenue to Idaho Avenue) was
an abnormal section with respect to peak-hour speeds as related to peakperiod speeds. Northbound, i t showed a higher a.m. peak-hour average
running speed than did the corresponding a.m. peak period as a whole.
The most l i k e l y explanation i s that interfering left-turning movements
across t h i s northbound flow from the southbound direction were heaviest
after the peak-hour ended.
I n control section 6-7 (Idaho Street to Van Ness Street) i n the
northbound direction, as shown i n Figure ^
, the average speed i n a l l
f i v e study periods was approximately 5 mph greater than the average
speed i n the southbound direction. Here i t appears that the southbound
direction f a c i l i t i e s between the Equitable Life Insurance Company and the
Hot Shoppe on the west side of the street.
I n fact, t h i s speed
difference occurs, regardless of the fact that the existing signal
progression favors the southbound direction.
-I
Si-
�Control section 7-8 (Van Ness Street to Brandywine Street) i s
a typical and interesting section to discuss i n detail.
the average speeds recorded i n t h i s section.
F i g u r e 3 ^ shows
I n general, the bar
heights produce a concave configuration i n both directions, showing
lower speeds i n midday and the p.m. peak than i n the morning peak and
evening offpeak periods, but there are greater differences between the
speeds i n these several periods i n the northbound than i n the southbound
direction.
I n order to t r y to explain this difference, a t r a f f i c
engineering analysis was made of signal timing, land use, parking
restriction, and t r a f f i c volumes.
At the time these runs were made, progression was provided i n
the southbound direction between Albemarle
Street and Calvert Street.
This southbound progression provided a through band, of approximately
29 seconds.
This through band, within the 80 sec,signal cycle, should
have provided an "average speed of 22 mph. Yet actually only about
15* mph was maintained southbound, and the speed i n the northbound
direction was greater than i n the southbound direction at a l l times.
This i s evidence of the f u t i l i t y of attempting to provide progression
when midblock operation i s so turbulent.
�Evaluation of the variation of land use intensities showed that
the majority of commercial establishments were located on the east side
of Wisconsin Avenue supposedly affecting northbound t r a f f i c . Ordinarily,
commercial establishments create t r a f f i c f r i c t i o n by virtue of the truck
services to them and customer parking, i n particular.
Yet contrary to
expectations, the speeds i n the northbound direction were higher than
the speeds i n the southbound direction.
Upon an evaluation of the existing parking restrictions on this
particular control section i t was noticed that the parking restrictions
slightly favor the southbound direction rather than the northbound
direction since 2,08H feet of street restrictions exist on the west
side of the street while 1,716 feet of street restrictions exist on
the east side of the street. Again this was not a plausible explanation
for the difference i n speed between the two directions of t r a v e l .
Generally speaking the t r a f f i c volumes for the a.m. peak were
running at approximately a 60-U0 percentage s p l i t , predominantly southbound. The evening peak-hour showed a $0-%0 percentage s p l i t .
This
was one measure which at f i r s t glance appeared reasonable i n relation
to speed. Northbound speeds were somewhat higher than southbound i n
the morning, and the two were f a i r l y equal i n the afternoon peak, as
would be expected with usual speed volume relationships. However, at
the low speeds involved i t actually i s more l i k e l y that speed and
volume would have a direct relationship rather than the inverse one
found at higher speeds.
�Obviously the conventional analysis based on the usual t r a f f i c
engineering approaches was unable to rationalize why this speed
differentiation occurred i n the manner that i t did. An analysis of
the total number of f r i c t i o n a l events occurring i n the northbound
versus the southbound direction was far more successful.
I n the south-
bound direction the number of f r i c t i o n a l events occurring was 295 (3.2
per run), and i n the northbound direction the total number of f r i c t i o n a l
events was 2U9 (2.8 per run).
By magnitude of numbers alone, this i s
a clue to the differences i n speeds between the northbound and southbound directions within t h i s control section which were noted. I n
order to ascertain whether t h i s difference i n number of f r i c t i o n a l
events was s t a t i s t i c a l l y significant, tests were applied as described
i n appendix \% The results showed that while s t a t i s t i c a l inferences
could not be made as a result of the u t i l i z a t i o n of individual event
classes per se, nevertheless through the use of the larger population
of total f r i c t i o n events the s t a t i s t i c a l significance of a l l events as
a group could be established.
southbound was significant.
That i s , the larger number of events
This very l i k e l y explained the lower south-
bound speeds recorded.
The speed variation found i n control section 7-8, not easily
explainable by standard t r a f f i c engineering procedures, demanded this
venture into an understanding of the basic principles of f r i c t i o n a l
features influencing the t r a f f i c stream.
Ordinarily, a detailed analysis
of a l l the control sections on a study route would not be made. Rather,
as was done here, only sections producing unusual or contradictory
resutls would be reviewed i n d e t a i l .
Such reviews of the other control
sections were made where necessary, preparatory to developing improvement proposals.
n
�Control section 8-9 (Brandywine to Fessenden Street) showed
the highest average speeds and highest average running speeds of the entire
route, and, similarly, the least travel time i n seconds.
This phenomenon
i s explained, at least p a r t i a l l y , by the land uses, which produce only
minor ingress and egress problems, and by the absence of signalized
intersections.
Practically no stops were required i n the section. I t
showed by f a r the best operation of any section of the route.
Control section 9-10 (Van Ness Street to Western Avenue) shows
a significant peculiarity.
Here i n the northbound the p.m. peak shows
very low speeds and very high total travel time i n seconds, relative
to other periods of the day.
This i s concrete evidence of the problem
produced i n combination by the heavily used driveway at Rex's Liquor
Store, by the signal at Wisconsin and Western Avenues, and by other
interferences i n the area. Here the peak-period speeds are the same
as those i n the p.m. peak hour, indicating the consistency of the
problem during late afternoon.
I n summary, the digitized data and the manually coded data
obtained from the moving vehicle provided a wealth of information for
reference use.
I n general, the results support the basic hypothesis of
t h i s study—increased f r i c t i o n within control sections increased the
complexity of the drivers' decision-making processes, producing longer
travel time, lower average speeds, and lower average running speeds. I t
would be beyond the scope of t h i s report to include a l l of the lesser
findings. Suffice i t to say that these data provided an excellent
source of information for immediate answers to questions which arose
during the
study.
�Driver Tension Induced by Travel on Wisconsin Avenue
^Michaels, Richard M.,
"Tension Responses of Drivers
Generated on Urban Streets," Highway Research Board, i n press.
I n previous parts of t h i s report i t has been shown that Wisconsin
Avenue does nob operate at capacity.
Consequently, any engineering
changes whose purpose i s simply to add more capacity may not necessarily
bring about an increase i n t r a f f i c volume on the street.
The problem
on t h i s a r t e r i a l appears to be an unwillingness on the part of drivers
to u t i l i z e existing capacity.
The issue, therefore, i t to understand
why drivers do not or w i l l not use t h i s a r t e r i a l .
This phase of the
study was an attempt to relate various characteristics of the street
to driver behavior.
Thus, the purpose of these experiments was to
measure responses of test drivers and from that data determine some
of the psychological factors that may lead drivers to avoid using
Wisconsin Avenue.
Basically, the hypothesis proposed was that the frequency and
complexity of decisions required i n driving Wisconsin Avenue are so
great that the driver i s under a high level of stress and tension which
make the route uncomfortable and inconvenient.
I n order to quantify
this tension, the Galvanic Skin Reflex was employed. The GSR represents
one way to quantify the effects of emotion inducing stimulation. I t
was t h i s measure that was used to determine driver responses on Wisconsin
Avenue.
�Measurements of the GSR were made using a total of 10 test drivers.
Five of these test subjects ran for two weeks on Wisconsin Avenue. The
other five ran on an alternate route that was p a r a l l e l to Wisconsin Avenue.
Further, runs were made simultaneously on both of these two routes so that
a direct comparison between them was made. Runs were carried out during
five time periods including peak, offpeak, and night. Each subject drove
the test routes 25 times distributed over a 2-week period.
T r a f f i c events influencing the test vehicle were determined
independently by an observer and recorded on the GSR record. The t r a f f i c
events were restricted to eight possible interferences which accounted
for 95 percent of a l l events causing a change i n test vehicle speed and
placement.
The results indicated that t r a f f i c events occurred depending upon
the street, at a rate of one every 21 to 35 seconds.
Of these events,
85 percent generated a measurable GSR. The majority of responses were
caused by other vehicles i n the t r a f f i c stream, accounting for 60 percent
or more of a l l the events depending upon the street.
The events which generated the greatest mean tension response
were those involving a maximum difference i n speed between the object
and test vehicle.
Thus, turning maneuvers and crossing and merging
were most tension inducing. The least stress inducing events were
related to fixed objects i n the environment such as parked vehicles or
islands.
This ordering was s t a t i s t i c a l l y reliable among the subjects.
- )S7-
�Using the magnitude of GSR response per u n i t of time as an
o v e r a l l measure o f d r i v e r t e n s i o n i t was p o s s i b l e to compare the two
t e s t routes.
I t was found t h a t the route s u b j e c t i v e l y p r e f e r r e d by
d r i v e r s induced an average of UO percent l e s s t e n s i o n response per
minute than d i d the other route.
An a n a l y s i s of v a r i a n c e shows t h a t
these d i f f e r e n c e s between routes was s t a t i s t i c a l l y
significant.
T h i s phase o f the Wisconsin Avenue Study has concerned
with the measurement of d r i v e r responses t o t r a f f i c events.
itself
Using
the GSR, an o b j e c t i v e measure of d r i v e r tension was obtained.
Relating
these t e n s i o n responses to c e r t a i n c l a s s e s of t r a f f i c events, i t was
p o s s i b l e to separate the e f f e c t s of each of these on the behavior o f
drivers.
I n a d d i t i o n , the measurements allow a d e s c r i p t i o n of
Wisconsin Avenue and of the complexities t h a t occur f o r d r i v e r s i n
managing the route.
From t h i s data i t i s p o s s i b l e to deduce many o f
the f a c t o r s operating on Wisconsin Avenue which cause d i f f i c u l t i e s i n
d r i v i n g , and decrease the e f f e c t i v e n e s s of the human being i n the
c o n t r o l o f h i s v e h i c l e on the s t r e e t .
�The driving operation i t s e l f i s a very complex one.
From the
psychological standpoint the judgment, analysis, and decisions required
in driving are extremely d i f f i c u l t for the human to make under the best
of conditions.
For him to carry out these operations with a maximum of
security and satisfaction requires that the environment be structured
to simplify the demands upon him.
F i r s t , there must be a minimum of
uncertainty as to what and when events w i l l take place for which he,
the driver, must compensate. Second, a c t i v i t y i n his f i e l d must have
the maximum amount of predictability. The human requires time to carry
out the analysis and make decisions demanded by che task. This requires
that changes or events occurring i n the driving environment take place
i n a manner ordered i n time and space consistent with his a b i l i t y to
manipulate the data and operate on his own vehicle. Third, the complexity of the environment must be minimized so that the number of
operations that the environment forces upon drivers be kept to as few
as possible.
When the driver i 3 forced to carry out several control
actions at once or attend to several stimuli at the same time, his
efficiency, his accuracy, and his sense of security are compromised.
Among other things, high complexity limits the man's a b i l i t y to make
decisions required i n driving. The time available for making decisions
becomes minimal:, consequently their accuracy and r e l i a b i l i t y are
reduced. Whenever this occurs the driver's actions are determined by
forces outside of him, and he loses direct control over the driving
situation.
One consequence of t h i s i s that the driver responds with
anxiety and dissatisfaction.
-
If?-
�The data obtained on Wisconsin Avenue indicate that this street
generally f a i l s to meet the needs of the drivers. The amount of activi t y occurring within the stream of t r a f f i c i t s e l f and on the margins
demands that the driver be consciously aware of a wide range of events.
He must spread his attention over a wide area, much of which i s beyond
the immediate f i e l d or path of his driving. The complexity of this
task i s demonstrated by the fact that he i s forced to respond to an
event every 21 seconds. Furthermore 2/5 of these events are essentially
from objects and occurrences outside of his central f i e l d of attention.
The diversity and the frequency of events occurring of Wisconsin Avenue
force the driver to be constantly on the alert for the unexpected and
the unpredictable.
There are probably three basic determinants of the inefficiency
of Wisconsin Avenue and the driver's sense of dissatisfaction with the
street. The f i r s t of these concerns the commercial development on the
street. The two most obvious areas are i n Old Georgetown and the region
between 35th and Calvert Streets.
I n addition the commercial areas
lying at different points between Idaho and Western Avenues might
also be included. A l l the regions show a high degree of a c t i v i t y and
they cause a considerable amount of uncertainty for the driver.
The
narrow lane within, the Calvert Street region and Old Georgetown
inherently r e s t r i c t s the f i e l d of maneuver for the driver; and the
•
parking, as well as pedestrian a c t i v i t y , i s considerable i n these
regions. A l l have i n common the disruption of the coherence of the
through t r a f f i c stream.
There i s a turbulence i n t r a f f i c which develops
i n these built-up areas and this results i n a great increase i n unpredicta b i l i t y for the driver with a consequent increase i n his tension l e v e l .
- lie-
�This may be seen most clearly i n the data obtained i n the 35th to
Calvert section. The difference i n the northbound section between peak
and offpeak i s most illuminating i n t h i s respect. There i s approximately
a UO percent reduction i n mean tension response i n this section during the
peak hours from what i t was during offpeak hours. During the peak
period parking i s eliminated i n this region and the t r a f f i c volume i s
reasonably high. (This i s one of the few places where the street
approaches existing capacity.) Marginal a c t i v i t y i s thus reduced to
a minimum during peak hours. There i s a coherent, controlled stream
of t r a f f i c passing through t h i s region metered by a signal. The result
i s a predictable and controllable situation for the driver.
One major
improvement Wisconsin Avenue requires i s to maintain a high degree of
coherence and predictability i n these commercial areas at a l l hours.
A second determinant of the functioning of Wisconsin Avenue i s
the amount and frequency of merging and diverging t r a f f i c .
There i s a
considerable amount of t r a f f i c seeking to cross Wisconsin Avenue.
This, coupled with the fact that there are approximately 63 intersections
and numerous driveways over the Ug miles, makes turning and merging
movements from the side streets a problem for both the through driver
and the turning one.
The frequency of transverse movements on Wisconsin
Avenue i s
• high that the through driver i s consistently
faced with uncertainty or decision making. I t seems l i k e l y that the
probability of a turning maneuver i s not abnormally high on Wisconsin
Avenue, yet i s not so small that the driver can neglect i t . I t i s
apparently a situation that l i e s i n a region of r i s k that i s above
1
drivers thresholds. Therefore, i t i s a problem requiring constant
attention.
�The third major determinant of behavior of drivers concerns the
restrictions on maneuverability imposed on Wisconsin Avenue. The f i r s t
of these i s the narrowing of the street at several points over i t s length.
This i s especially true i n Old Georgetown where freedom for l a t e r a l maneuver i s almost completely eliminated.
As a matter of fact, the restriction
i s so great that the driver must be constantly and continuously alert to
his own l a t e r a l position i n the street. This i s also true between 35th
and Calvert Streets during the offpeak hours when parking i s allowed.
Another consistent restriction l i e s i n the streetcar tracks and
loading platforms.
These are, although predictable, a constant restraint
on a driver's freedom of maneuver. The tracks, when crossed, require a
change i n control response. The loading platforms must be taken into
account by the driver when contemplating passing maneuvers or speed
changes. As may be seen from the data these are not excessive tensioninducing items, yet they are obstacles to which the driver must consistently attend.
F i n a l l y , the variation i n land use, i n grade, and i n
curvature requires the driver to frequently modify his mode of control.
I t i s necessary that he compensate by adjustments i n speed and location
on the street for the peculiarities that each of these variables impose.
These are subtle yet consistent problems of judgment and decision for
the driver. They each add complexity to the driving task and a l l interact.
�In addition to these three major determinants of driving behavior,
there are three others which are common although not so important factors.
F i r s t of these i s the presence of commercial vehicles. Wisconsin Avenue
i s a major truck route into and out of Washington, so there i s a great
variety of commercial vehicles.
Consequently the composition of t r a f f i c
on Wisconsin Avenue I s quite heterogeneous.
The variation i n accelera-
tion and hill-climbing a b i l i t y of the trucks restricts the freedom of
movement of passenger cars. This i s especially evident on the long grade
i n Old Georgetown. In addition, large trucks obscure sight distance and
r e s t r i c t environmental cues that the passenger car driver can use to
locate himself i n time, space, and speed. Again, because of the unpredicta b i l i t y of the street, passing maneuvers are inherently restricted.
The
presence of commercial t r a f f i c under these circumstances i s thus an
inhibiting and complicating factor which i t s e l f leads to tension and
dissatisfaction with the route.
The second feature concerns parking and pedestrians. Parking
maneuvers occur with a f a i r degree of regularity on Wisconsin Avenue.
In the areas around Calvert Street, and i n Old Georgetown especially,
there i s a considerable amount of double parking during offpeak hours.
Although t r a f f i c can and does take these situations into account their
presence restricts the maneuverability and the freedom of the choice
of the driver. Furthermore, the large number of shops along much of
Wisconsin Avenue leads to a f a i r l y high turnover i n parking spaces.
Thus, the frequency of the parking maneuvers i s r e l a t i v e l y high and
represents another variable for which the driver must consistently
compensate.
- It, 1~
�F i n a l l y , pedestrians who are i n the stream of t r a f f i c pose a
considerable problem for the driver.
On Wisconsin Avenue these pedes-
trains almost always are located on the streetcar loading platforms.
This situation represents a highly unpredictable one for the driver.
There i s considerable movement on the platforms and i t i s d i f f i c u l t
for the driver to predict whether or when a pedestrian w i l l step into
the street,
unlike the marginal pedestrians, the instream pedestrian
i s almost always close to the vehicles i n a through stream of t r a f f i c .
The driver having no control over pedestrian behavior must make some
assumptions about pedestrian action. Thus, the driver i s i n a situation where he must predict without having any basis for knowing—other
than historical—what this instream pedestrian w i l l do.
This discussion indicates that Wisconsin Avenue represents a
highly unpredictable and complex street from the standpoint of the
driver. He i s constantly being forced to attend to a wide variety of
stimulij to be alert to the wide range of possible events that may
occur; and to predict action without having the basic information to
do so with either accuracy or certainty. A driver i s placed i n a
situation where he must carry out a task over which he has only
marginal control. He therefore must depend i n part upon others to
make consistent and sound judgments. This loss of control inevitably
increases tension and leads to dissatisfaction with the route. This
study indicates quite clearly that to the driver Wisconsin Avenue i s
an inefficient route. Consequently, the driver who consistently
travels to and from the downtown Washington area has sought and has
found alternatives for taking Wisconsin Avenue.
�Interoection capacity studies
Under average urban conditions, the capacities of intersections
along an a r t e r i a l street control the capacity of the street as a whole.
Hence, existing intersection capacity data were most Important i n developing the increased traffic-carrying capability of Wisconsin Avenue.
They were required to determine a " c i t y factor" or, i n this case, more
appropriately a "street factor" that could be applied to the appropriate
nationwide average capacity curve.
Also, detailed information on peak-
hour commercial t r a f f i c and turning movements of a l l t r a f f i c was essential
before evaluations of their effects, present and future, could be made and
means devised to cope with them.
Data developed by the Bureau of Public Roads and published i n
Highway Research Correlation Service Circular 376 presented preliminary
new intersection capacity curves based upon studies at over 1,100 signalized intersection approaches throughout the country.
These studies,
here referred to as "the nationwide studies," provided the basic
procedures for the study of intersections.
Detailed studies were made, during both the morning and afternoon
peak periods, at a l l approaches to the 17 signalized intersections on the
street and at Ik of the more important unsignalized intersections.
A
minimum of five men were assigned to each study location, one for each
intersection leg and one for r e l i e f and general observations.
At complex
locations, up to ten men were used. I n appendixQ@ w i l l be found a l i s t i n g
of the intersections studied and copies of the study and summary forms.
�B r i e f l y , each study Involved the cycle-by-cycle recording of t r a f f i c
passing through each approach to the intersection, c l a s s i f i e d by type of
vehicle and by turning movement, for a minimum of two hours during each
peak. One refinement not included i n most of the e a r l i e r nationwide
studieswas the recording of unopposed turning movements made during special
turn signal phases separately from turns made against opposing t r a f f i c .
Another refinement which t h i s study has shown to be desirable for future
investigations i s "by-lane" recording of t r a f f i c .
Each loaded cycle phase, a green period which was f u l l y u t i l i z e d
by vehicles throughout i t s duration, was check-marked on the form by the
observer. Detailed remarks were obtained on Impediments to smooth t r a f f i c
flow. Where there were special problems a complete narrative report on
the operation of the intersection was prepared by the f i e l d party chief.
At unsignalized locations, volumes were recorded on each approach
i n 5-minute increments. Since "loading" of an unsignalized intersection
cannot be s p e c i f i c a l l y identified, detailed reporting of remarks was most
essential to show operating conditions existing at the recorded volume
levels.
�The data for signalized intersections were analyzed i n the same way
as were the data for the nationwide studies.
This involved determination
of the peak hour volume for a set of consecutive cycles (45 consecutive
cycles i n the case of the predominant 80-second cycle).
Similarly, a peak
short period count was calculated for approximately a 1 5 - to 20-minute
period. For convenience of analysis, the period was chosen where possible
as a whole number of minutes including a whole number of cycles. For
instance, for an 80-second cycle, the short period was 15 f u l l cycles, or
20 minutes. These short counts were then expanded to a "per hour" basis
for uniformity.
A l l hourly volumes were f i n a l l y converted to a
per-hour-of-green basis.
Other factors developed included the percentages
of loaded cycles, turning movements, trucks, and l o c a l buses.
Analysis of the data from unsignalized intersections was handled
similarly.
The largest t o t a l volume obtained from any 12 consecutive
5-minute increments gave the peak hour volume, and the largest t o t a l
from three consecutive periods gave the peak short period (15-minute)
count which was expanded to an hourly count. The same percentage
factors were obtained for the signalized intersections were also obtained
for the intersections without signals.
Appendix2- I summarizes the results of the intersection studies.
For both the a.m. and p.m. peak periods and for each intersection leg,
the street width, parking conditions, t r a f f i c volumes, turning movement and
commercial vehicle,data, signal green times, and loading conditions are
shown. The most significant findings was that very few of the intersections
were loaded, except for an occasional cycle, on either of the Wisconsin
Avenue legs during the peak hours. That i s , few were operating above p r a c t i c a l capacity, as defined for an intersection.
- / i 7-
�On Wisconsin Avenue i t s e l f within the D i s t r i c t of Columbia
during the morning peak hour, the heavier inbound t r a f f i c encountered no
appreciable loaded cycles except at M Street i n lower Georgetown. Here
loading e x i s t e d during one-third of the peak hour. The Tenley CircleVan Ness area and Woodley Road are the only other points where true
loading occurred, and t h i s was for only four or f i v e cycles out of the
entire peak hour. T r a f f i c entering the D i s t r i c t of Columbia i s "metered"
by the signal at Wisconsin C i r c l e , just north of the D i s t r i c t of Columbia
l i n e , where loaded conditions exist almost throughout the peak hour.
However, t h i s metering does not substantially reduce the entering volume
because any loss i s quickly counterbalanced by t r a f f i c entering the
street just within the D i s t r i c t of Columbia.
Outbound at night, conditions are somewhat worse. Nearly a l l
of the cycles at Van Ness Street are loaded resulting i n metering of
the volume north of that point. Also, Tenley Circle i s loaded for about
10 minutes. Other than t h i s , however, no major intersection capacity
problem was discovered on Wisconsin Avenue for the through t r a f f i c north
of Massachusetts Avenue. On lower Wisconsin Avenue, loading was found
during half the peak hour at Q Street, for one-third of the hour at
Massachusetts Avenue, and for a short period at Calvert Street.
�Peak hour loading problems on the approaches were shown to be
concentrated on the intersecting streets, particularly westbound i n the
evening, rather than on Wisconsin Avenue i t s e l f .
As might be expected,
Massachusetts Ayenue i s the most c r i t i c a l location, i t being a major
feeder to Wisconsin Avenue as well as a primary through a r t e r i a l . I t s
westbound approach I s loaded throughout the p.m. peak hour. Other heavily
loaded approaches for westbound t r a f f i c i n the evening peak are at M
Street and Q Street i n Georgetown, and a t Van Ness Street. Less heavily
loaded but s t i l l c r i t i c a l are R and Calvert Streets i n Georgetown,
Woodley Road, and Porter Street.
The same intersecting streets each
showed about half as much loading eastbound i n the morning as they
showed westbound i n the evening.
I n summary, an excess of approach capacity existed at nearly
intersections along Wisconsin Avenue i t s e l f .
The test car and
the GSR studies indicated that the drivers on the street encountered
turbulent midblock operation producing psychological aversion to use of
the street. This undoubtedly diverted t r a f f i c to alternate routes.
However,
the intersection studies indicate that other drivers who probably would
find Wisconsin Avenue convenient never reach i t . They select alternate
p a r a l l e l routes to avoid the loaded approaches of the intersecting streets
rather than Wisconsin Avenue i t s e l f .
�This i s not intended to mean that those drivers who do reach
and use Wisconsin Avenue seldom are stopped hy red indications of the
signals along that street. On the contrary, many of them may encounter
delays of nearly a f u l l red indication at many of the intersections. Under
the definition of practical intersection capacity, i t i s stated that
only a few drivers w i l l have to wait through more than one red period.
Here, then, i s a paradox. A series of signalized locations, each
individually operating below i t s defined practical capacity, may as a
group produce unacceptable restriction to movement, making the street
as a whole operate above practical roadway capacity.
This w i l l occur
when erratic midblock disturbances prevent establishment of any signal
coordination which w i l l be consistently correct.
To put i t another
way, irregular midblock f r i c t i o n creates stop-and-go operation through
intersections regardless of attempts to coordinate signals, further
aggravating the turbulent flow on the street though no intersection may
be individually at f a u l t .
These conditions apparently prevail on Wisconsin
Avenue.
T r a f f i c interference investigation
Once i t was discovered that individual intersections were not the
key capacity problems affecting flow on Wisconsin Avenue i t s e l f , further
search for the major problems was necessary. Intersection capacity i s
r e l a t i v e l y easy to analyze following known methods, but potential midblock
capacity under prevailing conditions where a variety of major Impediments
to smooth t r a f f i c flow exist has been d i f f i c u l t i f not impossible to
determine as a specific numerical value.
�The most feasible approach to the problem was to examine the street
very closely to determine what events were occurring on the street that
restricted driving freedom. As previously described, the test car and
Galvanic Skin Reflex data presented a wealth of data on the subject. Each
occurrence, however, could be c l a s s i f i e d only as one of eight predetermined
events, which e a r l i e r had been selected as the best c r i t e r i a for measuring
expected occurrencesyithin the a b i l i t y of observers to record. That i s ,
these two study phases, made i n a moving vehicle, gave general information
on the relative importance of various f r i c t i o n a l features, but pinpointed
specific problems only to the extent that they might show a certain event
occurring consistently at a certain location.
To detect these problems i n detail, s i x men were assigned for two
weeks to the interference investigation.
I n very simple terms, their job
was to "roam the street" on foot, seeking any and a l l interferences to
smooth t r a f f i c flow that they could find, studying the nature of these
interferences, and reporting t h e i r findings. Of course, they were
guided i n their "roamings" to trouble areas indicated by test car
performance and driver behavior as evidenced by GSR measurements.
There were actually no fixed procedures, a fact that disturbed
the observers greatly during their f i r s t two days.
Yet no r e a l l y specific
instructions could be given them, since they were being asked to ferret
out and analyze the unknown and unexpected. At the s t a r t , they surveyed
the street rather aimlessly, apparently looking for r e l a t i v e l y spectacular
.
occurrences and becoming discouraged when they found none. On the second day,"8
however, they realized that much of what they had been observing and considering "normal" r e a l l y involved considerable interference.
They were
considering i t as normal only because they had become so accustomed to
- ; 7/ t y p i c a l turbulent urban operation. Once they realized t h i s fact, they did
H
o
&
a
05
�Their problem i s worth remembering, as an indication of the
"penny-wise, dollar-foolish" approach to t r a f f i c control which sometimes
i s taken unwittingly. That I s , an impressive and expensive spot Improvement
may be made where i t s need i s obvious, yet a series of minor inexpensive
Improvements, which would give an equally effective result w i l l be
overlooked because each individual minor problem appeared unimportant i n i t s e l f .
Another important inference i s that successful solution to most t r a f f i c
operations problems demands down-to-earth observations of existing conditions.
The f i e l d observers generally inspected a section of the street f i r s t
to detect existing problems. They then studied and described each of the
problems detected as completely as necessary i n any particular case. This
involved drawing sketches, writing narrative comments, making counts, and
otherwise recording information long enough to establish the nature and
effect of the interference, and returning for additional observations at
other times of day i f that appeared necessary.
The observers developed, on their own i n i t i a t i v e , a very interesting
approach to the problem when counts of vehicles entering or leaving a side
street, driveway, or parking area were necessary. They f i r s t defined two
levels of interference. Major interferences were any sharp braking, any
long delay or complete stoppage, and any interference involving three or
more cars. Minor interferences included lane changes, slight braking,
or any other substantial compensation for t r a f f i c conditions not c l a s s i f i e d
as major.
�I n the f i e l d , though recording procedures varied somewhat to f i t
each individual case, the basic procedures were similar. I n 15-minute
increments, the volumes into and out of the street or driveway i n question
were recorded. I n addition, for each approach or e x i t movement, the number
of vehicles causing major interference, the number of through-traffic
vehicles affected by major interference, and the number of vehicles
producing minor interference were recorded, for each 15-minute period.
The
f i r s t two were presented as a "major interference fraction," the f i r s t
being the numerator and the second the denominator. F i n a l l y , the percentage of interference-producing
vehicles among the t o t a l entering and
leaving vehicles was computed. These indices of interference proved very
useful i n the study analysis.
The data obtained were valuable from two standpoints.
F i r s t , they
c l a r i f i e d the results obtained with the test car at locations where an
event was occurring quite consistently, providing a more accurate interpretation of the t e s t car data.
Second, Important problems were detected,
such as habitual U-turning i n a certain section of the street, which had
not been s p e c i f i c a l l y detected during the t e s t car runs.
At the same
time, the frequency of occurrence of some of the events to which the
test car drivers had responded was established, giving a clearer picture
of the magnitude of the observed interferences to movement.
�Only the general findings of the study are included here. A
more detailed summary of the f i e l d crew's observations i s included
i n appendix
While these observations covered many specific problems,
i t was found that a l l f e l l logically into a few general categories, most
of which are well known. These categories included parking (double, i l l e g a l
p a r a l l e l , poorly placed legal, and high turnover, both on Wisconsin Avenue
i t s e l f and on the intersecting streets), poorly signed or operated
driveways and parking l o t entrances, U-turns and l e f t turns across
opposing t r a f f i c (this problem being particularly acute at unsignalized
"y" intersections), and unfavorable grade or alignment conditions. Most
Important, the interferences generally involved conditions that could be
corrected a t l i t t l e expense through e f f i c i e n t t r a f f i c control techniques.
These interference studies, then, serve mainly to emphasize the
importance of problems which, though known, are too often taken for
granted, and to show how widespread they may be.
Individual property
owners and businessmen must be convinced that removal of these hindrances
i s necessary to their welfare as a whole, even though each may be deprived
of conveniences such as parking spaces a t the door, double parking for
loading, and the l i k e .
-/ n
�Parking studies
One possible means by vihich the street capacity may be increased
i s by r e s t r i c t i n g or eliminating curb parking which had been shown to
be creating f r i c t i o n i n midblock. Accordingly, studies of existing parking usage, as well as curb and offstreet space inventories, were undertaken
to determine the nature of the parking and to estimate the extent of
inconvenience to parkers and businesses that would occur should curb parking be further restricted or eliminated.
Types of parkers were inferred from their durations of stay. From
a knowledge of the distribution of the various types i t could be determined
whether additional offstreet f a c i l i t i e s could adequately compensate for
the removal of curb space.
I t was also desired to e l i c i t information on
the extent and locations of long-term, parking, double parking, and truck
loading problems.
Due to the time, funds and personnel available, an interview type
of study to determine parking demand was not performed. Instead, a simp l i f i e d study designed for small cities was conducted as outlined i n the
1
Bureau of Public Roads "Parking Study Manual."!
-par the same reasons,
1
"Parking Study Manual"—Instructions for a comprehensive study,
Department of Commerce, BPR, Rev. edition July 1957, Part UC.
observations were made only at half-hour intervals rather than the recommended 15-minute intervals.
-
/7S-
�For the purpose of organizing and referencing the parking data,
Wisconsin Avenue was subdivided into blocks and further into f a c i l i t i e s
which were given identifying numbers. A block usually consisted of both
sides of the street between adjacent intersections. Curb faces on the
east side of Wisconsin Avenue were designated f a c i l i t i e s 1, and those on
the west side were designated f a c i l i t i e s 2,
An inventory of existing curb space was taken. Recorded i n the
f i e l d were the character of the curb frontage and the locations and
measurements of curb spaces, as well as of loading zones, hydrants,
no-parking zones, alleys, and drives. The existing parking regulations
were noted, as were parking meters, including number, location and time
l i m i t s . Appendix
shows the form used.
These data were later trans-
ferred to strip maps i n the office.
An offstreet space inventory was performed separately from the curb
inventory. Recorded were data pertaining to the location, character, and
number of spaces i n existing offstreet l o t s . These data were also later
transferred to the s t r i p maps.
Curb usage was studied by means of the Parking Usage Study Form,
shown i n appendix 2 - ^ • Added to each form beforehand was a sketch of
existing spaces and the location of other curb characteristics, as well
as the location of important buildings, stores or land uses along the
block face. Each f a c i l i t y was toured every half hour from 6 a , m. to
6:30 p. m. on one weekday. The type of parked vehicle, and the l a s t
three digits of the license plate to identify i t , were recorded i n the
f
row corresponding to the vehicles s position on the block face and the column
corresponding to the time of the tour when i t was f i r s t observed at the curb.
I t was found that i n one-half hour an observer could cover about 2,£00 feet
of curb i f usage or turnover were very low, about 1,500 feet i f usage and
turnover were moderate, and about 1,000 feet where usage and turnover were
high.
-r/t-
�Parking accumulation and duration data were tabulated I n order t o
obtain an estimate of the d i s t r i b u t i o n of the various types of parkers
and the times of day when they were i n evidence.
These data were t a b u l a -
ted f o r each c o n t r o l s e c t i o n and a l s o f o r s e l e c t e d i n d i v i d u a l a r e a s .
S i n c e no data were obtained on d e s t i n a t i o n s of the p a r k e r s , i t was impossible to pinpoint demand e x a c t l y . However, i t may be s a f e l y assumed that
the areas of high occupancy do i n d i c a t e the general locus of heavy demand
and i t was on t h i s b a s i s that the a n a l y s i s was made.
Parking durations were c l a s s e d i n the following c a t e r g o r i e s : l e s s
than one hour, 1 to under 3 hours, 3 t o under £ hours, and 5 hours or more.
A v e h i c l e observed during only a s i n g l e tour was considered to have been
parked f o r l e s s than one hour; a v e h i c l e observed parked during 2 to 5
consecutive tours was c l a s s e d i n the 1-2^ hour duration category, e t c .
V e h i c l e s observed a t 7 a. m. or 6:30 p. m. may have been parked f o r longer
times but they were t r e a t e d , i n s o f a r as t h i s phase was concerned, as
though they had a r r i v e d j u s t before 7 a. m. or departed j u s t a f t e r 6:30
p. m.
A v e h i c l e was considered " i n " a t the time i t f i r s t appeared on the
f i e l d sheet.
I t was considered "out'! a t the f i r s t time t h a t i t was no
longer observed.
category.
" I n s " and "outs" were tabulated f o r each duration
The accumulation of v e h i c l e s f o r any h a l f hourly period was
the previous accumulation plus the " i n s , " minus the "outs."
Truck parking
accumulation was separated from t h a t of passenger c a r s but durations were
e v e n t u a l l y disregarded because of the comparatively small numbers of t r u c k s ,
few of which were observed on more than one tour.
1
-177-
�A parking u t i l i z a t i o n chart was made by plotting these one-half
hour accumulations from 7 a.m. to 6:30 p.m.
Also plotted were the
t o t a l legal parking spaces available throughout the day, depending on
the regulations i n effect, and the number oflegal parking spaces i n each
tour that were occupied.
Figure37 I
s
a
n
example of such a chart, this
particular one being for control section 1-2 I n Georgetown.
figure
Similarly,
shows parking u t i l i z a t i o n i n a typical block of the street,
from Hall Place-Observatory Lane to Calvert Street.
These u t i l i z a t i o n charts showed the variation i n numbers of parked
vehicles and indicated the relative demand for parking space by the
various types of parkers throughout the day.
Comparisons can be made
between the number of vehicles parked and the available legal space, or
between the number of vehicles i n "no parking" zones and the number of vacant
l e g a l spaces.
The f i r s t thing that strikes one on examination of the sample
graph, figure 3^ > i s the manner i n which parking accumulation i s i n f l u enced, as i t should be, by the regulations i n force. However, closer
examination shows there to be a good deal of i l l e g a l parking throughout
the day.
This area consists almost exclusively of heavy parking generators:
stores, service shops, restaurants, e t c . Through a l l of the a.m. and
p.m. peak periods, a t which time almost a l l parking i s removed, there are
more vehicles parked than there are legal spaces.
the morning and early afternoon offpeak hours.
This i s true also of
More vehicles are parked
than could possibly be accommodated by the existing legal spaces. Many
legal spaces are vacant, however, indicating that parking demand i s concentrated so as to result i n considerable i l l e g a l parking even though
additional legal space i s available.
�For instance, at 11:30 a.m. there were 8 l vehicles parked, but
only 64 of the 76 legal spaces were occupied.
Therefore, 17 vehicles must
have been parked i l l e g a l l y , and five of these could not have been accommodated i n the control section i n any case. Analyzing these by type of
parker, 12 were long-term parkers and 13 were trucks. The remaining 56
were, presumably, short-time errand, business, or shopper parkers.
The
decision as to whether these could adequately be accommodated were longterm parkers and trucks removed would depend on an examination of specific
areas of demand.
Examinations of the durations of stay or parkers through the day
shows the short-time parker to be most prevalent. Long-term parkers
do not arrive u n t i l around 9:30 a.m. and leave before k p.m.
They do
nab constitute a peak hour problem. Occasional trucks are found from
7 a.m. to 8:30 a.m. at which time truck-loading operations become
prevalent, continuing heavily u n t i l midaftemoon. Long-term .parkers and
trucks are gone by the time the p.m. peak period s t a r t s .
ebbs u n t i l around 5 p.m.
after which i t picks up again.
Parking then
This pickup
could be due to evening shopping or all-night storage by area residents.
�Same note should he made here i n regard to interpretation of
the data shown by f i g u r e s ^ and^ft . I t must be pointed out that
the values plotted on these graphs are not precise. I t should be evident
that, although the values are tabulated and plotted at the half hour,
every space could not be observed simultaneously nor precisely on the
half hour. Then, too, the graphs are composed of discrete values and
the connecting lines serve merely to approximate a continuous plot. An
impression may be given of continuous variation, whereas a change actually
may have been quite abrupt, as, for instance, the change i n the number of
vacant legal spaces at times when peak-hour parking regulations become
effective.
Moreover, the process of t a l l y i n g vehicles* " i n " time and "out"
time while simultaneously taking duration of stay into account i s almost
unavoidably subject to errors.
Although i t i s very l i k e l y that many
short-time parkers were missed by the f i e l d crews, the entries for the
l e s s than 1-hour category are accurate to the extent that they represent
the t o t a l number of these parkers present a t any particular time.
�In order to show the number of vehicles and types of parkers that
would be affected by the removal of parking on Wisconsin Avenue, table \0
was prepared.
These figures represent, by control section, the numbers
of vehicles i n the various duration categories which were present (and
would, therefore, be affected by the elimination of parking) during the
a.m. peak, midday offpeak, and p.m. peak periods, respectively. The
entries i n the 'Hess than one hour" duration category are minimal values
since the h a l f hour counts could hardly have picked up vehicles which
arrived and departed between the times that the observer made his rounds.
Very l i k e l y many of these short-term spaces actually were occupied by
several different vehicles i n the course of a half hour. The category
"indefinite" consists of those vehicles which were observed parked
at 7 a.m. or 6:30 p.m. and whose maximum duration i s , therefore, unknown.
I t i s l i k e l y that most of them belong i n the long-term categories and
possibly even represent all-night storage.
I t should be noted that the sum of the totalsforeach period of the
day tabulated separately w i l l exceed the t o t a l number of vehicles that
would be affected should parking be removed from 7 a.m. to 6:30 p.m. Any
vehicle present during more than one period was considered as having been
affected separately i n each of those periods.
That i s , a vehicle parked
from 9 a.m. to 10 a.m. would have been included i n the 1-hour duration
category for both the a.m. peak and offpeak periods.
A separate evaluation was made of individual areas where double
parking and truck loading were prevalent. Long-term parking was analyzed
as to whether i t was contributory to t h i s problem.
�Physical feature and land use study
This f i e l d study was made primarily to supplement the street width,
right-of-way width, and block-length data which had been obtained from
the D i s t r i c t of Columbia Department of Highways and T r a f f i c .
Secondly,
the nature of each property fronting on the street was noted, the frontage
length recorded, and notation made of any objects or features which
might r e s t r i c t widening.
Procedures were very simple, consisting only
of the taking of f i e l d measurements with a tape i n addition to the noting
of the type of frontage and other remarks.
Width measurements were made
from curb to curb, and from the curb to the nearest permanent physical
object, usually a building, which would l i m i t possible widening.
Frontage
lengths were measured, and t o t a l block lengths established.
These data were used primarily to develop a detailed s t r i p map of
the street for reference use throughout the analysis phases of the study.
Appendix^5^includes the more important features of t h i s s t r i p map, showing
widths to scale and providing an indication of the fronting properties.
I t was concluded that the building l i n e coinsides approximately with the
right-of-way l i n e for a sufficient length of the street to establish
t h i s right-of-way l i n e as the limit of possible Improvements, assuming that
no building destruction i s permitted.
�Between Massachusetts Avenue and Western Avenue, i n those few
locations where only 105 feet of right-of-way existed, i t was found
that no buildings would prevent widening on the basis of 120 feet,
though a small amount of right-of-way acquisition would be necessary.
Only on the west side, between Tenley Circle and Albemarle Street, i s
there a "tight" right-of-way problem, with only 11 feet to 12 feet available
from the existing curb to a churchyard wall.
Assuming that a minimum of
eight feet of sidewalk would be l e f t on each side of the street within
the right-of-way l i n e s , a maximum possible curb-to-curb width of 10k feet
within the 120-foot right-of-way i s found possible between Edmunds Street
and Western Avenue. This would permit, i n the ultimate, the provision of
eight 12-foot lanes and a r e l a t i v e l y narrow median throughout the street.
I f the street were designed to f i t through the existing 105-foot right-of-way
constrictions, then the ultimate would be on 89-foot curb-to-curb width,
providing eight approximately 11-foot lanes and a very narrow barrier
median. The f e a s i b i l i t y of such ultimate provisions i s questionable, however,
as discussed e a r l i e r i n t h i s report.
Below Massachusetts Avenue, the above would apply as f a r as Edmunds
Street. Between Edmunds and Calvert Streets, only
available i n the 90-foot right-of-way.
feet would be
I n the narrower parts of the street,
south of Calvert Street, i n Georgetown, the current 55-56-foot sections
could, i n general, be expanded to a t least 60 feet, with 8-foot sidewalks
s t i l l provided.
Widening of the present 35-foot and 40-foot sections to
,kk feet would be possible, provided that sidewalks ranging i n width from
5 feet to 7 feet were acceptable.
�Appendix *Z& shows the actual distances to buildings or other
substantial features which control the amount of widening possible.
These controls, while important from an over-all widening viewpoint,
are even more c r i t i c a l i n that they severely limit the possibilities
for construction of economical grade separation structures at major
intersections. Existing right-of-way, then, i s of key importance i n this
particular instance. On many other a r t e r i a l streets through lower-class
blighted areas, the need to hold construction within these limits might
not be as great.
Speed distribution curves
Speed distribution curves were developed at locations north and
south of Chesapeake Street, north and south of Davis Street, and north
and south of Whitehaven Parkway. These distribution curves were made for
both the a.m. and p.m. peak hours, as well as the p.m. offpeak period.
For example, f i g u r e 3 ^ shows the speed distribution curve representing
the point
of Chesapeake Street. The 05-percentile speed for the
a.m. peak hour i s
m.p.h., for the p.m. offpeak hour
and for the p.m. peak hour
m.p.h.,
m.p.h. This location f a l l s within control
section 8-9 (Brandywine to Fessenden Street), probably the best-operating
section on the entire street.
The 85-percentlie speed for t h i s location
I s higher than that of the other two locations. The other speed d i s t r i butions were quite similar i n shape. The lowest 85-percentile speed was
^L5"
m.p.h. i n the
a *n. (p«a-k U»uV
t
N^irtU <of "Qpom
Street"
�Generally speaking, the 85wpercentile speed i s used i n setting
speed limits by police and State highway o f f i c i a l s .
The 85-percentile
speeds on Wisconsin Avenue currently Indicate speeds generally lower than
the speed limit as posted, indicating the effects of turbulent t r a f f i c
flow.
After Wisconsin Avenue has been Improved i n accordance with the
step increases i n capacity discussed previously i n t h i s report, t h i s
speed distribution w i l l change i n accordance with the new geometric
designs adopted.
Vehicle occupancy study
I n order to determine the vehicle occupancy on Wisconsin Avenue,
studies were made south of Calvert Street, north of Fessenden Street,
north of Massachusetts Avenue, and south of 35th Street.
At these loca-
tions, the northbound and southbound a.m. and p.m. peak periods of day,
as well as the p.m. offpeak periods, were studied. The f i e l d observer
simply checked o f f the number of occupants i n each vehicle using the
appropriate column i n the f i e l d form. The occupancy distribution
was then determined for each point and period studied. I t was found that
the occupancy distribution was very nearly the same at a l l stations, so data
for a l l stations were combined. Table U
shows the averaged results from
a l l four stations, both northbound and southbound, for the three study
periods.
I t had been hypothesized before making these studies that the
distribution would show two peaks, one i n the 1- or 2-occupant area and
the other i n the 5- or 6-occupant range (indicating active car pools).
But the occupancy study revealed no such result.
Nearly two-thirds of the
cars had only the driver, and about 25 percent of the cars had just two
occupants.
The percentage of cars having a greater number of occupants
decreased very rapidly.
five occupants.
Less than one percent of the cars had more than
�The average daily t r a f f i c on Wisconsin Avenue for the four study
locations was 22,000 vehicles. This figure was obtained from ADT counts
at the same locations i n which the occupancy studies were made. U t i l i z i n g
the I . 5 8 persons per car for the occupancy figure on Wisconsin Avenue and
multiplying by 22,000 ADT we get about 35,000 "people-trips" per day by
private vehicles. The t r a n s i t occupancy studies indicate that about
6,000
persons are being carried on Wisconsin Avenue by t r a n s i t vehicles
daily.
License-
Chetk-
At the same locations that speed distribution curves were developed,
a license check was made for Maryland, Virginia, D i s t r i c t of Columbia, and
foreign license numbers. The foreign license numbers indicated out-of State vehicles. On Wisconsin Avenue south of Chesapeake Street i n the
a.m. peak, i t was found that 70 percent of the southbound vehicles
passing down Wisconsin Avenue were Maryland vehicles, whereas approximately
19.5 percent of the vehicles were D i s t r i c t of Columbia vehicles. During the
p.m. peak hour, however, the D i s t r i c t of Columbia vehicles were k6 percent
of the t o t a l southbound vehicles, while the Maryland vehicles were approximately 23 percent. The remaining vehicles were about half from Virginia
and half foreign.
The importance of t h i s a r t e r i a l to the suburban communi-
t i e s of Maryland i s c l e a r l y evident.
�Wisconsin Avenue does not provide a good example of a street
having "spot" bottlenecks. Except i n the Georgetown area, i t s basic
curb-to-curb width i s quite uniform.
This i s i n marked contrast to
the many urban thoroughfares which have varying widths from block to
block, and frequently have major constrictions such as narrow bridges
and underpasses.
Therefore capacity development, by means of widening,
involved fewer steps i n this study than usually i s the case. Once a l l
possible increases i n capacity had been effected by elimination of
parking, removal of much of the midblock turbulence, development of
optimum signalization, street resurfacing, and the l i k e , the next step
involved improvement of key intersections.
Then came street widening
of a uniform amount wherever t r a f f i c increases required i t over a
portion of the street. On many streets, the upgrading procedure would
have to follow a more complex sequence. For instance, a narrow bridge
might be the key existing bottleneck, restricting volumes on the entire
street.
Following widening of t h i s bridge, the volume increase would
then require new t r a f f i c engineering measures along the street.
I f the
street width were irregular, then very soon some narrow block along i t
would become a bottleneck, as volumes increased. Widening would then
be desirable through this narrow section only. Soon another problem
spot would develop, and this procedure would be repeated.
To summarize, improvement of an a r t e r i a l of irregular width w i l l
involve more incremental stages than w i l l the improvement of a uniformwidth street such as a major portion of Wisconsin Avenue.
167
��PROPOSED
IMPROVEMENTS
Q STREET
�• PROPOSED IMPROVEMENTS
33RD
ST.~ RESERVOIR
ROAD
�PROPOSED IMPROVEMENTS
CALVERT ST.-37IH ST
�PROPOSED IMPROVEMENTS
MASSACHUSETTS AVE-GARFIELD ST.
Future 5
"
�PROPOSED IMPROVEMENTS
SCALE
0
50 100
Li.i i 1 1 1 ii i,l
FEET
VAN N E S S S T - U P T O N S T
f,^w6
�PROPOSED IMPROVEMENTS
RIVER ROAD-BRANDYWINE ST. —4111 ST
�PROPOSED
IMPROVEMENTS
WESTERN
AVENUE
�PROPOSED
GRADE
IMPROVEMENTS
SEPARATION
�PROPOSED IMPROVEMENTS
FULL GRADE SEPARATION OF ALL MOVEMENTS
��Pf>
o„
P
����1
/
'
�24 HR. WK.-DAY TRAFFIC ON WISCONSIN
(NORTH OF D.C.LINE)
AVE.
�EXISTING
SIGNAL PROGRESSION
�WISCONSIN AVE.
CONTROL
SECTION
NUMBERS
�TRAFFIC
IMPEDENCE
ANALYZER
�AVERAGE SPEEDS ON
WISCONSIN AVENUE
NORTHBOUND
�AVERAGE SPEEDS ON
WISCONSIN AVENUE
SOUTHBOUND
�3AGE
SPEEDS ON WISCONSIN AVENUE
�AVERAGE RUNNING SPEEDS
ON WISCONSIN AVENUE
NORTHBOUND
�AVERAGE RUNNING SPEEDS
ON WISCONSIN AVENUE
SOUTHBOUND
�CONTROL SECTIONS
NORTHBOUND
CONTROL SECTIONS
SOUTHBOUND
PEAK HOUR AVERAGE SPEED ON WISCONSIN AVE.
�PEAK HOUR AVERAGE RUNNING SPEED ON WISCONSIN AVE.
�AVERAGE TIME IN
SECONDS PER RUN
WISCONSIN AVENUE
NORTHBOUND
�AVERAGE TIME IN
SECONDS PER RUN
WISCONSIN AVENUE
SOUTHBOUND
fta
u, h&
3/
�TOTAL NO. OF STOPS PER RUN BY CONTROL SECTIONS
f/ 'tf a- re-
£ X-
�TOTAL NO. OF STOPS PER RUN BY CONTROL SECTIONS
�6-30-9:20
AMP
10:00-11-50
AMOP
I-00-250
PMOP
4:00-6:50
PMP
8:00-9:50
NlTE
630-9-20
AMP
10-00-11:50
AMOP
100-2:50
PMOP
400-650
PMP
8 0 0 - 9 50
NlTE
DECELERATION TO 2 M P H OR BELOW WAS IDENTIFIED AS DECELERATION TO A STOP. ACCELERATION FROM 2 M P H
...
..
OR BELOW, THRU AT LEAST 5 M P H WAS NECESSARY TO BE IDENTIFIED AS AN ACTUAL ACCELERATION
...
AVERAGE NUMBER OF STOPS BY TIME OF DAY
�AVE. NO. OF STOPS PER RUN BY CONTROL SECTIONS
��PRECENTAGE OF TIME THAT V E H I C L E WAS UNDER INFLUENCE OF FRICTIONAL
EVENTS
�STANDARD DEVIATION OF SPEED CHANGES AS RELATED TO INTERNAL STREAM FRICTION
AVERAGE PERCENT OF TIME DURING WHICH INTERNAL
STREAM FRICTION OCCURS FOR A L L RUNS
�WISCONSIN AVENUE
PARKING UTILIZATION
�J
WISCONSIN AVENUE
PARKING UTILIZATION
r
�WISCONSIN AVENUE - NORTH OF C H E S A P E A K E ST. —NORTHBOUND
�Table 1
T r a f f i c Volumes
Location
Current
peak hourV.P.H.. i n
heavy
direction
(average)
Phase 1
Peak Hour
V.P.H. i n Percent
heavy
increase
direction
above
current
900
Lover Georgetown
Upper Georgetown
North of
Mass. Ave.
Phase 2
Phase 3
Peak Hour
Desirable
, maximum
ADT
Peak Hour
f.P.H. i n Percent
increase
heavy
above
direction
current
38%
15,000
1,150
11%
Desirable
maximum ST.P.H. i n Percent
increase
heavy
ADT
above
iirection
current
Desirable
maximum
ADT
20,000
1,200.
to
1,300
65-100$
20,000
to
22,000
1,000
1,300
to
1,600
30-60%
21,000
to
26,000
2,100
1102
35,000
2,U00
11*0*
37,000
1,150
1,600
to
1,950
39-10%
27,000
to
33,000
2,600
126$
10,000
3,600
2132
60,000
�Table 2
No parking
Width
Volumes p e r Hour of Green
Curb
lane
1
Width d i s t r b n . i n t o lanes
These
volumes c u r r e n t l y being
exceeded a t :
10-11-9T9-11-10 Wise.8: West e r n , S.B.
10-ll-9-9f11-10
Car
trucks
present
COF
CO'
2
h
3
900 1500
5
800
Total
Opposj
3200
3200
3900
1800
3300
f i i 5 o 2150 1500
H800
2650
lOOOj 500
5 lanes
60'
12-12-12+12-12
6 lanes
60'
10-10-iOflO-lO-lO
1000 1750 1000
3750
3750
60'
10-10-10-lOflO-lO
1000 1750 1750 1000
5500
2000
66'
11-11-llfll-ll-U
1100 1950 1200
1*250
1*250
66'
11-11-11-llfll-ll
1100 1950 1950 1200
6200
2300
72'
12-12-12fl2-12-12
1150 2150 1500
U800
1*800
72'
12-12-12-12fl2-12
1150 2150 2150 1500
6950
2650
7 lanes
70'
10-10-10-10fl0-10-10
1000 1750 1750 1000
5500
3750
70'
10-10-10-10-lOflO-lO
1000 1750 1750 1750 1000
7250
2000
TV
li-ii-n-iifii-ii-ii
1100 1950 1950 1200
6200
1*250
77'
11-11-11-11-11+11-11
1100 1950 1950 1950 1200
8150
2300
6V
12-12-12-12+12-12-12
1150 2150 2150 1500
6950
1*800
81*'
12-12-12-12-12+12-12
1150 2150 2150 2150 1500
9100
2650
8 lanes
80'
10-10-10-10+10-10-10-10
1000 1750 1750 1000
5500
5500
80'
10-10-10-10-10fl0-10-10
1000 1750 1750 1750 1000
7250
3750
ss-
11-11-11-11fll-11-11-11
1100 1950 1950 1200
6200
6200
ss'
11-11-11-11-llfll-11-11
1100 1950 1950 1950 1200
8i50
1*250
96'
96'
Note:
s
12-12-12-12+12-12-12-12
1150 2150 2150 1500
6950
6950
12-12-12-12-12+12-12-12
1150 2150 2150 215O 1500
9100
1*800
At any l e v e l , p r o v i s i o n of a continuous midblock nontraversable median,
together with separate L . T . lanes outside the continuous through lane
l i m i t s , w i l l i n c r e a s e c a p a c i t y by 700 v . p . h . g .
�Table 3
Available l i s t i n g of 10-hour counts
K Street
M Street
N Street
33rd Street
Reservoir Road
R Street
S Street
34th Street
35th Street
Calvert Street
Edmunds Street and Mt. Alto Hospital
Fulton Street
Garfield Street
Massachusetts Avenue
Macomb Street
Newark Street
Idaho Avenue and Ordway Street
Rodman Street
Upton Street
Van Ness Street
Warren Street
Windon Place
kOth Street
Tenley Circle
Albemarle Street
River Road
42nd and E l l i c o t t Street
Fessenden Street
Harrison Street
Western Avenue
�Table & street and right-of-way widths
,
Portion of
Wisconsin Avenue
between:
River - K
K - Grace
Grace - C.& 0 . Canal Bridge
C.& 0 . Canal Bridge
C.& 0 . Canal Bridge -. M
M - Prospect
Prospect - N
N -0
0 -R
R - 3^th
3kth - 35th
35th - 266' N W
..
266' N W - Calvert
..
Calvert - Edmunds
Edmunds - Massachusetts
Massachusetts - Idaho
Idaho - 590' N W
..
next 987'
to Upton
Upton - Tenley C i r c l e
Tenley C i r c l e
Tenley C i r c l e - Albemarle l e s s 60'
then to Brandywine
Brandywine - Fessenden
Fessenden - Garrison
•
Garrison - Western (D.C. l i n e )
Distance
curb to curb
ft.
51
51
51-35
35
51
56
56-lK)
1+0
35
1+6
55
55
55
60
60
60
60
60
60
60
60
60
66
60
60
60
Width of
right-of-way
ft.
IOO-83
83
83-I+5
h5
83
83
83-6O
60
60
69
80
71
78
90
105
120
105
120
105
120
85
120
120
120
105
120
�Table - 5
Massachusetts Avenue to Woodley Road
No. of Average Standard
F
sperd deviation Test
runs
'Jorthbound - A.M. Peak
NoTarklng - T:0*0 -~9:30 A.M.
Travel speeds between Mass. Ave. &
Woodley Rd. on Wisconsin Avenue.
16
Without
parking
24.8
T
Test
2.74
>4.25 T Test"
18
21.7
3.36
-4.74 (observed)
T Table2.04j t observed
>5.21 i s < t table j
.-.it i s not s i g n i f i cant
20
Northbound - A.M. Off Peak
With Parking - 10:00 - 11:50 A.M.
Without
parking
21.0
3.01
>4.5i
With
parking
Travel speeds between Mass. Ave. &
Woodley Road on Wisconsin Avenue.
Northbound - P.M. Peak
No Parking ^Ti:00 - 6:30 P.M.
Travel speeds between Mass. Ave. &
Woodley Road on Wisconsin Avenue.
Northbound - P.M. Off Peak
^fftffTaTkinF^TlTOO^TT^O P.M.
Travel Speeds Between Mass. Ave. &
Woodley Road on Wisconsin Avenue.
13
With
parking
20.8
5.18
-7.77
T Test.15 (observed)
T Table2.04} t observed
i s < t tablej
i t i s not s i g n i f i
cant
Calvert to 35th Street
Southbound - A.M. Peak
No Parking - 7:00 - 9:30 A.M.
Travel Sp'eeds between Calvert &
35th Streets on Wisconsin Avenue.
Southbound - A.M. Off Peak
WiTtrparklng"-' ToVod - 11:50 A.M.
Travel Speeds between Calvert &
35th Streets on Wisconsin Avenue.
No. of Average Standard
F
speed deviation Test
runs
22
16
22,4
2.74
Without
parking
"¥6HrOT&g - U : O - 6:30 P.M.
'C'
Southbound - P.M. Off Peak
^ i t h H ' a r k i n g "-"1:1)0' - 7:50 P.M.
Travel Speeds between Calvert &
35th Streets on Wisconsin Avenue.
1.14
With
parking
Southbound - P.M. Peak
Travel Speeds between Calvert &
35th Streets on Wisconsin Avenue.
Without
parking
18.8
14
22.2
2.91
With
parking
.14
22.9
2.52
T
Test
T Test5.47 (observed)
T Table2.03j>t observed
>3.97 i s t tablej
#• i t i s significant
M.65
^4.56 T Test-
-17.36 (observed)
T Table2.06j t observed
i s <t table;
i t i s not s i g n i f i
>3.95
cant
�" " Street to Reservoir Road
Q
No. of Average Standard
F
speed deviation Test
runs
Northbound - A.M. Peak
" W K r k l n g " T ^ t T ^ O O A.M. ,
Travel Speeds between Q & R Streets
\ Wisconsin Avenue
17
Northbound - P.M. Peak
' No Parking -TitOO" - 6:30 P.M.
Travel Speeds between Q & R Streets
on Wisconsin Avenue
5.64
18
Northbound - A.M. Off Peak
With Parking - 10:00 - 11:50 A.M.
Travel Speeds between Q & R Streets
on Wisconsin Avenue
\
Without
parking
24.0
With
parking
19.7
4.82
Without
parking
25".3
20
Northbound - P.M. Off Peak
With Parking - 1:00 - 3:00 P.M.
Travel Speeds between Q & R Streets
on Wisconsin Avenue
' With
,
parking
16.0
13
3.79
5.31
T
Test
>8.46 T Test"
54.84 (observed)
T Table2.04j t observed
^7.23 i s > t table;
•* i t i s significant
#
>5.91
T Test"
-7.48
T Table"
2.04; t observed
i s <t table;
->8.28 .% i t i s not s i g n i f i cant
e
Reservoir Road to "R" Street
Northbound - A.M. Peak
No Parking - 7:00 - 9:30 A.M.
Travel Speeds between Q & R Streets
on Wisconsin Avenue
Northbound - A.M. Off Peak
With Parking - 10:00 - 11:50 A.M.
Travel Speeds between Q & R Streets
on Wisconsin Avenue
Northbound - P.M. Peak
No Parking - '4:06 - 6:30 P.M.
Travel Speeds between Q & R Streets
on Wisconsin Avenue
N
Abound - P.M. Off Peak
~Wilh' Parking - 1:00 -3:00 P.M.
j
Travel Speeds between Q & R Streets '
on Wisconsin Avenue
F
No. of Average" Standard
speed deviation Test
runs
17
Without
parking
Hi. 2
7.59
18
With
parking
13.8
6.02
20
Without
parking
13.0
With
parking
12.4
2
6.13
5.40
T
Test
501-38 T Test"
.3312 (observed)
T Table"'
2.04; t observed
i s <t table;
>9.03 /• i t i s not s i g n i f i cant
T Test'"9.56 -.9837 (observed)
T Table"
2.04; t observed
i s <t table;
i t i s not s i g n i f i cant
>8.42
�"Q" Street to "R" Street
No. of Average Standard
F
runs speed deviation Test
Northbound - A.M. Peak
Mo Parking - 7:00 - 9:30
17
Without
parking
18.2
6.23
>9.3U
18
With
parking
16.4
4.93
>7.40
20
Without
parking
17.9
i
5.16
A.M.
Travel Speeds between Q & R Streets
on Wisconsin Avenue
Northbound - A.M. Off Peak
With Parking - 10:00 - 11:50 A.M.
Travel Speeds Between Q & R Streets
on Wisconsin Avenue
Northbound - P.M. Peak
" ' o Parking - 4:00 - 6:30 P.M.
"N
Travel Speeds between Q & R Streets
on Wisconsin Avenue
Northbound - P.M. Off Peak
With Parking - 1:00 - 3:00 P.M.
Travel Speeds between Q & R Streets
on Wisconsin Avenue
With
parking
13.8
13
3
5.10
T
Test
T Test=
18.10 (observed)
T Table2.04; t observed
i s > t tablej
.. i t i s significant
*
.-8.04 T Test-394.230 (observed)
T Table 2.04} t observed
i s <t table;
* t is
>7.95 .. i cant not s i g n i f i -
�TABU: 6
T o t a l Number o f Lane Changes
Northbound - Lane 1
A.M.
P.M.
P.M.
Off Peak
Off Peak
Peak
Control
Sections
A.M.
Peak
K - M Street
0-1
i.4o
1.50
1.23
1.15
1.07
M - Reservoir Rd.
1-2
2.0k
2.27
2.61
I.65
2.07
2-3
1.32
1.66
1.53
1.45
1.46
35th - C a l v e r t S t .
3-4
1.24
1.22
1.30
1.40
1.23
C a l v e r t - Mass. Ave.
4-5
1.32
1.C0
0.92
1.40
1.38
Mass. - Idaho Ave.
5-6
1.40
1.33
1.15
1.15
1.46
Idaho - Van Ness S t .
6-7
1.20
1.38
1.15
1.40
1.15
Van Ness - Brandywine S t .
7-8
1.24
1.27
1.61
1.20
1.53
Brandywine - Fessenden S t .
8-9
1.16
1.00
0.92
1.30
1.15
Fessenden - Western Ave.
9-10
1.24
1.38
1.38
1.55
1.38
Intersections
Reservoir
- 35th S t .
13.56
14.01
13.80
13.65
Night
13.88
Ave. = 13.78
�TABLE 6 (contd.)
Intersections
Control
Sections
A.M.
Peak
T o t a l Number of Lane Changes
Southbound - Lane I
A.M.
P.M.
P.M.
Off Peak
Off Peak
Peak
Night
K - M Street
0-1
1.00
1.26
0.70
1.17
1.00
M - R e s e r v o i r Rd.
1-2
1.42
2.73
1.58
2.05
1.35
R e s e r v o i r - 35th S t .
2-3
1.11
1.15
0.82
1.52
O.85
35th - C a l v e r t S t .
3-4
1.15
1.00
1.47
1.58
1.07
C a l v e r t - Mass. Ave.
4-5
1.23
1.31
1.17
1.82
1.42
Mass. - Idaho Ave.
5-6
1.46
1.89
1.52
2.47
2.14
Idaho - Van Ness S t .
6-7
1.19
1.00
O.76
1.58
0.85
Van Ness - Brandywine S t .
7-8
1.07
1.31
1.05
1.29
0.85
Brandywine - Fessenden S t .
8-9
1.19
1.31
1.23
1.00
0.85
Fessenden - Western Ave.
9-10
1.15
1-31
1.17
1.70
1.42
11.97
14.27
U.47
16.18
11.80
Ave. = 13.13
1
z
�TABLE 7
Intersections
Control
Sections
A.M.
Peak
T o t a l Number of Lane Changes
Northbound - Lane 2
P.M.
A.M.
P.M.
Off Peak
Peak
Off Peak
Niqht ,
0-1
0.12
0.50
0.15
0.30
0-.07
1-2
0.64
0.83
1.30
0.60
&.30
2-3
0.56
0.94
0.69
0.65
a. 46
35th - C a l v e r t S t .
3-4
0.36
0.50
0.84
0.80
0.53
C a l v e r t - Mass. Ave.
4-5
0.28
0.55
0.76
0.75
0.53
Mass. - Idaho Ave.
5-6
0.44
0.55
0.92
0.55
a. 53
Idaho - Van Ness S t .
6-7
0.48
0.50
0.61
0.55
0.38
Van Ness - Brandywine S t .
7-8
0.32
0.61
0.84
0.15
0.38
Brandywine - Fessenden S t .
8-9
0.32
0.50
0.46
0.25
0.46
Fessenden - "Western Ave.
9-10
0.56
0.61
1.07
0.35
0.38
4.08
6.09
7.64
4.95
4.02
K - M Street
M - Reservoir
Reservoir
Rd.
- 35th S t .
Ave. *
S-.35
�TABLE 7 (contd.)
Intersections
Control
Sections
fci
A.M.
Peak
Total Number of Lane Changes
Southbound - Lane 2
A.M.
P.M.
P.M.
Off Peak
Off Peak
Peak
Night
0-1
0.00
0.10
0.35
0.05
0.00
1-2
0.42
1.26
0.94
0.47
0.28
2-3
0.19
0.68
0.64
0.82
0.57
35th - C a l v e r t S t .
3-4
0.23
0.78
0.58
0.88
0.50
C a l v e r t - Mass. Ave.
4-5
0.19
0.52
0.29
0.70
0.50
Mass. - Idaho Ave.
5-6
0.26
0.52
0.88
0.58
0.42
Idaho - Van Ness S t .
6-7
0.26
0.47
0.70
0.82
0.42
Van Ness - Brandywine S t .
7-8
0.26
0.78
0.82
0.88
0.50
Brandywine - Fessenden S t .
8-9
0.30
0.52
0.70
0.58
0.42
Fessenden - Western Ave.
9-10
0.19
0.47
0.70
0.52
0.64
2.30
6.10
6.60
6.30
4.25
K - M Street
M - Reservoir
Reservoir
Rd.
- 35th S t .
Ave. = 5.11
�Table 8
Intersections
Average signal delay time per
run i n seconds
Northbound
Southbound
M Street
26
39
Q Street
16
1U
Calvert Street
10
15
Massachusetts Avenue
21
01
Porter Street
02
09
Tenley Circle
06
07
Western Avenue
27
00
Total average delay time per run
i n sec. for the 7 intersections
16
Ik
Total average delay time per run
i n sec. for a l l Wisconsin Avenue
intersections
ik2
Ilk
�TABLE - 9
X
Arithmetic Means, Standard Deviation and Median for Each Event by Periods
Northbound
AMP ...
_ A . . . . - B,
MOP 1
_ A . . . .- N a
MOP
PMP ...
1.
.,
6
M'
X
M
X
M
X
6
M
" 3"
0
Event
Parking
1
.82
3.12
0
•50
3.13
1.00
.50
4.03
0
Marginal Ped.
2
• 79
1.90
1.00
•45
2-35
1.00
-1.29
2.71
1.00
Moving Veh.
3
-6.54
8.28
-8.00
-5-59
8.11
-4.00
-5.18
8.14
-4.00
-1.71
2.76
1.00
.10
1.64
-1.00
-4.00
4.47
-2.00
-3-83
6.81
-2.00
5-27
-1.00
Loading Platform
0
• 75
1.48
Instream Ped.
5
-6.00
7.00
-2.00
-.78
I.87
Turning
6
-3.62
5.19
-2.00
-1.88
7.69
Crossing & Merg. 7
-4.09
5-57
-1.50
-2.25
4.78
-1.00
-2.80
-18.00
-16.25
6.87
-15.00
-12.38
Traffic Controls 8
-15.12
9.04
0
8.14
0
-13.00
X
K G T - •B_
IH
i;
cr
M
3.68
1.00
-.06
2.15
0
-1.15
3.84
0
1.14
2.10
1.00
-7.09
7-53
-7.89
7.74
-5.00
-.89
2.57
-.67
1.25
-.08
4.13
-1.00
-1-75
.43
-3.85
6.38
-1.00
-1.62
4.46
1.00
-1.21
4.58
-2.00
-4.10
4.55
-2.00
-14.32
7.45
-15.00
-12.87
8.71
1.26
-6.00
0
0
-2.00
1
i
j
i
1
f
-14.00 !
1
Southbound
1
4.24
Parking
1
.87
Marginal Ped.
2
-2.00
3.74
-1.00
Moving Veh.
3
-7.85
8.13
Loading Platform
4
3.00
1.74
3-38
1.00
0.43
3-25
1.00
2.14
-2.00
1.17
0.09
2.00
-1.50
0.50
-1.00
)
-7.47
8.66
-6.0O
-8.49
8.20
-8.00
-7.68
8.50
-6.00
I
-0.24
3-39
-4.33
4.85
-4.00
-1.03
6.27
-2.00
c
-0.14
1.64
1.00
-1.20
-7.00
-7-52
8.50
-6.00
1.00
4.00
-1.00
4.16
1.00
-0.43
2.06
-1.00
-1.83
4.30
-1.00
6
-1.00
3.00
0.07
4.20
Crossing & Merg. 7
Traffic Controls 8
-2.00
2.00
-2.00
-0.21
-17.11
7.12
-16.00
-16.91
Instream Ped.
Turning
0
0.12
1.00
4.17
1.00
2.91
9.16
0
0
-24.00
1.43
-0.63
-12.76
3-33
3.60
8.31
0
0
-13.00
3.42
0
0.30
1.19
1.00
-2.13
4.62
0
-0.50
0.50
0
-3.68
5-97
-3.00
-2.38
5-18
-.K
3CK
7.23
-2.00
-1.40
2.32
8.21
-12.00
0
-13.85
-17.53
9-35
1
j
-2.00
0
-21.00
!
. i
;
�Table 10
Vehicles Affected by Removal of Parking on Wisconsin Avenue
AM Peak 7-9:30
Control Section
Duration
(hours)
1-2
2-3
3-h
4-5
5-6
6-7
7-8
8-9
9-10
Less than 1
1-2^
3-4§
5 or more
Indefinite^/
39
8
3
1
7
7
12
2
7
8
3
7
74
22
10
6
17
17
30
8
3
1*
61
33
16
3
27
13
3
12
18
27
21
5
7
7
10
7
4
5
11
202
103
38
76
207
Total cars
58
Total t r u c k s /
*
Total l e g a l spaces
# 7
28
4
46
73
13
60
99
9
72
20
45
116
2
103
76
13
67
52
79
37
7
71
626
24
7-8
8-9
9-10
Total
19b
14b
53
1,419
73b
151
lbl
2
2
3
h
78
9
9
9
Total
115
541
Off Peak 9:30 AM - 4 PM
Control Section
Duration
(hours)
Less than 1
1-2*
3-41
5 or more
Indefinite!/
1-2
301
142
9
5,
2-3
3-4
4-5
78
65
221
118
17
28
41
58
24
39
12
8
5-6
161
81
25
23
6-7
57
16b
69
42
13
103
lb
14
95
11
14
- y
21
9
ma
mm
231
27
2,4b9
"
Total cars
457
Total trucks. /
107
Total l e g a l spaces^/ 76
2
163
19
105
384
58
110
162
290
220
12
83
117
54
9
105
264
34
52
31b
49
79
71
369
798
�Table 10
Vehicles Affected by Removal of Parking on Wisconsin Avenue (Continued)
PK Peak
Control Section
Duration
(hours)
4-5
5-6
6-7
7-8
8-9
9-10
Total
75
33
7
13
109
16
58
38
6
6
74
11
68
38
22
6
7
44
72
30
3
6
33
73
16
2
4
32
436
194
38
53
438
237
118
1
78
167
15
89
117
0
94
5
38
144
127
3
71
1,159
47
669
1-2
2-3
3-4
38
12
0
0
30
28
16
5
3
23
Total cars
80
2
Total t r u c k s /
Total l e g a l spaces 3 / 7
75
1
92
Less than 1
3-Ui
5 or more
Indefinite^/
2
5
1/
4-6:30
h
110
16
24
6
105
25
3
3
25
16
79
Vehicles observed at 7 AM or at 6:30 PM which were parked at some time during the period.
2/ Because the number of trucks was r e l a t i v e l y small, they were not t a l l i e d by duration.
majority of them were parked for l e s s than one hour.
3/
The
Total legal spaces existing during the period, under current regulations.
4 / I t could not be determined which of the vehicles observed at 7 AM or 6:30 PM were present
during the off-peak hours. These vehicles are, therefore, inextricable from the figures for the
other durations.
2.
�Table 11
P.m.
peak
Percentage of cars i n each occupancy category
Northbound & southbound
combined
Southbound
A.m.
P.m.
P.m.
A.m.
P.m.
P.m.
peak
offpeak peak
peak
offpeak peak
60.02
60.55
64.55
59.83
61.42
66.26
59.92
60.99
63.21
62.40
62.74
20.70
27.33
25.69
23.10
27.19
23.35
22.32
27.26
24.52
24.71
24.35
24.50
3
5.70
7.37
7.22
6.58
7.56
7.98
6.28
7.47
7.60
6.80
7.21
7.04
4
2.01
3.36
4.89
3.66
3 . 41
4.41
3.12
3.39
4.65
3.48
3.78
3.65
5
1.15
1.22
1.07
1.37
1.11
1.56
1.31
1.16
1.31
1.15
1.34
1.26
.64
.70
.58
.74
.90
1.28
• 71
.80
.65
.92
.81
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
1.46
1.58
1.62
1.56
1.62
1.65
1.53
1.60
1.63
1.56
1.60
1.58
Item
Northbound
P.m.
offpeak
No. of
occupants
A.m.
peak
1
69.80
2
6 & over
Average
occupancy
.93
All
Northbound
L combined
South- North &
bound south
of occupants includes driver; thus one occupant means the vehicle was occupied only by the driver.
1
�"T. Tva-pftc
5, Test
XmpedanC'e fWiY2=-«v-
Vehicle
�INTERSECTION APPROACH CAPACITIES OF EFFICIENTLY OPERATED TWO-WAY URBAN ARTERIAL S T R E E T S
(WITH PROGRESSIVE SIGN ALIZ ATION, NO PARKING AND
SEPARATE LEFT-TURN LANES, ^IN ADDITION TO WIDTH
SHOW NOWHERE OPPOSING, TRAFFIC IS SIGNIFICANT)
�Appendix 2—Proposed bus stop and bus bay locations
A. Bus stops at curb
At street
Direction of
bus travel
Location of
bus stop
1.
N Street
Northbound
Near side
2.
N Street
Southbound
Near side
3.
Dumbarton Street
Northbound
Near side
k.
P Street
Near side
5. P Street
Southbound
Near side
6.
Q Street
Northbound
Near side
7.
Q Street
Southbound
Near side
8.
R Street
Northbound
(double stop)
Far side
9.
R Street
Southbound
Near side
Direction of
bus travel
Location of
bus bay
B. Bus bays
At street
1.
North of 5324 Wisconsin Avenue
Southbound
Midblock
2.
Driveway opposite
5324 (north building
line)
Northbound
Midblock
)
3.
Southbound
North of entrance to
D. C. t r a n s i t (Western
division)
u.
Ingamar Street
Northbound
(double stop)
Far side
5.
Harrison Street
Southbound
Near side
6.
Harrison Street
Northbound
Near side
7.
Fessenden Street
Southbound
Near side
Midblock
�7-
Direction of
bus travel
Location of
bus bay
8. Fessenden Street
Northbound
Near side
9.
E l l i c o t t Street
Southbound
(double stop)
Far side
10.
E l l i c o t t Street
Northbound
11.
Chesapeake Street
Southbound
Near side
12.
Chesapeake (extended)
Northbound
Midblock
13.
Between Brandywine Street Northbound
and Albemarle Street
Midblock
14.
Between Brandywine Street Southbound
and Albemarle Street
Midblock
At street
Near side
(existing bus bay)
14a. Tenley Circle
Southbound
(double stop)
Far side
15.
Tenley Circle
Northbound
(double stop)
Far side
16.
Warren Street
Southbound
(double stop)
Far side
17.
Veazey Street
Northbound
Near side
18. Upton Street
Southbound
(double stop)
Far side
(opposite Hot Shoppe)
19-
Upton Street
Northbound
Near side
20.
Rodman Street
Southbound
Near side
21.
Rodman Street(extended )
Northbound
Near side
22.
Porter Street
Southbound
Near side
23.
Porter Street
Northbound
Near side
24.
Norton Street
Northbound
Near side
�At street
Direction of
bus t r a v e l
Location of
bus bay
25.
Newark
Southbound
Near side
26.
Macomb
Southbound
Near side
27.
Woodley Road
Southbound .
Near side
28.
Woodley Road
Northbound
Near side
29.
Cathedral Street
Southbound
(double stop)
Midblock
30.
Garfield Street
Northbound
Near side
31.
Fulton Street
Southbound
Near side
32.
Fulton Street
Northbound
(double stop)
Near side
33.
Edmunds Street
Southbound
(double stop)
Far side
Northbound
Near side
3*. Edmunds Street
35.
Calvert Street
Southbound
(double stop)
Midblock on near side
36.
Calvert Street
Northbound
(double stop)
Midblock
37.
Hall Place( extended) Northbound
Near side
38.
Hall Place
Southbound
Near side
39.
34th Street
Southbound
Near side
1+0.
34th Street
Northbound
(double stop)
Far side
�BUS BAY REQUIREMENTS-ON WISCONSIN AVENUE
��WISCONSIN AVE.
PRESENT TRAFFIC CONTROLS
It
OOO RDI N
LEOE I{ O
AIE D i,IOI'I' I NTEROOI{f{ ECTED SYST
E
^vÉ¡u¡
T3
(Srt br Si0hll
INTÊROONNEOTED SEOOI{DARY SYSTEI{S
I¡IPULSE CASLE
TEST PANELS
E
SÊOONOARY I{ASTER COI{TROLLER
o
24
HOUR
+
FLASHINO
o
NON FLASHING
(è
ORDERED
WARRANTEO
x
VÉHIOLE OR PEOESTRIAN ACTUATEO
PEDÊSÍRIAI{ WALK
,t
STOP
dla
AþPo,l ix
4
�Appendix 5
Estimated cost for signalization improvement
A.
Nev signal i n s t a l l a t i o n s a t $4,000 per intersection for P Street,
Reservoir Road, Whitehaven Parkway, Idaho Avenue and Brandywine
Street.
B.
The t o t a l cost i s $20,000.
New dials and relays required for existing signal controllers at $100
installed
per d i a l and $30 per relay for M Streey, P Street, Q Street, R Street,
W Place, Calvert Street, Edmunds Street, Garfield Street, Massachusetts
installed
Avenue/, Woodley Road, Macomb Street, Porter Street, Albemarle Street,
Fessenden Street, and Western Avenue. The t o t a l cost i s $3,900.
C.
Receiver and decoder radio equipment a t $2,014 per i n s t a l l a t i o n for
M Street, P Street, Q Street, Reservoir Road, R Street, Whitehaven
Parkway, W Place, Calvert Street (secondary master controller),
Macomb Street (secondary master controller), Newark Street, Idaho
Avenue, Porter Street, Rodman Street (includes pedestrian crossing),
Van Ness Street (secondary master controller), Brandywine Street,
Fessenden Street, and Western Avenue. The t o t a l cost i s $34,238.
D. Grand t o t a l
A - New signal i n s t a l l a t i o n s
B - Dials and relays
C - Radio interconnection
$20,000
3,900
34,238
$58,138
�WISCONSIN AVENUE
P E A K HOUR T R A F F I C
1959
FLOW
��WISCONSIN AVENUE
AVERAGE DAILY TRAFFIC
VOLUMES
ADJUSTED TO 1959
��Appendix 9
"Before and After"-Study of Left Turn Regulations at Wisconsin
Avenue and Garfield Street with Massachusetts Avenue
In the before studies of volumes taken on a Tuesday i n September
1958»
turning movements from Wisconsin to Massachusetts Avenue for
t r a f f i c moving south were made by U86 vehicles.
The l e f t turning move-
ment a t that time from southbound Wisconsin to eastbound Garfield Street
was 15 vehicles. After the prohibition of the l e f t turn at Wisconsin and
Massachusetts, this l a t t e r movement became Ul5 vehicles.
made on a Tuesday i n August 1958.
a.m. peak period.
This count was
Both counts quoted were made i n the
The adjustment factor between a Wednesday i n September
and a Tuesday i n August i s negligible.
Day
Month
(Wednesday September T70"3 - .972)
(Tuesday
August
1.0a - .971)
1
• By adding the two "before * turning movements, I486 and 15, we are
now able to compare a before l e f t turn movement of 501 and an "after" l e f t
1
turn movement of U13 .
The percentage change i s 17.6 percent, indicating
that 17.6 percent fewer l e f t turn movements are now being made since
adoption of the new l e f t turn restrictions.
Diagram
��TOTAL NO. OF ACCIDENTS BY CONTROL SECTIONS
O-l
1-2
2-3
3-4
4-5
CONTROL
5-6
SECTIONS
6-7
7~8
8~9
9~I0
��NO. OF ACCIDENTS BY MANNER
AND BY CONTROL SECTIONS
�INTERSECTION ACCIDENT RATES ON WISCONSIN AVENUE
�Appendix l i i
Wisconsin Avenue Intersections (North to South)
Existing Signal Timing
Intersecting
street
Western Ave.
Wisconsin Avenue Time
Red
NB
SB
44
30
Cycle
time
Green
Amber
32
46 thru
10 l . t .
5
5
80
Remarks
N on-intereonnected
80
Fessenden!/
20
36
4
60
Albemarle
30
46
4
80
Pedestrian actuated walk
Flashing 1:00 am to 6:00 am
30
46
4
80
Flashing 1:00 am to 6:00 am
25
51
4
80
Flashing 1:00 am to 6:00 am
Tenley C i r c l e
Yuma
Nebraska
40th Street
)
>
Van Ness
Pedestrian actuated crosswalk signal north of Rodman
Rodman
Porter
30
45
5
80
Non-interconnected
Macomb
25
51
4
80
Flashing 1:00 am to 6;00 am
Woodley
25
51
4
80
Flashing 1:00 am to 6:00 am
15
4
4
80
50
4
4
00
00
4
4
00
80
4
00
Massachusetts
(Cathedral) AM
PM
Off-peak
Edmunds
NB 61
SB 37
NB
SB
54
35
NB 55
SB 30
20
39 thru
20 l . t .
22
41 thru
15 l . t .
21
46 thru
21 l . t .
56
One-way westbound
Flashing 1:00 am to 6:00 am
1 ;
;
�Appendix 14 (Continued)
Wisconsin Avenue Intersections (North to South)
Existing Signal Timing
Intersecting
street
Wisconsin Avenue Time
Cycle
time
Remarks
Red
Green
Amber
46
30
4
ao
Flashing 1:00 am to 6:00 am
W Place
3Q2/
45
5
80
Flashing 1:00 am to 6:00 am
R Street
29
32
4
65
Flashing 1:00 am to 6:00 am
Q Street
UQ3/
35
5
80
Flashing 1:00 am to 6:00 am
Calvert and
37th Street
Streetcar actuated 24 hours
West leg off Wisconsin i s
one-way westbound
P Street
M Street
65
21
4
90
Colors 24 hours
�Footnotes
1.
Fessenden intersection has an isolated signal.
2*
Includes 5 seconds a l l red.
3.
Includes 10 seconds a l l red.
The signal equipment on Wisconsin Avenue i s manufactured by
either (1) Eagle Signal Company, (2) General E l e c t r i c Company, or
(3) Crouse-Hinds.
�5 TYPES OF STREET LIGHTING
�Appendix 16
L i g h t i n g on Wisconsin Avenue
Lumens
Height
(ft.)
Circuit
location
Type of
standard
Illumination
type
River—K
2500
14'-3"
U.G.**
13- N
Incandescent
K—M
2500
14'-3"
U.G.
13 N
M—Q
6000
15
U.G.
16
Q--Mass.
4000
(dbl.)
18
O.H.
Trolley
pole
Mass . —Woodley
10,000
18
O.H.
Trolley
P0le
Woodley—Albemarle
4000
18
O.H.
Trolley
pole
A l b e m a r l e — R i v e r Road
2500
18
O.H.
Trolley
pole
River
2500
18
O.H.
Wooden pole
Location
Road—Western
No. of u n i t s
Left
Right
0
1
3
4
11
11
38
43
1
1
8
6
1
1
40
39
5
2
26
31
n
ti
1
1
1
1
it
* * U . G. and 0 . H. denote "underground" and "overhead," r e s p e c t i v e l y .
�Appendix 17
Lighting on cross streets affecting Wisconsin Avenue
Location
Lumens
Height
No. of u n i t s
Right
Left
Circuit
location
Type of
standards
Illumination
type
Overhanging
Incandescent
2
2
Mercury vapor
2
2
K
2,500
18'
Overhead
M
20,000
27'
Underground
Pendant
37th
2,500
14'-3"
Underground
13 N
Incandescent
1
33rd
2,500
14'-3"
Underground
13 N
Incandescent
1
N
2,500
14'-3"
Underground
13 N
Incandescent
1
Observatory
2,500
14'-3"
Underground
13 N
Incandescent
Volta
2,500
14'-3"
Underground
13 N
Incandescent
Woodley
2,500
14'-3"
Underground
13 N
Incandescent
Tenley
20,000
Circle
Western
27
1
Overhead
4,000
1.8'
Overhead
20,000
25'
Overhead
1
1
1
Mercury vapor
4
T r o l l e y post
Incandescent
3
Wooden pole
Mercury vapor
Pendant
1
1
�Appendix 18
Lighting Intensity Computations
Assumptions:
1.
Luminaire intens ity--10,000 lumens
2.
Type I I I l i g h t distribution
(The type I I I l i g h t distributions have a preferred l a t e r a l
width of h0° with an acceptable range of 30° to $0°.)
3.
uniform staggered spacing of 100 feet
4.
Height of 18 feet
5.
Overhang—(Directly over curb)
6.
Maintenance factor of 0.8
(Maintenance factor allows for manual depreciation of lamps
throughout l i f e , and for loss of l i g h t due to accumulation of
d i r t on luminaires between cleanings.)
7. No obstructions to lighting
8.
No contribution by other l i g h t sources to street lighting
9.
Mean lamp lumens—9250
10.
Coefficient of utilization—,«9
�Computations were made as follows, i n accordance with the
methods set forth in "American Standard Practice for Street and Highway
Lightings"
COMPUTATIONS
Point A was selected as the point of the least illumination.
(A)
The average foot-candles were obtained by using the following
formulas
Average foot-candles
(Lumens per sq. f t . )
(Lamp lumens) x (Coeff. of Utilization) x (Luminaire
Maint. Factor)
(Spacing between Luminaires) x (Width of Roadway)
in feet
i n feet
9,250* x 0.U9 x 0.8
100 x 60
,60li or 0.60 foot-candles**
«Mean lamp lumens.
##The recommended average foot-candles for the existing street and t r a f f i c
conditions i s 1.2 foot-candles.
2
�(B)
The minimum foot-candles existing were obtained i n the following
manner:
Minimum f t - c (Pt.A) - ( I n i t i a l f t - c ) x (Correction Factor for Mounting Height)
x (Lamp Lumens Factor) x (Maintenance Factor)
-
.60 x 2.0 x .9250 x
.8
Illumination at point A from lights 1 and 3 « 0 . 0 1 f t - c
Illumination at point A from l i g h t 2
Total i n i t i a l
• 0.03 f t - c
« O.Oli f t - c
Therefore:
1
Minimum f t - c (pt.A) * 0.0b x 2.0 x 0.9250 x 0.8
- 0.06 foot-candles
Based upon the recommended average of 1,2 foot-candles the minimum
should be no less than 0,30 foot-candles.
�Appendix 19
Obviously the conventional analysis based on the a r t of t r a f f i c
engineering was unable to rationalize why this speed differentiation
occurred i n the manner i t did. This section ( 7 - 8 ) behaved i n the manner
that i s portrayed i n the figure because of the difference i n total number
of f r i c t i o n a l events occurring i n the northbound vs the southbound. For
example, i n the southbound, the number of f r i c t i o n a l events occurring
was 295 and i n the northbound the number of f r i c t i o n a l events was 249.
By magnitude of numbers alone, the f i r s t clue to the runs for the difference i n speeds between the northbound and southbound directions of
f
this control section was vindicated.
'
In order to ascertain whether this number of f r i c t i o n a l events
i s s t a t i s t i c a l l y reliable, i t was necessary to apply f i r s t a chi square
test i n order to show that the difference between the number of f r i c t i o n a l
events was s t a t i s t i c a l l y significant.
x
2
„<
( f - f
^
0
For example,
e
^o
^e
(^o~-^e)
SB
-
295
272
23
529
NB
-
249
272
23
524
249
P | x2 - 3.89J ^
x
2
x
2
c
.05
- 3.89
(P - . 0 5 ) - 3 . 8 4
The above calculations indicate the probability at the .05 l e v e l and that
there i s a significant test.
�I n order to further assure significant r e l i a b i l i t y , the t test
of proportion was applied as follows:
t
m
A - B
Standard Error
Prop, of 3, SB - 0.725
N
SB = 295
Prop, of 3, NB - 0.653
% B - 2U9
P
P
= l °l
Ni
2
a
7 2 5
(275)
295
P
x
2
?
P
2
-
2
=
2 °-2
N
2
(.663) (317)
249
.00165
-0a06
- P
'
P
+
.725 - .683 .
+
1 # 0 2
.0H06"
P ( t " 1.02)
.30
This indicates that by the t test of proportions we are unable to
isolate the predominant f r i c t i o n a l event #3 (moving vehicle—internal
stream f r i c t i o n ) .
We are not able thereby to make any s t a t i s t i c a l
inference as a result of the u t i l i z a t i o n of event #3 per se, but i t
indicates through the use of the larger population of t o t a l f r i c t i o n
events the s t a t i s t i c a l significance by the u t i l i z a t i o n of the chi
square of significance.
�This I n fact i s the f i r s t clue to the observation of a speed
differentiation based on an understanding of the basic theory of t r a f f i c flow.
I t should be observed, nevertheless, that the isolation of
variables by the u t i l i z a t i o n of an existing test street i s a most
d i f f i c u l t job.
Isolation, i n f a c t , can only be attempted by controlling
the various variables which would undoubtedly require the development
of t e s t track f a c i l i t i e s .
Regardless of the need for t h i s sophisticated
approach, we were able, on Wisconsin Avenue, to begin to understand for
the f i r s t time the multiple correlations between f r i c t i o n a l events.
This
understanding w i l l eventually lead to the development of multiple correlations between speed, volume, f r i c t i o n a l events, and magnitude of GSR
responses.
3
�Form HCS-1 Rev,
INTERSECTION CONDITIONS DURING PEAK TRAFFIC VOLUMES
City
Date
Data furnished by
State
Time
Weather
N-S Street
g W Street
-
N-Leg S-Leg
E-Leg W-Leg
1. N M S OF STREETS
AE
2. STREET WIDTH - FEET
Midblock - Curb to curb
Median width
Width for approach traffic
At crosswalk - Curb to curb
Median or Island
Width for approach traffic
N-S Street
Right-turn lane
In median
Offset center-line
Exit widening from normal curb
8. TYPE OF ABUTTING PROPERTY (Check one each street)
Business Offices
Retail Stores
k. TRAFFIC MOVEMENT(Check each leg)
One-way
_____
Two-way
Two-way divided
5. TRAFFIC SIGNAL INTERVALS - Seconds
Green or "go" periods
N
Through movement
A p p r o a e h l n g
S
f r o w
B
W
Right turns
Left turns
Amber periods not in green
All red period
. Total cycle length
seconds.
(Place check mark after left-turn periods that do not
coincide with through movement in opposite direction.)
C M - C 32600
OMD
E W Street
-
7. TYPE OF STREET (Check one for each street)
Expressway
Primary Highway
Secondary Highway
Arterial Street
Ordinary Street
3. LENGTH OF EXTRA WIDENING & TURNING LANES OUTSIDE N R A
OML
WIDTH - Feet from crosswalk
Left-turn lane:
6. LOCATION O INTERSECTION (Check one)
F
Central Business District
Fringe of Business District
Outlying Business District
Intermediate Residential Area
Outlying Residential Area
Rural Area
Industrial
Residential
Park
Undeveloped
9. TYPE OF TRAFFIC (Check one or more each street)
Largely recreational
H m to and from work
oe
Largely intercity
Crosstown
�10.TRAFFIC CONTi
, (ChecK where appropriate)
Stop signs
Minor streets
r Isolated location
Fixed time
Both streets
Simultaneous
Coordinated system
Program type
Alternate
Traffic signals
F u l l y actuated
Not interconnected
Police directed
Semi-actuated
Interconnected
No control
Police operated
11.TYPE OF PEDESTRIAN CONTROL & OBSERVANCE
(Check)
12.RELATED DATA FOR COORDINATED SYSTEMS (Check f i r s t col.)
Good
Direction
of flow
Fair
Northbound
Poor
Southbound
Push button
Separate " a l l red"
Separate signals
sec.
Simple
Flexible
Same as vehicles
"walk periodi N-S
Progressive
E-W
Vas officer present? Yes
sec.
Favored by
signal timing
Progressive band
Width-sec.
Speed - mph
Eastbound
Westoound
No
Northbound
Approach
ExTF
Southbound
Approach
ExTF
Eastbound
Approach
Exir
13.PARKING (Check where permitted)
Distance eliminated from crosswalk
Duration of legal parking period
Actual parking during study
Par icing turnover during study
Hi.BUS STOPS (Check locations)
1$.STREETCAR TRACKS (Check locations)
16.STREETCAR LOADING PLATFORMS OR ZONES
17•NUMBER OF TRAFFIC LANES
Were crosswalks marked?
Were centerlines marked?
Were lane lines marked?
Westbound
Exit
Approach
�Form HCS-3
Identification:
INTERSECTION TRAFFIC DATA
State
CityName of street:
Time of study: Date,
Data furnished by
EW
-
N-S
Day,
18.PEAK HOUR TRAFFIC COUNT
Northbound
Thru
Left
Right
Hour, from
Southbound
Thru
Left
Right
to
Thru
. Daylight (
Eastbound
Left
Right
) Dark (
Thru
)
Westbound
Left
Right
Automobiles
Dual-tired veh.
Local buses
Subtotal
Streetcars
19.PEAK
MINUTE COUNT (1$ or 20 minutes preferred)
Automobiles
Dual-tired veh.
Local buses
Subtotal
Streetcars
20.DEGREE OF CONGESTION
N-bound
S-Pound
E-bound
W-bound
Indicate number of minutes that each approach was loaded to i t s
possible capacity
Number of loaded cycles ( i f available from form HCS-U)
During peak hour
During short count
During
During
peak hour
short count
Crossing N-S Street
Crossing E W Street
Above figures based on: (check one)
Actual count
Estimated
21.PEDESTRIAN COUNT
�Use of Forms HCS-1 and HCS-3
Form HCS-1 should be completed for each intersection study.
Form HCS-3 should be completed whenever form HCS-U has not. been used i n the f i e l d to
record the basic t r a f f i c volume data.
Wherever form HCS-U i s used, i t i s preferable that the data be submitted on that for'in combination with form HCS-1. I t would, however, be appreciated i f the data on
form HCS-U were summarized on form HCS-3 and a l l three of the forms submitted (HCS-1,
3, and 4 ) .
Most of the items on forms HCS-1 and HCS-3 are self-explanatory.
tions, however, are offered for the following items:
Some instruc-
Item 2s The curb to curb width at the midblock and crosswalk should include a l l
islands and medians.
The width for approach t r a f f i c should include the total width of the surface that can
be used by t r a f f i c traveling i n the one direction including the width for parked
vehicles i f par icing i s permitted.
Items 13 through 17: Care should be exercised so that the proper data i s entered i n
the approach and exit columns. In these items the exit for northbound t r a f f i c , for
example, i s directly across the intersection from the approach, and not within the
same leg of the intersection.
Item 18: The peax hour t r a f f i c count should include data for a clock hour or for any
four consecutive 15-minute periods. I t should not be data for a period shorter than
1 hour which has been expanded to a f u l l hour.
Item 191 Peak
Minute Count expanded to a f u l l hourly rate. Traffic data i n this
section should preferably include a peak 15- to 20-minute count which has oeen expanded
to a f u l l hourly rate. With a 30-, U5-, 50-, 60-, or 90-second cycle a 15-minute
period should be expanded, whereas with an 80-second cycle a 20-minute period should
be expanded so that an even number of cycles would be included.
Item 20: Degree of congestion. The objective of this item i s to obtain the best
possible indication as to whether the various approaches were operating at their
possible capacities during the f u l l hour or during a period shorter than an hour.
Unless these data can be supplied, the purpose of the study cannot be accomplished.
I t may be assumed that an approach i s loaded to i t s possible capacity during any period
when a considerable backlog occurs. I t may also oe loaded to i t s capacity during other
periods, however, such as when a l l vehicles are getting through without waiting for
more than one green or "go" interval but with the entire green interval f u l l y u t i l i z e d .
Any unusual condition that occurs which w i l l affect the proper interpretation of the
data should be f u l l y explained.
Number of loaded cycles during the short count ( i f available) should be the actual
number during the short period.
Item 21i Pedestrian count. I t i s expected that actual pedestrian counts for a f u l l
hour w i l l rarely be available. The count, therefore, w i l l generally be an estimate or
be based on short counts made periodically and should, therefore, be i n rounded figures,
such as categories of none* 10, 100, 500, 1,000, 2,300, etc.
�Form HCS -U
Location:
INTERSECTION COUNTS - FIELD SHEET NO.
Street counted
Direction of t r a f f i c counted
Time of study
OF
Cross street
bound
City
Date
Recorder
Note unusual conditions i n margin or on reverse side
Green time
Automobiles
Dual-tired Com.Veh. Local buses
Miscellaneous
^ycle
No. Sec. loaded Thru Left Right Thru Left Right Thru Left Right
notes
�Use of Form HCS-4
Data on one form should normally include that t r a f f i c entering an intersection from one
approach. I f , however, only one man i s used for a l l the t r a f f i c on a street (two approaches)
the data should be recorded i n the upper half of the sheet for one approach and the lower half
of the sheet for the other approach.
The cycles should oe numbered consecutively and the count for Cycle 1 on the minor or l e s s
important s t r e e t should follow the count for Cycle 1 on the major or more important "street.
The green time i n seconds should be the period while the s i g n a l face i s green for a p a r t i c u l a r
movement exclusive of any amber time that may occur simultaneously or subsequently. In case
of t r a f f i c - a c t u a t e d signals the time i n t e r v a l for each "go" period should be measured.
A check mark ( V ) should be placed i n the t h i r d column i f s u f f i c i e n t t r a f f i c was available i n
a l l approach lanes to u t i l i z e f u l l y the "go" period. I n case a l l approach lanes are not being
f u l l y u t i l i z e d but a long back-up i s occurring i n one or more of the lanes, an X should be
inserted i n t h i s column and the condition described elsewhere on the form.
Should t r a f f i c be held up by pedestrians or turning vehicles, the cycle should nevertheless be
c l a s s i f i e d as loaded i f vehicles were at hand and desiring to enter the intersection when the
signal turned r e d ^ I f , however, the intersection should be blocked by t r a f f i c backed up from
an adjacent i n t e r s e c t i o n or a midblock condition, the cycle should not be classed as loaded
and the column l e f t unchecked.
Under automobiles include station wagons and l i g h t picKup or panel trucks with single t i r e s on
a l l axles.
Under Dual-tired Commercial Vehicles include a l l trucks with dual t i r e s on one or more axles
and i n t e r c i t y buses.
Local Buses include only those permitted to pick up or discharge passengers at or near the
intersection.
Unusual Conditions such as double panting and s t a l l e d vehicles should be i d e n t i f i e d by cycle
number.
The following conditions, which are not necessarily i d e n t i f i e d by cycle number, should be noted.
1.
Parking or standing when parking i s not permitted.
(Check one) None
Few
Full
2.
Parking where parking i s permitted.
(Check one) None
Few
Full
3.
Apparent e f f e c t of pedestrians on capacity of i n t e r section.
(Check one) None
Slight
Severe
ii.
Which movements did pedestrians a f f e c t ? (Check one
or more) None
Through
Right
Left
5.
Number of pedestrians using crosswalks during
period covered by t h i s sheet»
Crosswalks on N and S sides of intersection
Crosswalks on E and W sides of intersection
(Pedestrians i n a l l crosswalks should be reported
but not necessarily oy the same observer. Make
estimate i f not counted.)
�WISCONSIN AVENUE TRAFFIC VOLUME COUNTS (1959)
A M Peak
..
Northbound
Street
(Intersecting Wise. Ave.)
M Street
Prospect Street
N Street
P Street
Q Street
Reservoir Road
R Street
3l*th Street
Whitehaven Street
35th Street
¥ Place
Hall Place
Calvert Street
Edmunds Street
Massachusetts Ave.
Woodley Road
Macomb Street
Newark Street
Idaho & Ordw.-iy Streets
Porter Street
Rodman Street
Tan Ness Street
Tenley Circle South
Tenley Circle North
Albemarle Street
River Road
Fessenden Street
Western Avenue
Average Peak
Starting
time of
peak hour
,7:1*8
7:50
7:50
8:30
8:09
7:55
7:57
7:50
7:30
7:35
7:29
7:30
7:21*
7:1*8
7:21
7:39
7:12
7:18
7:1*0
7:1*3
7:55
7:1*0
7:19
7:19
7:1*0
7:1*0
7:57
7:31
7:1*2
Wise.
Avenue
approach
(width)
ft.
26
28
20
20
21
18
18
28
28
28
28
28
j 32
30
36
30
30
30
30
30
30
30
30
30
36
33
30
31
Parking
Volume Non-signalized
intersection.
Signalized intersections
Volumes
%
Actual
No
No
No
No
No
No
No
No
Yes
Tes
No
No
No
No
No
No
No
No
No
No
No
Tes
Tes
No
No
Tes
No
No
Per hour
green
of green
time
t
loaded
time
216
5ll
605
563
553
779
-
926
23.3
1*75
1,081*
1*3.8
l*.5
527
1,071
1*9.2
7.1
755
527
529
#605
1,31*3
56.2
-0-
696
588
537
790
800
1,638
81*0
2,856
1,238
1,251*
1*2.5
70.0
18.8
63.8
63.8
-0-015.5
-0-0-
-0-
•
803
71*6
752
1,338
56.2
-O-
851
677
71*0
781
1,331
1,290
1,1*10
1,358
63.8
52.5
52.5
57.5
13.3
-0-0-0-
586
366
977
915
60.0
1*0.0
-0-0-
879
770
Turns
%
Left
Cm.
om
vehicles.
No.
%
28.2
69
12.1*
33
36
12.1*
10.3
37
13.1*
17
11*.9 ^13
12
13.3
9.9
11.2
17
11.2
1
18
11.1*
10
• 9.5
6.1*
1*3
11.6
11
9.6
16
9.1*
• 10.8
20
58
13.3
13.0
3
i
12.1*
11
• 12.1*
7
! 10.3 36
i 11.3
> 12.1*
I 9.8
11*
i 12.0 111
i 10.8 i 1
*
I 9.8
2
t
1
%
No.
16
7.1*
8
6.3
1.5
6.8 27
5.1
6.1 117 19.3
3.6 101* 21.9
22.1 13
2.6
3.8
2.3 20
2.0
__
Q
3.0
0.2
-0i 2.1* 10 13
-0| 1.3 115 16.5
6.2
-01.9
!-01.9
i 2.6 61
7.7
U.5 12 1.5
15
i 7.2
1.9
j 0.1* 91* 12.6
6
0.8
il.5
I
-0- -0jl.O
jl*.2 26
3.0'
|-0- 30
1*.1»
i -o1.8 22
2.8
-0,11*.!*
0.7
-0.03 50
8.8
i
I
31.9
i
1
i
J
* Street car - actuated signal
Intersection
Total
Volume
Ri?ht
2,51*6
1,201*
1,161*
1,1*12
1,692
1,131
1,535
1 685
1,603
1,802
1,71*2
1,732
2,031*
1,171*
3,685
2,352
2,191
2,01*0
2.122
2,321*
2,099
2,750
2,337
j
j
1
j
j
j
i
2,185
j
i
2.756
2,328
1,963
3,078
j
|
�WISCONSIN AVENUE TRAFFIC VOLUME COUNTS (1959)
A.M.Peak
Southbound
Street
(Intersecting Wise. Ave.)
M Street
Prospect Street
N Street
P Street
Q Street
Reservoir Road
R Street
3Uth Street
Whitehaven Street
35th Street
W Place
Hall Place
Calvert Street
Edmunds Street
Massachusetts Avenue
»
.
Starting
time of
peak hour
'7:1*8
7:50
7:1*5
8:00
7:55
7:1*5
8:01
8:00
7:55
7:55
8:01
8:00
7:1*0
7:53
7:1*3
Signalized intersections
Wise.
Avenue
approach
(width)
ft.
Parking
28
28
20
20
18
18
26
28
28
28
28
28
32
30
. . JQ.
No
No
No
No
No
No
No
No
No
No
No
No
No
No
-IQL
. .
Woodley Road
Macomb Street
Newark Street
Idaho & Ordway Streets
Porter Street
Rodman Street
Van Ness Street
Tenley Circle South
Tenley Circle North
Albermarle Street
River Road
Fessenden Street
Western Avenue
Average Peak
7:39
7:1*7
7:18
7:1*0
7:1*3
7:1*0
7:1*3
7:17
7:17
7:1*3
• 7:1*0
7:52
7:31
7fl2
30
30
30
30
30
30
30
30
30
36
33
30
31
No""
No
No
No
No
No
No
Tes
No
No
No
No
No
Volume Non-signalized
intersection
572
502
756
523
1,090
1,006
1,192
1,091*
Through
Left "
1,077
1,221
1,220
Volumes
%
Actual Per hour green
of green time
Turns
t
loaded
time
597
2,559
23.3
32.5
737
1,683
1*3.8
6.7
633
1*287
1*9.2
3.7
985
1,753
56.2
71*7
81*5
-561*
51*1
1,121*
1,160
-0-
-01,992
37.5
70.0
-01,207
_ 1/156- _ 1*8.8^ - 0 1.803
30.0_ - t P t .
63.8
8.8
1,762
63.8
1,818
2.2
1,1*26
1,219
1,338
1,5^1*
1,189
1,136
Throughjl,l*9l*
11*2
Left
No.
7.9
9.5
8.8
7.9
5.9
8.1*
U.3
1*.2
5.1
U.5
5.2
1*.6
2.1*
1*.8
U.o
2,096
56.2
-0-
2,235
2,332
2,51*9
2,633
63.8
52.5
52.5
57.5
11.1
11.1
11.1
-0-
1,893
2,562
1.336
60.0
57.5
. 12.5
-0-
l*.l*
U.8
U.5
6.3
l*.l
5.2
U.6
5.8
6.3
-06.5
3.3
-0-
3-1
-
1,178
%
i
Intersection
Total
Volume
Right
No. %
25.5 56
0.7 25
1.1* 37
30.0 56
29.3
7
8
1.5
ll*.l
9
-0-0- 0 - 186
12 1 . 2 12
-019
1
5 0.7
-019
, 51*1 1*9.0
1
1
1
88 ' 7 . 8 r ~ 5 ~
23 2.0 18
11 1 . 1 21
19 1.6 103
U* 3.7 16
-071*
1*0 2.8
7
1
1-0- 0 - - 0 - 168
102 6 . 7 . 32
-0- i 9
• 17 1 . 5 • 8
_
Ui'2 8,7 i j p
9.9
!*.!*
7.1.
7.1*
0.9
1.5
1.1*
21.0
-015.6
1.2
1.7
0.1 1
2.2 1
0.1
1
152
I*
7
227
216
8
89
1
1.6
2.1 »
8.1* '
1.1* !
6.1 l
0.5 •
-0- •
12.6 I
2.1
0.8
0.7 '
>
10 lj 1
r
2,51*6
1,201*
1,167
1,10*5
1,731
1,1*28
1,538
1,686
1,669
1,859
1,81*7
1,836
2,162
1,1*62
3.705
2,352
2,21*2
2,01*0
2,122
2,321*
2,128
2,759
2,336
2,1*85
2,773
2,328
1,971
3'.078
1
!
|
»
'
'
|
- I
' i
�r
Tahiti 7
WISCONSIN AVENUE TRAFFIC VOLUME COUNTS (1959)
P.M. Peak
northbound
Street
(Intersecting Wise. Ave.)
M Street
Prospect Street
N Street
P Street
Q Street
Reservoir Road
R Street
3Uth Street
Whitehaven Street
35th Street
W Place
Hall Place
Calvert Street
Edmunds Street
Massachusetts Ave.
Woodley Road
Macomb Street
Newark Street
Idaho & Ordway Streets
Porter Street
Rodman Street
Van Ness Street
Tenley Circle South
Tenley Circle North
Albermarle Street
River Road
Fessenden Street
Western Avenue
Average Peak
Starting
time of
peak hour
htlS
5*05
5i00
5»oo
U:53
U:55
5:08
5:00
5:00
5:00
U:57
5:25
5:09
li:5l
5:02
U:3U
U:59
5:00
5:05
5:09
U:U5
U:U8
U:52
L:53
5:00
U:35
U:U9
U:5l
1:56
Wise.
Avenue Parking
approach
(width)
ft.
26
28
20
20
21
18
18
28
28
28
28
28
32
30
36
30
30
30
30
30
30
30
30
30
36
33
30
31
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Tes-full
Tes
_ No
No
No
No
No
1
Signalized 1ntersections
VolumeNon-signalized
intersection
Volumes
Actual
319
607
5U7
*63U
952
No.
1
T
-0-
1*3.8
1,051*
1*9.2
2.2 1 122
90
2.5
0.8 1 72
3.7 ( 99
1.1* ! 21*
0.9 ! 220
1.0
5
1.8 1 15
1.3 I 151
1.5
1.1 I 57
53.3
-0-
•
•
1,996
56.2
2.2
1,075
872
-71*1*
-91*5
1,020
2;259
1;21*6
2,705
l;l*8l
1,599
12.5
70.0
27.5
63.8
63.8
11.1
-033.3
-0-0-
-
•
1,281
23.3
1,122
1,292
1,021
1,369
loaded
time
621*
1,103
lil3U
1,081
Per hour green
of green time
1,306
1>067
1,139
2,027
56.2
2>187
2;07U
2;27U
2,073
63.8
52.5
52.5
57.5
1.2
2.0
1.5
2.7
2.5
3.5
2.9
1.9
1;583
2,522
6o.o
1*0.0
l.l*
3.3
3.0
2.0
2.6
3.3
2.1
1.2
93.3
17.8
-0-O-
-950
-0-
-
i
* Street car - actuated signal
Right
%
i
'
0.8
!
19
10.3
2.0
U.l
12.3
6.5
1.6
3.0
l.l*
13.7
5.1
16.1*
0.7
-01 23 2.1*
!
! 1*6 U.5
! 81 7.1
i 13 1.2
! 36 3.2
! 9 0.9
! 103 7.U
! - 0 - -O! -o-i - 0 ! 1*2 i 3.5
259 i20.2
I 10 1.1
31j 3.1
1
i
1
I
6
-0-
No. %
38.2 33
llt.8 12
13.2 21
15.6 78
!*.2 37
32.9 11
0.9 ! 16 1.3
2.2
i;395
1;089
lil53
1,192
1,009
Turns
%
%
572
668
- *
t
Comm. Tf Left
17
2
11
70
15
11
98
8
7
70
-030
6
80
1.5
10.9
0.2
1.5
7.U
1.5
1.0
9.1
0.7
0.5
6.U
-02.5
-00.6
7.9
Intersection
Total
Volume
2;312 .
1
1:181
1J313
1,788
l;583
1:518
1>771
l-,769
1;855
l;?U8
2:020
2;076
2;273
i;75o
3;U09
2i326
2il6U
2;162
2;0U2
2-,338
1J919
2 905
2',6U5
2; 737
2;66U
2;271
2;07U
3,069
:
1
�WISCONSIN AVENUE TRAFFIC VOLUME COUNTS (1959)
P M Peak
..
--Southbound
Street
(Intersecting Wise. Ave.)
Wise.
Starting
Avenue
time of
approach
peak hour (width)
Signalized intersections
Parking
ft.
M Street
Prospect Street
N Street
P Street
Q Street
Reservoir Road
R Street
3Uth Street
Whitehaven Street
35th Street
W Place
Hall Place
Calvert Street
Edmunds Street
?
U:l5
U:20
U:00
Us 55
U:ll
U:25
U:20
1*: U5
U:20
1*:20
1*:26
1*:10
I*: 31
1*:21
Massachusetts'Avenue ~
Woodley Road
Macomb Street
Newark Street
Idaho & Ordway Streets
Porter Street
Rodman Street
Van Ness Street
Tenley Circle South
Tenley Circle North
Albermarle Street
River Road
Fessenden Street
Western Avenue
Uf08 '
Average Peak
28
28
20
20
18
18
26
28
28
28
28
28
32
30
1*:23
3:50
1*:10
U.2
-.2
1*:10
1*:00
U:13
U:52
U:06
1*:10
5:0U
1*:29
33
30
31
No
No
No
No
No
No
No
No
No
No
No
No
No
No
551
2,365
'
%
%
%
Cm.
om
vehicles
Green
time
Loaded
time
23.3
1*2.5
kJt
551
6.2
7.7
51*9
721
95.0
1,308
1*3.8
1*U.5
1*.2
5.1
591*
501*
759
573
1,001*
1*9.2
5.3
8.1
728
731*
1,007
931
1,657
56.2
-0-
1,039
720
U.5
976
931
1,530
1,1*59
37.5
70.0
51.3
23.8
63.8
63.8
993
1,767
56.2
1*.5
1,019
l,01i*
1,01*5
1,118
1,597
1,931
1,990
1,91*1*
63.8
52.5
52.5
57.5
2.2
2.2
-0-0-
821*
Throi gh 809
It f t BO
1,373
1,1*07
61*0
60.0
57.5
12.5
Through
Left
1*:21
1*:31*
30
30
30
30
30
30
30
30
30
30
36
No
No
No
No
No
No
No
No
No
No
No
No
No
No
VolumeVolumes
Non-signalized
intersection Actual Per hour
of green
Turns
763
56r~
365
1,920
i;090
1,091*
1,531*
2.2
11.1
-0_o-
1*.8
5.3
l*.l
3.8
No.
t
233
1*0.1*
0.9
2.6
7.7
a.8
8.5
7.3
6.8
No.
%
7.6
11*6 25.5
1.8
9
51 10.3
7
0.8
U.8
365
52
17
12
39.1*
5.3
158 3 8 . 6
6.1*
35
B.9
1*9
98 13.5
U.o
23
7.6
37
18
3.6
206 28.3
2,312
1,108
1,151
1,770
1,521
273
27
32
27.1
2.9
3.1
1,959
a. 8
2,020
2,030
2,211
1-1
1,693^
-0- "
2.2
22
38
l*.l
96 10.1*
U.8
1*9
20
2.0
51*
5.9
19
1.9
68
21*
-0-0-
-0-0-
-9.5
9.3
1*8
1*.3
-0-
1.8
13
-01.6
11*0 13.U
2.6
29
28
3.U
12
l.U
-0-
3.7
BO
9.0
171
912
831 •
9.8
9.5
10.1*
Intersection
Total
Volume
8
5
11*
55
1*.5
1*.8
1*.7_
10.1
7.1
Right
1.8
1.3
0.6
6.8
921
1,026
2
l*.7
Left
6
2.1*
19.2
1,U67
1,UU5
1,732
1,701
3,UB3
2,326
2,219
2,021
2,232
2,511*
1,9U9
2,633
2,778
2,7U3
2,677
2,21*2
2,028
3,100
�,-Sable-9—
TRAFFIC VOLUME COUNTS O STREETS INTERSECTING WISCONSIN AVENUE (1959)
N
' A.M. Peak
Eastbound
Wise.
Avenue
approach
(width)
ft.
Starting
Street
(Intersecting Wise. Ave.) time of
peak hour
Signalized intersections
Parking
VolumeNon-signalized
intersection
t
Volumes
, . , !Per hour green
Actual i _
of green time
i
Turns
t
• Left
Cm.
om
loaded vehicles "
No. %
time
. .
Right
1
No. %
Intersection j
Total
Volume
j
!
\
•
!
;
1
\
M Street
Prospect Street
N Street
P Street
Q Street
Reservoir Road
R Street
Whitehaven Parkway
35th Street
W. Place
Calvert
Edmonds Street
Massachusetts Avenue
Woodley Road
Macomb Street
Neviark Street
Idaho & Ordway
Porter Street
Rodman Street
Van Kess Street
Nebraska Ave.(Tenley C i r J
Albermarle Street
River.Road
Fessenden Street
Western Avenue
7:52
7:50
7:55
30
11*
15
7slt7
7:55
8:01
7:10
7:1*5
8:07
7:W
21
15
15
15
18
15
19
7:1*3
7:58
7:57
7:1*3
6:10
7:18
7:30
7:1*0
7:32
7:1*3
7:1*0
8:01*
7:55
:
'
1
!
!
30
15
20
20
19
18
18
15
30
19
18
15
30
:
No
Yes
Yes
Yes
No
Yes
Yes
Yes
~* Yes
Yes
No
No
Ho
Yes
Yes
Yes
No
No
No
No
No
No
No
No
38.9
27.5
1,260
2-6.2
22.2
396
613
38.5
0
156
189
30.0
0
11.1
3,129
330
129
95
One-way W.B.
1,217
236
162
553
1,81*3
T-lntersection (one-way W.B.)
1,321
3,199
809
212
221
891*
63
.
89
661*
208
15
*
351. 1,351
1*65
1,328
1,018
.331
369
^
Uol.
108
1*67
1,557
1*1.3
26.2
26.2
1*2.2
11.1
1.7
31.3
0
26.2
35.0
32.5
55.6
0
22
26.7
30.0
0
0
i
11.3
11.7
2.1
116
51
25
9.5 1U8 12.2
39.5
76; 53.9
26.3
U5.3
to
2,533
i,20U
1,165
1.2
1.5
0.8
1.3
0
1.8
2.5
1*0
17
32
7
187
22
68
18.8
12.1
U.3 22h' 56.6
13.6
10.2f
2
U.5 iu°: 95.5
2' l . l
98.9
13.6 11*0' 86.U
12.3 191 3U.5
1,711
1.U31
1,538
1,600
1,302
1,"57
2.1U5
0.1
9.0
18.0
6.3
U2.7
26.9
53.3
2.2
21.7
9.U
8
11.1
39.2
3,705
2,30U
2,237
1,070
.2,020
2,22U
2,100
2,750
J '5,
> •17
2,773
2,325
1,901*
1.2
1.1*
0.9
3.2
5.6
0
0
2.5
6.2
1.5
2.7
1.8
5.6
1
19
1*0
U
38
56
21*
8
101
31
3
12
183
!
K
!
76' 5.8
32 17.9!
5 ,
56
21*
78
21
90
50
6U
0
26
15
2
23.5
83.9*
27.C
37.5
U6.7
25 .U
IP. 8
!
19.3
0
2U.1
M
2,363
!
i
'
'
|
!
'
'
'
'
�TRAFFIC VOLUME COUNTS O STREETS INTERSECTING WISCONSIN AVENUE (1959)
N
A M Peak
..
Westbound
Street
(.Intersecting Wise. Ave.)
Starting
time of
peak hour
M Street
Prospect Street
N Street
P Street
Q Street
Reservoir Road
R Street
Whitehaven Parkway
35th Street
W. Place
8:25
8:20
7:1*9
7:35
8:01
1 Edmonds Street
t Calvert
' Massachusetts Avenue
7:53
7:55
7:00
'
•
j
i
j
'
!
' Woodley Road
! Macomb Street
j Newark Street
\ Idaho & Ordway
! Porter Street
! Rodman Street
Tan Ness Street
Nebraska Ave.(Tenley Cir.)
Albermarle Street
River Road
Fessenden Street
Western Avenue
7:58
Wise.
Avenue
approach
(width)
ft.
30
15
15
15
15
15
Parking
%
Per hour green
Actual of green time
rh.l*6l
Rt. 86
No
Tes
Tes
No
Tes
Tes
Volumes
1,31*0
738
3U.U
27.8
17
26
30
Tes
Tes
No
15
15
15
No
Tes
No
Tes
No
19
11*
15
30
18
15
31
0
18.6
0
18
798
26.2
11.2
157
1*08
38.5
0
207
1,035
-220
1.71*1
20.0
20.0
1*1.3
30.0
26.2
6.2
8.8
0
5.3 130
2.3
38
1*1*
Through I Rt719
Right a l l y l l O
• 2*
18
81
33
86
t
.
6 . 7• i
o
o
211*
681*
31.3
0
151*
157
588
1,286
1*83
26.2
35.0
32.5
0
0
0
2.6
U.9
1.3
157
588
2.2
Through & Rt.Ul2
Right on y U7
1,731
250
26.7
23.8
5.1
3.7
1*50
*367-
9U6
309
8
5
32
3
6
o
Intsrsection
Total
Volume
-Left
No.
*
1
291 55.0
2,516
21*.6 23
31.5
56.3 66 1*3.7
15.3 111*
11.1
ll.l
3 51*.5
3.8 92 68.6
5 i 2.1*
6 p.3.6
62.8
86.1*
t
5.9
3.6
2.5
0
3.5
3.3
Tes
No
No
No
No
loaded
time
209
27
T Intersection
7:52
7:10
%
6.8
6.0
7.2
11.1
2.5
T Intersection
7:35
7:08
7:1*3
%
Right
Cm.
om
vehicles No.
T Intersection
73
151
T Interseetion
T Intersection
T Intersection
7:1.7
7:1*3
8:10
7:33
Turns
Signalized intersections
Volume• on-signalized
H
intersection
i
98
23
3
29
62
39.5
28.3
9.1
33.7
29.0
37
86
23
1,086
1*2
, 5
1
1,721
1,307
1,538
i
206
,0
1,1*77
299 3 6 . 1
3,1*89
65
2
11* i26.
17.3
20
1 1.2
88 1*1.1
2,326
2,21*2
18.8
93
0
,
1,070
2,099
2,258
,
,
|
21* .0 19 12.3
19.1 18 l*.o
lti.6 1*5 28.7
2,759
2,381*
2,773
j
59.2
0
1,971
106
6.
•
•
;
17 10.8
56 12.2
2,797
•
�Table 10
TRAFFIC VOLUME COUNTS O STREETS INTERSECTING WISCONSIN AVENUE (1959)
N
P M Peak
..
Eastbound
Street
(Intersecting Wise. Are.)
M Street
Prospect Street
N Street
0 Street, south
P Street
Q Street
Reservoir Road
R Street
Whitehaven Parkway
35th Street
W Place
Calvert (37th Street)
Edmunds Street
Massachusetts Avenue
Woodley Road
Macomb Street
Newark Street
Idaho & Ordway Streets
Porter Street
Rodman Street
Van Ness Street
Nebraska Ave. (Tenley Cr.)
Albermarle Street
River Road
Fessenden Street
Western Avenue
Starting
time of
peak hour
Wise.
• Avenue
approach
(width)
ft.
Signalized intersections
VolumeParking Non-signalized
intersection•
Volumes
Actual
kas
U:20
U:30
U:UO
30
111
15
30
U:10
U:05
It: 25
5:25
5:00
U:28
U:00
21
15
15
15
18
15
19
No
Tes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
No
U:08
U:3U
U:31
U.U5
It: 00
It: 31
h:k5
U: 05
U:05
It: 06
It: 10
U:U9
It: 10
30
15
20
20
19
18
18
15
30
19
18
15
30
No
No
Yes
Yes
Yes
No
No
No
No
No
No
No
No
105
77
170
208
606
Per hour
of green
1,558
Loaded
time
2.5
(one. way westl jound)
203
775
26.2
-0-
108
268
98
320
313
1,067
766
192
197
l,97lt
51t2
752
700
291
757
230
151
lilt
%
Green
time
38.9
219
62
157
Turns
/»
1,111
2,163
708
126
760
lt72
2,533
52
2ltU
t
Cm.
om
vehicles
Left
Intersection
Total
Volume
Right
No.
12.2
-02.1
_o_
0.5
2.It
2.0
-038.5
3.2
1.3
-0-031.3
30.0
_0_
ll.lt
T int.
irsection (one-way
38.8
11.1
3.0
_o26.2
-026.2
-01.0
-01.8
O.lt
31.3
17.7
1.9
26.2
ltlt.S
0.3
_o_
35.0
2.1
32.5
-01.7
lt.5
26.7
-02.1t
30.0
-03.2
%
No.
%
98
lt9
22
71
16.2
lt6.7
28.6
U6.lt
88
5U
37
52
1U.5
51.U
U8.0
3U.0
2,312
1,103
1,130
1,317
35
17.2
31 15.1
7.2 157 75.5
15
39
37.9
1U 13.6
U.8 59 95.2
3
153
97.5
U
2.5
31.6
66 67.3
31
21.6
99 30.9
69
westb >und)
3
o.U 111 1U.5
11
5.6 35 18.3
60 30.5
63 32.0
36
98 6U.9
23.8
51.8 18 15.8
59
28 12.8
116
53.0
78.8 11 21.2
Itl
25
93 32.0
ll.U
178
61
23.5
8.0
51 22.2
h.6 20.0
6.1
13
5.3
15
38 30.1
22
17.5
168 22.1
U5
5.9
1,521
1,3U7
1,U99
1,861
1,961
2,020
2,089
3.U83
2,326
2,216
2,212
2,230
2,521
1.9U9
2,656
2,779
2,677
2,202
2,07U
3,158
�4fifed,'* Jfh
TRAFFIC VOLUME COUNTS O STREETS INTERSECTING WISCONSIN AVENUE (1959)
N
P M Peak
..
Westbound
Wise.
Avenue
Starting
Street
time of
approach Parking
(Intersecting Wise. Ave.) peak hour (width)
ft.
M Street
Prospect Street
N Street
0 Street, north
P Street
Q Street
Reservoir Road
R Street
Whitehaven Parkway
35th Street
W Place
Calvert (37th Street)
Edmunds Street
Massachusetts Avenue
Woodley Road
Macomb Street
Newark Street
Idaho & Ordway Streets
Porter Street
Rodman Street
Van Ness Street
Nebraska Ave.(Tenley Cr.)
Albermarle Street
River Road
Fessenden Street
Western Avenue
5:15
30
No
5:20
5:10
IS
32
15
15
15
15
Tes
Tes
Tes
No
Tes
Tes
5:13
U*U5
Uil£
It: 31
17
26
30
15
15
15
19
lit
Tes
Tes
No
No
Tes
No
Tes
No
lt:52
It: 55
5:00
30
19
Tes
No
No
U.U9
U:53
15
31
No
No
5:10
2i:U7
5:00
5:08
Signalized iintersections
VolumeNon-signalized
intersection
Volumes
%
Green
Per hour
Actual of green
time
Th.&Rt- 1,020
2,965
3h.h
576
Rt.(only)160
27.8
T intersed ion
176
105
k(h
26.2
1,065
279
213
615
1,675
38.5
X interseel ion
T intersec' ion
T intersec ion
1,560
312
20.0
16U
820
20.0
38.8
1.U56
3,750
26.2
1.3U0
351
166
26.2
632t
39
8U
236
751;
31.3
T intersec .ion
26.2
1,263
331
607
35.0
1,73U
32.5
1,255
U08
I intersec -ion
200
7U9
26.7
Th.& R;.- 526
23.8
2,210
Rt.(only 1- 96
18.8
511
Turns
.
%
Loaded
time
59.5
%
Cm.
om
vehicles
Left
No.
Right
%'
No.
i
Intersection
Total
Volume
287 25.1
5.6
2,521
0.6
-0-00.7
-0-0-
13
27
20U
57
9
56
l.k
70 39.8
25.7
78 7U.3
hh.Q 260 56.0
20.lt 101 36.2
lt.2
6.1
13
8.6 323 50.0
1,300
1,283
1,765
1,572
1,501
1,771
138
92
ltll.2
56.1
15.5
-0-03.0
2.2
1.2
-01.2
0.8
Ik
2h
8
h6
9h
12
72
272
21.0 Utl
llt.li
US
20.5
18
5U.8
13
39.8
72
3.8
2t3.9
18.6
ltO.l
27.1
U6.2
15.5
30.5
2,201
1,750
3,196
2,135
2,09U
2,153
2,220
2,521
66.7
a.8
; 2.2
0.6
3.8
-0-
61
9U
lit
I8.lt
15.lt
3.It
56 16.9
28 lt.6
162 39.7
2,531
2,586
2,66ii
5.0
-0-
0.5
2.6
6h
-0-
32.0
-0-
130 20.9
uu 22.0
2,072t
3,069
75.5
27.2
1
I*: 57
U:5l
5:17
5:09
33.3
-097.8
26.7
-0-
�Appendix 22
Traffic Interference Investigation
Significant problems found in the nine control sections
studied i n d e t a i l :
1- 2
M Street to Reservoir Road, in Georgetown
Problems were worst inthe afternoon offpeak period,
i n this business d i s t r i c t .
Included were double and i l l e g a l curb
parking, apparently with l i t t l e enforcement of regulations, window
shopping by car, legal parking too close to driveways, side street
parking r e s t r i c t i n g movements off Wisconsin Avenue, slow-moving trucks
climbing the 7 percent grade i n the only available t r a f f i c lane, and
offset intersecting streets making cross movements d i f f i c u l t .
2-3
Reservoir Road to 35th Street, and
3- U
35th Street to Calvert Street
Here again, problems were worst during the afternoon
offpeak period.
These included considerable double parking of trucks,
including large tractor-semi-trailers,for unloading, high parking
turnover, and frequent U-turns, some stopping a l l t r a f f i c i n both
directions.
w
w
Spot problems included backing movements out of Old
Europe Restaurant parking l o t , and excess green time on R Street legs
during the offpeak, which Wisconsin Avenue could use to advantage.
U-S>
Calvert Street to Massachusetts Avenue
No specific problems noted.
�$-6 Massachusetts Avenue to Idaho Avenue
In this section, the main problems a l l involved
turning movements. On the west leg of Macomb Street, trucks connected with l o c a l stores double parked, r e s t r i c t i n g turns into that
street.
A similar problem existed at Newark Street.
At both Newark
Street and Idaho Avenue, l e f t turning movements i n the intersections
were approaching c r i t i c a l l e v e l s , the main problem being blockage of
the lighter-volume flow on Wisconsin Avenue by t r a f f i c attempting to
enter the heavier flow.
6- 7
Idaho Avenue to Van Ness Street, and
7- 8 Van Ness Street to Brandywine Street
Double parking was a problem a t several points i n
these sections.
The key peak hour problem was at Van Ness Street,
where l e f t turns into westbound Van Ness Street, create loading and
backups on Wisconsin Avenue.
itself.
Loading also existed on Van Ness Street
Sidwell Friends School produced delays i n the form of heavy
conflicting l e f t turns from the north i n the A. M. peak and much
unnecessary t r a f f i c stoppage i n the afternoon due to pedestrian
l i g h t actuation for single pedestrians.
Narrow, poorly operating
parking l o t driveways created headon conflicts between entering and
leaving t r a f f i c , and resulted i n backups onto Wisconsin Avenue.
This
situation was p a r t i c u l a r l y bad where l e f t turning entering vehicles
delay t r a f f i c i n both directions.
�n
At the Y
w
at Wisconsin Avenue and River Road, the
northbound t r a f f i c entering River Road i s a major problem, particularly
W
in the morning rush, while at the Wisconsin Avenue - l+lst Street T",
very serious conflicts occur where t r a f f i c leaving l+lst Street southbound meets northbound Wisconsin Avenue t r a f f i c nearly headon. A service station further complicates this location.
Another problem concerns 120 degree turns required
between the south leg of Wisconsin Avenue and the east leg of Upton
Street.
8- 9
Brandywine Street to Fessenden Street
No problems noted.
9-*10
Fessenden Street to Western Avenue
The observers f e l t that in this section, the signals
rather than other interferences controlled t r a f f i c flow, since only
one interference was noted.
This, however, was a major interference, at the Rex
Liquor Store, near Western Avenue on the east side of the street.
Delivery trucks were continually double parked, each for 10 minutes or
more. A l l afternoon, about 100 vehicles per hour entered or l e f t the
parking l o t , about 20 percent of them causing interference to through
t r a f f i c , frequently in both directions.
s
�DEPARTMENT OF COMMERCE
BUREAU OF PUBLIC ROADS
WASHINGTON, D. C.
- WISCONSIN AVENUE STUDYCURB INVENTORY RECORD
B L O C K NO. .
F A C I L I T Y NO..
DATE
PA6E
NAME O F S T R E E T .
FROM
D^G- 3 1 .
y
O F
SIDE _
2L
.STREET CURB U N E
STREET CURB LINE T O
,
T Y P E AND C H A R A C T E R O F C U R B
ihr.
A
It*
TOTAL
CURB
FOOTAGE
MEASUREMENT IN FEET
So'
S3'
I N D I C A T E IN P R O P E R S P A C E A N Y P A R K I N S S I G N S O R C U R B M A R K I N G S
4-SSo
•
Cor*
T H E A N G L E O F P A R K I N G WILL B E E N T E R E D IN T H E
FOOTAGE B L O C K S WITH T H E FOLLOWING SYMBOLS
PARALLEL
ANGLE
REMARKS
CHECKED BY
P
A
TYPES OF CUR8 SPACE
METERED
POSTED
UNRESTRICTED
PROHIBITED
LOADING Z O N E S $ DOCKS
SPECIAL PERMITS
ALLEYS,DRIVEWAYS, E T C .
MADE BY
SYMBOLS
M (SHOW TIME LIMITS)
P (SHOW TIME LIMITS)
U
N.P.
L.Z.
S.R
A
^Z!
USCCMM-DC 48618
�, .or
PACE
CURB
BUILDINGS
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H/tTtrf
U.S. O S P A R T ME MT O F C O M M E R C E
• U M 1 U O F P U B L I C RQAOfl
yg.^y
CURB
S T A T U
RESTRICTIONS
ANO
SKETCH
OBSERVER
700
MM-
J
J),j~A/*V
730
S
'
:
Boo* 8 3o
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OF
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ST. BETWEEN
S T . AMD
ST.
�PHYSICAL F E A T U R E S AND LAND USE
ALONG WISCONSIN AVENUE
�26
Appendix
S t r e e t widths, p l u s c l e a r a n c e s ,
curb l i n e t o b u i l d i n g l i n e
Intersection
K Street
South S t r e e t
Grace S t r e e t
C&O Canal Bridge
M Street
Prospect
N Street
Dumbarton
0 S t r e e t south
0 S t r e e t north
P S t r e e t south
P S t r e e t north
Volta
Q S t r e e t south
Q S t r e e t north
33rd S t r e e t
R e s e r v o i r south
R e s e r v o i r north
R Street
S Street
3i«-th S t r e e t
Whitehaven
35th S t r e e t
W Place
H a l l Place
Observatory Lane
Street
width
53
50
51
35
56
56.5
i+o
ko
ko
ko
ko
40
43.5
1,2.6
35
35
35
35
35
kS
55
56
55
55
56
56
North l e g
Clearances ( f t . )
West
East
side
side
12
15
15
5
12
10
9
10
10
10
7
7
11
10
8
10
10
10
10
10
Ik
10
32
10
16
12
1.6
Ik
16
5
Ik
9
11
10
10
9
11
11
7
7
11
17
17
Ik
13
10
10
10
5
13
12
12
Total clear
width ( f t . )
66.6
79
82
k5
82
75.5
60
60
60
59
58
58
61.5
59.6
54
62
62
59
58
66
79
76
92
78
81+
80
(More)
1
Street
width
South l e g
Clearances ( f t . )
East
West
side
side
52
50
51
35
51.5
56
2.5
k9
ko
1+0
1+0
1+0
1+0
1+0
43.5
k5
k5
35
35
35
1+8
kl
55
55
55
55
55
56
.
15
5
12
10
10
10
10
10
7
7
11
10
8
12
12
10
12
7
10
10
10
10
10
16
12
11+
16
5
16
10
8
10
10
9
12
11
11
7
10
10
10
17
11
10
8
10
10
12
12
12
Total clear
width ( f t . )
66.5
113
82
1+5
79.5
76
58
60
60
59
59
58
65.5
62
63
57
57
62
71
61+
73
75
75
77
77
81+
�Appendix 26 (Continued)
S t r e e t widths, p l u s
clearances,
curb l i n e t o b u i l d i n g
Intersection
37th & C a l v e r t
Davis S t r e e t
Edniunds
Fulton
Garfield Street
Massachusetts Ave.
C a t h e d r a l Entrance
Woodley Road
Street
width
61+
60
60.5
60
60
66
60
60
North l e g
Clearances ( f t . )
East
West
side
side
30
10
+
30
31
30
29
34
30
28
16
21
12
27
30
27
29
Total clear
width ( f t . )
122
116
111.5
103
117
125
121
119
line
Street
width
61+
56
60.5
60
60
60
60
60
South l e g
Clearances ( f t . )
East
West
side
side
7
30
30
31
10
+
30
3^
30
30
16
12
12
30
28
27
29
Total clear
width ( f t . )
101
102
102.5
103
130
118
121
119
�Appendix 26 (Continued)
S t r e e t widths p l u s
Intersection
Lowell Street
Macomb
Newark
Norton Place
Idaho and Ordway
Porter
Quebec
Rodman
Upton
Van Ness
Veazey & 39th
Warren S t r e e t
Windom S t r e e t
Tenley C i r c l e
Grant Road
Albemarle
R i v e r Road
Brandywine
Chesapeake
Davenport
Ellicott
Emery P l a c e
Fessenden
Garrison
Harrison Street
Ingamar S t r e e t
Jennifer Street
B e l t s Lane
Western Avenue
Street
width
60
60
61
60
TO
60
60
60
60
60
61
61
60
60
60
66
66
66
60
60
66
60.5
60
60
60
60
60
61
61.5
North l e g
-Clearance ( f t . )
East
West
side
side
fclearances
Total clear
width ( f t . )
Street
width
60
60
61
60
60
60
60
60
60
60
60
61
61
60
60
66
66
66
60
60
60
66
60
60
60
60
60
60
61
3h
30
31
50
70
30
30
30
30
27
27
30
29
30
27
27
30
30
30
30
59
30
30
30
30
30
121+
117
119
11+0
170
120
120
ll+9
120
117
118
121
119
30
26
30
30
29
27
30
30
27
80
30
57
30
30
30
12
10
30
26
10
+
30
30
26
27
30
26
85
30
30
30
102
102
126
122
129
117
126
116.5
111+
170
116
202
120
121
121.5
South l e g
Clearance ( f t . )
East
West
side
side
Total clear
width ( f t . )
30
30
10
+
28
50
10
+
30
30
30
30
30
30
30
30
25
23
29
30
30
30
30
70
30
30
30
30
120
115
121+
117
ll+O
130
120
120
160
120
120
121
121
30
21
26
30
30
30
30
27
30
30
30
27
30
30
30
12
11
10
30
36
30
30
30
27
30
30
27
30
30
30
102
98
102
126
126
120
120
123
117
120
120
111+
120
120
121
�Mr. Edward H. Holm**
Assistant Commissioner
Office of R e s e a r c h
U . S . B W M M of P u b l i c R o o d *
D e p a r t m e n t of C o m m e r c e
Washiagtoa 1 5 , D . C .
Door Tod:
T o o L e p a r t r n e n t of H i g h w a y , a a d T r a f f i c i a too
D i s t r i c t of C o l u m b i a h a s a s p l e n d i d opportunity a a d a a c a v y
r e s p o n s i b i l i t y , a s I v i s u a l i s e I t . La the t r a f f i c e n g i n e e r i n g
f i a l d . Wo a r o i n too p r o c e s s of c o v e r s i o n f r o m s t r e e t c a r s
to b u s e s a a d we have e x p e r i e n c e d f o r m a n y y e a r s a p a r *
a i e t e a * a a d s u b e t a a t i a l growth i a t r a f f i c v o l u m e s .
T h e r e f o r e , the D i s t r i c t w a s p a r t i c u l a r l y p l e a s e d
that the B u r e a u s e l e c t e d W i e c o a a i a A v e a u e f o r f i e l d study
w i t h the o b j e c t i v e of s e c u r i n g a c t u a l r e s e a r c h a n d f i e l d
d a t a that c o u l d be s t u d i e d a a d u s e d a s a h o s l s for the p r e p a r a t i o n of a meawol that m o s t a s s u r e d l y w i l l h e l p o u r M e t r o politan A r e a s .
D u r i n g the l a s t few d a y s . we have r e c e i v e d a rough
d r a f t c o p y of the r e p o r t p r e p a r e d by the B u r e a u . It i s of s u c h
i m p o r t a n c e that a l l of a s who h a v e a m a j o r r o l e l a the a o m l n i s t r a t i o n of the D e p a r t m e n t a r e going to study It with c a r e , l a
t h i s c o n n e c t i o n , t h e r e a r e two i m p o r t a n t s u g g e s t i o n s o r r e q u e s t s
that X m a k e of y o u . T h e y a r e a a f o l l o w e :
1. T h e r e a r e s o m e s t a t e m e n t s i n the r e p o r t ,
a s now d r a f t e d , that m i g h t give u s s e r i o u s t r o u b l e , i n the
f u t u r e , on W i e c o a a i a A v e n u e , a n d , p e r h a p s , on o t h e r s t r e e t s
in the c i t y . I b e l i e v e that e s o m e w h a t m o r e d i s c r e e t u s e of
w o r d s c o u l d a c h i e v e y o u r o b j e c t i v e a a d a v o i d the p r o s p e c t of
t r a p p i n g a Highway D e p a r t m e n t .
�Z. IX i s m y i m p r e s s i o a t h e r e wee a n u n d e r s t a n d i n g
between the B u r e a u and the D i s t r i c t of C o l u m b i a a t the t i m e t h i s
•tudy w a s i n i t i a t e d that the r e s u l t s would be i s s u e d j o i n t l y .
I t i s i m p o r t a n t to us that the e x c e l l e n t potential of
t h e r e p o r t be f r a m e d l a s u c h a m a n n e r that it c a n be a s e d e f f e c t i v e ly a a d that it be t r e a t e d a s a j o i n t r e l e a s e .
Sincerely yours.
H. L . AITKJLN, Director
D e p a r t m e n t of H i g h w a y s a a d T r a f f i c .
HXA/lynn
D.C.
�December
I , 1959
M r . Edward H . Holme*
Assistant Commissioner
O f f i c e of R e s e a r c h
U . 5 . B u r e a u of P u b l i c R o a d a
D e p a r t m e n t of C o m m e r c e
Washington 2 5 , D . C .
Dear Ted:
T h e D e p a r t m e n t of H i g h w a y s e n d T r a f f i c i n the
D i s t r i c t of C o l u m b i a h a s a s p l e n d i d opportunity a n d a heavy
r e s p o n s i b i l i t y , a s I v i s u a l i s e I t . i n the t r a f f i c e n g i n e e r i n g
f i e l d . We a r e l a the p r o c e s s of c o v e r s i o n f r o m s t r e e t c a r s
to b u s e s a n d we have e x p e r i e n c e d for m a n y y e a r s a p e r *
s i stent a n d s u b s t a n t i a l growth i n t r a f f i c v o l u m e s .
T h e r e f o r e , the D i s t r i c t w a s p a r t i c u l a r l y p l e a s e d
that the B u r e a u s e l e c t e d W i s c o n s i n A v e n u e f o r f i e l d study
w i t h the o b j e c t i v e of s e c u r i n g a c t u a l r e s e a r c h a n d f i e l d
data that c o u l d be s t u d i e d a a d u s e d a s a b a s i s for the p r e p *
a r a t l o a of a ivsinuel that m e a t a s s u r e d l y w i l l h e l p o a r M e t r o politan A r e a s .
D u r i n g the l a s t few d a y s , w e h a v e r e c e i v e d a rough
d r a f t c o p y of the r e p o r t p r e p a r e d by the B u r e a u . It I s of e a c h
i m p o r t a n c e that a l l of a a who h a v e a m a j o r r o l e l a the a C m i a l s t r a t i o n of the D e p a r t m e n t a r e going to study It w i t h c a r e . l a
t h i s c o n n e c t i o n , t h e r e a r e two i m p o r t a n t s u g g e s t i o n s o r r e q u e s t s
that X m a k e of y o u . T h e y a r e a a f o l l o w s :
1. T h e r e a r e s o m e s t a t e m e n t s i n the r e p o r t ,
a s now d r a f t e d , that m i g h t g i v e u s s e r i o u s t r o u b l e , i n the
f u t u r e , on W t s c e a a i e A v e n u e , a a d , p e r h a p s , on o t h e r s t r e e t s
in the c i t y . I b e l i e v e that a s o m e w h a t m o r e d i s c r e e t a a e of
w o r d s c o u l d a c h i e v e y o u r o b j e c t i v e a n d a v o i d the p r o s p e c t of
t r a p p i a g a Highway D e p a r t m e n t .
�2. I t I s m y I m p r e s s i o n t h e r e wee e n u n d e r s t a n d i n g
u e t e e e n the B u r e a u tent the D i s t r i c t of Cohambia a t the t i m e t h i s
•tody wee i n i t i o ted that the r e s u l t s would he i s s u e d J o i n t l y .
I t i s i m p o r t a n t to us that the e a c e l l e a t p o t e n t i a l of
the r e p o r t he f r a m e d i n s u c h a m a n n e r that i t c a n be need effective
ly and that it be t r e a t e d a s a Joint r e l e a s e .
Sincerely yours,
H, L . AIT K E N , Director
D e p a r t m e n t of HLglrweys a n d T r a f f i c ,
HJLA/iyna
D.C.
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Increasing the traffic-carrying capability of urban arterial streets : the Wisconsin Avenue study : Washington, D.C.
Subject
The topic of the resource
Wisconsin Avenue (Washington, D.C.)
Creator
An entity primarily responsible for making the resource
United States. Bureau of Public Roads. Office of Research
Arthur A. Carter, Jr.
Jack Berman
Date
A point or period of time associated with an event in the lifecycle of the resource
[1962]
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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DDOT Historical Reports & Other Documents
Subject
The topic of the resource
Transportation--Research--United States
Transportation--Planning
Description
An account of the resource
District Department of Transportation's historical reports and other documents.
Creator
An entity primarily responsible for making the resource
Various
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Date
A point or period of time associated with an event in the lifecycle of the resource
Various
Contributor
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District Department of Transportation
Document
A resource containing textual data. Note that facsimiles or images of texts are still of the genre text.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Wisconsin Avenue
Subject
The topic of the resource
Wisconsin Avenue (Washington, D.C.)
Description
An account of the resource
Historical reports and other documents relating to Wisconsin Avenue in Washington, D.C.
Creator
An entity primarily responsible for making the resource
Various
Date
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Various
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Documents
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Text
-
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PDF Text
Text
REPORT ON
REDEVELOPMENT Otfis*
LINCOLN MEMORIAL AREA
UNITED STATES
DEPARTMENT
NATIONAL PARK SERVICE
OF
THE
INTERIOR
NATIONAL CAPITAL PARKS
SINGSTAD & BAILLIE —CONSULTING ENGINEERS
UMBERTO INNOCENTI —RICHARD K. WEBEL—LANDSCAPE ARCHITECTS
I 960
�Property ot
District Department of Transportation Library
55 M ST SE Suite 400
j£
Washington D.C. 20003
�UNITED
S TAT E S
DEPARTMENT OF THE INTERIOR
FRED
A.
SEATON,
NATIONAL
SECRETARY
PARK
SERVICE
CONRAD L. WIRTH, DIRECTOR
NATIONAL
CAPITAL
PARKS
HARRY T. THOMPSON, SUPERINTENDENT
S I N G S TAD
&
BAILLIE
CONSULTING ENGINEERS
UMBERTO
INNOCENTI-RICHARD
LANDSCAPE ARCHITECTS
K. WEBEL
�SINGSTAD & BAILLIE
CONSULTING
ENGINEERS
TELEPHONE:
3
4
S T A T E
NEW
OLE
S T R E E T
DIGBY4-2190
Y O R K 4 , N. Y .
CABLE ADDRESS:
SINGSTAD
SINGSTAD
September 6, 1960
DAVID G. BAILLIE* JR.
Hon. Conrad L . W i r t h
D i r e c t o r , National Park S e r v i c e
Department o f t h e I n t e r i o r
Washington 2 5 , D. C.
Re:
Dear D i r e c t o r
CONTRACT NO. 14-10-028-1956
^
Wirth:
We a r e p l e a s e d t o s u b m i t h e r e w i t h o u r r e p o r t on t h e Redevelopment
of L i n c o l n Memorial A r e a . T h i s work was p e r f o r m e d i n a c c o r d a n c e w i t h
t h e agreement d a t e d F e b r u a r y 4 t h , 1960, between t h e U n i t e d S t a t e s o f
A m e r i c a , r e p r e s e n t e d by t h e D i r e c t o r , N a t i o n a l P a r k S e r v i c e , Department
o f t h e I n t e r i o r , and S i n g s t a d
B a i l l i e , Consulting
Engineers.
The Redevelopment o f L i n c o l n Memorial A r e a a t t h i s t i m e i s o c c a s i o n e d by t h e c o n s t r u c t i o n by t h e D i s t r i c t o f C o l u m b i a o f a d d i t i o n a l
m a j o r t r a f f i c a r t e r i e s w h i c h w i l l b r i n g l a r g e volumes o f t r a f f i c i n t o
t h e a r e a , namely t h e I n n e r Loop and t h e Theodore R o o s e v e l t B r i d g e a c r o s s
t h e Potomac R i v e r n o r t h o f C o n s t i t u t i o n Avenue.
T h i s a r e a w h i c h i s p e r h a p s t h e most s c e n i c , h i s t o r i c a l and monumental area, not only i n the C a p i t a l C i t y but i n the United S t a t e s ,
r e q u i r e s t h e development o f t h e t r a f f i c f a c i l i t i e s t o and from t h e
m a j o r a r t e r i e s so a s n o t t o mar t h e a p p e a r a n c e o f t h i s s e n s i t i v e a r e a ,
but a l s o t o e l i m i n a t e t r a f f i c h a z a r d s t o t h e t r a v e l i n g p u b l i c and t o
t h e g r e a t number o f v i s i t o r s t o t h e L i n c o l n M e m o r i a l .
I n c o n f o r m i t y w i t h o u r agreement, we have a s s o c i a t e d w i t h u s a
l a n d s c a p e a r c h i t e c t , Mr. R i c h a r d K. Webel, o f t h e f i r m o f Umberto
I n n o c c e n t i - R i c h a r d K. Webel, w e l l known L a n d s c a p e A r c h i t e c t s . Mr. Webel
has p r e p a r e d t h e two d r a w i n g s marked E x h i b i t s I and I I , t h e c h a p t e r o f
t h e r e p o r t headed "Redevelopment C o n c e p t " , and t h e e s t i m a t e d c o s t o f
landscaping i n c l u d e d i n the o v e r a l l estimate of c o s t .
We w i s h t o e x p r e s s o u r a p p r e c i a t i o n o f t h e s p l e n d i d c o o p e r a t i o n
w h i c h we h a v e r e c e i v e d from y o u r o r g a n i z a t i o n and i n p a r t i c u l a r ,
Mr. H a r r y T. Thompson, S u p e r i n t e n d e n t , N a t i o n a l C a p i t a l P a r k s , and h i s
p r i n c i p a l s t a f f members.
Respectfully
yours,
SINGSTAD fc B A I L L I E
0S/jj
Enc.
�AERIAL VIEW OF SITE
REPORT ON
REDEVELOPMENT OF
LINCOLN MEMORIAL AREA
1960
�LIST OF EXHIBITS
EXHIBIT I
G E N E R A L DEVELOPMENT PLAN
E X H I B I T II
L I N C O L N MEMORIAL A R E A
EXHIBIT
P L A N - L I N C O L N MEMORIAL A R E A
m
EXHIBIT IV
L I N C O L N MEMORIAL P L A Z A U N D E R P A S S
P R O F I L E AND CROSS S E C T I O N S
EXHIBIT V
L I N C O L N MEMORIAL P L A Z A U N D E R P A S S
O P E N RAMP CROSS S E C T I O N S
D E C K I N G P L A N DURING C O N S T R U C T I O N
EXHIBIT VI
L I N C O L N MEMORIAL P L A Z A U N D E R P A S S
NORTH P O R T A L - E L E V A T I O N AND D E T A I L S
EXHIBIT VII
L I N C O L N MEMORIAL P L A Z A U N D E R P A S S
E L E V A T I O N S OF RETAINING WALLS
EXHIBIT V I E
L I N C O L N MEMORIAL P L A Z A U N D E R P A S S
UNDERGROUND V E N T I L A T I O N C H A M B E R S
AND PUMP ROOMS
E X H I B I T IX
OHIO D R I V E U N D E R P A S S
P L A N , P R O F I L E AND S E C T I O N
EXHIBIT X
A U X I L I A R Y RAMPS - T Y P I C A L CROSS S E C T I O N S
EXHIBIT XI
AUXILIARY
EXHIBIT XII
A U X I L I A R Y RAMPS - P R O F I L E S
EXHIBIT
P R O F I L E O F OHIO D R I V E
P R O F I L E A L O N G NORTH-SOUTH AXIS O F
L I N C O L N MEMORIAL
Xm
RAMPS-PROFILES
EXHIBIT XIV
NORTH P O R T A L A R E A - GROUND S U R F A C E C O N T O U R S
EXHIBIT XV
SOUTH P O R T A L A R E A - GROUND S U R F A C E CONTOURS
�REDEVELOPMENT OF LINCOLN MEMORIAL AREA
INTRODUCTION
T h e plan presented in this report for the redevelopment of the L i n c o l n Memorial area and to provide the necessary traffic f a c i l i t i e s in the L i n c o l n Memorial area is the result of thorough studies of
the increased traffic movements that w i l l be generated in t h i s area on completion of the D i s t r i c t
of
Columbia Inner Loop and the Theodore Roosevelt Bridge and its approaches. T h e D i s t r i c t of Columbia
Department of Highways
and T r a f f i c
is proceeding a c t i v e l y with the construction
of the Theodore
R o o s e v e l t Bridge and its approaches located north of Constitution Avenue, and the planning and construction of the D i s t r i c t of Columbia Inner Loop from Constitution Avenue northward, and to the east
of 14th Street south of the Bureau of Engraving and Printing.
T h e completion of the Inner Loop re-
quires a connecting traffic link through the L i n c o l n Memorial area with connections to the Theodore
R o o s e v e l t Bridge.
The overall plan includes a relocation and northerly extension of Ohio Drive from
its underpass of the Rock Creek and Potomac P a r k w a y , and connecting roadways from the Arlington
Memorial Bridge to Independence Avenue and Ohio D r i v e .
T h e connection through the L i n c o l n Mem-
orial area to provide the link in the Inner Loop is planned as an extension of Independence Avenue
under the L i n c o l n Memorial P l a z a ^ t « ^ e ^ T n n e r ^ ^ o p a t Constitu^hDn^Av^^^^_JJie locations of the por_
t a l s of the underpass and theWortJLJ^ia4^Hhe~~el^
after careful consideration of the setting of the Memorial.
Ohio Drive underpass were determined
Thorough study of the sight lines showed
that the tremendous stream of traffic on the Inner Loop would be hidden by ground forms and planting.
T h e use of Independence Avenue as the connecting link in the Inner Loop, and the use of Constitution Avenue as one of the main feeders to the Theodore Roosevelt Bridge with the resultant increqse in traffic emphasizes the need for the completion of the North and South R e f l e c t i n g Pool D r i v e s ,
together with their extension through the Washington Monument Grounds and connections to the Mall
roads at 14th Street. T h e completion of these drives w i l l provide for the c i r c u l a t i o n of park traffic and
the approaches to Arlington Memorial Bridge.
The portion of the Memorial C i r c l e roadway west of the
Memorial is planned to connect to both North and South R e f l e c t i n g Pool D r i v e s .
- 1-
�The elimination of the Memorial C i r c l e roadway east of the Memorial, as planned, is n e c e s s i tated by the hazards to which v i s i t o r s to the Memorial would be exposed by the increased traffic v o l ume on the Memorial C i r c l e roadway. An examination of traffic volumes s i n c e 1940 and including 1959
r e v e a l s a vehicular traffic increase of 83.4 per cent over the Arlington Memorial B r i d g e , and an increase of v i s i t o r s to the Memorial of 25.4 per cent.
Over two million v i s i t o r s to the Memorial were
counted in 1959 which represents an increase of approximately 6 per cent per year in each of the last
four preceding y e a r s .
The f i r s t 6 months of 1960 shows an increase in v i s i t o r s of 15.9 per cent over
that of the same period of 1959. The conflict of v a s t numbers of v i s i t o r s , large volume of traffic and
the negligible area of parking space a v a i l a b l e for passenger cars and buses is a serious and hazardous condition and is not in keeping with the Memorial atmosphere.
The elimination of the Memorial
C i r c l e Roadway east of the Memorial and the provision for parking areas adjacent to the Reflecting
Pool D r i v e s w i l l correct this condition.
The plan incorporates these traffic f a c i l i t i e s in such manner a s to preserve the dignity, beauty,
serenity and magnificent setting of the L i n c o l n Memorial.
�REDEVELOPMENT CONCEPT
The L i n c o l n Memorial stands today as perhaps our noblest shrine.
People come by the thous-
ands from a l l parts of our country and abroad to v i s i t it, and with awe, mount the monumental steps.
A l l are impressed by the sweeping and majestic concept of its setting.
Everything necessary to pre-
serve and enhance its beauty must be done.
T h i s very beauty is now in danger of being destroyed by the sudden and enormous increase of
vehicular t r a f f i c .
There are moments when the Memorial is engulfed in a sea of c a r s .
becoming a traffic c i r c l e .
T h i s was not the original intent of the d e s i g n .
It is gradually
It is time that we restored
the calm tranquility of the scene by eliminating the buzzing traffic between the Memorial and its reflecting pool. T h i s area truly belongs to the thousands of v i s i t o r s who come to see it.
For their bene-
f i t the proposed plan suggests a large plaza between the steps of the Memorial and the steps to the
reflecting pool. T h i s plaza w i l l be made of the same material and pattern as now e x i s t s and as shown
on the original architectural drawings. By f i l l i n g in the roadway it w i l l be of s u f f i c i e n t s i z e to harmoni z e w i t h t h e s c a l e o f the setting,and w i l l accommodate large crowds on f e s t i v e o c c a s i o n s . The e s s e n c e
of the original design concept was the large circular walk around the Memorial and the continuation of
this walk down the a l l e e s on either side of the reflecting pool. T h e proposed terrace or plaza would not
only preserve this fundamental design concept but would help e x p r e s s it in an even stronger manner by
tying these w a l k s together in a direct manner.
Many people come by car and bus. For these, parking areas have been provided adjacent to both
North and South R e f l e c t i n g Pool D n v e s . From these areas the v i s i t o r s can walk directly to the Memorial without crossing t r a f f i c . T h e s e parking areas w i l l be screened with hedges and t r e e s .
A l l the v i e w s to and from the Memorial have been carefully preserved.
A l l ground forms and
planting w i l l be restored. The v i e w s to the two tunnel entrances w i l l be thoroughly screened by planting.
ting.
Sufficient space has been allowed so that these entrances are completely divorced from the setIn fact the tunnel w i l l serve to keep the heavy traffic out of sight.
- 3 -
�T h e main object of this proposed plan is the preservation of the L i n c o l n Memorial landscape
setting.
We look forward to greater numbers of people v i s i t i n g the monument and we hope that they
may enjoy its beauties in an atmosphere of serenity and peace.
SCOPE
T h e site of the proposed redevelopment of the L i n c o l n Memorial area covered by this report is
situated between Constitution Avenue and Independence Avenue, and easterly from the s e a w a l l of the
Potomac R i v e r toa line about 700 feet e a s t of the intersection of French Drive and Independence
nue.
Ave-
T h e project c o n s i s t s of a s i x lane underpass under L i n c o l n Memorial P l a z a , with an open ramp
at each end connecting with Independence Avenue in the v i c i n i t y of French Drive and with the D i s t r i c t
of Columbia Inner Loop project at Constitution Avenue.
Underpass with the Theodore Roosevelt Bridge.
Roadway ramps are provided to connect the
T h e project a l s o includes a relocation and northerly
extension of Ohio Drive from its Underpass of the Rock Creek and Potomac P a r k w a y , connecting roadw a y s from the Arlington Memorial Bridge to Independence Avenue and Ohio Drive, modifications and
reconstruction of portions of L i n c o l n Memorial C i r c l e and related s t r e e t s , two parking areas for p a s s enger cars and buses, and relandscaping of the L i n c o l n Memorial area as required within the area of
the project.
�LINCOLN MEMORIAL PLAZA UNDERPASS
Genera/
T h i s underpass c o n s i s t s of two driveways separated by an intermediate concrete w a l l and a
ventilating duct constructed on each side of the box structure.
E a c h driveway has a roadway width
of 36 feet which accommodates three lanes of unidirectional t r a f f i c .
A s e r v i c e walk 2 ft. 6 inches
above the roadway and 2 ft. 9 inches wide is provided in each driveway for operating and maintenance personnel only.
T h e underpass i s approximately 1435 feet in length, and arranged in the overall treatment to
keep the moving traffic out of sight from the Memorial.
Roadway grades are planned to drain from a
high point in each driveway towards the portals at a maximum grade of 0.6 per cent.
The v e r t i c a l
clearance height in each driveway between portals is 12 ft. 6 i n c h e s .
Continuing from each portal the structure is an open ramp with reinforced concrete retaining
w a l l s faced with granite.
The northerly ramp meets the planned grade of the proposed Inner B e l t
Loop at Constitution Avenue.
The ramp from the south portal meets the e x i s t i n g street surface of
Independence Avenue approximately at French D r i v e .
es is 3.5 per cent.
The maximum grade of the open ramp approach-
The total length of the structure from grade point to grade point is approximately
2500 feet.
T h e equipment for operating the ventilating and e l e c t r i c a l systems of the underpass, described
elsewhere in this report, is housed in two underground chambers, one near each portal. T h e s e chambers w i l l be entirely underground except for a small area for the air intake grating which w i l l be approximately at ground l e v e l .
Shielding of these grating areas by appropriate planting is planned to
obscure them from view.
T h e planting and grading are planned to screen the underpass structure so that the dignified and
e s t h e t i c setting of the L i n c o l n Memorial area is preserved.
T h e portals are located so that traffic
movement to and from the underpass w i l l not be v i s i b l e from the L i n c o l n Memorial, and traffic noise
inaudible.
�Des ign
T h e structure between portals is a reinforced concrete box structure encased in a waterproofing
envelope of ply membrane waterproofing and b r i c k - i n - m a s t i c . It i s designed as a rigid frame and of
s u f f i c i e n t weight to r e s i s t hydrostatic uplift resulting from the maximum recorded flood stage e l e v a tion occuring in 1942.
A study of the boring data a v a i l a b l e at this time in the v i c i n i t y of the L i n c o l n Memorial indicates
that the structure may require a pile foundation. Definite determination of the type of foundation required w i l l be made after additional borings have been t a k e n .
T h e loadings assumed in the design of the underpass structure include in addition to the earth
cover load, live loads usual in the design of t h i s type of structure.
T h e open ramp approach structures of the underpass are designed as " U " type reinforced concrete structures of s u f f i c i e n t weight to counteract the hydrostatic uplift caused by flood conditions.
T h e ramp structures are encased in a waterproofing envelope of ply membrane waterproofing and brickin-mastic.
T r a n s v e r s e expansion joints at intervals along the structure are planned to control c r a c k s
in the concrete due to temperature changes.
T h e design of the underpass and its ramp approaches is based on the appropriate D i s t r i c t of
Columbia Code.
Flood
Protection
The underpass is so designed as to be protected against flooding up to the maximum flood stage
e l e v a t i o n , which occurred in 1942 by an earth dike planned at its north end and a high point in the
roadway at the other end.
Interior
Details
Interior f i n i s h e s and features include:
c e i l i n g of vitreous ceramic glazed t i l e , s i d e w a l l s of
glazed architectural terra-cotta, fluorescent continuous lighting of underpass,
- 6 -
bituminous concrete
�pavement; s p l i c i n g manholes for e l e c t r i c conduits and ducts, niches properly spaced in the underpass
with suitable frames and covers for traffic control equipment, for water s e r v i c e piping installations and
for fire extinguishers.
Facing
of Portals
& Ramp
Wa//s
The exposed surfaces of ramp w a l l s and portals are to be faced with granite, s i m i l a r to that which
is used around the base w a l l s and steps of the Memorial.
This
material w i l l extend the solemn monu-
mental a s p e c t of the Memorial to the exterior portions of the Underpass.
( a ) Ramp w a l l s including the west retaining w a l l of Ohio Drive Underpass are to be bush hammered
granite a s h l a r .
(b) P o r t a l s .
Portal faces including 10 foot return at c e i l i n g and w a l l s are to be faced with a honed f i n i s h
granite.
T h i s serves to r e c a l l the material of the Memorial and acts a s a transitional texture
between
the bush hammered ramp w a l l s and the smooth surfaces of the Underpass.
Drainage
A l l rainwater falling on the open approaches w i l l be drained to the gutters provided at the sides
of the roadway and to the c r o s s drains at each portal. The c r o s s drains w i l l discharge this into a sump
in the pump room at the portals. Water used for washing the tunnel w i l l drain to the portal sumps.
Automatically operated e l e c t r i c a l l y driven pumps located in each portal pump room w i l l discharge
the drainage water into storm water s e w e r s .
Ventilation
T h e design of the ventilation system w i l l be based on introducinga s u f f i c i e n t volume of fresh a i r
into each driveway to provide a safe and comfortable atmosphere and to prevent any smoke haze
might have an adverse effect on v i s i b i l i t y .
which
�Ventilation requirements for design purposes have been based on three thousand passenger cars
and one thousand buses passing through each driveway in one hour, for maximum capacity and blockades in the Underpass.
T h e ventilation system w i l l c o n s i s t of fans to supply fresh air to the tunnels by means of air
ducts constructed on the side of the tunnel, extending about seven hundred feet from each entrance
portal, and air flues to lead the air from the ducts to the d r i v e w a y s .
T h e f a n s , two in each under-
ground ventilation chamber, driven by two speed e l e c t r i c motors, w i l l draw in air through gratings
set above the fan chamber and force it into the air d u c t s .
T h e fresh air supplied by the fans w i l l move along the tunnel in the direction of traffic and w i l l ,
with the piston action of the v e h i c l e s moving in the d r i v e w a y s , induce an additional volume of fresh
air at each entrance portal.
T h i s additional volume of fresh air together with the air supplied by the
fans w i l l be ample to meet the demand created by t r a f f i c . A l l vitiated air w i l l leave the d r i v e w a y s at
the e x i t portals.
T h e operation of the f a n s , that i s , the number of fans operating and the speed at which they are
operating, w i l l be automatically controlled by carbon monoxide recorders which w i l l determine the degree of ventilation required.
T h e s e carbon monoxide recorders w i l l be located in the fan chambers
with the fans they control.
Electrical
Power
Installation
Supply
The e l e c t r i c power for lighting and ventilation w i l l be supplied over two s e r v i c e s each s e r v i c e
having a capacity of not l e s s than 1000 K V A .
With the two feeders in s e r v i c e , each feeder w i l l carry
a maximum load of approximately 550 K V A .
There w i l l be two feeders interconnecting the ventilation chambers thereby allowing diversity in
the v e n t i l a t i o n ; normally one fan in a roadway w i l l be fed from one of the feeders and the second fan
w i l l be fed from the second feeder. Under full v e n t i l a t i o n , the l o s s of a feeder w i l l reduce the v e n t i l a -
�tion 50% until the load on the interrupted feeder is switched manually over to the remaining feeder.
T r a f f i c s i g n a l s at the portals w i l l stop a l l traffic in c a s e of total power failure, or e x c e s s i v e carbon
monoxide.
Ventilation
Control
T h e ventilation w i l l be automatically increased in the morning and decreased in the evening by
means of adjustable time c l o c k s . Superimposed on this control w i l l b e a carbon monoxide analyzer control whereby the ventilation w i l l be increased whenever the CO content of the air exceeds a preset
value.
Tunnel
Lighting
E a c h roadway has 2 continuous rows of lights located one near each w a l l .
In each row, alter-
nate groups of five fixtures (62.5 feet) are fed from the two separate feeders. In c a s e of prolonged
interruption on a feeder, a l l lights can be switched to the alternate feeder.
Normally, the lighting
load i s evenly divided between the two feeders.
Pumps
Normally, the two pumps at each portal are fed from separate feeders with provision to transfer
from one feeder to the other.
Method
of
The pump motors are controlled by means of float s w i t c h e s .
Construction
T h e underpass and open ramp structures are to be constructed by open cut methods. T h e
sides
of the cut are supported by soldier beams and timber lagging, or steel sheet piling, with transverse
bracing.
T h i s temporary construction provides the working area in which the permanent structure is
completed.
Maintenance
of Traffic
during
Construction
T r a f f i c w i l l be maintained continuously during construction by placing timber decking in those
roadway areas affected by the excavation required for the construction of the underpass structure.
T h i s decking w i l l be placed during night hours when traffic i s at a minimum or non-existent, and w i l l
be ready for use the next morning.
�OHIO DRIVE UNDERPASS
Genera/
T h i s underpass abuts the north f a c e of the e x i s t i n g Rock Creek and Potomac Parkway bridge
over Ohio Drive and continues in a northerly direction as a covered structure approximately 212 feet
to a portal which a l i g n s w i t h , and is adjacent to, the north portal of the proposed L i n c o l n Memorial
P l a z a Underpass.
It is planned to accommodate a 15 foot unidirectional traffic roadway on each side
of a 6 foot median. A 3 foot 6 inch sidewalk is provided on each side of the Underpass. The vertical
clearance throughout the Underpass is 12 ft. 6 i n c h e s . No alteration of the e x i s t i n g Rock Creek and
Potomac Parkway bridge structure over Ohio Drive w i l l be required by the proposed Underpass.
T h e design, interior details and portal face finish and drainage features are generally the same
a s for the L i n c o l n Memorial Underpass.
Auxiliary
Ramps
and
Roadways
Ramps and roadways are planned as part of the project to provide adequate connections to the
L i n c o l n Memorial P l a z a Underpass, the Theodore R o o s e v e l t Bridge, Arlington Memorial Bridge, Ohio
D r i v e , North and South R e f l e c t i n g Pool Drives and roads within the area of the project.
Bituminous
concrete wearing surfaces over crushed stone bases and gravel sub bases are planned for the ramp
and roadway pavements.
Parking
Areas
Two parking a r e a s , for v i s i t o r s to the L i n c o l n Memorial, each with a capacity for 18 buses and
60 passenger c a r s , are planned adjacent to North and South R e f l e c t i n g Pool D r i v e s .
located to give strategically convenient a c c e s s to the L i n c o l n Memorial.
T h e s e areas are
T h e capacity of either park-
ing area can readily be increased to accommodate additional v e h i c l e s for future needs.
Both parking
areas are within easy walking distance of the Memorial and w i l l be shielded from view by proper tree
planting.
- 10 -
�Interim
and Ultimate
Treatment
T h e ultimate treatment of the area eliminates vehicular traffic on the surface of that portion of
the Memorial roadway c i r c l e e a s t of the Memorial between North R e f l e c t i n g Pool Drive and South R e flecting Pool D r i v e .
T h e layout of ramps and related roads i s planned for their ultimate locations, but
provide for the continued u s e o f the roadway c i r c l e e a s t o f the Memorial, its approaches, and s i d e w a l k s
foran interim period until r e v i s i o n s in the road system e a s t of the limits of this project are completed.
ESTIMATED COST OF PROJECT
Lincoln
Memorial
Plaza
Underpass
|
Underpass Construction I n c l . North & South Open Ramps
$
12,575,400
F a n s , Motors & T r a n s m i s s i o n s
211,300 ^
E l e c t r i c a l Installation
377,700
Pumping Equipment
49,100
$
$
Approach
Covered
Roadways
& Ohio
13,213,500
2,661,500
$
15,875,000
Drive
Extension
Ohio Drive Covered Extension
$
838,550
Approach Roadways I n c l . Relocation of
E r i c s s o n Monument
371,350
Memorial C i r c l e Changes I n c l . Granite P a v i n g
318,270
Parking A r e a s
143,000
Drainage Installation
332,950
E l e c t r i c a l Installation
104,450
Planting & Seeding
552,930
T o t a l Estimated Cost - Includes C o s t of Construction,
Engineering D e s i g n , Supervision of Construction and
Administration
- 11 -
�����������������
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Report on redevelopment of Lincoln Memorial Area
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Lincoln Memorial (Washington, D.C.)
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United States. Department of the Interior
United States. National Park Service
United States. National Capital Parks
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1960
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Singstad & Baillie, consulting engineers
Umberto Innocenti, landscape architect
Richard K. Webel, landscape architect
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Draft
,
!nwBir€)[ram©iniltsiDflinrapgidtS M s m
Proposed Rehabilitation Of
The National Mall
r d
th
3 to 14 Streets
Madison to Jefferson Drives
Washington D.C.
National Capital Parks
National Parks Service
U.S. Department of the Interior
��DEPARTMENT OF THE INTERIOR
DRAFT
ENVIRONMENTAL STATEMENT
DES 7 5 - 3 3
Proposed
R E H A B I L I T A T I O N OF THE NATIONAL MALL
THIRD STREET TO FOURTEENTH STREET
MADISON DRIVE TO JEFFERSON D R I V E ,
WASHINGTON, D.C.
P r e p a r e d by
National C a p i t a l Parks
National Park S e r v i c e
Department o f t h e I n t e r i o r
Director,National
HAY
12
1975
Capital
Parks
�ERPATUM: The t i t l e s of Figures 5 and 6 are transposed.
�ERRATUM: The t i t l e s of Figures 5 and 6 are transposed.
�Draft Environmental
Statement
Proposed R e h a b i l i t a t i o n o f
The N a t i o n a l M a l l
T h i r d t o 1 4 t h S t r e e t s and
Madison t o J e f f e r s o n D r i v e s .
TABLE OF CONTENTS
Page
SUMMARY
Chapter 1.
D E S C R I P T I O N OF THE PROPOSED PROJECT
1.1
General
1.1.1
1.1.2
1.1.3
1.1.4
1.2
C h a p t e r 2.
Regional S e t t i n g
Local Setting
Mall Design H i s t o r y
P r o j e c t H i s t o r y and S t a t u s
7
8
13
13
Objectives of the Plan
Construction Proposals
A c t i v i t y Zones and S p e c i a l U s e s
Visitor Services
C i r c u l a t i o n and P a r k i n g
Construction Materials
G r a d i n g and U t i l i t i e s
19
19
20
23
23
24
29
Construction
1.3.1
1.3.2
1.3.3
1.3.4
1.4
Background
Description of Mall R e h a b i l i t a t i o n Plan
1.2.1
1.2.2
1.2.3
1.2.4
1.2.5
1.2.6
1.2.7
1.3
5
P h a s e s and T i m i n g
Equipment
M a t e r i a l s Storage Locations
C i r c u l a t i o n and A c c e s s
F r i n g e P a r k i n g and S h u t t l e B u s S e r v i c e
31
31
32
32
35
ENVIRONMENTAL S E T T I N G AND IMPACT OF THE
PROPOSED PROJECT
45
2.1
Introduction
47
2.2
History of the Mall Plan - Capitol to
Potomac R i v e r
49
i
�Page
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
2.3
2.3.4
2.3.5
2.3.6
2.3.7
Mass T r a n s p o r t a t i o n S t u d y o f 1959
Y e a r 2000 P o l i c i e s and P l a n s
1985 C o m p r e h e n s i v e P l a n f o r t h e
National Capital
B i c e n t e n n i a l T r a n s p o r t a t i o n Study
for the National C a p i t a l Area
Action Plan f o r the B i c e n t e n n i a l
T r a n s p o r t a t i o n Program f o r t h e
National C a p i t a l Area
National V i s i t o r Center
The F e s t i v a l o f A m e r i c a n F o l k l i f e
S o c i a l , C u l t u r a l and Economic
2.4.1
2.4.2
2.4.3
2.5
43
49
53
59
59
63
R e l a t i o n s h i p of the Proposal to National
and L o c a l P o l i c i e s and P l a n s
2.3.1
2.3.2
2.3.3
2.4
The L ' E n f a n t P l a n
The Downing P l a n
The M c M i l l a n P l a n
The N a t i o n a l C a p i t a l P a r k and
P l a n n i n g Commission P l a n
N a t i o n a l P a r k S e r v i c e : 1966
N a t i o n a l P a r k S e r v i c e : 1973
Urban
73
73
74
75
76
77
78
Environment
L a n d Use and Demographic
- Setting
- Impact
Character
79
107
H i s t o r i c Environment
- Setting
- Impact
115
121
V i s u a l Environment
- Setting
- Impact
123
12 5
Systems
2.5.1
T r a f f i c and P a r k i n g
- Setting
- Impact
133
134
16 9
2.5.2
Utilities
- Setting
- Impact
191
191
P o l i c e and F i r e P r o t e c t i o n /
Public Safety
- Setting
- Impact
194
195
2.5.3
ii
�2.6
P h y s i c a l and B i o l o g i c a l E n v i r o n m e n t
2.6.1
2.6.2
2.6.3
2.6.4
2.6.5
2.6.6
2.6.7
2.7
2.8
C h a p t e r 3.
Climate
- Setting
- Impact
199
200
A i r Quality
- Setting '
- Impact
202
215
Sound L e v e l s
- Setting
- Impact
202
230
Landform
- Setting
- Impact
238
2 39
G e o l o g y and
- Setting
- Impact
Soils
240
241
Hydrology
- Setting
- Impact
V e g e t a t i o n and
- Setting
- Impact
242
242
Wildlife
244
24 6
I m p a c t on E n e r g y and R e s o u r c e
vation
Short-Term Construction
A L T E R N A T I V E S TO THE
Conser251
Impacts
255
PROPOSED PROJECT
2 59
3.1
Introduction
261
3.2
A l t e r n a t i v e A - No A c t i o n
261
3.3
Alternative B - Partially Rehabilitate
t h e M a l l , R e t a i n A l l R o a d s , P r o v i d e No
F r i n g e Parking or S h u t t l e S e r v i c e .
265
3.4
Alternative C - Partially Rehabilitate
the M a l l , R e t a i n A l l Roads, P r o v i d e
F r i n g e P a r k i n g a t RFK S t a d i u m and
Shuttle Service.
iii
�3.5
•
3.6
3.7
3.8
3.9
3.10
Alternative D - Rehabilitate the Mall,
C l o s i n g R o a d s , P r o v i d i n g No F r i n g e P a r k i n g
or S h u t t l e .
268
Alternative E - Rehabilitate the Mall,
P r o v i d i n g F r i n g e P a r k i n g Other than a t
RFK S t a d i u m w i t h No S h u t t l e S e r v i c e .
271
Alternative F - Rehabilitate the Mall,
Providing Fringe Parking a t other A l t e r native Locations with Shuttle Service.
276
A l t e r n a t i v e G - Same a s P r o p o s e d P r o j e c t ,
B u t S h u t t l e O p e r a t e d by W a s h i n g t o n
Metropolitan Area T r a n s i t Authority,
I n s t e a d o f by C o n c e s s i o n e r .
288
A l t e r n a t i v e H - Rehabilitate the Mall,
C l o s e M a l l Roads, P r o v i d i n g P a r k i n g
Under t h e M a l l .
292
A l t e r n a t i v e I - C o n s t r u c t A c c e s s Road
t o RFK S t a d i u m i n A d d i t i o n t o P r o p o s e d
Action.
2 95
3.11 A l t e r n a t i v e J - Same a s P r o p o s e d P r o j e c t ,
But U s i n g A l t e r n a t i v e S h u t t l e Route.
C h a p t e r 4.
C h a p t e r 5.
Chapter
6.
299
UNAVOIDABLE ADVERSE ENVIRONMENTAL E F F E C T S
M I T I G A T I O N MEASURES
3 07
AND
RELATIONSHIPS BETWEEN SHORT-TERM USES OF THE
ENVIRONMENT AND THE MAINTENANCE AND ENHANCEMENT OF LONG-TERM PRODUCTIVITY
I R R E V E R S I B L E AND I R R E T R I E V A B L E
325
COMMITMENTS
OF RESOURCES
C h a p t e r 7.
32 9
CONSULTATION AND COORDINATION WITH OTHERS
333
APPENDICES
iv
�D r a f t Environmental
Statement
Proposed R e h a b i l i t a t i o n o f
The N a t i o n a l M a l l
T h i r d t o 14th S t r e e t s and
Madison t o J e f f e r s o n D r i v e s .
L I S T OF APPENDICES
A
Agreement Between N a t i o n a l P a r k S e r v i c e , N a t i o n a l
P a r k s , a n d t h e D i s t r i c t o f C o l u m b i a Armory B o a r d
Capital
B
The R e p o r t o f t h e P a r k , R e c r e a t i o n a n d Open S p a c e and
F e d e r a l P l a n n i n g a n d P r o j e c t s Committee — N a t i o n a l C a p i t a l
P l a n n i n g C o m m i s s i o n ; May 3 0 , 1974
C
The C o m m i s s i o n o f F i n e A r t s L e t t e r o f P l a n A p p r o v a l
May 2, 19 74
D
Memorandum o f A g r e e m e n t B e t w e e n t h e A d v i s o r y C o u n c i l
on H i s t o r i c P r e s e r v a t i o n and t h e D i r e c t o r , N a t i o n a l
C a p i t a l Parks
E
A i r Q u a l i t y Data C a l c u l a t i o n s
F
Determination
G
The R e p o r t o f t h e P a r k , R e c r e a t i o n and Open S p a c e Committee
N a t i o n a l C a p i t a l P l a n n i n g C o m m i s s i o n ; September 1 5 , 1966
—
o f Sound L e v e l s
v
�D r a f t Environmental
Statement
Proposed R e h a b i l i t a t i o n of
The N a t i o n a l M a l l
T h i r d t o 1 4 t h S t r e e t s and
Madison t o J e f f e r s o n D r i v e s
F I G U R E INDEX
Figure
Page
1
Project Setting
i n the D i s t r i c t o f Columbia
2
Project
3
Neighborhood A i r Photo
15
4
National Mall
21
5
E x i s t i n g V i e w f r o m W a s h i n g t o n Monument
25
6
P r o p o s e d V i e w f r o m W a s h i n g t o n Monument
27
7
Typical Fringe Parking
37
8
Location of Fringe Parking
9
Typical Trailblazer
9
Setting
11
Plan
Sign
39
Signs
41
Sign
51
10
The L ' E n f a n t
Plan
11
The Downing P l a n
55
12
The M c M i l l a n P l a n
57
13
The M a l l - 1938
61
14
The 1966 P l a n
65
15
The 1976 D e v e l o p m e n t
16
G e n e r a l i z e d L a n d Use
17
Census
18
Historic
19
M a l l R e n d e r i n g - V i e w t o W a s h i n g t o n Monument
129
20
M a l l R e n d e r i n g - View along
131
21
1968 F u n c t i o n a l C l a s s i f i c a t i o n o f E x i s t i n g
69
Plan
95
103
Tracts
119
Landmarks
vi
Outer D r i v e s
Streets
135
�FIGURE INDEX
(Cont'd)
Figure
Page
Conditions
139
22
Photo D e p i c t i n g T r a f f i c
23
Average D a i l y T r a f f i c
- Mall
141
24
Average D a i l y T r a f f i c
- M a l l t o RFK
143
25
Existing Traffic
26
Curb P a r k i n g I n v e n t o r y
153
27
P a r k i n g C a p a c i t y v s Time
157
28
Metro Rapid
163
29
Traffic
30
Sound S u r v e y
31
C o n s t r u c t i o n Noise Contours
233
32
A l t e r n a t e Fringe Lot Locations
279
33
A l t e r n a t e Routes
301
Control Devices
R a i l T r a n s i t System
147
187
S i g n a l s Summer 1975
225
Locations
vii
�Draft Environmental
Statement
Proposed R e h a b i l i t a t i o n of
The N a t i o n a l M a l l
T h i r d t o 1 4 t h S t r e e t s and
Madison t o J e f f e r s o n D r i v e s .
TABLE INDEX
Table
Page
1
Trends i n Estimated Overnight
V i s i t o r s , 1960-1974
2
Trends i n V i s i t a t i o n ,
3
Visitation
4
Visitor
5
Capacity Analyses
6
Summary o f P a r k i n g S p a c e s
7
S t a t e R e g i s t r a t i o n of Autos Parked
8
Bus
9
Summary o f D a i l y F r i n g e Bus
Mall Area,
1962-1974
a t Major A t t r a c t i o n s , M a l l Area,
84
1974
Travel Characteristics
Trips
82
86
90
(1975)
150
156
on M a l l
160
( J a n u a r y , 1975)
161
S e r v i c e Operation
168
10
Summary o f VMT
Under V a r i o u s C o n d i t i o n s
172
11
D.C.
12
Times A i r Q u a l i t y Standards
E x c e e d e d - Camp S t a t i o n 1974
13
Times A i r Q u a l i t y Standards
E x c e e d e d - D.C.
Ambient A i r Q u a l i t y Standards
206
207
Hospital
1974
208
14
1-Hour CO
Concentrations
for Selected Locations
15
16
8-Hour CO C o n c e n t r a t i o n s f o r S e l e c t e d L o c a t i o n s
Comparison of E m i s s i o n s Between Heavy-Duty D i e s e l P o w e r e d V e h i c l e s and A u t o m o b i l e s
216
17
A m b i e n t Sound S u r v e y
22 3
18
E s t i m a t e d A m b i e n t Sound L e v e l s - C o n s t r u c t i o n
228
19
E s t i m a t e d A m b i e n t Sound L e v e l s - S h u t t l e Bus
229
20
E s t i m a t e d A m b i e n t Sound L e v e l s - D.C.
Measurement L o c a t i o n s
viii
General
Hospital
209
218
231
�TABLE INDEX
(Cont'd)
Table
Page
21
E s t i m a t e d A m b i e n t Sound L e v e l s - T r u c k
22
F u e l Consumption w i t h t h e Proposed A c t i o n
23
Summary o f A d o p t e d Changes t o P u b l i c P a r k i n g
or near the E a s t M a l l
ix
Traffic
236
252
on
319
��Summary
��SUMMARY
(X) D r a f t
( ) F i n a l Environmental Statement
Department o f t h e I n t e r i o r , N a t i o n a l Park S e r v i c e , N a t i o n a l
Parks
1.
Type o f A c t i o n :
2.
Brief description
(X) A d m i n i s t r a t i v e
Capital
( ) Legislative
of action:
R e h a b i l i t a t i o n o f t h e N a t i o n a l M a l l , W a s h i n g t o n , D. C. , b e t w e e n
S t r e e t t o 1 4 t h S t r e e t and Madison t o J e f f e r s o n D r i v e s .
Third
A l s o , both a s a complementary s h o r t - t e r m m a s s - t r a n s i t d e m o n s t r a t i o n
p r o j e c t a n d a s a m i t i g a t i o n m e a s u r e , component, f r i n g e p a r k i n g i s
p r o p o s e d a t RFK S t a d i u m , w i t h a s h u t t l e b u s s y s t e m f o r t r a n s p o r t i n g
v i s i t o r s to the Mall.
3.
Summary o f e n v i r o n m e n t a l i m p a c t a n d a d v e r s e e n v i r o n m e n t a l e f f e c t s :
a.
T h e M a l l w o u l d be a e s t h e t i c a l l y i m p r o v e d . P u b l i c s a f e t y and
t r a f f i c c o n d i t i o n s would b e n e f i t , a s w i l l a i r q u a l i t y and n o i s e l e v e l s .
No d e c r e a s e i n v i s i t a t i o n t o museums i s e x p e c t e d .
b.
A d v e r s e e f f e c t s o f c o n s t r u c t i o n w o u l d be s h o r t - t e r m and m i n o r .
c.
O v e r a l l v e h i c l e m i l e s t r a v e l l e d (VMT) w i l l be r e d u c e d 7-9%
i f fringe parking l o t i s f u l l y u t i l i z e d .
d.
T r a f f i c s e r v i c e l e v e l s on s h u t t l e r o u t e and t o f r i n g e p a r k i n g
w i l l n o t c h a n g e , b u t t h e r e w i l l b e m i n o r e f f e c t s on s h u t t l e r o u t e
due t o i n c r e a s e d b u s t r a f f i c , and N0» l e v e l s w i l l i n c r e a s e .
CO l e v e l s
a t RFK l o t w i l l i n c r e a s e s l i g h t l y .
4.
Alternatives
considered:
a. No a c t i o n .
b.
P a r t i a l l y r e h a b i l i t a t e Mall, r e t a i n a l l Mall roads, provide
no f r i n g e p a r k i n g o r s h u t t l e .
c.
P a r t i a l l y r e h a b i l i t a t e Mall, r e t a i n a l l roads, provide fringe
p a r k i n g a t RFK S t a d i u m a n d s h u t t l e .
d.
R e h a b i l i t a t e M a l l , c l o s e a l l M a l l r o a d s , p r o v i d e no f r i n g e
parking or shuttle.
e.
R e h a b i l i t a t e M a l l , p r o v i d e f r i n g e p a r k i n g o t h e r t h a n a t RFK
S t a d i u m , no s h u t t l e s e r v i c e .
f.
R e h a b i l i t a t e Mall, provide f r i n g e parking a t other a l t e r n a t i v e
locations, with shuttle service.
g.
Same a s p r o p o s e d p r o j e c t , b u t s h u t t l e o p e r a t e d by W a s h i n g t o n
Metropolitan Area T r a n s i t Authority instead of concessioners.
h.
R e h a b i l i t a t e Mall, close a l l Mall roads, provide parking
under M a l l .
i.
C o n s t r u c t a c c e s s r o a d t o RFK S t a d i u m i n a d d i t i o n t o p r o p o s e d
action.
j.
Same a s p r o p o s e d a c t i o n , b u t u s i n g a l t e r n a t i v e s h u t t l e r o u t e .
3
�5.
Comments h a v e b e e n r e q u e s t e d
A r c h i t e c t of the C a p i t o l
U. S. D e p a r t m e n t o f A g r i c u l t u r e
E n v i r o n m e n t a l P r o t e c t i o n Agency
U.S. D e p a r t m e n t o f H e a l t h ,
E d u c a t i o n and W e l f a r e
National C a p i t a l Planning
Commission
Smithsonian I n s t i t u t i o n
U. S. D e p a r t m e n t o f t h e T r e a s u r y
B u r e a u o f Outdoor R e c r e a t i o n
F i s h and W i l d l i f e S e r v i c e
Maryland Department o f
Transportation
And numerous o t h e r
individuals.
6.
D a t e made
from t h e f o l l o w i n g :
A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n
U. S. D e p a r t m e n t o f Commerce
General Services Administration
U. S. D e p a r t m e n t o f H o u s i n g and U r b a n
Development
N a t i o n a l Science Foundation
U. S. D e p a r t m e n t o f T r a n s p o r t a t i o n
U.S. D e p a r t m e n t o f D e f e n s e
U. S. Army C o r p s o f E n g i n e e r s
U. S. G e o l o g i c a l S u r v e y
V i r g i n i a Department o f Highways
D. C. D e p a r t m e n t o f H i g h w a y s and T r a f f i c
s t a t e , regional agencies,
available
MAY 121975
4
o r g a n i z a t i o n s and
�W Description of the
Proposed Project
��I.
1.1
DESCRIPTION
OF THE PROPOSED PROJECT
General Background
1.1.1
Regional
The M a l l
Setting
R e h a b i l i t a t i o n p r o j e c t encompasses
62 a c r e s o f l a n d ,
approximately
i n w h a t i s known by t h e g e n e r a l
public as
"The M a l l A r e a , " a 722 a c r e c o m p l e x o f open s p a c e s ,
Federal
monuments, a n d G o v e r n m e n t a l b u i l d i n g s i n W a s h i n g t o n , D.C.
Federal parkland
tinct parcels:
popularly,
14th
i s a c t u a l l y composed o f f o u r s e p a r a t e
1)
the "National
Mall,"
This
and d i s -
sometimes r e f e r r e d t o ,
a s t h e E a s t M a l l , and bounded by t h e C a p i t o l
Grounds,
S t r e e t , C o n s t i t u t i o n A v e n u e , a n d I n d e p e n d e n c e Avenue;
W a s h i n g t o n Monument G r o u n d s — a N a t i o n a l
H i s t o r i c Landmark,
2) t h e
extending
f r o m 1 4 t h t o 1 7 t h S t r e e t s , b e t w e e n C o n s t i t u t i o n and I n d e p e n d e n c e
A v e n u e s ; 3)
t h e W h i t e House G r o u n d s , i n c l u d i n g t h e E l l i p s e and
L a f a y e t t e Park;
and 4)
West Potomac
and s o u t h o f C o n s t i t u t i o n Avenue.
is
Park l y i n g west of 17th S t r e e t
The M a l l R e h a b i l i t a t i o n p r o j e c t
located i n the portion of the National
M a l l bounded by T h i r d
and 1 4 t h S t r e e t s a n d M a d i s o n a n d J e f f e r s o n D r i v e s .
The c i t y ' s m a j o r r e t a i l ,
business,
and e n t e r t a i n m e n t
n e a r b y i n t h e a r e a bounded by P e n n s y l v a n i a
Avenue, T h i r d S t r e e t ,
M a s s a c h u s e t t s A v e n u e , a n d 1 5 t h S t r e e t , N.W.
t h e a t e r s , and s t o r e s i n t h i s a r e a p r o v i d e
ment f o r v i s i t o r s a n d W a s h i n g t o n i a n s .
a l s o e x i s t i n t h e a r e a , and t h e s e
f o r c e and v i s i t o r s ,
Between t h e b u s i n e s s
Numerous r e s t a u r a n t s ,
s e r v i c e s and e n t e r t a i n -
Numerous p a r k i n g
facilities
s e r v e b o t h t h e commuter work
t h e l a t t e r e s p e c i a l l y on weekends
a r e a and t h e M a l l
7
core i s
lies
and h o l i d a y s .
the Federal Triangle, a
�c o m p l e x o f F e d e r a l b u i l d i n g s and o f f i c e s ,
containing a t t r a c t i o n s
s u c h a s t h e F B I , A q u a r i u m , and A r c h i v e s .
A C i t y Map
illustrates
( F i g u r e 1)
t h e l o c a t i o n o f t h e proposed p r o j e c t w i t h i n t h e context
of t h e D i s t r i c t o f Columbia.
1.1.2
Local
Setting
I n t h e a r e a o f t h e proposed p r o j e c t , planning
traditionally
included
efforts
a l l of the contiguous Federal
lands
have
including
l a n d m a r k s s u c h a s t h e W h i t e House and E l l i p s e , t h e L i n c o l n and
J e f f e r s o n M e m o r i a l s , t h e W a s h i n g t o n Monument, and t h e v a r i o u s
museums.
However, t h e s p e c i f i c
l i m i t s of the "National
encompassed i n t h a t a r e a l y i n g
Mall" are
between 1 4 t h S t r e e t (Washington
Monument G r o u n d s ) and t h e C a p i t o l , and C o n s t i t u t i o n and I n d e p e n d e n c e
Avenues.
portion
Reference to t h i s area herein i s "the Mall."
of t h i s
area
i s a long,
east-west
The c e n t e r
r e c t a n g l e o f open s p a c e ,
f o r m e d by two w i d e p l a n t a t i o n s o f t r e e s on e i t h e r s i d e o f a w i d e
lawn panel.
This center
p o r t i o n , b e t w e e n Madison and J e f f e r s o n
D r i v e s a n d T h i r d and 1 4 t h S t r e e t s , i s t h e b o u n d a r y o f t h e " M a l l
Rehabilitation project."
F l a n k i n g t h i s open s p a c e a r e s e v e r a l
museum b u i l d i n g s , i n c l u d i n g t h e N a t i o n a l
Smithsonian I n s t i t u t i o n ,
art
i sdisplayed
G a l l e r y o f A r t and t h e
where t h e n a t i o n ' s
most h i g h l y
esteemed
a n d w h e r e i t s t e c h n i c a l a c h i e v e m e n t s and n a t u r a l
h i s t o r y a r e represented.
A downtown W a s h i n g t o n D.C. Map
project within the specific
context
8
( F i g u r e 2) l o c a t e s t h e p r o p o s e d
of t h i s portion of the c i t y .
�Rehabilitation
Of The Mall EIS
Legend
National Capital Parks
National Park Service
-T^
I^H
1—
Project Setting
Washington, D.C.
j
��I
.ï*
4..*"
íi
ìì
:
:t lt
Rehabilitation
Of The Mall
National Caoital Parks
Legend
.Þ. shuttle bus route &direction
oo... bOUndafieS
National Paik Service
soo'
T-O
::iiiiiiiiliiiii:¡¡
*
2000'
fringe parking
staging area
LEnvrr@n
ntaI
Innpa GT
S tatenme nt
Proiect
Setting
�An
a i r photo
( F i g u r e 3) l o c a t e s t h e p r o p o s e d p r o j e c t s i t e
w i t h i n the c o n t e x t of the surrounding
1.1.3
M a l l Design H i s t o r y
P l a n s and
designs
i n t h i s a r e a d a t e b a c k t o 1 7 9 1 , when a
m a l l w i t h i n t h e C a p i t a l C i t y was
design
F e d e r a l complex.
f o r Washington, prepared
i n c l u d e d i n the f i r s t
adopted a t about h a l f - c e n t u r y i n t e r v a l s .
are described i n d e t a i l
1.1.4
P r o j e c t H i s t o r y and
I n November, 1 9 7 3 ,
These p l a n s
S e r v i c e f r o m 1966
i n Section
L Enfant.
scheme h a v e been
the McMillan P l a n of 1901,
plans of the N a t i o n a l Park
1
by M a j o r P i e r r e C h a r l e s
Since then, major r e v i s i o n s of the o r i g i n a l
t h e Downing P l a n o f 1 8 5 1 ,
grand
include
and
t o 1973.
several
The
2.2
Status
National Capital Parks, a regional office
of the N a t i o n a l Park S e r v i c e , prepared
an e n v i r o n m e n t a l
ment f o r t h e M a l l R e h a b i l i t a t i o n p r o j e c t .
t h a t t h e M a l l p r o j e c t was
assess-
B a s e d on t h i s a s s e s s -
ment, t h e D i r e c t o r , N a t i o n a l C a p i t a l P a r k s , made a
determination
not a major F e d e r a l a c t i o n which would
s i g n i f i c a n t l y a f f e c t t h e q u a l i t y o f human e n v i r o n m e n t , and
f o r e , an E I S , p u r s u a n t
Environmental
plans
to S e c t i o n 102(2)
P o l i c y A c t , w o u l d n o t be
(C) o f t h e
there-
National
required.
A f t e r s e v e r a l r e v i s i o n s t o t h e o r i g i n a l p r o p o s a l , b a s e d on
m e n d a t i o n s r e c e i v e d a t p u b l i c m e e t i n g s , and
was
prepared
i n January,
1975,
T h i s a s s e s s m e n t and
Mildred
R.
a f t e r an u p d a t e d a s s e s s m e n t
the D i r e c t o r of N a t i o n a l C a p i t a l
a g a i n d e t e r m i n e d t h a t t h e p r o p o s a l was
not
Parks
a major F e d e r a l a c t i o n .
t h e p r o p o s e d a c t i o n became t h e s u b j e c t o f a
C r a r y , e t a l , P l a i n t i f f s v s . R o g e r s C.
13
recom-
suit:
B. Morton e t a l
��Figure 3
Neighborhood A i r Photo
��Defendents
Court
( C i v i l A c t i o n # 75-0123),
f o r t h e D i s t r i c t o f Columbia.
i n the United States D i s t r i c t
The s u i t c h a r g e d
t h a t a major
F e d e r a l a c t i o n , s i g n i f i c a n t l y a f f e c t i n g t h e q u a l i t y o f human
environment,
was i n v o l v e d .
r e s t r a i n i n g t h e removal
The C o u r t a g r e e d ,
and i s s u e d a n o r d e r
o f Adams and W a s h i n g t o n D r i v e s , and t h e
operation of a s h u t t l e bus, a f t e r February
1 4 , 1 9 7 5 . As a r e s u l t
of the Court's f i n d i n g f o r the p l a i n t i f f s ,
this
h a s been p r e p a r e d
Environmental
Impact
Statement
102(2)
(C) o f t h e N a t i o n a l E n v i r o n m e n t a l P o l i c y A c t .
17
i n conformance w i t h S e c t i o n
��1.2
Description of the Mall
1.2.1
The
greater
Objectives
Rehabilitation Project
of the Project
purpose o f t h e p l a n
i s to o f f e r the pedestrian
f r e e d o m o f movement, g r e a t e r v i s i t o r
visitor
s a f e t y , improved
a e s t h e t i c c h a r a c t e r , and improved p u b l i c s e r v i c e s .
P a r k i n g on
t h e M a l l h a s c r e a t e d v i s u a l and p h y s i c a l b a r r i e r s t o s a f e and
efficient
pedestrian
use of the area.
The p r o j e c t s e e k s t o
e n h a n c e t h e q u a l i t y o f s c a l e , c o m p o s i t i o n , and p u b l i c u s e t h a t
the L'Enfant
and M c M i l l a n p l a n s
also provides
utility
the opportunity
and s i t e
sought t o achieve.
The p r o j e c t
improvements w h i c h s h o u l d
increase
f o r r e c r e a t i o n a l a c t i v i t i e s , i n c l u d i n g temporary
d i s p l a y s , p e r f o r m a n c e s , and e x h i b i t s .
1.2.2
Within
the
Construction
Proposals
t h e p r o j e c t a r e a , t h e r e h a b i l i t a t i o n would
include
f o l l o w i n g p r i n c i p a l items o f work:
- t h e c o n s t r u c t i o n o f four 40-foot wide
pedestrian/bike
p a t h s b e t w e e n T h i r d and 1 4 t h S t r e e t s ; one w a l k
the
along
s o u t h c u r b o f M a d i s o n D r i v e , one w a l k a l o n g t h e
north
c u r b o f J e f f e r s o n D r i v e , and t h e o t h e r
two w a l k s
t o r e p l a c e e x i s t i n g W a s h i n g t o n and Adams D r i v e s ;
construction of walks across
10th,
12th,
plus
the Mall a t 6th, 8 t h , 9 t h ,
and 1 3 t h S t r e e t s ;
- r e m o v a l o f Adams and W a s h i n g t o n D r i v e s b e t w e e n T h i r d
and
14th Streets
(9200 l i n e a r
- removal of e x i s t i n g sidewalks
Drives
(9200 l i n e a r
feet of road);
a l o n g Adams and W a s h i n g t o n
feet of sidewalk);
19
�- r e m o v a l o f s t r e e t s and w a l k p a v e m e n t s
Streets
a t S i x t h and 1 3 t h
(1,020 l i n e a r f e e t o f pavement);
- r e m o v a l o f m i s c e l l a n e o u s p a r k f u r n i t u r e and u t i l i t i e s ;
- i n s t a l l a t i o n o f a s t o n e frame around each o f t h e c e n t e r
lawn p a n e l s ;
- i n s t a l l a t i o n o f park benches, d r i n k i n g f o u n t a i n s , curb
ramps f o r h a n d i c a p p e d , s t r e e t l i g h t s ,
trash
receptacles,
t e l e p h o n e s , r e f r e s h m e n t and i n f o r m a t i o n k i o s k s ,
bike
racks, necessary u t i l i t y
additional
s e r v i c e s , and p l a n t i n g
trees;
- r e p l a c e m e n t o f w a l k s a l o n g T h i r d , F o u r t h , S e v e n t h , and
14th
Streets.
F i g u r e 4 shows t h e a p p r o v e d N a t i o n a l M a l l P l a n , F i r s t t o
14th
S t r e e t s , and t h i s p r o j e c t , w h i c h i s f r o m T h i r d t o 1 4 t h S t r e e t s ,
between
Madison
1.2.3
and J e f f e r s o n
Activity
Drives.
Zones and S p e c i a l
Uses
The a r e a s w i t h i n e a c h e l m p a n e l ( a b o u t 120' x 320') w o u l d be
available
f o ra c t i v i t i e s
t h a t a r e t e m p o r a r y i n d u r a t i o n and do n o t
i n v o l v e heavy i n t e n s i t y o f use.
k e y e d t o museum a n d g a l l e r y
Some o f t h e s e a c t i v i t i e s w o u l d be
f u n c t i o n s , b u t would a l s o
include
e x h i b i t i o n s , i n f o r m a l c o n c e r t s , and v a r i o u s p r o g r a m s
and p e r f o r m a n c e s
i n t e r p r e t i n g aspects of the Nation's history.
activities
would have r e l a t i v e l y
the
These
s m a l l space r e q u i r e m e n t s , would n e v e r occupy
e n t i r e zone, and would r e q u i r e s p e c i a l u s e p e r m i t s from t h e
National Park Service.
that the a c t i v i t i e s
E x t r e m e c a r e w o u l d be t a k e n t o be c e r t a i n
i n no way a l t e r t h e c h a r a c t e r o f t h e M a l l o r
20
�S-
gË.
II
!o
sg
I
0¡
o
o,
b.
o
o
o
e+
t'
-
o
-tr
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t+
J
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=
@
f-E
=
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m
CL
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lo
GI
o
5
5
ql 3 3
3@ @
N 5
G-þ
oN
+ :
@
æ
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II
6=.qgL o
t+
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II
I
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iËo
+
8ü= q¡
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zz^ Ð
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=ll rl 5
oo
q)
l
'il
\
(!
.:l:
ffi#
i
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rrrs*d'f;q.*t
çÇ
t
,r .l
t
)
u
r\
..tx
'rl
.tç)
il[
IT
I
(
i
I
remon¡al Way
lt
f'*+f
t¡
¡t
¡riGalt]
ll
il
t,
rf
¡{
t9
!l
i'
it
r:
t
t
.
t
q
!
þ
t.
ú
n
.ù
ilt
il
F,
'I
hf
a
t
tt
o
tl
f
¿
�harm t h e p l a n t i n g s .
1.2.4
Visitor
The
Services
p r o p o s a l w o u l d p r o v i d e f o u n d a t i o n and
t i o n s f o r two
existing
connec-
a d d i t i o n a l refreshment k i o s k s , i n a d d i t i o n to the
four i n the Mall area.
by a c o n c e s s i o n e r , a s v i s i t o r
The
utility
The
needs
s t r u c t u r e s w i l l be
provided
increase.
p r o p o s a l would p r o v i d e f o r l o c a t i n g f i v e
additional
i n f o r m a t i o n k i o s k s a t p o i n t s n e a r e a c h museum on t h e M a l l f o r u s e
as i n c r e a s e d v i s i t a t i o n
New
s a f e and
in
p a r k and
s t r e e t l i g h t i n g w o u l d be p r o v i d e d t o promote
e n j o y a b l e u s e o f t h e M a l l and
the a c t i v i t y
be u s e d ,
requires.
zones.
Existing light
t o accommodate new
s t a n d a r d s and g l o b e s
as w e l l as a d d i t i o n a l d u p l i c a t e f i x t u r e s ,
standards a t 100-foot
i n t e r v a l s a l o n g M a d i s o n and
and a l o n g t h e i n t e r i o r
programs
would
to provide
Jefferson
light
Drives,
walkways.
A t o t a l o f o v e r 430
b e n c h e s w o u l d be l o c a t e d a l o n g
the
i n n e r p e d e s t r i a n w a l k w a y s and a l o n g t h e e l m p a n e l s a d j a c e n t t o
M a d i s o n and
1.2.5
The
Jefferson
Drives.
C i r c u l a t i o n and
Parking
p r o p o s a l would e l i m i n a t e v e h i c l e t r a f f i c
a c r o s s t h e M a l l on S i x t h and
13th S t r e e t s .
on M a d i s o n and J e f f e r s o n D r i v e s and
movement
Vehicular t r a f f i c
T h i r d , Fourth, Seventh,
and
14th S t r e e t s would remain u n a f f e c t e d .
The
S i x t h and
p r o p o s a l w o u l d c o n v e r t W a s h i n g t o n and Adams D r i v e s and
13th S t r e e t s to p e d e s t r i a n / b i k e paths.
s o u t h c u r b o f M a d i s o n and
Along the
the north curb of J e f f e r s o n ,
23
40-foot
�w i d e p e d e s t r i a n w a l k w a y s w o u l d be c o n s t r u c t e d .
demonstrate
F i g u r e s 5 and
t h e proposed changes from s t r e e t s t o
Additional access f a c i l i t i e s
walkways.
t o t h e M a l l b u i l d i n g s and
a c t i v i t y a r e a s w o u l d be p r o v i d e d f o r t h e h a n d i c a p p e d , by
a d d i t i o n of approximately
96 new
the
the
c u r b ramps a t a l l p o i n t s o f
i n t e r s e c t i o n o f t h e w a l k w a y s y s t e m and
The
6
the surrounding
streets.
p r o p o s e d c r o s s w a l k s and p e d e s t r i a n / b i k e p a t h s a r e
designed
t o c a r r y w h e e l c h a i r s and w o u l d be i n t e g r a t e d w i t h t h e ramp
locations.
1.2.6
The
Construction Materials
major c o n s t r u c t i o n m a t e r i a l f o r the proposed
w o u l d be c r u s h e d s t o n e t o be u s e d
s q u a r e y a r d s o f new
walkways.
project
f o r the approximately
T h i s crushed stone would
90,000
consist
o f S e l e c t B u f f I n d i a n a l i m e s t o n e , o r an a p p r o v e d e q u a l , i n a
m i x t u r e of v a r i o u s aggregate
inch diameter
s i z e s , r a n g i n g from t h r e e - q u a r t e r s
stones to sand-sized p a r t i c l e s .
A small
o f c l a y w o u l d be added t o m a x i m i z e b o n d i n g o f t h e
V a r i o u s c o n s t r u c t i o n methods, i n c l u d i n g t h e use o f
percentage
aggregate.
polyurethane
o r epoxy b i n d e r s , a r e c u r r e n t l y b e i n g t e s t e d t o a c h i e v e d u r a b l e ,
s a f e , low-maintenance walk
and p e d e s t r i a n u s e .
found
b e s t w o u l d be
Approximately
surfaces for wheelchairs, bicycles,
Upon c o m p l e t i o n
t h e method
utilized.
10,800 l i n e a r
f e e t of dressed limestone blocks
would frame the c e n t e r lawn p a n e l s .
61 l a r g e A u g u s t i n e
of these t e s t s ,
E l m s , and
P l a n t m a t e r i a l would i n c l u d e
approximately
24
103,000 s q u a r e
yards
�Figure
5
JEx4rfi(feirLg
Source:
V i e w f r o m W a s h i n g t o n Monument
Skidmore, Owings, & M e r r i l l
��Figure
Proposed View from Washington Monument
Source:
Skidmore, Owings,
& Merrill
��o f new
grass seeding
or sodding.
would c o n s i s t of over
430
trash containers, five
on
t h e M a l l , 120
new
The
wood and
proposed "Mall
s t e e l benches, about
120
i n f o r m a t i o n k i o s k s s i m i l a r to those
l i g h t standards
and
existing
f i x t u r e s which would
d u p l i c a t e s o f t h e e x i s t i n g components, s i x new
and
furniture"
be
drinking fountains,
12 b i k e r a c k s .
1.2.7
Grading
Grading
and
Utilities
o p e r a t i o n s w o u l d be m i n i m a l ,
approximately
c u b i c y a r d s , t o accommodate s l i g h t
( l e s s t h a n one
in
g r a d e a r o u n d t h e new
No
in
23,000
the t r e e p l a n t a t i o n s .
walkways.
f o o t ) changes
g r a d i n g would t a k e
place
U n d e r g r o u n d u t i l i t i e s w o u l d be b r o u g h t i n t o t h e p l a n t a t i o n s
to s e r v e the temporary f a c i l i t i e s
i n the a c t i v i t y
minimal d i s t u r b a n c e of the root system
29
of the
zones, w i t h
trees.
��1.3
Construction
1.3.1
The
simultaneously
throughout the e n t i r e p r o j e c t area.
p o r t i o n o f t h e a r e a o c c u p i e d by t h e M e t r o subway
w o u l d be
the
l a s t a r e a t o be
i s completed.
be
Timing
proposed M a l l r e h a b i l i t a t i o n c o n s t r u c t i o n work would
take place
The
P h a s e s and
t r e a t e d as the Metro c o n s t r u c t i o n
E a c h s t e p o f t h e c o n t r a c t o r ' s work s c h e d u l e w o u l d
accomplished i n a s i n g l e , continuous operation
r a t h e r than i n s e v e r a l stages
sequence of a c t i v i t i e s would
on p o r t i o n s o f t h e
D r i v e s , and
site
grading
c. u t i l i t i e s
d.
Sixth,
on
the
site.
site,
The
basic
be:
a. r e m o v a l o f pavement f r o m W a s h i n g t o n and
b.
construction
and
13th
Adams
Streets;
activities;
a d j u s t m e n t s and
c o n s t r u c t i o n of the
installation;
stone frames around the lawn
panels;
e. w a l k w a y c o n s t r u c t i o n ;
f . p l a n t i n g and
reseeding
g. p l a c e m e n t o f s t r e e t
operations;
furniture.
A c o n s t r u c t i o n c o n t r a c t f o r the M a l l R e h a b i l i t a t i o n p r o j e c t
was
a w a r d e d O c t o b e r 29,
December 3 1 , 1975.
h o u r s o f 7 a.m.
1.3.2
The
be
1974,
w i t h a completion date
A l l work would o c c u r d u r i n g
t o 4 p.m.
d a i l y , except
of
n o r m a l work
w e e k e n d s and
holidays.
Equipment
v a r i o u s k i n d s of c o n s t r u c t i o n equipment w h i c h would
o p e r a t e d on
t h e s i t e w o u l d i n c l u d e h e a v y m a c h i n e r y and
31
trucks
�f o r t h e r e m o v a l o f pavement,
and r o l l e r s t o a p p l y
curbs
and compact t h e c r u s h e d
t r u c k s f o r d e l i v e r y of stone,
components t o t h e s i t e ;
1.3.3
All
and s i d e w a l k s ;
trucks,
stone walkways;
p l a n t m a t e r i a l s and o t h e r
and v a r i o u s l i g h t c o n s t r u c t i o n
M a t e r i a l s Storage
graders
project
equipment.
Locations
c o n s t r u c t i o n e q u i p m e n t and m a t e r i a l s w o u l d be s t o r e d
i n a designated
s i t e b e t w e e n W a s h i n g t o n and Adams D r i v e s ,
west of Seventh S t r e e t .
This grassed
just
a r e a w o u l d be r e p l a n t e d
and r e s t o r e d t o i t s o r i g i n a l c o n d i t i o n c o n s i s t e n t w i t h t h e
r e h a b i l i t a t i o n of the Mall.
No m a t e r i a l s w o u l d be s t o r e d i n t h e
s t r e e t s o r under t h e t r e e p l a n t a t i o n s .
Excavation
removed
s p o i l s , and a n y o t h e r
s o l i d w a s t e , w o u l d be
f r o m t h e c o n s t r u c t i o n s i t e and d i s p o s e d
landfill
s i t e s a t the option
o f on a p p r o v e d
o f t h e c o n t r a c t o r , and i n a c c o r d -
ance w i t h a p p l i c a b l e l o c a l and F e d e r a l r e g u l a t i o n s .
1.3.4
C i r c u l a t i o n and A c c e s s
A c c e s s t o t h e work a r e a w o u l d be v i a e x i s t i n g c r o s s
Third, Fourth,
estimated
S e v e n t h , and 1 4 t h S t r e e t s .
t o be r e q u i r e d d u r i n g
m a t e l y 50 t o 60 e m p l o y e e s .
w o u l d be p r o v i d e d
Public access
be l i m i t e d d u r i n g
The peak l a b o r
the contract period
O f f - s t r e e t parking
a t the m a t e r i a l s storage
f o r these
s i t e described
C i r c u l a t i o n along
o f t h e p r o j e c t s i t e w o u l d be t e m p o r a r i l y
employees
above.
would
the length
r e s t r i c t e d on
W a s h i n g t o n and Adams D r i v e s , p l u s t h e s o u t h s i d e w a l k
32
force
i s approxi-
t o t h e r e h a b i l i t a t i o n a r e a on t h e M a l l
construction.
streets:
o f Madison
�Drive
access
and t h e n o r t h
across
sidewalk
the Mall
maintained during
of J e f f e r s o n Drive.
Pedestri
from b u i l d i n g t o b u i l d i n g would
construction.
be
��1.4
F r i n g e P a r k i n g and
The
S h u t t l e Bus
Service
o p e r a t i o n o f a f r i n g e p a r k i n g a r e a a t R o b e r t F.
M e m o r i a l S t a d i u m and
t h e S t a d i u m and
an i n t e r p r e t i v e s h u t t l e bus
the M a l l w i l l
Kennedy
s e r v i c e between
be a p a r t o f t h i s p r o p o s a l
s a t e , i n p a r t , f o r the l o s s of Mall parking
spaces.
c o n s t r u c t i o n commences d u r i n g S e p t e m b e r , 197 5, on
t o compen-
Assuming
the p o r t i o n
t h e M a l l R e h a b i l i t a t i o n p r o j e c t e n j o i n e d by t h e c o u r t o r d e r ,
s h u t t l e s e r v i c e would operate
t h r o u g h December, and
until
on
an i n t e r i m b a s i s f r o m September
most l i k e l y
a s f a r i n t o 1976
as
major t r a n s p o r t a t i o n needs d u r i n g the B i c e n t e n n i a l .
t h e d u r a t i o n o f t h e s h u t t l e s e r v i c e and
schedule
and
in
of the f o u r major a r t e r i a l
S o u t h , 1-66,
and
bus
1-270) w i l l
be
a d v i s e d by
will
be
appropriate
(1-95
signs
North,
erected
that a fringe parking
Trailblazer
signs
area
will
2,40 0 s p a c e s .
( s e e F i g u r e 9) w i l l
In addition,
direct
r o u t e s t o r e a c h the Stadium.
d i r e c t e d t o P a r k i n g L o t No.
approximately
time.
A t o t a l o f t e n 7 f e e t x 12 f e e t s i g n s
95 t r a i l b l a z e r s i g n s
motorists along
Metro
automobile
F i g u r e 7) a r e l o c a t e d a s i n d i c a t e d i n F i g u r e 8.
approximately
of
t h e p r i n c i p a l a c c e s s r o u t e s t o t h e R o b e r t F.
Kennedy M e m o r i a l S t a d i u m .
(see
a r e a by
access routes
r i d e s to the Mall are a v a i l a b l e .
l o c a t e d along
the
serve
result,
c a n n o t be c l e a r l y d e f i n e d a t t h i s
the v i c i n i t y of the C a p i t a l Beltway
and
be
any
a
i t s precise period
V i s i t o r s a r r i v i n g i n the metropolitan
1-95
required
As
i m p a c t , a s a p a r t o f t h e p r o p o s e d a c t i o n , depends on
along
the
i t i s r e p l a c e d by t h e M e t r o s y s t e m w h i c h i s p l a n n e d t o
Construction
of
Located
35
8, w h i c h h a s
on
this
Visitors
a c a p a c i t y of
lot is a
National
��Figure 7
T y p i c a l Fringe Parking
Sign
��Legend
•
sign location
Rehabilitation
Of The Mall E1S,
——m regional access
Location Of
Fringe Parking
Signs
��Figure 9
Typical Trailblazer
Sign
��P a r k S e r v i c e k i o s k where v i s i t o r s w i l l
t i o n on
use
of
t h e bus
comfort f a c i l i t i e s
An
S t a d i u m , and
agreement between N a t i o n a l
j o i n t use
S t a d i u m f a c i l i t i e s was
able
to obtain
s h u t t l e s e r v i c e , l o c a t i o n s of
a t the
Armory B o a r d f o r t h e
be
other
food
e x e c u t e d on
and
information.
C a p i t a l P a r k s and
of the
informa-
the
Stadium parking
J a n u a r y 22,
1975
D.C.
lot
(See
and
Appendix
A) .
Tickets w i l l
be
T i c k e t Gate A of t h e
a round-trip,
one
t o be
and
the
located
Madison D r i v e .
a t U.S.
the
will
the
located
T h i s t a l k has
for continuing
also include
route,
and
city.
The
an
indicated
explanation
To
to the
each
for
two
stops,
First Streets,
a t Seventh S t r e e t
S.E.,
and
receive a
by
50-cent
interpretive talk
while
with
limousines,
i n the Nation's C a p i t a l area.
of the
of the
s h u t t l e route w i l l
It
s p e c i f i c landmarks seen along
activities
Mall,
and
but
events
also
follow East Capitol
I n d e p e n d e n c e Avenue on
the
throughout
Street
outbound
trip,
2.
provide s e r v i c e f o r the
public,
cents
continue t h e i r v i s i t
o n l y a l o n g the
and
50
Tourmobile, t a x i s ,
activities
i n Figure
be
at
been d e s i g n e d t o a c q u a i n t them
discussion
inbound to the M a l l ,
as
the Mall
r e c e i v e an
of the
c u r r e n t l y a v a i l a b l e , not
the
on
shuttle
S t a d i u m and
Tourmobile t i c k e t w i l l
s h u t t l e s y s t e m , use
etc.,
the
C a p i t o l Grounds on
Shuttle riders w i l l
t h e bus.
on
Tickets w i l l
S h u t t l e p a s s e n g e r s who
purchasing a regular
on
Stadium.
e x p r e s s r i d e between the
s e c o n d t o be
credit.
a v a i l a b l e f o r use
times that Mall
i t i s planned to o p e r a t e the
4 3
museums a r e
s h u t t l e bus
in
open
the
�w i n t e r s e a s o n between 9:30 a.m.
and 5:30 p.m.,
and i n t h e peak
v i s i t a t i o n s e a s o n , from A p r i l t o September, from 9:30 a.m.
9:30
p.m.
44
to
�2M Environmental Setting
and Impact of
the Proposed Project
��II.
2.1
ENVIRONMENTAL SETTING AND IMPACT OF THE PROPOSED PROJECT
Introduction
T h i s Chapter
probable
documents t h e e n v i r o n m e n t
o f t h e p r o j e c t and t h e
i m p a c t s , b o t h b e n e f i c i a l a n d a d v e r s e , on t h a t
E n v i r o n m e n t a l i s s u e s and i m p a c t e v a l u a t i o n s
within the following
have been
environment.
structured
framework:
- S o c i a l , C u l t u r a l , and E c o n o m i c ;
- Urban Systems ;
- P h y s i c a l and B i o l o g i c a l To a s s i s t
i n t h e u n d e r s t a n d i n g o f t h e n a t u r e o f t h e prob-
a b l e i m p a c t s on t h e v a r i o u s
environmental systems
as a r e s u l t
of t h e proposed p r o j e c t , a d e s c r i p t i o n o f t h e probable
immediately
each
follows the discussion
impact
of the e x i s t i n g setting f o r
category.
As p a r t o f t h e e n v i r o n m e n t a l s e t t i n g , a d i s c u s s i o n
v i d e d o f both
i s pro-
t h e h i s t o r y s u r r o u n d i n g t h e development o f t h e
M a l l a n d t h e r e l a t i o n s h i p b e t w e e n t h e p r o p o s a l and v a r i o u s
and
l o c a l p o l i c i e s and p l a n s .
47
national
��2.2
H i s t o r y o f t h e M a l l P l a n - C a p i t o l t o Potomac R i v e r
2.2.1
The
The L ' E n f a n t
design
Plan
o r p l a n f o r t h e N a t i o n a l M a l l began a s an e l e -
ment o f t h e p l a n o f t h e new C a p i t a l C i t y p r e p a r e d
P i e r r e Charles L'Enfant.
400
i n 1 7 9 1 by
T h a t c o n c e p t i n c l u d e d a G r a n d Avenue,
f e e t w i d e and one m i l e
long, extending
on an e a s t - w e s t
from t h e s i t e o f t h e C a p i t o l t o t h e P r e s i d e n t ' s Park.
axis
This
Avenue was t o be b o r d e r e d w i t h w i d e e x p a n s e s o f open meadow and
gardens,
w h e r e b u i l d i n g s t o house g o v e r n m e n t o f f i c e s c o u l d be
located.
That p l a n has never
principal
been implemented, although
features are incorporated i n the currently
three of i t s
approved
development p l a n f o r t h e M a l l :
- t h e a x i a l r o l e o f t h e G r a n d Avenue c o n n e c t i n g and
u n i f y i n g t h e C o n g r e s s House a n d t h e P r e s i d e n t ' s
P a r k , w h e r e a monument t o George W a s h i n g t o n was
proposed;
- t h e open, g r e e n l a n d s c a p e d c h a r a c t e r o f t h e a r e a
a l o n g s i d e t h e Grand Avenue;
- The q u a l i t y o f t h e l a n d s c a p e t h u s c r e a t e d , a s a
s e t t i n g f o r n a t i o n a l m e m o r i a l s and b u i l d i n g s .
1
F i g u r e 10 d e p i c t s t h e L E n f a n t P l a n .
2.2.2
The
The Downing P l a n
f i r s t p l a n f o r t h e M a l l t o be i m p l e m e n t e d , a f t e r many
years of n e g l e c t because o f the assignment of higher
priorities
f o r t h e d e v e l o p m e n t o f t h e C a p i t a l C i t y , was one p r e p a r e d
by
t h e noted landscape
a r c h i t e c t , Andrew J . Downing.
t h e d e v e l o p m e n t o f t h i s p l a n was s p a r k e d
49
i n 1851
Interest i n
by t h e g r a n t f r o m t h e
��F i g u r e 10
The
L'Enfant
Plan
��E n g l i s h m a n , James S m i t h s o n , t h a t r e s u l t e d i n t h e e s t a b l i s h m e n t
the
Smithsonian I n s t i t u t i o n .
Downing's p l a n p r o v i d e d
for
an
" E n g l i s h garden" type of i n f o r m a l landscape design, which
ated the s t r o n g , formal
a x i s element of the L E n f a n t
and
with plantings i n a "natural" style.
By
t h e end
of the
obliter-
1
east-west
w i t h a network of c u r v i l i n e a r walks
developed.
of
carriageways,
T h i s p l a n was
i n t r u s i o n s , s u c h a s a r a i l r o a d t r a c k and
interspersed
never
19th C e n t u r y , s e v e r a l
plan
fully
incompatible
s t a t i o n , had
c h a o t i c s i t u a t i o n r e q u i r i n g an e x c e p t i o n a l s o l u t i o n .
created
Figure
a
11
d e p i c t s t h e Downing p l a n .
2.2.3
The
by
The
1876
McMillan
Plan
Centennial
exposition in Philadelphia,
t h e C o l u m b i a E x p o s i t i o n i n C h i c a g o i n 189 3, m o t i v a t e d
Congress to take a c t i o n i n attempting
the C a p i t a l C i t y .
ment o f t h e M a l l a r e a and
F e d e r a l i n t e r e s t and
p e r h a p s b e s t be
1
the L E n f a n t
plan.
the
to r e c t i f y the s t a t e of
S e n a t o r M c M i l l a n o f M i c h i g a n was
t o h e a d a c o m m i s s i o n i n 1901
can
followed
appointed
to develop a guide f o r the
develop-
t h e C a p i t a l C i t y commensurate w i t h
role.
T h a t p l a n , as i t a f f e c t e d the
described
the
Mall,
as a r e t u r n t o t h e p r i n c i p l e s o f
I t r e q u i r e d the removal of the
railroad,
w h i c h l e d t o t h e c o n s t r u c t i o n o f t h e U n i o n S t a t i o n and r e s t o r a t i o n of a s t r o n g
from the
east-west
foot of C a p i t o l H i l l
" w a l l e d " on
e i t h e r s i d e by
which carriageways
enjoying
a x i s by
the Mall
and
a t an
c r e a t i n g a continuous
t o t h e W a s h i n g t o n Monument,
elms p l a n t e d
walks
lawn
w e r e t o be
intimate scale.
53
i n four rows,
along
l o c a t e d a s a means o f
Figure
12 d e p i c t s
the
��Figure 11
The
Downing P l a n
��Figure
12
The
McMillan
Plan
��M c M i l l a n P l a n f o r t h e M a l l a r e a and f o r t h e N a t i o n a l M a l l .
2.2.4
The N a t i o n a l C a p i t a l P a r k and P l a n n i n g C o m m i s s i o n P l a n
By t h e t i m e t h e M c M i l l a n P l a n had been g e n e r a l l y i m p l e m e n t e d
i n t h e 1 9 3 0 ' s , s l i g h t r e v i s i o n s h a d been made by t h e N a t i o n a l
C a p i t a l P a r k and P l a n n i n g C o m m i s s i o n , e s t a b l i s h e d i n 1926 t o
develop a c i t y w i d e park
system
(precursor to National
P l a n n i n g Commission e s t a b l i s h e d i n 1 9 5 2 ) .
roads
Capital
The n a r r o w c a r r i a g e
o f t h e M c M i l l a n p l a n were widened f o r automobile
traffic.
Implementing t h e M c M i l l a n p l a n r e s u l t e d i n t h e r e m o v a l from t h e
M a l l o f h u n d r e d s o f m a t u r e t r e e s , p l a n t e d i n a random f a s h i o n
according
t o t h e Downing p l a n , i n f a v o r o f t h e more f o r m a l e l m
plantations.
A s i g n i f i c a n t r e s u l t o f t h e M c M i l l a n P l a n was t h e
f u r t h e r e x t e n s i o n o f the long east-west
a x i s , through t h e
W a s h i n g t o n Monument t o t h e s i t e o f t h e c u r r e n t L i n c o l n M e m o r i a l ,
and
the establishment
of a stronger north-south
axis
from t h e
W h i t e House t o t h e s i t e o f t h e c u r r e n t J e f f e r s o n M e m o r i a l .
T h i s p l a n c r e a t e d a d d i t i o n a l p a r k l a n d , i n w h i c h Downing's
concepts
were a p p l i e d t o r e c l a i m e d
Potomac P a r k .
park
l a n d s i n w h a t i s now West
A photograph o f t h e M a l l taken
i n 1938 shows t h e
new p l a n t i n g s and t h e c u l m i n a t i o n o f t h e M c M i l l a n P l a n ( s e e
Figure 1 3 ) .
2.2.5
National Park
Service:
1966
A M a s t e r P l a n f o r t h e M a l l a r e a was p r e p a r e d
was
i n 1966
and
a p p r o v e d i n c o n c e p t by b o t h t h e C o m m i s s i o n o f F i n e a r t s and t h e
N a t i o n a l C a p i t a l P l a n n i n g Commission.
The p r i n c i p a l
features of
��F i g u r e 13
The
Mall -
1938
��t h i s p l a n were t o i n c l u d e : *
- underground p a r k i n g as w e l l as underpasses f o r a l l
cross streets;
- r e c o n s t r u c t i o n and r e d e f i n i t i o n o f t h e u s e o f
a l l M a l l r o a d s by r e p l a c i n g W a s h i n g t o n and Adams
D r i v e s w i t h p e d e s t r i a n w a l k s , and d e v e l o p i n g
M a d i s o n and J e f f e r s o n D r i v e s f o r t o u r m o b i l e ,
a d m i n i s t r a t i v e , and m a i n t e n a n c e u s e s o n l y ;
- p l a n t i n g a d d i t i o n a l t r e e s , i n c l u d i n g a new f i f t h
row on e i t h e r s i d e o f t h e M a l l a l o n g t h e i n s i d e
edge o f t h e e x i s t i n g elm t r e e p a n e l s ( n o t d i r e c t l y
p a r t of commission's recommendation);
- development of a C a p i t o l R e f l e c t i n g Pool
Ceremonial D r i v e ;
and
- replacement of the old Navy-Munitions b u i l d i n g s
w i t h v i s i t o r i n f o r m a t i o n and r e s t f a c i l i t i e s ,
and g a r d e n s ;
- the a d d i t i o n of a c t i v i t i e s
and e n j o y m e n t .
The
for v i s i t o r recreation
N a t i o n a l C a p i t a l P l a n n i n g C o m m i s s i o n recommended t h a t
t h e M a l l be
preserved
b u i l d i n g s i n a park
traffic.
as a s e t t i n g
f o r n a t i o n a l memorials
f r e e from the congestion
Furthermore,
and
of major s u r f a c e
the National C a p i t a l Planning
Commission
r e i n f o r c e d the h i s t o r i c p o l i c y of p r e s e r v i n g the Mall area
as
a s e t t i n g f o r N a t i o n a l m e m o r i a l s and
shows
t h e 1966
F i g u r e 14
Master P l a n f o r the M a l l area.
2.2.6
In
buildings.
N a t i o n a l Park
1973,
Service:
1973
i n p r e p a r a t i o n f o r the B i c e n t e n n i a l C e l e b r a t i o n ,
t h e a d o p t e d 1966
p l a n f o r t h e M a l l a r e a was
u p d a t e d and
development p l a n f o r the n a t i o n a l M a l l from F i r s t
S t r e e t , was
prepared.
During
r e v i e w by
separate
S t r e e t to
14th
the Commission of F i n e
t h e N a t i o n a l C a p i t a l P l a n n i n g C o m m i s s i o n , and
the P r e s i d e n t ' s
*See A p p e n d i x f o r t h e t e x t o f C o m m i s s i o n a c t i o n .
63
a
Arts,
��Figure
14
The
1966
Plan
��Advisory
modifying
agencies
in
C o u n c i l on H i s t o r i c P r e s e r v a t i o n , s e v e r a l s u g g e s t i o n s f o r
d e t a i l s o f t h o s e p r e l i m i n a r y p l a n s w e r e made by t h o s e
a n d by r e p r e s e n t a t i v e s o f c i t i z e n g r o u p s who
the review process.
participated
The p r e s e n t p r o j e c t f o r t h e r e h a b i l i t a t i o n
of t h e M a l l i s t h e r e s u l t o f t h i s review process.
F i g u r e 15 shows
t h e 1976 D e v e l o p m e n t P l a n f o r t h e N a t i o n a l M a l l , a s p r e p a r e d i n
1973.
Suggestions
and r e c o m m e n d a t i o n s
f r o m c i t i z e n s and r e p r e s e n -
t a t i v e s o f o r g a n i z a t i o n s were i n c o r p o r a t e d i n t h e f i n a l
a p p r o v e d by t h e C o m m i s s i o n on May 3 0 , 1 9 7 4 .
plans
D e s i g n c h a n g e s and
alterations include the following:
1.
The r e c o m m e n d a t i o n s t o r e t a i n t h e e x i s t i n g
n o r t h o f Madison and south
2.
sidewalks
o f J e f f e r s o n D r i v e s was a p p r o v e d .
The r e c o m m e n d a t i o n t o c o n s t r u c t w a l k s w i t h a h a r d
f a c e , s u i t a b l e f o r b i c y c l e s , w h e e l c h a i r s , a n d baby
sur-
carriages,
was a d o p t e d .
3.
The r e c o m m e n d a t i o n t o e l i m i n a t e t h e p r o p o s e d
row o f t r e e s a l o n g
fifth
t h e i n s i d e edge o f t h e t r e e p a n e l s was
approved.
4.
for
fast
5.
The r e c o m m e n d a t i o n t o r e s t o r e t o t h e p r o j e c t
facilities
f o o d s e r v i c e was a d o p t e d .
The r e c o m m e n d a t i o n t o c o n s t r u c t a d d i t i o n a l c o m f o r t
s t a t i o n s was n o t a p p r o v e d when f u r t h e r s t u d y
indicated
facilities
u n d e r c o n s t r u c t i o n i n M a l l museums w o u l d be a d e q u a t e f o r e x p e c t e d
increases i n v i s i t a t i o n .
6.
The d e c i s i o n t o e l i m i n a t e t h e f i f t h
67
row o f t r e e s f r o m
��Figure
15
The 1976 D e v e l o p m e n t
Plan
��the p r o j e c t r e q u i r e d redesign of the p e d e s t r i a n
circulation
system to include the four l o n g i t u d i n a l walks.
7.
The r e c o m m e n d a t i o n
t o r e c o n s t r u c t M a d i s o n and J e f f e r s o n
D r i v e s f o r T o u r m o b i l e s , emergency v e h i c l e s , and f o r a d m i n i s t r a t i v e
and m a i n t e n a n c e u s e o n l y was n o t a p p r o v e d , and t h e p r o j e c t w o u l d
r e t a i n these
roadways f o r c i r c u l a t i o n , passenger d r o p o f f ,
l i m i t e d p a r k i n g when t r a f f i c
conditions
71.
permit.
and
��2.3
Relationship of the Proposal
and
t o N a t i o n a l and L o c a l
Policies
Plans
2.3.1
The
Mass T r a n s p o r t a t i o n S t u d y o f 19 59
N a t i o n a l C a p i t a l P l a n n i n g A c t o f 1952 e s t a b l i s h e d t h e
National C a p i t a l Planning
sibility
Commission, charged w i t h t h e respon-
of c e n t r a l planning
f o r t h e F e d e r a l and D i s t r i c t
Governments w i t h i n t h e N a t i o n a l C a p i t a l Region.
also created the National C a p i t a l Regional
coordinate
the planning
metropolitan
The
of a l l of the l o c a l
The same A c t
Planning Council to
jurisdictions
i n the
area.
initial
c o l l a b o r a t i o n o f t h e two p l a n n i n g
a three-year study
agencies
o f t h e r e g i o n a l t r a n s p o r t a t i o n problem.
was
The
r e s u l t a n t T r a n s p o r t a t i o n P l a n o f 19 59 recommended t h e c o n s t r u c t i o n of a rapid r a i l
t r a n s i t system, a network of freeways
accommodate e x p r e s s b u s s e r v i c e , a n d t h e e x p a n s i o n
parking
to
o f downtown
facilities.
The
proposed Metro r a p i d r a i l
construction.
transit
s y s t e m i n now u n d e r
The p l a n e l e m e n t s do n o t r e q u i r e s p e c i a l
coordina-
t i o n w i t h the proposed p r o j e c t i n t h a t o n l y minor s t r e e t s a r e
involved.
2.3.2
In
Year
2000 P o l i c i e s and P l a n s
1961 t h e P l a n n i n g Commission and t h e R e g i o n a l
Council
t
j o i n t l y prepared
a P o l i c i e s Plan f o r the Year
2000.
This
study
examined s e v e r a l a l t e r n a t i v e p a t t e r n s o f growth f o r t h e r e g i o n ,
and
p r o p o s e d t h a t most new d e v e l o p m e n t be g u i d e d a l o n g c o r r i d o r s
radiating
from Washington.
One o f t h e p r i m e o b j e c t i v e s recom-
73
�mended f o r W a s h i n g t o n ' s c e n t r a l a r e a was t h e c o m p l e t i o n o f t h e
L'Enfant
Plan.
2.3.3
1985 C o m p r e h e n s i v e P l a n f o r t h e N a t i o n a l C a p i t a l
The o f f i c i a l l y - a d o p t e d
19 85 C o m p r e h e n s i v e P l a n
addresses
s e v e r a l elements t h a t a r e r e l a t e d t o t h e proposed a c t i o n .
National C a p i t a l Planning
Commission, i n i t s adopted elements
of t h e Comprehensive P l a n dated January
a p o l i c y t h a t seeks
heart of the c i t y
2 1 , 19 74,
stated "that
to l i m i t the flow of automobiles i n t o the
i s a p r a c t i c a l and r e a l i s t i c
t r a n s p o r t a t i o n planning...through
i t s basic planning
The
no o t h e r
responsibilities..."
approach t o
a p p r o a c h c a n i t meet
The P l a n u n d e r i t s
V e h i c u l a r P a r k i n g g u i d e l i n e s a l s o recommends t h a t " f r i n g e
parking
f o r b u s r i d e r s be e x p a n d e d " a n d t h a t " t h e t o t a l
area parking
parking
s y s t e m be managed t o e n c o u r a g e e q u i l i b r i u m o f
space,
transit."
central
congestion-free
h i g h w a y s , and h i g h l y
utilized
The p r o p o s e d p r o j e c t i s i n l i n e w i t h t h e above s t a t e d
o b j e c t i v e s and p o l i c i e s .
The f o r e r u n n e r
to the present
Comprehensive P l a n i s t h e unadopted
v e r s i o n o f t h e proposed Comprehensive P l a n f o r t h e N a t i o n a l
C a p i t a l prepared
i n 1967.
The P l a n f o c u s e d
special attention
on t h e monumental c o r e o f downtown W a s h i n g t o n and s p e c i f i c a l l y
states the following:
Mall should
"The f o r m and d i r e c t i o n a l t h r u s t o f t h e
be e m p h a s i z e d b y p r o v i d i n g g r e a t e r d e f i n i t i o n t o
i t s n o r t h and s o u t h
edges."
Removal o f t h e i n t e r i o r
roadways
and t h e t r e e p l a n t i n g a s p r o p o s e d i n t h e M a l l R e h a b i l i t a t i o n
p r o j e c t i s c o n s i s t e n t w i t h t h i s recommendation.
The P l a n a l s o
�s t a t e s t h a t "While the f u n c t i o n a l c h a r a c t e r i s t i c s of the C a p i t o l
and
W h i t e House g r o u n d s , t h e museum a r e a s o f t h e M a l l . . . a n d
other
m a j o r components o f t h e Monumental C o r e a r e f i r m l y and a p p r o p r i a t e l y
f i x e d , the c i t y
r e c r e a t i o n f u n c t i o n , p a r t i c u l a r l y of the M a l l
and
a d j a c e n t p a r k - r i v e r a r e a s , needs g r e a t e r emphasis... F a c i l i t i e s
such
as r e f r e s h m e n t
souvenir stands
and
i n f o r m a t i o n k i o s k s , r e s t a u r a n t s and
subordinate
t o m a i n C o r e f u n c t i o n s s h o u l d be
vided at appropriate locations, with r e s t r a i n t ,
o f b u i l d i n g s and
under t r e e s along
the paths
i n the
pro-
vicinity
o f movement."
S e v e r a l c o m m i t t e e s o f t h e N a t i o n a l C a p i t a l P l a n n i n g Comm i s s i o n , n a m e l y t h e F e d e r a l P l a n n i n g and
t h e P a r k , R e c r e a t i o n and
C o m m i t t e e on L a n d m a r k s
P r o j e c t s Committee;
Open S p a c e C o m m i t t e e ; and
(NCPC and
been i n v o l v e d i n the d e s i g n
and
the
Joint
Commission o f F i n e A r t s ) have
review process.
Recommendations
o f NCPC h a v e p e r i o d i c a l l y b e e n made t o t h e N a t i o n a l P a r k S e r v i c e
concerning
such d e s i g n e l e m e n t s as placement of t r e e s , use
d e c o r a t i v e p a v e m e n t , l o c a t i o n and
type of v i s i t o r
design of l i g h t i n g systems,
The
May,
1974,
etc.
approved the f i n a l
of
services,
P l a n n i n g Commission, i n
s i t e development p l a n f o r the
Mall
Rehabilitation.
2.3.4
B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r the
Capital
National
Area
I n December, 1 9 7 3 ,
t h e U.
S. D e p a r t m e n t o f T r a n s p o r t a t i o n i s s u e d
the B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r the N a t i o n a l
area.
t o be
The
s t u d y p r o j e c t e d t h e number o f o u t - o f - t o w n
expected,
visitors
b a s e d upon e x i s t i n g t o u r i s t l e v e l s and
75
Capital
announced
�p l a n s f o r commemorative e v e n t s .
for
t r a n s i t and
1976,
and
other
The
s t u d y e s t i m a t e d t h e demand
f o r m s o f t r a n s p o r t a t i o n by v i s i t o r s i n
recommended t h e t y p e and
amount o f t r a n s i t
and
other
t r a n s p o r t a t i o n i m p r o v e m e n t s w h i c h s h o u l d be d e v e l o p e d t o meet
t h a t demand.
The
B i c e n t e n n i a l T r a n s p o r t a t i o n Study s p e c i f i c a l l y
on t h e M a l l a r e a , s i n c e t h i s a r e a i s e x p e c t e d
70% o f v i s i t i n g s i g h t s e e r s , o r an e s t i m a t e d
day.
to a t t r a c t
about
140,000 p e o p l e
A f r i n g e p a r k i n g / s h u t t l e s e r v i c e i s proposed as t h e
p o s s i b l e system
visitors.
such
focuses
a
The
capable
per
only
o f accommodating t h i s v o l u m e o f M a l l
s t u d y recommends t h a t p l a n s be made t o
implement
service.
One
of the p r o v i s i o n s of the proposed a c t i o n i s the
estab-
l i s h m e n t o f a f r i n g e p a r k i n g l o t a t R o b e r t F. Kennedy S t a d i u m
and
a s h u t t l e s e r v i c e to the M a l l .
I f implemented, the proposed
NCP
p r o j e c t c o u l d s e r v e a s a f o r e r u n n e r and
for
t h e more e x t e n s i v e f r i n g e p a r k i n g s y s t e m
demonstration
project
proposed f o r the
1976 B i c e n t e n n i a l .
2.3.5
A c t i o n Plan f o r the B i c e n t e n n i a l T r a n s p o r t a t i o n
Program f o r the N a t i o n a l C a p i t a l
Area
B a s e d on t h e r e c o m m e n d a t i o n s o f t h e B i c e n t e n n i a l T r a n s p o r t a t i o n S t u d y f o r t h e N a t i o n a l C a p i t a l A r e a , an a c t i o n p l a n
b e e n p r o p o s e d by t h e U.S.
has
Department of T r a n s p o r t a t i o n , w i t h
the a s s i s t a n c e of the American R e v o l u t i o n B i c e n t e n n i a l Administration
The
and
the Washington M e t r o p o l i t a n Area
Transit Authority.
a c t i o n p l a n c a l l s f o r the implementation
76
of the major
�t r a n s p o r t a t i o n p r o g r a m s s e t f o r t h by
tion
the B i c e n t e n n i a l
Transporta-
Study.
The
b a s i c elements of the proposal
- a f r i n g e parking
t o t h e M a l l , and
are:
l o t system w i t h
express
service
- a s p e c i a l bus s e r v i c e p r o g r a m t o t h e m a j o r h o t e l /
motel concentrations w i t h i n the metropolitan
area,
s e r v i n g 17 m a j o r r a d i a l r o u t e s .
A funding r e q u e s t of
$10
Department of T r a n s p o r t a t i o n
The
t h e n be
i n operation
includes
National
National
Visitor
S t r e e t , N.E.,
f u n d e d a s now
The
of the
The
A m t r a k and
was
c h o s e n on
location.
construction
and
that s i t e ,
the
operational
by
conas
garage.
J u n e , 19 76,
with
Metro buses.
as a v i s i t o r
o r i e n t v i s i t o r s to the C a p i t a l C i t y .
the b a s i s of t r a n s p o r t a t i o n access
When c o m p l e t e d , t h e C e n t e r w i l l be
50,000 p e r s o n s p e r
First
to serve
1,200-car p a r k i n g
purpose of the Center i s t o s e r v e
t o welcome and
proposed.
e x i s t i n g Union S t a t i o n a t
i n t e r m o d a l t r a n s p o r t a t i o n hub
s e r v i c e by
Transporta-
f a c i n g t h e U n i t e d S t a t e s C a p i t o l , and
C e n t e r i s e x p e c t e d t o be
year,
Center
s t r u c t i o n o f an a d d i t i o n a l b u i l d i n g on
an
the
f o r l e s s t h a n one
V i s i t o r Center p r e s e n t l y under
the conversion
the
budget.
t a k e n over as p a r t of the B i c e n t e n n i a l
2.3.6
in
s e r v i c e t h a t i s a p a r t of
t i o n P l a n , s h o u l d t h a t p l a n be
The
been i n c l u d e d
F i s c a l Y e a r 1976
p r o p o s e d s h u t t l e bus
p r o p o s e d a c t i o n w o u l d be
and
m i l l i o n has
day.
The
new
The
and
able
gateway
site
strategic
t o accommodate
s t r u c t u r e i s designed for
77
future
�additions to the parking f a c i l i t y ,
bus
s t a t i o n , a Metro r a p i d r a i l
and w i l l
c o n t a i n an
connection, a r a i l r o a d
intercity
station,
and e v e n t u a l l y a h e l i p o r t .
The
C e n t e r w i l l be s e r v e d by t h e T o u r m o b i l e
a s by M e t r o buses'.
encourage v i s i t o r s
upon a r r i v a l
2.3.7
i n the
The
system as
well
T h i s i n t e r m o d a l t r a n s p o r t a t i o n emphasis
t o u s e means o f t r a v e l o t h e r t h a n t h e i r
will
cars
city.
F e s t i v a l of American
Folklife
T h i s a c t i v i t y h a s b e e n an a n n u a l e v e n t i n West Potomac P a r k
s i n c e 1973,
and
and
i s jointly
the Smithsonian
sponsored
Institution.
The
by t h e N a t i o n a l P a r k
Service
f e s t i v a l c e l e b r a t e s American
f o l k h i s t o r y , a r t s , and c r a f t s w i t h v a r i e d e x h i b i t i o n s and
per-
formances.
during
The
festival
t h e l a s t week o f J u n e and
t y p i c a l l y r u n s f o r about t e n days
early July.
Peak v i s i t a t i o n o f 50,000-
70,000 p e o p l e
e a c h day
Approximately
800,000 a t t e n d e d t h e 1974
I n 1974,
o c c u r s on t h e two w e e k e n d s o f t h e
f r i n g e p a r k i n g was
festival.
provided e x p e r i m e n t a l l y a t the
P e n t a g o n p a r k i n g l o t on w e e k e n d s w i t h a s h u t t l e bus
the f e s t i v a l .
The
19 74 o p e r a t i o n was
f e l t t o be
t o and
successful
as a r e s u l t , N a t i o n a l C a p i t a l Parks plans to provide the
d u r i n g t h e 19 75
festival.
festival.
78
from
and
shuttle
�2.4
S o c i a l , C u l t u r a l and Economic Environment
2.4.1
L a n d Use and Demographic
Character
Setting:
Uses and Ownerships.
The M a l l
i s a n a t i o n a l open s p a c e .
Responsibility, f o r administration i s assigned
of t h e I n t e r i o r through t h e N a t i o n a l
o f f i c e , National
Capital Parks.
The
National
Mall
and
G a l l e r y o f A r t and t h e S m i t h s o n i a n
Institution.
Federal Triangle contains
major
a t t r a c t i o n s such as t h e F e d e r a l Bureau o f I n v e s t i g a t i o n
Archives.
Street i s L'Enfant
t i o n and a c c e s s
The
c o n s u l t a t i o n a n d and c o o r d i n -
i s t h e s e t t i n g f o r s e v e r a l museums s u c h a s t h e
the National
renewal
regarding
agencies.
In addition, the adjacent
visitor
Park S e r v i c e s ' r e g i o n a l
However, p o l i c y d e c i s i o n s
i t s . d e s i g n and development r e q u i r e
a t i o n by s e v e r a l o t h e r
to the Secretary
To t h e s o u t h o f t h e M a l l a t T e n t h
Plaza, providing
b o t h a new v i s i t o r
attrac-
between t h e M a l l and t h e southwest W a t e r f r o n t
area.
o r i g i n a l Smithsonian I n s t i t u t i o n s t r u c t u r e , or the
"Smithsonian Castle," stands
on I n d e p e n d e n c e Avenue a t t h e c u r v e
i n J e f f e r s o n D r i v e between N i n t h and T w e l f t h S t r e e t s , and i s
f l a n k e d b y t h e F r e e r G a l l e r y t o t h e w e s t , and t h e o l d A r t s and I n d u s t r i e s B u i l d i n g and t h e H i r s h h o r n
G a l l e r y and S c u l p t u r e
Garden
to the east.
D i r e c t l y o p p o s i t e t h e C a s t l e i s l o c a t e d t h e Museum o f
Natural
and
H i s t o r y and, t o t h e west o f i t ,
Technology.
79
t h e Museum o f H i s t o r y
�The
N a t i o n a l A i r and S p a c e Museum, now u n d e r c o n s t r u c t i o n
b e t w e e n S e v e n t h and F o u r t h
S t r e e t s , completes t h e Smithsonian
" f a m i l y " o f museums a n d e d u c a t i o n a l f a c i l i t i e s w h i c h p a r a l l e l t h e
M a l l on e i t h e r s i d e .
The
remaining
s t r u c t u r e s on t h i s
section of the Mall are
t h e A g r i c u l t u r a l A d m i n i s t r a t i o n B u i l d i n g a t J e f f e r s o n D r i v e and
J e f f e r s o n S t r e e t and t h e N a t i o n a l G a l l e r y o f A r t b e t w e e n S e v e n t h
and
Fourth
Street.
The N a t i o n a l G a l l e r y ' s e a s t e x t e n s i o n i s under
construction.
To t h e s o u t h
i s an i n t e n s i v e c o n c e n t r a t i o n o f F e d e r a l
b u i l d i n g s housing t h e Departments o f H e a l t h , Education
office
and W e l f a r e ;
H o u s i n g and U r b a n D e v e l o p m e n t ; T r a n s p o r t a t i o n ; and A g r i c u l t u r e .
Across
C o n s t i t u t i o n Avenue i s an e q u a l l y i n t e n s e c e n t e r o f f e d e r a l
o f f i c e s a l l housed i n t h e F e d e r a l T r i a n g l e , i n c l u d i n g t h e D e p a r t m e n t s o f Commerce, L a b o r , and J u s t i c e , t h e I n t e r n a l Revenue
v i c e , and t h e P o s t O f f i c e .
Ser-
The F e d e r a l T r i a n g l e i s s u r r o u n d e d by
both c u l t u r a l and m a j o r o f f i c e l a n d u s e a c t i v i t i e s and r e p r e s e n t s
t h e h i g h e s t i n t e n s i t y o f l o c a l d a i l y u s e by v i s i t o r s and e m p l o y e e s .
The
Smithsonian
tinuous
s t r u c t u r e s i n t h e n a t i o n a l M a l l r e p r e s e n t a con-
s e q u e n c e o f c o n s t r u c t i o n commencing w i t h t h e S m i t h s o n i a n
C a s t l e , begun i n 1847 and c u r r e n t l y r e p r e s e n t e d
by t h e e x t e n s i o n
o f t h e G a l l e r y o f A r t a n d t h e A i r a n d S p a c e Museum now u n d e r
construction.
The
1985 p r o p o s e d C o m p r e h e n s i v e P l a n recommended t h a t , w h i l e
t h e f u n c t i o n a l c h a r a c t e r i s t i c s o f t h e components o f t h e Monumental
C o r e , i n c l u d i n g t h e museum a r e a s o f t h e M a l l , a r e f r e q u e n t l y a n d
appropriately fixed, the city
recreation function, particularly
80
�o f t h e M a l l a r e a and a d j a c e n t p a r k - r i v e r a r e a s , n e e d s g r e a t e r
emphasis.
I t was s u g g e s t e d t h a t " t h i s may be p a r t i a l l y
through extending
galleries
tions,
t h e indoor
educational
(exhibits,
demonstra-
l e c t u r e s , concerts, etc.) t h a t e n t e r t a i n as w e l l as inform."
mates o f t o t a l v i s i t a t i o n
were prepared
study
estimated
a v e r a g e s t a y i s 2.7 d a y s ,
The
Overnight
visitors
visitors'
estimated
t o t a l of approxi-
(See Table 1 ) .
Gladstone A s s o c i a t e s study
an e v a l u a t i o n o f v i s i t o r
sources
t h a t a t o t a l o f 7.4 m i l l i o n
g i v i n g an estimated
m a t e l y 22 m i l l i o n v i s i t o r d a y s
area
On t h e b a s i s o f l i m i t e d
a n d b e t w e e n 1.5 a n d 3.0 m i l l i o n same-day
a r r i v e d i n Washington i n 1974.
e s t i m a t e s w e r e b a s e d on
i n f o r m a t i o n from a v a r i e t y o f e x i s t i n g
a n d an up t o d a t e and c o m p r e h e n s i v e i n v e n t o r y o f commer-
accommodations.
No d i r e c t m e a s u r e m e n t s o f p e o p l e
traveling
t o t h e a r e a a r e a v a i l a b l e and sample s u r v e y s o f v i s i t o r s
been i n f r e q u e n t .
as an o r d e r
studies.
esti-
( V i s i t o r s and T h e i r C o n t r i -
t o t h e W a s h i n g t o n Economy, 1 9 7 4 ) .
overnight
The most r e c e n t
i n t h e Washington m e t r o p o l i t a n
by G l a d s t o n e A s s o c i a t e s
available data, t h i s
cial
f u n c t i o n o f museums and
i n t o outdoor r e c r e a t i o n s i t u a t i o n s
E x i s t i n g V i s i t a t i o n and P a s t T r e n d s .
bution
achieved
However, t h e e s t i m a t e s
a p p e a r t o be a d e q u a t e
o f magnitude measure f o r comparison w i t h
The e s t i m a t e s , h o w e v e r , a r e s u b s t a n t i a l l y
t h e p r o j e c t i o n s t o 1976 made by W i l b u r
have
earlier
lower
than
Smith & A s s o c i a t e s
( B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r t h e N a t i o n a l C a p i t a l Area,
1973).
31
�TABLE 1
TRENDS IN ESTIMATED OVERNIGHT VISITORS
WASHINGTON METROPOLITAN AREA
Year
E s t i m a t e d Number o f
Overnight
Visitors
(millions)
1960
5.6
6.1
1971
7.4
3
1
1967
Average
Stay
(days)
Sources:
1960-1974
Estimated
Overnight
(millions
2.7
15.1
2
2.7
16.5
3
2.7
V i s i t o r Days o f
Visitors
of days)
20.0
1.
S t a n f o r d R e s e a r c h I n s t i t u t e , V i s i t o r Study:
V i s i t o r Economic Support and F a c i l i t i e s f o r
Downtown Washington, D. C. (October, 1 9 6 1 ) .
2.
H. Z i n d e r & A s s o c i a t e s , I n c . , The F u t u r e o f
Tourism i n t h e D i s t r i c t o f Columbia, A F i n a n c i a l
Approach (December, 1 9 6 7 ) .
3.
G l a d s t o n e A s s o c i a t e s , V i s i t o r s and T h e i r C o n t r i t o t h e Washington Economy: 1974, ( F e b r u a r y ,
1975) .
82
�T a b l e 1 shows t h a t v i s i t a t i o n a p p e a r s t o h a v e i n c r e a s e d a t
a f a s t e r r a t e i n t h e l a t e 1960's and e a r l y 1970's t h a n i t d i d
during the early
1960's.
Annual v i s i t a t i o n t o t h e Smithsonian I n s t i t u t i o n
on
the Mall
t o t a l e d 13,809,000 i n 1 9 7 4 .
v i s i t s were r e c e i v e d
t o t a l o f 15,209,000
by t h e N a t i o n a l
(see Table 2 ) .
s u r v e y i n 1965 i n d i c a t e d
museums p e r d a y .
I n addition,
buildings
1,400,000
Gallery of Art, giving a
A Smithsonian
Institution
that the average t o u r i s t v i s i t s
2.5
B a s e d on t h a t f i g u r e , t h e r e w e r e a p p r o x i m a t e l y
6,080,000 v i s i t o r - d a y s a t t h e museums i n 1 9 7 4 , o r 27.2 p e r c e n t
of t o t a l
In
(45.5
percent of t o u r i s t ) v i s i t o r - d a y s .
addition
also likely
t o t h e museums, some v i s i t o r s t o t h e M a l l a r e
t o walk t o other f e a t u r e s .
survey indicated
The 1965 S m i t h s o n i a n
t h a t 74% o f S m i t h s o n i a n v i s i t o r s had v i s i t e d
t h e W a s h i n g t o n Monument a n d 6 9 % v i s i t e d t h e C a p i t o l .
received
1,436,000 and 1,157,000 v i s i t s
i n 1974.
These
I n addition,
some t o u r i s t s on t h e c e n t r a l M a l l may w a l k t o t h e b u i l d i n g s i n
the
Federal
and
A q u a r i u m , and t h e A r c h i v e s .
The
70%
Triangle, notably the Federal
Bicentennial
Transportation
Bureau o f I n v e s t i g a t i o n ,
S t u d y e s t i m a t e d t h a t some
o f t o u r i s t s w o u l d be " M a l l - o r i e n t e d "
i n 1976. V i s i t a t i o n
a t t h e W a s h i n g t o n , L i n c o l n , and J e f f e r s o n monuments added o n l y
83
�TABLE 2
TRENDS I N V I S I T A T I O N AT MAJOR ATTRACTIONS
(millions)
I N THE MALL AREA 1962-1974
1962
1963
1964
1965
1966
1967
1968
1969
1970
1971
1972
1973
1974
Smithsonian
Institution
9.8
9.7
13.8
12.1
12.7
13.8
9.2
12.4
13.4
14.3
15.0
15.0
14.3
National Gallery
of A r t
1.2
1.8
1.3
1.4
1.6
1.5
1.2
1.6
1.8
1.5
1.4
1.6
1.4
Lincoln
Memorial
2.7
3.5
4.0
4.0
4.7
3.5
3.5
NA
NA
NA
NA
2.4
2.8
Washington
Monument
1.8
1.8
1.9
2.0
2.0
1.9
1.6
NA
NA
NA
NA
1.4
1.4
J e f f e r s o n Memorial
1.3
1.4
1.7
1.7
1.3
1.4
1.1
NA
NA
NA
NA
1.3
1.4
00
Source:
Smithsonian I n s t i t u t i o n
National Gallery of A r t
National Park Service
�another
3% o f v i s i t o r - d a y s
(assuming
t o be h i g h e r t h a n f o r museums).
t h e average
The o t h e r m a j o r
visits
p e r day
attractions,
t h e C a p i t o l , t h e A r c h i v e s , t h e F B I , and t h e Aquarium a c c o u n t e d
for
approximately
4.7 more.
"Mall-oriented" v i s i t o r s
T h i s i n d i c a t e s t h a t many o f t h e
s i g h t s e e o n l y i n t h e a r e a a n d do n o t
a c t u a l l y v i s i t many o f t h e b u i l d i n g s and monuments.
The
and
general trend i n v i s i t a t i o n a t t h e Smithsonian
Institution
a t t h e W a s h i n g t o n Monument and t h e L i n c o l n a n d J e f f e r s o n
M e m o r i a l s was d r a m a t i c a l l y upward f r o m t h e m i d 1 9 5 0 ' s
about 1967.
until
S i n c e t h a t t i m e , v i s i t a t i o n h a s shown o n l y a g r a d u a l
i n c r e a s e , a c c o u n t e d f o r t o some d e g r e e b y t h e o p e n i n g o f new
b u i l d i n g s a t the Smithsonian
(see Table '3).
While
fluctuations
h a v e o c c u r r e d , t o t a l v i s i t a t i o n showed o n l y an 18 p e r c e n t
b e t w e n n 196 5 a n d 1 9 7 4 .
percent per year.
gradual
The i n c r e a s e f o r t h e d e c a d e a v e r a g e d
1.5
A t t h e N a t i o n a l G a l l e r y o f A r t , where a
i n c r e a s e i n v i s i t a t i o n t o o k p l a c e f r o m 1960 t h r o u g h 1 9 7 0 ,
t h e r e h a s been a l e v e l i n g o f f over
Projected Visitation.
made d u r i n g t h e l a t e
lation,
the past four years.
S t u d i e s o f t o u r i s m i n W a s h i n g t o n , D.C.
1 9 6 0 ' s a n t i c i p a t e d t h e c o n t i n u a t i o n o f popu-
economic, and t o u r i s m growth r a t e s e x p e r i e n c e d
1950's and e a r l y
1 9 6 0 ' s and p r o j e c t e d a n a n n u a l
to the metropolitan
Wilbur
increase
during the
increase i n v i s i t o r s
a r e a o f between t h r e e and s i x p e r c e n t p e r y e a r .
Smith & A s s o c i a t e s , i n t h e B i c e n t e n n i a l T r a n s p o r t a t i o n
Study i n 1973,
tourists
p r o j e c t e d a n o r m a l l e v e l o f 11,523,000
i n 1976 b a s e d on a n a n n u a l
85
overnight
growth r a t e of s i x percent.
�TABLE 3
VISITATION AT MAJOR ATTRACTIONS IN THE MALL AREA
1974
Visits
FacilitySmithsonian
V i s i t o r Days
813,309
Institution
A r t s and I n d u s t r i e s
2,069,489
A i r and Space
1,251,864
201,753
Freer
H i s t o r y and Technology
5,963,408
Natural
2,858,156
History
642,062
Hirshhorn
National
1,400,409
G a l l e r y of A r t
The C a p i t o l
1,156,887
Washington Monument
1,436,215
L i n c o l n Memorial
2,827,623
J e f f e r s o n Memorial
1,404,754
The
291,839
Archives
369,881
F e d e r a l Bureau o f I n v e s t i g a t i o n
Aquarium
(Department o f Commerce)
23,462,649
TOTAL
1.
775,000
Estimate
2. V i s i t s d i v i d e d by 2.5
86
9,385,060
2
�O v e r and
above t h i s
annual
B i c e n t e n n i a l , although
i n c r e a s e i t was
n o t on t h e s c a l e o f t h e h e a v y and
v i s i t a t i o n to a world's
f a i r , would a t t r a c t another
n o r m a l o v e r n i g h t , same-day and
and
convention
1976,
visitors.
may
1975,
41
there i s reason
be v e r y h i g h .
of
This
visitors
i n a d d i t i o n t o some 10 m i l l i o n
s t a y o f two
by o v e r n i g h t t o u r i s t s , t o t a l t o u r i s t v i s i t o r - d a y s
In
40 p e r c e n t
25 million tourist
A s s u m i n g an a v e r a g e
projected a t approximately
sustained
resident tourist v i s i t s .
would g i v e a t o t a l of approximately
to the C a p i t a l d u r i n g
a n t i c i p a t e d t h a t the
business
days
i n 19 76 w e r e
million.
to think t h a t these p r o j e c t i o n s
As d i s c u s s e d a b o v e , v i s i t a t i o n r e c o r d s f o r
v i s i t o r a t t r a c t i o n s i n the M a l l area i n d i c a t e s a l e v e l i n g o f f
from a p p r o x i m a t e l y
visitation
19 68 and
suggests
t h e most r e c e n t e s t i m a t e of
total
a much l o w e r g r o w t h r a t e t h a n t h a t upon w h i c h
the B i c e n t e n n i a l p r o j e c t i o n s are based.
Economic c o n d i t i o n s i n
t h e e a r l y 1 9 7 0 ' s may
a c c o u n t f o r much o f t h e l e v e l i n g o f f o r
declining visitation
figures.
P r e v i o u s s t u d i e s have concluded
t h a t n o r m a l t r e n d s i n v i s i t o r s t o t h e museums a r e c l o s e l y
t o g e n e r a l e c o n o m i c s and
N a t i o n a l A i r and
tourist trends.
The
Impact Study of
S p a c e Museum on T r a f f i c C o n g e s t i o n ,
B a r t o n - A s c h m a n A s s o c i a t e s , I n c . , 1972,
prepared
at
and
any
t o r e s u l t i n more v i s i t o r s
g i v e n t i m e w o u l d be m a i n l y
the
by
a n t i c i p a t e d t h a t the
combined a t t r a c t i o n power o f t h e e n t i r e M a l l a r e a c o m p l e x
continue
tied
will
e a c h y e a r b u t t h a t t h e demand
d e p e n d e n t upon p o p u l a t i o n
economic c o n d i t i o n s .
87
trends
�High l e v e l s
o f unemployment and l i m i t e d
i n c o m e s c a n be a n t i c i p a t e d t o l a s t t h r o u g h
ing
propensity to t r a v e l .
counts
Smithsonian
f o r J a n u a r y and F e b r u a r y
discretionary
most o f 1 9 7 5 , dampen-
Institution visitor
19 75 a r e s i g n i f i c a n t l y
higher
t h a n f o r t h e same months i n 19 74 when t h e s u p p l y o f g a s o l i n e
was r e s t r i c t e d
tional
a t t h e h e i g h t o f t h e " e n e r g y s c a r e " and r e c r e a -
automobile
t r a v e l was s e v e r e l y r e d u c e d .
Washington Center
f o r Metropolitan
Studies
However, t h e
(The C o l o n i a l C o r r i d o r
T r a v e l I m p l i c a t i o n s f o r t h e B i c e n t e n n i a l E r a , 1974) warned t h a t
the shortage
o f g a s o l i n e a n d t h e s t a t e o f t h e U.S. and w o r l d
economy c o u l d r e s u l t
and
expenditure
i n downward a d j u s t m e n t s
trips
i n 19 76.
For purposes o f e s t i m a t i n g normal l e v e l s
1975,
i n travel
of tourism i n
1976 a n d b e y o n d , i t d o e s n o t seem r e a s o n a b l e
more t h a n t h e r e c e n t a v e r a g e
to anticipate
museum a n d m o t e l o c c u p a n c y i n c r e a s e s
o f 1.5 a n d 3.0 p e r c e n t a y e a r .
The v i s i t a t i o n r a t e may i n c r e a s e
s h a r p l y w i t h t h e o p e n i n g o f new f a c i l i t i e s , n o t a b l y t h e N a t i o n a l
Air
a n d S p a c e Museum, b u t , i n k e e p i n g w i t h p a s t e x p e r i e n c e , c a n be
expected
The
to stabilize
again.
I m p a c t A s s e s s m e n t f o r t h e N a t i o n a l A i r a n d S p a c e Museum
a n t i c i p a t e d t h a t t h e new b u i l d i n g w o u l d i n c r e a s e t o t a l
to
t h e M a l l a r e a by i n c r e a s i n g t h e v i s i t a t i o n by r e s i d e n t s o f t h e
Metropolitan area.
to
visitation
These v i s i t s
a r e , f o r t h e most p a r t , o r i e n t e d
the off-peak periods of the year.
o p e n i n g o f new f a c i l i t i e s w i l l
I t i s not expected
i n c r e a s e v i s i t a t i o n by
38
that the
tourists
�\
from o u t s i d e o f t h e M e t r o p o l i t a n a r e a , s i n c e t h e t o t a l
to the Smithsonian
facilities
visitation
i s more c l o s e l y t i e d t o t h e n a t i o n a l
r e p u t a t i o n o f t h e I n s t i t u t i o n than t h e s i z e and q u a l i t y o f t h e
i n d i v i d u a l b u i l d i n g s housing
Visitor Characteristics.
the exhibits.
The e s t i m a t e d b r e a k d o w n o f v i s i t o r s
t o W a s h i n g t o n b y t y p e and p u r p o s e o f s t a y a n d o r i g i n and mode o f
t r i p i s shown i n T a b l e 4, t a k e n f r o m t h e B i c e n t e n n i a l T r a n s p o r t a t i o n Study.
The p r i n c i p a l s o u r c e o f c u r r e n t l y a v a i l a b l e d a t a on
t h e c h a r a c t e r i s t i c s o f v i s i t o r s t o t h e museums on t h e N a t i o n a l
M a l l i s p r o v i d e d by a s u r v e y conducted
by t h e Smithsonian
Institu-
t i o n i n 1968-69 o f v i s i t o r s t o t h e N a t i o n a l Museum o f N a t u r a l
H i s t o r y a n d t h e N a t i o n a l Museum o f H i s t o r y a n d T e c h n o l o g y
i s deemed
this
which
s u f f i c i e n t l y c l o s e t o c u r r e n t p a t t e r n s t o be o f u s e i n
study.
The
survey indicated that the Smithsonian
complex p r i m a r i l y s e r v i c e s t h e out-of-town
of t h e respondents
who l i v e d
District.
Institution
v i s i t o r , a s 74 p e r c e n t
d i d n o t l i v e i n t h e Washington a r e a .
i n t h e W a s h i n g t o n a r e a , o n l y 25 p e r c e n t l i v e d i n t h e
The l a r g e s t g r o u p o f o u t - o f - t o w n
visitors,
came f r o m t h e N o r t h e a s t U.S. a n d a s i m i l a r number
the south.
Of t h o s e
31 p e r c e n t ,
( 2 8 % ) came
from
The s u r v e y a l s o i n d i c a t e d t h a t t h e m a j o r i t y o f t h e
Museum v i s i t o r s a l s o u t i l i z e d
t h e i r t r i p t o Washington t o v i s i t
i t s monuments, s i n c e 74 p e r c e n t o f r e s p o n d e n t s
had v i s i t e d t h e
W a s h i n g t o n Monument a n d 69 p e r c e n t h a d v i s i t e d
the Capitol.
F o r 37 p e r c e n t o f t h e o u t - o f - t o w n
respondents,
i t was t h e i r
f i r s t t r i p t o W a s h i n g t o n , i n d i c a t i n g t h a t museum v i s i t i n g
89
i s high
�TABLE 4
VISITOR TRAVEL CHARACTERISTICS
A.
Approximate .Percent o f V i s i t o r s by Type and Purpose o f V i s i t
Tourist
70.9
10.6
18.5
100.0
Overnight V i s i t o r s
Same Day V i s i t o r s
Area R e s i d e n t s
Total V i s i t o r s
B.
100.0
Mode of A r r i v a l by Out-of-Town V i s i t o r s t o Washington
Mode
Automobile
Air
Bus, I n c l u d i n g Tour
Rail
C.
Non-Tourist
87.0
13.0
Estimated
Percent
70. 0
17. 0
8. 0
5. 0
Buses
O r i g i n o f Same Day V i s i t o r s
Corridor
1-95 B a l t i m o r e - W a s h i n g t o n
#50E/#210/#5
I-95/#lS
I-70S
#29/#211
#7
#50W/I-66
Parkway
- 1976
Percent
50.6
12.5
8.8
2.8
2.7
2.0
" R e s i d i n g w i t h i n 100 m i l e s o f Washington,
Source:
- 1976
D. C.
B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r t h e N a t i o n a l
C a p i t a l A r e a , 1973; W i l b u r Smith & A s s o c i a t e s
90
�on t h e l i s t
of Washington's a t t r a c t i o n s .
the respondents
s p e n t b e t w e e n one
w i t h t h e l a r g e s t number v i s i t i n g
S i x t y - o n e percent of
and two h o u r s i n t h e museum,
f o r one h o u r , w i t h t h e t i m e
spent
i n t h e museum v a r y i n g w i t h t h e r e s p o n d e n t ' s p l a c e o f r e s i d e n c e .
Visitors
f r o m o u t o f town h a d a h i g h e r t e n d e n c y
than those
from
t h e W a s h i n g t o n a r e a t o s t a y i n t h e museum f o r a l o n g e r t i m e , s i n c e
o n l y 46 p e r c e n t o f l o c a l r e s i d e n t s s t a y e d one h o u r and a h a l f
more, compared w i t h 62 p e r c e n t o f o u t - o f - t o w n
Comparison of monthly
memorials
visitation
or
visitors.
f i g u r e s f o r the
national
and t h e S m i t h s o n i a n museums i n d i c a t e t h a t t h e r e i s a
n a t u r a l g r o u p i n g o f months i n t e r m s o f l e v e l o f a t t e n d a n c e .
S e p t e m b e r t h r o u g h March s t a n d s i n m a r k e d c o n t r a s t t o A p r i l
A u g u s t when a b o u t 2/3
of v i s i t o r s
of annual v i s i t a t i o n occurs.
The
majority
a r e f r o m o u t s i d e t h e W a s h i n g t o n a r e a and so t h e s c h o o l
c a l e n d a r seems t o be p r i n c i p a l d e t e r m i n a n t o f v i s i t o r
I n g e n e r a l , S e p t e m b e r t o May
weekends.
I n J u n e and A u g u s t ,
W e d n e s d a y s , and
patterns.
a t t e n d a n c e i s l o w e r on w e e k d a y s t h a n
however, t o u r m o b i l e use i s h i g h e r
on w e e k d a y s t h a n w e e k e n d s w i t h t h e peak a t t e n d a n c e
Tuesdays,
Thursdays.
D a i l y a t t e n d a n c e t e n d s t o c r e s t a t midday w i t h t h e
major
p o r t i o n o f t h e a t t e n d a n c e a t a l l s i t e s o c c u r r i n g between 11
and 4 p.m.
Attendance
may
through
a.m.
Seventy p e r c e n t of v i s i t o r s a r r i v e between those h o u r s .
i s relatively
low a f t e r 5 p.m.
i n c r e a s e b e t w e e n 8 and 9 p.m.
e x c e p t i n summer when i t
I n w i n t e r t h e r e a p p e a r s t o be
somewhat more v a r i a t i o n i n t h e t i m i n g o f t h e p e a k s a t e a c h
building.
Summer c r o w d s t e n d t o peak a t m o s t b u i l d i n g s b e t w e e n 12 noon and
91
�1
p.m.
The
s u r v e y found
t h a t 78 p e r c e n t o f t h e r e g u l a r v i s i t o r s
Who h a d v i s i t e d more t h a n s i x t i m e s ) w e r e f r o m t h e W a s h i n g t o n
a r e a and o f t h e s e 72 p e r c e n t w e r e f r o m t h e s u b u r b s .
A majority
w e r e b e t w e e n 35 a n d 6 4 y e a r s o f age and o n l y f o u r p e r c e n t w e r e
over 64, r e f l e c t i n g
low usage by t h e e l d e r l y .
E i g h t y - t h r e e per-
c e n t o f a l l v i s i t o r s h a d a t t e n d e d c o l l e g e , compared w i t h 70
percent f o r a l lv i s i t o r s to the Capitol.
The
s o c i a l p r o f i l e o f t h e t y p i c a l museum v i s i t o r was
d e s c r i b e d by t h e s u r v e y a s " w h i t e , middle-aged, i n t h e upper
middle
c l a s s a c c o r d i n g t o i n c o m e , w i t h a n above a v e r a g e
t i o n ; arid he i s a t t h e S m i t h s o n i a n museums
friends or family."
f o r enjoyment w i t h
F o r t y - o n e p e r c e n t o f t h e i n t e r v i e w e e s were
o v e r 35 b u t o n l y 3 p e r c e n t w e r e o v e r 65
Some 62 p e r c e n t came
w i t h o t h e r a d u l t s and 30 p e r c e n t w i t h c h i l d r e n
one
else's)
educa-
( t h e i r own o r some-
" i n d i c a t i n g t h a t museum-going i s r e g a r d e d
as a
s o c i a l r a t h e r than a s o l i t a r y occupation" according to the survey's
conclusions.
O n l y 13 p e r c e n t o f t h o s e i n t e r v i e w e d w e r e p a r t o f
o r g a n i z e d groups.
However, t h e s e f i g u r e s c o n t a i n some b i a s due t o
the o m i s s i o n o f s c h o o l groups i n t h e sampling.
O n l y 66 p e r c e n t o f r e s p o n d e n t s
i n the Smithsonian
t o t h e museum and o f t h e s e h a l f r e p o r t e d d i f f i c u l t y
was
found
drove
i n parking.
T h e s e v i s i t o r s w e r e assumed t o h a v e b e e n p r e d o m i n a n t l y
of-town,
survey
from o u t -
and u n f a m i l i a r w i t h c o n d i t i o n s i n Washington, s i n c e i t
t h a t a s i g n i f i c a n t number o f l o c a l r e s i d e n t s
(44%) d i d
not d r i v e because they were aware o f t h e d i f f i c u l t y o f f i n d i n g a
92
�parking space.
s a i d they
The
survey r e p o r t s t a t e s t h a t "although
'found a s p o t
a l l o w e d by
1
they complained of the s h o r t time
the p a r k i n g meter.
The
p a r k i n g were i n v a r i a b l y extremely
and
suggested s o l u t i o n s such as
s h u t t l e bus
or underground
L a n d Use
and
f o r the
The
one
concerned about the
difficulty
problem,
' f r i n g e p a r k i n g , w i t h a museum
T h i s s e c t i o n d e s c r i b e s the land uses
s h u t t l e r o u t e between the
S t a d i u m , t h e c h a r a c t e r i s t i c s and
r e s i d e n t s , and
had
period
parking."
t h e a r e a o f t h e t w o - m i l e bus
RFK
r e s p o n d e n t s who
percent
Demographic C h a r a c t e r Along t h e S h u t t l e Route
Introduction.
and
23
in
Mall
concerns of the
the recommendations of the Comprehensive
area's
Plan
area.
a r e a o f i n f l u e n c e i s assumed t o e x t e n d
for
approximately
b l o c k on e i t h e r s i d e o f t h e p r o p o s e d i n - b o u n d r o u t e ,
C a p i t o l S t r e e t , and
the proposed outbound
route,
Independence
Avenue c r e a t i n g a c o r r i d o r b e t w e e n A S t r e e t , N o r t h e a s t
S t r e e t , Southeast.
Northeast,
Because a d i f f e r e n t
i s p r o p o s e d by
East
and
C
in-bound r o u t e , C S t r e e t ,
the Washington M e t r o p o l i t a n
Area
Transit
Authority f o r i t s s h u t t l e s e r v i c e during the B i c e n t e n n i a l , t h i s
is
a l s o examined i n order
t i o n of t h a t major
to provide
the s e t t i n g f o r the
alternative.
E x i s t i n g L a n d Use
Along the S h u t t l e Route.
development i s predominantly i n the
The
t h i r d s of a l l s t r u c t u r e s are i n t h i s category,
is classified
as
houses
More t h a n
two-
w h i l e another
"semi-detached," according
93
residential
f o r m o f s m a l l b r i c k row
d e v e l o p e d on a g r i d i r o n p a t t e r n o f s h o r t b l o c k s .
percent
examina-
to the
15
District
�of Columbia O f f i c e of Planning
a s Medium D e n s i t y ,
The
a r e an
and
The
area
u n i f o r m s c a l e , m a t u r e t r e e - l i n e d s t r e e t s and
e a r l i e r elegance.
the proposed Comprehensive P l a n
much o f t h e
a r e a as b l i g h t e d
i n c l u d i n g the
stantial
f o r the N a t i o n a l
and
listed
net
acre.
formal
I n 1967,
Capital
however,
described
l a r g e amount o f l a n d d e v o t e d t o s t r e e t s , t h e
p l a y g r o u n d s , and
the
squares,
i t s p h y s i c a l problems
l e v e l of substandard housing, the
and
i s developed
a v e r a g i n g a p p r o x i m a t e l y 30 u n i t s p e r
i n d i c a t i o n of the a r e a ' s
parks,
Management.
inadequacy of
s c a t t e r e d p a t t e r n of
as
subschools,
commercial
facilities.
As
i n d i c a t e d below
i s t i c s ) , the
by
the
16.
the
The
been reduced
c e n t r a l portions
l a n d u s e s a r e shown i n g e n e r a l i z e d
major n o n - r e s i d e n t i a l uses i n the
United S t a t e s C a p i t o l , the
of the
form i n
shuttle corridor
E a s t of Second S t r e e t ,
I n d e p e n d e n c e Avenue i s t h e o n l y m a j o r e x i s t i n g
A t t h e w e s t e r n end
R o b e r t F.
Jail,
of the
route,
Kennedy S t a d i u m , t h e N a t i o n a l
t h e D.C.
G e n e r a l H o s p i t a l and
Figure
16
public
i n s t i t u t i o n a l uses i n the
and
non-residential
the major f e a t u r e s are
Guard Armory, the
E a s t e r n J u n i o r High
the
District
School.
a l s o i n d i c a t e s a number o f o t h e r s m a l l e r p r i v a t e
c o r r i d o r , i n c l u d i n g t h e D,
94
are
the
L i b r a r y o f C o n g r e s s Annex b e t w e e n E a s t C a p i t o l S t r e e t
use.
area.
Figure
Supreme C o u r t B u i l d i n g , and
L i b r a r y o f C o n g r e s s a t t h e w e s t e r n end.
the
Character-
p r i v a t e r e s t o r a t i o n movement w h i c h i s c u r r e n t l y
t h r o u g h o u t t h e w e s t e r n and
Existing
Housing
p e r c e n t a g e of s u b s t a n d a r d houses has
extensive
continuing
( u n d e r Demographic and
and
C.
�o
o
o
U,
CL
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N
co
CL -
=
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o
o
o.
o
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ct
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I
�F i g u r e 16
Key t o G e n e r a l i z e d
L a n d Use Map
1.
Museum o f H i s t o r y and T e c h n o l o g y
2.
Museum o f N a t u r a l
3.
National
4.
National
5.
Smithsonian
6.
H i r s h h o r n Museum
7.
National
8.
Federal
9.
U.S. C a p i t o l
History
Archives
Gallery of A r t
Institution
A i r a n d S p a c e Museum
Bureau of I n v e s t i g a t i o n
Building
10.
U.S. B o t a n i c a l
11.
National
12.
L i b r a r y o f Congress
13.
Peabody P u b l i c
14.
Stanton
15.
St.
16.
D.C.
17.
Rogers Memorial
18.
Edmunds P u b l i c
19.
Maury P u b l i c
20.
Lincoln
21.
Thomas D. B r y a n P u b l i c
22.
Holy Comforter
23.
E l i o t and E a s t e r n J u n i o r High
Schools
24.
St.
School and Convent
25.
R o b e r t F . Kennedy
26.
D i s t r i c t o f Columbia
Armory
27.
D i s t r i c t o f Columbia
Jail
28.
D i s t r i c t o f Columbia
Hospital
Gardens
V i s i t o r Center
(Union
Station)
School
Square
Cecilia's
Academy
Natatorium
Hospital
School
School
Park
School
S c h o o l and Convent
B e n e d i c t t h e Moor C h u r c h ,
Stadium
97
��N a t a t o r i u m on N o r t h C a r o l i n a Avenue and
C S t r e e t s , S.E.,
vate
Bryan P u b l i c School
schools
on
E a s t C a p i t o l S t r e e t and
two
prion
Independence Avenue.
The
a r e a which under t h i s p r o p o s a l would s e r v e as a f r i n g e
parking
l o t i s p r e s e n t l y p a r t o f an e x i s t i n g 4 5 - a c r e , 8,500 s p a c e
parking
l o t s e r v i n g t h e RFK
j u r i s d i c t i o n of the
t h a t was
reclaimed
Secretary
by
t h e U.
R e c l a m a t i o n Program."
management o f t h e D.
D.
C.
Armory.
Stadium.
The
The
C.
of the
The
and
S. a s p a r t o f t h e
S t a d i u m and
parking
u s e d i n 1974
on
an a v e r a g e
capacity
of the
the
e a s t by
t h e w e s t by
the approach to the
f e n c e d , l i g h t e d , has
tree-planted
D.C.
East Capitol S t r e e t Bridge.
an
i m p e r v i o u s s u r f a c e , and
around the
of the
on t h e
The
Anacostia
north
used as the
i s connected to
i s interspersed
staging
area,
l o t number
u n d e r p a s s u n d e r I n d e p e n d e n c e Avenue w h e r e i t
stadium.
99
by
lot is
islands.
a r e a known a s l o t 5, t o be
a pedestrian
curves
for
i s t r i a n g u l a r i n shape,
G e n e r a l H o s p i t a l , and
t o t h e n o r t h w e s t o f l o t 8 and
8 by
of
a r e a known a s l o t 8 i s 2,400 c a r s .
Kingman L a k e , an arm
is
the
evenings.
b e i n g bounded on
The
the
E v e n t s w e r e u s u a l l y s c h e d u l e d f o r weekend a f t e r n o o n s
S t a d i u m and
with
Flats
l o t a r e under
occasionally
the
land
"Anacostia
T h i s s e c t i o n i s south of the
R i v e r , on
i s on
Armory B o a r d w h i c h a l s o a d m i n i s t e r s
S t a d i u m was
Monday o r F r i d a y
The
l o t i s under
I n t e r i o r , and
f i v e d a y s p e r month f o r s p o r t s e v e n t s and
concerts.
parking
�The
D.C.
Armory i s c l o s e t o t h e p a r k i n g
the proposed s t a g i n g a r e a .
m a j o r e x h i b i t s , s h o w s , and
The
events
sports events
and
D.C.
i s a v a i l a b l e and
Most
parking
Some
i s provided i n
of E a s t C a p i t o l S t r e e t .
b u i l d i n g s to the parking
government.
d i f f e r e n t a g e s on
o f two
l o t , i s a general
adjacent
public
h o s p i t a l operated
I t i s a l a r g e complex of b u i l d i n g s
a 50-acre s i t e .
Avenue t o G S t r e e t ,
The
the
d a y s p e r month.
overflow
General H o s p i t a l , the n e a r e s t
t h e D.C.
i s open t o
occur or continue i n t o the evening hours.
on-site parking
the a r e a north
to
Armory i s u s e d p r i m a r i l y f o r
p u b l i c an a v e r a g e o f a b o u t t e n t o t w e l v e
of these
l o t adjacent
by
of
T h i s e x t e n d s from Independence
S.E.
back of the h o s p i t a l f a c e s the proposed f r i n g e
parking
a r e a , t h e complex b e i n g g e n e r a l l y o r i e n t e d towards 19th
Street,
S.E.
Development P l a n s
and
Proposals.
P l a n recommended m a i n t e n a n c e o f t h e
r e s i d e n t i a l development p a t t e r n
per
net
acre), strict
t h e C a p i t o l , and
The
area's
( b e t w e e n 20
l i m i a t i o n on
19 85 p r o p o s e d C o m p r e h e n s i v e
e x i s t i n g medium d e n s i t y
and
p r e s e r v a t i o n of the
f i n e - g r a i n t e x t u r e and
height,
d e n s i t y , and
narrow
Plan
c h a r a c t e r of r e s i d e n t i a l development -
t y p e - s h o u l d be
r e l a t e d to the
a c c e s s i b i l i t y , geographic s e t t i n g , h i s t o r i c context,
p a t t e r n o f e a c h a r e a and,
people r e s i d i n g i n the
of
This intention i s
i n the b a s i c p o l i c y of the adopted Comprehensive
which s t a t e s t h a t "the
units
employment e x p a n s i o n e a s t
s t r e e t s of the western s e c t i o n i n p a r t i c u l a r .
expressed
60 d w e l l i n g
most i m p o r t a n t l y ,
city.
While higher
100
relative
and
existing
t o the needs of
d e n s i t i e s are
the
appropriate
�at
uptown c e n t e r and h i g h l y a c c e s s i b l e l o c a t i o n s , low t o m o d e r a t e
d e n s i t i e s should
be t h e p r e v a i l i n g c h a r a c t e r i s t i c s
the r e s i d e n t i a l s e c t i o n s . "
that higher
The p r o p o s e d p l a n
d e n s i t y apartments should
d i d , however, suggest
be a l l o w e d
h o u s e s a t g a t e w a y p o i n t s and a c t i v i t y c e n t e r s .
f o r most o f
to replace
low
I n the eastern
s e c t i o n more g e n e r o u s s t r e e t p l a n t i n g s a n d , i n some c a s e s ,
r e d u c e d pavement w i d t h
w e r e recommended i n k e e p i n g w i t h t h e
h i s t o r i c and r e s i d e n t i a l c h a r a c t e r t o be
New
preserved.
development under c o n s i d e r a t i o n or proposed f o r t h e
a r e a i s a l m o s t e x c l u s i v e l y a t t h e e a s t e r n end o f t h e c o r r i d o r .
A new w i n g o f t h e D.C.
H o s p i t a l i s under c o n s t r u c t i o n t o t h e south
o f t h e e x i s t i n g c o m p l e x and t h e S t a d i u m / A r m o r y M e t r o s t a t i o n i s
a l s o under c o n s t r u c t i o n a t Nineteenth S t r e e t .
M e t r o s t a t i o n may
in
e v e n t u a l l y lead to the i n t e n s i f i c a t i o n of uses
t h e immediate v i c i n i t y .
Construction
I s l a n d development i n the A n a c o s t i a
upon a c c e s s
from t h e Metro s t a t i o n .
park development along
as a convenient
I n the longer
range, f u r t h e r
and
require r e -
parking.
and H o u s i n g C h a r a c t e r i s t i c s .
Originally built
and f a s h i o n a b l e r e s i d e n t i a l s e c t i o n h o u s i n g members
o f Congress and F e d e r a l employees, t h e a r e a has f o l l o w e d
City-wide
p a t t e r n o f demographic change.
and 1 9 6 0 ' s and much o f t h e a r e a ' s h o u s i n g s t o c k
during
t h e 1950's
subsequently
R e s t o r a t i o n o f rowhouses began i n t h e mid
101
the broad
Many o f t h e r e s i d e n t s
moved o u t o f W a s h i n g t o n t o s u b u r b a n r e s i d e n c e s
deteriorated.
Children's
R i v e r w i l l be h e a v i l y d e p e n d e n t
p a s t t h e RFK S t a d i u m w i l l
of l o c a l c i r c u l a t i o n routes
Demographic
of t h e proposed
t h e r i v e r and t h e p o s s i b l e e x t e n s i o n o f t h e
east l e g of the Innerloop
planning
Opening o f t h e
became
1960's
�immediately
t o t h e e a s t o f C a p i t o l H i l l w h e r e a c c e s s i b i l i t y was
a principal attraction.
As p r i c e s i n a l r e a d y r e s t o r e d a r e a s r o s e ,
t h e r e s t o r a t i o n i n t h e E a s t C a p i t o l a r e a g a i n e d momentum, s o t h a t
c u r r e n t l y , much o f t h e a r e a f o r a d e p t h o f s e v e r a l b l o c k s on e i t h e r
s i d e of E a s t C a p i t o l S t r e e t , as f a r as Fourteenth
s t a n t i a l l y been
The
rehabilitated.
r e n o v a t i o n movement w h i c h
northwards
S t r e e t has sub-
i s c o n t i n u i n g e a s t w a r d s and
and i t s r e l a t e d economics have l e d t o t h e d i s p l a c e m e n t
o f many o f t h e a r e a ' s l o w a n d m o d e r a t e income h o u s e h o l d s .
These
c h a n g e s a n d t h e area'.s h e t e r o g e n e o u s d e m o g r a p h i c c h a r a c t e r a r e
partially
i n d i c a t e d i n a r e v i e w o f t h e 1970 U.S. C e n s u s d a t a a n d
data through
1972 d e v e l o p e d by t h e O f f i c e o f P l a n n i n g and Manage-
ment o f t h e D i s t r i c t o f C o l u m b i a g o v e r n m e n t .
The
proposed s h u t t l e r o u t e f a l l s w i t h i n Census T r a c t s 66,
67 a n d 6 8 . 1 t o t h e s o u t h o f E a s t C a p i t o l S t r e e t a n d 8 0 . 2 , 8 1 a n d
82 t o t h e n o r t h
(See F i g u r e 1 7 ) .
w i t h i n S e r v i c e Area
These Census T r a c t s f a l l
entirely
5 a s d e f i n e d by t h e D i s t r i c t o f C o l u m b i a
O f f i c e o f P l a n n i n g and Management w h i c h
p r o v i d e s some more r e c e n t
a n a l y s i s i n "The P e o p l e o f t h e D i s t r i c t o f C o l u m b i a . "
However, t h i s S e r v i c e A r e a a l s o i n c l u d e s f o u r t r a c t s a l o n g t h e
A n a c o s t i a R i v e r o u t s i d e o f the s h u t t l e c o r r i d o r which
percentages
of the population
lated poverty
in
exhibit
higher
i n p o v e r t y and h i g h e r l e v e l s o f r e -
i n d i c a t o r s ; t h u s , t h e s e r v i c e a r e a must be a n a l y z e d
t e r m s o f both i t s o v e r a l l and s u b u n i t
S e r v i c e Area
characteristics.
5 e x h i b i t s t y p i c a l c e n t r a l c i t y problems o f p o v e r t y ,
h i g h l e v e l s o f dependence a n d l i m i t e d e d u c a t i o n , b u t t h e o v e r a l l
p i c t u r e c r e a t e d by t h e s e i n d i c a t o r s i s o f a n a r e a w h i c h i s
102
�/3/
'-/
ll
ìi
:l
i.\
ri \
ij g
F,i
lì
År
;,,
¡
I
"/
-
Rehabilitation
Legend
ll
e.
''tr"¿9rtsåiåtffi:t
Envnr@nRnentaI
sta{ffi8fit
rvrce
Census
o'
zooo'
Tracts
�considerably l e s s depressed
v i c e a r e a s , 6 and 7.
t h a n t h e two o t h e r c e n t r a l c i t y
ser-
T h i s i s p a r t i c u l a r l y t r u e of the s i x census
t r a c t s t h a t c a n be t a k e n a s r e p r e s e n t a t i v e s o f t h e E a s t C a p i t o l
Street shuttle
corridor.
T w e n t y two p e r c e n t o f t h e s e r v i c e a r e a p o p u l a t i o n and 19
p e r c e n t o f t h e c o r r i d o r p o p u l a t i o n were l i v i n g
a s i n d i c a t e d by t h e U.S. C e n s u s .
the c i t y - w i d e average
While
i n p o v e r t y i n 1970|
t h i s was h i g h e r
than
o f 17 p e r c e n t , i t was s i g n i f i c a n t l y
t h a n t h e 20 p e r c e n t i n S e r v i c e A r e a
6.
i n 1970, t h e second h i g h e s t percentage,
However, t h e a r e a h a d ,
almost
r e s i d e n t s who h a d n e t c o m p l e t e d h i g h s c h o o l .
a r e l a t i v e l y high percentage
lower
60 p e r c e n t , o f
A t t h e same
o f t h e a r e a ' s employed
time
residents
w e r e i n p r o f e s s i o n a l , t e c h n i c a l o r management o c c u p a t i o n s .
a r e a ' s r a c i a l makeup was more m i x e d t h a n t h e n e i g h b o r i n g
city district
central
i n 1 9 7 0 , w i t h 84 p e r c e n t o f i t s p o p u l a t i o n
These comparisons
suggest
The
rionwhite.
t h e heterogeneous c h a r a c t e r o f
t h e a r e a and a r e an i n d i c a t o r o f t h e changes t a k i n g p l a c e .
t r a n s i t i o n a l n a t u r e becomes c l e a r e r i f t h e c e n s u s t r a c t s
the c o r r i d o r a r e examined
The
census
This
comprising
individually.
census d a t a r e c o r d s r a t h e r sharp c o n t r a s t s between
tracts
8 2 , 65 a n d 66 a t t h e w e s t e r n end and 7 9 . 2 , 8 0 . 2 ,
6 8 . 1 and 68.3 a t t h e e a s t e r n e n d , w i t h 8 1 and 67 i n t r a n s i t i o n
b e t w e e n them.
F o r example, h a l f o f t h e p o p u l a t i o n i n the t h r e e
w e s t e r n t r a c t s h a d c o m p l e t e d a t l e a s t 13.5 y e a r s o f s c h o o l comp a r e d w i t h u n d e r 10.5 f o r t h e e a s t e r n t r a c t s .
reflected
This contrasti s
i n the d i s t r i b u t i o n of occupational c h a r a c t e r i s t i c s .
105
�Seventy p e r c e n t of a l l of the
and
in
professional
57 p e r c e n t o f a l l t h e m a n a g e r i a l and
the
corridor
l i v e d i n t h e w e s t e r n and
and
t e c h n i c a l workers
administrative
workers
central tracts.
most d r a m a t i c d i s t i n c t i o n i s s e e n i n m e d i a n f a m i l y
The
i n c o m e s , how-
e v e r , w h i c h r a n g e f r o m o v e r $13,000 i n t h e w e s t t o r o u g h l y
in
the
east.
45 p e r c e n t o f
o r more i n 1970
while
f a m i l i e s i n the west earned
no more t h a n 12
S i m i l a r l y , the median v a l u e
r a n g e s b e t w e e n $17,000 and
The
Fifty
and
p e r c e n t i n c e n s u s t r a c t 67
The
the
value
and
recent
March o f
and
and
n a t u r e o f many o f
residents
66.
these
o f c e n s u s t r a c t s 65
1970,
a s compared w i t h
23 p e r c e n t i n
ownership p a t t e r n s
I n 1972,
the
of the
and
35
68.1.
residential units
average assessment of attached
s l i g h t l y below t h a t f o r the
area
Area.
However, t h e
The
D i s t r i c t and
e x c e p t N o r t h w e s t W a s h i n g t o n and
u n i t s was
in
new
residents
the
and
many o f t h e
Capitol H i l l
the
was
a c t u a l l y higher than
for
the
Central
Capitol H i l l
single-family
older
ones a r e
106
represented
Society,
and
A number o f o t h e r
- Southeast C i t i z e n s
Southeast C i v i c Association
Employment
c i t y as a whole.
Restoration
L i n c o l n Park C i t i z e n s Association.
t i o n s such as the
units
percentage of owner-occupied
s u b s t a n t i a l l y lower than i n the
p r i n c i p a l l y by
and
east.
S e r v i c e A r e a as a whole a r e a f u r t h e r r e f l e c t i o n of i t s mixed
character.
any
p e r c e n t d i d so i n t h e
a l m o s t $36,000 i n t r a c t s 80.2
p e r c e n t of the
66 moved i n b e t w e e n 1968
$15,000
o f s i n g l e f a m i l y owner o c c u p i e d homes
census a l s o i n d i c a t e s the
contrasts.
$8,000
are also a c t i v e .
the
organiza-
Association
�Land Use
The
way
Impact.
Mall.
The proposed a c t i o n w i l l
r e s u l t i n changes i n t h e
i n w h i c h t h e p r o j e c t a r e a i s u s e d and i n t h e e f f e c t i v e n e s s w i t h
w h i c h t h e M a l l and t h e s u r r o u n d i n g
b u i l d i n g s and f e a t u r e s f u n c t i o n
a s a n a t i o n a l monumental, r e c r e a t i o n a l , a n d e d u c a t i o n a l a r e a .
The M a l l ' s n a r r o w s i d e w a l k s a n d t r a f f i c - f i l l e d
it
difficult
t o s e t up m a j o r e x h i b i t s a n d shows.
o f m o v i n g and p a r k e d
d r i v e s make
The p r e s e n c e
c a r s c o n f l i c t s v i s u a l l y , and i n terms o f a i r
q u a l i t y a n d sound l e v e l s , w i t h s a f e a n d e n j o y a b l e p e d e s t r i a n u s e
of t h e M a l l .
The
Comprehensive P l a n f o r t h e N a t i o n a l C a p i t a l
(340.22)
t h a t " t h e e l e m e n t s o f t h e n a t i o n a l open s p a c e s y s t e m i n
the D i s t r i c t should continue
recreation roles.
provide
states
t o support
Parts of the Mall
a wide range o f outdoor
... s h o u l d be r e d e s i g n e d t o
g r e a t e r r e c r e a t i o n o p p o r t u n i t i e s " and (340.31)
"although
that
t h e M a l l a n d West Potomac P a r k s e r v e p r i m a r i l y a s f o r m a l
s e t t i n g s f o r [ t h e m o n u m e n t s ] , t h e s e a r e a s s h o u l d be d e v e l o p e d a s
an a t t r a c t i v e y e a r - r o u n d
Six-hundred
Mall but t h i s
park
f o r a l l ages."
a n d t h i r t y p a r k i n g s p a c e s w i l l be removed f r o m t h e
i s not expected
t o s i g n i f i c a n t l y reduce
visitation
at
t h e museums a n d o t h e r a t t r a c t i o n s .
The f a c t t h a t v i s i t a t i o n
at
t h e museums a n d a t t h e monuments h a s r i s e n o n l y v e r y s l o w l y
compared w i t h e s t i m a t e d t o t a l v i s i t a t i o n
i n t h e Washington
suggests
by v i s i t o r s
that the d i f f i c u l t y experienced
p a r k i n g s p a c e s may be a l i m i t i n g
i n finding
factor i n Mall v i s i t s .
v i s i t o r s d r i v e around t h e M a l l t o g e t a glimpse
107
area
Many
of the buildings
�b u t a r e u n a b l e t o f i n d p a r k i n g c l o s e enough t o w a l k t o them.
The
parking d e f i c i e n c y , a s d i s c u s s e d i n Section 2.5.1, i s p r e s e n t l y
so s e v e r e t h a t r e t e n t i o n o f t h e 630 s p a c e s w o u l d n o t s i g n i f i c a n t l y
relieve
t h e problem.
However, t h e p r o p o s e d a c t i o n w i l l
2,400 s p a c e s a v a i l a b l e ,
make
i n c r e a s i n g v i s i t o r s ' chances of v i s i t i n g
r a t h e r than m e r e l y s e e i n g t h e b u i l d i n g s from t h e i n s i d e o f an
automobile.
For v i s i t o r s t o leave t h e i r c a r s a t a f r i n g e o r other
lot
and t a k e a bus t o t h e i r
significant
traveled.
parking
sightseeing destination represents a
change i n t h e way t h a t A m e r i c a n s t r a d i t i o n a l l y h a v e
I n f a c t , t h e proposed a c t i o n i s a forerunner
may become a n i n c r e a s i n g l y n e c e s s a r y
in urbanized
areas.
o f what
a n d common p a t t e r n o f t r a v e l
The p r o p o s e d s h u t t l e b u s w i l l
provide
a con-
v e n i e n t and d i r e c t l i n k t o t h e d e s t i n a t i o n o f t h e g r e a t m a j o r i t y
of Washington t o u r i s t v i s i t o r s and t h e t o u r m o b i l e
provide
convenient
service will
l o c a l t r a n s p o r t a t i o n on t h e M a l l .
F o r t h e 33 p e r c e n t *
o f t o u r i s t s v i s i t i n g from out-of-town,
many o f whom a r e u n f a m i l i a r w i t h W a s h i n g t o n , f i n d i n g p a r k i n g i s
particularly frustrating
signed
and time-consuming.
Following a c l e a r l y
r o u t e t o a p a r k i n g a r e a a n d t a k i n g t h e s h u t t l e b u s i s more
l i k e l y t o e l i m i n a t e some o f t h e f r u s t r a t i o n
the m a j o r i t y o f out-of-town v i s i t o r s .
t h a n t o add t o i t f o r
S e c t i o n 2.5.1 i n d i c a t e s
t h a t m o t o r i s t s may spend a s much a s a h a l f h o u r l o o k i n g f o r a p l a c e
to park,
The
and perhaps
longer.
r e c o r d o f use of t h e t h r e e s h u t t l e buses i n operation
between F e b r u a r y
3 r d and 1 4 t h , p r i o r t o t h e c o u r t order i n d i c a t e s
a p u b l i c w i l l i n g n e s s t o use t h e bus.
1r
"Smithsonian
V i s i t o r ; " 1953
108
The C o l o n i a l C o r r i d o r
Study
�r e f e r r e d t o p r e v i o u s l y q u o t e s b o t h government and i n d u s t r y
travel
officials
i n the eastern
they f e l t
t o be t h e b e g i n n i n g s o f a b a s i c change i n t h e A m e r i c a n
pleasure-travel pattern
S t a t e s a s unanimously " i d e n t i f y i n g
away f r o m t h e l o o s e
dependent e x p e r i e n c e toward a p r e s t r u c t u r e d
greater
e m p h a s i s on p u b l i c
and h i g h l y
what
automobile
i t i n e r a r y w i t h a much
transportation."
T h i s a l s o i n d i c a t e s a p o t e n t i a l change i n t h e breakdown o f
v i s i t o r s by mode o f a r r i v a l shown i n T a b l e 4 w i t h more p e o p l e
arriving
by b u s , t r a i n o r a i r .
for the National
According t o t h e Impact Assessment
V i s i t o r C e n t e r , most v i s i t o r s who a r r i v e d i n
W a s h i n g t o n i n 1967 by p u b l i c t r a n s p o r t a t i o n a l s o u s e d p u b l i c
p o r t a t i o n , walked o r took t a x i s t o t h e i r d e s t i n a t i o n .
be
a n t i c i p a t e d not only
t h a t many o f t h o s e a r r i v i n g
be w i l l i n g t o p a r k a t a f r i n g e l o t and t a k e
a l s o t h a t a lower proportion
arriving
The
T h u s i t may
by c a r w i l l
t h e s h u t t l e bus b u t
o f v i s i t o r s i n t h e f u t u r e w i l l be
by c a r .
Smithsonian I n s t i t u t i o n ' s
1965 S u r v e y i n d i c a t e d
f i f t y percent of v i s i t o r s to the I n s t i t u t i o n
during
t h e f o u r t h o r f i f t h hour a f t e r
that
leave the buildings
arrival,
t h a t t h e Washington
a r e a r e s i d e n t s t e n d t o make s h o r t t r i p s and t h a t a h i g h
o f t h o s e l o c a l v i s i t o r s do n o t d r i v e t o t h e museum.
i n d i c a t e t h a t o u t - o f - t o w n v i s i t o r s s t a y on t h e M a l l
the
trans
h o u r s a l l o w e d by t h e p a r k i n g
meter.
proportion
These f i g u r e s
longer
A longer term
than
parking
a r e a w o u l d t h e r e f o r e be a c o n v e n i e n c e t o t h a t g r o u p o f v i s i t o r s .
Nevertheless,
t h e proposed a c t i o n w i l l
impacts f o r p a r t i c u l a r groups o f v i s i t o r s .
parking
l o t i s located
of t h e M a l l .
The p r o p o s e d
approximately three miles
Although t h e proposed s i g n i n g
arriving motorists
have p o t e n t i a l a d v e r s e
fringe
from t h e c e n t e r
system w i l l
direct
s t r a i g h t t o t h e Stadium, t h e a d d i t i o n a l d r i v i n g
109
�time w i l l
d e t r a c t from t h e r e c r e a t i o n e x p e r i e n c e o f those
arriving
f r o m t h e s o u t h a n d w e s t who e l e c t t o u s e t h e f r i n g e p a r k i n g l o t .
V i s i t o r s w i t h c h i l d r e n b e l o w s c h o o l age a r e l i k e l y t o be o u t o f town v i s i t o r s r a t h e r t h a n l o c a l r e s i d e n t s and t e n d t o a r r i v e
by a u t o m o b i l e .
F o r t h i s g r o u p , u n u s e d t o W a s h i n g t o n and t o t r a v e l
w i t h o u t a c a r t h e p r o b l e m s o f c a r r y i n g c h i l d r e n and e q u i p m e n t o r
pushing
s t r o l l e r s may be a g g r a v a t e d
by t h e need t o t a k e a b u s and
to l e a v e t h e c a r f o ra long p e r i o d .
Handicapped v i s i t o r s
have
s p e c i a l n e e d s f o r c o n v e n i e n t a c c e s s t o museums a n d monuments and
f o r e a s e o f a c c e s s on t h e M a l l w h i c h
transportation.
The S m i t h s o n i a n
cannot
e a s i l y be met by b u s
I n s t i t u t i o n s t a t e s that i t has
r e c e i v e d i n q u i r i e s from t i m e - t o - t i m e about t h e a v a i l a b i l i t y o f
convenient p a r k i n g f o r handicapped persons, but t h a t i t has v e r y
little
s p e c i f i c d a t a on t h e e x t e n t o f s u c h n e e d o r t h e f r e q u e n c y
of use.
However, t h e c o n c e r n s
by t h e p l a i n t i f f s
o f t h i s s p e c i a l group were e x p r e s s e d
i n t h e i r complaint.
Three p a r k i n g spaces a r e
r e s e r v e d a t t h e C o n s t i t u t i o n Avenue e n t r a n c e t o t h e N a t i o n a l
G a l l e r y o f A r t and a s p e c i a l p r o v i s i o n r e l a t i v e t o t h i s c o n c e r n
p r e p a r a t i o n by t h e S m i t h s o n i a n
The
i s in
I n s t i t u t i o n and N a t i o n a l C a p i t a l P a r k s .
s p e c i f i c s o f t h e s e p r o v i s i o n s i n c l u d e r e s e r v a t i o n o f two
p a r k i n g s p a c e s a t t h e N a t i o n a l Museum o f N a t u r a l H i s t o r y , t h r e e
s p a c e s a t t h e c r o s s w a l k t o t h e n o r t h e n t r a n c e o f t h e A r t s and
I n d u s t r i e s B u i l d i n g which would a l s o s e r v e t h e Smithsonian
t i o n and t h e H i r s h h o r n Museum.
Institu-
The s p a c e s w o u l d be c l o s e t o c u r b
ramps a t c r o s s w a l k s a n d t o e x i s t i n g b u i l d i n g e n t r a n c e s e q u i p p e d
w i t h w h e e l c h a i r ramps.
Also represented i n the action against the Mall
110
rehabilitation
�p r o p o s a l w e r e t h e e l d e r l y and t h o s e who accompany young c h i l d r e n t o
t h e museums.
As i n d i c a t e d i n t h e d i s c u s s i o n o f v i s i t a t i o n ,
mately three percent of Smithsonian
65 y e a r s o r o l d e r .
approxi-
I n s t i t u t i o n v i s i t o r s a r e aged
T h i s g r o u p c a n be e x p e c t e d
t o be drawn
m a i n l y from t h e Washington a r e a and, l i k e t h e m a j o r i t y o f l o c a l
r e s i d e n t s , t o v i s i t m a i n l y d u r i n g t h e o f f - p e a k s e a s o n when p a r k i n g
is easier.
Those e l d e r l y v i s i t o r s
W a s h i n g t o n o r who v i s i t
However
who d r i v e t o
f a m i l y o r f r i e n d s and a r e d r i v e n by them
a r e more l i k e l y t o be c o n c e r n e d
lot.
from out-of-town
about t h e d i s t a n c e o f t h e p a r k i n g
once on t h e M a l l , t h e a v a i l a b i l i t y o f t h e t o u r m o b i l e ,
w i t h s i x s t o p s b e t w e e n T h i r d and F o u r t e e n t h S t r e e t s , may
increase the mobility of t h i s
It
actually
group.
i s e s t i m a t e d by o f f i c i a l s o f t h e D e p a r t m e n t o f H e a l t h ,
E d u c a t i o n , and W e l f a r e r e s p o n s i b l e f o r F e d e r a l h a n d i c a p p e d p r o g r a m s
t h a t a p p r o x i m a t e l y 12 p e r c e n t o f t h e p o p u l a t i o n h a v e t h e i r m o b i l i t y
impaired.
Low v i s i t a t i o n
from t h i s m i n o r i t y group probably
a r e s u l t of design b a r r i e r s than
The
interest.
c l o s i n g o f t h e two D r i v e s w i l l
eliminate obstacles to
p e d e s t r i a n movement i n t h e f o r m o f p a r k e d
curbs.
i s more
and moving v e h i c l e s and
The r e c o n s t r u c t e d w a l k w a y s w i l l be s u r f a c e d w i t h c r u s h e d
s t o n e i n a s u i t a b l e b i n d e r w h i c h w i l l p r o v i d e a smooth and s t a b l e
s u r f a c e f o r p e d e s t r i a n s , b i c y c l e s , w h e e l c h a i r s and baby
carriages.
R e g u l a r museum l o c a l v i s i t o r s a r e more l i k e l y t o be i n c o n venienced
by t h e l o s s o f M a l l p a r k i n g t h a n t h e m a j o r i t y o f o u t -
o f - t o w n v i s i t o r s b e c a u s e t h e y t e n d t o make f r e q u e n t s h o r t v i s i t s .
However, t h e o u t - o f - t o w n
v i s i t o r s a l r e a d y tend not t o d r i v e t o the
museums, a c c o r d i n g t o t h e 1968 S m i t h s o n i a n
ing parking d i f f i c u l t i e s .
s u r v e y , because of e x i s t -
I t i s t h e r e f o r e a p o r t i o n o f t h e 26 p e r c e n t
11]
�o f v i s i t o r s who a r e f r o m t h e W a s h i n g t o n a r e a who w i l l
be p o t e n t i a l l y
impacted.
Museum e m p l o y e e s and d o c e n t s f o r m a n o t h e r g r o u p w i t h n e e d s f o r
convenient
a c c e s s w h i c h c o u l d p o t e n t i a l l y be a d v e r s e l y i m p a c t e d by
the removal of parking
Smithsonian
s p a c e s on t h e s t r e e t s .
However, t h e
I n s t i t u t i o n s t a t e s t h a t i t has absorbed docent
requirements
parking
i n t o i t s o n - s i t e p a r k i n g r e s o u r c e s a n d t h a t one
h u n d r e d s p a c e s i n t h e N a t i o n a l A i r a n d S p a c e Museum g a r a g e w i l l be
*
a v a i l a b l e f o r employees and docents.
Forty-seven
permits
f o r on-
s t r e e t parking a r e being
issued to the National Gallery of A r t
u n t i l parking
now u n d e r c o u r t a c t i o n h a v e been
facilities
completed.
A n o t h e r i m p a c t on t h e u s e o f t h e M a l l , t h e l o s s o f p a r k i n g
for
commuters, i s r e l a t e d t o t h e b r o a d e r q u e s t i o n s
parking
f o r employment c o n c e n t r a t i o n s
of providing
i n c e n t r a l Washington.
The
r a t e o f employment g r o w t h i n t h e a r e a h a s e x c e e d e d t h e r a t e s o f
p a r k i n g c a p a c i t y w h i c h h a s been p r o v i d e d .
intended
f o rshort-term
As a r e s u l t
spaces
u s e by v i s i t o r s a r e u s e d f o r a l l d a y
p a r k i n g by commuters.
S h u t t l e Route.
traffic
related
The p r o p o s e d a c t i o n w i l l
i m p a c t s on t h e l a n d u s e c o n d i t i o n s on t h e E a s t
C a p i t o l and S o u t h e a s t
a d d i t i o n a l bus t r a f f i c
bus
n e i g h b o r h o o d s , c a u s e d p r i m a r i l y by t h e
on E a s t C a p i t o l S t r e e t a n d by a d d i t i o n a l
and automobile t r a f f i c
2.5.1
h a v e some m i n o r
on I n d e p e n d e n c e A v e n u e .
f o ra discussion of these
See S e c t i o n
impacts.
L e t t e r f r o m J o h n L . M o r e c i , C h i e f o f C o m m u n i c a t i o n s and T r a n s p o r t a t i o n D i v i s i o n , O f f i c e o f P l a n t S e r v i c e s , Smithsonian
Institution,
A p r i l 2, 1 9 7 5 .
112
�The
proposed a c t i o n w i l l
require
197 b u s e s on w e e k d a y s and
24 9 on w e e k e n d s on E a s t C a p i t o l S t r e e t , w i t h t h e same number r e t u r n i n g on I n d e p e n d e n c e A v e n u e , a t t h r e e m i n u t e headways
t h e peak morning hour
during
( 9 : 3 0 t o 1 0 : 3 0 ) and l e s s f r e q u e n t l y
through
*
the remainder o f t h e day.
E x i s t i n g M e t r o b u s s e r v i c e on E a s t
C a p i t o l r u n s a t f i f t e e n m i n u t e headways
hours) with
The
198 b u s e s .
during
on I n d e p e n d e n c e Avenue w i l l
hour t r a f f i c
Conflicts with
i n g a t and l e a v i n g t h e a r e a
and
will
avoid
occur p r i m a r i l y
conflict
with
a n d a d d i t i o n a l n u i s a n c e t o t h e many
r e s i d e n t s who w a l k t o w o r k .
during
on E a s t C a p i t o l S t r e e t and b u s and
d a y t i m e h o u r s , and on w e e k d a y s w i l l
morning r u s h
rush
On I n d e p e n d e n c e Avenue 47 b u s e s r u n p e r d a y .
a d d i t i o n a l bus t r a f f i c
automobile t r a f f i c
(ten minutes during
schools
will
coincide.
t r a v e l v i athe freeways,
arrivHowever,
f r e q u e n c y o f Metro
Returning
avoiding
children
a l s o be l i m i t e d .
t h e a f t e r n o o n r u s h hour t h e i n c r e a s e d
s h u t t l e bus t r i p s w i l l
school
area
motorists,
additional local
however,
traffic
buildup.
A concern of area r e s i d e n t s i s the p o s s i b i l i t y of t o u r i s t s
a t t e m p t i n g t o p a r k on r e s i d e n t i a l
Capitol.
I t i s possible
in r e s i d e n t i a l areas
s t r e e t s to the east of the
t h a t some m o t o r i s t s
will
attempt t o park
b u t , i n view of the long walking
between t h e E a s t C a p i t o l a r e a
distance
and t h e M a l l , t h e s e a r e l i k e l y t o
be v i s i t o r s t o t h e C a p i t o l i t s e l f .
A s i n d i c a t e d i n t h e L a n d Use
s e t t i n g d i s c u s s i o n , the C a p i t o l r e c e i v e s l e s s than the v i s i t s
received
by t h e S m i t h s o n i a n I n s t i t u t i o n .
As d i s c u s s e d
e a r l i e r , the
*
T h i s number o f b u s e s r e f l e c t s r e p l a c e m e n t o f 630 s p a c e s w i t h a t u r n
over r a t e that e x i s t s a t the Mall.
113
�d e f i c i e n c y of parking
s p a c e s on
p r o v i s i o n of a d d i t i o n a l p a r k i n g
to ease the
be
situation.
t h e M a l l i s a l r e a d y g r e a t and
s p a c e s a t RFK
Stadium i s
expected
I t i s therefore unlikely that there
an i n c r e a s e i n p a r k i n g e a s t o f t h e C a p i t o l o v e r what
currently.
3,14
the
will
occurs
�2.4.2
Historic
Environment
Historical
S e t t i n g - Mall Area.
Since the f i r s t
c o n c e p t s f o r t h e p l a n o f t h e C a p i t a l C i t y w e r e d e v e l o p e d by
L'Enfant
i n 1791,
t h e M a l l h a s been a n i m p o r t a n t
providing the design
t h e U.S. C a p i t o l .
design
feature,
l i n k b e t w e e n t h e W a s h i n g t o n Monument and
The p u b l i c b u i l d i n g s and monuments a l o n g t h e
M a l l w e r e a l s o p r o p o s e d a s e a r l y a s 1 7 9 1 , and o v e r
the years
much c a r e and d e b a t e h a v e been i n v o l v e d i n t h e c h o i c e o f s i t e s
and
a r c h i t e c t u r a l c h a r a c t e r f o r each of these b u i l d i n g s .
The
M a l l and t h e s e f l a n k i n g b u i l d i n g s h a v e become p a r a l l e l and
i n t e r l o c k i n g developments over
time,
from p l a n t o p l a n ,
each
r e i n f o r c i n g and c o m p l e m e n t i n g t h e o t h e r ' s p h y s i c a l a p p e a r a n c e
and
history.
The c u m u l a t i v e
e f f e c t h a s been t o produce a h i g h
c o n c e n t r a t i o n o f b u i l d i n g s and l a n d m a r k s o f h i s t o r i c a l
signifi-
cance a t t h e n a t i o n a l l e v e l i n a r e l a t i v e l y s m a l l a r e a .
are s e v e r a l overlapping
of these h i s t o r i c
programs w h i c h o v e r s e e
the preservation
places, including:
The N a t i o n a l R e g i s t e r o f H i s t o r i c P l a c e s ;
The A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n ;
The N a t i o n a l H i s t o r i c L a n d m a r k s P r o g r a m ;
The J o i n t Committe on L a n d m a r k s i n t h e N a t i o n a l
The
There
J o i n t C o m m i t t e e on L a n d m a r k s r e c o g n i z e s
Capital.
historic
s t r u c t u r e s and s i t e s on t h e b a s i s o f t h r e e c a t e g o r i e s , w h i c h a r e :
Category I - Landmarks o f g r e a t importance which c o n t r i b u t e
s i g n i f i c a n t l y to the national c u l t u r a l heritage or that of the
D i s t r i c t o f C o l u m b i a and i t s e n v i r o n s , and w h i c h m u s t be
preserved.
115
�Category I I - Landmarks of importance w h i c h c o n t r i b u t e
s i g n i f i c a n t l y t o t h e c u l t u r a l h e r i t a g e o r v i s u a l b e a u t y and
i n t e r e s t o f t h e D i s t r i c t o f C o l u m b i a and i t s e n v i r o n s , and
w h i c h m u s t be p r e s e r v e d .
Category I I I - Landmarks of v a l u e which c o n t r i b u t e t o the
c u l t u r a l h e r i t a g e o r v i s u a l b e a u t y and i n t e r e s t o f t h e D i s t r i c t
o f C o l u m b i a and i t s e n v i r o n s , and w h i c h s h o u l d be p r e s e r v e d , i f
practicable.
With regard
ing
t o the s i t e of the proposed
h i s t o r i c places are immediately adjacent
nearby.
(See F i g u r e
to the Mall
National Register
of H i s t o r i c P l a c e s
1
The U.S.
2
Smithsonian
3
Washington
or
18.)
Numbers Keyed
t o F i g u r e 18
4
p r o j e c t , the follow-
Capitol
Joint
Committee
Category
National
Historic
Landmarks
I
+
Monument
I
o
+
Institution
o
I
o
* The S q u a r e s , C i r c l e s ,
V i s t a s and M a j o r E l e m e n t s
c r e a t e d by t h e P l a n o f t h e
Federal City
I
5
A r t s and I n d u s t r i e s B u i l d ing (Smithsonian
Institution)
+
II
6
F r e e r G a l l e r y of A r t
+
II
7
Department of A g r i c u l t u r e
+
III
8
P e n n s y l v a n i a Avenue
Historic Site
+
9
Philadelphia
10
Natural History Building
(Smithsonian
Institution)
*
National
+
(Gundelo)
T h i s element
includes
o
III
the Mall
116
itself.
�H i s t o r i c S e t t i n g Along the S h u t t l e Route.
The a r e a
through
which the s h u t t l e buses a r e proposed t o run i s a l a r g e l y
r e s i d e n t i a l d i s t r i c t developed p r e d o m i n a n t l y w i t h townhouses.
of the area
City Plan
All
l i e s w i t h i n t h e bounds o f L ' E n f a n t ' s o r i g i n a l F e d e r a l
and d a t e s from between
1895 and 1925 a t t h e
eastern
e n d , and e a r l i e r t h a n 1895 a t t h e w e s t e r n end.
E a s t C a p i t o l S t r e e t i s one o f t h e s y m b o l i c a x i a l
of L ' E n f a n t ' s p l a n , w h i l e
Carolina,
area
Massachusetts, Pennsylvania,
r a d i a l elements of the
T h e s e s t r e e t s and t h e i r s q u a r e s , t h e C a p i t o l H i l l
d i s t r i c t and s e v e r a l h i s t o r i c
the
North
K e n t u c k y , and T e n n e s s e e A v e n u e s w h i c h t r a v e r s e t h e
a r e t h e s y m b o l i c s t a t e name-bearing
plan.
streets
historic
s t r u c t u r e s , a r e d e s i g n a t e d by
J o i n t C o m m i t t e e on L a n d m a r k s
of the National
being of h i s t o r i c a l or a r c h i t e c t u r a l merit
C a p i t a l as
(See F i g u r e 1 8 ) .
T h e s e l a n d m a r k s and t h e i r r e l a t i v e s i g n i f i c a n c e a r e l i s t e d
tional
Joint
Reg i s t e r Committee
Numt>ers K e y e d
t o I ' i g u r e 18
N
a
+
II
+
II
S e w e l l - B e l m o n t House
+
II
15
C h a p l i n ' s Memorial
+
II
16
E a s t C a p i t o l S t r e e t Car Barn
+
Historic
Landmarks
II
+
below:
II
11
Folger
12
Eastern
13
S t . Mark's Church, C a p i t o l
14
1
Shakespear L i b r a r y
Market
United States
Hill
Building
I
Capitol
o
o
17
L i b r a r y of Congress
I
18
Supreme C o u r t
I
4
Building
The S q u a r e s , V i s t a s and
Plan Elements
Major
117
I
�Numbers Keyed
t o F i g u r e 18
National
Register
Joint
Committee
19
Capitol H i l l Historic District
I I
20
W a t t e r s o n House
I I
21
Peabody S c h o o l
I I I
22
S t a n t o n Square Area
I I I
23
S p e c i a l S t r e e t Facades - E a s t
Capitol Street
I I I
118
Historic
Landmarks
�Lìì:,
f-ì
'-,
r-1
li
;;,,
-3
tl
t-
:-. :l
iI
i
.-x.\
.1
',
ì;
"ù,,
:;
i.. il i.- r
L
I
! :i!
jl
0(J
||'
IF
'' lï,i¡l'i'
i.;3: l:¡ l.ì
1i
.'
.)
:¡
.,)
"ô
i3
,2"
.i
.t'
{
.''
",1,,
\
.'t ,' '.'il
Rehab¡litation
Of The Mall
National Caoital Parks
National Paik Service
ú
ù¡re
, i,i
soo'
Legend
*12 landmark. .see numbered lists in text
.o... ShUttle
bUS route
Envnr@nRnentaI
Innlgact
Statennent
Historic
Landmarks
�Historic
historic
due
Impact - M a l l A r e a .
A short-term
environment of the Mall w i l l
occur during
t o d i s r u p t i o n o f v e h i c u l a r and p e d e s t r i a n
tion
systems.
i m p a c t on t h e
construction
access
and c i r c u l a -
No p e r m a n e n t i m p a c t i s e x p e c t e d due t o d u s t ,
v i b r a t i o n , or other
factors associated with construction
which
m i g h t p h y s i c a l l y a f f e c t t h e b u i l d i n g s and monuments.
A f t e r completion of t h e proposed p r o j e c t , t h e Mall w i l l
on
a more p a r k l i k e a p p e a r a n c e c o n s i s t e n t w i t h t h e v a r i o u s
take
Mall
plans.
V i s i t o r appreciation
of these
h i s t o r i c places
enhanced w i t h t h e improvements i n p e d e s t r i a n
the
c i r c u l a t i o n and
r e m o v a l o f v e h i c u l a r u s e f r o m W a s h i n g t o n and Adams D r i v e s .
Historic
bus
s h o u l d be
Impact - S h u t t l e Route.
The p r o p o s e d i n c r e a s e i n
usage along t h e planned s h u t t l e route w i l l
affect the q u a l i t y
of t h e o v e r a l l environment o f t h e h i s t o r i c neighborhoods along
the
route.
The i m p a c t i s r e l a t e d t o t h e " i n t r u s i o n " o f b u s e s on
the
r e s i d e n t i a l c h a r a c t e r o f t h e neighborhood i n terms o f
a e s t h e t i c s and " s e n s e o f p l a c e . "
A l t h o u g h Independence i s f u n c t i o n a l l y c l a s s e d a s a p r i n c i p a l
arterial,
E a s t C a p i t o l S t r e e t i s r a t e d a s a c o l l e c t o r s t r e e t , and
t he r e s i d e n t i a l c h a r a c t e r
defined.
a l o n g t h a t s t r e e t i s more
clearly
A t r a d e - o f f does e x i s t ; however, a l t h o u g h t h e pedes-
t r i a n experience
may be d i m i n i s h e d ,
the buses w i l l
c r e a s i n g numbers o f p e o p l e t o t h e h i s t o r i c
route.
121
expose i n -
f e a t u r e s along the
�A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n .
Because of t h e
v i s u a l and p h y s i c a l p r o x i m i t y of the s e v e r a l r e c o g n i z e d
historical
landmarks of n a t i o n a l s i g n i f i c a n c e i n t h e immediate v i c i n i t y
the s i t e ,
and
s i n c e the Mall i t s e l f
i s an h i s t o r i c
of
s i t e of some
s i g n i f i c a n c e , t h e a l t e r a t i o n s t o t h e M a l l have been c a r e f u l l y
examined f o r d e g r e e of
Pursuant
impact.
t o S e c t i o n 106 of t h e N a t i o n a l H i s t o r i c P r e s e r v a -
t i o n A c t of 1966,
and E x e c u t i v e Order 11593
(36F.R.366),
A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n e s t a b l i s h e d
f o r t h e p r o t e c t i o n of h i s t o r i c p r o p e r t i e s .
These
the
procedures
procedures
have been completed w i t h r e g a r d t o the r e h a b i l i t a t i o n of t h e M a l l
and a Memorandum of Agreement acknowledging a v o i d a n c e
of
adverse
e f f e c t has been approved by t h e Chairman of the A d v i s o r y C o u n c i l
on H i s t o r i c P r e s e r v a t i o n .
T h i s agreement a l s o i n c l u d e s the
A d v i s o r y C o u n c i l ' s d e t e r m i n a t i o n of no a d v e r s e e f f e c t s a l o n g
s h u t t l e route.
the
A copy of t h i s agreement i s i n c l u d e d i n Appendix
122
D.
�2.4.3
Visual
Environment
Setting
The
p r e s e n t o v e r a l l a p p e a r a n c e and v i e w
relationships
of t h e M a l l a r e t h e r e s u l t o f design p h i l o s o p h i e s o r i g i n a t i n g
1
L E n f a n t ' s p l a n of 1791.
The r e i n f o r c e m e n t
of the basic
with
concepts
o f t h a t p l a n by t h e M c M i l l a n C o m m i s s i o n P l a n o f 1 9 0 1 r e s u l t e d i n
t h e g e n e r a l s t r u c t u r e o f t h e M a l l a s i t i s now p e r c e i v e d .
I t i s
c h a r a c t e r i z e d by a s t r o n g l y a x i a l , monumental f o r m a l d e s i g n ,
c l e a r l y d e l i n e a t e d boundaries
with
b e t w e e n p l a n components s u c h a s t h e
t r e e p l a n t a t i o n s , t h e l a w n s , and t h e s t r e e t s .
The p r i m a r y
a e s t h e t i c and v i s u a l o b j e c t i v e o f t h e M a l l i s t o p r o v i d e a f o r m a l
landscape
s e t t i n g f o r the C a p i t a l ' s p r i n c i p a l b u i l d i n g s , memorials,
and museums, p r o v i d i n g b o t h a c o m p l e m e n t a r y n a t u r a l a s p e c t a n d a
linking
f u n c t i o n r e l a t i n g each s t r u c t u r e t o a l l o t h e r s .
The
v i s u a l s e t t i n g of the p r o j e c t i s a product of s e v e r a l
landscape
and a r c h i t e c t u r a l
factors:
The f o r m a l t r e a t m e n t o f t h e b r o a d a l l e e w i t h t h e
c e n t e r l a w n p a n e l s f l a n k e d by t h e w i d e p l a n t a t i o n s
of mature elm t r e e s ;
The a x i a l a n d c r o s s - a x i a l s t r e e t s y s t e m w i t h i t s
p a r k e d and moving a u t o m o b i l e s , t o u r m o b i l e s , and
c h a r t e r buses, forming a p e r i p h e r a l g r i d around
and w i t h i n t h e p l a n t e d a r e a s ;
The s u r r o u n d i n g monumental a r c h i t e c t u r e w h i c h
i n c l u d e s t h e v a r i o u s museums a l o n g t h e s i d e s o f
t h e M a l l , and b o t h t h e C a p i t o l B u i l d i n g and
t h e W a s h i n g t o n Monument o b e l i s k w h i c h s e r v e
as v i s u a l t e r m i n i i f o r the a x i a l design.
123
�The
M a l l c a n be v i e w e d a n d i s p e r c e i v e d d i f f e r e n t l y
s e v e r a l d i s t i n c t vantage p o i n t s .
of the v i s i t o r
a vehicle.
The c u s t o m a r y v i e w p o i n t
from
i s that
from ground l e v e l a s a p e d e s t r i a n o r occupant o f
I n t h i s case, the views of the Mall a r e often
limited
o r f r a m e d by t h e s t a n d s o f t r e e s a n d o n l y m a j o r p o r t i o n s , r a t h e r
than the e n t i r e M a l l , a r e g e n e r a l l y the primary
l a w n p a n e l s a p p e a r , when v i e w e d f r o m t h i s
greensward connecting
views.
l e v e l , as a
The c e n t e r
continuous
t h e C a p i t o l and t h e W a s h i n g t o n Monument.
However, f r o m most p o i n t s a t g r o u n d l e v e l when t r a f f i c
i s present,
v e h i c l e s on t h e r o a d w a y s c r o s s i n g t h e M a l l i n t e r r u p t t h e l i n e a r i t y
o f t h e o v e r a l l M a l l , and t e n d t o c l u t t e r t h e p r i m a r y
t r a r y to the design
1
intent of the L Enfant
vistas
con-
and M c M i l l a n p l a n s f o r
the Mall.
Another s i g n i f i c a n t vantage p o i n t i s t h a t from t h e observ a t i o n p o i n t n e a r t h e t o p o f t h e W a s h i n g t o n Monument, w h e r e t h e
e n t i r e M a l l c a n be s e e n i n panorama.
feet),
At that height
( a b o u t 500
t h e r e a r e no " f r a m e d " v i e w s , b u t r a t h e r t h e m a s s i v e
size
and
s t r o n g a x i a l n a t u r e o f t h e M a l l become c l e a r l y e v i d e n t a s
one
looks toward the C a p i t o l .
T h e s t r e e t g r i d on t h e M a l l a l s o
a f f e c t s the q u a l i t y o f the view,
tending
t o i n t e r r u p t the intended
aspect of a p a r k - l i k e , n a t u r a l s e t t i n g contrasting with the
b u i l d i n g s and m e m o r i a l s l o c a t e d w i t h i n and around t h e M a l l .
is
a l s o an i m p o r t a n t
There
v i e w o f a s i m i l a r n a t u r e , b u t n o t f r o m so
great a height, a t the steps t o the C a p i t o l , which r e v e a l s the
axial,
l i n k i n g n a t u r e o f t h e M a l l from t h e C a p i t o l t o t h e
W a s h i n g t o n Monument.
12
4
�The
was
o r i g i n a l concept behind t h e e x t e n s i v e elm p l a n t a t i o n s
to provide
a continuous
l i n e a r body o f t r e e s t o d e f i n e t h e
shape o f t h e M a l l , a s w e l l a s g i v e t h e a d j a c e n t b u i l d i n g s a
parklike setting.
and
However, t h e r e s u l t s o f D u t c h e l m d i s e a s e
s e v e r a l c o n s t r u c t i o n programs f o r temporary q u a r t e r s l o c a t e d
on t h e M a l l d u r i n g t h e two w o r l d w a r s removed many o f t h e
original trees.
The gaps i n t h e r a n k s have d i m i n i s h e d t h e
s t r o n g edge c o n d i t i o n and t h e v i s u a l b u l k i n t e n d e d
t o be formed
by t h e p l a n t a t i o n s , c a u s i n g t h e M a l l p l a n t i n g s t o h a v e a somewhat
ragged appearance a t p r e s e n t .
C u r r e n t l y t h e M a l l a p p e a r s i n a somewhat d i s r u p t e d c o n d i t i o n
due
t o ongoing Metro c o n s t r u c t i o n .
However, t h e monumental
s t r u c t u r e and s c a l e o f t h e M a l l r e m a i n e v i d e n t i n e l e m e n t s
as the framing
s t r e e t system,
such
t h e t r e e p l a n t i n g s , and t h e e x p a n s e
o f l a w n b e t w e e n t h e n , a n d t h e museums r a n k e d
along
either
side
of the Mall.
Impact
A u n i v e r s a l l y recognized
s e t of a e s t h e t i c standards
has not
been d e v e l o p e d f o r u s e i n t h e D i s t r i c t o f C o l u m b i a o r f o r g e n e r a l
use
i n a n y a r e a by d e s i g n e r s a n d t h e p u b l i c .
This analysis r e -
p r e s e n t s o n l y one o f many p o s s i b l e v i e w s w i t h i n t h e c o n t e x t o f
the a e s t h e t i c s e t t i n g immediately
and
around t h e proposed p r o j e c t ,
w i t h i n the context of the history of the Mall
125
plan.
�As p r e v i o u s l y d e s c r i b e d , t h e a e s t h e t i c s e t t i n g o f t h e M a l l
r e p r e s e n t s a mixture of f a c t o r s which
design, the e x i s t i n g
include the M a l l
landscape
s t r e e t p a t t e r n and v e h i c u l a r u s e s , and
s u r r o u n d i n g b u i l d i n g s and monuments.
By e x a m i n i n g
a l t e r a t i o n s t o t h e s e f a c t o r s , an u n d e r s t a n d i n g
the
the proposed
c a n be g a i n e d
of
t h e r e l a t i v e and p r o b a b l e c h a n g e s i n a e s t h e t i c s on t h e M a l l .
The p l a n t i n g o f new
t r e e s and
r e s t o r a t i o n of the lawns
h a v e a n e f f e c t on M a l l a e s t h e t i c s by m i n i m i z i n g t h e
of raggedness
impression
i n t h e t r e e p a n e l s and by s t r e n g t h e n i n g t h e
o f t h e l o n g sweep o f g r e e n
W a s h i n g t o n Monument.
The
will
form
lawn from the C a p i t o l t o t h e
stone frames
around the lawn
w i l l provide a c r i s p d e l i n e a t i o n of design elements
panels
i n keeping
w i t h the f o r m a l d e s i g n p h i l o s o p h i e s which have dominated M a l l
plans.
The
e x c l u s i o n of v e h i c u l a r t r a f f i c
Adams D r i v e s w i l l
remove t h e a u t o m o b i l e ,
a p e d e s t r i a n environment
and
a l l o w t h e M a l l t o be v i e w e d
The new
at several
crushed
new
Furthermore,
a s a more u n i f i e d
walkways w i l l
t h e c o l o r , t e x t u r e , and
stages
stone
i n s t e a d o f a s s e g m e n t s i s o l a t e d by t h e i n t e r v e n i n g a x i a l
cross streets.
and
r e t u r n the Mall to
a s h a s been a d v o c a t e d
o f t h e M a l l d e v e l o p m e n t s i n c e 17 9 1 .
ways w i l l
from Washington
space,
and
form of
r e l a t e more s t r o n g l y t h a n a s p h a l t s t r e e t s
the formal landscape design intended f o r the Mall area.
126
walk-
the
to
�The
c o n v e r s i o n o f W a s h i n g t o n and Adams D r i v e s t o p e d e s t r i a n
walkways w i l l
for v i s i t o r s
p r e c l u d e the use of the roadways as s c e n i c
i n automobiles
and, p e r h a p s , t o u r v e h i c l e s .
t h e v i s u a l e x p e r i e n c e t o be g a i n e d on t h e M a l l f r o m an
is
l i m i t e d due
drives
However,
y
automobile
t o impeded c i r c u l a t i o n and c o n g e s t i o n c a u s e d
by
t h e h i g h demand f o r p a r k i n g on t h e M a l l , and t h e p a r k e d c a r s
the M a l l .
F i g u r e s 19 and
20 a r e r e n d e r i n g s d e p i c t i n g t h e
appearance
o f t h e M a l l w i t h t h e c r u s h e d s t o n e w a l k w a y s and
furniture.
127
along
new
new
��Figure 19
����2.5
Urban
2.5.1
Systems
T r a f f i c and
Parking
Introduction
T h i s s e c t i o n includes a d e s c r i p t i o n of the e x i s t i n g
traffic
and p a r k i n g c o n d i t i o n s a s w e l l a s an a n a l y s i s o f t h e
a n t i c i p a t e d i m p a c t on t r a f f i c
proposed
action.
of t h e highway
and p a r k i n g a s a r e s u l t o f t h e
The e x i s t i n g e n v i r o n m e n t
i s described
i n terms
system which serves the Mall area, present
volumes, o p e r a t i o n a l c h a r a c t e r i s t i c s , p a r k i n g c o n d i t i o n s ,
ing
l e v e l s of t r a n s i t
s e r v i c e and e x i s t i n g
shuttle service
demands.
The i m p a c t d i s c u s s i o n i s p r e s e n t e d a s f o l l o w s :
a.
The b a s i s f o r a s s e s s i n g t h e m a g n i t u d e o f i m p a c t
on t r a f f i c c o n d i t i o n s i s d e s c r i b e d ( i . e . , t h e
u s e o f V e h i c l e M i l e s o f T r a v e l (VMT) a s a comp a r a t i v e measure);
b.
The method o f c o m p u t i n g
c.
V a r i o u s a s s u m p t i o n s a s t o weekday v s . weekend
t r a f f i c , p a r k i n g t u r n o v e r r a t e s , number o f
people per c a r are o u t l i n e d ;
d.
The f i n d i n g s o f t h e t r a f f i c
a n a l y s i s a r e summarized;
e.
A d e t a i l e d d i s c u s s i o n i s presented as to p r o j e c t
impact under t h r e e c o n t r a s t i n g time p e r i o d s :
t h e VMT
and
i s explained;
parking
- Summer 1975 - r e p r e s e n t s a p e r i o d when
the Mall r e h a b i l i t a t i o n i s expected to
be i n p r o g r e s s , p a r k i n g a l o n g W a s h i n g t o n
and Adams S t r e e t s w o u l d be e l i m i n a t e d
and t h e s h u t t l e bus s e r v i c e b e t w e e n t h e
M a l l and RFK S t a d i u m w o u l d be i n o p e r a t i o n ;
133
traffic
exist-
�Summer 1976 - r e p r e s e n t s a p e r i o d a t t h e h e i g h t
o f t h e B i c e n t e n n i a l c e l e b r a t i o n when f r i n g e
p a r k i n g i s e x p e c t e d t o be p r o v i d e d a t RFK S t a d i u m ,
t h e P e n t a g o n and t h e F o r t Myer a r e a a l o n g w i t h
e x p r e s s bus s e r v i c e f r o m t h e f r i n g e l o t s t o t h e
Mall area.
I t s h o u l d be e m p h a s i z e d t h a t t h e
t r a f f i c and p a r k i n g i m p a c t s a n t i c i p a t e d d u r i n g
the B i c e n t e n n i a l y e a r a r e examined o n l y t o
i l l u s t r a t e t h e c o n d i t i o n s d u r i n g an e x t r e m e l y
c r i t i c a l period.
The p r o p o s e d a c t i o n s h o u l d n o t
be c o n f u s e d w i t h o t h e r a c t i o n s p l a n n e d a s p a r t
o f accommodating t h e a n t i c i p a t e d i n f l u x o f v i s i t o r s
d u r i n g the B i c e n t e n n i a l such as the s e r i e s of
proposed f r i n g e p a r k i n g a r e a s noted above.
1985 - r e p r e s e n t s a p e r i o d when t h e M e t r o
r a p i d r a i l t r a n s i t s y s t e m i s e x p e c t e d t o be
c o m p l e t e d and f u l l y o p e r a t i o n a l .
Setting
T h r o u g h t h e M a l l a r e a p a s s t h o u s a n d s o f commuters,
and v i s i t o r s
from the m e t r o p o l i t a n a r e a as w e l l as from
S t a t e i n the Union.
every
T h i s combination of a c t i v i t y g i v e s r i s e
the importance of the t r a n s p o r t a t i o n system
T h i s system
shoppers,
i s described
which serves the
to
area.
below:
Highway S y s t e m
The
primary
highway f a c i l i t i e s which s e r v e the a r e a
shown on F i g u r e 2 1 .
The
f a c i l i t i e s have been c l a s s i f i e d
are
into
t h e i r m a j o r f u n c t i o n a l c a t e g o r i e s a s d e f i n e d by t h e D i s t r i c t
of
Columbia i n i t s " F u n c t i o n a l C l a s s i f i c a t i o n of E x i s t i n g S t r e e t s
and
Highways."
F a c i l i t i e s w h i c h h a v e no c l a s s i f i c a t i o n
t o them a r e c o n s i d e r e d
l o c a l s t r e e t s o r may
be u n d e r t h e
assigned
juris-
d i c t i o n of the N a t i o n a l Park S e r v i c e .
The
s t r e e t s surrounding
the study area
I n d e p e n d e n c e A v e n u e , 1 4 t h S t r e e t , and
134/
( C o n s t i t u t i o n Avenue,
Third S t r e e t ) are a l l
�T
4..*-
tÌ
i-_:
!i
::,i
:l
,lr
-1
i:
íì f--
_ì
,*ì
í'
iì
',
ii
ij
':
:l
I
I
. '¿
Rehab¡litati on
Of The Mall
National Caoital Parks
Legend
National Paik Service
o'
:v: i:
zooo'
r
nr
freeways & expressways
other principal arterials
?zz--z minOf aftgfials
rrrrrrlrr COllgCtOf StfggtS
Envnr@nnnentaI
sta#ffi8frt
1968 Functional
Glassification of
Existing Streets
�principal arterials.
of t h e t o t a l M a l l
These s t r e e t s d e f i n e
area.
Constitution
the eastern
portion
Avenue t o R o b e r t F . Kennedy
Memorial Stadium i s a p r i n c i p a l a r t e r i a l , w h i l e
East
Capitol
S t r e e t from t h e Stadium i s c l a s s i f i e d a s a c o l l e c t o r s t r e e t .
F i r s t S t r e e t i s d e s i g n a t e d a s a minor a r t e r i a l .
Seventh S t r e e t
is a principal arterial
Fourth
i s a minor a r t e r i a l .
four
(through the Mall)
Street
The s t r e e t s y s t e m w i t h i n t h e M a l l
one-way e a s t - w e s t s t r e e t s :
Madison
while
D r i v e , westbound;
Jefferson Drive,
Adams D r i v e , w e s t b o u n d
includes
eastbound;
from 1 4 t h S t r e e t
to S e v e n t h S t r e e t and eastbound from Seventh S t r e e t t o T h i r d
S t r e e t ; and Washington
Drive,
S e v e n t h S t r e e t and westbound
Jefferson Drive
and Madison
eastbound from 1 4 t h S t r e e t t o
from Seventh S t r e e t t o T h i r d
Drive
a r e 34 f e e t w i d e .
Street.
Parking i s
a l l o w e d on e i t h e r one s i d e o r b o t h s i d e s on a l l o f t h e M a l l
streets.
Drive
Figure
22 shows t y p i c a l t r a f f i c
conditions
on Adams
near the s t r e e t .
Traffic
Volumes
Shown on F i g u r e s
(ADT) v o l u m e s .
23 a n d 24 a r e 1974 A v e r a g e D a i l y
T h e s e numbers r e p r e s e n t
volumes, a s a p p l i c a b l e ,
t h e t o t a l one o r two way
o f a u t o m o b i l e s , b u s e s , and t r u c k s
u s e e a c h f a c i l i t y o v e r a n a v e r a g e 24-hour weekday
The h i g h e s t
volumes
Traffic
a r e f o u n d on 1 4 t h S t r e e t ,
Avenue, and Independence Avenue, w i t h
the f i r s t
period.
Constitution
two h a v i n g ADTs
o f a p p r o x i m a t e l y 40,000 v e h i c l e s p e r d a y and t h e l a t t e r
m a t e l y 30,000 v e h i c l e s p e r d a y .
that
approxi-
Volumes a l o n g t h e proposed
137
��F i g u r e 22 P h o t o D e p i c t i n g T r a f f i c
Conditions
Adams D r i v e , b e t w e e n 7 t h and 1 0 t h S t r e e t s , March 1 9 7 5 , Mid-Day.
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tt
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Rehabilitation
Of The Mall
Nl-ational Caoital Parks
Legend
.Þ,
shuttle bus route &direction
National Paik Service
Envnronnnenta[
Innpact
S tatennent
Daily
o'
Traffic
rooo'
Source, D.C. Dept. of Highways & Traff ic ,1974
��s h u t t l e bus
routes
are generally
a t the
10,000 p e r
increase
s i g n i f i c a n t l y n e a r t h e C a p i t o l and
near the
day
level
Stadium-Armory complex.
V o l u m e s on
For
the Mall
extent
roads, i n comparison, are q u i t e
e x a m p l e , m e a s u r e d v o l u m e s on
r a n g e d f r o m 1,400
to a l e s s e r
but
the
four
i n t e r n a l Mall
t o 4,000 on w e e k d a y s and
1,600
low.
roads
t o 2,800
on
weekends.
T r a f f i c Operational Characteristics
T r a f f i c control devices
regulate
and
c o n t r o l the
c h a r a c t e r i s t i c s are
a highway f a c i l i t y
are the
( s i g n s , s i g n a l s and
flow of t r a f f i c .
Their location
important to determining the
and
i t s l e v e l of
intersection controls
s i g n a l i z e d i n t e r s e c t i o n s on
service.
i n the M a l l
the
area
s h u t t l e bus
and
l e v e l of s e r v i c e .
f a c t o r s as the
t r u c k s and
clearances,
L e v e l of
h i g h w a y w i d t h , number o f
buses, t o t a l t r a f f i c
flow.
.
and
the
lowest
Figure
and
25
the
routes.
i n terms
of
lanes, percentage
such
of
lateral
other f a c t o r s which
A complete d e s c r i p t i o n of
Highway
highest
the
Capacity
S i x s e r v i c e l e v e l s ranging
A through F are used w i t h L e v e l A being the
a t l e g a l speeds, w h i l e
of
s e r v i c e r e l a t e s to
l e v e l - o f - s e r v i c e concept i s provided i n the
M a n u a l S p e c i a l R e p o r t 87
and
and
v o l u m e , t u r n i n g movements,
grades, sight distance,
a f f e c t the q u a l i t y of
capacity
Shown on
T r a f f i c operations are normally evaluated
capacity
markings)
from
possible
L e v e l F would have the g r e a t e s t
congestion
speeds.
"'"Highway C a p a c i t y M a n u a l , Highway R e s e a r c h B o a r d ,
R e p o r t 87,
1965.
145
Special
��I
::ìä;:
,
Ë.:r
i'
ii il i*-l
.::
,i
::r
Rehabilitation
Of The Mall
National Gaoital Parks
National Paik Service
soo'
il g ¡:l
flö8u
íJ
Legend
o si¡nalzed
r sign control
r lx) control
Envnr@nnnentaI
Innpaet
S tatennent
Existlng Traff¡c
Gontrol [Þvices
�Briefly,
"A"
the s i x l e v e l s of s e r v i c e are defined
- L e v e l A i s a c o n d i t i o n w i t h low t r a f f i c
as f o l l o w s :
volumes,
v e h i c l e s m o v i n g a t a p p r o x i m a t e l y t h e s p e e d - l i m i t , and f r e e
flow
conditions.
"B" - L e v e l B i s a c o n d i t i o n w i t h l i g h t t r a f f i c
m i n o r s p e e d r e s t r i c t i o n s and s t a b l e
volumes,
flow.
"C" - L e v e l C i s a c o n d i t i o n w i t h m o d e r a t e t r a f f i c
volumes
w i t h s p e e d and m a n e u v e r i n g r e s t r i c t e d t o a l i m i t e d d e g r e e by
t h e amount o f
"D"
at
traffic.
- L e v e l D i s a c o n d i t i o n w i t h heavy t r a f f i c
operating
t o l e r a b l e s p e e d s a l t h o u g h t e m p o r a r y s l o w downs i n f l o w
occur.
L e v e l D i s g e n e r a l l y considered
may
the design l e v e l of
s e r v i c e f o r urban c o n d i t i o n s .
"E" - L e v e l E i s a c o n d i t i o n of e x t r e m e l y
relatively
low speeds.
heavy f l o w
and
I t i s t h e c o n d i t i o n u n d e r w h i c h t h e most
v e h i c l e s c o u l d be accommodated by t h e s t r e e t o r r o a d w a y .
L e v e l E the t r a f f i c
flow i s unstable
and s h o r t s t o p p a g e s
Under
may
occur.
"F"
- L e v e l F i s a c o n d i t i o n o f heavy flow i n which
stoppages a r e frequent
traffic
and s p e e d s v e r y l o w .
c o n d i t i o n under w h i c h t r a f f i c
I t i s an
unstable
o f t e n comes t o a c o m p l e t e
halt.
Analyses
were performed a t key s i g n a l i z e d l o c a t i o n s t o
a s c e r t a i n the l e v e l of s e r v i c e during
a n a l y s e s a r e summarized
when a n t i c i p a t e d t r a f f i c
i n Table
peak p e r i o d s .
These
5 and w i l l be r e f e r r e d t o l a t e r
impacts are considered.
149
I n addition,
�TABLE 5
CAPACITY ANALYSES
(1975)
Levels of Service
Intersection
A.M.
P.M.
14th & C o n s t i t u t i o n
N.W.
E
D
14th & Independence
S.W.
E
E
3rd
& Constitution
N.W.
B
B
3rd
& Independence
S.W.
B
A
E. C a p i t o l & 1 9 t h
B
A
Independence & 1 9 t h S.E.
A
E
E. C a p i t o l S t . B r i d g e ( W h i t n e y Young M e m o r i a l )
J u l y , 1974 - D. C. DHT
A.M.
(Period)
7:00-7:30
7:30-8:00
8:00-8:30
8:30-9:00
9:00-9:30
P.M.
(Period)
4:00-4:30
4:30-5:00
5:00-5:30
5:30-6:00
6:00-6:30
I n b o u n d Volumes
2
267 o}
5 4 9 2
L e V S l
F
2192
1572
854
Outbound Volumes
2014
228u}
1932
1126
150
4
4
6
0
L
e
v
e
l
D
�peak hour c o u n t s f o r the E a s t C a p i t o l S t r e e t B r i d g e
given.
As
c a n be
seen,
s i g n i f i c a n t congestion
a r e a a s i s common t o t h e W a s h i n g t o n , D.C.
proposed s h u t t l e r o u t e
of the evening
peak
are a l s o
occurs
core area.
i s not congested except during
i n the
The
portions
hours.
Parking
P a r k i n g s u r v e y s were conducted* of the curb p a r k i n g
on t h e M a l l , and
w i t h i n reasonable
an i n v e n t o r y was
compiled of a l l p a r k i n g
walking distance.
c o n d u c t e d on a S a t u r d a y
and
The
The
parking
spaces
s u r v e y s were
on a weekday t o d e t e r m i n e
c u r b p a r k i n g u s a g e , s p a c e t u r n o v e r , and
of the v e h i c l e s .
spaces
s t a t e of
total
registration
r e s u l t s o f t h e s u r v e y s and i n v e n t o r i e s
are as f o l l o w s :
F i g u r e 26 d e p i c t s c u r r e n t p a r k i n g
on and
i n the v i c i n i t y of the M a l l .
facilities
s l i g h t l y a f f e c t the o v e r a l l
A t o t a l o f 1401
legal parking
regulations
Construction a c t i v i t i e s
the M a l l r e q u i r e f r e q u e n t changes i n the p a r k i n g
w h i c h may
and
on
regulations
numbers.
spaces are c u r r e n t l y a v a i l a b l e
a t t h e c u r b s o f t h e a r e a bounded by C o n s i t u t i o n , I n d e p e n d e n c e ,
1 4 t h and
Third.
These a r e l a r g e l y along Washington D r i v e ,
J e f f e r s o n D r i v e , Adams D r i v e , and
amounts o f p a r k i n g a v a i l a b l e on
These spaces i n c l u d e over
Off
s t r e e t p a r k i n g on
e m p l o y e e s and
*
docents.
300
Madison D r i v e , w i t h minor
the s h o r t north-south
now
reserved f o r permit
the M a l l i s provided
C u r r e n t l y t h e r e a r e 797
S u c h s u r v e y s w e r e c o n d u c t e d on
M a r c h , 1975.
15]
Saturday
and
streets.
users.
for specified
spaces f o r
a weekday
these
during
��LI
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{
Rehab¡litation
Of The Mall
Nãtional Caoital Parks
Legend
Visitor
Nãtional Paik Service
Restricted
rn
æ
Envnr@nnnenta[
unSigned
2hr. parking (except during peak hrs.)
r¡'rñr 3 hr. parking (except 12:OO am to |O:OOam)
restricted or construction
rrr¡r perm¡t parking
-
Innpact
Sta
nn
Gurb
Parkinq
lnventory
�personnel.
Within approximately
M a l l a r e almost
a t h r e e b l o c k d i s t a n c e from t h e
21,300 p r i v a t e , p u b l i c , and Government owned
o f f - s t r e e t parking spaces.
The a r e a b o u n d a r i e s
and t h e t y p e s
i
of spaces
a r e summarized i n T a b l e
6.
P a r k i n g on t h e i n t e r n a l M a l l r o a d s was s u r v e y e d
weekday a n d a weekend.
over
The a c c u m u l a t i o n
on b o t h a
of parked v e h i c l e s
t h e d a y d u r i n g t h i s p e r i o d i s shown on F i g u r e 27.
A l t h o u g h t h e t o t a l number o f a c c u m u l a t e d v e h i c l e s i s
approximately
in
t h e same, s i g n i f i c a n t d i f f e r e n c e s a r e
t h e times a t which t h e occupancy build-up
apparent
takes place.
t h e f a c t t h a t M a l l a t t r a c t i o n s d i d n o t open u n t i l
Despite
10 a.m.
and
t h a t v i s i t o r p a r k i n g on t h e M a l l i s r e s t r i c t e d u n t i l t h a t t i m e ,
over
475 v e h i c l e s w e r e p a r k e d
w e e k d a y , a n d by 8:30 a.m.
on t h e M a l l by 7:30 a.m.
almost
on t h e
750 v e h i c l e s w e r e p r e s e n t .
t h e s e 7 5 0 , l e s s t h a n 175 c o u l d be a t t r i b u t e d t o p e r m i t
During
Of
parking.
t h e weekend t h e b u i l d u p o f v e h i c l e s s t a r t e d much
l a t e r a n d c a n be d i r e c t l y r e l a t e d t o t h e o p e n i n g o f t h e v a r i o u s
museums and f a c i l i t i e s .
A t 8:30 a.m.,
60 v e h i c l e s w e r e p a r k e d ,
compared t o t h e 750 v e h i c l e s n o t e d
above.
I t may
f o r example, l e s s
a l s o be n o t e d t h a t t h e o u t f l o w
than
from t h e M a l l
t a k e s p l a c e a t a l a t e r t i m e d u r i n g t h e weekday and i s more
p r e c i p i t o u s t h a n t h a t f o r t h e weekend.
T h i s i n f o r m a t i o n , coupled
confirms
with parking turnover
data,
t h e f a c t t h a t l a r g e numbers o f v e h i c l e s v i o l a t e
t h e t h r e e h o u r p a r k i n g l i m i t a t i o n and u s e t h e M a l l a s a n a l l d a y
155
�TABLE 6
SUMMARY OF PARKING SPACES
GARAGE
TYPE
PARKING LOT
TOTAL
Government
7081
4894
11,975
Public
4845
4204
9,049
246
246
9,344
21,270
Private
Total
Area:
—
11,926
Bounded b y 1 5 t h S t r e e t on t h e w e s t ;
'E* S t r e e t o n t h e n o r t h ;
1 s t S t r e e t N.E. a n d S . E . on t h e e a s t ; a n d
1-95 o n t h e s o u t h .
156
�F i g u r e 27
Parking Capacity
v s Time
��parking f a c i l i t y .
of approximately
The
parking turnover data i n d i c a t e d a
3 on w e e k d a y s , and
approximately
4 on
turnover
weekends.
A s u r v e y of the s t a t e of r e g i s t r a t i o n of autos parked
Mall i s provided
i n Table
v i s i t o r s on w e e k e n d s , and
be
filling
the spaces
7.
The
on
1
the
d a t a i n d i c a t e s more o u t - o f - a r e a
a l s o i n d i c a t e s t h a t area workers
before v i s i t o r s
may
arrive.
Transit Service
T r a n s i t s e r v i c e to the M a l l i s c u r r e n t l y provided
b u s e s on
71 s e p a r a t e l i n e s .
14th, Seventh,
and
F o u r t h , and
Independence Avenues.
d i r e c t l y on
A l a r g e number o f r o u t e s
by WMATA
utilize
T h i r d S t r e e t s , as w e l l as C o n s t i t u t i o n
T h e r e a r e numerous bus
the M a l l which are convenient
stops
located
to the major M a l l
2
attractions.
D a t a f r o m an A u g u s t 1969
o r 1530
visitors
transit
s e r v i c e , w h i l e an a l m o s t
bus.
t o t h e M a l l museum b u i l d i n g s u s e d
S i n c e t h a t time
i m p r o v e d and
survey indicated
expanded.
scheduled
5.4%
scheduled
e q u a l number a r r i v e d by c h a r t e r
transit
s e r v i c e has been v a s t l y
The M a l l i s a c c e s s i b l e by t r a n s i t
buses,
from n e a r l y a l l p o i n t s i n the r e g i o n , e i t h e r d i r e c t l y or w i t h a
single
transfer.
The
proposed s h u t t l e s e r v i c e would u t i l i z e
Independence
A v e n u e e a s t b o u n d t o t h e S t a d i u m and w o u l d r e t u r n t o t h e M a l l v i a
East Capitol Street.
These r o u t e s a l r e a d y c a r r y a
number o f b u s e s a s i n d i c a t e d i n T a b l e
substantial
8.
D e r i v e d f r o m e x p a n d i n g f o u r h o u r weekday and weekend s a m p l e s
t o the t y p i c a l f u l l day.
The f a c t o r i s c o n s e r v a t i v e i n t h a t
i t o v e r s t a t e s the problem of t u r n o v e r .
Washington M a l l P a r k i n g F a c i l i t i e s F e a s i b i l i t y A n a l y s i s ,
W a s h i n g t o n , D.C,
prepared f o r Smithsonian I n s t i t u t i o n ,
W i l b u r S m i t h and A s s o c i a t e s , J a n u a r y , 1 9 7 1 .
159
�TABLE 7
S T A T E OF R E G I S T R A T I O N OF
AUTOS PARKED ON MALL
MARYLAND
WEEKDAY
30%
WEENEND
25%
VIRGINIA
DISTRICT
OTHER
TOTAL
23%
20%
27%
100%
12%
38%
100%
25%
160
�TABLE 8
WMATA BUS ROUTES ON SHUTTLE ROUTE
( J a n u a r y , 1975)
Westbound
Number o f buses
Peak Hour
Daily
(7-8 a.m.)
East Capitol Street
Route 40
Routes U5,F7
( v i a N. C a r . Ave. e a s t
of L i n c o l n P a r k )
Eastbound
Number o f buses
Peak Hour
Daily
(5-6 p.m.)
27
28
Total
106
7
81
85
198
Routes 90,96,98
( v i a Mass. Ave. e a s t
of L i n c o l n P a r k
109
8
198
Independence Avenue
(one-way e a s t )
(east of Pennsylvania
Ave. S.E.)
4
1
6
1
10
2
2
21
Routes A l l
A17
F14
Jll
R12
R13
R14
Fll
47
Total
S o u r c e : Washington M e t r o p o l i t a n A r e a T r a n s i t A u t h o r i t y ,
J a n u a r y , 1975.
161
�Metro System
The
r e l a t i o n s h i p o f t h e Metro system
shown on F i g u r e 2 8 .
cross the Mall.
Carrollton
to the Mall i s
The M e t r o s y s t e m w i l l h a v e two l i n e s
One l i n e
( t h e C-D l i n e )
r u n s f r o m t h e New
(Md.) S t a t i o n on t h e e a s t t o t h e H u n t i n g t o n S t a t i o n
( V a . ) on t h e s o u t h w e s t and i n c l u d e s t h e S m i t h s o n i a n
The
which
north entrance
of the Smithsonian
Station.
S t a t i o n opens d i r e c t l y
onto t h e M a l l j u s t n o r t h o f t h e i n t e r s e c t i o n o f J e f f e r s o n D r i v e
and
at
12th Street.
T h i s s t a t i o n a l s o h a s e a s t and w e s t
I n d e p e n d e n c e Avenue and 1 2 t h S t r e e t .
The s e c o n d l i n e ( E - F )
w i l l be p a r t o f t h e l o o p t h a t h a s B r a n c h Avenue
terminus
and a s t a t i o n n e a r
other terminus.
although
entrances
(Md.) a s one
1-95 and 1-495 i n M a r y l a n d a s i t s
T h i s l i n e h a s no s t a t i o n d i r e c t l y on t h e M a l l
a k n o c k o u t p a n e l on t h e n o r t h s i d e o f C o n s t i t u t i o n
Avenue i s p r o v i d e d
a t t h e A r c h i v e s S t a t i o n and t h e L ' E n f a n t
Plaza s t a t i o n i s approximately
1500 f e e t s o u t h o f t h e I n d e p e n d e n c e
Avenue edge o f t h e M a l l .
As
t h e Metro system
using rapid r a i l
expands t o i t s f u l l
e x t e n t t h e ease o f
t r a n s i t to get to the Mall area increases.
Over a p e r i o d o f y e a r s , mass t r a n s i t a c c e s s i b i l i t y
will
seven
improve s i g n i f i c a n t l y .
phases over
M e t r o w i l l become o p e r a t i o n a l i n
a six-year period, with service to the Mall
being p a r t o f t h e second phase, which i s scheduled
d u r i n g t h e summer o f 1 9 7 6 .
scheduled
to the Mall
f o r opening
However, g i v e n p r e v i o u s d e l a y s i n
o p e r a t i o n , a l a t e r o p e n i n g c a n n o t be r u l e d o u t .
162
�REGIONAL RAPID RAIL TRANSIT SYSTEM
Adopted March 1968.
Revised February 1969 • June 1970.
Authorized by Congress December 1969.
Figure 28
��S e r v i c e on t h e s e c o n d l i n e w h i c h p a s s e s
through the M a l l i s p a r t
of the f o u r t h phase development scheduled
WMATA's 1990
f o r e c a s t s f o r a.m.
t u r e s a t the Smithsonian
an a v e r a g e
weekday and,
a l l work t r i p s .
of persons
for July,
1978.
peak hour p a s s e n g e r depar-
s t a t i o n a r e 4320.
T h i s number r e f l e c t s
as a peak hour f i g u r e , i s e s s e n t i a l l y
However, i t g i v e s an i n d i c a t i o n o f t h e v o l u m e s
t h a t t h i s s t a t i o n c o u l d h a n d l e and
has o t h e r i m p l i c a -
t i o n s w i t h r e g a r d t o c h a n g e s i n modal s p l i t o f work
trips.
S h u t t l e S e r v i c e Demands
The
p l a n s f o r r e l o c a t i n g p a r k i n g from the M a l l t o
R o b e r t F. Kennedy S t a d i u m i n 1975
f r i n g e p a r k i n g t o s e r v i c e 1976
establishing
s h u t t l e bus
and
the establishment
of o p e r a t i o n .
1
s e r v i c e to the M a l l .
used.
4.0
Turnover
hours
r a t e s o f 3.0
the
on
on w e e k e n d s , a s p r e v i o u s l y c a l c u l a t e d , w e r e
persons
These assumptions apply
per v e h i c l e w i l l
to parking a t the
n e c e s s a r y t o r e p l a c e t h e 630 M a l l s p a c e s .
facilities,
two
A l s o , i t i s assumed t h a t no v e h i c l e s e n t e r
V e h i c l e o c c u p a n c y o f 3.2
assumed.
that fringe
t o 80% o f c a p a c i t y b e t w e e n t h e f i r s t
f r i n g e p a r k i n g a r e a s a f t e r 7 p.m.
w e e k d a y s and
of
B i c e n t e n n i a l demands i n c l u d e
F o r p u r p o s e s o f a n a l y s i s , WMATA h a s e s t i m a t e d
l o t s would f i l l
the
For f u l l
be
level
use of
fringe
which have d i f f e r e n t c h a r a c t e r i s t i c s than the h e a v i l y
used M a l l spaces,
secondary
assumptions as noted below were
used.
M a r c h 26, 1 9 7 5 , m e e t i n g w i t h W a r r e n Q u e n s t e d t and P e r r i e
A l s o , B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r the N a t i o n a l
A r e a , p. 42.
165
Nutwell.
Capital
�1975
Shuttle Service
With t h e r e l o c a t i o n of M a l l spaces
t o R o b e r t F . Kennedy
S t a d i u m , i t i s p r o p o s e d t h a t s h u t t l e s e r v i c e be p r o v i d e d by
concessioner,
During
and
u s i n g b u s e s w i t h a c a p a c i t y o f 39
summer h o u r s ,
9:30 p.m.
could generate
s e r v i c e w o u l d be o p e r a t e d
On a n a v e r a g e
a s many a s 6048 p a s s e n g e r s ,
b e t w e e n 11:30 a.m. a n d 7 p.m.
could use the s e r v i c e .
a b l e 2400 s p a c e s
b e t w e e n 9:30 a.m.
w e e k d a y , t h e 630 p a r k i n g
the s h u t t l e s e r v i c e during the f i r s t
persons
two h o u r s ,
Assuming f u l l
a t a t u r n o v e r o f 2.0^
B u s l o a d i n g s o f 50 p a s s e n g e r s
use of the a v a i l -
and a v e h i c l e occupancy
I ti sforecast
i n t h e f i r s t two
a r e estimated during
peak
2
1976
Shuttle Service
When t h e f r i n g e p a r k i n g s y s t e m
i n 1976, c u r r e n t p l a n s c a l l
at
a n d up t o 4436
On S a t u r d a y s , a s many a s 8064
t h a t 7 0 % o f t h e 2400 s p a c e s w o u l d be f i l l e d
hours.
spaces
w i t h 1612 u s i n g
o f 3.2, 15,360 p e r s o n - t r i p s w o u l d be g e n e r a t e d .
hours.
passengers.
p r o p o s e d by DOT i s i m p l e m e n t e d
f o r 12,000 s p a c e s
i n t h r e e l o t s - 6000
t h e S t a d i u m , 4000 a t F t . Myer, a n d 2000 a t t h e P e n t a g o n .
The
B i c e n t e n n i a l T r a n s p o r t a t i o n S t u d y e s t i m a t e s t h a t 24,200 a u t o s c a n
be d i v e r t e d t o t h e f r i n g e l o t s ,
w i t h the passengers
u s i n g bus
service to the Mall area.
Turnover f o r f r i n g e f a c i l i t i e s
Action Plan.
20%
standees,
a s used i n t h e B i c e n t e n n i a l
a s used i n t h e B i c e n t e n n i a l A c t i o n P l a n .
166
�The
f r i n g e s e r v i c e w o u l d be p r o v i d e d
currently in their fleet
f r o m 9 a.m.
p a r k i n g s e r v i c e c o u l d not operate
4-6
p.m.
by WMATA u s i n g b u s e s
t o 10 p.m.
a t a high s e r v i c e l e v e l
on w e e k d a y s , b e c a u s e o f M e t r o ' s commitment t o
routes.
S e r v i c e w o u l d be c o n t i n u o u s
holidays.
S e r v i c e w o u l d be p r o v i d e d
(20% standees)
d u r i n g a.m.
b a s e day
and
trips
Table
service
return
by
50 p a s s e n g e r
p e a k s e r v i c e , and
between
regular
buses.
per
vehicle
50 p e r v e h i c l e
on
trips.
9 g i v e s p a s s e n g e r and
( r e l o c a t i o n o f 630
e s t i m a t e d u s a g e , and
1
on S a t u r d a y s , S u n d a y s , o r
E s t i m a t e s a r e made on t h e b a s i s o f 6 0 p a s s e n g e r s
1976
However, f r i n g e
t r i p d a t a f o r 1975
spaces
and
full
shuttle
fringe l o t usage),
a summary o f d a i l y f r i n g e bus
service
o p e r a t i o n u s i n g the assumptions noted above.
R o b e r t F. Kennedy S t a d i u m
The
handle
events
a c c e s s roadways surrounding
the i n g r e s s
and
t h e R o b e r t F. Kennedy S t a d i u m
egress t r a f f i c generated
such as p r o f e s s i o n a l
by
special
f o o t b a l l games, w h i c h e x h i b i t e x t r e m e
p e a k a r r i v a l and
departure
characteristics.
The
the E a s t C a p i t o l
S t r e e t B r i d g e w o u l d g a i n a c c e s s t o L o t 8 by
t r a v e l i n g t h r o u g h t h e n o r t h e a s t p a r k i n g l o t and
Capitol Street.
Capitol
The
S t r e e t ramp.
visitor
under
East
r e t u r n w o u l d be d i r e c t a c c e s s o n t o t h e
The
visitors
able to
t h e E a s t C a p i t o l S t r e e t B r i d g e ramps a r o u n d
Stadium.
^•More t h a n one
bus
e a c h 15
minutes.
167
East
from the w e s t v i a Independence
Avenue w i l l h a v e d i r e c t a c c e s s t o L o t 8 and w i l l be
by f o l l o w i n g
using
the
return
�TABLE 9
SIM4ARY OF DAILY FRINGE BUS SERVICE OPERATION
YEAR
1975
Weekday
LOT
SPACES
RFK
630
AUTOS DALLY
ONE-WAY
PASSENGERS
A.M. PEAK
HOURS
BASE DAY
SERVICE
2
A.M. PEAK
TRIPS I N
BASE DAY
TRIPS IN
RETURN T R I P S
3
' TOTAL ROUND
TRIPS
1
1890
6048
1612
806/hr
4436
591/hr
42
21/hr
113
15/hr
155
197
630
2520
8064
1612
806/hr
6452
860/hr
42
21/hr
165
22/hr
207
249
1975
RFK
Weekday o r 2400
Weekend
4800
15,360
5376
2688/hr
9984
1331/hr
108
54/hr
256
34/hr
394
502
12,520
40,064
15,360
7680/hr
24,704
4492/hr
256
128/hr
495
90/hr
802
1058
10,240
5120/hr
14,355
3610/hr
172
86/hr
292
53/hr
492
664
86
43/hr
154
28/hr
256
342
1550
2064
Saturday
1976
Est.
Weekday
6000
Est.
Weekday
F t . Myer
4000
7686
24,595
Est.
Weekday
Pentagon
2000
3998
12,794
5020
2560/hr
7674
1396/hr
24,204
77,453
30,720
15,360/hr
46,733
15/360/hr
Total
Weekday
RFK
12000
1 - Represents replacement of M a l l spaces only.
2 - Represents f r i n g e l o t used a t capacity.
*^
514
257/hr
941
171/hr
3 - Assumes passengers out i n a.m. peak, r e t u r n t r i p s equals passenger volume
divided by 39
. _
4 - T o t a l round t r i p s equals a.m. peak plus r e t u r n t r i p s .
�Impact
The
proposed a c t i o n w i l l
r e s u l t i n changes i n t h e t r a v e l
p a t t e r n s o f a u t o d r i v e r s who w i s h
stead of d r i v i n g d i r e c t l y
trips will
to v i s i t the Mall area.
In-
t o t h e M a l l , a number o f t h e a u t o m o b i l e
be d i r e c t e d t o t h e R. F. Kennedy S t a d i u m p a r k i n g l o t .
From t h e S t a d i u m , s h u t t l e b u s e s w o u l d t r a n s p o r t p e o p l e t o t h e
Mall.
The m a j o r r e s u l t o f t h i s a c t i o n i n t r a n s p o r t a t i o n t e r m s
r e l a t e s to the t o t a l t r a v e l requirements that a r e created.
These
t r a v e l r e q u i r e m e n t s a r e most d i r e c t l y a d d r e s s e d by e x a m i n i n g t h e
t r a v e l distances involved f o r the various actions.
planners
have developed a measure o f t r a v e l d i s t a n c e which
i d e n t i f y as v e h i c l e miles of t r a v e l
VMT
they
(VMT).
i s t h e sum o f t h e m i l e a g e o f a l l v e h i c l e s a f f e c t e d by
the given a c t i o n .
vehicles
Transportation
I t i s d e r i v e d by d e t e r m i n i n g
t h e number o f
(both a u t o m o b i l e s and buses) t r a v e l l i n g a g i v e n
street
o r h i g h w a y and m u l t i p l y i n g t h i s number by t h e l e n g t h o f t h e
t r a v e l path.
for
the t r i p
necessary
VMT
incorporates
a l l movements t h a t a r e r e q u i r e d
i n c l u d i n g a n y c i r c l i n g m a n e u v e r s t h a t may be
to find a parking
space.
VMT
i s c a l c u l a t e d on a
daily basis.
The
traffic
impacts r e s u l t i n g from t h e proposed a c t i o n
a r e b a s e d upon c e r t a i n a s s u m p t i o n s f o r t h e a n a l y s i s p e r i o d s .
T h e s e a s s u m p t i o n s a r e f o u n d e d upon f i e l d
during
So
t h i s study
or are derived
observations
from other
recent
performed
analyses.
as t o c l e a r l y d e f i n e t h e b a s i s f o r t h e a n a l y s i s , the major
a s s u m p t i o n s and t h e i r s o u r c e
a r e provided
below.
�Weekday and Weekend T r a v e l - H i s t o r i c a l l y ,
visitation
M a l l h a s been h i g h e r on w e e k e n d s t h a n i t i s on w e e k d a y s .
study i n d i c a t e d
t h e weekday.^
pected
t h a t t h e weekend was
approximately
a s s u m p t i o n f o r 1976
and
A
the
previous
12% h i g h e r
However, t h i s weekday/weekend d i f f e r e n t i a l
to disappear during the B i c e n t e n n i a l
to
i s ex-
therefore,
i s t h a t an e q u a l amount o f t r a v e l
than
will
the
be
2
generated
each
day.
Parking Turnover
R a t e s - E a c h p a r k i n g s p a c e may
a number o f v e h i c l e s o v e r t h e e n t i r e day.
t h e number o f t i m e s d u r i n g t h e day
Turnover
total
reflects
the average
t i m e o v e r t h e day
Field
be u t i l i z e d
Parking "turnover" i s
t h a t the space
i s actually
l e n g t h of each v i s i t as w e l l as
that v i s i t a t i o n
the
study
i n d i c a t e d a h i g h e r r a t e o f t u r n o v e r d u r i n g t h e weekend t h a n
On
used.
i s permitted.
s u r v e y s c o n d u c t e d on t h e M a l l s t r e e t s d u r i n g t h i s
t h e weekday.
by
t h e b a s i s o f t h e s e s u r v e y s and
during
corroborating
d a t a f r o m p r e v i o u s s t u d i e s , i t h a s been assumed t h a t weekday
turnover w i l l
average
3.0
and weekend t u r n o v e r 4.0.
o v e r r a t e s a r e b a s e d on t h e h o u r s
Smithsonian
being
f r o m 10 a.m.
These
turn-
of o p e r a t i o n a t the
to 9
p.m.
1
Wilbur Smith & A s s o c i a t e s , Washington M a l l P a r k i n g
F e a s i b i l i t y A n a l y s i s , W a s h i n g t o n , D.C.,
1971.
2
Facilities
B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r the N a t i o n a l C a p i t a l A r e a ,
p r e p a r e d by t h e M e t r o p o l i t a n W a s h i n g t o n C o u n c i l o f G o v e r n m e n t s ,
e t a l , December, 1973.
170
�During
t h e B i c e n t e n n i a l i n 1976,
anticipated visitors
to
minimize
t o t h e M a l l t h r o u g h o u t t h e summer i s l i k e l y
t h e weekday and weekend t u r n o v e r r a t e s .
t u r n o v e r r a t e s o f 3.0
and
4.0
of the range of p o t e n t i a l
The
t h e l a r g e numbers o f
will
still
be u s e d a s an
impacts.
2.0
earlier.
A u t o O c c u p a n c y - An
average
has been used f o r v i s i t o r s
a u t o o c c u p a n c y o f 3.2
to the M a l l .
the B i c e n t e n n i a l T r a n s p o r t a t i o n Study
T h i s r a t e was
and
has been
by a d d i t i o n a l s u r v e y s c o n d u c t e d d u r i n g t h i s
Summary o f F i n d i n g s - T r a f f i c and
the major impacts
One
T a b l e 10.
and
study.
summary o f
r e l a t e s to
the
t h e s e numbers a r e p r o v i d e d
in
the i n f o r m a t i o n i n t h i s t a b l e , p l u s the
other
p a r k i n g a n a l y s e s which were conducted, the major
f i n d i n g s are as
Summer
used i n
corroborated
P a r k i n g - The
of the key measures of impact
Using
persons
r e s u l t i n g from the proposed a c t i o n a r e i n d i c a t e d
v e h i c l e m i l e s o f t r a v e l and
traffic
indication
t u r n o v e r r a t e f o r f r i n g e l o t s i s assumed t o be
as noted
below.
However, t h e
follows:
1975
. Under t h e c o n d i t i o n o f r e p l a c i n g o n l y t h e 630 s p a c e s ,
the proposed a c t i o n w i l l r e s u l t i n a s l i g h t decrease
i n t h e t o t a l VMT o f M a l l - g e n e r a t e d t r a f f i c a m o u n t i n g
to a p p r o x i m a t e l y 1 p e r c e n t ,
Under t h e c o n d i t i o n o f f u l l
f r i n g e l o t u s a g e , a d e c r e a s e i n VMT o f a p p r o x i m a t e l y
7 t o 9 p e r c e n t c o u l d be e x p e c t e d .
. No
s i g n i f i c a n t change i n f u e l consumption w i l l
occur.
. The o p e r a t i o n s o f t h e s t r e e t s i n t h e v i c i n i t y o f t h e
M a l l and a l o n g t h e s h u t t l e bus r o u t e s w i l l n o t be
significantly affected.
The E a s t C a p i t o l B r i d g e w i l l
171
�TABLE 10
SUMMARY OF VEHICLE MILES OF TRAVEL UNDER VARIOUS CONDITIONS
Summer 1975
w i t h Wash,
and Adams
Trips
Week
T o t a l Autos
6,350
Sat
7,110
Week
Sat
Summer 1975
F u l l Fringe Usage
Week
Summer 1976
with Wash,
and Adams
Sat
Week
6,350
7,110
6,350
7,110
27,400
2,520
4,590
4,800
1,550
4,800
2,310
-
Sat
Auto VMT
To Mall
Auto VMT
Cir eMail
Sat
Week
Sat
27,400
27,400
27,400
15,634
9,970
27,400
27,400
15,004
12,396
11,766
9,970
11,150
-
7,110
83,040
54,330
56,658
18,882
28,514
320,013
320,013
144,777
137,419
116,442
130,224
6,350
7,110
4,460
4,590
1,550
2,310
27,400
27,400
12,396
11,766
9,970
11,150
-
19,216
25,620
48,803
48,803
-
Bus VMT from
Fringe L o t s
to Mall
-
-
1,520
1,922
3,873
3,873
-
125,954
(15,866)
131,242
(21,150)
10,638
( 1,340)
80,508
90,048
79,526
88,790
I n d i c a t e s VMT a t t r i b u t a b l e t o 630 spaces only.
73,108
83,500
347,020
347,020
11,586
303,696
303,097
-
11,084
( 1,696)
9,931
Other bus VMT
(17 Express
Routes)
-
11,150
6,350
-
( )
Week
1985
w/o Wash, and
Adams
1,890
4,460
Auto VMT
to Fringe Lots
TOTAL VMT
Summer 1976
w/p Wash. & Adams
S w/Fringe Lots
74,158
To F r i n g e
To Mall
-
Sumner 1975
w/o Wash,
and Adams
126,412
141,374
�e x p e r i e n c e an i n c r e a s e o f a p p r o x i m a t e l y 50
automobiles
d u r i n g t h e p.m. p e a k h o u r , b u t t h i s i s n o t enough t o
c h a n g e i t s p r e s e n t "D" l e v e l o f s e r v i c e .
The g e n e r a l
l e v e l o f s a f e t y o f t h e a d j a c e n t r e s i d e n t s and m o t o r i s t s
on t h e s e s t r e e t s w i l l r e m a i n u n c h a n g e d . The l e v e l o f
s e r v i c e i s not changed under t h e a s s u m p t i o n of f u l l f r i n g e
l o t usage.
. Under t h e a s s u m p t i o n o f r e p l a c i n g 630 M a l l s p a c e s , t h e
p r o p o s e d s h u t t l e s e r v i c e w i l l add 2 1 b u s e s p e r h o u r o r one
e v e r y t h r e e m i n u t e s d u r i n g t h e p e a k p e r i o d on t h e s h u t t l e
routes.
A t f u l l f r i n g e u s a g e , 54 b u s e s c o u l d be r e q u i r e d
i n t h e a.m. p e a k , o r a p p r o x i m a t e l y one bus e v e r y m i n u t e .
. P e d e s t r i a n movements w i t h i n t h e M a l l a r e a w i l l be i m p r o v e d
by t h e r e m o v a l and r e c o n s t r u c t i o n o f t h e two s t r e e t s .
. The p r o v i s i o n o f f r i n g e p a r k i n g p r o v i d e s t h e p o t e n t i a l
f o r s u b s t a n t i a l l y more p e r s o n s t o r e a c h t h e M a l l .
The
f r i n g e p a r k i n g f a c i l i t y a l s o removes t h e e f f e c t s of p a r k i n g t i m e l i m i t a t i o n s a s s o c i a t e d w i t h M a l l p a r k i n g , and
t h e r e b y p e r m i t s l o n g e r v i s i t a t i o n p e r i o d s and f e w e r
concerns w i t h regard to parking v i o l a t i o n s .
. P l a n n e d p a r k i n g a c t i o n s w i l l add o v e r 300 new s p a c e s
t h e M a l l , a p p r o x i m a t e l y h a l f t h e number b e i n g l o s t .
(Planned a c t i o n s other than the proposed p r o j e c t are
discussed i n Chapter IV.)
Summer
to
^
1976
. The p r o p o s e d a c t i o n i n c o n j u n c t i o n w i t h t h e f r i n g e p a r k i n g and s h u t t l e bus e l e m e n t s o f t h e B i c e n t e n n i a l
Transportation Plan r e s u l t i n a s u b s t a n t i a l decrease i n
t h e VMT.
T h i s d e c r e a s e amounts t o 14% o f t h e VMT t h a t
w o u l d be g e n e r a t e d by t h e M a l l i f no a c t i o n s w e r e
implemented.
. The c h a n g e s i n t r a f f i c o p e r a t i o n s w h i c h c a n be a t t r i b u t e d
s o l e l y t o t h e r e m o v a l o f t h e 630 s p a c e s on t h e M a l l a r e
no d i f f e r e n t t h a n t h o s e f o u n d i n t h e summer o f 1975.
However, b e c a u s e o f t h e v a s t i n f l u x o f B i c e n t e n n i a l
v i s i t o r s , t r a f f i c operations throughout the metropolitan
a r e a w i l l be i m p a c t e d .
I t i s l i k e l y t h a t peak hour
t r a f f i c c o n d i t i o n s w i l l be e x p e r i e n c e d o v e r much o f t h e
day f o r t h o s e a r e a s and a c c e s s f a c i l i t i e s a t t r a c t i v e t o
the t o u r i s t s .
173
�. B e c a u s e o f t h e l a r g e demand c r e a t e d by t h e
B i c e n t e n n i a l , p a r k i n g s p a c e s on o r n e a r t h e M a l l
w i l l be i n s h o r t s u p p l y . However, t h e p r o v i s i o n
of m a j o r f r i n g e p a r k i n g l o t s on b o t h s i d e s o f t h e
M a l l and t h e e x p a n s i o n o f WMATA s e r v i c e a l o n g 17
major c o r r i d o r s p r o v i d e s s u i t a b l e a l t e r n a t i v e s
to d r i v i n g to the M a l l .
. P l a n n e d p a r k i n g a c t i o n s w i l l add o v e r 2,000 new
s p a c e s on o r n e a r t h e M a l l f o r weekday u s e and
o v e r a l m o s t 7,000 f o r weekend u s e .
T h i s more t h a n
m a t c h e s t h e l o s s o f 630 s p a c e s . See C h a p t e r I V .
1985
The f u l l 9 8 - m i l e M e t r o s y s t e m w i l l be o p e r a t i o n a l
by 1985.
Thus t r a n s i t a c c e s s i b i l i t y o f the M a l l
w i l l be s u b s t a n t i a l l y i m p r o v e d o v e r t h e p r e s e n t
day a s w e l l a s u n d e r t h e p r o p o s e d f r i n g e p a r k i n g
plan.
. T r a f f i c o p e r a t i o n s i n t h e M a l l a r e a s h o u l d change
l i t t l e from those e x p e r i e n c e d today s i n c e the
M e t r o s y s t e m i s f o r e c a s t e d t o a b s o r b any n a t u r a l
i n c r e a s e i n t r a f f i c as w e l l as increase i t s
share of the market.
. T r a f f i c a l o n g those r o u t e s proposed f o r s h u t t l e
b u s e s w i l l no l o n g e r be a f f e c t e d by t h e s h u t t l e
b u s e s o r by p r i v a t e v e h i c l e s d e s t i n e d f o r t h e
shuttle lots.
The l o s s o f 630 M a l l p a r k i n g s p a c e s w i l l be
more t h a n made up by t h e a d d i t i o n o f 2100
s p a c e s on and n e a r t h e M a l l i n s u c h f a c i l i t i e s
a s t h e N a t i o n a l A i r and S p a c e Museum, and t h e
National V i s i t o r Center.
(See C h a p t e r I V . )
Analysis Periods
The p r o p o s e d
will
ten
r e m o v a l o f 630 p a r k i n g s p a c e s
1
on t h e M a l l
r e s u l t i n v a r y i n g impacts a t d i f f e r e n t times over the next
years.
I n order t o look a t the f u l l range of impacts,
p a r t i c u l a r p e r i o d s o f t i m e have been s e l e c t e d f o r a n a l y s i s ,
Number a f f e c t e d a t t i m e o f i n i t i a l a c t i o n .
174
several
�w h i c h s h o u l d p r o v i d e an
impact.
if
the
A t one
i n d i c a t i o n of the
extreme i s the
condition
s t r e e t c l o s u r e s w e r e t o o c c u r now
t h e p r o v i s i o n o f s h u t t l e s e r v i c e t o and
Stadium.
At
during
T h i s i s c o n s i d e r e d the
the other extreme i s the
the
summer o f 1976,
celebration.
The
p r o v i d e d a t R o b e r t F.
t h a t w o u l d be
long-range
in effect
(summer o f 1975)
f r o m R o b e r t F.
immediate
with
Kennedy
case.
s i t u a t i o n which would occur
a t the height
a n a l y s i s i s b a s e d on
s t r e e t c l o s u r e s w o u l d be
i m m e d i a t e and
in effect.
of the
Bicentennial
the assumption t h a t
Fringe
parking
would
Kennedy S t a d i u m , t h e P e n t a g o n , and
the
be
the
F o r t Myer a r e a , w i t h e x p r e s s
bus
s e r v i c e from the
the M a l l , as w e l l as e x p r e s s
bus
s e r v i c e a l o n g 17 o t h e r e x i s t i n g
bus
routes
serving hotel/motel concentrations
metropolitan
Congress.
area.
parking
The
to
the
by
1
remember t h a t t h e a c t i o n b e i n g a n a l y z e d
630
throughout
T h i s i s the p r o p o s a l under c o n s i d e r a t i o n
T h r o u g h o u t t h e a n a l y s i s f o r 1976,
of
fringe lots
i t i s e s s e n t i a l to
r e l a t e s to the
s p a c e s — n o t the t o t a l B i c e n t e n n i a l
l o n g - r a n g e e f f e c t o f t h e a c t i o n on
analyzed.
I n a l l cases,
(Saturday)
are
1985
an a v e r a g e weekday and
removal
question.
traffic
a weekend
i s also
day
analyzed.
" A c t i o n P l a n f o r the B i c e n t e n n i a l T r a n s p o r t a t i o n Program f o r
t h e N a t i o n a l C a p i t a l A r e a , " p r e p a r e d by U.S. D e p a r t m e n t o f
T r a n s p o r t a t i o n , O f f i c e of the S e c r e t a r y , e t a l , dated
M a r c h 24,
1975.
175
�V e h i c l e M i l e s of T r a v e l - V e h i c l e m i l e s of t r a v e l
generated
u n d e r e a c h o f t h e v a r i o u s c o n d i t i o n s w e r e computed a s f o l l o w s :
T r a v e l r o u t e s i n t o t h e W a s h i n g t o n a r e a h a v e been d e t e r m i n e d
in previous
and
studies.
1
T r a v e l paths
a d j a c e n t a r e a s were d e s i g n a t e d
p r a c t i c a l routes.
The
to the M a l l from o u t l y i n g
u s i n g t h e f a s t e s t and
d i s t a n c e s along
most
the r o u t e s were c a l c u l a t e d
on t h e b a s i s o f t h e t o t a l m i l e s t r a v e l e d w i t h i n t h e
ten-mile
s q u a r e , w h i c h i n c l u d e s t h e D i s t r i c t o f C o l u m b i a , A r l i n g t o n , and
Alexandria.
T r a v e l paths
to the f r i n g e p a r k i n g a r e a t h a t would
s e r v e each t r a v e l c o r r i d o r were d e s i g n a t e d ,
t r a f f i c d i v e r t e d t o e a c h l o t was
and
calculated.
t h e amount o f
P a t h s and
distances
u s e d by t r a n s i t v e h i c l e s f r o m t h e f r i n g e p a r k i n g a r e a s t o
the
M a l l were a l s o determined.
An
average
the M a l l .
t e r m i n a l d i s t a n c e was
added t o e a c h a u t o t r i p
T h i s i s to account f o r the c i r c u i t o u s t r a v e l
n e c e s s a r y t o f i n d a p a r k i n g s p a c e on t h e M a l l .
v a r i e s w i t h t h e volume of t r a f f i c
t i m e s o f day.
The
d i s t a n c e was
and
to
often
This distance
p a r k i n g demand a t d i f f e r e n t
observed
t o r a n g e f r o m .75
miles
2
t o 1.5
all
miles
and
auto t r i p s .
h a s been e s t i m a t e d a t an a v e r a g e
S i n c e t h e s a m p l e was
taken during
of 1 m i l e f o r
off-peak
v i s i t o r p e r i o d s , the estimate i s a c o n s e r v a t i v e statement
of
the
circulating travel distance.
B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r the N a t i o n a l C a p i t a l Area,
p r e p a r e d by t h e M e t r o p o l i t a n W a s h i n g t o n C o u n c i l o f G o v e r n m e n t s ,
e t a l , December, 1973.
Sample c a r f o l l o w i n g s u r v e y , M a r c h ,
176
1975.
�Summer 1975
The p r o p o s e d a c t i o n w i l l
t o t a l v e h i c l e m i l e s of t r a v e l
6 30 p a r k i n g s p a c e s .
have v e r y l i t t l e
(VMT)
The n e t change
t h a t i s now
i n VMT
action,
under t h e
Under t h e p r o p o s e d
70% o f t h e t o t a l demand f o r p a r k i n g on o r n e a r t h e M a l l
still
result
930
on a S a t u r d a y o r
On a p e r c e n t a g e b a s i s t h e r e d u c t i o n i n VMT
p r o p o s e d a c t i o n i s a p p r o x i m a t e l y one p e r c e n t .
is
g e n e r a t e d by t h e
i s a r e d u c t i o n of
on an a v e r a g e weekday and a r e d u c t i o n o f 1,330
Sunday.
i m p a c t on t h e
s a t i s f i e d i n the Mall area.
Thus any c h a n g e s i n
VMT
f r o m t h e 30% w h i c h w o u l d be d i v e r t e d t o t h e S t a d i u m .
S e v e r a l compensating
b a l a n c e i n VMT.
factors result
Autos a r r i v i n g
i n creating this
relative
f r o m t h e n o r t h and t h e e a s t
t r a v e l a s h o r t e r d i s t a n c e t o t h e S t a d i u m t h a n t h e y do t o t h e M a l l .
A u t o s w h i c h go t o t h e S t a d i u m do n o t h a v e t o d r i v e a r o u n d
ing
f o r a parking space.
VMT.
the
search-
Both these f a c t o r s tend to reduce the
On t h e o t h e r hand, a u t o s w h i c h t r a v e l t o t h e S t a d i u m f r o m
s o u t h and t h e w e s t do t r a v e l a g r e a t e r d i s t a n c e t h a n t h e y
would i f t h e y went d i r e c t l y
to the Mall.
I n a d d i t i o n , the
s h u t t l e bus adds t r a v e l t h a t w o u l d n o t o t h e r w i s e be
The n e t r e s u l t
change
o f t h e s e f a c t o r s i s , however,
i n t h e VMT
o c c u r s under the proposed
The m a g n i t u d e
t h a t no
present.
significant
action.
o f t h e c o m p e n s a t i n g f a c t o r s may
by c o n s i d e r i n g t h e i m p a c t o f a s i n g l e bus f u l l
be
examined
of passengers.
A 39 p a s s e n g e r bus l o a d e d t o c a p a c i t y i s t h e e q u i v a l e n t o f
a u t o m o b i l e s c a r r y i n g an a v e r a g e o f 3.2 p e r s o n s .
177
I n one
12.2
round
�trip
7.7
f r o m t h e S t a d i u m t o t h e M a l l and b a c k t h e bus w i l l
miles.
The 12.2
for a parking
It
a u t o s would
space i n the M a l l
should
travel
d r i v e 12.2 m i l e s w h i l e
looking
area.
be n o t e d t h a t by o p e n i n g up t h e S t a d i u m l o t t o
p a r k i n g , t h e r e w o u l d be 2,400 s p a c e s made a v a i l a b l e t o r e p l a c e
t h e 630 removed f r o m t h e M a l l .
the c a p a c i t y necessary
parking.
T h i s l o t would p r o v i d e
t o h a n d l e t h e c u r r e n t demand f o r M a l l
However, i f i t w e r e
fully utilized
in this
i t w o u l d c r e a t e a s h u t t l e demand o f a p p r o x i m a t e l y
per day.
At present,
most o f
t h e r e w o u l d n o t be a need
regard,
500 r o u n d
f o r the
trips
total
2,400 s p a c e s a t R o b e r t F . Kennedy S t a d i u m , a s a s u b s t a n t i a l
number o f p a r k i n g
s p a c e s r e m a i n a v a i l a b l e on and n e a r t h e M a l l .
I f more t h a n t h e e q u i v a l e n t number o f v e h i c l e s g e n e r a t e d by
t h e 630 M a l l p a r k i n g
reductions
i n VMT
s p a c e s u s e t h e Kennedy f r i n g e l o t f u r t h e r
would
occur.
I f the f u l l
S t a d i u m a r e u s e d , t h e r e d u c t i o n i n VMT
2,400 s p a c e s a t t h e
w o u l d be
7,000 on a w e e k d a y , and 6,500 on t h e w e e k e n d s .
could
approximately
The
reduction
l o g i c a l l y be assumed t o be e v e n g r e a t e r i n t h a t t h e amount
of c i r c l i n g
visitation.
t h a t t a k e s p l a c e on t h e M a l l i n c r e a s e s w i t h
I n e f f e c t , the p r o v i s i o n of f r i n g e parking a t the
Stadium, w h i l e having
standpoint,
increased
s l i g h t l y b e n e f i c i a l e f f e c t s from a
VMT
a l s o i n c r e a s e s t h e p o t e n t i a l number o f v i s i t o r s
that
can reach the M a l l .
A f a c t o r w h i c h i s n o t p r e c i s e l y d e t e r m i n e d f r o m VMT
v e h i c l e hours of t r a v e l
(VHT).
VHT
17P
is
i s an i n d i c a t i o n o f t h e
total
�t r a v e l time involved
Stadium.
i n d r i v i n g t o and from t h e M a l l
The VMT d i v i d e d
by t h e VHT g i v e s t h e a v e r a g e s p e e d o f
t r a v e l i n m i l e s p e r hour f o r t h e t r i p s i n v o l v e d .
S t a d i u m may i n g e n e r a l
VMT.
Since
Kennedy
be r e a c h e d by t r a v e l i n g on h i g h e r
s t r e e t s than those used i n g e t t i n g t o t h e M a l l ,
that the reduction
and t h e
i n VHT i s e v e n g r e a t e r
speed
i t c a n be assumed
than the reduction of
This fact i s significant i n that a i rpollutants
by a u t o t r a v e l g e n e r a l l y d e c r e a s e a s s p e e d s
generated
increase.
Summer 1976
The summer o f 1976 w i l l
be t h e h e i g h t
The B i c e n t e n n i a l T r a n s p o r t a t i o n
of the Bicentennial.
Study f o r e c a s t s t h a t there
be 388,540 v i s i t o r s d a i l y i n t h e D i s t r i c t o f C o l u m b i a ,
329,400 b e i n g t o u r i s t s f r o m o u t s i d e
it
i s estimated
rail
transit
t h a t 127,300 w i l l
of the c i t y .
use bus, t a x i ,
will
with
Of t h i s f i g u r e ,
and t h e Metro
s y s t e m , w i t h t h e r e m a i n i n g 202,100 d e p e n d i n g on t h e
automobile f o r t r a n s p o r t a t i o n .
B a s e d on a n a v e r a g e o c c u p a n c y o f
3.2 p e r s o n s p e r v e h i c l e , t h e r e w i l l be some 63,000
automobiles p e r day.
A predicted
visitor
70 p e r c e n t o f t h i s t o t a l , o r
44,200 c a r s and 142,000 v i s i t o r s , w i l l d e s i r e t o go t o t h e M a l l
a r e a , where t h e m a j o r i t y
of t o u r i s t a t t r a c t i o n s a r e concentrated.
Sixty-two
percent of the t o t a l Mall v i s i t o r s a r e destined
East Mall
area
f o r the
( e a s t o f 1 4 t h S t r e e t ) a n d t h e y amount t o 87,500
p e r s o n s i n 27,300 c a r s .
To accommodate t h e a n t i c i p a t e d s u r g e i n v i s i t o r s ,
major
t e m p o r a r y t r a n s p o r t a t i o n a c t i o n s a r e b e i n g p l a n n e d by o t h e r s .
179
�T h e s e a c t i o n s t h e r e f o r e must be s u p e r i m p o s e d
r e m o v a l o f 630 M a l l p a r k i n g s p a c e s .
on t h e
The 1976
w h i c h h a s been assumed t o be i m p l e m e n t e d
proposed
transportation
f o r purposes of
plan
analysis
includes the following:
. 6,000 p a r k i n g s p a c e s a t Kennedy
. 6,000 p a r k i n g s p a c e s a t F t .
Stadium;
Myer/Pentagon.
S h u t t l e s e r v i c e f r o m t h e f r i n g e p a r k i n g l o t s and
expanded
M e t r o s e r v i c e a l o n g 17 m a j o r r a d i a l r o u t e s t h r o u g h o u t
the region.
G i v e n t h e v a s t numbers o f v i s i t o r s t o t h e a r e a i n 1976, i t
h a s b e e n assumed t h a t weekday and weekend v i s i t a t i o n s a r e e q u i v a lent.
B a s e d on t h e above a s s u m p t i o n s , t h e e l i m i n a t i o n o f 630 p a r k i n g s p a c e s r e s u l t s i n a r e d u c t i o n o f 3,530 VMT
weekday and 4,700 on S a t u r d a y o r Sunday.
i n VMT
under the proposed
f o r an a v e r a g e
The f u r t h e r
reduction
a c t i o n a s compared t o t h a t i n 1975
r e s u l t s from the a d d i t i o n of t h e F t . Myer/Pentagon f r i n g e
l o t , w h i c h i n t e r c e p t s t r i p s f r o m t h e w e s t and s o u t h , and
them t o u s e o f t h e s h u t t l e
The r e d u c t i o n i n VMT
parking
shifts
bus.
t h a t r e s u l t s from the planned
B i c e n t e n n i a l t r a n s p o r t a t i o n improvements
are
g r e a t e r t h a n those r e l a t e d t o the proposed
substantially
change o f 630 s p a c e s .
G i v e n t h e l a r g e number o f v e h i c l e s e x p e c t e d t o make u s e o f t h e
f r i n g e p a r k i n g l o t s and t h e s h u t t l e b u s e s , VMT
a l m o s t 14% l e s s ,
m i l e s p e r day.
i s e x p e c t e d t o be
an amount e q u i v a l e n t t o o v e r 43,000 v e h i c l e
The p l a n n e d t r a n s p o r t a t i o n i m p r o v e m e n t s
180
f o r the
�1976
if
p e r i o d do
no
i n fact r e s u l t i n substantial reductions i n
i m p r o v e m e n t s w e r e made and
A m a j o r f a c t o r i n 1976
demands w e r e t h e
ring
surrounding
p r i v a t e and
same.
i s the importance of p a r k i n g
which are l o c a t e d adjacent to the M a l l .
I n the three
the M a l l , there are approximately
p u b l i c parking spaces.
facilities
block
21,000
Many o f t h e s e s p a c e s
u t i l i z e d d u r i n g t h e weekday by Government and
VMT
private
are
employees,
h o w e v e r , t h e m a j o r i t y o f them a r e a v a i l a b l e on weekends when
v i s i t a t i o n s to the M a l l a r e a t t h e i r peak.
General S e r v i c e s
A d m i n i s t r a t i o n i s c u r r e n t l y p l a n n i n g t o open up
operated
l o t s on w e e k e n d s and
which w i l l
c o n s i d e r a b l y ease
Government
h o l i d a y s during the B i c e n t e n n i a l ,
the p a r k i n g s i t u a t i o n as d i s c u s s e d
i n Chapter IV.
1985
It
i s estimated
t h a t i n 1985
9,970 v e h i c l e s p e r weekday and
p a r k i n g on
the M a l l .
there w i l l
11,150 on w e e k e n d s i n s e a r c h
No
f r i n g e p a r k i n g o r bus
i s c u r r e n t l y p l a n n e d beyond 1976.
r e m o v a l o f 630
for
1,890
be
of
of
T h e s e numbers o f a u t o s a r e b a s e d upon
p r o j e c t i o n s of p a s t t r e n d s .
the M a l l w i l l
be an a v e r a g e
service
T h e r e f o r e , a l l autos going
forced to f i n d parking i n that area.
The
from the M a l l would r e s u l t i n the l o s s of
a u t o s on a weekday and
the a v a i l a b l e p a r k i n g supply
because of the completion
2,520 on a weekend.
on t h e M a l l w i l l
of f a c i l i t i e s
By
space
1985
h a v e been i n c r e a s e d
currently
under
c o n s t r u c t i o n , a s w e l l a s some p r o p o s e d c h a n g e s i n t h e
181
to
parking
�r e g u l a t i o n s on e x i s t i n g M a l l s t r e e t s .
a d d i t i o n a l spaces w i l l
be a v a i l a b l e f o r p u b l i c u s e i n 1 9 8 5 , w i t h
t h e m a j o r i t y o f them b e i n g
the expansion
Given
i s questionable
The
i n t h e N a t i o n a l A i r and S p a c e Museum,
o f t h e N a t i o n a l G a l l e r y o f A r t , and t h e N a t i o n a l
V i s i t o r Center.
it
t h e l a r g e demand f o r p a r k i n g i n t h i s
i f t h e a d d i t i o n a l s p a c e s w i l l be
deficiency i n parking w i l l
t h e assumed c o m p l e t i o n
system,
which w i l l
will
i n VMT
sufficient.
Metro r a p i d r a i l
s e r v e t h e M a l l and l i k e l y
s u b s t a n t i a l decreases
area
be more t h a n c o m p e n s a t e d f o r by
of t h e 98-mile
of auto t r i p s t o t h e M a l l .
Washington.
I t i s e s t i m a t e d t h a t 2100
transit
r e d u c e t h e number
The M e t r o s y s t e m
will result i n
f o r a l l t r i p s d e s t i n e d t o downtown
A l t h o u g h s h u t t l e b u s s e r v i c e f r o m Kennedy S t a d i u m
n o t be i n e x i s t e n c e , t h e S t a d i u m - A r m o r y s t a t i o n and a l l
o t h e r M e t r o s t a t i o n s , w i t h t h e i r a c c e s s f a c i l i t i e s , c a n be
expected
t o s e r v e s u b s t a n t i a l l y more t r i p s t o t h e M a l l t h a n a r e
now p r o v i d e d
by M e t r o
buses.
Roadway C a p a c i t y
(1975)
The
i m p a c t o f r e m o v i n g 630 v i s i t o r and p e r m i t p a r k i n g
on t h e M a l l w i l l
not s i g n i f i c a n t l y impact the c a p a c i t y o r
e f f i c i e n c y o f t h e roadways surrounding
proposed r o u t e s of t h e s h u t t l e
The
average
the M a l l , nor the
service.
weekday s h o u l d be c o n s i d e r e d
because h i s t o r i c a l l y
in
space
there i s approximately
as the worst
2 2 % more
case
traffic
t h e downtown a r e a on w e e k d a y s t h a n on t h e p e a k weekend d a y
182
�(Saturday).
Specifically,
40% more t r a f f i c
carried
i n 1974,
bridges
carried
on w e e k d a y s , t h e E a s t C a p i t o l S t r e e t B r i d g e
28% more, and
C o n s t i t u t i o n A v e n u e , b e t w e e n 1 4 t h and
S t r e e t s , c a r r i e d approximately
on
t h e 1-95
65% more t r a f f i c
15th
on w e e k d a y s
than
Saturdays.
Using
t u r n o v e r r a t e s o f 3.0
d u r i n g t h e weekday and
d u r i n g t h e w e e k e n d , t h e weekday w i l l
traffic
present the worst
case f o r
conditions.
W i t h a t u r n o v e r r a t e of t h r e e v e h i c l e s per day,
o f 630
4.0
spaces
on t h e M a l l p r o d u c e s a r e d u c t i o n o f 1,890
t r i p s to the M a l l .
to t r a v e l d i r e c t l y
Bridge.
V i s i t o r s f r o m t h e n o r t h and
removal
vehicle
e a s t w i l l be
able
to the Stadium v i a the E a s t C a p i t o l S t r e e t
V i s i t o r s f r o m t h e w e s t w i l l be a b l e t o r e a c h t h e
e i t h e r v i a the Beltway
t o 1-95,
the
Stadium
o r t h e George Washington Memorial Parkway
u s i n g s u r f a c e s t r e e t s t o I n d e p e n d e n c e Avenue and
the
Stadium.
The
removal of these t r i p s to the M a l l w i l l
c a n t i m p a c t on
p e a k h o u r s b e c a u s e most v i s i t o r
o c c u r s o u t s i d e of t h e peak
visitor
during
travel
hours.
a v e h i c l e o c c u p a n c y o f 3.2,
spaces
signifi-
the c a p a c i t y of the a d j o i n i n g i n t e r s e c t i o n s
the morning or evening
Using
h a v e no
w o u l d n e c e s s i t a t e 197
the removal of the
bus
trips
from the
630
Stadium
2
to the M a l l per average
Source:
Traffic
JHK
weekday.
From t h e p a r k i n g s u r v e y ,
D.C. D e p a r t m e n t o f H i g h w a y s and
Comparison.
11
& A s s o c i a t e s , March,
1975.
183
Traffic,
"24-Hour
i t
�c a n be shown t h a t t h e 630 M a l l v i s i t o r s p a c e s b e g i n t o f i l l
9:30
21
a.m.
and a r e f i l l e d by 11:30
a.m.
To p r o v i d e t h i s
t r i p s w o u l d be needed d u r i n g t h e f i r s t
two h o u r s o f
at
capacity,
shuttle
o p e r a t i o n , w i t h t h e r e s t o f t h e bus s e r v i c e s p r e a d e q u a l l y
out t h e day.
T h i s number o f b u s e s
( a p p r o x i m a t e l y one e v e r y t h r e e
m i n u t e s ) would not a f f e c t the c a p a c i t y o f t h e
along the r o u t e i n the morning.
through-
intersections
Should the f u l l
2,400 s p a c e s be
u s e d a t t h e r a t e n o t e d i n t h e a s s u m p t i o n , a p p r o x i m a t e l y 500
bus t r i p s c o u l d be r e q u i r e d .
Under t h i s c o n d i t i o n , t h e most
p r o b a b l e peak h o u r demand c o u l d a p p r o a c h one bus p e r m i n u t e .
1
A l t h o u g h t h i s number i s s u b s t a n t i a l l y h i g h e r t h a n t h a t needed
to
r e p l a c e t h e 630 M a l l s p a c e s , t h e f o r e c a s t v o l u m e c a n be
on t h e p r o p o s e d
ful,
or
however,
routes.
Should the experiment prove t h i s
carried
success-
the c o n s t r u c t i o n of the a c c e s s road t o the Stadium
t h e u s e o f o t h e r s t r e e t s w o u l d become more j u s t i f i e d .
These
items a r e d i s c u s s e d under the a l t e r n a t i v e s i n Chapter I V .
On t h e a v e r a g e summer d a y , t h e m a j o r i t y o f t h e outbound
t r i p s f r o m t h e M a l l a r e made f r o m 2:00
p.m.
a p p r o x i m a t e l y 27% l e a v i n g d u r i n g t h e p.m.
t o 9:00
hours
p.m.,
with
(4:00 t o 6 : 0 0 ) .
42 b u s e s w o u l d be n e e d e d t o h a n d l e t h i s number o f p e o p l e .
Assumes 2400 s p a c e s ; 70% o c c u p a n c y d u r i n g peak two h o u r s ,
3.2 p a s s e n g e r s p e r c a r , 50 p a s s e n g e r s p e r b u s , d u r i n g c o n g e s t e d
periods.
See T a b l e 9.
I m p a c t S t u d y o f t h e N a t i o n a l A i r and S p a c e Museum on
C o n g e s t i o n , A u g u s t , 1972.
184
Traffic
�I n d e p e n d e n c e Avenue w i l l
buses p e r hour from t h e M a l l
in l e v e l of service.
(249
be a b l e
t o handle t h e a d d i t i o n a l 21
t o t h e Stadium without a
The a d d i t i o n a l b u s e s needed f o r t h e weekend
b u s t r i p s p e r d a y , 42 p e r peak two h o u r s ) w i l l
nificantly
affect
reduction
t h e weekend t r a v e l
patterns
not s i g -
along the s h u t t l e
route.
The
East Capitol
in traffic
Street Bridge w i l l
due t o t h e r o u t i n g
Stadium i n s t e a d of t h e M a l l .
the
be
of v e h i c l e s d i r e c t l y
Bridge.
travel
directly
from
of t h e ten-mile square
t o the Stadium v i a the E a s t C a p i t o l
will
Street
T h e s e v i s i t o r s make up a p p r o x i m a t e l y 2 0 % o f a l l v i s i t o r
to the Mall.
F o r t h e w o r s t c a s e on t h e a v e r a g e weekday,
a p p r o x i m a t e l y 50 v e h i c l e s w o u l d be added t o t h e p.m.
o u t b o u n d movement.
taken o f f the Mall
the
increase
to the
A l l of the v i s i t o r t r a f f i c
n o r t h and w e s t g e n e r a t e d o u t s i d e
diverted
e x p e r i e n c e an
T h i s number a s s u m e s t h a t 8 0 % o f t h e v e h i c l e s
b e c a u s e o f t h e r e m o v a l o f 630 s p a c e s
S t a d i u m t o go home d u r i n g t h e p.m.
percent
(20%)
of these v e h i c l e s w i l l
Street Bridge.
operating
The E a s t C a p i t o l
condition
p e a k two h o u r s .
leave v i athe East
l e v e l of service.
f r i n g e l o t usage
Twenty
Capitol
peak hour.
g e n e r a t e d by t h e f r i n g e l o t w i l l
but the bridge w i l l
leave
Street Bridge i s currently
a t L e v e l o f S e r v i c e D d u r i n g t h e p.m.
additional t r a f f i c
peak h o u r
still
be o p e r a t i n g
The same c o n c l u s i o n s
condition.
185
are valid
The
add t o t h i s
a t t h e same
f o r the f u l l
�Traffic
Operations
The c l o s i n g o f Adams D r i v e a n d W a s h i n g t o n
traffic
will
traffic
signals.
Drive to vehicular
n e c e s s i t a t e t h e r e m o v a l and a d d i t i o n o f s e v e r a l
Figure
2 9 shows t h e i n t e r s e c t i o n s t h a t
r e q u i r e a change i n t r a f f i c
control.
A total
w o u l d be r e m o v e d , a n d t h r e e w o u l d be added.
of f i v e
signals
Stop s i g n s
a l s o be removed w h e r e t h e s i d e s t r e e t s a r e removed.
w o u l d be r e q u i r e d t o i n t e r r u p t t h r o u g h t r a f f i c
side street crossings of pedestrians
will
would
The s i g n a l s
and f a c i l i t a t e
and v e h i c u l a r
traffic.
C o m p a t i b i l i t y w i t h T r a n s p o r t a t i o n P l a n s and P o l i c i e s
The r e m o v a l o f Adams D r i v e a n d W a s h i n g t o n
D r i v e on t h e
Mall f o rv e h i c u l a r use i s compatible w i t h a l l of Transportation
P l a n s and P o l i c i e s i n t h e D i s t r i c t
o f Columbia.
The r e m o v a l o f t h e i n n e r M a l l r o a d w a y s
the Comprehensive
a l s o conforms t o
Plan f o rthe National C a p i t a l .
A portion of
t h i s plan c a l l s f o r l i m i t i n g the flow of automobiles i n t o t h e
heart of the c i t y .
encourage v i s i t o r s
The f r i n g e p a r k i n g
l o t a t t h e Stadium should
t o a v o i d d r i v i n g i n t o t h e downtown a r e a .
The r e m o v a l o f t h e i n n e r r o a d w a y s
does n o t impact any
p l a n n e d m a j o r r o a d w a y p a t t e r n s , n o r does i t a f f e c t a c c e s s t o a n y
Metro r a p i d r a i l
transit
systems o r impact any s u r f a c e
transit
lines.
Pedestrian Circulation
It
i s known t h a t t h e v i s i t o r t o t h e M a l l v i s i t s
o f 2.5 S m i t h s o n i a n b u i l d i n g s .
1
Therefore,
an average
i t i s assumed t h a t
" ' n I m p a c t S t u d y o f t h e N a t i o n a l A i r a n d S p a c e Museum on
'A
T r a f f i c C o n g e s t i o n , August, 1972.
186
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the v i s i t o r w i l l c r o s s the M a l l a t l e a s t once, most l i k e l y t w i c e
i f he i s r e t u r n i n g t o a bus stop or parked c a r .
With the number
of v i s i t o r s , and t h e r e f o r e p e d e s t r i a n s and v e h i c l e s , i n c r e a s i n g
e v e r y y e a r , i t may
be assumed t h a t the number of p o t e n t i a l
c o n f l i c t s w i t h p e d e s t r i a n s and v e h i c l e s w i l l i n c r e a s e
substantially.
The p r o p o s a l t o r e s t r i c t v e h i c l e s on the i n n e r M a l l roadways
and make them p e d e s t r i a n paths w i l l encourage p e d e s t r i a n s t o use
the p r o v i d e d paths and c r o s s the main s t r e e t s where p e d e s t r i a n
phases a r e p r o v i d e d
General
i n s t e a d of j a y w a l k i n g .
Safety
G e n e r a l s a f e t y w i l l a l s o be enhanced by the removal of
Adams and Washington D r i v e s .
The removal of these roadways and
p r o v i s i o n of the f r i n g e l o t w i l l decrease v e h i c u l a r c i r c u l a t i o n
w i t h i n the M a l l , t h e r e b y d e c r e a s i n g the number of p o t e n t i a l
c o n f l i c t s w i t h i n the M a l l between the p e d e s t r i a n and the moving
and s t a t i o n a r y c a r s .
The m o t o r i s t w i l l have l e s s p a r k i n g spaces
t o peruse and w i l l tend t o l e a v e the M a l l a r e a sooner than i f
t h e r e were more spaces
provided.
The a c c i d e n t p o t e n t i a l i s d i r e c t l y r e l a t e d t o VMT.
The
bus
traffic
i s o f f s e t by a g r e a t e r r e d u c t i o n i n v e h i c u l a r t r a f f i c ,
and VMT
i s reduced.
Given t h i s r e l a t i o n s h i p , the a d d i t i o n a l
buses and autos u s i n g Independence Avenue and E a s t C a p i t o l S t r e e t
w i l l not s i g n i f i c a n t l y i n c r e a s e the a c c i d e n t p o t e n t i a l along
these routes.
S i n c e the s h u t t l e buses a r e not proposed t o be
18?
�d r i v e n by D.C.
G e n e r a l H o s p i t a l , they w i l l not i n t e r f e r e w i t h
emergency v e h i c l e s e n t e r i n g the h o s p i t a l .
190
�2.5.2 U t i l i t i e s
Domestic Water - S e t t i n g and Impact
There a r e a number of e x i s t i n g w a t e r d i s t r i b u t i o n
l i n e s of f a i r l y l a r g e c a p a c i t i e s (8 t o 12 i n c h e s
i n t h e proposed p r o j e c t a r e a .
i n diameter)
These w i l l be tapped w i t h
s i z e s e r v i c e l i n e s to provide s e r v i c e to s i x drinking
small
fountains,
two food k i o s k s , and temporary f a c i l i t i e s i n t h e a c t i v i t y
zones.
The use of t h e s e r v i c e l i n e s w i l l be p r i m a r i l y s e a s o n a l .
The
waste w a t e r from t h e food k i o s k a r e a w i l l be d i s c h a r g e d i n t o
s a n i t a r y sewers designed f o r t h e purpose.
The waste water from
the d r i n k i n g f o u n t a i n s w i l l be sumped i n t o a d r y w e l l f o r e v e n t u a l
percolation
for
i n t o t h e ground.
The a d d i t i o n a l demand f o r water
t h e s e s e r v i c e s w i l l be i n s i g n i f i c a n t and hence, t h e r e
will
be l i t t l e impact on t h e environment.
S a n i t a r y Sewer - S e t t i n g and Impact
There a r e a number of e x i s t i n g sewer main l i n e s i n
the a r e a and a few s m a l l e r s e r v i c e l i n e s .
A small
additional
l e n g t h o f f o u r - i n c h and s i x - i n c h s e r v i c e l i n e s i s planned t o
s e r v e t h e food k i o s k and temporary f a c i l i t i e s .
T h i s new p i p i n g
w i l l be w e l l w i t h i n t h e e x i s t i n g c a p a c i t y of t h e p r e v a i l i n g system.
S i n c e t h e D i s t r i c t o f Columbia uses a combined storm and
s a n i t a r y sewer system, t h e a n t i c i p a t e d r e d u c t i o n
i n storm water
c o l l e c t i o n would, i n a l l p r o b a b i l i t y , o f f s e t t h e minor
i n s a n i t a r y sewer f l o w s .
Therefore,
system i s m i n i m a l .
191
increase
t h e impact on t h e sewer
�Storm Drainage - S e t t i n g and Impact
A number of e x i s t i n g c a t c h b a s i n s and manholes along
Washington
and Adams D r i v e s , designed t o i n t e r c e p t s u r f a c e
d r a i n a g e t o pavements,
w i l l be removed, w h i l e the remaining ones
which f i t t h e p r o j e c t d e s i g n w i l l be a d j u s t e d i n h e i g h t and w i l l
remain f u n c t i o n a l .
A p p r o x i m a t e l y 64 new c a t c h b a s i n s and 60
new manholes a r e planned t o c o l l e c t s u r f a c e r u n o f f from t h e new
crushed stone p a t h s .
S i n c e t h e s e new walkways a r e r e l a t i v e l y
p e r v i o u s t o w a t e r , a s u b s t a n t i a l p o r t i o n o f t h e storm water w i l l
be absorbed d i r e c t l y i n t o t h e ground.
Consequently, t h e amount
of w a t e r f l o w i n g i n t o t h e storm sewers w i l l be reduced.
The
c o n s t r u c t i o n of t h e r e l a t i v e l y s m a l l new system w i l l not r e s u l t
i n any a d v e r s e impact, a s i t w i l l minimize t h e storm water
collection.
S o l i d Waste - S e t t i n g and Impact
The p r i n c i p a l p u t r e s c i b l e and s o l i d w a s t e s generated
on t h e M a l l a r e paper p r o d u c t s and d i s c a r d e d food items
a s s o c i a t e d w i t h t h e s a l e of outdoor food and r e f r e s h m e n t s .
other p u t r e s c i b l e s
recyclables
No
( k i t c h e n and o t h e r o r g a n i c w a s t e s ) , nor
( d e b r i s s u b j e c t t o r e p r o c e s s i n g ) , a r e commonly found
i n t h e s o l i d w a s t e s on t h e M a l l .
S o l i d waste c o l l e c t i o n s e r v i c e on t h e M a l l i s managed
by both N a t i o n a l C a p i t a l P a r k s and Government S e r v i c e s , I n c . ,
the
refreshment concessionaire.
During t h e peak summer season,
one t r u c k of s i x t o seven c u b i c y a r d c a p a c i t y , makes t h r e e
19?
�t r i p s d a i l y , t o remove s o l i d wastes to a major s a n i t a r y
s i t e on a Government r e s e r v a t i o n i n L o r t o n , V i r g i n i a .
landfill
Government
S e r v i c e s , I n c . , uses a s i m i l a r v e h i c l e once a day d u r i n g the
peak season f o r removal of s o l i d wastes t o the same s i t e .
on the M a l l i s c u r r e n t l y removed by a continuous
Litter
patrol.
No impact from s o l i d wastes i s expected due to the accommodat i o n of two a d d i t i o n a l food c o n c e s s i o n s on the M a l l .
Itis
w i t h i n the c a p a c i t y of the e x i s t i n g s o l i d waste removal program
to handle any i n c r e a s e s i n s o l i d waste b u l k .
Furthermore,
the
p r o p o s a l i n c l u d e s i n s t a l l a t i o n of 120 t r a s h c o n t a i n e r s to c o n t r o l
l i t t e r problems.
These c o n t a i n e r s would be emptied p e r i o d i c a l l y
each day by a s e r v i c e crew on e l e c t r i c
carts.
Power U t i l i t i e s - S e t t i n g and
Impact
The a r e a of the proposed p r o j e c t c o n t a i n s s e v e r a l
power l i n e s t o s e r v i c e e x i s t i n g s t r e e t l i g h t s and a s m a l l number
of o t h e r o u t l e t s to the k i o s k s .
Some of the e x i s t i n g l i g h t s
o u t l e t s w i l l be r e l o c a t e d , and a p p r o x i m a t e l y 60 new
s e v e r a l new o u t l e t s w i l l be added.
power should not exceed f o u r KVA
lights
and
and
The a d d i t i o n a l demand f o r
(40,000 w a t t s ) , which i s w e l l
w i t h i n the c a p a c i t y of the e x i s t i n g power l i n e s .
The added
l i g h t s w i l l improve v i s i b i l i t y and s a f e t y d u r i n g dark
hours
w i t h o u t adding a p p r e c i a b l y t o the ambient a i r temperatures.
The
l i g h t s o u r c e s a r e designed not to i n t e r f e r e w i t h r e g e n e r a t i o n
p r o c e s s of the a d j a c e n t t r e e s .
The Potomac E l e c t r i c Power Company
(PEPCO) has g r a n t e d a p p r o v a l f o r the new e l e c t r i c power supply.
193
�2.5.3
P o l i c e and F i r e P r o t e c t i o n / P u b l i c S a f e t y
Setting
A t p r e s e n t t h e U.S. Park P o l i c e p r o v i d e p o l i c e
s e r v i c e s t o both t h e M a l l a r e a and RFK Stadium, which i s a p a r t
of A n a c o s t i a Park i n the D i s t r i c t o f Columbia.
During peak summer
v i s i t a t i o n , up t o e l e v e n o f f i c e r s a r e a s s i g n e d t o t h e M a l l a r e a
w i t h d u t i e s i n c l u d i n g p a r k i n g and t r a f f i c c o n t r o l .
RFK Stadium
i s p e r i o d i c a l l y checked each day by a two-man p a t r o l c a r
assigned t o Anacostia Park.
S p e c i a l e v e n t s , such a s f o o t b a l l
games a t t h e Stadium, r e q u i r e d e t a i l s o f up t o t h i r t y - e i g h t
o f f i c e r s t o c o n t r o l t r a f f i c and p a r k i n g .
I n both l o c a t i o n s ,
manpower a l l o t m e n t s a r e f l e x i b l e t o accommodate changing
visitation.
P a r t I crime s t a t i s t i c s compiled from U.S. Park P o l i c e
r e c o r d s f o r t h e M a l l and RFK Stadium d u r i n g 1973, and 1974, a r e
as f o l l o w s :
Mall
Rape
Robbery
Assault
Burglary
Grand L a r c e n y
P e t i t Larceny
Auto T h e f t
Totals
RFK Stadium
2
8
1
1
9
7
_1
0
26
12
11
82
10
8
29
149
The g r e a t m a j o r i t y o f t h e s e o f f e n s e s were committed from
10 a.m. t o 6 p.m. a t t h e M a l l , and d u r i n g l a r g e e v e n t s a t RFK
Stadium, c o r r e s p o n d i n g
w i t h t h e peak v i s i t a t i o n p e r i o d s .
194
�U.S. P a r k P o l i c e r e c o r d s i n d i c a t e 15 t r a f f i c
accidents
o c c u r r e d on Washington and Adams D r i v e s i n 1973, and n i n e i n 1974.
Two a c c i d e n t s
i n 1973 i n v o l v e d p e r s o n a l i n j u r y .
show t h a t t h e a c c i d e n t
The r e c o r d s
r a t e on t h e surrounding s t r e e t s i s s i m i l a r .
D i s t r i c t of Columbia M e t r o p o l i t a n P o l i c e p r o v i d e p o l i c e
s e r v i c e s t o t h e a r e a along t h e proposed s h u t t l e r o u t e , a s w e l l as
on t h e s t r e e t s c r o s s i n g t h e M a l l and around RFK Stadium.
The
Metropolitan P o l i c e c o n t r o l t r a f f i c i n the v i c i n i t y of the Mall
and
RFK Stadium, and respond t o c r i m e s i n both a r e a s .
M e t r o p o l i t a n P o l i c e r e c o r d s show 13 t r a f f i c
on E a s t C a p i t o l S t r e e t i n 1974, and 156 a c c i d e n t s
accidents
on Independence
Avenue.*
Impact
The
U.S. Park P o l i c e w i l l n o t decrease t h e l e v e l o f
p o l i c e s e r v i c e s i n t h e M a l l a r e a a f t e r t h e c l o s i n g o f Washington
and Adams D r i v e s .
police i n parking
The subsequent r e d u c t i o n
o f time spent by t h e
and t r a f f i c c o n t r o l a c t i v i t i e s w i l l
allow
more a t t e n t i o n t o be g i v e n t o crime p r e v e n t i o n and v i s i t o r
security.
Thus, on t h e M a l l , t h e proposed a c t i o n should have
a positive effect.
*Source:
T r a f f i c D i v i s i o n , D.C. M e t r o p o l i t a n P o l i c e , Deputy
Chief Ernest Prete.
195
�The d a i l y use of the RFK Stadium p a r k i n g l o t s , as p a r t of
the
proposed
s h u t t l e demonstration p r o j e c t , can be expected t o
i n c r e a s e the frequency of attempted c r i m i n a l a c t s a t t h a t s i t e
to
the i n c r e a s e d human use of the a r e a .
due
The reason p r e s e n t crime
s t a t i s t i c s do not r e v e a l a s i g n i f i c a n t number of o f f e n s e s i n
t h a t a r e a i s due t o the l a c k of v i s i t a t i o n t o the Stadium, except
during large events.
the
The U.S.
Park P o l i c e f o r c e p a t r o l l i n g
A n a c o s t i a Park a r e a w i l l be augmented by two patrolmen on
motor s c o o t e r s , whose p r i m a r y j o b w i l l be crime p r e v e n t i o n .
A d d i t i o n a l d e t a i l s of patrolmen w i l l be a s s i g n e d as n e c e s s a r y
to p r o v i d e e s s e n t i a l p r o t e c t i o n of v i s i t o r s .
The two motor
s c o o t e r patrolmen a s s i g n e d t o RFK Stadium w i l l be s h i f t e d
duty a t some o t h e r p o i n t i n the r e g i o n a l park system.
from
S i n c e the
s h u t t l e system under the proposed a c t i o n i s expected t o end i n
e a r l y 1976, t h i s r e a s s i g n m e n t of patrolmen i s not expected to have
any long-term e f f e c t s on s e c u r i t y i n the o v e r a l l park system.
The combination of adequate l i g h t i n g and the two or more
motor s c o o t e r patrolmen, as n e c e s s a r y , w i l l o f f e r s e c u r i t y t o
v i s i t o r s u s i n g the l o t .
The i n t r o d u c t i o n of up t o 22 buses per day along the proposed
s h u t t l e r o u t e w i l l not s i g n i f i c a n t l y a f f e c t p u b l i c s a f e t y on
E a s t C a p i t o l S t r e e t and Independence Avenue.
to
The buses w i l l
add
the t r a f f i c volumes and w i l l a f f e c t c o n g e s t i o n , but the i n c r e a s e
over p r e s e n t c o n d i t i o n s i s c o n s i d e r e d t o be s m a l l .
196
Furthermore,
�these buses w i l l not e x h i b i t t h e t y p i c a l t r a f f i c c o n f l i c t s which
occur when buses p u l l i n and out o f t r a f f i c f l o w a t stops along
a route.
due
I n c r e a s e s i n c o n g e s t i o n and subsequent s a f e t y hazards
t o t h e NCP a c t i o n a r e r e l a t i v e l y minor, e s p e c i a l l y when
compared t o t h e a n t i c i p a t e d i n c r e a s e s i n t r a f f i c a s a consequence
of t h e B i c e n t e n n i a l c e l e b r a t i o n d u r i n g 1976.
Fire
Protection
The demand f o r f i r e p r o t e c t i o n s e r v i c e i n t h e
p r o j e c t a r e a on t h e M a l l i s v e r y low. Washington and Adams
D r i v e s a r e v e r y i n f r e q u e n t l y used f o r c i r c u l a t i o n o f f i r e
i n g equipment.
fight-
More i m p o r t a n t a r e Madison and J e f f e r s o n D r i v e s ,
and C o n s t i t u t i o n and Independence Avenues, which a l l o w d i r e c t
a c c e s s t o t h e museums on t h e M a l l .
The h i g h p r e s s u r e
s e r v i c e w a t e r l i n e s a r e a l l near t h e b u i l d i n g s .
fire
Thus, t h e
p r o p o s a l would n o t a f f e c t f i r e p r o t e c t i o n s e r v i c e s i n t h e M a l l
area.
I f , f o r any u n u s u a l r e a s o n ,
i t was n e c e s s a r y
to gain
a c c e s s t o t h e i n n e r M a l l , f i r e p r o t e c t i o n equipment could mount
the c u r b s and proceed on t h e crushed stone walkways.
197
��2.6
P h y s i c a l and B i o l o g i c a l Environment
2.6.1
Climate
Setting
The c l i m a t e of Washington, D. C. i s g e n e r a l l y m i l d
but w i t h d i s t i n c t s e a s o n a l changes.
The
c i t y i s considered to
l i e a t the f r i n g e of the hot, humid r e g i o n of the Southeast
and
t h e c o o l N o r t h e a s t r e g i o n ; t h e r e f o r e , i t s weather r e f l e c t s some
c h a r a c t e r i s t i c s o f , and i s h i g h l y i n f l u e n c e d by, both of these
larger c l i m a t i c regions.
Temperature.
The year-round
average high
i n Washington i s 66.7° w i t h an average low of 47.8°.
recorded temperature
i s 101°
and the lowest i s 3°.
temperature
The h i g h e s t
July i s
n o r m a l l y the warmest month w i t h an average h i g h temperature
88.2° and an average low of 69.1°.
of
J a n u a r y i s n o r m a l l y the
c o l d e s t month w i t h an average high of 4 3.5°
and an average
low
of 21.1°.
Precipitation.
The average t o t a l annual
rainfall
i s 38.89 i n c h e s w i t h August being the w e t t e s t month w i t h an
average of 4.67
i n c h e s and F e b r u a r y having the l e a s t
w i t h an average of 2.45
inches.
A c e r t a i n amount of
o c c u r s a l l y e a r round but the months of May,
August c o u l d be c o n s i d e r e d the r a i n y season.
are
rainfall
rainfall
June, J u l y ,
and
These months a l s o
the warmest months of the y e a r and c r e a t e a hot, humid
situation.
I n a d d i t i o n , snow, h a i l , and s l e e t a r e other forms
of p r e c i p i t a t i o n which a r e l i k e l y t o occur i n Washington.
199
�Snow a c c u m u l a t i o n s of more t h a n t e n i n c h e s a r e r a r e and m e l t i n g
i s usually rapid.
Chances f o r t h e s e w i n t e r p r e c i p i t a t i o n s a r e
g r e a t e s t i n F e b r u a r y , J a n u a r y , and December w i t h F e b r u a r y h a v i n g
t h e h i g h e s t average a t 5.1 i n c h e s .
Wind.
I n Washington, D. C., the p r e v a i l i n g w i n t e r
wind d i r e c t i o n i s from the n o r t h w e s t , and i n t h e summer from
the s o u t h .
The average p r e v a i l i n g wind speed i s 9.3 mph
and
does not v a r y g r e a t l y from s i m i l a r speeds throughout the y e a r .
The h i g h e s t r e c o r d e d wind speed has been 78 mph,
blowing from
the s o u t h e a s t i n October, 1954.
The passage of storm systems o c c u r s on the average of once
or t w i c e a week.
Due t o t h i s c y c l i c a l changing of a i r masses,
a i r p o l l u t i o n l e v e l s u s u a l l y do not b u i l d up over long p e r i o d s .
However, o c c a s i o n a l p e r i o d s of a i r mass s t a g n a t i o n do o c c u r ,
c o n t r i b u t i n g t o the development of h i g h p o l l u t a n t c o n c e n t r a t i o n s .
From 1936 t o 1965, t h e r e were 48 such o c c u r r e n c e s , w i t h an
average d u r a t i o n of 4.8 days.
Most of the episodes o c c u r r e d i n
August, September, o r October.
Impact
The impact upon the o v e r a l l c l i m a t e of Washington,
D. C. due t o t h e proposed M a l l R e h a b i l i t a t i o n would be minute
and u n q u a n t i f i a b l e i n comparison t o the n a t u r a l f o r c e s c r e a t i n g
the weather p a t t e r n
(since these are r e g i o n a l forces e x t e r n a l
t o t h e D i s t r i c t of C o l u m b i a ) .
The p r e v i o u s d i s c u s s i o n ,
200
however,
�i s n e c e s s a r y t o understand the manner i n which the c l i m a t e
may
be a l t e r e d , p a r t i c u l a r l y i n r e l a t i o n t o the m i c r o c l i m a t e s which
may be a f f e c t e d by sun and wind f a c t o r s , as w e l l as v e g e t a t i o n ,
r e f l e c t i v i t y , . and o t h e r r e l a t e d c o n s i d e r a t i o n s .
Temperature would be lowered due t o shade i n those a r e a s
where a d d i t i o n a l t r e e s w i l l be p l a n t e d .
I n summer, t h i s can
be a d e s i r a b l e impact f o r v i s i t o r comfort.
Temperature
would
a l s o be a f f e c t e d by the removal of the a s p h a l t p a v i n g , r e d u c i n g
r a d i a n t energy a b s o r p t i o n and subsequent heat b u i l d - u p and t h u s
f u r t h e r improving v i s i t o r comfort l e v e l s along the M a l l .
No impact on p r e c i p i t a t i o n r a t e s i s a n t i c i p a t e d .
There
would be s l i g h t changes i n l o c a l i z e d wind c u r r e n t p a t t e r n s (and
p o s s i b l y v e l o c i t i e s ) due to the i n t r o d u c t i o n of new t r e e s , but
the impact would be i n s i g n i f i c a n t .
201
�2.6.2
A i r Quality
Setting - Introduction
The C l e a n A i r A c t of 1970 mandates t h a t t h e auto-
mobile i n d u s t r y reduce e m i s s i o n s o f hydrocarbons
(HC) and carbon
monoxide (CO) by a t l e a s t 90% from l e v e l s of 1970 v e h i c l e s as
w e l l a s reduce e m i s s i o n s of n i t r o g e n o x i d e s ( N 0 ) from new autox
mobiles by 90% from 1971 NO
J
levels.
x
I n r e c e n t a c t i o n , the E n v i r o n m e n t a l P r o t e c t i o n Agency adm i n i s t r a t o r granted auto m a n u f a c t u r e r s ' r e q u e s t f o r a suspension
of 1977 exhaust e m i s s i o n s t a n d a r d s by hydrocarbons
and carbon
monoxide; s e t i n t e r i m s t a n d a r d s a t the c u r r e n t nationwide
level
of 1.5 grams per m i l e HC and 15 gpm CO; and recommended r e t e n t i o n o f those s t a n d a r d s through 1979, proceeding t o c u r r e n t
C a l i f o r n i a l e v e l s o f 0.9 gpm HC and 9.0 gpm CO i n 1980, w i t h
s t a t u t o r y l e v e l s of 0.41 gpm HC and 3.4 gpm CO i n 1982.
EPA
a l s o recommended t h a t the i n t e r i m n i t r o g e n o x i d e s t a n d a r d of 2.0
gpm s e t f o r 1977 be r e t a i n e d through 1982, u n l e s s ongoing r e s e a r c h i n d i c a t e s a f u t u r e need f o r a more s t r i n g e n t
level.
Beyond t h e 1977 suspension d e c i s i o n , however, any f u r t h e r d e l a y
of s t a t u t o r y s t a n d a r d s w i l l have t o be approved by Congress.
The t a b l e below summarizes the Auto E m i s s i o n s
(grams p e r m i l e ) :
202
Standards
�1970
34.0
1975
15.0
1976
15.0
1980
9.0
Hydrocarbons
4.1
1.5
1.5
0.9
0.41
Nitrogen Oxides
4.0*
3.1
2.0
2.0
2.0
Carbon Monoxide
1982
3.4
*1971 Level
The A i r Q u a l i t y P l a n n i n g Committee of the N a t i o n a l C a p i t a l
I n t e r s t a t e A i r Q u a l i t y C o n t r o l Region has formulated
an
EPA
approved A i r Q u a l i t y C o n t r o l P l a n to reduce p o l l u t a n t l e v e l s t o
N a t i o n a l Standards
i n 1970.
as p r e s c r i b e d by the Clean A i r Act as amended
The measures promulgated f a l l i n t o s i x c a t e g o r i e s :
1.
The F e d e r a l Motor V e h i c l e C o n t r o l Program f o r
Vehicles
New
2.
C o n t r o l s on S t a t i o n a r y Source
3.
E s t a b l i s h m e n t of a system f o r annual e m i s s i o n
4.
A t r a f f i c c o n t r o l program t o reduce v e h i c l e m i l e s
traveled
(VMT)
5.
C o n t r o l of a i r c r a f t o p e r a t i o n s a t D u l l e s and
Airports
6.
I n s t a l l i n g e m i s s i o n c o n t r o l d e v i c e s on e x i s t i n g v e h i c l e s ,
Emissions
testing
National
I n a d d i t i o n , measures were promulgated f o r the r e v i e w of
new
p a r k i n g f a c i l i t i e s t o determine c o n s i s t e n c y w i t h VMT
reduc-
tion goals.
The t h r u s t of t h i s s t r a t e g y as i t p e r t a i n s t o the M a l l
h a b i l i t a t i o n i s i n the a r e a of VMT;
Re-
s p e c i f i c a l l y , the net e f f e c t
of the t o t a l v e h i c l e m i l e s t r a v e l e d as a r e s u l t of removing
p o r t i o n s of Adams and Washington D r i v e s
203
and u t i l i z i n g f r i n g e
�p a r k i n g f a c i l i t i e s a t the RFK Stadium.
s i d e r a t i o n of the net e f f e c t s of VMT,
I n a d d i t i o n to the conthe g u i d e l i n e s imply a
r e v i e w of the e f f e c t s of auto e m i s s i o n s a t the
RFK
Stadium
p a r k i n g a r e a , and i n the c o r r i d o r between the M a l l and RFK S t a d ium.
I n 1970, gasoline-powered
motor v e h i c l e s c o n t r i b u t e d 90%
of a l l carbon monoxide, 50% o f a l l hydrocarbons,
and 30% of a l l
n i t r o g e n o x i d e e m i t t e d i n t o the a i r i n the U n i t e d S t a t e s .
e v a l u a t e the i n c r e a s e d automobile
To
e m i s s i o n s and t h e i r p o t e n t i a l
impact, carbon monoxide (CO) has been s e l e c t e d as an i n d i c a t o r .
T h i s p o l l u t a n t was s e l e c t e d f o r the f o l l o w i n g r e a s o n s :
1.
Ambient a i r q u a l i t y s t a n d a r d s f o r CO have been
promulgated by the E n v i r o n m e n t a l P r o t e c t i o n
Agency.
2.
CO i s r e l a t i v e l y n o n - r e a c t i v e and c h e m i c a l l y
s t a b l e ; t h e r e f o r e , CO source a n a l y s e s and CO
measurements a r e r e l i a b l e .
3.
Measurements of CO have been made d u r i n g r e c e n t
y e a r s a t s e v e r a l l o c a t i o n s i n the m e t r o p o l i t a n
Washington, D. C. a r e a .
4.
S i n c e t h i s i s an a r e a of h i g h p o p u l a t i o n and CO
r e p r e s e n t s most of the a i r p o l l u t i o n e m i t t e d
from automobiles, i t a f f e c t s the g e n e r a l p u b l i c
t o a g r e a t e r e x t e n t than photochemical o x i d a n t s .
P a r t i c u l a t e s a r e a l s o e m i t t e d from v e h i c u l a r s o u r c e s .
P a r t i c u l a t e m a t t e r g e n e r a l l y i n c l u d e s suspended p a r t i c u l a t e s ranging
i n s i z e from l e s s than one micron t o more than 50 microns.
The p a r t i c l e s have numerous c h e m i c a l i d e n t i t i e s and t h e i r e f f e c t s
are correspondingly diverse.
I n g e n e r a l , they reduce
204
atmospheric
�v i s i b i l i t i e s and produce s u b s t a n t i v e d e t e r i o r a t i o n .
From a
h e a l t h s t a n d p o i n t , they a d v e r s e l y a f f e c t the r e s p i r a t o r y
as the s m a l l e r diameter
( g e n e r a l l y l e s s than 2 microns)
f i n d passage t o the lung a r e a s where they may
longed p e r i o d s o f time - o f t e n f o r y e a r s .
system
particles
r e s i d e f o r pro-
Some forms of p a r t i -
c u l a t e s r e a d i l y absorb s u l f u r d i o x i d e ( S 0 ) and thus p r e s e n t a
2
means f o r t r a n s p o r t i n g SO,, i n t o the r e s p i r a t o r y
system.
As s t a t e d above, p a r t i c u l a t e s a r e e m i t t e d i n t o the ambient
air
from v e h i c u l a r s o u r c e s ; however, v e h i c l e s a r e not g e n e r a l l y
regarded as major c o n t r i b u t o r s of t h i s p o l l u t a n t .
I n most urban
a r e a s , i n d u s t r i a l s o u r c e s and combustion a r e r e s p o n s i b l e f o r most
of the p a r t i c u l a t e e m i s s i o n s .
I n recent years, construction
a c t i v i t y has been the p r i m a r y source of p a r t i c u l a t e s
throughout
the m e t r o p o l i t a n Washington, D. C. a r e a .
Standards f o r a i r p o l l u t a n t s have been e s t a b l i s h e d f o r the
D i s t r i c t of Columbia.
T a b l e 11 shows s e l e c t e d p o l l u t a n t s along
w i t h the p r i m a r y and secondary
standards.
T a b l e s 12 and 13 i n d i c a t e the number of days t h a t a i r
q u a l i t y s t a n d a r d s were exceeded a t the Continuous
Program (CAMP) s t a t i o n a t 422 New
J e r s e y Avenue, N. W.,
the D. C. G e n e r a l H o s p i t a l s t a t i o n d u r i n g 1974.
15 show the annual percentage
A i r Monitoring
and a t
T a b l e s 14
f r e q u e n c i e s of o c c u r r e n c e of
s e l e c t e d CO l e v e l s a t the same m o n i t o r i n g
stations.
S e t t i n g - General
The assessment of the a i r q u a l i t y impact of the
205
and
�TABLE 11
D i s t r i c t o f Columbia Ambient A i r Q u a l i t y
Standards
Pollutant
P r i m a r y Standards
Secondary Standards
Carbon Monoxide
1-Hour - 35 ppm*
1-Hour - 3 5 ppm*
8-Hour -
8-Hour -
9 ppp*
9 ppm*
Nitrogen Dioxide
0.05 ppm (aam)
0.05 ppm (aam)
Hydrocarbons
(non-methane)
0.24 ppm*.*
0.24 ppm*.*
3*
24-Hour 160 ugm/m
3
75 pgm/m (agm)
1-Hour 0.08 ppm*
3*
24-Hour 140 (jgm/m
3
60 pgm/m (agm)
1-Hour 0.08 ppm*
Suspended P a r t i c u l a t e
Photochemical
Oxidants
* not t o be exceeded more than once p e r y e a r
** d u r i n g p e r i o d 6 a.m. t o 9 a.m.
(aam) annual a r i t h m e t i c mean
ppm
p a r t s per m i l l i o n
(agm) annual geometric mean
206
�TABLE 12
TIMES PER MONTH D. C. PRIMARY A I R QUALITY STANDARDS WERE EXCEEDED DURING 1974
CAMP STATION
Pollutant/Month:
Jan.
Feb.
Mar.
Apr.
May
Carbon
Monoxide
(8-Hour Avg.)
*
*
1
*
*
Photochemical
Oxidants
0
0
0
Suspended
Particulates
3
3
4
2
3
Jun.
Jul.
Aug.
0
2
0
0
4
2
6
3
1
0
0
1
1
0
1
0
1
0
0
0
Sept.
Oct.
Nov.
2
3
Dec.
1
* Data m i s s i n g f o r most o f t h e monthly p e r i o d
Note:
Nitrogen d i o x i d e s t a n d a r d s a r e on an annual b a s i s and a r e not shown
on t h i s c h a r t .
N i t r o g e n d i o x i d e s t a n d a r d s were not exceeded i n 1974.
�TABLE 13
TIMES PER MONTH D. C. PRIMARY A I R QUALITY STANDARDS WERE EXCEEDED DURING 1974
D. C. GENERAL HOSPITAL STATION
Pollutant/Month:
Jan.
Feb.
Mar,
Apr.
May
Jun.
Jul.
Aug.
Carbon
Monoxide
(8-Hour Avg.)
1
0
0
5
0
1
2
0
Suspended
Particulates
2
0
0
0
0
0
0
0
Note:
Sept.
Oct.
Nov.
Dec.
0
2
1
2
0
0
0
0
N i t r o g e n d i o x i d e s t a n d a r d s a r e on an annual b a s i s and a r e not shown
on t h i s c h a r t .
N i t r o g e n d i o x i d e s t a n d a r d s were not exceeded i n 1974.
�TABLE 14
PERCENTAGE FREQUENCY OF OCCURRENCE OF MAXIMUM 1-HOUR CO CONCENTRATIONS FOR SELECTION LOCATIONS
D. C. GENERAL HOSPITAL
Percentage
Frequency
Carbon Monoxide L e v e l s (ppm)
Standard :
Cumulative
Frequency
< 2.0 ppm
09.5
09. 5
> 2.0 ppm < 5.0 ppm
42.4
51.9
> 5.0 ppm . 10.0 ppm
<
30.9
83.8
> 10.0 ppm < 15.0 ppm
13.6
96.4
> 15.0 ppm < 20.0 ppm
02.4
98.8
> 20.0 ppm < 25.0 ppm
00.9
99.7
> 25.0 ppm < 30.0 ppm
00.3
100.0
> 30.0 ppm < 35.0 ppm
00.0
100.0
> 3 5.0 ppm
00.0
100.0
M i s s i n g - 27 d a y s
CAMP STATION
Carbon Monoxide L e v e l s (ppm)
Percentage
Frequency
Cumulative
Frequency
< 2.0 ppm
02.7
02.7
> 2.0 ppm < 5.0 ppm
40.1
42.8
> 5.0 ppm •< 10.0 ppm
41.4
84. 2
> 10.0 ppm < 15.0 ppm
16.0
95.1
?-15.0 ppm < 20.0 ppm
62.7
97.8
> 2 0 . 0 ppm < 25.0 ppm
01.8
99.6
> 2 5.0 ppm < 30.0 ppm
00.4
100.0
> 30.0 ppm < 35.0 ppm
00.0
100.0
> 35.0 ppm
00.0
100.0
M i s s i n g - 142 d a y s
209
3 5.0
ppm
�TABLE 15
PERCENTAGE FREQUENCY OF OCCURRENCE OF MAXIMUM 8-HOUR CO CONCENTRATIONS FOR SELECTED
LOCATIONS
S t a n d a r d : 9.0 ppm
D.C. GENERAL HOSPITAL
Carbon Monoxide L e v e l s (ppm)
Percentage
Frequency
Cumulative
Frequency
< 2.0 ppm
22.1
22.1
> 2.0 ppm < 3.0 ppm
20.0
42.1
> 3.0 ppm < 4.0 ppm
16.3
58.4
4.0 ppm < 5.0 ppm
10.0
68.4
> 5.0 ppm < 6.0 ppm
08.2
76.6
> 6.0 ppm < 7.0 ppm
06.9
83.5
> 7.0 ppm < 8.0 ppm
04.8
88.3
> 8.0 ppm < 9.0 ppm
07.3
95.6
> 9.0 ppm
04.5
100.0
>
M i s s i n g - 34 d a y s
CAMP STATION
C a r b o n Monoxide L e v e l s (ppm)
Percentage
Frequency
Cumulative
Frequency
< 2.0 ppm
10.3
10.3
>
2.0 ppm < 3.0 ppm
20.0
30.3
>
3.0
ppm < 4.0 ppm
27.5
57.8
> 4.0 ppm < 5.0 ppm
20.0
77.8
> 5.0
ppm < 6.0 ppm
08.1
85.9
> 6.0 ppm < 7.0 ppm
05.4
91.3
> 7.0 ppm < 8.0 ppm
02.2
93.5
> 8.0
00.5
94.0
06.0
100.0
ppm < 9.0 ppm
> 9.0 ppm
M i s s i n g - 172 d a y s
210
�proposed M a l l R e h a b i l i t a t i o n i s a complex problem.
This i s
m a i n l y due to the c l o s e r e l a t i o n s h i p between a i r q u a l i t y
traffic
characteristics.
and
The removal of 630 p a r k i n g spaces
the M a l l a r e a and a t the same time encouraging
from
the use of a
f r i n g e p a r k i n g f a c i l i t y w i l l r e s u l t i n some changes i n t r a f f i c
flow.
As d i s c u s s e d i n S e c t i o n 2.5.1, the r o u t e s taken by
those
p r e s e n t l y u s i n g the p a r k i n g spaces have been a n a l y z e d , assumptions
have been made as t o the r o u t e s t o be t a k e n i n the f u t u r e by
those u s i n g the f r i n g e p a r k i n g f a c i l i t y and the net e f f e c t i n
terms of V e h i c l e M i l e s T r a v e l e d (VMT)
has been determined.
Three g e n e r a l a r e a s were c o n s i d e r e d i n the assessment:
a r e a encompassing the M a l l , the proposed bus r o u t e , and
p a r k i n g a r e a near RFK Stadium.
the
the
Each of t h e s e g e n e r a l a r e a s
t r e a t e d as a unique problem a r e a and each was
was
assessed using
EPA g u i d e l i n e s f o r the r e v i e w of the impact of i n d i r e c t
sources
or ambient A i r Q u a l i t y f o r e s t i m a t i n g carbon monoxide l e v e l s as
based on t r a f f i c
data.
Carbon monoxide (CO) l e v e l s throughout the c i t y can
a t t r i b u t e d almost e n t i r e l y t o automotive e m i s s i o n s .
L e v e l s of
CO v a r y s i g n i f i c a n t l y on a day-to-day b a s i s as observed
CAMP and D.C.
General H o s p i t a l monitoring
d a i l y peak hour c o n c e n t r a t i o n s may
more than 10.0
p a r t s per m i l l i o n
and a t any time of the y e a r .
stations.
be
by the
Typically,
range from l e s s than 3.0
(ppm)
to
d u r i n g any g i v e n week
While the r e l a t i v e l y high CO
levels
a r e t r a f f i c r e l a t e d , the day-to-day v a r i a t i o n s a r e p r i m a r i l y
t o m e t e o r o l o g i c a l c o n d i t i o n s , i . e . , the days of high CO
211
due
concentra-
�t i o n s correspond g e n e r a l l y t o p e r i o d s of a n t i c y c l o n i c s t a g n a t i o n s ,
low m i x i n g h e i g h t s , and s t r o n g temperature
inversions.
Anticyclonic
s t a g n a t i o n i s p r i m a r i l y a l a t e summer/early autumn phenomenon.
Low m i x i n g h e i g h t s and i n v e r s i o n s , on the o t h e r hand, occur mainly
i n the w i n t e r season.
The s p r i n g and e a r l y summer months, then,
have the most f a v o r a b l e a i r q u a l i t y from a m e t e o r o l o g i c a l s t a n d point.
However, t h e s e a r e months of heavy t o u r i s t t r a f f i c
consequently a r e months h a v i n g h i g h r a t e s of automotive
O n - s i t e a i r sampling was conducted
19 75.
emissions.
a t two l o c a t i o n s on A p r i l 1 ,
The purpose of the sampling was to compare o n - s i t e d a t a
w i t h o f f i c i a l DES sampling d a t a .
a.m.
and
t o 3:00
p.m.,
EDST.
Sampling
The time of sampling was
7:00
p o i n t #1 was s i t u a t e d along
E a s t C a p i t o l S t r e e t a p p r o x i m a t e l y f o u r f e e t n o r t h of the o u t e r
westbound l a n e and a p p r o x i m a t e l y 75 f e e t e a s t of the F i r s t
intersection.
Street
E a s t C a p i t o l S t r e e t i s a f o u r - l a n e thoroughfare
a t t h i s l o c a t i o n , the o u t e r l a n e s being used i n p a r t f o r permit
parking.
The weather
c o n d i t i o n s throughout
the p e r i o d were f a i r .
Winds were l i g h t and from the west-southwest.
Wind speeds
i n c r e a s e d g r a d u a l l y d u r i n g the p e r i o d from about two to t e n
mph
(estimated).
Sampling
l o c a t i o n #2 was along t h e w e s t e r n edge of the
RFK
p a r k i n g l o t , a p p r o x i m a t e l y 50 f e e t e a s t of the p e r i m e t e r f e n c i n g
of the h o s p i t a l grounds and a p p r o x i m a t e l y 250 f e e t south of
Independence Avenue.
The winds a t t h i s l o c a t i o n were g e n e r a l l y
s t e a d y from t h e southwest a t an e s t i m a t e d 10-15 m i l e s per hour.
�The a i r sampling equipment c o n s i s t e d o f a c a l i b r a t e d a i r
pump and a non-contaminating, non-permeable sample bag.
was
completed immediately
a f t e r sampling by E n g i n e e r i n g
Analysis
Sciences
of McLean, V i r g i n i a , u s i n g the n o n - d i s p e r s i v e I R a n a l y s i s method.
The r e s u l t s o f the a n a l y s i s and the comparable r e a d i n g s f o r
the same p e r i o d from DES m o n i t o r i n g
s t a t i o n s are as f o l l o w s :
8-Hour Average
Sampling L o c a t i o n #1
3.5 ppm
CAMP S t a t i o n
2.8 ppm
Sampling L o c a t i o n #2
0.5 ppm
D.C. G e n e r a l H o s p i t a l Monitoring
Station
2.5 ppm
The s i m i l a r i t y i n r e a d i n g s between sampling l o c a t i o n #1
and the CAMP s t a t i o n suggests
may
t h a t d a t a from the CAMP s t a t i o n
be c o n s i d e r e d r e p r e s e n t a t i v e o f the a r e a near the C a p i t o l
b u i l d i n g which l i e s along the bus r o u t e .
The d i s p a r i t y between
r e a d i n g s a t the D.C. G e n e r a l H o s p i t a l and the RFK p a r k i n g l o t
suggests
t h a t the D.C. General H o s p i t a l m o n i t o r i n g
station i s
not r e p r e s e n t a t i v e o f the RFK Stadium p a r k i n g a r e a .
E s t i m a t e s o f CO l e v e l s d u r i n g the peak one-hour t r a f f i c
p e r i o d s and the maximum e i g h t - h o u r
for
t r a f f i c p e r i o d s were computed
t h r e e l o c a t i o n s u s i n g t r a f f i c d a t a i n c o n j u n c t i o n w i t h EPA
guideline techniques.
The t h r e e l o c a t i o n s were (1) C o n s t i t u t i o n
Avenue j u s t west o f 14th S t r e e t , (2) Independence Avenue near
14th S t r e e t , S.E., and
(3) the E a s t C a p i t o l S t r e e t B r i d g e .
These e s t i m a t e s were d e r i v e d u s i n g F i g u r e s H5A and H5E o f
213
�Appendix H o f the " I n t e r i m G u i d e l i n e s f o r the Review o f the Imp a c t o f I n d i r e c t Sources on Ambient A i r Q u a l i t y . "
T h i s method-
ology employs a r e l a t i o n s h i p between carbon monoxide l e v e l s and
the t r a f f i c demand volumes and roadway c a p a c i t i e s ( v / c r a t i o s ) .
Receptor p o i n t s were assumed a t ten meters from the o u t e r
traffic
l a n e i n the d i r e c t i o n o f the h e a v i e s t t r a f f i c f l o w and a d j a c e n t
l a n e s were assumed t o be spaced a t f i v e meters.
Vehicles
moving i n the same d i r e c t i o n were assumed t o be d i v i d e d e q u a l l y
between l a n e s .
Setting - Mall area
The n e a r e s t DES a i r q u a l i t y m o n i t o r i n g
s t a t i o n t o the M a l l
a r e a i s the CAMP s t a t i o n l o c a t e d a t 422 New J e r s e y Avenue, N.W.
The CAMP s t a t i o n can be regarded
as g e n e r a l l y r e p r e s e n t a t i v e o f
the M a l l a r e a , i . e . , d u r i n g days when h i g h CO c o n c e n t r a t i o n s a r e
observed a t the CAMP s t a t i o n , they can a l s o be expected
h i g h a t the M a l l .
Concentrations
p o i n t i n any urban r e g i o n .
t o be
o f CO w i l l v a r y from p o i n t t o
V e h i c u l a r f l o w can be c o n s i d e r e d as
a c o n s t a n t l i n e source f o r CO e m i s s i o n s .
These emissions mix
w i t h the atmosphere and c o n c e n t r a t i o n s b e g i n t o drop o f f r a p i d l y
a t d i s t a n c e s between 10 and 50 meters from the t r a f f i c
The
"drop-off" r a t e i s a f u n c t i o n of meteorological
flow.
factors,
e s p e c i a l l y wind and s t a b i l i t y .
F o l l o w i n g i s a c a l c u l a t i o n o f the CO c o n c e n t r a t i o n s a t Cons t i t u t i o n Avenue j u s t west o f 14th S t r e e t based upon e x i s t i n g
t r a f f i c data.
F i g u r e s H5A through H5E o f Appendix H o f t h e
I n t e r i m I n d i r e c t Source G u i d e l i n e s were used t o d e r i v e the v a l u e s .
214
�C o n s t i t u t i o n Avenue a t t h i s p o i n t i s an a r e a o f "segmented"
t r a f f i c f l o w , i . e . i t i s not a t a t r a f f i c
intersection.
C o n s t i t u t i o n Avenue West of 14th S t r e e t
Peak t r a f f i c hour 8:00 a.m. - 9:00 p.m.
1370 v e h i c l e s / h o u r Eastbound
640 v e h i c l e s / h o u r Westbound
v/c r a t i o (Eastbound) 0.25
Maximum 8-hour t r a f f i c 10:00 a.m. - 6:00 p.m.
13,860 (both d i r e c t i o n s )
Peak 1-hour CO l e v e l * (from F i g u r e s H5A - H5E) 5.0 opm
(Standard = 35 ppm)
Maximum 8-hour CO l e v e l * (from f i g u r e s )
3.1 ppm
(Standard =
9 ppm)
* f o r a r e c e p t o r 10 meters from o u t e r eastbound l a n e
Impact - M a l l A r e a
The r e h a b i l i t a t i o n of t h e M a l l a r e a w i l l e f f e c t a change i n
t r a f f i c f l o w . An obvious e f f e c t o f c l o s i n g Adams and Washington
Drives
t o v e h i c u l a r t r a f f i c can be thought o f i n terms o f
removing two l i n e sources o f v e h i c u l a r e m i s s i o n s .
The n e t e f f e c t
of e l i m i n a t i n g t r a f f i c on Adams and Washington D r i v e s
would be
to s i g n i f i c a n t l y reduce CO l e v e l s i n t h e immediate v i c i n i t y o f
those s t r e e t s and i n t h e i s l a n d a r e a s between t h e s e
streets.
T h i s r e d u c t i o n i n CO l e v e l s along Adams and Washington D r i v e s
w i l l a l s o have t h e minor e f f e c t o f r e d u c i n g t h e mesoscale p o l l u t a n t l e v e l i n t h e surrounding
area.
The n e t e f f e c t o f t o t a l
v e h i c l e m i l e s t r a v e l e d i n t h e M a l l r e g i o n a s a r e s u l t of t h e
r e h a b i l i t a t i o n w i t h f u l l use o f t h e f r i n g e p a r k i n g f a c i l i t y i s
215
�expected
t o decrease
approximately
7-9%.
F r i n g e l o t usage a t t h e
l e v e l t o r e p l a c e the 630 M a l l spaces r e s u l t s i n a VMT r e d u c t i o n
of 1 % .
S e t t i n g - S h u t t l e Route
A second a r e a o f concern i s the bus r o u t e and the net
effect
on the ambient a i r q u a l i t y o f o p e r a t i n g 4 55 buses d a i l y from the
RFK Stadium t o the M a l l a r e a .
i s approximately
volume d e n s i t i e s .
The l e n g t h o f the r o u n d - t r i p r o u t e
e i g h t m i l e s and i n c l u d e s a wide range o f t r a f f i c
There a r e no DES m o n i t o r i n g
s t a t i o n s which c a n
be c o n s i d e r e d r e p r e s e n t a t i v e o f the e n t i r e bus r o u t e .
monitoring
The CAMP
s t a t i o n i s r e p r e s e n t a t i v e o f p o r t i o n s o f the M a l l a r e a
and the D.C. G e n e r a l H o s p i t a l m o n i t o r i n g
s t a t i o n somewhat
r e p r e s e n t a t i v e o f the e a s t e r n p o r t i o n o f the r o u t e .
assumed t h a t e i g h t - h o u r
I t can be
CO s t a n d a r d s a r e o c c a s i o n a l l y exceeded
a t s c a t t e r e d p o i n t s along the r o u t e .
s t a n t i a t e d by the f a c t t h a t e i g h t - h o u r
T h i s assumption i s subs t a n d a r d s were o c c a s i o n a l l y
exceeded a t both the CAMP s t a t i o n and the D.C. G e n e r a l H o s p i t a l
station.
F o l l o w i n g i s a c a l c u l a t i o n o f the CO c o n c e n t r a t i o n s a t
Independence Avenue near 14th S t r e e t , S.E.
( n o n - i n t e r s e c t i o n ) type t r a f f i c f l o w .
T h i s i s a segmented
As i n the p r e v i o u s
cal-
c u l a t i o n , F i g u r e s H5A through H5E o f Appendix H o f the g u i d e l i n e s
were used t o determine the CO l e v e l s .
216
�Independence Avenue near 14th S t r e e t , S.E.
Peak t r a f f i c hour 7:00 a.m. - 8:00 a.m.
1,783
vehicles/hour
Westbound
412 v e h i c l e s / h o u r
Eastbound
v/c r a t i o
(Westbound)
0.2 5
Maximum 8-hour t r a f f i c 10:00 a.m. - 6:00 p.m.
5,642 (both d i r e c t i o n s )
Peak 1-hour CO l e v e l * (from F i g u r e s H5A - H5E)
Maximum 8-hour CO l e v e l * (from F i g u r e s )
5.0 ppm
1.0 ppm
* f o r a r e c e p t o r 10 meters from t h e o u t e r westbound l a n e
Impact - S h u t t l e Route
Buses c h a r a c t e r i s t i c a l l y emit l e s s e r amounts o f CO than do
automobiles
(see T a b l e 1 6 ) .
On t h e o t h e r hand, buses emit con-
s i d e r a b l y more n i t r o g e n o x i d e s than do automobiles,
t h e r a t i o being
a p p r o x i m a t e l y 6.5 t o 1 . The amount o f n i t r o g e n o x i d e s emitted
by a t y p i c a l heavy-duty
34 grams/mile.
d i e s e l - p o w e r e d v e h i c l e such as a bus i s
Thus, a t o t a l o f 455 bus t r i p s o f e i g h t m i l e s
would c o n t r i b u t e 12 3.76
kg o f NO
per day, or 0.136 tons p e r day.
X
Assuming t h e 5,462 v e h i c l e s p r e s e n t l y t r a v e r s e t h e 8 m i l e
r o u t e d u r i n g an 8 hour p e r i o d and t h a t a l l a r e automobiles, t h e
p r e s e n t q u a n t i t y o f NO
x
e m i s s i o n s over t h e r o u t e i s 0.256 tons
d u r i n g t h e maximum 8 hour p e r i o d .
Similarily
the present quantity
of hydrocarbon e m i s s i o n s i s 0.271 tons d u r i n g t h e maximum 8 hour
period.
I t i s p r o j e c t e d t h a t t r a f f i c w i l l i n c r e a s e by 2 p e r c e n t
along t h e s h u t t l e r o u t e i n 1975 as a r e s u l t o f t h i s a c t i o n .
217
A
�s i m i l a r d e c r e a s e i s p r o j e c t e d f o r 1976.
Based upon the
1975
p r o j e c t i o n the i n c r e a s e d automobile t r a f f i c w i l l r e s u l t i n an
i n c r e a s e of 0.00 8 tons of NO
x
and 0.005 tons o f
hydrocarbons
d u r i n g the 8 hour p e r i o d .
Combining the e x i s t i n g e m i s s i o n s , those due t o the p r o j e c t e d
1975 automobile
tons of NO
i n c r e a s e , and those due t o the buses, y i e l d s 0.400
and 0.2 89 t o n s of hydrocarbons
the maximum 8 hour p e r i o d .
major s o u r c e s f o r NO
over the r o u t e d u r i n g
I t should be p o i n t e d out t h a t the
a r e combustion s o u r c e s r a t h e r than v e h i c u l a r
X
sources.
A typical fossil
f u e l power p l a n t emits on the order of
20-30 tons/day.
The i n c r e a s e i n NO
x
and hydrocarbon
concentrations during
19 75 i s expected t o be m i n i m a l , p a r t i c u l a r l y on an annual b a s i s .
A subsequent
r e d u c t i o n i n t h e s e c o n c e n t r a t i o n s w i l l occur i n
1976 due t o a d e c r e a s e i n t r a f f i c volume.
T a b l e 16
Comparison of E m i s s i o n s Between Heavy-Duty
D i e s e l Powered V e h i c l e s and Automobiles*
Pollutant
E m i s s i o n F a c t o r s gm/km
Heavy Duty D i e s e l Powered
Automobile
35.0
12.7
Hydrocarbons ( E x h a u s t )
3.4
2.1
N i t r o g e n Oxides
3.2
21. 0
P a r t i c u l a t e s (Exhaust)
0.24
Carbon Monoxide
•Automobile e m i s s i o n s used f o r 1974
218
0.75
mix
�S e t t i n g - RFK Stadium Area
A p a r k i n g a r e a o f approximately
2,400 v e h i c l e spaces w i l l
b e . s e t a s i d e a t the RFK Stadium f o r use o f t o u r i s t s .
These park-
ing
activities
spaces a r e not p r e s e n t l y being used except d u r i n g
a t t h e Stadium.
monitoring
The d a t a from t h e D.C. General H o s p i t a l a i r
s t a t i o n may not be r e p r e s e n t a t i v e o f t h e p a r k i n g l o t .
T h i s was suggested by a comparison o f o n - s i t e sampling w i t h t h e
r e c o r d s f o r t h e same p e r i o d a t t h e D.C. G e n e r a l H o s p i t a l s t a t i o n .
N e v e r t h e l e s s , we have used t h e H o s p i t a l d a t a i n performing
this
assessment.
One o f t h e major a c c e s s ways t o t h e RFK Stadium p a r k i n g
a r e a i s expected
t o be v i a t h e E a s t C a p i t o l S t r e e t B r i d g e .
An
e s t i m a t e o f t h e p r e s e n t l e v e l s o f CO based on F i g u r e s H5A through
H5E
o f Appendix H o f t h e I n t e r i m I n d i r e c t Source G u i d e l i n e s i s
as f o l l o w s .
E a s t C a p i t o l S t r e e t Bridge
Peak T r a f f i c Hour 7:00 a.m. - 8:00 a.m.
5,190
960
vehicles/hour
vehicles/hour
v/c r a t i o
Westbound
Eastbound
(Westbound)
Maximum 8-hour t r a f f i c
0.96
10:00 a.m. - 6:00 p.m.
23,934 (both d i r e c t i o n s )
Peak 1-hour CO l e v e l *
(from F i g u r e s H5A - H5E)
Maximum 8-hour CO l e v e l *
(from f i g u r e s )
32.0
8.0 ppm
* f o r a r e c e p t o r 10 meters from t h e o u t e r westbound
lane
219
ppm
�Impact - RFK Stadium Area
The impact on the ambient a i r q u a l i t y i n t h e v i c i n i t y o f
RFK Stadium i s l e s s than might be expected
due t o t h e e x p a n s i v e
a r e a o f t h e p a r k i n g l o t . An e s t i m a t e o f CO c o n c e n t r a t i o n s w i t h i n
the proposed p a r k i n g a r e a has been c a l c u l a t e d based on EPA-approved
methods and on v e r y c o n s e r v a t i v e assumptions.
These i n c l u d e wind
speeds o f one meter/second and an atmospheric
McElroy-Pooler
s t a b i l i t y of
c l a s s i f i c a t i o n "D", i . e . , s t a b l e .
I t also includes
a v e r y c o n s e r v a t i v e e s t i m a t e o f the background l e v e l of CO.
A
d e t a i l e d d e s c r i p t i o n o f t h e s e c a l c u l a t i o n s i s presented i n Appendix
E.
The maximum one-hour and eight-hour e m i s s i o n d e n s i t i e s o f
the p a r k i n g l o t w i l l be 1.60 ppm and .52 ppm r e s p e c t i v e l y .
The r e s u l t s i n d i c a t e t h a t t h e maximum c o n c e n t r a t i o n s w i l l
not exceed t h e F e d e r a l and AQCR s t a n d a r d s .
These c o n t r i b u t i o n s
from t h e p a r k i n g l o t w i l l produce l o c a l i z e d e f f e c t s , i . e . , w i l l
add t o t h e e x i s t i n g l e v e l s w i t h i n t h e p a r k i n g l o t and a p p r o x i mately
50 meters downwind from t h e l o t b u t s t i l l remaining below
standards.
The use o f t h i s p a r k i n g l o t i s n o t expected
t o have
s i g n i f i c a n t e f f e c t s on t h e mesoscale l e v e l .
I f t r a f f i c on t h e E a s t C a p i t o l S t r e e t B r i d g e i s i n c r e a s e d
by 2% (500 v e h i c l e s ) d u r i n g an e i g h t - h o u r p e r i o d , t h e maximum
eight-hour concentration w i l l i n c r e a s e minutely.
O v e r a l l Summary
The proposed M a l l R e h a b i l i t a t i o n w i l l r e s u l t i n r e l a t i v e l y
minor l o c a l i z e d e f f e c t s on t h e ambient a i r q u a l i t y .
220
Carbon
�monoxide l e v e l s i n the immediate v i c i n i t y o f Adams and Washington
Drives
traffic.
Bridge,
w i l l be reduced because o f the e l i m i n a t i o n of v e h i c u l a r
Along the bus r o u t e , and on t h e E a s t C a p i t o l
Street
CO l e v e l s w i l l e i t h e r remain unchanged or i n c r e a s e
because of the p r o j e c t e d
increase i n t r a f f i c flow.
v i c i n i t y of the f r i n g e p a r k i n g
slightly
The immediate
f a c i l i t y w i l l e x p e r i e n c e somewhat
h i g h e r l e v e l s o f CO t h a n c u r r e n t l y e x i s t , but the e m i s s i o n s
d e n s i t y o f the l o t w i l l not exceed the s t a n d a r d s .
the buses w i l l be p r i m a r i l y i n N0
2
e m i s s i o n s ; however, the impact
w i l l not be s u f f i c i e n t t o approach the N0
221
The impact of
0
standards.
�2.6.3
Sound L e v e l s
Setting
T h i s s e c t i o n a d d r e s s e s the ambient sound l e v e l s t h a t
c u r r e n t l y e x i s t w i t h i n t h e a r e a o f t h e Washington M a l l , t h e
proposed s h u t t l e r o u t e , and t h e a r e a o f RFK Stadium.
For this"
s t u d y , a s u r v e y o f ambient sound was c a r r i e d out on March 27,
1975, a t e i g h t l o c a t i o n s (see Table 17, F i g u r e 3 0 ) .
The l o c a t i o n s
were chosen t o r e f l e c t t h e e x i s t i n g sound c l i m a t e i n t h e v i c i n i t y o f t h e M a l l , a t n o i s e - s e n s i t i v e s i t e s along t h e proposed
s h u t t l e r o u t e , and i n t h e a r e a o f RFK Stadium.
Sound measure-
ments were made d u r i n g t h r e e r e p r e s e n t a t i v e p e r i o d s o f t h e day:
r u s h hour (0730 - 1000, o r 1600 - 1830); day time hours
1600); and evening hours
( a f t e r 1830).
(1000 -
No unusual or unexpected
sound-producing a c t i v i t i e s were observed d u r i n g t h e s u r v e y .
D e t a i l e d d e s c r i p t i o n s and r e s u l t s o f t h e s u r v e y a r e g i v e n i n
Appendix F.
Use i s made o f c r i t e r i a from t h e f o l l o w i n g a g e n c i e s t o
c h a r a c t e r i z e e x i s t i n g sound l e v e l s and t o a s s e s s the a c o u s t i c
impact
from c o n s t r u c t i o n on t h e M a l l and from o p e r a t i o n o f t h e
s h u t t l e bus s e r v i c e :
E n v i r o n m e n t a l P r o t e c t i o n Agency ( E P A ) ,
Department o f Housing and Urban Development (HUD), Department
of T r a n s p o r t a t i o n (DOT), and t h e Highway Research Board
These c r i t e r i a a r e l i s t e d i n t h e Appendix.
222
(HRB).
�TABLE 17
AMBIENT SOUND SURVEY
MEASUREMENT LOCATIONS
LOCATION
DESCRIPTION
1
Corner of C o n s t i t u t i o n
and 1 4 t h S t r e e t
2
Corner of Madison Avenue and
14th S t r e e t
3
Corner o f Madison Avenue and
13th S t r e e t
4
Corner o f J e f f e r s o n Avenue and
14th S t r e e t
5
Corner o f J e f f e r s o n Avenue and
13th S t r e e t
6
I n f r o n t o f Bryan School i n
1600 B l o c k of Independence
Avenue
7
At D. C. G e n e r a l H o s p i t a l
8
I n L i n c o l n Square Park
223
Avenue
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p
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il@Ðu@unu@J[Aug
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SlIOllPCOl lueue¡îSBeül v
pue 6e-l
ec!^res l.!ed leuollBN
sued Ietloec leuolleN
lten eqr
þ
uo!let!llqeqeu
n
t,
,,.Ìil
.'Ì
'/
T
'."
t
/
/'
''
/
.:/,
":"
{-. -\
'ì..
:
t
1:
r..
¡¡'
j
lr
:i
i
t,'
i
i:
i;'
'l
il.
-i
,
l
fä
^
'rt' il
tj
r'.-i
ii
';:.'i1.>
.,t,,
È
t:
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idÖil
��National Mall.
The ambient sound i n the a r e a of
the N a t i o n a l M a l l i s q u i t e h i g h .
a r e shown i n Table
18.
Estimated
ambient sounds
These sound l e v e l s i n d i c a t e , when com-
pared w i t h t h e E n v i r o n m e n t a l P r o t e c t i o n Agency d a y / n i g h t
equiva-
l e n t sound l e v e l c r i t e r i o n , t h a t d e g r a d a t i o n of p u b l i c h e a l t h
and w e l f a r e p r e s e n t l y e x i s t s i n the v i c i n i t y of the M a l l .
The dominant sources o f sound i n the v i c i n i t y of t h e
Washington M a l l a r e t r a f f i c and Metro c o n s t r u c t i o n , and v i s i t o r
activities.
Large numbers o f t r u c k s and buses produce i n t r u s i v e
sound l e v e l s along C o n s t i t u t i o n Avenue and 14th S t r e e t , ranging
from 67 t o 72 d e c i b e l s d u r i n g both r u s h hour and non-rush hour
daytime p e r i o d s .
W i t h i n the M a l l i t s e l f , v i s i t o r
activities
and Metro c o n s t r u c t i o n , c h i e f l y the l a t t e r , a r e the dominant
sound s o u r c e s .
I n t h e v i c i n i t y of the Metro c o n s t r u c t i o n
site,
the i n t r u s i v e sound l e v e l s were measured as 68 d e c i b e l s throughout daytime p e r i o d s .
S h u t t l e Route.
At the p r i n c i p a l n o i s e - s e n s i t i v e
l o c a t i o n s along t h e s h u t t l e r o u t e — t h e
Bryan School and L i n c o l n
Square Park a r e a — s t r e e t t r a f f i c sounds dominate daytime sound
levels.
During the e v e n i n g , when t r a f f i c l e v e l s a r e lower, the
e q u i v a l e n t sound l e v e l s a r e between 8 and 10 d e c i b e l s lower than
they a r e d u r i n g peak t r a f f i c f l o w p e r i o d s .
Background ambient
sound l e v e l s f o r t h e s e l o c a t i o n s a r e g i v e n i n Table 19.
They
show t h a t the e x i s t i n g background ambient sound l e v e l s exceed
the EPA c r i t e r i o n , and t h u s , c u r r e n t l y degrade p u b l i c h e a l t h
227
�TABLE 18
ESTIMATED AMBIENT SOUND LEVELS
WORST CASE - CONSTRUCTION
WASHINGTON MALL
Location*
eq**
(Peak T r a f f i c )
(dB)
L
eq
(Non-Peak)
(dB)
d
(dB)
L
L
dn***
(dB)
1
70,.5
71..1
69,.3
67..3
2
74,.0
73.,8
71,,4
69.,6
3
78,.1
78 .
,1
75.,5
73..5
4
77,.6
76.,9
74..1
72..1
5
86,.0
86.,0
83..3
81., 3
For l o c a t i o n s , see F i g u r e 30.
For e x p l a n a t i o n o f symbols, see Appendix
E s t i m a t e d assuming n i g h t - t i m e background ambient sound
level i s negligible.
228
�TABLE 19
ESTIMATED AMBIENT SOUND LEVELS
DUE TO SHUTTLE BUS OPERATION
Location*
L
Background
Ambient
eq*
With Buses
6 Saturday
8 Saturday
*
**
***
a
dn***
61.4
60.8
58. 8
57.3
53.8
51.8
67.7
64.4
61.4
56.1**
62.4
59. 3
66.1
62.7
56.1
8 Weekday
Peak t r a f f i c
Non-peak
Evening
L
64.4
6 Weekday
Peak t r a f f i c
Non-Peak
Evening
L
61.8
58.5
53.4
61.8
58.6
53.9
53.4**
53.9
F o r l o c a t i o n , see map, F i g u r e 30
symbols, see Appendix
E s t i m a t e d - u s i n g evening
For d e f i n i t i o n s of
sound l e v e l
E s t i m a t e d - assuming n i g h t - t i m e background ambient l e v e l
negligible.
229
�and w e l f a r e , both d u r i n g
t h e week and on S a t u r d a y s .
sound l e v e l s a t t h i s l o c a t i o n f a l l i n t o the HUD
Ambient
"Discretionary-
Normally A c c e p t a b l e " c a t e g o r y , s i n c e the ambient sound l e v e l s
do not exceed 65 dBA f o r more than e i g h t hours per day.
These
sound l e v e l s a r e a l s o w i t h i n t h e 70 dBA (L _) l i m i t s f o r such
10
l a n d uses s e t by DOT g u i d e l i n e s .
According t o Highway Research
Board c r i t e r i a , t h e s e e x i s t i n g sound l e v e l s produce "some impact."
RFK Stadium.
At t h e D. C. G e n e r a l
Hospital—the
p r i n c i p a l n o i s e - s e n s i t i v e s i t e i n t h e v i c i n i t y of t h e RFK
Stadium p a r k i n g
l o t - - v e h i c l e s e n t e r i n g and l e a v i n g t h e h o s p i t a l
a r e a , i n c l u d i n g buses, dominate t h e sound l e v e l s .
morning and a f t e r n o o n ,
m a t e l y 61 dB.
the equivalent
During t h e
sound l e v e l i s a p p r o x i -
During t h e e v e n i n g , when v i s i t o r a c t i v i t y i s
l o w e r , i t i s 55.2 dB.
Estimated
f o r t h i s l o c a t i o n a r e given
background ambient sound l e v e l s
i n T a b l e 20.
They i n d i c a t e t h a t
sound l e v e l s i n t h e v i c i n i t y of D. C. G e n e r a l H o s p i t a l
exceed EPA recommended d a y / n i g h t e q u i v a l e n t
degrade p u b l i c
presently
sound l e v e l s and
health.
Impact
National Mall.
Using t h e b a s e l i n e d a t a obtained
from t h e ambient sound s u r v e y and t h e e s t i m a t e d
sound l e v e l s
due t o M a l l c o n s t r u c t i o n and s h u t t l e bus o p e r a t i o n ,
the impact
on nearby n o i s e - s e n s i t i v e l a n d use has been e v a l u a t e d .
methodology used t o compute c o n s t r u c t i o n
Appendix F.
230
The
sound l e v e l s i s g i v e n
�TABLE 20
V I C I N I T Y OF D. C. GENERAL HOSPITAL
ESTIMATED AMBIENT SOUND LEVELS
Period
Background
Ambient
L
eq*
With Buses
Saturday
*
dn
60.9
60.3
55.2
a
59.7
57.7
52.2
Weekday
Peak t r a f f i c
Non-peak
Evening
L
53.2
60.9
60.3
55.2
55.2**
F o r d e f i n i t i o n o f symbols, see Appendix
** E s t i m a t e d - assuming n i g h t - t i m e background ambient l e v e l
is negligible.
E s t i m a t e d maximum ambient sound l e v e l s produced d u r i n g cons t r u c t i o n a c t i v i t i e s on t h e M a l l a r e g i v e n i n T a b l e 18.
These
show t h a t t h e sound l e v e l s w i l l degrade p u b l i c h e a l t h and w e l f a r e
a c c o r d i n g t o EPA c r i t e r i a , and w i l l exceed t h e DOT recommended
design noise l e v e l f o r r e c r e a t i o n a l areas.
The Highway R e s e a r c h Board c r i t e r i a do not c o n t a i n a s p e c i f i c l a n d use c a t e g o r y f o r p a r k s ; t h e r e f o r e , a c r i t e r i o n f o r
s c h o o l s was used i n i t s p l a c e (HRB T a b l e 3 A ) . HRB T a b l e 3B i s
used t o e s t i m a t e impact.
I t r e q u i r e s a background ambient v a l u e ,
t h e aforementioned c r i t e r i o n v a l u e , and t h e e s t i m a t e d sound
f o r each l o c a t i o n
levels
(HRB T a b l e 6 ) . Based on t h i s c r i t e r i o n , con-
s t r u c t i o n i s e s t i m a t e d t o cause "great impact" a t a l l l o c a t i o n s
sampled.
231
�During t h e n o i s i e s t phase of M a l l c o n s t r u c t i o n , when e x c a v a t i o n and g r a d i n g occur s i m u l t a n e o u s l y ,
t h e ambient daytime
e q u i v a l e n t sound l e v e l could be i n c r e a s e d t o about 70 dB f o r
d i s t a n c e s w i t h i n a p p r o x i m a t e l y 1,200 f e e t from t h e c e n t e r of
c o n s t r u c t i o n a c t i v i t y (See F i g u r e 3 1 ) .
F i g u r e 31 shows e s t i m a t e s
of t h e ambient d a i l y sound l e v e l s produced by t h e combination
of background ambient and c o n s t r u c t i o n sound l e v e l s a t v a r i o u s
d i s t a n c e s from t h e source.
excavation
Because t h i s map assumes t h a t both
and g r a d i n g sounds occur s i m u l t a n e o u s l y
a t point
s o u r c e s , which i s g e n e r a l l y u n l i k e l y , t h e e s t i m a t e s a r e higher
than t h e l e v e l s t h a t w i l l a c t u a l l y be reached.
For a r e a s i n
which t h e e x i s t i n g background ambient sound l e v e l s a r e 6 5 dB,
the e s t i m a t e d
100
i n c r e a s e s from c o n s t r u c t i o n range from 24 dB a t
f e e t t o 3 dB a t 1600 f e e t .
Where e x i s t i n g background l e v e l s
a r e g r e a t e r than 65 dB, a s along 14th S t r e e t ,
w i l l be l e s s .
the net increase
The map shows n o i s e c o n t o u r s a s i f c o n s t r u c t i o n
would be c o n c e n t r a t e d
a t one p o i n t ; r e a l i s t i c a l l y , a s t h e
c e n t r o i d o f c o n s t r u c t i o n a c t i v i t y s h i f t s along t h e M a l l ,
n o i s e l e v e l s w i l l occur along i t s l e n g t h .
1-5 d u r i n g c o n s t r u c t i o n i s e s t i m a t e d
HUD c r i t e r i a .
I t i s estimated
The L
similar
at locations
t o exceed EPA, DOT, and
t h a t t h e i n c r e a s e i n ambient
sound l e v e l w i l l be n o t i c e d by some people and may cause annoyance.
The
t o t a l c o n s t r u c t i o n time i s t h r e e months, and t h e i n c r e a s e
w i l l be s h o r t - t e r m .
A l s o , t h e background ambient sound l e v e l s a r e
high d u r i n g t h e peak t r a f f i c and non-peak daytime p e r i o d s , when
most c o n s t r u c t i o n a c t i v i t y i s expected t o occur.
232
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�o v e r a l l impact from c o n s t r u c t i o n i s expected t o be s m a l l .
The e s t i m a t e d ambient e q u i v a l e n t sound l e v e l s produced
with construction truck t r a f f i c
i s shown i n T a b l e 2 1 .
This
shows t h a t t h e i n c r e a s e i n ambient sound l e v e l s due t o a d d i t i o n a l
c o n s t r u c t i o n t r u c k t r a f f i c on 14th S t r e e t i s l e s s than t h e
i n c r e a s e due t o c o n s t r u c t i o n , and should add l i t t l e impact.
The
c o n s t r u c t i o n t r u c k t r a f f i c n o i s e w i l l not impact these a r e a s
along the r o u t e where ambient sound l e v e l s a r e p r e s e n t l y s e t by
traffic
noise.
S h u t t l e Route.
The e s t i m a t e d ambient sound
levels
reached d u r i n g s h u t t l e bus o p e r a t i o n a r e summarized i n T a b l e 19.
T h i s shows t h a t when t h e bus e q u i v a l e n t sound l e v e l s a r e added
to the background ambient, the ambient sound i n c r e a s e s o n l y
slightly.
The g r e a t e s t change w i l l occur a t Bryan School d u r i n g
t h e e v e n i n q , when the e s t i m a t e d ambient L
sound l e v e l of 61.4
^
eq
i s o n l y 5.3 dB h i g h e r than the background ambient evening
l e n t sound
level.
The daytime ambient e q u i v a l e n t sound
equivalevel,
L^, a t t h i s l o c a t i o n , due t o s h u t t l e bus t r a f f i c , i s e s t i m a t e d
to i n c r e a s e by fewer than 5 dB on S a t u r d a y s .
At L i n c o l n P a r k ,
t h e e s t i m a t e d i n c r e a s e i s l e s s than one d e c i b e l .
Because L i n c o l n Park background ambient sound l e v e l s a r e
a l r e a d y h i g h , the changes i n sound l e v e l due t o bus
traffic,
even on S a t u r d a y s , a r e expected t o be n e g l i g i b l e .
I n r e s i d e n t i a l a r e a s , where houses a r e c l o s e t o the s t r e e t
235
�TABLE 21
ESTIMATED AMBIENT EQUIVALENT SOUND LEVELS WITH TRUCK TRAFFIC
DURING CONSTRUCTION OF WASHINGTON MALL
Lo<r a t i o n *
Background
Ambient (dB)
Ambient Sound L e v e l w i t h
C o n s t r u c t i o n T r u c k s (dB)
Peak T r a f f i c
Non-Peak
d**
dn
65.0
66. 9
65.2
L
1.
63.2
65. 0
66.9
65.2
63.2
Peak
Non-Peak
64.8
66.9
65. 3
63.3
71.1
70.3
68.4
66.4
Peak
Non-Peak
d
dn
60.7
62.5
61.6
59.6
63.4
63.9
62.8
60.8
Peak
Non-Peak
d
dn
68.7
65.8
66.7
64.7
74. 2
72.4
70.4
68.4
Peak
Non-Peak
70.8
69.6
67.5
65.5
L
2.
L
L
3.
d
dn
L
4.
L
L
L
*
**
d
54.2
63.5
63.3
L
5.
dn
61.3
F o r l o c a t i o n s , see F i g u r e 30.
F o r e x p l a n a t i o n o f symbols, see Appendix.
236
�and l o c a l t r a f f i c dominates the ambient sound, the bus-generated
i n c r e a s e i n the daytime ambient e q u i v a l e n t sound l e v e l L
is
eq
e s t i m a t e d to be one d e c i b e l d u r i n g the week, and l e s s than
d e c i b e l s on
five
Saturdays.
Compared to the c r i t e r i a of v a r i o u s a g e n c i e s , i t i s shown
t h a t , w i t h the e s t i m a t e d bus-generated sound c o n t r i b u t i o n ,
Bryan School remains w i t h i n the " D i s c r e t i o n a r y - N o r m a l l y
a b l e " c a t e g o r y of HUD
Accept-
s t a n d a r d s , and below the 7 0 dBA ( L ^ Q )
l i m i t s f o r such l a n d uses s e t by DOT
guidelines.
I n terms of
the Highway Research Board c r i t e r i a , combined n o i s e l e v e l s
would produce " g r e a t impact" d u r i n g weekday p e r i o d s .
It is,
t h e r e f o r e , concluded t h a t the a d d i t i o n a l sound l e v e l s t h a t would
be produced by the proposed s h u t t l e buses would not
significantly
degrade f u r t h e r the e x i s t i n g adverse a c o u s t i c c l i m a t e along
the
proposed s h u t t l e r o u t e .
RFK Stadium.
The e s t i m a t e d ambient sound l e v e l s
reached d u r i n g o p e r a t i o n of the s h u t t l e buses i n the v i c i n i t y
of D. C. G e n e r a l H o s p i t a l a r e summarized i n T a b l e 2 0 . T h i s shows
t h a t the o p e r a t i o n of the proposed s h u t t l e bus s e r v i c e should
cause any a d d i t i o n a l adverse a c o u s t i c impact t o the D. C.
Hospital area.
237
not
General
�2.6.4
Landform
Setting
The s i t e of the proposed p r o j e c t i s c h a r a c t e r i z e d
by e s s e n t i a l l y f l a t t e r r a i n , w i t h the h i g h e s t e l e v a t i o n i n the
a r e a of the proposed p r o j e c t about 3 2 f e e t above sea l e v e l ,
and
the approximate lowest e l e v a t i o n about nine f e e t above sea l e v e l .
The M a l l s l o p e s g e n e r a l l y down from 14th S t r e e t towards T h i r d
S t r e e t , a t an average g r a d i e n t of one p e r c e n t or one
v e r t i c a l l y f o r each one hundred f e e t h o r i z o n t a l l y .
foot
Parallel
t o the long a x i s of the M a l l , t h e r e i s a c r o s s g r a d i e n t dropping
t o the n o r t h and r a n g i n g from t h r e e p e r c e n t slope near 9th
S t r e e t t o one p e r c e n t near T h i r d S t r e e t .
The s t e e p e s t g r a d i e n t
on the s i t e i s f i v e p e r c e n t slope where the M a l l meets 14th
Street.
As a r e s u l t of these minimal grade changes, the M a l l
i s g e n e r a l l y p e r c e i v e d as f l a t by most o b s e r v e r s .
The a r e a landform
i s a l s o c h a r a c t e r i z e d by i t s r e g i o n a l
c o n t e x t l o c a t i n g i t on the f l o o d p l a i n a l l u v i u m and d e l t a of
the c o n f l u e n c e of the Potomac and A n a c o s t i a R i v e r s .
of r i v e r - b o r n d e p o s i t s a r e t y p i c a l l y
r e l i e f wherever they occur.
minimal i n
These t y p e s
topographic
Various grading operations involved
i n M a l l development over the y e a r s have a l s o c o n t r i b u t e d t o
the f l a t n e s s of the M a l l a r e a .
238
�Impact
No s i g n i f i c a n t change t o the e x i s t i n g l a n d form i s
a n t i c i p a t e d as a r e s u l t of t h e proposed a c t i o n , and no major
r e g r a d i n g i s proposed.
Some minimal f i n i s h grading
(as opposed
t o mass g r a d i n g o r e x c a v a t i o n ) i s proposed t o a d j u s t the grades
where the new g r a v e l walkways meet the new limestone
framing
around the c e n t e r lawn p a n e l s t o an a p p r o p r i a t e grade d i f f e r e n t i a l
of s i x i n c h e s .
No g r a d i n g w i l l t a k e p l a c e under the e x i s t i n g
t r e e s , nor w i l l any e x c a v a t i o n t a k e p l a c e i n the r o o t zone of
the t r e e s , e l i m i n a t i n g any p o t e n t i a l damage t o these
through compaction, r o o t exposure, or o t h e r a c t i o n s .
239
specimens
�2.6.5
Geology and S o i l s
Setting
The bedrock beneath t h e M a l l s l o p e s t o t h e e a s t ; i t
l i e s a t depths r a n g i n g
from about 100 f e e t a t 1 4 t h S t r e e t t o
about 180 f e e t a t T h i r d S t r e e t .
Bedrock i s c h i e f l y mica s c h i s t
of e a r l y P a l e o z o i c age.
S o i l s o v e r l y i n g bedrock on the M a l l a r e mainly
d e p o s i t s o f P l e i s t o c e n e t o Recent g e o l o g i c
alluvial
age. The a l l u v i u m
c o n s i s t s o f 100 t o 180 f e e t o f i n t e r l a y e r e d g r a v e l , sand, s i l t ,
and c l a y d e p o s i t e d
by t h e Potomac R i v e r i n former f l o o d p l a i n s
and t i d a l marshes.
silt.
The uppermost
s o i l l a y e r s a r e clayey-sandy
I n p l a c e s , t h i s s o i l has been d i s t u r b e d and regraded,
and i s t y p i c a l l y compacted
by p e d e s t r i a n t r a f f i c .
I n some a r e a s ,
the n a t u r a l s o i l s a r e b u r i e d beneath a s much a s 10
artificial fill
p l a c e d a t v a r i o u s times i n t h e p a s t .
f e e t of
The f i l l
c o n s i s t s of heterogeneous m i x t u r e s o f sand, s i l t , g r a v e l , and
rubble.
S o i l s on t h e M a l l a r e e a s i l y e x c a v a t e d
and p r o v i d e good foundations
tures.
w i t h power equipment
f o r roadways, pathways, and s t r u c -
The m a t e r i a l s g e n e r a l l y do not stand w e l l i n c u t s and
e x c a v a t i o n s , however, and t r e n c h e s g e n e r a l l y r e q u i r e s h o r i n g
t o prevent c o l l a p s e .
They p r o v i d e
s u i t a b l e s o i l f o r t r e e s and
shrubs except on s i t e s where poor q u a l i t y rubble f i l l may have
been used.
No such a r e a s have been i d e n t i f i e d on t h e e a s t M a l l
a r e a proposed f o r r e h a b i l i t a t i o n .
240
�Impact
E x t e n s i v e a r e a s of bare s o i l may
g r a d i n g o p e r a t i o n s on the M a l l .
blown dust may
be exposed d u r i n g
During p e r i o d s of h i g h winds,
have temporary adverse e f f e c t s on people engaged
i n outdoor a c t i v i t i e s
along the M a l l and on c a r s parked nearby.
However, i t i s intended t h a t graded a r e a s w i l l be promptly
re-seeded and mulched or sodded t o new g r a s s , and t h u s p o t e n t i a l
blowing d u s t would be minimized.
Minor i n c r e a s e s i n the pH of s o i l s may be caused by
c a l w e a t h e r i n g of l i m e s t o n e fragments used i n the new
walkways.
No impact i s expected upon the q u a l i t y of M a l l p l a n t l i f e
to
t h i s natural action.
241
chemi-
due
�2.6.6
Hydrology
Setting
S u r f a c e Water.
the E a s t M a l l .
There are no n a t u r a l d r a i n a g e f e a t u r e s on
P r e c i p i t a t i o n i n f i l t r a t e s i n t o the g r a s s y
areas
or runs o f f the roadways i n t o the e x i s t i n g storm d r a i n a g e system.
T i b e r Creek, which f o r m e r l y flowed a c r o s s the e a s t e r n end of
the
M a l l , was made p a r t of the storm d r a i n a g e system and covered over
i n the n i n e t e e n t h
depression
century.
T i b e r Creek i s now
t h a t c r o s s e s the M a l l
marked by a
e a s t of 7th S t r e e t .
This
shallow
low
a r e a i s s u b j e c t to f l o o d i n g d u r i n g p e r i o d s of extreme high water
i n the Potomac R i v e r u n l e s s f l o o d p r o t e c t i o n measures a r e undertaken.
Current
f l o o d p r o t e c t i o n p l a n s f o r Washington c a l l f o r
temporary sand bag
S.W.,
c l o s u r e s a t 17th S t r e e t , N.W.,
and P S t r e e t ,
to p r o t e c t t h i s a r e a from f l o o d i n g .
Ground Water.
Ground w a t e r beneath the Washington M a l l
both i n the u n c o n s o l i d a t e d
occurs
a l l u v i a l d e p o s i t s as w e l l as i n j o i n t s ,
f r a c t u r e s , and weathered zones on the u n d e r l y i n g c r y s t a l l i n e bedrock.
A continuous w a t e r t a b l e l i e s a t depths of 10 t o 15 f e e t
beneath the E a s t M a l l ; below t h i s depth, m a t e r i a l s a r e g e n e r a l l y
s a t u r a t e d and pore spaces f i l l e d w i t h w a t e r .
used i n the a r e a as a w a t e r supply.
Ground w a t e r i s not
E x c a v a t i o n s deeper than 10
f e e t g e n e r a l l y r e q u i r e continuous d e w a t e r i n g due
to the i n f i l t r a -
t i o n of ground w a t e r .
Impact
No
s i g n i f i c a n t changes i n s u r f a c e w a t e r r u n o f f a r e expected
from the r e h a b i l i t a t i o n of the M a l l .
242
Fine-grained
aggregates used
�i n the composition of the crushed stone pathways may
cause some
i n c r e a s e i n the t u r b i d i t y of r u n o f f w a t e r s i f the pathways a r e
s u b j e c t to e r o s i o n .
However, b i n d i n g agents used i n the s u r f a c e
course of the walkways w i l l minimize t h i s c o n d i t i o n .
Heavy r a i n s
d u r i n g c o n s t r u c t i o n can be expected t o c o n t r i b u t e t u r b i d w a t e r s t o
the storm d r a i n a g e system, but prompt r e - v e g e t a t i o n of graded
i s expected t o minimize t h i s impact.
243
areas
�2.6.7
V e g e t a t i o n and W i l d l i f e
Setting
The
c h a r a c t e r of the M a l l from T h i r d to 14th
i s t h a t of a formal monumental urban p a r k , w i t h l a r g e
grass areas, a rectangular
s t a n d s of mature t r e e s .
Streets
flat
s t r e e t and walk p a t t e r n , and
formal
As such, i t does not e x h i b i t an
exten-
s i v e v a r i e t y of p l a n t m a t e r i a l s or c o n t a i n a wide range of w i l d l i f e h a b i t a t s , as do more " n a t u r a l i z e d "
i n f o r m a l urban parks
such as Rock Creek or G l o v e r Archbold Park.
Plant Species.
The major p l a n t m a t e r i a l s i n the
proposed a r e a of a c t i o n c o n s i s t of deciduous t r e e s and
grass.
The m a j o r i t y of the t r e e s a r e Ulmus americana (American e l m ) ,
o r i g i n a l l y planted
as s e e d l i n g s
i n the 1930's which now
an average c a l i p e r of 18"-20".
Other elm v a r i e t i e s mixed w i t h
the o r i g i n a l p l a n t i n g i n c l u d e the P r i n c e t o n
v a r i e t i e s of the s p e c i e s .
d a u v i s s e i , a European elm
have
and .Augustine
There are a l s o a few Ulmus h o l l a n d i c a
s p e c i e s , and a v e r y few o t h e r t r e e
s p e c i e s , m o s t l y s i n g l e specimens of maple, w h i t e p i n e , buckeye,
b a l d c y p r e s s , and American h o l l y .
These t r e e s a r e p l a n t e d on a 50-foot g r i d i n f o u r rows on
each s i d e of the M a l l , forming a n e a r l y continuous p l a n t a t i o n ,
or "bosque," of about 570
trees.
The
elms a r e s u s c e p t i b l e to
Dutch elm d i s e a s e , a fungus the N a t i o n a l
Park S e r v i c e has been
a t t e m p t i n g t o c o n t r o l s i n c e 1947.
Even w i t h c h e m i c a l c o n t r o l
measures, an a t t r i t i o n r a t e of 1.5
to 2 p e r c e n t ,
244
or four to f i v e
�t r e e s p e r y e a r , i s expected on the b a s i s o f r e c e n t
experience.
S i n c e the onset o f the d i s e a s e i n the M a l l t r e e s , mature s p e c i mens have been removed, c r e a t i n g s i g n i f i c a n t gaps i n the nowmatured o r i g i n a l 1930's p l a n t a t i o n s .
Some gaps have been
r e p l a n t e d i n the P r i n c e t o n and Augustine v a r i e t i e s .
This practice
has produced a v a r i a b l e m a t u r i t y i n the elms.
The g r a s s i s a m i x t u r e o f other common t u r f s p e c i e s i n c l u d i n g Fescue and B l u e g r a s s .
I t i s maintained
and a r e a s a r e r e -
moved f o r r e - s e e d i n g o r sodding when f o o t t r a f f i c o r d i s e a s e
degrade some p o r t i o n o f the
lawns.
No endangered p l a n t s p e c i e s a r e known t o be growing on t h e
M a l l from T h i r d t o 14th S t r e e t s .
W i l d l i f e Species.
The p r i n c i p a l o n - s i t e w i l d l i f e
s p e c i e s i n c l u d e members o f the b i r d and rodent f a m i l i e s .
Dr. George Watson, a Smithsonian o r n i t h o l o g i s t , has prepared t h e
f o l l o w i n g l i s t o f b i r d s c o n t a i n i n g s p e c i e s t h a t r e g u l a r l y use
the M a l l between the C a p i t o l and 17th S t r e e t .
B i r d s t h a t breed
on o r near the M a l l a r e marked "B".
American K e s t r e l
Common Crow
Herring G u l l
Ring-billed Gull
Rock Dove ("Pigeon")
Mourning Dove B
Barn Owl B
Nighthawk B
F i s h Crow B
Blue J a y B
Mockingbird B
American Robin
Starling B
House Sparrow B
B
Chimney S w i f t B
Downy Woodpecker
Cardinal B
B
Red-winged B l a c k b i r d
Common G r a c k l e B
Brown-headed Cowbird
245
�The l a r g e numbers o f s p e c i e s t h a t occur as a r e s u l t of passage
m i g r a t i o n have been o m i t t e d .
While t h e s e s p e c i e s do not c o n t r i b u t e
to t h e urban ecosystem o f the M a l l , they do a f f e c t the d i v e r s i t y
and q u a l i t y of the M a l l environment to the e x t e n t t h a t v i s i t o r s
t o the M a l l may be a b l e t o observe and enjoy them.
The r o d e n t s observed on the M a l l may
mice, and r a t s .
i n c l u d e grey s q u i r r e l s ,
Tree canopies p r o v i d e the h a b i t a t f o r the b i r d s ,
and the r o d e n t s a r e found on the grounds, e s p e c i a l l y near t r a s h
b a r r e l s and o t h e r s o l i d waste c o n c e n t r a t i o n s . D i s c a r d e d food prod u c t s and garbage a r e the main a t t r a c t i o n s and food source f o r
these species.
the p r o j e c t
No endangered animal s p e c i e s a r e known t o i n h a b i t
site.
Impact
Plant Species.
With one e x c e p t i o n , t h e r e a r e no
a c t i o n s i n v o l v e d i n the proposed
r e h a b i l i t a t i o n which w i l l
d i s t u r b any of the e x i s t i n g t r e e s .
Approximately 61 t r e e s
c u r r e n t l y m i s s i n g i n the g r i d p a t t e r n a r e being r e p l a c e d .
These
t r e e s a r e l a r g e c a l i p e r , s e l e c t specimen, Augustine elms.
While
t h i s v a r i e t y of elm i s not as d i s e a s e - r e s i s t a n t as some elm
c l o n e s developed by v a r i o u s h o r t i c u l t u r a l r e s e a r c h programs, the
t r e e was chosen f o r t h i s p r o j e c t due t o the p r e s e n t a v a i l a b i l i t y
of s u f f i c i e n t l a r g e - s i z e d specimens t o enable the complete r e s t o r a t i o n of t h i s component of the o v e r a l l landscape of the
Mall.
As d i s e a s e problems on the M a l l m a n i f e s t themselves i n
246
�the f u t u r e , t r e e s w i l l be r e p l a c e d w i t h h i g h l y d i s e a s e - r e s i s t a n t
elm c l o n e s p r e s e n t l y being developed i n v a r i o u s r e s e a r c h
but c o n s i d e r e d
too s m a l l a s i z e t o be c o n s i d e r e d
mens i n t h e M a l l p l a n t i n g s a t p r e s e n t .
efforts
as v i a b l e speci-
(A "clone" i s an a s e x u a l l y -
produced progeny o f t h e i n d i v i d u a l s p e c i e s . )
The one a s p e c t of the proposed p r o j e c t which may a f f e c t t h e
t r e e s on t h e M a l l i s t h e accommodation o f a c t i v i t y zones w i t h i n
the t r e e p l a n t a t i o n s .
V i s i t o r use o f t h e programs i n these
a c t i v i t y zones could cause s o i l compaction which would l i m i t
the i n f i l t r a t i o n o f oxygen and m o i s t u r e t o the r o o t zones o f
the t r e e s , t h u s a f f e c t i n g t h e v i g o r o f the t r e e s .
Impacts t o t h e g r a s s and t r e e s generated by some c o n s t r u c t i o n procedures could o c c u r .
The f o l l o w i n g c o n s t r u c t i o n
activi-
t i e s r e p r e s e n t p o t e n t i a l impact c a t e g o r i e s :
- site clearing;
- excavation;
-
regrading;
- temporary c o n s t r u c t i o n
- earth
roads;
storage;
- construction material
storage;
- c o n s t r u c t i o n equipment c i r c u l a t i o n ; and
- o n - s i t e parking f o r c o n s t r u c t i o n workers.
A l l o f t h e above s i t e - r e l a t e d a c t i v i t i e s t y p i c a l l y c r e a t e pot e n t i a l f o r impact on e x i s t i n g v e g e t a t i o n
i f s p e c i a l measures
a r e not taken t o a v o i d c e r t a i n problems.
These problems i n c l u d e :
247
�- e r o s i o n o f newly exposed s o i l p r i o r t o i n s t a l l a t i o n
of new ground c o v e r ;
- s o i l compaction around t h e base of t r e e s c a u s i n g
inadequate a i r and water t o r e a c h t h e r o o t system;
- improper grade changes made a t t h e base o f v e g e t a t i o n .
S p e c i a l m i t i g a t i o n measures have been proposed f o r these potent i a l problems, and a r e d e s c r i b e d i n Chapter I V .
W i l d l i f e Species.
There w i l l be an i n c r e a s e d a r e a
of h a b i t a t f o r b i r d s and s q u i r r e l s due t o t h e p l a n t i n g o f an
a d d i t i o n a l 61 l a r g e t r e e s .
C o n s t r u c t i o n a c t i v i t i e s a r e expected
to t e m p o r a r i l y change l i f e p a t t e r n s , e s p e c i a l l y o f t h e rodents
i n t h e a r e a , but t h e r e p r e s e n t e d
species are highly adaptive i n
man-made urban environments, and no adverse
impact i s a n t i c i p a t e d
beyond t h e temporary d i s r u p t i o n c r e a t e d by t h e c o n s t r u c t i o n
activities.
With p r o j e c t e d i n c r e a s e d v i s i t a t i o n , and t h e o p e r a t i o n of
up t o s i x food c o n c e s s i o n s
i n t h e proposed p r o j e c t a r e a , i t i s
expected t h a t t h e r e w i l l be an i n c r e a s e i n t h e amount of d i s c a r d e d
food and c o n c e s s i o n
d e b r i s w i t h a r e s u l t a n t i n c r e a s e i n t h e num-
b e r s o f b i r d s and rodents
as a food
i n the Mall area seeking t h i s
debris
source.
The a d d i t i o n o f t h e new t r e e s w i l l s l i g h t l y broaden t h e
present
chemical
i n s e c t i c i d e spray program f o r Dutch elm d i s e a s e .
The
used i s methoxychlor, a r e g i s t e r e d i n s e c t i c i d e approved
f o r use by t h e E n v i r o n m e n t a l
P r o t e c t i o n Agency and one t h a t i s
r e l a t i v e l y s a f e f o r mammals when i t i s p r o p e r l y a p p l i e d .
248
Any
�a d d i t i o n a l use of the spray w i t h i n p e r m i t t e d l i m i t s would not
s i g n i f i c a n t l y impact w i l d l i f e .
249
��2.7
Impact on Energy and Resource C o n s e r v a t i o n
Changes i n energy consumption can be r e l a t e d t o changes i n
the v e h i c l e m i l e s o f t r a v e l by d i f f e r e n t modes.
Although the
r e l a t i o n s h i p i s not e x a c t l y due t o d i f f e r e n t r a t e s of f u e l consumpt i o n a t d i f f e r e n t speeds and under v a r y i n g t r a f f i c
the f u e l consumed u s i n g VMT
o r d e r o f magnitude
conditions,
as a base p r o v i d e s a r e a s o n a b l e
estimate.
T a b l e 22 summarizes t h e number o f g a l l o n s of f u e l consumed
by v e h i c l e s going t o the M a l l or t o both the M a l l and f r i n g e
p a r k i n g l o t w i t h the a s s o c i a t e d s h u t t l e bus usage.
F u e l con-
sumption has been r e l a t e d t o the p r e v i o u s l y - d e v e l o p e d VMT
calcula-
t i o n s and i s based upon autos a v e r a g i n g 12.0 m i l e s per g a l l o n f o r
urban d r i v i n g and buses a v e r a g i n g 5.0 m i l e s per g a l l o n .
The c a l c u l a t i o n s i n d i c a t e t h a t i n 1975 the proposed a c t i o n
would r e s u l t i n a v e r y s l i g h t d e c r e a s e i n auto f u e l consumption.
The n e t e f f e c t i s , however, a s l i g h t i n c r e a s e i n t o t a l f u e l consumpt i o n when p r o j e c t e d bus consumption i s c o n s i d e r e d .
The n u m e r i c a l
d i f f e r e n c e r e s u l t s from the lower f u e l m i l e a g e a c h i e v e d by buses.
However, t h i s s m a l l d i f f e r e n c e i s not s i g n i f i c a n t g i v e n the
a c c u r a c y o f VMT/fuel comsumption r e l a t i o n s h i p , and, f o r a l l
p r a c t i c a l p u r p o s e s , i t can be s t a t e d t h a t t h e proposed a c t i o n
w i l l have no s i g n i f i c a n t impact on f u e l consumption.
A s i g n i f i c a n t r e d u c t i o n i n f u e l consumption may be noted
when comparisons of t h e f u e l consumed under t h e proposed B i c e n t e n n i a l P l a n i s compared t o the s i t u a t i o n t h a t would e x i s t i f
no improvements were made.
Over 1,200 g a l l o n s of f u e l a r e saved
251
�TABLE 2 2
FUEL CONSUMPTION WITH THE PROPOSED ACTION
( g a l l o n s p e r day)
1976
1975
Vehicle
Weekday
Weekend
(NCP P r o p o s e d
A n H o n Only)
Weekday
1976
centennial
with
w/o
with
w/o
with
w/o
6709
6500
7504
7239
6709
6346
7504
w/o
with
7027
6709
6804
268
364
304
Bus
Total
Weekday
Weekend
w/o
Auto
7504
7623
6709
6616
(NCP A c t i o n p l u s B i -
28,918
7366
w/o - a s s u m i n g Adams and Washington S t r e e t s r e t a i n e d
23,594
Weekend
w/o
28,918
28,918
27,708
with
22,530
4,534
4,114
339
7504
with
Plan}
28,918
27,064
and no s h u t t l e
w i t h - a s s u m i n g Adams and Washington S t r e e t s removed and RFK f r i n g e p a r k i n g and s h u t t l e .
�on a weekday and almost 2,000 g a l l o n s on a weekend.
This equals
between f o u r and s i x p e r c e n t of t o t a l f u e l used i n v e h i c l e s whose
occupants a r e going t o the M a l l .
I t should be noted t h a t t h i s
s a v i n g s p e r t a i n s o n l y t o those i n d i v i d u a l s going t o the e a s t e r n
p o r t i o n of the M a l l .
A d d i t i o n a l s a v i n g s approximating h a l f those
c i t e d would be e x p e r i e n c e d f o r those t r i p s d e s t i n e d f o r the
western Mall area.
253
��2.8
Short-Term
C o n s t r u c t i o n Impact
S h o r t - t e r m impacts on t h e M a l l a r e a w i l l occur due t o construction activities.
Construction truck t r a f f i c w i l l
result
from t h e removal o f t h e e x i s t i n g pavements, w a l k s and c u r b s , on
Washington
for
and Adams D r i v e s , and t h e i m p o r t a t i o n o f crushed
t h e new walkways.
stone
The e s t i m a t e d q u a n t i t i e s i n v o l v e d i n t h e
proposed p r o j e c t i n d i c a t e t h a t a t i t s peak, 65 t r u c k t r i p s t o
the M a l l would be generated on a d a i l y b a s i s , w i t h an equal number
leaving the s i t e .
With c o n s t r u c t i o n a c t i v i t y spread e v e n l y over
the day, a maximum o f t e n t r i p s t o t h e s i t e c o u l d be a n t i c i p a t e d
for
any one hour.
T h i s i n t e n s i t y o f t r u c k t r a f f i c would occur
for
a p p r o x i m a t e l y 30 d a y s , depending on c o n s t r u c t i o n schedules
and c o o r d i n a t i o n , and then would drop s u b s t a n t i a l l y .
The s p e c i f i c r o u t e s used by t r u c k s t o t r a v e l t o and from
the M a l l w i l l depend upon t h e s i t e s t h a t a r e used f o r s p o i l d i s p o s a l and t o supply t h e crushed s t o n e .
However, i t can be
assumed t h a t t r u c k s w i l l c o n f i n e themselves t o t h e primary
arterial
f a c i l i t i e s i n the region.
The volume o f t r u c k t r a f f i c generated by t h i s p r o p o s a l i s
no g r e a t e r and l e s s s u s t a i n e d t h a n t r a f f i c generated f o r o t h e r
p r o j e c t s i n t h e a r e a , i n c l u d i n g t h e Metro system o r t h e N a t i o n a l
Air
and Space Museum.
The t r u c k t r a f f i c generated d u r i n g con-
s t r u c t i o n w i l l have no s i g n i f i c a n t impact on t h e l e v e l o f s e r v i c e
of any s t r e e t s o r highways i n t h e a r e a .
255
�I t i s assumed t h a t a work f q r c e o f 50-60 w i l l be employed
during c o n s t r u c t i o n .
Considering
t h e v e h i c l e occupancy
c h a r a c t e r i s t i c s of c o n s t r u c t i o n workers,
and t h e high
transit
a c c e s s i b i l i t y o f t h e M a l l , a maximum o f 40 employee automobile
t r i p s t o t h e M a l l would r e s u l t .
provided
Employee p a r k i n g would be
o f f - s t r e e t , and would n o t u t i l i z e any p u b l i c
spaces.
With c o n s t r u c t i o n s t a r t i n g a t 7 a.m., t h e a r r i v i n g v e h i c l e s
w i l l not mix w i t h t h e morning peak hour i n t h e M a l l a r e a , and would
a l s o depart p r i o r t o t h e evening peak hour.
The volume o f 40
v e h i c l e s d i s t r i b u t e d among s e v e r a l p o s s i b l e a c c e s s r o u t e s
will
add a n e g l i g i b l e volume t o e x i s t i n g t r a f f i c , and w i l l have no
e f f e c t on l e v e l s o f s e r v i c e .
The p r e s e n c e o f incongruous c o n s t r u c t i o n equipment and
t r u c k s b r i n g i n g m a t e r i a l s t o t h e work s i t e , w i l l t e m p o r a r i l y
the v i s u a l q u a l i t y o f t h e M a l l s e t t i n g .
for
Grading work
affect
necessary
t h e i n s t a l l a t i o n o f u t i l i t i e s , w a l k s , park f u r n i t u r e , and so
on, w i l l r e q u i r e removal o f some g r a s s , and w i l l c r e a t e c o n d i t i o n s
t h a t w i l l a l t e r n a t e between dusty and muddy, depending on t h e
weather.
These a r e a s w i l l a f f e c t p e d e s t r i a n c i r c u l a t i o n , and
r e q u i r e detours
around t h e t r e e panels and p o r t i o n s o f t h e lawn
panels normally
t r a v e r s e d by v i s i t o r s .
The c o n t r a c t o r i s r e q u i r e d
to comply w i t h e x i s t i n g l o c a l and f e d e r a l r e g u l a t i o n s f o r abatement o f d u s t , and p r o t e c t i o n o f t h e s i t e from l o s s o f top s o i l ,
due
to runoff.
Due t c t h e f l a t grades o f t h e c o n s t r u c t i o n s i t e ,
no a p p r e c i a b l e l o s s o f top s o i l o r e r o s i o n problems a r e a n t i c i pated.
�With r e g a r d t o a i r q u a l i t y
impacts, c o n s t r u c t i o n a c t i v i t y
a s s o c i a t e d w i t h the M a l l r e h a b i l i t a t i o n w i l l c o n t r i b u t e
to e x i s t i n g l e v e l s of suspended p a r t i c u l a t e s ,
minutely
but o n l y f o r the
r e l a t i v e l y s h o r t p e r i o d r e q u i r e d to complete the p r o j e c t .
Particulates
generated by the numerous other c o n s t r u c t i o n pro-
j e c t s i n the downtown a r e a a r e f a r g r e a t e r than those which
would r e s u l t from t h i s a c t i v i t y .
Normal c o n s t r u c t i o n procedures
w i l l be employed to l i m i t the emission
this
of dust p a r t i c l e s
during
period.
An impact on n o i s e l e v e l s w i l l occur d u r i n g the
t i o n p e r i o d due
construc-
to e x c a v a t i o n , g r a d i n g , and t r u c k t r a f f i c .
Ambient daytime sound l e v e l s d u r i n g c o n s t r u c t i o n i n the v i c i n i t y
o f the M a l l w i l l t e m p o r a r i l y exceed a c c e p t a b l e
cause annoyance.
l e v e l s and
may
However, the c o n s t r u c t i o n p e r i o d i s l i m i t e d
t o t h r e e months and the i n c r e a s e i s r e l a t i v e l y
257
short-term.
��•©Alternatives to the
Proposed Project
��III.
3.1
ALTERNATIVES TO THE PROPOSED PROJECT
Introduction
T h i s s e c t i o n d e s c r i b e s those a l t e r n a t i v e s t o t h e proposed
a c t i o n which were p r e s e n t e d
1
i n t h e i n i t i a l impact a s s e s s m e n t ,
and o t h e r s which have become apparent d u r i n g t h e c u r r e n t e v a l u a tion.
T h i s s e c t i o n does not d i s c u s s a l t e r n a t i v e s t o every element
of t h e proposed a c t i o n , b u t f o c u s e s on t h e t r a n s p o r t a t i o n r e l a t e d
a l t e r n a t i v e s , g i v i n g s p e c i a l a t t e n t i o n t o impacts on t r a f f i c , a i r ,
and n o i s e , and t h e v i s i t o r ' s o v e r a l l e x p e r i e n c e
and moving about, t h e M a l l .
i n getting t o ,
Many o f t h e a l t e r n a t i v e s t h a t a r e
d e s c r i b e d h e r e i n would r e q u i r e t h e c o o p e r a t i v e a c t i o n o f numerous
l o c a l and F e d e r a l a g e n c i e s , other t h a n t h e N a t i o n a l Park S e r v i c e ,
t o be f u l l y
implemented.
L i k e w i s e t h e a l t e r n a t i v e s v a r y con-
s i d e r a b l y w i t h r e g a r d t o t h e i r o v e r a l l c o s t , and t h e time necess a r y f o r implementation.
These f a c t o r s a r e d i s c u s s e d f o r each
alternative.
3.2
Alternative A —
3.2.1
No A c t i o n
Description
Under t h i s a l t e r n a t i v e , Washington and Adams D r i v e s remain
open t o v e h i c u l a r t r a f f i c , w i t h p a r k i n g p e r m i t t e d , and no improvements a r e made i n s e r v i c e s o r l a n d s c a p i n g .
s h u t t l e bus s e r v i c e would be p r o v i d e d .
No f r i n g e p a r k i n g and
S i n c e no a c t i o n i s
r e q u i r e d , t h e r e would be no c o n s t r u c t i o n c o s t o r time i n v o l v e d
with this
alternative.
Environmental
Assessment, N a t i o n a l C a p i t a l P a r k s , J a n u a r y , 1975.
261
�3.2.2
A n t i c i p a t e d E f f e c t s of A l t e r n a t i v e
T r a f f i c and P a r k i n g
C u r r e n t d a t a i n d i c a t e continued
increases i n v i s i t a t i o n
t o t h e M a l l a r e a , a t t h e r a t e o f t h r e e p e r c e n t per y e a r .
The
g r a d u a l improvement o f p u b l i c t r a n s p o r t a t i o n , i n c l u d i n g t h e openi n g o f t h e Metro system, w i l l r e l i e v e problems o f a c c e s s and
parking.
U n t i l such time t h a t Metro i s l a r g e l y completed ( 1 9 8 1 ) ,
however, t h e no a c t i o n a l t e r n a t i v e would r e s u l t i n continued
c o n g e s t i o n and p a r k i n g d i f f i c u l t i e s f o r M a l l v i s i t o r s .
There i s more demand f o r p a r k i n g on t h e M a l l than can be
conveniently s a t i s f i e d .
T h i s i s most n o t i c e a b l e d u r i n g the
summer months, b u t i s a l s o apparent d u r i n g t h e w i n t e r .
space occupancy c o l l e c t e d i n M a r c h
1
Data on
documents t h e c o n c e n t r a t e d
space usage and c o n f i r m t h e high l e v e l o f p a r k i n g
competition.
V e h i c l e c o n g e s t i o n i n t h e M a l l a r e a o c c u r s under two
conditions.
The f i r s t i s on t h e surrounding
s t r e e t s during the
morning and evening weekday r u s h hours, and t h e second i s d u r i n g
peak v i s i t a t i o n on t h e M a l l i t s e l f .
Within the Mall area
c o n g e s t i o n o c c u r s r e g u l a r l y , caused by t h e t r a f f i c
friction
a s s o c i a t e d w i t h persons d r i v i n g s l o w l y through t h e a r e a
l o o k i n g f o r a v a c a n t p a r k i n g p l a c e , o r w a i t i n g f o r one t o become
vacant.
L e a v i n g Washington and Adams D r i v e s open would continue
t h i s s i t u a t i o n , w h i c h would worsen a s v i s i t o r volumes i n c r e a s e
over t i m e .
Somewhat c o u n t e r i n g t h i s e f f e c t would be t h e
•1-See S e c t i o n 2.6.3 f o r p a r k i n g d a t a .
262
�improving
a c c e s s i b i l i t y o f t h e M a l l a r e a by p u b l i c t r a n s p o r t a -
t i o n , and t h e discouragement o f some p o t e n t i a l v i s i t s t o t h e M a l l
due t o t h e c o n g e s t i o n .
During t h e B i c e n t e n n i a l , t h e a d d i t i o n a l
i n f l u x would a l s o be accommodated i n p a r t by implementation
of
the B i c e n t e n n i a l T r a n s p o r t a t i o n A c t i o n P l a n .
While continued c o n g e s t i o n and a e s t h e t i c d e t e r i o r a t i o n
would d i s c o u r a g e
some v i s i t o r s from spending time i n t h e M a l l
a r e a , t h e numbers who use t h e a r e a would s t i l l be l i k e l y t o
increase.
Air,
Noise, and V e g e t a t i o n
The no a c t i o n a l t e r n a t i v e would c o n t i n u e t h e c u r r e n t t r e n d s
i n a i r and n o i s e p o l l u t i o n f o r t h e M a l l a r e a .
S i n c e both a i r
and n o i s e p o l l u t i o n a r e r e l a t e d t o t h e volumes o f v e h i c l e s t h a t
a r e generated
by t h e M a l l , i t can be assumed t h a t g r a d u a l
d e t e r i o r a t i o n i n both a i r and n o i s e q u a l i t y would occur, moderated
t o some e x t e n t by improving
emission outputs.
t r a n s i t a c c e s s i b i l i t y and low v e h i c l e
With no a l t e r n a t i v e a v a i l a b l e t o automobile
d r i v e r s , o t h e r than t o park on o r near t h e M a l l , t h e g r e a t e r
number o f v i s i t o r s w i l l cause i n c r e a s e d c i r c l i n g i n s e a r c h o f a
p a r k i n g space, which w i l l e s p e c i a l l y impact a i r q u a l i t y on t h e
i n t e r n a l M a l l roads.
There would be no r e l a t e d a i r and n o i s e
impacts on t h e s h u t t l e bus r o u t e s , o r i n t h e v i c i n i t y o f t h e
Stadium.
The magnitude o f v i s i t a t i o n and t h e c i r c u l a t i o n h a b i t s o f
p e d e s t r i a n s on t h e M a l l have been, and a r e now, a d v e r s e l y
263
impact-
�i n g the v e g e t a t i v e cover of the M a l l , both t r e e s and g r a s s .
Soil
compaction r e s u l t i n g from p e d e s t r i a n s t r a m p l i n g u n r e s t r i c t e d
over the f e e d i n g r o o t s of the elm t r e e s c r e a t e s a s t r e s s e d growi n g c o n d i t i o n which l e a d s to i n c r e a s e i n Dutch Elm d i s e a s e
a l s o l i m i t s growth c h a r a c t e r i s t i c s of the elm.
As
visitation
i n c r e a s e s i n the f u t u r e , t h i s impact w i l l i n c r e a s e and
act
and
eventually
to d e s t r o y , or so s e r i o u s l y damage v e g e t a t i o n as to r e s u l t
i n the v i r t u a l e l i m i n a t i o n of those a s s e t s t h a t d i s t i n g u i s h and
enhance the v i s u a l q u a l i t y of the a r e a , s e r i o u s l y i m p a i r i n g
visitor's
the
experience.
The no a c t i o n a l t e r n a t i v e , i n a d d i t i o n to a l l o w i n g
c o n t i n u e d e n v i r o n m e n t a l d e t e r i o r a t i o n to o c c u r , would a l s o
c o n f l i c t w i t h the d e s i g n and use o b j e c t i v e s expressed
in
L'Enfant's
P l a n , as r e f i n e d by the McMillan and the p r e s e n t master p l a n s .
Visitor
Experience
Under the no a c t i o n a l t e r n a t i v e the v i s i t o r would encounter
experiences
q u i t e s i m i l a r t o those found today.
the t r a f f i c
s e c t i o n , the i n c r e a s e d number of v i s i t o r s w i l l make
i t more d i f f i c u l t t o f i n d a p a r k i n g
As noted under
space, which w i l l
result
i n more c i r c u i t o u s d r i v i n g , p a r k i n g a t g r e a t e r d i s t a n c e s from
the M a l l , and
l a r g e r numbers l e a v i n g f r u s t r a t e d a f t e r not f i n d i n g
an a c c e p t a b l e
space.
Once on the M a l l , the v i s i t o r w i l l be s u b j e c t t o a i r and
n o i s e p o l l u t i o n , and v i s u a l i n t r u s i o n s s i m i l a r t o those found
today.
Changes i n any of these impacts would r e s u l t from f u t u r e
a c t i o n s t a k e n by o t h e r a g e n c i e s ,
National Park S e r v i c e .
264
r a t h e r than those i n s t i t u t e d by
the
�3.3
A l t e r n a t i v e B — P a r t i a l l y R e h a b i l i t a t e the Mall, Retain
A l l Roads, P r o v i d e No F r i n g e P a r k i n g o r S h u t t l e S e r v i c e
3.3.1
Description
A l t e r n a t i v e B would r e s u l t i n t h e r e h a b i l i t a t i o n o f t h e
M a l l w i t h r e g a r d t o improvements o f v i s i t o r f a c i l i t i e s and an
enhanced appearance.
However, t h e r e would be no change t o t h e
e x i s t i n g t r a f f i c and p a r k i n g s i t u a t i o n , nor would t h e r e be f r i n g e
parking or s h u t t l e s e r v i c e .
Therefore, w i t h regard t o t r a f f i c
and p a r k i n g , A l t e r n a t i v e B i s i d e n t i c a l t o A l t e r n a t i v e A.
3.3.2
A n t i c i p a t e d E f f e c t s of A l t e r n a t i v e T r a f f i c
and
Parking
Since A l t e r n a t i v e B i s i d e n t i c a l to A l t e r n a t i v e A
ing
i t s t r a n s p o r t a t i o n elements,
concern-
the e f f e c t s of A l t e r n a t i v e B
on t r a f f i c and p a r k i n g w i l l be s i m i l a r t o those o f A l t e r n a t i v e A.
T h i s would i n d i c a t e t h a t t h e p r e s e n t t r a f f i c and p a r k i n g c o n d i t i o n s
would c o n t i n u e w i t h t h e s i t u a t i o n aggravated
of v i s i t o r s , b u t w i t h some r e l i e f
t o t h e a r e a improves.
expected
by i n c r e a s e d numbers
as t r a n s i t
accessibility
The elements o f t h e B i c e n t e n n i a l T r a n s -
p o r t a t i o n P l a n would o f f e r v i s i t o r s a c h o i c e o f a c c e s s w h i l e t h e
p l a n i s o p e r a t i o n a l i n 1976.
Air,
Air
N o i s e , and V e g e t a t i o n
and n o i s e p o l l u t i o n l e v e l s would a g a i n be s i m i l a r t o
those c i t e d under A l t e r n a t i v e A.
T h i s means t h e c o n t i n u a t i o n
of t h e b a s i c l e v e l s m o d i f i e d t o t h e e x t e n t a f f e c t e d by improved
t r a n s i t a c c e s s i b i l i t y and reduced engine e m i s s i o n s .
265
�The improvements f o r v i s i t o r s e r v i c e s and improved designs
on t h e M a l l would h e l p t o p r e v e n t f u r t h e r d e t e r i o r a t i o n o f t h e
v e g e t a t i v e cover.
Visitor
Experience
The d e s i g n a l t e r a t i o n s under t h i s a l t e r n a t i v e would enhance
the appearance o f t h e M a l l .
The p r o v i s i o n o f a d d i t i o n a l v i s i t o r
s e r v i c e s would make t h e v i s i t more p l e a s a n t , encouraging v i s i t a t i o n w h i l e adding t o t h e e x i s t i n g
congestion.
The r e t e n t i o n o f t h e roads would c o n t i n u e t h e v i s u a l
d i s o r d e r produced by t h e t r a f f i c and parked c a r s , and c o n f l i c t
w i t h easy p e d e s t r i a n movement, or space f o r s p e c i a l e v e n t s .
3.4
A l t e r n a t i v e C — P a r t i a l l y R e h a b i l i t a t e the M a l l , Retain
A l l Roads, P r o v i d e F r i n g e P a r k i n g a t RFK Stadium and
Shuttle Service
3.4.1
Description
T h i s a l t e r n a t i v e would i n c l u d e a l l elements o f t h e proposed
a c t i o n w i t h t h e e x c e p t i o n t h a t Washington and Adams D r i v e s would
remain open f o r t r a f f i c and p a r k i n g .
A f r i n g e p a r k i n g l o t would
be e s t a b l i s h e d a t Kennedy Stadium, and would be s e r v e d by a
s h u t t l e bus system.
3.4.2
Anticipated E f f e c t s of A l t e r n a t i v e T r a f f i c
and
Parking
I n t h i s a l t e r n a t i v e , t h e b a s i c t r a f f i c and p a r k i n g c o n d i t i o n s
on t h e M a l l would remain unchanged.
The demand f o r p a r k i n g on
t h e M a l l a l r e a d y f a r exceeds supply and i s f o r e c a s t t o become
more e x c e s s i v e .
The proposed f r i n g e l o t would c a p t u r e some o f t h e demand
b e f o r e i t reached
the M a l l .
T h i s would be e s p e c i a l l y p o s s i b l e
266
�for
those from the n o r t h and e a s t , whose t r i p s would not have t o
be d i v e r t e d s u b s t a n t i a l l y t o r e a c h the RFK
Stadium.
For each v e h i c l e t h a t i s d i r e c t l y routed t o the f r i n g e l o t
from the n o r t h and e a s t , a v e h i c l e m i l e s of t r a v e l
of over seven m i l e s c o u l d be a c h i e v e d .
(VMT)
reduction
The magnitude of the t o t a l
s a v i n g would depend on the s u c c e s s of the
experiment.
Should the experiment prove t o a t t r a c t so many v e h i c l e s
from the south and west t h a t the doubling back t o r e a c h the l o t
o f f s e t the VMT
s a v i n g s , the r e d u c t i o n of v e h i c l e s i n the M a l l
a r e a would s t i l l be of v a l u e , g i v e n the g o a l of r e d u c i n g p a r k i n g
demand.
The f r i n g e l o t and s h u t t l e o f f e r s the a d d i t i o n a l p o t e n t i a l
for
r e d u c i n g c o n g e s t i o n by p r o v i d i n g an o p t i o n f o r those
who
have reached the M a l l a r e a but cannot f i n d a p a r k i n g space.
These persons c o u l d be d i r e c t e d t o the f r i n g e f a c i l i t y w i t h the
a s s u r a n c e of f i n d i n g space.
While d i s t a n c e and time would be
i n c r e a s e d , the c o s t c o u l d be l e s s than a t c o n v e n i e n t p u b l i c f e e
lots.
Air,
Noise, and
Vegetation
T h i s A l t e r n a t i v e would have v e r y minor e f f e c t s on
ing
a i r and n o i s e p o l l u t i o n l e v e l s .
exist-
Based upon the a n a l y s e s
conducted as p a r t of the e v a l u a t i o n of the proposed p l a n , t o t a l
VMT
generated by the M a l l would decrease a p p r o x i m a t e l y 1 p e r c e n t .
The s h u t t l e r o u t e would c a r r y a d d i t i o n a l bus t r a f f i c , but t h i s
i n c r e a s e would be p a r t i a l l y o f f s e t by the l e s s e r number of c a r s
267
�coming from t h e e a s t and n o r t h t h a t would be i n t e r c e p t e d by t h e
fringe l o t .
The s l i g h t i n c r e a s e i n t r a f f i c on t h e s h u t t l e r o u t e s ,
estimated a t approximately
2 - 3 p e r c e n t i s n o t enough t o cause
a s i g n i f i c a n t change i n e i t h e r a i r o r n o i s e
levels.
The r e t e n t i o n o f Washington and Adams D r i v e s would mean
c o n t i n u a t i o n o f t h e p r e s e n t a i r and n o i s e l e v e l s generated
thereon.
As was t h e case w i t h A l t e r n a t i v e B, t h e improvements on t h e
M a l l i t s e l f would h e l p t o p r e v e n t f u r t h e r d e t e r i o r a t i o n i n t h e
vegetative
cover.
Visitor
Experience
V i s i t o r e x p e r i e n c e would be l a r g e l y s i m i l a r t o those found
under A l t e r n a t i v e B.
for
The g r e a t e r c h o i c e o f p a r k i n g l o c a t i o n s
those t h a t d r i v e would be o f f s e t by t h e continued
a i r , noise,
and v i s u a l impacts a s s o c i a t e d w i t h r e t e n t i o n o f Washington and
Adams D r i v e s a s c i r c u l a t i o n and p a r k i n g s t r e e t s .
The r e t e n t i o n
of t h e s e two s t r e e t s f o r v e h i c u l a r t r a f f i c would continue t o
i m p a i r p e d e s t r i a n movements and i n t e r f e r e w i t h t h e space r e q u i r e ments o f s p e c i a l e v e n t s .
3.5
A l t e r n a t i v e D -- P a r t i a l l y R e h a b i l i t a t e M a l l , C l o s i n g Roads,
P r o v i d i n g No F r i n g e P a r k i n g o r S h u t t l e S e r v i c e
3.5.1
Description
I n t h i s a l t e r n a t i v e , a l l proposed a c t i o n s i n t h e M a l l a r e a
are taken.
provided.
However, t h e f r i n g e l o t and s h u t t l e system a r e not
Washington and Adams D r i v e s would be c l o s e d t o
v e h i c u l a r c i r c u l a t i o n and p a r k i n g r e s u l t i n g i n t h e l o s s
268
�of 630 p a r k i n g spaces.
3.5.2
A n t i c i p a t e d E f f e c t s of the A l t e r n a t i v e
T r a f f i c and P a r k i n g
By p r o h i b i t i n g v e h i c u l a r a c c e s s t o Washington and Adams
D r i v e s , t h i s a l t e r n a t i v e would r e s u l t i n e l i m i n a t i n g v e h i c l e
congestion i n the i n t e r i o r of the M a l l .
However, t h e a l t e r n a t i v e
does not p r o v i d e spaces f o r d i s p l a c e d p a r k e r s , nor does i t o f f e r
an o p p o r t u n i t y t o c a p t u r e v i s i t o r s a t t h e f r i n g e l o t p r i o r t o
e n t e r i n g t h e core a r e a o f Washington, D.C.
Those v i s i t o r s t h a t
c o u l d have been s e r v e d by t h e 630 removed v i s i t o r spaces would
have t o s e a r c h f o r space on o t h e r s t r e e t s or use p r i v a t e p a r k i n g
garages and l o t s s u r r o u n d i n g t h e M a l l .
The a l t e r n a t i v e e l i m i n a t e s t h e s h u t t l e bus t r i p s along
Independence Avenue and E a s t C a p i t o l S t r e e t .
These t r i p s have
been e s t i m a t e d a t a p p r o x i m a t e l y 20 p e r peak hour t o p r o v i d e f o r
the 630 l o s t p a r k i n g s p a c e s , b u t c o u l d be a s h i g h a s
54
buses
per peak hour i f f u l l u t i l i z a t i o n o f t h e stadium p a r k i n g l o t i s
achieved.
Assuming t h a t v i s i t o r demand a t t h e M a l l i s t h e same a s i f
f r i n g e p a r k i n g and t h e s h u t t l e were p r o v i d e d , t h i s a l t e r n a t i v e
i n c r e a s e s t r a f f i c c i r c u l a t i o n i n t h e M a l l a r e a , and subsequently
on s u r r o u n d i n g s t r e e t s .
T h i s a l t e r n a t e reduces p a r k i n g supply
w h i l e m a i n t a i n i n g demand
269
�Air,
Noise, and V e g e t a t i o n
T h i s a l t e r n a t i v e w i l l have both p o s i t i v e and n e g a t i v e e f f e c t s
on a i r and n o i s e p o l l u t i o n .
The c l o s i n g
to vehicular
Washington and Adams D r i v e s w i l l s u b s t a n t i a l l y
noise pollution
t r a f f i c of
lower a i r and
l e v e l s i n t h e v i c i n i t y o f t h e s e two s t r e e t s .
However, more v e h i c u l a r
t r a v e l w i l l be generated
on t h e surround-
ing s t r e e t s i n s e a r c h o f a p a r k i n g space, which would i n c r e a s e
a i r and n o i s e l e v e l s on those p a r t i c u l a r
facilities.
The p l a n would have no r e l a t e d e f f e c t on a i r and n o i s e
l e v e l s a t Kennedy Stadium, nor on t h e proposed s h u t t l e r o u t e s .
Implementation
o f t h e o t h e r elements of t h e A l t e r n a t i v e
would r e s u l t i n a h a l t t o t h e c u r r e n t d e t e r i o r a t i o n
i n the Mall's
v e g e t a t i v e cover.
Visitor
Experience
The a l t e r n a t i v e o f f e r s b e n e f i t s
t o M a l l a r e a v i s i t o r s by
p r o v i d i n g an a t t r a c t i v e environment f o r w a l k i n g between
attractions
and s i m p l y e n j o y i n g t h e v i s t a s o f f e r e d
by t h e M a l l .
The a l t e r n a t i v e , t h e n , r e s u l t s i n t h e same b e n e f i c i a l and adverse
impacts on t h e M a l l i t s e l f which a r e p r e s e n t e d i n t h e a n a l y s i s
of t h e proposed
action.
270
�3.6
Alternative E —
Rehabilitate Mall, Providing
Other Than a t RFK
3.6.1
Stadium With No
Description
With No
Shuttle
Fringe
Parking
Services
Shuttle
I n A l t e r n a t i v e E a l l the improvements to the M a l l proposed i n
the o r i g i n a l p l a n would be implemented.
v i d i n g f r i n g e p a r k i n g a t RFK
However i n s t e a d of pro-
Stadium w i t h s h u t t l e s e r v i c e to
the M a l l , f r i n g e p a r k i n g would be provided "near" the M a l l
and
v i s i t o r s would then walk from the f r i n g e a r e a s to the M a l l or
p u b l i c t r a n s i t s e r v i c e or t o u r m o b i l e s .
An
increase
use
i n the number
of f r i n g e spaces a v a i l a b l e under t h i s a l t e r n a t i v e would be
a c h i e v e d by one
or more means.
Changes i n p a r k i n g p o l i c i e s or
p a r k i n g r a t e s a t both p r i v a t e and
p u b l i c f a c i l i t i e s i n the
vicinity
of the M a l l c o u l d c r e a t e a s i g n i f i c a n t number of spaces f o r
visitors.
Another means would be t o u t i l i z e p u b l i c l a n d s
current-
l y used f o r p a r k s or to p e r m i t a d d i t i o n a l p a r k i n g along e x i s t i n g
roadways.
3.6.2
The
two
Anticipated
e f f i c a c y and
E f f e c t s of
Alternative
the impacts of A l t e r n a t i v e E are r e l a t e d to
elements; w a l k i n g d i s t a n c e
and
the r e l a t i o n s h i p of
fringe
p a r k i n g to e x i s t i n g or planned t r a n s i t or tourmobile s e r v i c e .
There are a f i x e d number of l o c a t i o n s which can be
considered
under t h i s a l t e r n a t i v e .
Within walking distance
of one
mile walking distance
many p r i v a t e and
of the M a l l
(assumed t o be a maximum
from a c o r n e r or edge of the M a l l ) ,
public parking f a c i l i t i e s e x i s t .
v i r t u a l l y a l l e x i s t i n g f a c i l i t i e s are h e a v i l y used.
However,
Costs for
commercial f a c i l i t i e s v a r y between a p p r o x i m a t e l y $2 and
271
$4 per
day.
�However g r e a t e r use o f the e x i s t i n g spaces c o u l d be a t t a i n e d through
a l t e r e d p a r k i n g p o l i c i e s , such as r e v i s e d r a t e s t r u c t u r e s ,
limita-
t i o n s on a l l day p a r k i n g , o r e l i m i n a t i o n o f p a r k i n g provided f o r
employees.
These p o l i c i e s a r e o u t s i d e t h e scope of t h e a u t h o r i t y
of t h e Department o f t h e I n t e r i o r t o implement.
I f implemented,
however, t h e y c o u l d p r o v i d e v i s i t o r spaces f a r beyond t h e number
a f f e c t e d by t h e proposed a c t i o n .
These p o l i c y a c t i o n s would r e q u i r e a h i g h e r l e v e l of t r a n s i t
usage by downtown employees.
Although c o n s i s t e n t w i t h t h e adopted
Comprehensive P l a n p o l i c y o f r e d u c i n g d a i l y p r i v a t e - c a r t r a v e l i n t o
the core a r e a , i t i s q u e s t i o n a b l e i f t h e r e q u i r e d p u b l i c and p r i v a t e
agency c o o p e r a t i o n c o u l d be o b t a i n e d t o implement t h e s e p o l i c y changes.
O p p o r t u n i t i e s t o p r o v i d e a d d i t i o n a l spaces o u t s i d e the M a l l
a r e a , but w i t h i n w a l k i n g d i s t a n c e , do e x i s t .
These o p p o r t u n i t i e s
a r e c o n c e n t r a t e d on p u b l i c l a n d s used c u r r e n t l y f o r p a r k s o r
along e x i s t i n g roadways.
The p r o v i s i o n of spaces on park l a n d s
i s t e c h n i c a l l y f e a s i b l e — s u c h as t h e polo f i e l d i n West Potomac
P a r k , s e c t i o n s of t h e g o l f course i n E a s t Potomac P a r k , and o t h e r
g r a s s a r e a s i n t h e s e p a r k s and a d j a c e n t t o t h e M a l l .
Although
t r a v e l t o t h e park a r e a s i s somewhat c i r c u i t o u s , i t would be
p r a c t i c a l t o d i r e c t persons t o e i t h e r E a s t o r West Potomac Park.
While t h e park a r e a s have l i m i t e d roadways, t h e y could absorb
the l e v e l o f t r a f f i c r e l a t e d t o t h e proposed e l i m i n a t i o n of 630
spaces on t h e M a l l .
However, g i v e n t h e e x c e s s demand i n the
e n t i r e M a l l a r e a , t h e new f a c i l i t i e s c o u l d r e s u l t i n simply r e l o c a t i n g t h e problem o f c o n g e s t i o n i n an a r e a designed
272
f o r p u b l i c use.
�C r e a t i n g p a r k i n g spaces i n a r e a s used f o r r e c r e a t i o n would
a l s o c o n f l i c t w i t h the adopted p o l i c y of the Comprehensive P l a n
of m a i n t a i n i n g the n a t i o n a l open space system t o support a wide
range of outdoor r e c r e a t i o n .
F u r t h e r , the parks are not l i g h t e d
to the l e v e l used f o r p a r k i n g s p a c e s , and p e d e s t r i a n s might be
r e l u c t a n t t o walk through the r e l a t i v e l y i s o l a t e d a r e a s a f t e r
dark.
P a r k i n g f o r v i s i t o r s along the roadways i n E a s t and West
Potomac P a r k s i s a v a i l a b l e .
P a r k i n g i s allowed on both s i d e s
on the s e c t i o n s of Ohio and West B a s i n D r i v e s i n West Potomac
Park.
P a r k i n g i s a l s o p e r m i t t e d along Ohio D r i v e i n E a s t
Potomac Park.
These spaces a r e p r e s e n t l y not r e g u l a t e d
and
s i g n i f i c a n t commuter p a r k i n g , p a r t i c u l a r l y by F e d e r a l employees,
was
observed d u r i n g the f i e l d s u r v e y s .
I t i s e s t i m a t e d t h a t approximately
520 spaces could be
pro-
v i d e d f o r v i s i t o r s by i n s t i t u t i n g and e n f o r c i n g a t h r e e to f i v e
hour p a r k i n g l i m i t .
1
These spaces could a l s o be c o n s i d e r e d as a
supplement t o those proposed f o r the Stadium and c o u l d
v i s i t o r s who
have t r a v e l e d d i r e c t l y t o the M a l l or are approach-
i n g from the south or west.
ducing
serve
the VMT
T h i s c o u l d have the e f f e c t of r e -
by a p p r o x i m a t e l y
seven m i l e s f o r each m o t o r i s t
who
d i d not t r a v e l t o the Stadium a f t e r having a r r i v e d near the M a l l .
Some of t h e s e spaces a r e s e r v e d by e x i s t i n g Tourmobile r o u t e s .
Approximately 6,500 l i n e a r f e e t of roadway, two-side p a r k i n g , 2 5
f e e t per space = 6,500 x 2 7 25 = 520.
273
�S e a t i n g p a r k i n g spaces i n a r e a s used f o r r e c r e a t i o n would
a l s o c o n f l i c t w i t h the adopted p o l i c y of the Comprehensive P l a n
of m a i n t a i n i n g the n a t i o n a l open space system t o support a wide
range of outdoor r e c r e a t i o n . F u r t h e r , the p a r k s a r e not
lighted
t o the l e v e l used f o r p a r k i n g spaces, and p e d e s t r i a n s might be
r e l u c t a n t t o walk through the r e l a t i v e l y i s o l a t e d a r e a s a f t e r dark,
P a r k i n g f o r v i s i t o r s along the roadways i n E a s t and West
Potomac P a r k s i s a v a i l a b l e .
P a r k i n g i s g e n e r a l l y provided
on
both s i d e s on the s e c t i o n s of Ohio and West B a s i n D r i v e s i n West
Potomac Park.
P a r k i n g i s a l s o p e r m i t t e d along Ohio D r i v e i n E a s t
Potomac Park.
These spaces a r e p r e s e n t l y not r e g u l a t e d and
s i g n i f i c a n t commuter p a r k i n g , p a r t i c u l a r l y by Bureau of P r i n t i n g
and E n g r a v i n g and A g r i c u l t u r e Department employees, was
observed
d u r i n g the f i e l d s u r v e y s .
I t i s estimated t h a t approximately
520 spaces could be
pro-
v i d e d f o r v i s i t o r s by i n s t i t u t i n g and e n f o r c i n g a t h r e e t o f i v e
hour p a r k i n g l i m i t .
1
These spaces c o u l d a l s o be c o n s i d e r e d as a
supplement t o those proposed f o r the Stadium and c o u l d s e r v e
v i s i t o r s who
have t r a v e l e d d i r e c t l y t o the M a l l or a r e approach-
i n g from the south or west.
ducing t h e VMT
T h i s c o u l d have the e f f e c t of r e v
by a p p r o x i m a t e l y
seven m i l e s f o r each m o t o r i s t
who
d i d not t r a v e l t o t h e Stadium a f t e r h a v i n g a r r i v e d near the M a l l ,
The spaces would a l s o be s e r v e d by e x i s t i n g Tourmobile r o u t e s
should t h e w a l k i n g d i s t a n c e prove unacceptable
t o some of the
visitors.
"'"Approximately 6,500 l i n e a r f e e t of roadway, two-side p a r k i n g , 24
f e e t per space = 6,500 x 2 f 25 = 520.
274
�L o c a t i o n s beyond the r e a s o n a b l e w a l k i n g d i s t a n c e but served
by p u b l i c t r a n s i t a r e a l s o f e a s i b l e .
S u b s t a n t i a l e d u c a t i o n would
be r e q u i r e d , however, t o a c q u a i n t the v i s i t o r w i t h the d a i l y
transit service.
As t h e d i s t a n c e from t h e M a l l i n c r e a s e s , the
v i s i t o r f e e l s l e s s s e l f - a s s u r e d about h i s a b i l i t y t o get t o and
r e t u r n from the M a l l .
A system of p a r k i n g l o c a t i o n s l i n k e d t o a r e l a t i v e l y
limited
number of t r a n s i t c h o i c e s would r e l i e v e t h e v i s i t o r ' s a n x i e t y .
Such a system c o u l d be p r o v i d e d i n c o n n e c t i o n w i t h the Metro
lines.
Given the p r o x i m i t y of the Armory-Stadium s t a t i o n t o the
Stadium f r i n g e l o t ,
i t i s p r a c t i c a l t o assume t h a t i t could s e r v e
v i s i t o r needs once t h e Metro was open.
of
rail
The s h u t t l e bus element
t h e proposed a c t i o n c o u l d be r e p l a c e d by the Metro system,
a l t h o u g h t h e i n t e r p r e t i v e s e r v i c e s would not be a v a i l a b l e .
The
Metro a l t e r n a t i v e w i l l have t o be c o n s i d e r e d as v i a b l e upon system
opening.
1
The Metro system w i l l have f r i n g e l o t s a t s e v e r a l major
s t a t i o n s s u r r o u n d i n g Washington, D. C.
The system i s intended as
an a l t e r n a t i v e t o p r i v a t e v e h i c l e s f o r c o r e a r e a a c c e s s .
In that
r e g a r d , i t i s an i n t e g r a l p a r t of a long-term a l t e r n a t i v e t o p a r k ing
i n t h e M a l l a r e a a f f e c t e d by t h e proposed a c t i o n and i n f a c t
becomes the long-term m i t i g a t i o n measure.
Air,
Noise and V e g e t a t i o n .
A i r and n o i s e l e v e l s under t h i s
a l t e r n a t i v e would not be s i g n i f i c a n t l y changed i n t o t a l although
some l o c a l i z e d changes would occur depending upon where f r i n g e
p a r k i n g spaces would be i n c r e a s e d .
By p r o v i d i n g more spaces f o r
"'"This p a r t of Metro i s scheduled t o be a v a i l a b l e i n June, 1976.
However, s l i p p a g e s may o c c u r .
�the v i s i t o r , t h e d r i v i n g i n v o l v e d i n l o o k i n g f o r a space should
be reduced.
However s t r i c t enforcement of p a r k i n g
limitations
would c r e a t e a h i g h e r t u r n o v e r and t h e r e f o r e somewhat i n c r e a s e
a i r and n o i s e p o l l u t i o n l e v e l s .
T h i s a l t e r n a t i v e i s s i m i l a r t o a l l t h e preceding
alternatives
w i t h t h e e x c e p t i o n o f A l t e r n a t i v e A, and would h a l t t h e d e t e r i o r a t i o n of t h e M a l l ' s v e g e t a t i v e c o v e r .
V i s i t o r Experience.
The improvements on t h e M a l l i t s e l f i n -
c l u d i n g t h e c l o s i n g o f Washington and Adams D r i v e s t o v e h i c u l a r
t r a f f i c would enhance t h e v i s i t o r s ' e x p e r i e n c e and provide more
o p p o r t u n i t i e s f o r use o f t h e M a l l .
Signing f o r the f r i n g e parking
would have t o be c a r e f u l l y planned t o p r o p e r l y d i r e c t v i s i t o r s .
Some v i s i t o r d i s p l e a s u r e and inconvenience
w i l l r e s u l t from t h e
walk t o and from t h e M a l l and t h e f r i n g e p a r k i n g a r e a s .
3.7
Alternative F —
R e h a b i l i t a t e M a l l , Providing Fringe Parking
a t Other A l t e r n a t i v e L o c a t i o n s w i t h S h u t t l e S e r v i c e
3.7.1
Description
A l t e r n a t i v e F i s s i m i l a r t o t h e proposed a c t i o n w i t h t h e
e x c e p t i o n t h a t f r i n g e p a r k i n g w i t h a s s o c i a t e d s h u t t l e bus s e r v i c e
would be provided
a t o t h e r f r i n g e p a r k i n g l o t s or would supplement
the s e r v i c e a t Robert F. Kennedy Stadium.
The B i c e n t e n n i a l t r a f f i c r e p o r t
1
c o n s i d e r e d 21 l o c a t i o n s
p r o v i d i n g a t o t a l o f 18,800 p a r k i n g spaces f o r f r i n g e parking.
Two o f t h e s e s i t e s have been s e l e c t e d f o r i n c l u s i o n i n
B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r t h e N a t i o n a l C a p i t a l Area,
prepared by t h e M e t r o p o l i t a n Washington C o u n c i l o f Governments,
e t a l , December, 1973.
276
�the c u r r e n t B i c e n t e n n i a l a c t i o n p l a n .
These a r e the RFK
Stadium
w i t h 6,000 s p a c e s , and the Old South P o s t , F t . Myer/Pentagon a r e a
a l s o p r o v i d i n g 6,000 spaces.
The s i z e of the A c t i o n P l a n i s
o b v i o u s l y beyond t h a t t o be c o n s i d e r e d under the c o n d i t i o n s of
the proposed a c t i o n .
The RFK Stadium l o t i s an e x t e n s i o n of the
f r i n g e l o t considered
i n the proposed a c t i o n .
Pentagon p r o p o s a l
i s c u r r e n t l y f o r 4,000 new
The l o t a t F t . Myer/
spaces a t the Old
South Post and 2,000 spaces i n the e x i s t i n g n o r t h l o t a t the
Pentagon.
Other f a c i l i t i e s which can be c o n s i d e r e d
i n comparison w i t h
the proposed a c t i o n a r e C a r t e r - B a r r o n , A n a c o s t i a - B o l l i n g , A n a c o s t i a
P a r k , John F. Kennedy Center
West Potomac P a r k s .
F i g u r e 32.
f o r the Performing
The l o c a t i o n of t h e s e l o t s i s shown i n
T h i s i s not an e x h a u s t i v e l i s t but r e p r e s e n t s the
most f e a s i b l e a l t e r n a t i v e s .
The f o l l o w i n g i s a d i s c u s s i o n of the
a n t i c i p a t e d e f f e c t s of the l i s t e d
3.7.2
A r t s , and E a s t and
alternatives.
A n t i c i p a t e d E f f e c t s of the A l t e r n a t i v e T r a f f i c
and
Parking
Bicentennial Action Plan F a c i l i t i e s .
P l a n has been prepared
t o manage the i n c r e a s e d t r a n s p o r t a t i o n demand
f o r e c a s t f o r the B i c e n t e n n i a l .
minimize t r a f f i c
The B i c e n t e n n i a l A c t i o n
The
i n t e n t of the p l a n i s t o
i n the M a l l a r e a w h i l e p r o v i d i n g r e l a t i v e l y con-
venient access.
I n a d d i t i o n t o the RFK
Stadium and F o r t Myer f r i n g e f a c i l i t i e s
w i t h e x p r e s s t r a n s i t s e r v i c e mentioned p r e v i o u s l y , the p l a n
''""Action P l a n f o r the B i c e n t e n n i a l T r a n s p o r t a t i o n Program f o r the
N a t i o n a l C a p i t a l A r e a " , prepared by U. S. Department of Transport a t i o n , O f f i c e of the S e c r e t a r y , e t a l , dated March 24, 1975.
��Legend
E1
1
F2
F3
F4
F5
F6
r
E a s t & West P o t o m a c Park
F t . M y e r - - N o r t h Pentagon Area
C a r t e r Barron Amphitheater
Anacostia-Bolling
A n a c o s t i a Park
J F K Center
National Visitor C e n t e r
Rehabilitation
Of The Mall EUE
National Capital Parks
National Park Service
Alternate
Fringe Lot
Locations
��proposes a downtown a r e a s h u t t l e and i n c r e a s e d h o t e l - m o t e l c o r r i d o r
bus s e r v i c e .
The p r o p o s a l s a r e d e s c r i b e d i n d e t a i l i n t h e A c t i o n
P l a n , i n c l u d i n g t e c h n i c a l support from a requested $10 m i l l i o n
a p p r o p r i a t i o n t o c o n s t r u c t p a r k i n g f a c i l i t i e s and operate t h e bus
system f o r t h e s i x peak months o f 1976.
a r e expected
Hearings on t h e r e q u e s t
i n e a r l y May, 1975.
The RFK Stadium and t h e F o r t Myer/Pentagon s i t e s were chosen
because of a c c e s s , p r o x i m i t y t o t h e M a l l , and a v a i l a b i l i t y .
The
Stadium l o t (of which 2,400 spaces a r e a v i l a b l e under t h e proposed
a c t i o n ) a l l o w s use of an e x i s t i n g p a r k i n g f a c i l i t y .
A l l 6,000
spaces a t F o r t Myer/Pentagon were o r i g i n a l l y proposed t o be
s p e c i a l l y c o n s t r u c t e d i n a l a r g e v a c a n t a r e a a t t h e Old South Post.
I t i s now understood t h a t i t may be n e c e s s a r y t o c u t t h i s t o 4,000
spaces and t o use 2,000 spaces o f t h e e x i s t i n g North L o t a t t h e
Pentagon i n c o n s i d e r a t i o n o f a c c e s s i b i l i t y .
The new l o t a t F t . Myer i s proposed a s a temporary f a c i l i t y
and i s u l t i m a t e l y t o be c o n s i d e r e d f o r use by t h e A r l i n g t o n N a t i o n a l
Cemetery.
The t w o - l o t a l t e r n a t i v e a l l o w s c a p t u r e of v i s i t o r s a s they
a r r i v e from any d i r e c t i o n , r e d u c i n g t h e doubling-back problem and
the propensity t o d r i v e t o the Mall f i r s t .
Especially
i s t h e improved a c c e s s f o r v i s i t o r s approaching
west.
important
from t h e south and
The F o r t Myer/Pentagon l o t s a r e a l s o l e s s than f o u r m i l e s
t o t h e c e n t e r of t h e M a l l
(Seventh S t r e e t ) .
The a c c e s s i s r e l a -
t i v e l y d i r e c t v i a e i t h e r the Fourteenth S t r e e t bridges or the
A r l i n g t o n Memorial B r i d g e .
281
�The Pentagon l o t i s an e x i s t i n g and r e l a t i v e l y h e a v i l y used
lot.
The F o r t Myer f a c i l i t y does not e x i s t and would be c o n s t r u c t e d
as a temporary l o t .
The c o s t s f o r t h e F o r t Myer f a c i l i t y , a s p r e -
sented i n t h e A c t i o n P l a n , a r e $3,600,000.
The high c o s t t o b u i l d
the F t . Myer l o t makes t h e use o f t h e e x i s t i n g Pentagon North l o t
the most p r a c t i c a l .
According
t o r e p o r t s o f t h e Department o f Defense and GSA, no
space c o u l d be made a v a i l a b l e a t t h e Pentagon except on weekends.
However, i f spaces c o u l d be made a v a i l a b l e even on a r e l a t i v e l y
limited basis,
( i . e . , p a r k i n g f o r 750-1,000 c a r s ) t h e a c t i o n would
be complementary t o t h e proposed a c t i o n .
I t i s estimated t h a t as
much a s 50 p e r c e n t o f t h e d i s p l a c e d p a r k e r s could be a t t r a c t e d
t o t h e Pentagon a r e a b e f o r e r e a c h i n g t h e M a l l .
would be a p p r o x i m a t e l y
The VMT s a v i n g s
seven m i l e s f o r each m o t o r i s t a t t r a c t e d
b e f o r e going t o t h e M a l l , l e s s t h e e f f e c t of t h e e x p r e s s bus
service.
Assuming a usage o f 600-1,000 v e h i c l e s d a i l y , t h e VMT
r e d u c t i o n would be a p p r o x i m a t e l y
3,780-6,300 m i l e s .
1
The a c t i o n
would a l s o be c o n s i s t e n t w i t h t h e g o a l o f r e d u c i n g dependence on
automobile t r a v e l i n t o t h e core a r e a .
r e l a t i v e l y s e c u r e and w e l l l i g h t e d .
The Pentagon f a c i l i t y i s
I t c o u l d be converted t o
v i s i t o r usage a t t h e c o s t o f s i g n s , c o n t r o l , p o l i c e p a t r o l , e t c .
s i m i l a r t o t h a t t o be i n c u r r e d f o r t h e Stadium f a c i l i t y .
The
a c c e s s c h a r a c t e r i s t i c s f o r v i s i t o r s would not be i n c o n f l i c t w i t h
morning peak a r r i v a l s and c o u l d be c o n t r o l l e d f o r evening
t i o n s by t h e s h u t t l e
condi-
service.
''"Approximately seven m i l e t r i p t o t h e M a l l , 12 automobile t r i p s
r e p l a c e d by one average bus t r i p .
282
�The Pentagon f a c i l i t y
the
i s not an a t t r a c t i v e a l t e r n a t i v e t o
Stadium because of l i m i t e d spaces which can be made a v a i l a b l e
and t h e d i r e c t i o n of a r r i v a l f o r e c a s t f o r M a l l v i s i t o r s .
however, t o t a l l y complementary
It is,
t o t h e proposed a c t i o n .
C a r t e r - B a r r o n Amphitheatre.
The C a r t e r - B a r r o n Amphitheatre
i s l o c a t e d i n Rock Creek Park a p p r o x i m a t e l y f o u r and o n e - h a l f m i l e s
from the M a l l and c o n t a i n s p a r k i n g f o r 900 v e h i c l e s , of which an
e s t i m a t e d 200 a r e used on weekdays by commuters.
the
Enlargement of
l o t t o accommodate spaces r e q u i r e d under t h e proposed a c t i o n
would t a k e space from Rock Creek P a r k , a s i g n i f i c a n t element and
major r e s e r v a t i o n i n t h e N a t i o n a l Open Space System.
The adopted
P a r k s and R e c r e a t i o n F a c i l i t y Element of t h e Comprehensive
Plan
c a l l s f o r t h e p r o t e c t i o n of t h e p a r k ' s e s s e n t i a l i n t e g r i t y as t h e
c i t y ' s p r i n c i p a l n a t u r a l park.
The l o t i s not w e l l s u i t e d f o r a t t r a c t i n g v e h i c l e s p r i o r t o
r e a c h i n g t h e M a l l and i s not c o n v e n i e n t t o any major approach
expressway or freeway.
The Rock Creek Parkway r o u t e t o the M a l l ,
i s r e v e r s e d d u r i n g morning and evening peak h o u r s , which would
complicate signing f o r v i s i t o r s .
namely 1 6 t h S t r e e t , N. W.,
Access v i a p u b l i c
i s possible.
streets,
However, t h e s t r e e t p a s s e s
through downtown Washington, and i s h e a v i l y congested i n t h e Metro
construction area.
of
By comparison w i t h t h e competing a l t e r n a t i v e s
t h e Stadium and t h e Pentagon, the C a r t e r - B a r r o n l o t does not
appear a t t r a c t i v e due t o l a c k o f a c c e s s t o major
facilities,
l i m i t e d l o t s i z e r e q u i r i n g c o n s t r u c t i o n i n park a r e a s , a c c e s s t o
283
�M a l l v i a a more congested
r o u t e , and c o m p e t i t i o n w i t h an e s t a b l i s h e d
f r i n g e p a r k i n g l o t f o r commuters.
i
Anacostia-Bolling
(South C a p i t o l ) .
The A n a c o s t i a - B o l l i n g a r e a
i n c l u d e s t h e Old A n a c o s t i a Naval A i r S t a t i o n , B o i l i n g A i r F o r c e
Base, and the Naval Research L a b o r a t o r i e s .
Near the n o r t h end of
t h i s a r e a (South C a p i t o l S t r e e t e x t e n d e d ) , t h e r e i s space f o r f r i n g e
parking.
C u r r e n t l y over 725 spaces a r e provided i n two l o t s used
as f r i n g e p a r k i n g t o encourage workers t o commute v i a bus.
Of these
s p a c e s , a p p r o x i m a t e l y 300 a r e v a c a n t on an average weekday.
Six
WMATA r o u t e s c u r r e n t l y s e r v e the a r e a .
I t i s t e c h n i c a l l y p o s s i b l e t o i n c r e a s e the p a r k i n g
facilities
i n t o the m i l i t a r y space or t o c o n v e r t e x i s t i n g runways a t t h e s e
bases f o r f r i n g e p a r k i n g .
However, m i l i t a r y s e c u r i t y and
statutory
r e s t r i c t i o n s of the Department of Defense p r e c l u d e use of t h i s
space.
Depending on a c c e s s r o u t e s t o the p a r k i n g l o t s , a one-way t r a v e l
d i s t a n c e of t h r e e t o f i v e m i l e s i s r e q u i r e d .
via
The primary a c c e s s
South C a p i t o l S t r e e t n o r m a l l y p r o v i d e s good o f f - p e a k s e r v i c e .
The Douglass B r i d g e a c r o s s the A n a c o s t i a R i v e r i s now
r e c o n s t r u c t i o n but w i l l be completed i n F e b r u a r y ,
under
1976.
The a p p r o x i m a t e l y 300 c u r r e n t l y a v a i l a b l e spaces o f f e r some
potential for Mall area fringe parking.
I t may
be
expected,
however, t h a t t h e s e spaces c o u l d a l s o be used by workers
as
d r i v i n g h a b i t s and p a t t e r n s change and as c o n g e s t i o n i n c r e a s e s
i n the core a r e a .
The spaces a r e not adequate by themselves
handle t h e d i s p l a c e d demand.
to
The A n a c o s t i a - B o l l i n g a r e a would
s e r v e the same b a s i c approach t o the D i s t r i c t as does the Stadium.
284
�Anacostia Park.
A n a c o s t i a Park i s a long narrow park l o c a t e d
p r i n c i p a l l y along the e a s t s i d e of the A n a c o s t i a R i v e r n o r t h and
south of E a s t C a p i t o l S t r e e t .
t i e s i n the park.
There a r e no major p a r k i n g f a c i l i -
C o n s t r u c t i o n of a l o t and a c c e s s roads would
t h e r e f o r e be n e c e s s a r y , i n c o n f l i c t w i t h the adopted P a r k s and
R e c r e a t i o n F a c i l i t i e s Element of the Comprehensive P l a n p o l i c y
of
d e v e l o p i n g A n a c o s t i a Park as the p r i n c i p a l c e n t e r f o r outdoor
r e c r e a t i o n i n the e n t i r e c i t y .
The park i s beyond the RFK
Stadium
and has poor i n t e r n a l and s i t e a c c e s s c h a r a c t e r i s t i c s f o r f r i n g e
parking.
To s t o r e v i s i t o r s ' v e h i c l e s i n the park a r e a would en-
t a i l the d i s p l a c e m e n t of r e c r e a t i o n a l
usage.
John F. Kennedy Center f o r the Performing A r t s .
The Kennedy
Center i s l o c a t e d a p p r o x i m a t e l y 2.5 m i l e s west of the c e n t e r of
the E a s t M a l l a r e a covered by the proposed a c t i o n .
a p p r o x i m a t e l y 1,400
There a r e
p u b l i c f e e spaces i n the C e n t e r ' s underground
garage and i t i s s e r v e d by t h e Tourmobile.
Access f o r m o t o r i s t s
i s v i a the Rock Creek Parkway (northbound o n l y ) and t h e s u r f a c e
s t r e e t systems.
The roads a r e not o p e r a t i n g a t c a p a c i t y except
i n peak hours.
The Kennedy Center has t h r e e major t h e a t e r s f o r l i v e p e r formances.
The s t a r t i n g t i m e s f o r performances
staggered a t 7:30,
8:00,
operational c o n f l i c t s .
evening performances.
and 8:30
p.m.
at night are
t o reduce p a r k i n g and
The garage f i l l s r e g u l a r l y d u r i n g t h e s e
Matinees a r e o f t e n h e l d on Wednesday or
Thursday and S a t u r d a y and Sunday.
The matinees s t a r t a t 2:00
and use an e s t i m a t e d o n e - t h i r d o f t h e a v a i l a b l e spaces.
285
Normal
p.m.
�v i s i t o r attendance
a t the Center a l s o causes some p a r k i n g usage.
The convenience of Kennedy Center t o the M a l l i s such t h a t
i t should r e c e i v e s e r i o u s c o n s i d e r a t i o n f o r i n c r e a s e d v i s i t o r
usage; p a r t i c u l a r l y d u r i n g the B i c e n t e n n i a l . However, the
C e n t e r ' s demand f o r spaces i n the evening d i r e c t l y
conflicts
w i t h M a l l p a r k i n g demand i n the summer months when a t t r a c t i o n s
a r e open u n t i l 9:00
p.m.
Depending upon usage, a s i g n i f i c a n t
c o n f l i c t c o u l d a l s o occur d u r i n g matinee performances.
For
t h i s r e a s o n , the Center would appear t o c o m p l e m e n t — r a t h e r than
s e r v e as an a l t e r n a t e t o — t h e proposed a c t i o n .
The p a r k i n g a t
the Center c o u l d b e s t be used by v i s i t o r s t o West Potomac Park f o r
a c c e s s t o t h e new
C o n s t i t u t i o n Gardens and the L i n c o l n Memorial.
I t should a l s o be c o n s i d e r e d as a v a i l a b l e t o those who
use the Tourmobiles'
wish to
i n t e r p r e t i v e guide s e r v i c e s .
N a t i o n a l V i s i t o r Center.
The new N a t i o n a l V i s i t o r
Center
i s under c o n s t r u c t i o n a t the s i t e of the Union S t a t i o n on Massac h u s e t t s Avenue a t F i r s t S t r e e t , N. E.
The V i s i t o r Center i s a
p a r t o f t h e B i c e n t e n n i a l program and i s intended as the f o c a l p o i n t
f o r v i s i t o r i n f o r m a t i o n and t r a n s p o r t a t i o n . The s i t e i s a p p r o x i mately one m i l e from the c e n t e r of the M a l l a r e a .
I n c l u d e d i n the c u r r e n t c o n s t r u c t i o n phase i s a 1,200-car
p a r k i n g garage.
P l a n s were made o r i g i n a l l y f o r a garage w i t h
a c a p a c i t y of a p p r o x i m a t e l y
4,000 spaces but, due t o funding
l i m i t a t i o n s , the p r o j e c t was reduced i n s i z e .
The demand f o r
the f a c i l i t y i s f o r e c a s t to be i n e x c e s s of the a v a i l a b l e
286
�spaces and the Center cannot, t h e r e f o r e , be c o n s i d e r e d t o be a
v i a b l e a l t e r n a t i v e t o the proposed a c t i o n .
The f a c i l i t y can be c o n s i d e r e d as a m i t i g a t i o n measure f o r
M a l l p a r k i n g a f t e r the B i c e n t e n n i a l . Because of i t s p r o x i m i t y
t o t h e M a l l , the spaces w i l l be c o n t r o l l e d by a p r i c i n g s t r u c t u r e
which d i s c o u r a g e s a l l - d a y p a r k i n g .
E a s t and West Potomac P a r k s .
T h i s a l t e r n a t i v e i s the same
a s t h a t d i s c u s s e d i n S e c t i o n 3 . 6 w i t h o p e r a t i o n of a s h u t t l e
s e r v i c e i n s t e a d of r e l i a n c e on Tourmobile s e r v i c e t o t r a n s p o r t
v i s i t o r s t o and from t h e i r c a r s .
For the reasons g i v e n p r e v i o u s -
l y , t h e s e a r e a s do not p r o v i d e r e a s o n a b l e a l t e r n a t i v e s t o the
proposed a c t i o n .
While l i m i t e d o n - s t r e e t p a r k i n g c o u l d
supple-
ment o t h e r p r o v i s i o n s , the s c a l e would not be s u f f i c i e n t t o
support s h u t t l e bus
Air,
ing
Noise and V e g e t a t i o n .
Use of each of the f r i n g e park-
l o t s would have s l i g h t l y d i f f e r e n t e f f e c t s on a i r and
pollution.
lot,
service.
noise
I n g e n e r a l , based upon the a n a l y s e s of the Stadium
i t can be s t a t e d t h a t t h e r e would be a s l i g h t o v e r a l l r e -
d u c t i o n i n VMT
and a subsequent s i m i l a r r e d u c t i o n i n a i r and
noise p o l l u t i o n l e v e l s .
However some minor i n c r e a s e s would occur
•in the immediate v i c i n i t y of the p a r t i c u l a r f r i n g e p a r k i n g a r e a s
as w e l l as along t h e r o u t e used by the s h u t t l e buses.
The mag-
n i t u d e of t h e s e i n c r e a s e s would be s m a l l , and the e f f e c t s on a i r
and n o i s e p o l l u t i o n l e v e l s would be n e a r l y i m p e r c e p t i b l e .
The improvements on the M a l l i t s e l f would h a l t the d e t e r i o r a t i o n i n the v e g e t a t i v e cover as has been noted under p r e v i o u s
287
�alternatives.
V i s i t o r Experience.
The v i s i t o r ' s e x p e r i e n c e t o t h e M a l l
would be enhanced under t h i s a l t e r n a t i v e s i m i l a r t o t h e s i t u a t i o n
under t h e proposed a c t i o n .
The c l o s i n g t o v e h i c u l a r t r a f f i c o f
Washington and Adams D r i v e s would reduce t h e v i s u a l i n t r u s i o n o f
c a r s on t h e s e s t r e e t s and t h e c o n f l i c t s o f p e d e s t r i a n s and c a r s .
More open space would a l s o be a v a i l a b l e f o r s p e c i a l e v e n t s .
The v i s i t o r s who use t h e proposed f r i n g e l o t s may e x p e r i e n c e
g r e a t e r d i f f i c u l t y i n l o c a t i n g them as s e v e r a l a r e not a d j a c e n t
t o major highways and s i g n i n g would be d i f f i c u l t .
3.8
Alternative G —
Same a s Proposed P r o j e c t , B u t S h u t t l e
Operated by Washington M e t r o p o l i t a n A r e a T r a n s i t
Service
Authority
I n s t e a d o f by a C o n c e s s i o n e r
3.8.1
Description
This a l t e r n a t i v e i s s i m i l a r t o the proposal i n a l l respects
except t h e s h u t t l e s e r v i c e woul be o p e r a t e d by t h e Washington
Metropolitan Area T r a n s i t Authority
concessioner.
as p r e s e n t l y
(WMATA) i n s t e a d o f by a
R e h a b i l i t a t i o n o f t h e M a l l would be c a r r i e d out
planned under t h e p r o p o s a l .
T h i s a l t e r n a t i v e would s u b s t i t u t e t h e Washington
Metropolitan Area T r a n s i t Authority
s e r v i c e , w i t h o n l y minor d i f f e r e n c e s
as o p e r a t o r s o f t h e s h u t t l e
i n s c h e d u l e s and l e v e l
of s e r v i c e t o be p r o v i d e d , and no d i f f e r e n c e s
i n routes,
stops,
and v i s i t o r s e r v i c e s , b u t under t h i s a l t e r n a t i v e , t h e s h u t t l e
s e r v i c e would n o t p r o v i d e any v i s i t o r i n t e r p r e t a t i o n
288
service.
�WMATA would use equipment now a v a i l a b l e a s p a r t o f i t s
r e g u l a r l y scheduled bus f l e e t .
L i k e the c o n c e s s i o n a i r e , WMATA
would need t o h i r e and t r a i n new d r i v e r s f o r t h e s e r v i c e .
This
would a v o i d overtime r a t e s f o r r e g u l a r d r i v e r s , who o t h e r w i s e
would need t o be a s s i g n e d t o the s h u t t l e s e r v i c e i n a d d i t i o n t o
r e g u l a r s h i f t s on scheduled bus r o u t e s .
T h i s a l t e r n a t i v e i s not d i r e c t l y comparable i n economic
terms t o t h e p r o p o s a l .
The c o s t o f o p e r a t i n g the same l e v e l o f
s e r v i c e should be approximately
t h e same, s i n c e equipment,
o p e r a t i n g s t a f f and maintenance requirements a r e s i m i l a r . The
d i f f e r e n c e l i e s i n the method o f r e c o v e r i n g c o s t s w h i c h , i n t h i s
a l t e r n a t i v e , r e q u i r e s the use o f F e d e r a l t a x d o l l a r s t o supplement
the funds c o l l e c t e d a t the f a r e box.
A F e d e r a l g r a n t from t h e
Urban Mass T r a n s p o r t a t i o n A d m i n i s t r a t i o n
T r a n s p o r t a t i o n would be requested
(UMTA) o f the Department o f
to o f f s e t operational losses
r e s u l t i n g from a lower than normal f a r e .
C u r r e n t Metro f a r e s
f o r t h i s s e r v i c e on scheduled bus r o u t e s i s 40 c e n t s , one way.
I n a d d i t i o n , the c o s t o f p r o v i d i n g a s t a f f t o f u r n i s h n e c e s s a r y
and d e s i r a b l e i n t e r p r e t i v e and i n f o r m a t i o n a l s e r v i c e s would have
to be borne by t h e N a t i o n a l Park S e r v i c e , a s d e s c r i b e d i n the
o r i g i n a l a p p l i c a t i o n f o r the F e d e r a l g r a n t funds t o UMTA from
the C o u n c i l o f Governments.
The a p p l i c a t i o n t o UMTA was f o r $660,000 t o o p e r a t e a f r e e
s h u t t l e s e r v i c e f o r the season o f maximum v i s i t a t i o n d u r i n g 1974
and 1975.
The p o r t i o n o f t h i s a p p l i c a t i o n t h a t was f i n a l l y approved
289
�i n J u l y , 1974, was
f o r $364,000, w i t h the understanding
that a
25 c e n t f a r e would be charged.
There have been no f u r t h e r n e g o t i a t i o n s t o amend the a p p l i c a t i o n and determine what F e d e r a l subsidy c o s t s would be r e q u i r e d
t o fund t h i s a l t e r n a t i v e f o r the remainder of t h i s y e a r .
Based on
the time r e q u i r e d t o r e v i e w and approve the o r i g i n a l a p p l i c a t i o n
of the Washington M e t r o p o l i t a n C o u n c i l of Governments t o UMTA, and
t h e l e a d time r e q u i r e d t o s e t up a schedule and o b t a i n
o p e r a t i n g s t a f f , i t may
necessary
not be p o s s i b l e t o implement t h i s a l t e r n a t i v e
f o r a d e m o n s t r a t i o n f r i n g e p a r k i n g - s h u t t l e bus s e r v i c e , p r i o r t o
the B i c e n t e n n i a l c e l e b r a t i o n .
The method of c o s t r e c o v e r y under the p r o p o s a l i s through
the c o l l e c t i o n of f a r e s , w i t h the added f e a t u r e of f u r n i s h i n g
i n t e r p r e t i v e and i n f o r m a t i o n a l s e r v i c e s i n c l u d e d i n the
3.8.2
fare.
A n t i c i p a t e d E f f e c t s of A l t e r n a t i v e
T r a f f i c and P a r k i n g .
Since t h i s a l t e r n a t i v e i s l a r g e l y
i d e n t i c a l t o the proposed a c t i o n i t s e f f e c t on t r a f f i c and
i n g would be s i m i l a r t o those of the proposed a c t i o n .
park-
There are
however some s l i g h t d i f f e r e n c e s i n the methods of o p e r a t i o n t h a t
WMATA would employ and t h e s e a r e d i s c u s s e d below.
S u f f i c i e n t bus equipment, i n accordance w i t h the approved
s c h e d u l e , would be d i v e r t e d t o the s h u t t l e s e r v i c e o p e r a t i o n ,
upon completion of r e g u l a r r u s h hour scheduled
runs.
Under t h i s
a l t e r n a t i v e , buses would f o l l o w the same r o u t e s as proposed f o r
the c o n c e s s i o n buses and use t h e f r i n g e p a r k i n g l o t , w i t h the
same c o n d i t i o n s .
290
�The schedule of o p e r a t i o n under t h i s a l t e r n a t i v e would d i f f e r
s l i g h t l y from the p r o p o s a l , because the a f t e r n o o n r u s h hour bus
schedule n o r m a l l y r e q u i r e s
a l l a v a i l a b l e WMATA equipment, i n
order t o p r o v i d e the a p p r o p r i a t e l e v e l of s e r v i c e on
scheduled r o u t e s .
T h i s would r e q u i r e
regularly
the l e v e l of s e r v i c e on the
s h u t t l e o p e r a t i o n t o be reduced d u r i n g the a f t e r n o o n r u s h hour.
T h i s r e s t r i c t i o n , however, would not a f f e c t s e r v i c e d u r i n g the
seven o f f - p e a k months s i n c e the l e v e l of s e r v i c e r e q u i r e d d u r i n g
w i n t e r months would be s u b s t a n t i a l l y lower, and the r u s h hour
l e v e l o f s e r v i c e would be n e a r l y
the same as a t o t h e r p e r i o d s of
the day.
A i r , Noise and V e g e t a t i o n .
S i n c e t h i s a l t e r n a t i v e i s near-
l y i d e n t i c a l i n p h y s i c a l terms t o t h e proposed a c t i o n s ,
be a n t i c i p a t e d
noise pollution
i t can
t h a t s i m i l a r e f f e c t s would be noted i n a i r and
levels.
Thus t h e a c t i o n would r e s u l t i n some
s l i g h t o v e r a l l d e c r e a s e s i n a i r and n o i s e p o l l u t i o n
i n the a r e a .
The improvements on the M a l l i t s e l f would h a l t the d e t e r i o r a t i o n t o the v e g e t a t i v e c o v e r .
V i s i t o r Experience.
The type of s e r v i c e f o r the v i s i t o r would
be s u b s t a n t i a l l y d i f f e r e n t under t h i s a l t e r n a t i v e .
The proposed
a c t i o n would p r o v i d e an i n t e r p r e t i v e s e r v i c e , t o h e l p a c q u a i n t
v i s i t o r s from out of town w i t h t h e v a r i e t y and c o m p l e x i t y of
transportation
cation,
s e r v i c e a v a i l a b l e i n t h e a r e a , t o i n d i c a t e the l o -
s i g n i f i c a n c e , v i s i t i n g hours, and s p e c i a l
scheduled
e v e n t s a t t h e many v i s i t o r a t t r a c t i o n s i n the a r e a , and t o p r o v i d e
i n f o r m a t i o n on food, l o d g i n g , and shopping s e r v i c e s
291
available.
�T h i s a l t e r n a t i v e would r e q u i r e t h a t any of these i n t e r p r e t i v e
and
i n f o r m a t i o n a l s e r v i c e s be p r o v i d e d o n s i t e a t the f r i n g e
parking
l o t by t h e N a t i o n a l Park S e r v i c e .
Interpretive services
p r o v i d e d by t h e N a t i o n a l Park S e r v i c e a t t h e f r i n g e p a r k i n g l o t
would n o t be as e f f e c t i v e as i f p r o v i d e d d u r i n g t h e s h u t t l e t r i p .
V i s i t o r s would be d e l a y e d longer a t t h e i n f o r m a t i o n k i o s k ; and
d u r i n g p e r i o d s o f peak i n f l o w t o t h e l o t , t h e s h o r t term demonstrat i o n f a c i l i t i e s would make i t i m p r a c t i c a b l e t o provide
i n t e r p r e t i v e s e r v i c e s f o r l a r g e groups of v i s i t o r s .
extensive
T h i s would
be p a r t i c u l a r l y t r u e d u r i n g i n c l e m e n t weather.
Once a t t h e M a l l , t h e v i s i t o r e x p e r i e n c e
would be i d e n t i c a l
t o t h a t i n d i c a t e d under t h e proposed p l a n .
3.9
Alternative H —
R e h a b i l i t a t e M a l l , C l o s e M a l l Roads
P r o v i d i n g P a r k i n g Under t h e M a l l
3.9.1
Description
A parking study
1
f o r t h e M a l l recommended t h e c o n s t r u c t i o n
of between 3,300 and 5,700 spaces i n garages underneath t h e E a s t
Mall area.
Because of major impact on t h e appearance o f t h e
M a l l caused by t r e e removal f o r t h e more a m b i t i o u s p l a n , the
lower l e v e l o f 3,300 spaces was s e l e c t e d .
An a c t i o n p l a n t o pro-
v i d e a p p r o x i m a t e l y 2,000 spaces a t a c o s t of $20,000,000 was
proposed i n t h e r e p o r t .
$30,000,000.
The c o s t s a t today's p r i c e s could
exceed
A c c e s s t o t h e underground garages was t o be provided
from s e v e r a l of t h e n o r t h - s o u t h s t r e e t s .
The a c t i o n p l a n was not
funded and no f u r t h e r a c t i o n has o c c u r r e d .
Washington M a l l P a r k i n g F a c i l i t i e s F e a s i b i l i t y A n a l y s i s , Washington
D.C, W i l b u r Smith and A s s o c i a t e s , J a n u a r y , 1971.
292
�The c o n s i d e r a t i o n of t h e underground spaces as an a l t e r n a t i v e t o t h e proposed a c t i o n i s moot f o r 1975 o r the B i c e n t e n n i a l
y e a r s i n c e i t i s i m p r a c t i c a b l e t o fund, d e s i g n , and c o n s t r u c t
such f a c i l i t i e s
3.9.3
i n the a v a i l a b l e time.
Anticipated E f f e c t s of Alternative
T r a f f i c and P a r k i n g .
As a long-range s o l u t i o n , t h e under-
ground garages along t h e M a l l a r e an a l t e r n a t i v e t o t h e f r i n g e
p a r k i n g and s h u t t l e s e r v i c e a s p e c t s of t h e proposed a c t i o n .
Such
f a c i l i t i e s would p r o v i d e p a r k i n g f o r v i s i t o r s t o t h e M a l l a t t r a c tions.
The p r a c t i c a l i t y o f t h e i r c o n s t r u c t i o n i s q u e s t i o n a b l e ,
however, because o f c o s t s and t h e g o a l o f m i n i m i z i n g
long-term
dependence on t h e p r i v a t e v e h i c l e f o r a c c e s s t o t h e downtown a r e a .
I n a d d i t i o n , such spaces would be c o m p e t i t i v e w i t h t h e Metro system
which i s being c o n s t r u c t e d a t g r e a t c a p i t a l expense.
The p r o v i s i o n of up t o 5,700 p a r k i n g spaces under t h e M a l l
would have s i g n i f i c a n t e f f e c t s on t r a f f i c
area.
and p a r k i n g i n t h e
P a r k i n g spaces a t t h e M a l l would become much e a s i e r t o
f i n d and would t h e r e f o r e encourage a g r e a t e r dependency on t h e
p r i v a t e automobile t o r e a c h t h e M a l l .
The l a r g e s i z e o f t h e
f a c i l i t i e s would have t h e p o t e n t i a l t o c r e a t e c o n g e s t i o n and
d e l a y s a t p o i n t s o f e n t r y and e x i t from t h e f a c i l i t i e s .
c o u l d e a s i l y a f f e c t o p e r a t i o n s on t h e surrounding
street
This
system.
The g r e a t e r dependency on t h e p r i v a t e v e h i c l e would r e s u l t i n
a s i g n i f i c a n t i n c r e a s e i n t h e VMT generated by t h e M a l l a r e a .
The amount o f t h i s i n c r e a s e would depend upon s e v e r a l f a c t o r s
i n c l u d i n g t h e t o t a l number o f spaces p r o v i d e d , t h e convenience
of t h e s e spaces t o M a l l a t t r a c t i o n s , and t h e r a t e s t r u c t u r e and
293
�time l i m i t a t i o n s p l a c e d upon t h e p a r k i n g
Air,
Noise, and V e g e t a t i o n .
spaces.
T h i s a l t e r n a t i v e would r e s u l t
i n h i g h e r l e v e l s o f a i r and n o i s e p o l l u t i o n near t h e p a r k i n g
f a c i l i t i e s and along t h e major a c c e s s r o u t e s t o t h e f a c i l i t i e s .
These h i g h e r l e v e l s would be d i r e c t l y r e l a t e d t o t h e i n c r e a s e i n
VMT t h a t would r e s u l t from t h e a d d i t i o n a l p a r k i n g spaces.
Much
of t h e a d d i t i o n a l VMT and, t h e r e f o r e , t h e a i r and n o i s e p o l l u t i o n ,
would be generated
d u r i n g non-commuter peak hours.
Each o f t h e underground p a r k i n g p l a n s would s i g n i f i c a n t l y
a f f e c t v e g e t a t i o n on t h e M a l l .
The f i r s t p l a n ( f o r 5,700 c a r s )
would have r e q u i r e d t h a t t h e e x i s t i n g panels o f elm t r e e s be
removed and r e p l a c e d , probably w i t h a new s p e c i e s o f a Dutch
elm d i s e a s e - r e s i s t a n t elm. The second and s m a l l e r s c a l e p l a n
would p r o v i d e f o r c o n s t r u c t i o n under t h e g r a s s p a n e l s o f t h e M a l l
between Adams and Washington D r i v e s o n l y , thereby not r e q u i r i n g
the d i s t u r b a n c e o f any o f t h e e x i s t i n g t r e e s .
The long-range
e f f e c t o f t h e s m a l l e r s c a l e p l a n on t h e f a c t o r s c o n t r i b u t i n g t o
f a v o r a b l e growing h a b i t s o f t h e e x i s t i n g t r e e s has been e v a l u a t e d
by comparison w i t h observed
results i n similar situations.
These
o b s e r v a t i o n s i n d i c a t e no adverse e f f e c t s on t h e r o o t s t r u c t u r e
of t h e t r e e s by d i r e c t damage o r by t h e c r e a t i o n o f c o n d i t i o n s which
would r e s u l t i n d e p o s i t i o n and l e a c h i n g o f c o n t a m i n a t i o n
feeding areas of the t r e e .
into the
However, an adverse impact on t h e ground
water c a n be e x p e c t e d , a f f e c t i n g t h e m o i s t u r e requirements
ducing h e a l t h y growth.
t o pro-
Adjustments t o t h e p r e s e n t h o r t i c u l t u r a l
management program would be n e c e s s a r y t o i n s u r e a c o r r e c t b a l a n c e o f
294
�oxygen, w a t e r , and food.
V i s i t o r Experience.
The implementation o f t h i s
alternative
would have both p o s i t i v e and n e g a t i v e e f f e c t s on t h e v i s i t o r s '
experience.
S i n c e i t would t a k e many y e a r s t o implement t h e
p l a n , i t s e f f e c t would not be f e l t u n t i l t h e 1980's.
be implemented, i t would g r e a t l y improve t h e v i s i t o r s '
t u n i t y t o f i n d a p a r k i n g space a t t h e M a l l .
I f i t would
oppor-
However, i t can be
assumed t h a t t h e p a r k i n g r a t e s t r u c t u r e would be such as t o d i s courage long d u r a t i o n p a r k i n g and t h e r e f o r e many people would
c o n t i n u e t o look f o r a f r e e s u r f a c e space.
The i n c r e a s e number o f v e h i c l e s p a r k i n g i n t h e a r e a would
a d v e r s e l y a f f e c t a i r and n o i s e l e v e l s t o t h e d e t r i m e n t o f t h e
Mall v i s i t o r .
The underground garage's e f f e c t on v e g e t a t i o n has
been c i t e d e a r l i e r .
T h i s c o n d i t i o n , combined w i t h t h e n e c e s s a r y
v e n t i l a t i o n s h a f t and p e d e s t r i a n and v e h i c u l a r a c c e s s
facilities
(ramps, s t a i r s , v e n t s ) , would have a n e g a t i v e impact on t h e M a l l ' s
a e s t h e t i c appearance.
3.10 A l t e r n a t i v e I —
C o n s t r u c t Access Road t o RFK Stadium i n
A d d i t i o n t o Proposed A c t i o n
3.10.1
Description
The s h u t t l e s e r v i c e as c u r r e n t l y proposed uses Independence
Avenue and E a s t C a p i t o l S t r e e t .
C o n s i d e r a t i o n was g i v e n t o
e x t e n d i n g a spur from t h e terminus o f t h e S o u t h e a s t Freeway a t
P e n n s y l v a n i a Avenue t o t h e Stadium f r i n g e p a r k i n g l o t . A temp o r a r y roadbed s u i t a b l e f o r two-way bus t r a f f i c was proposed.
c o s t o f $750,000 was e s t i m a t e d f o r t h e temporary roadbed.
1
D.C. Department o f Highway and T r a f f i c .
295
A
�3.10.2
A n t i c i p a t e d E f f e c t of A l t e r n a t i v e
T r a f f i c and P a r k i n g .
fic
With t h e new a c c e s s r o a d , bus t r a f -
c o u l d be removed from t h e s u r f a c e s t r e e t s and use the e x -
pressway
facilities.
Bus t r a v e l times c o u l d be reduced by as
much as f i v e minutes, a s i g n i f i c a n t improvement i n o v e r a l l
tions.
opera-
The advantage t h a t t h i s l i n k p r o v i d e s would be o f r e l a -
t i v e l t s h o r t d u r a t i o n , s i n c e t h e scheduled opening date f o r t h e
Stadium-Armory t o Smithsonian Metro r a i l l i n k i s i n 1976.
The use o f t h i s new f a c i l i t y would remove t h e s h u t t l e
buses from Independence and E a s t C a p i t o l S t r e e t .
The new r o u t e
i s s l i g h t l y longer than t h e r o u t e under t h e proposed p l a n , which
would mean more v e h i c l e m i l e s o f s h u t t l e bus t r a v e l .
because t h e new r o u t e would be l a r g e l y on freeway-type
However,
facilities,
h i g h e r speeds w i t h fewer stops can be a c h i e v e d .
Air,
Noise and V e g e t a t i o n .
T h i s a l t e r n a t i v e would have
l i t t l e e f f e c t on o v e r a l l a i r and n o i s e l e v e l s although i t would
cause changes along t h e r o u t e o f t h e new highway.
Since t h i s
f a c i l i t y does not c u r r e n t l y e x i s t , a i r and n o i s e l e v e l s would
be impacted by t h e a d d i t i o n o f t h e s h u t t l e buses.
The n o i s e
and a i r p o l l u t i o n l e v e l s generated by t h e s h u t t l e buses would
be w e l l w i t h i n t h e s t a n d a r d s e s t a b l i s h e d by t h e D i s t r i c t o f
Columbia.
T h i s a l t e r n a t i v e would i n c l u d e t h e same M a l l improvements
as t h e proposed p r o j e c t and t h e r e f o r e would r e s u l t i n t h e same
impacts as d i s c u s s e d under t h e p r o p o s a l .
296
�V i s i t o r Experience.
V i s i t o r e x p e r i e n c e would be l a r g e l y
u n a f f e c t e d by t h i s a l t e r n a t i v e .
The s h o r t e r t r a v e l time i n
r e a c h i n g t h e M a l l would p r o v i d e more v i s i t a t i o n time b u t would
d e c r e a s e the time a v a i l a b l e f o r i n t e r p r e t a t i v e
297
services.
��3.11
Alternative J —
Same As Proposed P r o j e c t / But
Using
A l t e r n a t i v e S h u t t l e Route
3.11.1
Description
T h i s a l t e r n a t i v e i n c l u d e s a l l the elements of the proposed
a c t i o n e x c e p t t h a t the Stadium-to-Mall s h u t t l e r o u t e would
a s u r f a c e s t r e e t o t h e r than E a s t C a p i t o l S t r e e t .
The
use
Indepen-
dence Avenue eastbound r o u t e appears to be e f f e c t i v e because of
its arterial classification,
one-way f l o w , and p r o g r e s s i v e
signal
c o n t r o l , and no a l t e r n a t i v e s (except the temporary a c c e s s road
p r e v i o u s l y noted) were c o n s i d e r e d .
For the westbound r o u t e , t h r e e o p t i o n s are apparent:
C a p i t o l S t r e e t , C o n s t i t u t i o n Avenue, and
shown i n F i g u r e
33.
C S t r e e t s , N. E.
a t major i n t e r s e c t i o n s .
bus
A l l have t r a f f i c con-
East Capitol Street
C o n s t i t u t i o n Avenue a r e two-way s t r e e t s and
one-way westbound.
as
A l l s t r e e t s have c a p a c i t y to handle the
volumes f o r e c a s t f o r the proposed a c t i o n .
t r o l devices
East
and
C S t r e e t , N. E., i s
E a s t C a p i t o l S t r e e t i s c l a s s i f i e d as a
" c o l l e c t o r s t r e e t " and
C o n s t i t u t i o n Avenue and
a r e c l a s s i f i e d as " p r i n c i p a l a r t e r i a l s . "
C S t r e e t , N.
E.,
B i c y c l e l a n e s have
been developed along E a s t C a p i t o l S t r e e t .
C S t r e e t , N. E., has been improved to p r o v i d e
t r a f f i c s i g n a l c o n t r o l westbound.
I t i s the r o u t e s e l e c t e d
the WMATA westbound e x p r e s s s e r v i c e from the RFK
for
Stadium f r i n g e
1968 F u n c t i o n a l C l a s s i f i c a t i o n of E x i s t i n g S T r e e t s
D i s t r i c t of Columbia.
299
progressive
and
Highways,
�I
rî"-
"¡r'-
a
=
it
n
i
.\
ar
tJ
rl
ij
É;:Ì iJ
liã u
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:/
Rehabilitation
Of The Mall
[stBffil 8åat'$"f9,'¿3
rooo'
Legend
r¡lrr
east capitol street route
alternate J
{¡..... alternate I - new RFK access route
.... C street route
¡¡r¡rrrr¡ COnStitution avenue rOute
fnvnrCInRnentaI
sm{ffi8ffift
Alternate
Routes
��parking
l o t to the N a t i o n a l
Avenue) as p a r t of the
3.11.2
Bicentennial.
Anticipated
T r a f f i c and
V i s i t o r Center ( v i a Massachusetts
E f f e c t of A l t e r n a t i v e
Parking.
C S t r e e t , N. E., was
selected for
i t s d i r e c t a c c e s s t o the N a t i o n a l V i s i t o r Center d e s t i n a t i o n .
Should C S t r e e t be used f o r the westbound l e g of the M a l l s h u t t l e ,
i t would be n e c e s s a r y t o pass by t h r e e s i d e s of Stanton Square
and
then use C o n s t i t u t i o n Avenue f o r the remainder of the
route.
T h i s c i r c u i t o u s r o u t e appears to o f f s e t the advantage o f f e r e d
by the p r o g r e s s i v e
s i g n a l system.
I f C o n s t i t u t i o n Avenue were to be used westbound to
the
C a p i t o l a r e a , i t would appear r e a s o n a b l e to c o n t i n u e westbound
t o 7th S t r e e t i n s t e a d of u s i n g
Independence Avenue westbound
from 1 s t S t r e e t , S. E., as planned i n the proposed a c t i o n .
Independence Avenue would then be used eastbound from 7th S t r e e t ,
S. W.,
to the Stadium.
The
r o u t e between 1 s t S t r e e t , E a s t ,
and
7th S t r e e t , West, would be r e v e r s e d
i n d i r e c t i o n from t h a t i n -
c l u d e d i n the proposed a c t i o n .
Constitution-Independence
The
r o u t e would be a p p r o x i m a t e l y o n e - h a l f m i l e s h o r t e r than the
proposed r o u t e .
The
buses would have t o make a l e f t t u r n west-
bound on C o n s t i t u t i o n Avenue a t 7th S t r e e t , N.
W.
Of the t h r e e p o s s i b l e r o u t e s , E a s t C a p i t o l and C S t r e e t s ,
N.
The
E., i n v o l v e s the l e a s t c o n f l i c t w i t h i n s t i t u t i o n a l u s e s .
s c h o o l s on E a s t C a p i t o l S t r e e t a r e not expected to be
ad-
v e r s e l y a f f e c t e d because of the r e l a t i v e l y low o v e r a l l t r a f f i c
303
�i n c r e a s e and the t i m i n g of the peak bus o p e r a t i o n .
On
Consti-
t u t i o n Avenue, however, Rogers Memorial H o s p i t a l and E a s t e r n High
S c h o o l , w i t h b u i l d i n g s on both s i d e s of the s t r e e t , would be
impacted by both the E a s t C a p i t o l S t r e e t and the
Avenue r o u t e s .
Constitution
L i t t l e or no impact would be f e l t by Maury P u b l i c
School on C o n s t i t u t i o n Avenue.
From the v i e w p o i n t of t r a f f i c o p e r a t i o n s
and r e s i d e n t i a l
q u a l i t y , t h e r e f o r e , the C o n s t i t u t i o n Avenue a l t e r n a t i v e t o the
E a s t C a p i t o l S t r e e t p o r t i o n of the s h u t t l e i s a t t r a c t i v e .
terms of p o t e n t i a l c o n f l i c t w i t h v e h i c u l a r and p e d e s t r i a n
In
traf-
f i c generated by i n s t i t u t i o n s , E a s t C a p i t o l S t r e e t and C S t r e e t
a r e more s u i t a b l e .
Air,
N o i s e , and V e g e t a t i o n .
This a l t e r n a t i v e i s quite
s i m i l a r to the proposed a c t i o n and t h e r e f o r e the e f f e c t s on a i r ,
n o i s e , and v e g e t a t i o n would not be a p p r e c i a b l y
those discussed
f o r the proposed p l a n .
d i f f e r e n t than
The major d i f f e r e n c e
would be the l o c a l i z e d e f f e c t s on the p a r t i c u l a r s t r e e t s t h a t i s
used as the s h u t t l e r o u t e .
V i s i t o r Experience.
Both C S t r e e t , N.E.
and
Constitution
Avenue have d i s a d v a n t a g e s i n terms of v i s i t o r e x p e r i e n c e .
s t r e e t s t r a v e r s e the C a p i t o l H i l l H i s t o r i c D i s t r i c t and
s i g n i f i c a n t H i s t o r i c a l or a r c h i t e c t u r a l landmarks.
do not p r o v i d e the v i s i t o r w i t h a new
Both
pass
However, they
of the C a p i t o l framed by
t r e e s which i s a s p e c i a l f e a t u r e along E a s t C a p i t o l S t r e e t .
F u r t h e r , the s t r e e t facade a l o n g much of the E a s t C a p i t o l S t r e e t
304
�r o u t e i s d e s i g n a t e d by t h e J o i n t Committee on Landmarks of t h e
N a t i o n a l C a p i t a l as h a v i n g h i s t o r i c a l or a r c h i t e c t u r a l m e r i t .
The f a c a d e s along C S t r e e t and C o n s t i t u t i o n Avenue a r e not so
designated.
The use o f C o n s t i t u t i o n Avenue would probably be p r e f e r a b l e
t o e i t h e r C S t r e e t or E a s t C a p i t o l S t r e e t s i n c e t h e s e s t r e e t s a r e
f u n c t i o n a l l y c l a s s i f i e d as c o l l e c t o r s and a r e thought of as
residential.
305
��4 © Unavoidable Adverse
Environmental Effects
& Mitigation Measures
D
��IV.
4.1
UNAVOIDABLE ADVERSE ENVIRONMENTAL
MEASURES
AND
MITIGATION
Introduction
This
effects
posed
EFFECTS
chapter describes
o f t h e proposed
the significant
project
in relation
environmental m i t i g a t i o n measures
offset,
a s much a s p o s s i b l e ,
described
the setting
on t h e s e t t i n g .
element
i s categorized
m i t i g a t i o n measures
grouped
a.
into three
t o a s e r i e s of pro-
which
a r e intended to
the adverse e f f e c t s .
and a n t i c i p a t e d
project
environmental
In this
i n terms
to offset
impact
g e n e r a t e d by t h e
chapter, each
o f t h e need
the impacts.
Chapter I I
environmental
or lack
o f need f o r
Impacts a r e
categories:
E n v i r o n m e n t a l e l e m e n t s o n w h i c h t h e r e w i l l be
l i t t l e o r no c h a n g e o r t h e c h a n g e w i l l be b e n e f i c i a l a n d no m i t i g a t i o n i s r e q u i r e d .
- Land
Use ( r e l a t e d
- Historic
- Visual
Sites
(related
to Mall)
(related
to Mall)
to Mall)
2.4.1
2.4.2
2.4.3
- Utilities
2.5.2
- Public
2.5.3
Safety
- Climate
- Land
2.6.1
Form
- Geology
2.6.4
and S o i l s
2.6.5
- Hydrology
2.6.6
- Wildlife
2.6.7
- Energy
and R e s o u r c e
Conservation
2.7
�b.
E n v i r o n m e n t a l elements on which a p o t e n t i a l
a d v e r s e impact i s a n t i c i p a t e d and m i t i g a t i o n
measures a r e planned;
T r a f f i c and P a r k i n g
2.5.1
Vegetation (related t o Mall)
2.6.7
C o n s t r u c t i o n Impacts
2.8
Each element l i s t e d above i s d i s c u s s e d i n
d e t a i l i n t h i s chapter.
c.
E n v i r o n m e n t a l elements, r e l a t i n g o n l y t o t h e
s h u t t l e r o u t e , on which a minimal adverse impact i s a n t i c i p a t e d include:
Land Use
2.4.1
Visual
2.4.3
Air
2.6.2
Quality
Sound L e v e l s
4.2
2.6.3
T r a f f i c and P a r k i n g
4.2.1
Unavoidable E f f e c t s
The removal o f 630 p a r k i n g spaces along Washington and
Adams D r i v e s a s a p a r t o f t h e proposed a c t i o n w i l l unavoida b l y impact M a l l v i s i t o r s and some commuters by r e q u i r i n g
t h o s e who now and would i n t h e f u t u r e u t i l i z e t h i s p a r k i n g
to
seek o t h e r p a r k i n g f a c i l i t i e s o r t o use a v a i l a b l e mass
transportation services.
The e f f e c t on out-of-town
visi-
t o r s w i l l most l i k e l y be g r e a t e r than on l o c a l v i s i t o r s
since
many out-of-town v i s i t o r s a r e u n f a m i l i a r w i t h c i r c u l a t i o n
p a t t e r n s and w i l l be competing w i t h o t h e r v i s i t o r s
310
�and
commuters f o r p a r k i n g .
with c i r c u l a t i o n patterns
L o c a l r e s i d e n t s , who a r e f a m i l i a r
and p e r i o d s when c o n g e s t i o n on t h e
M a l l i s a t a minimum, have t h e o p p o r t u n i t y t o s e l e c t a p e r i o d
for v i s i t a t i o n to suit t h e i r individual desires.
Local
resi-
d e n t s w h i l e inconvenienced by t h e l o s s o f p a r k i n g spaces
a d j a c e n t t o t h e museum b u i l d i n g s
generally
have a g r e a t e r
knowledge of a l t e r n a t e p a r k i n g a v a i l a b l e i n t h e immediate
v i c i n i t y , e i t h e r on p u b l i c
4.2.2
Mitigation
A key m i t i g a t i o n
s t r e e t s o r on p r i v a t e
lots.
Measures
measure which i s an element of t h e
proposed a c t i o n i s t h e p r o v i s i o n
o f f r i n g e p a r k i n g a t RFK
Stadium and a s h u t t l e bus s e r v i c e .
The o p e r a t i o n o f t h e
f r i n g e p a r k i n g a r e a and t h e s h u t t l e s e r v i c e i s intended as a
demonstration p r o j e c t t o v a l i d a t e t h i s "mass t r a n s i t " concept a s w e l l a s t o p r o v i d e p a r k i n g t o compensate f o r t h e
l o s s o f t h e 630 M a l l spaces.
The s h u t t l e i s a l s o a f o r e -
runner o f f r i n g e bus s e r v i c e which i s proposed as p a r t o f
the B i c e n t e n n i a l
Transportation
Plan.
A number o f a d d i t i o n a l m i t i g a t i o n
measures w i l l
serve t o o f f s e t the l o s s of Mall parking.
also
Some w i l l be
undertaken by N a t i o n a l C a p i t a l P a r k s ; o t h e r s a r e a c t i o n s
u n r e l a t e d t o t h e proposed p r o j e c t but a r e important
they w i l l c o n t r i b u t e
since
i n v a r i o u s ways t o t h e supply of
�p a r k i n g a v a i l a b l e i n the M a l l v i c i n i t y .
Each m i t i g a t i o n
measure t h a t w i l l o f f s e t the t r a f f i c and p a r k i n g problem
i s d e s c r i b e d below:
F r i n g e P a r k i n g f o r Tour Buses and School Groups.
October, 1974,
a c o n t i n u i n g program was
In
i n s t i t u t e d whereby
t o u r buses and s c h o o l buses a r e s t o r e d a t the Robert F.
Kennedy Stadium d u r i n g the p e r i o d w h i l e the groups are
on t o u r i n the M a l l b u i l d i n g s .
passengers,
After discharging t h e i r
the buses a r e routed t o the Stadium l o t .
A
c a l l - u p system i s provided by the N a t i o n a l Park S e r v i c e f o r
d i s p a t c h i n g the buses back t o the M a l l a r e a .
The concept
was
f i r s t implemented i n A p r i l , 1973, u s i n g space near the
R e f l e c t i n g Pool i n West Potomac Park.
mented by new
The p r o j e c t was
comple-
p a r k i n g r e g u l a t i o n s on the M a l l roads between
T h i r d S t r e e t and F o u r t e e n t h
Street.
The r e g u l a t i o n s p r o h i b i t e d
bus p a r k i n g and i n c r e a s e d the l e g a l time f o r v i s i t o r p a r k i n g t o
t h r e e hours (between 10:00
a.m.
and
midnight).
R e v i s e d P a r k i n g R e g u l a t i o n s on Remaining M a l l Roads. P r e s e n t l y , t h e r e a r e spaces f o r p a r k i n g a p p r o x i m a t e l y
587
visitor
c a r s on the M a l l roads i n a d d i t i o n to the 6 30 spaces which w i l l
be impacted by the proposed a c t i o n .
spaces i n a d d i t i o n t o the 1217
for
o t h e r purposes.
There a r e a number of M a l l
c i t e d above which a r e being used
S e v e n t y - s i x a r e c u r r e n t l y used by
permit
p a r k e r s near the Department of A g r i c u l t u r e ( J e f f e r s o n D r i v e near
14th S t r e e t ) .
The spaces have been provided
312
to r e p l a c e those
�l o s t t o the Department because of Metro c o n s t r u c t i o n .
spaces a r e expected t o be r e t u r n e d t o non-permit
These 76
usage i n the
f a l l of 1975, and c o u l d be made a v a i l a b l e t o v i s i t o r s .
^
Twelve
spaces a r e a l s o occupied, on a p e r m i t b a s i s , by c o n t r a c t o r f o r c e s
near the new N a t i o n a l A i r and Space Museum.
The spaces a r e
expected t o be r e t u r n e d t o g e n e r a l usage i n summer, 1975.
There a r e a l s o a p p r o x i m a t e l y 76 p e r m i t spaces used by
p l o y e e s and v o l u n t e e r s of the N a t i o n a l A r t G a l l e r y .
are
l o c a t e d a l o n g Madison D r i v e near the G a l l e r y .
These
emspaces
The G a l l e r y
has r e q u e s t e d c o n t i n u e d usage of the spaces and has a l s o r e quested spaces f o r an a d d i t i o n a l 29 v e h i c l e s .
These
spaces
would have t o be t a k e n from v i s i t o r spaces i f they a r e t o be
provided.
The p a r k i n g a n a l y s e s d e s c r i b e d e a r l i e r i n t h i s r e p o r t
showed s u b s t a n t i a l use of the v i s i t o r spaces by long-term
parkers.
find
the
These p a r k e r s , assumed t o be workers a t t e m p t i n g t o
f r e e p a r k i n g , f i l l many of the a v a i l a b l e spaces p r i o r to
10:00 a.m.
hour l i m i t .
p e r m i t t e d time and park i n e x c e s s of the t h r e e
T h i s c o n d i t i o n i s v e r i f i e d by two d i s t i n c t f i e l d
observations.
F i r s t , the average usage of spaces
(turnover)
was s u b s t a n t i a l l y lower on a weekday than on the weekend—3 as
compared t o 4.
longer.
11:00 a.m.
1
T h i s means t h a t the average p a r k i n g time was
During the weekday t u r n o v e r study p e r i o d
(between
and 3:00 p.m.), a p p r o x i m a t e l y 44 p e r c e n t of the
E s t i m a t e d f o r 12-hour summer p e r i o d from two four-hour
samples of a p p r o x i m a t e l y 2 50 spaces.
313
�observed
spaces d i d not change.
Of t h e s e , 8 3 p e r c e n t had
license
p l a t e s i s s u e d i n e i t h e r the D i s t r i c t , Maryland, or V i r g i n i a .
The comparable weekend f i g u r e s a r e 25% and 79%
respectively.
I n a d d i t i o n , o b s e r v a t i o n s of number of parked c a r s i n the M a l l
a t s e v e r a l t i m e s of day showed t h a t t h e r e were 750
occupied
a t 8:30
a.m.
spaces
on a weekday w h i l e a weekend survey showed
o n l y 60 spaces occupied
a t 8:30
a.m.
T h i s would a l s o support
the o b s e r v a t i o n t h a t workers a r e p a r k i n g a l l day i n the v i s i t o r
spaces.
E s s e n t i a l l y a l l of the p a r k e r s a t 9:00
i l l e g a l l y parked g i v e n the midnight t o 10:00
restriction
on v i s i t o r spaces.
a.m.
a.m.
were
no p a r k i n g
A t i c k e t f o r overtime
on t h e M a l l has a b a i l f e e of $5.00.
parking
I t would appear t h a t ,
g i v e n the c u r r e n t enforcement l e v e l , workers a r e u s i n g the M a l l
a r e a and r i s k i n g the t i c k e t
the f e e p a r k i n g l o t s ) .
(which c o s t s a p p r o x i m a t e l y
two
times
Although i t i s d i f f i c u l t t o a c c u r a t e l y
q u a n t i f y the number of spaces proposed t o remain which would be
f r e e d by d i s c o u r a g i n g i l l e g a l use of s p a c e s , i t i s c o n s e r v a t i v e l y
e s t i m a t e d t o be on the o r d e r o f 108 spaces.'*'
The spaces
could
be r e s e r v e d f o r v i s i t o r s by i n c r e a s e d enforcement, i n c r e a s e d
b a i l f e e s , and p h y s i c a l l y b l o c k i n g or c o n t r o l l i n g
u n t i l p o s s i b l y 9:30
entrances
a.m.
I n summary, a p p r o x i m a t e l y
167 spaces i n the M a l l a r e a could
be r e t u r n e d t o g e n e r a l usage g i v e n the f o l l o w i n g :
. P e r m i t spaces a t t h e Department of A g r i c u l t u r e
e l i m i n a t e d when Metro r e t u r n s the Department's
"*"The number of p a r k e r s on Madison and J e f f e r s o n D r i v e s , l e s s
the permit s p a c e s , d i v i d e d by two f o r c o n s e r v a t i v e e s t i m a t i o n .
(328 - 113 = 215 * 2 = 1 0 8 ) .
314
�spaces t o a u s a b l e c o n d i t i o n (+76);
. C o n s t r u c t i o n permit spaces e l i m i n a t e d a t t h e
N a t i o n a l A i r and Space Museum i n t h e summer o f
1975 (+12);
. Enforcement and a c c e s s c o n t r o l a c t i v i t i e s
(+108);
• A d d i t i o n a l N a t i o n a l G a l l e r y o f A r t permit usage
f o r c o n s t r u c t i o n (-29).
Thus, t h e p a r k i n g c a p a c i t y o f t h e M a l l i t s e l f could be
i n c r e a s e d from 587 t o 754 by t h e above a c t i o n s .
R e v i s e d P a r k i n g on P r i m a r y S t r e e t s Through and Adjacent t o
the M a l l .
The D i s t r i c t o f Columbia, Department of Highways and
T r a f f i c , has been working w i t h i n t e r e s t e d groups on p r o v i d i n g
a d d i t i o n a l p a r k i n g on t h e p r i m a r y s t r e e t s through and a d j a c e n t
to t h e M a l l .
The f o l l o w i n g s p e c i f i c p r o p o s a l s a r e expected t o
be implemented d u r i n g t h e summer, 1975.
. Independence Avenue, F o u r t h S t r e e t t o 15th S t r e e t ,
both s i d e s , metered p a r k i n g , three-hour time l i m i t ,
no-parking d u r i n g peak hours, 170 spaces;
. T h i r d S t r e e t , "C" S t r e e t , N.W, t o Independence
Avenue, both s i d e s , metered p a r k i n g , two-hour
time l i m i t , no-parking d u r i n g peak h o u r s ,
85 s p a c e s ;
F o u r t h S t r e e t , " E " S t r e e t , S. W. t o C o n s t i t u t i o n
Avenue, N.W., both s i d e s , metered p a r k i n g , twohour time l i m i t , no-parking d u r i n g peak hours,
70 spaces;
. Seventh and N i n t h S t r e e t s , S. W., v i c i n i t y o f
M a l l , metered p a r k i n g , two-hour time l i m i t ,
20 spaces.
There a r e o t h e r minor changes proposed which w i l l not
s i g n i f i c a n t l y impact t h e M a l l a r e a .
315
Given t h e peak hour
�r e s t r i c t i o n s on a l l but t e n of the 345 spaces noted, many should
be a v a i l a b l e to v i s i t o r s t o the M a l l from 10 a.m.
R e a l l o c a t i o n of Docent P a r k i n g .
t o 3:30
p.m.
Over the p a s t y e a r s , a
v a r i e t y of arrangements have been made f o r p a r k i n g f o r the
docents a t t h e Smithsonian
G a l l e r y of A r t .
of 4 7 spaces.
I n s t i t u t i o n and the N a t i o n a l
The N a t i o n a l G a l l e r y has p e r m i t s f o r the use
The Smithsonian
I n s t i t u t i o n has i n d i c a t e d ,
however, t h a t they have p r o v i d e d f o r t h e i r docents on the o f f s t r e e t l o t s and do not r e q u i r e permit spaces.
T h i s a c t i o n has
been completed.
P a r k i n g on Other F e d e r a l P r o p e r t y .
There a r e numerous
F e d e r a l p a r k i n g l o t s and garages i n the v i c i n i t y of the
Mall.
These f a c i l i t i e s , as w e l l as a d j a c e n t p r i v a t e
f a c i l i t i e s , a r e v e r y h e a v i l y used d u r i n g normal b u s i n e s s
hours.
The Government f a c i l i t i e s a r e e s s e n t i a l l y empty
d u r i n g non-business hours.
The p a r k i n g f a c i l i t i e s under c o n t r o l of the General S e r v i c e s
Administration
approximately
h e l d by GSA
(GSA) and i n the v i c i n i t y of the M a l l i n c l u d e
4,900 spaces on s u r f a c e l o t s .
(Garage
facilities
r e q u i r e s e c u r i t y a t a l l times and a r e t h e r e f o r e not
c o n s i d e r e d as p o t e n t i a l spaces.)
These s u r f a c e l o t spaces
pro-
v i d e an o p p o r t u n i t y t o g r e a t l y i n c r e a s e the supply of p a r k i n g
a v a i l a b l e on weekends, h o l i d a y s , and summer e v e n i n g s — a l l of
which a r e p e r i o d s of heavy v i s i t o r demand a t the M a l l .
316
�GSA has been c o n t a c t e d r e g a r d i n g t h e use o f t h e s e
spaces d u r i n g t h e B i c e n t e n n i a l p e r i o d .
Although a f o r m a l
response has not been made, i t i s expected t h a t t h e
a p p r o x i m a t e l y 4,900 spaces w i l l be made a v a i l a b l e .
The
a v a i l a b i l i t y of a l l or p a r t of t h e s e before and a f t e r
the B i c e n t e n n i a l should be c o n s i d e r e d .
t h e g o a l o f r e d u c i n g automobile
However, g i v e n
e m i s s i o n s i n urban a r e a s ,
the spaces should not be c o n s i d e r e d a s a p r i m a r y supply
but i n s t e a d s e r v e o n l y those who have not been d i v e r t e d
to
a f r i n g e l o t ( s ) o r encouraged t o use mass t r a n s i t
facilities.
An underground garage i s being p r o v i d e d a s p a r t o f
the new N a t i o n a l A i r and Space Museum.
The garage and
i t s a c c e s s c h a r a c t e r i s t i c s a r e i n c l u d e d w i t h t h e impact
statement f o r t h e Museum.
About 4 00 o f t h e p a r k i n g spaces
may be a v a i l a b l e t o v i s i t o r s t o t h e M a l l .
A f e e i s to
be charged f o r t h e spaces and t h e f e e i s t o be designed
to d i s c o u r a g e a l l - d a y p a r k e r s — s u c h a s workers i n nearby
offices.
The E a s t B u i l d i n g o f t h e N a t i o n a l G a l l e r y o f A r t ,
now under c o n s t r u c t i o n , w i l l c o n t a i n an underground p a r k ing
garage f o r 4 0 employee p a r k i n g spaces.
Handicapped P a r k i n g .
Persons w i t h handicaps which
317
directly
�reduce t h e i r p o t e n t i a l t o use o t h e r t r a v e l modes o r walk
longer
d i s t a n c e s must be provided w i t h easy a c c e s s t o t h e M a l l o r they
cannot enjoy t h e many a t t r a c t i o n s .
Some o f t h e a c c e s s i b i l i t y t o
the a t t r a c t i o n s can be gained by p r o v i d i n g d r o p - o f f a r e a s where
the handicapped passenger can be t a k e n near a s u i t a b l e
entrance
and l e f t , e i t h e r attended or unattended, w h i l e t h e d r i v e r
p a r k i n g a s any v i s i t o r would.
finds
T h i s c o n d i t i o n i s , and has been,
s e r v e d by p r o v i d i n g f o r passenger l o a d i n g and unloading near the
e n t r a n c e s t o major b u i l d i n g s .
I n other c a s e s , t h e handicapped person d r i v e s alone or may
not r e a s o n a b l y be l e f t alone f o r a s i g n i f i c a n t p e r i o d .
c a s e s , p a r k i n g must be p r o v i d e d a t convenient
i s t o be p r o v i d e d .
I n these
l o c a t i o n s i f access
With Madison and J e f f e r s o n D r i v e s remaining
open and w i t h t h e opening o f t h e garage a t t h e new N a t i o n a l A i r
and Space Museum, i t i s f e a s i b l e t o meet t h e s e needs.
Spaces
should be p r o v i d e d , ^ and t h e i r usage c o n t r o l l e d , t o permit
ing
f o r handicapped
park-
persons.
P u b l i c P a r k i n g Spaces.
A v a r i e t y of a c t i o n s w i l l take place
d u r i n g t h e n e x t few y e a r s t o change t h e number o f p a r k i n g
spaces
a v a i l a b l e t o t h e g e n e r a l p u b l i c on and i n t h e v i c i n i t y o f t h e
Mall.
These a c t i o n s and t h e i r i n d i v i d u a l and n e t c o n t r i b u t i o n
to t h e t o t a l a v a i l a b l e spaces a r e summarized i n T a b l e 23. The
i n f o r m a t i o n i s i n c l u d e d by time p e r i o d w i t h t h e p e r i o d s
being
d u r i n g c a l e n d a r 1975, c a l e n d a r 1976, and c a l e n d a r 1977 and 1985.
1.
The N a t i o n a l C a p i t a l P a r k s i s c u r r e n t l y implementing r e s e r v e d
p a r k i n g f o r t h e handicapped.
318
�TABLE 2 3
SUMMARY OF ADOPTED CHANGES
TO THE PUBLIC PARKING SUPPLY ON AND NEAR THE EAST MALL
Action
1.
2.
3.
4.
5.
6.
7.
8.
9.
1975
1976
Dept. of Agriculture
Metro replacement parking
0
+76
+76
A i r & Space contractor
parking
0
+12
+12
National A i r G a l l e r y
employee parking
0
0
+47
-29
-29
+58
+170
+170
+170
Third S t r e e t metered
parking
+85
+85
+85
Fourth Street metered
parking
+70
+70
+70
Seventh & Ninth Streets
metered parking
+20
+20
+20
National G a l l e r y of A r t
construction parking
Independence Avenue
metered parking
1977-1985
Weekend and Holiday parking
a t government f a c i l i t i e s
0
+4894
National V i s i t o r
Center
-
+1200
4000
11.
National A i r and Space
Museum parking
0
+400
[+100] *
+400
[+100]*
12.
National G a l l e r y of A r t
parking garage
0
0
40
10.
Net Change
+316
+ 6898 (week- + 5338
end)
+ 2004 (weekday)
•Available only f o r employees not included i n t o t a l .
319
0
�4.3
Vegetation
4.3.1
Unavoidable E f f e c t s
Areas w i t h i n t h e M a l l t r e e p a n e l s a r e planned f o r use a s
outdoor e x h i b i t i o n a r e a s f o r t h e a d j a c e n t museums and g a l l e r i e s .
Although use w i t h i n t h e s e a c t i v i t y zones would be o f a p a s s i v e
n a t u r e , t r e e s c o u l d be permanently damaged i f use i n these a r e a s
i s not c a r e f u l l y c o n t r o l l e d .
press
P r e s s u r e from f e e t and wheels com-
t h e e a r t h , r e s t r i c t i n g t h e f l o w o f oxygen and moisture
to t h e t r e e r o o t
4.3.2
systems.
M i t i g a t i o n Measures
Measures t o m i t i g a t e p o s s i b l e adverse e f f e c t s on t h e elm
t r e e s begin a t t h e program p l a n n i n g s t a g e s .
criteria will
The p l a n n i n g
address:
- t h e s e l e c t i o n of a c t i v i t i e s a p p r o p r i a t e w i t h i n
t h e environment o f t h e zone,
- the s e l e c t i o n of a s p e c i f i c l o c a t i o n appropriate
f o r each o f t h e s e a c t i v i t i e s ,
- t h e p r o t e c t i o n o f t h e ground where each a c t i v i t y
would t a k e p l a c e .
A f t e r s i t e s e l e c t i o n , t h e s o i l w i l l be worked w i t h a
s p i k e d r o l l e r t o promote a e r a t i o n o f t h e s o i l .
Fertilizers
may be i n t r o d u c e d a t t h i s p o i n t a c c o r d i n g t o t h e need o f
the s o i l , which w i l l be determined by t e s t i n g .
The n e x t
stage
w i l l i n v o l v e a c h o i c e o f temporary s u r f a c e s t o be s e l e c t e d
a c c o r d i n g t o t h e p r o j e c t e d d u r a t i o n o f t h e program and t h e
estimated i n t e n s i t y of foot t r a f f i c .
320
The s u r f a c e f o r s h o r t - t e r m ,
�relatively
inches
could
(and
non-intensive
t h i c k over
be
u s e d by
a one-inch
itself,
more p r o t e c t i v e )
cover
the
tree
be
would
be
used
as
not
sever
an
activity
an
mantled
It
the
A
surface
other
could
the
a t the
i s , however,
For
precast concrete
sieved to
i n t o the
piers driven
system
e a r t h . The
end
of
one
concrete
year
to
used
area
of
itself,
the
which
be
duration.
earth
so
heavy use
laid
of
on
installation
ground beneath
i t to
s l a b s y s t e m w o u l d be
anticipated that this
to
longer
i n t o the
extremely
assure
rigid
a wood p l a t f o r m
diameter, with
i n t o the
more
through
as
slabs w i l l
1 - 1 / 2 " - 2"
be
surface
area w i t h i n
area
such
2-3
This
activity
activity
larger roots.
air ventilation
oxygen
Wood c h i p s
i n t e n s i v e l y , and
m o u n t e d on
the
area,
rock
moss.
i n combination with
approach.
w o u l d be
crushed
peat
f o r t h e more i n t e n s i v e a c t i v i t i e s
Platforms
to
wood c h i p s s p r e a d
zone between the
u s e d most
would
be
l a y e r of
p l a n t a t i o n s surrounding
pedestrians
of
or
will
surfaces.
transitional
w h i c h would
uses
p r o t e c t i o n of
s y s t e m w o u l d be
feed
dis-
the
roots.
used
infrequently.
4.4
Construction
4.4.1
Unavoidable
Certain
in
the
impacts
Impacts
impacts
during
immediate v i c i n i t y
of
have been d i s c u s s e d
environmental elements
and
Adverse
visual
such
Effects
the
three-month c o n s t r u c t i o n
the
Mall
are
i n Chapter
as
traffic;
quality.
321
unavoidable.
I I and
relate
phase
These
to
a i r q u a l i t y and
various
noise;
�4.4.2
M i t i g a t i o n Measures
The c o n s t r u c t i o n t r a f f i c generated by t h e proposed p r o j e c t
i s not expected t o have a s i g n i f i c a n t impact on t h e l e v e l of s e r v i c e on any o f t h e s t r e e t s o r highways i n the a r e a .
of h e a v i e s t t r u c k t r a f f i c
i s expected t o be approximately
days and would then drop s u b s t a n t i a l l y .
the major a r t e r i a l s .
w i l l be provided
The d u r a t i o n
30
T r u c k s would u t i l i z e
Temporary c o n s t r u c t i o n employee p a r k i n g
o f f - s t r e e t and would not u t i l i z e any p u b l i c
spaces.
C o n s t r u c t i o n a c t i v i t y w i l l be l i m i t e d t o t h e p e r i o d
between 7:00 a.m. and 4:00 p.m.
Minimal c o n f l i c t w i t h t h e morn-
ing
i n t h e M a l l a r e a i s expected.
o r evening peak hour t r a f f i c
The v i s u a l q u a l i t y o f t h e a r e a w i l l be t e m p o r a r i l y a f f e c t e d
by t h e c o n s t r u c t i o n a c t i v i t y .
The F e d e r a l c o n t r a c t w i l l r e q u i r e
compliance w i t h a l l a p p l i c a b l e l o c a l and F e d e r a l r e g u l a t i o n s f o r
the abatement o f dust and t h e p r o t e c t i o n o f the s i t e a g a i n s t e r o s i o n .
Standard c o n s t r u c t i o n procedures w i l l be used t o l i m i t t h e
emission
of dust p a r t i c l e s .
C o n s t r u c t i o n n o i s e w i l l be m i n i -
mized by m a i n t a i n i n g proper m u f f l i n g d e v i c e s on t r u c k s and
pavement b r e a k e r s .
A l l construction debris
(such a s wood, con-
c r e t e , m e t a l fragments, e t c . ) a s w e l l a s s p o i l m a t e r i a l w i l l be
c o l l e c t e d , s t o r e d and removed a s o f t e n as d a i l y t o i n s u r e c a r e f u l protection of the p r o j e c t s i t e .
S e v e r a l measures w i l l be taken d u r i n g c o n s t r u c t i o n t o
minimize or e l i m i n a t e damage t o t h e t r e e s , i n c l u d i n g :
322
�- p r o t e c t i o n of t r e e t r u n k s i n a r e a s of c o n s t r u c t i o n
u s i n g plank "armor" or f e n c i n g ,
- s t o c k p i l i n g of e a r t h and c o n s t r u c t i o n m a t e r i a l s
on g r a s s e d a r e a s o n l y ,
- keeping c o n s t r u c t i o n roadways and p a r k i n g i n the
grassed areas only,
- t r e n c h i n g of u t i l i t i e s o u t s i d e the d r i p - l i n e
(feeder root zone),
- the use of h a n d - r o l l e r s i n s t e a d of heavy, motord r i v e n r o l l e r s f o r compacting the crushed stone
w a l l s w i t h i n the d r i p l i n e of the t r e e s ,
- the use of accepted h o r t i c u l t u r a l p r a c t i c e s i n
t r e a t i n g any r o o t or bark wounds, should they
occur.
The o v e r a l l concept i s to a v o i d i n j u r y t o the t r e e s by
a v o i d i n g compaction of the s o i l around the t r e e s which d e t r i m e n t a l l y a f f e c t s t r e e h e a l t h by i n t e r f e r i n g w i t h s o i l a e r a t i o n
and m o i s t u r e
4.5
infiltration.
Unavoidable Adverse E f f e c t s Which Cannot be
C e r t a i n u n a v o i d a b l e adverse
Mitigated
e f f e c t s of the proposed a c t i o n
cannot be t o t a l l y o f f s e t , even w i t h m i t i g a t i o n measures.
e f f e c t s are concentrated
along the planned s h u t t l e route and
to l a n d u s e , v i s u a l q u a l i t y , a i r q u a l i t y , and n o i s e .
a b l e adverse
These
The
relate
unavoid-
a s p e c t s of these impacts are minimal and have been
documented w i t h i n the a p p r o p r i a t e
s e c t i o n s of Chapter 2.
The proposed p r o j e c t w i l l have a minor impact on the q u a l i t y
of E a s t C a p i t o l and
Southeast neighborhoods due to a d d i t i o n a l
bus t r a f f i c on E a s t C a p i t o l S t r e e t and
i n c r e a s e i n t r a f f i c i s unavoidable.
323
Independence Avenue.
However, a d d i t i o n a l bus
The
�t r a f f i c on E a s t C a p i t o l and bus and automobile t r a f f i c
on
Independence w i l l o c c u r p r i m a r i l y d u r i n g daytime hours and w i l l
a v o i d c o n f l i c t w i t h r u s h hour t r a f f i c .
The i n c r e a s e i n bus usage
along the r o u t e w i l l a l s o a f f e c t the o v e r a l l q u a l i t y of the
v i s u a l and h i s t o r i c environment t o a minimal and unmeasurable
degree.
The p o t e n t i a l i n c r e a s e i n t r a f f i c
i s small i n r e l a -
t i o n t o the e x i s t i n g t r a f f i c and r e l a t e d a i r , and n o i s e
c o n d i t i o n s along t h e r o u t e .
Ambient sound l e v e l s i n the
c o r r i d o r a r e a l r e a d y h i g h as d i s c u s s e d i n Chapter I I . Bus
s e r v i c e i s not e s t i m a t e d t o i n c r e a s e s i g n i f i c a n t l y t h e ambient
sound l e v e l s .
324
�S o © Relationships Between
Short-Term Uses and
Long-Term Productivity
��T7
.
R E L A T I O N S H I P S BETWEEN SHORT-TERM U S E S OF
AND
THE
To
MAINTENANCE AND
carry
expenditure
immediate
be
out
the Mall
of about
for other park
and
additional
turf
The
and
cover
and
elm
i n c r e a s e of
aesthetic
trees
quality
cause
to
I t will
visit
ruption
not,
the Mall.
exchange
as
an
f o r the
of the M a l l d r i v e s
inconveniences
environment capable
of v i s i t o r s
during
years.
Mall
The
the
n a t i o n ' s most s i g n i f i c a n t
to those
the proposed
action will
m e n t a l damage and
d r i v e r s who
the
opportunity
be
on
327
the
numbers
in future
comprise
the
a long-term
p r o t e c t i t f r o m much o f t h e
by
dis-
enhanced
increasing
a d j a c e n t open s p a c e s
caused
park
construction period.
the Mall w i l l
and
areas
now
some s h o r t - t e r m
of accommodating
degradation
vegeta-
as parking
anyone of t h e
be
urban park
annual
immediate
the
t h e B i c e n t e n n i a l C e l e b r a t i o n and
and
maintenance
Mall.
o f p e d e s t r i a n movement d u r i n g
In
partially
i n both
the
also will
to
$10,000.
enhancing
however, d e p r i v e
There
maintenance
to produce a net
and
of
inconveniences
there.
on
otherwise
horticulture
to r e s u l t
restoring
the use
certain
which would
approximately
Discontinuing
will
r e q u i r e s an
Savings
costs for sanitation,
b e n e f i t s by
plan r e q u i r e s the
management a r e e x p e c t e d
p r o p o s e d work i s e x p e c t e d
long-term
tive
funds
ENVIRONMENT
LONG-TERM P R O D U C T I V I T Y
project
projects.
d i s e a s e c o n t r o l f o r the
maintenance cost
The
commitment o f
o f o l d f a c i l i t i e s and
offset
rehabilitation
$4,000,000.
short-term
available
ENHANCEMENT OF
THE
direct
basis
environ-
presence
of
�the automobile as d e s c r i b e d i n Chapter 2.
The f r i n g e p a r k i n g l o t and s h u t t l e bus system a r e t o be
operated on a s h o r t - t e r m demonstration b a s i s , and w i l l
c o n t i n u e on a long-term b a s i s .
not
The use of the p a r k i n g l o t
merely i n t e n s i f i e s an e x i s t i n g use and i n c r e a s e s the e f f i c i e n c y
of the f a c i l i t y .
328
�© Irreversible &
Irretrievable
Commitments
of Resources
��VI.
I R R E V E R S I B L E AND
The
proposed
of
resources
of
new d e s i g n
operation
IRRETRIEVABLE
a c t i o n would
COMMITMENTS OF
involve
f o rthe reconstruction
elements and v i s i t o r
of the fringe parking
RESOURCES
t h e commitment
of the Mall
o f a number
roads,
the addition
s e r v i c e s to the Mall,
l o t and s h u t t l e b u s e s .
and t h e
These
resources are:
.
land
.
capital
.
labor
. fossil
fuels
. construction
With
materials
the exception
trievable
resources
of the land,
i n t h e sense
a l l of these
t h a t , once
c a n n o t be r e p l i c a t e d i n e x a c t l y t h e i r
discussion
action
the
with
construction
panels
original
or depletion
of street
of these
limestone,
benches
and other
dressed
Mall
also represent
These
and s t e e l
involve
include
for the
The b u s e s f o r t h e s h u t t l e
an a d d i t i o n a l r e s o u r c e
331
This
resources.
furniture will
limestone,
fixtures.
form.
they
trimming of t h e
of irreplaceable resources.
crushed
depleted,
e f f e c t s of t h e proposed
o f t h e walkways,
and a d d i t i o n
commitment
route
the general
on t h e c o n s u m p t i o n
The
grass
deals
are irre-
commitment.
/
�The proposed p r o v i s i o n of f r i n g e p a r k i n g
and o p e r a t i o n
s h u t t l e buses i s expected t o r e s u l t i n a s m a l l decrease
(approxi-
mately one
percent)
Mall.
a c t i o n i s not expected to have any s i g n i f i c a n t
The
i n v e h i c l e m i l e s t r a v e l e d to and
on f u e l consumption i n 1975
but w i l l i n 1976
of
from the
impact
r e s u l t i n a saving
of a p p r o x i m a t e l y s i x p e r c e n t of the t o t a l f u e l which would be
used i n d r i v i n g t o and
Construction
from the M a l l w i t h o u t the
shuttle.
a c t i o n s w i l l r e q u i r e a work f o r c e of
60 f o r a p e r i o d of a p p r o x i m a t e l y 90 days.
During t h a t
the t r a n s p o r t a t i o n of m a t e r i a l s and the o p e r a t i o n
equipment would i n v o l v e consumption of f u e l and
of a d d i t i o n a l l a b o r .
The
l a b o r , c a p i t a l and
p r o j e c t ' s construction represent
term commitment of r e s o u r c e s
The
of
period,
construction
employment
c o s t s of
an i r r e v e r s i b l e
the
short-
which a r e not f i n i t e
sense t h a t f u e l and m a t e r i a l r e s o u r c e s
50-
i n the
are.
proposed a c t i o n i n v o l v e s a change i n the use of
M a l l l a n d which i s p r e s e n t l y used f o r s t r e e t s .
of the s t r e e t s w i t h p e d e s t r i a n w a l k s i s not an
The
the
replacement
irreversible
change s i n c e the roadways could a t any time be r e i n s t a t e d .
use of the Robert F. Kennedy Stadium p a r k i n g
l o t represents
l y an i n t e n s i f i c a t i o n and more e f f i c i e n t use of land
o c c u p i e d by a p a r k i n g l o t .
332
already
The
mere-
�7M Consultation
And
Coordination
With Others
��VII.
7.1
CONSULTATION AND COORDINATION WITH OTHERS
F o l l o w i n g i s a t a b u l a t i o n o f t h e f e d e r a l and l o c a l
a g e n c i e s and o r g a n i z a t i o n s t h a t were i n v o l v e d i n t h e development of t h e M a l l r e h a b i l i t a t i o n p l a n and i n the p r e p a r a t i o n
of t h i s r e p o r t .
FEDERAL AGENCIES
- Department o f Commerce, N a t i o n a l Oceanic and A t mospheric A d m i n i s t r a t i o n , N a t i o n a l C l i m a t i c Center
- Department o f t h e I n t e r i o r
. Geologic Survey
. U.S. Park P o l i c e
- Environmental
P r o t e c t i o n Agency
- N a t i o n a l C a p i t a l P l a n n i n g Commission
- Smithsonian
.
.
.
.
.
.
Institution
D i v i s i o n of Birds
Security
Exhibits
Statisitics
Plant Services
Support A c t i v i t e s
- A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n
- National G a l l e r y of A r t
- Department o f T r a n s p o r t a t i o n
. O f f i c e of the Secretary
DISTRICT OF COLUMBIA:
- Department o f E n v i r o n m e n t a l
.
.
.
.
.
Services
A i r and Water Q u a l i t y C o n t r o l D i v i s i o n
Environmental Planning
I n d u s t r i a l Hygiene and Noise C o n t r o l
S o l i d Waste Management
Water Resources Management
^35
�- Department of Highways and T r a f f i c
- F i r e Department
- M e t r o p o l i t a n P o l i c e Department
- Washington M e t r o p o l i t a n Area T r a n s i t
Authority
- J o i n t Committee on Landmarks of the N a t i o n a l
Capital
- D.C.
O f f i c e o f P l a n n i n g and Management
- COG -
Transportation
OTHER:
- Landmark S e r v i c e s , I n c .
- Government S e r v i c e s , I n c .
- Audubon N a t u r a l i s t S o c i e t y of the C e n t r a l A t l a n t i c
States, Inc.
- Skidmore, Owings and M e r r i l l
- Capitol H i l l Restoration
Society
- C a p i t o l H i l l Southeast C i t i z e n s A s s o c i a t i o n
336
�Numerous m e e t i n g s w e r e h e l d by
w h i c h was
of
organized
Smithsonian
Capital
i n June,
Commission;
of Columbia Department of
Center
ministration);
Merrill—the
sultant
task
on
with
The
to
ban
6,
the
law
on
agencies
May
30,
central
Nation's
C o m m i s s i o n was
District
Bicentennial
Bicentennial
Skidmore, Owings
and
engineering
the
i n c l u d e d on
the
task
was
the
1974
Adand
con-
full
repreforce
approved the
i n 1966
and
prominently
Capital
the
composed o f
site
acts
the
337
created
Federal
a clearing
s t a g e s of
f o l l o w i n g ex
plans
B).
p r o j e c t s w i t h i n the
planning
on
various
development
f o r the
as
again
plan
publicized in
C o m m i s s i o n was
agency
and
with
final
(See Appendix
Planning
During
Commission
numerous p r e s e n t a t i o n s of
planning
proceed
area.
National
discussions with
drives first
approved
National Capital
metropolitan
individual
Planning
after
Commission
as they
S e r v i c e ; and
This approval
p r o j e c t on
Force,
S t a t e s of A g r i c u l t u r e .
the Mall
1973.
ment i n t h e
the
United
as the
Traffic;
Revolution
various agencies
Task
Fine Arts;
I n a d d i t i o n to meetings of
National Capital
the
The
the
Park
project.
n e w s p a p e r s and
plans,
for
the
Commission of
American
Planning
G a l l e r y of A r t ;
Service's architectural
the
parking
December
local
of
Mall
included representatives
H i g h w a y s and
f o r c e , t h e r e have been
sentatives
and
(now
National
Park
the
and
Institution; National
Planning
Coordination
1973,
the
by
Govern-
house
for
Washington
the p r o j e c t ,
officio
members
�The D i r e c t o r of t h e N a t i o n a l Park S e r v i c e ; C h i e f of E n g i n e e r s of
t h e Army; Commissioner of P u b l i c B u i l d i n g s S e r v i c e , General
S e r v i c e s A d m i n i s t r a t i o n ; Deputy A d m i n i s t r a t o r of the F e d e r a l
Highway A d m i n i s t r a t i o n ; Mayor-Commissioner of D. C ;
Chairmen
of t h e Senate and House Committees on the D i s t r i c t of Columbia;
and f i v e p u b l i c members appointed by the P r e s i d e n t of t h e United
States.
One of t h e most v i t a l f u n c t i o n s of t h e Commission i s i t s
s o l i c i t a t i o n of t h e v i e w s of i n t e r e s t e d c i t i z e n s and o r g a n i z a t i o n s on a l l m a t t e r s coming before i t .
The Commission a f f o r d s
i n t e r e s t e d and a f f e c t e d groups and i n d i v i d u a l s an o p p o r t u n i t y
t o p r e s e n t t h e i r v i e w s on any m a t t e r s on t h e Commission agenda
a t meetings of t h e v a r i o u s committees where each matter
sidered.
i s con-
A summary o f agenda items t o be c o n s i d e r e d by t h e f u l l
Commission, Commission committee s c h e d u l e s , and the procedure
f o r making a statement t o one of the committees or o t h e r w i s e
communicating v i e w s , a r e c o n t a i n e d i n a monthly m a i l i n g a p p r o x i m a t e l y t e n days p r i o r t o each scheduled Commission meeting.
T h i s i n f o r m a t i o n i s forwarded t o a l l o r g a n i z a t i o n s or i n d i v i d u a l s who have e x p r e s s e d a d e s i r e t o be p l a c e d on the agenda
mailing l i s t .
T h i s p r o j e c t was p r e s e n t e d t o t h e P l a n n i n g Com-
m i s s i o n , and i t s f i n d i n g s a r e s e t out i n Appendix B.
At t h e
time t h e Commission was c o n s i d e r i n g t h i s p r o p o s a l , m a i l i n g s of
t h e agenda were sent t o a p p r o x i m a t e l y
g a n i z a t i o n s who were on the m a i l i n g
338
600 i n d i v i d u a l s and o r list.
�In
notified
a letter
the National
development p l a n ,
of
trees
states:
"We h e a r t i l y
May 2, 1 9 7 4 , t h e C o m m i s s i o n
Park
Service of i t s approval
the exception
eliminated
of proposed
a d d i t i o n a l rows
The l e t t e r
approve of t h e remainder of t h e p l a n ,
Advisory
Council
on H i s t o r i c
f o r the Mall.
P r e s e r v a t i o n arranged
Preservation Officer
Among t h o s e
present
forthe District
Smithsonian
G a l l e r y of Art;
Historic
Preservation; National
ciation;
Don't T e a r
I t Down
Landmark
S e r v i c e s , I n c . ; Government
Recreation
(a c i t i z e n s
group);
meeting
Asso-
citizens;
As a r e s u l t o f
a n d s u b s e q u e n t d i s c u s s i o n s , a Memorandum o f A g r e e -
ment on t h e p r o j e c t w a s e x e c u t e d
on May 2 9 , 1 9 7 4 , b e t w e e n t h e
C o u n c i l , t h e D. C. S t a t e H i s t o r i c
the National
Park
Service.
development p l a n s
Preservation
Officer,
(SeeAppendix D ) .
f o r the Mall
the Washington M e t r o p o l i t a n
continuing
Trust
Services, Inc.; the National
this
with
National
other
S e r v i c e ; and Skidmore, Owings and M e r r i l l .
The
Commission;
and Parks
Park
and
the State
o f Columbia;
C a p i t a l Planning
National
at this
Council;
Commission o f F i n e A r t s ; N a t i o n a l
Institution;
a
16, 1973, t o d i s c u s s t h e
meeting were r e p r e s e n t a t i v e s o f t h e A d v i s o r y
Advisory
flanking
(SeeAppendix C ) .
development p l a n
for
Arts
of the Mall
from t h e p l a n ) .
m e e t i n g w h i c h w a s h e l d o n November
Historic
of Fine
t h e removal o f t h e c a r s from t h e s i d e roads
Mall."
The
with
(subsequently
especially
the
dated
Area T r a n s i t
b a s i s through the e f f o r t s
339
have been
coordinated
Authority
on a
o f a member o f t h e s t a f f o f
�N a t i o n a l C a p i t a l P a r k s a s s i g n e d as c o o r d i n a t o r f o r a l l Metro
p r o j e c t s on p a r k l a n d .
I n a d d i t i o n t o t h e f o r e g o i n g , t h e s p e c i f i c proposal f o r
conducting
a demonstration program u s i n g t h e Robert F. Kennedy
Stadium p a r k i n g l o t f o r t h e p a r k i n g of v i s i t o r s '
automobiles
and p r o v i d i n g a s h u t t l e s e r v i c e t o t h e M a l l a r e a s has been
coordinated w i t h the f o l l o w i n g :
- The U n i t e d S t a t e s Department of T r a n s p o r t a t i o n , i n c l u d i n g the Urban Mass T r a n s i t A d m i n i s t r a t i o n .
- The M e t r o p o l i t a n Washington C o u n c i l of Governments.
- The D. C. Armory Board, which a d m i n i s t e r s t h e stadium
parking l o t .
- The D. C. Department o f Highways and T r a f f i c , which
has been c o n f e r r e d w i t h on t h e p r e s e n t proposed route
for the s h u t t l e s e r v i c e .
- The Highway Departments of Maryland and V i r g i n i a ,
w i t h r e f e r e n c e t o p l a c i n g i n f o r m a t i o n a l s i g n s on t h e
approaches t o Washington.
- The A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n .
- The D. C. S t a t e H i s t o r i c P r e s e r v a t i o n O f f i c e r .
- R e p r e s e n t a t i v e s of the I n t e r i o r Department and
N a t i o n a l C a p i t a l P a r k s have met w i t h r e p r e s e n t a t i v e s
of Smithsonian I n s t i t u t i o n and t h e F e d e r a l Communic a t i o n s Commission t o d i s c u s s c o o r d i n a t i o n of r a d i o
announcements and i n f o r m a t i o n a l s i g n i n g along t h e
approach r o u t e s t o t h e c i t y .
340
�7.2
COMMENTS ON THE DRAFT ENVIRONMENTAL IMPACT STATEMENT HAVE
BEEN REQUESTED FROM:
Federal Organizations
A d v i s o r y C o u n c i l on H i s t o r i c
Preservation
A r c h i t e c t of the C a p i t o l
U. S. Department of A g r i c u l t u r e
U. S. Department of Commerce
E n v i r o n m e n t a l P r o t e c t i o n Agency
General S e r v i c e s Administration
Department o f H e a l t h , E d u c a t i o n
and W e l f a r e
Department o f Housing and
Urban Development
National C a p i t a l Planning
Commission
N a t i o n a l S c i e n c e Foundation
Smithsonian I n s t i t u t i o n
U. S. Department o f T r a n s p o r t a t i o n ( T . E . S . - 72)
U. S. Department o f Defense
U. S. Army Corps of E n g i n e e r s
U. S. Department of t h e
Treasury
Bureau o f Outdoor R e c r e a t i o n
U n i t e d S t a t e s G e o l o g i c a l Survey
F i s h and W i l d l i f e S e r v i c e
S t a t e , R e g i o n a l and L o c a l O r g a n i z a t i o n s
V i r g i n i a Department o f Highways
D. C. Redevelopment Land Agency
Maryland Department o f
Transportation
D. C. Department o f E n v i r o n mental S e r v i c e s
Mayor, Washington, D. C.
D i r e c t o r , D. C. O f f i c e o f
G e n e r a l S e r v i c e s , N. W.
City Administrator
D. C. C i t y C o u n c i l Chairman
D. C. S t a t e ^ H i s t o r i c P r e s e r vation Officer
D i r e c t o r , D. C. O f f i c e o f
Municipal Planning
D. C. M e t r o p o l i t a n P o l i c e
Department
D. C. Department o f Highways
and T r a f f i c
D. C. O f f i c e of P l a n n i n g and
Management
D. C. B i c e n t e n n i a l Commission
M e t r o p o l i t a n Washington C o u n c i l
of Governments
341
�COG T r a n s p o r t a t i o n P l a n n i n g
Board
I s a a c Walton League o f America
Mayor's Economic Development
Committee
Washington M e t r o p o l i t a n Area
Transit Authority
P e n n s y l v a n i a Avenue Development
Corporation
D i s t r i c t o f Columbia Chamber
of Commerce
C a p i t o l H i l l Southeast
Association
M e t r o p o l i t a n Washington
Board o f Trade
Citizens
Downtown P r o g r e s s
F e d e r a t i o n of C i t i z e n ' s
Associations
E n v i r o n m e n t a l Defense Fund
League o f Women V o t e r s of D. C.
M e t r o p o l i t a n Washington P l a n n i n g
and Housing A s s o c i a t i o n
Sierra
Club
Southeast C i v i c A s s o c i a t i o n
Committee o f 100 on t h e F e d e r a l
City
Capitol H i l l Restoration Society
Emergency Committee on t h e
Transportation C r i s i s
S t a t e A-95 C l e a r i n g h o u s e s
D. C , Maryland, V i r g i n i a
Washington Ecology
D. C. L i b r a r i e s
C l e v e l a n d Park Branch
M a r t i n L u t h e r King Branch
Southeast Branch
Center
Citizens forCity Living,Inc.
Don't Tear I t Down, I n c .
United Planning Organization
M e t r o p o l i t a n Washington C o a l i t i o n f o r Clean A i r , I n c .
342
�7.3
BIBLIOGRAPHY
PLANNING, DEMOGRAPHY, TRANSPORTATION
Impact
AND
URBAN SYSTEMS
Assessment
A c t i o n P l a n f o r t h e B i c e n t e n n i a l T r a n s p o r t a t i o n Program f o r
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A R e p o r t on V i s i t o r T r a n s p o r t a t i o n D u r i n g W a s h i n g t o n ' s
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B i c e n t e n n i a l T r a n s p o r t a t i o n Study f o r the N a t i o n a l
December, 1973; W i l b u r S m i t h & A s s o c i a t e s .
the
Traffic
Bicenand
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amended t h r o u g h J a n u a r y 2 1 , 1 9 7 4 ) ; N a t i o n a l C a p i t a l P l a n n i n g
Commission.
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1975.
Map
of the D i s t r i c t of Columbia, prepared
S u r v e y o r , D. C ,
1968.
i n the
O f f i c e of
28,
the
Monumental W a s h i n g t o n :
The P l a n n i n g D e v e l o p m e n t o f t h e C a p i t a l
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of I n t e r i o r ,
and L a n d m a r k s , N a t i o n a l
1972.
S e l e c t e d C e n s u s T r a c t and
U. S. C e n s u s D a t a .
Block
Park
Information
S e r v i c e , Department
f r o m 1960,
1970
S e w e r a g e S y s t e m Map,
D. C. D e p a r t m e n t o f E n v i r o n m e n t a l
Services
E n g i n e e r i n g and C o n s t r u c t i o n A d m i n i s t r a t i o n , J u l y , 1973.
Smithsonian
Visitor,
December,
1970;
Smithsonian
Institution.
The C o l o n i a l C o r r i d o r - T r a v e l I m p l i c a t i o n s f o r t h e B i c e n t e n n i a l
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343
�The People of the D i s t r i c t of Columbia - A Demographic, S o c i a l
Economic, and P h y s i c a l P r o f i l e of the D i s t r i c t of Columbia
and i t s Nine S e r v i c e A r e a s , December, 1973; O f f i c e of P l a n n i n g
and Management, Government of the D i s t r i c t of Columbia.
The Proposed Comprehensive P l a n f o r the N a t i o n a l C a p i t a l ,
N a t i o n a l C a p i t a l P l a n n i n g Commission.
1967;
V i s i t o r s and t h e i r C o n t r i b u t i o n t o the Washington Economy,
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Water D i s t r i b u t i o n System Map, D. C. Department of Environmental
S e r v i c e s , E n g i n e e r i n g and C o n s t r u c t i o n A d m i n i s t r a t i o n ,
F e b r u a r y , 1972.
CLIMATE
A r c h i t e c t u r a l G r a p h i c S t a n d a r d s , 1973; American I n s t i t u t e
Architects.
of
Climatography of the U n i t e d S t a t e s No. 82-50 - D e c e n n i a l Census
of the U n i t e d S t a t e s C l i m a t e - Summary of Hourly O b s e r v a t i o n s ,
Washington, D. C. N a t i o n a l A i r p o r t 1951-1960, R e p r i n t e d
F e b r u a r y , 1974; U. S. Department of Commerce, Weather Bureau.
Design w i t h C l i m a t e - B i o c l i m a t i c Approach t o A r c h i t e c t u r a l
R e g i o n a l i s m , 1963; V i c t o r Olgyay, P r i n c e t o n U n i v e r s i t y P r e s s .
L o c a l C l i m a t o l o g i c a l Data - Annual Summary w i t h Comparative Data,
Washington, D. C. N a t i o n a l A i r p o r t , 1973; U. S. Department of
Commerce, N a t i o n a l Oceanic and Atmospheric A d m i n i s t r a t i o n ,
E n v i r o n m e n t a l Data S e r v i c e .
AIR QUALITY
A d d i t i o n s and R e v i s i o n s t o the Implementation P l a n f o r the Cont r o l of Carbon Monoxide, Nitrogen Oxides, Hydrocarbons, and
Photochemical O x i d a n t s f o r the D i s t r i c t of Columbia p o r t i o n
of the N a t i o n a l C a p i t a l I n t e r s t a t e A i r Q u a l i t y C o n t r o l Region,
A p r i l , 1973; Government of the D i s t r i c t of Columbia.
A i r and Water P o l l u t i o n Report, B u s i n e s s P u b l i s h e r , I n c . ,
March 10, 1975.
344
�"A C r i t i c a l R e v i e w o f R e g u l a t i o n s f o r t h e C o n t r o l o f P a r t i c u l a t e
E m i s s i o n s , Hemeon", May, 1 9 7 3 ; J o u r n a l o f t h e A i r P o l l u t i o n
Control Association.
A n n u a l R e p o r t on t h e Q u a l i t y o f t h e A i r i n W a s h i n g t o n , D. C ,
1974; D e p a r t m e n t o f E n v i r o n m e n t a l S e r v i c e s , G o v e r n m e n t o f t h e
D i s t r i c t of Columbia.
" C o m p i l a t i o n o f A i r P o l l u t a n t E m i s s i o n F a c t o r s " , AP 4 2 , A p r i l ,
1 9 7 3 ; U. S. E n v i r o n m e n t a l P r o t e c t i o n A g e n c y .
" I n t e r i m G u i d e l i n e s f o r t h e Review of t h e Impact of I n d i r e c t
S o u r c e s on t h e A m b i e n t A i r Q u a l i t y " , J u l y , 1 9 7 4 ; U. S. E n v i r o n mental P r o t e c t i o n Agency.
" M a i n t e n a n c e o f N a t i o n a l Ambient A i r Q u a l i t y S t a n d a r d s - Complex
Source R e g u l a t i o n " , J u n e , 1973; E n v i r o n m e n t a l P r o t e c t i o n Agency.
NOISE
"Highway N o i s e , A D e s i g n G u i d e f o r H i g h w a y E n g i n e e r s " , N a t i o n a l
C o o p e r a t i v e Highway R e s e a r c h Program R e p o r t 117, 1 9 7 1 ; Highway
Research Board.
" I n f o r m a t i o n on L e v e l s o f E n v i r o n m e n t a l N o i s e R e q u i s i t e t o
P r o t e c t P u b l i c H e a l t h and W e l f a r e w i t h a n Adequate Margin o f
S a f e t y " , M a r c h , 1 9 7 4 ; U. S. E n v i r o n m e n t a l P r o t e c t i o n A g e n c y ,
550/9-74-004.
" P o r t a b l e A i r Compressor N o i s e C o n t r o l T e c h n o l o g y and C o s t
I n f o r m a t i o n " , S e p t e m b e r , 1 9 7 4 ; U. S. E n v i r o n m e n t a l P r o t e c t i o n
Agency, 55C/9-74-014.
Proceedings of t h e I n s t i t u t e of Noise
September, 1974; D r i s c o l l .
Control
Engineering,
T r a n s p o r t a t i o n Equipment Noise E m i s s i o n C o n t r o l s - Proposed
S t a n d a r d s f o r Medium a n d H e a v y - D u t y T r u c k s , O c t o b e r , 1 9 7 4 ;
E n v i r o n m e n t a l P r o t e c t i o n Agency i n F e d e r a l R e g i s t e r , October
30, 1 9 7 4 .
U. S. D e p a r t m e n t o f H o u s i n g
1390.2, Chg. 1 .
and Urban Development
345
Circular
�SOILS, GEOLOGY, HYDROLOGY, GROUND WATER
C o n f i g u r a t i o n of t h e Bedrock S u r f a c e o f t h e D i s t r i c t of Columbia
and V i c i n i t y ; 1950; U. S. Geologic Survey P r o f e s s i o n a l Paper
217.
Geology and Ground Water Resources of Washington, D. C., and
V i c i n i t y , 1964; P a u l M. J o h n s t o n , U. S. Geologic Survey Water
Supply Paper 1776.
Geology - I t s Role i n t h e Development and P l a n n i n g o f M e t r o p o l i t a n Washington, 1967; C. F. W i t h i n g t o n , J o u r n a l o f t h e
Washington Academy o f S c i e n c e , October, 1967.
N a t u r a l F e a t u r e s o f t h e Washington M e t r o p o l i t a n A r e a , 1968;
M e t r o p o l i t a n Washington C o u n c i l o f Governments.
Sedimentary Formations o f Washington, D. C. and V i c i n i t y , 1947;
N. H. Darton, U. S. Geologic Survey Map.
S e l e c t e d Geologic L o c a l i t i e s i n t h e Washington A r e a , 1964;
H. W. C o u l t e r and G. V. C a r r o l l , J o u r n a l o f t h e Washington
Academy o f S c i e n c e , May, 1964.
TRAFFIC AND PARKING
1968 F u n c t i o n a l C l a s s i f i c a t i o n o f E x i s t i n g S t r e e t s and Highways,
Department o f Highways and T r a f f i c , D i s t r i c t o f Columbia.
Washington M a l l P a r k i n g F a c i l i t i e s F e a s i b i l i t y A n a l y s i s , J a n u a r y , 1 9 7 1 , Wilbur Smith & A s s o c i a t e s .
D r a f t E n v i r o n m e n t a l Statement Washington M e t r o p o l i t a n Area
T r a n s i t A u t h o r i t y i n Cooperation w i t h t h e U.S. Department
of T r a n s p o r t a t i o n , F e b r u a r y , 197 3, W a l l a c e McHarg Roberts and
Todd.
19 73 T r a f f i c Volume Map, Department o f Highways and T r a f f i c ,
D i s t r i c t o f Columbia.
Set o f P l a n s , Temporary Access Road, A n a c o s t i a P a r k , Washington,
D.C, A p r i l 15, 1974, N a t i o n a l Park S e r v i c e , N a t i o n a l C a p i t a l
Parks.
Set o f P l a n s , S t a t i o n D e s i g n s , M a l l Area S t a t i o n s and StadiumArmory S t a t i o n , Washington M e t r o p o l i t a n Area T r a n s i t
Authority.
346
�P o l i c i e s P l a n f o r t h e Year 2000 , 1 9 6 1 , P l a n n i n g Commission and
Regional Council.
Highway C a p a c i t y Manual, 1965, Highway Research Board, S p e c i a l
Report 87.
24-Hour T r a f f i c Comparison Report, Department of Highways and
T r a f f i c , D i s t r i c t o f Columbia.
OTHER SOURCES
EDAW, I n c .
EDAW, I n c . i n a s s o c i a t i o n w i t h JHK & A s s o c i a t e s
EDAW, I n c . i n a s s o c i a t i o n w i t h Dames and Moore
Corson-Gruman C o n s t r u c t i o n Company
Potomac E l e c t r i c and Power Company
347
��Appendices
��L I S T OF APPENDICES
A
Agreement Between N a t i o n a l Park S e r v i c e , N a t i o n a l C a p i t a l
P a r k s , and t h e D i s t r i c t o f Columbia Armory Board
B
The Report o f t h e P a r k , R e c r e a t i o n and Open Space and
F e d e r a l P l a n n i n g and P r o j e c t s Committee — N a t i o n a l C a p i t a l
P l a n n i n g Commission; May 30, 1974
C
The Commission of F i n e A r t s L e t t e r o f P l a n Approval
May 2, 1974
D
Memorandum o f Agreement Between t h e A d v i s o r y C o u n c i l
on H i s t o r i c P r e s e r v a t i o n and t h e D i r e c t o r , N a t i o n a l
C a p i t a l Parks
E
A i r Q u a l i t y Data C a l c u l a t i o n s
F
Determination
G
The Report o f t h e P a r k , R e c r e a t i o n and Open Space Committee
N a t i o n a l C a p i t a l P l a n n i n g Commission; September 15, 1966
—
o f Sound L e v e l s
��APPENDIX A
Agreement Between N a t i o n a l Park S e r v i c e , N a t i o n a l
C a p i t a l P a r k s , and D i s t r i c t o f Columbia Armory
Board
��AGREEMENT
BY AND BETWEEN
NATIONAL PARK S E R V I C E , NATIONAL CAPITAL PARKS
AND
D I S T R I C T OF COLUMBIA ARMORY BOARD
, 0
T h i s AGREEMENT, e n t e r e d i n t o t h i s
day o f
/ / V ? /
» by and between N a t i o n a l P a r k S e r v i c e ,
N a t i o n a l C a p i t a l s / P a r k s ( h e r e i n a f t e r c a l l e d " S e r v i c e " and t h e D i s t r i c t o f
Columbia Armory B o a r d ( h e r e i n a f t e r c a l l e d " B o a r d " ) .
<—f-2
WITNESSETH:
WHEREAS, t h e N a t i o n a l Park S e r v i c e h a s d e t e r m i n e d t h a t a n
i n t e r p r e t i v e v i s i t o r s h u t t l e s e r v i c e between t h e R o b e r t F . Kennedy
M e m o r i a l S t a d i u m and t h e M a l l i s d e s i r a b l e t o i n s u r e p r o p e r o p e r a t i o n
and p r o t e c t i o n o f p a r k l a n d s i n t h e M a l l a r e a o f t h e D i s t r i c t o f Columbia;
WHEREAS, a u t o m o b i l e p a r k i n g f a c i l i t i e s
who w i l l u s e t h e s h u t t l e b u s s e r v i c e ;
a r e needed f o r t h o s e
WHEREAS, i n a c c o r d w i t h t h e p r o v i s i o n s o f 2 D.C. Code 1724 e t . s e q . ,
t h e Board i s r e s p o n s i b l e f o r t h e o p e r a t i o n o f t h e RFK S t a d i u m i n
W a s h i n g t o n , D.C., and t h e S t a d i u m p a r k i n g l o t p u r s u a n t t o c o n t r a c t w i t h
the Department o f I n t e r i o r ; and
WHEREAS, t h e RFK S t a d i u m would be t h e i d e a l
as a v i s i t o r parking f a c i l i t y .
location
for use
NOW, THEREFORE, t h e p a r t i e s h e r e t o , f o r t h e c o n s i d e r a t i o n
h e r e i n a f t e r s p e c i f i e d , do a g r e e a s f o l l o w s :
I.
Use o f S t a d i u m P a r k i n g L o t and O t h e r
Facilities
1.
The B o a r d g i v e s p e r m i s s i o n t o t h e S e r v i c e t o u s e t h e f o l l o w i n g
f a c i l i t i e s f o r t o u r i s t s r i d i n g t h e i n t e r p r e t i v e s h u t t l e b u s between t h e
S t a d i u m and t h e M a l l :
a.
P a r k i n g L o t 8, s e c t i o n s a , c , d, e, and f . On days w i t h no
s c h e d u l e d s t a d i u m e v e n t , a l l s e c t i o n s w i l l be u s e d .
On days
w i t h a s c h e d u l e d s t a d i u m e v e n t , s e c t i o n s c , e, and f w i l l be
used.
b.
Ramp from L o t 8 t o G a t e A f o r a c c e s s t o c o m f o r t
r e f r e s h m e n t s t a n d and bus l o a d i n g a r e a s .
A-l
stations,
�2
c.
d.
Lobby of G a t e A f o r c o m f o r t s t a t i o n s , and r e f r e s h m e n t
s t a n d , and f o r t w e l v e p i c n i c t a b l e s t o be p r o v i d e d by
the S e r v i c e .
The B o a r d w i l l o p e r a t e a r e f r e s h m e n t s t a n d
w i l l r e c e i v e a l l revenues therefrom.
A l o a d i n g and u n l o a d i n g a r e a f o r bus p a s s e n g e r s
i n g l o t 5, e x c e p t d u r i n g s c h e d u l e d e v e n t s .
i n park-
2.
The above f a c i l i t i e s w i l l be a v a i l a b l e f o r u s e e v e r y
i n c l u d i n g h o l i d a y s , d u r i n g t h e h o u r s i n d i c a t e d below:
December 16, 1974 t o March 17, 1975
March 17, 1975 t o September 7, 1975
September 8, 1975 t o December 3 1 , 1975
3.
The B o a r d w i l l
l o t s and i n lobby.
- 9:30
- 9:30
- 9:30
a.m.
a.m.
a.m.
and
day,
- 5:30
- 9:30
- 5:30
p.m.
p.m.
p.m.
provide f r e e of charge n e c e s s a r y l i g h t i n g
on
4.
I t i s u n d e r s t o o d t h a t t h e r e f r e s h m e n t s t a n d w i l l be o p e r a t e d
by t h e Board b u t o n l y a t t i m e s t h e B o a r d d e t e r m i n e s t h e r e i s s u f f i c i e n t
demand f o r s u c h s e r v i c e s .
5.
The Board r e c o g n i z e s t h a t t h e S e r v i c e w i l l e r e c t s i g n s and
p r o v i d e o t h e r v i s i t o r s e r v i c e s i n c o n n e c t i o n w i t h t h e u s e o f t h e abovereferenced stadium f a c i l i t i e s .
6.
The Board u n d e r s t a n d s t h a t t h e S e r v i c e a g r e e s t o a s s i s t i n
t h e n o r m a l m a i n t e n a n c e of P a r k i n g L o t 8 and t h e ramp t o G a t e A, a f t e r
t h e y h a v e been r e p a i r e d by t h e B o a r d , b a s e d on an e q u i t a b l e p r o p o r t i o n
o f u s e of t h e s e f a c i l i t i e s by p a t r o n s o f t h e s h u t t l e s e r v i c e ; s a i d
a s s i s t a n c e , t o be d e t e r m i n e d by m u t u a l agreement a f t e r s u c h c o s t s a r e
known, w i l l be s u b j e c t t o t h e a v a i l a b i l i t y o f a p p r o p r i a t e d funds
programmed f o r t h a t p u r p o s e .
I n t h e e v e n t t h e t o t a l n e c e s s a r y funds
are not a v a i l a b l e , the N a t i o n a l Park S e r v i c e agrees to use i t s b e s t
e f f o r t s to secure the n e c e s s a r y a p p r o p r i a t i o n to cover such funds.
II.
Consideration
The B o a r d a g r e e s t o p r o v i d e S t a d i u m p a r k i n g and o t h e r f a c i l i t i e s
d e s c r i b e d above a t no c o s t t o t h e S e r v i c e e x c e p t on d a y s when t h e r e i s
a scheduled event a t the Stadium.
On s u c h d a y s , v i s i t o r s p a r k i n g a t
t h e S t a d i u m w i t h i n f o u r h o u r s b e f o r e t h e s c h e d u l e d e v e n t w i l l be c h a r g e d
t h e same r a t e f o r p a r k i n g a s r e g u l a r s t a d i u m p a t r o n s .
The B o a r d a g r e e s t o n o t i f y t h e S e r v i c e o f any
two weeks i n a d v a n c e o f i t s d a t e , i f p r a c t i c a b l e .
scheduled
event
The S e r v i c e w i l l r e q u i r e t h a t t h e o p e r a t o r o f t h e s h u t t l e s e r v i c e
o b t a i n a d e q u a t e p r o p e r t y and p e r s o n a l i n j u r y i n s u r a n c e , s u b j e c t t o a p p r o v a l
o f t h e D i s t r i c t , naming t h e D i s t r i c t o f Columbia and t h e B o a r d a s c o i n s u r e d .
A-2
�3
..1.
Term
The term o f t h i s A g r e e m e n t
December 3 1 , 1975.
The Agreement may
of the p a r t i e s .
yf
s h a l l be from
,
/tyjj
t o
be amended a t any t i m e upon agreement i n w r i t i n g
IV.
Reports
prepared
The S e r v i c e a g r e e s t o p r o v i d e t h e B o a r d w i t h a copy o f a l l r e p o r t s
d u r i n g and a t t h e c o n c l u s i o n o f t h i s p r o j e c t .
V.
Termination
T h i s Agreement may be t e r m i n a t e d by e i t h e r p a r t y g i v i n g w r i t t e n
n o t i c e to the o t h e r a t l e a s t s i x t y days p r i o r t o the e f f e c t i v e date of
s u c h t e r m i n a t i o n , o r by t h e B o a r d w h e n e v e r i n i t s s o l e d i s c r e t i o n i t
d e t e r m i n e s an emergency e x i s t s o r i s imminent W h i c h r e q u i r e s s u c h
t e r m i n a t i o n or s u s p e n s i o n .
I N WITNESS WHEREOF t h e p a r t i e s h e r e t o h a v e e n t e r e d
as o f t h e d a t e f i r s t a b o v e w r i t t e n .
into this
Agreement
NATIONAL PARK S E R V I C E
NATIONAL C A P I T A L PARKS
ATTEST
ARMORY BOARD OF THE D I S T R I C T OF COLUMBIA
-i)
By
WITNESS
A-3
A
��APPENDIX B
The Report of t h e P a r k , R e c r e a t i o n and Open Space
and F e d e r a l P l a n n i n g and P r o j e c t s Committee —
N a t i o n a l C a p i t a l P l a n n i n g Commission; May 30, 1974
��NATIONAL
CAPITAL
PLANNING
COMMISSION
W A S H I N G T O N . D . C . 20576
IN R E P L Y R E F E R T O :
NCPC F i l e No. MP49
Mr. Manus J . Fish, Director
National Capital Parks
National Park Service
1100 Chic Drive, S W
..
Washington, D. C. 20242
MAY 3 1 1974
Dear Mr. Fish:
The National Capital Planning Commission, at i t s meeting on May 30,
1974, approved the f i n a l s i t e development plan for the 1976 Bicentennial
Development on The Mall, between Third and Fourteenth Streets, N W ,
..
and the inner curbs of Madison and Jefferson Drives, as shown on
NCPC Map F i l e No. 1.40(05.12)27580.
The Commission requested the National Park Service to prepare, i n
cooperation with the Commission s t a f f , a plan for the long range
development of the 8th Street cross axis of the Mall, including a
study of the f e a s i b i l i t y of a 7th Street tunnel.
The Commission found, based on the information on environmental impact
submitted by the National Park Service, that the f i n a l plans are consistent with the objectives and policies of Section 101 of the National
Environmental Policy Act of 1969 and w i l l not adversely affect the
quality of the environment i n the National Capital Region.
A copy of the report of the Commission's Park, Recreation and Open
Space and Federal Planning and Projects Committees, as approved by
the Commission, i s enclosed for your information.
Sincerely yours, s~\
Charles H. Conrad
Executive Director
Enclosure
B-l
�W A 5 I I I N 0 T O N . O.C.
I01T*
NCPC F i l e No. MP49
1976
THE MALL BICENTENNIAL DEVELOPMENT
R e p o r t o f t h e P a r k , R e c r e a t i o n and Open Space
and F e d e r a l P l a n n i n g and P r e l e c t s Committees
May 30, 1974
The
Committees recommend t h a t t h e Commission approve t h e f i n a l
B i c e n t e n n i a l Development on The M a l l , b e t v e e n
s i t e development p l a n f o r t h e 1976
T h i r d and F o u r t e e n t h S t r e e t s , N.W.,
and t h e i n n e r c u r b s o f
Madison and J e f f e r s o n D r i v e s , a s shown on NCPC Map F i l e No. 1.40(05.12) 27580.
Related
The
Recommendation
Committees recommend t h a t t h e Commission r e q u e s t t h e N a t i o n a l Park
t i o n w i t h t h e Commission s t a f f ,
The
i n coopera-
a p l a n f o r t h e l o n g r a n g e development o f t h e 8 t h S t r e e t c r o s s a x i s o f t h e
M a l l , i n c l u d i n g a study o f t h e f e a s i b i l i t y
Environmental
S e r v i c e to prepare,
of a 7 t h S t r e e t
tunnel.
Finding
Committees recomnend t h a t t h e Commission f i n d , based
m i t t e d by t h e N a t i o n a l Park
on t h e i n f o r m a t i o n on e n v i r o n m e n t a l
impact
sub-
S e r v i c e , t h a t t h e f i n a l p l a n s a r e c o n s i s t e n t w i t h t>ie o b j e c t i v e s and p o l i c i e s
of S e c t i o n 1 0 1 o f t h e N a t i o n a l E n v i r o n m e n t a l
P o l i c y A c t o f 1969 and w i l l n o t a d v e r s e l y a f f e c t t h e q u a l i t y
o f t h e environment i n t h e N a t i o n a l C a p i t a l R e g i o n .
*
*
*
P r e v i o u s Commission A c t i o n and Agency Response
At i t s m e e t i n g on May 2, 1974, t h e Commission approved t h e p r e l i m i n a r y s i t e development p l a n f o r t h e 1976
B i c e n t e n n i a l Development o f t h e M a l l between T h i r d and F o u r t e e n t h S t r e e t s , N.W., and t h e i n n e r c u r b s o f
Madison and J e f f e r s o n D r i v e s , a s shown or. NCPC F i l e No. 1.40(05.12)27536, w i t h t h e r e q u e s t t h a t t h e N a t i o n a l
P a r k S e r v i c e , i n t h e p r e p a r a t i o n o f t h e f i n a l s i t e development p l a n :
1.
d e s i g n t h e c r u s h e d s t o n e w a l k s t o be c a p a b l e o f h a n d l i n g wheeled v e h i c l e s o f h a n d i c a p p e d and nona m b u l a t o r y p e r s o n s and t o p r o v i d e adequate s u r f a c e s i n i n c l e m e n t w e a t h e r ;
Response:
to
A p o t e n t i a l a d v e r s e impact from t h e p r o p o s e d M a l l w a l k s on t h e growing c h a r a c t e r i s t i c s and
h e a l t h o f t h e M a l l t r e e s may r e q u i r e t h e u s e o f two o r more d i f f e r e n t s p e c i f i c a t i o n s and
c o n s t r u c t i o n t e c h n i q u e s i f t h e manageu'ent o b j e c t i v e s o f p r o v i d i n g f o r e f f i c i e n t v i s i t o r u s e
and p r o t e c t i o n o f t h e t r e e s a r e t o be a d e q u a t e l y met. We a r e p r e p a r i n g s e v e r a l a l t e r n a t i v e
s p e c i f i c a t i o n s f o r the c o n s t r u c t i o n of these walks.
Each a l t e r n a t i v e w i l l be t e s t e d by t h e
i n s t a l l a t i o n o f a sample a r e a p r i o r t o a c t u a l c o n s t r u c t i o n . T h e f i n a l s p e c i f i c a t i o n s e l e c t e d
w i l l p e r m i t t h e u s e o f t h e w a l k s by a l l t y p e s o f n o n - m o t o r i z e d w h e e l e d v e h i c l e s i n a l l k i n d s
of weather.
2.
s u b m i t t h e d e s i p n c r i t e r i a and l o c a t i o n p l a n f o r s t r e e t f u r n i t u r e , c u r r e n t l y b e i n g p r e p a r e d ,
o r w i t h t h e f i l i a l p l a n ; and
Response:
prior
B e n c h e s , d r i n k i n g f o u n t a i n s , ' a n d t r a s h c o n t a i n e r s w i l l c o n s i s t o f s t a n d a r d p a r k d e s i g n s t o be
l o c a t e d , g e n e r a l l y , a s i n d i c a t e d on t h e s u b m i t t e d p l a n s . The o b j e c t i v e i s t o convey t h e
i d e n t i t y o f t h e p a r k s c a p e t o t h e v i s i t o r by u s i n g a u n i f o r m d e s i g n theme t h r o u g h o u t t h e downtown p a r k a r e a s o f t h e C a p i t a l C i t y .
Kios':s f o r i n f o r m a t i o n and t i c k e t s a l e s a r e t o be t h e s t a n d a r d d e s i g n and l o c a t e d a t t h e s e v e r a l
s i t e s shown on t h e p l a n s . They w i l l be m o d i f i e d by a s p e c i a l p a i n t t r e a t m e n t t h a t h a s n o t been
s e l e c t e d a t t h i s time.
B-2
�L i g h t s t a n d a r d s a l o n g J e f f e r s o n and Madison D r i v e s w i l l be t h e e x i s t i n g M a l l l i g h t s r e l o c a t e d as i n d i c a t e d . The l u m i n a r i e s w i l l be m o d i f i e d to i n c r e a s e l i g h t i n t e n s i t y on t h e
a d j a c e n t roadways. L i g h t s a l o n g Adams and Washington D r i v e s w i l l be t h e same d e s i g n a s
t h e e x i s t i n g s t a n d a r d s w i t h a m o d i f i c a t i o n o f t h e h e i g h t to i n c r e a s e l i g h t i n t e n s i t y f o r
reasons of s a f e t y .
Food s e r v i c e f a c i l i t i e s w i l l be l o c a t e d i n t h e a c t i v i t y a r e a s o f the w a l k s . Our .nanagement o b j e c t i v e s f o r t h i s s e r v i c e a r e t o supplement the food s e r v i c e s now b e i n g p r o v i d e d i n
t h e M a l l museum b u i l d i n g s , by u t i l i z i n g s m a l l , a t t r a c t i v e p o r t a b l e s e r v i n g u n i t s .
A s y s t e m o f i n f o r m a t i o n s i g n s and "You a r e h e r e " map d i s p l a y s w i l l be d e v e l o p e d i n c o o p e r a t i o n w i t h t h e S m i t h s o n i a n I n s t i t u t i o n t o a s s i s t t h e v i s i t o r to o r g a n i z e h i s t i m e i n t h e
most s a t i s f a c t o r y manner a c c o r d i n g to h i s o b j e c t i v e s . T h i s program w i l l be u n d e r t a k e n by
a c o n s u l t a n t i n t h e v i s u a l communication f i e l d .
3.
parking
p r e p a r e a s t a g i n g program f o r t h e 1976 development, i n c l u d i n g p r o v i s i o n s f o r r e p l a c i n g v i s i t o r
t o be removed and bus p a r k i n g a r e a s , f o r Commission r e v i e w i n c o n j u n c t i o n w i t h t h e f i n a l p l a n .
Response:
We p l a n t o manage t r a f f i c on Madison and J e f f e r s o n D r i v e s as a t p r e s e n t , w i t h t h e cont i n u a l emphasis on t h e need t o e l i m i n a t e a s much t r a f f i c as f e a s i b l e and, p a r t i c u l a r l y ,
t o l i m i t t h e u s e o f t h e s e roadways by c h a r t e r b u s e s .
T h i s management g o a l was f i r s t I d e n t i f i e d i n 1965 and h a s r e c e n t l y been r e i n f o r c e d by t h e
C o u n c i l o f Governments' t r a n s p o r t a t i o n s t u d y f o r 1976.
T h i s p e r i p h e r a l parking l o t concept
s h o u l d be f u n c t i o n i n g i n t i m e f o r t h e B i c e n t e n n i a l . The N a t i o n a l V i s i t o r C e n t e r a t U n i o n
S t a t i o n w i l l p r o v i d e 1,200 p a r k i n g s p a c e s a s w e l l . We f e e l t h a t t h e p e r i p h e r a l p a r k i n g
s y s t e m i s t h e b e s t a l t e r n a t i v e t o t h e t o u r i s t p a r k i n g needs and c o m p l e t e l y e n d o r s e
the
recommendation o f t h e COG s t u d y .
As an i n t e r i m measure, v i s i t o r p a r k i n g t o be e l i m i n a t e d from Washington and Adams D r i v e s
w i l l be r e p l a c e d , i n p a r t , by r e v i s e d p a r k i n g r e g u l a t i o n s on n e a r b y p a r k r o a d s i n West
Potomac P a r k . T h i s w i l l p r o v i d e f o r a t l e a s t 300 a d d i t i o n a l v i s i t o r p a r k i n g s p a c e s and
a p p r o x i m a t e l y 340 p a r k i n g s p a c e s where t i m e l i m i t a t i o n w i l l be amended t o f a c i l i t a t e
v i s i t o r use.
I n a d d i t i o n , t h e D i s t r i c t o f C o l u m b i a Department o f Highways and T r a f f i c i s
r e v i e w i n g r e g u l a t i o n s on p u b l i c s t r e e t s i n t h e v i c i n i t y o f t h e M a l l , w h i c h w i l l s i m i l a r l y
f a c i l i t a t e v i s i t o r a c c e s s to the Mall a t t r a c t i o n s .
The o n l y c h a r t e r bus a c c e s s to be d e v e l o p e d f o r t h e B i c e n t e n n i a l c e l e b r a t i o n i s a t t h e
12th S t r e e t a r e a a s shown on t h e p r e l i m i n a r y s i t e p l a n s .
The p r e s e n t c h a r t e r bus s a t e l l i t e
p a r k i n g o p e r a t i o n now l o c a t e d n o r t h o f t h e R e f l e c t i n g P o o l i n West Potomac P a r k w i l l be
r e l o c a t e d when t h e C o n s t i t u t i o n Gardens p r o j e c t i s d e v e l o p e d . At t h i s t i m e , a s i t e h a s not
been s e l e c t e d a l t h o u g h two a r e u n d e r c o n s i d e r a t i o n .
The N a t i o n a l P a r k S e r v i c e w i l l , however,
c o n t i n u e t h i s s u c c e s s f u l e management o p e r a t i o n .
The
Commission a l s o r e q u e s t e d
the National
Park S e r v i c e
to:
1 . p r e p a r e , i n c o o p e r a t i o n w i t h t h e Commission s t a f f , a p l a n f o r t h e l o n g r a n g e development o f
8th S t r e e t c r o s s a x i s of the M a l l , i n c l u d i n g a study of the f e a s i b i l i t y of a 7th S t r e e t t u n n e l ;
No
Response
2.
p l a n t t h e two f l a n i n g rows o f elm t r e e s a l o n g 7 t h and 9 t h S t r e e t s to C o n s t i t u t i o n Avenue a t
N a t i o n a l S c u l p t u r e Garden a s p a r t o f t h e B i c e n t e n n i a l Development:
3.
extend the proposed l i g h t i n g s t a n d a r d s along 7th
Avenues a s p a r t o f t h e B i c e n t e n n i a l Development; and
Response:
and
9th
Response:
Project
S t r e e t s to C o n s t i t u t i o n and
We w i l l p l a n t t h e two f l a n k i n g rows o f elm t r e e s a l o n g S e v e n t h and
t u t i o n and I n d e p e n d e n c e Avenues a s o u r budget p e r m i t s .
4.
coordinate with the Smithsonian I n s t i t u t i o n the design
v i s i o n s for v i s i t o r parking.
,
The
the
The
design
has
been c o o r d i n a t e d
with
Institution.
Description
final
s i t e development p l a n s
are consistent with
the p r e l i m i n a r y
B-3
- ? -
Independence
Ninth S t r e e t s to
o f t h e a r e a a t t h e Henry S t a t u e
the Smithsonian
plans.
the
and
Consti-
pro-
�The f o u r e a s t - w e s t p e d e s t r i a n w a l k s and t h e w a l k s a t t h e museum c r o s s i n g s a r e proposed t o be 4 0 - f e e t - w i d e ,
w h i l e a l l t h e o t h e r n o r t h - s o u t h w a l k s a r e 1 5 - f e e t w i d e . Crushed s t o n e i s t o be used f o r a l l w a l k s . A
t h r e e - f e e t wide c u r b i s t o o u t l i n e t h e p a n e l s o f t h e c e n t r a l g r e e n s w a r d .
The e x i s t i n g l i g h t i n g s t a n d a r d s a r e t o be r e l o c a t e d t o t h e edge o f t h e new i n n e r walkways and a l o n g J e f f e r s o n
end Madison D r i v e s p l a c e d a t 1 0 0 - f e e t a p a r t . S t r e e t f u r n i t u r e i s t o be l o c a t e d i n l i n e w i t h t h e t r e e s a l o n g
t h e edge o f t h e w a l k s .
Environmental
Impact
P u r s u a n t t o P.L. 91-190, t h e N a t i o n a l P a r k S e r v i c e made a d e t e r m i n a t i o n £hat an E n v i r o n m e n t a l
Statement was n o t r e q u i r e d . A D e s c r i p t i o n o f E n v i r o n m e n t a l Impact was p r e p a r e d and s u b m i t t e d (NCPC F i l e No. MP49)
i n l i e u of a Statement.
The Committee r e v i e w e d t h i s D e s c r i p t i o n i n c o n j u n c t i o n w i t h t h e development c o n c e p t s
and r e q u e s t e d t h a t t h e N a t i o n a l P a r k S e r v i c e p r o v i d e a d d i t i o n a l i n f o r m a t i o n on t r a s h r e m o v a l p r o p o s a l s ,
p o s s i b l e u s e o f n o n - p o l l u t i n g power f o r t o u r m o b i l e s , and t h e impact on s u r r o u n d i n g a r e a s o f removing 1300
p a r k i n g s p a c e s from t h e M a l l .
The r e s p o n s e on p a r k i n g impact i s s e t f o r t h above. F u r t h e r c o n s i d e r a t i o n o f t h e u s e o f e l e c t r i c power
f o r t o u r m o b i l e s i n d i c a t e s t h a t t h i s power s o u r c e would n o t be f e a s i b l e t o h a n d l e t h e number o f p a s s e n g e r s
c a r r i e d by t h e t o u r b o b i l e 3 u s e d on t h e M a l l . T h e u s e o f propane a s a f u e l - f o r t h e t o u r m o b i l e s i s b e i n g
studied.
T r a s h w i l l be removed by P a r k S e r v i c e v e h i c l e s and d i s p o s e d o f a c c o r d i n g t o c u r r e n t p r a c t i c e a t D. C.
Government f a c i l i t i e s .
Coordinating
Committee
The C o o r d i n a t i n g Committee r e v i e w e d t h e p r o p o s a l s a t i t s meeting on May 14, 1974, and f o r w a r d e d
Commission a s c o o r d i n a t e d w i t h a l l a g e n c i e s p r e s e n t .
i t to the
Landmarks Committee
The Committee r e v i e w e d t h e p r o p o s a l s on May 2 1 , 1974, and a d v i s e d t h e Commission t h a t t h e p r o p o s a l would n o t
a d v e r s e l y a f f e c t t h e M a l l o r o t h e r landmarks.
Historic Preservation
The N a t i o n a l P a r k S e r v i c e h a s d e t e r m i n e d t h a t S e c t i o n 106 o f t h e Pub. L . 89-665 and S e c t i o n s 1 ( 3 ) and 2 ( b )
o f E x e c u t i v e O r d e r 11593 a p p l y and h a s s u b m i t t e d e v i d e n c e t h a t p r o c e d u r e s f o r c o m p l i a n c e h a v e been
completed.
Project Evaluation
The Committee h a s r e v i e w e d t h e f i n a l development p l a n s and b e l i e v e s t h a t t h e p l a n s g e n e r a l l y conform t o t h e
p r e v i o u s recommendations o f t h e Commission. The Committee u n d e r s t a n d s t h a t no a p p r o v a l i s b e i n g r e q u e s t e d
a t t h i s time f o r m o d i f i c a t i o n s t o Madison and J e f f e r s o n D r i v e s .
The Committees c o n s i d e r t h e p r o p o s a l s f o r t h e t r e a t m e n t o f t h e 8 t h S t r e e t C r o s s a x i s a s an i n t e r i m a r r a n g e ment f o r t h e B i c e n t e n n i a l u n t i l a s t u a y c a n be completed t o d e t e r m i n e t h e l o n g range development p l a n f o r
t h i s s t r a t e g i c a r e a on t h e M a l l . The f e a s i b i l i t y o f c o n s t r u c t i n g t h e 7 t h S t r e e t t u n n e l a s proposed i n t h e
1966 M a l l Development P l a n h a s been q u e s t i o n e d due t o METRO c o n s t r u c t i o n and t h i s s h o u l d be f u r t h e r s t u d i e d .
However, t h e 8 t h S t r e e t a x i s p l a n t i n g and l i g h t i n g s h o u l d be completed t o C o n s t i t u t i o n and I n d e p e n d e n c e
Avenue f o r t h e B i c e n t e n n i a l t o c o m p l e t e t h e r e h a b i l i t a t i o n e f f o r t s a n d p r o v i d e an a t t r a c t i v e a p p e a r a n c e .
The
double row o f l i g h t s t a n d a r d s s h o u l d be c o n t i n u e d a l o n g 7 t h S t r e e t t o I n d e p e n d e n c e Avenue a t t h e H i r s h h o r n
Museum.
B-4
�- 2
On March 26, 1974, t h e Committee made t h e f o l l o w i n g
recommendations:
"The J o i n t Committee f i n d s t h a t t h e two a d d i t i o n a l rows o f t r e e s a d j a c e n t
t o t h e c e n t r a l g r e e n s w a r d , t h e bus d r o p - o f f a r e a s south o f t h e M a l l , and
the t r e a t m e n t o f t h e 8 t h S t r e e t c r o s s a x i s , a s p r e s e n t e d i n t h e p r e l i m i n a r y
s i t e development p l a n s f o r t h e M a l l , a d v e r s e l y t h i s C a t e g o r y I Landmark.
The Committee recommends t h a t t h e two a d d i t i o n a l rows o c t r e e s a d j a c e n t
t o t h e g r e e n s w a r d be e l i m i n a t e d and t h a t e x i s t i n g t r e e masses be r e i n f o r c e d
and m a i n t a i n e d i n k e e p i n g w i t h t h e c h a r a c t e r o f .the development p l a n f o r
the M a l l , approved on J a n u a r y 4, 1934."
On A p r i l
2 3 , 1974, t h e Committee made t h e f o l l o w i n g f i n d i n g :
1
e
C
o
m
m
i
t
t
e
e
f
i
n
d
s
t
h
a
"?
1°^
' t h e p r e l i m i n a r y s i t e development p l a n f o r
the M a l l , a s amended by l e t t e r d a t e d A p r i l 2 2 , 1974 from t h e D i r e c t o r ,
N a t i o n a l C a p i t a l P a r k s , t o t h e Chairman o f t h e N a t i o n a l C a p i t a l P l a n n i n g
Commission, annexed h e r e t o , would n o t a d v e r s e l y a f f e c t the M a l l , a C a t e g o r y
n < ™ a r k , o r o t h e r landmarks on o r a d j a c e n t t o t h e M a l l . "
La
B-5
��APPENDIX C
The Commission of F i n e A r t s L e t t e r of P l a n
Approval — May 2, 1974
��THE f COMMISSION ' OF^F I N E
ESTABLISHED
BY CONGRESS
<AHT5
M A Y 17. 1910
J. C A R T E R B R O W N , Cbainnin
C B L O E T H I E L WOODARD SMITH
NICOLAS ARROYO
J A N E O. D A R T
E D W A R D STONE, JR.
KEVIN
CEORCE WETMOUTH
ROCHE
C H A R L E S H. A T H E R T O N , Secretary
708 J A C K S O N P L A C E ,
N.W.
W A S H I N G T O N , D.C. 20006
Way 2, 1974
Dear
202-343-5324
Jack:
Master
This i s to confirm
my c a l l of April
19 regarding
the Mall
Plan that we looked
at during
our March
meeting.
On April
17, after
a good deal of agonizing
over our
previous
approval
of the additional
row of trees
as a way of
introducing
greater
uniformity
to the Mall for the
Bicentennial,
we f i n a l l y concluded
that the basic
design
should
remain as it
i s , and that the Park Service's
e f f o r t s should
be directed
to
reinforcing
the existing
elm panels.
We are hopeful
that the
largest
possible
caliper
trees
be introduced
so that the raggedness of certain
areas
along
the Mall be alleviated
to the
greatest
possible
extent.
the
We heartily
approve
removal
of the cars
of the remainder
of the plan,
especially
from the side roads
flanking
the Mall.
Sincerely
yours,
J. Carter
Brown
Chairman
Mr. Manus J. Fish, J r .
Director
National
Capital
Parks
1100 Ohio Drive, S.W.
Washington,
D.C. 20242
C-l
��APPENDIX D
Memorandum of Agreement Between t h e A d v i s o r y C o u n c i l on
H i s t o r i c P r e s e r v a t i o n and t h e D i r e c t o r , N a t i o n a l C a p i t a l P a r k s
��Advisory Council
O n Historic Preservation
1522 K Strict N V ' Suite - V)
.v.
VC'.ishington.l).C. 20005
May 29, 1974
Mr. Nanus J . Fish, J r .
Director
National Capital Parks
National Park Service
1100 Ohio Drive, S W
..
Washington, D.C. 20242
«
•
.
Dear Mr. Fish:
The Advisory Council i s pleased to inform you that the Ner.orandum of
Agreement for the Washington Monument and the Smithsonian Institution
Building i n Washington, D.C, has been approved by the Chairman of
the Advisory Council. This completes the Section 106 process and the
National Capital Parks may proceed with the 1976 Development Plan. A
copy of the Agreement i s enclosed.
The Council appreciates your cooperation i n the resolution of this
matter and commends your contribution to the preservation of our national
heritage.
Sincerely yours,
Ann Webster Smith
Director, Office of Compliance
Enclosure
D-l
Th;
Council
October
is an independent
unit of /'••; Executh
15, 1966 tn adi isr the Pre<ident
c
Btane'.«./ the
fc./.v' Government
and C.~>n^rcss in the pel' nf Historic
Prcscri at ion.
, harmed
/•
•
Act <•<
�Advisory Council
O n Historic Preservation
\\'.sshJni;ton D.C. 2'JUOf
M M R N U OF AGREEMENT
EOADM
WHEREAS, the National Park Service, Department of the Interior,
proposes to implement the Washington Mall 1976 Development Plan, and
has submitted a revised proposal for development of the Mall; and
WHEREAS, the National Park Service, Department of the Interior,
has determined that this proposal w i l l affect the Washington Monument and
the Smithsonian Building, properties listed on the National Register of
Historic Places, and the Washington H a l l , a D i s t r i c t of Columbia Category
I Landmark that i s e l i g i b l e for inclusion i n the National Register; and
WHEREAS, the National Park Service, Department of the Interior,
pursuant to the National Historic Preservation Act of 1966, and Executive
Order 11593, "Protection and Enhancement of the Cultural Environment,"
has requested the comments of the Advisory Council on Historic Preservation;
and
i
WHEREAS, pursuant to the procedures of the Advisory Council on
Historic Preservation (Federal Register, January 25, 1974, pp. 3366-3370)
representatives of the Advisory Council on Historic Preservation, the
National Park Service, and the D i s t r i c t of Columbia Historic Preservation
have consulted and reviewed the undertaking to determine the nature of the
e f f e c t ; now
THEREFORE:
I t i s mutually agreed that implementation of the undertaking, as
described i n the attached l e t t e r from Nanus J . Fish, J r . , to Robert R.
Garvey, J r . , dated May 15, 1974, w i l l s a t i s f a c t o r i l y mitigate any possible
adverse effects.
Executive Secretary
Advisory Council on Historic
PreservafiiQi
I f
(date)
National,Capital Parks
Nation**' Park ^Ser^icx,
date"
(date)
of Columbia Historic
Preservation Officer
QtStrict
Advisory Council on Historic
Preservation
D-2
TVv Ca •?/••</.' /'; an mJepftJt-nt
krtit of h'-r
/'vr,;« til <• (irtrcb
• ! f\
FtJiVJi
>••:'/ f'v".;.i ;i • .Vi
..»«»/
�United States Department of the Interior
NATIONAL PARK SERVICE
NATIONAL CAPITAL PARKS
1100 O H I O D R I V E SW.
M «iPLY REFER TO:
D24-NCP(CUCE)
W A S H I N G T O N , D.C.
20242
MAY 1 5 1974
Mr. Robert R. Garvey, J r .
Executive Secretary, Advisory
Council on Historic Preservation
1522 K Street, N.W.
Washington, D.C. 20240
Dear Mr. Garvey:
National Park Service plans f o r r e h a b i l i t a t i o n of the Mall f o r the
1976 Bicentennial celebration have been recently revised to r e f l e c t
the comments of the agencies which have reviewed our preliminary
development proposals. The 1976 Development Plan for the Mall,
previously furnished you and approved by the Commssion of Fine
Arts and the National Capital Planning Commission except for the
additional rows of trees along the greensward, cannot now be completed as shown. The general components o f the plan, modified as
noted to r e f l e c t management and budgetary considerations, include
the following:
1. The replacement of Madison, Washington, Adams, and Jefferson
Drives with new c i r c u l a t i o n networks f o r pedestrians, b i c y c l i s t s ,
and Tourmobile buses and service vehicles. However, Madison and
Jefferson Drives w i l l remain as a t present u n t i l additional funding i s available.
2. The definition of s p e c i f i c a l l y zoned areas under the canopy of
the existing elm tree plantations for v i s i t o r services witirin the
proposed walkways and a c t i v i t i e s within the grass areas.
3. The development of a new l i g h t i n g system incorporating the
e x i s t i n g toll l i g h t standards to permit use of these areas and
enhance the v i s u a l c h a r a c t e r i s t i c s of the Mall design during
the evening hours.
D-3
Save Energy and You Serve America!
�2
4. The development o f Cereironial Drive by the D i s t r i c t of Columbia
Department of Highways and T r a f f i c w i l l enable the removal of
Third Street and the closing of F i r s t Street to vehicular t r a f f i c
other than the Tourmobile.
5. Hie development o f an important Tourmobile interchange and
pedestrian gathering point between 14th and 15th Streets that
envisions minor regrading and realignment of 15th Street a t the
base of the Washington Monument. This portion of the Mall plan
i s now under study for the development of an interim plan for the
Bicentennial.
Pursuant to procedures established for compliance with Section 106
of the National Historic Preservation Act of 1966, the National
Park Service entered into j o i n t consultations with the Advisory
Council on H i s t o r i c Preservation, the D i s t r i c t of Columbia State
Historic Preservation Officer, and others. The parties to the
consultations determined that there would be an adverse e f f e c t
on the h i s t o r i c q u a l i t i e s of the Mall. They also agreed that
the adversity could be mitigated and the h i s t o r i c a l and c u l t u r a l
integrity of the area preserved. Accordingly, the National Park
Service proposes to take the following actions to mitigate the
adverse e f f e c t s :
1. Special design measures w i l l be taken to minimize the intrusion
of the major t r a f f i c a r t e r i e s across the Mall—Ceremonial Drive,
Fourth, Seventh, 14th, 15th, and 17th Streets.
2. Provisions for bus drop-off areas south o f the Mall w i l l be
eliminated.
3. Treatment of the Eighth Street cross a x i s w i l l be i n accordance
with the approved plan for t h i s area.
4. The two additional rows of trees adjacent to the central greensward w i l l be eliminated from the plans. Missing trees i n the inner
rows of the e x i s t i n g tree panels w i l l be replaced. A program w i l l
be established for replacing the elm trees i n the tree panels as needed
and an accelerated maintenance plan i s being implemented.
5. For the outdoor exhibition areas under the tree panels between
the two pedestrian walks, extreme c a r e V r i l l be taken i n the selection o f appropriate a c t i v i t i e s , the selection of s p e c i f i c location for each a c t i v i t y , and the protection of the ground where
each a c t i v i t y w i l l take place to minimize damage to tree roots
resulting from compaction. An ongoing study w i l l be i n s t i t u t e d
to determine more precisely the levels of intensity, type, scope,
and duration o f uses that should be permitted within the tree
panels.
D-4
�6. Special care w i l l be given to the design of kiosks, benches,
lighting, and other street furniture for use i n the F a i l area.
7. Perrranent f a c i l i t i e s for outdoor sale of food w i l l to limited
to the area west of 14th Street.
Vfe w i l l appreciate your assistar.ee i n the preparation of a Femorar-dum
of Agreement so that the Section 1C6 procedures may be completed as
promptly as possible.
Sincerely yours,
(Scd.) Manufl J. Fish, Jr.
Director, National Capital Parks
cc:
Mr. James G. Banks
H i s t o r i c Preservation Officer
14th ?jv3 E Streets, NW.
T-^iingtcn, DC. 20904,
��APPENDIX E
A i r Q u a l i t y Data C a l c u l a t i o n s
��APPENDIX
In determining
the a c t u a l e m i s s i o n s d e n s i t y of the p a r k i n g l o t ,
s e v e r a l a s s u m p t i o n s must be made.
The
approved t e c h n i q u e
t h e a r e a s o u r c e c a l c u l a t i o n s i s t h r o u g h t h e u s e of t h e
Q =
(EF)
(V)
f o r making
equation
(RT)
60A
where
2
Q = e m i s s i o n d e n s i t y , gm/sec-m
EF = average
e m i s s i o n f a c t o r gm/min-veh
V = t r a f f i c volume demand f l o w r a t e ,
veh/sec
RT = a v e r a g e r u n n i n g time s p e n t p e r t r i p w i t h i n t h e
d u r i n g any g i v e n p e r i o d of t i m e , s e c
2
A = a r e a of the f a c i l i t y , m
To d e t e r m i n e " E F , " a 1975
speed
o f 5 mph
m i n i n g "V",
was
assumed.
o f v e h i c l e s was
l o t would be
t h a t 25% o f t h e t o t a l s p a c e s would be
s i n g l e "peak" hour.
"RT"
was
s p o t and
A g a i n , t h i s i s c o n s i d e r e d an o v e r e s t i m a t i o n .
3000 s p a c e p a r k i n g
The
facility
Armory B o a r d
in deter-
f i l l e d to c a p a c i t y
t h e time
necessary
parking.
e s t i m a t e o f t h e a r e a of
115m
) was
obtained
from
Office.
e m i s s i o n d e n s i t y f o r the p a r k i n g
l o t f o r t h e maximum 1-hour
period i s as follows:
Q =
used
t h e n complete t h e
An
(45" a c r e s , o r 182,
A parking l o t
f i l l e d within a
estimated a t 3 minutes,
e n t e r the l o t , s e a r c h f o r a parking
t h e D.C.
used.
A c o n s e r v a t i v e e s t i m a t e was
a s s u m i n g t h a t t h e 3000 s p a c e
i n 6 h o u r s and
to
mix
facility
(14.7 gm/min-veh)
(60)
J- •
-4
= 1.02 x 10
(.42
veh/sec)
2
(^84H-44-5m )
n- 5*7
2
y
gm/sec - m
E-l
(100
sec)
the
�0
and
from g r a p h H10, t h e maximum 1-hour e m i s s i o n d e n s i t y o f t h e p a r k i n g
The
maximum h o u r l y a v e r a g e
26 ppm.
to
lot=1.6ppm.
c o n c e n t r a t i o n i n 1974 a t D.C. G e n e r a l H o s p i t a l was
Hence, t h e e m i s s s i o n s from t h e l o t w i l l
not cause
t h e 1-hour
standard
be e x c e e d e d .
The
emission density f o r the parking
l o t f o r t h e maximum 8-hour
period i s as follows:
Q = (14.7 gm/min-veh)
(.14 V e h / s e c )
^7
(60)
(100 s e c )
2
(102, 115m )
7
-5
2
= 3 . X x 10
gm/sec - m
0
and
from g r a p h Hlj2, t h e maximum 8-hour e m i s s i o n d e n s i t y o f t h e p a r k i n g
The
during
maximum 8-hour a v e r a g e
1974 was 15 ppm.
c o n c e n t r a t i o n a t D.C. G e n e r a l H o s p i t a l
S i n c e o t h e r s o u r c e s a r e r e s p o n s i b l e f o r 10% o f
CO e m i s s i o n s we h a v e c a l c u l a t e d t h a t 13.5ppm were due t o a u t o m o b i l e s .
1970,
15.0
automobiles
gm/mile.
emitted
This w i l l
34.0 gm/mile o f CO.
decrease
decrease
I n 1975, a u t o m o b i l e s
emit
amounts o f CO i n t h e f u t u r e ; a
i n background c o n c e n t r a t i o n s w i l l
f o r e , a r a t i o between 1975 and 1970 e m i s s i o n s w i l l
the corresponding
In
t o 9.0 gm/mile i n 1980. Due t o e m i s s i o n
c o n t r o l v e h i c l e s w i l l be e m i t t i n g l o w e r
corresponding
lot=0.52ppm.
background c o n c e n t r a t i o n s .
enable
result.
There-
us to estimate
The c a l c u l a t i o n i s a s f o l l o w s :
13.5ppm x 15 gm/mile/34 gm/mile = 5.96 ppm
Adding t o t h i s
t h e c o n t r i b u t i o n from t h e p a r k i n g
l o t (0.52ppm) r e s u l t s i n
a c o n c e n t r a t i o n o f 6.48ppm w h i c h i s w e l l below t h e 9.0ppm
E-2
standard.
�APPENDIX F
D e t e r m i n a t i o n of Sound L e v e l s
��DETERMINATION OF SOUND LEVELS*
CONTENTS
Page
Introduction
Al
Sound L e v e l Standards
A3
Data A c q u i s i t i o n and A n a l y s i s
A7
Summary o f Survey R e s u l t s
A33
Computation o f Bus Sound L e v e l C o n t r i b u t i o n
A35
Computation o f C o n s t r u c t i o n
Sound L e v e l C o n t r i b u t i o n
References
. .
A39
A43
•Prepared by Dames & Moore.
F-l
�DETERMINATION OF SOUND LEVELS
INTRODUCTION
The range o f sound p r e s s u r e s heard by human beings i s v e r y
large.
T h i s range v a r i e s from two
ten-thousand-millionths
(2 x 10 ^ ) o f an atmosphere f o r sounds j u s t heard by humans t o
- 3
two thousandths (2 x 10
) o f an atmosphere f o r sounds which a r e
so loud a s t o be p a i n f u l .
A u n i t o f measure, the d e c i b e l ( d B ) ,
compresses t h i s range t o a workable range u s i n g l o g a r i t h m s .
A
sound p r e s s u r e u n i t i s d e f i n e d a s :
L
where p
Q
E_
- dB = 20 l o g 10 (p )
p
*
^o
i s a r e f e r e n c e sound p r e s s u r e j u s t r e q u i r e d f o r
a minimum s e n s a t i o n o f h e a r i n g .
Zero d e c i b e l s i s a s s i g n e d
to t h i s minimum, and 140 d e c i b e l s t o sound which i s p a i n ful.
Thus, a range o f more than one m i l l i o n i s compressed
to from 0 t o 140.
The human e a r does not t r e a t sounds a t low f r e q u e n c i e s i n
the same manner a s those a t h i g h e r f r e q u e n c i e s .
i n t e n s i t y a t low frequency
frequencies.
do n o t seem a s loud as those a t h i g h e r
The A-weighting network i s provided
systems t o s i m u l a t e the human e a r .
expressed
engineer
i n u n i t s o f dBA.
and l o c a l n o i s e
i n sound a n a l y s i s
A-weighted sound l e v e l s a r e
These l e v e l s i n dBA a r e used by the
t o e v a l u a t e h e a r i n g damage r i s k
annoyance impact.
Sounds o f e q u a l
(OSHA) o r community
These v a l u e s a r e a l s o used i n f e d e r a l , s t a t e ,
ordinances.
Sound i s not c o n s t a n t i n time.
S t a t i s t i c a l analysis i s
used t o d e s c r i b e t h e temporal d i s t r i b u t i o n o f sound and t o compute
s i n g l e number d e s c r i p t o r s f o r t h e t i m e - v a r y i n g sound.
c o n t a i n s t h e s t a t i s t i c a l A-weighted sound l e v e l s :
F-2
This report
�Lg
- T h i s i s the sound l e v e l exceeded 90 p e r c e n t of the time
Q
d u r i n g the measurement p e r i o d and i s o f t e n used t o
r e p r e s e n t the " r e s i d u a l " sound l e v e l .
L^Q - T h i s i s the sound l e v e l exceeded 50 p e r c e n t of the time
d u r i n g the measurement p e r i o d and i s used t o r e p r e s e n t
the "median" sound l e v e l .
L^Q - T h i s i s t h e sound l e v e l exceeded 1 0 p e r c e n t of the time
d u r i n g the measurement p e r i o d and i s o f t e n used t o
r e p r e s e n t the " i n t r u s i v e " sound l e v e l .
L
- T h i s i s t h e e q u i v a l e n t steady sound l e v e l which p r o v i d e s
an
equal amount o f a c o u s t i c energy as the time v a r y i n g
sound.
L
- E q u i v a l e n t sound l e v e l ,
a
L
e
gf
f°
r
t n e
daytime p e r i o d
(0700-2200) o n l y .
L
- E q u i v a l e n t sound l e v e l , L , f o r the n i g h t - t i m e p e r i o d
^
eq
n
(2200-0700) o n l y .
L^
- E q u i v a l e n t d a y / n i g h t sound l e v e l , d e f i n e d a s :
n
L
d
n
- 10 l o g
L
I
1 Q
| ( 1 5 x 10
/
i
A / X U
(L
n
+ 9 x 10
N
+
10)/10
)/24
NOTE: A 1 0 dB c o r r e c t i o n f a c t o r i s added t o the n i g h t - t i m e
e q u i v a l e n t sound l e v e l .
L
-
eq(24)
E q u i v a l e n t 2 4-hour sound l e v e l , d e f i n e d i n same manner
^
as L
d n
/ e x c e p t t h a t 1 0 dB c o r r e c t i o n f a c t o r i s not added
t o n i g h t - t i m e e q u i v a l e n t sound l e v e l .
F-3
�SOUND LEVEL STANDARDS
E n v i r o n m e n t a l P r o t e c t i o n Agency
The F e d e r a l E n v i r o n m e n t a l P r o t e c t i o n Agency has e s t a b l i s h e d
g u i d e l i n e s f o r l i m i t s o f e q u i v a l e n t d a y / n i g h t sound l e v e l s
e q u i v a l e n t 24-hour sound l e v e l s
and
(see page A2 f o r d e f i n i t i o n s ) .
A c c o r d i n g to t h e s e g u i d e l i n e s , outdoor ambient sound l e v e l s
(equiva-
l e n t d a y / n i g h t sound l e v e l s ) o f l e s s than 55 d e c i b e l s and e q u i v a l e n t
24-hour sound l e v e l s o f l e s s than 70 d e c i b e l s w i l l not degrade
public health.
Department of Housing and Urban Development
The U. S. Department of Housing and Urban Development has a l s o
e s t a b l i s h e d sound l e v e l s f o r l i v i n g environments.
These
criteria
are as f o l l o w s :
E x t e r n a l Noise Exposure Standards
f o r New C o n s t r u c t i o n S i t e s
Category
Ambient Sound
"Acceptable"
Does not exceed 45 dBA f o r more
than 30 minutes per 24 h o u r s .
"Discretionary Normally A c c e p t a b l e "
Does not exceed 65 dBA f o r more
than 8 hours per 24 h o u r s .
"Discretionary Normally Unacceptable"
Exceeds 65 dBA f o r more than
8 hours per 24 h o u r s .
"Unacceptable"
Exceeds 80 dBA f o r 60 minutes per
24 hours or exceeds 75 dBA 8 hours
per 24 h o u r s .
Department o f T r a n s p o r t a t i o n
The F e d e r a l Highway A d m i n i s t r a t i o n and o t h e r U. S. Department
of T r a n s p o r t a t i o n a g e n c i e s have developed
standards f o r c e r t a i n land
use c a t e g o r i e s based on n o i s e l e v e l s which a r e exceeded
the time
(L^g) •
These s t a n d a r d s a r e shown below:
10 p e r c e n t of
�DOT-FHWA PPM
land Use
Category
Design Noise
level - 1
90-2
WOlbt blANDAKDS
D e s c r i p t i o n c f Land Use
Category
A
60 dBA
(Exterior)
T r a c t s of lands i n whicn s e r e n i t y
and q u i e t are cf e x t r a o r d i n a r y
s i g n i f i c a n c e and s e r v e important
p u b l i c need, and where the p r e s e r v a t i o n cf those q u a l i t i e s i s
e s s e n t i a l i t the area i s to cont i n u e t o s e r v e i t s intended purpose. Such a r e a s could i n c l u d e
amphitheaters, p a r t i c u l a r parks,
or open spaces which a r e d e d i c a t e e
or r e c o g n i 2 e d t y .appropriate l o c a l
o f f i c i a l s for a c t i v i t i e s requiring
s p e c i a l q u a l i t i e s o± s e r e n i t y and
quiet.
B
70 dBA
(Exterior)
Residences, motels, h o t e l s , p u b l i c
meeting rccms, s c h o o l s , c h u r c h e s ,
l i b r a r i e s , ncspitals, picnic areas,
r e c r e a t i o n a r e a s , playgrounds,
a c t i v e s p o r t s a r e a s , ana p a r k s .
C
7b dBA
(Exterior)
Developed l a n a s , p r o p e r t i e s or
a c t i v i t i e s net i n c l u d e d i n c a t e g o r i e s A ana B a t o v e .
Undeveloped l a n d s
D
E
55 dBA
(Interior)
Residences, motels, h o t e l s , p u b l i c
meeting rooms, s c h o o l s , c h u r c h e s ,
l i b r a r i e s , n c s p i t a l s ana a u d i t o r i u m s .
F-5
�Highway Research Board
The Highway Research Board (4) p r o v i d e s a methodology f o r
assessment
o f impact from n o i s e .
T a b l e s A l and A2 a r e r e p r o d u c t i o n s
of t h e c r i t e r i a promulgated by the Highway Research Board.
These
c r i t e r i a use the change i n ambient sound l e v e l and the d i f f e r e n c e
between t h e p r e d i c t e d n o i s e l e v e l and recommended d e s i g n
to e s t i m a t e the impact.
F-6
criteria
�TABLE A l
RECOMMENDED DESIGN CRITERIA
U,
O B S , : R V E R
CATEGORY
1
2
3
4
5
«
7
8
9
M o v i e s
Legitimate
Hotels, motels
10
(dB.\)
D*Y
D
* T
NIGHT
DAY
SIGHT
Outs.de
«
50
40
55
35
40
.50
51
56
46
«
41
46
.6
Inside
50
40
<°
45
40
35
35
45
50
40
*
51
46
4
41
3i
«
56
46
...
STRUCTURE
Residences
Residences
Schools
Schools
Churches
Hospitals,
convalescent homes
Offices:
Stenographic
Private
Theaters:
I»
(dBA)
tarfe
In«de'
Outside*
Inside'
OutsideJnsWe
I n s W e
Ins de
Ins.de
j
In
30
50
'
.
t30
n
45
56
46
15
36
56
16
36
31
. Either iruide or ouuide design criteria can be lued. depending on the uulicy being erituattd.
TABLE A2
IMPACT
E V A L U A T I O N WHEN P R E D I C T E D NOISE L E V E L S E X C E E D C R I T E R I A
PREDICTED
N O I S E LEVEL - CRITERION
•D
2
UJ
2
U
J
O
z
o
c
o
8f
F-7
L E V E L I N dB
�DATA ACQUISITION AND
ANALYSIS
T h i s s e c t i o n d e s c r i b e s the i n s t r u m e n t a t i o n , d a t a a c q u i s i t i o n ,
and a n a l y s i s of the ambient sound s u r v e y conducted
on and near the
m a l l , and a l o n g the s h u t t l e bus r o u t e .
The d a t a a c q u i s i t i o n system c o n s i s t s of a G e n e r a l Radio omnid i r e c t i o n a l one-inch e l e c t r e t condenser microphone w i t h w i n d s c r e e n ,
a G e n e r a l Radio Type 1933 Sound L e v e l Meter and Octave Band A n a l y z e r ,
and a Nagra 4.2L
s i n g l e t r a c t mangetic tape r e c o r d e r .
The G e n e r a l
Radio Type 1933 Sound L e v e l Meter and Octave Band A n a l y z e r was
as a l i n e a r a m p l i f i e r and s t e p a t t e n u a t o r .
used
Ambient sound was
r e c o r d e d on S c o t c h 177 low p r i n t / l o w n o i s e magnetic t a p e .
The d a t a
a c q u i s i t i o n system i s shown s c h e m a t i c a l l y i n F i g u r e A l .
The above system was c a l i b r a t e d before each r e c o r d i n g by means
of a r e f e r e n c e s i g n a l a t 1000 H e r t z o f 114 dB generated by a
G e n e r a l Radio Type 1562A Sound L e v e l C a l i b r a t o r .
The microphone was mounted on a t r i p o d f o u r f e e t above the
ground s u r f a c e , and a t l e a s t t e n f e e t from any s i z a b l e sound
r e f l e c t i n g s u r f a c e s , i n o r d e r t o a v o i d major i n t e r f e r e n c e w i t h
sound p r o p a g a t i o n .
Most r e c o r d i n g s o f the background ambient sound were 15 minutes i n length.
wind-induced
was
However, i f a l a r g e number of i n t r u s i o n s , such as
system o v e r l o a d s , o c c u r r e d , the measurement p e r i o d
extended.
M e t e o r o l o g i c a l p a r a m e t e r s , such as wet bulb and d r y bulb
t e m p e r a t u r e s , b a r o m e t r i c p r e s s u r e , and wind speed and
were noted d u r i n g each r e c o r d i n g p e r i o d .
direction
The tape recorded d a t a
were r e t u r n e d to the a c o u s t i c l a b o r a t o r y a t Dames & Moore f o r
a n a l y s i s , u s i n g a G e n e r a l Radio Real-Time A n a l y z e r and a D i g i t a l
�F-9
PLATE
��Equipment C o r p o r a t i o n mini-computer, shown s c h e m a t i c a l l y i n
F i g u r e A2.
During the r e c o r d i n g s e s s i o n s ,
any unusual
intrusions,
such as wind pop over the microphone, or c l i p p i n g due to o v e r l o a d s ,
were noted by the engineer m o n i t o r i n g the s i g n a l i n p u t to the tape.
Such i n t r u s i o n s
a r e not c h a r a c t e r i s t i c of the a c o u s t i c
and a r e d e l e t e d d u r i n g the a n a l y s i s phase.
environment,
Each sample tape i s
used t o o b t a i n a histogram and c u m u l a t i v e d i s t r i b u t i o n of
weighted
A-
sound l e v e l s .
The r e s u l t s of the ambient sound l e v e l s u r v e y a r e p r e s e n t e d
on the f o l l o w i n g pages.
Each f i g u r e c o n t a i n s an A-weighted sound
l e v e l h i s t o g r a m , i n d i c a t i n g the number of times a p a r t i c u l a r
sound l e v e l o c c u r r e d d u r i n g the measurement p e r i o d .
Also included
i s the c u m u l a t i v e d i s t r i b u t i o n of the A-weighted sound l e v e l s ,
i n d i c a t i n g the percentage
of time a sound l e v e l i s exceeded.
F-ll
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
F-12
1
3/27/75
0735
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
F-13
2
3/27/75
0807
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
3
3/27/75
0840
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
4
3/27/75
0909
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
5
3/27/75
09 38
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
F-17
6
3/27/75
1045
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location 7
Date
3/27/75
Time
1125
CUMUlflTIVE D I S T R I B U T 1 0 N
<::> EXCEEDED
.•:
H WT. SOUND L E V E L DE
9&
30
-? cr
i •'
70
65
60
55
50
45
40
"5 >
~
56
57
57
57
53
53
58
53
33
53
53
53
53
60
»- Ck
r;. IJJ
15
10
3
61
52
34
F-18
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
F-19
8
3/27/75
1200
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
CUM U l_ H T I V E D ! S I R IBUT10N
EXCEEDED
H WT. SOUND L E V E L
35
30
30
70
65
60
- 5
•
5C
45
40
-to
30
20
10
B
53
60
60
61
61
51
62
62
62
63
63
64
64
65
66
66
63
63
72
DS
2
3/27/75
1405
�Figure
A3
A - W e i g h t e d Sound L e v e l
Histogram and C u m u l a t i v e
Distribution
Location
Date
Time
3
3/27/75
1440
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
4
3/27/75
1518
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
CUMULATIVE D I S T R I B U T I O N
EXCEEDED
A WT. SOUND L E V E L DS
3 5
54
30
Q ^
54
8 9
75
70
55
65
57
60
57
55
58
5 0
45
4 0
53
53
-r cr
61
63
64
3 0
0 —•
20
J ^
10
55
53
55
53
65
66
68
F-23
5
3/27/75
1550
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
8
3/27/75
1655
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
N
•
9 3 0
LEG:
=
CC
4
F-425
6
3/27/75
174 0
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
7
3/27/75
1820
CUMULRTI 'v'E D I S T R I B U T I O N
EXCEEDED
A WT. SOUND L E V E L
35
90
35
47
5O
51
cr
75
78
65
60
55
50
45
40
52
53
54
55
55
55
56
56
— cr
cr z"
Z) i
cr "p
cr e
_iD
30
•. cr
•i-J
20
15
10
5
-J O
53
61
62
65
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
1
3/27/75
19 35
C U M U L A T E .•*E D I S T R I B U T I O N
FL WT.
SOUND L E V E L
EXCEEDED
95
90
52
54
O 5
55
8 0
F W
70
65
60
55
50
45
40
ji- Y
25
20
15
10
5
F-27
56
56
57
57
58
58
58
59
53
59
D U
61
61
62
64
66
DB
�Figure
A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
CUMULfiTIVE DISTRIBUTE0N
<•: EXCEEDED
:•>
•:
A WT. SOUND L E V E L DB
95
90
35
80
75
70
35
50
55
50
45
40
35
30
25
20
15
10
5
53
55
55
56
56
57
57
53
53
59
59
60
61
61
62
62
63
65
67
2
3/27/75
2010
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
CUMULflTIVE
i_.cc D E D
, . . mm
_
'j
r
n
I S T R IB U T I0 N
• i—
i .
2
c m iuri : c u e i
ri u i_ C v C u
1
g • —•
32
45
46
33 •
3
46
4?
47
65
62
55
49
55
• 5
4
48
56
51
52
"J cr
" •-'
9
cr —
3 °i
c, Q
r
(?
15
!:
62
10
65
55
F-29
nR
L t
> »
3
3/27/75
2040
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
C U 'v' U L A T I. V E
EXCEEDED
FL
D I S T FJ I B U T I 0 N
WT.
S 0 •* N D L E V E L
cr ^>
33
cr cr
O
56
8 -3
58
7 0
53
63
63
J
33
43
61
6 2
43
_
6 2
6 2
6 3
64
65
65
67
:
I '23
13
13
5
63
F- 30
D B
4
3/27/75
2115
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
8
3/27/75
2200
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
F-32
6
3/27/75
2240
�F i g u r e A3
A-Weighted Sound L e v e l
Histogram and Cumulative
Distribution
Location
Date
Time
CUMULflTIVE
•:?;•> E X C E E D E D
fi
DISTRIBUTION
MT.
SOUND L E V E L
3 5
48
30
Q cr
43
3
51
50
p
51
70
51
cr.
30
cr er
51
50
53
45
53
40
54
fa.
(
53
54
3 Q
•. cr
!~1
55
55
56
15
57
10
53
5
60
F-33
DB
7
3/27/75
2325
�SUMMARY OF SURVEY RESULTS
A summary o f the s u r v e y r e s u l t s i s p r e s e n t e d i n Table A3.
T h i s t a b l e c o n t a i n s the s t a t i s t i c a l A-weighted sound l e v e l s , L g ^ ,
L
L
50' 10'
a
n
d
L
eq*
A
l
s
o
i
n
c
l
u
d
e
d
i
n
Table A3 a r e t h e e s t i m a t e d
background ambient daytime and d a y / n i g h t e q u i v a l e n t sound l e v e l s
a t each measurement l o c a t i o n .
TABLE A3
SUMMARY OF RESULTS OF AMBIENT SOUND SURVEY
AND ESTIMATED BACKGROUND AMBIENT DAYTIME AND DAY/NIGHT
•EQUIVALENT SOUND LEVELS
Location
1
L
90
50
10
L
eq
d
dn**
L
L
Time P e r i o d
Daytime
(Non-Peak)
60*
63*
69*
66.9*
Peak
Traffic
60
63
68
65.0
Evening
54
58
64
60 .9
65.2
63.2
L
L
2
L
90
50
10
L
eq
d
dn**
L
L
61
63
60
63
69
66.9
67
64.8
55
59
65
61.7
65.3
L
63.3
L
3
L
L
90
50
10
L
eq
d
dn**
L
55
59
66
46
50
65
62 .5
53
56
65
60.7
61.1
61.6
59.6
L
L
* E s t i m a t e d from measured d a t a .
** E s t i m a t e d assuming n i g h t - t i m e sounds n e g l i g i b l e .
F-34
�Time P e r i o d
Peak
Traffic
Location
4
L
L
L
L
L
L
L
68
65*
63.5
61.1
63.3
61.3
49
41
55
47
65
60
62.7
56 . 1
L
61.4
49
58
53
62
62
59
60.9
L
57
55
io
eq
d
63.4
50
50
60.3
55.2
59.7
**
57.7
dn
L
90
L
50
L
10
L
L
50*
66.1
90
L
58
eq
d
dn**
L
8
46*
69
L
L
54
64
io
L
64.7
59
50
L
7
66 .7
64.2
90
L
64.1
eq
d '
dn**
L
L
65.8
68
io
L
6
67
59
50
L
69
55
90
L
61
eq
d
dn**
L
5
63
68.7
L
55
72
io
59
66
50
L
Evening
62
90
L
Daytime
(Non-Peak)
55
53
47
59
56
52
64
62
55
61.8
58.5
53.4
eq
d
59 .3
dn**
57.3
* E s t i m a t e d from measured d a t a .
* E s t i m a t e d assuming n i g h t - t i m e sounds n e g l i g i b l e .
F-35
�COMPUTATION OF BUS
SOUND LEVEL CONTRIBUTION
The buses t o be used f o r the s h u t t l e s e r v i c e between
R. F. Kennedy Stadium and the m a l l a r e a a r e 44-passenger, d i e s e l powered buses, and a r e assumed to be s i m i l a r t o those c u r r e n t l y i n
use i n Washington.
The a n t i c i p a t e d s h u t t l e bus t r a f f i c i s g i v e n
by the f o l l o w i n g f i g u r e s * :
1.
22 bus/hour inbound on
2.
15 bus/hour inbound on o t h e r
3.
20 bus/hour inbound on weekdays d u r i n g morning
r u s h hour
Saturdays.
days.
(0930-1030)
The s h u t t l e bus s e r v i c e i s proposed t o operate between 0930 and
2200.
Hence, the buses w i l l make no c o n t r i b u t i o n to the n i g h t - t i m e
ambient sound l e v e l .
From tape r e c o r d i n g s made d u r i n g the ambient sound s u r v e y , the
bus pass-by n o i s e l e v e l s a t 50 f e e t d u r i n g a c c e l e r a t i o n were a n a l y z e d
as shown i n F i g u r e A4.
The e q u i v a l e n t sound l e v e l c o n t r i b u t i o n
from bus pass-by d u r i n g a c c e l e r a t i o n i s e s t i m a t e d to be 71 dB a t
50 f e e t .
S i n c e a c c e l e r a t i o n i s the n o i s i e s t o p e r a t i o n mode f o r the
bus, t h i s r e p r e s e n t s the w o r s t c a s e ; and the r e s u l t s a r e , t h e r e f o r e ,
conservative.
* Data s u p p l i e d by JHK and A s s o c i a t e s .
F-36
�The sound l e v e l s from the o p e r a t i o n o f the s h u t t l e buses a r e
e v a l u a t e d i n two ways.
L
The e q u i v a l e n t sound l e v e l ( g ) c o n t r i e
b u t i o n from each bus i s e x t r a p o l a t e d , u s i n g h e m i s p h e r i c a l r a d i a t i o n ,
to the measurement l o c a t i o n and combined w i t h the background ambient
L
t o compute the e s t i m a t e d ambient sound f o r the d u r a t i o n of bus
pass-by.
F o r the f r a c t i o n o f time when no buses a r e p r e s e n t , the
background ambient l e v e l s a r e used.
The r e s u l t s o f t h i s computation f o r l o c a t i o n s along the bus
route
( L o c a t i o n s 6 through 8) a r e p r e s e n t e d i n Table
.
The
ambient sound l e v e l s d u r i n g peak t r a f f i c , non-peak daytime, and
e v e n i n g , due t o bus o p e r a t i o n a r e p r e s e n t e d f o r weekdays.
Also
p r o v i d e d a r e e s t i m a t e s of the daytime and d a y / n i g h t e q u i v a l e n t
sound l e v e l s f o r each l o c a t i o n along the r o u t e f o r weekdays.
I t
i s assumed t h a t e v e n i n g t r a f f i c c o n d i t i o n s a r e s i m i l a r t o weekend
t r a f f i c conditions.
S i n c e t r a f f i c sounds were found to dominate
the background ambient a c o u s t i c environment, the measured e v e n i n g
background ambient sound l e v e l s a r e used t o r e p r e s e n t the weekend
background ambient sound.
The Highway R e s e a r c h Board computer program
(4) f o r e s t i m a t i n g
t r a f f i c n o i s e i s used t o c a l c u l a t e the i n c r e a s e i n ambient sound
l e v e l s due t o the b u s e s , p l u s the p r o j e c t e d i n c r e a s e i n f u t u r e
traffic
f o r comparison w i t h the L ^ method d e s c r i b e d above.
This
computation i s c a r r i e d out f o r morning r u s h hour, noon, a f t e r n o o n ,
and e v e n i n g p e r i o d s f o r B r y a n School ( L o c a t i o n 6 ) , s i n c e t h i s
l o c a t i o n i s most s e n s i t i v e
to t r a f f i c noise.
sented i n T a b l e A4 .
F-37
The r e s u l t s a r e p r e -
�F-38
PLATE
�T A B L E A4
SUMMARY OF SHUTTLE BUS T R A F F I C
SOUND
L E V E L S ON INDEPENDENCE AVENUE
"I
1
Peak
Analysis
Non-Peak
L
Trucks
Speed
Volume
and
(MPH)
Traffic
%
%
Assumed
Hourly
Condition
1
Traffic
50
(dBA)
L
Hourly
10
L
Trucks
Volume
50
L
10
and
(dBA)
(dBA)
55
(dBA)
65
Buses
Buses
A—
— —
Existing
64
69
(measured)
i
Existing
20
1785
1.0
62.5
67.9
• 410
5.0
56.0
64.6
20
1965
2.0
62.9
68.1
450
9.4
56.5
64.8
(computed*)
Future
With
Buses
(computed*)
*Using
Highway R e s e a r c h
Board T r a f f i c
N o i s e P r e d i c t i o n Computer
Program.
�COMPUTATION OF
CONSTRUCTION SOUND L E V E L
Many p i e c e s o f
two
of
construction activity,
piece
of
equipment emits
effect
of
order
is
utilized.
stages
to estimate
noise
The
to occur
mall
operation
on
Washington.
removed between
p r o c e e d s on
operation
continues
i s limited
and
sound
and
grading
and
86
centers
of
levels.
and
and
phase.
approach
grading
two
phases
4th S t r e e t s .
Washington i s
The
excavation
pavement b r e a k i n g
Meanwhile, the
3rd
14th
and
grading
4th.
Street.
of
the
computed
grading
The
The
entire
total
c o n s t r u c t i o n phases
A4,
along
sound
t o be
phase,
and
t h r e e months t o c o m p l e t e * ,
shown i n T a b l e
schedule
beginning
t o d a y t i m e h o u r s b e t w e e n 0700 and
for each
The
fashion,
with
level,
87
a t 100
dB
L
e
g»
s u p p l i e d by
F-40
f°
feet
r
t
and
1600.
(supplied
their
f o r the
usage
n
e
factors
excavation
excavation
phase,
from t h e r e s p e c t i v e
activity.
Construction
the
case
and
the
p a v e m e n t on
4th.
to take
phase i s estimated
f o r the
a worst
the
Since
sound,
excavation
i n a step
i n t h i s manner t o
construction
dB
levels,
Washington between
i s estimated
contractor) are
grading.
for either
c o n s e r v a t i v e , and
Existing
3rd
3rd
construction
equipment used
and
different
t h e n m o v e s t o Adams, w h e r e t h e
operation
by
t o be
used during
simultaneously.
removal p r o c e e d s between
The
be
during
c o n s t r u c t i o n proceeds
Street
b r o k e n and
will
generated
be
characteristic
c o n s t r u c t i o n sound
are both estimated
a r e assumed
3rd
The
excavation
i t s own
construction off-site
In
at
c o n s t r u c t i o n equipment w i l l
stages
each
CONTRIBUTION
Contractor.
�TABLE A4
EQUIPMENT AND SOUND LEVELS FOR
EXCAVATION AND GRADING PHASES
WASHINGTON MALL CONSTRUCTION
Equipment
I
Number
Peak Sound
Level a t
50 F e e t (dBA)
Usage
Factor*
Equivalent
Sound L e v e l
Excavation
2
81
1.0
84
Hammer
4
88
0.1
84
Front-End Loader
1
79
0.4
75
Bulldozer
1
80
0.4
76
Truck
3
91
0.4
92
Air
Compressor
Jack
Equivalent
II
Sound L e v e l - 87 dB a t 100 f e e t
Grading
Grader
1
85
0.08
74
Roller
1
89
0.1
79
Water Wagon
1
74**
0.7**
72
Truck
3
91
0.4
92
Equivalent
*
**
Sound L e v e l - 86 dB a t 100 f e e t
F r a c t i o n o f t i m e i n n o i s i e s t o p e r a t i n g mode
( V a l u e s e s t i m a t e d o r o b t a i n e d from R e f e r e n c e 4)
Estimated
F-41
�The c o n t r i b u t i o n from c o n s t r u c t i o n i s g r e a t e s t a t l o c a t i o n s
near the c e n t e r of c o n s t r u c t i o n a c t i v i t y .
Thus, as c o n s t r u c t i o n
proceeds from 3rd t o 14th S t r e e t s , the c o n t r i b u t i o n to the ambient
sound l e v e l moves w i t h i t .
During the l a t t e r phases o f c o n s t r u c t i o n ,
i t i s assumed t h a t e x c a v a t i o n a c t i v i t y i s c e n t e r e d
and g r a d i n g a c t i v i t y i s c e n t e r e d
l e n t sound l e v e l ,
L
e
a t 13th and Adams;
a t 13th and Washington.
The
equiva-
g / c o n t r i b u t i o n s from both e x c a v a t i o n and grading
o p e r a t i o n s , as w e l l as c o n s t r u c t i o n t r u c k t r a f f i c , a r e e x t r a p o l a t e d ,
using hemispherical
r a d i a t i o n , t o the measurement l o c a t i o n s and
combined w i t h t h e background ambient L
ambient sound d u r i n g
of h e m i s p h e r i c a l
t o compute the
the w o r s t c a s e o f c o n s t r u c t i o n .
estimated
The assumption
r a d i a t i o n does not i n c l u d e the b a r r i e r e f f e c t s
from b u i l d i n g s , o r a i r a b s o r p t i o n ,
and i s c o n s e r v a t i v e .
The r e s u l t s o f the computations f o r l o c a t i o n s near the s i t e
( L o c a t i o n s 1 through 5 ) , a r e p r e s e n t e d i n Table
c o n t o u r s o f the e s t i m a t e d
.
I n addition,
daytime ambient e q u i v a l e n t sound
during construction are p l o t t e d i n Figure
levels
.
The c o n t r i b u t i o n from c o n s t r u c t i o n i n d i c a t e s t h a t t h e r e i s
p r a c t i c a l l y no d i f f e r e n c e between peak t r a f f i c and non-peak daytime
ambient sound l e v e l s d u r i n g
construction.
E s t i m a t e s o f m a l l c o n s t r u c t i o n sound l e v e l s were combined
with
the background ambient l e v e l s i n the v i c i n i t y o f the m a l l t o compute
new ambient sound l e v e l s d u r i n g
construction.
E s t i m a t e s of sound
l e v e l s from the buses were combined w i t h background ambient sound
l e v e l s a t l o c a t i o n s along the bus r o u t e t o compute the new
sound l e v e l s from the s h u t t l e bus
F-42
traffic.
ambient
�It
i s seen t h a t m a l l c o n s t r u c t i o n c o u l d
ambient e q u i v a l e n t
20.0 dB
raise
sound l e v e l by from 4.1 dB
the daytime
(at Location
1) t o
(at Location 5 ) .
The t r u c k s f o r pavement removal and g r a v e l d e l i v e r y w i l l
14th
S t r e e t as a c c e s s t o t h e c o n s t r u c t i o n
E q u i v a l e n t sound l e v e l s
during
due o n l y
.
equivalent
to a d d i t i o n a l t r u c k
sound l e v e l o c c u r s
a t Location
sound l e v e l .
i n d i c a t e t h a t t h e sound l e v e l s
g r e a t e r t h a n the sound l e v e l s
a r e a s remote from t h e s i t e ,
1-5 and a r e
5 and i s 4.2 dB above the
A comparison of
Tables
due t o i n c r e a s e s t r u c k t r a f f i c .
t h e daytime e q u i v a l e n t
l o c a t i o n s along the truck route.
t o be 67 dB
( w i t h t r u c k s ) sound
levels.
F-43
sound
For
level
( a t 100 f e e t )
T h i s c o n t r i b u t i o n must be
added t o t h e background ambient a l o n g t h e r o u t e
new ambient
presented
due t o c o n s t r u c t i o n a r e
c o n t r i b u t i o n of the t r u c k s i s estimated
for
traffic
I t i s noted t h a t t h e maximum i n c r e a s e s i n daytime
background ambient e q u i v a l e n t
and
site.
c o n s t r u c t i o n a r e computed a t L o c a t i o n s
i n Table
use
to estimate
the
��APPENDIX G
The Report of the P a r k , R e c r e a t i o n and Open Space Committee
N a t i o n a l C a p i t a l P l a n n i n g Commission, September 15, 1966
��NATIONAL C A P I T A L PLANNING COMMISSION
W a s h i n g t o n , D. C .
20576
NCPC P r o j e c t No. 3 1 3
' T H E MALL:
Report
o f Park,
GENERAL DEVELOPMENT PLAN
R e c r e a t i o n and Open S p a c e
Committee
September 1 5 , 1966
The
Committee h a s r e v i e w e d
t h e K a i l a s shown on G e n e r a l
t h e National Park
S e r v i c e proposal f o r
Development P l a n , NCPC Hap F i l e No.
( 0 5 . 1 2 ) - 2 4 6 3 6 , and i n model a n d p h o t o g r a p h s o f t h e m o d e l .
m i t t e e h a s a l s o examined t h e c i i x : u l a t i o n
1.M0
T h e Com-
s t u d i e s prepared
by t h e Park
Service consultants.
The
Committee r e c o g n i z e s e x t e n s i v e d i f f e r e n c e s i n u r b a n c o n d i t i o n s
have developed
since the Kail
feature o f the Nation's
metropolitan
civic,
be a p r i m a r y
historic
and
i s now s u b j e c t t o i n -
nevertheless, the basic
i n t h e changing
An i m p o r t a n t
expectations.
form o f t h e K a l i
source o f c o n t i n u i t y i n urban design
aspects.
city.
I t
i n both
concern
of our
t h e M c M i l l a n C o m m i s s i o n and t h e N a t i o n a l C a p i t a l
P l a n n i n g C o m m i s s i o n , was t o i n t r o d u c e v a r i e t y arid u r b a n e
into scenes o f serene
design
of increased
usage f a r beyond e a r l i e r
a s a s t a b l e element
and environmental
predecessors,
i n 1902. As a r e s u l t
and l o c a l
Committee f e e l s ,
s h o u l d be m a i n t a i n e d
should
Capital
and n a t i o n a l p o p u l a t i o n , t h e K a i l
tensive tourist,
The
was r e - e s t a b l i s h e d a s t h e c e n t r a l
Fark
activity
g r a n d e u r w h i c h were t h o u g h t most a p p r o p r i a t e t o
t h e d e l i b e r a t i v e and m e m o r i a l h e a r t o f a N a t i o n a l C a p i t a l .
G-l
The
�- 2fundamental attraction of t h i s Hall concept, augmented by growth of
the museum functions, has been proven over the l a s t several decades.
Plans for the Hall have been a continuing important concern of
the Commission. A great deal of time, study, and direction was expended in bringing the McMillan Plan to r e a l i t y .
The Commissioners
themselves, particularly F. L. Olmstead, J r . , and t h e i r s t a f f actively
planned the features of the Mall and considered i t s relationship to the
c i t y at large, to the monuments and adjoining buildings, and to the
natural conditions of the area. I n successive detailed plans, the
Commission has sought to retain or extend the integrity of the overall
design. The f u l l r e a l i z a t i o n of these plans has been hampered by
"temporary," incompatible, unsightly, and unnecessary intrusions on the
area.
The incomplete and disfigured state of the Hail i n 1960 occasioned
a series of major policy proposals in the.Policies Plan for the Year
2000, c a l l i n g for completion, refinement and protection of t h i s monumental
open space.
The Commission has encouraged the National Park Service and
Smithsonian I n s t i t u t i o n in t h e i r renewed efforts to make the Mall an
active, attractive and interesting part of the National Capital for
local citizens and v i s i t o r s as well as ceremonial occasions.
In i t s
studies for the 1985 Comprehensive Plan, the Commission has a l s o sought
to reintegrate the monumental core i n the large urban designs of the c i t y .
The Committee believes the National Park Service's General Development Plan for the Mall would be a major contribution toward humanizing
G-2
�- 3t h e modern u r b a n e n v i r o n m e n t o f t h e C a p i t a l ,
important
The p r o p o s a l s a r e a s
f o r l o n g - r a n g e g u i d a n c e on t h e c h a r a c t e r o f t h e M a l l a s
t h e y a r e f o r immediate
improvement.
The Committee f e e l s t h a t a s t h e monumental s e t t i n g
C a p i t a l , t h e K a l i ' s primary
attributes are the general
s e r e n e g r a n d e u r and c o h e s i v e o r d e r .
finement
i s necessary
s e e n and f e l t
i f these
a s a well-rounded
f o r the National
impressions of
A process o f completion
i m p r e s s i o n s o f t h e C a p i t a l a r e t o be
reality.
o f v i s i t o r s and i n c r e a s e d a c t i v i t y
The s u c c e s s f u l
i n the surrounding
attraction
c i t y can impair
t h i s unique H a l l c h a r a c t e r a s s e r i o u s l y a s t h e o l d f a u l t s
or incompletion.
and r e -
o f neglect
The' Committee b e l i e v e s t h e p r e s e n t p r o p o s a l
recognizes
t h e p r o b l e m and s e e k s t o accommodate, i n a p e r s o n a l way, t h e l a r g e
numbers o f c i t i z e n s who come t o W a s h i n g t o n .
T h e r e f o r e , t h e Committee e n d o r s e s
by t h e N a t i o n a l P a r k S e r v i c e ' s G e n e r a l
the concepts
t o be c a r r i e d o u t
Development P l a n
(NCPC Hap
File
No. 1 . 4 0 ( 0 5 . 1 2 ) - 2 M 6 3 6 ) and d e s c r i b e d a s f o l l o w s :
1.
year-round
I n c r e a s i n g use of varied p l a n t i n g which w i l l
attractiveness.
2.
I n t r o d u c i n g s c u l p t u r a l and a r c h i t e c t u r a l
in the interstices
3.
and
enhance
between m a j o r b u i l d i n g s .
Providing f o r extensive v i s i t o r
resting f a c i l i t i e s
•4.
garden f e a t u r e s
without
refreshment, o r i e n t a t i o n ,
i n t r u d i n g on t h e p r i m a r y
E l i m i n a t i n g o b s o l e t e , temporary, and
s t r u c t u r e s w h i c h do n o t s e r v e t o u r i s t ,
purposes.
G-3
open a r e a s .
incompatible
memorial, r e c r e a t i o n a l
o r museum
�14
*
5.
-
•
•
Removing m a j o r s u r f a c e t r a f f i c
from park a r e a s
and
closing extensive areas to private vehicles.
6.
P r o v i d i n g a system
o f p u b l i c c o n v e y a n c e s t o augment
p e d e s t r i a n movement a r o u n d t h e monumental a r e a s .
7.
and
I n c r e a s i n g the r e c r e a t i o n a l values o f the
T i d a l Basin areas f o r c i t i z e n s
d i s p l a y s , c o n c e r t s and
walks,
p l a y a r e a s and
8.
7 t h and
plans
other
formal
activities
informal a c t i v i t y
i n the
i n d i c a t e d on
in order to provide
and
s t r e e t s and
the
M a l l and
and
open b e t w e e n
a l l successor
p a r k - l i k e gateways from a d j o i n i n g b u i l d i n g s
w a l l o f l a r g e b u i l d i n g s between
"city."
the f o l l o w i n g s p e c i f i c
to f u r t h e r r e f i n i n g the
a s p e c t s of the
g e n e r a l development p l a n or
the design of i n d i v i d u a l elements as they
P l a n n i n g Commission
It
The
S t r e e t and
paved and
area
Committee recommends t h a t t h e N a t i o n a l P a r k S e r v i c e and i t s
c o n s u l t a n t s study
Canal
one
outdoor
second.
t h e M c M i l l a n and
to avoid a continuous
the
Avenue
a r e a by
i n the
Keeping the A r c h i v e s c r o s s - a x i s broadly
9th S t r e e t s , as
The
i n the m e t r o p o l i t a n
Hall
will
be
Mall
in connection
reviewed
ceremonial
L o u i s i a n a Avenue i n t r o d u c e
o f t h e f o r r a l and
with
the
d r i v e between
a considerable extent
unshaded a r e a , which would l e a d t o an u n d e s i r a b l e
in the Pennsylvania
by
view
in project stages;
E a s t R e f l e c t i n g P o o l and
between t h e M a l l and
with a
t h e C a p i t o l Grounds.
Avenue P l a n
informal parks
The
earlier
for t h i s area suggested
with
separation
proposal
an
G-4
point
shown
interweaving
the avenues, which could
r i c h e r e x p r e s s i o n c f what h a p p e n s a t t h i s
of
be
a
i n t h e monumental c o r e .
�The
new
d r i v e s h o u l d be
N o r t h and
regarded
a s a s p e c i a l avenue c a r r y i n g
South C a p i t o l S t r e e t a x i s around the C a p i t o l ,
w i t h the Commission's i n t e n t
ientation
clement
encourages
to develop
i n the c i t y
through
traffic
design.
t h i s a x i s as an
The
w h i c h i s not
in k e e p i n g
The
keeping
important
roadway w i d t h ,
of the Mall P l a n or w i t h the o r i g i n a l purposes
tunnel,
in
with the
concept
f o r the Center
the o r i g i n a l
The
u n d u l a t i n g green
f l a n k i n g rows o f t r e e s s h o u l d
o t h e r a r c h i v e s show t h a t
designers, especially
Commission c o n s i d e r s i t t o be
o r any
ether h i s t o r i c
be r e t a i n e d and
The
so e x t e n s i v e t h a t
3,
be c h a n g e d .
The
Commission
form i s a l m o s t
exactly
as
as the Capitol
facades
n a t u r a l slopes of the l a n d
banks used
a r o u n d t h e new
The
should
underpasses
general f o r m a l i t y o f the l a n d s c a p i n g should
i t reduces
central
vista
kept
as
not
t h e p a r k a t m o s p h e r e o r becomes monotonous.
f o u r rows o f e l m s on
t r e e p l a n t a t i o n s s h o u l d be
branches,
be
F. L. O l m s t e a d , J r . , w a n t e d .
The
T h i s a r r a n g e m e n t was
maintain a broad
this
i n t h e same c l a s s
landmark.
naturalistic
much a s p o s s i b l e .
be
special
undisturbed.
p r e s e r v e d a s c l o s e t o t h e M c M i l l a n d e s i g n a's p o s s i b l e .
r e c o r d s and
Leg
K a i l c r o s s i n g s h o u l d be a f o c a l p o i n t w h e r e s i g h t s e e i n g
o c c a s i o n s c a n be
2,
or-
however,
m o t o r i s t s c a n s l e w down, p e d e s t r i a n s c a n c r o s s i p s a f e t y , and
' .
the
each
chosen,
s i d e o f the green
after careful
deliberation,
i n proportion to the C a p i t o l
uniform
and
should
facade.
open u n d e r a h i g h canopy
to s e t o f f t h e n a t u r a l c h a r a c t e r a g a i n s t t h e a r c h i t e c t u r a l
t o keep t h e b u i l d i n g s a s an
i n t e g r a l part of the scene.
More
not
to
The
of
and
immediate
�attention
i s needed t o i n t r o d u c e b e n c h e s , p a t h s , and
furniture" details
stopped
other
"street
i n t h e a r e a u n d e r t h e t r e e s , s i n c e VJorld War I I
t h i s s t a g e o f e a r l i e r development work.
*».
More v a r i e d p l a n t i n g and
u n d e r t h e t r e e s s h o u l d be
r e l i e d on
activity
near the b u i l d i n g s
f o r e f f e c t when t h e e l m s
are
dormant o r h a v e grown h i g h enough t o open up t h e g r o u n d - l e v e l
This, with conversion c f the p a r a l l e l
d r i v e s to.broad
view.
w a l k ways
would, i n f a c t , r e c r e a t e a n a t m o s p h e r e much more l i k e
the
intent
i n which the M a l l s t r e t c h e d from b u i l d i n g l i n e
to b u i l d i n g
line.
Subtle variations
t h e b u i l d i n g s and
i n t h i s t o t a l width,
under t h e t r e e s ,
b a l a n c e t h e l o n g main a x i s .
architectural
s h o u l d be
p l u s openings between
developed
More a t t e n t i o n s h o u l d be
f e a t u r e s of each
posed.
The
The
views
e s p e c i a l l y along
counter-
given to
show o f f t h i s
the
individuality.
Committee q u e s t i o n s t h e h e a v y d e n s i t y o f p l a n t i n g p r o i n and
out
of the Mall w i l l
be
s t r e e t s c r o s s i n g t h e a x i s and
give the impression that
seriously
inhibited,
f r o m C o n s t i t u t i o n and
I n d e p e n d e n c e A v e n u e s n e a r t h e Monument G r o u n d s .
separated
to
e d i f i c e w i t h enough c o n s i s t e n c y t o
t r e a t t h e l i n e o f b u i l d i n g s t o g e t h e r and s t i l l
5.
original
Such t h i c k p l a n t a t i o n s
the inner f e a t u r e s of the Mall should
from t h e s u r r o u n d i n g
urban f a b r i c .
The
be
urban design of
c i t y r e l i e s t o a l a r g e d e g r e e on p a r t s o f t h e M a l l f o r m r e a c h i n g
into the c i t y
Plan.
V>'ith r e m o v a l o f t r a f f i c ,
m o t o r i s t s and
and
-- s u c h a s t h e 8 t h S t r e e t
o t h e r s on
calculated vistas
daily
should
opportunities f o r c a s u a l viewing
provided.
G-6
out
a x i s o f t h e P e n n s y l v a n i a Avenue
business w i l l
be
the
be c o n f i n e d t o t h e
by
periphery
�6.
There
s h o u l d n o t be a n y
significant regrading of
Monument Grounds, i n c l u d i n g t h e 1 5 t h S t r e e t
underpass
extension, u n t i l a thorough i n v e s t i g a t i o n o f the
and
the
terrace
e f f e c t s on
soil
c o n d i t i o n s has been trade i n c o o p e r a t i o n w i t h t h e C o r p s o f E n g i n e e r s . '
The P a r k and
conditions
P l a n n i n g C o m m i s s i o n made s u c h s t u d i e s , and
gave l i t t l e
m a r g i n f o r s a f e g u a r d i n g t h e Monument.
t h e M c M i l l a n P l a n t e r r a c e s w e r e abandoned and
done a s t h e maximum p e r m i s s i b l e , u n l e s s and
foundations
assured.
were r e b u i l t
The
west
until
The
factors
gardens
o f 17th S t r e e t
The
t o be
proposal
developed
then
to either a
for this
forrral
thoroughly
area.
a l o n g C o n s t i t u t i o n Avenue
s h o u l d h a v e s t r o n g e r v i s u a l and
l a t i o n s h i p s to the Northwest Rectangle.
Hence
t h e Monument
C o m m i s s i o n w i s h e s t o be
i n any
functional re-
In i t s Virginia
Avenue
S p e c i a l S t r e e t Study, t h e Commission r e l i e d
upon t h e M a l l s t u d y
work out a t e r m i n u s
p r o p o s e d Rose
c o r n e r s h o u l d be
was
for this
designed
a l s o designed
of
The
2 0 t h and
21st S t r e e t s which s h o u l d
L i n c o l n Memorial.
more d e f i n i t i v e
Hill,
through
continue
more f o r m a l l y
of the western
end
recognized,
r o u t e s , around
M a l l development p l a n s h o u l d
treatment
the old Observatory
to
in the v e h i c u l a r t r a f f i c
The
Rectangle
river.
2 3 r d S t r e e t a x i s s h o u l d be
regardless of s h i f t s
The
to
Garden
a l i n k with the R e f l e c t i n g Pool
southward to i n c l u d e glimpses o f the
8.
The
w i t h t h i s a s p e c t i n mind.
to provide
t h e open t r e a t m e n t
diagonal.
be
the
extended
to
o f C o n s t i t u t i o n Avenue
i n c o r p o r a t i n g t h e s e a r e a s as p a r t o f the
j o i n w i t h t h e Potomac P a r k w a y and
•
grading
o r s e c u r e d by t e c h n i c a l means n o t
or pastoral landscape design.
7.
the present
same s u b - s o i l p r o b l e m s a r e c r i t i c a l
assured of the s a f e t y
found t h e
t h e Kennedy
G-7
Center.
and
Hall
�- I
9.
s h o u l d be
The
part
ror.ri-point c o n c e p t o f t h e
retained.
between p l a n and
of the
Having survived
Ohio D r i v e s ,
vistas
Memorial t o the
l i n k i n g the
v e h i c l e - f r e e network.
across
the
can
The
integral
r a d i a t i n g avenues,
r i v e r and
o t h e r park points
Committee f e e l s t h a t t h e
c i r c u l a r form, w h e t h e r one
Arlington
a disturbing
thinks
in the
McMillan Plan,
appropriate balance of
o f p a r k must be
p a r k and
l o s s of the
f o r t h i s area
would c l a r i f y
s y s t e m and
enhance the
design of the
out
as
Franklin
i t was
gateway
by
ap-
suburbs
Tidal 3asin
was
its role
Roosevelt
as
not
in the
city-wide
a r e c r e a t i o n a l park which forms the
G-8
clearing
counter-
detailed
plan
recreational
development.
Memorial, the
monument.
A
since
clarified.
for
w e l l as
to p o l l u t i o n .
prospects for actual
D.
areas
areas,
Although
largely unrealized,
used a c t i v e l y as a s u b s t i t u t e
b a l a n c i n g the
laid
a
more d e f i n i t i v e l y d e s i g n e d
playing
residential t r a c t s in central built-up
be
and
i n t e r m s o f an
Cemetery o r to the
V'est Potomac P a r k s h o u l d be
proposed
This area
and
degree
t o meet a c t i v e r e c r e a t i o n a l n e e d s o f W a s h i n g t o n r e s i d e n t s .
the
such
river.
10.
t h i s was
period
broad formal paths
w o u l d be w e a k e n e d t o
p a r k s y s t e m and
site
w e l l be
However, t h e
of t h i s point
proach to the
Memorial
a twenty-year t r a n s l a t i o n
h i s t o r i c landmark c h a r a c t e r .
s u p p r e s s i n g the
Lincoln
d e s i g n , t h i s m a j o r l a n d s c a p e theme i s an
a s H e n r y B a c o n and
character
-
Upon
final
remaining area
s e t t i n g of the
should
new
�11.
The Western terminus of Independence Avenue at the
Monument Grounds should be treated as a more important aspect of the
basic composition. The plan proposes a major change in the t r a f f i c
role of Independence Avenue, which should be a splendid opportunity
for enhancing i t s special street character.
The southeast corner of
the Monument Grounds should be developed as a focal point, combining,
the s i t e north of the Bureau of Engraving, the lUth Street entrance to
the Capital, the edge of the Southwest Mall buildings, and the end of
Independence Avenue into a unified c i v i c design.
12, The systems of v i s i t o r parking, orientation and
reception f a c i l i t i e s , and public conveyance through the Mall should be
c l a r i f i e d and developed. These features are the most innovative
aspect of the plan as well as one of the most e s s e n t i a l .
The conveyanc
system especially needs more study i f i t i s to operate s a t i s f a c t o r i l y
among large numbers of pedestrians and provide an adequate replacement
for the private car during periods of moderate demand, I t would also
be desirable i f the diagrammatic form i n which t h i s concept has been
presented could be restudied to make maximum use of the new subway
system in both i n i t i a l or long-range form.
����
Dublin Core
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Title
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Environmental impact statement : proposed rehabilitation of the National Mall, 3rd to 14th Streets, Madison to Jefferson Drives
Subject
The topic of the resource
Mall, The (Washington, D.C.)
Environmental impact analysis
Environmental impact statements
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National Capital Parks Service
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1975
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United States. Department of the Interior
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DDOT Historical Reports & Other Documents
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Transportation--Research--United States
Transportation--Planning
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District Department of Transportation's historical reports and other documents.
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Various
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English
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National Mall
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Mall, The (Washington, D.C.)
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Historical reports relating to the National Mall and its many monuments, museums, and landmarks.
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Text
RENO ROAD CORRIDOR EVALUATION
FINAL REPOR
Prepared for:
D.C. DEPARTMENT O F TRANSPORTATION
Washington, D . C .
BMI
Prepared by:
September 1 9 8 3
B E L L O M O - M c G E E , INC.
4 1 0 Pine S t .
Vienna,VA
�RENO ROAD CORRIDOR
EVALUATION
FINAL REPORT
Prepared f o r
D.C. DEPARTMENT OF TRANSPORTATION
Washington, D.C. 20590
Prepared by
BELLOMO-McGEE, INC.
410 P i n e S t r e e t
Vienna, V i r g i n i a
22180
September 1983
�NOTICE
T h i s document i s d i s s e m i n a t e d under the s p o n s o r s h i p of the
D i s t r i c t of Columbia Department of T r a n s p o r t a t i o n i n the i n t e r e s t
of i n f o r m a t i o n exchange.
The D i s t r i c t of Columbia Government
assumes no l i a b i l i t y f o r i t s c o n t e n t s or use t h e r e o f .
The c o n t e n t s of t h i s r e p o r t r e f l e c t the v i e w s of the a u t h o r s
who a r e r e s p o n s i b l e f o r the f a c t s and a c c u r a c y of the d a t a p r e sented h e r e i n .
The c o n t e n t s do not n e c e s s a r i l y r e f l e c t the
o f f i c i a l v i e w s or p o l i c y of the D i s t r i c t of Columbia Department
of T r a n s p o r t a t i o n .
T h i s r e p o r t does not c o n s t i t u t e a s t a n d a r d , s p e c i f i c a t i o n , or
regulation.
The D i s t r i c t of Columbia Government does not endorse products
or m a n u f a c t u r e r s .
Trademarks or m a n u f a c t u r e r s ' names appear
h e r e i n o n l y because they a r e c o n s i d e r e d e s s e n t i a l to the o b j e c t
of t h i s document.
�TABLE OF CONTENTS
Page
L I S T OF EXHIBITS
v
EXECUTIVE SUMMARY
1.
S-l
INTRODUCTION
1
1.1
Purpose
2
1.2
Background.
2
1.3
Study L i m i t a t i o n s
4
1.4
Organization
5
2. ' ISSUE IDENTIFICATION AND STUDY DESIGN
6
2.1
7
2.2
I n f o r m a t i o n Requirements
8
2.3
3.
C r i t i c a l Questions
Study D e s i g n
9
21
3.1
Travel Patterns
22
3.2
Speed and D e l a y
27
3.3
T r a f f i c Volumes
32
3.4
T r a f f i c Control Devices
38
3.5
Level of Service Analysis
41
3.6
G e n e r a l A c c e s s Problems
50
3.7
4.
DATA COLLECTION, ANALYSIS AND PROBLEM IDENTIFICATION
Safety
54
•
•
DESCRIPTION AND EVALUATION OF OPTIONS
70
4.1
D e s c r i p t i o n o f Options
71
4.2
C r i t e r i a f o r Evaluation
71
4.3
General Access
74
4.4
Travel
76
4.5
Level of Service
87
4.6
Mobility
95
iii
�TABLE OF CONTENTS (Continued)
Page
4.7
Safety
4.8
G e n e r a l Environment
4.9
98
Cost
and Energy
108
H I
4.10 C o m p a t i b i l i t y and P r a c t i c a l i t y
SUMMARY, CONCLUSIONS AND RECOMMENDATIONS
117
5.1
Summary E v a l u a t i o n
118
5.2
Conclusions
120
5.3
5.
114
Recommendations
121
REFERENCES
130
iv
�L I S T OF EXHIBITS
Exhibit
Page
S-l
Study Area
S-3
S-2
Summary E v a l u a t i o n C h a r t
S-6
S-3
TSM P l a n Summary
S-9
S-4
Recommended TSM P l a n - L o c a t i o n of Measures
S-10
S-5
S e c t i o n A - C u r r e n t C o n d i t i o n s and Proposed TSM P l a n
S-14
S-6
S e c t i o n B-Current
C o n d i t i o n s and Proposed TSM P l a n
S-15
S-7
S e c t i o n C-Current C o n d i t i o n s and Proposed TSM P l a n
S-16
1
Study A r e a
3
2
Work Flow Diagram
10
3
Techniques t o be Used i n the A n a l y s i s
19
4
L o c a t i o n s of S t a t i o n s f o r 0-D and L i c e n s e P l a t e
Surveys
23
5
D i s t r i b u t i o n of L i c e n s e P l a t e s by J u r i s d i c t i o n
26
6
R e s u l t s of Radar Speed S t u d i e s i n Reno Road C o r r i d o r
29
7
Summary o f T r a v e l Time and Delay Study
31
8
L o c a t i o n s of Updated T u r n i n g Movement Counts
34
9
AM Peak Hour T r a f f i c P a t t e r n s
35
10
PM Peak Hour T r a f f i c P a t t e r n s
37
11
Signalized Intersections
39
12
Type of S i g n a l O p e r a t i o n
40
13
S e l e c t e d T r a f f i c S i g n s on 3 Major Routes
i n Study A r e a
42
14
AM S i g n Turn P r o h i b i t i o n s
43
15
PM S i g n Turn P r o h i b i t i o n s
44
v
�L I S T OF EXHIBITS
(continued)
Exhibit
Page
16
D e f i n i t i o n o f L e v e l of S e r v i c e
45
17
AM Peak Hour L e v e l of S e r v i c e
47
18
PM Peak Hour L e v e l of S e r v i c e
48
19
Major T r i p G e n e r a t o r s W i t h i n Study A r e a
51
20
High A c c i d e n t I n t e r s e c t i o n s I d e n t i f i e d W i t h i n t h e
Study A r e a During t h e L a s t 3 Y e a r s
21
Comparisions of Radio Runs V e r s u s A c c i d e n t R e p o r t s
58
22
A c c i d e n t R a t e s by I n t e r s e c t i o n
60
23
r
56
I n t e r s e c t i o n s i n t h e Sudy Area w i t h "High"
Reported A c c i d e n t R a t e s
Comparison of Reported A c c i d e n t F r e q u e n c i e s on
T h r e e S i m i l a r Routes
24
61
63
25
Options f o r T e s t i n g
72
26
Evaluation C r i t e r i a
73
27
General Access E v a l u a t i o n
75
28
Advisory
Neighborhood C o u n c i l B o u n d a r i e s and
Corridor
Subareas
81
29
V e h i c l e M i l e s of T r a v e l and P e r c e n t Through T r i p s
83
30
Screenlines
84
31
Volume and C a p a c i t y
32
Travel Evaluation
33
Locations
34
AM Peak Hour L e v e l of S e r v i c e Southbound
91
35
A Summary o f Number of I n t e r s e c t i o n s by
L e v e l of S e r v i c e
L e v e l of S e r v i c e E v a l u a t i o n
93
94
r
36
R e l a t i o n s h i p s by S c r e e n l i n e
85
88
f o r L e v e l of S e r v i c e A n a l y s i s
vi
89
�n
L I S T OF EXHIBITS
(continued)
Exhibit
Page
37
P u b l i c T r a n s i t and Zoning
96
38
P u b l i c , R e c r e a t i o n a l F a c i l i t i e s and Designated
Historic Districts
97
39
Mobility Evaluation
99
40
S a f e t y Impacts A t t r i b u t a b l e to Changes i n
V e h i c l e - M i l e s of T r a v e l
101
S a f e t y Impacts A t t r i b u t a b l e to Changes i n
Running Speeds
103
S a f e t y Impacts A t t r i b u t a b l e to Changes i n the Number
of V e h i c l e - V e h i c l e C o n f l i c t s
105
S a f e t y Impacts A t t r i b u t a b l e to Changes i n the Number
of P e d e s t r i a n V e h i c l e C o n f l i c t s
106
44
Safety Evaluation
107
45
A i r P o l l u t i o n Emissions
109
46
T r a n s p o r t a t i o n Energy Consumption (Peak P e r i o d s )
110
47
Environment & Energy E v a l u a t i o n
112
48
Changes i n S i g n s , S i g n a l s , and Markings on t h e
41
42
43
r
Reno Road Route
113
49
Cost E v a l u a t i o n
115
50
Summary E v a l u a t i o n C h a r t
119
51
TSM P l a n Summary
122
52
Recommended TSM P l a n - L o c a t i o n
53
Section A-Current Conditions
and Proposed TSM P l a n
127
54
S e c t i o n B-Current Conditions
and Proposed TSM P l a n
128
55
S e c t i o n C-Current C o n d i t i o n s
and Proposed TSM P l a n
129
vii
o f Measures
123
�ACKNOWLEDGEMENTS
T h i s r e p o r t was prepared by Bellomo-McGee, I n c . (BMI) i n
c o o p e r a t i o n w i t h t h e DCDOT S t e e r i n g Committee and s t a f f .
DCDOT's p r o j e c t manager was Mr. R a j Ghaman.
F o r BMI, t h e
p r o j e c t was d i r e c t e d by Dr. S a l v a t o r e J . Bellomo, P.E. w i t h
support from Mr. K e v i n Hooper, P.E. and Mr. Warren Hughes.
DCDOT S t e e r i n g Committee members c o n s i s t e d
of Mr. John
Jenkins
ANC3G; Mr. F r a n c i s T h r e a d g i l l , ANC3C; Mr. Mark H e l l e r , ANC3F;
Mr. S t e v e P o s n i a k , ANC3E; and Mr. P e t e r E s p e n s c h i e d , DCC and
SANWTP.
BMI i s g r a t e f u l f o r t h e support from Mr. R a j Ghaman,
Mr. George J i v a t o d e , Mr. Seward C r o s s , Mr. George Schoene,
Mr. Gary Wendt, and o t h e r s a t DCDOT who p r o v i d e d d a t a and
a s s i s t a n c e d u r i n g t h e c o u r s e of t h e p r o j e c t .
�EXECUTIVE SUMMARY
�EXECUTIVE SUMMARY
T h i s report addresses
t h r e e c r i t i c a l q u e s t i o n s w i t h r e s p e c t to t h e Reno Road
C o r r i d o r shown i n E x h i b i t S - l .
1.
What a r e t h e problems w i t h t h e e x i s t i n g t r a f f i c s i t u a t i o n i n
the Reno Road C o r r i d o r ?
2.
What a r e t h e impacts a s s o c i a t e d w i t h f i v e ( 5 ) a l t e r n a t i v e s f o r
the Reno Road C o r r i d o r ?
3.
What s e t of t r a f f i c o p e r a t i o n a l changes w i l l s a t i s f y most of
the c r i t e r i a of concern t o t h e community?
To a d d r e s s these i s s u e s , i n f o r m a t i o n was developed i n accordance w i t h a s i x
t a s k work program, w h i c h was c a r r i e d out by Bellomo-McGee, I n c . (BMI) w o r k i n g
w i t h DCDOT and a S t e e r i n g Committee w h i c h c o n s i s t of members from t h e v a r i o u s
ANC's i n t h e study a r e a .
The work program c o n s i s t e d o f : 1) I s s u e
Identifi-
c a t i o n and Study Design, 2) Data C o l l e c t i o n , 3) A n a l y s i s and Problem I d e n t i f i c a t i o n , 4 ) D e s c r i p t i o n and E v a l u a t i o n of Options, 5) Recommendations, and
6) F i n a l Report.
F o r the f i r s t f o u r ( 4 ) t a s k s s p e c i f i c working papers were
developed and reviewed
w i t h the Committee and DCDOT.
This f i n a l
report
c o n t a i n s t h e recommendations.
EXISTING PROBLEMS
Based on an i n v e n t o r y and a n a l y s i s of t h e e x i s t i n g s i t u a t i o n t h e f o l l o w i n g
f i n d i n g s emerged:
Travel Patterns—The
and a f t e r n o o n
Reno Road Route e x p e r i e n c e s n o n - l o c a l u s e d u r i n g t h e morning
rush hours.
The e x t e n t of non-DC usage of t h e Reno Road Route i s
g r e a t e s t a t t h e n o r t h end of t h e c o r r i d o r ( i . e . , n e a r e s t t h e Maryland/DC l i n e ) .
Speed and D e l a y — T h e average o p e r a t i n g speed f o r t h e Reno Road Route i s t y p i c a l l y
g r e a t e r than f o r e i t h e r C o n n e c t i c u t
o r W i s c o n s i n Avenues.
S-2
When d e l a y due t o
�S-3
�t r a f f i c s i g n a l s i s excluded from the t o t a l t r a v e l time, the average
speeds f o r a l l t h r e e r o u t e s a r e comparable.
r e l a t i v e l y l i t t l e d e l a y due
running
Northbound Reno Road e x p e r i e n c e s
to s i g n a l s e s p e c i a l l y when compared w i t h
C o n n e c t i c u t and W i s c o n s i n Avenues.
A r e d u c t i o n i n s i g n a l d e l a y on
Connecticut
and W i s c o n s i n Avenues w i l l cause a s h i f t i n t r a v e l from the Reno Route to
C o n n e c t i c u t and W i s c o n s i n Avenues.
T r a f f i c V o l u m e s — D u r i n g the morning r u s h hour t r a f f i c f i l t e r s onto Reno Road
from many r o u t e s .
When the t r a f f i c f l o w r e a c h e s T i l d e n S t r e e t ,
30 p e r c e n t d i v e r t s eastbound onto T i l d e n S t r e e t .
remaining
t r a f f i c s p l i t s n e a r l y evenly.
During
approximately
At C l e v e l a n d Avenue, the
the a f t e r n o o n r u s h hour, the
p r i m a r y s o u r c e s of t r a f f i c f o r the Reno Road Route a r e Massachusetts
C l e v e l a n d Avenue, and T i l d e n S t r e e t .
Avenue,
Once the t r a f f i c f l o w r e a c h e s i t s peak
p a s t T i l d e n , t r a f f i c begins f i l t e r i n g o f f the r o u t e p r i m a r i l y onto Van Ness
S t r e e t , A l b e r m a r l e S t r e e t , and Fessenden S t r e e t , u n t i l i t s end a t Western
Avenue.
T r a f f i c Control Devices—The^tudy
markings.
has a complex network of s i g n a l s , s i g n s and
There a r e 66 s i g n a l i z e d i n t e r s e c t i o n s i n the study a r e a w i t h 27
on
C o n n e c t i c u t Avenue, 16 on W i s c o n s i n Avenue and o n l y 13 on the Reno Road Route.
There a r e numerous r e g u l a t o r y , warning,
and non-standard s i g n s i n the study a r e a .
The Reno Road Route has a l l of the non-standard
signs.
L e v e l of S e r v i c e — T h e Reno Road Route has h i g h e r l e v e l s of s e r v i c e i n the morning
and a f t e r n o o n r u s h hours than C o n n e c t i c u t and W i s c o n s i n Avenues.
c o n g e s t i o n was measured on a l l t h r e e r o u t e s .
However,
On the Reno Road Route the Reno
Fessenden/Nebraska p a i r of i n t e r s e c t i o n s do not c u r r e n t l y accommodate southbound t r a f f i c i n the morning r u s h hour.
L i k e w i s e , the R e n o / M i l i t a r y / 4 1 s t
i n t e r s e c t i o n e x p e r i e n c e s long northbound c o n g e s t i o n d u r i n g the a f t e r n o o n
hour.
Along C o n n e c t i c u t and W i s c o n s i n
rush
t r a f f i c c o n g e s t i o n i s a product of both
i n d i v i d u a l i n t e r s e c t i o n b o t t l e n e c k s and an o v e r l o a d i n g "bf the o v e r a l l e x i s t i n g
s i g n a l system f o r the
corridor.
S-4
^
�G e n e r a l A c c e s s — P e d e s t r i a n a c c e s s and m o b i l i t y w i t h i n the study a r e a i s hindered
by the absence of s i d e w a l k s and the narrowness of e x i s t i n g s i d e w a l k s .
The
i s g e n e r a l l y a c c e s s i b l e to v e h i c u l a r t r a f f i c w i t h the p r i m a r y e x c e p t i o n
area
being
the 4 l s t S t r e e t / W e s t e r n Avenue i n t e r s e c t i o n w h i c h r e s t r i c t s southwest bound
t r a f f i c from e n t e r i n g the Reno Road C o r r i d o r ^
Avenue i s somewhat more r e s t r i c t i v e due
p a r k i n g p o l i c i e s a t UDC
ing
s a f e t y and
Safety—An
A c c e s s from Reno Road to
to l e f t t u r n p r o h i b i t i o n s .
Wisconsin
7
Offstreet
cause p a r k i n g to s p i l l o v e r onto neighborhood s t r e e t s c a u s -
t r a f f i c problems.
i n v e s t i g a t i o n of a c c i d e n t d a t a showed t h a t the h i g h e s t a c c i d e n t r a t e s
( a c c i d e n t s per u n i t t r a f f i c volume) were on C o n n e c t i c u t and W i s c o n s i n Avenues
r a t h e r than on the Reno Road Route.
i n d i c a t e d s a f e t y problems due
A field
i n v e s t i g a t i o n of the Reno Road Route
to l a c k of s i d e w a l k s , poor i n t e r s e c t i o n s i g h t d i s -
t a n c e , e x c e s s i v e s i g n i n g , p e d e s t r i a n - v e h i c l e c o n f l i c t s due to o n - s t r e e t p a r k i n g
for
UDC,
h o r i z o n t a l and v e r t i c a l geometries
a t i n t e r s e c t i o n s , l a c k of
enforce
ment, non-standard s i g n s , e t c .
To a d d r e s s the e x i s t i n g problems a comprehensive s e t of countermeasures a r e
suggested
a s p a r t of the T r a n s p o r t a t i o n System Management (TSM)
Plan.
These
a r e needed r e g a r d l e s s of the b a s i c t r a f f i c o p e r a t i o n s plan s e l e c t e d .
IMPACT EVALUATION
-
F i v e ( 5 ) t r a f f i c o p e r a t i o n s a l t e r n a t i v e s were developed and e v a l u a t e d a s P ^ J * k * ' * " ^ ^ ^ j * ^
of the study.
ing
The concept f o r the f i v e ( 5 ) o p t i o n s was developed, by DCDOT work- .
w i t h r e p r e s e n t a t i v e s from the community on the S t e e r i n g Committee.
Using
b e s t a v a i l a b l e data and methods an e v a l u a t i o n was made of the f i v e ( 5 ) o p t i o n s .
T h i s e v a l u a t i o n i s summarized i n E x h i b i t
S-2.
The summary e v a l u a t i o n p r e s e n t s f o r each of the seven a r e a s of community
r a t i n g s f o r each of the f i v e o p t i o n s .
concern,
These r a t i n g s a r e intended to h i g h l i g h t the
s t r e n g t h s and weaknesses of each of the o p t i o n s .
The e x h i b i t a l s o i n d i c a t e s f o r
the r e a d e r where more d e t a i l s can be found w i t h i n the body of the r e p o r t .
S-5
The
�CRITERIA
General
COMMENTS
Side Street
Neighborhood
Access
Access
More D e t a i l
Report
SECTION
EXHIBIT
4.3
27
4.4
32
4.5
36
4.6
39
4.7
44
4.8
47
4.9
49
Commuter
Reno R o u t e
Travel
Key S i d e
Streets
Through T r a f f i c
Red-uction
AM-Reno R o u t e
Level of Service
PM-Reno R o u t e
Access to P u b l i c
Facilities
Mobility
Access to
Shopping
Combined
Rating f o r
S afety
Safety
Environment
Energy
Noise &
Neighborhood
Cohes i o n
&
Emissions &
Energy
Consumption
Capital &
O&M C o s t s
Cost
Legend;
Alternative 1 0
^ E x i s t i n g T r a f f i c Operations
Alternative 2 0
O O n e Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
Alternative 3Q
Q R e v e r s i b l e Lane O p e r a t i o n w i t h P a r k i n g P r o h i b i t e d
A l t e r n a t i v e 4-Jfr
—jfcOne Lane Southbound and Two Lanes Northbound w i t h
Parking Prohibited
Alternative 5 A
&Two Lanes Southbound and one Lane Northbound w i t h
Parking Permitted
BMI
Exhibit
SUMMARY
EVALUATION
S-6
CHART
S2
�e v a l u a t i o n r e s u l t s f o r each of the seven a r e a s of concern i s summarized i n the
following
paragraphs.
G e n e r a l A c c e s s — T h e g e n e r a l a c c e s s e v a l u a t i o n shows the c o n f l i c t between key
s i d e s t r e e t neighborhood a c c e s s ( f a v o r i n g A l t e r n a t i v e 2) and commuter t r a v e l
( f a v o r i n g A l t e r n a t i v e s 3 and 5 ) .
T r a v e l — W i t h r e s p e c t to r e d u c t i o n s of through t r a f f i c , key s i d e s t r e e t
and
t r a f f i c on the Reno Road Route, A l t e r n a t i v e 2 i s f a v o r e d due
i n t r a f f i c volumes and lower speeds.
r e d u c t i o n s i n the a f t e r n o o n
to r e d u c t i o n s
The t r a f f i c volume r e d u c t i o n s a r e due
peak hour c a p a c i t y and
the i n c r e a s e d t r a f f i c c o n g e s t i o n .
traffic
to
speed r e d u c t i o n s r e s u l t from
However, w i t h r e s p e c t to A l t e r n a t i v e 2 the
e l i m i n a t i o n of p a r k i n g and r e d u c t i o n of s i d e f r i c t i o n from p a r a l l e l - t r a v e l l i n g
v e h i c l e s w i l l s e r v e to l e s s e n these speed r e d u c t i o n s .
i n v e h i c u l a r t r a f f i c i s added to C o n n e c t i c u t
L e v e l of S e r v i c e — T h e
However, t h i s
and W i s c o n s i n
reduction
Avenues.
l o w e s t l e v e l s of s e r v i c e a r e f o r A l t e r n a t i v e s 3 and
5 with
the g r e a t e s t number of i n t e r s e c t i o n s o p e r a t i n g a t s e r v i c e l e v e l s E and F.
the AM
for
p e r i o d , A l t e r n a t i v e s 1, 2, and 4 operate a t comparable l e v e l s .
the PM p e r i o d , A l t e r n a t i v e 2 o p e r a t e s a t a lower
t o A l t e r n a t i v e s 1 and 4.
3 and
However,
s e r v i c e l e v e l when compared
The l e v e l of s e r v i c e does indeed
improve i n A l t e r n a t i v e
5 f o r those s e c t i o n s of Reno Road where an a d d i t i o n a l l a n e i s p r o v i d e d .
However, the n o r t h e r n and
one
For
southern
s e c t i o n s of the Reno Road r o u t e w h i c h remain
l a n e i n each d i r e c t i o n w i l l e x p e r i e n c e an i n c r e a s e i n both t r a f f i c volume
and c o n g e s t i o n .
The o v e r a l l e f f e c t , a s i s shown l a t e r i n E x h i b i t 36, i s a
worse l e v e l of s e r v i c e than c u r r e n t c o n d i t i o n s d u r i n g the morning peak p e r i o d .
Mobility—From
the p o i n t of view of a c c e s s to p u b l i c f a c i l i t i e s , A l t e r n a t i v e 2
has an edge over A l t e r n a t i v e 5 and
motorized modes of t r a v e l .
1.
T h i s i s p a r t i c u l a r l y t r u e f o r the
However, from the p o i n t of view of a c c e s s to
f a c i l i t i e s , A l t e r n a t i v e 3 would be f a v o r e d .
nonretail
A l t e r n a t i v e 3 p r o v i d e s f o r the
g r e a t e s t i n c r e a s e i n c a p a c i t y on the Reno Road Route.
S a f e t y — E a c h o p t i o n was
e v a l u a t e d f o r i t s impact on v e h i c l e - m i l e s of
travel
( w h i c h a f f e c t s a c c i d e n t f r e q u e n c y ) , t r a f f i c speed ( w h i c h a f f e c t s a c c i d e n t
S-7
�s e v e r i t y ) , v e h i c l e - v e h i c l e c o n f l i c t s and p e d e s t r i a n - v e h i c l e c o n f l i c t s .
From
a s a f e t y p o i n t of view on an o v e r a l l b a s i s , A l t e r n a t i v e 2 has the h i g h e s t
r a t i n g f o l l o w e d by A l t e r n a t i v e 4, 1 , and 5.
l a n e o p e r a t i o n , has the l o w e s t s a f e t y
A l t e r n a t i v e 3, the r e v e r s i b l e
rating.
Environment and E n e r g y — W i t h r e s p e c t to n o i s e and neighborhood
A l t e r n a t i v e 2 was
r a t e d the h i g h e s t .
However, when one c o n s i d e r s r e l a t i v e
e m i s s i o n s and energy consumption, A l t e r n a t i v e s 3 and
C o s t — T h e c a p i t a l and operating/maintenance
f i v e (5) basic options w i l l
changes would be n e c e s s a r y .
5 are favored.
c o s t f o r implementing any of the
be r e l a t i v e l y modest s i n c e o n l y s i g n and marking
However, A l t e r n a t i v e s 3 and 5 would r e q u i r e
g r e a t e r c o s t s over A l t e r n a t i v e s 1, 2, and
TSM
cohesion,
4.
PLAN
I n order to recommend a TSM
P l a n f o r the Reno Road C o r r i d o r , BMI
considered
the e x i s t i n g problems, e v a l u a t i o n of the f i v e s p e c i f i c o p t i o n s , and comments
from the S t e e r i n g Committee and DCDOT. '
The
i n v e n t o r y and a n a l y s i s of the e x i s t i n g problems i n d i c a t e d c o r r i d o r l e v e l
and
s p e c i f i c problems on s i t e s on the Reno Road Route.
C o r r i d o r l e v e l problems
were shared by a l l through r o u t e s ( i . e . , C o n n e c t i c u t , W i s c o n s i n , Reno Road).
S i t e s p e c i f i c problems on the Reno Road Route e x i s t because of i t s v a r i a b l e
pavement w i d t h (from 24 f e e t to 46 f e e t ) , i t s r o l l i n g grade, the nearby l a n d
use a c t i v i t i e s
(i.e.,
devices, etc.
E x h i b i t S-3
the whole c o r r i d o r .
s c h o o l s , r e s i d e n c e s , e t c . ) , the number of t r a f f i c
l i s t s the components of the recommended TSM
E x h i b i t S-4
control
Plan for
i n d i c a t e s the g e n e r a l l o c a t i o n of these r e -
commendations.
It
ior
i s c l e a r from the e v a l u a t i o n r e s u l t s t h a t no one a l t e r n a t i v e i s c l e a r l y
w i t h r e s p e c t to a l l the c r i t e r i a .
T h e r e f o r e , as a p r a c t i c a l matter
super-
the
recommended approach should c o n s i d e r 1) the p o s i t i v e a s p e c t s of the most promising
S-8
�TITLE
DESCRIFTIOH
PROBLEM ADDRESSED/COMMENTS
1. Construct.
Sidewalks
P r o v i d e new/Improved s i d e w a l k s on west s i d e of
Reno Road Route from C a t h e d r a l to Woodley, from
T i l d e n to Upton, from Davenport to Nebraska, &
from H u n t i n j i o n to Ingomar, 4 on east s i d e from
Rodman to Van Mess 4 from A l t o n to Appleton
Pedestrian Safety
Remove non-standard school speed l i m i t s i g n s ,
"Speed L i m i t S t r i c t l y E n f o r c e d " s i g n s , 4
"One Lane a t A l l Times" s i g n s . Focus a t t e n t i o n on s e c t i o n between Chevy Chase Parkway
4 Ellicot St.
M o t o r i s t C o n f u s i o n 4 Sensory
Overload
3. Improve Bikeway
Crossing
I n s t a l l bikeway c r o s s i n g warning s i g n s on
northbound 4 southbound Reno Rd. approaches to
the Warren S t . i n t e r s e c t i o n
B i c y c l e Safety
4. Study P e d e s t r i a n
Crossing Behavior
at Eaton School
Determine i f t r a f f i c s i g n a l I s w a r r a n t e d under
the School C r o s s i n g Warrant or i f other a c t i o n s
( e . g . , change s a f e w a l k i n g r o u t e s to s c h o o l ,
remove s t r i p e d c r o s s w a l k a t L o w e l l S t . ) a s
appropriate
School C h i l d r e n S a f e t y
5. I n s t a l l New
Standard School
Signs
I n s t a l l standard school zone and school c h i l d ren c r o s s w a l k warning s i g n s 4 school speed
l i m i t s i g n a s s e m b l i e s at Eaton School between
Macomb 4 Woodley 4 a t Murch School between
Nebraska 4 Chesapeake
School C h i l d r e n S a f e t y
6. I n s t a l l
Sign
P r o v i d e a stop s i g n f o r the westbound Ingomar
approach to t h e I n t e r s e c t i o n of Ingomar 4
39th S t s .
Unclear Vehicular
Right-of-Way
7. Improve S a f e t y
at M i l i t a r y / R e n o
Intersection
Move back s t o p b a r s on both the northbound 4
southbound Reno Rd. approaches to the M i l i t a r y
Rd. i n t e r s e c t i o n & c o n s i d e r r e c o n s t r u c t i o n
of the i n t e r s e c t i o n geometry
V e h i c l e T u r n i n g Movement
Safety
8. Change Lane
C o n f i g u r a t i o n on
the Reno Rd.
Route
Remove northbound l a n e l i n e s and i n s t a l l new
c e n t e r l i n e a t a p p r o p r i a t e l o c a t i o n s to d e s i g nate one through lane i n each d i r e c t i o n 4 prov i d e a p p r o p r i a t e markings to d e s i g n a t e l e f t
turning lanes at selected intersections
between C a r f i e l d & Nebraska
Reduction of Through T r i p s
9. Change O n - s t r e e t
Parking
Restrictions
Change c u r r e n t p a r k i n g r e s t r i c t i o n s on the
Reno Rd. Route a s f o l l o w s : 1) n o r t h of
Nebraska, m a i n t a i n c u r r e n t r e s t r i c t i o n s but
a l s o p r o h i b i t p a r k i n g a t a l l times on the
west s i d e from Huntington to G a r r i s o n 4 f o r
a p p r o x i m a t e l y 100 f t n o r t h of Fessenden; 2)
between Nebraska a C a r f i e l d , only permit p a r k ing a t a l l times on the ease a i d e from Yuma t o
A l t o n 4 from Albemarle to Davenport 4 p r o h i b i t
p a r k i n g a t a l l o t h e r l o c a t i o n s ; 4 3 ) south of
C a r f i e l d , maintain current parking r e s t r i c t i o n s
Parking Vehicle Sight Distance
C o n s t r a i n t s Compatible w i t h
One-lane Each D i r e c t i o n Concept
10. I n s t a l l Temporary
Transitional
Signs
I n s t a l l "One Lane a t A l l Times" or comparable
s i g n s along the e x i s t i n g northbound 2-lane
s e c t i o n w h i c h I s being proposed to operate
as one l a n e ; f o l l o w same implementation procedures used when southbound was reduced t o
a c o n t i n u o u s one l a n e
M o t o r i s t C o n f u s i o n Over A l t e r e d
Lane C o n f i g u r a t i o n s
11.
Optimize s i g n a l t i m i n g on the Reno Rd. Route,
p a r t i c u l a r l y the o f f s e t s a t the Fessenden a
Nebraska I n t e r s e c t i o n s
Optimize R e v i s e d S y s t e
Capacity
12. Improve T r a f f i c
Flow on C o n n e c t i cut 4 W i s c o n s i n
Aves.
Improve t r a f f i c flow by a p p l y i n g TRANSYT t o
optimize s i g n a l s , i n s t a l l i n g vehicle-actuation
and/or p e d e s t r i a n - a c t u a t i o n d e v i c e s on s i d e
s t r e e t approaches a t s e l e c t e d i n t e r s e c t i o n s ,
and/or s t u d y i n g removal of METRO bus l a n e s
on C o n n e c t i c u t 4 W i s c o n s i n Aves.
Optimize C u r r e n t S y s t e
Capacity
13.
Conduct spot speed s t u d i e s on southbound
C l e v e l a n d Ave. from Reno Rd. to C a l v e r t S t .
determine i f a s a f e t y problem e x i s t s
Vehicle Safety
14. Improve E n f o r c e ment on Reno Bd.
Route
Improve enforcement of t r a f f i c r e g u l a t i o n s
( e . g . , speed l i m i t , p r o h i b i t e d l e f t t u r n s )
f o c u s i n g oa speed enforcement.
Vehicle/Pedestrian Safety
15.
Monitor e f f e c t s of r a c e — ended a c t i o n s through
e x i s t i n g DCDOT m o n i t o r i n g p r o c e s s ; i n p a r t l e u l a r , monitor t r a f f i c volume 4 a c c i d e n t d a t a
E f f e c t i v e n e s s of
Pimm
Remove E x c e s s i v e
4 Non-standard
Signs
BMI
Stop
Optimize Reno Rd.
S i g n a l Timing
Conduct Speed
S t u d i e s on
C l e v e l a n d Ave.
Monitor
Performance o f
Ran o Rd. B o u t *
TSM PLAN SUMMARY
Exhibit
S-3
�jj
BMI
RECOMMENDED TSM PLAN-LOCATION OF MEASURES
Exhibit
s-4
s-l
0
�options,
2) the i n v e n t o r y
and a n a l y s i s r e s u l t s , and
3) the s i t e s p e c i f i c
i s s u e s on the Reno Road Route.
In general,
the components of the recommended TSM
p l a n a r e e i t h e r measures
to m i n i m i z e the volume of through v e h i c u l a r t r a f f i c on the Reno Road r o u t e
or measures to improve p e d e s t r i a n
and v e h i c u l a r s a f e t y i n the c o r r i d o r .
d e p a r t u r e from c u r r e n t c o n d i t i o n s
i s the recommended r e c o n f i g u r a t i o n
A
of
the
Reno Road Route l a n e s i n order to reduce the e x i s t i n g one-southbound-twonorthbound l a n e s p r e v a l e n t
between Fessenden and G a r f i e l d S t r e e t s to a
one-through-lane-in-each-direction section.
P r o v i s i o n of e x c l u s i v e
t u r n l a n e s a t Reno Road Route i n t e r s e c t i o n s w i t h C l e v e l a n d
P o r t e r , T i l d e n ( e x i s t i n g ) , Van
also included
Ness, A l b e m a r l e , and
w i t h t h i s recommendation.
( e x i s t i n g ) , Woodley,
Fessenden ( e x i s t i n g ) i s
Concurrent w i t h t h i s recommended r e -
d u c t i o n i n the northbound c a p a c i t y of the Reno Road Route, t r a f f i c
c a p a c i t y of C o n n e c t i c u t and
left
carrying
W i s c o n s i n Avenues should be enhanced i n order to
accommodate the a n t i c i p a t e d d i v e r s i o n of t r a f f i c from the Reno Road Route.
S l i g h t , y e t s u f f i c i e n t , improvements i n t r a f f i c flow c o u l d be a c h i e v e d
applying
TRANSYT to o p t i m i z e s i g n a l performance or i n s t a l l i n g
or p e d e s t r i a n - a c t u a t i o n
sections.
The
devices
e v a l u a t i o n of a l t e r n a t i v e s presented i n t h i s r e p o r t
f i g u r a t i o n on the Reno Road Route and
and
W i s c o n s i n Avenues.
i s the o p t i m i z a t i o n
point
vehicle-actuation
on s i d e - s t r e e t approaches a t s e l e c t e d
t h a t commuter t r a v e l can be a d e q u a t e l y served
inter-
indicates
by the recommended l a n e con-
" o p t i m i z e d " t r a f f i c f l o w s on C o n n e c t i c u t
A l s o c r i t i c a l to the s u c c e s s of the recommended package
of s i g n a l t i m i n g along the Reno Road Route.
i s the morning peak hour t r a f f i c c o n d i t i o n s
Nebraska Avenue i n t e r s e c t i o n s w i t h Reno Road.
to c l e a r the queue and
by
therefore
The
A c a s e in"
a t the Fessenden S t r e e t
and
current signal offsets f a i l
the a v a i l a b l e green times a r e not
fully
utilized.
Equally
important to the s u c c e s s f u l achievement of an o v e r a l l improvement to
Reno Road c o r r i d o r a r e the v a r i o u s s a f e t y - r e l a t e d measures recommended f o r
S-ll
the
�implementation..
pedestrian
Construction
s a f e t y and
of s i d e w a l k s
comfort.
Cathedral
such measure geared to improve
The most g l a r i n g s i d e w a l k - l e s s s e c t i o n s w h i c h
e x p e r i e n c e moderately heavy p e d e s t r i a n
from T i l d e n to Van Ness and
i s one
t r a f f i c a r e the e a s t s i d e of Reno Road
the west s i d e of 34th S t r e e t from a p p r o x i m a t e l y
to Woodley (and then west on the south s i d e of Woodley).
l i n k s i n the s i d e w a l k network a r e l i s t e d
i n the recommended TSM
i t should be noted t h a t the c o n s t r u c t i o n of any new
Other
plan.
missing
However,
s i d e w a l k must f i r s t
i n i t i a t e d by a p e t i t i o n from the m a j o r i t y of a b u t t i n g p r o p e r t y owners
be
followed
by an assessment a g a i n s t each of these owners to f i n a n c e a p o r t i o n of the construction cost.
The
recommendations c o n t a i n
destrian safety.
be s t u d i e d and
s e v e r a l measures w h i c h f o c u s on s c h o o l
routes
s c h o o l zone and
pe-
At Eaton S c h o o l , the c r o s s i n g b e h a v i o r of s c h o o l c h i l d r e n should
some r e m e d i a l a c t i o n s u b s e q u e n t l y t a k e n such a s i n s t a l l a t i o n of a
s i g n a l a t the i n t e r s e c t i o n of 34th and
walking
children
to the s c h o o l .
L o w e l l S t r e e t s or a l t e r a t i o n of the
At both the Eaton and Murch S c h o o l s ,
school c h i l d r e n c r o s s w a l k
s i g n a s s e m b l i e s should be
warning s i g n s and
school
safe
standard
speed l i m i t
installed.
E x c e s s i v e and non-standard s i g n s should be removed along the e n t i r e Reno Road
Route.
S p e c i a l a t t e n t i o n should be f o c u s e d on the s e c t i o n between Chevy Chase
Parkway and
E l l i c o t S t r e e t where the q u a n t i t y of s i g n s both makes i t d i f f i c u l t
f o r the d r i v e r to s o r t out
motorists
the p e r t i n e n t
from the d r i v i n g t a s k i t s e l f .
of 34th/Reno where two
the
C o n v e r s e l y , along the northbound s e c t i o n
Lane a t ALL
l a n e , temporary
Times") should be i n s t a l l e d .
on the northbound and
S t r e e t i n t e r s e c t i o n to inform
With regard
and d i s t r a c t s
l a n e s a r e proposed to be reduced to one
t r a n s i t i o n a l s i g n s ( e . g . , "One
should a l s o be placed
sign information
the m o t o r i s t s
Signs
southbound approaches to the Warren
of an upcoming bikeway c r o s s i n g .
to p a r k i n g a l o n g the Reno Road Route, the recommendations p r o v i d e
s p e c i f i c l i m i t s f o r where p a r k i n g
should be p e r m i t t e d .
However, the
final
d e t a i l s must r e s t w i t h geometric d e s i g n c o n s i d e r a t i o n s
w h i c h a r e d r i v e n by
r e c o n f i g u r a t i o n of the Reno Road Route through l a n e s .
One
the
s e c t i o n of now-permiss-
a b l e p a r k i n g w h i c h i s proposed to be removed i s the e a s t s i d e of Reno Road between
S-12
�T i l d e n and Van Ness S t r e e t s .
T h i s p a r k i n g i s c u r r e n t l y u t i l i z e d h e a v i l y by
UDC s t u d e n t s / f a c u l t y who would be f o r c e d t o f i n d a l t e r n a t e p a r k i n g once r e s t r i c t e d from Reno Road.
The c u r r e n t p a r k i n g p o l i c i e s of the U n i v e r s i t y of
the D i s t r i c t of Columbia should be reviewed a s one p o t e n t i a l source f o r
i d e n t i f y i n g the means f o r accommodating the needs of the UDC s t u d e n t s c u r r e n t l y p a r k i n g w i t h i n t h e Reno Road c o r r i d o r .
Along the n o r t h e r n s e c t i o n o f the Reno Road Route ( i . e . , between Nebraska and
Western A v e n u e s ) , no a c t i o n s a r e recommended except f o r s l i g h t changes i n t h e
a v a i l a b l e o n - s t r e e t p a r k i n g and low-cost s a f e t y improvements a t two i n t e r s e c t i o n s .
By moving back t h e stop b a r s on both the northbound and southbound Reno Road
approaches to the M i l i t a r y Road i n t e r s e c t i o n , t u r n i n g maneuvers w h i c h a r e now
c o n s t r i c t e d by t h e i n t e r s e c t i o n geometries c o u l d be s a f e l y accommodated.
At
the i n t e r s e c t i o n of Ingomar and 39th S t r e e t s , t h e i n s t a l l a t i o n o f a s i n g l e stop
s i g n would e l i m i n a t e any q u e s t i o n i n the m o t o r i s t ' s mind over v e h i c u l a r
right-of-way.
T r a f f i c speeds w h i c h exceed posted speed l i m i t s have been observed
the Reno Road Route.
throughout
Improved enforcement of t r a f f i c r e g u l a t i o n s should be
c o n s i d e r e d a s a p o t e n t i a l means f o r r e d u c i n g v e h i c l e speeds along the r o u t e .
I n a d d i t i o n , spot speed s t u d i e s should be conducted
determine
on C l e v e l a n d Avenue t o
i f a s a f e t y problem e x i s t s .
W i t h r e s p e c t t o the Reno Road Route, E x h i b i t s S-5, S-6, and S-7 p r o v i d e more
s p e c i f i c s on the v a r i o u s s e c t i o n s w i t h r e s p e c t t o l a n e u s e , p a r k i n g , s i d e w a l k s ,
and s i g n a l s .
(A,
I n t h e s e e x h i b i t s the Reno Road Route i s d i v i d e d i n t o t h r e e s e c t i o n s
B, and C) and the BMI p r o p o s a l i s shown along w i t h t h e e x i s t i n g
situation.
I t should be noted t h a t t h e s e recommendations f o r the Reno Road c o r r i d o r a r e
s u b j e c t to f i n a l a p p r o v a l by DCDOT and more d e t a i l e d d e s i g n
These a r e o u t s i d e t h e scope of the BMI c o n t r a c t .
specifications.
I t should a l s o be r e c o g n i z e d
t h a t w h i l e most of t h e s e recommendations c a n be implemented by DCDOT, they a r e
s u b j e c t t o a v a i l a b l e f u n d i n g , and c o o r d i n a t i o n / c o o p e r a t i o n w i t h the p u b l i c .
good example of t h i s i s t h e s i d e w a l k recommendation.
While most w i l l agree
A
that
s i d e w a l k s a r e needed a s noted, t h e r e may be a need t o a c q u i r e a d d i t i o n a l ROW o r
i n d i v i d u a l a s s e s s m e n t s w i l l be needed to o b t a i n the n e c e s s a r y f u n d s .
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I
The TSM plan illusËrated in this exhibit
is conceptual and subject to land surveys,
design, and -irnplement.ation practices of
the District of Columbia.
Signolized lntersection
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Concrete
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PROPOSED TSM PLAN r
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Exhibit
s-7
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6
�1.
INTRODUCTION
�1.
1.1
INTRODUCTION
Purpose
The purpose o f t h i s s t u d y was to perform an independent p r o f e s s i o n a l e n g i n e e r i n g
e v a l u a t i o n of v a r i o u s o p t i o n s f o r t h e Reno Road C o r r i d o r and to i n v e s t i g a t e t h e
f e a s i b i l i t y of making t r a f f i c o p e r a t i o n a l changes a t Western Avenue and Wiscons i n Avenue.
Bellomo-McGee, I n c . (BMI) undertook t h i s s t u d y f o r t h e
D i s t r i c t of Columbia through a c o n t r a c t w i t h Greenman Pederson-Jackson
& Tull,
J.V.
T h i s F i n a l Report p r e s e n t s t h e r e s u l t s o f the s t u d y and BMI's recommendation o f
a packaged s e t of t r a n s p o r t a t i o n a c t i o n s aimed a t a d d r e s s i n g community and
wide g o a l s and o b j e c t i v e s .
city
The r e p o r t 1) i d e n t i f i e s i s s u e s and t h e s t u d y d e s i g n ,
2) p r e s e n t s the r e s u l t s o f the d a t a c o l l e c t i o n , a n a l y s i s and i d e n t i f i c a t i o n of
problems on the e x i s t i n g network,
3) d e s c r i b e s and e v a l u a t e s f i v e t r a f f i c
opera-
t i o n s o p t i o n s f o r the s t u d y a r e a , and 4) p r e s e n t s summary, c o n c l u s i o n s and
recommendations.
1.2
Background
A r e v i e w o f t h e scope o f work and the Reno Road C o r r i d o r i n d i c a t e d t h e need to
focus on a broad study a r e a i l l u s t r a t e d i n E x h i b i t 1.
The Reno Road C o r r i d o r
s t u d y a r e a i s bounded by Western Avenue to t h e n o r t h , C o n n e c t i c u t Avenue to the
e a s t , M a s s a c h u s e t t s Avenue to the s o u t h , and W i s c o n s i n Avenue to t h e west.
W i t h i n t h i s s t u d y a r e a i s a complex mix of l a n d use a c t i v i t i e s and a t r a n s p o r t a t i o n network w h i c h p r o v i d e s land use a c c e s s and c a r r i e s s i g n i f i c a n t volumes
of t r a f f i c .
The Reno Road C o r r i d o r s t u d i e d has Western Avenue as i t s n o r t h e r n boundary
and Massachusetts Avenue as the s o u t h e r n boundary.
The Reno Road Route
(41st,
Reno Road, and 3 4 t h S t r e e t ) passes through r e s i d e n t i a l neighborhoods and i s
c l a s s i f i e d as a Minor A r t e r i a l .
The Reno Road Route i s l i n k e d through
collector
and l o c a l s t r e e t s to C o n n e c t i c u t and W i s c o n s i n Avenues which s e r v e as P r i n c i p a l
Arterials.
These l a t t e r f a c i l i t i e s s e r v e commercial
2
and r e s i d e n t i a l developments.
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�I n 1981 DCDOT implemented changes i n t r a f f i c o p e r a t i o n s on 4 1 s t S t r e e t , Reno
Road, and 34th S t r e e t a s an experiment.
The p l a n w h i c h went i n t o e f f e c t on
August 24, e l i m i n a t e d t h e p r e v i o u s r e v e r s i b l e l a n e o p e r a t i o n , r e s t r i c t e d
left
t u r n s a t s e v e r a l i n t e r s e c t i o n s and r e s t o r e d p a r k i n g on p o r t i o n s o f t h e r o u t e .
Through an a c t i v e c i t i z e n p a r t i c i p a t i o n p r o c e s s , DCDOT was asked t o engage a
p r o f e s s i o n a l engineer to e v a l u a t e v a r i o u s o p t i o n s f o r t h e Reno Road C o r r i d o r
and t o i n v e s t i g a t e t h e f e a s i b i l i t y of making changes i n t r a f f i c
operations
a t Western and W i s c o n s i n Avenue.
I n c a r r y i n g out t h e assignment,
BMI used, a s a p p l i c a b l e , i t s e x p e r i e n c e ,
s t a t e - o f - t h e - a r t t e c h n i q u e s , and a d a t a base t o suggest a t r a f f i c p l a n f o r
the c o r r i d o r , w h i c h was not n e c e s s a r i l y l i m i t e d t o t h e scope of t h e c u r r e n t
l o c a l r e g u l a t o r y and e n g i n e e r i n g environment.
Working Paper No. 1 ( R e f . 1)
p r e s e n t e d a d e s i g n f o r c a r r y i n g out t h e study.
Working Papers No. 2 and 3
( R e f . 2) presented data c o l l e c t i o n , a n a l y s i s and problem i d e n t i f i c a t i o n .
Working Paper No. 4 ( R e f . 3) p r e s e n t e d a d e s c r i p t i o n and e v a l u a t i o n of f i v e
t r a f f i c o p e r a t i o n s o p t i o n s f o r t h e study a r e a .
The Bureau of T r a f f i c E n g i n e e r i n g and O p e r a t i o n s
(BTE&O) a c t e d a s DCDOT's
p r o j e c t manager and BMI m a i n t a i n e d an independent p r o f e s s i o n a l r o l e on t h e
assignment w i t h no d i r e c t c o n t a c t s w i t h c i t i z e n s o r any i n d i v i d u a l s r e p r e s e n t i n g an A d v i s o r y Neighborhood Commission (ANC) except t h e Reno Road T r a f f i c
E n g i n e e r i n g S t e e r i n g Committee.
ditions.
The e v a l u a t i o n was made f o r t h e p r e s e n t con-
BMI used i t s judgment on v e r i f i c a t i o n of d a t a and any new d a t a
c o l l e c t i o n e f f o r t s r e l a t e d t o t h e Reno Road C o r r i d o r e v a l u a t i o n and t h e
intersection feasibility
1.3
studies.
Study L i m i t a t i o n s
Because of t h e urban s e t t i n g and c o m p l e x i t y of t h e assignment,
c e r t a i n l i m i t a t i o n s as follows:
t h e study had
�•
•
Other i n f o r m a t i o n on l a n d use i n t e n s i t i e s and p a t t e r n s , a e r i a l
photos, e x i s t i n g p o l i c i e s , and c h a r a c t e r i s t i c s of the study
a r e a were provided by D.C.
A major source was the Ward 3
Notebook.
•
BMI v e r i f i e d t r a f f i c d a t a a l r e a d y c o l l e c t e d f o r the study a r e a
i n c l u d i n g t u r n i n g movement c o u n t s , p e d e s t r i a n c o u n t s , c l a s s i f i c a t i o n s t u d i e s , permanent c o u n t s , t r a n s i t use, e t c . T h i s v e r i f i c a t i o n took the form of l o g i c and c o n s i s t e n c y checks. BMI undertook new d a t a c o l l e c t i o n and f i e l d r e c o n n a i s s a n c e e f f o r t s as
o u t l i n e d i n the work program r e l a t e d to t r a f f i c and s a f e t y i s s u e s .
•
BMI o n l y u t i l i z e d a v a i l a b l e a c c i d e n t d a t a from the D.C.
system
and was w e l l aware of the problems of u n d e r - r e p o r t i n g and g e n e r a l
a c c u r a c y . For e v a l u a t i n g the s a f e t y a s p e c t s of the o p t i o n s ,
the a c c i d e n t data was used as a guide o n l y .
•
While a n a l y s i s was undertaken i n the Reno Road C o r r i d o r , d e t a i l e d
i n v e s t i g a t i o n s and d a t a c o l l e c t i o n was focused on a l i m i t e d
number of c r i t i c a l i n t e r s e c t i o n s and r o u t e segments as o u t l i n e d
i n the study d e s i g n .
•
1.4
E x i s t i n g i n f o r m a t i o n on T r a f f i c C o n t r o l D e v i c e s ( s i g n s , markings,
s i g n a l s ) was provided d i r e c t l y by DCDOT f o r the Reno Road Route,
W i s c o n s i n , C o n n e c t i c u t , and other major f a c i l i t i e s i n the c o r r i d o r .
While BMI spot checked and v e r i f i e d t h e s e through i t s f i e l d work,
i t was not r e s p o n s i b l e f o r v a l i d a t i n g a l l such i n f o r m a t i o n i n i t s
scope of work.
The TSM P l a n f o r the Reno Road C o r r i d o r was d i s p l a y e d i n g r a p h i c
and t a b u l a r form. S p e c i f i c l a n d s u r v e y s and e n g i n e e r i n g design
drawings were not a p a r t of the study scope.
Organization
S e c t i o n 2 p r e s e n t s an i d e n t i f i c a t i o n of i s s u e s , d a t a c o l l e c t i o n ,
analysis
and an i d e n t i f i c a t i o n of e x i s t i n g problems.
S e c t i o n 3 d e s c r i b e s each of the f i v e o p t i o n s and a comprehensive e v a l u a t i o n
of the o p t i o n s i n terms of g e n e r a l a c c e s s , t r a v e l , l e v e l of s e r v i c e , m o b i l i t
s a f e t y , g e n e r a l environment and energy, c o s t , c o m p a t i b i l i t y and
S e c t i o n 4 p r e s e n t s a summary of r e s u l t s , c o n c l u s i o n s , and
practicality
recommendations.
�ISSUE IDENTIFICATION
AND STUDY DESIGN
�2.
ISSUE IDENTIFICATION AND STUDY DESIGN
T h i s s e c t i o n of the report d i s c u s s e s c r i t i c a l i s s u e s , information
ments, and a study
2.1
require-
design.
C r i t i c a l Questions
W i t h i n t h e Reno Road C o r r i d o r changes have been made to t r a f f i c
operations
i n t h e p a s t w h i c h have a f f e c t e d t h e people l i v i n g and w o r k i n g i n t h e c o r r i d o r
and
commuters w h i c h pass through t h e study a r e a .
The c r i t i c a l q u e s t i o n s of
the Reno Road C o r r i d o r e v a l u a t i o n were to determine 1) what a r e t h e problems
w i t h t h e e x i s t i n g t r a f f i c s i t u a t i o n , 2) what a r e t h e impacts a s s o c i a t e d
with
f i v e ( 5 ) a l t e r n a t i v e s f o r t h e Reno Road C o r r i d o r , and 3) what s e t of t r a f f i c
o p e r a t i o n a l changes w i l l s a t i s f y most of t h e c r i t e r i a of concern to t h e
community.
I s s u e 3, however, w i l l r e q u i r e some c o n s i d e r a t i o n by DCDOT f o r
s h o r t range changes l i k e l y to occur i n t h e study a r e a such a s t h e opening
of METRO s t a t i o n s a t T e n l e y C i r c l e and F r i e n d s h i p H e i g h t s ,
operations
changes i n bus
a s s o c i a t e d w i t h t h e i n t r o d u c t i o n of METRO, changes i n r e g i o n a l
commuting p a t t e r n s , e t c .
I n addressing
the three i s s u e s the following
community concerns were addressed:
•
O v e r a l l Community S a f e t y
•
O v e r a l l Community M o b i l i t y
•
L e v e l of S e r v i c e
•
General Access
•
E n v i r o n m e n t a l Concerns
•
P r a c t i c a l i t y and F e a s i b i l i t y
7
�2.2
Information
Requirements
To a d d r e s s t h e c r i t i c a l q u e s t i o n s
noted i n S e c t i o n 2.1, BMI developed on a
systematic b a s i s information f o r the e x i s t i n g t r a f f i c operations
t i v e courses
was
of a c t i o n .
The i n f o r m a t i o n
and a l t e r n a -
by a r e a of concern f o r t h e e v a l u a t i o n
as follows:
A r e a o f Concern
Information
Safety
-
Mobility
-
Travel
-
Requirements
Reduced P e d e s t r i a n / V e h i c l e C o n f l i c t s
Reduced I n t e r s e c t i o n C o n f l i c t s
Reduced VMT
Change i n Route Speeds
Changes i n A c c e s s t o P u b l i c
F a c i l i t i e s (schools)
Changes i n A c c e s s to Shopping F a c i l i t i e s
E f f e c t s on Commuter T r a v e l
R e d u c t i o n i n V e h i c l e M i l e s o f T r a v e l (VMT)
R e d u c t i o n i n Through T r i p s on L o c a l and
Collector Streets
Level of Service/
T r a f f i c Workability
Changes i n LOS a t Key I n t e r s e c t i o n s
General Access
For Neighborhood R e s i d e n t s
For Commuter T r a v e l P a t t e r n s
Environmental
& Energy
Concerns ( G e n e r a l )
R e l a t i v e Emission Levels
R e l a t i v e Noise L e v e l s
Neighborhood Cohesion
Energy Consumption
Cost
Capital
O p e r a t i n g & Maintenance
Compatibility
With F u n c t i o n a l C l a s s i f i c a t i o n
With P u b l i c T r a n s i t
Practicality
& Feasibility
Engineering F e a s i b i l i t y
T r a f f i c Operations P r a c t i c a l i t y
8
�B e s i d e s p r o v i d i n g i n f o r m a t i o n by a r e a of concern, e f f o r t s were made to
segregate the impacts w i t h i n the c o r r i d o r between the d i f f e r e n t r o u t e s
( C o n n e c t i c u t Avenue, W i s c o n s i n Avenue, Key
and ANC
S i d e S t r e e t s , Reno Road Route)
areas.
S e c t i o n 3 of t h i s r e p o r t p r e s e n t s the i n f o r m a t i o n
f o r an a n a l y s i s of
existing
c o n d i t i o n s w h i l e S e c t i o n 4 d i s c u s s e s the impacts f o r each of the a l t e r n a t i v e s
i n d i c a t i n g the e x i s t i n g
2.3
situation.
Study Design
To p r o v i d e
design.
the i n f o r m a t i o n
f o r d e c i s i o n making, BMI
proposed a s i x t a s k study
E x h i b i t 2 p r e s e n t s a work f l o w diagram showing the i n t e r r e l a t i o n s h i p s
between the s i x t a s k s .
TASK 1.
ISSUE IDENTIFICATION AND
The purpose of t h i s t a s k was
STUDY DESIGN
to c o n f i r m
the study o b j e c t i v e s , i s s u e s , and
work
program w i t h the S t e e r i n g Committee and DCDOT.
As p a r t of t h i s t a s k a meeting was
t h i s meeting BMI
h e l d w i t h the S t e e r i n g Committee.
At
prepared and d i s t r i b u t e d the d r a f t of a b r i e f working
paper o u t l i n i n g the s t u d y ' s o b j e c t i v e s , b a s i c i s s u e s to be r e s o l v e d ,
limita-
t i o n s of the work e f f o r t ( i n l i g h t of the s t a t e - o f - t h e - a r t / s c h e d u l e ) , and
f u r t h e r comments on the work program.
t i o n c r i t e r i a and
evaluated
suggested
evalua-
confirmed i t s u n d e r s t a n d i n g of the f i v e ( 5 ) o p t i o n s
f o r the Reno Road C o r r i d o r .
DCDOT comments and
I n a d d i t i o n , BMI
BMI
to
be
r e c e i v e d S t e e r i n g Committee and
i s s u e d a f i n a l working paper s h o r t l y a f t e r the meeting.
While minor changes were made based on the conduct of the study,
i n g paper p r o v i d e d a d d i t i o n a l d e t a i l s on the s t u d y ' s
9
scope and
the work-
limitations.
�r
TASK
1
ISSUE
IDENTIFICATION
& STUDY D E S I G N
•
TASK
EXISTING
DATA
BASE
2
TASK
r
3
DATA
COLLECTION
ANALYSIS &
PROBLEM
IDENTIFICATION
TASK
FIVE (5)
O P T I O N S FOR
RENO ROAD
DESCRIPTION
EVALUATION
OF O P T I O N S
4
&
TASK
5
RECOMMENDATIONS
TASK
r
FINAL
BMI
6
REPORT
WORK FLOW DIAGRAM
Exhibit
2
10
�TASK 2.
DATA COLLECTION
T h i s t a s k was d i v i d e d i n t o t h r e e s u b t a s k s .
S u b t a s k 2.1 - Review and V a l i d a t e Data
Based on t h e i s s u e s presented i n T a s k 1 , d e t a i l e d d a t a needs were i d e n t i f i e d .
On a p r e l i m i n a r y b a s i s the f o l l o w i n g were the d a t a needs:
•
•
T r a v e l patterns
Speed/delay
•
T r a f f i c counts
•
Safety (accidents)
•
T r a f f i c control devices ( s i g n a l s , signs,
A l l a v a i l a b l e d a t a was
( v e h i c l e s and p e d e s t r i a n s )
markings)
independently reviewed and checked
a c c u r a c y and c o n s i s t e n c y .
by BMI
for i t s
Data t h a t was found to be good and c u r r e n t was
used i n the a n a l y s i s i n subsequent t a s k s .
Review o f d a t a needs and
a b i l i t y i d e n t i f i e d d a t a gaps w h i c h were f i l l e d i n S u b t a s k 2.2.
The
availavailable
d a t a i s b r i e f l y reviewed here.
T r a v e l P a t t e r n s — F o r t h e study a r e a , t r a v e l p a t t e r n s were e s t a b l i s h e d f o r t h e
s t u d y a r e a through an o r i g i n - d e s t i n a t i o n s u r v e y o f s e l e c t e d r o u t e s .
The
travel
p a t t e r n s were t h e n a s s i g n e d to t h e study a r e a road network f o r each of the a l t e r n a t i v e s examined.
S p e e d / D e l a y — I n b o u n d speed d a t a was
a v a i l a b l e f o r t h e peak p e r i o d f o r roadway
segments on W i s c o n s i n Avenue, Reno Road and C o n n e c t i c u t Avenue between M i l i t a r y
Road and C a l v e r t S t r e e t .
a t about 7:30
8:30
AM
runs.
AM
Data showed t h a t t h e system running speed was h i g h e s t
and d e c r e a s e s f o r t h e 8:00
AM runs and was lowest f o r t h e
C o n n e c t i c u t Avenue had t h e h i g h e s t t r a v e l speeds f o l l o w e d by
t h e Reno Road C o r r i d o r and W i s c o n s i n Avenue.
11
A r a d a r speed s t u d y was
provided
�by DCDOT f o r road segments w i t h i n the Reno Road c o r r i d o r .
These d a t a were
supplemented by more speed runs i n c l u d i n g r e c o r d i n g o f l o c a t i o n s and p e r i o d s
of s u b s t a n t i a l d e l a y s w i t h notes r e g a r d i n g causes f o r d e l a y s .
The new d a t a
c o l l e c t i o n a c t i v i t i e s a r e d e s c r i b e d i n S u b t a s k 2.2.
T r a f f i c C o u n t s — V e h i c l e t u r n i n g movement counts by 15 minuta p e r i o d s between
t h e hours o f 7:00 AM t o 6:30 PM ( e x c l u d i n g 1:00 PM t o 2:00 PM) were a v a i l a b l e
f o r most o f t h e major i n t e r s e c t i o n s i n t h e s t u d y a r e a .
to BMI by DCDOT and were r e v i e w e d .
a b l e f o r some l o c a t i o n s .
These were s u p p l i e d
P e d e s t r i a n c r o s s i n g d a t a was a l s o a v a i l -
These d a t a were p l o t t e d on a map t o check f o r f l o w
c o n s i s t e n c y between i n t e r s e c t i o n s .
Key c r o s s s t r e e t s ( R e f . 1) were e s t a b l i s h e d
based on an e x a m i n a t i o n of the t r a f f i c count d a t a .
Short p e r i o d spot l o c a t i o n
counts were made where n e c e s s a r y t o make the a v a i l a b l e d a t a more c u r r e n t and t o
verify
and remove data i n c o n s i s t e n c i e s .
T r a f f i c d a t a was a v a i l a b l e f o r t h e
p a s t few y e a r s t o develop growth r a t e s over the s h o r t term.
Data gaps i n c l u d e d
the l a c k of t u r n i n g movement counts a t i n t e r s e c t i o n s of c o l l e c t o r s and l o c a l s
with a r t e r i a l s .
These d a t a gaps were f i l l e d through s e l e c t i v e a d d i t i o n a l
t u r n i n g movement counts.
P e d e s t r i a n * c r o s s i n g d a t a was c o l l e c t e d a t key l o c a -
t i o n s t o supplement e x i s t i n g v a l i d a t e d d a t a .
S a f e t y — A c c i d e n t d a t a was a v a i l a b l e f o r the study a r e a .
These d a t a g e n e r a l l y
i n c l u d e d the time of a c c i d e n t (AM/PM peak/off p e a k ) , s e v e r i t y of a c c i d e n t
(injury,
f a t a l or p r o p e r t y damage), and type o f a c c i d e n t ( s u c h as r e a r end,
r i g h t angle, pedestrian, e t c . ) .
was
These d a t a were used as a v a i l a b l e .
The d a t a
summarized f o r i n t e r s e c t i o n s and road segments on the Reno Road r o u t e .
No new d a t a c o l l e c t i o n e f f o r t s ,
o t h e r t h a n f i e l d o b s e r v a t i o n s and focused
p e d e s t r i a n / v e h i c l e c o n f l i c t s d a t a were made f o r the s a f e t y a n a l y s i s .
T r a f f i c C o n t r o l D e v i c e s - - T h i s i n c l u d e d d a t a on t r a f f i c s i g n a l s , s i g n s and pavement markings.
Signage d a t a was sketched on s t r i p maps and p r o v i d e d to BMI.
A l s o g e n e r a l geometries
were provided f o r t h e Reno Road r o u t e .
f i c s i g n a l s were a l s o a v a i l a b l e .
t i m i n g and p r o g r e s s i o n d a t a .
D a t a on t r a f -
T h i s i n c l u d e d l o c a t i o n o f s i g n a l s and s i g n a l
These d a t a were spot checked i n t h e f i e l d f o r
reasonableness.
12
�T r a f f i c s i g n s and markings were a v a i l a b l e i n d e t a i l f o r the a r t e r i a l s i n t h e
study area.
T h i s i n c l u d e d t h e type and l o c a t i o n o f s i g n s and the pavement
markings i n c l u d i n g l o c a t i o n of c r o s s w a l k s .
As i n t h e case of t r a f f i c
t h e s i g n s and markings were spot checked i n t h e f i e l d .
t i o n was
planned
S u b t a s k 2.2
signals,
No new d a t a c o l l e c -
f o r these data items.
- C o l l e c t A d d i t i o n a l Data
T h i s s u b t a s k c o n s i s t e d of c o l l e c t i n g d a t a to v a l i d a t e / f i l l data gaps.
The
f o l l o w i n g a d d i t i o n a l data were c o l l e c t e d .
T r a v e l P a t t e r n s — T h e proposed approach was
to conduct a r o a d s i d e o r i g i n -
d e s t i n a t i o n (0-D) s u r v e y a t f o u r s t a t i o n s between the hours of 6:30
10:30 AM and 2:30
the study a r e a .
method.
PM
to 6:30
PM.
AM
to
These s t a t i o n s formed a s c r e e n l i n e a c r o s s
The method used f o r the r o a d s i d e s u r v e y was the i n t e r v i e w
Three q u e s t i o n s were asked of m o t o r i s t s a s they were stopped a t
signalized intersections.
The t h r e e q u e s t i o n s were:
•
What i s the o r i g i n of your t r i p ?
(nearest intersection)
•
What i s the d e s t i n a t i o n of your
•
What i s the purpose of your t r i p ?
trip?
(work or non-work)
I n t e r v i e w s were not conducted when the t r a f f i c s i g n a l was green and thus d i d
not a f f e c t t h e t r a f f i c f l o w .
of the survey.
Adequate s i g n s were posted to a d v i s e the d r i v e r s
The t o t a l number o f v e h i c l e s p a s s i n g t h e s u r v e y s t a t i o n were
noted to p r o v i d e expansion f a c t o r s .
T h i s method provided a more r e a l i s t i c
e s t i m a t e of t r a v e l p a t t e r n s i n c l u d i n g t h r o u g h / l o c a l t r i p s i n t h e study a r e a .
Speed/Delay—Travel
time/speed
d e l a y s t u d i e s were performed on t h e t h r e e major
roadways ( C o n n e c t i c u t Avenue, Reno Road and W i s c o n s i n Avenue) and some c r o s s
s t r e e t s u s i n g t h e f l o a t i n g c a r method.
T h r e e runs i n each d i r e c t i o n were made
d u r i n g t h e AM/PM peak and o f f - p e a k p e r i o d s .
noted.
Delays and reasons f o r d e l a y were
Reasons f o r d e l a y i n c l u d e d t r a f f i c c o n g e s t i o n , t r a f f i c c o n t r o l d e v i c e s ,
t u r n i n g v e h i c l e s , parked c a r s , e t c .
13
�T r a f f i c Counts—AM/PM peak hour v e h i c l e t u r n i n g movement c o u n t s , v e h i c l e
c l a s s i f i c a t i o n counts ( p r o v i d e d by DCDOT) and p e d e s t r i a n c r o s s i n g counts
were made a t s e l e c t e d l o c a t i o n s t o v a l i d a t e a v a i l a b l e d a t a f o r major i n t e r s e c t i o n s and f i l l d a t a gaps f o r minor i n t e r s e c t i o n s .
were s u r v e y e d by BMI.
Ten major i n t e r s e c t i o n s
T h i s s u r v e y i n c l u d e d counts o f p e d e s t r i a n c r o s s i n g s .
S u b t a s k 2.3 - Summarize and D i s p l a y Data
The a v a i l a b l e d a t a and a d d i t i o n a l d a t a c o l l e c t e d i n S u b t a s k 2.2 were summarized,
t a b u l a t e d and d i s p l a y e d on maps.
the
through/local t r i p s .
The t r a v e l p a t t e r n s were t a b u l a t e d to show
The o r i g i n and d e s t i n a t i o n o f t r i p s u s i n g s e l e c t e d
roadway segments were d i s p l a y e d on maps.
The t r a f f i c count d a t a was summarized
and f l o w maps prepared f o r a l l a v a i l a b l e d a t a .
The speed/delay r u n s were
summarized t o show t h e a v e r a g e t r a v e l speed and a v e r a g e r u n n i n g speed by roadway segments f o r t h e surveyed roadways.
were d i s p l a y e d on maps.
of
the study area.
Major d e l a y s and t h e i r
locations
High a c c i d e n t l o c a t i o n s were a l s o d i s p l a y e d on maps
Key t r a f f i c s i g n a l s and o t h e r major t r a f f i c c o n t r o l d e v i c e s
were d i s p l a y e d on maps.
Working paper No. 2 was developed documenting t h e a v a i l a b l e d a t a , t h e methods
for
c o l l e c t i n g a d d i t i o n a l d a t a , and summaries o f a l l d a t a both e x i s t i n g and
new.
TASK 3.
ANALYSIS AND PROBLEM IDENTIFICATION
The purpose o f t h i s t a s k was to i d e n t i f y key problems i n t h e Reno Road Corr i d o r , provide
an a n a l y s i s o f e x i s t i n g c o n d i t i o n s , and a n a l y z e t h e f e a s i -
b i l i t y o f o p e r a t i o n a l changes a t Western and W i s c o n s i n Avenues. S i x
S u b t a s k s were
conducted a s f o l l o w s :
S u b t a s k 3.1 - T r a v e l P a t t e r n s A n a l y s i s
U s i n g t h e d a t a c o l l e c t e d i n T a s k 2, e x i s t i n g AM and PM peak hour t r a v e l p a t t e r n s f o r t h e study a r e a were p o r t r a y e d .
14
E s s e n t i a l l y peak p e r i o d
traffic
�d e s i r e s were p o r t r a y e d f o r C o n n e c t i c u t Avenue, W i s c o n s i n Avenue, the Reno Road
r o u t e , and key c r o s s s t r e e t s as e s t a b l i s h e d i n T a s k 2.
This information
e s t a b l i s h e d an e s t i m a t e o f l o c a l v e r s u s through t r a f f i c on 4 1 s t , Reno Road
and 3 4 t h S t r e e t f o r each of the f i v e ( 5 ) o p t i o n s examined i n t h e study.
I n a d d i t i o n , an e s t i m a t e was prepared o f t h e demand f o r t u r n i n g movements
a t Western and
Wisconsin.
The product of t h i s t a s k was
a t a b l e o u t l i n i n g the b a s i c e x i s t i n g
travel
d e s i r e s i n t h e AM and PM peak hour f o r t h e e x i s t i n g c o n f i g u r a t i o n o f the
Reno Road r o u t e .
S u b t a s k 3.2
- L e v e l of S e r v i c e A n a l y s i s
Using t h e g e n e r a l g e o m e t r i e s , t r a f f i c c o n t r o l d e v i c e s , and t r a f f i c f l o w s a t
t h e v a r i o u s i n t e r s e c t i o n s from T a s k 2, t h e l e v e l o f s e r v i c e (LOS) was
c u l a t e d f o r AM,
was
PM and g e n e r a l o f f - p e a k c o n d i t i o n s .
cal-
The l e v e l of s e r v i c e
c a l c u l a t e d u s i n g the C r i t i c a l Lane A n a l y s i s (CLA) t e c h n i q u e and
focused
on 14 i n t e r s e c t i o n s w i t h i n the s t u d y a r e a .
The product
of t h i s t a s k was a t a b l e showing the e x i s t i n g LOS
f o r t h e AM,
by
intersection
PM and o f f - p e a k p e r i o d s .
S u b t a s k 3.3 - Speed and Delay A n a l y s i s
I n t h i s s u b t a s k e x i s t i n g speed and d e l a y d a t a c o l l e c t e d i n T a s k 2 was
sented and a n a l y z e d .
pre-
Peak and o f f - p e a k speed d a t a was d i s p l a y e d f o r the Reno
Road r o u t e , W i s c o n s i n Avenue, C o n n e c t i c u t Avenue, and key s t r e e t s c r o s s i n g
t h e Reno Road r o u t e .
The d a t a was d i s p l a y e d i n t a b u l a r form.
I n a d d i t i o n to
a d i s p l a y o f speed d a t a , t h i s s u b t a s k a n a l y z e d p r e s e n t d a t a on d e l a y s f o r key
i n t e r s e c t i o n s i n the study area.
A comparison was made i n t h i s s u b t a s k o f e x i s t i n g speeds i n comparison to posted
speed l i m i t s .
V a r i a n c e s were shown i n t a b u l a r form.
time d e l a y s , where p o s s i b l e , reasons
W i t h r e s p e c t to t r a v e l
( s u c h as v e h i c l e - p e d e s t r i a n c o n f l i c t s ,
c o n g e s t i o n , e t c . ) were noted.
15
�S u b t a s k 3.4 - S a f e t y A n a l y s i s
Using t h e a c c i d e n t d a t a and f i e l d o b s e r v a t i o n s from T a s k 2 c r i t i c a l
inter-
s e c t i o n s and roadway s e c t i o n s were i d e n t i f i e d i n t h e Reno Road and subareas
within the corridor area.
t i a l s a f e t y problems.
areas.
These c r i t i c a l l o c a t i o n s were examined f o r poten-
G r a p h i c s were prepared
p i n p o i n t i n g t h e s a f e t y problem
The g r a p h i c s were marked w i t h t r a f f i c e n g i n e e r i n g n o t a t i o n s h i g h -
l i g h t i n g t h e problems.
g r e a t e r than posted
I l l u s t r a t i v e examples i n c l u d e d :
1) a c t u a l speed
speed l i m i t s on S e c t i o n A, 2 ) s c h o o l p e d e s t r i a n / v e h i c l e
c o n f l i c t s a t L o c a t i o n B, 3) s i g h t d i s t a n c e problems a t L o c a t i o n C ( v e h i c u l a r ,
pedestrian), etc.
S u b t a s k 3.5 - G e n e r a l Access A n a l y s i s
T h i s s u b t a s k e v a l u a t e d t h e e x i s t i n g a c c e s s s i t u a t i o n i n t h e study a r e a .
The
g e n e r a l a c c e s s a n a l y s i s i n c l u d e d a c c e s s to v a r i o u s l a n d uses such as s t r i p
commercial, shopping c e n t e r , r e s i d e n t i a l , s c h o o l s , e t c .
r e s t r i c t i o n s , a l t h o u g h improving
r e s t r i c t access to land uses.
Vehicle turning
t r a f f i c f l o w , l e a d t o c i r c u i t o u s t r a v e l and
Other a c c e s s problems i n c l u d e d one-way s t r e e t
o p e r a t i o n s , t r a v e l speed l i m i t s , p a r k i n g a v a i l a b i l i t y , e t c .
S u b t a s k 3.6 - S p e c i a l T r a f f i c A n a l y s i s
Using t h e d a t a c o l l e c t e d i n T a s k 2, a s p e c i a l a n a l y s i s was conducted a t
Western Avenue and W i s c o n s i n Avenue.
I n t h i s s u b t a s k t h e a n a l y s e s were made
as f o l l o w s :
Using t h e t r a f f i c f l o w ( v e h i c u l a r and p e d e s t r i a n ) and s i g n a l operat i o n s d a t a , a d e t e r m i n a t i o n was made o f t h e f e a s i b i l i t y o f p e r m i t t i n g
t h e l e f t t u r n movement from Western Avenue t o southbound W i s c o n s i n
Avenue. I n t h e a n a l y s i s p o t e n t i a l v e h i c u l a r - p e d e s t r i a n c o n f l i c t s were
i n v e s t i g a t e d and w a r r a n t e d s a f e g u a r d s were recommended. The t r a f f i c
a n a l y s i s e x p l o r e d t h e e f f e c t s and n e c e s s a r y changes t o s i g n a l operat i o n s a t a d j a c e n t i n t e r s e c t i o n s . C a p a c i t y , l e v e l o f s e r v i c e and
s i g n a l o p e r a t i o n s w o r k a b i l i t y was i d e n t i f i e d i n conducting t h e
f e a s i b i l i t y analysis.
. 16
�The f e a s i b i l i t y a n a l y s i s noted above was r e p o r t e d as a s e p a r a t e s e c t i o n o f
Working Paper No.
3.
The product of T a s k 3 was Working Paper No.
3, w h i c h d e s c r i b e d the a n a l y s i s
and i d e n t i f i e d the problems w i t h i n the s t u d y a r e a and i n t h e Reno Road C o r r i d o r .
The working paper was g i v e n to DCDOT and t h e S t e e r i n g Committee a t a s c h e d u l e d
meeting.
The f e a s i b i l i t y a n a l y s i s noted above was kept s e p a r a t e and was
not
i n c o r p o r a t e d i n t o the F i n a l Report.
TASK 4.
DESCRIPTION AND
EVALUATION OF OPTIONS
The purpose of t h i s t a s k was to d e s c r i b e each of t h e Reno Road C o r r i d o r o p t i o n s
and to comprehensively e v a l u a t e each u s i n g c r i t e r i a o f concern to the community
and r e s p o n s i b l e p u b l i c a g e n c i e s .
As noted i n the d r a f t scope of work, t h e c r i t e r i a f o r e v a l u a t i n g t h e v a r i o u s
Reno Road C o r r i d o r o p t i o n s r e c o g n i z e d a broad range of concerns such as o v e r a l l community s a f e t y , m o b i l i t y , t r a n s p o r t a t i o n e f f i c i e n c y , and o t h e r f a c t o r s
s u c h as those r e l a t e d to t h e environment, energy, economic, and s o c i a l .
the
onset o f t h e s t u d y , a p r e l i m i n a r y l i s t o f e v a l u a t i o n c r i t e r i a was
and reviewed w i t h t h e S t e e r i n g Committee.
At
developed
These c r i t e r i a were d i s c u s s e d i n
S e c t i o n 2.
Each of the f i v e o p t i o n s f o r the Reno Road C o r r i d o r were g r a p h i c a l l y d i s p l a y e d
i n network and i n c r o s s s e c t i o n form.
the
From the base d a t a i n T a s k 2, each of
o p t i o n s were r e p r e s e n t e d i n terms of g e n e r a l g e o m e t r i e s , t r a f f i c c o n t r o l s
( s i g n a l s , s i g n s , m a r k i n g s ) , and i n i t i a l
The i n i t i a l
limit
speed b e f o r e t r a f f i c re-assignment.
speed was determined by t a k i n g the l e s s e r of the posted
and the c u r r e n t observed median t r a v e l speed.
j e c t e d to a r i g o r o u s t r a f f i c a n a l y s i s .
speed
Each o p t i o n was then sub-
T r a v e l p a t t e r n s and b a s e l i n e t r a f f i c
counts were made u s i n g s t a t e - o f - t h e - a r t " s k e t c h p l a n n i n g " t r a v e l demand a s s i g n ment t e c h n i q u e s .
Traffic
f l o w s f o r the PM, AM,
and o f f - p e a k p e r i o d were
a s s i g n e d to the study a r e a w i t h micro d a t a f o c u s e d on the Reno Road Route.
posted assignments were s u b j e c t e d to a l e v e l of s e r v i c e a n a l y s i s a t key
s e c t i o n s u s i n g C r i t i c a l Lane A n a l y s i s (CLA) t e c h n i q u e procedures.
calculations
r e s u l t e d i n a d j u s t m e n t s to the i n i t i a l
17
speeds.
The
The
interLOS
�The f i n a l speeds were developed u s i n g R e f e r e n c e 5 .
Changes i n speed were r e -
l a t e d to changes i n v e h i c l e s per l a n e per hour of green.
A f t e r t h e t r a f f i c f l o w s and f i n a l speeds were determined, BMI proceeded t o u s e
sketch planning techniques
to q u a n t i t a t i v e l y and q u a l i t a t i v e l y develop e v a l u a -
t i o n f a c t o r s f o r each of t h e f i v e ( 5 ) o p t i o n s .
Q u a n t i t a t i v e c r i t e r i a were
developed u s i n g s k e t c h p l a n n i n g t e c h n i q u e s f o r e v a l u a t i o n f a c t o r s d e a l i n g
w i t h t r a v e l , l e v e l of s e r v i c e , c o s t , energy, r e l a t i v e e m i s s i o n l e v e l s and
r e l a t i v e noise l e v e l s .
Q u a l i t a t i v e c r i t e r i a were used t o e v a l u a t e m o b i l i t y
s a f e t y , g e n e r a l a c c e s s , neighborhood c o h e s i o n , and c o m p a t i b i l i t y . The t e c h niques used i n t h e e v a l u a t i o n a r e g e n e r a l l y o u t l i n e d i n E x h i b i t 3.
The r e s u l t s of t h i s t a s k were documented i n Working Paper No. 4.
ing
T h i s work-
paper o u t l i n e d the a l t e r n a t i v e o p t i o n s and presented a m a t r i x showing
the e v a l u a t i o n of each of t h e f i v e o p t i o n s a g a i n s t t h e e v a l u a t i o n c r i t e r i a .
The working
paper was presented
t o t h e S t e e r i n g Committee i n order to r e c e i v e
t h e i r i n s i g h t s , r e v i e w , and comment on t h e e v a l u a t i o n of t h e o p t i o n s .
TASK 5.
RECOMMENDATIONS
The purpose of t h i s t a s k was t o recommend a T r a n s p o r t a t i o n Systems Management
(TSM)
p l a n f o r t h e Reno Road Route and f o r c r i t i c a l l o c a t i o n s o u t s i d e t h e r o u t e
and w i t h i n t h e c o r r i d o r .
s i g n s , markings,
The p l a n i d e n t i f i e d changes t o e x i s t i n g a c c e s s , s i g n a l ,
g e n e r a l geometries,
e t c . , t r a f f i c r e g u l a t i o n s , and enforcement
mechanisms, w h i c h c l o s e l y work towards t h e community g o a l s i d e n t i f i e d p r e viously.
These changes go beyond t h e scope of t h e c u r r e n t l o c a l r e g u l a t o r y
and e n g i n e e r i n g environment.
The e v a l u a t i o n r e s u l t s obtained
i n T a s k 4 and t h e r e v i e w comments of t h e S t e e r i n g
Committee and DCDOT were s t u d i e d by BMI.
was prepared
for
A t a BMI work s e s s i o n , a g r a p h i c
o u t l i n i n g t h e most promising o p t i o n f o r t h e Reno Road Route and
c r i t i c a l l o c a t i o n s o u t s i d e t h e r o u t e and w i t h i n the c o r r i d o r .
was annotated
The g r a p h i c
n o t i n g s p e c i f i c changes t o be made t o e x i s t i n g a c c e s s and t r a f f i c
management.
18
�AREA
Safety
CRITERIA
GENERAL TECHNIQUE (S) TO BE USED
- Reduced P e d e s t r i a n /
Vehicle Conflicts
S e c t i o n a l a n a l y s i s t o compare Reno
Road v e r s u s o t h e r t y p e s o f r o a d s .
- Reduced I n t e r s e c t i o n
Conflicts
- Reduced
VMT
I d e n t i f i c a t i o n o f Hazardous l o c a t i o n s
- Changes i n Route
Speeds
Map o v e r l a y s o f o p t i o n v e r s u s
pedestrian access to public
facilities
Map o v e r l a y s o f o p t i o n v e r s u s
a c c e s s to shopping f a c i l i t i e s
- E f f e c t s on Commuter
Travel
Map o v e r l a y o f b a s i c commuter t r a v e l
p a t t e r n on o p t i o n
- R e d u c t i o n i n VMT
L a y e r e d network a s s i g n m e n t s by
option considering r e l a t i v e t r a v e l
times
- R e d u c t i o n i n Through
T r i p s on L o c a l &
Collector Streets
Travel
- Change i n A c c e s s t o
Public F a c i l i t i e s
(schools)
- Changes i n A c c e s s t o
Shopping F a c i l i t i e s
Mobility
Accident
(Note: T r i p s Through t h e Study A r e a
t o be a s s i g n e d s e p a r a t e from o t h e r
travel)
Level of
- Changes i n LOS a t
S e r v i c e (LOS)/
Key I n t e r s e c t i o n s
Traffic
Workability
General
Access
causation analysis
LOS t o be c a l c u l a t e d u s i n g
Lane A n a l y s i s P r o c e d u r e s
Critical
A p p r o x i m a t e l y 12 i n t e r s e c t i o n s t o be
selected for the a n a l y s i s .
- F o r Neighborhood
Residents
Map O v e r l a y T e c h n i q u e s
(See M o b i l i t y )
- F o r Commuter T r a v e l
Patterns
Environmental
& Energy
Concerns
(General)
- Relative
Levels
Emission
R e l a t i v e comparison u s i n g aggregate
HC e m i s s i o n e s t i m a t e s d e r i v e d from
VMT and speed d a t a
R e l a t i v e comparison u s i n g
VMT and speed d a t a
- Neighborhood C o h e s i o n
Q u a l i t a t i v e comparison b a s e d on a c c e s s
to p u b l i c f a c i l i t i e s
- E n e r g y Consumption
Cost
- R e l a t i v e Noise L e v e l s
R e l a t i v e c o m p a r i s o n u s i n g f u e l economy
r a t e s a p p l i e d t o VMT and speed d a t a
- Capital
Based on u n i t c o s t s a p p l i e d t o changes
i n geometries, t r a f f i c c o n t r o l devices
- Operating &
Maintenance
Compatibility
- With F u n c t i o n a l
Classification
Map o v e r l a y
aggregate
techniques
- With P u b l i c T r a n s i t
Practicality
and
Feasibility
BMI
Engineering
T E C H N I Q U E S TO B E USED
IN T H E A N A L Y S I S
19
judgment
Exhibit
�TASK 6.
FINAL REPORT
A d r a f t F i n a l Report was prepared documenting the study p r o c e s s and
of the e v a l u a t i o n of a l t e r n a t i v e s .
results
The working papers prepared i n the p r e -
v i o u s t a s k s were used to p r e p a r e the F i n a l R e p o r t .
The F i n a l Report
f o l l o w s the study t a s k s — o n e s e c t i o n on each of the f i v e t a s k s .
(25) c o p i e s of the F i n a l Report were submitted to DCDOT.
20
outline
Twenty-five
�DATA COLLECTION, ANALYSIS
AND PROBLEM IDENTIFICATION
�3.
DATA COLLECTION, ANALYSIS, AND PROBLEM IDENTIFICATION
T h i s s e c t i o n o f t h e r e p o r t p r e s e n t s and d i s c u s s e s
t h e d a t a c o l l e c t e d and
analyzed f o r the e x i s t i n g s i t u a t i o n i n the study area.
t i o n t h e procedures a r e p r e s e n t e d f o l l o w e d
speed and d e l a y ,
general
3.1
F o r ease o f e x p o s i -
by r e s u l t s f o r t r a v e l
t r a f f i c volumes, t r a f f i c c o n t r o l d e v i c e s , l e v e l o f s e r v i c e ,
a c c e s s , and s a f e t y .
Travel
Patterns
P r o c e d u r e s — I n o r d e r t o determine t h e t r a v e l p a t t e r n s o f t r a f f i c
using
patterns,
currently
t h e Reno Road C o r r i d o r , o r i g i n - d e s t i n a t i o n and l i c e n s e p l a t e
were c o l l e c t e d along s e l e c t e d r o u t e s .
The s u r v e y s
surveys
were conducted from 7:00
to 9:00 AM and from 4:00 to 6:00 PM a t t h e s i t e s shown i n E x h i b i t 4.
s i t e s were s e l e c t e d to form a s c r e e n l i n e a c r o s s
for.the o r i g i n - d e s t i n a t i o n surveys
the c o r r i d o r .
The
Sampling r a t e s
ranged between 6 and 25 p e r c e n t .
License
p l a t e j u r i s d i c t i o n s o f both surveyed and non-surveyed v e h i c l e s were r e c o r d e d
i n o r d e r to compare t h e composition o f t h e sample p o p u l a t i o n w i t h t h a t o f t h e
t o t a l v e h i c l e flow.
At each s i t e t h e sample c l o s e l y approximated t h e composi-
t i o n o f t h e non-surveyed v e h i c l e s , thereby v a l i d a t i n g each o r i g i n - d e s t i n a t i o n
s u r v e y sample.
The o r i g i n - d e s t i n a t i o n s u r v e y was conducted by i n t e r v i e w i n g d r i v e r s o f v e h i c l e s
stopped f o r a t r a f f i c s i g n a l .
surveyed d r i v e r :
Three p i e c e s o f i n f o r m a t i o n
the o r i g i n of the t r i p ,
were asked o f each
t h e d e s t i n a t i o n o f t h e t r i p , and
whether o r n o t the t r i p was to/from work.
T r a v e l P a t t e r n s on S e l e c t e d
R o u t e s — R e s u l t s of the survey i l l u s t r a t e
dominate u s e o f Reno Road by n o n - l o c a l
the pre-
t r a f f i c d u r i n g peak t r a v e l hours.
22
�JOK/fT
MJLwLL
LOCATIONS OF STATIONS FOR
O-D AND L I C E N S E P L A T E S U R V E Y S
23
Exhibit
^
�Between 4 and
6 PM on Reno Road s o u t h of T i l d e n S t r e e t , over o n e - h a l f of
v e h i c l e t r i p s have both o r i g i n s and
Corridor.
destinations outside
the
the Reno Road
The o r i g i n - d e s t i n a t i o n r e s u l t s f o r t h a t p a r t i c u l a r i n t e r s e c t i o n
a r e shown below:
Northbound Reno Road a t T i l d e n S t r e e t — 4
Origin
to 6
PM
P e r c e n t of
Total Trips
Destination
Local
( i . e . , Reno Road C o r r i d o r )
Local
.
Chevy Chase—
Non-Local
8%
6%
4%
Non-Local
Local
.,
Chevy Chase^-'
Non-Local
16%
12%
54%
100%
J7Chevy Chase i n c l u d e s the a r e a i n D.C.
and
Maryland.
As l i s t e d above, 34 p e r c e n t of the s u r v e y e d t r i p s e i t h e r o r i g i n a t e d w i t h i n
o r were d e s t i n e d
to the Reno Road C o r r i d o r .
The
7 to 9 AM
survey on
bound Reno Road n o r t h of Van Ness S t r e e t produced s i m i l a r r e s u l t s .
the AM
peak, 29 p e r c e n t of the t r a f f i c had
(24 p e r c e n t of d e s t i n a t i o n s i n PM);
the c o r r i d o r (18 p e r c e n t of o r i g i n s
and
During
o r i g i n s w i t h i n the c o r r i d o r
11 p e r c e n t had
in
south-
destinations within
AM).
Moving upstream on Reno Road to the Fessenden S t r e e t survey
s i t e , i t would
e x p e c t e d t h a t l o c a l t r i p s would comprise a lower percentage of t o t a l
because the s i t e i s much c l o s e r to the Maryland/D.C. l i n e .
be
trips
At the Fessenden
s i t e , " l o c a l o r i g i n " t r i p s c o n s t i t u t e 12 p e r c e n t of the t o t a l v e h i c l e f l o w
( a s opposed to the 29 p e r c e n t observed a t Van
d e s t i n a t i o n s were l o c a l
local).
( a t Van Ness o n l y
Ness).
Nineteen p e r c e n t of
the
11 p e r c e n t of the d e s t i n a t i o n s were
The m a j o r i t y of the t r i p s through the Fessenden i n t e r s e c t i o n on Reno
Road o r i g i n a t e d i n Chevy Chase and
Bethesda.
24
�Work t r i p s comprise between 85 and 90 p e r c e n t of a l l southbound t r i p s i n the
c o r r i d o r d u r i n g the 7 to 9 AM time p e r i o d .
As e x p e c t e d , d u r i n g the 4 to 6 PM
peak hour, non-work t r i p s ( s u c h a s shopping o r r e c r e a t i o n ) c o n s t i t u t e a
greater
percentage of the t o t a l t r a f f i c than they do d u r i n g the morning peak hour.
The p r o p o r t i o n of surveyed t r i p s which were non-work r e l a t e d ranged between
17 and 33 p e r c e n t ( i n c o n t r a s t , d u r i n g the AM peak i t ranged between 5 and
10 p e r c e n t ) .
L o c a l V e r s u s Through T r a f f i c — A s noted i n the p r e v i o u s s e c t i o n , through
trips
form a m a j o r i t y of the v e h i c u l a r t r a f f i c d u r i n g the peak commuting hours.
example, on northbound
Reno Road a t T i l d e n S t r e e t between 4 and 6 PM
For
nearly
t w o - t h i r d s of the surveyed t r a f f i c had n e i t h e r a l o c a l o r i g i n ( i . e . , w i t h i n
the c o r r i d o r ) nor a l o c a l d e s t i n a t i o n .
Another measure used to determine the composition and t r a v e l p a t t e r n s of
traf-
f i c i n the c o r r i d o r was the t a b u l a t i o n of l i c e n s e p l a t e j u r i s d i c t i o n s a t v a r i o u s
sites.
A summary of the l i c e n s e p l a t e s u r v e y i s shown i n E x h i b i t 5.
During the
AM peak hour, the m a j o r i t y of v e h i c l e a on Reno Road, W i s c o n s i n Avenue, and
C o n n e c t i c u t Avenue had Maryland l i c e n s e p l a t e s .
s i t e s , nearly
Note t h a t a t a l l 5 s u r v e y
10 p e r c e n t of the v e h i c l e s had n e i t h e r D.C.
nor Maryland
plates;
a s m a l l p o r t i o n of t h e s e had V i r g i n i a p l a t e s but the m a j o r i t y had n o n - r e g i o n a l
plates.
The l i c e n s e p l a t e s u r v e y found the Reno Road Route 1) to have
approxi-
mately the same j u r i s d i c t i o n a l d i s t r i b u t i o n a s C o n n e c t i c u t Avenue and 2) to
have p r o p o r t i o n a t e l y
W i s c o n s i n Avenue.
l e s s Maryland and more D i s t r i c t of Columbia
p l a t e s than
I t would be expected t h a t both C o n n e c t i c u t and W i s c o n s i n
Avenues would handle a g r e a t e r
p r o p o r t i o n of Maryland p l a t e v e h i c l e s than
Reno Road because they s e r v e as major a r t e r i a l highways
Such i s the c a s e f o r W i s c o n s i n Avenue.
to/from Maryland.
However, the low percentage of Maryland
p l a t e v e h i c l e s on C o n n e c t i c u t Avenue would seem to i n d i c a t e t h a t a
portionate
dispro-
number of v e h i c l e s a r e d i v e r t i n g from C o n n e c t i c u t Avenue to a
parallel facility.
Granted, the presence of Rock Creek Parkway may
p a r t of t h i s d i v e r s i o n .
attract
However, some t r a f f i c i s a l s o d i v e r t i n g to the Reno
25
�AM PEAK HOUR DISTRIBUTION
D.C.
Other
MD
MD/D.C. R a t i o
EB Fessenden
32 . 1%
10. 0%
57. 9%
1 .80: 1
SB Reno @ Fessenden
25 .8%
9. 3%
64. 9%
2 .52: 1
28 . 1%
9. 6%
62. 3%
2 .22: 1
SB Reno @ Van Ness
32 .5%
9. 9%
57. 5%
1 .77: 1
SB W i s c o n s i n @ Van Ness
18 .3%
6. 0%
75. 7%
4 . 14: 1
SB C o n n e c t i c u t @ Van Ness
32 .3%
10. 1%
57. 6%
1 .79: 1
NB Reno @ M i l i t a r y
21.9%
10.5%
67.6%
3.09:1
NB Reno @ T i l d e n
36.6%
12.3%
51.1%
1.40:1
NB T i l d e n @ Reno
44.2%
15.0%
40.8%
0.92:1
Reno n o r t h of T i l d e n
38. 1%
12.8%
49. 1%
1.29:1
NB W i s c o n s i n @ Van Ness
33.1%
18.5%
48.4%
1.46:1
NB C o n n e c t i c u t @ Van Ness
27.5%
12.5%
59.9%
2.18: 1
Composite
Reno south of Fessenden
PM PEAK HOUR DISTRIBUTION
Composite
LEGEND:
AM P e a k H o u r - - 7 t o 9 AM
PM P e a k H o u r - - 4 t o 6 PM
EB — E a s t b o u n d
SB -- S o u t h b o u n d
NB -- N o r t h b o u n d
COMPOSITE -- T a k e s i n t o a c c o u n t t h e
two p r e c e d i n g d i s t r i b u t i o n s
and i s w e i g h t e d a c c o r d i n g t o
peak hour t r a f f i c v o l u m e s .
BMI
DISTRIBUTION OF LICENSE
BY J U R I S D I C T I O N
PLATES
Exhibit
5
26
�Road Route.
Based on the r e s u l t s of the o r i g i n - d e s t i n a t i o n s u r v e y , i t i s
e s t i m a t e d t h a t d u r i n g the a f t e r n o o n peak hour a t M i l i t a r y Road a p p r o x i m a t e l y
110 v e h i c l e s a r e c u r r e n t l y d i v e r t i n g from C o n n e c t i c u t Avenue (50 from W i s c o n s i n
Avenue) and a t T i l d e n S t r e e t 140 v e h i c l e s a r e d i v e r t i n g from C o n n e c t i c u t Avenue
(110 from W i s c o n s i n Avenue).
These f i n d i n g s i n f l u e n c e d the 0-D
route r e d i s -
t r i b u t i o n ( i . e . , the t r a f f i c d i v e r s i o n e s t i m a t e s ) f o r the study a l t e r n a t i v e
w h i c h i n v o l v e d r e d u c i n g northbound Reno Road to one l a n e .
Summary—The o r i g i n - d e s t i n a t i o n and l i c e n s e p l a t e s u r v e y s confirmed
t h a t Reno
Road e x p e r i e n c e s heavy n o n - l o c a l use d u r i n g t h e morning and a f t e r n o o n peak
periods.
The e x t e n t of non-D.C. usage of Reno Road i s h e a v i e s t a t t h e n o r t h
end of t h e c o r r i d o r ( i . e . , n e a r e s t t h e Maryland/D.C. l i n e ) .
During t h e morning peak p e r i o d , n e a r l y a l l n o r t h - s o u t h t r i p s i n t h e Reno Road
C o r r i d o r a r e to work.
are
During t h e a f t e r n o o n peak p e r i o d t h e m a j o r i t y o f t r i p s
s t i l l e i t h e r to o r from work, but t o a l e s s e r degree.
The predominance
o f t r i p s w i t h a t l e a s t one non-D.C. t r i p end e x h i b i t e d d u r i n g t h e morning
peak p e r i o d l e s s e n s i n t h e a f t e r n o o n as more and more t r i p s a r e generated
by
commercial a r e a s on the f r i n g e o f t h e Reno Road C o r r i d o r .
3.2
Speed and
Delay
Procedures—There
the corridor.
are s e v e r a l reasons f o r c o l l e c t i n g speed and d e l a y d a t a f o r
F i r s t , e x c e s s i v e v e h i c u l a r speed i s d i r e c t l y c o r r e l a t e d w i t h
t r a f f i c and p e d e s t r i a n s a f e t y problems.
On Reno Road and on t h e many c o l l e c t o r
s t r e e t s f e e d i n g Reno Road, v e h i c l e speeds have been observed
speed l i m i t s .
to exceed
posted
The second use f o r speed d a t a i s i n the d e t e r m i n a t i o n o f r o u t e
selection for various origin-destination pairs.
Minimum t r a v e l time r a t h e r
t h a n minimum t r a v e l d i s t a n c e i s t y p i c a l l y t h e p r i m a r y d r i v i n g f o r c e f o r a
t r a v e l l e r ' s p a t h s e l e c t i o n ( e s p e c i a l l y i n t h e case of work t r i p s ) .
Therefore,
t h e r e l a t i v e o p e r a t i n g speeds on C o n n e c t i c u t , W i s c o n s i n , and Reno Road have a
d i r e c t b e a r i n g on t h e i r r e s p e c t i v e t r a f f i c volumes.
The t h i r d reason f o r
c o l l e c t i n g speed and d e l a y d a t a i s to i s o l a t e causes of unnecessary
delay.
Removal o f t h i s d e l a y w i l l i n c r e a s e t h e o v e r a l l o p e r a t i n g speed and
thereby
a f f e c t t r a v e l patterns w i t h i n the c o r r i d o r .
27
�Radar speed s t u d i e s w h i c h had been conducted
a t v a r i o u s s i t e s throughout t h e
c o r r i d o r w i t h i n t h e past y e a r were r e v i e w e d .
I n order t o supplement t h e s e
d a t a , t r a v e l time runs were made on Reno Road, C o n n e c t i c u t Avenue and W i s c o n s i n
Avenue u s i n g t h e f l o a t i n g c a r method.
On each roadway t h r e e inbound r u n s were
made d u r i n g t h e AM peak p e r i o d , t h r e e outbound runs were made d u r i n g t h e PM
peak p e r i o d , and two inbound and two outbound runs were made d u r i n g t h e midday o f f - p e a k p e r i o d .
F o r each t r a v e l time r u n , t h e l e n g t h o f d e l a y s were
c a l c u l a t e d and t h e reasons f o r t h e d e l a y noted.
Reasons f o r d e l a y i n c l u d e d
t r a f f i c s i g n a l s , c o n g e s t i o n , bus s t o p s , t u r n i n g and p a r k i n g v e h i c l e s , and
u t i l i t y work.
Speed Data and A n a l y s i s — R a d a r speed d a t a was s u p p l i e d by DCDOT f o r t h e f o l l o w ing
locations:
•
Reno Road between Davenport and Cumberland
•
3 4 t h S t r e e t between L o w e l l and Macomb
•
42nd S t r e e t between M i l i t a r y and J e n i f e r
•
42nd S t r e e t between G a r r i s o n and H a r r i s o n
•
4 1 s t S t r e e t between M i l i t a r y and J e n i f e r
•
4 l s t S t r e e t between G a r r i s o n and H a r r i s o n
•
M i l i t a r y Road between 3 9 t h and Reno Road
•
Van Ness S t r e e t i n t h e 3600 b l o c k
•
P o r t e r S t r e e t between 3 5 t h and 3 6 t h
•
P o r t e r S t r e e t between 3 4 t h and 3 5 t h
•
P o r t e r S t r e e t between 3 0 t h and Reno
•
Ordway S t r e e t between 33rd and 3 4 t h
•
Ordway S t r e e t between 3 0 t h and 3 1 s t
T a b u l a t e d i n E x h i b i t 6 a r e t h e r e s u l t s o f t h e r a d a r speed s t u d i e s a t two l o c a t i o n s on Reno Road and 34th S t r e e t .
Both l o c a t i o n s a r e w i t h i n a s c h o o l zone
and have a posted speed l i m i t o f 15 mph.
The measured 8 5 t h p e r c e n t i l e v e h i c l e
speed d u r i n g both t h e AM peak and o f f - p e a k p e r i o d s and i n both t h e n o r t h and
s o u t h d i r e c t i o n s exceeded t h e 15 mph speed l i m i t .
I n a l l but one o f t h e
s t u d i e s , over 90 percent o f t h e v e h i c l e s exceeded t h e speed l i m i t .
And i n o n l y
one i n s t a n c e was t h e 8 5 t h p e r c e n t i l e speed a s low a s 25 mph (10 mph above t h e
28
�STREET
Reno Road
Location
Between Davenport
& Cumberland
Speed L i m i t
15 mph
(1:15-3:30)
Time P e r i o d
34th S t r e e t
Between L o w e l l & Macomb
Off-Peak
25 mph
(7:00-9:00)
15 mph
(9:45-12 :15)
AM Peak
O f f - Peak
North
South
North
South
North
South
85th
Percentile
Speed
31.0mph
29.0
26.0-30.0
19.0-28.0
26.0-28.0
26.0-33.0
AboveSpeed L i m i t
98.5%
92.3
21.0-39.0
0.0-22.3
91.0-96.2
89.3-91.4
Above
20 mph
80.1%
62.0
60.3-69.0
7.6-68.6
54.2-76.7
53.4-76.1
Above
25 mph
44.3%
45.4
21.0-39.0
0.0-22.3
17.5-34.3
18.7-50.4
Note:
Ranges of v a l u e s a r e g i v e n when speed data was c o l l e c t e d on
s e v e r a l d i f f e r e n t days.
DA/tf
IJlVll
R E S U L T S OF RADAR S P E E D S T U D I E S
IN RENO ROAD C O R R I D O R
29
Exhibit
6
�speed l i m i t ) .
I n S e c t i o n 3.7, t h e s a f e t y i m p l i c a t i o n s of t h e s e t r a f f i c speeds
i n e x c e s s of t h e speed l i m i t s a r e d i s c u s s e d .
The t r a v e l time r u n s conducted
s p e c i f i c a l l y f o r t h i s study provide a c l e a r
i n d i c a t i o n of one of t h e p r i m a r y reasons non-D.C. commuters use Reno Road.
A summary o f t h e t r a v e l time and d e l a y s t u d y i s p r o v i d e d i n E x h i b i t 7.
ing
t h e PM peak p e r i o d , outbound Reno Road was observed
average o p e r a t i n g speed o f 23 mph
to have an o v e r a l l
as compared to o n l y 16 and
C o n n e c t i c u t Avenue and W i s c o n s i n Avenue, r e s p e c t i v e l y .
Dur-
17 mph
for
T h i s speed d i f f e r e n c e
t r a n s l a t e s i n t o an over t h r e e minute t r a v e l time s a v i n g f o r the Reno Road
r o u t e over C o n n e c t i c u t Avenue.
D u r i n g the AM peak p e r i o d , a l l t h r e e r o u t e s
produced average o p e r a t i n g speeds of 16 mph.
p e r i o d , Reno Road was observed
D u r i n g t h e mid-day o f f - p e a k
t o have northbound speed 7-9 mph
g r e a t e r than
C o n n e c t i c u t and W i s c o n s i n Avenues and southbound speeds 1-3 mph g r e a t e r .
D e l a y Data
and
A n a l y s i s — E x h i b i t 7 summarizes t h e d e l a y d a t a obtained d u r i n g
the t r a v e l t i m e r u n s .
As shown i n t h e t a b l e , i f d e l a y w h i c h i s s o l e l y a t t r i -
b u t a b l e to t r a f f i c s i g n a l t i m i n g and .progression i s excluded from the t o t a l
observed
t r a v e l t i m e , average o p e r a t i n g speeds ( o r i n o t h e r terms
r u n n i n g speed) i s i n c r e a s e d .
average
Delay such as caused by bus l o a d i n g and
unloading,
t u r n i n g v e h i c l e s , and g e n e r a l c o n g e s t i o n i s not e x c l u d e d when s i g n a l - i n d u c e d
d e l a y i s excluded.
For example, d u r i n g t h e PM peak p e r i o d , t h e average r u n n i n g speeds f o r Reno
Road, W i s c o n s i n Avenue, and C o n n e c t i c u t Avenue a r e 26, 23 and 2 1 , r e s p e c t i v e l y .
These running speeds a r e a 13 percent improvement over t h e average o p e r a t i n g
speed f o r Reno Road and a 31-35
p e r c e n t improvement f o r C o n n e c t i c u t Avenue and
W i s c o n s i n Avenue.
Of p a r t i c u l a r importance
i n t h e t a b l e i s t h e column w h i c h l i s t s the
o f t h e t o t a l t r a v e l time f o r the p a r t i c u l a r r o u t e which was observed
percentage
to be
d e l a y t i m e s o l e l y a t t r i b u t a b l e to t r a f f i c s i g n a l t i m i n g and p r o g r e s s i o n .
ing
the PM peak p e r i o d , t h e Reno Road percentage
30
i s o n l y 10 percent
which
Dur-
�AVERAGE OPERATING SPEED
TIME PERIOD &
DIRECTION
EXCLUDING
SIGNAL DELAY
TOTAL
PERCENT OF TOTAL
TRAVEL TIME WHICH I S
SIGNAL DELAY TIME
Notes:
10%
C o n n e c t i c u t Ave.
16 mph
21 mph
25%
17 mph
23 mph
29%
Reno Rd.
16 mph
22 mph
28%
C o n n e c t i c u t Ave.
16 mph
20 mph
21%
16 mph
21 mph
24%
Reno Rd.
25 mph
27 mph
6%
C o n n e c t i c u t Ave.
16 mph
20 mph
22%
18 mph
24 mph
26%
Reno Rd.
20 mph
26 mph
21%
C o n n e c t i c u t Ave.
19 mph
23 mph
19%
W i s c o n s i n Ave.
Mid-day
Off-peak
Southbound
26 mph
W i s c o n s i n Ave.
Mid-day
Off-peak
Northbound
23 mph
W i s c o n s i n Ave.
AM Peak
Southbound
Reno Rd.
W i s c o n s i n Ave.
PM Peak
Northbound
17 mph
23 mph
27%
Reno Road denotes 34th/Reno/41st between 34th/Massachusetts
41st/Western Avenue.
Avenue and
Northbound C o n n e c t i c u t Avenue denotes C o n n e c t i c u t Avenue between C o n n e c t i c u t /
Woodley and C o n n e c t i c u t / O l i v e r . Southbound denotes between C o n n e c t i c u t /
O l i v e r and C o n n e c t i c u t / C a t h e d r a l .
Northbound W i s c o n s i n Avenue denotes M a s s a c h u s e t t s / W i s c o n s i n Avenue between
34th/Massachusetts and Wisconsin/Western.
Southbound denotes between
Wisconsin/Western and W i s c o n s i n / M a s s a c h u s e t t s f o r o f f - p e a k (and 34th/
M a s s a c h u s e t t s ) f o r AM peak.
BMI
SUMMARY O F T R A V E L TIME
AND D E L A Y S T U D Y
31
Exhibit
y
�i n d i c a t e s i n f r e q u e n t d e l a y due to t r a f f i c s i g n a l s .
I n c o n t r a s t , d u r i n g the
same time p e r i o d , t h e C o n n e c t i c u t Avenue and W i s c o n s i n Avenue percentages
are
25 and 29 p e r c e n t , r e s p e c t i v e l y .
Because of t h e s e r e l a t i v e l y g r e a t e r
d u r a t i o n s o f s i g n a l d e l a y , t h e average o p e r a t i n g speeds on C o n n e c t i c u t Avenue
and W i s c o n s i n Avenue a r e lower t h a n the Reno Road speed.
s i g n a l d e l a y would cause a c o r r e s p o n d i n g
A reduction i n this
improvement i n t h e average
operating
speed.
The p r i m a r y p o i n t s of t r a f f i c s i g n a l d e l a y observed
on Reno Road d u r i n g t h e
morning peak p e r i o d were t h e Reno/Fessenden/Nebraska i n t e r s e c t i o n and
Reno/Van Ness i n t e r s e c t i o n .
the
D u r i n g t h e a f t e r n o o n peak p e r i o d , t h e R e n o / M i l i t a r y
i n t e r s e c t i o n e x p e r i e n c e d t h i s d e l a y f o r each o f t h e d i f f e r e n t s u r v e y days.
Summary—The t r a v e l time and d e l a y study r e v e a l e d t h a t the average o p e r a t i n g
speed f o r Reno Road i s t y p i c a l l y g r e a t e r t h a n f o r e i t h e r C o n n e c t i c u t Avenue
or W i s c o n s i n Avenue.
The s t u d y a l s o r e v e a l e d t h a t when d e l a y due to t r a f f i c
s i g n a l s i s excluded from t o t a l t r a v e l t i m e , t h e average running speeds f o r a l l
t h r e e r o u t e s a r e roughly comparable.
One
p r i m a r y d i f f e r e n c e between Reno Road
and C o n n e c t i c u t and W i s c o n s i n Avenues w h i c h was measured i s the amount o f d e l a y
due to t r a f f i c s i g n a l s .
Northbound Reno Road e x p e r i e n c e s r e l a t i v e l y
d e l a y due t o s i g n a l s e s p e c i a l l y i n comparison w i t h t h e d e l a y found on
cut/Wisconsin.
little
Connecti-
By r e d u c i n g s i g n a l d e l a y , average o p e r a t i n g speeds would be
i n c r e a s e d to t h a t of Reno Road thereby c a u s i n g a s h i f t i n t r a v e l p a t t e r n s to
the C o n n e c t i c u t and W i s c o n s i n Avenue r o u t e s .
3.3
T r a f f i c Volumes
P r o c e d u r e s — V e h i c l e t u r n i n g movement counts by 15-minute p e r i o d s were r e c e i v e d
from DCDOT f o r most o f the major i n t e r s e c t i o n s w i t h i n the Reno Road C o r r i d o r .
These counts a l s o i n c l u d e d p e d e s t r i a n c r o s s i n g d a t a .
and reviewed
These d a t a were p l o t t e d
f o r f l o w c o n s i s t e n c y between i n t e r s e c t i o n s .
The dates of c o l l e c -
t i o n f o r t h e s e d a t a were a l s o checked f o r t h e i r a p p l i c a b i l i t y to c u r r e n t c i r cumstances.
For example a l l d a t a c o l l e c t e d p r i o r t o September 1981 was
con-
s i d e r e d o u t - o f - d a t e because i t preceded i n s t i t u t i o n of t h e c u r r e n t 2-lane
northbound, 1-lane southbound c o n f i g u r a t i o n on Reno Road.
32
�Data was a l s o r e t r i e v e d from a 1981 s t u d y prepared by t h e U n i v e r s i t y o f
Maryland T r a n s p o r t a t i o n S t u d i e s Center f o r HUFSAM, e n t i t l e d Reno Road C o r r i d o r
B e f o r e / A f t e r Study.
T h i s d a t a was a l s o used t o c o n f i r m t h e f l o w c o n s i s t e n c y
of t h e DCDOT d a t a .
Gaps i n t h e d a t a (due e i t h e r t o t h e absence o r age o f t h e d a t a ) were i d e n t i f i e d
and s u b s e q u e n t l y f i l l e d w i t h s e l e c t i v e a d d i t i o n a l t u r n i n g movement c o u n t s . The
l o c a t i o n s o f t h e s e counts a r e i l l u s t r a t e d i n E x h i b i t 8.
AM Peak Hour V o l u m e s — B y combining t h e d a t a c o l l e c t e d a t t h e 10 i n t e r s e c t i o n s
shown i n E x h i b i t 8 w i t h t h e e x i s t i n g counts a v a i l a b l e from DCDOT, t r a f f i c
flow
diagrams were prepared f o r both t h e AM and PM peak p e r i o d s .
E x h i b i t 9 p r o v i d e s an o v e r a l l v i e w o f AM peak hour t r a f f i c p a t t e r n s
on Reno Road.
southbound
N o r t h o f M i l i t a r y Road, a p p r o x i m a t e l y 190 v e h i c l e s t r a v e l s o u t h -
bound on 4 1 s t S t r e e t .
At t h e M i l i t a r y Road i n t e r s e c t i o n , 150 v e h i c l e s t u r n
r i g h t from M i l i t a r y Road onto southbound Reno Road ( p l e a s e note t h a t t h e peak
hour volumes c i t e d i n t h i s a n a l y s i s -are a p p r o x i m a t i o n s ) .
By t h e t i m e Reno Road
reaches Fessenden S t r e e t , t h e southbound volume has r i s e n t o 440. From e a s t bound Fessenden, another 180 e n t e r t h e southbound
stream.
F i e l d observations
at t h e i n t e r s e c t i o n r e v e a l e d t h a t a p p r o x i m a t e l y 15 o f t h e v e h i c l e s t h a t e n t e r e d
the
southbound Reno stream from eastbound Fessenden a c t u a l l y came from Chevy
Chase Parkway ( w h i c h i n t u r n f e e d s from C o n n e c t i c u t Avenue).
These v e h i c l e s
passed p e r p e n d i c u l a r l y through t h e Reno Road queue, w h i c h s t r e t c h e s past Chevy
Chase Parkway, proceeded t o Fessenden S t r e e t and t h e n t u r n e d l e f t .
By t h e time t h e southbound Reno Road s t r e a m r e a c h e s A l b e m a r l e S t r e e t , t h e peak
hour volume i s 640. Another 90 e n t e r s from eastbound A l b e m a r l e and 70 from
westbound A l b e m a r l e .
A t Van Ness S t r e e t t h e southbound volume has r i s e n t o 880.
From eastbound Van Ness, 140 t u r n southbound.
v e h i c l e s enter.
A t Upton S t r e e t another 130
The southbound Reno Road t r a f f i c d i v i d e s a t t h e T i l d e n S t r e e t
i n t e r s e c t i o n ; 340 t u r n l e f t onto eastbound T i l d e n and 820 c o n t i n u e southbound
on Reno Road.
The next major s p l i t i n southbound t r a f f i c o c c u r s a t C l e v e l a n d
33
�nii/fj
DlVLL
LOCATIONS OF UPDATED
TURNING MOVEMENT
34
COUNTS
Exhibit
Q
�35
�Avenue where 45 p e r c e n t t u r n l e f t onto southbound C l e v e l a n d Avenue which l e a d s
to
C o n n e c t i c u t Avenue and 55 p e r c e n t c o n t i n u e southbound on 3 4 t h S t r e e t toward
M a s s a c h u s e t t s Avenue and W i s c o n s i n Avenue.
A l s o shown i n E x h i b i t 9 a r e t h e peak hour southbound volumes on C o n n e c t i c u t
Avenue and W i s c o n s i n Avenue.
At Van Ness S t r e e t f o r example t h e volumes on
C o n n e c t i c u t and W i s c o n s i n a r e 3,500 and 2,200, r e s p e c t i v e l y ; on Reno Road t h e
volume i s a p p r o x i m a t e l y 1,000.
PM Peak Hour V o l u m e s — A p p r o x i m a t e peak hour volumes f o r t h e 5 t o 6 PM t i m e
p e r i o d a r e shown i n E x h i b i t 10.
C l e v e l a n d Avenue i s used by 570 v e h i c l e s a s
a c c e s s t o t h e Reno Road r o u t e ; w h i c h j o i n s a t r a f f i c stream o f 600 w h i c h i s
a l r e a d y t r a v e l l i n g northbound on 3 4 t h S t r e e t .
j o i n t h e stream from t h e e a s t .
Van Ness S t r e e t i s t h e f i r s t major p o i n t o f
e x i t f o r v e h i c l e s u s i n g t h e Reno Road r o u t e .
l e f t onto Van Ness S t r e e t .
At T i l d e n S t r e e t another 280
A p p r o x i m a t e l y 130 v e h i c l e s t u r n
At A l b e m a r l e S t r e e t another 100 t u r n l e f t ; o t h e r
s t r e e t s a r e l i k e w i s e entered but a t volumes o f l e s s t h a n 100. At Fessenden
S t r e e t , 20 p e r c e n t o f t h e northbound•flow t u r n s l e f t l e a v i n g 800 v e h i c l e s
on northbound Reno Road.
T r a f f i c c o n t i n u e s t o f i l t e r o f f t h e r o u t e , many
of w h i c h u s e l o c a l s t r e e t s t o r e a c h C o n n e c t i c u t Avenue.
of
4 l s t S t r e e t and Western Avenue, t r a f f i c
At t h e i n t e r s e c t i o n
s p l i t s f a i r l y even toward t h e n o r t h -
e a s t and t h e southwest.
Northbound volumes on C o n n e c t i c u t Avenue and W i s c o n s i n Avenue a r e g r e a t e r than
t h o s e on Reno Road though not to t h e e x t e n t found d u r i n g t h e AM peak p e r i o d .
At Van Ness S t r e e t where northbound Reno Road i s two l a n e s , t h e Reno Road
volume i s t h r e e - f o u r t h s o f t h e W i s c o n s i n Avenue volume and t h r e e - f i f t h s o f
the
C o n n e c t i c u t Avenue volume.
Summary—During t h e morning peak p e r i o d , t r a f f i c
many r o u t e s .
When t h e t r a f f i c
f l o w r e a c h e s T i l d e n S t r e e t , a p p r o x i m a t e l y 30
p e r c e n t d i v e r t s eastbound onto T i l d e n S t r e e t .
maining t r a f f i c s p l i t s n e a r l y evenly.
p r i m a r y sources o f t r a f f i c
f i l t e r s onto Reno Road from
At C l e v e l a n d Avenue, t h e r e -
D u r i n g t h e a f t e r n o o n peak p e r i o d , t h e
f o r t h e Reno Road r o u t e a r e Massachusetts Avenue,
C l e v e l a n d Avenue, and T i l d e n S t r e e t .
Once t h e f l o w r e a c h e s i t s peak p a s t T i l d e n ,
t r a f f i c begins f i l t e r i n g o f f t h e r o u t e onto p r i m a r i l y Van Ness S t r e e t , Albemarle
S t r e e t , and Fessenden S t r e e t , u n t i l i t s end a t Western Avenue.
36
�37
�3.4
T r a f f i c Control Devices
Procedures—Data
on t r a f f i c c o n t r o l d e v i c e s w i t h i n t h e study a r e a were o b t a i n e d
from the D i s t r i c t of Columbia Department of T r a n s p o r t a t i o n . These d a t a a r e
d e s c r i b e d i n t h e succeeding two s e c t i o n s .
T r a f f i c S i g n a l s — A map showing t h e l o c a t i o n of a l l s i g n a l i z e d
a s of June 15, 1982, was o b t a i n e d from the DCDOT.
intersections,
From t h i s map, t h e l o c a t i o n s
of a l l s i g n a l i z e d i n t e r s e c t i o n s w i t h i n t h e s t u d y a r e a were determined.
a r e shown i n E x h i b i t 11.
tacted
t o determine
These
The S i g n a l O p e r a t i o n s Branch of the DCDOT was con-
t h e type of o p e r a t i o n ( e . g . , pretimed,
semi-actuated,
f l a s h i n g o p e r a t i o n a t n i g h t ) of t h e s i g n a l i z e d i n t e r s e c t i o n s .
plays t h i s information graphically.
E x h i b i t 12 d i s -
Data were a l s o c o l l e c t e d t o i d e n t i f y
which
s i g n a l c o n t r o l l e r s a r e i n t e r c o n n e c t e d and, of those i n t e r c o n n e c t e d , which cont r o l l e r s a r e the master
controllers.
As can be seen i n E x h i b i t 1 1 , t h e r e a r e 66 s i g n a l i z e d i n t e r s e c t i o n s i n t h e study
area.
There a r e 27 s i g n a l i z e d i n t e r s e c t i o n s on C o n n e c t i c u t Avenue from
Calvert
S t r e e t t o the Chevy Chase C i r c l e , 16 s i g n a l i z e d i n t e r s e c t i o n s on W i s c o n s i n
Avenue from M a s s a c h u s e t t s Avenue t o Western Avenue, and o n l y 13 s i g n a l i z e d
s e c t i o n s on the 3 4 t h S t r e e t / R e n o Road/41st S t r e e t r o u t e from
inter-
Massachusetts
Avenue t o Western Avenue.
With r e s p e c t t o the number of s i g n a l s on a l t e r n a t e r o u t e s , a d r i v e r a t t h e i n t e r s e c t i o n of C a l v e r t S t r e e t and C o n n e c t i c u t Avenue who chose t o t r a v e l on t h e
Reno Road Route would encounter
the Chevy Chase C i r c l e .
o n l y 16 s i g n a l i z e d i n t e r s e c t i o n s b e f o r e r e a c h i n g
Another d r i v e r , a t t h e same i n t e r s e c t i o n , who s e l e c t e d
to s t a y on C o n n e c t i c u t Avenue would encounter
reaching that destination.
26 s i g n a l i z e d i n t e r s e c t i o n s
before
S i m i l a r l y , a d r i v e r a t t h e i n t e r s e c t i o n of Massachu-
s e t t s Avenue and 34th S t r e e t who chose t o t r a v e l on the Reno Road Rouate would
encounter o n l y 14 s i g n a l i z e d i n t e r s e c t i o n s b e f o r e r e a c h i n g t h e i n t e r s e c t i o n of
Western and W i s c o n s i n Avenues.
On the o t h e r hand, a d r i v e r , a t the same i n t e r s e c -
t i o n , who chose t o t r a v e l on M a s s a c h u s e t t s Avenue and then W i s c o n s i n Avenue would
encounter
17 s i g n a l i z e d i n t e r s e c t i o n s b e f o r e r e a c h i n g t h a t d e s t i n a t i o n .
38
I t should
�39
�40
�be noted t h a t d r i v e r d e c i s i o n s
on w h i c h r o u t e t o t r a v e l a r e r e l a t e d t o r e l a t i v e
t r a v e l time, number of s t o p s , and the o v e r a l l t r a v e l
cost.
Time-space diagrams f o r t h e t h r e e major r o u t e s i n the study a r e a and d a t a on t h e
s i g n a l t i m i n g and o p e r a t i o n of a l l t h e i n t e r s e c t i o n s i n the study a r e a were a l s o
o b t a i n e d from the DCDOT.
S i g n a l i n s t a l l a t i o n and m o d i f i c a t i o n
p l a n s were a l s o
obtained f o r s e v e r a l s i g n a l i z e d i n t e r s e c t i o n s .
T r a f f i c S i g n s and M a r k i n g s — S t r i p maps showing the l o c a t i o n and type of t r a f f i c
s i g n s on the Reno Road Route, C o n n e c t i c u t Avenue, and W i s c o n s i n Avenue were o b t a i n e d
from the D.C. Department of T r a n s p o r t a t i o n .
E x h i b i t 13 p r e s e n t s a t a b u l a r
summary
of the f r e q u e n c y of s i g n types on each of t h e t h r e e major r o u t e s i n t h e study a r e a .
Signed t u r n p r o h i b i t i o n s a r e shown f o r the AM peak p e r i o d i n E x h i b i t 14 and f o r
the PM peak p e r i o d i n E x h i b i t 15.
Data on c r o s s w a l k markings a t s e v e r a l s i g n a l i z e d i n t e r s e c t i o n s were gleened from
the s i g n a l i n s t a l l a t i o n and m o d i f i c a t i o n
3.5
L e v e l of S e r v i c e
plans.
Analysis
Procedures—A representative
sample of s i g n a l i z e d i n t e r s e c t i o n s along the Reno
Road, C o n n e c t i c u t Avenue, and W i s c o n s i n Avenue r o u t e s were s e l e c t e d f o r L e v e l of
Service analysis.
age —
The microcomputer v e r s i o n o f t h e S i g n a l O p e r a t i o n A n a l y s i s Pack-
(SOAP/M) was used t o c a l c u l a t e the degree of s a t u r a t i o n and average d e l a y
per v e h i c l e f o r each i n t e r s e c t i o n approach and movement.
program C r i t i c a l Movement A n a l y s i s
Transportation
Also,
the microcomputer
(CMA) a s developed by the U n i v e r s i t y of F l o r i d a
R e s e a r c h Center was used t o compute c r i t i c a l l a n e volumes.
The
SOAP/M and CMA outputs were then used t o e s t a b l i s h a l e v e l of s e r v i c e v a l u e
for
peak d i r e c t i o n movements based on r e l a t i o n s h i p s p r e s e n t e d i n "NCHRP S i g n a 2/
l i z e d I n t e r s e c t i o n C a p a c i t y Method",—
the d r a f t f i n a l r e p o r t from NCHRP P r o j e c t
3-28 ( 2 ) . A d e s c r i p t i o n of t h e s e r e l a t i o n s h i p s i s p r o v i d e d i n E x h i b i t 16. The
_1/Signal O p e r a t i o n A n a l y s i s Package, I m p l r m e n t a t i o n Package 70-9, Washington, D.C:
U.S. DOT FHWA O f f i c e of Implementation, 1979.
2/"NCHRP S i g n a l i z e d I n t e r s e c t i o n C a p a c i t y Method", D r a f t F i n a l Report, NCHRP P r o j e c t 3-28 ( 2 ) JHK & A s s o c i a t e s and t h e . T r a f f i c I n s t i t u t e , N o r t h w e s t e r n U n i v e r s i t y , F e b r u a r y 1983.
41
�ROUTE
TYPE OF SIGN
REGULATORY
Speed L i m i t
tfo L e f t Turn
No U-Turn
No Turn on Red
R i g h t Lane Must
Turn R i g h t
L e f t Lane Must
Turn L e f t
One-Lane a t
A l l Times
School Speed L i m i t
End School Speed
Limit
CONNECTICUT AVENUE
NB
SB
WISCONSIN AVENUE
SB
NB
34th STREET/
RENO R0AD/41st ST.
NB
SB
10
8
0
10
9
10
1
7
0
2
0
0
0
3
4
0
0
0
0
0
0
1
1
10
4
0
0
0
0
1
2
WARNING
School C r o s s i n g
Ped C r o s s i n g
Curve
S i n g l e - L a n e Ahead
1
3
0
0
1
2
0
0
2
5
0
0
4
1
0
0
1
1
1
1
1
2
0
1
NON-STANDARD
Speed L i m i t S t r i c t l y
Enforced
0
0
0
0
9
7
4
4
2
21
4
2
1
16
4
8
0
o**
3
4
0
o**
0
0
0
0
0
0
0
* - Other s i g n s such a s E x c l u s i v e Bus Lane S i g n s , Lane Use C o n t r o l S i g n s ,
and No P a r k i n g S i g n s a r e n o t i n c l u d e d .
** - Data taken from s t r i p maps p r o v i d e d by DCDOT a t time o f s u r v e y may not
accurately r e f l e c t existing conditions.
NB = Northbound
SB = Southbound
BMI
S E L E C T E D T R A F F I C SIGNS ON
3 MAJOR R O U T E S IN S T U D Y A R E A
42
Exhibit
13
�Rl\/fT
MJIVAM
AM
T
U
R
N
SIGN
PROHIBITIONS
43
Exhibit
�^
^
•
I y-tJSi
, t' v ^ , : ^ ~ :
•
1I
1
:/ J i
'A
•
!*
i\
'V
*.
1!—V-'T
, \ -
r -.X
t )•><• \
" -
'
l\
V
\ VV
vA .
-H
jp.
>
^
Irimr if
i it-*:l ;j)
l
•
j , u ....
1)
BMI
>
>
'V
v" .
;
Y U . S . Naval )
v Observatory/
S {\\
TURN
PM SIGN
PROHIBITIONS
44
Exhibit
15
�SERVICE LEVEL
TYPICAL
VOLUME/CAPACITY
.UME/CAP/
RATIO
DESCRIPTION
DELAY RANGE-^
( s e e s , per v e h i c l e
A
F r e e f l o w , t u r n s e a s i l y made,
e x c e s s green time on a l l
phases
0.00-0.45
0.0-10.0
B
S t a b l e f l o w , more p l a t o o n i n g
of v e h i c l e s , l e s s than 10%
of the c y c l e s loaded
0.46-0.60
10.1-20.0
C
S t a b l e f l o w , l e s s than 30%
of the c y c l e s loaded
0.61-0.75
20.1-30.0
D
Approaching u n s t a b l e f l o w ,
l e s s than 70% of the c y c l e s
loaded, some d r i v e r s must w a i t
through one and two r e d c y c l e s
0.76-0.90
30.1-40.0
E
Theoretical capacity, less
0.91-1.00
than 100% of the c y c l e s l o a d e d ,
motorists frequently wait
through s e v e r a l r e d c y c l e s
40.1-60.0
F
Represents jammed c o n d i t i o n s .
Backups from l o c a t i o n s downstream o r on the c r o s s s t r e e t
may r e s t r i c t or p r e v e n t movement of v e h i c l e s out of the
approach under c o n s i d e r a t i o n ;
hence, volumes c a r r i e d a r e not
predictable.
NOTE:
Varies
60.1 or g r e a t e r
1/ Measured a s "stopped d e l a y " . Delay v a l u e s r e l a t e
to the mean stopped d e l a y i n c u r r e d by a l l v e h i c l e s
e n t e r i n g the i n t e r s e c t i o n . Note t h a t t r a f f i c s i g n a l
c o o r d i n a t i o n e f f e c t s a r e not c o n s i d e r e d and could
d r a s t i c a l l y a l t e r the d e l a y range f o r a g i v e n v / c r a t i o .
BMI
DEFINITION OF
LEVEL OF SERVICE
45
Exhibit
16
�c u r r e n t l e v e l of s e r v i c e f o r approaches a t 14 i n t e r s e c t i o n s d u r i n g the AM
peak
p e r i o d i s shown i n E x h i b i t 17 and f o r approaches a t 12 i n t e r s e c t i o n s d u r i n g the
PM peak p e r i o d i s shown i n E x h i b i t 18.
AM L e v e l of S e r v i c e — T h e t r a v e l time r u n s d e s c r i b e d e a r l i e r i n S e c t i o n 3.2 found
t h a t Reno Road t r a f f i c does not e x p e r i e n c e much d e l a y due to t r a f f i c
d u r i n g the AM peak p e r i o d .
results.
T h i s o b s e r v a t i o n i s confirmed by t h e CMA
signals
and SOAP/M
The e x i s t i n g s i g n a l t i m i n g s produce, w i t h two e x c e p t i o n s , l e v e l s of
s e r v i c e C-D
throughout the Reno Road Route.
The p r i n c i p a l p o i n t of c o n g e s t i o n d u r i n g t h e AM peak p e r i o d along the Reno Road
Route i s a t the i n t e r s e c t i o n s w i t h Nebraska Avenue and w i t h Fessenden S t r e e t .
L e v e l of s e r v i c e c a l c u l a t i o n s i n d i c a t e l e v e l s of E and D, r e s p e c t i v e l y .
Field
o b s e r v a t i o n s c o n f i r m t h a t the southbound Reno Road queue from the Fessenden
s i g n a l does not c l e a r d u r i n g the green phases and, i n f a c t , t h e queue grows i n
l e n g t h between a p p r o x i m a t e l y 7:30 and 8:30 AM.
d i t i o n i s the downstream
F u r t h e r e x a c e r b a t i n g t h i s con-
s i g n a l a t Nebraska Avenue.
A queue from t h i s
signal
b u i l d s from southbound Reno v e h i c l e s w h i c h c l e a r the Fessenden but not the
Nebraska s i g n a l and from Fessenden t r a f f i c
t u r n s onto southbound Reno Road.
(eastbound and westbound)
which
The Nebraska queue p r e v e n t s the Fessenden
queue from d i s c h a r g i n g immediately upon t h e onset of the green s i g n a l
indication.
The i n t e r s e c t i o n of Reno Road and Van Ness S t r e e t has the p o t e n t i a l of e x p e r i e n c i n g t r a f f i c breakdowns as i n d i c a t e d
by i t s l e v e l of s e r v i c e D.
F i e l d observa-
t i o n s c o n f i r m t h a t long queues appear r a p i d l y i n response to not i n f r e q u e n t
o c c u r r e n c e s such a s i l l e g a l l y - l e f t - t u r n i n g v e h i c l e s , f a i l u r e of c r o s s - s t r e e t
p e d e s t r i a n and v e h i c u l a r
t r a f f i c to c l e a r the i n t e r s e c t i o n , and even i n c l e m e n t
weather.
On C o n n e c t i c u t Avenue low l e v e l s of s e r v i c e a r e e v i d e n t d u r i n g the morning
period.
peak
Although some of the i n t e r s e c t i o n s w i t h low l e v e l s of s e r v i c e have low
c r o s s - s t r e e t t r a f f i c , the p r e s e n c e of p e d e s t r i a n s n e c e s s i t a t e s
green time.
the c r o s s - s t r e e t
One such l o c a t i o n i s Van Ness S t r e e t where heavy p e d e s t r i a n movements
occur a s a r e s u l t of UDC,
a Metrorail
s t a t i o n , commercial development along
C o n n e c t i c u t Avenue and s e v e r a l o f f i c e developments.
46
The most p r o m i s i n g s i g n a l
�PEAK DIRECTION
INTERSECTION MOVEMENT
LEVEL OF
SERVICE
SOUTHBOUND ROUTE
INTERSECTING STREET
Reno Rd.
M i l i t a r y Rd.
Through
C
Fessenden S t .
Through
D
Nebraska Ave.
Through
E
Van Ness S t .
Through
D
Tilden St.
Through
C
Tilden St.
Left
D
Porter St.
Through
D
C l e v e l a n d Ave.
Through
B
C l e v e l a n d Ave.
Left
B
M a s s a c h u s e t t s Ave.
Left
E
M i l i t a r y Rd.
Through
C
Through
F
St.
Through
F
Western Ave.
Through
E
Van Ness S t .
Through
D
Garfield
Through
B
Farfield
Left
C
34th St.
C o n n e c t i c u t Ave.
Van Ness S t .
Calvert
W i s c o n s i n Ave.
BMI
•
AM PEAK HOUR
LEVEL OF SERVICE
47
Exhibit
17
�PEAK DIRECTION
INTERSECTION MOVEMENT
LEVEL OF
SERVICE
NORTHBOUND ROUTE
INTERSECTING
34th S t .
C l e v e l a n d Ave.
Through
C l e v e l a n d Ave.
34th S t .
Right
34th S t .
Porter St.
Through
Reno Rd,
Tilden St.
Through
C
Van Ness S t .
Through
C
Nebraska Ave.
Through
B
Fessenden S t .
Through
C
Fessenden S t .
Left
D
M i l i t a r y Rd.
Through
E
Calvert St.
Through
D
Calvert St.
Left
E
Van Ness S t
Through
D
Van Ness S t ,
Left
F
M i l i t a r y Rd,
Through
C
Van Ness S t .
Through
C
Western Ave.
Through
E
C o n n e c t i c u t Ave.
W i s c o n s i n Ave.
BMI
STREET
PM PEAK HOUR
LEVEL OF SERVICE
48
Exhibit
18
�t i m i n g a c t i o n w h i c h c o u l d be taken to improve the c a p a c i t y
of
individual
C o n n e c t i c u t Avenue s i g n a l i z e d i n t e r s e c t i o n s would be the i n s t a l l a t i o n of
actuated s i g n a l c o n t r o l l e r s a t selected
intersections.
semi-
Note, however, t h a t a
network based approach must be taken i n order to maximize the system c a p a b i l i t i e s .
On Wisconsin Avenue, l e v e l s of s e r v i c e C-D
observed
are t y p i c a l .
However, as
d u r i n g the t r a v e l time runs d e s c r i b e d i n S e c t i o n 3.2,
occurs at the m a j o r i t y
of s i g n a l s along t h e r o u t e .
was
s i g n a l delay
I n fact, relatively
l e n g t h y d e l a y s were e x p e r i e n c e d d u r i n g each r u n a t J e n i f e r S t r e e t , T e n l e y
C i r c l e , and Massachusetts
Avenue.
PM L e v e l of S e r v i c e — T h e l e v e l o f s e r v i c e a t Reno Road i n t e r s e c t i o n s
t h e PM peak p e r i o d i s a t the B-C
l e v e l f o r t h e most p a r t .
a t t r i b u t a b l e t o t h e presence of two outbound l a n e s .
during
This high l e v e l i s
The p r i n c i p a l e x c e p t i o n
i s the M i l i t a r y Road i n t e r s e c t i o n a t w h i c h a l e v e l of s e r v i c e E e x i s t s .
t h i s i n t e r s e c t i o n long queues form d a i l y and
At
l i n g e r through t h e peak p e r i o d .
The l i m i t e d green time a f f o r d e d northbound Reno Road t r a f f i c i s due both to
the m u l t i p l e
s i g n a l phasing n e c e s s i t a t e d
by a complex i n t e r s e c t i o n geometry
and to the heavy e a s t - w e s t through t r a f f i c volumes on M i l i t a r y Road.
other i n t e r s e c t i o n s are susceptible
to p e r i o d i c
v e h i c l e s , such as Van Ness S t r e e t and P o r t e r
Several
breakdowns caused by l e f t - t u r n i n g
Street.
I n most i n s t a n c e s ,
however,
once t h e l e f t t u r n maneuver i s executed the queue i s a b l e to d i s s i p a t e d u r i n g
the f o l l o w i n g
green phase ( u n l i k e the M i l i t a r y Road i n t e r s e c t i o n ) .
C o n n e c t i c u t Avenue has lower l e v e l s o f s e r v i c e , i n t h e D-F
range.
As was
i n the p r e v i o u s s e c t i o n r e g a r d i n g AM peak p e r i o d , s i g n a l t i m i n g , t h e
o f p e d e s t r i a n s and some c r o s s - s t r e e t
t r a f f i c appears to s e v e r e l y
e x i s t i n g s e r v i c e c a p a c i t y of t h e i n t e r s e c t i o n s .
e a r l i e r i n S e c t i o n 3.2
presence
limit
the
The t r a v e l time runs d e s c r i b e d
experienced delay a t n e a r l y
e v e r y s i g n a l along the Con-
n e c t i c u t Avenue r o u t e d u r i n g at l e a s t 2 of t h e 5 t r a v e l time r u n s .
s i g n a l could be i d e n t i f i e d as u n i q u e l y c o n t r i b u t i n g
Along W i s c o n s i n Avenue, the CMA
noted
to t r a f f i c
No
particular
congestion.
and SOAP/M computer programs have c a l c u l a t e d
l e v e l of s e r v i c e C a t s e v e r a l o f t h e
intersections.
a
As was t h e c a s e f o r Con-
n e c t i c u t Avenue, no c l e a r cut s e t o f s i g n a l s caused the s i g n a l d e l a y along t h e
route.
R a t h e r , i n doing the t r a v e l time r u n s , d e l a y was
e v e r y s i g n a l i z e d i n t e r s e c t i o n , though not each t i m e .
49
experienced at
nearly
�Summary—The Reno Road Route l e v e l o f s e r v i c e d u r i n g t h e morning and
afternoon
peak p e r i o d s i s g e n e r a l l y q u i t e h i g h , c o n s i d e r i n g t h e volume o f t r a f f i c
the f a c i l i t y .
using
I n c o n t r a s t , t h e C o n n e c t i c u t Avenue and W i s c o n s i n Avenue r o u t e s
have t y p i c a l l y lower l e v e l s o f s e r v i c e .
F i e l d o b s e r v a t i o n s c o n f i r m t h e c o n g e s t i o n p o i n t s on t h e Reno Road Route i d e n t i f i e d i n the l e v e l of s e r v i c e a n a l y s i s .
The Reno/Fessenden/Nebraska p a i r of
i n t e r s e c t i o n s do not c u r r e n t l y accommodate southbound t r a f f i c volumes d u r i n g
t h e morning peak p e r i o d .
L i k e w i s e , the Reno/Military/41st i n t e r s e c t i o n
e x p e r i e n c e s long northbound queues d u r i n g t h e a f t e r n o o n peak p e r i o d .
Along C o n n e c t i c u t
and W i s c o n s i n Avenues t r a f f i c c o n g e s t i o n i s more a product
o f an o v e r l o a d i n g of t h e o v e r a l l e x i s t i n g s i g n a l system f o r the c o r r i d o r
r a t h e r t h a n an o v e r l o a d i n g o f p a r t i c u l a r i n d i v i d u a l i n t e r s e c t i o n s as i s t h e
case on t h e Reno Road Route.
v e r i f y t h i s condition.
The t r a v e l time and d e l a y runs d e s c r i b e d
The l o c a t i o n and d u r a t i o n o f d e l a y s on
earlier
Connecticut
and W i s c o n s i n Avenues v a r y from day to day; i n c o n t r a s t , t h e d e l a y p o i n t s
on Reno Road remain r e l a t i v e l y s t a b l e from day to day.
3.6
G e n e r a l Access
Problems
P r o c e d u r e s — T h e problem o f g e n e r a l a c c e s s r e s t r i c t i o n s can have f a r - r e a c h i n g
implications.
For example, t h e a c c e s s i b i l i t y o f downtown D.C.
f o r Montgomery
County, Maryland r e s i d e n t s i s s e v e r e l y c o n s t r i c t e d as a r e s u l t o f t r a f f i c cong e s t i o n on t h e major a r t e r i a l f a c i l i t i e s i n t h e a r e a , such as C o n n e c t i c u t
W i s c o n s i n Avenues.
and
As a r e s u l t , t r a v e l demand s h i f t s to paths o f l e s s e r r e -
s i s t a n c e l i k e Reno Road.
However, t h e o b j e c t o f t h i s s e c t i o n i s not to i d e n t i f y
r e g i o n a l a c c e s s problems but i n s t e a d to focus on the g e n e r a l a c c e s s problems
w i t h i n t h e study a r e a c o r r i d o r .
A number o f major t r i p g e n e r a t o r s w i t h i n t h e c o r r i d o r were i d e n t i f i e d .
o f t h e s e g e n e r a t o r s a r e shown i n E x h i b i t 19.
Several
Data c o l l e c t e d f o r t h e preceding
s e c t i o n s o f t h i s r e p o r t and f i e l d o b s e r v a t i o n s were used to i d e n t i f y and then
a n a l y z e p o t e n t i a l a c c e s s problems w i t h i n t h e c o r r i d o r .
The f o l l o w i n g d i s c u s s i o n
f i r s t t r e a t s v e h i c u l a r a c c e s s , f o l l o w e d by p e d e s t r i a n a c c e s s .
50
�Chevy
51
�V e h i c l e A c c e s s — V e h i c u l a r a c c e s s _to t h e Reno Road C o r r i d o r from
and W i s c o n s i n Avenues i s r e l a t i v e l y f r e e .
Connecticut
Southbound a c c e s s i s r e s t r i c t e d
from o n l y southwest-bound Western Avenue by l e f t t u r n p r o h i b i t i o n s . Northbound
a c c e s s i s r e s t r i c t e d from C o n n e c t i c u t Avenue o n l y a t t h e C a t h e d r a l S t r e e t and
Porter Street intersections.
Access t o C o n n e c t i c u t Avenue from Reno Road i s
not c o n s t r a i n e d by many t u r n p r o h i b i t i o n s . However, a c c e s s t o W i s c o n s i n
Avenue
a f f e c t e d by t u r n r e s t r i c t i o n s on northbound Reno Road.
F o r example,
t h e l e f t t u r n p r o h i b i t i o n onto M i l i t a r y Road l i m i t s t h e a c c e s s i b i l i t y o f t h e
F r i e n d s h i p Heights commercial development from Reno Road.
The l a c k of v e h i c u l a r a c c e s s to t h e U n i v e r s i t y o f t h e D i s t r i c t o f Columbia
c r e a t e s problems i n t h e study a r e a .
was observed
P a r k i n g by UDC s t u d e n t s and/or f a c u l t y
between Yuma S t r e e t and Rodman S t r e e t , o c c a s i o n a l l y a s f a r a s one
b l o c k west o f Reno Road.
These p a r k i n g maneuvers i n t r o d u c e s a f e t y problems
(as d i s c u s s e d l a t e r i n S e c t i o n 3.7) and r e s t r i c t t h e a c c e s s i b i l i t y o f t h e r e s i d e n t i a l a r e a by occupying
o t h e r w i s e a v a i l a b l e p a r k i n g spaces.
a r e s i d e n t i a l permit p a r k i n g program but f i e l d
The a r e a has
o b s e r v a t i o n s found t h a t t h e
m a j o r i t y o f t h e v e h i c l e s parked j u s t west o f Reno Road near UDC were not i n
compliance w i t h t h e program.
V e h i c u l a r a c c e s s t o Eaton S c h o o l i s s e v e r e l y l i m i t e d .
Southbound t u r n i n g move-
ments onto Macomb S t r e e t or L o w e l l S t r e e t a r e c o n s t r a i n e d by northbound
traffic
volumes and because t h e r e i s o n l y one southbound l a n e , southbound queues form
on 34th/Reno Road as a r e s u l t o f v e h i c l e s s e e k i n g a c c e s s t o t h e s c h o o l .
Further
compounding t h e v e h i c u l a r movement i n t h e a r e a i s t h e presence o f a s c h o o l
c r o s s i n g guard a t t h e u n s i g n a l i z e d i n t e r s e c t i o n o f 34th S t r e e t and L o w e l l S t r e e t .
V e h i c l e a c c e s s t o r e t a i l and commercial a r e a s on t h e f r i n g e o f t h e s t u d y a r e a
appeared i n f i e l d o b s e r v a t i o n s t o be adequate.
No s p i l l o v e r o f commercial/
r e t a i l p a r k i n g onto neighborhood s t r e e t s w i t h i n t h e study a r e a was observed.
52
�Pedestrian Access—Children
d i r e c t i o n s and,
walking
to and
from E a t o n S c h o o l approach from a l l
t h e r e f o r e , some must c r o s s Reno Road.
A c r o s s i n g guard i s
c u r r e n t l y provided at the u n s i g n a l i z e d i n t e r s e c t i o n of 34th S t r e e t and
Lowell
Street.
The
r e s t r i c t e d s i g h t d i s t a n c e a t the L o w e l l S t r e e t i n t e r s e c t i o n , the
proximity
of upstream and downstream s i g n a l s on 3 4 t h S t r e e t , the myriad o f s i g n s i n the
a r e a , and the p r e s e n c e o f numerous p e d e s t r i a n s make the d r i v e r ' s t a s k a l l the
more d i f f i c u l t
w h i l e i n the midst of peak hour t r a f f i c volumes.
for v e h i c l e - p e d e s t r i a n c o n f l i c t s i s , t h e r e f o r e , quite
During f i e l d o b s e r v a t i o n s
The p o t e n t i a l
high.
along the c o r r i d o r , the s t u d y team w i t n e s s e d
a near
p e d e s t r i a n - v e h i c l e a c c i d e n t when a school-age c h i l d r a n a c r o s s Reno Road
apparently
headed f o r Hearst
School.
For more d e t a i l s on t h e problem s i t e ,
r e f e r to the S a f e t y s e c t i o n .
P e d e s t r i a n s , i n c l u d i n g Washington I n t e r n a t i o n a l S c h o o l s t u d e n t s , w h i c h c r o s s
Reno Road and P o r t e r S t r e e t a r e o f t e n "faced w i t h northbound Reno Road v e h i c l e s
encroaching on the i n t e r s e c t i o n c r o s s w a l k .
F i e l d observations
indicate that
the northbound t r a f f i c w h i c h i s descending a steep downgrade on the i n t e r s e c t i o n approach may
have d i f f i c u l t y
on a f l a t l e v e l roadway.
The
a r e f l u s h w i t h the curb and
The
absence o f
sidewalks
s t o p p i n g d i s t a n c e as a c c u r a t e l y as
along Reno Road n o r t h o f P o r t e r S t r e e t
f r e q u e n t l y c o n t a i n poles w i t h i n them.
paved s i d e w a l k s but the p r e s e n c e o f worn f o o t p a t h s
d i c a t e the demand f o r a s i d e w a l k .
along the Reno Road C o r r i d o r .
are discussed
judging
would i n -
Such a demand does e x i s t at s e v e r a l p o i n t s
The s a f e t y i m p l i c a t i o n s of t h i s unmet demand
i n the next s e c t i o n o f t h i s r e p o r t .
However, i n a d d i t i o n to
the
s a f e t y problems a s s o c i a t e d w i t h absent or inadequate s i d e w a l k s the a c c e s s i b i l i t y of the r e s i d e n t i a l a r e a w i t h i n the c o r r i d o r i s s e v e r e l y l i m i t e d by
weak or broken l i n k s i n the s i d e w a l k
any
network.
Summary—The study a r e a i s g e n e r a l l y a c c e s s i b l e to v e h i c u l a r t r a f f i c w i t h
p r i m a r y e x c e p t i o n being the 4 1 s t S t r e e t / W e s t e r n
Avenue i n t e r s e c t i o n which
r e s t r i c t s southwest-bound t r a f f i c from e n t e r i n g the Reno Road C o r r i d o r .
53
the
Access
�from the Reno Road to W i s c o n s i n Avenue i s somewhat more r e s t r i c t i v e due
left turn prohibitions.
to
The products of t h e s e t u r n p r o h i b i t i o n s a r e t h r e e f o l d :
1) t r a f f i c d i v e r t e d c o m p l e t e l y from Reno Road to a p a r a l l e l r o u t e , 2) t r a f f i c
f i l t e r s from Reno Road through l o c a l s t r e e t s to W i s c o n s i n Avenue, and 3)
l e f t t u r n s c o n t i n u e to be made.
The l a c k of v e h i c u l a r a c c e s s to UDC
illegal
causes
p a r k i n g to s p i l l o v e r onto s t u d y a r e a neighborhood s t r e e t s c r e a t i n g s a f e t y problems ( v e h i c l e and p e d e s t r i a n ) , r e d u c i n g t h e a c c e s s i b i l i t y o f the neighborhood
by occupying most a v a i l a b l e s p a c e s , and adding t r a f f i c volumes o f t h e p a r k i n g
vehicles.
P e d e s t r i a n a c c e s s and m o b i l i t y w i t h i n t h e s t u d y a r e a i s hindered by t h e absence
of s i d e w a l k s i n some a r e a s and t h e narrowness
of s i d e w a l k s i n o t h e r a r e a s .
Pro-
blems i d e n t i f i e d a t s e v e r a l s p e c i f i c l o c a t i o n s a r e d e s c r i b e d i n t h e p r e c e d i n g
pages of t h i s
3.7
section.
Safety
P r o c e d u r e — E x i s t i n g d a t a f o r a c c i d e n t s w h i c h o c c u r r e d w i t h i n the study a r e a
d u r i n g 1979,
1980, and 1981 were obtained from the D i s t r i c t of Columbia's
Department of T r a n s p o r t a t i o n . A c c i d e n t d a t a was o n l y a v a i l a b l e f o r the f i r s t
t h r e e months of 1982.
Three y e a r s of data have been g e n e r a l l y c o n s i d e r e d
acceptable f o r accident a n a l y s i s .
Data on h i g h a c c i d e n t l o c a t i o n s , a s d e t e r -
mined by the S a f e t y Branch of DCDOT f o r 1979,
1980, and 1981 were a l s o o b t a i n e d .
These d a t a were then a n a l y z e d to determine hazardous
l o c a t i o n s i n the study a r e a .
A f i e l d i n v e s t i g a t i o n of the 4 1 s t S t r e e t / R e n o Road/34th S t r e e t r o u t e was
then
conducted.
C o n s i d e r i n g t h a t the "Reno Road experiment",
l a n e southbound, was
i . e . , two l a n e s northbound and
one
implemented i n August 1981, t h i s meant t h a t a t the time the
a c c i d e n t a n a l y s e s were conducted
a p p r o x i m a t e l y s i x months of a c c i d e n t d a t a
was
a v a i l a b l e f o r the "experiment".
As s t a t i s t i c i a n s can a t t e s t , t h i s time p e r i o d
i s i n s u f f i c i e n t from a s t a t i s t i c a l p o i n t of v i e w , f a l l i n g prey to the " r e g r e s s i o n
to
the mean" problem.
Consequently,
an a n a l y s i s comparing the a c c i d e n t frequency
b e f o r e the experiment was implemented and the a c c i d e n t frequency a f t e r the e x p e r i ment was
implemented was not
undertaken.
54
�High Accident
I n t e r s e c t i o n s — T h e S a f e t y Branch of DCDOT a n n u a l l y produces a
l i s t of the h i g h a c c i d e n t
i n t e r s e c t i o n s w i t h i n the D i s t r i c t o f Columbia.
Re-
l a t i v e to t h e e n t i r e D i s t r i c t , t h e r e were o n l y a few " h i g h a c c i d e n t " i n t e r s e c t i o n s i n the s t u d y a r e a .
These a r e shown i n E x h i b i t 20.
r e v e a l e d t h a t t h e v e were other
more hazardous d u r i n g
Accident
R a t e s — I t was
1979,
i n t e r s e c t i o n s i n the D i s t r i c t t h a t were ranked
1980,
and
1981.
l e a r n e d t h a t d a t a was
w h i c h f a t a l i t i e s or p e r s o n a l
T h i s data also
only a v a i l a b l e for accidents
in
i n j u r i e s r e s u l t e d and a c c i d e n t s w h i c h r e q u i r e d
at l e a s t one v e h i c l e i n v o l v e d to be towed away.
S i n c e December 1973,
i t has
been t h e p o l i c y of the D i s t r i c t o f Columbia P o l i c e Department to prepare r e p o r t s on t r a f f i c a c c i d e n t s o c c u r r i n g on highways and p u b l i c space i n the
D i s t r i c t of Columbia, i f as a r e s u l t of the
accident:
• "someone i s k i l l e d or i n j u r e d , r e g a r d l e s s of the s e r i o u s n e s s
the i n j u r y , and/or
•
of
an i n v o l v e d motor v e h i c l e s u f f e r s body or m e c h a n i c a l damage w h i c h
renders i t i n o p e r a b l e under i t s own power, and s u c h damage i s of
a n a t u r e w h i c h r e q u i r e s the v e h i c l e to be towed from the scene."
The p o l i c y a l s o r e q u i r e s p o l i c e to p r e p a r e r e p o r t s on a c c i d e n t s
regardless
o f the t y p e o f the damage whenever:
•
"There i s damage, whether i t be damage to a v e h i c l e or other prop e r t y and the o p e r a t o r or owner o f the damaged v e h i c l e or p r o p e r t y
i s not at the scene of the a c c i d e n t ,
•
a D i s t r i c t or F e d e r a l Government v e h i c l e or other p r o p e r t y , i n c l u d i n g
v e h i c l e s o f governmental c o r p o r a t i o n s such as the U.S. P o s t a l S e r v i c e ,
i s involved,
•
p u b l i c t r a n s p o r t a t i o n v e h i c l e s such as buses or t a x i c a b s , a r e
«
a crime or m u l t i p l e t r a f f i c v i o l a t i o n s a r e i n v o l v e d ,
•
the i n v e s t i g a t i n g o f f i c e r i s s u e s a v i o l a t i o n n o t i c e or summons to
the p a r t i e s to a h e a r i n g i n the o f f i c e of the C o r p o r a t i o n C o u n s e l ,
and/or
•
i n the judgment of the o f f i c e r , a p o l i c e r e p o r t i s needed to help i n s u r e t h a t n e i t h e r p a r t y evades r e s p o n s i b i l i t y . "
55
involved,
�1979
LOCATION
1980
1981
FREQUENCY
RATE*
FREQUENCY
RATE*
FREQUENCY
RATE*
34th & Massachusetts
32
0 814
24
0.777
-
-
W i s c o n s i n & Massachusetts
21
0 404
16
0.317
-
-
Tenley C i r c l e
19
0 376
16
0.327
-
-
C o n n e c t i c u t & McKinley
17
0 457
24
0.642
-
-
Connecticut & Albermarle
16
0 395
-
-
-
-
Connecticut & Porter
20
0 474
-
-
-
-
Connect i c u t & Woodley
14
0 464
-
-
-
W i s c o n s i n & Macomb
9
0 443
-
-
-
-
W i s c o n s i n & Van Ness
-
-
18
0.434
-
-
Connecticut &
-
-
16
0.339
-
-
16
0.309
16
0.355
Calvert
C o n n e c t i c u t & Nebraska
-
Connecticut & M i l i t a r y
-
-
17
r
-
*Rate i s d e f i n e d a s t h e number of a c c i d e n t s d i v i d e d by t h e sum of t h e average
t r a f f i c (ADT) approaching t h e i n t e r s e c t i o n
**Criteria
f o r Determining High A c c i d e n t
C r i t i c a l Frequency
= 2 x
daily
Intersections—
(intersection accidents)
( i n t e r s e c t i o n s a t which a c c i d e n t s o c c u r r e d )
= 8 f o r 1979, 1980, and 1981
C r i t i c a l Rate
=
intersection accident rates
i n t e r s e c t i o n s which had a c c i d e n t frequency
a c c i d e n t frequency
-
critical
= 0.430 f o r 1979, 0.425 f o r 1980, and 0.426 f o r 1981
BMI
HIGH A C C I D E N T I N T E R S E C T I O N S * * I D E N T I F I E D
WITHIN T H E S T U D Y A R E A DURING
THE LAST 3 YEARS
56
Exhibit
^
20
�Thus, t h e p o l i c y does not r e q u i r e t h e p o l i c e to p r e p a r e r e p o r t s on a l l a c c i d e n t s
The
a c c i d e n t s t h a t go unreported a r e property-damage-only a c c i d e n t s i n w h i c h
none o f t h e p r e v i o u s l y l i s t e d c o n d i t i o n s were p r e s e n t
nor any o f t h e i n v o l v e d
v e h i c l e s had t o be "towed away".
Immediately a f t e r t h e p o l i c y o f o n l y r e p o r t i n g f a t a l , p e r s o n a l i n j u r y and "tow
away" a c c i d e n t s went i n t o e f f e c t , i t was e s t i m a t e d
a c c i d e n t s went u n r e p o r t e d .
The A c c i d e n t
t h a t about 30 percent o f a l l
Studies Section of the D i s t r i c t of
Columbia Department o f T r a n s p o r t a t i o n has r e c e n t l y been attempting
to estimate
the percentage o f u n r e p o r t e d a c c i d e n t s from d a t a on " r a d i o r u n s " .
"Radio r u n s "
a r e c a l l s made by t h e p o l i c e i n response t o a r a d i o d i s p a t c h e d
complaint.
Based on t h e number o f runs responding t o a t r a f f i c a c c i d e n t complaint,
been e s t i m a t e d
50
i t has
t h a t t h e percentage o f unreported a c c i d e n t s may be a s h i g h as
percent.
E x h i b i t 21 p r e s e n t s a comparison o f r a d i o runs v e r s u s a c c i d e n t r e p o r t s f o r Reno
Road i n t e r s e c t i o n s i n 1980 and 1981.
As can be seen i n t h i s t a b l e , t h e per-
centage o f r a d i o runs f o r w h i c h no a c c i d e n t r e p o r t was prepared v a r i e s from 0
percent
a t one i n t e r s e c t i o n ( e . g . , 4 runs and 0 r e p o r t s ) to 100 percent a t
another i n t e r s e c t i o n ( e . g . , 1 r u n and 1 r e p o r t ) .
The number o f r a d i o runs made i n response t o a complaint o f a t r a f f i c
accident
could have been used t o determine t h e number o f u n r e p o r t e d a c c i d e n t s .
a "complaint"
occurrence
However,
o f a t r a f f i c a c c i d e n t does not n e c e s s a r i l y equate t o t h e a c t u a l
o f an a c c i d e n t .
F o r example, t h e p o l i c e may respond t o a complaint
of a t r a f f i c a c c i d e n t a t t h e i n t e r s e c t i o n o f Reno Road and P o r t e r S t r e e t .
they a r r i v e a t t h a t l o c a t i o n , they may not f i n d an a c c i d e n t .
I n w h i c h case i t
may have been a " f a l s e alarm" or t h e i n v o l v e d d r i v e r s may have m u t u a l l y
and
l e f t t h e scene.
When
agreed
Because o f t h i s u n c e r t a i n t y , d a t a on r a d i o runs were not
used i n l i e u o f e x i s t i n g d a t a on "major" a c c i d e n t s ( i . e . , f a t a l , p e r s o n a l i n j u r y , and tow away a c c i d e n t s ) .
this
R a t h e r , o n l y r e p o r t e d a c c i d e n t s were used i n
analysis.
57
�1980
1981
NUMBER
OF RUNS
NUMBER OF
ACCIDENTS
NUMBER
OF RUNS
NUMBER OF
ACCIDENTS
Reno Rd. & 3 4 t h S t .
0
0
3
1
Reno Rd. & 3 8 t h S t .
2
1
0
0
Reno Rd. & 3 9 t h S t .
5
2
4
1
Reno Rd. & 4 1 s t S t .
2
0
1
0
14
5
18
9
Reno Rd. & A l t o n
1
0
3
2
Reno Rd. & B r a n d y w i n e
4
1
4
1
Reno Rd. & C h e s a p e a k e
1
0
1
0
Reno Rd. & C h e v y
1
0
0
0
Reno Rd. & C u m b e r l a n d
0
0
3
2
Reno Rd. & D a v e n p o r t
4
1
0
0
Reno Rd. & F e s s e n d e n
4
1
1
1
Reno Rd. & H a r r i s o n
1
0
4
1
Reno Rd. & I n g o m a r
3
0
5
2
Reno Rd. & J e n i f e r
0
0
1
1
Reno Rd. & M i l i t a r y
9
2
5
1
Reno Rd. & N e b r a s k a
13
7
11
3
Reno Rd. & Quebec
0
0
1
0
Reno & Rodman
5
1
1
0
Reno Rd. & R o w l a n d
1
0
0
0
Reno & S p r i n g l a n d
4
0
0
0
15
4
1
1
4
1
5
4
12
6
9
3
Reno Rd. & W a r r e n
3
1
4
1
Reno Rd. & Windom
2
1
1
0
Reno Rd. & Yuma
4
1
8
4
114
35
94
38
LOCATION
Reno Rd. & A l b e m a r l e
Chaee P a r k w a y
Reno Rd. & T i l d e n
Reno Rd. & U p t o n
Reno Rd. & V a n
Ness
TOTAL
/?/!, /11r
HIV J
COMPARISONS O F RADIO RUNS
VERSUS ACCIDENT REPORTS
58
Exhibit
21
�Due
to t h e l i m i t a t i o n s o f the a c c i d e n t d a t a , the purpose o f the a c c i d e n t a n a l y -
s i s was
r e f i n e d to i d e n t i f y s p e c i f i c i n t e r s e c t i o n s t h a t had h i g h a c c i d e n t r a t e s
r e l a t i v e to o t h e r i n t e r s e c t i o n s i n the study
area.
For t h i s a n a l y s i s , a c c i d e n t r a t e s were expressed
as number o f a c c i d e n t s
per
100 m i l l i o n v e h i c l e s e n t e r i n g the i n t e r s e c t i o n .
They were computed by d i v i d i n g
the t o t a l number o f a c c i d e n t s t h a t o c c u r r e d a t t h e i n t e r s e c t i o n d u r i n g the t h r e e
year period
(i.e.,
1979,
1980,
and
1981)
by t h e t o t a l number o f v e h i c l e s e n t e r i n g
the i n t e r s e c t i o n d u r i n g t h e t h r e e y e a r p e r i o d and then by m u l t i p l y i n g by
million vehicles.
The number of v e h i c l e s e n t e r i n g the i n t e r s e c t i o n was
mated by m u l t i p l y i n g t h e 1981 ADT
by 365 days and by t h r e e y e a r s .
terms, t h e computational
100
approxi-
was
AR =
( A C C
197 9
(ADT
where:
1 9 8 1
+
A C C
equation
1980
)(365
+
X (1 x 10
8
I n mathematical
vehicles)
days)(3 years)
AR = a c c i d e n t r a t e , expressed as t h e number of a c c i d e n t s per
100 m i l l i o n v e h i c l e s e n t e r i n g t h e i n t e r s e c t i o n
ACC.
A D T
1981
= t o t a l number of a c c i d e n t s o c c u r r i n g at t h e
d u r i n g the i - t h year
=
1 9 8 1
a v e r a
§
e
d a i l
y
intersection
traffic
E x h i b i t 22 d i s p l a y s a g r a p h i c a l summary o f t h e r e p o r t e d a c c i d e n t r a t e s f o r most
o f t h e i n t e r s e c t i o n s i n t h e study a r e a .
The a c c i d e n t r a t e s r e p r e s e n t a c c i d e n t s
per 100 m i l l i o n v e h i c l e s e n t e r i n g the i n t e r s e c t i o n and a r e based on 1979
1981 DCDOT d a t a f o r a c c i d e n t s .
1) 0-25,
BMI
to
grouped these r a t e s i n t o four c a t e g o r i e s :
2) 25-50, 3) 50-75, and 4) 75 or over.
E x h i b i t 23 p r e s e n t s the com-
puted r a t e s f o r those i n t e r s e c t i o n s i n t h e study a r e a w h i c h had t h e h i g h e s t
accident r a t e s .
As can be seen i n E x h i b i t 23, o n l y a few i n t e r s e c t i o n s on Reno
Road had a c c i d e n t r a t e s i n e x c e s s o f t h e 50.0
entering.
Connecticut
a c c i d e n t s per 100 m i l l i o n v e h i c l e s
Avenue had t h e most i n t e r s e c t i o n s w i t h h i g h a c c i d e n t
rates.
59
�{{
ßlwI
t-
Exhibit
ACCIDENT RATES BY INTERSECTION
22
60
�INTERSECTION LOCATION
ACCIDENT RATE
(ACCIDENTS/100 MVE)
C o n n e c t i c u t & Woodley
108 .2
C o n n e c t i c u t & McKinley
108.2
W i s c o n s i n & Van Ness
81.8
Connecticut & Porter
81.5
C o n n e c t i c u t & Nebraska
77.4
Connecticut & M i l i t a r y
74.7
34th & M a s s a c h u s e t t s *
74.7
Connecticut & C a l v e r t
69.1
Wisconsin & M i l i t a r y
66.7
Connecticut & T i l d e n
65.9
34th & G a r f i e l d *
65.3
C o n n e c t i c u t & Ordway
64.8
Reno & Van Ness *
64. 1
Wisconsin & J e n n i f e r
63.8
C o n n e c t i c u t & Macomb
61.2
C o n n e c t i c u t & Albemarle
57.7
Chevy Chase C i r c l e
( C o n n e c t i c u t , Western & P a t t e r s o n )
57.9
W i s c o n s i n & Upton
54.5
W i s c o n s i n & Woodley
53.6
Wisconsin & Porter
53.3
C o n n e c t i c u t & Yuma
53.1
W i s c o n s i n & Fessenden
52.0
*Reno Road Route
JflK^T
MjLYjLL
I N T E R S E C T I O N S IN T H E S T U D Y AREA WITH
"HIGH" R E P O R T E D A C C I D E N T R A T E S
61
Exhibit
23
�I n f a c t , lower a c c i d e n t r a t e s were e x p e r i e n c e d on Reno Road than on C o n n e c t i c u t
Avenue or W i s c o n s i n Avenue.
T h i s may have been a t t r i b u t a b l e to the f a c t
that
t h e r e a r e a g r e a t e r number of t r a f f i c c o n f l i c t s on the l a t t e r two r o u t e s .
I n a d d i t i o n , t h e r e i s more complex s i g n a l p h a s i n g , more l a n e s , and more a c c e s s
p o i n t s on C o n n e c t i c u t Avenue and W i s c o n s i n Avenue than on t h e Reno Road Route.
A l l of t h e s e may c o n t r i b u t e to t h e h i g h e r r a t e s of r e p o r t e d a c c i d e n t s .
The r e p o r t e d a c c i d e n t f r e q u e n c i e s on Reno Road do not d i f f e r much from the
r e p o r t e d a c c i d e n t f r e q u e n c i e s f o r s i m i l a r r o u t e s i n northwest D.C.
As shown
i n E x h i b i t 24, i t would appear t h a t Reno Road does not have an e x t r a o r d i n a r i l y
g r e a t e r number of r e p o r t e d a c c i d e n t s .
Because no two r o u t e s a r e e x a c t l y the
same, a r i g i d s t a t i s t i c a l comparison of a c c i d e n t r a t e s among t h e s i m i l a r r o u t e s
was deemed t o be i n a p p r o p r i a t e .
During t h e t h r e e study y e a r s , t h e r e were a t l e a s t 66 r e p o r t e d p e d e s t r i a n a c c i dents i n t h e study a r e a .
The i n t e r s e c t i o n s having t h e h i g h e s t r e p o r t e d pedes-
t r i a n a c c i d e n t f r e q u e n c i e s over 197 9, 1980 and 1981 were:
•
W i s c o n s i n Avenue and Macomb S t r e e t ( 5 )
•
W i s c o n s i n Avenue and Woodley Avenue ( 4 )
•
W i s c o n s i n Avenue and Upton S t r e e t ( 4 )
•
C o n n e c t i c u t Avenue and McKinley S t r e e t ( 4 )
•
C o n n e c t i c u t Avenue and P o r t e r S t r e e t ( 4 )
•
C o n n e c t i c u t Avenue and A l b e m a r l e S t r e e t ( 3 )
•
C o n n e c t i c u t Avenue and M i l i t a r y Road ( 3 )
•
W i s c o n s i n Avenue and 39th S t r e e t ( 3 )
P e d e s t r i a n a c c i d e n t s were r e p o r t e d a t the f o l l o w i n g i n t e r s e c t i o n s on the Reno
Road Route:
•
3 4 t h S t r e e t and L o w e l l S t r e e t , and
•
3 4 t h S t r e e t and P o r t e r S t r e e t .
62
�1979
1980
ROUTE
ACCIDENT TYPE
FREQUENCY
INJURIES
Reno Rd., NWP o r t e r to
Western Ave.
Head on
Rt. angle
Read end
Fixed object
S i d e wipe
Parked v e h .
Backing-parked
Pedestrian
2
21
5
6
2
1
0
_0
4
25
5
3
0
1
0
_0
1
12
5
7
3
1
1
_0
3
10
3
4
1
0
0
_0
TOTALS
37
38
30
21
1
11
6
6
2
9
0
-_ J _
0
7
6
5
0
1
0
_1
0
5
5
5
2
3
4
TOTALS
35
20
_l
23
0
2
2
2
0
0
0
_1
Head on
Rt. angle
Rear end
Fixed object
S i d e swipe
Parked v e h .
Backing-parked
Pedestrian
1
15
5
6
8
3
2
_0
0
12
5
4
3
0
0
_0
0
21
5
4
4
1
0
_0
0
18
2
2*
3
0
0
00
TOTALS
40
24
35
24
Two d i r e c t i o n a l ,
3-lane ( r e v e r s i b l e )
roadway, r e s i d e n t i a l i n character,
h i l l y & curved
topography, minor
arterial,
ADT-16,000
F o x h i l l Rd., NWNebraska Ave. to
R e s e r v o i r Rd.
Head on
Rt. angle
Rear end
Fixed object
S i d e swipe
Parked v e h .
Backing-parked
Pedestrian
Two d i r e c t i o n a l ,
2 - l a n e roadway;
residential in
character, h i l l y
& curved topography, minor
arterial,
ADT-15,000
1
B l a i r Rd., NWKansas Ave. t o
P i n e y Branch Rd.
Two d i r e c t i o n a l ,
2-lane roadway,
residential i n
character, level
& curved topography, minor
arterial,
ADT-14,500
FREQUENCY
INJURIES
8
''"Includes one f a t a l i t y .
BMI
COMPARISON O F R E P O R T E D A C C I D E N T
F R E Q U E N C I E S ON T H R E E SIMILAR R O U T E S
63
Exhibit
g4
�F i e l d I n v e s t i g a t i o n — A s part of t h i s s a f e t y evaluation, a f i e l d i n v e s t i g a t i o n
of t h e 4 1 s t S t r e e t / R e n o Road/34th S t r e e t r o u t e was conducted.
Several safety
problems were i d e n t i f i e d and a r e d i s c u s s e d i n t h e s u c c e e d i n g s e c t i o n s .
Counter-
measures t o address t h e s e problems a r e p r e s e n t e d i n S e c t i o n 5.
•
L a c k o f S i d e w a l k s — A l o n g numerous segments o f t h e Reno Road r o u t e ,
t h e r e a r e no s i d e w a l k s .
For many o f t h e s e segments, t h e r e appears
to be h e a v i l y - t r a v e l l e d paths over w h i c h p e d e s t r i a n s t r a v e l . When
t h e ground i s wet, muddy, o r snow-covered, p e d e s t r i a n s may be
tempted t o w a l k i n t h e s t r e e t and t h e r e b y expose themselves to
vehicular t r a f f i c .
S p e c i f i c l o c a t i o n s o f m i s s i n g s i d e w a l k s along
t h e Reno Road r o u t e i n c l u d e :
west s i d e from Ingomar S t r e e t t o Huntington S t r e e t ,
e a s t s i d e from Appleton S t r e e t t o mid-block between A l t o n
and Yuma S t r e e t ,
Place
e a s t and west s i d e s from Upton t o T i l d e n S t r e e t ,
e a s t s i d e from T i l d e n S t r e e t to Rodman S t r e e t ,
-
west s i d e from C l e v e l a n d Avenue t o Woodley Road, and
-
s o u t h s i d e o f Woodley Road j u s t west o f t h e i n t e r s e c t i o n o f
Woodley Road and 34th S t r e e t .
Along other segments o f t h e Reno Road r o u t e , t h e r e a r e s i d e w a l k s w h i c h
extend t o t h e curb and have u t i l i t y p o l e s and t r e e s implanted i n them.
T h e s e o b s t a c l e s may cause p e d e s t r i a n s t o w a l k e x t r e m e l y c l o s e t o
high-speed, moving t r a f f i c .
One t y p i c a l example i s t h e segment o f
Reno Road from Rodman S t r e e t t o Quebec S t r e e t .
•
Poor I n t e r s e c t i o n S i g h t D i s t a n c e — T h e r e a r e many i n t e r s e c t i o n s on t h e
Reno Road r o u t e w h i c h have poor i n t e r s e c t i o n s i g h t d i s t a n c e s caused
by s i g h t o b s t r u c t i o n s and geometry. T h i s not o n l y poses problems
f o r d r i v e r s o f v e h i c l e s " p u l l i n g o u t " from t h e s i d e s t r e e t s but a l s o
for d r i v e r s o f v e h i c l e s t r a v e l l i n g on Reno Road and f o r p e d e s t r i a n s
attempting to cross the side s t r e e t s .
For example, on t h e westbound
approach of A l t o n P l a c e , a l a r g e , wide t r e e v i r t u a l l y obscures s i g h t
d i s t a n c e t o v e h i c l e s on Reno Road approaching from t h e d r i v e r ' s r i g h t .
I n order t o even s e e t h o s e approaching v e h i c l e s , t h e d r i v e r o f t h e
v e h i c l e on t h e westbound approach o f A l t o n P l a c e must e n c r o a c h a c r o s s
the c r o s s w a l k .
T h i s a c t i o n may f o r c e p e d e s t r i a n s t o c r o s s i n f r o n t
o f t h e v e h i c l e , t h e r e b y exposing them t o Reno Road. Other examples
o f s i g h t - r e s t r i c t e d approaches i n c l u d e :
64
�eastbound and westbound approaches a t t h e i n t e r s e c t i o n s o f
J e n n i f e r S t r e e t and Reno Road,
eastbound approach a t t h e i n t e r s e c t i o n o f Huntington S t r e e t
and Reno Road,
eastbound approach a t t h e i n t e r s e c t i o n of 39th S t r e e t and Reno
Road,
eastbound and westbound approaches a t t h e i n t e r s e c t i o n of Chesapeake S t r e e t and Reno Road, and
-
eastbound approach a t t h e i n t e r s e c t i o n o f Rodman S t r e e t and
Reno Ro ad.
High Speeds i n S c h o o l Z o n e s — A s p r e v i o u s l y c i t e d i n t h e s e c t i o n on
Speed and D e l a y , many d r i v e r s a r e c u r r e n t l y exceeding t h e posted
speed l i m i t i n two s c h o o l zones on Reno Road. Spot speed d a t a
o b t a i n e d from t h e D.C. Department o f T r a n s p o r t a t i o n r e v e a l e d t h a t
over 92 p e r c e n t o f northbound and southbound v e h i c l e s on Reno
Road were exceeding t h e posted 15 mph d u r i n g t h e o f f - p e a k p e r i o d
near t h e Murch S c h o o l and over 90 p e r c e n t a r e exceeding t h e posted
15 mph d u r i n g t h e o f f - p e a k p e r i o d near t h e E a t o n S c h o o l . The
f a c t t h a t so many v e h i c l e s a r e exceeding t h e s e l i m i t s suggests t h a t
the speed l i m i t may be t o r e s t r i c t i v e .
I n w h i c h c a s e , d r i v e r s may
d i s r e g a r d them, deeming them too low. However, as shown i n
E x h i b i t 6, s i z a b l e p e r c e n t a g e s o f d r i v e r s a r e exceeding 25 mph.
E x c e s s i v e S i g n i n g — T h e problem o f e x c e s s i v e s i g n i n g has a l r e a d y
been d i s c u s s e d i n t h e s e c t i o n on T r a f f i c C o n t r o l D e v i c e s .
Excessive
s i g n i n g c a n c r e a t e a hazardous s i t u a t i o n i n t h a t i t o v e r l o a d s the
d r i v e r by d i r e c t i n g h i s a t t e n t i o n away from t h e d r i v i n g t a s k t o
the t a s k o f r e a d i n g and p r o c e s s i n g i n f o r m a t i o n on t h e s i g n s . The
a t t e n t i o n a l demand i s q u i t e h i g h f o r d r i v i n g on Reno Road w i t h
i t s complex i n t e r s e c t i o n geometry, numerous s i g h t - r e s t r i c t e d c r e s t
c u r v e s , s t e e p grades and w i n d i n g a l i g n m e n t . Thus, t h e e x c e s s i v e
s i g n i n g on Reno Road can cause i n a t t e n t i v e n e s s t o t h e p r i m a r y t a s k
o f c o n t r o l l i n g t h e v e h i c l e and c o n f u s i o n on t h e p a r t o f t h e m o t o r i s t
w h i c h l e a d s t o e r r a t i c maneuvers ( e . g . , weaving, q u i c k d e c e l e r a t i o n ,
e t c . ) and p o s s i b l y
accidents.
I n c r e a s e d C o n f l i c t s Due t o Through T r a f f i c Using C o l l e c t o r s / L o c a l
S t r e e t s as A r t e r i a l C o n n e c t o r s — T h e r e a r e s e v e r a l c o l l e c t o r s / l o c a l
s t r e e t s i n t h e s t u d y a r e a t h a t f u n c t i o n a s a r t e r i a l connectors from
C o n n e c t i c u t Avenue t o Reno Road and from W i s c o n s i n Avenue t o Reno
Road. The a d d i t i o n a l t r a f f i c not o n l y i n c r e a s e s t h e p e d e s t r i a n v e h i c l e c o n f l i c t s along t h e s t r e e t s but a l s o i n c r e a s e s t h e v e h i c l e v e h i c l e c o n f l i c t s and p e d e s t r i a n - v e h i c l e c o n f l i c t s a t t h e i n t e r s e c t i o n where t h e through v e h i c l e s t u r n onto t h e o t h e r a r t e r i a l .
One s p e c i f i c example i s Chevy Chase Parkway from C o n n e c t i c u t Avenue
to Reno Road. D u r i n g t h e f i e l d i n v e s t i g a t i o n , many v e h i c l e s on t h e
westbound approach t o t h e i n t e r s e c t i o n o f Reno Road and Chevy Chase
65
�Parkway e v e n t u a l l y t u r n e d l e f t onto southbound Reno Road. Some
t u r n e d l e f t d i r e c t l y from Chevy Chase Parkway t o Reno Road.
O t h e r s , t a k i n g advantage o f t h e s i g n a l p h a s i n g , c r o s s e d Reno Road,
made a l e f t onto Fessenden S t r e e t , and t h e n a r i g h t onto Reno Road.
This additional t r a f f i c increases the p r o b a b i l i t y of pedestrianv e h i c l e c o n f l i c t s a t t h e i n t e r s e c t i o n o f Reno Road, Chevy Chase
Parkway, and Fessenden Avenue.
Other c o l l e c t o r / l o c a l s t r e e t s t h a t a r e being used as a r t e r i a l connectors include:
3 6 t h S t r e e t from C o n n e c t i c u t Avenue t o Reno Road,
-
Fessenden S t r e e t from W i s c o n s i n Avenue t o Reno Road,
-
Yuma S t r e e t from T e n l e y C i r c l e t o C o n n e c t i c u t Avenue,
-
Van Ness S t r e e t from W i s c o n s i n Avenue t o C o n n e c t i c u t Avenue,
P o r t e r S t r e e t from W i s c o n s i n Avenue t o C o n n e c t i c u t Avenue,
Ordway S t r e e t from W i s c o n s i n Avenue t o C o n n e c t i c u t Avenue,
Macomb S t r e e t from W i s c o n s i n Avenue t o C o n n e c t i c u t Avenue,
Woodley Road from W i s c o n s i n Avenue t o Reno Road,
-
Woodley Road from C o n n e c t i c u t Avenue t o C l e v e l a n d Avenue, and
41st
S t r e e t from W i s c o n s i n Avenue to Western Avenue.
I n c r e a s e d P e d e s t r i a n - V e h i c l e C o n f l i c t s due t o O n - s t r e e t P a r k i n g
f o r U D C — D u r i n g t h e f i e l d i n v e s t i g a t i o n , s e v e r a l s i d e s t r e e t s were
found near t h e U n i v e r s i t y of t h e D i s t r i c t of Columbia ( b o t h e a s t
and west of Reno Road) t o have an a p p a r e n t l y i n o r d i n a t e number of
parked v e h i c l e s . F o r example, on t h e west approach l e g of t h e
i n t e r s e c t i o n of Yuma S t r e e t and Reno Road, t h e r e were many parked
v e h i c l e s . However, on t h e e a s t approach l e g of t h a t same i n t e r s e c t i o n , t h e r e were few parked v e h i c l e s . One p o t e n t i a l r e a s o n
f o r t h i s may be t h a t t h e r e were two-hour p a r k i n g r e g u l a t o r y
s i g n s on t h e e a s t l e g but no such s i g n s on t h e west l e g . T h i s
may not seem l i k e a s a f e t y problem u n t i l one c o n s i d e r s t h e f o l l o w ing.
I f t h e d r i v e r s of those parked v e h i c l e s a r e bound f o r UDC,
then they must, a t some t i m e , c r o s s Reno Road. T h i s would i n c r e a s e
the p r o b a b i l i t y of p e d e s t r i a n - v e h i c l e c o n f l i c t s . A s i z a b l e number
of parked v e h i c l e s were a l s o found on T i l d e n S t r e e t and Rodman
S t r e e t , e a s t of Reno Road. The d r i v e r s of t h e s e v e h i c l e s were
l i k e l y bound f o r UDC. I t should be noted t h a t t h e f i e l d i n v e s t i g a t i o n r e v e a l e d s u b s t a n t i a l v i o l a t i o n of t h e r e s i d e n t i a l p e r m i t
p a r k i n g program w h i c h i s i n p l a c e west of Reno Road. The program
w i l l be e f f e c t i v e o n l y through s u f f i c i e n t enforcement.
Other s a f e t y problems were found a t s p e c i f i c l o c a t i o n s .
problems a r e s i t e - s p e c i f i c and a r e d i s c u s s e d below.
66
These
�•
The I n t e r s e c t i o n o f Reno Road, 4 1 s t S t r e e t and M i l i t a r y R o a d — T h i s
i s a complex i n t e r s e c t i o n , i n terms o f i t s geometry. However d u r i n g
the f i e l d i n s p e c t i o n , i t appeared t h a t the r a d i i was too s h o r t f o r
d r i v e r s t u r n i n g r i g h t from eastbound M i l i t a r y Road to southbound Reno
Road. Those d r i v e r s t h a t had chosen a r e l a t i v e l y high t u r n speed
( e . g . , 30 mph) o f t e n u n s a f e l y encroached a c r o s s the c e n t e r l i n e on
Reno Road i n making t h e i r t u r n s .
I l l e g a l l e f t t u r n s from northbound Reno Road t o westbound M i l i t a r y
Road were a l s o observed t o cause a s e v e r e hazardous s i t u a t i o n and
l e n g t h y queues.
A l t h o u g h o n l y a few i l l e g a l t u r n s were observed,
i t was f e l t t h a t t h i s should be i d e n t i f i e d as a p o t e n t i a l s a f e t y
problem.
The complex geometry, m u l t i p l e s i g n a l phasing and l a r g e number o f
t r a f f i c s i g n s may c r e a t e a l a r g e demand on the d r i v e r s u c h t h a t t h e
d r i v e r may " f o r g e t " about p e d e s t r i a n s .
O b s e r v a t i o n s and comments
from l o c a l r e s i d e n t s seemed t o v e r i f y t h a t c r o s s i n g t h i s i n t e r s e c t i o n even w i t h the f l a s h i n g WALK i n d i c a t i o n r e q u i r e s c a u t i o n and
concentration.
•
The I n t e r s e c t i o n o f Reno Road, 3 9 t h S t r e e t and Ingomar S t r e e t — A s
observed i n the f i e l d , f o r d r i v e r s proceeding northbound on Reno
Road, i t i s not apparent t o w h i c h l e g o f t h i s i n t e r s e c t i o n the l e f t
turn prohibition sign applies.
T h i s i s due to i t s placement and
may be c o r r e c t e d by p l a c i n g i t w i t h c o n s i d e r a t i o n o f the d r i v e r ' s
perspective.
T h e r e a r e no stop s i g n s on the southbound approach o r the westbound
approach a t the minor i n t e r s e c t i o n o f Ingomar S t r e e t and 3 9 t h S t r e e t .
T h e r e a r e stop bar markings on t h e s e approaches. A c c o r d i n g t o t h e
MUTCD-L', stop 1 i n e s s h o u l d be used " . . . t o i n d i c a t e the p o i n t behind
w h i c h v e h i c l e s a r e r e q u i r e d t o stop i n compliance w i t h a stop s i g n ,
t r a f f i c s i g n a l , o f f i c e r ' s d i r e c t i o n , or other l e g a l requirement."
At t h i s i n t e r s e c t i o n , no l e g a l requirements were observed. T h e r e f o r e ,
i f a d r i v e r t r a v e l l i n g southbound on Reno Road t u r n s r i g h t onto 39th
S t r e e t , he may come i n t o c o n f l i c t w i t h a d r i v e r t r a v e l l i n g westbound
on Ingomar S t r e e t .
•
The I n t e r s e c t i o n o f H a r r i s o n S t r e e t , 38th S t r e e t , and Reno R o a d — A
s l i g h t c r e s t c u r v e p r e v e n t s the d r i v e r o f a v e h i c l e t r a v e l l i n g
southbound on Reno Road from p e r c e i v i n g the 6-legged i n t e r s e c t i o n
of H a r r i s o n S t r e e t , 3 8 t h S t r e e t , and Reno Road. The d r i v e r may be
somewhat s u r p r i s e d by t h i s m u l t i - l e g g e d i n t e r s e c t i o n o r even confused as t o h i s c o r r e c t p a t h .
•
The I n t e r s e c t i o n o f G a r f i e l d S t r e e t and Reno R o a d — A t t h i s i n t e r s e c t i o n , t h e r e i s a s l i g h t " j o g " i n the alignment o f the through l a n e s
and a n a r r o w i n g i n the t o t a l pavement w i d t h on the n o r t h l e g .
This
geometry may be a c o n t r i b u t o r y f a c t o r toward the h i g h a c c i d e n t
rate for t h i s intersection.
1_/Manual o f Uniform T r a f f i c C o n t r o l D e v i c e s (MUTCD) .
67
�•
The I n t e r s e c t i o n of C l e v e l a n d Avenue, G a r f i e l d S t r e e t , and 32nd
S t r e e t — A t t h i s i n t e r s e c t i o n , t h e r e i s a n o n - d e l i n e a t e d , unsigned
median on the s o u t h e a s t l e g of the i n t e r s e c t i o n . Moreover, t h e r e
i s a l s o a s l i g h t change i n the h o r i z o n t a l alignment, w h i c h r e q u i r e s
d r i v e r s proceeding s o u t h e a s t on C l e v e l a n d Avenue to make a p a t h
d e c i s i o n and t r a n s l a t e t h a t d e c i s i o n i n t o a s t e e r i n g a c t i o n .
The
i n c r e a s e d demand t h a t t h i s s i t u a t i o n p l a c e s on the d r i v e r c r e a t e s
a p o t e n t i a l l y hazardous s i t u a t i o n .
•
C l e v e l a n d Avenue from the I n t e r s e c t i o n w i t h Reno Road to the I n t e r s e c t i o n of C a l v e r t S t r e e t and 2 9 t h S t r e e t — D u e to the downgrade, v e h i c l e s
t r a v e l l i n g s o u t h e a s t on C l e v e l a n d Avenue may a t t a i n h i g h speeds by
the t i m e t h e y r e a c h the i n t e r s e c t i o n of C a l v e r t S t r e e t and 2 9 t h
S t r e e t . D r i v e r s may not r e a l i z e how much f a s t e r they a r e going,
and t h i s may a f f e c t t h e i r a b i l i t y to make a s a f e d e c i s i o n o f when
and where to break f o r a red i n d i c a t i o n at the s i g n a l .
•
The I n t e r s e c t i o n of 3 4 t h S t r e e t and L o w e l l S t r e e t — T h i s i n t e r s e c t i o n
i s l o c a t e d at the c r e s t of a v e r t i c a l c u r v e w h i c h has a grade change
of 11.0 p e r c e n t (-4.6% and +6.4%). Because of the l i m i t e d s i g h t
d i s t a n c e c r e a t e d by the c r e s t , i t i s d i f f i c u l t f o r a d r i v e r t r a v e l l i n g
northbound on Reno Road to p e r c e i v e the p e d e s t r i a n c r o s s w a l k , w h i c h
s e r v i c e s the Eaton S c h o o l , on the n o r t h l e g of t h i s i n t e r s e c t i o n .
A l t h o u g h t h e r e i s a c r o s s i n g guard p r e s e n t d u r i n g the peak s c h o o l
h o u r s , t h e r e i s no o t h e r form of t r a f f i c c o n t r o l to p r o t e c t the s c h o o l
c h i l d r e n . There a r e two s i g n a l i z e d i n t e r s e c t i o n s l o c a t e d one b l o c k
to t h e n o r t h and one b l o c k to the s o u t h , w h i c h c o u l d p r o v i d e g r e a t e r
p r o t e c t i o n without d i s r u p t i n g t r a f f i c .
W h i l e t h e r e a r e non-standard s c h o o l speed l i m i t s i g n s w i t h f l a s h i n g
beacons, t h e r e are no advance s c h o o l zone or s c h o o l c r o s s i n g warni n g s i g n s on northbound 3 4 t h S t r e e t . Because t h e s e s i g n s a r e v e r y
s i m i l a r to the non-standard "Warning Speed L i m i t S t r i c t l y E n f o r c e d "
s i g n s , d r i v e r s may not d i f f e r e n t i a t e between the two.
•
The I n t e r s e c t i o n of P o r t e r S t r e e t and Reno R o a d — L e f t t u r n i n g t r a f f i c
from northbound Reno Road to P o r t e r S t r e e t c r e a t e s a p o t e n t i a l l y
hazardous s i t u a t i o n . D u r i n g t h e f i e l d i n v e s t i g a t i o n , i t was observed
t h a t v e h i c l e s t r a v e l l i n g on northbound Reno Road d u r i n g the PM peak
p e r i o d r a p i d l y merge r i g h t , o f t e n without any n o t i c e a b l e l o o k i n g
b e h a v i o r , to a v o i d the queue of c a r s t u r n i n g l e f t a t P o r t e r S t r e e t .
Because of the s i g h t - r e s t r i c t i v e c r e s t upstream of the i n t e r s e c t i o n ,
d r i v e r s do not have s u f f i c i e n t t i m e to make a s a f e d e c i s i o n to merge
a t t h e i r observed speeds.
68
�•
Reno Road N o r t h of the I n t e r s e c t i o n of Reno Road and T i l d e n S t r e e t —
D u r i n g the o f f - p e a k p e r i o d , p a r k i n g i s a l l o w e d on the e a s t s i d e of
Reno Road, n o r t h of the i n t e r s e c t i o n o f Reno Road and T i l d e n S t r e e t .
Because northbound Reno Road i s two-lanes w i t h no p a r k i n g from
P o r t e r S t r e e t to t h e T i l d e n S t r e e t i n t e r s e c t i o n , d r i v e r s may develop
an e x p e c t a n c y t h a t t h e road w i l l be two-lanes throughout. Conseq u e n t l y , the presence of a parked v e h i c l e on Reno Road downstream
o f the T i l d e n i n t e r s e c t i o n c o n s t i t u t e s an expectancy v i o l a t i o n . T h i s
may generate performance problems s u c h as l a s t second l a n e changes,
w h i c h may lead to a c c i d e n t s .
•
The S e c t i o n of Reno Road from E l l i c o t S t r e e t to Chevy Chase P a r k w a y —
D r i v e r s t r a v e l l i n g northbound on Reno Road c o n f r o n t a complex s i t u a t i o n beyond the Murch S c h o o l . A f t e r t r a v e r s i n g a r e v e r s e h o r i z o n t a l
c u r v e i n t h e 15 mph s c h o o l zone, the d r i v e r i s confronted w i t h an
i n c r e a s e d number of t r a f f i c s i g n s , an e x c l u s i v e l e f t t u r n l a n e at
the i n t e r s e c t i o n w i t h Nebraska Avenue, a nearby upstream i n t e r s e c t i o n at Fessenden S t r e e t , and numerous p e d e s t r i a n c r o s s w a l k s .
The
demand on the d r i v e r generated by the s e c t i o n i s v e r y h i g h .
69
�DESCRIPTION AND
EVALUATION OF OPTIONS
�4.
DESCRIPTION AND EVALUATION OF OPTIONS
T h i s s e c t i o n o f t h e r e p o r t d e s c r i b e s the a l t e r n a t i v e s , p r e s e n t s
evaluation
c r i t e r i a , and e v a l u a t i o n r e s u l t s f o r each o f t h e a r e a s o f concern.
I t should
be noted t h a t t h e o r d e r o f t h e v a r i o u s impact c a t e g o r i e s i s f o r ease o f
e x p o s i t i o n and does n o t denote any r e l a t i v e importance to t h e v a r i o u s a r e a s
of concern.
analyzed
4.1
A l s o , A l t e r n a t i v e 1 ( e x i s t i n g c o n d i t i o n s ) , was d i s c u s s e d and
i n S e c t i o n 3.
I t i s a l s o presented
i n this section.
D e s c r i p t i o n o f Options
The f i v e ( 5 ) o p t i o n s which were examined as p a r t o f the e v a l u a t i o n a r e d e s c r i b e d
i n E x h i b i t 25.
Each o f t h e o p t i o n s were mapped on l a r g e s c a l e e x h i b i t s and r e -
viewed w i t h DCDOT and the S t e e r i n g Committee b e f o r e
testing.
These l a r g e s c a l e
e x h i b i t s i n d i c a t e d f o r the study a r e a s i g n a l l o c a t i o n , l a n e u s e , d i r e c t i o n of
t r a f f i c f l o w , p a r k i n g p o l i c y , and g e n e r a l h o r i z o n t a l geometries f o r each o f
the f i v e ( 5 ) o p t i o n s .
4.2
C r i t e r i a f o r Evaluation
The f i v e ( 5 ) o p t i o n s were examined w i t h r e s p e c t to a number o f a r e a s o f concern
and e v a l u a t i o n c r i t e r i a .
These a r e noted i n E x h i b i t 26.
a r e a s were examined w i t h r e s p e c t to 23 c r i t e r i a .
existing conditions.
As i n d i c a t e d , n i n e ( 9 )
The e v a l u a t i o n was made f o r
Each a l t e r n a t i v e w i l l produce changes i n t r a f f i c o p e r a -
t i o n s , t r a v e l speeds, and t r a v e l volumes.
i n l e v e l s of s e r v i c e , and environmental
These i n t u r n w i l l r e s u l t i n changes
impacts.
A l s o each a l t e r n a t i v e was
e v a l u a t e d w i t h r e s p e c t to c o s t , c o m p a t i b i l i t y , and p r a c t i c a l i t y / f e a s i b i l i t y .
The f o l l o w i n g s e c t i o n s p r e s e n t
the r e s u l t s o f the e v a l u a t i o n .
I t should be
noted t h a t the order o f t h e impact p r e s e n t a t i o n i n t h i s r e p o r t does not
denote any r e l a t i v e importance of the v a r i o u s
criteria.
The c r i t e r i a f o r e v a l u a t i o n i n c l u d e measures which a r e q u a n t i t a t i v e and those
which a r e q u a l i t a t i v e .
Where q u a n t i t a t i v e measures were p o s s i b l e , e s t i m a t e s
were prepared and a r e presented
i n the following s e c t i o n s .
c r i t e r i a were used, a r e l a t i v e e v a l u a t i o n was made.
Where q u a l i t a t i v e
A r a t i n g s c a l e was used
to e v a l u a t e each o f t h e f i v e ( 5 ) o p t i o n s w i t h r e s p e c t to the v a r i o u s
criteria.
�Number
Description
Title
Existing Traffic
Operations
E x i s t i n g l a n e a s s i g n m e n t s , one
l a n e s o u t h b o u n d and two
lanes
northbound (where w i d t h
permits)
with on-street parking
permitted
e x c e p t 4:00
t o 6:30
PM.
One Lane i n Each
D i r e c t i o n with Parking Permitted
One
lane i n each d i r e c t i o n
a l l times,
R e v e r s i b l e Lane
Operation w i t h
Parking Prohibited
Reversible lane configuration
was i n e f f e c t p r i o r t o A u g u s t
19 8 1 w i t h p a r k i n g p r o h i b i t e d
at a l l times.
One Lane Southbound
and Two Lanes
Northbound w i t h
Parking Prohibited
One l a n e s o u t h b o u n d a n d two
lanes
northbound (where w i d t h
permits)
at a l l times w i t h parking p r o h i b i t e d
at a l l times.
Two Lanes Southbound
and One Lane
Northbound w i t h
Parking Permitted
Two l a n e s s o u t h b o u n d a n d o n e
lane
northbound (where w i d t h
permits)
at a l l times w i t h on-street parking
permitted wherever possible.
Note:
BMI
These options
(41st Street,
at
as
24,
a p p l y t o t h e Reno Road R o u t e
Reno Road, 3 4 t h S t r e e t )
Exhibit
OPTIONS FOR
72
TESTING
~ _
25
�AREA
REPORT
SUBSECTION*
CRITERIA
Safety
4.7
Reduced P e d e s t r i a n / V e h i c l e
Conflicts
Reduced I n t e r s e c t i o n C o n f l i c t s
Reduced VMT
Change i n Route Speeds
Mobility
4.6
Changes i n Access t o P u b l i c
F a c i l i t i e s (schools)
Changes i n Access to Shopping
Facilities
E f f e c t s on Commuter T r a v e l
Travel
4.4
Reduction i n V e h i c l e M i l e s o f
T r a v e l (VMT)
Reduction i n Through T r i p s on
L o c a l and C o l l e c t o r S t r e e t s
Level of
Service/
Traffic
Workability
4.5
Changes i n LOS a t Key I n t e r s e c t i o n s
i n Peak Hours (AM/PM)
General Access
4.3
For Neighborhood R e s i d e n t s
For Commuter T r a v e l P a t t e r n s
Environmental
& Energy
Concerns
(General)
4.8
R e l a t i v e Emission Levels
R e l a t i v e Noise L e v e l s
Neighborhood Cohesion
Energy Consumption
Cost
4.9
Capital
Operating & Maintenance
Compatibility
Practicality
& Feasibility
4.10
With F u n c t i o n a l C l a s s i f i c a t i o n
With P u b l i c T r a n s i t
Engineering F e a s i b i l i t y
T r a f f i c Operations P r a c t i c a l i t y
*These a r e the r e p o r t s u b s e c t i o n s where t h e r e a d e r can f i n d more
d e t a i l s r e l a t e d to t h e e v a l u a t i o n r e s u l t s f o r t h e v a r i o u s a r e a s
and c r i t e r i a .
BMI
EVALUATION C R I T E R I A
73
Exhibit
26
�The r a t i n g s c a l e i s a s f o l l o w s :
5 - Very Good
4 - Good
3 - Average
2 - Below Average
1 - Very Poor
Use of such a r a t i n g s c a l e developed a p r o f i l e f o r each a l t e r n a t i v e w i t h r e s p e c t to the v a r i o u s a r e a s of concern.
These p r o f i l e s and o t h e r d a t a i n t h i s
r e p o r t and p r e v i o u s memoranda was used to guide BMl's recommendation to DCDOT
on the most p r o m i s i n g
T r a n s p o r t a t i o n Systems Management (TSM)
p l a n f o r the
corridor.
4.3
General
Access
With r e s p e c t to g e n e r a l a c c e s s each of the f i v e a l t e r n a t i v e s was
qualitatively
examined w i t h r e s p e c t to neighborhood r e s i d e n t a c c e s s and commuter t r a v e l p a t terns.
The i n p u t s to the g e n e r a l a c c e s s e v a l u a t i o n were taken from the
travel
( S e c t i o n 4 . 4 ) , l e v e l of s e r v i c e ( S e c t i o n 4 . 5 ) , and m o b i l i t y ( S e c t i o n 4.6)
e v a l u a t i o n s w h i c h a r e r e p o r t e d i n subsequent s u b s e c t i o n s of the r e p o r t .
the g e n e r a l e v a l u a t i o n the study a r e a was
For
d i v i d e d i n t o the Reno Road Route,
major key s i d e s t r e e t s , C o n n e c t i c u t Avenue, and W i s c o n s i n Avenue.
Key s i d e
s t r e e t s i n c l u d e a l l major c o l l e c t o r and l o c a l s t r e e t s w i t h i n the study a r e a
w h i c h i n t e r c o n n e c t the Reno Road Route, C o n n e c t i c u t Avenue, and
Avenue to each o t h e r .
Wisconsin
E x h i b i t 27 shows the g e n e r a l a c c e s s e v a l u a t i o n f o r each
o f the f i v e o p t i o n s .
For neighborhood r e s i d e n t a c c e s s each of t h e a l t e r n a t i v e s was
subjectively
r a t e d u s i n g the f o l l o w i n g r u l e s :
•
I f c a p a c i t y on the r o u t e was
rating.
i n c r e a s e d , the r o u t e was g i v e n a h i g h e r
•
I f the l e v e l of s e r v i c e was l i k e l y to be improved, the r o u t e
given a higher r a t i n g .
74
was
�r
Very
Poor
1
CRITERIA
Very
Good
RATING
2
3
4
5
Neighborhood R e s i d e n t
Access
Reno Road Route
Key
Side
Vh
Streets
<*
Connecticut
Ave.
Tilt
W i s c o n s i n Ave. •
Commuter T r a v e l P a t t e r n s
a
Reno Road Route
1i
N
Key
Side S t r e e t s
i Ii T
Connecticut
Ave.
1 iT
W i s c o n s i n Ave.
Legend:
Alternative
i f
fExisting
Alternative
20~~
" 0 ° n e Lane i n E a c h D i r e c t i o n w i t h P a r k i n g
Alternative
3J~|
{~~\Reversible
Alternative
4-j|fr — — — ^ O n e L a n e Southbound and Two L a n e s
Parking Prohibited
Alternative
5^
BMI
Traffic
Operations
Lane O p e r a t i o n
Permitted
with Parking Prohibited
Northbound w i t h
- / \ T W O L a n e s Southbound and one Lane Northbound w i t h
Parking Permitted
Exhibit
GENERAL ACCESS
EVALUATION
75
27
�•
I f the volume and through t r a f f i c was
was g i v e n a lower r a t i n g .
likely
to i n c r e a s e the
route
•
I f p r o t e c t e d t u r n i n g movements and/or t u r n i n g bays were p r o v i d e d
to key s i d e s t r e e t s , the a l t e r n a t i v e was g i v e n a higher r a t i n g .
As noted by the e x h i b i t , A l t e r n a t i v e 2 improves g e n e r a l a c c e s s f o r s i d e s t r e e t
r e s i d e n t s because i t r e p r e s e n t s the l e a s t t o t a l volume and
volume on the Reno Road Route and
the key s i d e s t r e e t s .
through t r a f f i c
The o t h e r
criteria
under neighborhood r e s i d e n t a c c e s s a r e r o u g h l y comparable f o r the v a r i o u s
r o u t e s and
alternatives.
For commuter t r a v e l p a t t e r n s each r o u t e was
examined f o r i t s o p e r a t i o n a l
c a p a b i l i t y to move g r e a t e r numbers of commuters a t a r e l a t i v e l y h i g h
of s e r v i c e .
Because the c a p a c i t y i s comparable on s i d e s t r e e t s ,
Avenue and W i s c o n s i n Avenue f o r the v a r i o u s o p t i o n s ,
Connecticut
the b a s i c d i f f e r e n c e
appears on the Reno Road Route because of i t s changes to AM and PM
i n the c o r r i d o r .
was
level
capacity
With r e s p e c t to commuter t r a v e l p a t t e r n s , each a l t e r n a t i v e
rated according
to the c a p a c i t y of the Reno Road Route r e l a t i v e to con-
s t a n t c a p a c i t y of Connecticut
and W i s c o n s i n Avenues.
was weighted to account f o r both AM
The " c a p a c i t y " used
and PM peak d i r e c t i o n c a p a c i t y and
the
r e l a t i v e volumes c r o s s i n g the c o r r i d o r s c r e e n l i n e s during both peak p e r i o d s .
4.4
Travel
T h i s s u b s e c t i o n of the r e p o r t d i s c u s s e s the methodology and
estimated
travel
i m p a c t s f o r each o p t i o n .
M e t h o d o l o g y — T h e o v e r a l l p r o c e s s used to f o r e c a s t peak d i r e c t i o n t r a f f i c
volumes f o r the Reno, C o n n e c t i c u t ,
and W i s c o n s i n r o u t e s a t each of the
s c r e e n l i n e s ( t h e s c r e e n l i n e s a r e shown l a t e r i n E x h i b i t 30) f o l l o w e d
basic steps:
speed, and
three
1) r e d i s t r i b u t e s c r e e n l i n e t r a f f i c volumes based on changes i n
the c a p a c i t y and
information
three
speed of each of the t h r e e r o u t e s , 2) examine o r i g i n - d e s t i n a t i o n
to s e r v e as a check on the r e d i s t r i b u t i o n based on c a p a c i t y
and
3) n o r m a l i z e the r e d i s t r i b u t e d volumes i n o r d e r t h a t s c r e e n l i n e
volumes a r e h e l d c o n s t a n t
throughout a l l of the f i v e a l t e r n a t i v e s .
76
�I n t h e f i r s t s t e p peak, d i r e c t i o n t r a f f i c volumes were recorded and
d i r e c t i o n c a p a c i t i e s were c a l c u l a t e d a t most of the s i g n a l i z e d
t i o n s a l o n g each of the t h r e e r o u t e s .
weighted a c c o r d i n g to the c u r r e n t G/C
of
intersec-
The c a p a c i t y a t each s c r e e n l i n e was
r a t i o f o r each of the i n t e r s e c t i o n s
l e a d i n g up to and i n c l u d i n g t h e s c r e e n l i n e i n t e r s e c t i o n .
scheme was used i n o r d e r to d e p i c t
peak
The w e i g h t i n g
r e l a t i v e approach c a p a c i t y of a s e c t i o n
each p a r t i c u l a r c o r r i d o r r a t h e r than j u s t a p o i n t a t the s c r e e n l i n e .
In
t h i s way any b i a s e s i n t r o d u c e d by the p r e c i s e l o c a t i o n of s c r e e n l i n e were
eliminated.
The s c r e e n l i n e volumes were then r e d i s t r i b u t e d f o r each o p t i o n
s t r i c t l y a c c o r d i n g to the r e s p e c t i v e c a p a c i t i e s of t h e t h r e e r o u t e s .
v a l u e s were compared to t h e a c t u a l volumes by computing
the r a t i o of a c t u a l
volumes to volumes based on f a c i l i t y c a p a c i t y , o r V /V .
a c
v
a
/
v
c
These
As expected the
r a t i o f o r the Reno r o u t e was a l w a y s l e s s t h a n 1.0 because i t i s o n l y
a minor a r t e r i a l .
For C o n n e c t i c u t the r a t i o was a l w a y s g r e a t e r than 1.0
and
f o r W i s c o n s i n t h e r a t i o hovered around the 1.0 mark.
The V^/V^
r a t i o s were p l o t t e d a g a i n s t speed f o r each r o u t e and
As e x p e c t e d , when speed i n c r e a s e d , the V /V
screenline.
ratio likewise increased.
For
each a l t e r n a t i v e and each peak hour, an i n i t i a l e s t i m a t e of a v e r a g e r o u t e
speed a t each s c r e e n l i n e was made.
a V /V r a t i o .
a c
T h i s speed v a l u e was used to e s t i m a t e
The new V /V r a t i o was then used to r e d i s t r i b u t e
a c
traffic
a c r o s s t h e s c r e e n l i n e (Note: t o t a l s c r e e n l i n e volume was h e l d c o n s t a n t ) .
The
r e v i s e d volumes were c o n v e r t e d to " v e h i c l e per l a n e per hour g r e e n " v a l u e s
w h i c h were used to c a l c u l a t e t h e r e s u l t a n t v e h i c l e speeds.
I f t h e s e speeds
were markedly d i f f e r e n t from the i n i t i a l l y assumed speeds, the r e d i s t r i b u t i o n was r e r u n u n t i l t h e i n i t i a l speeds c l o s e l y approximated the f i n a l
speeds.
The second s t e p i n t h e o v e r a l l v e h i c l e assignment p r o c e s s was the e x a m i n a t i o n
of
the o r i g i n - d e s t i n a t i o n data c o l l e c t e d f o r t h i s study.
T h i s 0-D
information
was used a s a check a g a i n s t t h e r e d i s t r i b u t i o n which was based s o l e l y on
f a c i l i t y c a p a c i t y and speed.
F i r s t , the 0-D
d a t a q u a n t i f i e d the volume of
t r i p s o r i g i n a t i n g w i t h i n o r d e s t i n e d to the Reno Road C o r r i d o r .
These v e h i c l e s
form t h e base s e t of t r i p s w h i c h must use Reno.
d a t a enabled
77
Second, the 0-D
�us
to q u a n t i f y t h e t r i p s c u r r e n t l y d i v e r t i n g to the Reno Route ( s u c h a s t h o s e
t h a t go from C o n n e c t i c u t to Reno to C o n n e c t i c u t or from Wisconsin/Massachus e t t s to Reno to W i s c o n s i n ) .
the
These t r i p s would be the f i r s t to d i v e r t from
Reno r o u t e i f , f o r example, the c u r r e n t two-lane northbound c o n f i g u r a t i o n
would be changed to one l a n e .
I n f a c t , these t r i p s comprise t h e m a j o r i t y of
t r i p s f o r e c a s t to d i v e r t a s a r e s u l t of a northbound c a p a c i t y r e d u c t i o n to one
lane.
These 0-D d a t a were used i n c o n j u n c t i o n w i t h r o u t e d i v e r s i o n c u r v e s developed
by H e a t h i n g t o n ( R e f . 4) to c o n s t r a i n , where a p p r o p r i a t e and n e c e s s a r y , the
d i s t r i b u t i o n o f t r i p s computed u s i n g c a p a c i t y and speed.
The s e c t i o n of t h e Reno Route between Nebraska Avenue and M i l i t a r y Road p r e sented a s l i g h t l y d i f f e r e n t s c e n a r i o .
c a p a c i t y remained c o n s t a n t .
I n a l l of the a l t e r n a t i v e s , the s e c t i o n
However, i t would be expected t h a t upstream
or
downstream f a c i l i t y c h a r a c t e r i s t i c s would a f f e c t t h e volume on the Reno Route;
and i n d e e d , c u r r e n t l y the northbound peak hour volume exceeds t h e southbound
peak hour volume due d i r e c t l y to the two-lane northbound s e c t i o n of t h e Reno
Route s o u t h o f Nebraska Avenue.
For each of t h e study a l t e r n a t i v e s , the
c u r r e n t AM and PM o r i g i n - d e s t i n a t i o n work t r i p a r r a y s were examined i n d e t a i l
and used to f o r e c a s t the r e d i s t r i b u t e d volumes r e s u l t i n g from changes i n
northbound and southbound l a n e s s o u t h o f Nebraska Avenue.
I t i s an e s p e c i a l l y d i f f i c u l t
t a s k to p i n p o i n t the magnitude o f t r a f f i c
volume
changes on c o l l e c t o r and l o c a l s t r e e t s w h i c h would r e s u l t from changes to t h e
Reno Road c o r r i d o r .
These s t r e e t s a r e intended to handle l o c a l o r i g i n -
or-destination t r a f f i c .
However, c o n g e s t i o n on C o n n e c t i c u t and W i s c o n s i n
Avenues c a u s e s t r a f f i c to d i v e r t to the Reno road Route and t h i s t r a f f i c
u s e s c o l l e c t o r / l o c a l s t r e e t s a s a means of a c c e s s to/from Reno Road.
or
often
The l a c k
t h e p r e s e n c e o f stop s i g n s on a l o c a l s t r e e t w i t h i n the r e s i d e n t i a l a r e a
and the p r e s e n c e o r absence of r e s t r i c t i o n s f o r a c c e s s / e g r e s s between a l o c a l
s t r e e t and, s a y , C o n n e c t i c u t Avenue determined the d e s i r a b i l i t y of Reno Road
C o r r i d o r s i d e s t r e e t s a s through r o u t e s .
78
F o r example, Chevy Chase Parkway i s
�used as a connector
between C o n n e c t i c u t Avenue and Reno Road because 1) i t
p r o v i d e s a one-block, non-stop c o n n e c t i o n ; 2) a c c e s s to Chevy Chase Parkway
from C o n n e c t i c u t Avenue i s not r e s t r i c t e d ; and 3) a c c e s s to the Reno Road
traffic
f l o w from Chevy Chase Parkway i s r e l a t i v e l y easy due
to the
presence
of a Reno Road queue from the Fessenden S t r e e t s i g n a l .
F o r the study a l t e r n a t i v e s w h i c h p r o v i d e two southbound l a n e s
(Alternatives
3 and 5) between Nebraska and C l e v e l a n d Avenues, southbound t r a f f i c
will
attempt to a c c e s s the Reno Road Route as soon as p o s s i b l e and w i l l e x i t
r o u t e as l a t e a s p o s s i b l e .
the
I n o t h e r words, the more n o r t h e r l y a c c e s s r o u t e s
and the more s o u t h e r l y e g r e s s r o u t e s w i l l undergo i n c r e a s e s i n t r a f f i c volume.
The Fessenden S t r e e t two-way peak hour volume (PHV) west of Reno Road i n c r e a s e s from 480 to 600, a 25 p e r c e n t c l i m b .
eastbound on Albemarle
likewise increase.
S t r e e t to Reno Road.
An a d d i t i o n a l 40 v e h i c l e s t r a v e l
Chevy Chase Parkway volumes w i l l
At the s o u t h e r l y end of the c o r r i d o r , P o r t e r S t r e e t e a s t
of 34th S t r e e t has a c u r r e n t PHV
of 750; w i t h two l a n e s southbound, i t i n c r e a s e s
to 910, over a 20 p e r c e n t i n c r e a s e .
C l e v e l a n d Avenue absorbs the b r u n t of the
a d d i t i o n a l t r a f f i c volume, a 40 percent i n c r e a s e from 780 to 1,090.
for
A l t e r n a t i v e s 3 and 5, Fessenden S t r e e t , Albemarle
In general
Street, Porter Street,
and C l e v e l a n d Avenue (and to a l e s s e r e x t e n t the l o c a l roads f e e d i n g them)
undergo the more s i g n i f i c a n t i n c r e a s e s i n morning peak hour t r a f f i c .
For the study a l t e r n a t i v e s w i t h o n l y one northbound l a n e along the Reno Road
Route ( A l t e r n a t i v e s 2 and 5 ) , a f t e r n o o n peak hour volumes w i l l decrease on
n o r t h e r l y e g r e s s and
southerly access routes.
Fessenden S t r e e t t r a f f i c
10 p e r c e n t and C l e v e l a n d Avenue drops 18 p e r c e n t a s examples.
c o l l e c t o r / l o c a l roads
the
drops
The more c e n t r a l
such as Van Ness S t r e e t e x p e r i e n c e v e r y l i t t l e
reduction
because the m a j o r i t y of t h e i r t r a f f i c i s c r o s s - c o r r i d o r i n n a t u r e .
The v e h i c l e s m i l e s t r a v e l l e d
(VMT)
was computed as an i n p u t i n subsequent s a f e t y ,
t r a v e l , and environment and energy e v a l u a t i o n s .
was
For each study a l t e r n a t i v e
computed by m u l t i p l y i n g peak p e r i o d , peak d i r e c t i o n t r a f f i c volumes by
appropriate l i n k lengths.
For a l l t h r e e r o u t e s , each s i g n a l i z e d
VMT
the
intersection
�was t h e end of a l i n k .
The Reno Route VMT
i n c l u d e d the e n t i r e l e n g t h o f the
Reno Route between Western Avenue and Massachusetts Avenue.
VMT
The " s i d e s t r e e t s "
includes:
•
Western Avenue between W i s c o n s i n and C o n n e c t i c u t
•
M i l i t a r y Road between Western and Reno
•
Fessenden S t r e e t between W i s c o n s i n and Reno
•
Albemarle S t r e e t between W i s c o n s i n and C o n n e c t i c u t
•
Van Ness S t r e e t between W i s c o n s i n and Reno
•
T i l d e n S t r e e t between Reno and C o n n e c t i c u t
•
P o r t e r S t r e e t between W i s c o n s i n and C o n n e c t i c u t
•
C l e v e l a n d Avenue between 34th and C a l v e r t
•
C a l v e r t S t r e e t between C l e v e l a n d and C o n n e c t i c u t
•
G a r f i e l d S t r e e t between W i s c o n s i n and 34th
The key s i d e s t r e e t s were s e l e c t e d based on two c r i t e r i a :
1) t h a t they were
e i t h e r c o l l e c t o r s o r minor a r t e r i a l s w i t h i n the study a r e a and 2) t h a t
imple-
m e n t a t i o n o f a t l e a s t one o f the study a l t e r n a t i v e s would r e s u l t i n a t r a f f i c
volume change c a p a b l e o f being f o r e c a s t on t h a t r o u t e .
The C o n n e c t i c u t Avenue VMT runs between Chevy Chase C i r c l e and C a l v e r t S t r e e t .
The W i s c o n s i n Avenue VMT runs between Western Avenue and M a s s a c h u s e t t s /
G a r f i e l d and f o r the W i s c o n s i n Avenue t r a f f i c t r a v e r s i n g
Massachusetts
Avenue between W i s c o n s i n Avenue and 34th S t r e e t .
For t h r e e d i f f e r e n t a r e a s corresponding to ANC's w i t h i n the study a r e a boundary
( s e e E x h i b i t 2 8 ) , the percentage o f through t r i p s u s i n g t h e Reno r o u t e was f o r e
80
�Legend:
V/,
Area 1
Area 2
Mum
•
• •
•
Area 3
* • • •
BMI
ADVISORY NEIGHBORHOOD C O U N C I L
BOUNDARIES AND C O R R I D O R S U B A R E A S
81
Exhibit
28
�c a s t f o r each o f t h e study a l t e r n a t i v e s .
0-D
data c o l l e c t e d for t h i s study.
w i t h i n the s t u d y a r e a were held
Reno r o u t e , the m a j o r i t y
These e s t i m a t e s were based on
For each a l t e r n a t i v e , the t r i p s generated
constant.
I f t r i p s were d i v e r t e d
from
the
of the t r i p s to be d i v e r t e d were through t r i p s
a s m a l l percentage b e i n g t r i p s to/from t h e c o r r i d o r edges ( i . e . ,
or W i s c o n s i n A v e n u e s ) .
the
I f a d d i t i o n a l t r i p s were d i v e r t e d
with
Connecticut
to the Reno
route,
the m a j o r i t y of the d i v e r t e d t r i p s were through t r i p s .
R e s u l t s — E x h i b i t 29 p r e s e n t s v e h i c l e m i l e s of t r a v e l (VMT)
t r i p s f o r each of the o p t i o n s .
With respect
to VMT
The
d a t a a r e f o r the AM
and
and
p e r c e n t through
PM
peak p e r i o d s .
the d a t a i s s t r a t i f i e d f o r the Reno Road Route, s i d e s t r e e t s
w i t h i n the s t u d y a r e a , C o n n e c t i c u t Avenue and W i s c o n s i n Avenue.
On
and
an o v e r a l l b a s i s , VMT
d u r i n g t h e peak p e r i o d s i s g r e a t e s t
l e a s t f o r A l t e r n a t i v e 2.
the g r e a t e s t VMT
Route and
and
s i d e s t r e e t VMT.
side street
With respect
For the Reno Road
Route, A l t e r n a t i v e s 3 and
VMT.
l e a s t f o r A l t e r n a t i v e 2.
f o r A l t e r n a t i v e s 3 and
V a r i a t i o n s between the AM
and PM
to examine the t r a v e l impacts of the v a r i o u s
by s c r e e n l i n e and
by peak hour d i r e c t i o n .
screenlines selected
w i t h the ANC
f o r the a n a l y s i s .
a r e f o r the s c r e e n l i n e l o c a t i o n .
on an o v e r a l l c a p a c i t y of 1,800
nalized intersections.
values
The
The
for
boundaries.
a l t e r n a t i v e s i s to
Wisconsin)
E x h i b i t 30 p r e s e n t s the t h r e e
(3)
E x h i b i t 31 p r e s e n t s by r o u t e t h e volume
c a p a c i t y r e l a t i o n s h i p s f o r each of t h e t h r e e s c r e e n l i n e s .
i n g G/C
and
peak hours a r e shown
examine e s t i m a t e d peak hour volumes by r o u t e (Reno, C o n n e c t i c u t and
and
5
A l s o noted i n the e x h i b i t i s the v a r i a t i o n i n through t r a f f i c
each of t h r e e s u b a r e a s w i t h i n the c o r r i d o r w h i c h c o i n c i d e
Another way
5 have
A l t e r n a t i v e 2 has the l e a s t Reno Road
to through t r i p s , t h e s e a r e g r e a t e s t
i n E x h i b i t 29.
for Alternative 5
The
volumes shown
c a p a c i t i e s shown i n E x h i b i t 31 a r e based
v e h i c l e s per
l a n e per hour of greentime at s i g -
greentime r a t i o was
weighted a c c o r d i n g to the
exist-
at e a c h s i g n a l i z e d i n t e r s e c t i o n w i t h i n a p p r o x i m a t e l y o n e - h a l f
82
�ALTERNATIVE
CRITERIA
J.
V e h i c l e M i l e s of T r a v e l — ^
(VMT)
Reno Road Route
2
3
_
4
5
15,040
13,750
17,000
15,040
15,690
4,610
4,110
5,580
4,610
5,060
C o n n e c t i c u t Ave.
42,040
42,790
40,400
42,040
41,180
W i s c o n s i n Ave.
22,140
22,840
21,280
22,140
22,010
TOTAL
83,830
83,490
84,260
83,830
83,940
Side Streets
2/
.ent Through T r i p s
3/
Reno Road Route —
Area 1 Area 2 Area 3 Average
—
AM
PM
AM
PM
AM
PM
34.7
34.9
37.0
51.7
28.8
52.6
34.7
11.4
37.0
39.9
28.8
39.3
52.8
34.9
56.8
51.7
60.7
52.6
34.7
34.9
37.0
51.7
28.8
52.6
52.8
11.4
56.8
40.9
60.7
40.0
-AM
-PM
33.5
46.4
33.5
30.2
56.8
46.4
33.5
46.4
56.8
30.8
1 / Sum of t h e AM (7:00-9:30) and PM (4:00-6:30) peak p e r i o d VMT
2/
P e r c e n t through t r i p s d u r i n g the AM (8:00-9:00) and PM (5:00-6:00) peak
h o u r s . Through t r i p s a r e d e f i n e d as both s t a r t i n g and ending o u t s i d e
the study a r e a .
3/
Area 1 i s the s e c t i o n
Chase); Area 2 passes
Area 3 passes through
Woodley) (See E x h i b i t
Tpll/fT
MmIWI #
p a s s i n g through ANC Areas 3-E and 3-G ( i . e . Chevy
through 3-F ( i . e . W a k e f i e l d and North C l e v e l a n d P a r k ) ;
3-C ( i . e . , C l e v e l a n d P a r k , Mass Ave., Heights and
6)
V E H I C L E MILES O F T R A V E L AND
P E R C E N T THROUGH T R I P S
83
2Q
Exhibit
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SCREENLINES
84
^> v
N
e
Exhibit
30
�RENO
CONNECTICUT
WISCONSIN
340
800
2,010
2,740
1,670
2,220
4,020
5,7 60
Capacity
480
800
2,000
2,740
1,540
2,220
4,020
5,7 60
A l t e r n a t i v e 1,2,4 - Volume
- Capacity
800
1,070
3,520
4,210
2,120
2,910
6,520
8,190
Capacity
1,540
2,140
3,110
4,210
1,870
2,910
6,520
9,260
A l t e r n a t i v e 1,2,4 - Volume
- Capacity
1,360
2,360
2,100
2,920
1, 660
2,810
5,120
8,090
1,740
2,360
1,770
2,920
1, 610
2,810
5,120
8,090
A l t e r n a t i v e 1,3,4 - Volume
- Capacity
610
950
1,500
2,420
1,200
2,130
3,310
5,500
- Volume
- Capacity
450
950
1,590
2,420
1,270
2,130
3,310
5,500
A l t e r n a t i v e 1,3,4 - Volume
- Capacity
1,390
2,360
2,620
3,380
1,840
2,160
5,850
7,900
Volume
Capacity
1,120
1,180
2,720
3,380
2,000
2,160
5,850
6,720
Volume
Capacity
1,140
1,180
2,730
3,380
1,980
2,160
5,850
6,720
A l t e r n a t i v e 1,3,4 - Volume
- Capacity
1,170
2,190
2,610
3,260
1,280
2,050
5,060
7,500
- Volume
- Capacity
- Volume
920
1,100
2,750
3,260
1,390
2,050
5,060
6,410
900
1,100
2,760
3,260
1,400
2,050
5,060
6,410
TOTAL
SOUTHBOUND DURING AM PEAK HOUR
S c r e e n l i n e A-A
A l t e r n a t i v e 1,2,4 - Volume ( v e h / h r )
- Capacity
A l t e r n a t i v e 3,5
- Volume
—
S c r e e n l i n e B-B
A l t e r n a t i v e 3,5
- Volume
—
S c r e e n l i n e C-C
A l t e r n a t i v e 3,5
- Volume
Capacity
NORTHBOUND DURING PM PEAK HOUR
S c r e e n l i n e A-A
A l t e r n a t i v e 2,5
S c r e e n l i n e B-B
Alternative 2
Alternative 5
-
S c r e e n l i n e C-C
Alternative 2
Alternative 5
Capacity
WDA/fT
K VII
JLML fAM.
VOLUME AND C A P A C I T Y R E L A T I O N S H I P S
BY S C R E E N L I N E
85
Exhibit
31
�m i l e of the s c r e e n l i n e i n the peak, d i r e c t i o n and a c c o r d i n g to the peak d i r e c t i o n volume.
I t should be noted t h a t the l e v e l o f s e r v i c e a n a l y s e s
presented
i n s e c t i o n 4.5 o f t h i s c h a p t e r i s based on a p a r t i c u l a r i n t e r s e c t i o n , i t s
p a r t i c u l a r s i g n a l timing,
and i t s p a r t i c u l a r v e h i c l e volumes and movements.
R e s u l t s a r e p r e s e n t e d southbound f o r the AM peak hour and northbound f o r the
PM peak hour.
The f o l l o w i n g
c a l c u l a t i o n s a r e p r e s e n t e d i n o r d e r to i l l u s t r a t e t h e procedure
used to develop E x h i b i t 3 1 .
Road and Fessenden S t r e e t .
section i s constrained
Screenline
A-A c r o s s e s
Reno Road between M i l i t a r y
During the morning peak p e r i o d the c a p a c i t y of the
by the s i g n a l i z e d i n t e r s e c t i o n s a t M i l i t a r y Road,
Fessenden S t r e e t , and Nebraska Avenue.
For t h e s e t h r e e i n t e r s e c t i o n s the
southbound G/C v a l u e s a r e 36, 40, and 50 p e r c e n t , r e s p e c t i v e l y .
Their
south-
bound peak hour approach volumes a r e 190, 440, and 620, r e s p e c t i v e l y .
"Weighted" G/C =
2
(
V
o
1
G / C )
*
11 ( V o l )
= (190 x .36) + "(440 x .40) +(620 x .50)
190 + 440 + 620
=
=
T h i s w e i g h t e d G/C
554.4/1,250
44.4%
r a t i o was m u l t i p l i e d by the o v e r a l l c a p a c i t y
v e h i c l e s per l a n e ) and the number of l a n e s
per l a n e (1,800
( 1 ) to o b t a i n a weighted c a p a c i t y .
800 vph = (0.444) x (1,800) x ( 1 )
I n t h e southbound d i r e c t i o n d u r i n g the AM peak hour, A l t e r n a t i v e s 1 , 2, and 4
and A l t e r n a t i v e s 3 and 5 have s i m i l a r v o l u m e - c a p a c i t y r e l a t i o n s h i p s .
For a l t e r -
n a t i v e s 3 and 5, the AM peak hour volumes a r e g r e a t e s t on the Reno Road Route
while
f o r A l t e r n a t i v e s 1 , 2, and 4 AM peak hour volumes a r e g r e a t e s t on C o n n e c t i -
c u t and W i s c o n s i n Avenues.
86
�I n the northbound d i r e c t i o n d u r i n g the PM
peak hour, A l t e r n a t i v e s 1, 3 and
a c t as a group compared to A l t e r n a t i v e 2 and A l t e r n a t i v e 5.
s c r e e n l i n e s on the Reno Road Route, the volumes a r e g r e a t e r
1 , 3 and
The
4 compared to A l t e r n a t i v e s 2 and
various
for A l t e r n a t i v e s
5.
summary r e s u l t s of t h e t r a v e l e v a l u a t i o n
are shown i n E x h i b i t 32 w i t h
to 1) t h e r e d u c t i o n i n v e h i c l e m i l e s of t r a v e l
through t r i p s on t h e Reno Road Route.
For the
4
(VMT)
For the VMT
and
respect
2) the r e d u c t i o n i n
r e d u c t i o n the f o l l o w i n g
rules
were used:
•
•
On
The r a t i n g f o r VMT was i n c r e a s e d to 5 f o r a 20 percent r e d u c t i o n
and reduced to 1 f o r a 20 percent i n c r e a s e .
The r a t i n g f o r through t r a f f i c was i n c r e a s e d to 5 f o r a 30 p e r c e n t
r e d u c t i o n and f o r a 30 percent i n c r e a s e was reduced to 1 .
an o v e r a l l b a s i s the Reno Road Route and
when comparing the a l t e r n a t i v e s .
the
L e v e l of
A l t e r n a t i v e 2 reduces VMT
and
differences
through t r a f f i c
greatest.
4.5
s i d e s t r e e t s show c l e a r
Service
For the L e v e l of S e r v i c e
(LOS)
analysis, a representative
sample of
signalized
i n t e r s e c t i o n s along the Reno Road, Connecticut Avenue, and W i s c o n s i n Avenue
r o u t e s were s e l e c t e d
as t h o s e d i s c u s s e d
as noted i n E x h i b i t 33.
i n Section
O p e r a t i o n A n a l y s i s Package —
s a t u r a t i o n and
movement.
3.5.
The
LOS
d e f i n i t i o n s are the same
The microcomputer v e r s i o n of the
(SOAP/M) was
Signal
used to c a l c u l a t e the degree o f
average d e l a y per v e h i c l e f o r each i n t e r s e c t i o n approach
A l s o , the microcomputer program C r i t i c a l Movement A n a l y s i s
as developed by the U n i v e r s i t y of F l o r i d a T r a n s p o r t a t i o n
used to compute c r i t i c a l l a n e volumes.
and
(CMA)
R e s e a r c h Center
During the use of t h e s e programs, the
e x i s t i n g s i g n a l t i m i n g was
assumed f o r a l l a l t e r n a t i v e s w i t h the same l a n e
f i g u r a t i o n s as t h e c u r r e n t
conditions
for
the
was
and o p t i m i z e d s i g n a l t i m i n g was
others.
87
con-
assumed
�Very
Poor
1
CRITERIA
Very
Good
RATING
3
2
4
5
Reduction i n V e h i c l e Miles of
Travel
Reno Road Route
1I
Side S t r e e t s
Connecticut
Wisconsin
9
I
Ave.
Ave.
TOTAL
R e d u c t i o n i n Through T r i p s on Side
S t r e e t s and t h e Reno Road Route
Area 1
I T /
5^
Area 2
i
T
Area 3
i T
TOTAL
6
Legend:
A l t e r n a t i v e L0-
f Existing Traffic
0 n e
Operations
Alternative 20"~
O
A l t e r n a t i v e 3J~1
f~) R e v e r s i b l e Lane Operation w i t h P a r k i n g P r o h i b i t e d
Lane i n Each D i r e c t i o n w i t h P a r k i n g
Permitted
A l t e r n a t i v e 4 ^ — — —jfcOne Lane Southbound and Two Lanes Northbound w i t h
Parking Prohibited
Alternative 5 ^
BMI
~ATWO Lanes Southbound and one Lane Northbound w i t h
Parking Permitted
T R A V E L EVALUATION
88
Exhibit
32
�BMI
L O C A T I O N S FOR L E V E L O F S E R V I C E
ANALYSIS
89
Exhibit
33
�The
SOAP/M and CMA o u t p u t s were then used to e s t a b l i s h a l e v e l o f s e r v i c e
v a l u e f o r peak d i r e c t i o n movements based on r e l a t i o n s h i p s p r e s e n t e d i n
21.
"NCHRP S i g n a l i z e d
I n t e r s e c t i o n C a p a c i t y Method",—
from NCHRP P r o j e c t 3-28 ( 2 ) .
A description
the d r a f t f i n a l report
of t h e s e
relationships
i s provided i n E x h i b i t 16. L i s t e d below a r e t h e s e r v i c e l e v e l s and a b r i e f
description
o f each:
A - Free flow of t r a f f i c
B - Stable
f l o w , l e s s than 10 p e r c e n t o f t h e c y c l e s a r e loaded
C - Stable
f l o w , l e s s than 30 p e r c e n t o f t h e c y c l e s a r e loaded
D - Approaching u n s t a b l e f l o w , l e s s than 70 p e r c e n t of t h e c y c l e s a r e
loaded
E - Theoretical
loaded
capacity,
l e s s than 100 p e r c e n t o f t h e c y c l e s a r e
F - Jammed c o n d i t i o n s and backups
The
r e s u l t s o f t h e l e v e l o f s e r v i c e a n a l y s i s a r e shown i n E x h i b i t 34 f o r t h e
southbound r o u t e i n t h e AM peak hour and f o r the northbound r o u t e i n t h e PM
peak hour.
A summation of t h e number of i n t e r s e c t i o n movements w i t h D, E, and
F l e v e l s o f s e r v i c e i s summarized i n E x h i b i t 35.
On a n o v e r a l l b a s i s , A l t e r n a t i v e s
1 and 4 r e s u l t i n t h e l e a s t number o f
i n t e r s e c t i o n movements w i t h l e v e l s o f s e r v i c e worse than D ( f o r t h e i n t e r sections
The
a t which LOS a n a l y s e s were conducted s e e E x h i b i t 3 3 ) .
summary e v a l u a t i o n
of l e v e l of s e r v i c e i n the corridor
i s presented i n
E x h i b i t 36. The r u l e used f o r r a t i n g an a l t e r n a t i v e was a r b i t r a r i l y developed,
yet provides a reasonable evaluation
methodology was a s f o l l o w s :
of the r e s u l t i n g l e v e l of s e r v i c e .
The
1) a r a t i n g o f 1 was a s s i g n e d f o r each movement
w i t h an LOS o f F, 2 f o r each E , 3 f o r each D, 4 f o r each C, and 5 f o r each B;
j V S i g n a l O p e r a t i o n A n a l y s i s Package, Implementation Package 79-9, Washington,
D.C.: U.S. DOT FHWA O f f i c e o f Implementation, 1979.
2/"NCHRP S i g n a l i z e d I n t e r s e c t i o n C a p a c i t y Method", D r a f t F i n a l R e p o r t , NCHRP
P r o j e c t 3-28 ( 2 ) , JHK & A s s o c i a t e s and The T r a f f i c I n s t i t u t e , Northwestern
U n i v e r s i t y , F e b r u a r y 1983.
90
�SOUTHBOUND
ROUTE
INTERSECTING
STREET
INTERSECTION- '
MOVEMENT
Reno Rd.
M i l i t a r y Rd.
SB Through
EB Through
C
D
Fessenden S t .
SB Through
Nebraska Ave.
7
D
D
C
D
D
D
D
D
E
D
E
SB Through
WB Through
E
D
E
D
F
F
E
D
F
F
SB Through
D
D
C
D
C
SB Through
SB L e f t
C
D
C
D
C
C
C
D
C
C
Porter St.
SB Through
EB Through
D
E
D
E
C
E
D
E
C
E
C l e v e l a n d Ave.
SB Through
SB L e f t
B
B
B
B
B
D
B
B
B
D
M a s s a c h u s e t t s Ave. SB L e f t
EB Through
Ave.
C
D
Tilden St.
Connecticut
ALT 5
Van Ness S t .
34th S t .
LEVEL OF SERVICE
ALT 2 ALT 3 ALT 4
E
D
E
D
F
E
E
D
F
E
ALT 1
C
E
E
C
E
E
C
E
E
C
E
E
SB Through
F
F
E
F
E
SB Through
F
F
E
F
E
Western Ave.
SB Through
SB L e f t
E
E
E
E
D
E
E
E
D
E
Van Ness S t .
SB Through
D
D
C
D
C
Garfield St.
1/Note:
C
E
E
Calvert St.
Alternative
Alternative
Alternative
Alternative
Alternative
SB Through
EB Through
WB Through
Van Ness S t .
W i s c o n s i n Ave.
M i l i t a r y Rd.
SB Through
SB L e f t
B
C
B
C
B
C
B
C
B
C
1 — E x i s t i n g T r a f f i c Operations
2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3 — R e v e r s i b l e Lane Operation w i t h P a r k i n g P r o h i b i t e d
4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
The e n t i r e i n t e r s e c t i o n was a n a l y z e d .
at the i n t e r s e c t i o n .
BMI
These r e p r e s e n t t h e worst movements
AM PEAK HOUR L E V E L O F S E R V I C E
SOUTHBOUND
Exhibit
34
�NORTHBOUND
ROUTE
INTERSECTING
STREET
INTERSECTION^
MOVEMENT
34th S t .
C l e v e l a n d Ave.
NB Through
C
C
C
C
C
Porter S t .
NB Through
WB Through
C
C
D
E
C
C
C
C
D
E
Tilden St.
NB Through
WB Through
C
D
C
E
C
D
C
D
C
E
Van Ness S t .
NB Through
WB Through
C
C
D
D
C
C
C
C
D
D
Nebraska Ave.
NB Through
EB Through
B
D
B
C
B
D
B
D
B
C
Fessenden S t .
NB Through
NB L e f t
C
D
C
C
C
D
C
D
C
C
M i l i t a r y Rd.
NB Through
EB Through
E
E
D
D
E
E
E
E
D
D
Calvert S t .
NB Through
D
E
D
D
E
Van Ness S t .
NB Through
NB L e f t
SB Through
D
F
C
D
F
E
D
F
C
D
F
C
D
F
E
M i l i t a r y Rd.
NB Through
EB Through
C
E
C
E
C
E
C
E
C
E
Van Ness S t .
NB Through
EB Through
C
D
C
D
C
D
C
D
C
D
Western Ave.
NB Through
EB L e f t
SB L e f t
E
F
E
E
F
E
E
F
E
E
F
E
E
F
E
Reno Rd.
C o n n e c t i c u t Ave.
W i s c o n s i n Ave.
Alternative
Alternative
Alternative
Alternative
Alternative
l_/Note:
BMI
ALT 1
LEVEL OF SERVICE
ALT 2 ALT 3 ALT 4 ALT 5
1 — E x i s t i n g T r a f f i c Operations
2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3 — R e v e r s i b l e Lane O p e r a t i o n w i t h P a r k i n g P r o h i b i t e d
4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
The e n t i r e i n t e r s e c t i o n was a n a l y z e d .
at t h e i n t e r s e c t i o n s .
T h i s r e p r e s e n t s t h e worst movements
PM P E A K HOUR L E V E L O F S E R V I C E
NORTHBOUND
(Continued)
92
Exhibit
Q A
O *T
�Number o f I n t e r s e c t i o n
Movements a t S e r v i c e L e v e l
Peak
Period
Reno
L e v e l of
Service
AM
Route
D
E
F
E + F
PM
D
E
F
E + F
Connecticut
D
E
F
AM
E + F
PM
D
E
F
E + F
Wisconsin
D
E
F
AM
E + F
PM
D
E
F
Alt 1
Alt 2
Alt 3
Alt 4
Alt 5
7
3
0
3
7
3
0
3
3
3
3
6
7
3
0
3
3
3
3
6
3
2
0
2
5
3
2
0
2
5
0
2
3
2
0
2
0
2
2
2
0
2
2
2
0
4
0
4
0
2
2
2
0
4
0
4
2
1
•1
2
1
3
1
4
2
1
1
2
2
1
1
2
1
3
1
4
1
2
0
2
1
2
0
2
1
1
0
1
1
2
0
2
1
1
0
1
1
2
1
3
E + F
TOTAL
Alternative
Alternative
Alternative
Alternative
Alternative
BMI
AM/PM
1
2
1
3
E + F
7/7
2
1
1
1
2
2
2
1
3
1
3
1
3
7/9
11/7
7/7
2
0
2
11/9
1-- E x i s t i n g T r a f f i c Operations
2--One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3- - R e v e r s i b l e Lane O p e r a t i o n w i t h P a r k i n g P r o h i b i t e d
4--One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5--Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
SUMMARY O F NUMBER O F I N T E R S E C T I O N S
BY L E V E L O F S E R V I C E
93
Exhibit
35
�CRITERIA
L e v e l o f S e r v i c e i n AM
Reno Road Route
Connecticut
Wisconsin
Ave.
Ave.
L e v e l o f S e r v i c e i n PM
Reno Road Route
Connecticut
Wisconsin
Ave.
Ave.
Legend:
Alternative li
Alternative
2^^-
A l t e r n a t i v e 3f~l
Alternative
(Existing T r a f f i c
"Oone Lane
Operations
i n Each D i r e c t i o n w i t h Parking
Permitted
f ~ | R e v e r s i b l e Lane Operation w i t h Parking P r o h i b i t e d
4"3fc — — — £ One L a n e Southbound and Two L a n e s Northbound w i t h
Parking Prohibited
Alternative 5 ^
ATWO L a n e s Southbound and one Lane Northbound w i t h
Parking
BMI
Permitted
Exhibit
L E V E L OF S E R V I C E
94
EVALUATION
36
�2) a weighted r a t i n g f o r each r o u t e and
each peak p e r i o d was
computed;.
3) c u r r e n t c o n d i t i o n s ( A l t e r n a t i v e 1) were a s s i g n e d an o v e r a l l r a t i n g of
4) an i n c r e a s e
Alternative
( i . e . , improvement) of 0.5
i n the weighted r a t i n g over
1 weighted r a t i n g corresponded to a new
d e c r e a s e of 0.5
corresponded to a new
r a t i n g of
r a t i n g of 4; and
t i o n provided i n A l t e r n a t i v e
the
5) a
2.
Note t h a t the r a t i n g s f o r the Reno Road Route c o n s i d e r the l e v e l of
a l o n g the e n t i r e l e n g t h of the r o u t e .
3;
service
For example, the r e v e r s i b l e l a n e o p e r a -
3 w i l l indeed improve the l e v e l of s e r v i c e along
the Reno Road c o r r i d o r where the r e v e r s i b l e l a n e o p e r a t e s ( i . e . , between
Nebraska and
C l e v e l a n d Avenues).
However, n o r t h of Nebraska Avenue,
additional
morning peak hour t r a f f i c w i l l be generated thereby f u r t h e r worsening the l e v e l
of s e r v i c e a t the M i l i t a r y Road, Fessenden S t r e e t , and
sections.
S i m i l a r l y , a t the C l e v e l a n d and
M a s s a c h u s e t t s Avenue i n t e r s e c t i o n s ,
southbound l e f t - t u r n i n g t r a f f i c w i l l i n c r e a s e
increase
i n capacity
i n volume w i t h o u t a c o r r e s p o n d i n g
thereby worsening the l e v e l of s e r v i c e .
sented i n E x h i b i t 36 a r e confirmed by
The
Nebraska Avenue i n t e r -
composite r a t i n g s f o r the AM
The
ratings
pre-
the d a t a l i s t e d i n E x h i b i t s 34 and
pea*k p e r i o d show A l t e r n a t i v e s
the Reno Route but
improve the C o n n e c t i c u t r o u t e .
Alternatives
4.6
The
the PM
5 to worsen
5 worsen the C o n n e c t i c u t Route.
2 and
For
3 and
35.
peak p e r i o d ,
Mobility
s u b s e c t i o n d i s c u s s e s q u a l i t a t i v e l y the m o b i l i t y
impacts of each of
f i v e (5) a l t e r n a t i v e s .
As background to the e v a l u a t i o n p u b l i c
bikeways, zoning, public
f a c i l i t i e s , and
shows p u b l i c
vicinity.
historic
The
t r a n s i t , bikeways, and
E x h i b i t 38 shows p u b l i c
zoning
in
recreational
transit
facilities.
the c o r r i d o r
facilities
and
and
and
Exhibit
37
immediate
designated
districts.
t h r e e c r i t e r i a were:
public
recreational
the
(educational,
1) changes i n v e h i c u l a r
and
public
t r a n s i t a c c e s s to
r e c r e a t i o n a l , h i s t o r i c d i s t r i c t s ) f a c i l i t i e s , 2) changes
i n a c c e s s to r e t a i l
f a c i l i t i e s , and
vehicular)
With r e s p e c t to each of t h e s e t h r e e c r i t e r i a the
travel.
3) e f f e c t s on commuter ( p u b l i c
r u l e s were used to q u a l i t a t i v e l y e v a l u a t e the
95
alternatives.
transit/
following
�Zoning
P u b l i c T r a n s i t & Bikeways
•••
Bus Routes
Residential Districts
No.
Regular S e r v i c e
R 1 A Single-family, detached houses
-R-1-B Single-family, detached houses
R-2 Single-family, semi-detached houses
R-3 Row houses
R-4 Row houses
R 5 A Low density apartment buildings
-R-5-B Medium density apartment buildings
R-5-C Medium-high density apartment buildings
^No^
_ ._
Rush Hour S e r v i c e Only
M e t r o r a i l Red L i n e
(M)
Metrorail Stations
(My
^Z-S
M e t r o r a i l S t a t i o n s Under
Construction
Commercial Districts
J^fyfJ
C-1 Neighborhood shopping
C 2 A Community Business Center, medium
-density
C-2-B Community Business Center, medium-high
density
C 2 A Major Business Center, medium bulk
-C-3-B Major Business Center, high bulk
PUBLIC TRANSIT
96
AND
ZONING
Exhibit
�Public
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Eaton S c h o o l
Hearst School
Janney S c h o o l
Murch S c h o o l
Oyster School
Stoddert School
D e a l J u n i o r High S c h o o l
W i l s o n S e n i o r High S c h o o l
U n i v e r s i t y o f D.C.
Second D i s t r i c t P o l i c e Headquarters
F i r e S t a t i o n : Engine Co. 20/Truck Co.
F i r e S t a t i o n : Engine Co. 28/Truck Co.
F i r e S t a t i o n : Engine Co. 31
C l e v e l a n d Branch L i b r a r y
T e n l e y - F r i e n d s h i p Branch L i b r a r y
D]i/fT
# l / y f
I
Recreational F a c i l i i t e s
Historic Districts
Facilities
and
D i s t r i c t of Columbia F a c i l i t i e s
1. Chevy Chase Playground
2. H e a r s t R e c r e a t i o n Center
3. Macomb Playground
4. Stoddert Playground
5. W i l s o n Indoor P o o l
Federal F a c i l i t i e s
6. Reno P a r k
7. G l o v e r - A r c h b o l d Parkway
8. M e l v i n C. Hazen P a r k
12 9. Soapstone V a l l e y P a r k
14 H i s t o r i c D i s t r i c t s
©
Glover-Archbold Park
(2) F o r t C i r c l e D r i v e
@
C l e v e l a n d P a r k Neighborhood
jgjIggCategory I
| | | | Category I I
PUBLIC, RECREATIONAL FACILITIES
AND D E S I G N A T E D H I S T O R I C D I S T R I C T S
97
Exhibit
�For changes i n a c c e s s to p u b l i c f a c i l i t i e s t h e M e t r o r a i l , b i k e w a y s , educat i o n a l f a c i l i t i e s , r e c r e a t i o n a l and h i s t o r i c a r e a s were c o n s i d e r e d .
i n a c c e s s to r e t a i l f a c i l i i t e s were a l s o c o n s i d e r e d .
( A l t e r n a t i v e 1) was r a t e d 3.
The e x i s t i n g
Changes
condition
Improvements or d e t e r i o r a t i o n o f a c c e s s
was
t h e n q u a l i t a t i v e l y judged based on changes i n volumes, l e v e l o f s e r v i c e , and
mass t r a n s i t u s e .
The a b i l i t y
considered.
o f each a l t e r n a t i v e to accommodate e x i s t i n g commuter t r a v e l was
a l s o considered.
dicated, access
for
Non-motorized modes were a l s o
The r e s u l t i n g e v a l u a t i o n i s shown i n E x h i b i t 39.
As i n -
to p u b l i c f a c i l i t i e s would f a v o r A l t e r n a t i v e 2, p a r t i c u l a r l y
the non-motorized modes.
However, a c c e s s to r e t a i l f a c i l i t i e s would
tend to f a v o r A l t e r n a t i v e 3.
4.7
Safety
The impacts of each a l t e r n a t i v e on s a f e t y were a l s o e v a l u a t e d .
Four
criteria
were used to a s s e s s s a f e t y impacts, namely:
•
V e h i c l e M i l e s of T r a v e l
•
Speed
•
Vehicle-Vehicle Conflicts
•
Pedestrian-Vehicle Conflicts
These q u a n t i t a t i v e c r i t e r i a
s a f e t y impacts a r e a .
(VMT)
were e s t a b l i s h e d to f o c u s t h e e v a l u a t i o n i n t h e
S p e c i f i c a l l y , the e v a l u a t i o n d e a l t w i t h t h e e f f e c t s o f
changes i n VMT on t h r e e major r o u t e s and on a l l o t h e r r o u t e s , the e f f e c t s o f
changes i n r u n n i n g speeds a t s i x s p e c i f i c l o c a t i o n s f o r t h r e e d i f f e r e n t time
p e r i o d s , t h e e f f e c t s of changes i n the number of v e h i c l e - v e h i c l e c o n f l i c t s a t
f i v e s p e c i f i c l o c a t i o n s and f o r the e n t i r e Reno Road Route, and the e f f e c t s
of changes i n t h e number o f p e d e s t r i a n - v e h i c l e c o n f l i c t s a t s i x s p e c i f i c
locations.
98
�CRITERIA
Changes i n A c c e s s to
Public F a c i l i t i e s
Metrorail
Bikeways
Educational F a c i l i t i e s
Recreational,Facilities
H i s t o r i c Areas
Changes i n Access to
Shopping F a c i l i t i e s
Friendship
Heights
Tenley C i r c l e
Lower W i s c o n s i n
C o n n e c t i c u t Avenue
E f f e c t s on Commuter
(work) T r a v e l
Legend:
Alternative
it
Alternative
20
Alternative
3\~~\
Alternative
4-3j^ — —
Alternative
5^
BMI
(Existing
O
0 n e
Traffic
Operations
Lane i n E a c h D i r e c t i o n w i t h P a r k i n g
•f~|Reversible Lane Operation
— j J f O n e L a n e Southbound and
Parking Prohibited
-j^Two L a n e s Southbound and
Parking Permitted
with Parking
Two
one
Permitted
Prohibited
L a n e s Northbound w i t h
Lane Northbound w i t h
Exhibit
MOBILITY EVALUATION
99
_
_
39
�V e h i c l e M i l e s of T r a v e l ( V M T ) — E x h i b i t
40 d i s p l a y s the r a t i n g s a s s i g n e d
each a l t e r n a t i v e f o r the t h r e e major r o u t e s
was
a s s i g n e d to the b a s e l i n e c o n d i t i o n s .
i n a g r e a t e r f r e q u e n c y of a c c i d e n t s .
PM VMT
of 2,000 was
i n c r e a s e i n VMT
Therefore,
and
A r a t i n g of 3
generally results
an i n c r e a s e i n the AM
a d e c r e a s e of 2,000 was
tenth.
VMT
d a t a f o r the b a s e l i n e a l t e r n a t i v e
from e x i s t i n g t r a f f i c count d a t a .
VMT
d a t a f o r the o t h e r
a l t e r n a t i v e s were e s t i m a t e d as p a r t of the assignment a n a l y s i s , w h i c h
discussed
and
I n c r e a s e s or d e c r e a s e s between t h e s e extremes
were a s s i g n e d to the n e a r e s t
derived
An
a s s i g n e d a r a t i n g of 1.0
a s s i g n e d a r a t i n g of 5.0.
was
i n the c o r r i d o r .
to
e a r l i e r i n S e c t i o n 2.4
was
on T r a v e l .
S p e e d — T h e s a f e t y impacts a t t r i b u t a b l e to changes i n r u n n i n g speed were e v a l uated a t s i x l o c a t i o n s along the Reno Road Route.
I t was
postulated
that
i n c r e a s e s i n r u n n i n g speeds a t these l o c a t i o n s would have an a d v e r s e impact
on s a f e t y .
A c c i d e n t s e v e r i t y tends to i n c r e a s e as speeds i n c r e a s e .
The
s i x l o c a t i o n s were:
•
3 4 t h S t r e e t from Macomb S t r e e t to Woodley S t r e e t — t h i s i s the speed
zone f o r the Eaton School.
•
Reno Road from Ordway S t r e e t to P o r t e r S t r e e t — t h e s i g h t - r e s t r i c t i v e
c r e s t and the queue of v e h i c l e s t u r n i n g onto P o r t e r S t r e e t r e q u i r e
northbound t r a f f i c to d r i v e s l o w e r .
•
Reno Road from Yuma S t r e e t to Albemarle S t r e e t — t h e wide t r e e l e a n i n g
i n t o the s i d e of the road and the h o r i z o n t a l c u r v e on the moderate
downgrade d i c t a t e a r e l a t i v e l y slow s a f e speed f o r t h i s s e c t i o n .
•
Reno Road from Cumberland S t r e e t to E l l i c o t S t r e e t — t h i s i s the speed
zone f o r the Mutch School.
•
Reno Road from M i l i t a r y Road to Chevy Chase P a r k w a y — t h i s segment
has a w i n d i n g a l i n e m e n t w i t h s e v e r a l m u l t i - l e g g e d , s i g h t - r e s t r i c t e d
intersections.
•
Reno Road from Van Ness S t r e e t to T i l d e n S t r e e t — b e c a u s e of the s t e e p
downgrade on the southbound approach to the s i g n a l i z e d T i l d e n S t r e e t
i n t e r s e c t i o n , stopping d i s t a n c e s a r e l o n g e r . The s t o p p i n g d i s t a n c e s
a r e even longer f o r v e h i c l e s t r a v e l l i n g a t h i g h e r speeds.
100
�ALTERNATIVE
ROUTE
I
1
2
A
1
Reno Road Route
3.0
4.3
1.0
3.0
2.3
W i s c o n s i n Avenue
3.0
2.3
3.9
3.0
3.1
Connecticut
3.0
2.3
4.6
3.0
3.9
Other Route
3.0
3.5
2.0
3.0
2.6
Overall Average^
3.0
3.1
2.9
3.0
3.0
Avenue
1_/The o v e r a l l average was computed w e i g h t i n g
Alternative
Alternative
Alternative
Alternative
Alternative
BMI
each r o u t e e q u a l l y .
1 — E x i s t i n g T r a f f i c Operations
2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3 — R e v e r s i b l e Lane Operation w i t h P a r k i n g P r o h i b i t e d
4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
S A F E T Y IMPACTS A T T R I B U T A B L E
T O C H A N G E S IN V E H I C L E - M I L E S O F T R A V E L
101
Exhibit
40
�An
i n c r e a s e on the order of 2 to 5 mph
d e c r e a s e on the o r d e r of 2 to 5 mph
was
was
a s s i g n e d a r a t i n g of 2.5
a s s i g n e d a r a t i n g of
and
a
3.5.
E x h i b i t 41 d i s p l a y s the r a t i n g s a s s i g n e d to each a l t e r n a t i v e f o r the AM
the PM
peak, and
Vehicle-Vehicle
peak,
the o f f - p e a k p e r i o d .
Conflicts—Research
has
shown t h a t an i n c r e a s e
v e h i c l e c o n f l i c t s r e s u l t s i n an i n c r e a s e i n a c c i d e n t f r e q u e n c y .
occur most f r e q u e n t l y
a t an u n s i g n a l i z e d
at intersections.
in vehicleConflicts
For example, v e h i c l e s t u r n i n g
i n t e r s e c t i o n o f t e n c o n f l i c t w i t h opposing t r a f f i c
i n g through the i n t e r s e c t i o n .
left
proceed-
Consequently, the s a f e t y impacts a t t r i b u t a b l e
to change i n v e h i c l e - v e h i c l e c o n f l i c t s were e v a l u a t e d a t s i x i n t e r s e c t i o n s
along the Reno Road Route.
These were:
•
•
Reno Road and A l b e m a r l e S t r e e t — c u r r e n t l y , t h e r e i s a s u b s t a n t i a l
amount of t r a f f i c t u r n i n g l e f t from Reno Road to A l b e m a r l e and t h i s
l e f t i s not p r o t e c t e d by an e x c l u s i v e l e f t t u r n s i g n a l phase.
•
Reno Road and Van Ness S t r e e t — a l t h o u g h the l e f t t u r n from Reno Road
to Van Ness S t r e e t i s not p r o t e c t e d , a s i g n i f i c a n t number of v e h i c l e s
were observed to make t h i s l e f t .
•
34th S t r e e t and P o r t e r S t r e e t — c u r r e n t l y , a s u b s t a n t i a l amount of
t r a f f i c on Reno Road t u r n s onto P o r t e r and t h e r e i s no p r o t e c t e d
e x c l u s i v e l e f t t u r n phase.
•
The
Reno Road and Chevy Chase P a r k w a y — a l t h o u g h t h e r e i s a p r o t e c t e d l e f t
t u r n s i g n a l phase f o r northbound Reno Road t r a f f i c t u r n i n g onto w e s t bound Fessenden S t r e e t , t h e r e a r e c u r r e n t l y o t h e r c o n f l i c t s o c c u r r i n g
because of v e h i c l e e n t e r i n g from and e x i t i n g to Chevy Chase Parkway,
w h i c h a r e not p r o t e c t e d by a t r a f f i c s i g n a l .
34th S t r e e t and G a r f i e l d S t r e e t — t h e l e f t t u r n s from Reno Road a r e
not p r o t e c t e d by e x c l u s i v e , l e f t t u r n phases.
r a t i n g scheme was
as f o l l o w s .
employed f o r t h i s e v a l u a t i o n
The
projected
criteria.
An
c o n f l i c t i n g v e h i c l e s a t an i n t e r s e c t i o n was
t u r n i n g movement counts were
i n c r e a s e of 450
i n the number of
a s s i g n e d a r a t i n g of 1.0
d e c r e a s e i n the number of c o n f l i c t i n g v e h i c l e s a t an i n t e r s e c t i o n of
was
a s s i g n e d a r a t i n g of 5.0.
were a s s i g n e d to the n e a r e s t
Increases
tenth.
102
and
a
450
or d e c r e a s e s between the extremes
�ALTERNATIVE
:ATION
3.0
3.0
2.5
2.5
3.0
3.0
3.0
2.5
3.0
3.0
3.0
3.0
2.5
2.5
3.0
AM Peak
3.0
3.0
2.0
2.5
3.0
3.0
2.5
3.0
3.0
3.0
3.0
3.0
2.5
2.5
3.0
AM Peak
3.0
3.0
2.0
2.5
2.5
3.0
2.5
2.0
3.0
3.5
3.0
3.0
3.0
2.5
2.5
AM Peak
3.0
3.0
3.0
3.0
3.0
PM Peak
3.0
3.0
3.0
3.0
3.0
Off-Peak
3.0
3.0
3.0
3.0
3.0
AM Peak
3.0
3.0
3.5
3.0
3.5
PM Peak
3.0
3.0
3.0
3.0
3.5
Off-Peak
3.0
3.0
3.5
3.0
3.5
AM Peak
3.0
3.0
3.5
2.5
3.0
PM Peak
3.0
3.5
3.0
3.0
3.0
Off-Peak
3.0
3.0
2.5
2.5
3.0
AVERAGE
BMI
AM Peak
Off-Peak
F
5
PM Peak
E
4
Off-Peak
D
3
PM Peak
C
2
Off-Peak
B
I
PM Peak
A
DIRECTION
3.0
3.0
2.5
2.8
3.1
TIME
Southbound
Southbound
Northbound
Southbound
Northbound
Northbound
SAFETY IMPACTS ATTRIBUTABLE
TO CHANCES IN RUNNING SPEEDS
103
Exhibit
^-J
�C o n f l i c t s a l s o o c c u r because of p a r k i n g v e h i c l e s .
T h e r e f o r e , i t was
decided
to a s s i g n a r a t i n g to the o v e r a l l number o f v e h i c l e - v e h i c l e c o n f l i c t s a t t r i b u t a b l e to p a r k i n g and
other maneuvers f o r each a l t e r n a t i v e .
E x h i b i t 42 d i s p l a y s the r a t i n g s a s s i g n e d to each a l t e r n a t i v e f o r t h e
l o c a t i o n s f o r both the AM
Pedestrian-Vehicle
peak and
Conflicts—The
number of p e d e s t r i a n - v e h i c l e
the PM
peak p e r i o d s .
s a f e t y impacts a t t r i b u t a b l e to changes i n the
c o n f l i c t s were e v a l u a t e d a t f i v e
along the Reno Road Route.
selected
intersections
These i n t e r s e c t i o n s were s e l e c t e d because h i g h pedes-
t r i a n volumes c r o s s at t h e s e i n t e r s e c t i o n s .
The
i n t e r s e c t i o n s are described
below:
No. of
Crossings
Location
T o t a l 10-hour
P e d e s t r i a n Count
Date
Count Taken
4 1 s t S t r e e t , Reno Road
& M i l i t a r y Road
5
342
11/18/81
Reno Road & Fessenden S t r e e t
5
352
11/16/81
Reno Road & Albemarle S t r e e t
4
216
11/4/81
Reno Road & Van
Ness S t r e e t
4
582
8/31/82
34th S t r e e t & Massachusetts
4
199
12/4/81
The
segment of Reno Road from Macomb S t r e e t to Woodley S t r e e t was
c l u d e d because of the p e d e s t r i a n
The
-
projected
teria.
An
s e c t i o n was
also i n -
a c t i v i t y generated by the E a t o n S c h o o l .
t u r n i n g movement counts were employed f o r t h i s e v a l u a t i o n
i n c r e a s e of 380
i n the number of c o n f l i c t i n g v e h i c l e s a t an
a s s i g n e d a r a t i n g of 1.0
and
v e h i c l e s a t an i n t e r s e c t i o n of 380 was
a s s i g n e d a r a t i n g of 5.0.
Increases
or
tenth.
E x h i b i t 43 d i s p l a y s the r a t i n g s a s s i g n e d to each a l t e r n a t i v e f o r the
times of
inter-
a d e c r e a s e i n the number of c o n f l i c t i n g
d e c r e a s e s between the extremes were a s s i g n e d to the n e a r e s t
l o c a t i o n s and
cri-
selected
day.
O v e r a l l A v e r a g e — T h e a v e r a g e r a t i n g s a s s i g n e d to each of the a l t e r n a t i v e s f o r
the f o u r s a f e t y c r i t e r i a a r e shown g r a p h i c a l l y i n E x h i b i t
104
44.
�life
mm
>7
ALTERNATIVE
LOCATION
AM Peak
2.4
3.0
2.4
3.0
3.6
3.0
3.0
3.6
AM Peak
3.0
3.0
2.9
3.0
2.9
PM Peak
3.0
3.1
3.0
3.0
3.1
AM Peak
3.0
3.1
1.0
3.0
1.0
PM Peak
3.0
3.0
3.0
3.0
2.9
AM Peak
3.0
3.2
2.4
3.0
2.4
PM Peak
3.0
3.8
3.0
3.0
3.9
AM Peak
3.0
3.0
2.7
3.0
2.7
PM Peak
AVERAGE
3.0
PM Peak
Entire
Length
3.0
3.0
3.4
3.0
3.0
3.4
AM Peak
3.0
2.5
3.0
3.5
3.5
PM Peak
3.0
2.0
3.0
3.0
2.5
3.0
3.1
2.7
3.0
2.9
A l t e r n a t i v e 1 — E x i s t i n g T r a f f i c Operations
A l t e r n a t i v e 2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
A l t e r n a t i v e 3 — R e v e r s i b l e Lane O p e r a t i o n w i t h P a r k i n g P r o h i b i t e d
A l t e r n a t i v e 4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
A l t e r n a t i v e 5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
BMI
S A F E T Y IMPACTS A T T R I B U T A B L E
T O C H A N C E S IN T H E NUMBER O F
VEHICLE-VEHICLE CONFLICTS
105
Exhibit
42
�II
r
Alternative
Alternative
Alternative
Alternative
Alternative
BMI
1 — E x i s t i n g T r a f f i c Operations
2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3 — R e v e r s i b l e Lane Operation w i t h P a r k i n g P r o h i b i t e d
4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
S A F E T Y IMPACTS A T T R I B U T A B L E T O C H A N G E S
IN T H E NUMBER O F P E D E S T R I A N V E H I C L E C O N F L I C T S
106
Exhibit
�CRITERIA
Reduced P e d e s t r i a n /
Vehicle Conflicts
Reduced V e h i c l e Vehicle Conflicts
Reduced
VMT
Reduced Speed
Legend;
Alternative li
(Existing Traffic
Alternative 20
0°ne
A l t e r n a t i v e 3Q
QReversible
A l t e r n a t i v e 4Hfc
Alternative 5 ^
r
BMI
Operations
Lane i n E a c h D i r e c t i o n w i t h P a r k i n g
Lane O p e r a t i o n
— j f c o n e Lane Southbound and
Parking Prohibited
with Parking Prohibited
Two
& T w o L a n e s Southbound and one
Parking Permitted
SAFETY
Permitted
Lanes
Northbound w i t h
L a n e Northbound with
EVALUATION
44
107
�4.8
Environment and
Energy
T h i s s u b s e c t i o n d i s c u s s e s the methodology used and the e s t i m a t e d e n v i r o n mental and energy impacts f o r each t r a f f i c o p e r a t i o n s a l t e r n a t i v e .
M e t h o d o l o g y — A i r p o l l u t i o n e m i s s i o n s were computed u s i n g carbon monoxide
and hydrocarbon (HC) e m i s s i o n f a c t o r s developed by the Washington COG
1981 c a l e n d a r y e a r v e h i c l e f l e e t .
(CO)
f o r the
The average o p e r a t i n g speed f o r i n d i v i d u a l
s e c t i o n s of each of the f o u r r o u t e s were e s t i m a t e d and converted to r a t e s i n
terms of "grams/mile".
s e c t i o n VMT
These r a t e s were s i m p l y m u l t i p l i e d by the a p p r o p r i a t e
v a l u e to produce a peak p e r i o d , peak d i r e c t i o n e m i s s i o n v a l u e f o r
a comparison o f
alternatives.
F u e l consumption f o r peak p e r i o d , peak d i r e c t i o n t r a f f i c f l o w f o r each study
a l t e r n a t i v e was
computed by m u l t i p l y i n g VMT
o f g a l l o n s per m i l e .
the average
by a f u e l consumption r a t e i n terms
The f u e l consumption r a t e was d e r i v e d as a f u n c t i o n o f
o p e r a t i n g speed on each i n d i v i d u a l l i n k .
were o b t a i n e d
from two s o u r c e s :
1) "Network-Based Methodology to F o r e c a s t
P r i v a t e T r a n s p o r t a t i o n F u e l Consumption" prepared
March 1983
( R e f . 5 ) ; and 2) " V e h i c l e Operating
Pavement Type and C o n d i t i o n F a c t o r s " prepared
P l a n n i n g i n March 1982
The f u e l consumption r a t e s
by BMI
f o r F l o r i d a DOT
in
C o s t s , F u e l Consumption, and
by t h e FHWA O f f i c e o f Highway
(Ref. 6 ) .
R e s u l t s — E x h i b i t 45 p r e s e n t s e s t i m a t e d a i r p o l l u t i o n e m i s s i o n s f o r each o f the
five alternatives.
Both carbon monoxide (CO) and hydrocarbon (HC)
a r e l i s t e d f o r each of t h e study a r e a r o u t e s .
l e v e l i n A l t e r n a t i v e s 3 and 5.
emissions
E m i s s i o n s a r e at t h e i r
lowest
W i t h regard to t h e Reno r o u t e , A l t e r n a t i v e 3
has the lowest CO e m i s s i o n s and A l t e r n a t i v e s 1 and 4 t h e lowest HC
emissions.
E x h i b i t 46 p r e s e n t s t h e e s t i m a t e d energy consumption f o r each o f t h e f i v e
natives.
A l t e r n a t i v e s 3 and 5 have t h e lowest consumption v a l u e s due
to t h e i r i n c r e a s e d f a c i l i t y c a p a c i t y and speed.
primarily
I n t u r n t h e s e same a l t e r n a t i v e s
consume more f u e l on the Reno r o u t e and s i d e s t r e e t s than t h e o t h e r t h r e e
a l t e r n a t i v e s because of i n c r e a s e d
VMT.
108
alter-
�r
ALTERNATIVE
AIR POLLUTION
E m i s s i o n s - CO
Reno Road Route
960kg
980kg
950kg
960kg
970 kg
Side Streets
360
320
440
360
400
C o n n e c t i c u t Ave.
3,140
3,270
2,860
3,210
2,920
W i s c o n s i n Ave.
1,590
1,640
1,410
1,590
1,460
6,050
6,110
5,660
6,120
5,750
Reno Road Route
93
94
96
93
97
Side S t r e e t s
33
30
40
33
37
C o n n e c t i c u t Ave.
294
294
261
289
266
W i s c o n s i n Ave.
152
157
138
152
143
572
575
535
567
543
TOTAL
E m i s s i o n s - HC
TOTAL
Alternative
Alternative
Alternative
Alternative
Alternative
1 — E x i s t i n g T r a f f i c Operations
2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3 — R e v e r s i b l e Lane Operation w i t h P a r k i n g P r o h i b i t e d
4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
1/AM and PM Peak P e r i o d
BMI
AIR POLLUTION
109
E M I S S I O N S1 /
-
Exhibit
45
�ALTERNATIVE
CRITERIA
Reno Road Route
970 g a l
960 g a l
Side Streets
340
300
410
340
370
C o n n e c t i c u t Ave.
2,990
3,000
2,690
2,940
2,740
W i s c o n s i n Ave.
1,530
1,580
1,420
1,530
1,470
5,830 g a l
5,840 g a l
5,530 g a l
5,789 g a l
5,580 g a l
TOTAL
Note:
Alternative
Alternative
Alternative
Alternative
Alternative
BMI
1,010 g a l
970 g a l
1,000 g a l
F o r each a l t e r n a t i v e g a l l o n s ( g a l ) o f t r a n s p o r t a t i o n energy
consumption i s noted.
1 — E x i s t i n g T r a f f i c Operations
2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3 — R e v e r s i b l e Lane O p e r a t i o n w i t h P a r k i n g P r o h i b i t e d
4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
T R A N S P O R T A T I O N E N E R G Y CONSUMPTION
(PEAK PERIODS)
110
Exhibit
^J_g
�A summary of t h e environment and energy e v a l u a t i o n i s p r e s e n t e d i n E x h i b i t 47.
F o r each of t h e e v a l u a t i o n c r i t e r i a , a r a t i n g of 3 was g i v e n t o A l t e r n a t i v e 1
(current conditions).
A r a t i n g of 5 was g i v e n each a l t e r n a t i v e w h i c h
a i r p o l l u t i o n e m i s s i o n s or f u e l consumption by 7 p e r c e n t .
p e r c e n t i n c r e a s e m e r i t e d a r a t i n g of 1.
reduced
Likewise, a 7
Under i n t e r r u p t e d t r a f f i c f l o w con-
d i t i o n s , n o i s e i s a d i r e c t f u n c t i o n of t r a f f i c volumes.
Therefore, a r a t i n g
of 5 was g i v e n f o r a 20 p e r c e n t r e d u c t i o n i n t o t a l Reno Route VMT; a 1 r a t i n g
was g i v e n f o r a 20 p e r c e n t i n c r e a s e i n VMT.
The r a t i n g f o r neighborhood
c o h e s i o n was based on Reno Route VMT, average speed, and number of through
l a n e s (peak and o f f - p e a k ) .
I t was p o s t u l a t e d t h a t a l t e r n a t i v e s w i t h h i g h e r
volumes and speeds would tend to make t h e Reno Route more of a " b a r r i e r
road"
thereby r e d u c i n g c o h e s i o n among the v a r i o u s neighborhoods i n the study a r e a .
C o n v e r s e l y , t h e b a r r i e r d i s s i p a t e s a s through volume d e c r e a s e s and p e d e s t r i a n
c r o s s i n g s become e a s i e r .
A l t e r n a t i v e s 3 and 5 r a t e h i g h l y f o r r e d u c i n g a i r p o l l u t a n t e m i s s i o n s and f u e l
consumption; but A l t e r n a t i v e 3 i n p a r t i c u l a r r a t e s p o o r l y w i t h r e g a r d to t h e
t r a f f i c n o i s e and neighborhood cohesion c r i t e r i a .
A l t e r n a t i v e 2 r a t e s the
h i g h e s t on n o i s e and neighborhood cohesion.
4.9
The
Costs
i n c r e m e n t a l c o s t s o f implementing each a l t e r n a t i v e were e s t i m a t e d .
E s s e n t i a l l y , o n l y those c o s t s which would be i n c u r r e d by t h e D i s t r i c t o f
Columbia Department o f T r a n s p o r t a t i o n f o r s i g n s , s i g n a l s and markings were
considered.
I t i s emphasized t h a t t h i s e v a l u a t i o n d i d not i n c l u d e a d e t a i l e d
cost-benefit analysis.
No attempt was made t o e s t i m a t e b e n e f i t s t h a t c o u l d
r e s u l t from improved t r a f f i c o p e r a t i o n .
Nor were o t h e r c o s t s , such as d e l a y
c o s t s and a d d i t i o n a l v e h i c l e o p e r a t i n g c o s t s i n c u r r e d by m o t o r i s t s w h i l e
markings a r e being removed or i n s t a l l e d , i n c l u d e d i n t h i s e v a l u a t i o n .
E x h i b i t 48 d i s p l a y s a summary o f t h e number o f s i g n s , markings and s i g n a l s
needed t o be removed o r i n s t a l l e d f o r each a l t e r n a t i v e .
The
implementation
c o s t s f o r each o f t h e a l t e r n a t i v e s were s u b s e q u e n t l y e s t i m a t e d u s i n g t h e
following unit
costs.
111
�CRITERIA
Emissions
CO
HC
Noise
Transportation
Energy Consumption
Neighborhood
Cohesion
Legend:
Alternative l i
( E x i s t i n g T r a f f i c Operations
0 n e
Alternative
20
O
Alternative
3| |
f ~ | R e v e r s i b l e Lane O p e r a t i o n w i t h P a r k i n g P r o h i b i t e d
Alternative
Alternative
BMI
Lane i n Each D i r e c t i o n w i t h P a r k i n g
Permitted
— — — ^ f O n e Lane Southbound and Two Lanes Northbound w i t h
Parking Prohibited
5A
ATWO Lanes Southbound and one Lane Northbound w i t h
Parking Permitted
ENVIRONMENT & E N E R G Y E V A L U A T I O N
112
Exhibit
47
�ALTERNATIVE
TRAFFIC CONTROL DEVICE
1
1
No. of S t a t i c S i g n s Needed
to be removed
27
83
96
81
88
No. o f S t a t i c S i g n s Needed
to be I n s t a l l e d
8
63
127
98
97
No. o f Dynamic S i g n s Needed
to be i n s t a l l e d
1
A
10
No. o f L i n e a l Feet of C e n t e r l i n e
Needed to be Removed
0
3.725
0
8.000
No. of L i n e a l Feet of C e n t e r l i n e
Needed to be A p p l i e d
0
2,650
0
8,000
No. o f L i n e a l Feet of Lane L i n e s
Needed to be Removed
0
1,565
200
2.000
No. of L i n e a l Feet o f Lane L i n e s
Needed t o be A p p l i e d
675
No. o f T r a f f i c S i g n a l s Needed
to be Removed
No. o f T r a f f i c S i g n a l s Needed
to be I n s t a l l e d
Alternative
Alternative
Alternative
Alternative
Alternative
BMI
1 — E x i s t i n g T r a f f i c Operations
2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3 — R e v e r s i b l e Lane Operation w i t h P a r k i n g P r o h i b i t e d
4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
CHANGES
IN S I G N S , S I G N A L S , AND MARKINGS
ON T H E RENO ROAD R O U T E
113
Exhibit
48
�S i g n I n s t a l l a t i o n = $50. per s i g n i n s t a l l a t i o n ( i n c l u d e s c o s t f o r a
s t a n d a r d s i g n and t y p i c a l i n s t a l l a t i o n equipment and l a b o r c o s t )
S i g n Removal = $10. per s i g n removal
4" C e n t e r l i n e Marking I n s t a l l a t i o n = $1.00 per l i n e a l f t . (2 l i n e s )
4" Lane L i n e Marking I n s t a l l a t i o n = $0.50 per l i n e a l f t
6" C r o s s w a l k Marking I n s t a l l a t i o n = $1.00 per l i n e a l f t
12" Stop L i n e Marking I n s t a l l a t i o n = $1.50 per l i n e a l f t
Marking Removal = $0.07 per l i n e a l f t removed
T r a f f i c S i g n a l I n s t a l l a t i o n = $60,000
T r a f f i c S i g n a l Maintenance Cost = $2,200 per year
T r a f f i c S i g n a l Removal • $15,000 per s i g n a l
These c o s t s were t o t a l e d f o r each a l t e r n a t i v e .
evaluated
by a s s i g n i n g a r a t i n g
d i s p l a y s the r a t i n g s assigned
removal
The i n c r e m e n t a l
c o s t s were then
from 1.0 to 5.0 f o r each a l t e r n a t i v e .
to each a l t e r n a t i v e
on t h e b a s i s of
Exhibit
incremental
cost.
4.10
C o m p a t i b i l i t y and P r a c t i c a l i t y
T h i s s u b s e c t i o n of the working paper d i s c u s s e s 1) t h e c o m p a t i b i l i t y o f each
alternative
w i t h r e s p e c t to t h e f u n c t i o n a l c l a s s i f i c a t i o n and p u b l i c
transit
and 2) p r a c t i c a l i t y i n terms o f ease of implementation.
P r e s e n t l y , t h e Reno Road Route i s c l a s s i f i e d by DC DOT
as a Minor
and C o n n e c t i c u t and W i s c o n s i n Avenues a r e c l a s s i f i e d as Major
Arterial
Arterials.
The b a s i c f u n c t i o n of an a r t e r i a l i s to move t r a f f i c f i r s t and s e r v e
use second.
The p r e c e d i n g s e c t i o n s have e s t i m a t e d
o f s e r v i c e , e t c . f o r each of t h e f i v e o p t i o n s .
impacts on t r a v e l ,
Basically
a l s o remains as a Minor A r t e r i a l .
toward becoming a major c o l l e c t o r
level
under a l l o p t i o n s
C o n n e c t i c u t and W i s c o n s i n remain as Major A r t e r i a l s w i t h d i f f e r e n t
t r a f f i c volume and l e v e l s of s e r v i c e .
land
l e v e l s of
The Reno Road Route's b a s i c f u n c t i o n
However, w i t h A l t e r n a t i v e 2 i t moves
because of lower volumes and speeds.
114
49
�ALTERNATIVE
RATING
1
2
1.5
4
2.5
5
BMI
2.5
3
Alternative
Alternative
Alternative
Alternative
Alternative
3.0
1.0
1 — E x i s t i n g T r a f f i c Operations
2—One Lane i n Each D i r e c t i o n w i t h P a r k i n g P e r m i t t e d
3 — R e v e r s i b l e Lane O p e r a t i o n w i t h P a r k i n g P r o h i b i t e d
4—One Lane Southbound and Two Lanes Northbound w i t h P a r k i n g P r o h i b i t e d
5—Two Lanes Southbound and One Lane Northbound w i t h P a r k i n g P e r m i t t e d
Exhibit
COST
EVALUATION
115
�W i t h r e s p e c t to c o m p a t i b i l i t y w i t h p u b l i c t r a n s i t , the a l t e r n a t i v e s w i t h lower
highway c a p a c i t y tend to f a v o r mass t r a n s i t use.
f a v o r A l t e r n a t i v e 2 over A l t e r n a t i v e s 1,
T h i s c r i t e r i o n would
4, and 5 w h i c h a r e f a v o r e d
thus
over
A l t e r n a t i v e 3.
From a t r a f f i c e n g i n e e r i n g v i e w p o i n t
any o f the o p t i o n s can be implemented
through t h e proper deployment of s i g n s , s i g n a l s , m a r k i n g s , and minor r e c o n s t r u c tion.
However, t h e past demonstration of A l t e r n a t i v e 3 would i n d i c a t e t h a t
t h e r e may
be d i f f i c u l t y i n r e - i n s t i t u t i n g a r e v e r s i b l e l a n e o p e r a t i o n .
a l t e r n a t i v e s should
f a v o r s a f e t y c o n s i d e r a t i o n s over o n - s t r e e t p a r k i n g .
would tend to f a v o r those o p t i o n s w h i c h e l i m i n a t e p a r k i n g .
116
Also,
This
�SUMMARY, CONCLUSIONS,
AND RECOMMENDATIONS
�5.
SUMMARY, CONCLUSIONS AND RECOMMENDATIONS
T h i s s e c t i o n of t h e r e p o r t p r e s e n t s t h e summary e v a l u a t i o n , c o n c l u s i o n s and
recommendations r e g a r d i n g a T r a n s p o r t a t i o n System Management P l a n (TSM) f o r
the Reno Road C o r r i d o r .
5.1
Summary E v a l u a t i o n
E x h i b i t 50 p r e s e n t s a summary e v a l u a t i o n of t h e f i v e a l t e r n a t i v e s .
The
summary e v a l u a t i o n presents, f o r each of t h e seven a r e a s , r a t i n g s f o r each of
the f i v e o p t i o n s .
These r a t i n g s a r e intended
and weaknesses o f each of t h e o p t i o n s .
to highlight the strengths
The e x h i b i t a l s o i n d i c a t e s f o r t h e
r e a d e r where more d e t a i l s c a n be found w i t h i n t h e body of t h e r e p o r t .
G e n e r a l A c c e s s — T h e g e n e r a l a c c e s s e v a l u a t i o n shows t h e c o n f l i c t between key
s i d e s t r e e t neighborhood a c c e s s ( f a v o r i n g A l t e r n a t i v e 2) and commuter t r a v e l
( f a v o r i n g A l t e r n a t i v e s 3 and 5 ) .
T r a v e l — W i t h r e s p e c t t o r e d u c t i o n s of through t r a f f i c , key s i d e s t r e e t
and
traffic
t r a f f i c on t h e Reno Road Route, A l t e r n a t i v e 2 i s f a v o r e d due t o r e d u c t i o n s
i n t r a f f i c volumes and lower speeds.
The t r a f f i c volume r e d u c t i o n s a r e due t o
r e d u c t i o n s i n the a f t e r n o o n peak hour c a p a c i t y and speed r e d u c t i o n s r e s u l t from
the i n c r e a s e d t r a f f i c c o n g e s t i o n .
However, w i t h r e s p e c t t o A l t e r n a t i v e 2 t h e
e l i m i n a t i o n of p a r k i n g and r e d u c t i o n of s i d e f r i c t i o n from p a r a l l e l - t r a v e l l i n g
v e h i c l e s w i l l s e r v e t o l e s s e n these speed r e d u c t i o n s .
i n v e h i c u l a r t r a f f i c i s added to C o n n e c t i c u t
L e v e l of S e r v i c e — T h e
However, t h i s
and W i s c o n s i n
reduction
Avenues.
l o w e s t l e v e l s o f s e r v i c e a r e f o r A l t e r n a t i v e s 3 and 5 w i t h
the g r e a t e s t number o f i n t e r s e c t i o n s o p e r a t i n g a t s e r v i c e l e v e l s E and F. F o r
the AM p e r i o d , A l t e r n a t i v e s 1, 2, and 4 operate a t comparable l e v e l s .
for
t h e PM p e r i o d , A l t e r n a t i v e 2 o p e r a t e s a t a lower
to A l t e r n a t i v e s 1 and 4.
However,
s e r v i c e l e v e l when compared
The l e v e l of s e r v i c e does indeed
improve i n A l t e r n a t i v e
3 and 5 f o r those s e c t i o n s o f Reno Road where an a d d i t i o n a l l a n e i s p r o v i d e d .
However, the n o r t h e r n and southern
one
s e c t i o n s o f t h e Reno Road r o u t e w h i c h remain
l a n e i n each d i r e c t i o n w i l l e x p e r i e n c e an i n c r e a s e i n both t r a f f i c volume
and c o n g e s t i o n .
The o v e r a l l e f f e c t , a s i s shown l a t e r i n E x h i b i t 36, i s a
worse l e v e l of s e r v i c e than c u r r e n t c o n d i t i o n s d u r i n g the morning peak p e r i o d .
118
�CRITERIA
COMMENTS
Side Street
Neighborhood
Access
G e n e r a l Access
More D e t a i l
Report
SECTION
4.3
Commuter
Travel
Reno Route
Key S i d e S t r e e t s
4.4
Through T r a f f i c
Reduction
Level of Service
AM-Reno Route
4.5
PM-Reno Route
Access t o P u b l i c
Facilities
Mobility
4.6
Access to
Shopping
Combined
Rating f o r
Safety
Safety
Noise &
Neighborhood
Cohesion
Environment &
Energy
4.7
4.8
Emissions &
Energy
Consumption
Capital &
O&M C o s t s
Cost
4.9
Legend:
Alternative
1#
f E x i s t i n g T r a f f i c Operations
Alternative
2 0 ~
OOne
Alternative
3Q
Q R e v e r s i b l e Lane O p e r a t i o n w i t h P a r k i n g P r o h i b i t e d
Alternative
4-3fr
— j f c o n e Lane Southbound and Two L a n e s Northbound with
Parking Prohibited
Alternative
5A
& T w o L a n e s Southbound and one Lane Northbound with
Parking Permitted
BMI
Lane i n E a c h D i r e c t i o n w i t h Parking
Permitted
Exhibit
SUMMARY E V A L U A T I O N C H A R T
119
50
�M o b i l i t y — F r o m the p o i n t of v i e w of a c c e s s to p u b l i c f a c i l i t i e s , A l t e r n a t i v e 2
has an edge over A l t e r n a t i v e 5 and 1.
motorized modes of t r a v e l .
T h i s i s p a r t i c u l a r l y t r u e f o r the non-
However, from the p o i n t of v i e w of a c c e s s to r e t a i l
f a c i l i t i e s , A l t e r n a t i v e 3 would be f a v o r e d .
greatest
increase
A l t e r n a t i v e 3 p r o v i d e s f o r the
i n c a p a c i t y on the Reno Road Route.
S a f e t y — E a c h o p t i o n was e v a l u a t e d f o r i t s impact on v e h i c l e - m i l e s
(which a f f e c t s accident frequency),
of t r a v e l
t r a f f i c speed ( w h i c h a f f e c t s a c c i d e n t
s e v e r i t y ) , v e h i c l e - v e h i c l e c o n f l i c t s and p e d e s t r i a n - v e h i c l e
conflicts.
From
a s a f e t y p o i n t of v i e w on an o v e r a l l b a s i s , A l t e r n a t i v e 2 has t h e h i g h e s t
r a t i n g f o l l o w e d by A l t e r n a t i v e 4, 1, and 5.
A l t e r n a t i v e 3, the r e v e r s i b l e
l a n e o p e r a t i o n , has the l o w e s t s a f e t y r a t i n g .
Environment and E n e r g y — W i t h r e s p e c t
to n o i s e and neighborhood c o h e s i o n ,
A l t e r n a t i v e 2 was r a t e d the h i g h e s t .
However, when one c o n s i d e r s r e l a t i v e
e m i s s i o n s and energy consumption, A l t e r n a t i v e s 3 and 5 a r e f a v o r e d .
C o s t — T h e c a p i t a l and operating/maintenance c o s t f o r implementing any of t h e
f i v e ( 5 ) b a s i c o p t i o n s w i l l be r e l a t i v e l y modest s i n c e o n l y s i g n and marking
changes would be n e c e s s a r y .
greater
5.2
However, A l t e r n a t i v e s 3 and 5 would
require
c o s t s over A l t e r n a t i v e s 1 , 2, and 4.
Conclusions
The a n a l y s i s of e x i s t i n g c o n d i t i o n s
i n d i c a t e s t h a t c e r t a i n countermeasures a r e
needed to a d d r e s s t r a f f i c e n g i n e e r i n g and s a f e t y problems i n the a r e a i r r e s p e c t i v e of w h i c h a l t e r n a t i v e i s s e l e c t e d .
These countermeasures a r e i n c o r p o r a t e d
w i t h i n the recommendations which f o l l o w i n S e c t i o n
120
5.3.
�The summary e v a l u a t i o n of the f i v e ( 5 ) o p t i o n s i n d i c a t e s t h a t f o r the most
p a r t , A l t e r n a t i v e 2 appears t o be the most promising
o p t i o n when compared t o
o t h e r a l t e r n a t i v e s . I t s major problem appears t o be a p o t e n t i a l worsening
of the a f t e r n o o n peak hour l e v e l of s e r v i c e along C o n n e c t i c u t and W i s c o n s i n
Avenues.
To m i t i g a t e t h i s p o t e n t i a l problem, s e v e r a l a c t i o n s might be e f f e c -
t i v e , such a s :
c o o r d i n a t e d o p t i m i z a t i o n of s i g n a l o p e r a t i o n s ,
semi-actuation
of c e r t a i n s i g n a l s , removal of the e x p r e s s bus l a n e s w i t h the f u l l
t i o n of M e t r o r a i l and i n c r e a s e d mode c h o i c e .
n a t i v e 2 c a n be m o d i f i e d
s i g n a l s , and markings.
implementa-
On the Reno Road Route, A l t e r -
t o remove p a r k i n g and deploy changes i n s i g n s ,
T h i s can be handled by a d e t a i l e d d e s i g n a f t e r a
p o l i c y d e c i s i o n i s made by DCDOT working w i t h the S t e e r i n g Committee.
5.3
Recommendations
I n order t o recommend a TSM P l a n f o r the Reno Road C o r r i d o r , BMI c o n s i d e r e d
the e x i s t i n g problems, e v a l u a t i o n of the f i v e s p e c i f i c o p t i o n s , and comments
from the S t e e r i n g Committee and DCDOT.
The i n v e n t o r y and a n a l y s i s of the e x i s t i n g problems i n d i c a t e d c o r r i d o r l e v e l
and s p e c i f i c problems on s i t e s on the Reno Road Route.
C o r r i d o r l e v e l problems
were shared by a l l through r o u t e s ( i . e . , C o n n e c t i c u t , W i s c o n s i n , Reno Road).
S i t e s p e c i f i c problems on the Reno Road Route e x i s t because of i t s v a r i a b l e
pavement w i d t h ( f r o m 24 f e e t t o 46 f e e t ) , i t s r o l l i n g grade, the nearby l a n d
use a c t i v i t i e s ( i . e . ,
devices, etc.
s c h o o l s , r e s i d e n c e s , e t c . ) , the number of t r a f f i c c o n t r o l
E x h i b i t 51 l i s t s the components of t h e recommended TSM P l a n f o r
the whole c o r r i d o r .
E x h i b i t 52
i n d i c a t e s the g e n e r a l l o c a t i o n of t h e s e r e -
commendations .
I t i s c l e a r from the e v a l u a t i o n r e s u l t s t h a t no one a l t e r n a t i v e i s c l e a r l y
ior
w i t h r e s p e c t t o a l l the c r i t e r i a .
super-
T h e r e f o r e , a s a p r a c t i c a l matter t h e
recommended approach should c o n s i d e r 1) the p o s i t i v e a s p e c t s of the most
121
promising
�DESCRIPTION
PROBLEM ADDRESSED/COMMENTS
P r o v i d e new/improved s i d e w a l k s on west s i d e of
Reno Road Route from C a t h e d r a l to Woodley, from
T i l d e n to Upton, from Davenport to Nebraska, 4
from Huntingion to Ingomar, 4 on east s i d e from
Rodman to Van Mess 4 from A l t o n to Appleton
Pedestrian Safety
2. Remove E x c e s s i v e
& Non-standard
Signs
Remove non-standard school speed l i m i t s i g n s ,
"Speed L i m i t S t r i c t l y E n f o r c e d " s i g n s , 4
"One Lane a t A l l T i a e s " s i g n s . Focus a t t e n t i o n on s e c t i o n between Chevy Chase Parkway
& E l l i c o t St.
M o t o r i s t Confusion
Overload
3. Improve fiikevay
Crossing
I n s t a l l bikeway c r o s s i n g warning s i g n s on
northbound & southbound Reno Rd. approaches to
the Warren S t . I n t e r s e c t i o n
Bicycle Safety
4. Study P e d e s t r i a n
C r o s s i n g Behavior
at Eaton School
Determine i f t r a f f i c s i g n a l i s warranted under
the School C r o s s i n g Warrant or i f other a c t i o n s
( e . g . , change s a f e w a l k i n g r o u t e s to s c h o o l ,
remove s t r i p e d c r o s s w a l k a t L o w e l l S t . ) a s
appropriate
School C h i l d r e n S a f e t y
5. I n s t a l l New
Standard School
Signs
I n s t a l l standard school zone and school c h i l d ren c r o s s w a l k warning s i g n s 4 school speed
l i m i t s i g n a s s e m b l i e s at Eaton School between
Macomb 4 Woodley 4 a t Murch School between
Nebraska 4 Chesapeake
School C h i l d r e n S a f e t y
6. I n s t a l l
Sign
P r o v i d e a stop s i g n f o r the westbound Ingomar
approach to the i n t e r s e c t i o n of Ingomar 4
39th S t s .
Unclear V e h i c u l a r
Right-of-Way
7. Improve S a f e t y
at M i l i t a r y / R e n o
Intersection
Move back stop b a r s on both the northbound 4
southbound Reno Rd. approaches to the M i l i t a r y
Rd. i n t e r s e c t i o n 4 c o n s i d e r r e c o n s t r u c t i o n
of the i n t e r s e c t i o n geometry
V e h i c l e Turning Movement
Safety
8. Change Lane
Configuration
the Reno Rd.
Route
Remove northbound lane l i n e s and i n s t a l l new
c e n t e r l i n e at a p p r o p r i a t e l o c a t i o n s to d e s i g nate one through lane i n each d i r e c t i o n 4 prov i d e a p p r o p r i a t e markings to designate l e f t
t u r n i n g l a n e s at s e l e c t e d i n t e r s e c t i o n s
between C a r f i e l d 4 Nebraska
Reduction
Change c u r r e n t p a r k i n g r e s t r i c t i o n s on the
Reno Rd. Route a s f o l l o w s : 1) n o r t h of
Nebraska, m a i n t a i n c u r r e n t r e s t r i c t i o n s but
a l s o p r o h i b i t p a r k i n g at a l l t i n e s on the
west s i d e from Huntington to G a r r i s o n 4 f o r
approximately 100 f t n o r t h of Fessenden, 2)
between Nebraska 4 C a r f i e l d , only permit parking a t a l l times on the e a s t s i d e from Yuma to
A l t o n 4 from Albemarle to Davenport 4 p r o h i b i t
p a r k i n g a t a l l other l o c a t i o n s ; 4 3) south of
G a r f i e l d , maintain current parking r e s t r i c t i o n s
Parking Vehicle Sight Distance
C o n s t r a i n t s Compatible w i t h
One-lane Each D i r e c t i o n Concept
10. I n s t a l l Temporary
Transitional
Signs
I n s t a l l "One Lane a t A l l Times" or comparable
s i g n s along the e x i s t i n g northbound 2-lane
s e c t i o n which i s being proposed to operate
a s one l a n e ; f o l l o w same implementation procedures used when southbound was reduced to
a continuous one lane
M o t o r i s t Confusion Over A l t e r e d
Lane C o n f i g u r a t i o n s
11.
Optimize Reno Rd.
S i g n a l Timing
Optimize s i g n a l t i m i n g on the Reno Rd. Route,
p a r t i c u l a r l y the o f f s e t s at the Fessenden 4
Nebraska i n t e r s e c t ions
Optimize Revised
Capacity
Syste
Improve T r a f f i c
Flow on C o n n e c t i cut 4 Wisconsin
Aves.
Improve t r a f f i c flow by a p p l y i n g TRANSYT to
optimize s i g n a l s , i n s t a l l i n g v e h i c l e - a c t u a t i o n
and/or p e d e s t r i a n - a c t u a t i o n d e v i c e s on s i d e
s t r e e t approaches at s e l e c t e d i n t e r s e c t i o n s ,
and/or s t u d y i n g removal of METRO bus l a n e s
on Connecticut 4 Wisconsin Aves.
Optimize C u r r e n t
Capacity
Syste
13. Conduct Speed
S t u d i e s on
C l e v e l a n d Ave.
Conduct spot speed s t u d i e s on southbound
C l e v e l a n d Ave. from Reno Rd. to C a l v e r t S t .
determine i f a s a f e t y problem e x i s t s
Vehicle Safety
14. Improve Enforcement on Reno Rd.
Route
Improve enforcement of t r a f f i c regulations
(e.g., speed l i m i t , prohibited l e f t turns)
focusing on speed enforcement.
Vehicle/Pedestrian Safety
15. Monitor
Performance of
Reno Rd. Route
Monitor e f f e c t s of reco—ended actions through
e x i s t i n g DCDOT monitoring process; In p a r t i c u l a r , monitor t r a f f i c volume 4 accident data
E f f e c t i v e n e s s of Recommended
Plan
1.
Construct
Sidewalks
Stop
on
Change On-street
Parking
Restrictions
BMI
TSM
PLAN SUMMARY
122
& Sensory
of Through T r i p s
Exhibit
51
�"ì¡'
:i
:
rl
v
a.;
BMI
RECOMMENDED TSM PLAN-LOCATION OF MEASURES
Exhibit
52
t23
�options,
2) the i n v e n t o r y
and
analyzment, and
3) the s i t e s p e c i f i c i s s u e s
on
the Reno Road Route.
In general,
the components of the recommended TSM
p l a n a r e e i t h e r measures
to m i n i m i z e the v61ume of through v e h i c u l a r t r a f f i c on the Reno Road r o u t e
or measures to improve p e d e s t r i a n
and v e h i c u l a r s a f e t y i n the c o r r i d o r .
d e p a r t u r e from c u r r e n t c o n d i t i o n s
i s the recommended r e c o n f i g u r a t i o n
A
of
the
Reno Road Route l a n e s i n order to reduce the e x i s t i n g one-southbound-twonorthbound l a n e s p r e v a l e n t
between Fessenden and G a r f i e l d S t r e e t s to a
one-through-lane-in-each-direction section.
P r o v i s i o n of e x c l u s i v e
t u r n l a n e s a t Reno Road Route i n t e r s e c t i o n s w i t h C l e v e l a n d
P o r t e r , T i l d e n ( e x i s t i n g ) , Van
also included
Ness, A l b e m a r l e , and
w i t h t h i s recommendation.
left
( e x i s t i n g ) , Woodley,
Fessenden ( e x i s t i n g ) i s
Concurrent w i t h t h i s recommended r e -
d u c t i o n i n the northbound c a p a c i t y of the Reno Road Route, t r a f f i c
carrying
c a p a c i t y of C o n n e c t i c u t and W i s c o n s i n Avenues should be enhanced i n order to
accommodate the a n t i c i p a t e d
d i v e r s i o n of t r a f f i c from the Reno Road Route.
S l i g h t , y e t s u f f i c i e n t , improvements i n t r a f f i c f l o w could be a c h i e v e d
applying
TRANSYT to o p t i m i z e s i g n a l performance or i n s t a l l i n g
or p e d e s t r i a n - a c t u a t i o n
sections.
The
devices
e v a l u a t i o n of a l t e r n a t i v e s p r e s e n t e d i n t h i s r e p o r t
f i g u r a t i o n on the Reno Road Route and
and W i s c o n s i n Avenues.
i s the o p t i m i z a t i o n
point
vehicle-actuation
on s i d e s t r e e t approaches a t s e l e c t e d
t h a t commuter t r a v e l can be a d e q u a t e l y served
inter-
indicates
by the recommended l a n e con-
" o p t i m i z e d " t r a f f i c f l o w s on C o n n e c t i c u t
A l s o c r i t i c a l to the s u c c e s s of the recommended package
of s i g n a l t i m i n g along the Reno Road Route.
i s the morning peak hour t r a f f i c c o n d i t i o n s
Nebraska Avenue i n t e r s e c t i o n s w i t h Reno Road.
to c l e a r the queue and
by
therefore
The
A case i n
a t the Fessenden S t r e e t
and
current signal o f f s e t s f a i l
the a v a i l a b l e green times a r e not
fully
utilized.
E q u a l l y i m p o r t a n t to the s u c c e s s f u l achievement of an o v e r a l l improvement to
Reno Road c o r r i d o r a r e the v a r i o u s s a f e t y - r e l a t e d measures recommended f o r
124
the
�implementation.
pedestrian
Construction
s a f e t y and
comfort.
of s i d e w a l k s
Cathedral
such measure geared to improve
The most g l a r i n g s i d e w a l k - l e s s s e c t i o n s w h i c h
e x p e r i e n c e moderately heavy p e d e s t r i a n
from T i l d e n to Van Ness and
i s one
t r a f f i c a r e the e a s t s i d e of Reno Road
the west s i d e of 34th S t r e e t from a p p r o x i m a t e l y
to Woodley (and then west on the south s i d e of Woodley).
l i n k s i n the s i d e w a l k network a r e l i s t e d i n the recommended TSM
i t should be noted t h a t the c o n s t r u c t i o n of any new
Other
plan.
missing
However,
s i d e w a l k must f i r s t
i n i t i a t e d by a p e t i t i o n from the m a j o r i t y of a b u t t i n g p r o p e r t y owners
be
followed
by an assessment a g a i n s t each of these owners to f i n a n c e a p o r t i o n of the construction cost.
The
recommendations c o n t a i n s e v e r a l measures w h i c h f o c u s on school c h i l d r e n
destrian safety.
be s t u d i e d and
At Eaton S c h o o l , the c r o s s i n g b e h a v i o r of s c h o o l c h i l d r e n should
some r e m e d i a l a c t i o n subsequently taken such a s i n s t a l l a t i o n of a
s i g n a l a t the i n t e r s e c t i o n of 34th and L o w e l l S t r e e t s or a l t e r a t i o n of the
walking
r o u t e s to the s c h o o l .
s c h o o l zone and
pe-
At both the Eaton and Murch S c h o o l s ,
s c h o o l c h i l d r e n c r o s s w a l k warning s i g n s and
s i g n a s s e m b l i e s should be
school
safe
standard
speed l i m i t
installed.
E x c e s s i v e and non-standard s i g n s should be removed along the e n t i r e Reno Road
Route.
S p e c i a l a t t e n t i o n should be focused on the s e c t i o n between Chevy Chase
Parkway and
E l l i c o t S t r e e t where the q u a n t i t y of s i g n s both makes i t d i f f i c u l t
f o r the d r i v e r to s o r t out the p e r t i n e n t s i g n i n f o r m a t i o n
motorists
from the d r i v i n g t a s k i t s e l f .
of 34th/Reno Where two
Lane a t ALL
on the northbound and
S t r e e t i n t e r s e c t i o n to i n f o r m the m o t o r i s t s
With regard
the
C o n v e r s e l y , a l o n g the northbound s e c t i o n
l a n e s a r e proposed to be reduced to one
t r a n s i t i o n a l s i g n s ( e . g . , "One
should a l s o be p l a c e d
and d i s t r a c t s
l a n e , temporary
Times") should be i n s t a l l e d .
Signs
southbound approaches to the Warren
of an upcoming bikeway c r o s s i n g .
to p a r k i n g a l o n g the Reno Road Route, the recommendations p r o v i d e
s p e c i f i c l i m i t s f o r where p a r k i n g
should be p e r m i t t e d .
However, the
final
d e t a i l s must r e s t w i t h geometric d e s i g n c o n s i d e r a t i o n s w h i c h a r e d r i v e n by
r e c o n f i g u r a t i o n of the Reno Road Route through l a n e s .
One
the
s e c t i o n of now-permiss-
a b l e p a r k i n g w h i c h i s proposed to be removed i s the e a s t s i d e of Reno Road between
125
�T i l d e n and Van Ness S t r e e t s .
T h i s p a r k i n g i s c u r r e n t l y u t i l i z e d h e a v i l y by
UDC s t u d e n t s / f a c u i t y who would be f o r c e d t o f i n d a l t e r n a t e p a r k i n g once r e s t r i c t e d from Reno Road.
The c u r r e n t p a r k i n g p o l i c i e s of the U n i v e r s i t y of
the D i s t r i c t o f Columbia should be reviewed a s one p o t e n t i a l source f o r
i d e n t i f y i n g the means f o r accommodating the needs of the UDC s t u d e n t s c u r r e n t l y p a r k i n g w i t h i n the Reno Road c o r r i d o r .
Along the n o r t h e r n s e c t i o n o f the Reno Road Route ( i . e . , between Nebraska and
Western A v e n u e s ) , no a c t i o n s a r e recommended except f o r s l i g h t changes i n t h e
a v a i l a b l e o n - s t r e e t p a r k i n g and low-cost s a f e t y improvements a t two i n t e r s e c t i o n s .
By moving back the stop b a r s on both the northbound and southbound Reno Road
approaches t o the M i l i t a r y Road i n t e r s e c t i o n , t u r n i n g maneuvers which a r e now
c o n s t r i c t e d by t h e i n t e r s e c t i o n geometries could be s a f e l y accommodated.
At
the i n t e r s e c t i o n of Ingomar and 39th S t r e e t s , t h e i n s t a l l a t i o n of a s i n g l e stop
s i g n would e l i m i n a t e any q u e s t i o n i n the m o t o r i s t ' s mind over v e h i c u l a r
right-of-way.
T r a f f i c speeds w h i c h exceed posted speed l i m i t s have been observed
the Reno Road Route.
throughout
Improved enforcement of t r a f f i c r e g u l a t i o n s should be
c o n s i d e r e d a s a p o t e n t i a l means f o r r e d u c i n g v e h i c l e speeds along the r o u t e .
I n a d d i t i o n , spot speed s t u d i e s should be conducted
determine
on C l e v e l a n d Avenue t o
i f a s a f e t y problem e x i s t s .
With r e s p e c t t o the Reno Road Route, E x h i b i t s 53, 54, and 55 p r o v i d e more
s p e c i f i c s on the v a r i o u s s e c t i o n s w i t h r e s p e c t t o l a n e use, p a r k i n g , s i d e w a l k s ,
and s i g n a l s .
(A,
I n t h e s e e x h i b i t s the Reno Road Route i s d i v i d e d i n t o t h r e e s e c t i o n s
B, and C) and the BMI p r o p o s a l i s shown along w i t h the e x i s t i n g
situation.
I t should be noted t h a t t h e s e recommendations f o r the Reno Road c o r r i d o r a r e
s u b j e c t t o f i n a l a p p r o v a l by DCDOT and more d e t a i l e d d e s i g n
These a r e o u t s i d e t h e scope of the BMI c o n t r a c t .
specifications.
I t should a l s o be recognized
t h a t w h i l e most of t h e s e recommendations can be implemented by DCDOT, they a r e
s u b j e c t t o a v a i l a b l e f u n d i n g , and c o o r d i n a t i o n / c o o p e r a t i o n w i t h the p u b l i c .
good example of t h i s i s t h e s i d e w a l k recommendation.
While most w i l l agree
A
that
s i d e w a l k s a r e needed a s noted, t h e r e may be a need to a c q u i r e a d d i t i o n a l ROW o r
i n d i v i d u a l a s s e s s m e n t s w i l l be needed t o o b t a i n the n e c e s s a r y f u n d s .
126
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CURRENT CONDITIONS -
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is concept,ual and subject, to land surveys,
design, and implemenÈat,ion practices of
the Dist,rict of Colurnbia.
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55
L29
�REFERENCES
Bellomo-McGee, I n c . , Working Paper No. 1 , I s s u e I d e n t i f i c a t i o n and
Study D e s i g n - Reno Road C o r r i d o r E v a l u a t i o n , P r e p a r e d f o r t h e
D.C. Department o f T r a n s p o r t a t i o n , Washington, D.C, F e b r u a r y 1983.
Bellomo-McGee, I n c . , Working Papers No. 2 & 3, D a t a C o l l e c t i o n and
A n a l y s i s and Problem I d e n t i f i c a t i o n - Reno Road C o r r i d o r E v a l u a t i o n ,
P r e p a r e d f o r t h e D.C. Department o f T r a n s p o r t a t i o n , Washington, D.C,
March 1983.
Government o f t h e D i s t r i c t o f Columbia-Ward 3 Notebook, May 1982
H e a t h i n g t o n , K.W. e t a l . , " A t t i t u d e s and B e h a v i o r o f D r i v e r s Regarding
Route D i v e r s i o n , " O p e r a t i o n a l Improvements f o r Freeways, HRR 363.
Highway R e s e a r c h Board, Washington, D.C, J a n u a r y 1971.
Bellomo-McGee, I n c . , Network-Based Methodology to F o r e c a s t P r i v a t e
T r a n s p o r t a t i o n F u e l Consumption, prepared f o r F l o r i d a DOT under subc o n t r a c t t o B a r r , Dunlop & A s s o c i a t e s , I n c . , March 1983.
U.S. DOT FHWA O f f i c e of Highway P l a n n i n g , V e h i c l e O p e r a t i n g C o s t s ,
F u e l Consumption, and Pavement Type and C o n d i t i o n F a c t o r s , June 1982.
130
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Reno road corridor final report
Subject
The topic of the resource
Reno Road (Washington, D.C.)
Traffic--Research
Transportation surveys
Corridors
Description
An account of the resource
Please note: This report includes irregularly-sized pages. If the report is not visible, try scrolling to the right or left or using the zoom in (+) or zoom out (-) functions in the PDF viewer window.
Creator
An entity primarily responsible for making the resource
Bellomo-McGee, Inc.
Date
A point or period of time associated with an event in the lifecycle of the resource
September 1983
Contributor
An entity responsible for making contributions to the resource
District of Columbia. Department of Transportation
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
DDOT Historical Reports & Other Documents
Subject
The topic of the resource
Transportation--Research--United States
Transportation--Planning
Description
An account of the resource
District Department of Transportation's historical reports and other documents.
Creator
An entity primarily responsible for making the resource
Various
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Date
A point or period of time associated with an event in the lifecycle of the resource
Various
Contributor
An entity responsible for making contributions to the resource
District Department of Transportation
Document
A resource containing textual data. Note that facsimiles or images of texts are still of the genre text.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Reno Road
Subject
The topic of the resource
Reno Road (Washington, D.C.)
Corridors
Description
An account of the resource
Historical reports relating to Reno Road in Washington, D.C.
Creator
An entity primarily responsible for making the resource
Various
Date
A point or period of time associated with an event in the lifecycle of the resource
Various
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
-
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Brookland 001
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PDF Text
Text
Southwest
Employment
Area
A PROGRAM FOR
IMPLEMENTATION
J^Q^LW
A
L
A
N
M
VOORHEES & ASSOCIATES, INC.
�A g e n c i e s r e p r e s e n t e d i n the Southwest E m p l o y m e n t A r e a T r a n s p o r t a t i o n
Committee:
B u r e a u of the Budget
Department of A g r i c u l t u r e
D e p a r t m e n t of Defense
Department of H e a l t h , E d u c a t i o n and W e l f a r e
Department of Housing and U r b a n Development
Department of the T r e a s u r y
Department of T r a n s p o r t a t i o n
General Services Administration
D . C . Department of Highways and T r a f f i c
National A e r o n a u t i c s and Space A d m i n i s t r a t i o n
National C a p i t a l P l a n n i n g C o m m i s s i o n
D . C . Redevelopment L a n d Agency
S m i t h s o n i a n Institution
Washington Metropolitan A r e a T r a n s i t A u t h o r i t y
Washington Metropolitan A r e a T r a n s i t C o m m i s s i o n
Washington Metropolitan A r e a T r a n s p o r t a t i o n Study
�SOUTHWEST EMPLOYMENT AREA
A
PROGRAM
FOR
IMPLEMENTATION
Prepared for
SOUTHWEST EMPLOYMENT A R E A
TRANSPORTATION COMMITTEE
By
ALAN M. VOORHEES & ASSOCIATES. INC.
W E S T G A T E R E S E A R C H PARK
McLEAN, VIRGINIA 22101
MARCH, 1969
�PREFACE
The w o r k done by the Southwest E m p l o y m e n t A r e a W o r k i n g Subcommittee
and i t s staff i n connection w i t h the "Southwest E m p l o y m e n t A r e a Study"
by A l a n M . Voorhees & A s s o c i a t e s , I n c . , dated D e c e m b e r 1968, made it
c l e a r that a concentrated effort on behalf of s e v e r a l agencies w i l l be n e c e s s a r y to implement the r e p o r t ' s r e c o m m e n d a t i o n s .
Many of the r e c o m mendations a r e c r i t i c a l to development planned to be completed before
r a p i d t r a n s i t . F a i l u r e to implement c e r t a i n of the recommendations would
r e s u l t i n a chaotic t r a n s p o r t a t i o n situation inthe Southwest E m p l o y m e n t A r e a .
T h i s r e p o r t w a s made to analyze the t a s k s recommended for completion b e tween J a n u a r y 1969 and the opening of the D S t r e e t subway, to put them i n
a t i m e f r a m e , to study t h e i r i n t e r r e l a t i o n s h i p s and to determine w h i c h t a s k s
are c r i t i c a l .
Data used for this study i n c l u d e :
•
Data obtained i n the "Southwest E m p l o y m e n t A r e a Study" by A l a n
M . Voorhees & A s s o c i a t e s , I n c . , dated December 1968.
•
Up-dated building c o n s t r u c t i o n schedule - D . C .
L a n d Agency.
•
Up-dated s t r e e t c o n s t r u c t i o n schedule - D . C . Department of
Highways and T r a f f i c .
•
Up-dated schedule of subway design, construction and operation Washington Metropolitan A r e a T r a n s i t A u t h o r i t y .
Redevelopment
A f t e r the i n f o r m a t i o n f r o m the p r e v i o u s r e p o r t w a s up-dated, a l i s t of t a s k s
was developed. T a s k s w e r e put i n a t i m e f r a m e and, because of the i n t e r r e l a t i o n s h i p s between t a s k s , c r i t i c a l t a s k s w e r e able to be identified.
Chapter One d i s c u s s e s the implementation p r o g r a m , the t a s k s and a c t i v i t i e s
together f o r m i n g an action p r o g r a m for the Southwest Employment A r e a .
T a s k s and a c t i v i t i e s c r i t i c a l to implementation of the p r o g r a m and thus c r i t i c a l to the t r a n s p o r t a t i o n situation i n the Southwest E m p l o y m e n t A r e a a r e d i s cussed i n Chapter T w o . T h e conclusions of this r e p o r t a r e presented i n
Chapter T h r e e .
�CTINSTITUTiON AVENUE
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�T A B L E OF CONTENTS
Chapter
Page
Preface
Definitions
I
T h e Implementation P r o g r a m
II
T a s k s and A c t i v i t i e s C r i t i c a l to Implementation. . . . 13
III
Conclusions
1
15
LIST OF FIGURES
Figures
Page
1
A c t i v i t i e s r e l a t e d to building construction
4
2
A c t i v i t i e s r e l a t e d to p r o v i s i o n of bus loading
7
areas
3
A c t i v i t i e s r e l a t e d to p a r k i n g
11
4
A p r o g r a m for implementation
16
�DEFINITIONS
The following w o r d s - section, t a s k and a c t i v i t y - a r e u s e d throughout
t h i s r e p o r t and have been defined a s f o l l o w s :
SECTION
-
A m a j o r group of r e l a t e d w o r k i t e m s
(e. g . , P u b l i c T r a n s p o r t a t i o n )
TASK
A single m a j o r w o r k i t e m within a section
(e. g. , A d d i t i o n a l bus s e r v i c e )
ACTIVITY
A single w o r k i t e m r e l a t e d to one or m o r e
t a s k s (e. g. , Adjustment of bus r o u t e s )
�-1-
C H A P T E R ONE
THE IMPLEMENTATION PROGRAM
INTRODUCTION
E i g h t m a j o r a r e a s of a c t i v i t y or " s e c t i o n s " have been defined. E a c h c o n s i s t s of a number of " t a s k s " , that should be completed between J a n u a r y
1969 and the opening of the D S t r e e t subway. Some i n d i v i d u a l t a s k s have
been defined i n more d e t a i l by two or m o r e " a c t i v i t i e s " . Some groups of
a c t i v i t i e s a r e applicable to s e v e r a l or a l l t a s k s i n the s a m e s e c t i o n . T h e y
w i l l be d i s c u s s e d at the end of each s e c t i o n .
T h e following i s a l i s t of sections w i t h t a s k s r e l a t e d to each. W h e r e n e c e s s a r y , a b r i e f d e s c r i p t i o n of the task i s given. D u r a t i o n t i m e s of t a s k s
(indicated by h o r i z o n t a l l i n e s ) and i n t e r r e l a t i o n s h i p s between t a s k s (indicated
by v e r t i c a l l i n e s ) a r e shown i n F i g u r e 4 i n the back of this r e p o r t .
SECTION ONE - BUILDING CONSTRUCTION-''
B u i l d i n g construction and i t s c l o s e r e l a t i o n s h i p w i t h t i m e i s fundamental for
the a c t i v i t i e s i n the a r e a . It i s the t i m e table of development on w h i c h a l l
t a s k s a r e dependent.
TASKS
1. 1
F o r r e s t a l B u i l d i n g - Under c o n s t r u c t i o n .
M a r c h 1969.
E s t i m a t e d completion:
1.2
N a s s i f B u i l d i n g - Under c o n s t r u c t i o n .
1969.
1.3
Group H o s p i t a l i z a t i o n , I n c . - Under c o n s t r u c t i o n .
t i o n : D e c e m b e r 1969.
1.4
M a r f a i r - S t a r t c o n s t r u c t i o n : J u n e 1969.
1. 5
L ' E n f a n t P l a z a W e s t - S t a r t c o n s t r u c t i o n : February 1969.
completion: 19 7 1 .
E s t i m a t e d completion: S u m m e r
Completion:
1/
See F r o n t i s p i e c e for building
Estimated comple-
location r e f e r e n c e .
1970.
Estimated
�1.6
L ' E n f a n t P l a z a E a s t - S t a r t construction: N o v e m b e r 1969.
pletion: 1972.
Com-
1. 7
Development on Square 463 - S t a r t c o n s t r u c t i o n : J a n u a r y 1970.
Completion: 1 9 7 1 .
1.8
Development on Square 537 - S t a r t construction: E a r l y 1970.
Completion: 1 9 7 1 .
1.9
Pepco Substation - S t a r t construction: 1970. Completion: 1 9 7 1 .
1. 10
South P o r t a l (Square 577) - S t a r t construction: 1 9 7 1 .
1973.
1.11
N o r t h P o r t a l (Square 267-268) - S t a r t construction: 1 9 7 1 .
tion: 1973. T h i s t a s k m u s t be coordinated w i t h T a s k 8. 5.
1.12
P o r t a l Site (Square 269 and 2 9 9 ) - S t a r t c o n s t r u c t i o n : 1971. Completion;
1974.
1.13
D . G . S . Office (Square 493) - S t a r t construction: 1972.
1974.
1. 14
C o m m u n i t y (Square 582) - S t a r t construction: 1972.
1974.
1.15
C o m m u n i t y (Square 640) - S t a r t constru ction: 1972.
1974.
1.16
T e r m i n a l Office - S t a r t construction: 1972.
Completion:
Comple-
Completion:
Completion:
Completion
Completion: 1974.
ACTIVITIES
T h e following a c t i v i t i e s a r e d i r e c t l y r e l a t e d w i t h the c o n s t r u c t i o n of most
buildings.
1. 0. 1
R e v i e w of the number of p a r k i n g s p a c e s .
F o r each building not
yet approved, the number of planned p a r k i n g s p a c e s should be
checked against the recommendations of the "Southwest E m p l o y ment A r e a Study", December 1968.
�-3-
1 . 0. 2
R e v i e w of location and number of d r i v e w a y s - T h i s a c t i v i t y
i s d i r e c t l y r e l a t e d to a c t i v i t y 1.0. 1 . A l s o included i n t h i s
task should be a r e v i e w of p a s s e n g e r drop-off and p i c k - u p l o c a tions and bus loading and unloading points.
1. 0. 3
L o c a t i o n of t r a n s p o r t a t i o n i n f o r m a t i o n center - I n the design stage
of each building the location of a t r a n s p o r t a t i o n i n f o r m a t i o n center
should be e s t a b l i s h e d .
1 . 0. 4
Employee work trip characteristics survey (pre-move) - Survey
giving i n f o r m a t i o n about w o r k t r i p c h a r a c t e r i s t i c s before the move
to the new building. Data should be u s e d as one of the inputs to t a s k s
2. 1, 2. 2, 5. 2 and 7. 2.
1 . 0. 5
P r o v i s i o n a n d / o r i m p r o v e m e n t of s i d e w a l k s - B e f o r e a new building
i s completed, new s i d e w a l k s should be constructed a n d / o r e x i s t i n g
s i d e w a l k s should be i m p r o v e d w h e r e n e c e s s a r y .
1 . 0. 6 E m p l o y e e w o r k t r i p c h a r a c t e r i s t i c s s u r v e y ( p o s t - m o v e ) - S u r v e y of
w o r k t r i p c h a r a c t e r i s t i c s after an agency has moved i n to the new b u i l d ing. R e s u l t s should be used to adjust g e n e r a l plans developed i n T a s k s
2. 1, 2. 2 and 5. 2.
A c h a r t with these a c t i v i t i e s i s shown i n F i g u r e 1.
�BUILDING
BUILDING
AFTER
DESIGN
CONSTRUCTION
OCCUPANCY
STAGE
STAGE
ACTIVITY
1. 0. 1
REVIEW OF THE NUMBER OF PARKING
SPACES
1.0.1
1. 0. 2
R E V I E W O F L O C A T I O N AND N U M B E R O F
DRIVEWAYS
1.0.2
1. 0. 3
LOCATION OF TRANSPORTATION
INFORMATION C E N T E R
OF
1.0.3
1. 0. 4
E M P L O Y E E WORK TRIP CHARACTERISTICS
SURVEY (PRE-MOVE)
1.0. 5
r
PROVISION AND/OR I M P R O V E M E N T O F
SIDEWALKS
1.0.6
TASK
E M P L O Y E E WORK T R I P CHARACTERISTICS
SURVEY (POST-MOVE)
FIGURE 1
1.0.4
ACTIVITIES RELATED TO BUILDING CONSTRUCTION
1.0.5
1.0.6
BUILDING
�SECTION TWO - P U B L I C TRANSPORTATION (BUS)
T h i s section deals with the t a s k s r e l a t e d to bus s e r v i c e .
TASKS
2.1
Additional bus s e r v i c e - T h i s t a s k i n v o l v e s planning a s w e l l a s
implementation of additional bus s e r v i c e as r e c o m m e n d e d i n the
"Southwest E m p l o y m e n t A r e a S t u d y , " D e c e m b e r 1968. A g e n e r a l
bus route plan for the a r e a such as r e c o m m e n d e d i n the "Southwest
E m p l o y m e n t A r e a Study" should be adopted i n the beginning of t h i s
t a s k . I t m a y have to be adjusted upon completion of i n d i v i d u a l
buildings. I n f o r m a t i o n developed f r o m a c t i v i t i e s 1. 0. 4 and 1 . 0. 6
should be used a s one of the inputs for the planning of additional
s e r v i c e for new buildings. T a s k 2. 1 w i l l s e r v e as an input to
T a s k 2. 4.
2. 2
R e r o u t i n g upon completion of new buildings - I n v o l v e s planning
and implementation of routing and r e r o u t i n g of bus l i n e s i n c o n nection w i t h T a s k 2. 1 . Continuous t a s k .
2. 3
P r o m o t i o n of bus t r a n s p o r t a t i o n - P l a n n i n g , implementation and
operation of t r a n s i t i n f o r m a t i o n c e n t e r s . P r o m o t i o n of bus r i d e r ship.
Continuous t a s k .
2. 4
P r o v i s i o n of bus s h e l t e r s - Development of g e n e r a l plans and
p o l i c i e s f o r location of bus s h e l t e r s i n the Southwest E m p l o y m e n t
A r e a . Implementation i n connection w i t h T a s k s 2. 1 and 2. 2.
2. 5
B u s t e r m i n a l at D S t r e e t between 9th and 10th S t r e e t s - T h i s t a s k
i n v o l v e s the planning, d e c i s i o n m a k i n g and implementation of
this m a j o r loading a r e a .
2. 6
Loading a r e a at D S t r e e t between 12th and 14th S t r e e t s - P l a n n i n g
and implementation as r e c o m m e n d e d i n the "Southwest E m p l o y m e n t
A r e a S t u d y , " D e c e m b e r 1968.
2. 7
Loading a r e a at C S t r e e t between 7th and 9th S t r e e t s - P l a n n i n g and
implementation a s r e c o m m e n d e d i n the Southwest E m p l o y m e n t A r e a
S t u d y , " D e c e m b e r 1968.
2. 8
Loading a r e a i n the a r e a around the F . B . I . B u i l d i n g - P l a n n i n g and
implementation of loading a r e a s at C S t r e e t , 2nd S t r e e t and V i r g i n i a
Avenue a s r e c o m m e n d e d i n the "Southwest E m p l o y m e n t A r e a Study, "
D e c e m b e r 1968.
�ACTIVITIES
2. 0. 1 R e m o v a l of o n - s t r e e t p a r k i n g - I m p l e m e n t a t i o n of T a s k s 2. 6
through 2. 8 i s only possible a f t e r this a c t i v i t y has been completed.
2. 0. 2 A d j u s t m e n t of bus routes - B u s routes have to be adjusted upon
completion of each bus loading a r e a .
2. 0. 3 A d j u s t m e n t of public t r a n s p o r t a t i o n i n f o r m a t i o n - Schedules and
m a p s of bus routes have to be changed and employees have to be
i n f o r m e d of new schedules and r o u t i n g s .
A c h a r t w i t h these a c t i v i t i e s i s shown i n F i g u r e 2.
SECTION T H R E E - PUBLIC TRANSPORTATION (METRO)
T h i s s e c t i o n deals with t a s k s r e l a t e d to the planning, c o n s t r u c t i o n and
implementation of the D S t r e e t subway l i n e .
TASKS
3. 1
D e c i s i o n on method of subway c o n s t r u c t i o n - T h i s t a s k i s of m a j o r
i m p o r t a n c e to the development of the Southwest E m p l o y m e n t A r e a .
T h e extent of t r a f f i c i n t e r r u p t i o n s w i l l be dependent on the method
of construction chosen. A n e a r l y d e c i s i o n w i l l be needed.
3. 2
D e s i g n and c o n s t r u c t i o n of Independence Avenue Station - T h i s t a s k
must be coordinated w i t h T a s k s 8. 1 and 8 . 4 . F i n a l design between
J u n e 1969 and August 1970. C o n s t r u c t i o n between October 1970
and A p r i l 1972. Operation: D e c e m b e r 1973.
3. 3
D e s i g n and c o n s t r u c t i o n of L ' E n f a n t P l a z a Station - T h i s t a s k m u s t
be coordinated with T a s k s 8. 2 and 8 . 4 . F i n a l design between
November 1969 and November 1970. C o n s t r u c t i o n between F e b r u a r y
1971 and September 1972. Operation: D e c e m b e r 1974.
3. 4
D e s i g n and c o n s t r u c t i o n of Voice of A m e r i c a Station - T h i s t a s k m u s t
be coordinated with T a s k s 8. 3 and 8. 4. Schedule the s a m e as for
T a s k 3. 3.
�ACTIVITY
2. 0. 1
REMOVAL OF O N - S T R E E T PARKING
2.0.1
TASK
2. 0. 2
A D J U S T M E N T O F BUS ROUTES
2.0.3
ADJUSTMENT OF PUBLIC
INFORMATION
FIGURE 2
TRANSPORTATION
f
2.0.2
2.0.3
ACTIVITIES RELATED TO PROVISION OF BUS LOADING AREAS
�-8-
SECTION FOUR - S T R E E T SYSTEM
T h i s section deals with f r e e w a y c o n s t r u c t i o n and the p h y s i c a l improvement
of i n t e r s e c t i o n s .
TASKS
4.1
I m p r o v e m e n t of i n t e r s e c t i o n of L2th S t r e e t and M a r y l a n d Avenue P l a n n i n g and implementation of i m p r o v e m e n t as recommended i n
"Southwest E m p l o y m e n t A r e a Study, " D e c e m b e r 1968.
4. 2
A c c e l e r a t i o n of f r e e w a y c o n s t r u c t i o n schedule - C o n s t r u c t i o n of
9th S t r e e t E x p r e s s w a y and construction of C e n t e r L e g of I n n e r
Loop F r e e w a y should be a c c e l e r a t e d i f possible to d e c r e a s e the
percentage of through t r a f f i c .
4. 3
C o n s t r u c t i o n of 9th S t r e e t E x p r e s s w a y - Under c o n s t r u c t i o n .
E x p e c t e d completion date: E a r l y 1970.
4. 4
C o n s t r u c t i o n of C e n t e r L e g of I n n e r Loop F r e e w a y - Under c o n s t r u c t i o n . E x p e c t e d completion date: S p r i n g 1971.
4. 5
C o n s t r u c t i o n of 14th S t r e e t u n d e r p a s s under the M a l l - P l a n n e d
to s t a r t construction i n 1973. Completed 1975.
�-9-
SECTION F I V E - PARKING
TASKS
5. 1
E s t a b l i s h m e n t of u n i f o r m p a r k i n g p o l i c i e s - T h i s task should be
completed as soon as p o s s i b l e . T a s k 5. 2 i s dependent on t h i s
task.
5. 2
Implementation and control of T a s k 5. 1 - Implementation of T a s k
5. 1 should begin as soon as the F o r r e s t a l B u i l d i n g i s opened.
( M a r c h 1969) Upon completion of each subsequent building, the
p a r k i n g p o l i c i e s would be adjusted. Continuous t a s k .
5. 3
P r o m o t i o n of c a r pooling - P l a n n i n g , implementation and operation
of t r a n s p o r t a t i o n information c e n t e r s to the extent n e c e s s a r y to
m a x i m i z e c a r pooling. A continuous cask c l o s e l y connected to T a s k
2. 3.
5.4
P l a n n i n g of additional p a r k i n g i n development on Square 537 - A s
recommended i n the Southwest E m p l o y m e n t A r e a Study,
December
1968.
5. 5
P a r k i n g on park land south of F e d e r a l B u i l d i n g #10A - P l a n n i n g
and implementation of v i s i t o r s p a r k i n g as recommended i n the
"Southwest E m p l o y m e n t A r e a S t u d y , " D e c e m b e r 1968.
5. 6
P l a n n i n g of additional p a r k i n g at South P o r t a l - A s recommended
i n the Southwest E m p l o y m e n t A r e a Study, D e c e m b e r 1968.
5. 7
P l a n n i n g of p a r k i n g garage at North P o r t a l - A s recommended i n
the Southwes' Employment A r e a Study, " D e c e m b e r 1968.
5. 8
P l a n n i n g of additional p a r k i n g i n D . G . S . Office - A s recommended
i n the Southwest E m p l o y m e n t A r e a Study, " D e c e m b e r i 9 6 8 .
5. 9
P l a n n i n g of additional p a r k i n g i n Community B u i l d i n g - A s recommended
i n the Southwest E m p l o y m e n t A r e a Study, D e c e m b e r 1968.
5. 10
P l a n n i n g of additional p a r k i n g i n T e r m i n a l Office B u i l d i n g - A s
recommended i n the Southwest E m p l o y m e n t A r e a Study,
D e c e m b e r 1968.
5. 11
A r r a n g i n g for p a r k i n g under the M a l l - T h i s t a s k m a y be t i m e
consuming and should, t h e r e f o r e , s t a r t as soon as p o s s i b l e .
5. 12
Implementation of T a s k 5. 11 - P a r k i n g f a c i l i t i e s under the M a l l
should be completed i n 1974.
�-10-
5. 13
P l a n n i n g of v i s i t o r s p a r k i n g on Square 386 - T h i s task should b(
coordinated with T a s k 2. 5.
ACTIVITIES
5. 0. 1 D e c i s i o n on the need for a p a r k i n g f e a s i b i l i t y study - P a r k i n g
f e a s i b i l i t y studies may be needed for T a s k s 5. 4, 5. 6, 5. 7, 5. 8
5. 9, 5. 10 and 5. 12.
5. 0. 2
Implementation of a c t i v i t y 5, 0. 1 - Depending on the d e c i s i o n
made i n a c t i v i t y 5. 0. 1 p a r k i n g f e a s i b i l i t y studies w i l l or w i l l
not precede T a s k s 5. 4, 5.6, 5 . 7 , 5.8, 5.9, 5. 10 and 5. 12.
A c h a r t with these a c t i v i t i e s i s shown i n F i g u r e 3.
SECTION SIX - T R A F F I C OPERATIONS
T h i s section deals with t r a f f i c operation modifications in the a r e a .
TASKS
'
6. 1
P r o v i s i o n for left t u r n f r o m 14th Street into C S t r e e t - Included
in this task should be adjustment of i n t e r s e c t i o n s i g n a l i z a t i o n and
c o n v e r s i o n of C Street between 13th and 14th S t r e e t s to a t w o - w a y
operation.
6. 2
T r a f f i c operation modifications i n connection with r a m p s to and f r o m
C e n t e r L e g of the Inner Loop - T h i s task includes the following m o d i fications:
V i r g i n i a Avenue one-way westbound between 2nd and 7th S t r e e t s .
D S t r e e t one-way eastbound between 2nd and 4th S t r e e t s .
2nd Street one-way southbound between D S t r e e t and V i r g i n i a
Avenue.
A l l o w left t u r n f r o m C S t r e e t westbound into 3 r d S t r e e t .
S i g n a l i z e the 4th Street - D S t r e e t - V i r g i n i a Avenue i n t e r s e c t i o n .
�ACTIVITY
5. 0. 1
D E C I S I O N ON T H E N E E D F O R A P A R K I N G
F E A S I B I L I T Y STUDY
5.0.2
IMPLEMENTATION OF ACTIVITY 5.0.1
5.0.1
f
5.0.2
TASK
FIGURE 3
ACTIVITIES RELATED TO PARKING
�-12-
S E C T I O N S E V E N - S T A G G E R E D W O R K HOURS
TASKS
7. 1
P r o g r a m m i n g staggered w o r k h o u r s - A p r o g r a m c o v e r i n g the
staggering of w o r k hours for a l l buildings i n the a r e a should be
established.
7. 2
Implementation and following up of T a s k 7. 1 - Upon completion
of new buildings, w o r k h o u r s of employees to be moved into the
a r e a should be adjusted, s i m u l t a n e o u s l y with t h e i r move to fit
the needs of the Southwest E m p l o y m e n t A r e a . Continuous t a s k .
SECTION EIGHT - PEDESTRIANS
TASKS
8. 1
A r r a n g i n g for subway station e n t r a n c e s to A g r i c u l t u r e B u i l d i n g A s r e c o m m e n d e d i n the Southwest E m p l o y m e n t A r e a Study,
D e c e m b e r 1968. T h i s t a s k must be coordinated with T a s k 3. 2.
8. 2
A r r a n g i n g for subway station entrances to F e d e r a l B u i l d i n g #10A,
G . S . A . and H U D B u i l d i n g s - A s r e c o m m e n d e d i n the Southwest
E m p l o y m e n t A r e a Study, " D e c e m b e r 1968. T h i s t a s k must be
coordinated with T a s k 3. 3.
8. 3
A r r a n g i n g for subway station entrances to H E W - S , F e d e r a l B u i l d ing #8 and F . B . I . B u i l d i n g - A s recommended i n the Southwest
E m p l o y m e n t A r e a Study, D e c e m b e r 1968. T h i s t a s k must be c o ordinated with T a s k 3. 4.
8. 4
A r r a n g i n g for combination of subway station entrances w i t h
p e d e s t r i a n u n d e r p a s s e s - A s recommended i n the 'Southwest E m ployment A r e a Study, " December 1968. T h i s t a s k must be c o o r d i nated with T a s k s 3. 2 to 3. 4 and 8. 1 to 8. 3.
8. 5
P e d e s t r i a n o v e r p a s s at 14th S t r e e t , south of D S t r e e t - P l a n n i n g
and implementation i n connection with T a s k 1. 11.
�-13-
C H A P T E R TWO
T A S K S AND A C T I V I T I E S C R I T I C A L T O I M P L E M E N T A T I O N
A s shown i n F i g u r e 4, i n the back of this r e p o r t , many important t a s k s
should be completed within the next twelve months i n o r d e r that s u c c e s s i v e t a s k s may be i n i t i a t e d . A n y delay i n these c r i t i c a l t a s k s influences
s u c c e s s i v e t a s k s and r e s u l t s i n the delay of p h y s i c a l i t e m s , the delay
of planning i t e m s , a n d / o r an i n t o l e r a b l e t r a n s p o r t a t i o n s i t u a t i o n .
F r o m F i g u r e 4 the following l i s t of c r i t i c a l t a s k s w e r e developed:
TASKS
2. 1
Additional bus s e r v i c e .
2.2
R e r o u t i n g upon completion of new buildings.
2. 5
B u s t e r m i n a l at D S t r e e t between 9th and 10th S t r e e t s .
3. 1
D e c i s i o n on method of subway c o n s t r u c t i o n .
4. 1
I m p r o v e m e n t of i n t e r s e c t i o n of 12th S t r e e t and M a r y l a n d A v e n u e .
5.1
E s t a b l i s h m e n t of u n i f o r m p a r k i n g p o l i c i e s .
5. 4
P l a n n i n g of additional p a r k i n g i n development on Square 537.
6. 1
P r o v i s i o n for left t u r n f r o m 14th S t r e e t into C S t r e e t .
7. 1
P r o g r a m m i n g staggered w o r k h o u r s .
8. 1-8.4 A r r a n g i n g for subway e n t r a n c e s to buildings.
I n addition to these c r i t i c a l t a s k s a number of c r i t i c a l a c t i v i t i e s - a c t i v i t i e s that have to be completed p r i o r to t a s k s r e l a t e d to them - w e r e
identified. T h e y a r e l i s t e d below.
ACTIVITIES
1.0.3
L o c a t i o n of t r a n s p o r t a t i o n i n f o r m a t i o n center
1.0.4
Employee worktrip characteristics survey (pre-move)
�-14-
1. 0. 5
P r o v i s i o n a n d / o r i m p r o v e m e n t of s i d e w a l k s .
T h e s e a c t i v i t i e s a r e c r i t i c a l a s f a r as they a r e r e l a t e d to the F o r r e s t a l
and N a s s i f B u i l d i n g s .
5. 0. 1 D e c i s i o n on the need for a p a r k i n g f e a s i b i l i t y study.
C r i t i c a l a s f a r as r e l a t e d to T a s k 5. 4.
Although the other a c t i v i t i e s a r e not c r i t i c a l at the p r e s e n t time they
m a y become c r i t i c a l a s t i m e p a s s e s .
E v a l u a t i o n of the i n t e r r e l a t i o n s h i p between t a s k s r e v e a l e d , only one t a s k
that should be delayed because of t r a n s p o r t a t i o n p r o b l e m s , n a m e l y the
c o n s t r u c t i o n of the 14th S t r e e t u n d e r p a s s under the M a l l ( T a s k 4. 5 ) .
C o n s i d e r i n g the heavy peak hour t r a f f i c movements along Independence
Avenue and 14th S t r e e t , S. W. , i t may be d e s i r a b l e to postpone c o n s t r u c tion of the u n d e r p a s s u n t i l the D S t r e e t subway line w i l l be i n operation.
�-15-
CHAPTER
THREE
CONCLUSIONS
Many of the t a s k s and a c t i v i t i e s , i f they a r e to be of any r e a l v a l u e to
the a r e a during the c r i t i c a l p e r i o d p r i o r to operation of the r a i l r a p i d
t r a n s i t s y s t e m , m u s t be initiated, completed and i m p l e m e n t e d i n short
o r d e r . T h i s w i l l r e q u i r e a concentrated effort of manpower and money
to be devoted to them.
Although the r e s p o n s i b i l i t y of i m p l e m e n t a t i o n of these t a s k s and a c t i v i t i e s
r e s t s with v a r i o u s agencies, a c o n s i d e r a b l e amount of manpower w i l l be
r e q u i r e d f r o m the T r a n s p o r t a t i o n and P a r k i n g Staff. A detailed manpower
schedule - for the number of people a s w e l l as the s k i l l s r e q u i r e d - should
be made for each t a s k and a c t i v i t y . I f manpower r e q u i r e m e n t s cannot be
met within the agencies r e s p o n s i b l e for s p e c i f i c t a s k s or p a r t s of i t , other
means p r o v i d i n g the manpower should be a r r a n g e d .
T h e p r o g r a m for implementation as presented i n this r e p o r t should be c o n s i d e r e d as an action p r o g r a m n e c e s s a r y to m i n i m i z e o v e r a l l congestion
until r a p i d t r a n s i t s e r v e s the Southwest E m p l o y m e n t A r e a .
�l9ó9
TASK
SECTION
BLTILDINC
J lll'F M AM J tt AS OND
,J
2
4
Ír
6
ì
I
10
11
12
BUS
D. G.
14
15
16
t
,J
3
,
it
2. 6
,
7
u
PL'Ë}LIC
J
1
TRANSPORTATION
METRO
2
3
4
STREET SYSTEM
PARKI\G
4. I
4. 2
4. 3
4. 4
4. 5
5.
3
{t
5.4
5.5
5.6
5,7
5.8
J
J
5.9
5.10
5.
11
s.12
5.13
TRA FFIC
OPERATIONS
6. 1
6. 2
7.
J
I
l.ì0I t,
S. OFFtcB (5Q, 493)
l.t:
t.ì5
2.4
2
t---2.7
ESTABLISHMENT OF UNIFORM PARKING POLICIES
IMPLEMENTATION AND CONTROL OF TASK 5. i
PROMOTION OF CAN POOLING
PLANNING ADDITIONAL PARKING IN DEV ON SQUARE 537
PARKINC ON PARK LAND SOUTH OF FEDERAL BLDG #TOA
PLANNING ADDITIONAL PARKING SOUTH PORTAL
PLANNING OF PARKING GARAGE AT NORTH PORTAL
PLANNING ADDITIONAL PARKING IN D. G. S. OFFICE
PLANNING ADDITIONAL PARKING IN COMMUNITY BUILDING
PLANNING ADDITIONAL PARKING IN TERMINAL OFFICE BLDG
ARRANGING FOR PARKING UNDER THE MALL
IMPLEMENTATION OF TASK 5.11
PLANNING OF VTSITORS' PARKING ON SQUARE 386
#
-2.8u
3.ì-
OF SUBWAY CONSTRUCTION
OF INDEPENDENCE AVÐNUE STATION
OF LIENFANT PLAZA STAI'ION
OF VOICE OF AMERICA STATION
,nrroovrMENTS oF INTERSECTIoN oF rzTH sr AND MD AVE *
m
l.ìó-
-
J#
i++l
2.1
PROMOTION OF BUS TRANSPORTATION
PROVISION OF BUS SHELTERS
I]US TI'RMINAL AT D ST BETWEEN gTH AND 1OTH STREETS
LOADING ÁREA AT D ST BETWEEN 12TH AND 14TH STREETS
LOADING AREA AT C ST BETWEEN ?TH AND gTH STREETS
LOADING AREA IN THE AREA AROUND TI{E FBI BUILDING
DECISION ON METHOD
DESIGN ANÐ CONSTR.
DESIGN AND CONSTR.
DESIGN AND CONSTR.
_
-ì..l4-
ADDITIONAL AUS SERVICI'
REROU'I'IN(I UPON COMPLETION OF NEW BUILDINGS
lnterrelot¡onship
-
,.--1.9-
-1.ó-
lmplementot¡on
Plonn¡ng
t.i
3.3
3.4
: T-T--
4.1
4.3
-1.2t
4.4
-4.55..|
i=----T_l
5.3
PROVISION FON LEFT TURN FROM 14TH STREET INTO C STREET
TRAFFIC OPERATION MODIFICATIO¡S IN CONNECTION WITH
5.4ru
55.,
_5.ó
5.7-
5.8-------,
5.9----
.llu
'ì0u
_5.
-ó.ìu
t2
6.2u
PROGNAMMING STAGGERED WORK HOURS
IMPLEMENTATION AND FOLLOWING UP OF TASK 7.1
HOURS
PEDESTRIANS
B.
2'¡
å:iì
8.5
FO& SUBWAY STATION ENTR TO AGR BLDG
FOR SUBWAY ST ENTR TO F'B#104, G.S.A. AND HUD
FOR SUBWAY ST ENTR TO HEW-S, FB#8 AND FBI BLDGS
FOR COMB SUBW ST ENTR WITH PED UNDERPASSES
PEDESTRIAN OVERPASS AT 14TH STREET SOUT¡I OF D STREET
ARRANGING
ARRANGING
ARRANGING
ARRANGING
8
L
8
8.
_8.5rr-------JFMAM
FIGURE
rlllllrllrr
ì.7
NAMPS TO AND FROM CENTER LEG OF THE INNER LOOP
STAGGERED WORK
t97 a
- r -
_
ACCELERATION OF FREEWAY CONSTRUCTION SCHEDULE
CONSTRUCTION OF gTH STREET EXPRESSWAY
CONSTR OF CENTER LEG OF INNER LOOP FREEWAY
CONSTRUCTION OF 14TH ST UNDERPASS UNDER THE MALL
1
ir.
I
1.4
COMMUNITY (SQ.582)
COMMUNITY (SQ. 640)
TERMINAL OFFICE
;J
,
2.
I
NORTII PORTAL (SQ. 267_268)
PORTAL SITE (SQ. 269-299)
13
PUBLIC-
rllllllrrrr
1973
IEGEND
NASSIF BUILDING
GROUP EOSPITALIZATION, INC.
MAR FAIR
LIENFANT PLAZA WEST
LIENF'ANT PLAZA EAST
DEVELOPMENT ON SQUANE 463
DEVELOPMENT ON SQUARE 53?
PEPCO SUB.STATION
SOUTH PORTAL (SQ.5??)
3
TRANSPORTATION
1972
FORRESTAL BUILDING
1
CONSTRUCTION
l97t
1970
1 A PR,OGR,AM FOR IMPLEMENTATION
C-iü,",l te^\t
*\*f \j
ttt
JJ A SON
l9ó9
tt¡tlrtrrrr
I
D
r970
l97t
1972
1973
r9r a
�A L A N M. VOORHEES & ASSOCIATES, INC.
staff contributiong to the p r e p a r a t i o n of t h i s repo
Robert L . M o r r i s - V i c e - P r e s i d e n t
Dan W. Hoyt - S e n i o r T r a f f i c E n g i n e e r
Kees Nije- Traffic Engineer
�
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Title
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Southwest employment area : a program implementation
Subject
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Washington (D.C.)--Transit systems
Local transit--Washington (D.C.)
Automobile parking--Washington (D.C.)
Description
An account of the resource
Report was made to analyze the tasks recommended for completion between January 1969 and the opening of the D Street Subway, to put them in a time frame, to study their interrelationships and to determine which tasks are critical.
Creator
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Alan M. Voorhees & Associates
Date
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March 1969
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Southwest Employment Area Transportation Committee
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Documents
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English
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Prints
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PDF Text
Text
M A R K E T ANALYSIS
and
ECONOMIC IMPACT S T U D Y
on
T h e Understructure Site
of the
Southeast Freeway
Washington, D.C.
prepared for the
Afro-American Bicentennial Corp
by
Roy Littlejohn Associates, Inc.
�800
PEACHTREE
SUITE
1346
ATLANTA, GEORGIA
(404)
November 2 9 , 1974
ST., N.E.
604
30308
874-3815
(215)
Mr. V i n c e n t A. d e F o r e s t
President
Afro-American B i c e n t e n n i a l
Corporation
1420 N. S t r e e t , N.W., S u i t e 1 0 1
W a s h i n g t o n , D.C. 20005
D e a r Mr.
N. B R O A D
ST.
P H I L A D E L P H I A , PA.
deForest:
Roy L i t t l e j o h n A s s o c i a t e s i s p l e a s e d t o p r e s e n t i t s
r e p o r t d e a l i n g w i t h a m a r k e t a n a l y s i s and e c o n o m i c
impact s t u d y o f t h e under s t r u c t u r e s i t e o f t h e
S o u t h e a s t Freeway o v e r S e v e n t h and E i g h t h S t r e e t s ,
i n Southeast Washington.
We b e l i e v e t h a t t h i s document f u l l y r e s p o n d s t o
t h e t a s k o u t l i n e d i n o u r S t a t e m e n t o f Work a n d we
hope t h a t o u r f i n d i n g s , c o n c l u s i o n s a n d r e c o m m e n d a t i o n s
w i l l f a c i l i t a t e t h e development o f a s u c c e s s f u l p r o j e c t .
We t h a n k y o u f o r y o u r h e l p and c o n s i d e r a t i o n i n t h i s
matter.
I f we c a n be o f f u r t h e r a s s i s t a n c e t o y o u ,
please contact us.
Sincerely,
Roy L i t t l e j o h n
President
978-6086
1912
�MARKET ANALYSIS AND ECONOMIC IMPACT
STUDY
on
THE UNDERSTRUCTURE S I T E OF
THE SOUTHEAST FREEWAY OVER SEVENTH AND EIGHTH S T R E E T S ,
SOUTHEAST, WASHINGTON, DC.
By
ROY L I T T L E J O H N A S S O C I A T E S , INC,
Prepared f o r
Afro-American B i c e n t e n n i a l Corporation
F o r m a l A g r e e m e n t HT 7 30 5
�CONTENTS
(
Page
Letter of Transmittal
—
Preface
E x e c u t i v e Summary
I.
Summary o f F i n d i n g s , C o n c l u s i o n s
and Recommendations
i - v i
2
A. I n t r o d u c t i o n
2
B. M a j o r F i n d i n g s and C o n c l u s i o n s
II.
III.
'3
Background I n f o r m a t i o n
8
A. P u r p o s e o f t h e R e p o r t ,
B. T h e P r o j e c t and P r e v i u s Work
The S i t e
3
g
12
1. E x i s t i n g and Proposed S u r r o u n d i n g Uses
a.
b.
c.
d.
e.
The 8 t h S t r e e t C o r r i d o r
The M a r i n e B a r r a c k s
The Navy Y a r d
P u b l i c Housing
Development a t Potomac a n d
P e n n s y l v a n i a A v e n u e , S.E.
f . V i r g i n i a Avenue P l a y g r o u n d
g. V a c a n t C o n t i g u o u s S i t e s
h. M e t r o S t a t i o n s a n d T r a f f i c
1
2
15
19
jQ
21
22
23
2. T r a f f i c P a t t e r n s
23
3. Community P r o f i l e
24
a. Community Groups
b. E c o n o m i c P r o f i l e
c. F u n d a m e n t a l
IV
24
28
29
Issues
P o s s i b l e Uses f o r t h e S i t e
1.
2.
3.
4.
5.
Day C a r e
Education
Recreation
Commercial
Parking
32
35
37
38
44
45
�The R e t a i l M a r k e t
at the S i t e
•
47
<
1. The T r a d e A r e a
47
2. T r a d e A r e a C h a r a c t e r i s t i c s and B u y i n g Power 49
3. C o m p e t i t i o n W i t h i n t h e T r a d i n g A r e a
56.
4. P r o s p e c t s f o r F u t u r e G r o w t h
59
Proposed
Development a t the S i t e
64
1. P r o j e c t D e s c r i p t i o n
2. E x p l a n a t i o n o f C a p i t a l Development C o s t s
3. R e n t R e q u i r e m e n t s and Maximum F e a s i b l e
Development B u d g e t
4. A s s e s s m e n t o f C o m m e r c i a l V i a b i l i t y
5. E c o n o m i c I m p a c t on t h e L o c a l Community
64
68
Commercial
1
70
73
75
�TABLES
E s t i m a t e d B u y i n g Income o f R e s i d e n t s of<
Market Area
D i s t r i b u t i o n of R e t a i l Sales i n the D i s t r i c t
of Columbia, S e l e c t e d Years
8th S t r e e t Commercial C o r r i d o r : E s t i m a t e d T o t a l
S a l e s o f E s t a b l i s h m e n t s and E s t i m a t e d S a l e s
to R e s i d e n t s i n Market Areas
Population
P r o j e c t i o n s 1976 and 1992
H o u s e h o l d P r o j e c t i o n s 1976 a n d 1992
E s t i m a t e d Development Cost o f t h e Proposed
C o m m e r c i a l Development
O p e r a t i n g R e s u l t s o f Neighborhood Shopping
Center
APPENDICES
8th S t r e e t Commercial
Survey
I n t e r v i e w Schedule f o r
Community O r g a n i z a t i o n s
Tables:
I
II
III
IV
V
Summary o f G e n e r a l P o p u l a t i o n by C e n s u s T r a c t
Summary o f t h e L e n g t h o f R e s i d e n c y i n t h e C e n s u s
T r a c t s 1960 a n d 1970
Summary o f M a r i t a l S t a t u s and H o u s e h o l d
C o m p o s i t i o n i n t h e M a r k e t A r e a 19 70
H o u s i n g a n d V a l u e o f H o u s i n g 1960 a n d 1970
E s t i m a t e d S a l e s o f Commercial E s t a b l i s h m e n t s
on 8 t h S t r e e t , S.E.
�DRAWINGS
S i t e L o c a t i o n Map
(1)
48
S k e t c h Looking South from " I " S t r e e t
66
Diagram o f Lower L e v e l - P a r k i n g Garage
67
D i a g r a m o f Upper L e v e l - C o m m e r c i a l A r e a s
68
�PREFACE
T h i s market
a n a l y s i s and e c o n o m i c i m p a c t
study
o f t h e optimum d e v e l o p m e n t o f t h e u n d e r s t r u c t u r e s i t e
of the Southeast Freeway
o v e r S e v e n t h and E i g h t h S t r e e t s ,
S o u t h e a s t W a s h i n g t o n , t o o k p l a c e o v e r a two
month p e r i o d .
M a j o r s o u r c e s o f i n f o r m a t i o n and
c o n t a i n e d t h e r e i n were developed
and
from v a r i o u s c i t y
and
half
data
from census t r a c t
from i n t e r v i e w s w i t h a c r o s s - s e c t i o n o f
i n t h e community and
The
and one
data
individuals
federal
agencies
a n a l y s i s o f t h i s d a t a and t h e p r e p a r a t i o n o f t h e
r e p o r t was
undertaken
the f o l l o w i n g
and c o m p l e t e d
i n substantial part
(Director)
s t u d y team w i s h e s t o a c k n o w l e d g e t h e s u p p o r t
g u i d a n c e p r o v i d e d by t h e A f r o - A m e r i c a n
tion, particularly
Without
this
difficult
imposed.
by
persons:
H a r r i s o n Wehner, Ph.D.
Edward Smith-Green
Mary P e t e r s e n
Diane Rafuse
F e l i x Drury
J u d i t h Vaughan
The
final
t h o s e e f f o r t s o f Mr.
Bicentennial
and
Corpora
Vincent deForest.
a s - s i s t a n c e , i t w o u l d h a v e been e x c e e d i n g l y
to accomplish our t a s k w i t h i n
the time
restraints
�E X E U C T I V E SUMMARY
The
feasibility
purpose of t h i s
8 t h S t s . and
T h i s a n a l y s i s was
f o r commercial
neighborhoods to determine
p r e f e r e n c e s , by a r e v i e w o f a v a i l a b l e
and m a r k e t i n g
retail
" I " S t . , S.W.
Freeway
c a r r i e d o u t f i r s t by an e x t e n s i v e
survey of the surrounding
n e e d s and
the
o f u s i n g the space below the S o u t h e a s t
b e t w e e n 7 t h and
use.
r e p o r t i s to determine
data to determine
p o t e n t i a l of the s i t e ,
p l a n n i n g a n a l y s i s of the space
t h e n a t u r e and
and
community
demographic
strength of
the
l a s t l y by an a r c h i t e c t u r a l
a v a i l a b l e f o r development a t
and
this
site.
This site
i s l o c a t e d i n an a r e a w h i c h
experienced population a t t r i t i o n
ioration.
and
i n past years
general physical deter-
T h i s t r e n d seems t o h a v e r e a c h e d
i t s limits
there are clear indications that a general r e v i v a l
may
soon o c c u r .
has
To t h e n o r t h o f t h e s i t e
and
of the
area
t h e r e has been t h e
steady progression of the C a p i t o l H i l l r e s t o r a t i o n
effort.
Contiguous to the s i t e
important
and
as w e l l as to the south a r e
l o n g - s t a n d i n g M a r i n e and Navy f a c i l i t i e s
B a r r a c k s and W a s h i n g t o n Navy Y a r d ) w h i c h
surrounding
modernized.
community.
add
(U.S.
Marine
stability
to
the
These f a c i l i t i e s a r e b e i n g expanded
A l s o to the south
i s a large public
housing
and
�Moreover, our soundings
t h a t t h e f e a r o f crime as w e l l
existing
o f t h e l o c a l community
reveal
a s t h e g e n e r a l low q u a l i t y o f
commercial a c t i v i t y a l o n g 8 t h S t . between P e n n s y l v a n i a
and " I " S t . ( s e e Map 1 ) d i s c o u r a g e s many l o c a l r e s i d e n t s
shopping
locally
from
f o r c o n v e n i e n c e goods and p e r s o n a l s e r v i c e s
which a r e items normally purchased w i t h i n walking distance of
residences.
I n s t e a d , many l o c a l
residents are travelling
o u t s i d e o f t h e community t o make t h e s e p u r c h a s e s .
facility
A
commercial
a t t h e s i t e must be p l a n n e d i n s u c h a way t h a t
local
residents f e e l safe i n using i t .
I n any e v e n t , i t may be
difficult
facility
t o develop a commercial
a t the s i t e
which
depends upon e x t e n s i v e n i g h t - t i m e u s e .
S a m p l i n g o f community o p t i o n s r e v e a l e d t h a t a
trade f a c i l i t y ,
e s p e c i a l l y a f o o d s t o r e , was needed and w o u l d
be p a t r o n i z e d by r e s i d e n c e s .
The r e s p o n s e s were mixed f o r
other p o s s i b l e uses o f the s i t e
center.
such a s a day c a r e o f e d u c a t i o n
T h e s e u s e s , h o w e v e r , c o u l d g e n e r a l l y n o t be s u p p o r t e d
on a c o m m e r c i a l b a s i s .
Several p a r t i c u l a r l y promising recrea-
t i o n uses were proposed,
such as a bowling a l l e y ,
court, i c e rink, or r o l l e r rink.
as
retail
indoor t e n n i s
Other r e c r e a t i o n a l uses, such
swimming p o o l a n d gymnasium, w e r e r u l e d o u t on t h e b a s i s o f
c o s t and a v a i l a b i l i t y
of these f a c i l i t i e s
Unfortunately, the spatial
out bowling.
nearby.
limitations of the s i t e
rule
R o l l e r s k a t i n g does n o t a p p e a r t o h a v e s t r o n g
market p o t e n t i a l
f r o m a l l r e s i d e n t s o f t h e community a n d s u c h
a f a c i l i t y would
have r e l a t i v e l y h i g h development c o s t s a t
�the s i t e .
high
Severe
p h y s i c a l l i m i t a t i o n s and
f e e s w h i c h c o u l d o n l y be p a i d by p a r t o f t h e
a l s o e l i m i n a t e d indoor
options.
The
retail
t e n n i s and
and
preferences
t h e s i t e was
realistic
possibilities.
market a n a l y s i s of the r e t a i l
b a s e d on
a primary
the ten-minute walking
sampling
t h a t development f o r
t r a d e o f f e r e d t h e most p r o m i s i n g
Our
trade p o t e n t i a l of
t r a d i n g area c o n s i s t i n g of
r a d i u s from the s i t e .
This
definition
d e s i g n e d t o m e a s u r e m a r k e t demand o f t h e
local
residences
f o r convenience items
and
personal
a r e a e n c o m p a s s e d C e n s u s T r a c t 70,
estimated
is
i c e s k a t i n g as
charge
community
g e n e r a l c o n c l u s i o n emerged f r o m o u r
o f community o p i n i o n
was
t h e need t o
personal
71 and
72
Basically,
( s e e Map
t o be
establishments
spent
annually
We
along
f o r c o n v e n i e n c e goods
stimate t h a t the e x i s t i n g
8 t h S t r e e t meet no more t h a n
s e r v i c e items.
Therefore,
our
retail
trade f a c i l i t y
personal
B a s e d on
$2.7
l a y o u t and
million
and
f o r c a p t u r e by
i n sale of
a
convenience
services.
t h i s g e n e r a l c o n c l u s i o n , we
a r c h i t e c t u r a l and
general
specializing
and
c a l c u l a t i o n s suggest
a s i z a b l e s u r p l u s b u y i n g income a v a i l a b l e
goods and
The
commercial
o f t h e e f f e c t i v e m a r k e t demand f o r c o n v e n i e n c e goods
local
1).
$26-27 m i l l i o n o f w h i c h some $8 m i l l i o n i s
services.
personal
the
b u y i n g income o f a l l h o u s e h o l d s i n t h e t r a d i n g a r e a
approximately
estimated
services.
planning
c a r r i e d out
a n a l y s i s of the s i t e
to d e r i v e a
c a p i t a l budget f o r the development of
neighborhood shopping f a c i l i t y .
iv
The
an
proposed f a c i l i t y
a
would
�c o n t a i n some 43,000 s q . f t . o f g r o s s
space designed
merchandising
l e a s a b l e commercial
t o accommodate a f o o d s t o r e and
and
s p e c i a l t y shops.
w e r e e s t i m a t e d a t $30
per
mil.
Construction
Given
cost f o r the
this
capital
t h a t annual
rental
r a t e s w i l l h a v e t o be
on
i f the
facility
average,
costs
sq. f t . , e x c l u s i v e of d e l i v e r y
s t o r a g e a r e a s , g i v i n g an o v e r a l l
s t r u c t u r e o f $1.3
general
and
commercial
c o s t , we
estimate
i n the range of
i s to a t t r a c t
private
$5.20
investment
funds.
Our
study of the proposed s i t e a l s o i n d i c a t e s . t h a t a
p a r k i n g f a c i l i t y would g r e a t l y enhance the v i a b i l i t y o f
retail
trade f a c i l i t y .
M o r e o v e r , t h e Navy and M a r i n e b a s e
h a v e n e e d f o r a d d i t i o n a l p a r k i n g and
p o s s i b l e to coordinate
The
g r o u n d and
in
parking
a j o i n t use o f t h i s p a r k i n g
c o s t t o accommodate 190
the o r d e r o f $700,000.
bile
n e e d e d t o make t h i s
a b o u t $40
i t m i g h t t h e r e f o r e be
f a c i l i t y w o u l d h a v e t o be b u i l t
the c a p i t a l
p e r month.
The
monthly p a r k i n g fee per
facility
financially
t h e M a r i n e , Navy and
c o u l d make t h e s t r u c t u r e
automo-
v i a b l e would
local
be
h a s b e e n a p r o b l e m and
site.
merchants
u s e d on an ad hoc
ment g e n e r a l l y by t h e M a r i n e s and Navy f o r p a r k i n g .
site,
be
feasible.
the s i t e i s being
The
under-
T h i s i s a d m i t t e d l y h i g h compared w i t h
However, j o i n t use by
t h e community.
facility.
c a r s would
going p a r k i n g r a t e s i n the g e n e r a l v i c i n i t y of the
Currently
the
t h e s i t e i s g e n e r a l l y an eye
arrangeVandalism
sore
for
D i s t r i c t of Columbia, which c o n t r o l s the
c u r r e n t l y does n o t e a r n t a x r e v e n u e s
from the s i t e .
The
�p r o p o s e d u s e o f t h e s i t e , e x p l a i n e d i n more d e t a i l
i n the
f o l - o w i n g c h a p t e r s , would g r e a t l y enhance t h e p h y s i c a l
q u a l i t y o f t h e community
revenues
estimated
and w o u l d e a r n s u b s t a n t i a l t a x
f o r the D i s t r i c t of Columbia.
a t a b o u t $47,000
annually.
vi
Such revenues a r e
�CHAPTER I
SUMMARY OF
FINDINGS, CONCLUSIONS AND RECOMMENDATIONS
Introduction
T h i s s t u d y was u n d e r t a k e n
Afro-American
B i c e n t e n n i a l C o r p o r a t i o n , t o s t u d y and d e t e r m i n e
the p o t e n t i a l i t i e s
site
under a s u b c o n t r a c t w i t h t h e
f o r optimum d e v e l o p m e n t o f t h e u n d e r s t r u c t u r e
o f t h e Southeast Freeway over Seventh
Southeast Washington.
More s p e c i f i c a l l y ,
and E i g h t h S t r e e t s ,
a principal
objective
o f t h e s t u d y was t o p r o v i d e a d d i t i o n a l s e r v i c e s t o c o n d u c t a
market a n a l y s i s and economic impact
for
study o f t h e proposed
t h e purpose o f determining t h e f e a s i b i l i t y
for a
site
commercial
concept.
T h i s s t u d y was u n d e r t a k e n
o f two a n d one h a l f months.
and completed w i t h i n a p e r i o d
I n carrying out this
assignment
t h e s t u d y team, composed o f s i x p e r s o n s , headed by D r . H a r r i s o n
W e h r n e r , a Ph.D. i n E c o n o m i c s , r e v i e w e d p r i o r work t h a t h a d
b e e n c o m p l e t e d by t h e A f r o - A m e r i c a n
Bicentennial
a n a l y z e d d a t a from t h e Census B u r e a u ,
Corporation,
undertook e x t e n s i v e
s u r v e y s o f community a c t i v i t i e s , b u s i n e s s e s and f a c i l i t i e s ,
a n a l y z e d o t h e r i n f o r m a t i o n and d a t a r e g a r d i n g t h i s
prepared
In
m a t t e r and
a final report.
a d d i t i o n t o t h e above, a c t i o n s were undertaken t o
a s c e r t a i n b a s i c a n d s u p p o r t i v e i n f o r m a t i o n a b o u t t h e community
surrounding t h e s i t e
and t h e developmental
process
ongoing
�i n the area.
The
f i n d i n g s of t h i s e x t e n s i v e e f f o r t
d e t a i l e d i n the chapters
necessary,
overview
t h a t are to f o l l o w .
h o w e v e r , f o r t h e r e a d e r t o be
o f our
document o u r
report i n i t i a l l y ,
f i n d i n g s and
Major F i n d i n g s
and
While our
We
believe i t
able to obtain
so t h a t a s he
conclusions
are
c a n be
reads
an
the
k e p t i n mind.
Conclusions
f i n d i n g s and
c o n c l u s i o n s w i l l be
elaborated
i n subsequent s e c t i o n s of t h i s r e p o r t , our major f i n d i n g s
a r e as f o l l o w s :
•
T h a t t h e r e i s s u b s t a n t i a l i n t e r e s t i n and
involvement w i t h the development of the understructure site.
S u c h i n t e r e s t e d and i n v o l v e d
p a r t i e s i n c l u d e t h e r e s i d e n t home o w n e r s and
r e n t e r s i n the area, r e a l e s t a t e developers,
b u s i n e s s m e n , t h e m i l i t a r y , t h e D.C.
Government
and t h e F e d e r a l Highway A d m i n i s t r a t i o n .
•
That t h e r e i s g e n e r a l concensus t h a t the s i t e
d e v e l o p m e n t m u s t , t o t h e maximum e x t e n t p o s s i b l e , s e r v e t h e needs o f t h e e n t i r e community.
9> T h a t t h e r e a r e t h r e e d i s t i n c t y e t r e l a t e d
c o m m u n i t i e s whose n e e d s must be c o n s i d e r e d i n
the development of the s i t e : the l e s s a f f l u e n t
p u b l i c housing r e s i d e n t s south of the Freeway;
t h e a f f l u e n t p o p u l a t i o n on C a p i t o l H i l l , n o r t h
o f t h e F r e e w a y , and t h e m i l i t a r y l o c a t e d a t t h e
Navy Y a r d and t h e M a r i n e C o r p s b a r r a c k s .
•
That through the a d m i n i s t r a t i o n of a q u e s t i o n n a i r e
by t h e A f r o - A m e r i c a n B i c e n t e n n i a l C o r p o r a t i o n , t h e
communities expressed a p r e f e r e n c e t h a t the s i t e
s h o u l d be d e v e l o p e d f o r e i t h e r r e c r e a t i o n a l ,
commercial or educational purposes.
•
T h a t t h r o u g h a q u e s t i o n n a i r e a d m i n i s t e r e d by Roy
L i t t l e j o h n A s s o c i a t e s t o community o r g a n i z a t i o n s ,
i t was i n d i c a t e d t h a t t h e community n e e d e d ,
�4.
w o u l d u s e and w o u l d pay f o r t h e d e v e l o p m e n t
of the s i t e a c c o r d i n g to t h e f o l l o w i n g
priority:
1.
2.
3.
4.
Commercial
Recreational
Day C a r e
Education
T h a t t h e r e i s s u b s t a n t i a l development c u r r e n t l y
underway i n t h e community and t h a t o t h e r d e v e l o p ment i s c o n t e m p l a t e d o r p l a n n e d w h i c h w i l l
enhance t h e development o f t h e s i t e .
That i t i s u n f e a s i b l e to develop the s i t e f o r
r e c r e a t i o n a l purposes absent s u b s t a n t i a l f e d e r a l
or c i t y funds because o f p h y s i c a l l i m i t a t i o n s o f
t h e s i t e , c o n f l i c t i n g community i n t e r e s t s , h i g h
c o n s t r u c t i o n c o s t s and l i m i t e d income p r o d u c i n g
potential.
That i t i s u n f e a s i b l e to develop the s i t e f o r
e d u c a t i o n a l purposes absent s u b s t a n t i a l c i t y or
f e d e r a l f u n d s b e c a u s e o f c o n f l i c t i n g community
i n t e r e s t s , high construction costs, l i m i t e d
income p r o d u c i n g p o t e n t i a l and a v a i l a b i l i t y o f
f r e e a l t e r n a t i v e programs.
That i t i s u n f e a s i b l e to develop the s i t e f o r
day c a r e p u r p o s e s b e c a u s e o f t h e a v a i l a b i l i t y
o f s u c h s e r v i c e s a t low c o s t i n t h e community,
h i g h c o n s t r u c t i o n c o s t s and l i m i t e d incomeproducing p o t e n t i a l of the proposed use.
That i t i s f e a s i b l e to develop the s i t e f o r
commercial use a b s e n t the i n f u s i o n o f s u b s t a n t i a l f e d e r a l o r c i t y funds. S a i d commercial use
must c o n t a i n s h o p p i n g a r e a o f no l e s s t h a n
42,700 s q . f t . o f s p a c e w h i c h s h o u l d i n c l u d e a
major r e t a i l o u t l e t such as a supermarket or
drug s t o r e , t o g e t h e r w i t h o t h e r g e n e r a l merchand i s e , ' s p e c i a l t y and s p e c i a l s e r v i c e e s t a b l i s h m e n t s
I n a d d i t i o n , a p a r k i n g garage c o n t a i n i n g space
f o r no f e w e r t h a n 190 c a r s s h o u l d be c o n s t r u c t e d .
Our c o n c l u s i o n r e g a r d i n g t h e f e a s i b i l i t y o f t h e above
commercial development
i s b a s e d on t h e
following:
�A l l s e g m e n t s o f t h e community a g r e e t h a t t h e y
n e e d , w o u l d u s e and w o u l d s u p p o r t s u c h d e v e l o p ment.
The p r i m a r y t r a d i n g a r e a o f s u c h a d e v e l o p m e n t
had a t o t a l p o p u l a t i o n o f 11,687 p e r s o n s i n
1970.
The t o t a l income f o r t h e p r i m a r y t r a d e a r e a was
a p p r o x i m a t e l y $ 3 1 m i l . i n 1972 and t h e e s t i m a t e d
b u y i n g income was a p p r o x i m a t e l y $27 m i l .
I n a d d i t i o n t o b u y i n g income g e n e r a t e d by
r e s i d e n t s of the t r a d i n g a r e a , t h e r e are approxi m a t e l y 6,000 p e r s o n s who w o r k w e e k d a y s a t t h e
W a s h i n g t o n Navy Y a r d and M a r i n e b a r r a c k s .
A v e r a g e income o f t h e s e e m p l o y e e s was $10,000
i n 1972, g i v i n g a t o t a l income o f $60 m i l . and
e s t i m a t e d b u y i n g income o f $41.6 m i l . However,
o n l y a p p r o x i m a t e l y $300,000 a n n u a l l y w i l l be
s p e n t by t h i s group o f p e r s o n s .
Of t h e e s t i m a t e d $27 m i l . b u y i n g income o f t h e
a r e a r e s i d e n t s , r o u g h l y $8 m i l . ( 3 0 % ) c o u l d be
c a p t u r e d by b u s i n e s s e s t a b l i s h m e n t s o p e r a t i n g
i n the primary t r a d i n g a r e a .
Of t h e $8 m i l . a v a i l a b l e f o r t h e p u r c h a s e o f
c o n v e n i e n c e goods, l o c a l v e n d o r s r e p o r t s a l e s
o f $2.7 m i l . T h u s , t h e s e d a t a s u g g e s t t h a t many
r e s i d e n t s a r e going out o f t h e i r l o c a l neighborhoods t o p u r c h a s e c o n v e n i e n c e i t e m s and t h a t
there i s consequently a s u b s t a n t i a l p o t e n t i a l
market f o r these items w i t h i n the primary t r a d e
area.
The t o t a l d e v e l o p m e n t c o s t o f s a i d p r o j e c t w o u l d
be $ 2 , 0 0 4 , 9 0 0 , o f w h i c h $1,320,900 w o u l d be f o r
t h e c o m m e r c i a l s t r u c t u r e s and r e l a t e d a r e a s and
$684,000 w o u l d be f o r c o n s t r u c t i o n o f t h e
parking structure.
Assuming a t o t a l c a p i t a l development c o s t of
$2 m i l . and t h a t e q u i t y p a r t i c i p a t i o n w i l l be
20% o f t o t a l c o s t w i t h t h e b a l a n c e f i n a n c e d by
l o n g t e r m m o r t g a g e , d e b t s e r v i c e ( p r i n c i p a l and
i n t e r e s t ) needed t o a m o r t i z e t h e c a p i t a l d e v e l o p ment c o s t o f t h e p r o j e c t f a c i l i t y b a s e d on a
25 y e a r m o r t g a g e a t 10% w o u l d be $ 1 7 6 , 7 0 1 a n n u a l l y
w h i c h $116,417 w o u l d be f o r t h e c o m m e r c i a l a r e a
and $69,248 f o r c o m m e r c i a l p a r k i n g .
�•
Assuming the n a t i o n a l percentage d i s t r i b u t i o n
o f o p e r a t i n g e x p e n s e s as a s h a r e o f income,
the proposed commercial t e n a n t s would have to
pay r e n t t o t h e o r d e r o f $221,700 a n n u a l l y
and p a r k i n g u s e r s w o u l d h a v e t o pay $91,200
i n o r d e r t o meet d e b t s e r v i c e payments and
s t i l l p r o v i d e a minimum a l l o c a t i n g f o r o p e r a t i n g e x p e n s e s , r e t u r n on e q u i t y and r e s e r v e .
•
B a s e d on 42,700 s q . f t . o f c o m m e r c i a l s p a c e ,
t e n a n t s w o u l d h a v e t o pay an a v e r a g e o f $5.20
per s q . f t . a n n u a l l y .
The m o n t h l y p a r k i n g f e e
must be $40 p e r a u t o m o b i l e .
W h i l e we
f e a s i b l e and
can
believe that t h i s project i s commercially
provide a r e t u r n to i n v e s t o r s , i t i s
o p i n i o n t h a t t h e p o t e n t i a l f o r d e v e l o p m e n t c a n be
should the
following
activities
our
enhanced
occur:
e
D e v e l o p t h e l a n d t o t h e n o r t h and s o u t h o f
t h e s i t e i n t o c o m p l e m e n t a r y and s u p p o r t i n g
s t r u c t u r e s which would i n c r e a s e the populat i o n d e n s i t y i n the immediate a r e a .
Considera t i o n c o u l d be g i v e n t o t h e c o n s t r u c t i o n o f a
motel, o f f i c e b u i l d i n g , or s i m i l a r s t r u c t u r e s
i f f u r t h e r a n a l y s i s should s u b s t a n t i a t e the
need f o r such s t r u c t u r e s .
e
C l a r i f y the r i g h t s of the D i s t r i c t of Columbia
to dispose of the land i n question to a
p r i v a t e , c o m m e r c i a l c o n c e r n on a l e a s e d o r
sale basis.
e
T h a t a p p r o p r i a t e a c t i o n be t a k e n t o r e d u c e
t h e i n c i d e n c e o f c r i m e i n t h e a r e a so t h a t a l l
r e s i d e n t s w i l l f e e l f r e e t o shop i n t h e i r
neighborhood d u r i n g the e v e n i n g .
. Re commendation s
In
s i t e be
l i g h t of the
a b o v e , we
strongly
recommend t h a t
d e v e l o p e d as a c o m m e r c i a l f a c i l i t y w i t h
a major
the
parking
�garage.
feasible,
We b e l i e v e
t h a t t h i s d e v e l o p m e n t scheme i s e c o n o m i c a l l y
i
consistent with
community and c a n s e r v e
ties
and a s a c a t a l y s t
t h e needs o f a l l s e g m e n t s o f t h e
a s an e f f e c t i v e
b r i d g e between
f o r f u t u r e development.
communi-
�CHAPTER I I
BACKGROUND INFORMATION
A.
Purpose o f t h i s
Report
T h i s r e p o r t on t h e S o u t h e a s t F r e e w a y P r o j e c t h a s
been commissioned
Traffic.
by t h e D.C. D e p a r t m e n t
o f Highways and
I t i s an e x p a n s i o n o f an i n t e r i m s t u d y s u b m i t -
t e d i n O c t o b e r , 1973 by t h e A f r o - A m e r i c a n B i c e n t e n n i a l
Corporation.
As d i r e c t e d by t h e Highway D e p a r t m e n t ,
this
r e p o r t f o c u s e s d i r e c t l y on u s e o f t h e s i t e b e n e a t h t h e
Freeway f o r commercial purposes.
B e c a u s e i t was u n c l e a r w h e t h e r t h e D i s t r i c t
Govern-
ment c o u l d l e a s e f r e e w a y a i r r i g h t s t o p r i v a t e
interests,
t h e c o m m e r c i a l c o n c e p t was n o t a h i g h p r i o r i t y
i n ABC's
interim report.
Now, h o w e v e r ,
i t i s c o n s i d e r e d t h e most
f e a s i b l e use o f t h e l a n d f o r t h r e e
reasons.
(1)
W i t h D.C. Home R u l e , power t o g r a n t a i r
r i g h t s t o p r i v a t e d e v e l o p e r s may e v e n t u a l l y be v e s t e d i n t h e D.C. C i t y C o u n c i l .
(2)
R e s i d e n t s o f t h e community h a v e e x p r e s s e d
g r e a t i n t e r e s t i n commercial development
of the s i t e .
(3)
W h i l e p u b l i c f u n d s a r e n o t now a v a i l a b l e
f o r a l t e r n a t i v e uses, such as r e c r e a t i o n ,
e d u c a t i o n a n d day c a r e , t h e s i t e c o u l d be
d e v e l o p e d c o m m e r c i a l l y t h r o u g h a combinat i o n o f p r i v a t e c a p i t a l and p u b l i c i n c e n t i v e s but without s u b s t a n t i a l public funds.
�This report,
therefore, presents
m a r k e t a n a l y s i s and
site
f o r the purposes of determining the
Accordingly,
community p r o f i l e ,
analyses
and
f e a s i b l e o p t i o n and
discusses
B.
Previous
P r o j e c t and
While the
C o r p o r a t i o n ' s r e p o r t , we
as
proposed
of
a
elaborates
principal
t h e most e c o n o m i c a l l y
f o r development.
Work
p r o c e s s has
of the Afro-American
believe
f a c t s which are c r i t i c a l
These are
describes
t o t a l p r o j e c t ' s s c o p e and
detailed i n other portions
certain
a plan
a
feasibility
i t u p d a t e s and
o p t i o n s f o r development, i d e n t i f i e s
The
f i n d i n g s of
economic impact s t u d y of the
commercial concept.
the
the
i t important to
been
Bicentennial
restate
to the c u r r e n t study
effort.
follows:
•
The S o u t h e a s t F r e e w a y p r o j e c t s i t e i s l o c a t e d
i n S o u t h e a s t W a s h i n g t o n b e t w e e n " I " S t . on t h e
n o r t h , "K" S t . and V i r g i n i a Ave. on t h e s o u t h ,
and 8 t h and 7 t h S t s . on t h e e a s t and w e s t .
To
the north i s a s e c t i o n of C a p i t o l H i l l which
h a s u n d e r g o n e e x t e n s i v e r e n o v a t i o n and r e s t o r a t i o n of p r i v a t e r e s i d e n c e s .
To t h e e a s t and
west are the second l a r g e s t p u b l i c housing
p r o j e c t s i n the D i s t r i c t of Columbia.
Directly
to the n o r t h - e a s t are the h i s t o r i c Marine B a r r a c k s
and 'the new M a r i n e B a r r a c k s now u n d e r c o n s t r u c t i o n .
•
The d e v e l o p m e n t o f t h e s i t e t o meet t h e n e e d s o f
r e s i d e n t s on b o t h s i d e s c o u l d be a n a t i o n a l
p r o t o t y p e f o r use o f s u c h s p a c e and w o u l d s e r v e ,
i n ABC' s^ v i e w , as a " l i v i n g monument t h a t w o u l d
h a v e m e a n i n g l o n g a f t e r t h e B i c e n t e n n i a l i s over."
®
As p a r t o f i t s r e s e a r c h , ABC's s t a f f met w i t h
r e s i d e n t s o f 16 community g r o u p s , c o n d u c t e d 4
o u t d o o r m e e t i n g s , and s u r v e y e d a r e a r e s i d e n t s .
Pvespondents t o t h e s u r v e y i n d i c a t e d t h e f o l l o w i n g p r e f e r e n c e s f o r use o f t h e s i t e :
o
When t h e F r e e w a y was c o n s t r u c t e d i n 1965, s u p p o r t s
w e r e s u n k 15' a t an a d d i t i o n a l c o s t o f $ 5 0 0 , 0 0 0 ,
t h u s a n t i c i p a t i n g c o n s t r u c t i o n o f an
understructure.
�10.
Recreation
Commercial
Public Services
Day C a r e
1,059
persons
846
<
723
36 7
•
R e c r e a t i o n a l uses ranked i n o r d e r were r o l l e r
s k a t i n g r i n k , b o w l i n g a l l e y , swimming p o o l ,
a c t i v i t y rooms, p i a z z a , t e e n m e e t i n g p l a c e s ,
p r o g r a m s f o r s e n i o r c i t i z e n s , gymnasium and
tennis court.
•
Commercial needs i d e n t i f i e d were a l a r g e food
s t o r e , drug s t o r e , l a r g e v a r i e t y s t o r e , hardware
s t o r e , s m a l l a p p l i a n c e s a l e s and r e p a i r s h o p ,
c a f e t e r i a , and t h e a t r e .
P u b l i c s e r v i c e programs
n o t e d i n c l u d e d h e a l t h s e r v i c e s and v o c a t i o n a l •
training.
•
A r c h i t e c t u r a l schemes d e s i g n e d by ABC f o r t h e
1 1/2-acre space allowed f o r a t o t a l of 2 - l e v e l
g r o s s f l o o r a r e a r a n g i n g f r o m 86,000 t o 104,000
sq. f t . Three p l a n s were developed: r e c r e a t i o n a l ,
c o m m e r c i a l and e d u c a t i o n a l .
T h e i r c o s t s can be
summarized:
Site Preparation
$
Construction
2 , 418, 000
$ 2,793,000
2 , 805 , 000
$3,194,000
3, 029 ,000
$3,403,000
291,000
$ 3,184,000
447,000
$3,641,000
476,000
$3,879,000
E s c a l a t i o n to
a t 14%
Costs
375,000
$
389,000
$
374,000
3/75
The l a n d b e n e a t h t h e F r e e w a y now s e r v e s a s an
ad hoc p a r k i n g l o t f o r M a r i n e s , Navy Y a r d e m p l o y e e s
and c o n s t r u c t i o n w o r k e r s on t h e new M a r i n e B a r r a c k s
building.
I t i s e s t i m a t e d t h a t 100 t o 200 c a r s
p a r k d a i l y on t h e s i t e .
T h e r e i s no s u p e r v i s i o n ,
and t h e M a r i n e s r e p o r t v a n d a l i s m t o c a r s w h i c h a r e
l e f t on t h e s i t e a t n i g h t and o c c a s i o n a l a t t a c k s
on men p i c k i n g up t h e i r c a r s .
•
The s q u a r e o f l a n d b e n e a t h t h e F r e e w a y (#928 on t h e
D i s t r i c t Z o n i n g Map)
i s zoned C - 2 - A - C o m m e r c i a l .
A c c o r d i n g t o t h e D.C.
Code, t h i s c l a s s i f i c a t i o n i s
d e s i g n e d t o p r o v i d e f a c i l i t i e s f o r s h o p p i n g and
�b u s i n e s s needs f o r l a r g e segments o f t h e c i t y
outside the c e n t r a l core.
I t i s norma]ly a
t r i b u t a r y to a large r e s i d e n t i a l area, permitt i n g d e v e l o p m e n t o f medium p r o p o r t i o n s .
Shopping c e n t e r s a r e encouraged.
i
Z o n i n g on l a n d a d j a c e n t t o t h e F r e e w a y p r o j e c t
site i s :
S q u a r e #905 ( w e s t o f 9 2 8 ) : C - 2 - A - C o m m e r c i a l ;
o f f i c e o r r e s i d e n t i a l u s e p e r m i t t e d on t h e
second s t o r y .
S q u a r e #904 (700 b l o c k o f " I " S t . , n o r t h o f
9 2 8 ) : C-2-A-Commercial; o f f i c e o r r e s i d e n t i a l
S q u a r e #879
(west o f 9 0 5 ) :
S q u a r e #906
facturinq.
(southwest
R-5-B-resideitial;
o f 9 2 8 ) : C-M-I-Manu-
�i
CHAPTER
III
THE S I T E
E x i s t i n g and P r o p o s e d
S u r r o u n d i n g Uses
1.
a.
The 8 t h S t r e e t
Corridor
8th S t r e e t , from P e n n s y l v a n i a
Avenue s o u t h t o
t h e F r e e w a y u n d e r p a s s a t V i r g i n i a A v e n u e , i s zoned c o m m e r c i a l .
Most b u i l d i n g s a r e u s e d c o m m e r c i a l l y , b u t t h e r e a r e a f e w
parking
l o t s and 3 o r 4 r e s i d e n c e s .
I n a d d i t i o n , a number
o f b u i l d i n g s a r e c o m m e r c i a l on t h e f i r s t
tial
f l o o r and r e s i d e n -
on t h e s e c o n d and t h i r d .
Once a m a j o r c o m m e r c i a l a r t e r y , 8 t h S t . had
deteriorated along with the r e s t of t h i s
east.
s e c t i o n o f South-
I t was p a r t i a l l y b u r n e d o u t d u r i n g
T h e r e a r e s i g n s now, h o w e v e r ,
come-back.
t h a t t h e S t r e e t i s making
a
The new E a s t e r n M a r k e t M e t r o s t o p i s a t 8 t h
and P e n n s y l v a n i a .
Capitol H i l l
t h e 1968 r i o t s .
T h e r e has been w i d e s p r e a d r e n o v a t i o n
townhouses
on p a r a l l e l s t r e e t s —
7th,
of
9th,
�10th
and
"I".
and
11th
—
and
Pennsylvania
businesses
Capitol H i l l
on
the c r o s s s t r e e t s —
Avenue h a s
h a v e s p r u n g up
been r e v i t a l i z e d
8 t h S t . , and
T h e r e i s one
with
r e s i d e n t s , and
f u r n i t u r e s t o r e , W i l l i a m E. M i l l e r —
Pennsylvania
--
and
government a g e n c i e s ,
when t h e
are
and
may
be
toward the
bars,
service businesses.
which serve the
Some o f t h e newer
Many
renting
will
There are
A commercial survey
or
businesses
f r o m t r a n s i e n t s who
t h e M e t r o s t o p when i t opens i n 1976.
owners.
and
poorer
growth of upper-income t r a d e
r e s i d e n t s and
white
8th
for several
f o r c e d o u t when t h e b u i l d i n g i s s o l d
rent i s raised.
Capitol H i l l
and
both l o c a t e d a t
I n many c a s e s , t h e p r o p r i e t o r s a r e
looking
black
large quality
e s p e c i a l l y t h o s e w h i c h h a v e been
f o r a l o n g t i m e and
residents.
one
a number o f r e s t a u r a n t s and
operations,
the area
prevented a
bank, American
There are o f f i c e s
dozen s m a l l r e t a i l
are marginal
on
the headquarters of a w e l l - e s t a b -
l i s h e d hardware c h a i n .
s p a c e and
area
w h i c h does a l a r g e volume o f r e s t o r a -
t i o n loan business
in
in this
t o meet t h e needs o f a f f l u e n t
t h e i r l a c k o f common i n t e r e s t h a s
& Trust,
a b o u t two
and
d i v e r s i t y among t h e b u s i n e s s e s
merchants' o r g a n i z a t i o n .
1/
and
"G",
residents.
There i s a great
Security
"E",
from
use
both
of the
8th
1 / A s s i s t a n t B r a n c h Manager, A m e r i c a n S e c u r i t y & T r u s t ,
E a s t e r n Market o f f i c e .
strong
�St.
c o r r i d o r i s given i n Appendix
A.
I n t h e n e x t few y e a r s , t h e r e i s t h e p o s s i b i l i t y o f
f u r t h e r u p g r a d i n g a t b o t h ends o f 8 t h S t . The D.C.
B i c e n t e n n i a l Commission
all
i s now s t u d y i n g a l l p l a n n i n g a r o u n d
Metro s t o p s w i t h h i g h p r i o r i t y b e i n g g i v e n t o t h e E a s t e r n
2/
Market stop.
T h i s may r e s u l t i n p l a n t i n g and s e a t i n g
being placed along
Plans w i l l
8th S t . south
from P e n n s y l v a n i a Ave.
n o t be d e f i n i t e u n t i l t h e end o f 1 9 7 5 .
What i s h a p p e n i n g a t t h e e n d o f 8 t h S t . n e a r e s t t h e
Freeway p r o j e c t s i t e
speaking,
i s e v e n more s i g n i f i c a n t .
Generally
i n t h e p a s t , t h e c l o s e r b u s i n e s s e s on 8 t h S t .
h a v e been t o P e n n s y l v a n i a , t h e more p r o s p e r o u s and p r e s e n t a b l e t h e y h a v e b e e n , a n d t h e f a r t h e r one p r o c e e d e d s o u t h ,
t h e t o u g h e r and more run-down t h e s t r e e t and i t s e s t a b l i s h ments became.
R e c e n t l y , h o w e v e r , p r o p e r t i e s i n t h e 700
b l o c k o f 8 t h S t . a c r o s s f r o m t h e M a r i n e B a r r a c k s h a v e been
p u r c h a s e d by r e a l t o r s
and d e v e l o p e r s , many o f whom h a v e a
d i r e c t and l o n g - t e r m i n t e r e s t i n t h e d e v e l o p m e n t o f C a p i t o l
Hill.
P r i c e s h a v e e s c a l a t e d g r e a t l y ; one u n r e s t o r e d
ing i n t h i s block
sold recently
t h r e e f o r $125,000.
build-
f o r $55,000 a n d a group o f
The b u i l d i n g s a r e b e i n g
r e s t o r e d and,
i n some c a s e s , r e n t e d f o r p r o f e s s i o n a l o f f i c e s .
There a r e
p l a n s t o o r g a n i z e t h e b l o c k i n t o " B a r r a c k s Row," an
2/ D.C.
Government,
O f f i c e o f P l a n n i n g and Management.
�organization
St.
across
s i m i l a r t o t h e M a r k e t Row A s s o c i a t e s
from t h e E a s t e r n Market.
' I n s t a n t c l e a n u p and
restoration of the a r c h i t e c t u r a l l y d i s t i n c t i v e
3/
w i l l be e n c o u r a g e d .
b.
The M a r i n e
on 7 t h
buildings
Barracks
On t h e e a s t s i d e o f 8 t h S t . b e t w e e n "G" a n d " I "
Sts.
i s l o c a t e d t h e Marine B a r r a c k s .
L i s t e d on t h e
f
National
R e g i s t e r o f H i s t o r i c L a n d m a r k s , t h e M a r i n e Head-
quarters
h a s been a t t h i s
l o c a t i o n s i n c e 1805 a n d i s
s u r r o u n d e d by a b r i c k w a l l .
Friday nights
during
8 t h a n d " I " p a r a d e s on
t h e summer a r e a m a j o r
tourist
attraction.
A c r o s s " I " S t . b e t w e e n 8 t h and 1 0 t h S t s . , a new
Barracks
It will
b u i l d i n g f o r e n l i s t e d men i s n e a r i n g
provide
h o u s i n g f o r up t o 396 e n l i s t e d
Marines assigned
other
bachelor
t o 8 t h a n d " I " , 250 u n d e r g r o u n d
spaces f o r t h e i r use, 4 eating
and
completion.
facilities,
services forresidents.
parking
a gymnasium,
A l l unmarried e n l i s t e d
men o f t h e r a n k E/5 and b e l o w w i l l
be r e q u i r e d t o l i v e i n
the B a r r a c k s .
350 t o 375 l i v i n g
spaces w i l l
be
I t i s expected that
be o c c u p e d by them.
Other l i v i n g
s p a c e s may
u s e d by M a r i n e s who come t o 8 t h and " I " on
2/ R e p r e s e n t a t i v e s
D.C.
o f r e a l t o r s on C a p i t o l H i l l ,
business.
Washington,
�Occupancy o f t h e b u i l d i n g
i s s c h e d u l e d f o r March 15 -
1/
May 1 , 1 9 7 5 .
At
t h a t t i m e , b u i l d i n g s w i t h i n t h e 8 t h and " I "
c o m p l e x w h i c h a r e now b e i n g u s e d t o h o u s e a b o u t 100
e n l i s t e d men w i l l
renovation,
be c o n v e r t e d f o r o f f i c e u s e .
estimated
t o c o s t a b o u t $1.7 m i l l i o n ,
accommodate a l l M a r i n e o f f i c e n e e d s f o r t h e
,
The
men who w i l l
be q u a r t e r e d
a r e now s c a t t e r e d t h r o u g h o u t t h e a r e a .
at
can
i n t h e new
Besides
Barracks
those'who
a t 8 t h and " I " , a p p r o x i m a t e l y 100 men a r e l i v i n g
t h e Navy Y a r d a n d 100 o r s o a r e r e s i d i n g w h e r e v e r
find
M a r i n e C o r p s i s r e g a r d e d by l o c a l
as a s o u r c e o f s t a b i l i t y
there
r e s u l t i n g problems o f
t r a s h , a n d e s p e c i a l l y p a r k i n g . ^./Marines
l o c a l business
residents
and as a d e s i r a b l e n e i g h b o r , b u t
i s a mutual d e s i r e t o r e s o l v e
traffic,
they
housing.
The
few
should
foreseeable
future.
now l i v e
This
establishments
patronize
except f o r the dry clean-
e r s and u n i f o r m s t o r e d i r e c t l y a c r o s s
8 t h S t . from t h e
Barracks.
c. T h e Navv Y a r d
The
W a s h i n g t o n Navy Y a r d i s l o c a t e d
a c r e s bounded by "M"
St.
S t . S.E., t h e A n a c o s t i a
S.E. and 1 1 t h S t . , S.E.
on 66.5
River, 4th
E m p l o y i n g 6,000 p e o p l e a n d
47
— Commandant, U.S. M a r i n e B a r r a c k s
5/ P r e s i d e n t , C a p i t o l H i l l R e s t o r a t i o n S o c i e t y ,
a s l o c a l member r e s i d e n t s o f C a p i t o l H i l l .
as w e l l
�17.
l o c a t e d w i t h i n two
key
f a c t o r i n any
The
blocks
of the Freeway s i t e ,
i t is a
market ana?.ysis of the p r o j e c t .
Y a r d ' s 66.5
N a v a l and t e n a n t
Housing
Open s p a c e
Streets
Surface parking
a c r e s a r e now
devoted t o :
operations
36.1
6.7
3.3
13.3
7.2
T h e r e i s a t o t a l b u i l d i n g f l o o r a r e a o f 2.3
acres
acres
acres
acres
acres
million
square
f e e t , w h i c h i s d i v i d e d among:
% Floor Area
Administrative (offices, labs,training)
30
R e s i d e n t i a l ( q u a r t e r s and b a r r a c k s )
11
Community f a c i l i t i e s ( c l u b s , PX)
13
Waterfront a c t i v i t i e s (ships,diving)
5
Maintenance ( p u b l i c works)
5
S t o r a g e ( w a r e h o u s i n g and s u p p l y )
32
Medical
1
Vacant
_3
100%
Within
National
t h e Navy Y a r d
are l o c a t e d a branch of
Bank o f W a s h i n g t o n , a c r e d i t u n i o n , an
c a f e t e r i a open t o a l l e m p l o y e e s , two
use by
a l l e m p l o y e e s , and
service outlet
.Population
3,350
720
560
450
430
490
300
0
6,000
officers
3 snack b a r s .
( b a r b e r , b e a u t y shop and
the
exchange
clubs
for
There i s a
PX w h i c h can
be
�u s e d o n l y by t h e Y a r d ' s
are
1,925
m i l i t a r y employees.
no s t o r e s l o c a t e d on o r n e a r t h e Navy Y a r d .
rarely
leave i t during the
In
1967,
There
Employees
day.
a M a s t e r P l a n was
p u b l i s h e d f o r t h e Navy
Y a r d w i t h the aim of d e v e l o p i n g the Y a r d i n t o a c e n t e r f o r
Navy a d m i n i s t r a t i v e a c t i v i t i e s
y a r d was
t o undergo m a s s i v e
G i v e n a $180
m i l . price tag
r e d e v e l o p m e n t was
million
s q . f t . and
o f 10,000 p e o p l e ,
I t now
realized.
gallery
r e d e v e l o p m e n t and r e o r g a n i z a t i o n
1
($280 m i l . i n t o d a y s
t o b r i n g new
office
8,300 o f them a d m i n i s t r a t i v e
that this plan w i l l
Navy p l a n n e r s a r e h o p e f u l t h a t a $12
doubtful.
prices),
space of
never
be
million
effort
I t would i n c l u d e r e n o v a t i o n of the a r t
and v i s i t o r c e n t e r , r e s t o r a t i o n o f t h e
historic
i m p r o v e m e n t o f t h e Navy
M e m o r i a l Museum, e s t a b l i s h m e n t o f a N a v a l H i s t o r i c a l
Ce
d e v e l o p m e n t o f L e u t z e P a r k and t h e W a t e r f r o n t P a r k
parking.
1.2
workers.
come t o p a s s , b u t e v e n t h i s modest
T i n g e y House and L a t r o b e G a t e ,
and
The
a t o t a l Navy Y a r d employment p o p u l a t i o n
seems c e r t a i n
program w i l l s t i l l
6/
is
expected
i n the Washington a r e a .
and
Geared to the B i c e n t e n n i a l , t h i s program c a p i t a l -
i z e s on t h e h i s t o r i c c h a r a c t e r o f t h e Navy Y a r d . I t w i l l
n o t make any
a p p r e c i a b l e d i f f e r e n c e e i t h e r i n the
number o r i n t h e m i x o f e m p l o y e e s .
total
O f f i c e b u i l d i n g s would
i / c a p t . W a l t e r Marquart, D i r e c t o r of the Chesapeake
N a v a l F a c i l i t i e s E n g i n e e r i n g Command.
Division
�19
r e m a i n t h e same a s w o u l d t h e l a r g e c o n c e n t r a t i o n
house s p a c e , c o n v e r t e d from o l d s h i p b u i l d i n g
o f ware-
areas.
<
d.
Public
The
has
Housing
area
surrounding t h e Freeway p r o j e c t
t h e second h e a v i e s t
i n Washington.
there
housing
C a p i t a l Area
a r e 1,356 a p a r t m e n t u n i t s i n f o u r
complexes: A r t h u r
Capper, C a r r o l l s b u r g Dwellings,
A p a r t m e n t s , and E l l e n W i l s o n .
I n addition,
occupied a d m i n i s t r a t i v e u n i t s .
846
of public
A d m i n i s t e r e d by t h e N a t i o n a l
Housing A u t h o r i t y ,
building
concentration
site
there
a r e 19 n o n - r e s i d e n t
Of t h e 1,356 h o u s i n g
a r e o c c u p i e d , 255 a r e h a b i t a b l e
and v a c a n t ,
units
6 are being
r e h a b i l i t a t e d a n d 13 a r e i n t h e p r o c e s s o f b e i n g
o v e r f r o m one t e n a n t t o t h e n e x t ,
Carroll
turned
and one h i g h - r i s e
with
236
u n i t s i s v a c a n t and s c h e d u l e d f o r r e n o v a t i o n .
are
308 1-bedroom u n i t s , 647 2-bedroom u n i t s , 140 3-bedroom
units,
and 25 4-bedroom u n i t s
The
is
that are habitable.
median r e n t w i t h i n t h e p u b l i c h o u s i n g
$60 p e r month.
T h e r e a r e 846 f a m i l i e s w i t h
c h i l d r e n u n d e r 16 y e a r s .
222
There
Besides
complex
2,935
Social Security recipients,
f a m i l i e s r e c e i v e some f o r m o f p u b l i c a s s i s t a n c e : 145
f a m i l i e s who r e c e i v e p u b l i c a s s i s t a n c e a s t h e i r s o l e
of reported
i n c o m e , a n d 77 f a m i l i e s who r e c e i v e
source
partial
assistance.
The
high r i s e with
236 u n i t s a t 1 1 0 1 7 t h S t . SE
w i t h i n t h e Capper complex i s v a c a n t .
NCHA p l a n s
to turn
�this building
i n t o a S e n i o r C i t i z e n s Apartment
by 1 9 7 6 .
B e g i n n i n g i n m i d - 1 9 7 5 , t h e HUD-funded r e n o v a t i o n w i l l
c o n v e r t t h e s t r u c t u r e i n t o 162 1-bedroom a p a r t m e n t s and
250 n u r s i n g rooms.
Of t h e a p p r o x i m a t e l y 400 r e s i d e n t s ,
b e t w e e n 250-300 w i l l
be c o n f i n e d b e c a u s e o f p h y s i c a l
1/
infirmities
and about
150 w i l l
be a m b u l a t o r y .
The new s t r u c t u r e i s d e s i g n e d a s a t o t a l
community s o t h a t e l d e r l y r e s i d e n t s w i l l
not have,to
v e n t u r e i n t o t h e s u r r o u n d i n g neighborhood.
the
building w i l l
have a pharmacy, n u r s i n g c a r e ,
s e r v i c e s , r e c r e a t i o n , and f o o d s e r v i c e s .
and s n a c k b a r w i l l
Besides housing,
provide meals.
clinical
A d i n i n g room
Some p a c k a g e d
food and
g r o c e r i e s w i l l be a v a i l a b l e a t t h e s n a c k b a r .
e. D e v e l o p m e n t a t Potomac and
P e n n s y l v a n i a A v e n u e s , S.E.
An a p a r t m e n t / c o m m e r c i a l
for
complex
h a s been
proposed
t h e c o r n e r o f Potomac and P e n n s y l v a n i a A v e s . a t 1 3 t h S t .
S.E.,
a c r o s s f r o m t h e Potomac Avenue M e t r o s t o p .
The
d e v e l o p e r , Graham B u i l d i n g A s s o c i a t e s , i s r e q u e s t i n g a z o n i n g
change w h i c h w o u l d p e r m i t c o n s t r u c t i o n o f a 4 4 0 - u n i t a p a r t ment b u i l d i n g w i t h
on t h e g r o u n d
per
month.
35,000 g r o s s s q . f t . o f c o m m e r c i a l
floor.
Apartments w i l l
space
r e n t f o r $220 t o $325
The' c o m m e r c i a l s p a c e w i l l be u s e d f o r medium-
sized f a c i l i t i e s
such a s a bank, food s t o r e , drug s t o r e ,
8/
b a r b e r shop, a n d d r y c l e a n e r s .
1/ N a t i o n a l C a p i t o l H o u s i n g A u t h o r i t y , Mr. A r t h u r McCaw.
P/ P u b l i c H e a r i n g s b e f o r e D.C. Z o n i n g C o m m i s s i o n , Nov.13
and Town H a l l M e e t i n g s p o n s o r e d by D.C. D e p a r t m e n t o f P l a n n i n g
and Management, Nov.7.
�The
t i v e plans
p r e p a r e d f o r t h e s i t e by t h e D i s t r i c t ' s
of Planning
are
is
z o n i n g change t o C-2-B i s one o f 3 a l t e r n a -
and Management.
Office
H e a r i n g s on t h e z o n i n g change
c u r r e n t l y b e i n g h e l d b e f o r e t h e Zoning Commission.
I t
e x p e c t e d t h a t t h e u p z o n i n g f o r t h i s p r o j e c t o r one
similar to i t w i l l
e v e n t u a l l y be a p p r o v e d .
A number o f community g r o u p s a r e i n f a v o r o f t h e
higher-density
it
use around t h e Metro s t o p ,
i s s p o n s o r e d by a r, l a c k d e v e l o p e r .
others
who o b j e c t
especially since
However, t h e r e a r e
t o the p r o j e c t because o f the
high-density,
m a s s i v e b u i l d i n g and b e c a u s e i t o f f e r s no l o w a n d m o d e r a t e
1/
income h o u s i n g .
f.
V i r g i n i a Avenue P l a y g r o u n d
The
V i r g i n i a A v e . p l a y g r o u n d , l o c a t e d on t h e
s o u t h s i d e o f V i r g i n i a b e t w e e n 9 t h and 1 1 t h ,
now h a s one
small basketball court,
swings f o r small
climbing
s a n d b o x , p i c n i c t a b l e s and a m e e t i n g
bars,
building.
a slide,
and l a r g e c h i l d r e n ,
T h e r e a r e no summer p r o g r a m s , f o o d d i s t r i b u t i o n
or water a c t i v i t i e s .
Importantly,
t h e D.C.
Recreation
would l i k e
t o add 2-4 l i g h t e d t e n n i s
along with
a spray
shower f o r s m a l l
improved b a s k e t b a l l c o u r t .
Department o f
c h i l d r e n and an
Funds f o r t h e t e n n i s
9/ R e p r e s e n t a t i v e o f C a p i t o l H i l l
H i l l A c t i o n Group.
courts
c o u r t s and
Group M i n i s t r y and C a p i t o l
�10/
spray
shower a r e b e i n g
requested
i n t h e 197G b u d g e t .
a. V a c a n t C o n t i g u o u s S i t e s
Immediately opposite
site
across
t h e Freeway
T h e s e p r o p e r t i e s on t h e 700 b l o c k
" I " S t . h a v e a t o t a l o f 18,347 s q . f t . ,
i s h e l d by a p r o m i n e n t C a p i t o l H i l l
ally,
at
understructure
" I " S t . i s a row o f d i l a p i d a t e d , b o a r d e d - u p
t o w n h o u s e s zoned C-2-A.
of
i
5,920 o f w h i c h
r e a l t o r who, c o i n c i d e n t -
owns a m a j o r s h a r e o f t h e l a n d s c h e d u l e d
Potomac and P e n n s y l v a n i a A v e s .
also holds
remaining
An 8 t h S t . b u s i n e s s m a n
4,027 s q . f t . o f p r o p e r t y
on t h i s b l o c k .
8,4 00 s q . f t . a r e owned by f i v e
The
5,339-sq.ft.
700 b l o c k
western
i s owned by Amoco.
f o r re zoning
The
individuals.
o f V i r g i n i a Ave. i s vacant.
The
c o r n e r was f o r m e r l y a g a s s t a t i o n a n d
The r e m a i n i n g
14,991 s q . f t . i s under
11/
the
c o n t r o l o f one owner a n d i s zoned C-M-l.
The
land to the west across 7th S t . i s uninhabit-
a b l e a s i t i s u n d e r t h e F r e e w a y a n d , due t o t h e r o a d
ing,
grad-
i s too low f o r c o n s t r u c t i o n .
10/
D.C. S c h o o l B o a r d , D i v i s i o n o f B u i l d i n g and G r o u n d s ;
R e p r e s e n t a t i v e s D.C. D e p a r t m e n t o f R e c r e a t i o n , A r e a V.
t
—
D.C. A s s e s s m e n t S e r v i c e s D i v i s i o n , Maps a n d T i t l e
Section
�Land
Marine
h.
t o the e a s t across
Oth S t . i s o c c u p i e d b y t h e new
Barracks.
Metro S t a t i o n s and T r a f f i c
<
T h e r e a r e two Metro s t a t i o n s i n t h e market
w h i c h i s the E a s t e r n Market
between 7th and 8th S t s .
to
open i n 1976.
levels
s t o p a t P e n n s y l v a n i a Ave.
A "Bicentennial stop," i t i s scheduled
o f employment a n d r e s i d e n t i a l p o p u l a t i o n s i m i l a r t o t h o s e
More t h a n 4 0% o f a l l p e r s o n s coming a .id
g o i n g f r o m t h i s M e t r o s t o p d u r i n g a peak h o u r w i l l
it
S.E.,
WMATA r i d e r s h i p p r o j e c t i o n s seem t o i n d i c a t e
which e x i s t today.
the
a r e a , one o f
remainder w i l l
a r r i v e by bus.
be w a l k i n g ;
During the morning
rush hour,
i s e s t i m a t e d t h a t a c o n s i d e r a b l y h i g h e r number o f p e o p l e
w i l l be b o a r d i n g a t t h e E a s t e r n M a r k e t
ing.
These
The
Sts.,
f i g u r e s would
s t o p t h a n w i l l be a l i g h t -
be r e v e r s e d i n t h e e v e n i n g r u s h h o u r .
second underground
v
s t o p i s p l a n n e d a t 4 t h a n d "M"
a d j a c e n t t o t h e Navy Y a r d .
P a r t o f the l i n e which
from L ' E n f a n t P l a z a t o A n a c o s t i a w i l l
n o t be c o m p l e t e d
1990.
T h e r e a r e a s y e t no p r o j e c t i o n s f o r t o t a l d a i l y
ship.
goes
until
P r o j e c t i o n s a r e t h a t 4,590 r i d e r s w i l l
board the Metro
j
Traffic
i u r i n g t h e morning
rider-
a l i g h t a n d 642
12/
r u s h hour a t t h i s s t o p .
Patterns
At p r e s e n t , a l l s t r e e t s which surround the
a l l o w two-way t r a f f i c ,
site
e x c e p t f o r " I " S t . w h i c h i s one-way
127
WMATA, R e v i s e d R a i l B u s T r a n s i t S y s t e m Assumed R o u t e s f o r
1990, p r e p a r e d by A l a n M. V o o r h e e s and A s s o c i a t e s , I n c . , F e b .
1971;
N e t Income A n a l y s i s S t u d y , p r e p a r e d b y V o o r h e e s , 1969.
�w e s t b o u n d f r o m Potomac Ave.
which l e a d to the
8 t h S t . has
a medium amount o f t r a f f i c ,
crossed
to get
light traffic J
i s also heavily
T r a f f i c patterns w i l l
ramp h a s
of c o n s t r u c t i o n
i t w i l l be
"M"
S t . , which
the
travelled.
9th
St.
B u i l t through the
Marine
been d e l a y e d i n opening'because
defects.
an on-
"I" St.
7th S t . i s
c h a n g e when t h e
ramp t o t h e F r e e w a y i s opened.
the
and
f r o m t h e Navy Y a r d t o
Freeway underpass s i t e ,
Barracks,
and
Southeast Freeway, are h e a v i l y t r a v e l e d ,
a residential street with
must be
V i r g i n i a Ave.
I t i s not
now
or off-ramp or both.
known w h e t h e r
When t h e
ramp
i s opened " I " S t . w i l l p r o b a b l y become two-way b e t w e e n
8 t h and
3•
9th.
Community
Profile
a. Community Groups
P r i m a r i l y due
g r o u p s h a v e emerged and
interests
hood.
represented
to the
r e s t o r a t i o n movement,
organized to p r o t e c t
the
w i t h i n the C a p i t o l H i l l
Most p r o m i n e n t among t h e s e community
neighbororganizations
a c t i v e i n or p e r i p h e r a l
to the market a r e a are
Capitol Hill' Restoration
Society, Capitol H i l l
Group, C a p i t o l E a s t Community O r g a n i z a t i o n ,
Hill
Group M i n i s t r y , and
M a r k e t Row
various
the
Action
Capitol
Associates.
�All
and
of these
g r o u p s w e r e f a m i l i a r wi£h t h e s i t e
somewhat f a m i l i a r w i t h p r o p o s e d p l a n s
E a c h commented f r o m t h e o r g a n i z a t i o n ' s
Capitol H i l l
f o r development.
vantage point.
The
Restoration Society has as i t s c h i e f p r i o r i t y
t h e m a i n t e n a n c e o f a r e s i d e n t i a l rowhouse community; t h e r e f o r e , z o n i n g and l a n d u s e a r e t h i s
The
group's c h i e f
focus.
R e s t o r a t i o n S o c i e t y h a s 1,250 members a n d h a s b e e n o p e r -
ating
f o r 20 y e a r s .
The
to H i l l
Capitol H i l l Action
organizations.
Group
(CHAG) i s a newcomer
I t i s devoted t o m a i n t a i n i n g
e c o n o m i c m i x among C a p i t o l H i l l r - e s i d e n t s .
The B l a c k
p a r t t o CHAG i s C a p i t o l E a s t Community O r g a n i z a t i o n
W h i l e CHAG i s p r e d o m i n a n t l y W h i t e , m i d d l e - c l a s s ,
p r e d o m i n a n t l y B l a c k , m i d d l e t o l o w income.
is
to organize
i t s constituency
a sociocounter(CECO).
CECO i s
CECO's f u n c t i o n
i n an e f f o r t
to maintain
community s e r v i c e s f o r t h e s e r e s i d e n t s .
Capitol H i l l
Group M i n i s t r y i s an a g g r e g a t e o f 15
c h u r c h e s a n d r e l i g i o u s g r o u p s on C a p i t o l H i l l whose p u r p o s e
is
to help
churches r e l a t e
a support system f o r l o c a l
t o t h e community, a n d t o p r o v i d e
church l e a d e r s h i p .
M i n i s t r y a l s o sponsors a v a r i e t y
M a r k e t Row A s s o c i a t e s
m e r c h a n t s whose b u s i n e s s e s
Market.
T h e Group
o f community p r o g r a m s .
i s a n o r g a n i z a t i o n o f 20
a r e contiguous t o t h e Eastern
T h e i r p u r p o s e i s t o promote b u s i n e s s
on 7 t h S t . S . E .
�a s w e l l as t o b e a u t i f y and
protect the
I n addition to these
area.
organizations,
there
are
i n s t i t u t i o n s whose p a r t i c i p a t i o n i n t h e m a r k e t a r e a i s
critical
to the d e f i n i t i o n of the
At
discussed,
the A r t h u r
there
are
Capper
846
neighborhood.
p u b l i c housing s i t e ,
f a m i l i e s , organized
a health center, mental health center,
store, recreation center,
and
tenant
cooperative
previously
groups,
food
s e v e r a l programs i n w h i c h
residents participate.
F r i e n d s h i p House i s t h e o l d e s t and
service settlement
house i n the
s i n c e 1904
and
the United
Planning
Friendship
House has
area.
I t has
receives i t s financial
Organization
and
largest multibeen
support p r i m a r i l y from
the United
programs d e s i g n e d to h e l p
Givers
the
•through e c o n o m i c d e v e l o p m e n t , t o a l l e v i a t e s o c i a l
and
to provide
include
goods and
The
and
community
problems
Services
center,
senior
a consumer a c t i o n p r o g r a m .
S t . P a t r i c k ' s E p i s c o p a l Church i n Georgetown.
purpose i s to organize
provide
care
Fund.
S o u t h e a s t E n r i c h m e n t C e n t e r i s a community
a g e n c y f u n d e d by
Its
s e r v i c e s t o t h e needy.
a d u l t e d u c a t i o n c l a s s e s , a day
c i t i z e n s p r o g r a m , and
operating
s e r v i c e s and
low
income B l a c k
programs i n a r e a s
r e s i d e n t s and
of housing,
to
education
youth.
The
D.C.
G a z e t t e i s one
newspapers, p r o v i d i n g
Washington.
of Washington's underground
an a l t e r n a t i v e t o m a j o r news m e d i a i n
I t focuses
on
c i t y - w i d e news w i t h s p e c i a l
�e m p h a s i s on C a p i t o l
b.
Hill.
Economic P r o f i l e
The
survey
tions identifies
(1)
(2)
(3)
o f community f a c i l i t i e s
three major sources
and o r g a n i z a -
o f m a r k e t demand:
Poorer r e s i d e n t s south of the s i t e
Capitol H i l l residents to the north
T h o s e e m p l o y e d by o r l i v i n g i n t h e M a r i n e
Barracks
The
by
i
a n d Navy
Yard
economic r e s o u r c e s
o f r e s i d e n t s a r e measured
l o o k i n g a t income r e c e i v e d by f a m i l i e s and by u n r e l a t e d
individuals
variation
i n the market area.
There i s such extreme
i n income i n t h e a r e a t h a t t h e r e a r e r e a l l y two
d i s t i n c t types
of resident
-- h i g h
income and l o w income.
T h e r e a r e a l s o a l a r g e number o f u n r e l a t e d i n d i v i d u a l s l i v i n g
in
the a r e a .
The w e s t e r n p o r t i o n o f t h e market a r e a i s v e r y
•close t o t h e C o n g r e s s i o n a l
Hill,
in
and r e l a t e d o f f i c e s on C a p i t a l
a n d i t i s n o t -unusual t o f i n d
s e v e r a l s i n g l e persons
t h e a r e a s h a r i n g a h o u s e o r an a p a r t m e n t .
More t h a n 5 0 %
o f t h e 1,482 u n r e l a t e d i n d i v i d u a l s i n t h e m a r k e t a r e a a r e
located i n the high
The
Hill
income
area.—/
e f f e c t o f t h e r e s t o r a t i o n movement on C a p i t o l
i s reflected
i n t h e change i n income p a t t e r n s o v e r t h e
13/
P a r t o f t h i s number i s a t t r i b u t a b l e t o t h e M a r i n e s
r e s i d i n g i n e x i s t i n g q u a r t e r s a t 8 t h and " I " .
�past
several years.
I n 1 9 5 9 , median
f a m i l y income o f a l l a r e a
r e s i d e n t s was s u b s t a n t i a l l y b e l o w t h e m e d i a n income f o r t h e
District
o f Columbia as a whole.
Pennsylvania
same a s f o r t h e D i s t r i c t
residents
i n the area
between
and South C a r o l i n a A v e s . and t h e s t u d y s i t e , t h e
income o f f a m i l i e s a n d u n r e l a t e d
the
By 19 69,
i n d i v i d u a l s was a p p r o x i m a t e l y
o f Columbia.
However, t h o s e
l i v i n g b e t w e e n t h e S o u t h e a s t F r e e w a y and t h e A n a c o s t i a
R i v e r and l i v i n g
to the east o f t h e Marine Barracks
f u r t h e r b e l o w t h e median income i n t h e D i s t r i c t
had incomes
i n 1969 t h a n i n
1959 .
Several
f a c t o r s seem t o i n d i c a t e t h a t t h e d i c h o t o m y o f
incomes o f r e s i d e n t s w i l l
area.
Labor s k i l l s
income e a r n e r s
continue t o c h a r a c t e r i z e t h e market
and o c c u p a t i o n a l
l i v i n g t o the north
data find
o f t h e s i t e a r e employed a s
p r o f e s s i o n a l s o r a s m a n a g e r s , many w i t h
establishments
of Capitol H i l l .
the governmental
Those w i t h
m a i n l y employed i n s e r v i c e and b l u e c o l l a r
e m p l o y e d , many i n t h e s e j o b s
and a r e e l i g i b l e
will
does n o t p l a n
public housing i n the area.
low i n c o m e s a r e
jobs.
Though
below t h e p o v e r t y
that the D i s t r i c t
t o e l i m i n a t e much o f t h e
Nonetheless, i n the period
since
e s t a t e a g e n t s and d e v e l o p e r s have found t h a t t h e
r e s t o r a t i o n movement h a s n o t a b a t e d , a n d i s , i n f a c t ,
eastward.
level
Another f a c t o r which
dichotomy i s t h e f a c t
o f C o l u m b i a Government
1970, r e a l
are s t i l l
f o rpublic assistance.
perpetuate t h i s
that the higher
moving
These people a r e a l s o o p t i m i s t i c about t h e f u t u r e
and a r e c o n t i n u i n g
to invest i n
1 4 / D a t a on t h e change i n m e d i a n v a l u e o f o w n e r - o c c u p e d h o u s e s
u n d e r s c o r e t h e change i n i n c o m e .
I n t h i s a r e a , t h e median v a l u e
o f o w n e r - o c c u p i e d h o u s e s r o s e mere t h a n 2.5 t i m e s i n t h e
lQfin-iq7n p e r i o d .
i n remaining p o r t i o n o f t h e market a r e a , t h e
i n c r e a s e was l e s s t h a n 5 0 % .
�11/
property i n the area.
An
i n c r e a s i n g s o u r c e o f consumer demand i n t h e m a r k e t
a r e a appears
new
t o be
With
the completion
B a r r a c k s a d j a c e n t t o t h e s i t e , t h e number o f
r e s i d i n g nearby
are
the Marines.
unmarried
annually.
w i l l be b e t w e e n 350
and w i l l
and
375.
the
Marines
A l l these
be e a r n i n g a p p r o x i m a t e l y
Room and b o a r d
of
men
$6,600
i s p r o v i d e d f o r them by
the
military.
I n a d d i t i o n t o those l i v i n g a t the B a r r a c k s , approxi m a t e l y 500
salary
range
certain
at
enlisted
commute t o work t h e r e .
i s f r o m $4,300 t o $ 1 4 , 0 0 0 .
military
allowances.
T h e i r annual
They a l s o
receive
Both a t the Marine B a r r a c k s
and
t h e Navy Y a r d l i v e s e v e r a l h i g h r a n k i n g o f f i c e r s , whose
salaries
a r e a b o u t $36,000 a n n u a l l y .
There
who
men
are approximately
commute d a i l y
t o w o r k i n t h e Navy Y a r d .
p r e d i c t t h a t employment w i l l
n e x t 5-10
years.
6,000 n o n r e s i d e n t e m p l o y e e s
remain
at t h i s
Navy p l a n n e r s
l e v e l f o r the
S l i g h t l y more t h a n t w o - t h i r d s o f
employees are c i v i l i a n s ; the r e m a i n i n g
1,900
are
the
military.
The Navy e s t i m a t e s t h a t s a l a r i e s o f a l l e m p l o y e e s a r e a t an
average
l e v e l o f GS-7
1/2,
o r an a n n u a l
salary
i n 1974
of
about $11,000.
c. F u n d a m e n t a l
There
Issues
a r e t h r e e b a s i c and v e r y d i f f e r e n t
15/ R e p r e s e n t a t i v e s of r e a l t o r s
on C a p i t o l H i l l ,
constituen-
Washington,
D.C.
�30
c i e s w h i c h form the market f o r f a c i l i t i e s
understructure s i t e .
Briefly,
they
on
the
Freeway
are:
o
R e s i d e n t s o f t h e a r e a s o u t h o f t h e F r e e w a y , who
are p r i m a r i l y tenants of p u b l i c housing.
They
a r e i s o l a t e d f r o m s h o p p i n g and h a v e low d i s p o s a b l e
incomes.
o
R e s i d e n t s o f t h e a r e a n o r t h o f t h e F r e e w a y , who
r e n t o r own h o u s e s and a r e c o n s i d e r e d p a r t o f
t h e C a p i t o l H i l l community. They a r e m o b i l e ,
h a v e h i g h d i s p o s a b l e i n c o m e s , and c a n s u p p o r t a
high q u a l i t y r e t a i l area.
o
N a v y / M a r i n e e m p l o y e e s and r e s i d e n t s , g e n e r a l l y
c h a r a c t e r i z e d a s h a v i n g m o d e r a t e i n c o m e s , who
m i g h t use t h e s h o p p i n g f a c i l i t i e s d u r i n g o r
a f t e r t h e i r working
day.
Any
p l a n f o r use o f t h e Freeway s i t e
i n t o a c c o u n t t h e n e e d s and
these t h r e e groups.
m e n t i o n e d by
. s a f e t y and
financial
Another important
a l l t h r e e groups —
crime.
support
should
take
available
consideration
from .
—
i s the q u e s t i o n of p u b l i c
T h i s i s a high crime
area,
and
this
f a c t a f f e c t s t h e e x p e c t a t i o n s and b e h a v i o r
who
live
and work t h e r e .
The
This p r e c i n c t covers
the a r e a roughly
f r o m t h e A n a c o s t i a R i v e r t o 1 4 t h S t . , N.W.,
Massachusetts
crime
Avenue.
r a t e i n the c i t y .
of burgulry,
T h i s p r e c i n c t has
F o r 1973,
4 3 m u r d e r s , 535
It
the second
t h e r e w e r e 1,323
assaults,
r e l a t e d c r i m e s , 65 r a p e s , 1,156
larcenies.
76 r e p o r t e d
D.C.
defined
to
highest
incidences
drug-
r e p o r t e d r o b b e r i e s , and
1,281
16/
i s crucial
t h a t any
f a c i l i t y be
planned i n such
167
—
those
market a r e a i s w i t h i n the D i s t r i c t of Columbia's
First Precinct.
extending
of
P o l i c e Department, P u b l i c I n f o r m a t i o n .
a
�31
way t h a t p e o p l e f e e l s a f e i n u s i n g
problem,
i t may be d i f f i c u l t
i t .
Because of the crime
t o house a f a c i l i t y
l o c a t i o n w h i c h depends upon e x t e n s i v e
night-time
i n this
usage.
�CHAPTER I V
P O S S I B L E USES FOR
SITE
This chapter
for
considers
THE
each of the proposed uses
t h e l a n d b e n e a t h t h e S o u t h e a s t F r e e w a y a t 8 t h and " I " S.E.
T h r e e f a c t o r s h a v e a m a j o r i m p a c t on t h e f e a s i b i l i t y
option.
option
They a r e :
(1)
(2)
(3)
community u s a g e p a t t e r n s
economic v i a b i l i t y
p h y s i c a l c o n s t r a i n t s of the
As i n d i c a t e d e a r l i e r ,
Corporation
survey
o f community
i n 1973 t o d e t e r m i n e
r e s i d e n t s f o r use of t h e
A t t h a t t i m e f o u r c a t e g o r i e s o f p o t e n t i a l usage were
identified:
r e c r e a t i o n , c o m m e r c i a l , e d u c a t i o n and day
To u p d a t e t h e d a t a
the
site
the Afro-American B i c e n t e n n i a l
u n d e r t o o k a community
n e e d s and p r e f e r e n c e s
land.
of each
and t o e x p a n d t h e p a r a m e t e r s o f
findings, a questionnaire
(See A p p e n d i x C) was t h e n
d e v e l o p e d by Roy L i t t l e j o h n A s s o c i a t e s
f i n a n c i a l s u p p o r t p a t t e r n s o f community
administered
t o l e a d i n g community
t i o n s i n an i n t e r v i e w s i t u a t i o n .
the q u e s t i o n n a i r e :
Capitol H i l l
Gazette,
t o d e t e r m i n e usage and
groups.
organizations
This
and
was
institu-
Seven groups responded t o
the C a p i t o l H i l l
Restoration
Group M i n i s t r y , M a r k e t Row
Society,
Associates,
S o u t h e a s t E n r i c h m e n t C e n t e r , A r t h u r Capper
and F r i e n d s h i p House.
care.
I n addition t o formal
s t r u c t u r e d a r o u n d t h e q u e s t i o n n a i r e , numerous
D.C.
Housing
interviews
informal
�i n t e r v i e w s were conducted i n person
a c r o s s - s e c t i o n of
and by
telephone
with
persons.
Respondents t o t h e q u e s t i o n n a i r e were asked
s u p p l y b a c k g r o u n d i n f o r m a t i o n on
to
ten
t h e i r o r g a n i z a t i o n s and
d e s c r i b e t h e m a r k e t a r e a a t p r e s e n t and
y e a r s f r o m now.
options i n i t i a l l y
Corporation
by A f r o - A m e r i c a n
f o r use of the s i t e .
r e s p o n d e n t was
would support
as p e r c e i v e d
They were p r e s e n t e d w i t h the
identified
asked
to
four
Bicentennial
For each o p t i o n ,
the
i f r e s i d e n t s needed, would u s e ,
the proposed f a c i l i t i e s .
t h e community w e r e i d e n t i f i e d :
and
F i v e elements
r e s i d e n t s to the south of
Freeway, r e s i d e n t s to the n o r t h ; Marine/Navy; working
residents; v i s i t i n g non-residents.
The
his
support
o p i n i o n o f t h e n e e d s , u s a g e and
each of t h e s e groups.
rank the proposals
and
Finally,
r e s p o n d e n t was
respondents
i n order of j o i n t
again to rank the proposals
financial
of
the
nonasked
patterns for
were asked
to
use by a l l r e s i d e n t s ,
i n order of j o i n t
use
and
s u p p o r t by a l l r e s i d e n t s .
The
l a s t two
items
are of p a r t i c u l a r i n t e r e s t
a p a t t e r n o f p r e f e r e n c e emerged.
Of
because
the seven o r g a n i z a t i o n s
i n t e r v i e w e d , s i x s e l e c t e d commercial as f i r s t
choice for
j o i n t u s a g e by a l l r e s i d e n t s .
If
first
a s c o r i n g system
choice equals
c h o i c e 2 p o i n t s , and
i s a p p l i e d t o t h e c h o i c e s so t h a t
4 p o i n t s , second c h o i c e 3 p o i n t s , t h i r d
4 t h c h o i c e one
p o i n t , one
can weigh
the
�options.
As d e m o n s t r a t e d b e l o w ,
commercial i s r a t e d
first
by a good d e a l ; r e c r e a t i o n i s r a t e d s e c o n d ; day c a r e
third
and e d u c a t i o n l a s t .
1st
2nd
3rd
4th
Choice
Choice
Choice
Choice
=
=
=
=
4
3
2
1
points
points
points
point
J o i n t Usage
""(Incidence x P o i n t s = S c o r e )
J o i n t Usage and D o l l a r S u p p o r t
(Incidence x Points = Score)
Commerical
Commerical
6 x 4 = 24
1
x
2
=
2
26 p t s .
Day C a r e
•
3 x 1 =
1 x 3 =
1 x 2 =
1
x
4
=
3
3
2
6 x 4 = 24
1 x 3 = _J_
27 p t s .
Day C a r e
3
1
1
1
4
12 p t s .
x 1 =
3
x 4 =
4
x 2 =
2
x 3 = _3
12 p t s .
Recreation
4 x 3 =
2 x 2 =
1 x 1 =
12
4
1
17 p t s .
Recreation
4 x 3 = 12
3 x 2 = _6
18 p t s .
Education
2 x 3 =
2 x 2 =
2 x 1 =
6
4
2
12 p t s .
Education
3 x 1 =
2 x 2 =
3
4
_
7 pts.
�Day
Care
Numerous day
care f a c i l i t i e s
Capitol H i l l , specifically
and
a r e used
w i t h i n the market a r e a .
from the q u e s t i o n n a i r e r e f l e c t
o r g a n i z a t i o n s t h a t day
exist
t h e f e e l i n g by
on
Results
community
c a r e on t h e s i t e w o u l d be
used
by
r e s i d e n t s t o t h e n o r t h and
south of the Freeway during
day, b u t
H a l f of the respondents
seldom a t n i g h t .
t h a t working
such
a facility
f o r day
thought
n o n - r e s i d e n t s would a l s o a v a i l themselves
O n l y one
pay
the
of
d u r i n g t h e day, b u t n o t a t n i g h t .
respondent f e l t
A l l other respondents
would
were of the
opinion
t h a t r e s i d e n t s t o t h e s o u t h w o u l d n o t pay b e c a u s e o f
limited
income and
care.
r e s i d e n t s to the south
t h e a v a i l a b i l i t y o f f r e e day
A r t h u r Capper Housing complex.
Only r e s i d e n t s to the
.of t h e F r e e w a y w o u l d g i v e f i n a n c i a l
center.
Three
w o u l d a l s o pay
respondents
f o r day
A t p r e s e n t day
t h e Van
Ness S c h o o l ,
Brethren,
and
care
care w i t h i n the
support
t o a day
commented t h a t w o r k i n g
north
care
non-residents
services.
care i s provided
a t F r i e n d s h i p House,
S t . Mark's C h u r c h , t h e C h u r c h o f
i n o t h e r p r i v a t e programs.
the
In addition,
17/
A r t h u r Capper has
wide Welfare
D.C.
a f r e e p r e s c h o o l program,—'The D.C.
R i g h t s C h i l d Development C e n t e r ,
D e p a r t m e n t o f Human R e s o u r c e s ,
City-
f u n d e d by
i s scheduled
the
t o open a
f r e e day c a r e p r o g r a m w i t h i n A r t h u r C a p p e r v e r y s o o n . i§/
17/
D i r e c t o r of R e c r e a t i o n , A r t h u r Capper, P u b l i c Housing.
18/Ms. Mary S m i t h , C h a i r m a n o f D.C. C i t y w i d e W e l f a r e R i g h t s
C h i l d Development C e n t e r a t A r t h u r Capper P u b l i c Housing.
�In addition,
o p e r a t e s an e a r l y
a g e s two
Capitol H i l l ' s L i t t l e
People's
c h i l d h o o d p r o g r a m f o r 145
through s i x .
The
children
care
costing
a.m.
i s $27.50 p e r
are c e r t i f i e d
p.m.
children
and
p e r week w i t h
The
House r u n s a day
years.
a sliding
c a r e program f o r
Parents
The
accord-
t o $22.00
and
The
The
per
a $79,000
Welfare
tuition.
economically integrated.
eighty
are charged
p r o g r a m r u n s on
O n l y $22,000 comes f r o m f e e s and
Council.
program i s
mean income
of
i s about $10,000.
Both program a d m i n i s t r a t o r s
s u p p o r t , low
be
6:30
t h i r t e e n , s e v e n o f whom
b u d g e t whose m a j o r s o u r c e i s t h e H e a l t h
parents
for
transportation
s c a l e f r o m $1.00
p e r week i s a p p l i e d .
and
cost
program o p e r a t e s from
i s s t a f f e d by
from ages 3 - 1 0
i n g t o means and
socially
The
and
teachers.
Friendship
child
child
an a d d i t i o n a l $ 5 . 0 0 .
t o 6:30
from
program i s c o m p l e t e l y p r i v a t e
c a t e r s t o a m i d d l e income p r o f e s s i o n a l m a r k e t .
day
Paradise
income and
advised
that without
m i d d l e income m a r k e t s c o u l d
public
not
served.
Even i f the
case could
and
w o u l d s u p p o r t day
for
l i c e n s i n g and
p r e c l u d e use
The
D.C.
be
made t h a t t h e
c a r e , D i s t r i c t of Columbia
c e r t i f i c a t i o n o f day
of the
community n e e d s
care
8th S t . s i t e f o r t h a t
facilities
may
purpose.
D e p a r t m e n t o f Human R e s o u r c e s and
Department s p e c i f y the
regulations
following regulations
Public
f o r day
Health
care
�37
center
licensing.—
o
No room c a n be u s e d f o r h a b i t a t i o n w h i c h does
n o t open d i r e c t l y t o o u t s i d e a i r .
E v e r y room
u s e d f o r s l e e p i n g , e a t i n g and r e c r e a t i o n must
h a v e a t l e a s t one window o p e n i n g o n t o a y a r d ,
court or s t r e e t .
No room w h i c h i s more t h a n
o n e - t h i r d b e l o w t h e s u r f a c e o f t h e ground may •
be u s e d f o r c a r e o f c h i l d r e n .
Rooms f o r
c h i l d r e n s h o u l d p r e f e r a b l y be l o c a t e d on t h e
ground f l o o r .
o
A sunny s a f e y a r d on p r e m i s e s must be p r o v i d e d
o r n e a r b y p a r k o r p l a y g r o u n d . T h i s s p a c e must
be f r e e f r o m c o n d i t i o n s w h i c h a r e o r may bd
dangerous t c t h e l i f e o r h e a l t h o f c h i l d r e n ,
and s h o u l d be e x p o s e d t o t h e s u n , w i t h some
s h a d e , and a minimum o f 60 s q . f t . p e r c h i l d
s h o u l d be a v a i l a b l e .
To s u m m a r i z e , w i t h o u t p u b l i c f i n a n c i n g , one
can
r u l e o u t t h e day c a r e o p t i o n b e c a u s e r e s i d e n t s t o t h e s o u t h
h a v e f r e e day c a r e ; M a r i n e s / N a v y
and v i s i t i n g n o n - r e s i d e n t s
h a v e no u s e f o r i t ; and w o r k i n g n c n - r e s i d e n t s w o u l d u s e
pay f o r i t o n l y m i n i m a l l y .
Only r e s i d e n t s t o t h e n o r t h
would support such a f a c i l i t y .
ments may
and
p r o h i b i t development
Moreover,
at this
District
require-
location.
Education
Respondents were agreed almost unanimously t h a t
to
residents
the north of the Freeway, Marines/Navy, working n o n - r e s i d e n t s
and v i s i t i n g n o n - r e s i d e n t s w o u l d n o t u s e a manpower t r a i n i n g
c e n t e r , an a d u l t e d u c a t i o n p r o g r a m ,
d u r i n g t h e day o r a t n i g h t .
t h e s e community g r o u p s w i l l
o r an i n d u s t r i a l a r t s
program
P e r c e i v e d l a c k o f u s e means t h a t
not c o n t r i b u t e f i n a n c i a l l y
to such
1 ° / D.C. D e p a r t m e n t o f Human R e s o u r c e s L i c e n s i n g R e q u i r e m e n t s
f o r Day C a r e C e n t e r s and D.C. D e p a r t m e n t o f P u b l i c H e a l t h
R e q u i r e m e n t s t o be Met by P l a c e s O t h e r T h a n F o s t e r F a m i l y Homes
G i v i n g Care to C h i l d r e n ,
�a facility,
While
making t h e p r o p o s i t i o n e c o n o m i c a l l y
most r e s p o n d e n t s
unsound.
b e l i e v e d t h a t r e s i d e n t s to the south
o f t h e F r e e w a y w o u l d u s e an e d u c a t i o n a l f a c i l i t y ,
of seven
five
out
added t h a t t h e r e s i d e n t s w o u l d n o t be a b l e o r
w i l l i n g t o pay f o r t h e s e r v i c e s .
S e v e r a l respondents
utilization
20/
Hill.
o f t h e many n e i g h b o r h o o d s c h o o l s on C a p i t o l
" They e x p r e s s e d
a l programs
commented on t h e u n d e r -
the view t h a t education
and
recreation-
s h o u l d be r u n f r o m t h e s c h o o l s and s h o u l d
f r e e or almost
free to r e s i d e n t s .
These respondents
be
felt
t h a t t h e b u r d e n o f i n c r e a s e d r e c r e a t i o n a l and e d u c a t i o n a l
s e r v i c e s s h o u l d be assumed by t h e s c h o o l s y s t e m
Department of R e c r e a t i o n .
if
The s c h o o l s y s t e m
n o t e n t i r e l y u n w i l l i n g , t o assume s u c h a
and/or t h e
i s reluctant,
responsibility
and t h e R e c r e a t i o n D e p a r t m e n t ' s b u d g e t h a s b e e n c u t d u r i n g
the p a s t f i s c a l
year.
To s u m m a r i z e , t h e M a r i n e s / N a v y , w o r k i n g
non-
r e s i d e n t s and v i s i t i n g n o n - r e s i d e n t s w o u l d h a v e no u s e f o r
the f a c i l i t y .
On t h e o t h e r h a n d , t h e s o u t h s i d e r e s i d e n t s
who
n e e d and w o u l d u s e t h e f a c i l i t y
probably
w o u l d n o t pay
for
the education, or, i f they d i d , could a f f o r d only nominal
amounts.
2 0/ R e p r e s e n t a t i v e s o f C a p i t o l H i l l
neighboring residents.
R e s t o r a t i o n S o c i e t y and
�Recreation
Six
r e c r e a t i o n a l o p t i o n s were c o n s i d e r e d :
swimming
p o o l , s e n i o r c i t i z e n s c e n t e r , gymnasium, t e n n i s , c o u r t s , b o w l ing
alley,
and i c e o r r o l l e r s k a t i n g r i n k .
o b s e r v e d t h a t no r e c r e a t i o n a l
groups o f r e s i d e n t s , c e r t a i n
While respondents
f a c i l i t y would appeal t o a l l
facilities
met w i t h
greater
approval than others.
R e p l i e s t o the survey i n d i c a t e t h a t daytime use o f
the
swimming p o o l w o u l d be l i m i t e d t o t h e summer months end
t h a t M a r i n e s / N a v y , n o n - w o r k i n g r e s i d e n t s , and v i s i t i n g
r e s i d e n t s would not use i t .
a
Furthermore, the Natatorium
f r e e , year-round indoor pool —
t h e r e f o r e , t h a t community
I t i s
groups would pay t o use a
p o o l when t h e r e i s a f r e e p o o l w i t h i n w a l k i n g
The s e n i o r c i t i z e n s '
—
i s l o c a t e d a t 7 t h and N o r t h
C a r o l i n a A v e . , a b o u t 10 m i n u t e s ' w a l k f r o m t h e s i t e .
unlikely,
non-
distance.
c e n t e r was r e j e c t e d a l m o s t unanimous-
l y b y r e s p o n d e n t s , who n o t e d t h a t M a r i n e s / N a v y , w o r k i n g nonresidents,
and v i s i t i n g n o n - r e s i d e n t s w o u l d h a v e no u s e f o r
such s e r v i c e s
support.
to
and o b v i o u s l y w o u l d n o t g i v e them
financial
Two r e s p o n d e n t s w e r e o f t h e o p i n i o n t h a t
t h e n o r t h w o u l d u s e and w o u l d p a y f o r a c e n t e r .
residents
Three
respondents s a i d t h a t r e s i d e n t s t o t h e south would a l s o use
the
c e n t e r , b u t a l l b u t one added t h a t t h i s
a non-paying b a s i s .
u s e w o u l d be on
I t s h o u l d be remembered t h a t
south o f t h e Freeway w i l l
h a v e l e s s need o f s u c h a
residents
facility
�40.
when t h e ] a r g e s e n i o r c i t i z e n
facilities
Authority
residence
i s c o m p l e t e d by t h e N a t i o n a l
with
comprehensive
C a p i t a l Housing
i n 1976.
W h i l e most r e s p o n d e n t s a g r e e t h a t a gymnasium w o u l d
be u s e d by most e l e m e n t s i n t h e community, i t i s u n l i k e l y
t h a t a gym c o u l d be a p a y i n g p r o p o s i t i o n .
Marines a r e providing
The
a gymnasium w i t h i n t h e i r new
Barracks.
t h r e e most p o p u l a r r e c r e a t i o n a l p r e f e r e n c e
t e n n i s , b o w l i n g and s k a t i n g —
problems.
I n addition, the
present
several
significant
B o w l i n g and r o l l e r s k a t i n g a r e p e r c e i v e d
oriented sports with
residents.
little
Conversely,
—
as B l a c k -
appeal t o t h e White north
side
t e n n i s i s seen as a White s p o r t ,
which might provoke a h o s t i l e r e a c t i o n from B l a c k
one
residents
to the south.
I n a d d i t i o n , c o s t and s p a c e l i m i t a t i o n s m i g h t
r u l e out these
recreational options.
The
cost of indoor t e n n i s would preclude
to the south of the Freeway.
would not use t h e f a c i l i t y
by
r e s i d e n t s to the north
degree —
u s e by r e s i d e n t s
Marines/Navy, working
during
during
t h e day.
non-residents
I t w o u l d be s u p p o r t e d
t h e day a n d - - t o a l i m i t e d
by t h e M a r i n e s / N a v y , w o r k i n g n o n - r e s i d e n t s ,
v i s i t i n g non-residents
at night.
Commercially operated indoor tennis f a c i l i t i e s
a minimum o f s i x c o u r t s
They h a v e v e r y h i g h
a day.
require
21/
i n o r d e r t o be f i n a n c i a l l y v i a b l e .
operating
Normally, these
and
c o s t s , r e q u i r i n g u s a g e o f 18 h o u r s
facilities
21/
Manager, C a b i n J o h n T e n n i s
F a i r f a x Racket Club.
are located
i n neighborhoods
C l u b , Washington, D.C;
Manager,
�w i t h above a v e r a g e i n c o m e s w h e r e h o u r l y r a t e s o f $7-16
ing
t o t i m e o f d a y ) c a n be
charged.
A v a i l a b l e space a t the proposed
o n l y two
courts.
(accord-
s i t e w o u l d accommodate
Moreover, t e n n i s c o u r t s r e q u i r e a t l e a s t
f e e t of over-head
space; the proposed
s i t e can o f f e r o n l y
40
22
feet.
A bowling a l l e y ,
the
to
o t h e r most a t t r a c t i v e r e c r e a t i o n a l p r o s p e c t s t o
respondents
t h e q u e s t i o n n a i r e , w i t h a s l i g h t edge b e i n g g i v e n t o t h e
bowling a l l e y .
be
i c e s k a t i n g r i n k , and r o l l e r r i n k w e r e
While daytime
limited, especially
use of t h e s e f a c i l i t i e s
among t h e M a r i n e s / N a v y ,
would
working
non-
r e s i d e n t and v i s i t i n g n o n - r e s i d e n t p o p u l a t i o n s , n i g h t - t i m e
u s e w o u l d be
all
considerably greater.
Most r e s p o n d e n t s
community t y p e s w o u l d u s e and pay
To be
felt
that
for recreation.
s u c c e s s f u l , a bowling a l l e y
facility
must h a v e
22/
a minimum o f 16 l a n e s and, p r e f e r a b l y , a t l e a s t 24
lanes.
The
facility
as
same number o f e m p l o y e e s c a n o p e r a t e a 2 4 - l a n e
easily
as- a 1 6 - l a n e a l l e y .
F o r 16 l a n e s , an u n o b s t r u c t e d
a r e a 142' x 92' i s n e c e s s a r y ; a 142'
for
24 l a n e s .
feet,
With Freeway
(see Chapter V I ) .
75
M o r e o v e r , a minimum o f
P a r k i n g a t the s i t e could not
p r o v i d e d f r e e s i n c e an e x p e n s i v e u n d e r g r o u n d
required
space i s r e q u i r e d
s u p p o r t columns s p a c e d e v e r y
such space i s not a v a i l a b l e .
parking spaces i s required.
x 138'
160
be
f a c i l i t y would
Experience with existing
c e n t e r s i n the Washington m e t r o p o l i t a n a r e a i n d i c a t e s
be
bowling
that
22/
Bowl A m e r i c a , V i c e P r e s i d e n t , M a r k e t i n g ; N a t i o n a l C a p i t a l
Area Bowling A s s o c i a t i o n , Executive D i r e c t o r .
�patrons
a r e not w i l l i n g
bowling
facilities
t o pay
for parking since there
i n shopping c e n t e r s w i t h f r e e
B e s i d e s space r e s t r i c t i o n s ,
alleys —
ed.
approximately
the high
$20,000 p e r l a n e —
I n t h e p a s t 10 y e a r s , a l m o s t
are
parking.
cost of
bowling
must a l s o be
a l l e x i s t i n g bowling
consider-
alleys
i n the D i s t r i c t of Columbia have c l o s e d owing t o the h i g h
o f l e a s e d s p a c e as w e l l as t h e d i f f i c u l t y
all
new
of p a r k i n g .
cost
Almost
c e n t e r s are being b u i l t w i t h i n a one-mile r a d i u s of
the C a p i t a l Beltway
and w i t h i n s h o p p i n g c e n t e r s w h i c h
l o w e r - c o s t g r o u n d l e a s e s and
L i k e w i s e , s p a c e and
development of the s i t e
ample p a r k i n g .
c o s t p r o b l e m s s t a n d i n t h e way
f o r an i c e s k a t i n g r i n k .
c o m p e t i t i v e i c e r i n k r e q u i r e s 85' x 200'
impossible
offer
A
standard
of unobstructed
given the l i m i t a t i o n s of the s i t e .
of
As w i t h
space,
bowling,
t h e l a c k o f ample f r e e p a r k i n g p o s e s a m a j o r o b s t a c l e .
s k a t i n g r i n k s have e x c e p t i o n a l l y high o p e r a t i n g c o s t s
Ice
and,
t h e r e f o r e , a r e g e n e r a l l y l o c a t e d i n a b o v e - a v e r a g e income
neighborhoods.
A t one
r i n k i n the Washington
metropolitan
a r e a , t h e s e c o s t s r u n a b o u t $25,000 p e r month, n e c e s s i t a t i n g
23/
charges
o f a b o u t $1.95
A roller
mainly
and
is
has
per s k a t e r .
s k a t i n g r i n k seems more f e a s i b l e a t t h e
because i t i s a popular
relatively
ample and
s p o r t w i t h lower-income
low o p e r a t i n g c o s t s .
24/
no p a r k i n g i s r e q u i r e d T "
adapted to the Fr-eway support
persons
A s p a c e o f 100'
(The s p a c e c o u l d
site,
x
200'
be
c o l u m n s , so t h a t i t i s i n t h e
s h a p e o f a l a r g e o v a l doughnut w i t h c o l u m n s b e i n g i n t h e
23/
Manager, I c e R i n k s , I n c . , W a s h i n g t o n ,
D.C.
24/
Manager, N a t i o n a l R o l l e r S k a t i n g R i n k , W a s h i n g t o n ,
D.C;
V i c e P r e s i d e n t , C h i c a g o R o l l e r S k a t e Company.
�43.
"doughnut h o l e " i n t h e
center.)
However, t h e p r i n c i p a l
rink i n operation
o f C o l u m b i a , l o c a t e d a t 1 7 t h S t . and
b u s i n e s s has
f a l l e n o f f , due
t h e s u b u r b s and
h a s been p a r t i c u l a r l y h a r d on
t o be
K a l o r a m a Rd.,
to competition
the p r e s e n t adverse
i n the
reports that
f r o m new
rinks
economic s i t u a t i o n ,
i t s low
income p a t r o n s .
s q . f t . As
d e v e l o p e d a t t h a t low
Moreover,
w i t h t h e g r e a t e s t u s a g e and
proposed r e c r e a t i o n a l
support
a r e a r o l l e r r i n k and/or bowling
of the s i t e
r u l e out bowling,
by
alley.
and
facilities
a l l community e l e m e n t s
Spatial
limitations
r o l l e r s k a t i n g does n o t
to have s t r o n g market p o t e n t i a l , g i v e n the r e l a t i v e l y
development c o s t of the proposed s i t e .
the high
a s an o p t i o n .
almost
w o u l d be
nearby.
no
could
a cost.
I n summary, t h e two
and
which
explained i n
C h a p t e r V I , i t i s d o u b t f u l t h a t the s i t e under r e v i e w
and
in
competitive, r o l l e r skating rink construction costs
g e n e r a l l y cannot exceed $10-11 per
be
District
f e e s w h i c h must be
Physical
appear
high
limitations
charged e l i m i n a t e indoor
tennis
A s e n i o r c i t i z e n s c e n t e r would r e c e i v e l i t t l e
financial
support.
u s e d o n l y s e a s o n a l l y , and
A gymnasium and
free f a c i l i t i e s
swimming
are
use
pool
available
�Commercial
A commercial f a c i l i t y
h a s one' advantage- o v e r o t h e r
options i n t h a t a l l respondents understand t h a t i t cannot
r e l y on p u b l i c
funding f o r support.
look to the question
which requests
Therefore,
one
must
information
on
usage
t o d e t e r m i n e w h i c h among t h e p r o p o s e d o p t i o n s w o u l d
most u s e d .
W h i l e most r e s p o n d e n t s v o i c e d
a supermarket f o r the s i t e ,
are a c t i v e l y exploring
be
a preference
for
and s e v e r a l m a j o r f o o d c h a i n s
25/
the t o t a l market p o t e n t i a l ,
data
r e v e a l s t h a t most e l e m e n t s i n t h e community w o u l d u s e a d r u g
s t o r e more f r e q u e n t l y
option with
there
l e a s t preference
are three
divided
i n the immediate
area.
commercial
because
Respondents
have
restaurant.
on t h e t y p e o f goods o f f e r e d a t a v a r i e t y s t o r e ,
respondents w i t h
d i f f e r e n t preferences
felt
i twill
be more
used.
The s u c c e s s
ele
The
i s a hardware s t o r e
f e e l i n g s about a v a r i e t y s t o r e o r
Depending
or l e s s
than a grocery s t o r e .
i t tries
o f a movie t h e a t r e w i l l
t o draw.
depend on t h e
Respondents b e l i e v e d
by t h e e n t i r e community a t n i g h t .
i t w o u l d be
could
Ave.
with
revealed
n o t depend on t h e i m m e d i a t e C a p i t o l
community f o r s u c c e s s .
h a s f o r two y e a r s .
used
However, an i n t e r v i e w
t h e manager o f t h e Penn T h e a t r e on P e n n s y l v a n i a
that a theatre
client-
The Penn r u n s "X" r a t e d m o v i e s
Hill
and
I t depends a l m o s t e x c l u s i v e l y on t r a n s i e n t s
25/ Safeway S t o r e s , P u b l i c R e l a t i o n s
Foods, R e a l E s t a t e S e c t i o n .
Representative;
Giant
�45
for
support.
S e c o n d r u n and f a m i l y m o v i e s
attracted
o n l y 50 o r 60 movie g o e r s p e r day a t $2.00 - $2.50 p e r
ticket.
or
run
The manager o f t h e Penn s a i d e i t h e r
"X"
" B l a c k " movies would support the t h e a t r e .
t h e a t r e s i n prime l o c a t i o n s i n Washington
rated
Even
first
are barely
b r e a k i n g even.
B e c a u s e n i g h t c l u b s , r e s t a u r a n t s and b a r s on 8 t h S t .
a t t r a c t a homosexual
a r e s t a u r a n t may
c l i e n t e l e , the success or f a i l u r e
be d e t e r m i n e d by i t s u s a g e by
R e s t a u r a n t s and b a r s t e n d t o be e i t h e r
and s e l d o m a r e m i x e d .
of
homosexuals.
"gay" o r
"straight"
T h e r e f o r e , a r e s t a u r a n t e u r must be
p r e p a r e d t o s e r v e o n l y a homosexual
c l i e n t e l e or exclude
26/
f r o m t h i s m a r k e t much o f t h e 8 t h S t r e e t n i g h t - t i m e
crowd.-^—
T h i s f a c t s h o u l d a l s o be k e p t i n mind when e s t i m a t i n g t h e
n i g h t - t i m e market f o r the r e c r e a t i o n a l
facility.
Parking
The M a r i n e c o m p l e x a t 8 t h and " I " S t r e e t s c a n n o t
now
p r o v i d e s u f f i c i e n t p a r k i n g f o r i t s r e s i d e n t s and commuting
employees.
W h i l e t h e new
Barracks w i l l
h a v e 250
underground
p a r k i n g spaces, Marine planners p r e d i c t t h a t a d e f i c i t
150 t o 200 s p a c e s w i l l
remain.
of
A t p r e s e n t , M a r i n e s p a r k on
n e a r b y r e s i d e n t i a l s t r e e t s , and t h i s h a s b r o u g h t c o m p l a i n t s
f r o m n e i g h b o r s who
are unable to park i n f r o n t of or near
t h e i r homes, a w o r r i s o m e s i t u a t i o n i n v i e w o f t h e p e r c e i v e d
^ / R e p r e s e n t a t i v e s of M a r k e t Row A s s o c i a t i o n and Group M i n o r i t y .
�high crime
rate.
T h i s c o n d i t i o n has caused
i n M a r i n e - c o m m u n i t y r e l a t i o n s and i s one r e a s o n
Marine's d e s i r e to
difficulty
f o r the
develop a d d i t i o n a l p a r k i n g .
The g e n e r a l c o n c l u s i o n emerges f r o m a s a m p l i n g
community o p i n i o n
retail
and p r e f e r e n c e s t h a t d e v e l o p m e n t f o r
t r a d e i s t h e most p r o m i s i n g
option
t h e two c h a p t e r s w h i c h f o l l o w , t h i s o p t i o n
more
detail.
of
to pursue.
In
i s explored i n
�CHAPTER V
THE
R E T A I L MARKET AT THE
SITE
i
1.
The T r a d e A r e a
An a n a l y s i s o f t h e f e a s i b i l i t y
facility
of a commercial
beneath the Southeast Freeway begins w i t h the
i d e n t i f i c a t i o n of the market t r a d i n g a r e a from w h i c h t h e
proposed
f a c i l i t y would o b t a i n the major p o r t i o n of
continuing patronage.
the
The p r i m a r y t r a d i n g a r e a
" w a l k - i n " neighborhood
includes
contiguous to the s i t e
plus
s u r r o u n d i n g a r e a s which have d a i l y c o n v e n i e n c e s t o r e s
c l o s e r than the s i t e .
I n an u r b a n s e t t i n g w h e r e t r a f f i c
c o n g e s t i o n and p a r k i n g i s a p r o b l e m ,
t h i s primary trading
a r e a f o r c o n v e n i e n c e i t e m s and p e r s o n a l s e r v i c e s
to
i s likely
include the population w i t h i n ten minutes' w a l k i n g
• d i s t a n c e from t h e s i t e .
parts of T r a c t s
May
no
( S e e Map
T h i s would
i n c l u d e T r a c t 70,
7 1 and 72 o f t h e 1970
D.C.
Census
and
Tract
1)
The s e c o n d a r y t r a d i n g a r e a i n c l u d e s t h a t a r e a w h i c h
may
have
l o c a l c o n v e n i e n c e s t o r e s but from which the
c o m m e r c i a l f a c i l i t y may
of
better services,
be a b l e t o a t t r a c t b u s i n e s s b e c a u s e
s p e c i f i c types of merchandise
p e r s o n a l s e r v i c e i t e m s , and q u a l i t y o f f a c i l i t i e s .
d i s t a n c e c a n be
review.
10-20
T h i s would
and T r a c t s
proposed
and
Walking
minutes i n the case of the s i t e
i n c l u d e the balance of T r a c t s
6 5 , 66, 67 and 69
(See Map 1 ) .
under
7 1 and
72
��Making a l l o w a n c e s
f o r competing commercial a r e a s ,
p e d e s t r i a n s a f e t y , and t r a f f i c p a t t e r n s , t h e p r i m a r y t r a d i n g
a r e a has been d e f i n e d t o i n c l u d e those p o r t i o n s o f T r a c t s
71 and 72 w i t h i n t h e 10-20 m i n u t e r a d i u s .
w o u l d be more c o n v e n i e n t
than a r e e x i s t i n g
The
l i v i n g i n these
areas
commercial areas.
secondary
include Tracts
t o persons
The p r o p o s e d s i t e
trading area i s therefore defined to
6 5 , 66, 67 and 69.
s e r v e d by t h e e x i s t i n g
This area i s conveniently
P e n n s y l v a n i a Ave. commercial
corridor;
t h e r e f o r e , t h e p r o p o s e d s i t e c a n r e l y on t h e s e c o n d a r y
market f o r only a very s m a l l source of r e t a i l
trade.
A t h i r d component o f t h e t o t a l m a r k e t t r a d i n g a r e a i s
the t r a n s i t population c o n s i s t i n g p r i m a r i l y o f non-resident
e m p l o y e e s o f t h e W a s h i n g t o n Navy Y a r d and t h e M a r i n e B a r r a c k s
.as w e l l a s n i g h t - l i f e p a t r o n s o f l o c a l
There
are approximately
a t t r a c t e d to the primary
r e s t a u r a n t s and b a r s .
6,000 - 7,000 n o n - r e s i d e n t
t r a d i n g a r e a d u r i n g weekdays.
d a t a a r e a v a i l a b l e on t h e number o f n o n - r e s i d e n t s
to
local night-life;
i n any e v e n t t h e proposed
f a c i l i t y would not n e c e s s a r i l y seek
2.
Trade Area Population
and B u y i n g .Power
11,687.
trading area
attracted
commercial
to cultivate
t h a t market.
the t o t a l population of the
(Census T r a c t s
T h i s represented a decrease
f r o m t h e 1960 C e n s u s c o u n t
No
Characteristics
I n t h e 1970 C e n s u s c o u n t ,
primary
employees
7 0 , 7 1 , and 72) was
o f almost
4,000
persons
(see Appendix C - Table 1 ) .
The
�Black p o p u l a t i o n
r e p r e s e n t e d 83% o f t h e t o t a l
C e n s u s T r a c t 70 e x p e r i e n c e d
population.
the l a r g e s t p o p u l a t i o n
G e n e r a l l y , i n t h i s neighborhood, r e l a t i v e l y
l a r g e lower
income h o u s e h o l d s h a v e b e e n r e p l a c e d by s m a l l e r
income h o u s e h o l d s who
The
purchase
t h e number o f f e m a l e s
t i o n , which
being
tracts
t h e median age
10-14
class
a l s o l o w e r t h a n t h e age
and
females
The
larger
Overall,
popula-
A l s o , t h e median
71 and
years, respectively.
(20-24
class
than
f o r t h e D i s t r i c t ; many o f
a r e heads of f a m i l i e s .
y e a r s and
structures.
r e p r e s e n t e d 55% o f t h e t o t a l
f o r m a l e s i s low i n C e n s u s T r a c t s
15-19
middle-
i n C e n s u s T r a c t 70.
equals the average
these females
class
r e s t o r e the
female p o p u l a t i o n i s s i g n i f i c a n t l y
the male p o p u l a t i o n , e x c e p t
age
and
losses.
72,
I n these
y e a r s ) f o r females i s
(25-34
y e a r s ) f o r both males
i n T r a c t 70,
length of r e s i d e n c y i n the area f o r persons
over
5 y e a r s o l d g i v e s some i n d i c a t i o n o f t h e d e g r e e o f permanency
of the r e s i d e n t p o p u l a t i o n .
I n 1970,
approximately
48%
t h e a r e a p o p u l a t i o n had
l i v e d i n t h e same h o u s e f o r a t
5 years.
30% o f t h e p o p u l a t i o n had
I n 1960,
only
t h e same h o u s e f o r 5 y e a r s o r more.
s t a b l e and
T r a c t 7 1 was
T r a c t 72 was
the l e a s t s t a b l e .
t h e most
Most o f t h e
o f new
least
lived in
r e s i d e n t s came f r o m o t h e r p a r t s o f W a s h i n g t o n , D.C,
f o r T r a c t 70, w h e r e t h e l a r g e s t p e r c e n t a g e
of
new
except
residents
�came f r o m o u t s i d e t h e W a s h i n g t o n D.C.
Appendix Table
I n 1970
S.M.S.A., (See
II).
t h e r e w e r e 3,436 h o u s e h o l d s i n t h e
trading area with unit s i z e ranging
T r a c t 70 t o 3.59
persons
f r o m 2.66
primary
persons
in
A l m o s t 1,000
The
one-person households.
i n T r a c t 71.
households were
remaining
were
f a m i l y households of which
47% w e r e h u s b a n d - w i f e
families.
However, i n T r a c t 72, o n l y
32% w e r e h u s b a n d - w i f e
families,
r e f l e c t i n g the u n u s u a l l y high percentage
households i n t h i s
these households,
tract
of female head of
(see Appendix C - Table I I I ) .
an a d d i t i o n a l 444
persons
Besides
l i v e d i n group
q u a r t e r s assigned to the Marine B a r r a c k s .
Housing s t a t i s t i c s
summarized i n T a b l e I V .
d e c l i n e d by
473
t r a d i n g area are
number o f o c c u p i e d
units
12% d u r i n g t h e 1960-70 p e r i o d .
o c c u r r e d i n T r a c t 70.
The m a j o r i t y
u n i t s i n the t r a d i n g area are renter-occupied;
i n T r a c t 72 a l m o s t
v a l u e s and
The
u n i t s o r by
Most o f t h i s a t t r i t i o n
of the housing
f o r the primary
a l l u n i t s are rented.
Medium p r o p e r t y
r e n t a l rates rose s i g n i f i c a n t l y
i n T r a c t 70' i n t h e
1960-70 p e r i o d b u t t h e r e was
little
change i n t h e s e
during t h i s period i n Tracts
71 and
72.
variables
F i n a l l y , the
data
i n d i c a t e t h a t s i n g l e - f a m i l y r e s i d e n c e s predominate i n T r a c t
70.
Compared t o T r a c t 70, h o u s i n g
h i g h e r i n T r a c t 71 and
especially
unit density i s significantly
i n T r a c t 72.
�Estimated buying
a r e a i s shown i n T a b l e
income f o r t h e p r i m a r y t r a d i n g
1.
The t a b l e i n d i c a t e s
that
r e s i d e n t s l i v i n g w i t h i n walking distance (generally the
10-minute r a d i u s ) earned
roughly
( i n 1972 p r i c e s ) w h i c h a f t e r
$31 m i l . i n g r o s s
income
taxes l e f t estimated
income e q u a l t o a p p r o x i m a t e l y
buying
$26-27 m i l .
T h e s e income e s t i m a t e s w e r e d e r i v e d f r o m t h e 1970
Census data f o r each Census T r a c t i n t h e primary
area.
tradirg
C e n s u s d a t a r e p o r t s income a s o f 1969; t h e s e
were i n f l a t e d
t o 1972 income l e v e l s
by u s i n g t h e
U.S.
figures
overall
i n c r e a s e i n t o t a l p e r s o n a l income f o r t n e D i s t r i c t o f
C o l u m b i a , w h i c h was 26% o v e r t h e 1969-72 p e r i o d .
adjustment
The
assumes, t h e r e f o r e , t h a t the p o p u l a t i o n of the
a r e a d i d n o t change o v e r t h e 1969-72 p e r i o d .
In fact,there
p r o b a b l y was some p o p u l a t i o n a t t r i t i o n b u t t h i s may be
set
off-
by t h e i n c r e a s e i n r e a l median income w h i c h t o o k p l a c e
a t t h e same t i m e .
In a d d i t i o n t o buying
income g e n e r a t e d by
of the t r a d i n g area, there are approximately
residents
6,000
persons
who work w e e k d a y s a t t h e W a s h i n g t o n Navy Y a r d and M a r i n e
Barracks.
A v e r a g e income o f t h e s e e m p l o y e e s was some
$10,000 i n 1 9 7 2 , g i v i n g t o t a l
buying
of t h i s
income o f $60 m i l . and e s t i m a t e d
income o f $51.6 m i l . O b v i o u s l y , o n l y a s m a l l s h a r e
income c o u l d be c a p t u r e d by c o m m e r c i a l d e v e l o p m e n t
�TABLE 1 .
ESTIMATED BUYING INCOME OF RESIDENTS
OF MARKET AREA.
Tract 7 0
$ Mean
#
Income
T r a c t 71
$ Mean
Income
#
#
T r a c t 72
$ Mean
Income
Families
549
$10,981
888
$ 6,590
924
939
6,106
436
2,788
449
Tracts
$5,021
Individuals
All
2,769
T o t a l Income
1969
$ 11,762,103
7 change i n
»
Total Personal
Income D.C.
1969-72
T o t a l Income
1972
Estimated
Buying .
Income &
$ 7,067,493
$ 5,882,685
• $ 24,712,281
•
26%
267.
267.
$ 14,820,250
$ 8,905,041
$ 7,412,183
$ 31,137,474
$ 12,745,415
$ 7,658,335
$ 6,374,477
$ 26,778,227
S o u r c e : U.S. B u r e a u o f t h e C e n s u s : 1970 C e n s u s o f P o p u l a t i o n a n d
B o u s i n g , C e n s u s T r a c t s , W a s h i n g t o n , D.C.
SMSA;
S a l e s Management, S u r v e y o f C u r r e n t B u y i n g Power, J u l y 1 9 7 3
cr E s t i m a t e d b u y i n g income -- income f r o m wages and s a l a r i e s and
i n t e r e s t a n d d i v i d e n d s and p r o f i t s and p r o p e r t y income and income
i n k i n d and i m p u t e d r e n t o f owner — o c c u p i e d homes m i n u s p e r s o n a l
income t a x e s .
�a t the
site.
Only a f r a c t i o n o f the e s t i m a t e d buying
r e s i d e n t s of the primary
business establishments
area.
t r a d e a r e a w o u l d be s p e n t
p e r s o n a l s e r v i c e and w i l l
f o r major purchases.
of t h e i r buying
travel greater distances
N o r m a l l y , c o n s u m e r s s p e n d a b o u t 25-30%
s t o r e i t e m s , some g e n e r a l m e r c h a n d i s e ) and
( b a r b e r shop, b e a u t y s a l o n ) .
sales
t h i s d i s t r i b u t i o n c o u l d be
primary
Table
2
(food,.drug
personal
g i v e s the
services
percentage
f o r the D i s t r i c t of Columbia;
expected
to apply
equally to
the
trade area.
T h e r e f o r e , on t h e b a s i s o f e s t i m a t e d b u y i n g
$27
trade
f o r convenience
income f o r c o n v e n i e n c e goods
d i s t r i b u t i o n of r e t a i l
at
l o c a t e d w i t h i n the primary
G e n e r a l l y , c o n s u m e r s shop l o c a l l y
goods and
income o f
m i l . , roughly
$8 m i l . ( 3 0 % ) c o u l d be
captured
b u s i n e s s e s t a b l i s h m e n t s o p e r a t i n g i n the primary
income o f
by
trading area.
�TABLE 2.
DISTRIBUTION OF RETAIL SALES IN THE DISTRICT
OF COLUMBIA, SELECTED YEARS
( i n percentage form)
1967
1970
1973
14.7
(11.3)
15.5
(12.4)
17.1
(14.6)
12.6
13.3
15.2
19.7
(14.6)
17.7
(13.3)
13..8
(12.4)
Apparel
9.6
7.6
8.5
F u r n i t u r e Household
appliances
Home f u r n i s h i n g s
5.8
5.9
3.6
5.3
3.4
12.9
11.5
9.5
Gas s t a t i o n s
4.6
4.9
5.9
Lumber B l d g . Hardware
1.7
1.7
1.8
Drug
6.0
6.4
5.9
Other
14.4
11.9
13.6
100.0
100.0
100.0
Food
Supermarkets
Eating & drinking
places
G e n e r a l merchandise
Department S t o r e s
Automotive
Total
Source: S a l e s Management, Survey o f C u r r e n t Buying Power, ( S e l e c t e d Y e a r s ) .
�5C
3.
Competition
The
primary
Within
the Trading
p r i n c i p a l e x i s t i n g commercial area w i t h i n the
t r a d i n g area i s l o c a t e d along
P e n n s y l v a n i a Ave. and " I " S t . T a b l e
estimated
this
retail
corridor.
trade
3
summarizes t h e
i n the a r e a , thus
i n c l u d i n g number o f e m p l o y e e s
o f s a l e s made t o r e s i d e n t s o f t h e p r i m a r y
area.
c a l c u l a t e d by u s i n g an e m p l o y e e / s a l e s
U.S.
along
obtaining,data
E s t i m a t e d t o t a l s a l e s volume f o r e a c h
was
located
T h e s e d a t a w e r e o b t a i n e d by s u r v e y i n g a l l
about each f i r m ' s o p e r a t i o n s
percentage
8 t h S t . between
s a l e s volume o f b u s i n e s s e s
business establishments
and
Area
Census d a t a f o r t h e D i s t r i c t
1972,
establishment
ratio derived
from
o f Columbia as a whole i n
b r o k e n down by t y p e o f r e t a i l
s a l e s and s e r v i c e
business
(See A p p e n d i x C, T a b l e V ) .
Table
generate
3 indicates that l o c a l business
approximately
$6.9 m i l l i o n
establishments
i n gross s a l e s
annually,
o f w h i c h $2.7 m i l l i o n i s t o r e s i d e n t s o f t h e p r i m a r y
area.
Roughly 15% o f gross
s a l e s a r e by s e r v i c e - r e l a t e d
b u s i n e s s e s , t h e r e s t b e i n g by r e t a i l
B u s i n e s s c o n d i t i o n s have stagnated
the
trade
trade
businesses.
i n recent years
along
8 t h S t . c o m m e r c i a l c o r r i d o r , and t h e s e e s t i m a t e s o f a n n u a l
sales reflect
t h e g e n e r a l l e v e l o f b u s i n e s s volume i n r e c e n t
years.
The
f o l l o w i n g r e s u l t s emerge f r o m t h e d e r i v a t i o n o f
�57
TABLE 3.
8TII STRE ET COMMERC I AI. CORRIDOR: EST'] MATED
TOTAL SALES OF ESTAIihISIIMENTS AND ESTIMATED
SALES TO RESIDENTS IN MARKET AREAS
Total
Retail
Receipts
Service
Sales
Sales
i n Primary
$ 6,523,939
$2,354,345
399,509
344,249
Receipts
I
Total
Sources:
$
6,923,448
$ 2,698,594
Roy L i t t l e j o h n A s s o c i a t e s :
8 t h S t r e e t Commercial Survey;
and U.S. Bureau o f the Census, 1972 Census o f B u s i n e s s R e t a i l
Trade and S e l e c t e d S e r v i c e s , D.C.
Market
Area
�estimated buying
of l o c a l
income i n S e c t i o n 2 above and t h e e s t i m a t e s
competitive r e t a i l
s a l e s made above
(Table 3 ) :
Primary Trading Area
(in million of dollars)
E s t i m a t e d b u y i n g income a v a i l a b l e
f o r p u r c h a s e o f c o n v e n i e n c e goods
and p e r s o n a l s e r v i c e i t e m s
P r i n c i p a l competitors'
sales (local)
$8.0
retail
2.7
$5.3
These r e s u l t s
suggest
t h a t many r e s i d e n t s a r e g o i n g
t h e i r l o c a l neighborhoods t o purchase
t h a t there i s consequently
with results
items and
a s u b s t a n t i a l p o t e n t i a l market f o r
these items w i t h i n t h e primary
corresponds
convenience
out o f
trade area.
This conclusion
f o u n d i n o u r community
Many r e s i d e n t s o f t h e a r e a a r e d i s c o u r a g e d f r o m
interviews.
shopping
a l o n g t h e 8 t h S t . c o r r i d o r because o f i t s low q u a l i t y and
o f t e n p r e f e r t o shop o u t s i d e o f t h e community
r e l a t e d reasons.
which
homes.
f o r crime-
I n a d d i t i o n , c e r t a i n goods a n d s e r v i c e s
t h e y may w i s h t o p u r c h a s e
a r e not a v a i l a b l e near
N e v e r t h e l e s s , t h e g e n e r a l upgrading
has o c c u r r e d i n r e c e n t y e a r s —
of the area t h a t
t o g e t h e r w i t h an a t t r a c t i v e
commercial f a c i l i t y a t t h e proposed s i t e —
a good s h a r e o f b u y i n g
their
could
recapture
income p r e s e n t l y b e i n g d i v e r t e d f r o m
f r o m t h e community b a c k t o t h e a r e a .
�59
4.
Prospects
for Future
Information gathered
and
Growth
from r e s i d e n t s , b u s i n e s s
persons
community g r o u p s i n t h e a r e a and w i t h o f f i c i a l s
D i s t r i c t o f C o l u m b i a Government and
statistics
Education
slightly
i n the market a r e a w i l l
i n t h e n e x t few y e a r s and
large population
expected
l o s s e s which occurred
to continue.
Data provided
show t h a t s c h o o l e n r o l l m e n t
i n the immediate f u t u r e .
c o n s t r u c t i o n o f more l a r g e h o u s i n g
c o n s i d e r i n g t h e age
population,
i n 1970,
t h e median age
especially
continue
stabilize
thereafter.
i n the
by
to decline
t h e D.C.
Board
i s expected
to decline
a l r e a d y i n the
p r o j e c t s i s not
d i s t r i b u t i o n of the
not
of
the
area,
expected.
existing
c l a s s w i l l become o l d e r t h a n i t was
i n C e n s u s T r a c t 72 when some o f t h e
Capper p u b l i c h o u s i n g
The
I960's are
Moreover, because of
high c o n c e n t r a t i o n of p u b l i c housing
Finally,
available
p o i n t to the g e n e r a l c o n c l u s i o n t h a t o v e r a l l
resident population
slightly
an a n a l y s i s o f
i n the
u n i t s are converted
i n t o housing
Arthur
f o r the
elderly.
P o p u l a t i o n p r o j e c t i o n s f o r 1976
f o r the primary
trading area i n Table
4.
and
The
1992
first
shown i n t h e t a b l e i s b a s e d on e s t i m a t e s p r e p a r e d
and
r e v i s e d i n 1974
o f Governments
by
(COG).
the M e t r o p o l i t a n
The
e x t r a p o l a t i o n of population
i n each T r a c t .
The
are
method
in
Washington
t h i r d method i s b a s e d on
1969
Council
s e c o n d method i s b a s e d on
c h a n g e s b e t w e e n 1960
given
and
an
1970
an e x t r a p o l a t i o n
�TABLE 4. POPULATION PROJECTIONS 1976 and 1992
Census T r a c t s
0070
0071
0072
A l l Tracts
Census Population
I960
1970
5,973
3,133
4,029
4,265
5,551
4,290
15,553
11,688
Method I : COG Projections
1976
1992
2,955
3,579
3,777
4,880
4,090
5,173
10,822
' 13,632
Method I I : Rate of Change
i n T r a c t s 1960-1970
1976
1992
2,986
2,845
4,293
4,321
4,191
4,094
11,470
11,260
Method I I I : Rate of Change
i n D.C.
1976
1992
2,970
2,598
4,043
3,537
4,066
3,557
11,079
9,692
Average of Three Methods
1976
1992
2,970
3,007
4,037
4,246
4,116
4,275
11,123
11,528
Sources: Roy L i t t l e j o h n Associates; Metropolitan Washington Council
of Governments.
�o f S a l e s Management e s t i m a t e s
1970
t o 1973
population
of these
t i o n by
of population
i n W a s h i n g t o n D.C.
i n the
In this
change f r o m
interval
D i s t r i c t d e c r e a s e d 2.64%.
the
The
average
t h r e e methods s u g g e s t s a s m a l l d e c l i n e i n p o p u l a 1976
and
1992
but
t h a n t h a t b e t w e e n 1960
a much l e s s p r e c i p i t o u s
and
Household p r o j e c t i o n s
drop
1970.
f o r 1976
are given
i n Table
T h r e e a l t e r n a t i v e methods w e r e u s e d t o p r o j e c t t h e
of households i n each T r a c t .
estimated
f r o m t h e COG
e x t r a p o l a t i o n of the
the D i s t r i c t
ment.
The
study.
f i r s t f i g u r e s are
those
f r o m 1970
t o 1973
as r e p o r t e d
i n S a l e s Manage-
t h e number o f h o u s e h o l d s i n
annually.
The
t h i r d method was
population
p r o j e c t i o n s , d i v i d e d by
A l l three estimates
an
2.9%
o r by
the
about
average of the
0.7%
three
average household
f o r 1976
and
i n c r e a s e s i n t h e number o f h o u s e h o l d s o v e r
1992
t h e Navy Y a r d
w i t h COG
and
and
estimates
size
y i e l d modest
1970.
Employment p r o j e c t i o n s f o r t h e p r i m a r y t r a d e
b a s e d p r i m a r i l y on
an
change i n t h e number o f h o u s e h o l d s i n
In this period,
1970.
number
Method I I i s b a s e d on
D i s t r i c t o f C o l u m b i a i n c r e a s e d by
in
5.
area
of the working population
Marine B a r r a c k s .
Navy e s t i m a t e s ,
M e t r o p r o j e c t i o n s i n d i c a t e t h a t no
are
at
along
significant
change i s e x p e c t e d .
The
s t r e n g t h o f m a r k e t demand f o r r e t a i l
proposed s i t e
i s b a s e d f u n d a m e n t a l l y on
trade at
the e x i s t i n g
the
surplus
�TABLE 5.
HOUSEHOLD PROJECTIONS 1976 and 1992
i
Census T r a c t s
007 0
0071
0072
Census
Households 1970
1,005
1,139
1,161
3,305
Method I : COG
1976
1992
1,102
1,296
1,240
1,458
1,285
1,512
3,627
4,266
1,021
1,064
1,156
1,206
1,179
1,229
3,356
3,499
1,117
1,130
2.66
1,125
1,183
3.59
1,169
1,214
3.52
3,411
3,527
1,080
1,163
1,174
1,282
1,211
1,318
3,465
3,763
Method I I :
1976
1992
A l l Tracts
Projections
Change i n D.C.
Method I I I : Average of
P o p u l a t i o n P r o j e c t i o n s to
Average Household S i z e 1970
1976
1992
(Persons/Household: 1970)
Average of Methods
1976
1992
Sources: Roy L i t t l e j o h n A s s o c i a t e s ; M e t r o p o l i t a n Washington
of Governments.
Council
�b u y i n g income o f r e s i d e n t s i n t h e p r i m a r y t r a d i n g a r e a .
r e s i d e n t s now
purchase the major share of t h e i r
These
convenience
goods and p e r s o n a l s e r v i c e s o u t s i d e o f t h e community.
While
h o u s e h o l d income c a n be e x p e c t e d t o i n c r e a s e a s more m i d d l e
income h o u s e h o l d s r e p l a c e low income h o u s e h o l d s ,
in Tract
70, no s u b s t a n t i a l i n c r e a s e i n b u y i n g income c a n
e x p e c t e d from p o p u l a t i o n growth.
the proposed
Commercial
development
be
at
s i t e must be g e a r e d t o w a r d c a p t u r i n g a , g r e a t e r
share of r e s i d e n t s '
personal
especially
service.
e x p e n d i t u r e s f o r c o n v e n i e n c e goods
and
�CHAPTER V I
PROPOSED COMMERCIAL DEVELOPMENT
<
AT THE S I T E
1•
Project Description
From an a n a l y s i s o f a v a i l a b l e d a t a and s u b s t a n t i a l
community i n t e r v i e w i n g , i t a p p e a r s t h a t t h e h i g h e s t a n d b e s t
u s e f o r t h e s i t e w o u l d be a n e i g h b o r h o o d
shopping
facility.
D e v e l o p m e n t s h o u l d be g e a r e d t o w a r d s e r v i n g p r i m a r i l y t h e
r e s i d e n t s o f C e n s u s T r a c t s 70, 7 1 , and 72 who l i v e w i t h i n
walking
mainly
would
distance of the s i t e .
employees
o f t h e Navy Y a r d
a l s o be s e r v e d .
approximately
The n o n - r e s i d e n t
population
and M a r i n e B a r r a c k s
The s h o p p i n g
f a c i l i t y would
42,700 s q . f t . o f c o m m e r c i a l s p a c e
—
—
provide
(gross
• l e a s a b l e a r e a ) , i n c l u d i n g a food s t o r e and/or drug
store
t o g e t h e r w i t h g e n e r a l m e r c h a n d i s e , s p e c i a l t y and p e r s o n a l
service
establishments.
Additionally,
parking
t h e Navv end M a r i n e s need
more
space during normal working hours as w e l l as f o r
s p e c i a l occasions
(Marine
Band c o n c e r t s a n d p a r a d e s ) , and i t
may be p o s s i b l e t o c o n s t r u c t a p a r k i n g g a r a g e b e l o w
level.
Part of this
establishments.
the option
ground
s p a c e c o u l d be u s e d by t h e c o m m e r c i a l
The proposed
development
of constructing a parking
Drawings o f t h e proposed
therefore
garage
contains
f o r 190 c a r s .
s t r u c t u r e a r e shown
below:
�The
s p a c e u n d e r t h e e x p r e s s w a y i s t o be
i n t o two
s e c t i o n s ; the lower
l i g h t commercial use.
for
approximately
St.
near
The
190
f o r p a r k i n g and
parking
automobiles
the c o r n e r of V i r g i n i a
The
parking level
divided horizontally
the upper f o r
level will
contain
space
w i t h ramp a c c e s s f r o m
7th
Ave.
i s e s t a b l i s h e d at approximately
45'
w i t h g r a d e a c c e s s a t an e l e v a t i o n o f 52.75' n e c e s s i t a t i n g a
ramp a b o u t 80'
and w i l l
in
long.
The
parking area w i l l
required.
The
r e q u i r e dependable
The
Mechanical
i n terms of t r a f f i c
commercial space w i l l
d i v i d e d i n t o the
21,000 s q . f t .
14,000
7,700
4,200
commercial a r e a s , the s i t e
20,000 s q . f t .
o f m a l l and
Ave.
a r e t o be
t h e h i g h w a y and
The
open a r e a s a l o n g
used f o r t a l l
will
park.
m a l l i s seen as a s e p a r a t e thoroughfare
interest.
and
following sections:
s i d e w a l k o f "8" S t . , b o t h f o r s e c u r i t y and
visual
will
I t i s s e t a t an e l e v a t i o n o f 55.5'
a d d i t i o n to the enclosed
The
and
o c c u p y most o f t h e a r e a above
Large food market
S m a l l s p e c i a l t y shops
Storage
D e l i v e r y and P a r k i n g
have a p p r o x i m a t e l y
ventilation- w i l l
security.
the p a r k i n g garage.
In
stairs
main a c c e s s t o the garage i s i n t h e
most remote p a r t o f t h e s i t e
is
underground
t h e r e f o r e r e q u i r e s e v e r a l p o i n t s o f e g r e s s by
a d d i t i o n t o t h e ramp i t s e l f .
a l s o be
be
from
the
for increased
" I " S t . and
Virginia
p l a n t i n g t o s c r e e n t h e edge o f
l e s s e n t h e g l o o m i n e s s o f t h e 7 t h and
8th S t .
�66
���underpasses.
A l o n g p e d e s t r i a n ramp and o v e r p a s s a s a c c e s s t o t h e
c o m m e r c i a l a r e a seems u n w i s e .
shows t h a t t h e y a r e s e l d o m
E x p e r i e n c e w i t h s u c h ramps
u s e d b e c a u s e t h e y remove t h e
p e d e s t r i a n s from t h e s e c u r i t y o f s t r e e t s i d e a c t i v i t y .
is
a l s o u n w i s e t o s c r e e n them i n t o e n s u r e t h e s a f e t y o f
traffic
for
I t
passing underneath.
Access t o t h e commercial
r e s i d e n t s southwest of the s i t e
seems d i r e c t
areas
enough
a l o n g V i r g i n i a A v e . a n d a p p r o p r i a t e enough i f t h e b l o c k '
south of the s i t e
i s rehabilitated.
The g r a d e e l e v a t i o n s p r o v i d e d a r e a t t h e c o r n e r o f
8th
and " I " S t s . Even s o , i t i s l i k e l y
commercial l e v e l w i l l
t h a t t h e main
be b e l o w t h e l e v e l o f t h a t
and w i t h t h e p a r k a l o n g " I " w i l l
down t o t h e c o m m e r c i a l l e v e l
intersection
h a v e t o be u s e d a s a ramp
(55.5').
D e l i v e r y and l i m i t e d p a r k i n g t o s e r v i c e t h e c o m m e r c i a l
a r e a i s t o be a t t h e c o r n e r o f 7 t h a n d " I " w h e r e t h e g r a d e i s
most f a v o r a b l e .
deliveries
This w i l l
a l l o w l a r g e t r u c k s t o make
c o m p l e t e l y o f f t h e s t r e e t s and d i r e c t l y
into
adjacent storage spaces.
There a r e major d i f f i c u l t i e s
under t h e e x p r e s s w a y .
connected w i t h
construction
D e l i v e r y o f m a t e r i a l by c r a n e i s
i m p o s s i b l e a n d no s t r u c t u r a l c o n n e c t i o n may be made t o t h e
highways
structure.
tained at a l l places.
A c c e s s t o t h a t s t r u c t u r e must be m a i n T h e r e f o r e , w o r k i n g s p a c e must be
�p r o v i d e d between
of
t h e u n d e r s i d e o f t h e highway
and t h e r o o f
the commercial space.
C o n s t r u c t i o n must a l s o be i n d e p e n d e n t o f t h e h i g h w a y ' s
p i e r s and t h i s w i l l
the
c a u s e a more c o m p l e x s t r u c t u r e f o r b o t h
c o m m e r c i a l and t h e p a r k i n g s p a c e . The h i g h w a y
u n p r o t e c t e d s t e e l g i r d e r s and any m a j o r f i r e
below would
j e o p a r d i z e t h e highway.
rests
on
i n the space
T h i s means t h a t
extra
f i r e p r o t e c t i o n i s necessary i n b u i l d i n g the commercial
spaces.
It
seems c l e a r t h a t t h e s u c c e s s o f t h e c o m m e r c i a l '
s e c t i o n o f t h i s p r o j e c t depends i n l a r g e p a r t on t h e d e v e l o p ment and r e h a b i l i t a t i o n o f c e r t a i n s u r r o u n d i n g a r e a s .
p a r t i c u l a r , t h e E l l e n W i l s o n D w e l l i n g s s h o u l d be
T h e y seem t o be w e l l s u i t e d
for this
upgraded.
since they are small
and i n t h e s c a l e o f t h e s u r r o u n d i n g n e i g h b o r h o o d .
e q u a l l y important to develop the block south of the
between
to
7 t h and 8 t h S t s .
as
I tis
site
Renewal o f t h i s b l o c k i s t h e key
g i v i n g the approach a face i n both d i r e c t i o n s , n o r t h
s o u t h , and t o m a k i n g
In
and
i t s u s e f r o m t h e s o u t h seem a s n a t u r a l
t h a t from the n o r t h .
�71
2.
Explanation
Table
o f C a p i t a l Development C o s t s
6 summarizes t h e e s t i m a t e d
the proposed f a c i l i t y .
1974
Unit
costs of constructing
construction
p r i c e s f o r work c o m p e t i t i v e l y
c o s t s a r e b a s e d on
b i d by c o m m e r c i a l
contract-
ors; p r o v i s i o n s of the Davis-Bacon Act, which i n c r e a s e s the
wage c o s t o f g o v e r n m e n t - s p o n s o r e d c o n s t r u c t i o n , h a v e n o t
been i n c l u d e d
i n these
cost estimates.
c o m m e r c i a l s p a c e h a s been e s t i m a t e d
may be h i g h e r
than a c t u a l cost
The u n i t c o s t f o r
a t $30 p e r s q . f t . w h i c h
f o r t h i s type of c o n s t r u c t i o n .
However, t h e s i t e p o s e s p a r t i c u l a r c o n s t r u c t i o n
problers,
such as t h e p o s s i b l e need t o f i r e p r o o f t h e s t e e l
u n d e r t h e e x p r e s s w a y and t h e g e n e r a l
a r o u n d an a l r e a d y b u i l t s t r u c t u r e .
girders
d i f f i c u l t y of working
More p r e c i s e
construction
c o s t s c a n o n l y be c a r r i e d o u t w i t h d e t a i l e d d e s i g n
t i o n s and e n g i n e e r i n g
analysis.
No v a l u e h a s b e e n p l a c e d
proposed s t r u c t u r e s .
the
on t h e u s e o f l a n d by t h e
The r e a s o n f o r t h i s a s s u m p t i o n i s t h a t
t h e s i t e c a n n o t be c o n s i d e r e d
commercial s i t e s
competitive
i f land i s given
with
commercial s i t e s .
other
a commercial value
s i t e poses development c o s t s not g e n e r a l l y
i n other
specifica-
because
encountered
The a n a l y s i s o f t h e use o f a i r -
r i g h t s o f t h e s i t e was c a r r i e d o u t by The A f r o - A m e r i c a n
Bicentennial Corporation
i n i t s report.
�TABLE 6.
ESTIMATED DEVELOPMENT COST
OF THE PROPOSED
COMMERCIAL DEVELOPMENT
Sq. F e e t
of Space
Construction
Unit Cost
Cost
(per sq. f t . )
C o m m e r c i a l S t r u c t u r e and
r e l a t e d uses
Arcade, Walkways, Landscaping
20,300
$6
$121,800
General Merchandise, S p e c i a l t y
shops
14,000
30
420,000
Food
21,000
30
630,000
4,200
8
33,600
7,700
15
115,500
Store
Delivery
Storage
Area
Area
100 ,000
I l l u m i n a t i o n o f Two ( 2 ) U n d e r p a s s e s
T o t a l C o m m e r c i a l S t r u c t u r e s and
Related Areas
$1,420,900
Parking Structure
S p a c e f o r 190 c a r s p l u s
ramp
57,000
T o t a l Development C o s t
* E s t i m a t e does n o t i n c l u d e wages d i c t a t e d
by t h e D a v i s - B a c o n A c t .
$12
$
684.000
$2,104,900
�73
3.
R e n t R e q u i r e m e n t s and Maximum F e a s i b l e
Development Budget
F i n a n c i a l a n a l y s i s of r e a l estate investments g e n e r a l l y
b e g i n s w i t h an e s t i m a t i o n o f m a r k e t r e n t s p a i d by e x i s t i n g
c o m m e r c i a l e s t a b l i s h m e n t s i n t h e p r i m a r y t r a d i n g a r e a who w o u l d
be t h e p r i n c i p a l
project.
sources o f competition f o r t h e proposed
These r e n t s , together w i t h e s t i m a t e d gross s a l e s , a r e
u s e d t o d e r i v e t h e maximum f e a s i b l e d e v e l o p m e n t b u d g e t
f o r the
proposed investment.
I n the case o f t h i s p a r t i c u l a r
however,
commercial e s t a b l i s h m e n t s i n t h e primary
the existing
analysis,
t r a d i n g a r e a w o u l d n o t be s o u r c e s o f c o m p e t i t i o n f o r c o m m e r c i a l
a c t i v i t y proposed a t t h e s i t e under r e v i e w .
Instead, the
p r o p o s e d c o m m e r c i a l f a c i l i t y w o u l d be i n c o m p e t i t i o n w i t h
neighborhood shopping f a c i l i t i e s
located outside of the primary
t r a d i n g a r e a because t h a t i s where
a r e a c u r r e n t l y shop.
analysis w i l l
residents of the trading
Consequently, t h e approach taken i n t h i s
be f i r s t
t o c a l c u l a t e annual debt
service
requirements
b a s e d on t h e e s t i m a t e d d e v e l o p m e n t
i n T a b l e 6.
T h e n , o p e r a t i n g r e c e i p t s and r e q u i r e d r e n t w i l l
be d e r i v e d a f t e r a c c o u n t i n g
f o roperating
The a s s u m p t i o n a r e ( 1 ) t h a t t o t a l
cost w i l l
costs given
expenses.
capital
development
a p p r o x i m a t e $2 m i l . ( i n 1974 d o l l a r s a s d e t a i l e d i n
T a b l e 6) and ( 2 ) t h a t e q u i t y p a r t i c i p a t i o n w i l l
t o t a l cost with the balance
Debt s e r v i c e
f i n a n c e d by l o n g - t e r m
( p r i n c i p a l and i n t e r e s t )
c a p i t a l development
be 20% o f
mortgage.
needed t o a m o r t i z e t h e
c o s t o f t h e proposed f a c i l i t y
i s based
�on
a 2 5 - y e a r mortgage c o v e r i n g
80%
w o u l d be
a t 10%
annual i n t e r e s t .
w o u l d be
$ 1 7 6 , 7 0 1 : $116,417 and
of t o t a l
Total
capital
annual debt
cost
service
$60,284 f o r c o m m e r c i a l
parking uses, r e s p e c t i v e l y .
i
I n f o r m a t i o n from a broad sample of neighborhood
centers
(centers
gross leasable
has
having a range of
type of
are
that
facility
the
d e b t s e r v i c e and
i s g i v e n i n T a b l e 7.
equity
and
46,000 - 62,000 s q . f t .
Urban Land I n s t i t u t e .
The
The
use
balance of
rent
$221,700 a n n u a l l y .
gross r e c e i p t s annually
payments o f
of
15-20% r e p r e s e n t s
of
$60,300 a n n u a l l y
(gross
total
items
return
e s t i m a t e s of d e r i v e d
development c o s t s
p r o p o s e d commerc-
operating receipts)
P a r k i n g uses are
and
still
on
in
estimated to
$91,200 i n o r d e r t o meet d e b t
t i o n f o r operating expenses, return
i z e d as
30%
this
reserves.
w o u l d h a v e t o pay
o r d e r of
Its
breakdown of t h e s e
Assuming t h i s percentage d i s t r i b u t i o n , the
ial
U.S.
o p e r a t i n g expenses f o r
a v e r a g e a p p r o x i m a t e l y 5 0 - 5 5 % and
operating receipts, respectively.
on
shopping
a r e a ) o p e r a t i n g s u c c e s s f u l l y throughout the
been d e v e l o p e d r e c e n t l y by
findings
and
the
require
service
p r o v i d e a minimum a l l o c a equity
and
reserves.
The
o p e r a t i n g r e c e i p t s needed to a m o r t i z e c a p i t a l
o v e r 25 y e a r s
a t 10%
a n n u a l i n t e r e s t i s summar-
follows:
A l l o c a t i o n ($000)
Commercial
Parking
Use
Use
91.2
a/
221. 7
Operating
Receipts
Operating
Expenses
66.5
Operating Balance
Debt S e r v i c e
^/
Equity & r e s e r v e s
155.2
116. 4
38.8
-
Total
17.2
74. 0
60 . 3
13.7
a / B a s e d on m o n t h l y c h a r g e o f $4 0 p e r a u t o m o b i l e .
b/ On t h e b a s i s o f e q u i t y p a r t i c i p a t i o n o f $264,180
f a c i l i t y and $136,800 f o r p a r k i n g s t r u c t u r e
236.6
176.7
58.9
f o r commercial
�TABLE'7.
OPERATING RESULTS OF NEIGHBORHOOD
SHOPPING CENTER
( I n pcrco;i[:,i"e form)
Percent of T o t a l Receipts (Median Numbers)
Southeast U. S
T o t a l U. S.
Operating
Receipts
98.5
2.3
1.0
Rent
Common area charges
Other charges
T o t a l Operating
Receipts
,
100.0
95.5
3.6
2.5
100.0
Operating Expenses
Operating
Balance
1.9
4.0
.9
2.3
4.2
1.7
1.1
13.6
2.3
5.0
30.7
1.0
13.3
2.0
5.4
30.0
69.3
Building Maintenance
Parking Lot, Mall and other public area*.
Central U t i l i t y Systems
Office area s e r v i c e s
Advertising and Promotion
Real Estate Taxes
Insurance
General and Administrative
70.0
Source: Urban Land I n s t i t u t e , The D o l l a r and Cents of Shopping Centers: 1972
- 7-
�On t h e b a s i s o f t h e s e numbers, e q u i t y and
would
for
In
amount t o 15% a n n u a l l y o f e q u i t y
participation
t h e c o m m e r c i a l a r e a and 10% f o r t h e p a r k i n g
order to guarantee the l e v e l of o p e r a t i n g
e s t i m a t e d above,
reserves
structure.
receipts
commercial space would have t o r e n t a t
an a v e r a g e o f $5.20 p e r s q . f t . a n n u a l l y .
on 42,700 s q . f t . o f i n c o m e - p r o d u c i n g
T h i s i s based
commercial
space
(gross l e a s a b l e a r e a ) , e x c l u s i v e of p r o v i s i o n f o r vacancies.
4.
Assessment
of Commercial
Viability
The m a r k e t a n a l y s i s i n C h a p t e r V i n d i c a t e s t h a t , i n
the
p r i m a r y t r a d i n g a r e a , t h e r e i s now
a surplus buying
income f o r p u r c h a s e o f c o n v e n i e n c e goods and p e r s o n a l
s e r v i c e i t e m s i n t h e o r d e r o f $5 m i l . a n n u a l l y .
Most
r e s i d e n t s o f t h e p r i m a r y t r a d i n g a r e a shop e l s e w h e r e e v e n
for
items which a r e u s u a l l y purchased i n neighborhood
ping f a c i l i t i e s .
such f a c i l i t i e s
shop-
T h e r e i s c o n s e q u e n t l y a m a r k e t demand f o r
i n t h e p r i m a r y t r a d i n g a r e a , even
though
p r o j e c t i o n s o f f u t u r e p o p u l a t i o n g r o w t h and h o u s e h o l d
a t i o n s i n the area are f l a t .
Moreover,
form-
t h e r e i s some
a d d i t i o n a l m a r k e t demand f o r c o n v e n i e n c e goods and p e r s o n a l
s e r v i c e items o r i g i n a t i n g
the
Navy Y a r d and M a r i n e
Assuming
from t h e n o n r e s i d e n t employees
of
Barracks.
the proposed neighborhood
center, with
parking,
c o u l d c a p t u r e o n e - h a l f o f t h e c u r r e n t s u r p l u s b u y i n g income
of
the primary t r a d i n g area
( $ 2 . 5 m i l . a n n u a l l y ) and t h a t t h e
n o n - r e s i d e n t m a r k e t amounted t o $300,000 a n n u a l l y
(6,000
�e m p l o y e e s s p e n d i n g $50
each a n n u a l l y ) , annual
s a l e s w o u l d amount t o $65
gross
commercial
per sq. f t . of g r o s s ' l e a s a b l e area
A
(42,700 s q . f t . ) .
T h i s l e v e l of s a l e s i s i n l i n e w i t h
f o o t s a l e s a c h i e v e d by
s u c c e s s f u l neighborhood
centers g e n e r a l l y i n the southeastern
However, t h e a v e r a g e
square
shopping
p a r t of the
U.S.
r e q u i r e d r e n t o f $5.20 p e r s q . f t .
a n n u a l l y i s r e l a t i v e l y h i g h and may
be d i f f i c u l t t o
Normally, l a r g e n a t i o n a l chain s t o r e tenants having
achieve.
a
AAA
c r e d i t r a t i n g , w h i c h i s needed t o a t t r a c t mortgage f i n a n c i n g
on
f a v o r a b l e terms, w i l l
amount.
pay
c o n s i d e r a b l y l e s s than
Consequently, general merchandise, s p e c i a l t y ,
p e r s o n a l s e r v i c e e s t a b l i s h m e n t s w o u l d h a v e t o pay
excess of
The
m o n t h l y p a r k i n g f e e a t $40
high u t i l i z a t i o n
r a t e i f t h e Navy and
may
have a
Marines were t o c o n t r a c t
a s h a r e of a v a i l a b l e space both d u r i n g weekdays f o r
b a n d c o n c e r t s and
d u r i n g s p e c i a l o c c a s i o n s , such
parades.
w o u l d g e n e r a l l y use t h i s
The
commercial
s t r u c t u r e on a 7-day b a s i s .
g e n e r a l low q u a l i t y o f t h e c o n t i g u o u s
8th S t . c o r r i d o r w i l l
facility
the
prevent
community.
and
commercial area
the proposed
from c a p t u r i n g the s u r p l u s buying
as
establishments
fundamental i s s u e i s whether the t h r e a t of crime
in
rents in
per automobile i s a l s o
However, t h e p a r k i n g f a c i l i t y
commuting e m p l o y e e s and
the
and
$5.20.
r e l a t i v e l y high.
for
this
The
the
along
commercial
income
available
�7U
5,
Economic
I m p a c t on t h e L o c a l Community
The p r o p o s e d c o m m e r c i a l f a c i l i t y w o u l d n o t
s u b s t a n t i a l amounts o f r e t a i l
commercial area along
draw
commerce away f r o m t h e e x i s t i n g
8th S t r e e t .
As e x p l a i n e d a b o v e ,
e x i s t i n g commercial a r e a c a t e r s to a d i f f e r e n t market
this
and
g e n e r a l l y o f f e r s s e r v i c e s not contemplated f o r the proposed
new
facility.
I n a l l p r o b a b i l i t y , t h i s new
s h o u l d be a p o s i t i v e
commercial center
f o r c e i n a t t r a c t i n g more s p e n d i n g
by n e i g h b o r h o o d r e s i d e n t s and t h i s s h o u l d
e x i s t i n g merchants along
locally
also benefit
8th S t r e e t .
C u r r e n t l y , the s i t e under r e v i e w i n t h i s
r e p o r t i s an
e y e s o r e and e a r n s no r e v e n u e f o r t h e D i s t r i c t o f C o l u m b i a o r
o t h e r owners.
Under t h e p r o p o s e d p l a n f o r d e v e l o p m e n t , t h e
D i s t r i c t would earn approximately
$47,000 a n n u a l l y i n t a x
revenue from t h e f o l l o w i n g s o u r c e s :
Personal property
Business
taxes_a/
f r a n c h i s e t a x b/
Real property
taxV
T o t a l Annual Taxes
$
5,124
5,440
36,520
$47,084
a/ A s s u m i n g v a l u e o f f u r n i t u r e , e q u i p m e n t , e t c . minus
o f $213,500.
T a x l e v i e d a t 2.4 p e r c e n t .
depreciation
J } / B a s e d on g r o s s r e t a i l s a l e s o f $2.8 m i l . a n n u a l l y and r e n t a l
income o f $220,000 a n n u a l l y , e q u a l l i n g n e t income o f $68,000.
T a x l e v i e d a t 8% p e r n e t income.
c/ B a s e d on v a l u e o f $2 m i l .
�Moreover, p r o p e r development o f t h i s
a salutory
s i t e would have
e f f e c t on c o n t i g u o u s p r o p e r t i e s g e n e r a l l y ,
could only help to restore
sub-economy o f t h e D i s t r i c t
which
the neighborhood i n t o a v i a b l e
economy.
�APPENDIX A.
�APPENDIX A
8Lh STREET COMMERCIAL SURVEY
R e t a i l Stores
Nc1. Euros.
How Lone;
No.
Name
409
2
27 y r s .
417
Kramer's Shoes
Liquor store
3
5 mos.
419
Murry's Sreak House
5
4 mos.
423
Cap. H i l l Auto P a r t s
2
10 y r s .
425- -7
429
Lemler's Shoe Store
Kopy Kat ( l a d i e s )
Citywide Rood Stores
3
7
5
45 y r s .
Chat's Liquor
D i s t . Lock & Hardw.
2
8 yrs.
15
15 y r s .
745
Amer. Rescue Workers
T h r i f t Store
12
Anderson F u r n i t u r e
400
Wm. E. M i l l e r Purn.
506
PIantemporium
Penn Auto Supply
501
505
507
541- •5
514
Clientele
Plans
Preference f o r S i t e
Local
30% t r a n s i e n t
Retire, s e l l
Stay
Warehouse
Questionable because
of crime problem
Recreation, can't see
stores
Doesn't know, crime
problem
None
Business not good
None
Community, i n - Stay
clud. welfare
Gas s t a t i o n s
Stay
2 yrs.
Community
Local
Community,
transients
Community
50% commun.,
25% r l . e s t .
25% govt.
Local poor
Stay
Stay, bought
bldg. next
door
Stay
25 y r s .
Old customers
Sell
77
30 y r s .
Stay
2
7 mos.
4 yrs.
50% P r . Geo.,
D.C., Va.
Local, trans.
Service s t a .
& walk-ins
8
60 y r s .
8 mos.
Stay
Stay
Stay
Stay
Stay
business
Commercial
Commercial or r e c r e a t i c
Doesn't know
Impossible to develop
w i t h crime and welfare
situation
Commercial won't go bee
se no t r a f f i c access
Recreation
Commercial
�8tb STREET COMMERCIAL SURVEY
Restaurants and Bars
Name
Nc Emos.
No.
E. Chow Mein
517
Boyd s Barbecue
523
Bar
525
Gatsby's Plus One
10
529
Enrico's ( b a r ) *
539
Ships Cafe Bar & G r i l l 5
703
Clientele
Plans
2 mos.
Homosexuals
Stay
4 yrs.
Community
Stay (bldg'
sold)
Stores, recreation
Stay
Don't know,
illness
T r y i n g to
buy bldg.
Stay
Stay
Recreation
Recreation
Hov; Long
Preference f o r S i t e
1
711
7^7
406
Freddie's G r i l l
Stonewalls G r i d i r o n
M i l l i e and Lou's
6
4
3 yrs.
10 y r s .
430
Horseshoe Saloon
2
2 yrs.
Local
L o c a l ; Metro
workers
Homosexuals
4 mos.
4 yrs.
Women
Men
500- •02 Club Madame
3--6
506
Cap. H i l l Townhouse Rest> • 4
Contractors
413- -5 Healy-Kruse Genl. Con.
Yves Cabinet Work
713
M i l l e r Plumb & Htg
Worden Robinson Pottery 1
715
426
Construction
4- -40
Parking, r e c r e a t i o n ,
quick s e r v i c e r e s t .
Parking, grocery
Something to improve sr-
•
3 yrs.
Metro area
2 yrs.
Metro
Stay unless Commercial
rent goes up
May move when Parking l o t
Metro complete
�8Lh STREET COMMERCIAL SURVEY
Services
Name
No - Ernes.
No.
Crawford's Barber
1
727
735
749
751
755
404
408
524
530
532
S.E. Uniform Co.
10
Tower Cleaners
•Upholstery
1
Navy Yard Valet
2
Shoe r e p a i r
1
Cap. H i l l Bush Salon 1
Copy business
Astrofilms
B r i c e ' s Barber Shop 1
Wholesale
Transmission P a r t s
534
How Long
17 y r s .
4 yrs.
12 y r s .
3 yrs.
7 mos.
3/ y r s .
1
2
9 yrs.
Marines
Preference f o r S i t e
Plans
Quit unless
None
bus. improves
Won't go because of crime
Stay
Cap. H i l l
Metro area
Cap. H i l l
Local
Stay
Stay
Don't know
Stay
Stores
Leave alone
Parking
Local
Stay
None
Clientele
Local
5
2/ y r s .
Move because Recreation or commercial
Wholesale/
warehouse d i s t .bus. expanded
Banks, P r o f e s s i o n a l O f f i c e s
Amer. Sec. & Trust 15
401
20 y r s .
Renovate
Commercial or r e c r e a t i o n
3 yrs .
Cap. H i l l ,
some welfare
Local
Stay
Recreat ion
1 yr.
Cap.
Stay
6 mos.
Congress
Commerc. , r e c , prof e s s i c r :
nothing very expensive
Recreation or educational
717
Cap. H i l l Mgmt.
2
Law o f f i c e
R e s t o r a t i o n & lav/ of 10
.
428
R o l l C a l l (newspap)
523
4
2
Hill
Stay
�8tb STREET COMMERCIAL SURVEY
Community Groups
Name
No.
UPO (Concentrated
507
705-9
729
751
520
556
No. Euros.
Emp) 15
Social Security
SE Enrichment Center
United Cerebral P a l s y
D.C. F i r e DepU
Friendship House
Clothing Center
Friendship House
Federal Credit Union
How Long
10 y r s .
13
2 yrs.
6 yrs.
30
70 y r s .
Clientele
SE except
Anacostia
SE and NE
SE
Plans
Stay
Stay
Stay
Preference f o r S i t e
Youth f a c i l i t i e s ;
commercial
Shopping
Indoor rec.,shopping
Stay
C r a f t s market
Vacant Lots and Houses, Residences
No.
Plans
Was TV s t o r e , Amer. S e c u r i t y & T r u s t wants to buy and use f o r d r i v e - i n window
405
Vacant; was pornographic p u b l i s h i n g co.; now owned by D i s t r i c t Lock
507
Vacant b u i l d i n g
533
Abandoned People's Church ( o l d t h e a t e r )
535
Was Square Deal Liquor Store which has moved down 8tt c l o s e r to Penna. Ave.
701
Bought unrestored f o r $55,000; owner looking f o r p r o f e s s i o n ^ tenants
719
Bought by Barbara Held; now looking f o r tenants, p o s s i b l y Ralph Nader
721-5
Residence
753
Wm. E. M i l l e r Parking Lot
416
Residence
508
Was laundry (out-of-business)
510
Residence
512
Was Marshall's Funeral S e r v i c e s , now vacant
522
526-8
Parking l o t ( r
3 S e
rved)
�APPENDIX B.
�INTERVIEW SCHEDULE FOR
COMMUNITY ORGANIZATIONS
INTERVIEWER
�B a c k g r o u n d on O r g a n i z a t i o n
1.
Name o f O r g a n i z a t i o n
2.
Address of Organization
3.
Purpose o f O r g a n i z a t i o n
4.
Geographic Coverage o f O r g a n i z a t i o n
5.
Y e a r s O p e r a t i n g i n Community
6.
S i z e o f Membership
7.
Name o f C o n t a c t
8.
P o s i t i o n v.'/in O r g a n i z a t i o n
Community
Profile
1.
G e n e r a l l y d e s c r i b e t h e community w / i n a 1/2 m i l e r a d i u s o f
site.
(Show Map.)
2.
Do y o u v i e w t h i s a r e a a s a s i n g l e c o m m u n i t y ?
Yes
No
Explain
3.
Can y o u make e t h n i c a n d e c o n o m i c d i s t i n c t i o n s among r e s i d e n t s
in t h i s area?
Yes
No
Distinctions
4.
How do y o u e n v i s i o n t h i s community w i t h i n t h e n e x t 10 y e a r s ?
A.
Ethnically
B.
Economically
�5.
I s t h e r e now p o l i t i c a l a c t i o n i n t h e community w h i c h
m i x e d community c o m p o s i t i o n ?
Yes
6.
Who
favors
No
are the p o l i t i c a l
Names'
spokesman?
Organizations
A.
B.
C.
III.
Site
1.
Plans
Are you f a m i l i a r w i t h t h e e x p r e s s w a y s i t e
and t h e p r o p o s e d p l a n s f o r i t s u s e ?
Yes
( 8 t h & Eye, S t . , S E )
No
From y o u p o i n t o f v i e w , do y o u t h i n k t h e community needs a
recreational f a c i l i t y ?
( I n d i c a t e by m a r k i n g " Y e s " o r No"
i n the proper c e l l . )
l7
Senior
Roller Citizens
Center
Rink
Residents
to South
Residents to North
M a r i n e s /Navy
Working
Visiting
non-residents
non-residents
Tennis
Court
Bowling
Swim
Alley
Gym Pool
�Do you t h i n k t h e community w i l l u s e a r c c r c a t i onn] f a c i l i t y ?
( I n d i c a t e by m a r k i n g " Y e s " or"NO" i n t h e p r o p e r c e l l . )
Senior
Citizens
Center
n
M
Roller
Rink
n
N
Residents
Bowling
Swim
Allev
Gvm Pool
n
n N n N
t o South
Residents
Tennis
Court
n M
to North
M a r i n e s / Navy
Working
non-residents
Visiting
non-residents
D=Day
N=Night
W i l l t h e community pay f o r t h e s e r v i c e s o f t h i s r e c r e a t i o n a l
facility?
( I n d i c a t e by m a r k i n g " Y e s " o r "No" i n t h e p r o p e r
cell.)
Senior
Swim
R o l l e r C i t i z e n s Tennis Bowling
Rink
Court
Alley
Gym PGol
Center
Residents
to South
Residents
to North
M a r i n e s / Navy
Working
Visiting
non-residents
non-residents
Do y o u t h i n k t h e community n e e d s a day c a r e f a c i l i t y ? ( I n d i c a t e by m a r k i n g " Y e s " o r "NO" n e x t t o t h e community e l e m e n t . )
R e s i d e n t s t o South
Yes
No
R e s i d e n t s t o North
Yes
No_
Marines/Navy
Yes
No
Working N o n - r e s i d e n t s
Yes
No
Visiting
Yes
No
non-residents
�6.
Do y o u t h i n k t h e community w i l l u s c a day c a r e
(Mark " Y e s " o r "No" i n t h e p r o p e r c e l l . )
Day
Day
Residents
facility?
Care
Night
to South
Residents to North
M a r i n e s /Navy
Working
non-residents
Visiting
non-residents
W i l l t h e community pay f o r day c a r e s e r v i c e s ?
by m a r k i n g " Y e s " o r "No" i n t h e p r o p e r c e l l . )
R e s i d e n t s to South
No
Residents t o North
Yes_
No
M a r i n e s /Navy
Yes_
No_
Working N o n - r e s i d e n t s
Yes
No
Visiting
8.
Yes
Yes
(indicate
No
non-residents
Do y o u t h i n k t h e Community
needs an e d u c a t i o n a l
Manpower
Training
Residents
Industrial
Arts
Education
to South
Residents
Adult
Education
facility?
to North
M a r i n e s /Navy
Working
Visiting
non-residents
non-residents
r
r
�9.
Do you t h i n k t h e community w i l l u s e an o d u c a t i o n a 1 f a c i l i t y ?
( I n d i c a t e by m a r k i n g " Y e s " o r "No" i n t h e p r o p e r c e l l . )
Manpower
Training
D
N
Adult
Education
D
N
Industrial
Arts
Education
D
N
R e s i d e n t s t o South
R e s i d e n t s to North
M a r i n e s /Navy
Working
Visiting
non-residents
non-residents
i
D-Day
N-Night
10.
W i l l t h e community p a y f o r t h e s e r v i c e s o f t h i s e d u c a t i o n a l
facility?
( I n d i c a t e by m a r k i n g " Y e s " o r "No" i n t h e p r o p e r
cell.)
Manpower
Training
Adult
Education
Industrial
Arts
Education
R e s i d e n t s to South
R e s i d e n t s to North
Marines/Navy
Working
Visiting
11.
non-residents
non-residents
Do y o u t h i n k t h e community n e e d s a c o m m e r c i a l f a c i l i t y l o c a t e d
at t h i s s i t e ?
( I n d i c a t e by m a r k i n g " Y e s " o r "No" i n t h e
proper c e l l . )
SuperMarket
R e s i d e n t s t o South
R e s i d e n t s t o North
M a r i n e s /Navy
Working
Visiting
non-residents
non-residents
Drug
Store
Variety
Hardware
Store
Restau. Theatre
�12.
Do y o u t h i n k t h e community w i l l u s e a c o m m e r c i a 1 f a c i l i t y ?
( I n d i c a t e by m a r k i n g " Y e s " o r "No " I n t h e p r o p e r c e l l . )
7
SuperMarket
D N
Drug
Store
D N
Variety
Store
Hardware
D N , D
N
Rrstau. Theatre
D N
D N
R e s i d e n t s t o South
R e s i d e n t s t o North
M a r i n e s /Navy
Working
Visiting
13.
non-residents
non-residents
Do y o u t h i n k t h e community c a n f i n a n c i a l l y s u p p o r t a c o m m e r c i a l
facility at this site?
( I n d i c a t e by m a r k i n g
Y e s " o r "No" i n
the proper c e l l . )
Supermarket
Drug
Store
Variet
Store 1 lardware
tostau.
Theatre
R e s i d e n t s t o South
Residents to North
M a r i n e s /Navy
Working
Visiting
14.
non-residents
non-residents
Do y o u f e e l t h a t a n o t h e r u s e f o r t h i s
s e r v e t h e community?
Yes
s i t e w o u l d more s u i t a b l y
No
What s e r v i c e ?
15.
Do. y o u t h i n k t h a t t h e community needs t h i s s e r v i c e ?
by m a r k i n g " Y e s " o r "No" i n t h e p r o p e r c e l l . )
R e s i d e n t s t o South
Yes
No
Residents to North
Yes
No
M a r i n e s / Navy
Yes
No
Working
Yes
No
Yes
No_
Visiting
non-residents
non-residents
(Indicate
�16,
Do you t h i n k t h e community w i l l u s c t h i s o t h e r s e r v i c e ?
( I n d i c a t e by m a r k i n g " Y e s " o r "No" i n t h e p r o p e r c e l l . )
—
Other
Day
Service
Night
R e s i d e n t s to South
R e s i d e n t s to North
M a r i n e s /Navy
Working
Visiting
17
non-residents
non-residents
Do y o u t h i n k t h e community w i l l pay f o r t h i s o t h e r s e r v i c e ?
( I n d i c a t e by m a r k i n g " Y e s " o r "No" i n p r o p e r s p a c e . )
R e s i d e n t s t o South
Yes
No_
Residents to North
Yes_
No_
M a r i n e s /Navy-
Yes_
No
Working
Yes_
No
Yes
No
Visiting
18
non-residents
non-residents
P l e a s e rank t h e proposed o p t i o n s i n order of j o i n t
by r e s i d e n t s n o r t h and s o u t h Of t h e e x p r e s s w a y .
usage
A.
B.
C.
D.
E.
19
P l e a s e rank t h e proposed o p t i o n s i n order o f j o i n t usage
and f i n a n c i a l s u p p o r t by r e s i d e n t s n o r t h and s o u t h o f t h e
Expressway.
A.
B.
C.
D.
E.
�20.
Do y o u f e c i t h a t t h e p r o p o s e d f a c i l i t y w i l l a c t a s a
b a r r i o r between r e s i d e n t s t o t h e n o r t h and s o u t h o f
the
expressway?
Yes
No
Why ? .
j
I f y e s , do y o u v i e w t h i s
Favorably
separation favorably or unfavorably?
Unfavorably
Why
21.
'
Do y o u a n t i c i p a t e a n y p o l i t i c a l
proposed f a c i l i t y ?
Yes
reaction regarding the
No
From whom?
Do y o u h a v e a n y a d d i t i o n a l comments a p p r o p o s t o t h e s i t e
development?
22.
Do y o u t h i n k t h e s i t e a d j a c e n t t o t h e e x p r e s s w a y i s s u i t a b l e
for a motel or o f f i c e b u i l d i n g ?
Yes
No
THANK YOU FOR YOUR HELP,
�SOUTHEAST FREEWAY STREET SURVEY FORM
8th
Street
Survey
i
Address:
Type B u s i n e s s :
How l o n g h a v e y o u b e e n i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
Employees:
How many:
Where do t h e y
Y e a r l y Gross
Under
live?
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250,000 & Up,
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing or commercial p o t e n t i a l ?
�SOUTHEAST FREEWAY STREET SURVEY FORM
8th
Street
Survey
i
Address:
Type B u s i n e s s :
How l o n g h a v e y o u b e e n i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
Employees:
How many:
Where do t h e y
Y e a r l y Gross
Under
live?
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250, 000 & Up-
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing o r commercial
potential?
�SOUTHEAST FREEWAY STREET SURVEY FORM
1th
Street
Survey
Address:
Type B u s i n e s s :
How l o n g h a v e y o u b e e n i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
Employees:
How many:
Where do t h e y
Y e a r l y Gross
Under
live?
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250, 000 & Up,
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing or commercial
potential?
�SOUTHEAST FREEWAY STREET SURVEY FORM
8th
Street
Survey
Address:
Type B u s i n e s s :
How l o n g h a v e y o u been i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
Employees:
How many:
Where do t h e y
Y e a r l y Gross
Under
live?
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250,000 & Up,
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing or commercial p o t e n t i a l ?
�SOUTHEAST FREEWAY STREET SURVEY FORM
8th
Street
Survey
i
Address:
Type B u s i n e s s :
How l o n g h a v e y o u b e e n i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
Employees:
How many:
Where do t h e y
Y e a r l y Gross
Under
live?
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250,000 & Up-
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing o r commercial p o t e n t i a l '
�SOUTHEAST FREEWAY STREET SURVEY FORM
8th
Street
Survey
Address:
Type B u s i n e s s :
How l o n g h a v e y o u b e e n i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
Employees:
How many:
Where do t h e y
Y e a r l y Gross
Under
live?
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250,000 & Up,
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing or commercial p o t e n t i a l ?
�SOUTHEAST FREEWAY STREET SURVEY FORM
8th
Street
Survey
Address:
Type B u s i n e s s :
How l o n g h a v e y o u b e e n i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
'
Employees:
How many:
Where do t h e y
live?
r
Y e a r l y Gross
Under
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250,000 & Up,
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing o r commercial p o t e n t i a l ?
�SOUTHEAST FREEWAY STREET SURVEY FORM
8th
Street
Survey
i
Address:
Type B u s i n e s s :
How l o n g h a v e y o u b e e n i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
Employees:
How many:
Where do t h e y
Y e a r l y Gross
Under
live?
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250, 000 & Up-
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing or commercial
potential?
�SOUTHEAST FREEWAY STREET SURVEY FORM
8th
Street
Survey
, i
Address:
Type B u s i n e s s :
How l o n g h a v e y o u b e e n i n b u s i n e s s a t :
This
New
location?
business?
Moved f r o m a n o t h e r
location?
What p o p u l a t i o n do y o u s e r v e ?
r
Employees:
How many:
Where do t h e y
Y e a r l y Gross
Under
live?
receipts:
$25,000
$25
- $50,000
$50
- $100,000
$100 - $250,000
$250,000 & Up,
What a r e y o u r p l a n s f o r t h e f u t u r e ?
What w o u l d y o u l i k e t o s e e on t h e u n d e r s t r u c t u r e
Do y o u t h i n k t h i s
site?
area has a marketing or commercial p o t e n t i a l ?
�APPENDIX C
�AIM'ENDLX
TABLE I .
SUMMARY OF GENERAL POPULATION CHARACTERISTIC
BY CENSUS TRACT
Census T r a c t s
0070
0071
0072
5,973
3,133
4,029
4,264
5,551
4,290
15,553
11,687
-47.5
6.5
-22.7
-24.9
1960
1970
38.4
26.8
25.9
36.5
35.7
36.7
Percentage 1970
Male
Female
11.2
9.2
12.5
15.2
12.7
15.2
68.9
53.8
72.9
93.7
90.2
93.9
25-34
25-34
15-19
20-24
10-14
20-24
All
Tracts
T o t a l Population
1960
1970
Percentage Change
1960-1970
Percentage D i s t r i b u t i o n
Percentage Negro
1960
1970
Median Age C l a s s 1970
Male
Female
Source: U.S. Bureau o f the Census 1960 and 1970 Census of P o p u l a t i o n and
and Housing, Census T r a c t s , Washington, D.C. SMSA; M e t r o p o l i t a n
Washington C o u n c i l o f Governments, E s t i m a t e s D e r i v e d from L o c a l
F o r e c a s t s , M o d i f i e d March 1974 - Data f o r study purpose o n l y .
1972 data D.C. government e s t i m a t e s .
C
�ALTENDiX
TABLE I I .
SUMMARY OF THE LENGTH OF RESIDENCY IN THE
CENSUS TRACTS 1960 and 1970
007 0
Persons 5 y e a r s and over
1960
1970
Census T r a c t s
0071
0072
All
Tracts
5,287
2,963
3,457
3,853
4,317
3,773
13,061
10,589
Percentage l i v i n g i n same
house as i n
1955
1965
31.8
48.0
34.2
36.1
24.1
59.7
29.9
47.8
Percentage o f Negroes i n
same house as i n
1965
64.9
36.0
61.4
51.5
Percentage i n d i f f e r e n t house
i n 1955 l o c a t e d i n
Central City
O u t s i d e SMSA
48.9
9.9
54.5
6.3
61.7
7.9
54.6
7.1
Percentage i n d i f f e r e n t house
i n 1965 l o c a t e d i n
Central City
O u t s i d e SMSA
15.9
20.4
45.6
4.5
27.7
3.1
30.9
8.4
Source: U.S. Bureau o f the Census, 1960 and 1970 Census o f P o p u l a t i o n and
Housing, Census T r a c t s , Washington, D.C. SMSA.
�APPENDIX
TABLE
I I I .
SUMMARY OF M A R I T A L
COMPOSITION
STATUS
I N T H E MARKET
Census
0070
AND
HOUSEHOLD
AREA
19 70
Tracts
0071
0072
All
Tracts
Households
Number of Persons
3,133
4,264
4,290
11,687
Head o f Households
Primary I n d i v i d u a l s
(group q u a r t e r s )
1,080
470
(262)
1,182
269
(23)
1,174
257
(159)
3,436
996
(444)
610
68.9
913
47.0
917
32.5
2,440
47.0
25.3
47.7
64.2
48.3
A l l families
Husband-wife f a m i l i e s °
F a m i l i e s w i t h female
head 7.
Source: U.S. Bureau of the Census, 1970 Census of P o p u l a t i o n and
Housing; Census T r a c t s , Washington, D.C. SMSA.
�APPENULX
TABLE I V . HOUSING AND VALUE OF HOUSING 1960 and 1970
Census T r a c t s
0070
Number o f Occupied
0071
0072
1,552
1,080
984
1,182
1,373
1,174
76.9
66.9
69.8
83.9
94.2
96.2
All
Tracts
Units
1960
1970
3,909
3,436
Percentage Renter-Occupied
1960
1970
Median V a l u e o f OwnerOccupied U n i t s
1960: a l l u n i t s
1970: a l l u n i t s
Median Value of R e n t e r Occupied U n i t s
1960: a l l u n i t s
1970: a l l u n i t s
$11,700
30,200
$71
108
U n i t s i n S t r u c t u r e Percentage 1970
i
56.2
2-4
5-49
50 or more
24.1
19.8
-0-
$11,500
14,600
$ 9,800
14,100
$85
80
$61
65
38.4
7.6
27.3
26.6
32.6
5.8
24.3
37.3
Source: U.S. Bureau o f the Census: 1960 and 1970 Census of P o p u l a t i o n and
Housing, Census T r a c t s , Washington, D.C. SMSA
r
�APPENDIX
TABLE V.
ESTIMATED SALES OF COMMERCIAL ESTABLISHMENTS
ON 8T1I STREET, S,E.
# of
Employees
Es timated
Sales/Employee
% of
Ratio
local sales
Estimated
T o t a l Sales
SIC
Store
566 p t
Kramer Shoes
2
33,890
67,780
59 2
Liquor Store
3
86,203
181,026
258,609
5512 p t
Murrays Steak House
5
14,186
70,930
70,930
553
C a p i t a l H i l l Auto P a r t s
2
39,383
-0-
78,766
566 p t
L e m l e r ' s Shoe S t o r e
3
33,890
101,670
101,670
562
Kopy K a t
7
28,245
197,715
197,715
545,9
C i t y w i d e Food S t o r e s
5
37,143
92,858
185,715
59 2
Chat's L i q u o r
2
86,203
172,406
172,406
$ 67,780
52
D i s t . L o c k & Hardware
15
48,319
362,393
724,785
593
Amer. Rescue Workers
(1.5)
28,332
42,498
42,498
571
Anderson F u r n i t u r e
12
39,971
479,652
479,652
571
Wm. E . M i l l e r
77
39,971
30,778
3,077,767
52
Plantemporium
2
48,319
48,319
96,638
553
Penn Auto Supply
8
39,383
78,766
315,064
5812 p t
E Chow Mein
(3)
13,197
39,591
39,591
5812 p t
Boyds Barbecue
(5)
13,197
65,985
69,985
5813
Bar
(2)
15,507
31,014
31,014
5812 p t
Gatsbys P l u s One
10
13,197
13,197
131,970
5813
Enrico's
(3)
15,507
46,251
46,251
5812 p t
Ships C a f e B a r & G r i l l
5
13,197
65,985
65,985
5812 p t
Freddies
(3)
15,507
46,251
46,251
5812 p t
Stonewall's G r i d i r o n
6
13,197
79,182
79,182
5812 p t
M i l l i e & Lou's
4
13,197
26,394
52,788
5813
Horseshoe Salon
2
15,507
1,551
31,014
5812 p t
Club Madame
4.5
13,197
5,939
59,387
5812 p t
Cap. H i l l Townhouse R e s t .
4
14,186
5,674
56,744
Grill
�APPENDIX
TABLE V.
ESTIMATE SALES OF COMMERCIAL ESTABLISHMENTS
ON 8TH STREET, S.E.
(Continued)
SIC
7 of
„
Employees
Store
Crawford's
Barber
Estimated
Sales/Employe e
Ratio
% of
Local Sales
Estimated
Total Sales
1
14,029
14,029
S.E. Uniform Co.
10
22,729
227,290
227,290
Tower C l e a n e r s
(2)
9,804
19,608
19,608
$
14,029
Upholstery
1
22,729
11,365
22,729
Navy Y a r d V a l e t
2
9,804
9,804
19,608
Shoe R e p a i r
1
22,729
11,365
Cap. H i l l Bush Barber
Shop S a l o n
1
14,029
14,029
14,029
Copy B u s i n e s s
1
22,729
11,365
22,729
Astro films
1
22,729
11,365
22,729
1
14,029
14,029
14,029
$ 2,698,594
$ 6,923,448
2,354,345
344,249
6,523,939
399,509
B r i c e Barber
Shop
Total
of which:
R e t a i l sales
Services
'
Source: Based on i n t e r v i e w s u r v e y c a r r i e d out by Roy L i t t l e j o h n A s s o c i a t e s .
22,729
�r
�
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Market analysis and economic impact study on the understructure site of the Southeast Freeway over Seventh and Eighth Streets, Southeast, Washington, DC
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Interstate 695
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Roy Littlejohn Associates
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1974
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PDF Text
Text
Southwest
Employment
Area
J ^ J ^ J ^ "
A L A N M. V O O R H E E S & A S S O C I A T E S , INC.
�A g e n c i e s r e p r e s e n t e d i n the Southwest E m p l o y m e n t A r e a T r a n s p o r t a t i o n
Committee:
B u r e a u of the Budget
Department of A g r i c u l t u r e
Department of Defense
Department of H e a l t h , Education and W e l f a r e
Department of Housing and U r b a n Development
Department of the T r e a s u r y
Department of T r a n s p o r t a t i o n
General Services Administration
D. C . Department of Highways and T r a f f i c
National A e r o n a u t i c s and Space A d m i n i s t r a t i o n
National C a p i t o l P l a n n i n g C o m m i s s i o n
D. C . Redevelopment L a n d Agency
Smithonian Institution
Washington Metropolitan A r e a T r a n s i t A u t h o r i t y
Washington Metropolitan A r e a T r a n s i t C o m m i s s i o n
Washington M e t r o p o l i t a n A r e a T r a n s p o r t a t i o n Study
�SOUTHWEST EMPLOYMENT AREA
TRANSPORTATION FINDINGS AND
RECOMMENDATIONS
Prepared for
SOUTHWEST EMPLOYMENT AREA
TRANSPORTATION COMMITTEE
By
A L A N M. V O O R H E E S & A S S O C I A T E S ,
WESTGATE
MCLEAN,
RESEARCH
VIRGINIA
DECEMBER
PARK
22101
1968
INC.
��W E S T G A T E
R E S E A R C H
P A R K ,
M c L E A N ,
V I R G I N I A
2 2 1 0 1
•
7 0 3 / 89 3--4 310
•
C A B L E :
A M V O R
ALAN M. VOORHEES
& ASSOCIATES, INC.
TRANSPORTATION & PLANNING CONSULTANTS
A L A N M. V O O R H E E S
WALTER
G. HANSEN
C H A R L E S F.BARNES.JR.
T H O M A S
B. D E E N
DAVID W.SCHOPPE R T
ROBERT
L . MORRIS
MARTIN
J . BOUMAN
NORMAN G. P A R S O N S
December 3 1 , 1968
M r . T h o m a s Appleby
Executive Director
D. C . Redevelopment L a n d Agency
1420 New Y o r k Avenue, N . W.
Washington, D . C .
M r . David Phillips
Regional Administrator
General Services Administration
7th and D S t r e e t s , S . W .
Washington, D . C .
Attention:
Attention:
M r . J o s e p h Canney
Deputy E x e c u t i v e D i r e c t o r
M r . I . Jack Gural
Chief, U r b a n P l a n n i n g Staff
Gentlemen:
We a r e pleased to s u b m i t our f i n a l r e p o r t on the Southwest T r a f f i c Study. T h e
findings of t h i s study, and the r e s u l t a n t recommendations, should be helpful i n
coping w i t h the growing t r a f f i c problem i n this dynamic a r e a .
I n the f i n a l a n a l y s i s , the p r i n c i p a l solution to the Southwest E m p l o y m e n t A r e a
t r a n s p o r t a t i o n needs w i l l be the r a p i d t r a n s i t s y s t e m . I t i s patently c l e a r that
neither automobiles, nor b u s e s , nor any reasonable combination of the two c a n
s a t i s f a c t o r i l y provide d a i l y i n g r e s s and e g r e s s for 100, 000 employees using
the v e r y l i m i t e d s t r e e t and highway s y s t e m w h i c h w i l l be a v a i l a b l e . T h e r e commendations of this r e p o r t , i f c a r r i e d out i n a t i m e l y m a n n e r , should m i n i m i z e o v e r a l l congestion u n t i l the day when r a p i d t r a n s i t s e r v e s Southwest.
We deeply appreciate the a s s i s t a n c e w h i c h has been provided to u s , during the
c o u r s e of t h i s study, by a l l m e m b e r s of the Southwest W o r k i n g Subcommittee
and t h e i r a s s o c i a t e s i n t h e i r r e s p e c t i v e agencies. We a r e p a r t i c u l a r l y indebted to
the D . C . Redevelopment L a n d Agency and the G e n e r a l S e r v i c e s A d m i n i s t r a t i o n
for counsel, guidance, and painstaking a s s i s t a n c e whenever it w a s requested.
A s r e s i d e n t s of the Washington metropolitan a r e a , w e a r e p a r t i c u l a r l y pleased
that we have been able to p l a y a r o l e , admittedly m i n o r , i n the development of
the d r a m a t i c new Southwest f o r our Nation's C a p i t a l .
Robert L . M o r r i s ,
Vice President
T O R O N T O
WASH I N G T O N ,
D . C
ST .
L O U I S
L O S
A N G E L E S
SAN
D I E G O
��Preface
When a stone i s dropped into w a t e r , w a v e s s p r e a d out i n a l l d i r e c t i o n s
f r o m the point of i m p a c t . S i m i l a r l y , when 80, 000 jobs a r e injected into
an a r e a of 240 a c r e s i n Southwest Washington, the effects w i l l be felt by
a l l the s u r r o u n d i n g community. Most noticeable among these effects w i l l
be changes i n t r a f f i c operations. I r r e s p e c t i v e of the mode of t r a v e l of the
new w o r k e r s , the t r a f f i c conditions, on s u c h m a j o r community a r t e r i a l s as
14th S t r e e t and Independence Avenue w i l l n e v e r again be a s they w e r e
p r i o r to the m a s s infusion of government and p r i v a t e b u s i n e s s . Indeed,
the effects w i l l spread even to the s m a l l e s t l o c a l s t r e e t s . Although optim u m solutions to the c i r c u l a t i o n problems i n the Southwest E m p l o y m e n t
A r e a m u s t , t h e r e f o r e , involve t r a n s i t and highway operations w e l l beyond
the a r e a , the study w h i c h i s the subject of t h i s report has been l i m i t e d to
i n t e r n a l solutions. I n spite of this l i m i t a t i o n , a few specific suggestions
have been made f o r e x t e r n a l i m p r o v e m e n t s , w h e r e it w a s believed that
these i m p r o v e m e n t s w e r e of p a r t i c u l a r importance to the v i a b i l i t y of the
Southwest Community a s it w a s envisioned by i t s p l a n n e r s .
T h e r e p o r t i s i n two p a r t s . P a r t I states the findings of the study, and
focuses on the p r o b l e m s . P a r t I I p r e s e n t s a l t e r n a t i v e solutions and r e c ommended c o u r s e s of action.
When this study w a s s t a r t e d , it w a s anticipated by public o f f i c i a l s that subway s e r v i c e would be a v a i l a b l e to Southwest employees i n 1973. Subsequently, this schedule w a s set back by at l e a s t two y e a r s . T h e i n c r e a s e d
delay i n providing r a p i d t r a n s i t s e r v i c e to Southwest w i l l have s e r i o u s i m plications for t r a f f i c operations i n the a r e a . Not only w i l l the optimum
solution be postponed, but during the period f r o m 1973 u n t i l inauguration
of subway s e r v i c e , the i n t e n s i t y of congestion and the inadequacy of p a r k ing space w i l l become i n c r e a s i n g l y aggrevating.
I n u s i n g t h i s r e p o r t , it must be borne i n m i n d that the f o r e c a s t y e a r of
1973 w i l l not a c t u a l l y r e p r e s e n t the w o r s t t r a f f i c conditions i n the a r e a .
T h e amount of t r a f f i c i n e x c e s s of that indicated i n t h i s r e p o r t for the 1973
s t r e e t s y s t e m w i l l depend on the a c t u a l date of subway opening and the
amount of i n c r e a s e d employment between the two dates. I t i s c l e a r , howe v e r , that the likelihood of i n c r e a s e d congestion should u n d e r s c o r e the
need for c a r r y i n g out the recommendations of the r e p o r t i n a t i m e l y m a n n e r .
�Contents
Chapter
Page
Preface
S u m m a r y of F i n d i n g s and Recommendations
I
INTRODUCTION
The A r e a
Study Inputs
The P r o b l e m
Other Studies
T h i s Study
v
xiii
1
1
1
4
7
9
PART I--FINDINGS
II
T H E A R E A I N 1968
Planning
Population
Public Transportation
T h e Street S y s t e m
D i s t r i c t Highway P r o g r a m
Traffic Characteristics
Parking
P a r k i n g Studies
C h a r a c t e r i s t i c s of the Work T r i p
E m p l o y e e Questionnaire
Residential Interviews
Business Visitor Interviews
O r i g i n s of E m p l o y e e s ' W o r k T r i p s . . . .
E m p l o y e e A r r i v a l and D e p a r t u r e T i m e s .
Pedestrians
15
15
15
15
16
18
18
23
25
27
27
29
31
32
32
37
III
T H E AREA B Y 1970--THE IMMEDIATE P R O B L E M
OF GROWTH
Population
Public T r a n s p o r t a t i o n
T h e Street S y s t e m
Traffic Characteristics
Parking
C h a r a c t e r i s t i c s of the W o r k T r i p
39
39
39
41
43
43
45
vi
�Chapter
Page
Pedestrians
IV
T H E AREA B Y 1973--THE CRITICAL PERIOD
46
. . .
Population
Public Transportation
T h e Street S y s t e m
Traffic Characteristics
Parking
C h a r a c t e r i s t i c s of the W o r k T r i p
Pedestrians
47
47
47
47
49
52
52
53
P A R T I I - - A L T E R N A T I V E S AND RECOMMENDATIONS
V
VI
VII
VIII
BASIC CONSIDERATIONS
57
C U R R E N T Y E A R (1968)
Introduction
Public Transportation
Public Transportation F a c i l i t i e s
The Street System
Parking
Staggered W o r k H o u r s
Pedestrians
61
61
61
64
68
69
70
72
I M M E D I A T E A L T E R N A T I V E S AND RECOMMENDATIONS
(1968-1970)
73
Public Transportation
73
Public Transportation F a c i l i t i e s
73
T h e Street S y s t e m
77
A L T E R N A T I V E S AND R E C O M M E N D A T I O N S
(1970-1973)
Public Transportation
The Street System
Parking
Pedestrians
APPENDIXES
A
C a p a c i t y and L e v e l of S e r v i c e
B
Computer A n a l y s i s
C
Southwest E m p l o y m e n t A r e a Questionnaire
D
Southwest R e s i d e n t s I n t e r v i e w F o r m
83
83
85
87
89
, .
A-l
B-l
C-l
D-l
vii
�Tables
Table
Page
1
E m p l o y m e n t Concentrations i n the Washington Region . . .
3
2
E m p l o y e e P e r P a r k i n g Space C o m p a r i s o n
6
3
Southwest E m p l o y m e n t A r e a Development Schedule
4
E x i s t i n g Modal Split - Southwest E m p l o y e e W o r k T r i p . . .
16
5
E m p l o y e e P e r P a r k i n g Space R a t i o s
24
6-1
P a r k i n g L o t - P o r t a l Site
25
6-2
6-3
6-4
P a r k i n g Garage - DOT B U I L D I N G
P a r k i n g L o t - Square 537 (4th and E S t r e e t s )
P a r k i n g L o t at South C a p i t o l S t r e e t Under Southwest
Freeway
26
26
7
. . . .
11
26
E m p l o y e e s by P r i v a t e Auto, B u s R i d e r s h i p and C a r
Occupancy
28
8
Southwest E m p l o y e e s R i d i n g a s P a s s e n g e r s
29
9
D r o p - O f f and P i c k - U p D i s t r i b u t i o n
29
10
Modal Split - Southwest A r e a R e s i d e n t s W o r k T r i p
. . . .
30
11
E m p l o y m e n t A r e a s for 420 Southwest A r e a R e s i d e n t s . . .
30
12
Number of V i s i t o r s P e r 100 E m p l o y e e s
31
13
Number of V i s i t o r s by Mode of A r r i v a l P e r Hour P e r 100
Visitors
14
E x i s t i n g Office H o u r s and Number of E m p l o y e e s
36
15
E m p l o y e e s ' A r r i v a l and D e p a r t u r e T i m e s
37
viii
.
�Table
16
17
18
19
20
21
22
23
Page
P r o j e c t e d Modal Split - Southwest E m p l o y e e W o r k
T r i p - 1970
46
P r o j e c t e d Modal Split - Southwest E m p l o y e e W o r k
T r i p - 1973
52
P r o j e c t e d Modal Split - Southwest E m p l o y e e W o r k T r i p
With D S t r e e t Subway i n Operation
53
E x i s t i n g and P r o j e c t e d Modal Split - Southwest E m p l o y e e
Work T r i p
58
Modal Split - Southwest E m p l o y e e W o r k T r i p s A s s u m i n g
L o w e r C a r Occupancies
59
Modal Split - Southwest E m p l o y e e W o r k T r i p s A s s u m i n g
L o w e r Percentage B u s R i d e r s h i p
59
Number of E m p l o y e e s that can be Accommodated with a
2. 0 C a r Occupancy and a 36 P e r c e n t B u s R i d e r s h i p by
1973
60
Potential On-Street T e r m i n a l Locations
75
�Figures
Figure
Page
1
Study A r e a
2
2
E x i s t i n g Street System
3
P e a k Hour V o l u m e s
4
Percentage of T r u c k s D u r i n g the D a y at T w o L o c a t i o n s
.'
17
19
i n the Southwest A r e a
22
5
O r i g i n D i s t r i b u t i o n of Southwest A r e a E m p l o y e e s
6
A c c u m u l a t i o n of A r r i v a l s of Southwest A r e a E m p l o y e e s .
34
7
A c c u m u l a t i o n of D e p a r t u r e s of Southwest A r e a
Employees
L o c a t i o n s with One Hundred or More B u s e s i n the
35
8
. . . .
33
P e a k Hour by 1970
40
S t r e e t S y s t e m - 1970
42
10
P e a k H o u r V o l u m e s - 1970
44
11
L o c a t i o n s with One Hundred or More B u s e s i n the
9
P e a k Hour by 1973
48
12
Subway Station C o n s t r u c t i o n Schedule ( W M A T A )
49
13
14
15
P e a k H o u r Volumes with S t r e e t s C l o s e d for Subway
Station C o n s t r u c t i o n
P e a k Hour Volumes - 1973
P r o p o s e d B u s Routes ( W M A T C O r d e r 82 9)
50
51
62
16
Recommended B u s R o u t e s - 1968-1969
63
x
�Figure
Page
17
P o t e n t i a l Sites for B u s T e r m i n a l s
66
18
P o t e n t i a l Sites for Additional P a r k i n g
71
19
Recommended B u s Routes - 1970
74
20
A l t e r n a t i v e T w o , D Street Between 9th and 10th
Streets
76
A l t e r n a t i v e One, D Street Between 9th and 10th
Streets
78
22
I n t e r s e c t i o n of 14th and C S t r e e t s
80
23
Recommended Street Modifications
82
24
Recommended B u s Routes - 1973
84
25
Recommended B u s Routes - 1973 w i t h S t r e e t s Q o s e d for
Subway C o n s t r u c t i o n
86
21
��S u m m a r y of F i n d i n g s a n d
Recommendations
FINDINGS OF T H E STUDY
1.
I f t h e r e i s to be no change i n the planned employment and p a r k ing for the Southwest employment a r e a , both bus s e r v i c e and
c a r occupancies must i n c r e a s e d r a s t i c a l l y i f the growing n u m b e r of Southwest employees a r e to get to and f r o m w o r k without
e x c e s s i v e delay i n t r a v e l .
2.
T h e most c r i t i c a l t r a n s p o r t a t i o n and p a r k i n g situation w i l l e x i s t
during construction of the subway stations i n the a r e a .
3.
T h e m a j o r bus loading and unloading location before r a p i d t r a n s i t i s i n operation, w i l l be at D Street between 9th and 10th
Streets.
4.
T h e r e a r e no plans extant for b u s i n e s s v i s i t o r p a r k i n g or for
t o u r i s t p a r k i n g , e i t h e r i n the a r e a or i n adjacent a r e a s .
5.
T h e suggested continuation of D Street between 4th and 6th
S t r e e t s and an extension of D Street over the C e n t e r L e g F r e e way do not appear to be w a r r a n t e d .
6.
E m p l o y e e a r r i v a l t i m e s a r e now s p r e a d o v e r a 90 minute p e r i od, peaking around 8:45 a . m . D e p a r t u r e t i m e s a r e now s p r e a d
o v e r one hour, peaking around 5:30 p. m .
RECOMMENDATIONS
Immediate Actions
1.
Beyond the efforts a l r e a d y made to i n c r e a s e the bus s e r v i c e to
the Southwest E m p l o y m e n t A r e a , additional routes should penet r a t e into the a r e a . ' F i g u r e 16^.
2.
Some e x i s t i n g bus routes should be r e l o c a t e d because of c a p a c i t y
r e s t r a i n t s , s t r e e t and i n t e r s e c t i o n g e o m e t r i e s i n the a r e a and
subway c o n s t r u c t i o n ( F i g u r e 16).
xiii
�3.
T r a n s i t r i d i n g should be made m o r e a t t r a c t i v e by p r o v i s i o n of
bus s h e l t e r s at a l l m a j o r loading points.
4.
T h e i n t e r s e c t i o n of 12th S t r e e t and M a r y l a n d Avenue should be
i m p r o v e d i m m e d i a t e l y to provide for an adequate curb r a d i u s
for buses.
5.
P r o v i s i o n s should be made f o r a m a j o r bus loading and unloading a r e a at D S t r e e t between 9th and 10th S t r e e t s .
6.
O n - s t r e e t p a r k i n g should be r e m o v e d at the following m a j o r l a y o v e r and loading l o c a t i o n s :
•
D S t r e e t between 12th and 14th S t r e e t s
•
C S t r e e t between 7th and 9th S t r e e t s
•
D S t r e e t between 2nd and 3 r d S t r e e t s
•
2nd S t r e e t between D Street and V i r g i n i a Avenue
•
V i r g i n i a Avenue between 3 r d and 4th S t r e e t s
7.
8.
F r e e w a y and e x p r e s s w a y c o n s t r u c t i o n i n and around the a r e a
should be a c c e l e r a t e d i n o r d e r to d e c r e a s e the percentage of
through t r a f f i c .
9.
A d d i t i o n a l p a r k i n g w i l l be needed for employees and b u s i n e s s
v i s i t o r s . T h e North P o r t a l Site (at l e a s t 1, 000 s p a c e s ) ,
Square 386 and the p a r k land south of D O T B u i l d i n g should be
made a v a i l a b l e for b u s i n e s s v i s i t o r s ' p a r k i n g . F e a s i b i l i t y
studies w i l l be n e c e s s a r y to d e t e r m i n e the demand i n each a r e a
more precisely.
10.
T o c r e a t e p a r k i n g for b u s i n e s s v i s i t o r s , the number of p a r k i n g
spaces could be i n c r e a s e d i n buildings not yet approved, n a m e l y the DGS Office B u i l d i n g , South P o r t a l B u i l d i n g (Square 577),
T e r m i n a l Office B u i l d i n g , C o m m u n i t y B u i l d i n g (Square 582) and
the proposed development on Square 537.
11.
B e c a u s e of a l a c k of space i n the study a r e a , T h e M a l l should
be used for underground p a r k i n g f o r b u s i n e s s v i s i t o r s and for
tourists.
12.
T o optimize t r a f f i c flows i n the a r e a , a number of s t r e e t and
t r a f f i c operation modifications a r e recommended ( F i g u r e 23).
13.
xiv
Strong efforts must be made to i n c r e a s e automobile occupancy.
U n i f o r m p a r k i n g p o l i c i e s should be e s t a b l i s h e d . A v e r a g e auto
p a s s e n g e r s p e r c a r w i l l have to n e a r l y double i f no additional
p a r k i n g i s to be provided.
W i t h i n the e x i s t i n g schedule of staggered w o r k h o u r s ,
changes
�should be made p r i m a r i l y among new employees moving into the
a r e a i n the f u t u r e .
14.
T o coordinate the staggering of w o r k h o u r s , to promote c a r pooling, to negotiate i m p r o v e d bus s e r v i c e , to promote t r a n s i t usage
and to coordinate many other a c t i v i t i e s , the e x i s t i n g T r a n s p o r t a tion and P a r k i n g staff should be continued.
1 9 7 0 - 1973
1.
U n t i l completion of the b a s i c r a p i d t r a n s i t s y s t e m , m o r e buses
w i l l be needed i n the Southwest E m p l o y m e n t A r e a . B u s routes
w i l l have to be adjusted upon completion of new buildings ( F i g u r e s 19 and 24).
2.
D u r i n g subway station c o n s t r u c t i o n , t r a f f i c should be maintained
on 12th S t r e e t to the m a x i m u m extent p o s s i b l e .
3.
Subway station c o n s t r u c t i o n at 7th and D S t r e e t s , S. W . , should
be planned to p e r m i t t r a f f i c operations through t h i s c r i t i c a l
i n t e r s e c t i o n at a l l t i m e s , except f o r t e m p o r a r y c l o s i n g at nights
and on weekends.
4.
Subway stations should be designed to p e r m i t d i r e c t p e d e s t r i a n
a c c e s s into buildings whenever f e a s i b l e to e a s e p e d e s t r i a n m o v e ments and to reduce p e d e s t r i a n - v e h i c l e c o n f l i c t s .
5.
A p e d e s t r i a n o v e r p a s s should be built at 14th S t r e e t south of D
S t r e e t providing a safe connection between the B u r e a u of E n g r a v ing and P r i n t i n g and the proposed p a r k i n g s t r u c t u r e at the North
P o r t a l S i t e . P e d e s t r i a n s now u s i n g the c r o s s w a l k at 14th and C
S t r e e t s could a l s o use the proposed o v e r p a s s .
6.
T h e T r a n s p o r t a t i o n and P a r k i n g staff should be continued during
this period.
xv
��Chapter I
Introduction
THE AREA
The Southwest E m p l o y m e n t A r e a - - the subject of t h i s r e p o r t - - i s bounded
by and i n c l u d e s :
•
15th S t r e e t and Maine Avenue on the w e s t
•
Independence Avenue on the north
•
South C a p i t o l and C a n a l S t r e e t s on the east
•
T h e Southwest F r e e w a y on the south—''
D u r i n g the study some modifications to the boundaries w e r e made to i n clude the Department of A g r i c u l t u r e A d m i n i s t r a t i o n B u i l d i n g and some
p a r k i n g l o t s . T h e Study A r e a , including these modifications, i s i l l u s t r a t e d
in F i g u r e 1.
T h e concentration of employment i s r a p i d l y i n c r e a s i n g i n the a r e a . F r o m
an employment population of 21, 000 i n 1960, the a r e a now (1968) has 38, 280
e m p l o y e e s . B y 1973 it w i l l accommodate 82, 770 w o r k e r s and a l m o s t
100, 000 w o r k e r s by 1985. T h e scope of Southwest employment i s compared
w i t h other Washington Metropolitan employment concentrations i n T a b l e 1.
T h e s i z e of the a r e a i s 0. 37 square m i l e s , or a p p r o x i m a t e l y 240 a c r e s .
T h i s i s m o r e than t w i c e a s l a r g e a s the F e d e r a l T r i a n g l e and a l m o s t four
t i m e s the a c r e a g e consumed by the R o s s l y n office development.
STUDY INPUTS
T h e following b a s i c assumptions w e r e given to the Consultant:
•
T h e potential number of employees i n the Study A r e a w i l l be
— C o n c e r n w i t h the Southwest F r e e w a y w a s l i m i t e d to the r a m p s .
�AVENU
CONSTITUTI
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�T A B L E 1:
E m p l o y m e n t Concentrations i n the Washington Region
Total
Employment
Employment A r e a
J e f f e r s o n D a v i s Development
J e f f e r s o n D a v i s Development
Pentagon
Defense Office B u i l d i n g
R o s s l y n (existing)
R o s s l y n (ultimate)
Federal Triangle
State Department
Southwest E m p l o y m e n t A r e a
Southwest E m p l o y m e n t A r e a
Southwest E m p l o y m e n t A r e a
Southwest E m p l o y m e n t A r e a
( e x i s t i n g and approved)
(forecast 1985)
(existing)
(1970)
(1973)
(ultimate)
28, 000
94,000
23,000
10, 000
15,000
30, 000
17,670
14,440
38, 280
65,700
82, 770
100, 000
a p p r o x i m a t e l y 90, 000 i n the second f o r e c a s t y e a r . ( D u r i n g the
study t h i s f i g u r e w a s adjusted for changes i n the building c o n struction schedule.)
•
A subway line w i l l p a s s through the Study A r e a . T h e route w i l l
be the one approved by C o n g r e s s . T h e r e w i l l be four stations
i n o r i m m e d i a t e l y adjacent to the Study A r e a .
•
D i s t r i b u t i o n of c o m m u t e r s by m a j o r route o r c o r r i d o r w i l l be
about the s a m e a s at p r e s e n t .
•
No p a r k i n g w i l l be a v a i l a b l e i n the Study A r e a i n addition to that
i n planned buildings and on open land pending development.
T h e Consultant obtained data a n d / o r information f r o m the following
sources:
•
T r a f f i c counts - D i s t r i c t of C o l u m b i a , Department of Highways
and T r a f f i c
•
L o c a t i o n of p a r k i n g entrances and e x i t s and the number of p a r k ing spaces for each of the selected future y e a r s - D i s t r i c t of
C o l u m b i a Redevelopment L a n d Agency and G e n e r a l S e r v i c e s
Administration
�•
P r e s e n t r e s i d e n t i a l d i s t r i b u t i o n of Southwest A r e a E m p l o y e e s General Services Administration
•
E s t i m a t e d date of completion for each building - D i s t r i c t of
C o l u m b i a Redevelopment L a n d Agency
•
A v a i l a b l e p a r k i n g , t r a f f i c and t r a n s p o r t a t i o n data f r o m p r e v i o u s
studies - Southwest A r e a T r a n s p o r t a t i o n C o m m i t t e e ( G e n e r a l
S e r v i c e s Administration, A l a n M . Voorhees & A s s o c i a t e s , Inc.)
•
Amended U r b a n R e n e w a l P l a n f o r Southwest P r o j e c t A r e a " C " D i s t r i c t of C o l u m b i a Redevelopment L a n d Agency
•
S t r e e t c o n s t r u c t i o n schedules - D i s t r i c t of C o l u m b i a Redevelopment L a n d Agency and D i s t r i c t of C o l u m b i a Department of H i g h w a y s and T r a f f i c
THE PROBLEM
G i v e n the planned employment and p a r k i n g , the b a s i c p r o b l e m i s how best
to get the employees to and f r o m w o r k today and i n the n e a r f u t u r e . It i s
c l e a r that i m p r o v e d t r a n s i t i s needed i n o r d e r to keep up w i t h the growth
of the employment. New bus r o u t e s , a s w e l l a s intensified s e r v i c e , a r e
needed. B y 1973, a p p r o x i m a t e l y 510 b u s e s w i l l be needed i n the peak hour.
E v e n w i t h i m p r o v e d t r a n s i t , the a v e r a g e c a r occupancy w i l l have to i n c r e a s e f r o m i t s c u r r e n t l e v e l of 1. 77 to 2.40 by 1973 i f no additional p a r k ing i s to be provided to s e r v e the Southwest E m p l o y m e n t A r e a . Strong
efforts w i l l be needed to obtain an a v e r a g e of 2. 40 Southwest employees
p e r c a r . T h e a v e r a g e auto p a s s e n g e r s p e r c a r w i l l have to n e a r l y double
i n o r d e r to attain this f i g u r e . T h e 2.40 figure i s higher than has been obs e r v e d by the Consultant i n any l a r g e s c a l e a r e a . F o r e x a m p l e , 1. 8 w a s
found i n the S u r v e y of F e d e r a l E m p l o y e e s by G e n e r a l S e r v i c e s A d m i n i s t r a tion i n 1961. T h e Institute of T r a f f i c E n g i n e e r s found that
. . . a v e r a g e occupancy f a c t o r s of a s high a s 4. 0 a r e theor e t i c a l l y p o s s i b l e . H o w e v e r , under p r e s e n t economic conditions
and philosophy ('freedom of c h o i c e ' ) i n the U n i t e d S t a t e s , such
high a v e r a g e occupancy f a c t o r s a r e u n r e a l i s t i c . 1./
— " C a p a c i t i e s and L i m i t a t i o n s of U r b a n T r a n s p o r t a t i o n Modes, " I T E I n f o r m a t i o n R e p o r t , May 1965.
4
�A p o l i c y input to t h i s study w a s that no p a r k i n g beyond those s p a c e s c u r r e n t l y planned for the a r e a should be contemplated. D u r i n g the study it
b e c a m e c l e a r that additional p a r k i n g w a s badly needed for e m p l o y e e s , a s
w e l l a s f o r b u s i n e s s v i s i t o r s . I t w a s found that at some locations ( m e n tioned l a t e r i n t h i s r e p o r t ) additional peak hour t r a f f i c could be handled if
other r e c o m m e n d a t i o n s , such as staggered w o r k h o u r s , a r e implemented.
T h e i n c r e a s e d p a r k i n g should be p r i m a r i l y f o r b u s i n e s s v i s i t o r s w h i c h
would generate p r i m a r i l y off-peak hour t r i p s . T h e p a r k i n g p o l i c y w a s
t h e r e f o r e modified a c c o r d i n g to these r e c o m m e n d a t i o n s .
T o place the p a r k i n g situation in the Southwest A r e a i n context c o m p a r i sons have been made w i t h other employment a r e a s using a r a t i o of the numb e r of employees to the number of p a r k i n g s p a c e s . T a b l e 2 shows that the
e x i s t i n g employee per p a r k i n g space r a t i o for the Southwest A r e a i s 3. 9.
Note that of those developments l i s t e d i n T a b l e 2, only the F e d e r a l T r i angle has a higher r a t i o . T w o explanations can be given for the F e d e r a l
T r i a n g l e r a t i o . F i r s t , the usage of t r a n s i t i n the F e d e r a l T r i a n g l e i s
twice as high a s for the Southwest A r e a . Second, i n c a l c u l a t i n g the 9. 4
f i g u r e , only p a r k i n g w i t h i n the v e r y l i m i t e d a r e a of the T r i a n g l e i t s e l f has
been c o n s i d e r e d . T h e r e i s substantial additional p a r k i n g a v a i l a b l e
i m m e d i a t e l y outside the F e d e r a l T r i a n g l e . F o r a redevelopment a r e a l i k e
the Southwest, the employee per p a r k i n g space r a t i o c a n be c o n s i d e r e d as
high.
5
�/
T A B L E 2:
E m p l o y e e P e r P a r k i n g Space C o m p a r i s o n
Employment A r e a
J e f f e r s o n D a v i s Development ( e x i s t i n g and approved)
J e f f e r s o n D a v i s Development ( f o r e c a s t 1985)
Pentagon
Defense Office B u i l d i n g
R o s s l y n (existing)
R o s s l y n (ultimate)
Federal Triangle
State Department
Tysons Corner
Rockville - Gaithersburg
Southwest E m p l o y m e n t A r e a ( e x i s t i n g )
Southwest E m p l o y m e n t A r e a (1970)
Southwest E m p l o y m e n t A r e a (1973)
Southwest E m p l o y m e n t A r e a (ultimate)
R a t i o of E m p l o y e e s
P e r P a r k i n g Space
2
2
7-'
a/
' a
4
2.4-;
9.4^
1.5^
2
'
8
f
5.7-
7
a/
— A r l i n g t o n County P l a n n e r . June 1968.
—^ Defense Office B u i l d i n g , A n a c o s t i a - B o i l i n g A r e a Study by A l a n M .
Voorhees & A s s o c i a t e s , I n c . , J a n u a r y 1967.
c/
— Developed f r o m the F e d e r a l E m p l o y e e P a r k i n g and T r a n s p o r t a t i o n
S u r v e y , G e n e r a l S e r v i c e s A d m i n i s t r a t i o n , 1962.
—^ Zoning Manual, r e o r g a n i z e d v e r s i o n of the Zoning O r d i n a n c e , County
of F a i r f a x , V i r g i n i a .
e/
— Montgomery County Zoning O r d i n a n c e .
f/
— Including t e m p o r a r y p a r k i n g .
T a b l e 2 a l s o shows an i n c r e a s e i n the employee p e r p a r k i n g space r a t i o
i n the next f i v e y e a r s - - the y e a r s before the b a s i c r a p i d t r a n s i t s y s t e m
w i l l be i n operation. T h e planned employment to p a r k i n g r a t i o indicates
that the percentage of p e r s o n s u s i n g t r a n s i t a n d / o r the a v e r a g e auto occupancy for c a r s p a r k i n g i n the Study A r e a must i n c r e a s e .
6
�Although a stringent u n i f o r m p a r k i n g p o l i c y for the whole a r e a m a y r e s u l t
i n a higher a v e r a g e c a r occupancy than today, c o n s i d e r a t i o n should be
given to whether o r not employees w i l l t o l e r a t e s u c h a policy i f employment e x i s t s i n other a r e a s w i t h m o r e acceptable conditions.
Some c o n t r o l might be e x e r c i s e d by government a g e n c i e s . T h e e f f e c t i v e n e s s w i l l depend on the number of employees included i n the control effort.
T o d a y 7. 5 percent of the total employment i s p r i v a t e , having a p p r o x i m a t e l y 18 percent of the t o t a l number of p a r k i n g s p a c e s . Depending on how
much office space w i l l be l e a s e d to governmental a g e n c i e s , p r i v a t e e m ployment m a y be up to 30 percent by 1970, c o n t r o l l i n g 50 to 60 percent of
the total number of p a r k i n g s p a c e s . I t i s u n l i k e l y that comparable steps
w i l l be taken by p r i v a t e e m p l o y e r s i n the a r e a .
T h e most c r i t i c a l t r a n s p o r t a t i o n and p a r k i n g situation w i l l e x i s t during
c o n s t r u c t i o n of the subway stations i n the a r e a .
OTHER STUDIES
T h e following studies w e r e r e v i e w e d f o r both background and appropriate
inputs to t h i s study.
1.
U r b a n R e n e w a l P l a n f o r Southwest U r b a n R e n e w a l A r e a P r o j e c t
C , National C a p i t a l P l a n n i n g C o m m i s s i o n , November 30, 1956,
plus modifications. T h i s i s the b a s i c document for the r e d e velopment of the Southwest A r e a , of w h i c h the Southwest E m ployment A r e a i s a p a r t .
2.
T h e report " P r o v i s i o n of P u b l i c T r a n s p o r t a t i o n i n the Southwest
E m p l o y m e n t A r e a , " p r e p a r e d by A l a n M . Voorhees & A s s o c i a t e s ,
I n c . , D e c e m b e r 1966. T h i s study considered three specific t i m e
periods:
•
P e r i o d p r i o r to operation of b a s i c r a p i d t r a n s i t s y s t e m
•
P e r i o d i n w h i c h G Street subway i s i n operation
•
P e r i o d i n w h i c h Southwest A r e a has d i r e c t subway s e r v i c e
T h e purpose of the study w a s to investigate public t r a n s p o r t a t i o n
needs i n the Southwest A r e a , to identify potential t r a n s p o r t a t i o n
p r o b l e m s , and to p r e p a r e p r e l i m i n a r y and conceptual solutions
to public t r a n s p o r t a t i o n d e f i c i e n c i e s found. T h e r e p o r t indicated
that "the r a p i d Southwest A r e a development, the planned c l o s i n g
of a number of C a p i t o l M a l l s t r e e t s , the c o n s t r u c t i o n of the
�I n n e r Loop F r e e w a y and i t s connections and the subway s y s t e m
c o n s t r u c t i o n a l l r e q u i r e many d e c i s i o n s of m a j o r proportions
w h i c h should be backed up by detailed t r a f f i c p r o j e c t i o n s . "
T h e following recommendations w e r e made:
•
" F o r the period p r i o r to subway operation it i s r e c o m m e n d ed that sufficient development of buildings be delayed to
m a i n t a i n an employee p e r p a r k i n g r a t i o not exceeding 5. 3
authorized employees p e r p a r k i n g s p a c e . "
•
" P a r k i n g spaces should be allocated on the b a s i s of need
r a t h e r than on the b a s i s of the number of spaces a v a i l a b l e
i n the p a r t i c u l a r buildings occupied by any given g o v e r n ment agency. T h e a l l o c a t i o n should provide some balance
i n the number of employees p e r p a r k i n g space. "
•
" E v e r y effort should be made to promote c a r pooling by
employees. "
•
" P l a n n i n g and negotiation f o r i n t e n s i f i e d bus s e r v i c e should
be s t a r t e d at once. "
•
" I n c r e a s e d t r a n s i t s e r v i c e should be provided i m m e d i a t e l y
upon the opening of new buildings or upon c l o s u r e of i n t e r im parking lots. "
•
" B u s r i d i n g has to be promoted. "
•
" I n t e r s e c t i o n of 12th and D S t r e e t s must be modified to a c commodate b u s e s . "
•
" P e r m a n e n t c e n t r a l i z e d bus t e r m i n a l f a c i l i t i e s a r e not
recommended because of the nature of the s e r v i c e r e q u i r e d
by the a r e a . "
•
" S p e c i a l loading f a c i l i t i e s a r e n e c e s s i t a t e d on D Street b e tween 9th and 10th S t r e e t s because of future t r a f f i c c h a r a c t e r i s t i c s i n the a r e a and heavy bus loading a c t i v i t i e s . A
one-way s t r e e t operation eastbound between 9th and 10th
S t r e e t s i s recommended. "
•
" B u i l d i n g and subway c o n s t r u c t i o n should be coordinated.
Concentrations of employees should be placed adjacent to
subway s t a t i o n s . "
•
" E s t a b l i s h a Southwest E m p l o y m e n t A r e a t r a n s p o r t a t i o n and
parking committee. "
R a i l R a p i d T r a n s i t Patronage F o r e c a s t , J u l y 1967. T h i s r e p o r t
has s i g n i f i c a n c e to the Southwest A r e a through i t s a n a l y s i s of
the modified b a s i c r a p i d t r a n s i t s y s t e m . T h e modified s y s t e m
�as presented i n t h i s r e p o r t and i n the 1966 T r a n s p o r t a t i o n Studyw a s o f f i c i a l l y adopted. I t r e p r e s e n t e d a m a j o r change for the
Southwest E m p l o y m e n t A r e a by r e l o c a t i n g the downtown portion
of the Benning L i n e to provide s e r v i c e through the employment
area.
4.
S e v e r a l studies have been made by R a l p h R e c h e l and L e e H .
Rogers.
•
•
" T r a n s i t S e r v i c e Southwest E m p l o y m e n t A r e a ( C u r r e n t
Situation), " November 24, 1967. I n t h i s study, a r e s i d e n t i a l d i s t r i b u t i o n of 35, 000 Southwest employees w a s made
u s i n g the postal z i p codes f r o m employee a d d r e s s e s . A
map of the e n t i r e National C a p i t o l Region w a s p r e p a r e d
w i t h about 90 d e m a r c a t e d home d e l i v e r y zip code zones.
A l l zip codes w i t h o v e r 30 employees w o r k i n g i n the Southw e s t (106 total) a r e r e p r e s e n t e d on the map.
•
5.
" P a r k i n g i n the Southwest E m p l o y m e n t A r e a . " November 20,
1967. A n inventory w a s made of the a v a i l a b l e open lot p a r k ing w i t h i n and adjacent to the Study A r e a . T h e report i n d i cates that although t h e r e i s no p a r k i n g c r i s i s at present
(1967) t h e r e w i l l not be enough p a r k i n g spaces a v a i l a b l e by
the t i m e the F o r r e s t a l and N a s s i f B u i l d i n g s a r e occupied.
R e p o r t on " P e d e s t r i a n W a l k w a y R e q u i r e m e n t s i n the Southwest Employment A r e a . "
D r a f t r e p o r t on " P u b l i c T r a n s i t R e v i e w i n the Southwest E m p l o y ment A r e a , D e s c r i p t i o n and Recommendations, " L e e H . R o g e r s ,
May 1968. T h e r e p o r t d e s c r i b e s the m a j o r employment c e n t e r s ,
and s t r e e t p a t t e r n s , and d i s c u s s e s present t r a n s i t s e r v i c e . R e c ommendations a r e made for i m p r o v e m e n t .
THIS STUDY
T h i s study p r i m a r i l y e x a m i n e s the e x i s t i n g and projected modal s p l i t s ; the
adequacy of the s t r e e t and highway network to accommodate b u s e s , p r i vate autos and t a x i s , a s w e l l a s p e d e s t r i a n s ; the e x i s t i n g p r o b l e m s ; the
anticipated problems i n two f o r e c a s t y e a r s and the recommended solutions.
T h e f i r s t y e a r that has been examined i s 1968, the y e a r i n w h i c h data w e r e
obtained. T h e a r e a employee population w a s 38, 280. S e v e r a l buildings,
9
�s u c h a s the H U D B u i l d i n g and L ' E n f a n t P l a z a South, w e r e j u s t completed.
O t h e r s , s u c h a s the F o r r e s t a l B u i l d i n g , the N a s s i f B u i l d i n g and L ' E n f a n t
P l a z a North w e r e under c o n s t r u c t i o n . T h e complete development schedule
i s shown i n T a b l e 3.
T h e f i r s t f o r e c a s t y e a r , 1970, i s the y e a r when buildings now under cons t r u c t i o n w i l l be completed. T h e Group H o s p i t a l i z a t i o n , I n c . , B u i l d i n g ,
L ' E n f a n t P l a z a , the development on Square 4 6 3 , and the M a r f a i r B u i l d i n g
a l l a r e expected to be completed by the end of 1970. T h e employee population w i l l have grown to m o r e than 65, 000.
T h e second f o r e c a s t y e a r that has been studied i s 1973, o r i g i n a l l y the y e a r
before the planned completion of the D S t r e e t subway. 1 / A l m o s t 85 p e r cent of the u l t i m a t e Southwest E m p l o y m e n t A r e a population, or 82, 700 e m ployees, w i l l occupy the a r e a . T h e North P o r t a l and P o r t a l S i t e s and the
DGS B u i l d i n g w i l l be under construction.
— Developments during the past twelve months show that delays i n subway
construction m a y be expected. A t t h i s t i m e , it i s l i k e l y that the D S t r e e t
subway w i l l not be i n operation before 1975.
10
�T A B L E 3: Southwest E m p l o y m e n t A r e a Development Schedule
SUPERBLOCK
PROJECT
ESTIMATED
DATE OF
OCCUPANCY
m»
EMPLOYMENT
*
PARKING
PERM. TEMP.
EMPLOYMENT
1970
PARKING
PERM. TEMP.
A
Bur. Print. & Engr.
L i b e r t y Loan/Auditors Bldg.
C
1616
1124
146
1600
600
B
Agriculture Admin. & South
Engraving
Annex
Agriculture Annex
c
c
c
8864
2294
254
755
755
47
350
9600
2300
300
North P o r t a l (sq. 267-268)
Portal
Pepco
Wolpe
M c L a c h l e n Bank
GHI
ULT.
ULT.
C
66
64
70
_
_
-
-
450
700
-
-
515
F o r r e s t a l Building
SQ 386
F B #10A
R O B GSA
69
ULT.
63
C
_
_
C
0
E
F
G
H
I
J
HUD
L'Enfant P l a z a South
North
Center
East
Hotel
West
Comm'l
F B #10B
SQ 463
F B »6
DGS Office (sq. 493)
Reporters Building
10
53
10
-
-
1131
-
2372
45
766
.
C
C
73
65
ULT.
C
ULT.
73
71
60
59
59
Marfair
C & P
Community
69
C
ULT.
3900
4000
4200
1700 1
1700 >
300 )
-
_
15
18
40
20
5
26
3736 1
1940 1
301
1223
-
425
102
40
2578
200
_
-
.
'
-
-
70
60
-
-
10
53
10
2000
14
20
11
600
3800 1
2800 1
10
53
10
2000
560
6500
560
6500
38280
Other parking includes parking lot under Southwest F r e e w a y , parking
lot south of the Southwest Freeway between 7th and 9th Streets and
parking lots north of Independence Avenue between 4th and 7th Streets.
3344
-
-
740
124
500
4600
1700
-
3900
4300
1400
2500
2300
1000
217
1100
214
217
1100
214
900
155
1500
101
31
54
15
18
40
20
5
26
7500
800
275
250
22
35
99
110
19
90
_
210
550
-
-
3800 1
2100 1
2800
1500
100
40
465
6470
310
550
293
60
-
.
_
-
-
1400
10
16
196
106
1200
14
5
100
32
-
293
60
630
1100
70
3700
9251
3741
45
1145
1381
65701
3900 1
2000
2800
1500
2500
2600
1000
1400
10
16
196
106
2600
5
100
32
1100
70
301
500
102
1100
70
3700
45
16
196
106
-
82771
13740
500
1000
1500
101
31
54
15
18
40
20
5
26
40
2600
-
160
7500
800
275
250
22
35
99
110
19
90
310
560
5700
100 .
1500
101
31
54
15
18
40
20
5
26
-
-
0
1300
155
-
9
14
20
11
600
4800
1700
1700
300
1800
1300
800
301
5
740
124
155
-
1
500
5700 I
ioo ;
217
100
214
-
1100
3900
4100
1
1700 )
300
1800 \
100 /
_
-
146
740
124
J
1300
1945
Projects marked with C were completed and occupied prior to 1960.
-
450
700
-
47
14
20
11
600
102
5
100
32
-
755
-
1300
-
16
196
106
9600
2300
3000
1400
2500
2300
4200
800
3500 1
2100 )
45
-
-
755
7500
800
275
250
22
35
99
110
19
90
.
-
22
35
99
110
19
90
-
350
-
-
101
31
-
1600
-
800
410
214
155
810
275
146
47
-
-
1100
2500
2400
EMPLOYMENT
9600
2300
300
-
217
-
-
-
-
Other Parking **
TOTAL
-
.
-
_
10
53
10
2000
6400
-
740
124
-
69
67
65
67
64
64
60
64
61
62
T e r m i n a l Office
F B #1
Community (sq. 582)
SQ 537
Pepco Sub-Station
Phillips
Market Center
Market Inn
14
20
11
_
63
70
61
ULT.
65
HEW North
HEW South
South Portal (sq. 577)
F B #8
-
3926
4250
68
68
68
68
71
71
71
71
NASSIF Building
Coffey Smith
Road Builders
Army Times
Otis Elevators
Eastman Kodak
Police and F i r e
Smith Corona
Gulf
Capitol F i l m
-
ULTIMATE
PERM.
PARKING
PERM.
PARKING
1600
600
146
c
1973
EMPLOYMENT
301
500
102
550
45
245
1200
14
5
100
32
293
60
630
519
99171
17452
��PART I
FINDINGS
��Chapter II
T h e A r e a I n 1968
PLANNING
The U r b a n R e n e w a l P l a n f o r the Southwest U r b a n R e n e w a l A r e a , P r o j e c t C ,
of w h i c h the Southwest E m p l o y m e n t A r e a i s a p a r t , w a s o r i g i n a l l y adopted
by the National C a p i t a l P l a n n i n g C o m m i s s i o n on A p r i l 5, 1956, and a p proved by the B o a r d of C o m m i s s i o n e r s of the D i s t r i c t of C o l u m b i a on
November 30, 1956. M a j o r p a r t s of the U r b a n R e n e w a l P l a n a r e a l r e a d y
c a r r i e d out. Some buildings a r e under c o n s t r u c t i o n and t h e r e i s economic
p r e s s u r e to develop the r e m a i n i n g p a r c e l s .
POPULATION
The e x i s t i n g Southwest A r e a population of 38, 280 w i l l grow within a y e a r
by another 15,400 employees. T h e number of employees i n 1968 w a s
g r e a t e r than other Washington A r e a employment concentrations shown i n
T a b l e 1.
PUBLIC TRANSPORTATION
T h e bus s e r v i c e to the Southwest E m p l o y m e n t A r e a w a s inadequate, w i t h
only one m a j o r bus r o u t e - - D . C . T r a n s i t L i n e No. 70
t e r m i n a t i n g i n the
-was • only-' one4xgg*re*yfee»»^^
a r e a . B u s s e r v i c e did not keep up w i t h the opening of new buildings. I n
1969, there w i l l be a p p r o x i m a t e l y 53, 700 employees i n the a r e a . A s s u m ing 27 percent w i l l a r r i v e by bus ( T a b l e 4) and 62 percent w i l l a r r i v e i n
the a . m . peak hour, at l e a s t 60 additional buses must be routed through
the a r e a during the peak hour. A s the number of p a r k i n g spaces i s l i m i t e d ,
the 1. 77 average c a r occupancy a n d / o r the percentage usage of t r a n s i t
m u s t i m m e d i a t e l y be i n c r e a s e d .
�T A B L E 4:
E x i s t i n g Modal Split - Southwest E m p l o y e e W o r k T r i p
To Work
P r i v a t e auto
Bus
Taxi
Walk
Other
Total
68.
26.
1.
2.
0.
F r o m Work
8%
8%
6%
6%
2%
68. 5%
27. 7%
0. 7%
2. 7%
0.4%
100. 0%
100. 0%
The following s t r e e t s a r e u s e d by buses moving north-south through or
adjacent to the a r e a :
•
15th Street ( r u s h hour route), D . C . T r a n s i t
•
14th S t r e e t , A B & W and W V & M
•
12th S t r e e t , D . C . T r a n s i t
•
12th Street E x p r e s s w a y , A B & W and D . C . T r a n s i t
•
7th S t r e e t , D . C . T r a n s i t
•
4th S t r e e t , D . C . T r a n s i t
•
South C a p i t o l and C a n a l S t r e e t s , WM&A
E a c h l i n e has one or m o r e stops i n the Southwest a r e a , but none of them
s e r v e s a m a j o r p a r t of i t .
THE STREET SYSTEM
A t the t i m e of the s u r v e y , D Street w a s c l o s e d between 9th and 12th S t r e e t .
A s a r e s u l t , the Study A r e a w a s s p l i t into two a r e a s w i t h the only a c c e s s
to each other along Independence Avenue and the Southwest F r e e w a y . D
Street has s i n c e been opened. T h e e x i s t i n g s t r e e t s y s t e m i s shown i n F i g u r e 2.
T h e r e a r e a number of n o r t h - s o u t h s t r e e t s s e r v i n g the a r e a . Some of
t h e m have complete a c c e s s to the Southwest E m p l o y m e n t A r e a , such a s
12th, 7th, 6th, 4th, 3 r d and 2nd S t r e e t s . O t h e r s have l i m i t e d a c c e s s o r
e g r e s s to and f r o m the a r e a , such a s 15th and 14th S t r e e t s , 11th Street
16
�6
INDEPENDENCE AVENUE
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SOUTHWEST FREEWAY
FIGURE
2
EXISTING STREET SYSTEM
STREET
�E x p r e s s w a y , 10th S t r e e t M a l l , 9th S t r e e t E x p r e s s w a y (under construction),
C e n t e r L e g F r e e w a y (under construction) and C a n a l S t r e e t .
T h e r e a r e only two e a s t - w e s t through s t r e e t s , n a m e l y Independence A v e nue on the n o r t h e r n boundary of the a r e a w i t h l i m i t e d a c c e s s to the a r e a
due to left t u r n prohibitions, and Southwest F r e e w a y - Maine Avenue on the
southern boundary w i t h a l i m i t e d number of r a m p s leading into the a r e a .
T h e r e i s no continuous e a s t - w e s t t r a f f i c route w i t h i n the a r e a . Although
t h i s d i s c o u r a g e s e a s t - w e s t through t r i p s , it a l s o i n h i b i t s effective i n t e r n a l
c i r c u l a t i o n . E a s t - w e s t bus routing through the a r e a i s e s p e c i a l l y difficult.
DISTRICT HIGHWAY PROGRAM
Highway i m p r o v e m e n t s i n and around the a r e a w e r e underway or planned
for the f i v e y e a r p e r i o d , 1 9 6 8 - 1973. Under c o n s t r u c t i o n w e r e :
•
T h e 9th S t r e e t E x p r e s s w a y
•
T h e C e n t e r L e g F r e e w a y under T h e M a l l
Planned construction includes:
•
4th S t r e e t and 14th S t r e e t u n d e r p a s s e s under the M a l l
•
C e r e m o n i a l D r i v e c r o s s i n g T h e M a l l between 2nd and 3 r d S t r e e t s
•
T h e C e n t e r L e g F r e e w a y between Independence Avenue and the
Southwest F r e e w a y
S e v e r a l n o r t h - s o u t h s t r e e t s c a r r y l a r g e through m o v e m e n t s .
Completion
of the D i s t r i c t Highway P r o g r a m w i l l d e c r e a s e the through movements i n
the Southwest A r e a .
TRAFFIC CHARACTERISTICS
T h e e x i s t i n g peak hour t r a f f i c v o l u m e s a r e shown i n F i g u r e 3. Although
v o l u m e s a r e shown at m i d - b l o c k l o c a t i o n s , c a p a c i t y i s p r i m a r i l y c o n t r o l l e d by the i n t e r s e c t i o n s .
18
�AM
r380
610
r385
F
rô
l¡J
IU
1720
2220
æ.
F
at7
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at't
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ct
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Ê
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SOUTHW
REEWAY
PM
(tss0)
(1220)
(465)
ll!
(470)
a
I,IJ
É
(1700)
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SOUTHIV
n@
FREEWAY
t0i,0
YEHICTES
FIGURE
3
EXISTING PEAK HOUR VOLUMES
NOTE: Volumes Shown do Not lnclude Buses
PEI }IOUI
w
�C a p a c i t y w a s c a l c u l a t e d at l e v e l of s e r v i c e C and D using the A to E r a t ings of the Highway C a p a c i t y Manual (Appendix A ) . It w a s found that
t h e r e a r e no p l a c e s where the e x i s t i n g 1968 peak hour volumes exceed c a pacity at a l e v e l of s e r v i c e D. Although l e v e l of s e r v i c e D should not be
considered a s a d e s i r a b l e l e v e l of s e r v i c e , it i s a tolerable l e v e l i n u r b a n
a r e a s and there a r e no f e a s i b l e means to i n c r e a s e the l e v e l of s e r v i c e at
the c r i t i c a l i n t e r s e c t i o n s i n the Southwest E m p l o y m e n t A r e a . Heavy peak
hour t r a f f i c v o l u m e s w e r e found at 14th S t r e e t , along Independence Avenue,
on 7th Street between C and D S t r e e t s , on 4th S t r e e t , and on the Southwest
F r e e w a y r a m p s at 2nd S t r e e t .
A p p r o x i m a t e l y 31 percent of the total v e h i c l e t r i p s i n the peak hour w e r e
l o c a l t r i p s ( t r i p s w i t h o r i g i n s , destinations, or both i n the Southwest A r e a ) ,
corresponding w i t h 0. 23 v e h i c l e t r i p s p e r employee i n the a . m . peak hour.
I n the e x i s t i n g highway and s t r e e t network, the following s t r e e t s c a r r y the
m a j o r part of the through movements:
North-South
•
•
•
•
•
•
•
15th Street
14th Street
11th Street E x p r e s s w a y
7th Street
4th Street
Southwest F r e e w a y r a m p s at 2nd Street i n connection w i t h
1st and 3 r d S t r e e t s
South C a p i t o l and C a n a l S t r e e t s
East-West
•
Independence
Avenue
•
Southwest F r e e w a y
•
Maine Avenue
T h e proportion of through t r i p s on l o c a l s t r e e t s i n the Southwest A r e a w a s
a p p r o x i m a t e l y 69 percent i n the peak hour. T h i s included a l l through m o v e ment except through t r a f f i c on the 11th S t r e e t E x p r e s s w a y . T h i s percentage
should d e c r e a s e a f t e r completion of the 9th S t r e e t E x p r e s s w a y and the C e n ter Leg Freeway.
20
�I n the peak hour, buses constituted l e s s than two percent and t r u c k s constituted four percent o r l e s s of a l l v e h i c l e s . T h e exception w a s the 7th and
E S t r e e t s i n t e r s e c t i o n w h e r e t r u c k s w e r e 11 percent of a l l t r a f f i c i n the
a . m . peak hour d u r i n g the e x c a v a t i o n f o r the N a s s i f B u i l d i n g . P r o b l e m s
r e l a t i n g to c o n s t r u c t i o n w i l l be i n t e r m i t t e n t during the development of the
area.
B u i l d i n g c o n s t r u c t i o n i n c r e a s e s t r a f f i c congestion i n t h r e e w a y s :
•
S t r e e t s a r e n a r r o w e d because c o n s t r u c t i o n m a c h i n e r y and o p e r a tions a r e allowed to u t i l i z e the public r i g h t - o f - w a y
•
T h e r e i s m o r e loading and unloading due to c o n s t r u c t i o n
•
T h e percentage of t r u c k s i s higher than n o r m a l . A s shown i n
F i g u r e 4, the highest percentages o c c u r before the a r e a peak
hours.
T h e use of public r i g h t - o f - w a y for c o n s t r u c t i o n operations should be l i m i t e d
to off-peak h o u r s . C o n s t r u c t i o n reduces a v a i l a b l e employee p a r k i n g because
of:
•
A d d i t i o n a l t r a f f i c generated by c o n s t r u c t i o n . More c a r s have to
be p a r k e d (construction w o r k e r s , s e r v i c e s , e t c . )
•
S u r f a c e and c u r b p a r k i n g spaces a r e r e m o v e d
A s d i s c u s s e d l a t e r i n t h i s r e p o r t , c o n s t r u c t i o n on the P o r t a l Sites w i l l e l i minate about 1 , 200 p a r k i n g s p a c e s .
A great number of drop-offs and p i c k - u p s c a u s e s congestion i n the peak
h o u r s . T h e h e a v i e s t drop-off and p i c k - u p locations w e r e found around the
Department of A g r i c u l t u r e , the D O T B u i l d i n g and the F B I B u i l d i n g . T h e r e
a r e no solutions to t h i s p r o b l e m and t h i s situation w i l l add to the congestion
i n the f u t u r e .
T h e N a s s i f B u i l d i n g garage ( 1 , 500 spaces) w i l l c r e a t e a p a r t i c u l a r p r o b l e m .
W i t h e n t r a n c e s only on D S t r e e t and e x i t s only to E S t r e e t , an unacceptable
situation w i l l p r e v a i l i n the peak h o u r s .
21
�FIGURE 4
PERCENTAGE OF TRUCKS DURING THE DAY AT TWO
LOCATIONS IN THE SOUTHWEST EMPLOYMENT AREA
�PARKING
T h e number of a v a i l a b l e p a r k i n g s p a c e s , including o n - s t r e e t s p a c e s , w a s
a p p r o x i m a t e l y 10, 300.
T h e e x i s t i n g p a r k i n g situation can best be e x p r e s s e d by the employee p e r
p a r k i n g space r a t i o s a s shown i n T a b l e 5. Although the a v e r a g e r a t i o f o r
the e n t i r e a r e a i s 3. 9, T a b l e 5 shows m u c h higher r a t i o s around the
B u r e a u of E n g r a v i n g and P r i n t i n g , the Department of A g r i c u l t u r e , the
G e n e r a l S e r v i c e s A d m i n i s t r a t i o n B u i l d i n g , the Department of H e a l t h , E d u cation and W e l f a r e (north and south) and the F B I B u i l d i n g . A s shown i n
T a b l e 2, the Southwest E m p l o y m e n t A r e a r a t i o s a r e two to t h r e e t i m e s a s
high a s i n other Washington Metropolitan A r e a employment c e n t e r s ,
B e c a u s e of the l i m i t e d number of p a r k i n g spaces a v a i l a b l e , the c a r o c c u pancy, a s w e l l a s the number of drop-offs and p i c k - u p s , should i n c r e a s e
i n the f u t u r e . A l a r g e number of drop-offs and p i c k - u p s has an a d v e r s e
effect on t r a f f i c . E v e r y such m a n e u v e r equals two v e h i c l e t r i p s : one f r o m
o r i g i n to the a r e a and one f r o m the a r e a to the destination of the d r i v e r .
B e s i d e s the influence on t r a f f i c v o l u m e s , the drop-offs and p i c k - u p s r e duce s t r e e t capacity i n the v i c i n i t y of loading and unloading a r e a s . P a r t i c u l a r l y i n the p. m . peak h o u r s , long l i n e s of c a r s (for e x a m p l e , n e a r the
F B I B u i l d i n g ) w a i t i n g for t h e i r p a s s e n g e r s have been o b s e r v e d .
Due to the p a r k i n g demand, w i t h inadequate s p a c e s , t h e r e a r e many p a r k ing v i o l a t i o n s i n the a r e a . W i t h the expected growth of t r a f f i c , m a x i m u m
use of a v a i l a b l e s t r e e t c a p a c i t i e s w i l l r e q u i r e s t r i c t enforcement of p a r k ing r e g u l a t i o n s . A s a r e s u l t , the number of o n - s t r e e t p a r k i n g spaces w i l l
decrease.
No p r o v i s i o n s have been made for b u s i n e s s v i s i t o r p a r k i n g or for t o u r i s t
p a r k i n g . Indeed, t h e r e appears to be no plan to provide such p a r k i n g .
I n t e r v i e w s , d i s c u s s e d i n m o r e d e t a i l l a t e r i n t h i s r e p o r t , show that a p p r o x i m a t e l y 800 p a r k i n g s p a c e s w e r e r e q u i r e d f o r b u s i n e s s v i s i t o r s i n
1968. A f t e r completion of the 10th Street M a l l and O v e r l o o k , t o u r i s t s
m a y a l s o be a t t r a c t e d into the Study A r e a . Additional p a r k i n g would be
needed f o r these t o u r i s t s .
T h e p r o b l e m s pointed out i n t h i s section, together w i t h a r a p i d r e m o v a l of
s u r f a c e lots for building c o n s t r u c t i o n , make the p a r k i n g situation i n c r e a s ingly acute.
23
�T A B L E 5:
E m p l o y e e P e r P a r k i n g Space R a t i o s
1968
EMPLOYEES PER
PARKING SPACE
PROJECT
Bur.
Print. & Engr.
1970
1973
EMPLOYEES PER
PARKING S P A C E
EMPLOYEES PER
PARKING SPACE
Liberty Loan/Auditors Bldg.
TOTAL SUPERBLOCK A
11. 1
NP*
18.8 ( 1 8 . 7 ) * *
11.0
NP
1 5 . 0 ( 1 5 . 0)
11.0
NP
1 5 . 0 ( 1 5 . 0)
A g r i c u l t u r e A d m i n . & South
Engraving Annex
Agriculture Annex
TOTAL SUPERBLOCK B
11.7
NP
5. 4
1 4 . 2 ( 9 . 9)
12. 7
NP
6. 4
1 5 . 2 ( 1 0 . 6)
NP
6. 4
15. 2 ( 1 0 . 6)
North Portal (sq. 267-268) 1
Portal
)
Pepco
Wolpe
M c L a c h l e n Bank
GHI
TOTAL SUPERBLOCK C
Forrestal
S Q 386
11.0
12. 7
NP
2. 7
8. 0
(0. 04)
D
7
8
9
3
2 (0. 9)
11. 4
-
5. 3
32. 4
10. 0 ( 1 0 . 0)
9. 5 ( 9 . 5)
0. 7
3. 8
0. 9
3. 3
3. 2 ( 3 . 2)
11.6
-
5. 3
34. 7
10. 3 ( 1 0 . 3)
0.
3.
0.
3.
7
8
9
3
3. 9
11.6
-
5. 3
33. 0
10. 2
-
F B #10B
SQ 463
F B #6
DGS Office (sq.493)
Reporters Building
TOTAL SUPERBLOCK
NASSIF Building
Coffey Smith
Road Builders
Army Times
Otis Elevators
E a s t m a n Kodak
P o l i c e and F i r e
Smith Corona
Gulf
Capitol F i l m
TOTAL SUPERBLOCK
H E W North
H E W South
South P o r t a l (sq.
F B #8
0.
3.
0.
3.
3.
5. 3
34. 2
South
North
Center
East
Hotel
West
Comm'l
TOTAL SUPERBLOCK
I
|
1
\
1
8. 4
9. 2
9. 6
-
1. 3
1. 3
1. 3
-
-
5. 3
5. 3
'
- ( - )
E
4. 4 ( 4 . 4)
5. 2
5. 1
2. 3
11. 2
11.1
-
-
4. 9
7. 2 ( 4 . 1)
F
577)
TOTAL SUPERBLOCK H
Marfair
C & P
Community
TOTAL SUPERBLOCK J
18. 8
5.
7.
8.
4.
1.5
1. 9
2. 5
5. 5
3. 8
3. 5
5. 0 ( 5 . 0)
1.5
1. 9
2. 5
5. 5
3. 8
3. 5
5. 7 ( 5 . 7)
1
1
-
4. 0
4. 1 ( 4 . 1)
5.0
7. 9
8. 9
4. 6
_
G
5. 7 ( 5 . 7)
6. 5
2. 3
10. 7
5. 2
4. 0 (4. 0)
8. 0
8. 9
T e r m i n a l Office
F B #1
Community (sq.
582)
S Q 537
Pepco Sub-Station
Phillips
Market Center
M a r k e t Inn
TOTAL SUPERBLOCK I
*
**
***
-
1.6
Building
HUD
L'Enfant Plaza
11.0
2. 4
0. 7 .
3. 8
0. 9
-
F B #10A
R O B GSA
TOTAL SUPERBLOCK
12. 7
ULTIMATE
EMPLOYEES PER
PARKING SPACE
1. 5
1. 9
2. 5
5. 5
3.8
3. 5
5. 0 ( 5 . 0)
18. 6
-
0
9
9
6
NP
57. 3
NP
NP
57.8
57. 8
3. 2
2. 0
3. 3
1 7 . 2 ( 2 . 5)
2. 0
3. 3
16. 2 ( 2 . 8)
3. 8
1.2
-
1.2
1. 2
-
(0. 1)
No P e r m a n e n t P a r k i n g A v a i l a b l e
F i g u r e s in P a r e n t h e s i s Include T e m p o r a r y
B u i l d i n g Not Y e t O c c u p i e d
3. 3 ( 3 . 3)
Parking
0
9
9
6
1.
1.
2.
5.
3.
3.
5.
5
9
5
5
8
5
0
5. 6
14. 7
1 1. 3
12. 7
17.1 (17.1)
-
5.
7.
8.
4.
19. 5
12. 2
17. 0 (6. 3)
3. 2
5
3
7
7
0
6
19. 5
5. 6
14. 7
1 1 . 3 ( 1 1 . 3)
-
5. 8
6.
2.
10.
4.
4.
4.
•-
1.
0.
3.
2.
3.
3.
2
7
2
0
3
1 ( 3 . 1)
3. 8
1.2
5. 9
5. 0 ( 5 . 0)
4. 6
57.8
4. 1
1.
0.
3.
2.
3.
3.
2
7
2
0
3
6
3. 8
1.2
5. 9
5. 0
�PARKING STUDIES
T o obtain i n f o r m a t i o n about the number of t r i p s by p r i v a t e auto originating
f r o m and destined to the Southwest E m p l o y m e n t A r e a , it w a s n e c e s s a r y to
complement and update the p a r k i n g data f r o m the R e c h e l and R o g e r s P a r k ing S u r v e y and the i n f o r m a t i o n given by the D . C . Redevelopment L a n d
Agency. T h e f i r s t A M V p a r k i n g study r e v i e w e d o n - s t r e e t p a r k i n g i n the
a r e a . On e v e r y curb face having l e g i t i m a t e p a r k i n g , the number of c a r s
a r r i v i n g and departing between 7:00 - 9:30 a . m . and 4:00 - 6:00 p. m . w a s
counted and r e c o r d e d by 15 minute p e r i o d s . T h e s e data w e r e used to c o m pute the productions and a t t r a c t i o n s per curb face f o r the a . m . and p. m .
peak h o u r s .
T h e second A M V p a r k i n g study c o v e r e d an i n v e n t o r y of a l l e x i s t i n g p a r k ing garages and l o t s , permanent a s w e l l a s t e m p o r a r y , including layout,
location of e n t r a n c e s and e x i t s , c a p a c i t y , a c t u a l number of c a r s p r e s e n t
during the day and productions and a t t r a c t i o n s during the peak h o u r s .
F o r a number of p a r k i n g garages and l o t s , a s shown i n T a b l e s 6 - 1 through
6 - 4 , v e h i c l e counts w e r e made at the e n t r a n c e s and e x i t s f r o m 7 : 0 0 - 9:00
a . m and f r o m 4:00 - 6:00 p. m. T h e counts included the number of p a s s e n g e r s per c a r . A l s o shown i n the tables a r e a t t r a c t i o n s and productions i n
the peak hour a s a percentage of the a c t u a l number of c a r s present during
the day.
T A B L E 6 - 1 : Parking Lot Portal S i t e Number
P e r c e n t a g e of C a r s
Present During Day
Car
Occupancy
-
7:00 - 8:00 a . m .
8:00 - 9:00 a . m .
149
463
23. 6
73.5
Two Hour T o t a l
612
97. 1
1. 22
59. 2
(63.4)
1. 38
(1.42)
4:00 - 5:00 p. m .
5:00 - 6:00 p. m .
373
,
(399)-'
— Count made Wednesday, F e b r u a r y 2 1 , 1968.
a/
— I n parentheses a r e the r e s u l t s f r o m counts made by L . H . R o g e r s ,
F r i d a y , J a n u a r y 5, 1968.
25
�T A B L E 6-2: Parking Garage - DOT B u i l d i n g Number
P e r c e n t a g e of C a r s
Present During Day
Car
Occupancy
7:00 - 8:00 a . m .
8:00 - 9:00 a . m .
121
511
18.6
78. 6
1. 96
2. 25
T w o Hour T o t a l
632
97. 2
2. 18
4:00 - 5:00 p. m .
5:00 - 6:00 p. m .
84
496
12. 9
76. 5
1.40
2.40
T w o Hour T o t a l
580
89.4
2. 29
—^ Count made T u e s d a y , F e b r u a r y 20, 1968.
T A B L E 6 - 3 : P a r k i n g Lo1; - Square 537 (4th and E S t r e e t s ) - ^
Number
P e r c e n t a g e of C a r s
P r e s e n t D u r i n g Day
Car
Occupancy
7:00 - 8:00 a . m .
8:00 - 9:00 a . m .
155
282
31. 0
56.4
1. 10
1. 13
T w o Hour T o t a l
437
87.4
1. 12
4:00 - 5:00 p. m .
5:00 - 6:00 p. m .
125
260
25. 0
52. 0
1. 20
1. 29
T w o Hour T o t a l
385
77. 0
1. 26
— Count made T u e s d a y , J a n u a r y 30, 1968.
T A B L E 6-4: P a r k i n g L o t at South C a p i t o l Street Under Southwest F r e e w a y
Number
P e r c e n t a g e of C a r s
P r e s e n t D u r i n g Day
Car
Occupancy
4:00 - 5:00 p. m .
5:00 - 6:00 p. m .
170
35
68. 0
14. 0
2. 96
1. 20
T w o Hour T o t a l
205
82. 0
2. 67
— Source:
26
L . H . R o g e r s , counts made F r i d a y , J a n u a r y 19, 1968.
�A s can be s e e n , t h e r e i s a wide range i n the percentages a r r i v i n g and departing i n the peak hour: between 5 6 . 4 percent and 78. 6 percent i n the
a . m . peak hour and between 14. 0 p e r c e n t ^ / a n d 76. 5 percent i n the p. m .
peak hour. T h e percentages a r e p r i m a r i l y a function of the w o r k hours of
the employees u s i n g the p a r k i n g f a c i l i t y . F o r e x a m p l e , the low p. m . peak
percentage f o r the p a r k i n g lot under the Southwest F r e e w a y i s due to the
w o r k h o u r s of F B I employees who u s e this lot, l e a v i n g before the peak
hour.
Knowing the c a p a c i t y and the a c t u a l number of c a r s p r e s e n t during the day
f o r e v e r y p a r k i n g f a c i l i t y i n the a r e a , and knowing the w o r k hours of e m ployees u s i n g a s p e c i f i c p a r k i n g f a c i l i t y together w i t h the percentages
d i s c u s s e d i n p r e v i o u s c h a p t e r s , the percentages and the number of c a r s
a r r i v i n g and departing i n the peak hour could be determined for e v e r y p a r k ing f a c i l i t y . T h e a t t r a c t i o n s and productions thus found w e r e used i n the
network a s s i g n m e n t s (Appendix B ) .
CHARACTERISTICS OF T H E WORK T R I P
E m p l o y e e Questionnaire
On F e b r u a r y 14, 1968, a l l F e d e r a l employees i n Southwest r e c e i v e d a
questionnaire ( r e f e r to Appendix C ) . N e a r l y 24, 000 r e s p o n s e s w e r e obtained as compared w i t h 38, 000 F e d e r a l employees i n the a r e a . On that
same day, a r e v i e w of r e c o r d s r e v e a l e d 13 percent of D O T employees
absent. T h e 1961 G e n e r a l S e r v i c e s A d m i n i s t r a t i o n F e d e r a l E m p l o y e e
S u r v e y found a 15 percent absentee r a t e . Other s u r v e y s have found a s
high a s 17 percent absent. A s s u m i n g a 13 to 17 percent absentee r a t e , a
72 to 86 percent response w a s a c h i e v e d .
The purpose of this questionnaire w a s to obtain i n f o r m a t i o n about the w o r k
t r i p , the e x i s t i n g usage of different t r a v e l modes, c a r occupancy, p a r k i n g
locations used by employees and the number of drop-offs and p i c k - u p s . I n f o r m a t i o n w a s obtained for both the m o r n i n g and the evening w o r k t r i p .
— T h i s count w a s made on a F r i d a y afternoon. A higher percentage
would probably apply during other w e e k d a y s .
27
�A 10 percent sample of the questionnaire w a s coded and s u m m a r i z e d . A p p r o x i m a t e l y 15 s u m m a r y tables w e r e made f o r P a r t I of the questionnaire
(Appendix C ) . Some of the r e s u l t s w i l l be d i s c u s s e d i n the following s e c tions.
A s shown i n T a b l e 4, the only significant difference i n the modal s p l i t b e tween t r i p s to and f r o m w o r k i s that m o r e than t w i c e a s many employees
u s e a t a x i i n the m o r n i n g a s i n the evening.
T a b l e 7 shows, for some of the government a g e n c i e s , the percentage of
employees by p r i v a t e auto and by bus and the c a r occupancies.
T A B L E 7:
E m p l o y e e s by P r i v a t e Auto, B u s R i d e r s h i p and C a r
Occupancy }J
P e r c e n t a g e by
P r i v a t e Auto
B u r e a u of P r i n t i n g and
Engraving
Department of A g r i c u l t u r e
General Services
Administration
Department of T r a n s p o r t a tion ( F O B No. 10A)
National A e r o n a u t i c s and
Space A d m i n i s t r a t i o n
( F O B No. 10B)
F e d e r a l Office B u i l d i n g No. 6
H e a l t h , E d u c a t i o n and W e l f a r e (North and South)
F e d e r a l B u r e a u of
Investigation
Southwest A r e a
'
Percentage
by B u s
Car
Occupancy
61.3
67.5
37.5
30.2
1.37
2.44
69.2
30.1
1.47
77.8
19.8
2.09
78.9
65. 5
13.2
25.8
1.97
1. 84
64. 0
26. 0
1.48
69. 0
68. 8
25. 7
26. 8
2. 22
1. 77
— C a r occupancy for Southwest d r i v e r s and Southwest employees as
passengers.
T h e given c a r occupancies a r e only for Southwest d r i v e r s w i t h Southwest
employees a s p a s s e n g e r s . A p p r o x i m a t e l y 12 percent of the p a s s e n g e r s
r i d i n g w i t h Southwest employees w o r k e d outside of the a r e a . A s a r e s u l t ,
the average c a r occupancy for Southwest d r i v e r s i s h i g h e r , being 1. 87.
28
�On the other hand, of the people r i d i n g a s p a s s e n g e r s , 15 to 18 percent
a r e r i d i n g w i t h a d r i v e r w o r k i n g outside the Southwest A r e a , a s shown i n
T a b l e 8. T h i s r e p r e s e n t s 4. 5 to 5. 8 percent of the total number of e m ployees. A s a r e s u l t , the t o t a l number of drop-offs or p i c k - u p s f r o m
d r i v e r s w o r k i n g outside of the Southwest A r e a w a s a p p r o x i m a t e l y 1, 800,
corresponding to 1 , 150 i n the p. m. peak hour.
T A B L E 8:
Southwest E m p l o y e e s R i d i n g a s P a s s e n g e r s
To Work
Total
63. 7%
18.3%
18. 0%
69. 8%
15. 2%
15. 0%
100. 0%
D r i v e r w o r k i n g i n same building
D r i v e r w o r k i n g e l s e w h e r e i n Southwest
D r i v e r w o r k i n g outside of the Southwest A r e a
F r o m Work
100. 0%
T a b l e 9 shows the drop-off locations of Southwest employees r i d i n g a s
p a s s e n g e r s . A s shown, t h e r e i s a significant difference i n d i s t r i b u t i o n
between t r i p s to and f r o m w o r k .
T A B L E 9:
D r o p - O f f and P i c k - U p D i s t r i b u t i o n
To Work
I n front of the building
A t p a r k i n g lot o r garage
E l s e w h e r e i n Southwest E m p l o y m e n t A r e a
Outside of Southwest E m p l o y m e n t A r e a
Total
F r o m Work
41.6%
50. 1 %
6. 6%
1.7%
31. 1%
52. 7%
5. 9%
10.3%
100.0%
100.0%
A p p r o x i m a t e l y 93 percent of the d r i v e r s p a r k e d i n the Study A r e a ,
Residential Interviews
D u r i n g F e b r u a r y , 1958, 231 r e s i d e n t s of the Southwest a r e a (a 5 percent
s a m p l e ) w e r e i n t e r v i e w e d by telephone. T h e i n t e r v i e w f o r m that w a s
used i s shown i n Appendix D . I n f o r m a t i o n w a s obtained concerning the
home - w o r k t r i p , the number of c a r s p e r household, the number of e m ployed m e m b e r s of the household, the destination of the w o r k t r i p s and
the mode of t r a v e l used for t h i s t r i p .
29
�T a b l e 10 shows the modal s p l i t f o r the home - w o r k t r i p s of the Southwest
area residents.
T A B L E 10:
Modal Split - Southwest A r e a R e s i d e n t s W o r k T r i p
P r i v a t e Auto
Bus
Taxi
Walk
Other
227
120
11
60
2
100.0%
Total
54.0%
28.6%
2.6%
14.3%
0.5%
420
The number p e r household employed w a s found to be 1.8, ranging i n i n d i v i d u a l households f r o m 0 to 5. C a r ownership i s 1. 2 p e r household, y
A s shown i n T a b l e 1 1 , 48. 5 percent of the r e s i d e n t s a r e employed i n N o r t h w e s t , 20 percent i n Southwest Washington and the balance i n v a r i o u s other
a r e a s . I t w a s found that a p p r o x i m a t e l y 60 percent of Southwest r e s i d e n t s
employed i n the Southwest a r e a w a l k to w o r k .
T A B L E 11:
E m p l o y m e n t A r e a s for 420 Southwest A r e a R e s i d e n t s
Area
Washington, N . W.
Washington, S . W .
P r i n c e G e o r g e s County
Capitol H i l l
A r l i n g t o n County
Montgomery County
Washington, S. E .
Alexandria'
Washington, N . E .
Fairfax
Others
Total
Percentage
48.5
20.0
5. 0
4. 7
4. 5
4. 0
3. 7
3. 2
3.2
0. 7
2.5
100.0
— T h e U r b a n R e n e w a l P l a n for Southwest U r b a n R e n e w a l A r e a P r o j e c t C
r e q u i r e s 0. 56 p a r k i n g spaces p e r dwelling u n i t . Insufficient o f f - s t r e e t
space has r e s u l t e d i n i n t e n s i v e u s e of c u r b space by r e s i d e n t s . T h i s a l most e l i m i n a t e s the u s e of curb spaces by Southwest e m p l o y e e s .
30
�Business Visitor Interviews
T o obtain i n f o r m a t i o n about the number of b u s i n e s s v i s i t o r s generated by
office buildings, the t i m e of a r r i v a l and the mode of t r a v e l u s e d , i n t e r v i e w s w e r e held at the e n t r a n c e s of two office buildings: the Department
of T r a n s p o r t a t i o n B u i l d i n g i n the Study A r e a and the L a f a y e t t e B u i l d i n g at
V e r m o n t Avenue, N . W . on A p r i l 2 and 3, 1968. T a b l e 12 shows the n u m b e r of v i s i t o r s per 100 employees and a breakdown by mode of t r a v e l .
T A B L E 12:
Number of V i s i t o r s P e r 100 E m p l o y e e s
Mode of A r r i v a l
DOT B u i l d i n g - ^
8:00 - 5:00
Number P e r c e n t a g e
P r i v a t e Auto
Taxi
Bus
Walk
5.
5.
1.
21.
6
5
3
6
16.4
16.3
3.8
63. 5
Total
34. 0
100. 0
2/
L a f ayette Building—
8:00 - 5:00
Number P e r c e n t a g e
9. 7
14. 8
7.5
11.4
1.4
2. 1
47. 0
71. 7
65. 6
100. 0
— 590 v i s i t o r s i n t e r v i e w e d .
2/
— 1 , 150 v i s i t o r s i n t e r v i e w e d .
T h e high percentage of v i s i t o r s who w a l k i n i s due p a r t l y to the fact that
i n both buildings a c a f e t e r i a a t t r a c t s many employees w o r k i n g i n s u r r o u n d ing buildings.
T a b l e 13, on the following page, shows the number of v i s i t o r s by mode of
a r r i v a l p e r hour p e r 100 v i s i t o r s . B a s e d upon the sample taken at the D e partment of T r a n s p o r t a t i o n and the L a f ayette B u i l d i n g , the projected n u m b e r of b u s i n e s s v i s i t o r s to the Southwest a r e a a r r i v i n g by p r i v a t e auto w a s
between 1, 800 and 3, 200 p e r day. T h e number of b u s i n e s s v i s i t o r s by
p r i v a t e auto w i l l be between 3, 200 to 5, 500 by 1970, and 4, 000 to 7, 000 by
1973.
The number of p a r k i n g spaces r e q u i r e d f o r b u s i n e s s v i s i t o r s i s a p p r o x i m a t e l y 800 today and w i l l be 1 , 100 by 1970, and 1 , 750 by 1973.
�T A B L E 13:
Number of V i s i t o r s by Mode of A r r i v a l P e r H o u r
P e r 100 V i s i t o r s
Taxi
P r i v a t e Auto
L 2/
Dl/
8:00
9:00
10:00
11:00
12:00
1:00
2:00
3:00
4:00
Total
- 9:00
- 10:00
- 11:00
- 12:00
- 1:00
- 2:00
- 3:00
- 4:00
- 5:00
Bus
Walk
Total
D
L
D
L
D
L
D
L
11.4
25. 0
11.4
13. 6
18. 2
4. 5
53.8
7. 7
0. 5
5.3
4. 2
20. 7
51.0
11. 5
3.3
1. 2
2.3
1.6
5.2
5.5
37.9
26.3
9. 5
3.6
5. 9
4.5
2. 2
13. 7
9. 1
16. 8
35. 2
11. 6
5.4
2. 5
3.5
4. 7
8. 1
8. 7
29.8
21. 7
9.3
5. 0
8. 0
4.7
100. 0
100. 0
3. 7
18. 0
22. 7
12.8
9. 5
12. 2
10. 0
6. 9
4.2
14.9
19. 5
12.7
4.6
13.8
5. 7
8.0
11.5
9. 3
4. 8
39.4
13.3
6. 9
3. 7
12.8
10.6
3. 7
4. 8
1.5
11.7
25. 0
16. 2
4.4
14.7
10.3
16. 2
100. 0
100. 0
100. 0
100. 0
7. 7
15.4
2. 3
13. 6
-
7.7
7.7
100. 0
100. 0
100. 0
100.0
— D e p a r t m e n t of T r a n s p o r t a t i o n
2/
— LaFayette Building
O r i g i n s of E m p l o y e e s ' W o r k T r i p s
Data r e g a r d i n g w o r k t r i p o r i g i n s w e r e plotted on a map of the e n t i r e N a tional C a p i t o l Region by the G e n e r a l S e r v i c e s A d m i n i s t r a t i o n . F r o m this
map, a d i s t r i b u t i o n of home - w o r k t r i p s w a s made a s i l l u s t r a t e d i n F i g u r e 5.
E m p l o y e e A r r i v a l and D e p a r t u r e T i m e s
F r o m P a r t I I I of the employee questionnaire, detailed i n f o r m a t i o n w a s obtained concerning office a r r i v a l and departure t i m e s . T h e peak a r r i v a l
and departure h o u r s w e r e found to be between 8:00 a . m . and 9:00 a . m. ,
and 5:00 p. m . and 6:00 p. m . , w i t h a 15 minute peak around 8:45 a . m .
and again around 5:30 p. m . Although the percentages a r r i v i n g and departing i n the peak hour w e r e a l m o s t the s a m e , the percentage for the peak
15 minute p e r i o d w a s twice a s high i n the p. m . a s i n the a . m . period.
F i g u r e s 6 and 7 show the a c c u m u l a t i o n of a r r i v a l s and d e p a r t u r e s .
32
�FIGURE 5 ORIGIN DISTRIBUTION OF SOUTHWEST AREA
EMPLOYEES
�FIGURE 6
ACCUMULATION OF ARRIVALS
OF SOUTHWEST AREA EMPLOYEES
�FIGURE 7
ACCUMULATION OF DEPARTURES
OF SOUTHWEST AREA EMPLOYEES
�W o r k hours i n the Study A r e a a r e staggered f r o m 7:30 a . m . to 9:00 a . m .
and f r o m 4:30 p. m . to 5:30 p. m . T a b l e 14 shows, for a number of b u i l d i n g s , the e x i s t i n g office h o u r s and the number of e m p l o y e e s .
T A B L E 14:
E x i s t i n g Office H o u r s and Number of E m p l o y e e s
Employees
B u r e a u of E n g r a v i n g & P r i n t i n g
Liberty Loan
Auditors Building
Department of A g r i c u l t u r e : A d m i n i s t r a t i o n
B u i l d i n g , South B u i l d i n g and Annex
B u r e a u of E n g r a v i n g & P r i n t i n g Annex
F e d e r a l Office B u i l d i n g No. 10A ( D O T )
General Services Administration
F e d e r a l Office B u i l d i n g No. 10B
F e d e r a l Office B u i l d i n g No. 6 ( H E W )
F e d e r a l Office B u i l d i n g No. 6 (NASA)
H E W (North and South)
F e d e r a l Office B u i l d i n g No. 8
F e d e r a l Office B u i l d i n g No. 1
Total
Hours
1, 610
586
538
7:30 - 3:30
7:30 - 3:30
9:00 - 5:30
9,
2,
3,
4,
1,
1,
9:00
7:30
8:30
8:30
8:15
9:00
8:15
9:00
9:00
8:00
118
294
926
250
131
562
810
5, 676
1, 223
2, 378
-
5:30
3:30
5:00
5:00
4:45
5:30
4:45
5:30
5:00
4:30
35,108
A s shown i n the above table, s e v e r a l offices such a s D O T , G e n e r a l S e r v i c e s
A d m i n i s t r a t i o n , N A S A and H E W - N A S A open w i t h i n a 30 minute period. T h i s
r e s u l t s i n a peak i n the a r r i v a l s between 8:00 a . m . and 8:45 a . m . , a s can
be o b s e r v e d i n T a b l e 15 on the foHowing page. A s d i s c u s s e d l a t e r i n this
r e p o r t , some of these office h o u r s should be changed, o r new buildings such
a s H U D and N a s s i f should be scheduled to open e a r l i e r .
I n g e n e r a l , the peak a r r i v a l period per building i s i n the 15 minute period
before the office t i m e when 20 to 37 percent a r r i v e , w i t h 15 to 27 percent
a r r i v i n g 30 to 15 m i n u t e s before office t i m e .
T h e peak departure period i s 15 minutes after the office c l o s i n g t i m e (48
to 78 percent d e p a r t ) . T h e higher percentage l e a v i n g i n a 15 minute p e r i od i n the afternoon shows that the employees tend to a r r i v e at t h e i r own
convenience but that t h e i r d e p a r t u r e s a r e m o r e concentrated j u s t a f t e r the
office c l o s i n g t i m e .
36
�T A B L E 15:
Time
(a. m. )
7:00
7:15
7:30
7:45
8:00
8:15
8:30
8:45
9:00
9:15
E m p l o y e e s ' A r r i v a l and D e p a r t u r e T i m e s _
Arrive
Employees
2, 320
1, 840
2, 190
2, 190
3,420
4, 750
5, 130
5,460
5, 220
780
Total
,
( 4, 2 6 0 ) - '
( 2, 258)
( 1,842)
( 7,750)
(17, 190)
33, 300 (33, 300)
Time
(p. m . )
4:00
4:15
4:30
4:45
5:00
5:15
5:30
5:45
6:00
6:15
Depart
Employees
2, 320
320
2, 860
2, 550
5,400
2,490
1 1 , 750
3, 560
860
990
( 4, 260)
( 2, 258)
( 1 , 842)
( 8, 920)
(16, 020)
33, 300 (33,300)
— E x t r a p o l a t e d f r o m a 10 percent sample of the q u e s t i o n n a i r e ,
a/
— N u m b e r s i n parentheses denote employee a r r i v a l s and d e p a r t u r e s if
a l l employees a r r i v e d and departed w i t h i n 15 minutes of t h e i r office
hours.
PEDESTRIANS
I n g e n e r a l , a p e d e s t r i a n p r o b l e m e x i s t s at locations w h e r e heavy v e h i c l e
movements i n t e r f e r e w i t h heavy p e d e s t r i a n movements, or w h e r e s i d e w a l k s a r e not wide enough to accommodate the p e d e s t r i a n v o l u m e s . T h r e e
m a j o r p e d e s t r i a n movements, taking place at different t i m e s , a r e i n t e r f e r i n g w i t h and being i n t e r f e r e d by v e h i c l e s .
1.
Movements f r o m p a r k i n g , bus stop and drop-off locations to
offices i n the morning
2.
Movements between offices,
t i o n a l a r e a s at noon
3.
Movements f r o m offices to p a r k i n g , bus stop and p i c k - u p l o c a tions i n the afternoon
c a f e t e r i a s , p a r k s or other r e c r e a -
A t the following l o c a t i o n s , heavy p e d e s t r i a n movements w e r e found.
The
37
�t i m e periods i n w h i c h they o c c u r , a s stated above, a r e shown i n parentheses:
•
Independence Avenue between 12th and 14th S t r e e t s , including
the i n t e r s e c t i o n s - (3)
•
I n t e r s e c t i o n of 14th and C S t r e e t s - (1) (2)
•
I n t e r s e c t i o n of 12th and D S t r e e t s - (1) (3)
•
I n t e r s e c t i o n of 7th and D S t r e e t s - (1) (3)
•
I n t e r s e c t i o n of Independence and 4th S t r e e t s - (1) (2) (3)
Although there a r e u n d e r p a s s e s a s w e l l a s o v e r p a s s e s between the A g r i c u l t u r e B u i l d i n g s on both s i d e s of Independence Avenue, many p e d e s t r i a n s
c r o s s the s t r e e t at ground l e v e l . A s found i n other c i t i e s i n the United
States and abroad, p e d e s t r i a n s tend to proceed on the l e v e l they a r e and
have a n a t u r a l r e s i s t a n c e to change t h i s l e v e l .
T h e best solution for p e d e s t r i a n s c a n be found i n the L ' E n f a n t P l a z a complex.
T h i s concept of a separate l e v e l for p e d e s t r i a n s would have been approp r i a t e to the entire Southwest E m p l o y m e n t A r e a but i s no longer f e a s i b l e .
I n this stage of the development, p r a c t i c a l solutions a r e quite l i m i t e d .
B u i l d i n g and s t r e e t c o n s t r u c t i o n south of D S t r e e t have had an a d v e r s e
effect on the p e d e s t r i a n movements at the i n t e r s e c t i o n of 7th and D S t r e e t s .
T h e r e w e r e no definite s i d e w a l k s on the east side of 7th S t r e e t , south of
D S t r e e t , or on the south side of D S t r e e t between 6th and 9th S t r e e t s . A s
a r e s u l t , a l l p e d e s t r i a n s w e r e f o r c e d to u s e the s i d e w a l k on the north side
of D S t r e e t . A t the same t i m e , t h e r e w a s a heavy right t u r n v e h i c l e m o v e ment f r o m 7th S t r e e t southbound into D S t r e e t i n t e r f e r i n g w i t h southbound
pedestrians crossing D Street.
38
�Chapter III
T h e A r e a by 1970 - T h e I m m e d i a t e
P r o b l e m of G r o w t h
POPULATION
B y 1970, the Southwest E m p l o y m e n t A r e a population w i l l have grown to
a p p r o x i m a t e l y 65, 700 employees, 1. 7 t i m e s the e x i s t i n g number. B u i l d ings under construction i n 1968 w i l l be completed and occupied, as w e l l
a s the development on Square 463 (south of M a r y l a n d Avenue between
6th and 7th S t r e e t s ) and the M a r f a i r B u i l d i n g ( r e f e r to T a b l e 3).
PUBLIC TRANSPORTATION
A s w i l l be pointed out i n a following section, the percentage of employees
u s i n g t r a n s i t must i n c r e a s e f r o m 26. 8 percent to 36. 0 percent by 1970.
T h e bus s e r v i c e to the Southwest a r e a must be extended and i n t e n s i f i e d to
achieve t h i s percentage. T h e total number of peak hour buses i n the a r e a
would be a p p r o x i m a t e l y 320.
B u s routings u s e d i n t h i s study w e r e developed i n the P u b l i c T r a n s p o r t a tion Study, D e c e m b e r 1966. T h e number of buses presented i n the 1966
r e p o r t w a s adjusted to r e f l e c t new a s s u m p t i o n s r e l a t e d to number of e m ployees. F i g u r e 8 shows locations w i t h one hundred or m o r e b u s e s i n one
d i r e c t i o n i n the peak hour. A n a l y s i s of c a p a c i t y and projected v e h i c l e
v o l u m e s w i t h i n the employment a r e a i n d i c a t e s the n e c e s s i t y to change
routings presented i n the 1966 r e p o r t . T h e changes a r e n e c e s s a r y f o r two
reasons.
1.
T h e 1966 r e p o r t a s s u m e d i m p r o v e m e n t of g e o m e t r i e s at the
i n t e r s e c t i o n of 12th S t r e e t and M a r y l a n d A v e n u e . L i t t l e p r o g r e s s has been made t o w a r d a c c o m p l i s h i n g the i m p r o v e m e n t . I t
i s e s t i m a t e d that it w i l l be at l e a s t m i d - 1 9 7 0 before the i m provement could be completed. B y then i t w i l l have been n e c e s s a r y to implement l e s s d e s i r a b l e r o u t i n g s .
2.
S e v e r a l i n t e r s e c t i o n s along Independence Avenue w i l l e x p e r i e n c e
capacity d e f i c i e n c i e s n e c e s s i t a t i n g bus route changes.
�FIGURE 8
LOCATIONS WITH ONE HUNDRED OR MORE
BUSES IN THE PEAK HOUR BY 1970*
* Using Routes as Proposed in the December 1966 Report
�TRAFFIC
CHARACTERISTICS
T h e anticipated peak hour t r a f f i c v o l u m e s a r e shown i n F i g u r e 10. A s s i g n ments of p r i v a t e autos and buses to the s t r e e t network indicate s e v e r a l
i n t e r s e c t i o n s w h e r e l e v e l D c a p a c i t y i s exceeded, n a m e l y :
•
14th S t r e e t and Independence Avenue
•
7th S t r e e t and Independence Avenue
•
7th S t r e e t and D S t r e e t
•
6th S t r e e t and Independence Avenue
•
Independence Avenue and M a r y l a n d Avenue (north and south)
•
4th S t r e e t and Independence Avenue
•
3 r d S t r e e t and Independence Avenue
A s p r e v i o u s l y stated, bus routes should be changed to avoid t r a f f i c congestion at the above mentioned l o c a t i o n s .
Opening of the 9th S t r e e t E x p r e s s w a y w i l l d e c r e a s e southbound through
t r a f f i c on 7th and 14th S t r e e t s . Completion of the C e n t e r L e g F r e e w a y
w i l l reduce through t r a f f i c on 3 r d S t r e e t between Independence Avenue and
D S t r e e t ; on C and D S t r e e t s between 2nd and 3 r d S t r e e t s ; and on 2nd Street
between C and D S t r e e t s . A s a r e s u l t of the 4th S t r e e t c l o s u r e between I
and M S t r e e t s , 4th S t r e e t w i l l no longer c a r r y m a j o r n o r t h - s o u t h through
m o v e m e n t s . A s pointed out before, the t r a f f i c p a t t e r n w i l l change due to
the C e n t e r L e g F r e e w a y r a m p s leading into the a r e a .
T h e percentage of through t r a f f i c on l o c a l s t r e e t s i n the a r e a w i l l d e c r e a s e
f r o m a p p r o x i m a t e l y 69 percent i n the peak hour today to 60 percent by 1970.
PARKING
T h e number of a v a i l a b l e p a r k i n g spaces (off- and o n - s t r e e t ) w i l l be a p p r o x i m a t e l y 13, 300, r e s u l t i n g i n an a v e r a g e employee p e r p a r k i n g space r a t i o
of 5 . 1 , compared w i t h 3. 9 i n 1968. A s shown i n T a b l e 5, the r a t i o s p e r
building and p e r superblock w i l l i n c r e a s e . Only at a few locations w h e r e
new buildings a r e completed w i t h l o w e r employee per p a r k i n g space r a t i o
than the a v e r a g e , or w h e r e buildings a r e demolished r e s u l t i n g i n l o w e r
43
�AM
2010
335
o
N
o
\o
985
1860
lo
t\¡
fo
D
STREET
TER L tt
INNER
o
(\
lf.l
to
a\
lf)
o=
x
OP
REEWA
\l
ul
SOUTHIVEST
EE WAY
IOth STREE
MALL
OVERLOOK
PM
t590)
¡¡l
(570)
(720)
C'\
STREET
DS
I
EET
TER L
INNE
o
ro
\ô
a
o
rô
ro
fL
=
x
IU
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e9
P
EEW
ro
\o
\Û
SCATE
SOUTHWES
FR EEWAY
3000
2000
]Oth STREE
1000
0
YEHICTES PER HOUR
FIGURE
IO
PEAK HOUR VOTUMES 1970
NOTE: Volumes
Shown do Not lnclude Buses
5m
�employment f i g u r e s ( T a b l e 3), w i l l the r a t i o s d e c r e a s e . No p a r k i n g p r o v i s i o n s a r e planned for b u s i n e s s v i s i t o r s or for t o u r i s t s . A s stated p r e v i o u s l y , a p p r o x i m a t e l y 1,100 p a r k i n g s p a c e s w i l l be needed for b u s i n e s s
v i s i t o r s by 1970.
CHARACTERISTICS OF T H E WORK T R I P
T o p r o j e c t the employee modal s p l i t , r e s u l t s of the employee questionn a i r e and the t r a n s p o r t a t i o n p r o j e c t i o n s of the P u b l i c T r a n s p o r t a t i o n
Study, D e c e m b e r 1966, }_l w e r e u s e d . I t has been a s s u m e d that the p e r centage of employees coming by "other m o d e s " ( t a x i s , d r o p - o f f s , w a l k
and other) w i l l r e m a i n about the same during the e n t i r e study period ( r e f e r to T a b l e 4 ) .
A c c o r d i n g to the D e c e m b e r 1966 P u b l i c T r a n s p o r t a t i o n Study, the usage of
t r a n s i t by Southwest a r e a employees could not be f o r c e d above 45 percent
u n t i l r a i l r a p i d t r a n s i t s e r v i c e i s a v a i l a b l e , w h i c h i s now scheduled between 1974 and 1975. T h e e x i s t i n g percentage u s i n g t r a n s i t of 26. 8 m a k e s
i t c l e a r that a c o n s i d e r a b l e shift f r o m auto to t r a n s i t w i l l be r e q u i r e d to
achieve a 45 percent usage of t r a n s i t by 1973.
I n 1968, 36 percent of employees i n the v i c i n i t y of 14th Street rode public
t r a n s p o r t a t i o n . It i s believed that an average t r a n s i t r i d e r s h i p of 36 p e r cent can be attained for the e n t i r e a r e a by 1970, i f :
•
S e r v i c e to other a r e a s i s provided s i m i l a r to that on 14th Street
•
New employees to the a r e a who rode t r a n s i t to and f r o m t h e i r
previous location find Southwest s e r v i c e to be comparable to
that w h i c h they experienced i n other p a r t s of the C i t y
•
Other public t r a n s p o r t a t i o n improvements, such a s new l i n e s ,
a r e made
T h e r e w i l l be 54. 4 percent u s i n g p r i v a t e auto. T h e number of p a r k i n g
s p a c e s dictates an average c a r occupancy of 2. 26.
— " P r o v i s i o n of P u b l i c T r a n s p o r t a t i o n i n the Southwest E m p l o y m e n t A r e a , "
A l a n M . V o o r h e e s & A s s o c i a t e s , I n c . , D e c e m b e r 1966.
45
�T h e number of employees who w i l l w a l k to w o r k w i l l i n c r e a s e only s l i g h t l y
because of the l i m i t e d housing developments around the a r e a . A s a r e s u l t ,
the percentage w a l k i n g to w o r k w i l l d e c r e a s e . T h e projected modal s p l i t
i s shown i n T a b l e 16.
T A B L E 16:
P r o j e c t e d Modal Split - Southwest E m p l o y e e W o r k T r i p 1970
P r i v a t e auto
Drop-offs
Bus
Taxi
Walk
Other
Total
54.
6.
36.
1.
1.
0.
4%
0%
0%
6%
8%
2%
(63. 3 ) - /
( 5.5)
(26.8)
( 1.6)
( 2.6)
( 0.2)
100. 0%
a/
— 1968 percentages.
PEDESTRIANS
P e d e s t r i a n movements i n g e n e r a l w i l l continue to i n c r e a s e . T h e a r e a
around 7th S t r e e t , w i t h m a j o r buildings such a s H U D and N a s s i f occupied,
w i l l generate many p e d e s t r i a n t r i p s . H o w e v e r , s t r e e t s and s i d e w a l k s
w i l l be i m p r o v e d a s a p a r t of the U r b a n R e n e w a l P r o g r a m , i n c r e a s i n g the
capacity at the i n t e r s e c t i o n of 7th and D S t r e e t s for both v e h i c l e s and
pedestrians.
46
�7
Chapter
IV
T h e A r e a b y 1973
The Critical Period
POPULATION
B y 1973, the a r e a employment population w i l l have grown to 82, 770 w o r k e r s , a p p r o x i m a t e l y 85 percent of the u l t i m a t e employment.
PUBLIC TRANSPORTATION
B u s s e r v i c e has to be i n c r e a s e d beyond that r e q u i r e d by 1970. T h e total
number of peak hour buses needed i n the a r e a w i l l be a p p r o x i m a t e l y 510.
U s i n g the bus routes a s proposed i n the P u b l i c T r a n s p o r t a t i o n Study, D e c e m b e r 1966, F i g u r e 11 shows locations w i t h one hundred o r m o r e b u s e s
i n one d i r e c t i o n i n the peak hour by 1973. T h e great number of buses
along D S t r e e t and 7th S t r e e t , i n p a r t i c u l a r , c a u s e s p r o b l e m s and should
be d e c r e a s e d .
Depending on the construction methods used for the subway s t a t i o n s ,
s t r e e t s m a y be c l o s e d for v a r y i n g periods of t i m e . B u s routes w i l l have
to be changed because of these s t r e e t c l o s i n g s . T h e n e c e s s a r y detours
w i l l lengthen the bus t r i p t i m e s and decrease the s e r v i c e to c e r t a i n a r e a s .
THE STREET SYSTEM
Although the s t r e e t s y s t e m w i l l not change between 1970 and 1973, u n l e s s
the C e n t e r L e g F r e e w a y r a m p s a r e completed l a t e r than 1970, the planned
c o n s t r u c t i o n of the subway stations i n the a r e a m a y r e s u l t i n the c l o s u r e
of s e v e r a l s t r e e t s for a period of t i m e . A c c o r d i n g to the Washington
Metropolitan A r e a T r a n s i t A u t h o r i t y , subway station construction w i l l take
place at the following l o c a t i o n s :
•
12th Street between J e f f e r s o n D r i v e and C S t r e e t
47
�FIGURE 11
LOCATIONS WITH ONE HUNDRED OR MORE
BUSES IN THE PEAK HOUR BY 1973*
* Using Routes as Proposed in the December 1966 Report
�•
D S t r e e t between 6th and 9th S t r e e t s
•
D S t r e e t between 3 r d and 4th S t r e e t s
T h e c o n s t r u c t i o n schedule, shown i n F i g u r e 12, c a l l s for a c l o s u r e of the
s t r e e t s during the 18 months c o n s t r u c t i o n w h i c h would r e s u l t i n s i m u l t a neous c l o s u r e of a l l locations between A p r i l 1971 and J u l y 1972.
NOTE:
FIGURE 12
Data Obtained in July 1968
SUBWAY STATION CONSTRUCTION SCHEDULE (WMATA)
TRAFFIC CHARACTERISTICS
B e c a u s e of the m a j o r influence of subway station c o n s t r u c t i o n on the t r a f f i c
pattern i n the a r e a , network a s s i g n m e n t s w e r e made f o r this situation. T h e
anticipated peak hour t r a f f i c v o l u m e s a r e shown i n F i g u r e 13. Consequences
w i l l be d i s c u s s e d i n P a r t I I of this r e p o r t . T h e anticipated peak hour t r a f fic v o l u m e s for 1973, w i t h a l l s t r e e t s open, a r e shown i n F i g u r e 14.
49
�AM
220s
ßa
INDEPENDENCE AVENUE rl-
ttuJ
F
uJ
É.
&
r.l-)
TU
ú.
t--
.J)
ltt,
E,
+
t.rJ
F-
t¡J
ú
1655
lu
t¡J
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l.n
1235
\t)
)
o
J
+
.<t
Fo
o
oo
rô
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tt)
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.rt
rô
C
STREET
=
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CENTER LEG
F-
F
[!
o
IU
tu
t¡J
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=
F
taY
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v,
INNER LOOP
FREEWAY
È
EET
f.-
+
o.
SOUTHWEST
FRE EWAY
¡*,
IOth STREET
MALL
OVERLOOK
PM
(2170)
(1860)
INDEP ENDENCE AVENUE\L
t-
uJ
F
TU
TU
tu
É.
F
É
tn
tJ)
(s70)
F
lrJ
[!
É
F
tn
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ra)
tt!
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(t 4ss)
É
F
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J
rô
=
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C
STREET
rvl
-c
+
c\
D STREET
l¡¡
F
i-
CENTER LEG
u-l
trJ
l¡¡
OF INNERLOOP
É.
t¿J
REEWAY
F
ü,
t- oet, =
V'
x
[!
N
E
STREET
SCATE
4000
3000
IOth STREET
2000
MALL
1000
OV ERLOOK
VEHICTES PER HOUR
FIGURE
I3
PEAK HOUR VOLUMES WITH STREETS CLOSED
FOR SUBWAY STATION CONSTRUCTION
NOTE: Volumes
Shown do Not lnclude Buses
5æ
�AM
2220
s6.5
lF
UJ
UJ
t805
d.
t¡l
v,
INDEPENDENCE AVENUE rL
tl¡J
d
IJJ
u
¡-
,""
e.
l¡¡
trâ
\J)
v,
t-
LrJ
1090
v,
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\
r
J
s
t
C
STREET
r¡^)
!f,
c{
D STREET
CENTER L
F
ul
M
t¡J
rô
É.
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rn
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\o
rÕ
=
F
c\
o
tlJ
IU
o-
X
V,
-
[U
E
r..
+
o.
SOUTHWEST
INNER LOOP
FREEWAY
STREET
FREE WAY
IOth STREET
MALL
OVERLOOK
PM
(2170)
(t60s)
INDEPENDENCE AVENUE\L
F
þ
IIJ
IU
u
uJ
F
tt,
F
rn
(s00)
l-
\
tt¡J
(8e5)
\
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g.
tu
F.
.çt
TJJ
É
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J
J
F
te^
ar1
'rt
C
e)
STREET
È
ro
Fo
D STREET
ENTER LEG
F.
a
00
o
\ù
N
É,
l--
,/,
¡
I
0
l¡l
l¿J
lf)
(\
F-
INNERLCIOP
REEWAY
e9
É.
to o=
X
tfl
oo
REET
trJ
SCALE
10Ø
i000
mao
IOth STREET
t0@
MALL
OVERLOOK
VEHICIES PER HOUR
FIGUR,E
14
PEAK HOUR VOTUMES 1973
NOTE: Volumes
Shown do Not lnclude Buses
w
�PARKING
A p p r o x i m a t e l y 13, 700 p a r k i n g s p a c e s w i l l be a v a i l a b l e r e s u l t i n g i n an
a v e r a g e employee per p a r k i n g space r a t i o of 6. 3 c o m p a r e d w i t h 5. 1 i n
1970 and 3. 9 i n 1968.
A c c o r d i n g to the development schedule shown i n T a b l e 3, the North P o r t a l
and P o r t a l s i t e s w i l l be under construction.
T h e a v e r a g e employee per
p a r k i n g space r a t i o i n the a r e a between 15th Street and the 11th Street E x p r e s s w a y w i l l i n c r e a s e f r o m 6. 0 to 10. 3, due to r e m o v a l of the 1, 200 t e m p o r a r y p a r k i n g s p a c e s on the P o r t a l s i t e s . C o n s t r u c t i o n w i l l generate
additional t r a f f i c r e q u i r i n g p a r k i n g i n the surrounding s t r e e t s which w i l l
w o r s e n the situation. Without r a d i c a l m e a s u r e m e n t s , the p a r k i n g s i t u a tion w i l l be unacceptable.
T h e number of b u s i n e s s v i s i t o r s by p r i v a t e auto i s estimated at 4, 000 to
7, 000, r e q u i r i n g about 1, 800 p a r k i n g s p a c e s . T h e r e a r e no p a r k i n g p r o v i s i o n s for t o u r i s t s v i s i t i n g the 10th S t r e e t M a l l and O v e r l o o k .
CHARACTERISTICS OF T H E WORK T R I P
T h e p r o j e c t e d employee modal s p l i t i s shown i n T a b l e 17.
T A B L E 17:
P r o j e c t e d Modal Split - Southwest E m p l o y e e W o r k T r i p 1973
P r i v a t e auto
Drop-offs
Bus
Taxi
Walk
Other
Total
a/
— 1970 p e r c e n t a g e s .
52
45.
6.
45.
1.
1.
0.
3%
0%
0%
6%
9%
2%
100. 0%
(54.4)( 6.0)
(36.0)
( 1.6)
( 1.8)
( 0.2)
�A s d i s c u s s e d i n the preceding c h a p t e r s , the percent usage of t r a n s i t c a n
r e a c h a m a x i m u m of 45 before r a i l r a p i d t r a n s i t s e r v i c e i s a v a i l a b l e . A l though the percentage by p r i v a t e auto w i l l d e c r e a s e f r o m 5 4 . 4 to 45. 3,
the a c t u a l number of employees by p r i v a t e auto w i l l i n c r e a s e by a p p r o x i m a t e l y 1, 500. T h e a v e r a g e c a r occupancy i n the a r e a must be i n c r e a s e d
to 2.40 c o m p a r e d w i t h 2. 26 i n 1970, showing the c r i t i c a l t r a n s p o r t a t i o n
situation that c a n be expected before r a i l r a p i d t r a n s i t w i l l be i n operation.
T o e m p h a s i z e the importance of the r a i l r a p i d t r a n s i t s e r v i c e for the
Southwest A r e a t r a n s p o r t a t i o n needs, the projected employee modal s p l i t
w i t h the D S t r e e t subway line i n operation i s shown i n T a b l e 18.
T A B L E 18:
P r o j e c t e d Modal Split - Southwest E m p l o y e e W o r k T r i p w i t h
D S t r e e t Subway i n Operation
a/
P r i v a t e auto
38.6%
(45.3)-'
Drop-offs
5. 7%
(6.0)
T r a n s i t (bus and
subway)
52.0%
(45.0)
Taxi
1.6%
( 1.6)
Walk
1. 9%
( 1. 9)
Other
0. 2%
( 0.2)
Total
100. 0%
a/
— 1973 percentages p r i o r to subway.
The significant i n c r e a s e i n t r a n s i t r i d e r s h i p and the d e c r e a s e i n the percentage and the number of employees by p r i v a t e auto would r e s u l t i n an
a v e r a g e c a r occupancy of 2.02 compared w i t h 2.40 i n 1973, and 2. 26 i n
1970.
PEDESTRIANS
W i t h r a p i d t r a n s i t i n operation, heavy p e d e s t r i a n movements w i l l o c c u r i n
the peak hours between the Southwest a r e a offices and the subway stations
at 12th S t r e e t and Independence Avenue (Independence Avenue station), at
7th and D S t r e e t s ( L ' E n f a n t P l a z a station) and at 3 r d and D S t r e e t s (Voice
of A m e r i c a station).
53
�T h e number of conflicts between v e h i c l e s and p e d e s t r i a n s c a n be reduced
by providing e n t r a n c e s and e x i t s d i r e c t l y f r o m the stations into adjacent
b u i l d i n g s . No s u c h e n t r a n c e s have been planned so f a r . A t the following
l o c a t i o n s , e n t r a n c e s and e x i t s have been planned i n public r i g h t s - o f - w a y :
•
T h e southwest c o r n e r of Independence Avenue and 12th Street
to the Independence Avenue station
•
T h e p r o m e n a d e l e v e l of L ' E n f a n t P l a z a complex ( w e s t of the
n o r t h w i n g of the H U D B u i l d i n g ) , the southeast c o r n e r of M a r y l a n d Avenue and 7th S t r e e t , and the south side of D S t r e e t b e tween 6th and 7th S t r e e t s — a l l to the L ' E n f a n t P l a z a station
•
T h e southwest c o r n e r of 3 r d and D S t r e e t s to the V o i c e of
A m e r i c a station.
Without connections between buildings and subway s t a t i o n s , heavy v e h i c l e
movements w i l l continuously i n t e r f e r e w i t h heavy p e d e s t r i a n movements
during peak h o u r s .
54
�PART I I
ALTERNATIVES
AND
RECOMMENDATIONS
��Chapter V
Basic Assumptions
I n c o n s i d e r i n g the a l t e r n a t i v e s and recommended solutions presented i n
t h i s p a r t of the r e p o r t , it should be emphasized that the Consultant w a s
f u r n i s h e d w i t h the b a s i c assumption that "No p a r k i n g w i l l be a v a i l a b l e i n
the Study A r e a i n addition to that i n planned buildings and on open land
pending development. " i _ /
A f t e r a meeting w i t h the Southwest A r e a T r a n s p o r t a t i o n C o m m i t t e e , held
on M a y 13, 1968, it w a s a l s o a s s u m e d that T h e M a l l a r e a cannot be used
for bus loading and unloading nor for Southwest employee a n d / o r b u s i ness v i s i t o r s ' p a r k i n g .
T h e e x i s t i n g and projected Southwest employee modal s p l i t i s s u m m a r i z e d
i n T a b l e 19. A s d i s c u s s e d before, the projected modal split for the f o r e c a s t y e a r s w i l l be difficult to attain. B u s r i d e r s h i p and c a r occupancy r e quired to s e r v e the anticipated number of employees a r e c o n s i d e r a b l y
higher than has been e x p e r i e n c e d e l s e w h e r e .
Other modal s p l i t s , shown i n T a b l e s 20 and 21, have been c o n s i d e r e d .
T a b l e 19 shows the modal split v a l u e s a s s u m i n g that a 2. 00 a v e r a g e c a r
occupancy i s the highest that can be achieved by 1973. T h i s i s a value
w h i c h has been observed i n other i n t e n s e l y developed a r e a s . T h e usage
of t r a n s i t w i l l have to i n c r e a s e i n o r d e r to provide a mode of t r a v e l for
a l l employees. A s d i s c u s s e d before, it i s u n r e a l i s t i c to expect a 52. 5
percent r i d e r s h i p before r a i l r a p i d t r a n s i t i s i n operation. A s shown,
620 peak hour buses would be r e q u i r e d to s e r v e the a r e a compared w i t h
510 buses u s i n g a 2. 40 c a r occupancy. T h e 620 buses cannot be handled
i n the peak hour.
T a b l e 21 shows modal s p l i t v a l u e s a s s u m i n g that the projected usage of
t r a n s i t ( T a b l e 19) i s not r e a c h e d . T h i r t y - o n e percent i s projected for
1970 and 3 6 . 0 percent for 1973. T h i s i s a r i d e r s h i p w h i c h i s only s l i g h t l y
higher than e x i s t s today but would s t i l l r e q u i r e 285 additional peak, hour
buses i n the a r e a to s e r v e the projected 1973 employment.
— C o n t r a c t between D . C . Redevelopment L a n d Agency and A l a n M .
Voorhees & A s s o c i a t e s , I n c .
57
�T A B L E 19:
E x i s t i n g and P r o j e c t e d Modal Split - - Southwest E m p l o y e e W o r k T r i p
DESCRIPTION
F E B R U A R Y 1963
PERCENT
NUMBER
D E C E M B E R 1970
PERCENT
NUMBER
D E C E M B E R 1973
PERCENT
NUMBER
WITH BASIC
RAPID TRANSIT
PERCENT
NUMBER
Total Employment
13% Absentees
38,
4,
280
980
65,
701
8,
550
82.771
10.750
8 2 , 771
10.750
Daily
33,300
57,
151
72,021
72, 021
Present
P r i v a t e Auto
Drop-Off s
Transit
Taxi
Walk
Other
TOTAL
Off S t r e e t P a r k i n g
S p a c e s ( T a b l e 2)
On Street Parking Spaces
Total Parking Spaces
63.3%
5.5%
26.8%
1.6%
2.6%
0.2%
21,081
1,832
8,920
533
867
67
54.4%
6.0%
36.0%
1.6%
1.8%
0.2%
31,082
3,432
20,580
'915
1,028
114
45.3%
6.0%
3 2 , 637
4,320
45.0%
1.6%
1.9%
0.2%
100.0%
33,300
100.0%
57,151
100.0%
9,
814
486
10,
300
12,
992
308
13,300
32,400
1,152
1,368
144
38.6%
5.7%
52.0%
1.6%
1.9%
0.2%
2 7 , 747
4,110
37,500
1,152
1,368
144
72,021
100.0%
72,021
13,159
241
13,159
241
13,
13,400
400
Employee Per Parking
Space Ratio*
3.9
5. 1
6.3
6.3
Car
1 . 77
2.26
2 . 40
2.02
320
510
195
Occupancy**
N u m b e r of B u s e s
In Peak Hour
140
* Employee per parking space ratio = Total employment/off-street parking
* * C a r o c c u p a n c y = by p r i v a t e a u t o / n u m b e r of d r i v e r s .
N u m b e r of d r i v e r s e q u a l s t o t a l n u m b e r of p a r k i n g s p a c e s
spaces
+ d r i v e r ' s p a r k i n g o u t s i d e the a r e a .
�T A B L E 20: Modal Split - Southwest E m p l o y e e W o r k T r i p s A s s u m i n g
L o w e r C a r Occupancies
Description
Private
auto
Drop-offs
Transit
Taxi
Walk
Other
Total
Assumed
car
occupancyNumber of
buses i n
peak hour
D e c e m b e r 19 70
Number
Percent
D e c e m b e r 1973
Percent
Number
48. 2
6. 0
42. 2
1.6
1.8
0.2
27, 500
3,432
24,162
915
1 , 028
114
37. 8
6. 0
52. 5
1.6
1.9
0. 2
27,200
4, 320
37, 837
1 , 152
1 , 368
144
100.0
57,151
100. 0
72,021
2,. 0
2.0
395 ( 3 2 0 ) - /
620 ( 5 1 0 ) - /
a/
- R e f e r to T a b l e 19
T A B L E 2 1 : M o d a l Split - Southwest E m p l o y e e W o r k T r i p s A s s u m i n g
Lower Percentage B u s Ridership
Description
Private
auto
Drop-offs
Transit
Taxi
Walk
Other
Total
Resulting
average Ccci r
ar
occupancy
Number of
buses i n
peak hour
hour
D e c e m b e r 1970
Percent
Number
D e c e m b e r 1973
Percent
Number
59.4
6.0
31. 0
1.6
1.8
0.2
33,962
3,432
17, 700
915
1 , 028
114
54. 3
6. 0
36. 0
1.6
1.9
0. 2
39,087
4, 320
25,950
1 , 152
1, 368
144
100. 0
57,151
100. 0
72,021
2.4 6
2.46
290 (cS2 0 ) (3 20)
2. 8i5
86
/
/
"
/
425 (5 I O0 - ( 5 1 )) /
a/
- R e f e r to T a b l e 19
r
59
�M o r e people would have to use p r i v a t e autos. A s the number of p a r k i n g
spaces i s l i m i t e d , c a r occupancy would have to i n c r e a s e to 2. 46 by 1970
and even to 2. 86 by 1973. T h e s e v a l u e s a r e c e r t a i n l y u n d e s i r a b l e and
probably unattainable. T h e number of employees that c a n be a c c o m m o dated a s s u m i n g a m a x i m u m c a r occupancy of 2. 0 and a t r a n s i t r i d e r s h i p
of 36 percent i s shown i n T a b l e 22. T h e projected modal split a s shown
i n T a b l e 19 i s the most r e a l i s t i c and best balanced one to attain, given the
projected employment and p a r k i n g data.
T A B L E 22: Number of E m p l o y e e s T h a t C a n B e Accommodated W i t h a
2. 0 C a r Occupancy and a 36 P e r c e n t B u s R i d e r s h i p by 1973
Description
D e c e m b e r 1970
Number
P r i v a t e auto
Drop-offs
Transit
Taxi
Walk
Other
27, 500
3, 432
17, 700
915
1, 028
114
27,
4,
25,
1,
1,
Subtotal
50, 689
60, 134
Short
6, 462
11,887
Total
57, 151
72,021
Assumed car
occupancy
Assumed transit
ridership
D e c e m b e r 1973
Number
200
320
950
152
368
144
2. 0
2. 0
3 1 . 0%
36. 0%
T h e v a l u e s presented i n T a b l e 19 should not be considered as goals. T h e
two m a j o r f a c t o r s a r e c a r occupancy and bus s e r v i c e . T h e goals should
be m u c h higher to compensate for unanticipated p r o b l e m s w h i c h m a y be
encountered.
60
�Chapter VI
Current Year
1968
INTRODUCTION
D u r i n g the t i m e between the data collection and the w r i t i n g of the r e p o r t ,
many changes took place i n the Southwest E m p l o y m e n t A r e a . T h e A l t e r n a t i v e s d i s c u s s e d i n t h i s chapter w i l l be a l t e r n a t i v e s to the e x i s t i n g s i t u ation a s of the date of t h i s r e p o r t .
PUBLIC TRANSPORTATION
Since the beginning of t h i s study, efforts have been made by the Southw e s t W o r k i n g C o m m i t t e e to i n c r e a s e the public t r a n s p o r t a t i o n s e r v i c e to
the a r e a . F i g u r e 15 shows proposed bus routes a s set forth i n the
W M A T C O r d e r 829. Although these routes w i l l c e r t a i n l y i n c r e a s e the
bus s e r v i c e , m o r e routes penetrating into the a r e a a r e needed. F i g u r e 16
shows recommended bus routes through the a r e a for the next y e a r . T h e
bus routes a r e s c h e m a t i c and should be adjusted to the changing s t r e e t
system.
A s shown, the A B & W l i n e s would be r e l o c a t e d f r o m Independence Avenue
to D S t r e e t . Route 11B ( A B & W ) would provide better s e r v i c e to the a r e a
following the 11th Street E x p r e s s w a y r a m p into D S t r e e t and continuing
along 7th S t r e e t .
T o provide better bus s e r v i c e i n the Southwest A r e a and to i n c r e a s e the
usage of t r a n s i t , not only intensified bus s e r v i c e i n the a r e a i s needed but
a l s o i m p r o v e m e n t s a r e n e c e s s a r y outside the a r e a . F o r instance, better
e x p r e s s s e r v i c e to the suburban a r e a s and m o r e d i r e c t s e r v i c e to downtown i s needed. T h i s m a y be possible when the question of f r a n c h i s e
r i g h t s has been settled.
T h e T r a n s p o r t a t i o n I n f o r m a t i o n C e n t e r i n the H U D B u i l d i n g , proposed by
the Southwest W o r k i n g C o m m i t t e e , i s one of the m e a n s to promote t r a n s i t
r i d i n g . E x t e n s i v e publicity w i l l be needed to achieve the n e c e s s a r y shift
61
�FIGURE 15 PROPOSED BUS ROUTES (WMATC ORDER 829)
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�f r o m autos to t r a n s i t between now and 1974. B u l l e t i n boards w i t h maps
showing the bus routes s e r v i n g the Southwest E m p l o y m e n t A r e a should be
placed i n each building.
T h e g e o m e t r i e s of the i n t e r s e c t i o n of 12th S t r e e t and M a r y l a n d A v e n u e ,
recommended for i m p r o v e m e n t i n the P u b l i c T r a n s p o r t a t i o n Study, D e c e m b e r , 1966, c a u s e s a difficult and i l l o g i c a l bus route l a y out. I m m e d i a t e
action should be t a k e n to i m p r o v e t h i s i n t e r s e c t i o n . A s t i m e p a s s e s , the
period during w h i c h the i m p r o v e m e n t has greatest value (before the D
S t r e e t subway i s i n operation) becomes s m a l l e r . S t i l l , the number of
buses destined to T w i n B r i d g e s w i l l not d e c r e a s e s i g n i f i c a n t l y u n t i l the
second Potomac R i v e r r a p i d t r a n s i t c r o s s i n g i s completed. F o r t h i s r e a son, an i m p r o v e m e n t of the 12th and M a r y l a n d Avenue i n t e r s e c t i o n has a
significant value a s a bus operations i m p r o v e m e n t .
Depending on the solution chosen ( c o r n e r cut back or extension on elevated
s t r u c t u r e ) c o s t s m a y v a r y f r o m $50, 000 to $480, 000. A n y widening of the
northeast c o r n e r of the i n t e r s e c t i o n would i m p r o v e the situation and it
would provide for the most d i r e c t routing of b u s e s .
PUBLIC TRANSPORTATION FACILITIES
F o r the i n c r e a s i n g number of buses projected i n the a r e a , a number of
i m p r o v e m e n t s w i l l be needed. C o n s i d e r a b l e d i s c u s s i o n has taken place
c o n c e r n i n g o n - a n d / o r o f f - s t r e e t loading and unloading a r e a s , bus t e r m i n a l s , l a y o v e r points and e x c l u s i v e bus s t r e e t s and l a n e s .
I n c o n s i d e r i n g bus t e r m i n a l s , i t m u s t be kept i n m i n d that a bus t e r m i n a l
i n the Southwest A r e a w i l l be a t e m p o r a r y f a c i l i t y ; r a p i d t r a n s i t w i l l e l i m inate m a n y of the buses w h i c h w i l l be needed i n the next few y e a r s . T h e
t e r m "bus t e r m i n a l , " a s used i n the r e p o r t , i s defined a s a c e n t r a l i z e d
o f f - s t r e e t loading and unloading a r e a w h i c h , i n addition, c a n s e r v e a s a
l a y o v e r point (point w h e r e buses a s s e m b l e p r i o r to t h e i r r u n s to a s s i s t i n
meeting schedules).
64
�T h e following set of o f f - s t r e e t bus t e r m i n a l c r i t e r i a w a s established and a
number of a v a i l a b l e s i t e s i n the Southwest A r e a w a s examined to test these
criteria.
•
A c c e s s i b i l i t y to P e d e s t r i a n s - T h e bus t e r m i n a l should be w i t h i n w a l k i n g distance (500 to 800 feet) of the offices that it s e r v e s .
•
A c c e s s i b i l i t y to B u s e s - T h e bus t e r m i n a l site should be located
along the routes such that bus turning movements a r e l i m i t e d
and conflicts w i t h other t r a f f i c a r e reduced to a m i n i m u m .
•
T h e s i z e of the site should be such that enough straight through
l a n e s for buses loading and unloading can be p r o v i d e d .
•
T h e s i z e of the site should be such that enough space for l a y o v e r can be p r o v i d e d .
•
T h e present or planned u s e s of the s i t e , as w e l l as a l t e r n a t i v e
u s e s , should be considered.
P o t e n t i a l s i t e s for bus t e r m i n a l s ( s i t e s not a l r e a d y committed) a r e shown
i n F i g u r e 17 and include:
•
North P o r t a l site
•
P o r t a l site
•
Square 386 (north of D Street between 9th and 10th S t r e e t s )
•
P a r k l a n d south of F e d e r a l B u i l d i n g No. 10A ( D O T )
•
H E W s e r v i c e roads
•
Square 537 (4th and E S t r e e t s )
•
Square 463 (south of M a r y l a n d Avenue between 6th and 7th
streets)
•
M a r f a i r site (north of E S t r e e t , west of South C a p i t o l S t r e e t )
•
T h e M a l l (between J e f f e r s o n and Madison D r i v e s )
•
T h e 10th S t r e e t M a l l a r e a
Due to the s i z e of the study a r e a , no site could s e r v e as a single
c e n t r a l i z e d bus t e r m i n a l for the whole a r e a . I f t e r m i n a l s a r e f e a s i b l e ,
they would s e r v e best w i t h one at each end of the a r e a . B u s e s could p e n etrate at one end of the a r e a , go through the a r e a , s e r v i n g a number of
buildings, and t e r m i n a t e at the other end.
65
�FIGURE 17
POTENTIAL SITES FOR BUS TERMINALS
�A bus t e r m i n a l i n the middle of the a r e a , giving good s e r v i c e only to the
surrounding buildings, would s e r v e the people of these buildings but it
would a l s o cause g r e a t e r headways for the buses not t e r m i n a t i n g t h e r e . I t
should be emphasized that the number of bus loads needed to s e r v e the
whole study a r e a i s the same whether or not bus t e r m i n a l s a r e provided.
I n the following s e c t i o n s , the potential s i t e s a r e r e v i e w e d .
Due to the r a i l r o a d a n d / o r the location of the site i n r e s p e c t to office developments, the P o r t a l s i t e , the p a r k land south of F e d e r a l B u i l d i n g No.
10A, Square 537 and the M a r f a i r site have poor p e d e s t r i a n a c c e s s i b i l i t y .
T h e North P o r t a l site i s w i t h i n acceptable w a l k i n g distance of only the
B u r e a u of E n g r a v i n g and P r i n t i n g , M a i n and A n n e x B u i l d i n g .
T h e North P o r t a l s i t e , the P o r t a l s i t e , the p a r k land south of F e d e r a l
B u i l d i n g No. 10A, Square 537 and the 10th Street M a l l have poor a c c e s s i b i l i t y for buses. T h e s e s i t e s r e q u i r e i l l o g i c a l routings through the Southw e s t A r e a i n o r d e r to r e a c h the site i n one or two d i r e c t i o n s , or they r e quire difficult turning movements.
Square 386 and the H E W s e r v i c e roads have the disadvantage that a s e r i e s
of t u r n s i s r e q u i r e d . On Square 386 and the p a r k land south of F e d e r a l
B u i l d i n g No. 10A, only a l i m i t e d number of s t r a i g h t through l a n e s can be
provided.
On the H E W s e r v i c e roads and the 10th Street M a l l , no such lanes can be
provided without changing the s t r e e t layout. L a y o v e r space could be p r o vided on a l l s i t e s o f f - s t r e e t , w i t h the exception of the 10th Street M a l l .
On the North P o r t a l s i t e , P o r t a l s i t e , Square 537, Square 463 and the
M a r f a i r site buildings a r e planned. The D . C . Redevelopment L a n d Agency
a d v i s e s that i t would be i n f e a s i b l e to r e s e r v e these s i t e s for bus t e r m i n a l s .
R e m o v a l of the 300 p a r k i n g spaces on the H E W s e r v i c e roads to create a
bus t e r m i n a l or a loading and unloading a r e a would d e c r e a s e the number
of p a r k i n g spaces i n an a r e a w h e r e p a r k i n g i s a l r e a d y i n short supply. T h e
10th Street M a l l i s p r i m a r i l y a p e d e s t r i a n f a c i l i t y and t o u r i s t a t t r a c t i o n .
F u r t h e r m o r e , no o f f - s t r e e t bus f a c i l i t y could be provided t h e r e .
�A s pointed out i n p r e v i o u s c h a p t e r s , it i s not l i k e l y that any p a r t of T h e
M a l l can be used on a short range b a s i s . Although efforts should be made
to use T h e M a l l for long range f a c i l i t i e s (underground parking) it s e e m s to
be r e a l i s t i c to a s s u m e that T h e M a l l cannot be used a s a bus t e r m i n a l i n
the next few y e a r s .
A l t e r n a t i v e u s e s have been considered for Square 386. A s stated e a r l i e r
i n this r e p o r t , b u s i n e s s v i s i t o r s ' p a r k i n g i s needed i n the a r e a . A s b u s i n e s s v i s i t o r s tend to a r r i v e after and to depart before the peak hour, the
use of Square 386 for this purpose would not conflict w i t h the heavy peak
hour volumes i n t h i s a r e a .
S u m m a r i z i n g , it c a n be s a i d that only Square 386 c a n be considered a s a
f e a s i b l e o f f - s t r e e t bus t e r m i n a l location. T h i s s i t e w i l l be d i s c u s s e d i n
m o r e d e t a i l i n the following chapter.
In the study a r e a , no s t r e e t s w e r e found that should be used as e x c l u s i v e
bus s t r e e t s . C o n s i d e r i n g the a v a i l a b l e number of l a n e s , the number of
buses and the number of p r i v a t e autos, s t r e e t s a r e best used when lanes
a r e used for both buses and p r i v a t e autos. E x p e r i e n c e has shown that i f
bus volumes a r e high enough to w a r r a n t an e x c l u s i v e bus lane, p r i v a t e
autos eschew the right hand lane, a u t o m a t i c a l l y r e s e r v i n g it for b u s e s . On
the other hand, p r i v a t e autos have to use the right lane to make right t u r n s
at i n t e r s e c t i o n s . F o r these r e a s o n s , no e x c l u s i v e bus l a n e s , w i t h an e x ception for the D S t r e e t a r e a between 9th and 10th S t r e e t s , a r e r e c o m m e n ded.
T o protect t r a n s i t r i d e r s against bad weather conditions and to make t r a n sit m o r e a t t r a c t i v e , s h e l t e r s should be provided at a l l m a j o r loading
points.
THE STREET SYSTEM
A f t e r r e c o n s t r u c t i o n of V i r g i n i a Avenue between 4th and 7th S t r e e t s , p a r k ing should be prohibited on the south side to allow a n o r m a l two w a y o p e r ation. I f it i s decided to use V i r g i n i a Avenue between 2nd and 4th S t r e e t s
a s a bus loadinglocation,
p a r k i n g should be prohibited on the north side.
68
�A c c e l e r a t e d f r e e w a y and e x p r e s s w a y c o n s t r u c t i o n i n and around the a r e a
i s recommended to d e c r e a s e the percentage of through t r a f f i c i n the a r e a .
T h e 9th S t r e e t E x p r e s s w a y and the C e n t e r L e g F r e e w a y , e s p e c i a l l y , should
be completed a s soon a s p o s s i b l e .
T h e N a s s i f B u i l d i n g garage d r i v e w a y s on D and E S t r e e t s should both be
used as e n t r a n c e s i n the a. m . peak hour and as e x i t s i n the p. m . peak
hour to s p r e a d the volumes over the surrounding s t r e e t s .
PARKING
A s the number of p a r k i n g spaces i n and around the a r e a i s l i m i t e d , c a r
occupancies have to i n c r e a s e f r o m now on. I n m a k i n g a u n i f o r m p a r k i n g
p o l i c y for government employees, two questions should be c o n s i d e r e d :
•
How many government employees w i l l have assigned p a r k i n g
spaces without having one or m o r e p a s s e n g e r s i n t h e i r c a r
(higher GS grade employees)? I f this i s a c o n s i d e r a b l e number,
higher c a r occupancies a r e needed among the other employees
to achieve the a v e r a g e .
•
What i s the r e a c t i o n of employees and potential new employees
when s t r i c t p a r k i n g p o l i c i e s and a g e n e r a l l y difficult t r a n s p o r t a tion situation i s forced upon them?
T h e r e w i l l be a growing number of p r i v a t e w o r k e r s i n the Southwest E m ployment A r e a . U n l e s s corresponding changes a r e made i n the p a r k i n g
p o l i c i e s of these w o r k e r s , even a higher c a r occupancy w i l l be needed for
government employees.
No plans have been made for b u s i n e s s v i s i t o r s ' or t o u r i s t s ' p a r k i n g . A t
l e a s t 800 s u c h s p a c e s a r e needed today, 1, 100 w i l l be needed by 1970 and
4, 000 by 1973.
E i t h e r p a r k i n g spaces now assigned to employees have to be made a v a i l able (forcing employees to p a r k outside the a r e a ) or additional p a r k i n g has
to be provided.
�It i s recommended that the b u s i n e s s v i s i t o r s ' demand should be a c c o m m o dated through an i n c r e a s e i n total p a r k i n g supply r a t h e r than reducing the
a v a i l a b l e spaces for employees. T h r e e s i t e s i n the a r e a could be used to
accommodate new p a r k i n g lots or garages for b u s i n e s s v i s i t o r s ' and t o u r i s t s ' parking, namely:
•
North P o r t a l site
•
Square 386
•
P a r k land south of F e d e r a l B u i l d i n g No. 10A ( D O T )
I n addition to these s i t e s , the number of p a r k i n g spaces could be i n c r e a s e d
i n the following proposed buildings i n o r d e r to accommodate b u s i n e s s v i s i tors' parking:
•
DGS Office B u i l d i n g
•
South P o r t a l B u i l d i n g (Square 577)
•
T e r m i n a l Office B u i l d i n g
•
C o m m u n i t y B u i l d i n g (Square 582)
•
Development on Square 537
Outside the Southwest E m p l o y m e n t A r e a , T h e M a l l should be considered
for underground p a r k i n g for t o u r i s t s a s w e l l a s for b u s i n e s s v i s i t o r s . T h e
above mentioned s i t e s a r e shown i n F i g u r e 18. A s b u s i n e s s v i s i t o r s tend
to a r r i v e and depart i n off-peak h o u r s , the i n c r e a s e i n p a r k i n g would not
s i g n i f i c a n t l y i n c r e a s e the t r a f f i c volumes i n peak p e r i o d s . P a r k i n g c a n be
r e s e r v e d for v i s i t o r s by keeping appropriate sections closed u n t i l 9:30 a . m .
S T A G G E R E D W O R K HOURS
W i t h i n the e x i s t i n g staggering of w o r k hours ( f r o m 7:30 - 9;00 a . m . and
f r o m 4:30 - 5:30 p. m . ) changes should be made to d e c r e a s e the p e r c e n t age of a r r i v a l s and d e p a r t u r e s i n the peak h o u r s . E s p e c i a l l y when new
agencies move into the a r e a , w o r k i n g h o u r s should be established i n such
a w a y that a r r i v a l s and d e p a r t u r e s over the t i m e periods a r e balanced.
M o r e offices should s t a r t between 7:30 and 8:15 a . m . and c l o s e between
4;00 and 4;45 p. m . to a c h i e v e a better t r a f f i c balance.
T h e staggering of w o r k h o u r s should be coordinated and d i r e c t e d by one
agency. Upon completion of a new building or after a m a j o r change i n
70
�FIGURE 18
POTENTIAL SITES FOR ADDIONAL PARKING
�employment of an agency, adjustments i n the w o r k i n g hours should be
made. I n o r d e r to avoid u n u s u a l hours of l e a v i n g and r e t u r n i n g home, it
i s not recommended to s t a r t offices before 7:30 a. m . nor to c l o s e after
6:00 p. m .
PEDESTRIANS
I n t h i s stage of the development of the Study A r e a , it w i l l be difficult,
c o s t l y , and i n many c a s e s i m p r a c t i c a l to make i m p r o v e m e n t s for p e d e s t r i a n s beyond what a l r e a d y has been done.
P e d e s t r i a n s have a n a t u r a l r e s i s t a n c e to change l e v e l . A s a r e s u l t , o v e r and u n d e r p a s s e s g e n e r a l l y t u r n out not to i m p r o v e the situation when
made i n i n d i v i d u a l c a s e s . Only a p e d e s t r i a n - v e h i c l e s e p a r a t i o n on a l a r g e
s c a l e , incorporated i n the total design of an a r e a , has proven to be s a t i s factory.
A s pointed out i n the f i r s t part of t h i s r e p o r t , the p e d e s t r i a n volumes at
the i n t e r s e c t i o n of 7th and D Street w i l l i n c r e a s e w i t h the opening of new
buildings i n t h i s a r e a . H o w e v e r , at the s a m e t i m e , i m p r o v e m e n t s w i l l
take place i n stages. I n the f i r s t stage, the s i d e w a l k s around the N a s s i f
B u i l d i n g w i l l be r e c l a i m e d , providing m o r e p e d e s t r i a n capacity at the
7th and D S t r e e t i n t e r s e c t i o n . T h e second stage w i l l be completed when
the i n t e r s e c t i o n and 7th Street a r e r e b u i l t . T h e w i d e r s t r e e t s w i l l provide
m o r e c a p a c i t y for v e h i c l e s and t i m e for a p e d e s t r i a n phase i n the t r a f f i c
s i g n a l w i l l become a v a i l a b l e . T h e t h i r d stage of i m p r o v e m e n t s could be
effective when the subway u n d e r p a s s e s and station connections a s r e c o m mended i n t h i s r e p o r t a r e built. T h e number of p e d e s t r i a n t r i p s c r o s s i n g
the 7th and D S t r e e t i n t e r s e c t i o n would then d e c r e a s e c o n s i d e r a b l y .
I f it i s decided to build a p a r k i n g s t r u c t u r e at the N o r t h P o r t a l s i t e , e m ployees, a s w e l l a s v i s i t o r s to the B u r e a u of E n g r a v i n g and P r i n t i n g ,
w i l l have to c r o s s 14th S t r e e t . A p e d e s t r i a n o v e r p a s s south of the i n t e r section of 14th and D S t r e e t i s recommended to e l i m i n a t e conflicts b e tween p e d e s t r i a n s and v e h i c l e s at t h i s location. Although other p e d e s t r i a n
i m p r o v e m e n t s , such a s m i d - b l o c k c r o s s w a l k s and p e d e s t r i a n phases at
s i g n a l i z e d i n t e r s e c t i o n s , have been considered, they a r e not r e c o m m e n d ed. M a k i n g p e d e s t r i a n movements e a s i e r would only r e s u l t i n i n c r e a s e d
v e h i c l e t r a f f i c congestion w i t h no concomitant i n c r e a s e i n p e d e s t r i a n
safety.
72
�Chapter VII
Immediate Alternatives and
R e c o m m e n d a t i o n s (1968-1970)
PUBLIC TRANSPORTATION
T o avoid congestion and to e l i m i n a t e the p r o b l e m s at 12th S t r e e t and
M a r y l a n d Avenue u n t i l t h i s i n t e r s e c t i o n c a n be i m p r o v e d , a modified bus
routing s c h e m e , a s shown i n F i g u r e 19, has been p r e p a r e d . T h i s scheme
i s recommended a s a guideline for the amount of and the a r e a s w h e r e s e r v i c e should be provided. T h e r e r o u t i n g of buses because of the 12th
S t r e e t and M a r y l a n d Avenue i n t e r s e c t i o n should by no means be c o n s i d e r ed a s a solution to the p r o b l e m . It only shows an a l t e r n a t i v e route until
this intersection i s improved.
PUBLIC TRANSPORTATION FACILITIES
A p p r o x i m a t e l y 22 buses w i l l t e r m i n a t e around the P o r t a l s i t e s , 44 buses
i n the a r e a around the F B I building and 18 buses behind the D O T building.
S t r e e t s w e r e examined to see i f t h e r e w a s enough c a p a c i t y to handle both
p r i v a t e autos and the buses t e r m i n a t i n g on the s t r e e t s . T a b l e 23 (following F i g u r e 19) shows for a number of potential t e r m i n a l locations the n u m b e r of buses that w i l l t e r m i n a t e i n the peak hour, the storage c a p a c i t y
u s i n g the c u r b l a n e , the number of l a n e s and the e s t i m a t e d p r i v a t e vehicle
v o l u m e s i n the c r i t i c a l peak hour (the peak hour w i t h the highest total v o l u m e s ) . F r o m this table it c a n be concluded that the t r a f f i c volumes c a n
be handled i n l e s s l a n e s than a r e a v a i l a b l e and the storage c a p a c i t y per
hour i s enough to handle the number of peak hour b u s e s .
T h e m a j o r loading and unloading a r e a w i l l be on D S t r e e t between 9th and
10th S t r e e t s . A p p r o x i m a t e l y 290 buses a r e expected to s e r v e the
F o r r e s t a l , L ' E n f a n t P l a z a , G S A and H U D B u i l d i n g s by 1973. Of these,
110 w i l l be on D S t r e e t w h i l e the r e m a i n d e r w i l l be on the 9th and 11th
S t r e e t E x p r e s s w a y s , Independence Avenue and 7th S t r e e t . T h e c r i t i c a l
period for bus stop c a p a c i t i e s w i l l be i n the p. m . peak hour when loading
m u s t take p l a c e . T h e 290 peak hour buses w i l l s e r v e 26, 800 employees
f r o m the above named buildings alone. F o r t y - f i v e percent, or 12, 050,
w i l l r i d e t r a n s i t . Of these 68 percent, or 8, 200, w i l l depart i n the p. m .
peak hour. T h i s r e s u l t s i n an a v e r a g e of 29 p a s s e n g e r s per bus, r e q u i r ing a loading t i m e of 87 ( s a y 90) seconds.
�c
{)
i.,\
[I-l
I
r*
i-i
tl
ql
I
A
I
I
¡
I
c
B
I¡
!!
til
ilt
ilili
TFGEND
n¡i
O
iil
Number of peok
(.)
hour buses
A-AB
I
&W, WV&M
A--AB&W
B-WV&M,
B
C-
.j
38
33
D.
C. Tronsit
42
D. C. Tronsit
36
C. Tronsit
3ó
- D-
D. C. Tronsit
32
D. C. Trqnsit
9
D
- E-D.
D. C. Tronsit
22
E-
D.
D.
C
-.
C. Trqnsit,
WMA
45
C. Tronsit
27
Totol
D
FIGURE
E
I9
RECOMMENDED BUS ROUTES I97O
@
320
I
�T A B L E 23: P o t e n t i a l O n - S t r e e t T e r m i n a l L o c a t i o n s
N u m b e r of B u s e s
T e r m i n a t i n g in
Peak Hour
1970
1973
Location
D S t r e e t b e t w e e n 12th a n d 14th
Streets
C S t r e e t b e t w e e n 7th a n d 9th
Streets
D S t r e e t b e t w e e n 2nd a n d 3 r d
Streets!/
2nd S t r e e t b e t w e e n D S t r e e t
a n d V i r g i n i a A v e n u e 3/
V i r g i n i a Avenue between
3 r d a n d 4th S t r e e t s ! /
Bus Storage
Total Peak
Capacity P e r
Hour in One
Lane 1/
Street
Width
( i n feet)
Hour Volumes
Private Autos
1970
1973
22
35
56
40
380
270
18
29
40
40
420
430
24
40
560
400
32
36
210
350
24
40
220
260
44
70
— A 15 m i n u t e w a i t p e r b u s w a s a s s u m e d
2/
— O n e - w a y eastbound
3/
— O n e - w a y southbound
4/
— O n e - w a y westbound
T h e d i r e c t i o n a l s p l i t for loading of the 110 buses on D S t r e e t , i s 75 w e s t bound and 35 eastbound ( p . m . peak h o u r ) . T h e r e f o r e , on the a v e r a g e , we
can expect 1. 9 buses to be loading i n westbound d i r e c t i o n and 0. 9 in the
eastbound d i r e c t i o n at any given t i m e .
A s the e x i s t i n g D S t r e e t cannot accommodate loading and unloading of
buses at the c u r b along w i t h the expected peak hour t r a f f i c v o l u m e s , other
solutions w e r e sought. T w o a l t e r n a t i v e s a r e deemed f e a s i b l e :
•
O f f - s t r e e t loading and unloading on Square 386 w i t h a t w o - w a y
s t r e e t operation
•
O n - s t r e e t loading and unloading w i t h a one-way s t r e e t operation
for p r i v a t e automobiles
T h e f i r s t , shown i n F i g u r e 20, with o f f - s t r e e t loading and unloading and a
t w o - w a y s t r e e t operation, has the following advantages:
•
It e l i m i n a t e s curb loading and unloading on D S t r e e t .
•
It p r o v i d e s a location w h e r e some buses c a n t e r m i n a t e .
75
�FIGURE 20
ALTERNATIVE ONE, D STREET
BETWEEN 9TH AND 10TH STREETS
�•
I t i n c r e a s e s the c a p a c i t y of t w o - w a y t r a f f i c operation on D
Street.
•
A f a c i l i t y at t h i s location could s e r v e a s a t e r m i n a l for V i r g i n i a
buses after the D S t r e e t l i n e of the subway i s completed and u n t i l the second M e t r o R i v e r C r o s s i n g i s completed.
T h e second a l t e r n a t i v e , shown i n F i g u r e 2 1 , p r o v i d e s e x c l u s i v e bus l a n e s ,
o n - s t r e e t loading and unloading and one-way eastbound t r a f f i c for p r i v a t e
autos. Advantages of t h i s a l t e r n a t i v e a r e :
•
Square 386 could be made a v a i l a b l e for needed b u s i n e s s v i s i t o r s '
parking.
•
It could be a c c o m p l i s h e d w i t h l e s s c o s t s
•
It r e d u c e s the number of conflicting t r a f f i c movements i n the
area
•
It e l i m i n a t e s the n e c e s s i t y for buses to make a s e r i e s of t u r n s
as would be r e q u i r e d by o f f - s t r e e t f a c i l i t i e s on Square 386..
A s both a l t e r n a t i v e s provide for the b a s i c objective - - a n adequate loading
and unloading a r e a - - a n e a r l y d e c i s i o n between the two should be made by
the Southwest E m p l o y m e n t A r e a T r a n s p o r t a t i o n C o m m i t t e e .
THE STREET SYSTEM
T h e c l o s u r e of C S t r e e t between 6th and 7th S t r e e t s has been a m a t t e r of
d i s c u s s i o n for some t i m e . T h e D . C . Redevelopment L a n d Agency c o n s i d e r s the p a r c e l s 19 and 20 (Square 463) a s committed and s e v e r a l building
designs have been made, u s i n g both p a r c e l s and the i n t e r v e n i n g r i g h t - o f way.
Continuation of C S t r e e t between 6th and 7th S t r e e t s would not i m p r o v e the
t r a f f i c situation. Westbound t r a f f i c on C S t r e e t would conflict w i t h the
heavy 7th Street m o v e m e n t s . B u s e s would s t i l l have to make dog leg
movements f r o m D S t r e e t along 7th to C S t r e e t or the r e v e r s e . A s a r e s u l t , left t u r n s would have to be made at the i n t e r s e c t i o n of 7th and D
S t r e e t s . When C S t r e e t i s c l o s e d , buses w i l l s t i l l have to make a dog leg
movement but left t u r n s w i l l be made at 6th and D S t r e e t s w i t h l e s s c o n f l i c t w i t h n o r t h - s o u t h t r a f f i c . C o n s i d e r i n g the t r a f f i c a s s i g n m e n t s a s w e l l
77
�FIGURE 21
ALTERNATIVE TWO, D STREET
BETWEEN 9TH AND 10TH STREETS
�a s the proposed bus r o u t e s , no j u s t i f i c a t i o n could be found to keep C S t r e e t
open.
C o n s i d e r a t i o n has been given to a continuation of D S t r e e t between 4th and
6th S t r e e t s and an extension over the C e n t e r L e g of the I n n e r Loop. A s
f a r a s t r a f f i c v o l u m e s a r e concerned, a continuation of D S t r e e t between
4th and 6th S t r e e t s cannot be j u s t i f i e d . B u s l i n e s coming f r o m the w e s t
side of the a r e a a r e scheduled to follow C S t r e e t east of 4th S t r e e t , i n
o r d e r to s e r v e the northeast c o r n e r of the a r e a ( H E W N o r t h and South).
T h e y , t h e r e f o r e , have to go north along 4th or 6th S t r e e t s . Continuation
of D S t r e e t would not i m p r o v e this situation. B u s e s would be the p r i n c i p a l
b e n e f i c i a r i e s of the proposed D S t r e e t i m p r o v e m e n t . H o w e v e r , c o n s t r u c tion p r o b l e m s m i t i g a t e against such a n improvement to s e r v e m a s s t r a n s i t .
A n u n d e r p a s s under the r a i l r o a d could not be completed before 1971.
S h o r t l y a f t e r w a r d , D S t r e e t would be t o r n up for subway c o n s t r u c t i o n . It
i s l i k e l y that the u n d e r p a s s would be closed at that t i m e . A f t e r the subway
i s completed, t h e r e w i l l be l i t t l e need for e a s t - w e s t bus movement through
the a r e a . T h e estimated costs for the D S t r e e t u n d e r p a s s a r e $2, 250, 000.
A n extension of D S t r e e t over the C e n t e r L e g of the I n n e r Loop would be
convenient for b u s e s . A g a i n , the r e a l need would be before subway o p e r a tion and it i s u n l i k e l y that an extension c a n be r e a l i z e d before 1971.
T r a f f i c a s s i g n m e n t s do not show a p a r t i c u l a r need for such an extension.
Independence Avenue would be r e l i e v e d by a p p r o x i m a t e l y 200 v e h i c l e s i n
the peak hour. T o t a l t r a f f i c on the s t r u c t u r e over the C e n t e r L e g has
been estimated at 500 to 800 v e h i c l e s i n the peak hour by 1973. T h e s t r u c t u r e , w i t h additional connections, would be e x p e n s i v e , (estimated costs
$600, 000) however, without being a m a j o r improvement i n the s t r e e t
s y s t e m . I f implemented, however, an extension of D S t r e e t over the C e n t e r L e g should be built s i m u l t a n e o u s l y w i t h the underpass to continue D
S t r e e t between 4th and 6th S t r e e t s .
W i t h the i n c r e a s i n g number of buses needed to s e r v e the Southwest E m ployment A r e a , it i s e s t i m a t e d that 70 buses have to make a left t u r n f r o m
14th S t r e e t southbound into Independence Avenue i n the peak hour by 1970
and 115 by 1973. Together w i t h the i n c r e a s i n g volumes of p r i v a t e autom o b i l e s , congestion c a n be expected ( F i g u r e s 10 and 14). T o get the
buses into the Southwest a r e a and to r e l i e v e the congestion at Independence Avenue and 14th S t r e e t , some of the buses should t u r n left at 14th
and C S t r e e t . T h e r e f o r e , a left t u r n should be allowed at that point and
C S t r e e t should be made t w o - w a y between 13th and 14th S t r e e t s . A n i n t e r section d i a g r a m w i t h e s t i m a t e d volumes and s i g n a l phasing i s shown i n
F i g u r e 22.
�APPROACH
•
%B+T
%R
%L
G/C
North
3.5
—
10
South
East
2.5
5.0
4.6
45
%B+T
%R
%L
G/C
C A P A C I T Y (VPH)
L E V E L OF SERVICE D
FIGURE 22
INTERSECTION OF UTH
AND C STREETS
0.58
55
0.06
2800
115
North
CAPACITY (VPH)
LEVEL OF SERVICE D
0.63
2260
South
East
3.0
3.0
10.0
7
24
—
5
0.54
—
—
0.38
1880
76
0.17
575
�T o allow a phase for p e d e s t r i a n s , a s shown i n f i g u r e 22, the i n t e r s e c t i o n
would have to operate at a l e v e l of s e r v i c e D . A n a l t e r n a t i v e for pedest r i a n s c r o s s i n g 14th S t r e e t would be to use the proposed p e d e s t r i a n o v e r p a s s south of 14th S t r e e t and D S t r e e t .
T h e preceding recommendation w i l l only be n e c e s s a r y u n t i l b a s i c r a p i d
t r a n s i t i s i n operation. A f t e r that, the number of peak hour buses w i l l
drop s i g n i f i c a n t l y (an e s t i m a t e d 60 percent for the a r e a ) .
A f t e r completion of the C e n t e r L e g F r e e w a y r a m p s , the following s t r e e t
modifications a r e recommended (see F i g u r e 23):
•
Make V i r g i n i a Avenue one-way westbound between 2nd and
7th S t r e e t s
•
Make D S t r e e t one-way eastbound between 2nd and 4th S t r e e t s
•
Make 2nd S t r e e t one-way southbound between D Street and
V i r g i n i a Avenue
•
A l l o w left t u r n f r o m C S t r e e t westbound into 3 r d S t r e e t
•
S i g n a l i z e the 4th S t r e e t - - D S t r e e t - - V i r g i n i a Avenue
intersection
The 6th S t r e e t - - V i r g i n i a Avenue - - D S t r e e t i n t e r s e c t i o n should be s i g n a l i z e d when m a j o r bus routes a r e routed along D S t r e e t , 6th and C S t r e e t .
81
�FIGURE 23
RECOMMENDED STREET MODIFICATIONS
�Chapter VIII
Alternatives a n d
R e c o m m e n d a t i o n s (1970-1973)
PUBLIC TRANSPORTATION
A s stated i n the p r e v i o u s c h a p t e r s , a new bus routing scheme i s needed.
T h e recommended bus routes shown i n F i g u r e 24 a r e p r i m a r i l y the same
a s f o r 1970, although a number of V i r g i n i a buses w e r e r e r o u t e d f r o m D
Street and 7th S t r e e t to the 9th and 11th S t r e e t E x p r e s s w a y s and to A d a m s
D r i v e because of capacity c o n s t r a i n t s at the D and 7th S t r e e t i n t e r s e c t i o n .
T h e proposed use of A d a m s D r i v e a s a bus route s e r v i n g the Southwest
a r e a r e f l e c t s the c r i t i c a l situation that can be expected.
I f i t i s decided that s t r e e t s must be c l o s e d during c o n s t r u c t i o n of the subw a y stations, a s shown i n the e x i s t i n g W M A T A c o n s t r u c t i o n schedule, a l l
locations w i l l be closed between A p r i l 1971 and J u l y 1972 ( r e f e r to F i g u r e
12).
W i t h the l i m i t e d number of s t r e e t s i n the Southwest a r e a , a l t e r n a t i v e routes
for buses w i l l be v e r y s c a r c e . S t r e e t c l o s i n g s w i l l not only lengthen the
bus t r i p t i m e s because of n e c e s s a r y detours, but other v e h i c l e t r a f f i c congestion w i l l add to d e c r e a s e d bus s e r v i c e . Strong efforts should therefore
be made to keep the s t r e e t s open during c o n s t r u c t i o n of the subway s t a t i o n s .
B u s operations e s p e c i a l l y w i l l be a d v e r s e l y affected by the c l o s u r e of D
Street between 6th and 9th S t r e e t s . T h e important r o l e of public t r a n s p o r tation i n the Southwest a r e a should be recognized and at l e a s t those s t r e e t s
needed for bus operation should be kept open.
T o continue bus s e r v i c e i n the a r e a , w i t h D S t r e e t closed between 6th and
9th S t r e e t s , the following r e r o u t i n g would be n e c e s s a r y ( F i g u r e 25):
•
B u s e s eastbound at D S t r e e t would t u r n right at l o w e r 10th
Street and left at the F r o n t a g e Road (now p h y s i c a l l y i m p o s s i b l e ) ,
then f r o m the F r o n t a g e R o a d left into 7th S t r e e t (a difficult t u r n
for b u s e s because of the g r a d e ) , right to E Street and left again
at 6th S t r e e t .
•
B u s e s westbound at D S t r e e t f r o m the H E W a r e a would have to
t u r n r i g h t into V i r g i n i a Avenue at 6th S t r e e t following V i r g i n i a
Avenue a l l the w a y down to 9th S t r e e t , m a k i n g a right t u r n into
D S t r e e t . Although the s t r e e t width between the G e n e r a l S e r v i c e s
83
�iil
c
{)
r..)
i
iI/'l
i ---
il_l
j
ll
,*
.) 1.
j
t/¿
n
A
c
B
LEGEND
t:
ii
Number of peok
(-)
hour buses
Il
A
LI
A--AB&W
-AB&W,
WV&M
B
B
J
ól
53
D.
C. Tronsit
ó5
- -D. C. Tronsit
-WV&M,
5B
C. Tronsit
57
C -D.
C. Tronsit
5t
D
C. Tronsit
l5
D
C. Tronsit
C. Tronsit,
C
- -D.
E
E
-D.
- -D.
-D.
- -D.
35
WMA
72
C. Tronsit
43
Toto
D
FIGURE
E
24
RECOMMENDED BUS ROUTES 1973
I
5.I0
I
�:.
it
()
C
''1 it:
,
Í
:!
__
--
,.,_i
l
i.,l
!_-:
i
i_-,,_...-:
t:
--l
i_,.*j
I
ì
)
:i
!-t
#
:,1
l
"
- i:
i
A
c
B
.,! )¡
it,
ll:
::t:!li:l
lN:
!ù
rili
::li
I
i
ti
l
l
iil
o
'. - ;'_:-r-:'_i
i"- -l
i--l
I
i--*,-- i
LEGEND
"...
i*-..-....... ...
.
...i
Number of peok
O
A-AB&W,
A--AB&W
B-WV&M,
hour buses
ól
WV&M
53
D. C. Tronsir
ó5
- -D. C. Trqnsit
CD. C. Tronsit
CD. C. Tronsit
D-D. C. Tronsil
58
C. Tronsit
35
B
I
.ì. T
iJ
ll
D
D.
E
C. Tronsìt,
D. C. Tronsit
- E-D.
- -
57
5l
l5
72
WMA
43
Totol
D
FIGURE
E
25
RECOMMENDED REROUTING WITH STR,EETS CLOSED
FOR SUBWAY STATION CONSTRUCTION
510
�A d m i n i s t r a t i o n B u i l d i n g and the 9th S t r e e t E x p r e s s w a y r e t a i n i n g
w a l l i s only 27 feet, b u s e s w i l l have sufficient space at D S t r e e t
to make the r i g h t t u r n .
Another a l t e r n a t i v e would be to use the road behind the G e n e r a l S e r v i c e s
A d m i n i s t r a t i o n B u i l d i n g one-way eastbound. I n t h i s c a s e , the F r o n t a g e
Road could r e m a i n one-way westbound. T h e m a j o r disadvantage of t h i s
a l t e r n a t i v e i s that no a c c e s s f r o m 7th S t r e e t to the 9th S t r e e t E x p r e s s w a y
r a m p s would be provided. A l s o , the 7th S t r e e t and V i r g i n i a Avenue i n t e r section would be m o r e h e a v i l y loaded. I f it i s decided to c l o s e D S t r e e t
during subway c o n s t r u c t i o n , i t i s recommended to r e r o u t e the buses a s
shown i n F i g u r e 25.
It i s c l e a r that the c i r c u i t o u s bus routes w i l l c a u s e d e l a y s , additional congestion and a s h a r p d e c r e a s e i n bus s e r v i c e .
THE STREET SYSTEM
I f s t r e e t s must be c l o s e d d u r i n g subway c o n s t r u c t i o n , congestion c a n be
expected i n the a r e a between 6th and 10th S t r e e t s and at the i n t e r s e c t i o n of
14th S t r e e t and Independence Avenue westbound to 14th Street (due to 12th
Street c l o s u r e ) .
D S t r e e t c l o s u r e between the 6th and 9th S t r e e t E x p r e s s w a y s , excluding
the 7th S t r e e t i n t e r s e c t i o n , w i l l make s p e c i a l m e a s u r e s n e c e s s a r y to dec r e a s e detours and congestion.
•
T h e a r e a behind the G e n e r a l S e r v i c e s A d m i n i s t r a t i o n B u i l d i n g
would have to be used to provide a one-way westbound a c c e s s
road to D S t r e e t and the 9th S t r e e t E x p r e s s w a y . T h e e x i s t i n g
p a r k i n g lot at t h i s location would have to be r e m o v e d to Square
386.
•
F o r eastbound oriented t r a f f i c on D S t r e e t w e s t of the 9th S t r e e t
E x p r e s s w a y , a t w o - w a y operation on the F r o n t a g e Road h a s to
be provided (at l e a s t n e c e s s a r y for b u s e s ) .
E v e n w i t h these s p e c i a l m e a s u r e s congestion w i l l o c c u r d u r i n g the peak
p e r i o d s . No r e a s o n a b l e a l t e r n a t i v e routes c a n be found for t r a f f i c n o r m a l l y u s i n g D S t r e e t between 6th and 10th S t r e e t s .
86
�PARKING
A s p r e v i o u s l y noted, the p a r k i n g situation w i l l be w o r s e than i n 1970.
E v e n w i t h c a r occupancy f i g u r e s a s high a s 2 . 4 , t h e r e w i l l be a shortage
of p a r k i n g i n the a r e a between 11th and 15th S t r e e t s , around the G e n e r a l
S e r v i c e s A d m i n i s t r a t i o n B u i l d i n g and i n the a r e a around H E W and the
F B I Building.
I f the P o r t a l and N o r t h P o r t a l s i t e s a r e built according to the e x i s t i n g development schedule, 1, 200 t e m p o r a r y p a r k i n g spaces w i l l be r e m o v e d .
I f , at the same time, c o n s t r u c t i o n s t a r t s at Square 537, a total of a l m o s t
1, 800 spaces w i l l be r e m o v e d . H o w e v e r , the l a t e s t plans f o r Square 537
c a l l for a development w i t h 300 spaces f o r employees and v i s i t o r s and
900 additional public s p a c e s .
I f these plans for the development on Square 537 a r e implemented, there
would be a p p r o x i m a t e l y 350 p a r k i n g spaces above those now e x i s t i n g a v a i l able for employees i n surrounding buildings.
I n addition to the shortage i n employee p a r k i n g , mentioned before, t h e r e
i s a l s o a demand for o v e r 4, 000 p a r k i n g spaces for b u s i n e s s v i s i t o r s to
the Southwest E m p l o y m e n t A r e a . T o a l l e v i a t e the c r i t i c a l p a r k i n g s i t u a tion, the following recommendations a r e made.
1.
T h e proposed construction on Square 537
should be expedited
i n o r d e r to make the additional p a r k i n g spaces a v a i l a b l e for
Southwest employees. I f p o s s i b l e , at l e a s t a p a r t of the p a r k ing spaces now a v a i l a b l e should be maintained during c o n s t r u c tion. T h e total number of p a r k i n g spaces at Square 537 could
be i n c r e a s e d f r o m the proposed 1, 200 to 2, 000. T h e additional
p a r k i n g spaces should be used for b u s i n e s s v i s i t o r s and for
employees. T h e location of the s i t e would make it possible to
provide e n t r a n c e s and e x i t s along 3 r d , 4th and E S t r e e t s . A f t e r
completion of the C e n t e r L e g F r e e w a y , the site would have good
a c c e s s f r o m a l l d i r e c t i o n s and with proper e n t r a n c e s the a d d i t i o n a l peak hour t r a f f i c could be handled. A f e a s i b i l i t y study
would give the a c t u a l demand for b u s i n e s s v i s i t o r s ' p a r k i n g i n
t h i s a r e a . E m p l o y e e p a r k i n g spaces i n other buildings could be
made a v a i l a b l e for v i s i t o r s , d i v e r t i n g employees to the additiona l p a r k i n g spaces at Square 537.
2.
A p a r k i n g s t r u c t u r e should be built at the North P o r t a l s i t e .
87
�A s shown i n T a b l e s 3 and 5, a new A g r i c u l t u r e Annex B u i l d i n g
w i l l be constructed after 1973. T h i s w i l l b r i n g the employee per
p a r k i n g space r a t i o i n the a r e a between 12th and 15th S t r e e t s
down to s i x . A d d i t i o n a l p a r k i n g on the North P o r t a l s i t e , f i r s t
used for employee p a r k i n g , could upon completion of the A g r i c u l t u r e Annex B u i l d i n g , be used f o r b u s i n e s s v i s i t o r s ' and t o u r i s t s '
p a r k i n g ( t o u r i s t s to the B u r e a u of E n g r a v i n g and P r i n t i n g ) . A
p a r k i n g s t r u c t u r e containing at l e a s t 1, 000 spaces o v e r employee
r e q u i r e m e n t s s e e m s to be reasonable f o r the a r e a between 12th
and 15th S t r e e t s . A detailed p a r k i n g f e a s i b i l i t y study would be
n e c e s s a r y to give a m o r e p r e c i s e indication of the demand.
3.
D e s i g n s of proposed buildings should be r e v i e w e d w i t h the object i v e of i n c r e a s i n g the number of p a r k i n g spaces (DGS Office,
South P o r t a l , T e r m i n a l Office C o m m u n i t y B u i l d i n g ) . T h e a d d i t i o n a l p a r k i n g w i l l be needed for employees and b u s i n e s s v i s i t o r s
in these buildings as w e l l a s for b u s i n e s s v i s i t o r s for the s u r rounding buildings a l r e a d y completed.
The recommendations to i n c r e a s e the total number of p a r k i n g spaces could
be made because of t h r e e r e a s o n s :
1.
T h e detailed study done during the past nine months has shown
that t h e r e a r e s t r e e t s w h i c h can accommodate m o r e peak hour
traffic, namely:
•
•
•
•
•
•
•
•
C Street between 12th and 14th S t r e e t s
D Street between the 11th Street E x p r e s s w a y and 14th Street
12th Street
4th Street
3rd Street
C Street between 2nd and 6th S t r e e t s
D Street between 2nd and 4th S t r e e t s
V i r g i n i a Avenue between 2nd and 4th S t r e e t s
T h e s i t e s recommended for i n c r e a s e d p a r k i n g a r e s e r v e d by
these s t r e e t s .
2.
3.
88
I f recommendations concerning staggered w o r k i n g h o u r s , r e m o v a l of o n - s t r e e t p a r k i n g and t r a f f i c operations i m p r o v e m e n t s
a r e implemented, s t r e e t capacity and the t r a f f i c volumes that
can be handled i n the peak periods c a n be i n c r e a s e d .
A s u b s t a n t i a l part of the additional p a r k i n g should be r e s e r v e d
f o r b u s i n e s s v i s i t o r s , r e s u l t i n g i n a l a r g e proportion of off-peak
hour t r i p s .
�In connection w i t h the p a r k i n g needs i n the Southwest E m p l o y m e n t A r e a ,
i t i s recommended to study the f e a s i b i l i t y of an underground p a r k i n g g a rage under T h e M a l l for t o u r i s t s a s w e l l a s for b u s i n e s s v i s i t o r s .
PEDESTRIANS
T o d e c r e a s e the number of conflicts between v e h i c l e s and p e d e s t r i a n s , e n t r a n c e s and e x i t s f r o m subway stations d i r e c t l y into adjacent buildings
should be p r o v i d e d . Subway e n t r a n c e s f r o m the following buildings a r e
recommended:
•
Department of A g r i c u l t u r e South B u i l d i n g to the Independence
Avenue station
•
G S A and H U D B u i l d i n g s to the L ' E n f a n t P l a z a station
•
H E W South, F e d e r a l B u i l d i n g No. 8 and F B I B u i l d i n g s to the
V o i c e of A m e r i c a Station
A s stated e a r l i e r , a t - g r a d e p e d e s t r i a n c r o s s w a l k s with or without a s p e c i a l p e d e s t r i a n s i g n a l phase w i l l i n c r e a s e v e h i c l e t r a f f i c congestion. A
combination of p e d e s t r i a n u n d e r p a s s e s and subway station entrances and
e x i t s should therefore be considered w h e r e applicable. F o r example, at
the 12th Street and Independence Avenue, the 7th and D S t r e e t s and the
3rd and D S t r e e t s i n t e r s e c t i o n s .
A p e d e s t r i a n concourse between
the 7th and D S t r e e t s station, a s
mended. T h e concourse should,
B u i l d i n g No. 10A or an entrance
S t r e e t should be provided.
the new development on Square 463 and
proposed by W M A T A , i s highly r e c o m i f p o s s i b l e , be extended to F e d e r a l
to the concourse on the w e s t side of 7th
89
��APPENDIXES
��Appendix A
C a p a c i t y a n d L e v e l of S e r v i c e
��T h e i n d i v i d u a l u s e r of the s t r e e t i s not concerned w i t h the c a p a c i t y of the
s t r e e t o r the i n t e r s e c t i o n he i s approaching but he i s a w a r e of the effect
of high v o l u m e s on h i s a b i l i t y to t r a v e l on the s t r e e t . He i s , thus, to
some degree a w a r e of a " l e v e l of s e r v i c e " of that s t r e e t .
Many f a c t o r s c a n be c o n s i d e r e d i n evaluating l e v e l of s e r v i c e . T h e f a c t o r s
most u s e d a r e speed and the r a t i o of demand volume to c a p a c i t y . T h e f o l lowing i s a quote f r o m T h e Highway C a p a c i t y Manual d e s c r i b i n g the five
l e v e l s of s e r v i c e f r o m A through E :
A t l e v e l of s e r v i c e A t h e r e a r e no loaded c y c l e s ( i . e . , the load
f a c t o r i V i s 0. 0) and few a r e even c l o s e to loaded. No approach phase
i s f u l l y u t i l i z e d by t r a f f i c and no v e h i c l e w a i t s longer than one r e d i n dication. T y p i c a l l y the approach a p p e a r s quite open, turning m o v e ments a r e e a s i l y made, and n e a r l y a l l d r i v e r s find freedom of
operation, t h e i r only c o n c e r n being the chance that the light w i l l be
r e d , or t u r n r e d , when they approach.
L e v e l of s e r v i c e B r e p r e s e n t s stable operation, w i t h a load f a c tor of not over 0. l j an o c c a s i o n a l approach phase i s f u l l y u t i l i z e d
and a s u b s t a n t i a l number a r e approaching f u l l u s e . Many d r i v e r s
begin to f e e l somewhat r e s t r i c t e d w i t h i n platoons of v e h i c l e s . Under
t y p i c a l r u r a l conditions t h i s frequently w i l l be suitable operation for
r u r a l design p u r p o s e s .
I n l e v e l of s e r v i c e C stable operation continues. Loading i s
s t i l l i n t e r m i t t e n t , but m o r e frequent, w i t h the load f a c t o r ranging
f r o m 0. 1 to 0. 3. O c c a s i o n a l l y d r i v e r s m a y have to wait through
m o r e than one r e d s i g n a l i n d i c a t i o n , and b a c k - u p s may develop b e hind t u r n i n g v e h i c l e s . Most d r i v e r s f e e l somewhat r e s t r i c t e d , but
not objectionably so. I n the absence of l o c a l conditions dictating
o t h e r w i s e , t h i s i s the l e v e l t y p i c a l l y a s s o c i a t e d w i t h u r b a n design
practice.
L e v e l of s e r v i c e D encompasses a zone of i n c r e a s i n g r e s t r i c t i o n
approaching i n s t a b i l i t y i n the l i m i t when the load f a c t o r r e a c h e s 0. 70.
D e l a y s to approaching v e h i c l e s m a y be s u b s t a n t i a l during short peaks
w i t h i n the peak p e r i o d , but enough c y c l e s w i t h l o w e r demand o c c u r to
p e r m i t p e r i o d i c c l e a r a n c e of developing queues, thus preventing e x cessive back-ups.
— A r a t i o of the total number of g r e e n s i g n a l i n t e r v a l s that a r e f u l l y u t i l i z e d by t r a f f i c during the peak hour to the total number of g r e e n i n t e r v a l s f o r that approach during the s a m e p e r i o d . I t s m a x i m u m attainable
value i s one.
A-l
�C a p a c i t y o c c u r s at l e v e l of s e r v i c e E . I t r e p r e s e n t s the most
v e h i c l e s that any p a r t i c u l a r i n t e r s e c t i o n approach can accommodate.
Although t h e o r e t i c a l l y a load f a c t o r of 1. 0 would r e p r e s e n t c a p a c i t y ,
i n p r a c t i c e f u l l u t i l i z a t i o n of e v e r y c y c l e i s s e l d o m attained, no m a t t e r how great the demand, u n l e s s the s t r e e t i s highly f r i c t i o n - f r e e .
A load factor range of 0. 7 to 1 . 0 i s m o r e r e a l i s t i c . I n the absence
of a l o c a l d e t e r m i n a t i o n , u s e of 0. 85 i s recommended for i s o l a t e d
i n t e r s e c t i o n s . F o r interconnected s i g n a l s a higher f a c t o r m a y be
a p p r o p r i a t e , a s d i s c u s s e d i n Chapter T e n . A t c a p a c i t y there m a y
be long queues of v e h i c l e s w a i t i n g u p s t r e a m of the i n t e r s e c t i o n and
delays m a y be great (up to s e v e r a l s i g n a l c y c l e s ) .
Although l e v e l of s e r v i c e C should be used for design p u r p o s e s , l e v e l of
s e r v i c e D i s a t o l e r a b l e l e v e l of s e r v i c e f o r peak hour t r a f f i c i n u r b a n
areas.
�Appendix B
Computer Analysis
��T h e computer a n a l y s i s c o n s i s t s of two b a s i c e l e m e n t s : a network and a t r i p
table. T h e network i s a d e s c r i p t i o n of the s t r e e t s y s t e m and the p a r k i n g
a r e a s . I t c o n s i s t s of a s e r i e s of nodes connected by l i n k s . E a c h s t r e e t at
the p e r i p h e r y of the Study A r e a i s d e s c r i b e d a s an e x t e r n a l zone w i t h the
a b i l i t y to produce a n d / o r a t t r a c t t r i p s . E a c h c u r b face and each p a r k i n g
garage or lot i s d e s c r i b e d a s an i n t e r n a l zone w i t h a s i m i l a r a b i l i t y .
T h e f i r s t network d e s c r i b e s the e x i s t i n g s t r e e t s y s t e m s ; succeeding netw o r k s a r e modifications of the o r i g i n a l r e f l e c t i n g proposed changes i n the
s y s t e m . T h u s , s t r e e t s to be closed a r e deleted, and s t r e e t s to be opened
a r e added to the network. S i m i l a r l y , s t r e e t s c a n be changed f r o m one-way
to t w o - w a y operation or t h e i r directions, r e v e r s e d and t u r n i n g movements
c a n be prohibited o r allowed a s a p p r o p r i a t e .
T h e t r i p table i s a tabulation of one-way t r i p s among a l l zones. T h r o u g h
t r i p s , for e x a m p l e , t r i p s between e x t e r n a l s t a t i o n s , a r e e s t i m a t e d s e p a r a t e l y and then deducted f r o m e x t e r n a l productions and a t t r a c t i o n s before
distributions of i n t e r n a l t r i p s a r e c a l c u l a t e d . T h e i n t e r n a l t r i p table can
be developed by u s i n g a s i m p l i f i e d model w h i c h ignores t r a v e l t i m e and
distance. I n effect, it a s s u m e s that t r i p s to or f r o m i n t e r n a l zones a r e
distributed to e x t e r n a l zones i n proportion to the percentage of total t r i p
productions and a t t r a c t i o n s for each e x t e r n a l zone.
T r i p tables a r e developed for the a . m . and p. m . peak hour. B e c a u s e
o r i g i n - d e s t i n a t i o n studies u s u a l l y u n d e r - r e p o r t short l o c a l t r i p s , s p e c i a l
studies of the t r i p - g e n e r a t i n g c h a r a c t e r i s t i c s of t y p i c a l u s e s a r e made for
the period for w h i c h a s s i g n m e n t s a r e made.
T h e productions and a t t r a c t i o n s of each i n t e r n a l zone w e r e c a l c u l a t e d by
adding p a r k i n g , t a x i t r i p s , t r u c k d e l i v e r i e s , and bus s c h e d u l e s . A t a x i
w i l l equal one a t t r a c t i o n and one production. T h e s a m e i s t r u e f o r buses
and most t r u c k d e l i v e r i e s . S i m i l a r l y , t r i p s p a r k i n g at the curb i n high
t u r n o v e r space, and p r i v a t e auto t r i p s to fronts of m a j o r buildings a r e
n e a r l y equal i n productions and a t t r a c t i o n s . On the other hand, t r i p s to or
f r o m o f f - s t r e e t spaces w e r e h e a v i l y weighted t o w a r d a t t r a c t i o n s or productions during peak h o u r s .
B-l
�T r i p tables a r e r e v i s e d f o r each a l t e r n a t i v e f o r w h i c h an assignment
made. I n the c a s e of proposed new developments, e s t i m a t e s of t r i p
ductions and a t t r a c t i o n s w e r e made. T h e s e two b a s i c e l e m e n t s , the
w o r k and the t r i p table, w e r e s t o r e d i n a computer and the t r i p table
then a s s i g n e d to the network.
is
pronetwas
T o do t h i s , the computer c a l c u l a t e d the s h o r t e s t path f r o m e a c h zone to
e v e r y other zone and a s s i g n e d the t r i p s to that path. Repeating t h i s
p r o c e s s f o r e v e r y zone indicated the total number of t r i p s on each l i n k .
T h e m i n i m u m path assignment m a y prove to be h e a v i l y b i a s e d to a p a r t i c u l a r s t r e e t or group of s t r e e t s and for t h i s r e a s o n it should be checked i n
t i m e . O c c a s i o n a l l y it m a y be n e c e s s a r y to d i s t o r t speeds to e l i m i n a t e c e r tain l i n k s f r o m the m i n i m u m path. T h e most common situations a r e a l l e y s
or v e r y n a r r o w s t r e e t s w h i c h a r e used f o r only l o c a l s e r v i c e . However,
other situations s o m e t i m e s a r i s e n e a r interchanges w h i c h can lead to v e r y
unusual a s s i g n m e n t s if " n o r m a l " speeds a r e used for e x p r e s s w a y s , r a m p s
and s t r e e t s . T h e purpose of going through t h i s e n t i r e p r o c e s s f o r the e x i s t ing s y s t e m w a s to obtain a check on the a c c u r a c y of the method and a s s u m p t i o n s . A f t e r the f i r s t such assignment, s e v e r a l changes w e r e made i n the
network, p a r t i c u l a r l y changes i n t r a v e l t i m e s and the i n s e r t i o n of t u r n pena l t i e s at c r i t i c a l i n t e r s e c t i o n s . I f each link i n the important i n t e r s e c t i o n s
i s coded, t u r n penalties can be i n s e r t e d s i m p l y by adding t i m e to turning
l i n k s i n question. T h e t r i p table w a s a l s o adjusted to give each a r e a i t s
p r o p e r number of t r i p s . T h e s e changes help produce an assignment of
e x i s t i n g t r i p s to the e x i s t i n g s t r e e t s y s t e m w h i c h i s i n agreement w i t h
a c t u a l volume c h a r t s .
Obviously, the f o r e c a s t s of future t r i p s c a n only be e s t i m a t e s . H o w e v e r ,
it i s highly a c c u r a t e for the conditions a s s u m e d i n each a s s i g n m e n t . One
r e a s o n for t h i s i s the p r e c i s e n e s s of the e x e r c i s e , i n that each zone i s to
be a n a l y z e d i n d i v i d u a l l y , and each must be completed. T h i s f o r c e s the
e s t i m a t o r to recognize each i n d i v i d u a l element of the s y s t e m and to make
r a t i o n a l e s t i m a t e s for each one. I n addition to t h i s attention to d e t a i l , the
computer, i t s e l f , b r i n g s a high degree of a c c u r a c y to the thousands of i n d i v i d u a l c a l c u l a t i o n s r e q u i r e d f o r the p r o c e s s .
B-2
�Appendix C
Southwest E m p l o y m e n t Area
Questionnaire
���Southwest Employment
Area
Transportation Questionnaire
The attached questionnaire concerns your mode of
transportation to and from your work in the Southwest Employment Area. There are approximately
35,000 employees in this area today; however, by
the time new buildings now under construction in
this area are completed, there will be close to
60,000. In order to provide for adequate t r a n s portation for this tremendous increase in employment, we need your help in obtaining information
on your home to job travel habits.
A transportation consulting firm on behalf of the
Federal agencies in the Southwest Employment
Area, will compile and analyze the information
contained in the completed questionnaires. P l e a s e
complete this questionnaire and promptly return it
to officers from whom you received it.
Thank you.
•• •
�KEY
01
02
03
04
05
06
07
08
09
10
11
Department of A g r i c u l t u r e
Department of Defense
Department of H e a l t h , E d u c a t i o n and W e l f a r e
F e d e r a l B u r e a u of I n v e s t i g a t i o n
Department of T r a n s p o r t a t i o n
T r e a s u r y Department
General Services Administration
National A e r o n a u t i c s and Space A d m i n i s t r a t i o n
Smithsonian I n s t i t u t i o n
United States I n f o r m a t i o n Agency
United States C o u r t
�SOUTHWEST T R A F F I C STUDY
AGENCIES
BUILDINGS
Oil
012
013
014
015
016
021
022
031
032
0 33
0 34
035
036
037
041
042
051
0 52
061
062
063
071
072
073
074
075
076
077
078
079
070
081
082
083
0 84
091
092
093
101
102
103
111
TOTAL
1
2
4
5
C-4
EMPLOYEES
QUESTIONNAIRE
FRAVELMODE TO WORK
1
2
11
15
5
343
8
57
48
6
88
22
59
5
40
1
60
94
53
21
190
64
106
21
1
6
0
1
~r
93
2
5
7
3
26
60
35
3
13
9
3
44
4
1
10
1644
6
5
1
158
3
i6
9
0
34
7
29
3
26
0
27
26
27
19
51
27
51
9
1
0
1
0
0
40
5
1
4
0
6
10
12
0
5
2
0
12
1
1
4
639
p r i v a t e auto
bus
taxi
walk
other
4
0
0
0
11
1
2
0
0
3
0
0
0
2
0
1
0
2
0
3
1
1
2
0
0
0
0
0
5
0
T
0
0
1
2
0
0
0
1
0
0
0
0
D
39
5
TOTAL
0
0
0
4
0
1
0
0
10
2
11
0
1
0
8
2
4
2
2
0
0
0
0
0
0
0
0
0
0
1
0
0
2
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
u"
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
17
20
6
517
12
76
59
6
135
32
99
8
69
1
97
122
86
42
246
92
158
32
2
6
1
1
1
138
7
7
11
3
35
76
50
3
19
12
3
60
5
2
14
23 88
u
0
0
0
o
0
2
4
3
0
1
0
0
4
0
0
0
61
�SOUTHWEST T R A F F I C STUDY
TRAVELMODE
AGENCIES
BUILDINGS
1
Oil
012
013
014
015
016
021
022
031
032
033
034
035
036
037
041
042
051
052
061
062
063
071
072
073
0 74
075
076
077
073
079
070
081
082
083
084
091
092
093
101
102
_ 103
111
TOTAL
1
2
3
4
5
EMPLOYEES QUESTIONNAIRE
11
14
5
340
7
59
• 50
6
88
21
61
4
44
1
59
91
48
17
189
54
90
21
2
6
0
1
1
94
2
5
6
3
26
60
37
3
12
8
3
47
4
1
10
1611
=
=
=
=
=
FROM WORK
2
3
4
5
6
6
1
162
5
15
7
0
36
7
28
4
24
0
29
28
26
17
48
37
56
8
0
0
1
0
0
41
4
0
0
0
4
0
2
0
0
2
0
0
0
0
6
0
0
0
0
3
3
10
0
1
0
6
2
4
1
4
0
0
0
0
0
0
o
M
1
w
0
0
Q
0
0
0
3
0
0
1
0
0
1
Q
0
0
0
1
0
0
2
0
0
?
4
0
6
10
Q
0
6
4
0
10
1
1
3
652
o
0
0
0
2
1
0
0
2
0
2
1
0
0
0
0
0
0
0
0
0
0
o
1
0
0
0
0
o~
0
0
0
0
17
3
5
4
0
1
0
0
3
0
" 0
1
63
0
-
0
0
"0'"
0
0
0
0
1
0 "
o
0
< "
Y
n
0
0 '
0
0
0
0
0
,3 0
9
TOTAL
17
20
6
515
12
76
58
6
134
32
99
8
69
1
97
122
78
37
243
91
148
30
2
6
1
1
1
136
7
7
1C
3
35
76
50
3
19
12
3
60
5
2 ~
14
2352
p r i v a t e auto
bus
taxi
walk
other
C-5
�SOUTHWEST T R A F F I C STUDY
TRAVELMODE
TRAVELMODE
TO W O R K
I
2
3
4
5
TOTAL
1
3
4
5
C-6
=
=
=
=
=
2
1531
63
10
5
0
1609
1
2
EMPLOYEES
79
550
IB
4
0
651
p r i v a t e auto
bus
taxi
walk
other
QUESTIONNAIRE
FROM WORK
3
4
5
TOTAL
5
4
9
3
2
50
0
63
4
9
1622
626
38
59
4
2349
2
10
0
0
17
0
0
0
�TOTAL TOWORK
AGENCIES
BUILDINGS
Oil
012
013
014
015
016
021
022
031
032
033
034
035
036
037
041
042
051
052
061
0 62
06 3
071
0 72
073
0 74
0 75
0 76
077
078
079
070
081
082
083
0 84
091
092
0 93
101
102
103
111
TOTAL
_ ...
16
4
9
363
3
40
44
6
100
26
53
11
53
U
60
95
48
14
196
63
80
27
3
7
0
0
c
92
2
11
14
2
20
76
24
2
10
7
3
49
2
2
11
1648
TOTAL
16
4
9
363
3
40
44
6
100
26
53
11
53
0
60
95
48
14
196
63
80
27
3
7
0
0
0
92
2
11
14
2
2C
76
24
2
10
7
3
49
2
2
11
1648
HOW M A N Y P E O P L E I N C L U D I N G Y O U R S E L F ( T H E D R I V E R ) D I D Y O U T A K E
TO WORK ?
C-7
�SOUTHWEST
TRAFFIC
STUDY
EMPLOYEES
TOTAL
AGFNCIES
BUILDINGS
Oil
012
013
0 14
TOTAL
7
7
3
3
3
3
137
137
015
2
2
016
23
23
021
34
34
0 22
6
6
57
57
0 32
15
033
34
15
34
O i l
0 34
4
4
035
25
25
016
o
0
0 37
0 41
2 8
36
36
042
1Q
19
051
05?
2fl
9
9
87
87
'•61
36
36
062
49
4
0 63
17
17
C
071
1
1
^72
6
6
073
0
'•74
0
0
R
075
(. 76
D
r
5S
5*
4
4
079
6
6
070
n p ]_
092
2
2
077
078
08 3
f R4
091
11
7
11
36
36
16
16
2
2
8
9
0 02
09^
4
1 01
37
37
1 0?
2
2
103
1
1
1 11
<
S
6
TOTAL
2
P ? ?
-32
NUMBER O F DRIVERS TO WORK
C-8
TO
WORK
QUESTIONNAIRES
�SOUTHWEST
T R A F F I C STUDY
PASS
AGENCIES
3UIL DINGS
0 11
6 12
"
013
014
Ol5~
016
021
022
031
032
033
034
035
036
037
041
042
051
052
061
062
063
071
072
073
0 r4
075
076
077
078
079
070
081
082
083
084
091
092
093
101
162
103
111
TOTAL
EMPLOYEES
TOTAL
_
6
3
3
137
2
23
28
1
39
WORKING IN 8LOG
~~
6
3
1 37
23
4
13
0
17
33
13
7
60
24
49
17
1
1
0
"0
0
19
~ 0
0
4
" TJ
9
25
8
0
3
1
1
10
0
I
4
599
QUESTIONNAIRES
?3
4
13
v•
17
33
18
7
60
24
49
17
1
1
0
0
b
19
0
0
4
"0
9
25
"8
0
3
1
1
10
0
1
4
3
?
?3
'8
1
39
599
P A S S E N G E R S RIDING WITH S O U T H W E S T E M P L O Y E E AND
TN TTTR S A M E TttTTT.nTNfl A S TTTF, D R T V F . R - T O
WORK
WORKING
C-9
�SOUTHWEST
TRAFFIC
-l^
r
0 14
015
0 16
r
71
0 22
031
r 12
0 3?
0 34
035
036
0 37
041
T42
051
0 52
^61
06?
0h3
0 71
072
073
~ 0 74
0 75
076
' 077
078
0 79
070
081
0 82
083"
0 84
091
09?
EMPLOYEES
PASS
A G E N T IFS
BUILDINGS
Oil
012
STUDY
WORKING
IN
QUESTIONNAIRES
SaA
TOTAL
6
3
6
?
3
136
136
23
?7
?3
27
f
>
^4
4
~>
2
0
34
4
23
?
10
0
15
21
15
5
43
19
49
17
1
0
0
2
23
2
10
0
15
27
15
5
4<
^
1a
49
17
I
0
0
^
o
0
0
•
0
2
0
8
8
?
0
0
6
0
6
091
21
5
1
2
I
1
21
5
1
2
1
1
6
6
TOTAL
0
1
3
520 "
1 31
1 0?
103
111
0
1
3
5 20
PASSENGERS RIDING WITH SOUTHWEST E M P L O Y E E AND WORKING IN
SOUTHWEST (BUT NOT IN T H E SAME BUILDING) - TO WORK.
C-10
�SOUTHWEST
TRAFFIC
STUDY
EMPLOYEES
PASS
AGFNCIES
BUILDINGS
Oil
~DT2
0 13
014
015
016
021
02?
031
032
0 34
035
~036
037
041
04?
051
05?
061
06?
063
071
0 72
073
074
0 75
076
0 77
078
079
070
081
082
083
G84
091
092
093
101
~T03
103
111
TOTAL
QUESTIONNAIRES
WORKING OUTS
SN
TOTAL
6
?
2
133
2
23
27
0
33
3
20
1
6
o
15
27
14
7
41
16
49
17
1
0
0
D
0
11
1
2
0
6
21
5
0
I
I
I
1
1
505
6
2
2
133
2
23
27
0
33
3
20
1
6
0
15
27
14
7
43
16
49
17
1
0
f)
U
0
11
0
1
2
o
6
21
5
2
1
1
6
1
0
1
505
PASSENGERS RIDING WITH SOUTHWEST E M P L O Y E E AND WORKING OUTSIDE
SOUTHWEST - TO WORK
C-ll
�SOUTHWEST
TRAFFIC
STUDY
DRIVERS
PARKING
AGENCIES
BUILOIMGS
Oil
012
013
014
015
n i6
021
_Q22
031
032
. .0 33
0 34
035
036
037
041
042
051
052
061
062
063
...071
072
073
074
07^
076
_ 077
078
0 79
0 70
031
03?
0 9^
034
091
i
2
7
0
0
1
5
0
3
3
?
...
164
1
26
33
6
6?
13
_37
4
23
_ .. 0
33
?4
11
TOTAL
?
Q.
0
?
2
0
?
0
n
9
4
1
0
4
3
0
.0
0
10?
31
45
15
1
5
0
_____
0
0
51
1
4
6
n
0
5
1
n
0
0
i
l
2
0
4
?
12
35
13
?
4
n
no?
4
2
o
093
101
?9
5
10?
1
.1
1 ^3
1
0
?
111
4
829
60
iniAL
SOUTHWEST E M P L O Y E E S PARKING
NOTE:
C-12
1
2
=
=
7
3
3
169
1
?9
35
6
6?
15
.39
4
25
0
33
33
15
10
10?
3.5
48
15
I
5
0
0
0
56
2
4
6
2
13
36
15
2
9
4
2
34
2_
1
6
839
I n the Southwest A r e a
Outside the Southwest A r e a
�t> F L O Y E E S QULS1 1 U N N A I Kb
I L ai-kt-
SOUTHWEST
TRAFFIC
STUDY
DRIVERS WORKING
I N - Y C I R -B4U-LD.NG-
PASSENGER
AG ENC I ES
BUILDINGS
V/
—
—
1
3
0
99
J
_ .
o
1
1
0
J.
K ' X.
NOTE:
.
13
__L_
0
0
0
0
1
7
0
1
1
0
0
1
3
1
1
1
0
2
0
_ . ...
.
C
.
c
_
-
0
O- -....
0
0
1
0
0
_
0
0
1
G
G
0
C
c
o
3
327
137
=
=
E
=
c
0
18
c
Q
.
.- -
1
1
0
0 —
0
0
r.
r
0
c
1
1
L
0
c
c
r
G
C
..
±L
6
?
C
Q
•a—
c
6
C
r
G
fa
12
2>
4
- ~Q
4,
c
?
7c
1
a
.. Q. .
.4
0
- „..o
1
0
G
£
1
2
3
4
c
6
6
24
-
0
0
1
0
0
a
...
L
Q
-----
...
0
U
- 2
•2
1 3
1
4
C
0
..
2
2
2
C
2
14
V
u
.3
U
—
1 it I, ..
1
17
11
c
1
_„t5
2
2
72.
6
16
.
.Q
0
0
_
,34
14
6
. _
G
__
0
2
2
12
8
0
. 5... . .
'J.
-J
c
u
2
f;
c. ...
C
0
fe
3
1C
C
3.
0
-
_. _
0
_
.2
5
-»*
n
\.
0
12
T Li 1 A L
4
— — __ 4.
1
J.
0
CAR
... __Q
>
061
062
0 63
071
072
073
074
075
0 76
077
078
079
070
081
082
083
084
091
v
a.
092
093
101
102
103
111
TOTAL
X
3
0
5
v
A
2
1
0
0
7
1
1
Oil
012
013
014
015
016
021
022
031
0 32
033
034
035
C36
037
041
042
051
052
t-
THE
UUT OP
0
0
1
0
0
0
3
6
9
9
1
-*'
2
G
3
0
C
3
485
i n front of the building w h e r e p a s s e n g e r i s w o r k i n g
a t p a r k i n g lot o r garage
e l s e w h e r e i n southwest E m p l o y m e n t A r e a
Outside Southwest E m p l o y m e n t A r e a
C-13
�SOUTHWEST T R A F F I C STUDY
vkl V£HS - Wi_L&K ING I N YCUi 434UL0-NG
AGENCIES —
BUILDINGS
Oil,
012
013
... 014
015
016
021
022
031
032
033
0 34
035
0 36
037
044
042
0 51
052
061
062
063071
0 72
a 73
0 74
07 5
076
077
078
—07-9
070
081
0-82
083
084
- 091
092
093
101
102
103
—L44
TOTAL
1
2
2
0
-
J
42
C
6
i
0
—
5
-1
6
-
C
-
-4
C
2
-2 7
11
4
75
5
1C
-2
0
0
a
1
G
-n
4
0
4
3
5
-1
0
G
:
o
0
1
40
0
4
IX
0
1
C
C
G
3
0
3
0
1
2
0
3
0
0
0
111
1
2
3
4
• O
2
0
10-6
U
11
6
5
12
3
1
2
2
C
1
0
0
3
322
=
=
=
QUEST IGNNA I E
F R O M ..CRK
R
I N T H L CAR
3
C
i
2
4
2
2
0
2
NOTE:
C-14
PASSENGER
-
EMPLOYEES
4
V
0
0
5
0
0—
U
0
l_.
0
1
1
G
i
0
0
-—4
1
0
2
0
1
2
0
2
CC
0
o
0
C
3—
4
1
0
G
0
17
2
0
2
0
G
G
2
1
5
0
1
0
0
0
o
0
0
G
C
C
«.
2
C
4-6*
G
18
-14
0
1—
O
0
1
G
C
C
0
C
0
0
0
TOTAL
0
0
0
0
0
1
2
0
0—
C
0
1
0
0
C
40
C
14
3—
13
2
8—
1
C
6
3-9—
19
5
84—
P.
16
3
G
0
c —
1
1
IS
0
1
1
C
5
12
8
1
3—
4
C
5—
0
C
349C
i n front of the building where passenger i s working
at parking lot or garage
elsewhere i n Southwest Employment A r e a
outside Southwe&t Employment A r e a
�SOUTHWEST TRAFFIC STUDY
DRIVERS WORKING ELSwHERE
PASSENGER
AG ENCIES
BUILDINGS
NOTE:
i
TCTAL
1
3
1
7
2
4
0
1
4
1
4.
0
1
0
5
0
2
1
1
1
13
.J
6
1
0
rj
2
0
0
3
0
2
1
3
1
1
1
1
0
2
0
3
1
2
3
0
0
1
3
0
0
0
0
0
o
0
0
2
0
0
0
0
1
1
3
0
1
0
0
2
1
0
0
33
1
1
0
1
1
2
o
0
0
0
1
1
0
G
0
0
0
0
0
0
0
0
0
0
0
0
2
7
4
0
0
0
0
1
0
0
0
45
=
=
QUESTIONNAIKES
FRUM WORK
OUT OF THE C A R
->
1
Oil
0 12
013
014
015
016
021
02?
0 31
032
033
034
035
036
037
041
042
C51
052
061
06?
0 63
071
072
073
C74
075
0 76
077
"078
079
070
0 81
082
0 83
- o 84
091
092
093
101
102
103
111
TOTAL
EMPLOYEES
IN S O U T H W E S T A R E A
0
1
J
G
0
0
6
2
6
1
7
2
0
2
2
6
0
0
I
2
0
0
0
0
0
0
0
3
0
0
0
1
1
0
0
0
0
0
"0"
0
0
0
0
17
0
0
0
0
5
0
0
0
1
4
8
7
0
1
0
0
3
1
0
0
95
i n front of the building w h e r e p a s s e n g e r ( s ) w o r k
a t p a r k i n g lot o r garage
C-15
�$ 0 U T H W E S T T R A F F I C STUDY
DRIVERS WORKING ELSWHERE
"
~
" EMPLOYEES
IN SOUTHWEST AREA
PASSENGER
O'UT " O F " T H E CAR
AGENCIES
BUILDINGS
1
2
3
Oil
012
013
014
015
016
021
022
031
032
033
034
035
036
037
041
042
051
052
061
062
063
071
072
073
074
075
0 76
077
078
079
070
081
082
083
084
091
092
093
101
102
103
111
TOTAL
1
5
0
10
0
4
1
0
1
2
3
0
2
0
5
2
0
2
7
3
2
0
0
0
0
0
0
2
0
0
0
0
3
5
6
0
1
1
0
1
1
0
0
70
0
3
2
11
3
7
0
0
3
0
o
0
2
1
5
1
0
1
2
1
1
0
0
0
2
1
0
0
0
1
0
2
0
2
0
2
0
0
1
0
0
1
0
0
0
0
0
0
3
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
17
NOTE:
C-16
1
2
~_T
0
0
0
0
o
0
0
0
0
0
1
6
2
0
0
0
0
1
0
0
0
53
=
-
QUEST I O N N A T R T S
TO WORK
TOTAL
1
8
2
23
4
11
1
0
5
2
5
0
6
1
12
3
0
4
9
4
4
0
0
0
0
0
0"
5
0
0
0
1
5
11
8
_____
1
1
fj
2
1
0
0
140
i n front of the building w h e r e p a s s e n g e r ( s ) w o r k
at p a r k i n g lot o r garage
e l s e w h e r e i n Southwest^ ErripToyment A r e a
�SOUTHWEST T R A F F I C STUDY
EMPLOYEES
D R I V E R S WORKING OUTSIDE SOUTHWEST AREA
p
AGENCIES
BUILDINGS
Oil
OIZ
6T3
014
015
016
021
022
031
032
033
034"
035
036
037
041
042
051
0 52
061
062
063
071
0 72
073
0 74
075
076
0 77
078
079
070
081
082
0 83
084
091
092
093
101
102
103
111
TOTAL
NOTE:
A S S E N G E K
QUESTIONNAIRES
TO WORK
ouT OF THE CAR
1
2
3
TOTAL
1
0
0
20
1
7
2
0
3
1
2
0
2
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
2
0
0
0
0
1
1
9,
o
7
3
6
8
14
0
0
I
1
0
0
0
n
0
0
0
0
0
8
C
o
0
C
0
0
0
0
0
0
0
0
1
2
2
2
0
0
0
0
0
1
1
1
1
1
0
0
0
0
0
1
110
1
2
3
0
4
=
=
0
1
0
0
2
0
1
0
0
0
2
1
2
0
0
0
0
0
0
2
0
0
0
0
0
1
0
o
0
0
0
0
0
0
o
15
~o
22
1
7
2
0
3
2
2
0
4
0
6
9
7
4
9
9
16
0
0
0
0
0
0
10
0
0
0
0
_
3
2
0
1
1
1
1
1
n
1
129
i n front of the building w h e r e p a s s e n g e r ( s ) w o r k
a t p a r k i n g lot o r garage
e l s e w h e r e i n Southwest E m p l o y m e n t A r e a
C-17
�S~0UTHWE3T~TRAFFIC
STUDY
DRIVERS WORKING OUTSIDE
PASSENGER
AGENCIFS
BUILDINGS
Oil
012
013
014
015
016
021
022
031
0 32
0 33
0 34
0 35
036
0 37
041
042
051
052
061
062
C6 3
071
0 72
073
0 74
075
076
077
078
079
070
0 81
0 82
0 83
0 84
091
092
093
101
102
103
111
TOTAL
NOTE:
C-18
SOUTHWEST
1
2
3
2
1
5
2
114
2
15
6
0
12""
1
6
0
6
1
5
28
11
6
76
5
11
2
0
~0
63
1
13
6
0
6
5
7
2
5
0
9
15
9
3
11
4
10
1
0
o
_
0
0
1
10
0
0
1
0
5
4
8
0
2
3
1
6
2
0
I
219
1
2
3
0
1
0
11
0
1
0
0
8
20
7
1
2
2
0
2
0
0
3
373
=
OUT
EMPLOYEES
AREA
OF
THE
QUESTIONNAIRES
FROM WORK
CAR
3
TOTAL
0
0
4
7
0
6
1
1
1
0
1
1
3
0
6
0
2
1
2
0
5
0
1
0
0
0
0
0
0
6
0
0
0
1
2
1
0
0
0
0
0
0
n
0
0
41
'
2
183
4
29
13
0
19
7
16
2
17
1
16
44
22
9
92
9
22
3
0
0
0
1
1
27
0
1
I
1
15
25
15
1
4
5
1
8
2
0
4
633
i n front of the building w h e r e p a s s e n g e r ( s ) w o r k
a t p a r k i n g lot o r garage
e l s e w h e r e i n Southwest E m p l o y m e n t A r e a
�Appendix D
Southwest Residents
Interview F o r m
��Southwest Residential
1.
Location of respondent (either the actual location or grouped area)
a.
NEofl/i&M
c. SWof 4 t h & M
b. S E of AVi & M
2.
d. NW of 7th & M
e.
Between 4th H 7th and north of M
How many persons in household are employed away from home?
1
3.
Interview
2 _
3
4
5
How does each employed person travel to work?
Private Auto
(Check at least one for each employed person)
Bus
Taxi
Walk
Other (Specify)
Alone
Carpool
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
YES
NO
0
1
SE
PG
MT
1
4.
How many automobiles does your household have?
6.
What part of the area does each person work in?
5. Do you have an assigned parking space?
CH
.
•
D
2
3 D
4
5 D
SW
NW
•
D
•
•
•
D
•
•
•
NE
•
•
•
•
•
•
more.
more
2
AR
•
•
•
2 —
1
FF
•
•
•
•
a
•
•
AL
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
�I
�A L A N M. V O O R H E E S & A S S O C I A T E S , I N C .
staff contributing to the p r e p a r a t i o n of t h i s r e p o r t :
Robert L . M o r r i s - Vice President
Dan W. Hoyt - Senior T r a f f i c E n g i n e e r
K e e s Nije - T r a f f i c Engineer
�17
�
Dublin Core
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Title
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Southwest employment area : transportation findings and recommendations
Subject
The topic of the resource
Urban transportation -- Washington (D.C.)
Traffic engineering -- Washington (D.C.)
Creator
An entity primarily responsible for making the resource
Alan M. Voorhees & Associates
Date
A point or period of time associated with an event in the lifecycle of the resource
December 1968
Format
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Documents
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English
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Text
Description
An account of the resource
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DDOT Historical Reports & Other Documents
Subject
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Transportation--Research--United States
Transportation--Planning
Description
An account of the resource
District Department of Transportation's historical reports and other documents.
Creator
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Various
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Documents
Language
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English
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Text
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Various
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Title
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Southeast-Southwest D.C.
Subject
The topic of the resource
Washington (D.C.)--Transit systems
City planning--Washington (D.C.)
Interstate 695
Description
An account of the resource
Historical reports relating to Southeast and Southwest D.C.
Creator
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Various
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English
Type
The nature or genre of the resource
Text
Neighborhoods
Southwest
-
https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/f4fb226289b80a0528ebf9fe5df5febf.pdf?Expires=1712793600&Signature=j05JUkYMY3o-1dN7%7EqayozZPGTMWxheI8q7wi-J5QCpergYN2US4G8QsyAYWWAtWTyqLkd1iI2tsMI9jq08aqScdR-UXTa6%7Eyt3BFraKuzglHT8PkoUmyzohUjzlrHUE1crN%7EL7TRqmeEyX%7E7PZRnI3WGJnmFZoJGCgQEsn-9nDvV8Gw8gAoXqyXNL0F1PHBSMKqXWz5eSn5mInmUNPH04pZdf-etv7UFhJ4Jt5CncPfMiklKirBQGxDo2jyNRpVc6bK6iVMHv9G4PdUmAHifLVZPfRGn5RT%7EbmwV1gneAtQdDnTbr-tOmGyouzSPA39H1QhRJ8KWDzhFQ4eFK%7ERYA__&Key-Pair-Id=K6UGZS9ZTDSZM
2663991efbecffedd70e05642a526e11
PDF Text
Text
BARNEY CIRCLE
FREEWAY MODIFICATION
STUDY
TRAFFIC
FINAL T E C H N I C A L R E P O R T NUMBER ONE
FEBRUARY
1983
PREPARED FOR
D I S T R I C T OF COLUMBIA
DEPARTMENT OF TRANSPORTATION
J T — — U
A
N
D
1
UNITED S T A T E S
D E P A R T M E N T lOF T R A N S P O R T A T I O N
F E D E R A L HIGHWAY A D M I N I S T R A T I O N
��BARNEY CIRCLE
FREEWAY MODIFICATION
STUDY
TRAFFIC
FINAL T E C H N I C A L R E P O R T NUMBER ONE
FEBRUARY
1983
P R E P A R E D FOR
D I S T R I C T OF COLUMBIA
DEPARTMENT OF T R A N S P O R T A T I O N
AND
UNITED S T A T E S
DEPARTMENT OF T R A N S P O R T A T I O N
F E D E R A L HIGHWAY
ADMINISTRATION
PARSONS,
BRINCKERHOFF,
PREPARED BY
Q U A D E AND D O U G L A S
�PREFACE
T h i s t e c h n i c a l r e p o r t i s one o f 12 w h i c h have been p r e p a r e d t o p r o v i d e
t e c h n i c a l back-up t o c e r t a i n s e c t i o n s o f t h e B a r n e y C i r c l e Freeway
M o d i f i c a t i o n Study D r a f t E n v i r o n m e n t a l Impact Statement. The t e c h n i c a l reports cover the following subject areas:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Traffic;
Ecology;
Geotechnic;
Water;
Social;
7Air;
Noise;
Energy;
Historic;
Visual;
G e o m e t r i c ; and
Archaeology.
�TABLE OF CCNTENTS
Page
PREFACE
TABLE OF CONTENTS
1.
1.1
TRAFFIC
INTROLXTCTION
1.1.1
1.1.2
1.1.3
1.2
Background
Study Area
Roadway Network
Description
Roadway F u n c t i o n a l C l a s s i f i c a t i o n s
Major T r a v e l C o r r i d o r s
1-1
1-1
1-1
1-3
1-3
1-3
1-6
1-6
METHOLXiLOGY
1-8
1.2.1
1-8
1-8
1-10
1-10
1-13
1-13
1-13
1-13
1-15
1-15
1-18
1-18
1-18
1-19
1-19
1-22
1-22
1-22
1-22
1-23
1-23
1-24
1-24
1-25
1-26
1-26
1-27
1-27
1-28
1.2.2
1.2.3
1.2.4
1.2.5
1.2.6
1.2.7
1.2.8
1.2.9
A v a i l a b l e T r a f f i c Data
T r a f f i c Counts
T r a f f i c S i g n a l Operations
Accident S t a t i s t i c s
Supplemental T r a f f i c S u r v e y s
T r a f f i c Count Program
V e h i c l e C l a s s i f i c a t i o n Counts
T r a v e l Time and D e l a y S u r v e y s
Roadway P h y s i c a l and O p e r a t i o n a l I n v e n t o r y
Off-Street Parking Inventory
Roadway Network Improvements
Other Modes o f T r a v e l
Metro
Metrobus
Bikeways
T r a v e l Demand Model
T r i p Generation
Trip Distribution
Modal S p l i t
T r i p Assignment
Micro-Assignment Model
Coding o f B a s e Y e a r Network
Development o f B a s e Y e a r T r i p T a b l e
D e f i n i t i o n o f F u t u r e Network
Alternative 1
Alternative 2
A l t e r n a t i v e 1/2
Alternative 3
No-Build A l t e r n a t i v e
�•
Page
1.2.10 Developrnent o f D e s i g n Y e a r F o r e c a s t s
1.2.11 D e s c r i p t i o n o f Micrc>-7Assignment Outputs
L i n k Volume R e p o r t
VMT R e p o r t
S e l e c t L i n k Report
A i r / N o i s e Impact P a r a m e t e r s
DESCRIPTION OF EXISTING CONDITIONS
1-29
1.3.1
1.3.2
1.3.3
1.3
1-28
1-28
1-29
1-29
1-29
1-29
M j u s t m e n t o f M i c r o Assignment
D i s t r i b u t i o n o f Bridge Crossing T r a f f i c
T r a f f i c Operation
Definitions
General T r a v e l Conditions
Areawide - L e v e l o f S e r v i c e
S e l e c t e d Major Roadways L e v e l o f S e r v i c e
I d e n t i f i e d Problem L o c a t i o n s L e v e l o f S e r v i c e
Accident S t a t i s t i c s
Transit Service
Stadium A c c e s s
Bikeways
Summary
1-29
1-30
1-34
1-34
1-36
1-36
1-37
1-40
1-41
1-41
1-43
1-45
1-46
POTENTIAL IMPACTS OF PROJECT
1.4.1 N o - B u i l d T r a f f i c C o n d i t i o n s
1.4.1 N o - B u i l d T r a f f i c C o n d i t i o n s
1.4.2
B u i l d A l t e r n a t i v e 1 ( S h o r e l i n e Freeway)
B u i l d A l t e r n a t i v e 2 (New R i v e r C r o s s i n g )
1.4.3
B u i l d A l t e r n a t i v e 1/2 ( S h o r e l i n e B o u l e v a r d and
1.4.4
New R i v e r C r o s s i n g )
1.4.5
Build Alternative 3
1.4.6
Changes i n R e g i o n a l T r a f f i c
1.4.7
Changes i n T r a f f i c P a t t e r n s
1.4.8
Roadway Network T r a f f i c O p e r a t i o n s
T r a f f i c Impact on t h e A n a c o s t i a R i v e r B r i d g e s
1.4.9
1.4.10 P o t e n t i a l Roadway D e f i c i e n c i e s
1.4.11 P o t e n t i a l A c c i d e n t Impact
1.4.12 T r a f f i c C o n d i t i o n s a t I d e n t i f i e d Problem L o c a t i o n s
I n t e r s e c t i o n o f P e n n s y l v a n i a Avenue-Minnesota Avenue
and L E n f a n t Square
I n t e r s e c t i o n o f B l a d e n s b u r g Road, Benning Road,
M a r y l a n d Avenue, F l o r i d a Avenue, H S t r e e t , NE
and 1 5 t h S t r e e t , NE
3 r d S t r e e t , S E On-Ramp t o t h e S o u t h e a s t Freeway
S o u t h e a s t Freeway Northbound Ramp t o P e n n s y l v a n i a
Avenue, Eastbound
1.4.13 Stadium A c c e s s
1.4.14 Mass T r a n s i t
1.4.15 B i k e T r a v e l
1.4.16 Summary
1-47
1.3.4
1.3.5
1.3.6
1.3.7
1.3.8
1.4
1
1-49
1-53
1-56
1-59
1-63
1-63
1-63
1-67
1-69
1-70
1-72
1-73
1-73
1-74
1-74
1-74
1-74
1-75
1-75
1-75
�Page
1.5 MITIGATION
1-78
1.5.1
1.5.2
1-78
1-79
Construction Impacts
Operational Impacts
FOOTNOTES
BIBLIOGRAPHY
CORRESPONDENCE AND CONTACTS
APPENDIX A
- AVAILABLE
APPENDIX B
-
PROJECT DATA BOOK (LISTING)
APPENDIX C
-
HIGH ACCIDENT LOCATIONS IN STUDY AREA
APPENDIX D
APPENDIX E
TRAFFIC COUNTS
- SAMPLE PHYSICAL INVENTORY FORM
PEAK PERIOD BUS SERVICE
- AND METRO RIDERSHIP ACROSS THE ANACOSTIA
APPENDIX F
- SAMPLE MICRO ASSIGNMENT
APPENDIX G
- VEHICLE
APPENDIX H
1979 BASE YEAR - LEVEL
- ROADWAYS (COMPUTATIONS)OF
APPENDIX I
-
RIVER
REPORTS
MILES OF TRAVEL VERSUS VEHICLE MILES OF
CAPACITY BY ANC AND FACILITY TYPE
SERVICE FOR SELECTED
DETAILED CAPACITY ANALYSES ALL POUR - IDENTIFIED
TYPE PROBLEM LOCATIONS
APPENDIX J — TRANMIC PROGRAM METHODOLOGY/SAMPLE OUTPUT REPORT
�L I S T OF FIGURES
Number
Title
1-1
R e g i o n a l Highway Network
1-2
Study A r e a
1-3
E x i s t i n g Roadway Network
1-4
Roadway C l a s s i f i c a t i o n s
1-5
L o c a t i o n s o f A v a i l a b l e T r a f f i c Counts i n Study A r e a
1-6
E x i s t i n g T r a f f i c Signal Locations
1-7
High A c c i d e n t L o c a t i o n s
1-8
L o c a t i o n o f Supplemental T r a f f i c
1-9
T r a v e l Time and D e l a y S u r v e y Routes
1-10
E x i s t i n g Off-Street Parking F a c i l i t i e s
1-11
T r a n s i t Routes
1-12
Bikeways
1-13
1979 B a s e Y e a r AM-Peak Hour B r i d g e T r a f f i c
N o r t h e a s t Suburbs)
(From t h e
1-14
1979 B a s e Y e a r PM-Peak Hour B r i d g e T r a f f i c
N o r t h e a s t Suburbs)
(To t h e
1-15
Cut L i n e s
1-16
1979 B a s e Y e a r - R e p r e s e n t a t i v e Segments o f Congested
Major Roadways (by C u t l i n e )
1-17
AM-Peak Inbound Major Bus S e r v i c e
1-18
RFK Stadium - T r a n s p o r t a t i o n System Management (TSM)
Measures
1-19
I d e n t i f i e d T r a f f i c Problem L o c a t i o n s
1-20
N o - B u i l d A l t e r n a t i v e - AM-Peak Hour Volumes
1-21
N o - B u i l d A l t e r n a t i v e - PM-Peak Hour Volumes
Counts
�L I S T OF TABLES
Number
Title
1--1
L o c a l Neighborhoods i n Study Area ANCs
1-•2
Anacostia R i v e r Bridge T r a v e l C o r r i d o r s
1--3
Calibration
4
1- -
V e h i c l e Miles o f T r a v e l (VMT), V e h i c l e Hours of T r a v e l (VHT)
and Average Speed f o r Expressways and Non-expressways i n t h e
Study Area During 1979 AM- and PM-Peak Hours.
1--5
Congested Roadway Segments i n t h e Barney C i r c l e Study Area
During Peak T r a v e l Hours
1--6
RFK Stadium Access Road T r a f f i c
1--7
VMT, VHT and Average
1--8
D i s t r i b u t i o n o f R i v e r C r o s s i n g T r a f f i c West o f t h e Anacostia
R i v e r Percent o f T r a f f i c Using Corridor
1--9
D i s t r i b u t i o n o f R i v e r Crossing T r a f f i c E a s t of t h e Anacostia
R i v e r Percent o f T r a f f i c Using Corridor
1--10
Design Year 2006 T r a f f i c Crossing the Anacostia
1--11
Anacostia Bridge C r o s s i n g s , L e v e l of S e r v i c e (LOS)
1--12
Representative
1--13
Comparative Number of Accidents
1--14
I d e n t i f i e d Problem Locations, L e v e l of S e r v i c e
Comparison
Speed
River
Congested Segment o f t h e Roadway Network
�Number
Title
1--22
B u i l d M t e r n a t i v e 1 AM-Peak Hour B r i d g e T r a f f i c
t h e N o r t h e a s t Suburbs)
1--23
B u i l d A l t e r n a t i v e 1 PM-Peak Hour B r i d g e T r a f f i c (To
t h e N o r t h e a s t Suburbs)
1--24
B u i l d A l t e r n a t i v e 2 AM-Peak Hour B r i d g e T r a f f i c
1--25
B u i l d A l t e r n a t i v e 2 PM-Peak Hour B r i d g e T r a f f i c
1--26
B u i l d A l t e r n a t i v e 1/2 AM-Peak Hour B r i d g e T r a f f i c
1--27
B u i l d A l t e r n a t i v e 1/2 PM-Peak Hour B r i d g e T r a f f i c
1--28
B u i l d A l t e r n a t i v e 3 AM-Peak Hour B r i d g e T r a f f i c
1--29
B u i l d A l t e r n a t i v e 3 PM-Peak Hour B r i d g e T r a f f i c
(From
�1. TRAFFIC
1.1
1.1.1
INTRODUCTION
Background
The b a s i c p a t t e r n o f t h e r e g i o n a l highway network i n the D i s t r i c t o f Columbia
and a d j o i n i n g j u r i s d i c t i o n s i s c o m p r i s e d o f r a d i a l r o u t e s emanating from
c e n t r a l Washington, an o u t e r b e l t w a y ( C a p i t o l B e l t w a y ) and a p a r t i a l l y
c o m p l e t e d i n n e r b e l t w a y a s d e p i c t e d i n F i g u r e 1 - 1 . The C a p i t o l B e l t w a y , w h i c h
c i r c u m s c r i b e s M e t r o p o l i t a n W a s h i n g t o n , i s c o m p r i s e d o f 1-495 and 1-95. I t
s e r v e s t r a f f i c w h i c h has n e i t h e r an o r i g i n or d e s t i n a t i o n i n c e n t r a l
Washington.
I t a l s o s e r v e s a s a c o l l e c t o r - d i s t r i b u t o r among a l t e r n a t e r a d i a l
r o a d s and s t r e e t s f o r t r a f f i c w i t h o r i g i n s and d e s t i n a t i o n s i n Washington and
i t s s u b u r b s . The r a d i a l r o u t e s j o i n t h e o u t l y i n g communities w i t h t h e c e n t r a l
p o r t i o n of the D i s t r i c t .
The i n n e r b e l t w a y f r a g m e n t s f u n c t i o n a s both
a r t e r i a l s and c o l l e c t o r - d i s t r i b u t o r s f o r t r a f f i c e n t e r i n g and l e a v i n g t h e
central city.
The p l a n s f o r t h e I n t e r s t a t e s y s t e m , c o m p l e t e d d u r i n g t h e l a t e 1950s,
e n v i s i o n e d an i n n e r - b e l t highway s y s t e m w h i c h would p e r m i t t h r o u g h t r a f f i c t o
b y p a s s c e n t r a l Washington.
T h i s i n n e r b e l t w a y was never completed due t o
n e i g h b o r h o o d o p p o s i t i o n , l e g a l a c t i o n , c i t y p o l i c i e s , and t h e p l a n n i n g and
c o n s t r u c t i o n o f t h e M E T R O - r a i l S y s t e m . Today, t h e p a r t i a l l y completed i n n e r
b e l t w a y i s composed o f t h e S o u t h w e s t and S o u t h e a s t F r e e w a y s , and i n c l u d e s
p o r t i o n s o f 1-295, 1-395, and 1-695.
I t was t o have been c o n n e c t e d t o an
" E a s t L e g " w h i c h would have l i n k e d t h e S o u t h e a s t Freeway ( 1 - 2 9 5 ) , a t B a r n e y
C i r c l e , t o the E a s t C a p i t o l S t r e e t B r i d g e , New York and K e n i l w o r t h Avenues,
the B a l t i m o r e Washington Parkway, and major r a d i a l r o u t e s t o t h e n o r t h e a s t .
T h i s e a s t e r n segment was never c o n s t r u c t e d .
The S o u t h e a s t Freeway (the
e a s t e r n most segment o f t h e i n c o m p l e t e d i n n e r b e l t w a y ) c u r r e n t l y t e r m i n a t e s a t
Barney C i r c l e .
As a r e s u l t , t h e r e i s no d i r e c t c o n n e c t i o n between t h e A n a c o s t i a Freeway t o or
from t h e n o r t h e a s t and t h e S o u t h e a s t F r e e w a y . The i n t e r c h a n g e s a t
P e n n s y l v a n i a Avenue and a t t h e 1 1 t h S t r e e t B r i d g e s w i t h t h e A n a c o s t i a Freeway
do not have ramps t h a t p e r m i t inbound t r a f f i c movements t o c e n t r a l Washington
from t h e A n a c o s t i a Freeway southbound.
S i m i l a r l y , ramps p e r m i t t i n g outbound
t r a f f i c movements from t h e s e b r i d g e s o n t o t h e A n a c o s t i a F r e e w a y northbound a r e
not p r o v i d e d . A l s o , t r a f f i c moving between t h e South C a p i t o l S t r e e t B r i d g e
and t h e A n a c o s t i a F r e e w a y must u s e t h e Howard Road ramps t o t r a v e l between t h e
A n a c o s t i a Freeway and c e n t r a l Washington t o or from the N o r t h e a s t s u b u r b s .
T h i s l a c k o f a d i r e c t c o n n e c t i o n and t h e l i m i t e d c a p a c i t y o f t h e e x i s t i n g
ramps on t h e Benning Road and E a s t C a p i t o l S t r e e t B r i d g e s have c r e a t e d
s i g n i f i c a n t t r a f f i c c i r c u l a t i o n p r o b l e m s i n t h e v i c i n i t y o f P e n n s y l v a n i a and
M i n n e s o t a Avenues w e s t of t h e P e n n s y l v a n i a B r i d g e , i n t h e C a p i t o l H i l l
n e i g h b o r h o o d s a l o n g C o n s t i t u t i o n and I n d e p e n d e n c e Avenues l o c a t e d e a s t o f t h e
A n a c o s t i a R i v e r and n o r t h o f P e n n s y l v a n i a Avenue, and i n t h e v i c i n i t y o f
Howard Road. The t r a f f i c demand from t h e n o r t h e a s t f o r a c c e s s t o t h e e x i s t i n g
A n a c o s t i a R i v e r B r i d g e c r o s s i n g s has a l s o added t o the c o n g e s t i o n e n c o u n t e r e d
i n t h e peak t r a v e l d i r e c t i o n s d u r i n g peak h o u r s .
1-1
��1.1.2
Study Area
The s t u d y a r e a , d e p i c t e d i n F i g u r e 1-2, encompasses a p p r o x i m a t e l y 5 s q u a r e
m i l e s i n t h e s o u t h e a s t e r n p o r t i o n o f the D i s t r i c t of C o l u m b i a . The a r e a i s
b i s e c t e d by the A n a c o s t i a R i v e r and i n c l u d e s the f i v e e x i s t i n g b r i d g e
crossings:
t h e Benning Road B r i d g e , the E a s t C a p i t o l S t r e e t (Whitney Young)
B r i d g e , t h e P e n n s y l v a n i a Avenue (John P h i l i p Sousa) B r i d g e , t h e 1 1 t h S t r e e t
( A n a c o s t i a R i v e r ) B r i d g e s , and the S o u t h C a p i t o l S t r e e t ( F r e d e r i c k D o u g l a s s )
Bridge.
T h i s s t u d y a r e a encompasses p o r t i o n s of e i g h t A d v i s o r y Neighborhood
C o m m i s s i o n s (ANC's):
2D, 6A, 6B, 6C, 7A, 7B, 7D and 8A, whose b o u n d a r i e s a r e
a l s o shown on F i g u r e 1-2.
The n e i g h b o r h o o d s , or p o r t i o n s t h e r e o f , w h i c h make
up t h e s e ANC's a r e l i s t e d i n T a b l e 1-1.
TABLE
1-1
LOCAL NEIGHBORHOODS
ANC'S*
IN S T U D Y A R E A
ANC'S
L o c a l Neighborhoods
2D
Navy Y a r d
6A
S t a n t o n Park, Kingman Park
and C a p i t o l E a s t
6B
C a p i t o l B i l l , L i n c o l n Park
and Near S o u t h e a s t
6C
F a i r l a w n , Twining and Greenway
7A
River Terrace
7B
Randle H i g h l a n d s and Woodland
7D
River Terrace
8A
Old
(portion)
(portion)
Anacostia
*ANC - A d v i s o r y Neighborhood Commission
1.1.3
•
Roadway Network
Description
The roadway network shown i n F i g u r e 1-3, was s e l e c t e d t o s i m u l a t e e x i s t i n g
t r a f f i c movements i n the s t u d y a r e a , and t o p r o v i d e a b a s i s f o r e v a l u a t i n g t h e
f u t u r e t r a f f i c impact of the p r o j e c t a l t e r n a t i v e s . A l l roadways, w i t h t h e
e x c e p t i o n o f s e l e c t e d minor or n o n - t h r u l o c a l s t r e e t s , were i n c l u d e d i n t h e
roadway network i n the s e c t i o n of the s t u d y a r e a west of the A n a c o s t i a R i v e r .
E a s t o f t h e A n a c o s t i a R i v e r , the network was l i m i t e d to the p r i n c i p l e commuter
r o u t e s l e a d i n g t o the f i v e b r i d g e c r o s s i n g s .
The p r i n c i p l e roadways s e r v i n g the s t u d y a r e a e a s t o f t h e A n a c o s t i a R i v e r
i n c l u d e K e n i l w o r t h Avenue, the A n a c o s t i a F r e e w a y , P e n n s y l v a n i a Avenue, E a s t
1-3
���C a p i t o l S t r e e t , B e n n i n g Road, Good Hope Road, S u i t e l a n d s Parkway, 1-295, S o u t h
C a p i t o l S t r e e t and M a r t i n L u t h e r K i n g J r . Avenue. To t h e w e s t o f t h e R i v e r ,
t h e p r i m a r y roadways i n t h e s t u d y a r e a i n c l u d e t h e c o n t i n u a t i o n o f B e n n i n g
Road, P e n n s y l v a n i a Avenue, and South C a p i t o l S t r e e t , C o n s t i t u t i o n and
I n d e p e n d e n c e A v e n u e s , and t h e S o u t h e a s t Freeway between B a r n e y C i r c l e and
1-395.
•
Roadway F u n c t i o n a l
Classifications
The e x i s t i n g Roadway Network i n t h e S t u d y A r e a i s c o m p r i s e d o f v a r i o u s
c l a s s i f i c a t i o n s o f roadways. A roadway i s c l a s s i f i e d p a r t i a l l y by i t s
and by i t s r o l e i n t r a f f i c c i r c u l a t i o n .
The f u n c t i o n a l c l a s s i f i c a t i o n s
S t u d y A r e a Roadway Network i n c l u d e F r e e w a y s and E x p r e s s w a y s , Major and
A r t e r i a l s , C o l l e c t o r s and L o c a l S t r e e t s .
The f u n c t i o n a l c l a s s i f i c a t i o n
e x i s t i n g roadway network a r e d e p i c t e d i n F i g u r e 1-4.
•
Major T r a v e l
design
of the
Minor
of the
Corridors
The roadway network i n t h e B a r n e y C i r c l e S t u d y A r e a c o n s t i t u t e s one o f
Washington's major t r a v e l c o r r i d o r s , s e r v i n g a l a r g e p o r t i o n of through
t r a f f i c between C e n t r a l Washington and s u b u r b s t o t h e n o r t h e a s t and s o u t h e a s t
i n c l u d i n g s u b u r b a n M a r y l a n d and V i r g i n i a .
The A n a c o s t i a R i v e r c r e a t e s a
n a t u r a l b a r r i e r t o t r a f f i c f l o w between t h e s e a r e a s . T h u s , Commuter t r a f f i c
i s f o c u s e d a t f i v e b r i d g e c r o s s i n g s . A c c e s s t o t h e s e c r o s s i n g s a r e u n i t e d by
e x i s t i n g a r t e r i a l and f r e e w a y c o n n e c t i o n s . The major t r a v e l c o r r i d o r s a r e
i d e n t i f i e d i n T a b l e 1-2.
TABLE
1-2
River Crossing
Benning Road Bridge
ANACOSTIA
RIVER BRIDGE T R A V E L CORRIDORS
Roadway Network Connection
West of Anacostia River
East of Anacostia River
(Serving Downtown Washington)
Kenilworth Avenue serving the
Northeast suburbs and Maryland
Benning Road/H Street
Benning Road/Central Avenue
serving the eastern suburbs
and Maryland
(Whitney Young) Bridge
E. Capital Street
Constitution and Indepedence
Avenues
Kenilworth Avenue/Anacostia
Freeway serving the Northeast
suburbs and Maryland
Pennsylvania Avenue
(John Philip Sousa)
Bridge
East Capital Street/Central
Avenue serving the eastern
suburbs and Maryland
17th Street to Potomac Avenue to the
I Street ramp of the Southeast
Freeway and return movement
Pennsylvania Avenue serving
the east and Southeast
suburbs and Maryland
Pennsylvania Avenue
Southeast Freeway
Anacostia Freeway serving the
Northeast suburbs and Maryland
11th Street Bridges
Good Hope Road serving the
Southeast suburbs and
Maryland
Southeast Freeway (eastbound to
serve 3FK Stadium events)
Anacostia Freeway and Martin
Luther King, 3r. Avenue
serving the southern suburbs
Southeast Freeway (westbound)
1-6
�CIRCLE
ROADWAY
BARNEY
MODIFICATION
STUDY
CLASSIFICATION
FREEWAY
�Roadway Network Connection
West of Anacostia River
East of Anacostia River
(Serving Downtown Washington)
River Crossing
S. Capital Street
(Frederick Douglass)
Bridge
Suitland Parkway serving the
Southeast suburbs and Maryland
South Capital Street
Anacostia Freeway serving the
southern suburbs in Maryland
and Virginia
1.2
METHODOLOGY
F o r t h i s s t u d y , 1979 was used a s t h e base y e a r f o r t h e a s s e s s m e n t o f e x i s t i n g
conditions.
T h i s i s the most r e c e n t y e a r f o r w h i c h the M e t r o p o l i t a n
W a s h i n g t o n C o u n c i l o f Governments' (MWCOG) TRIMZONE t r a f f i c a s s i g n m e n t model
c o u l d be r u n , done t o the a v a i l a b i l i t y o f t h e r e q u i r e d l a n d u s e and t r a v e l
survey data as w e l l as c a l i b r a t i o n counts.
F o r t h e p r e d i c t i o n o f f u t u r e t r a f f i c , t h e d e s i g n y e a r , 2006, was u s e d . I n
a c c o r d a n c e w i t h s t a n d a r d FHWA p r o c e d u r e , t h i s i s twenty y e a r s a f t e r t h e
anticipated start of construction.
1.2.1
•
Available Traffic
Data
T r a f f i c Counts
R e c e n t t r a f f i c volume c o u n t s w i t h i n the S t u d y A r e a , i n c l u d i n g monthly and
d a i l y a u t o m a t i c t r a f f i c r e c o r d e r (ATR) c o u n t s on the A n a c o s t i a R i v e r B r i d g e
c r o s s i n g s , t e n hour manual c o u n t s , AM/PM peak p e r i o d t u r n i n g movement c o u n t s ,
and p u b l i s h e d a v e r a g e d a i l y t r a f f i c (ADT) volumes f o r roadways i n t h e D i s t r i c t
w e r e o b t a i n e d from the f o l l o w i n g s o u r c e s :
D.C.
DOT - T r a f f i c Volume
(ADT)
Maps f o r 1978,
1979, 1980
D.C.
DOT - B u r e a u o f T r a f f i c E n g i n e e r i n g and O p e r a t i o n s ,
C o u n t s and 10 hour manual c o u n t s (1977-1981)
Washington Navy Y a r d C o n s o l i d a t i o n E I S
c o u n t s December 1981)
C a p i t o l Gateway DEIS
Bridge
(peak p e r i o d t u r n i n g movement
(manual peak p e r i o d c o u n t s , A p r i l
1981)
P h a s e I - T r a f f i c S t u d y Deck R e p l a c e m e n t B r i d g e No. 505, A n a c o s t i a
Freeway over R.R. D r a f t R e p o r t Nov. 1 9 8 1 (peak p e r i o d v o l u m e s )
F o r t L i n c o l n T r a n s i t C o n n e c t o r S t u d y D r a f t F i n a l R e p o r t Nov. 1 9 8 1
The l o c a t i o n s w i t h i n t h e s t u d y a r e a o f t r a f f i c i n f o r m a t i o n from t h e s e s o u r c e s
a r e shown i n F i g u r e 1-5.
I n addition, a tabulation of the various a v a i l a b l e
c o u n t s i s p r e s e n t e d i n Appendix A by l o c a t i o n , d u r a t i o n and y e a r .
I t should
be n o t e d t h a t a number o f t h e c o u n t s shown w i t h i n the S t u d y A r e a were n o t
p e r t i n e n t t o development o f t h e t y p i c a l peak p e r i o d t r a f f i c f l o w s f o r t h e
1-8
�I
CD
�S t u d y A r e a Roadway Network. However, t h e s e d a t a have been documented t o show
t h e e x t e n t o f a v a i l a b l e i n f o r m a t i o n a c q u i r e d i n and around t h e Study A r e a .
C o p i e s of t h e s e c o u n t s have been compiled i n P r o j e c t D a t a Book No. X I I
T r a f f i c C o u n t s r e f e r e n c e d i n Appendix B.
•
Traffic Signal
Operations
The e x i s t i n g t r a f f i c s i g n a l s l o c a t e d i n t h e S t u d y A r e a a r e shown i n F i g u r e 1 6.
S e p a r a t e s i g n a l t i m i n g and p h a s i n g r o u t i n e s a r e p r o v i d e d f o r t h e AM,
PM,
and o f f - p e a k h o u r s a t many l o c a t i o n s .
T h e s e changes i n s i g n a l o p e r a t i o n s a r e
i n t e n d e d t o o p t i m i z e t r a f f i c f l o w f o r t h e predominant movements, i n p a r t i c u l a r
t o f a c i l i t a t e the r e s p e c t i v e peak p e r i o d inbound and outbound t r a f f i c f l o w s .
The e x i s t i n g t r a f f i c s i g n a l s w i t h i n t h e major t r a v e l c o r r i d o r s a r e p a r t o f an
Urban T r a f f i c C o n t r o l System (UTCS) w h i c h p r o v i d e s s i g n a l i n t e r c o n n e c t i o n s .
I n t h e D i s t - r i c t the system u s e s coded r a d i o s i g n a l s f o r i n t e r c o n n e c t i o n
controls.
T h i s system i s b a s i c a l l y a f i r s t l e v e l s i g n a l c o o r d i n a t i o n whose
p e r f o r m a n c e and o p e r a t i o n i s based on h i s t o r i c a l t r a f f i c demands f o r
d e t e r m i n a t i o n of t i m i n g , p h a s i n g of t r a f f i c movements and c a l c u l a t e d o f f s e t s .
P r o j e c t D a t a Book I , S i g n a l T i m i n g s c o n t a i n s c o p i e s o f t h e l a t e s t a v a i l a b l e
s e q u e n c i n g and t i m i n g c h a r t s f o r t h e s i g n a l i z e d i n t e r - s e c t i o n s shown on F i g u r e
1-6.
T h i s d a t a was o b t a i n e d from t h e DCDOT B u r e a u of T r a f f i c E n g i n e e r i n g and
Operations.
The i n f o r m a t i o n i s used as i n p u t f o r the M i c r o A s s i g n m e n t
Ccrrputer Model, d i s c u s s e d i n S e c t i o n s 1.2.5-1.2.11, i n cctnputing roadway approach
c a p a c i t y and i n a s s e s s i n g d e l a y t i m e and average t r a v e l speeds a l o n g a roadway
segment.
•
Accident
Statistics
L o c a t i o n s t h a t have e x p e r i e n c e d a h i g h i n c i d e n t of a c c i d e n t s d u r i n g s p e c i f i c
y e a r s have been i d e n t i f i e d by D.C.
DOT.
T h e s e l o c a t i o n s were p r i o r i t i z e d
a c c o r d i n g t o the volume of approach t r a f f i c and e s t i m a t e d c o s t s f o r f a t a l i t y ,
n o n - f a t a l i n j u r y , and p r o p e r t y damage a s s o c i a t e d w i t h a c c i d e n t s a s s p e c i f i e d
by F e d e r a l a c c i d e n t f o r m u l a s .
A c c i d e n t r a t e s f o r 1979 were s e l e c t e d i n
k e e p i n g w i t h t h e base y e a r used i n t h i s s t u d y .
F i g u r e 1-7 i l l u s t r a t e s the 3 a c c i d e n t l o c a t i o n s t h a t l i e w i t h i n t h e S t u d y
Area.
The S t u d y A r e a c o n t a i n s 5 o f t h e 10 h i g h e s t r e f e r e n c e d a c c i d e n t
l o c a t i o n s as w e l l as 33 of the t o t a l 259 l o c a t i o n s c o n t a i n e d i n the D.C.
DOT
Priority listing.
E a c h l o c a t i o n shown r e p r e s e n t s r e p o r t e d a c c i d e n t
o c c u r r e n c e s i n t h e p r o x i m i t y of t h e i d e n t i f i e d r e f e r e n c e p o i n t . Hence, an
a c c i d e n t may have t a k e n p l a c e a l o n g roadway a p p r o a c h a s w e l l a s i n t h e
intersection itself.
A p p e n d i x C c o n t a i n s a l i s t i n g of t r a f f i c a c c i d e n t l o c a t i o n s i n t h e S t u d y A r e a
and s u r r o u n d i n g v i c i n i t y f o r the y e a r s 1977 t h r o u g h 1980 w h i c h were o b t a i n e d
from D.C. DOT r e c o r d s . The t a b l e i s f o r m u - l a t e d so e a c h r e f e r e n c e
i n t e r s e c t i o n i s shown by approach; t h e r e f o r e , e a c h l o c a t i o n i s c r o s s r e f e r e n c e d and a p p e a r s more than o n c e . The d a t a p r e s e n t e d w i l l p r o v i d e a
b a s i s t o a s s e s s t h e p o t e n t i a l r e d u c t i o n i n t h e number o f a c c i d e n t s a s a r e s u l t
o f t r a f f i c d i v e r - s i o n s which may stem from the i m p l e m e n t a t i o n of a p r o p o s e d
project alternative.
1-10
�CIRCLE
FREEWAY
MODIFICATION
STUDY
EXISTING
T R A F F I C SIGNAL LOCATIONS
1982
BARNEY
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
HIGH
STUOY
ACCIDENT LOCATIONS
(1979)
�1.2.2
•
Supplemental T r a f f i c
Surveys
T r a f f i c C o u n t Program
A d d i t i o n a l manual and machine t r a f f i c c o u n t s were made by t h e C o n s u l t a n t s and
by D.C. DOT a t s e v e r a l p o t e n t i a l l y s e n s i t i v e l o c a t i o n s w i t h i n t h e S t u d y A r e a .
T h e s e c o u n t s p r o v i d e v e r i f i c a t i o n and an update o f a v a i l a b l e c o u n t s on major
roadway segments where c o u n t s were u n a v a i l a b l e . These i n t u r n were used t o
p r o v i d e a more r e a l i s t i c s i m u l a t i o n and c a l i b r a t i o n o f t h e base y e a r t r a f f i c
a s s i g n m e n t s and development o f M i c r o t r a f f i c i n p u t s f o r t h e e n v i r o n m e n t a l
analyses.
The l o c a t i o n s where manual t u r n i n g t r a f f i c movement c o u n t s were made a r e
d e p i c t e d on F i g u r e 1-8. The c o u n t s were made i n September 1 9 8 1 and i n May and
J u n e o f 1 9 8 2 . C o p i e s o f t h e s e c o u n t s a r e c o n t a i n e d i n P r o j e c t D a t a Book No.
XII.
They a r e d e s i g n a t e d by a 200 s e r i e s r e f e r e n c e number a s shown i n F i g u r e
1-8.
S i n c e t h i s s t u d y was l i m i t e d t o t h e peak commuting-hours, t h e c o u n t s
were t a k e n from 7 AM t o 9 AM and 4 PM t o 6 PM.
I n a d d i t i o n t o t h e manual c o u n t s , a u t o m a t i c t r a f f i c r e c o r d e r (ATR) machine
c o u n t s were made by D.C. DOT a t t h e r e q u e s t o f t h e C o n s u l t a n t a t 15 l o c a t i o n s
i n and a d j a c e n t t o t h e S t u d y A r e a . The l o c a t i o n o f t h e s e c o u n t s a r e a l s o
shown on F i g u r e 1-8 . Summaries o f t h e s e c o u n t s a r e l i k e w i s e p r o v i d e d i n
P r o j e c t D a t a Book No. X I I and a r e d e s i g n a t e d by a s e r i e s 300 r e f e r e n c e number.
T h e s e c o u n t s r e p r e s e n t minimum one day t r a f f i c c o u n t s r e c o r d e d h o u r l y by
d i r e c t i o n of t r a f f i c flow.
The a v a i l a b l e a s w e l l a s s u p p l e m e n t a l t r a f f i c c o u n t s a r e i n t e n d e d f o r
c a l i b r a t i o n o f t h e b a s e y e a r t r a f f i c a s s i g n m e n t s and development o f i n p u t s f o r
the e n v i r o n m e n t a l t r a f f i c a n a l y s i s .
•
Vehicle Classification
Counts
A program o f v e h i c l e c l a s s i f i c a t i o n c o u n t s was c a r r i e d o u t t o d e v e l o p
p e r t i n e n t d a t a f o r t h e a i r q u a l i t y and n o i s e a s s e s s m e n t s . T h e s e c o u n t s were
made a t s e l e c t e d l o c a t i o n s shown i n F i g u r e 1-8. The l o c a t i o n s a r e e i t h e r a t
or a d j a c e n t t o s e l e c t e d a i r - n o i s e m o n i t o r i n g s i t e s .
Counts were r e c o r d e d by
the major v e h i c l e c l a s s i f i c a t i o n s :
Auto
L i g h t Duty T r u c k s : 4 wheels-two a x l e
Medium Duty T r u c k s : 6 w h e e l s - 2 a x l e s o r g r e a t e r
Heavy Duty T r u c k / B u s :
t r a c t o r - t r a i l e r combinations
categories.
and a l l bus
The c o u n t s were t a k e n o v e r a 12 hour p e r i o d , 6 AM t o 6 PM, on an a v e r a g e
weekday and were summarized by h o u r .
Copies o f these counts a r e a l s o
c o n t a i n e d i n P r o j e c t D a t a Book No. X I I .
•
T r a v e l Time and D e l a y S u r v e y s
A l i m i t e d number o f r o u t e s i n t h e Study A r e a Roadway Network were s e l e c t e d a s
r e p r e s e n t a t i v e o f t h e v a r i o u s roadway t y p e s . T h i s s e l e c t i o n was based on
t h e i r u s e a s commuter, l o c a l or through t r a v e l r o u t e s . T h e s e r o u t e s , shown i n
1-13
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
LOCATION OF
SUPPLEMENTAL
T R A F F I C COUNTS
�F i g u r e 1-9, were t r a v e l l e d d u r i n g t h e AM and PM peak p e r i o d s 7 AM t o 9 AM and
4 PM t o 6 PM on an average weekday d u r i n g the s u p p l e m e n t a l t r a f f i c c o u n t
s u r v e y s . A minimum o f t h r e e r u n s i n e a c h d i r e c t i o n o f t r a v e l was made d u r i n g
e a c h of t h e s e peak p e r i o d s . The s u r v e y was c o n d u c t e d by a team t r a v e l i n g a t
t h e p a c e o f t r a f f i c f l o w under p r e v a i l i n g t r a f f i c c o n d i t i o n s . The t r a v e l time
and measured d i s t a n c e s between ramps or l o c a t i o n s where the c h a r a c t e r o f t h e
roadway changed were r e c o r d e d f o r t h e e x p r e s s w a y roadways; f o r n o n - e x p r e s s w a y t y p e r o u t e s the time between i n t e r s e c t i o n s was r e c o r d e d .
I n a d d i t i o n , the
d u r a t i o n , l o c a t i o n and c a u s e of d e l a y s e n c o u n t e r e d d u r i n g t h e s e s u r v e y s was
n o t e d . T h i s s u r v e y d a t a was c o m p i l e d f o r computation o f a v e r a g e d i r e c t i o n a l
t r a v e l and o p e r a t i n g speed f o r e a c h r e p r e s e n t a t i v e roadway segment.
These
c o m p u t a t i o n s were made f o r t h e two s u r v e y p e r i o d s and can be found i n P r o j e c t
D a t a Books X and X I . Average o p e r a t i n g speed a s p r e s e n t e d i n t h e s e computer
p r i n t o u t s i s d e f i n e d as the speed a t w h i c h a v e h i c l e might t r a v e l under
p r e v a i l i n g t r a f f i c volume c o n d i t i o n s l e s s both r e c o r d e d f i x e d and v a r i a b l e
delays.
T h i s d a t a was n e c e s s a r y t o p r o v i d e s t i l l another means o f c a l i b r a t i n g
t h e base y e a r average t r a v e l speed c o m p u t a t i o n s d e v e l o p e d a s p a r t o f t h e M i c r o
Assignment process.
•
Roadway P h y s i c a l and O p e r a t i o n a l
Inventory
An i n v e n t o r y o f both the p h y s i c a l c h a r a c t e r i s t i c s and o p e r a t i o n a l p r a c t i c e s
w h i c h c u r r e n t l y e x i s t on a l l segments of the roadway network was a l s o
c o n d u c t e d i n May and June 1982.
A " w i n d s h i e l d s u r v e y " was made t o c o l l e c t
s u c h d a t a a s the number of t r a f f i c l a n e s , on p a r k i n g a v a i l a b i l i t y and
u t i l i z a t i o n p l u s the l o c a t i o n of o f f - s t r e e t l o t s and g a r a g e s , t h e l o c a t i o n and
type of t r a f f i c c o n t r o l s , s p e c i a l lane usage, turn p r o h i b i t i o n s , d i r e c t i o n of
t r a f f i c f l o w , e t c . on a b l o c k by b l o c k b a s i s .
The s p e c i f i c i t e m s i n v e n t o r i e d
d u r i n g t h i s s u r v e y a r e d e p i c t e d on t h e sample s u r v e y form p l a c e d i n Appendix
D.
C o p i e s o f t h e a c t u a l s u r v e y s a r e c o n t a i n e d i n P r o j e c t D a t a Books No. I I t o
No. I X . The d a t a i s a r r a n g e d by roadway name, i . e . a l p h a b e t i c a l l y by S t a t e ,
Named and L e t t e r e d s t r e e t s and s e q u e n t i a l l y by numbered s t r e e t s f o r none x p r e s s w a y roadways. Data on e x p r e s s w a y and m i s c e l l a n e o u s f a c i l i t i e s a r e
bound s e p a r a t e l y a l s o i n an a l p h a b e t i c a l f o r m a t .
T h i s i n v e n t o r y d a t a was used t o code the roadway network c h a r a c t e r i s t i c s f o r
t h e M i c r o - A s s i g n m e n t t r a f f i c model. I t i s used i n c o n j u n c t i o n w i t h t h e
t r a f f i c s i g n a l o p e r a t i n g d a t a to d e t e r m i n e t h e roadway c a p a c i t i e s and a s s i g n
t r a f f i c to a block f a c e .
A s p o t v e r i f i c a t i o n o f t h e f i e l d s u r v e y s was made t o a s s u r e t h a t t h e d a t a
c o l l e c t e d was r e a s o n a b l e . T h i s v e r i f i c a t i o n i n v o l v e d a r e v i e w o f a e r i a l
photos o f t h e Study A r e a d a t e d May 1981 a t a s c a l e o f 1 i n c h e q u a l s 200
f e e t p r o v i d e d by D.C. DOT O f f i c e o f P o l i c y and Program Development and by
some o v e r l a p p i n g o f t h e s u r v e y e d r o u t e s .
•
O f f - s t r e e t Parking
Inventory
The l o c a t i o n of o f f - s t r e e t p a r k i n g f a c i l i t i e s a b u t t i n g the roadway network i n
t h e S t u d y A r e a was i d e n t i f i e d d u r i n g t h e p h y s i c a l i n v e n t o r y s u r v e y .
Each
l o c a t i o n was s u b s e q u e n t l y v i s i t e d t o e s t a b l i s h i t s e s t i m a t e d v e h i c l e c a p a c i t y .
A s p o t c h e c k f o r r e a s o n a b l e n e s s of t h i s e s t i m a t e was l i k e w i s e made u s i n g t h e
a e r i a l photo c o v e r a g e of the S t u d y A r e a .
The l o c a t i o n of the o f f - s t r e e t
p a r k i n g f a c i l i t i e s and t h e i r e s t i m a t e d c a p a c i t i e s a r e shown on F i g u r e 1-10.
1-15
�DC DEPARTMENT
BARNEY
CIRCLE
FREEWAY
MODIFICATION
ANO
STUDY
PROGRAM
TIME AND DELAY
SURVEY ROUTES
O F TRANSPORTATION, OFFICE O F POLICY
DEVELOPMENT
�CIRCLE
FREEWAY
MODIFICATION
STUOY
EXISTING
O F F - S T R E E T PARKING
FACILITIES
BARNEY
�T h i s p a r k i n g d a t a was a l s o used a s i n p u t t o t h e Micro-Assignment model.
P a r k i n g a v a i l a b i l i t y i s one f a c t o r used i n a l l o c a t i n g t r i p - e n d s ( o r i g i n s and
d e s t i n a t i o n s ) t o i n d i v i d u a l b l o c k f a c e s w i t h i n the s t u d y a r e a .
1.2.3
1 2
'
Roadway Network Improvements
T h e r e a r e s e v e r a l p r o p o s e d roadway network improvements i n t h e B a r n e y C i r c l e
Study Area.
T h e s e improvements p r o v i d e a c o m p l e t e p h y s i c a l i n f r a s t r u c t u r e
when added t o p o l i c y and o p e r a t i o n a l improvements p l a n n e d o r programmed f o r
the D i s t r i c t .
They i n c l u d e :
•
E x t e n s i o n o f 1-395 ( C e n t e r Leg) t o New York Avenue i n c l u d i n g 8 l a n e s
opened t o M a a s a c h u s e t t s Avenue and 4 l a n e s opened t o New York
Avenue.
The o n l y movements p e r m i t t e d w i l l be northbund 1-395 t o
e a s t b o u n d New York Avenue and westbound New York Avenue t o
southbound 1-395.
•
C o m p l e t i o n o f S o u t h e r n Avenue
•
P r o v i s i o n o f an a d d i t i o n a l l e f t - t u r n l a n e from P e n n s y l v a n i a Avenue
E a s t b o u n d t o t h e e n t r a n c e ramp f o r t h e A n a c o s t i a Freeway Northbound
a t F a i r L a w n Avenue.
between C t o H S t r e e t s , S.E.
A c c o r d i n g t o MWCOG, f o r t h e a r e a o u t s i d e t h e D i s t r i c t o f Columbia, i t was
assumed t h a t t h e y e a r 2000 roadway network would r e f l e c t t h e Long Range
E l e m e n t s o f t h e T r a n s p o r t a t i o n P l a n a d o p t e d i n May 1980 by t h e T r a n s p o r t a t i o n
P l a n n i n g B o a r d f o r t h e N a t i o n a l C a p i t o l R e g i o n . These improvements a r e
i n c l u d e d i n t h e f o r e c a s t i n g o f f u t u r e t r a v e l demand and a s s i g n m e n t s t o t h e
S t u d y A r e a under t h e v a r i o u s p r o j e c t a l t e r n a t i v e s .
The e l e m e n t s i n c l u d e d i n
t h i s f u t u r e network were l i m i t e d t o t h o s e p l a n n e d f o r c o n s t r u c t i o n .
Thus, the
f o l l o w i n g f a c i l i t i e s w h i c h a r e under s t u d y were d e l e t e d f o r t h e f u t u r e MWCOG
R e g i o n a l Highway Network.
•
•
1-595 and U.S.
•
•
The R o c k v i l l e F a c i l i t y
•
1.2.4
The I n t e r - C o u n t y C o n n e c t o r i n Montgomery and P r i n c e George's
Counties;
E x t e n s i o n o f 1-295 t o Md. 210 i n P r i n c e G e o r g e ' s County.
i n Montgomery County;
1 e x t e n d e d i n A l e x a n d r i a and A r l i n g t o n County;
O t h e r Modes o f T r a v e l
Metro
I n f o r m a t i o n was a l s o o b t a i n e d on t r a n s i t r o u t e s and s e r v i c e w i t h i n t h e S t u d y
A r e a i n o r d e r t o a s s e s s t h e i m p a c t , i f any, on s u c h s e r v i c e s c r e a t e d b y
c o n s t r u c t i o n o f a proposed a l t e r n a t i v e . A v a i l a b l e t r a n s i t i n f o r m a t i o n was
o b t a i n e d f r o m p u b l i s h e d Route maps, s c h e d u l e s and q u a r t e r l y r i d e r s h i p r e p o r t s
i s s u e d b y t h e Washington M e t r o p o l i t a n A r e a T r a n s i t A u t h o r i t y (WMATA) f o r b o t h
Metrobus and M E T R O - r a i l s e r v i c e s and from D.C. DOT.^
1-18
�P a r t i c u l a r emphasis was g i v e n t o t h e bus s e r v i c e p r o v i d e d a c r o s s t h e A n a c o s t i a
R i v e r b r i d g e s i n t h e S t u d y A r e a and n e a r b y p o t e n t i a l METRO s t a t i o n i n t e r m o d a l
t r a n s f e r p o i n t s . B o t h Metrobus and M E T R O - r a i l r o u t e s i n t h e Study A r e a a r e
shown on F i g u r e 1-11.
Summaries o f d a t a on peak p e r i o d bus c r o s s i n g s and
METRO r i d e r s h i p c a n be found i n A p p e n d i x E .
A f u t u r e e x t e n s i o n o f t h e METRO l i n e w i t h i n t h e Study A r e a , t o be d e s i g n a t e d
t h e G r e e n L i n e , w i l l have t e r m i n i i n G r e e n b e l t and R o s e c r o f t .
The p r o p o s e d
s t a t i o n l o c a t i o n s w i t h i n t h e s t u d y a r e a , a s shown i n F i g u r e 1-11, a r e a t
A n a c o s t i a and t h e Washington Navy Y a r d , a s p r o v i d e d i n t h e Urban Mass
T r a n s p o r t a t i o n A d m i n i s t r a t i o n ' s approved F i n a l E n v i r o n m e n t a l Impact S t a t e m e n t .
•
1
Metrobus -
P r o p o s e d 1990 l o c a l Metrobus c h a n g e s a l o n g t h e P e n n s y l v a n i a Avenue, S . E .
c o r r i d o r i n c l u d e a number o f r o u t e m o d i f i c a t i o n s and e x t e n t i o n s . A number o f
w h i c h a r e i n t e n d e d t o s e r v e e x i s t i n g and proposed METRO s t a t i o n s i n o r near
the Study Area.
•
Route 34 w i l l o p e r a t e between t h e Potomac Avenue METRO S t a t i o n and
t h e S o u t h e r n Avenue METRO S t a t i o n , w i t h s e l e c t e d peak p e r i o d t r i p s
o p e r a t i n g t o and from N a y l o r G a r d e n s . Route 36 s e r v i c e w i l l o p e r a t e
between H i l l c r e s t and Potomac Avenue METRO S t a t i o n . A r e d u c t i o n i n
the number o f P r i n c e G e o r g e ' s County buses o p e r a t i n g i n c e n t r a l
Washington w i l l r e s u l t from t h e opening o f t h e METRO G r e e n L i n e ,
t h u s e n a b l i n g o t h e r b u s e s t o t e r m i n a t e a t the Potomac Avenue
Station.
•
R o u t e s B-4 and B-5, w h i c h a r e c u r r e n t l y b r a n c h e s o f t h e B l a d e n s b u r g
Road L i n e , w i l l o p e r a t e a s f e e d e r r o u t e s t o t h e A n a c o s t i a METRO
Station.
E x i s t i n g Route B-2 w i l l w i l l then o p e r a t e between t h e
A n a c o s t i a S t a t i o n a n d Mt. R a n i e r v i a t h e Potomac Avenue adn S t a d i u m Armory METRO S t a t i o n s .
A p a s s e n g e r s i m u l a t i o n h a s a l s o been completed by D.C. DOT t o examine t h e
p o s s i b l e d i v e r s i o n o f commuter b u s e s o r i g i n a t i n g from t h e s o u t h e a s t s u b u r b s
and M a r y l a n d t o i n t e r m o d a l t r a n s f e r p o i n t s a t METRO s t a t i o n s on t h e p e r i p h e r y
o f c e n t r a l W a s h i n g t o n . T h i s d i v e r s i o n c o u l d reduce t h e number o f b u s e s i n
c e n t r a l W a s h i n g t o n , e n c h a n c e t r a f f i c f l o w , and d e c r e a s e passenger t r a v e l - t i m e
and b u s o p e r a t i n g t i m e , a s w e l l a s o p e r a t i n g c o s t . Under t h e f u t u r e METRO
c o n f i g u r a t i o n , t h e s i m u l a t i o n modeling i n d i c a t e d that the proposed^Anacostia
S t a t i o n h a s t h e p o t e n t i a l t o d i v e r t a l a r g e number o f bus p a t r o n s .
•
Bikeways
I n a d d i t i o n t o t h e t r a n s i t e l e m e n t s i n t h e S t u d y A r e a , d a t a on both e x i s t i n g
and p l a n n e d b i k e f a c i l i t i e s f o r both r e c r e a t i o n a l and commuter use were
identified.
T h e s e f a c i l i t i e s shown g r a p h i c a l l y i n F i g u r e 1-12 were e x t r a c t e d
from t h e f o l l o w i n g r e p o r t s p r e p a r e d by MWCOG f o r t h e Washington M e t r o p o l i t a n
Area.
The U n i f i e d Work Program f o r T r a n s p o r t a t i o n P l a n n i n g F i s c a l
1980, 1981 and 1982 ( D r a f t ) .
1-19
Years
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
TRANSIT R O U T E S
�BARNEY
FREEWAY
MODIFICATION
BIKEWAYS
CIRCLE
STUDY
�T r a n s p o r t a t i o n Improvement Program June
T r a n s p o r t a t i o n S y s t e m s Management P l a n .
As shown on F i g u r e 1-12,
c o r r i d o r , are planned to
r e s i d e n t i a l suburbs.
In
the A n a c o s t i a River park
1.2.5
1979, June
1980
and May
Annual Update May
1981
1977.
f u t u r e b i k e w a y s , i n c l u d i n g the P e n n s y l v a n i a Avenue
improve a c c e s s between c e n t r a l Washington and t h e
a d d i t i o n the p o t e n t i a l for i n c r e a s e d a c c e s s i b i l i t y of
s y s t e m would be enhanced.
T r a v e l Demand Model
T r a f f i c e s t i m a t e s f o r the B a r n e y C i r c l e E I S were based on t r a v e l demand
e s t i m a t e s completed by the Washington C o u n c i l o f Government TRIMZONE t r a f f i c
a s s i g n m e n t p r o c e d u r e . T h i s p r o c e d u r e i s a m o d i f i c a t i o n o f the TRIMS program,
w h i c h i n c o r p o r a t e s t h e c o n v e n t i o n a l f o u r s t e p s e q u e n t i a l models used i n most
l a r g e urban a r e a t r a v e l demand f o r e c a s t s .
The f o u r t r a v e l demand models a r e
t r i p g e n e r a t i o n , d i s t r i b u t i o n , modal s p l i t , and t r i p a s s i g n m e n t .
TRIMZONE
i n c o r p o r a t e s an a d d i t i o n a l f e a t u r e w h i c h TRIMS does not h a v e , t h a t i s t h e
a b i l i t y to s i m u l a t e asisgnments for subarea networks.
•
T r i p Generation
The t r i p g e n e r a t i o n model used i n TRIMZONE i s a s e t o f c a l i b r a t e d t r i p r a t e s
p e r u n i t o f s p e c i f i c l a n d u s e . T h e s e t r i p r a t e s were g e n e r a t e d based on a
l a n d use and t r a v e l s u r v e y done by the M e t r o p o l i t a n Washington C o u n c i l o f
Goivernment.
The t r i p r a t e s a r e i n terms o f p r o d u c t i o n and a t t r a c i t o n
g e n e r a t e d f o r s i x c a t e g o r i e s o f l a n d u s e s , h o u s e h o l d , group q u a r t e r s , o f f i c e ,
r e t a i l s , i n d u c s t i r a l and o t h e r s . The p r o d u c t o f t r i p g e n e r a t i o n i s t o t a l
home-based work p e r c e n t , t r i p p r o d u c t i o n and a t t r a c t i o i n s by zone, and t o t a l
a u t o d r i v e r p r o d u c t i o n and a t t r a c t i o s n by zone f o r home-based shop, home based
o t h e r , and non-home based t r i p s .
•
Trip
Distribution
T r i p d i s t r i b u t i o n used i n TRIMZONE i s a s t a n d a r d g r a v i t y model w h i c h
d i s t r i b u t e s t r i p s based on the assumption t h a t a l l t r i p s s t a r t i n g from a g i v e n
zone a r e a t t r a c t e d by t h e v a r i o u s t r a f f i c g e n e r a t o r s and t h a t t h i s a t t r a c i t o n
i s i n d i r e c t p r o p o r t i o n t o the s i z e o f t h e a t t r a c t i o n and i n i n v e r s e
p r o p o r t i o n t o the s p a t i a l s e p a r a t i o n between t h e a r e a . The p r o d u c t o f t r i p
d i s t r i b u t i o n p o r t i o n o f the modeling c h a i n i s a zone t o zone home-based work
p e r s o n t r i p t a b l e by income l e v e l and zone t o zone auto d r i v e r t a b l e s f o r e a c h
o f t h e t h r e e non-work p u r p o s e s .
•
Modal
Split
The modal s p l i t model ( d i s t r i b u t i o n o f p e r s o n t r i p s among t r a v e l modes) i s
a c t u a l l y two models, a t r a n s i t / a u t o model and a u t o o c c u p a n c y model.
The
t r a n s i t / a u t o mode s p l i t model i s o f the u t i l i t y t y p e w h i c h u s e s a c a l i b r a t e d
l o o k - u p mode s p l i t p e r c e n t a g e based on w e i g h t e d t r a n s i t t r a v e l t i m e , h o u s e h o l d
income, and p a r k i n g c o s t .
The a u t o occupancy model i s a l s o a l o o k - u p c u r v e
model w h i c h u s e s h o u s e h o l d income and p a r k i n g c o s t a s the i n d e p e n d e n t
variables.
The p r o d u c t o f modal s p l i t i n the TRIMZONE m o d e l l i n g c h a i n i s a
s i n g l e auto d r i v e t r i p t a b l e converted to o r i g i n / d e s t i n a t i o n format.
1-22
�T r i p Assignment
The r e s u l t o f t h e modal s p l i t model (a 24-hour 0/D auto d r i v e t r i p t a b l e ) i s
t h e n a s s i g n e d t o a highway network.
The a s s i g n m e n t p r o c e d u r e u s e s t h e minimum
p a t h c a p a c i t y r e s t r a i n t p r o c e s s which a d j u s t s speed a c c o r d i n g t o the f o l l o w i n g
relation:
S =
1 + ex. ( v / c T
S =
A d j u s t e d Speed
So =
Sc =
V =
C =
C^=
Unloaded Speed c a l c u l a t e d from a g i v e n l e v e l of s e r v i c e "C"
L e v e l o f S e r v i c e "C" speed
Volume a s s i g n e d
Capacity
Alpha Factor ( a r e a - s p e c i f i c c o r r e l a t i o n f a c t o r )
The p r o d u c t o f TRIMZONE t r i p a s s i g n m e n t p r o c e s s i s a 24-hour
a u t o volume f o r e a c h l i n k i n t h e highway network.
1.2.6
speed
directional
Micro-Assignment Model
The M i c r o - A s s i g n m e n t Computer Model used i n t h e development of the t r a f f i c
f o r e c a s t s f o r t h e B a r n e y C i r c l e P r o j e c t was o r i g i n a l l y d e v e l o p e d f o r t h e
B u r e a u o f P u b l i c Roads, U.S. Department of T r a n s p o r t a t i o n by C r e i g h t o n
Hamburg, I n c . The model i s c a p a b l e o f s i m u l a t i n g the d e t a i l t r a f f i c movements
f o r s m a l l a r e a s t u d i e s and used f o r a s s e s s i n g t r a f f i c i m p a c t s on t r a f f i c
c o n t r o l p l a n s o r changes i n highway f a c i l i t i e s .
B a s i c network d a t a and o r i g i n / d e s t i n a t i o n (0/D) demand d a t a were a b s t r a c t e d
from the Washington C o u n c i l o f Governments TRIMZONE Model, r e f i n e d to s i m u l a t e
t h e peak h o u r s o f 7-8 AM and 4:30-5:30 PM f o r t h e B a r n e y C i r c l e Study A r e a and
t h e n c a l i b r a t e d t o 1979 by u s i n g a v a i l a b l e t r a f f i c volumes and t r a v e l
characteristics.
F u t u r e a l t e r n a t i v e s were t e s t e d u s i n g the c a l i b r a t i o n
p r o c e d u r e d e r i v e d f o r t h e base y e a r w i t h a d j u s t m e n t s made t o r e f l e c t l a n d - u s e
c h a n g e s and p a r k i n g . MWCOG f u t u r e TRIMZONE 0/D t r a f f i c p a t t e r n s were a s s i g n e d
to these a l t e r n a t i v e networks.
A d e t a i l e d d e s c r i p t i o n o f t h e model s t r u c t u r e c a n be found i n the r e p o r t
" M i c r o - A s s i g n m e n t - F i n a l R e p o r t , 1969" p r e p a r e d from t h e U.S. Department o f
T r a n s p o r t a t i o n i n t e r C o n t r a c t FH-11-6755 by C r e i g h t o n Hamburg I n c . A b r i e f
d e s c r i p t i o n o f t h e b a s i c model s t r u c t u r e i s g i v e n h e r e .
The model s t r a t e g y o f t h e m i c r o - a s s i g n m e n t p r o c e s s has two d i s t i n c t s t a g e s .
F i r s t a d e t e r m i n a t i o n i s made o f t h e impact on the m i c r o - a r e a o f the t r a f f i c
t h r o u g h o u t the e n t i r e r e g i o n w i t h i n w h i c h i t l i e s .
The t r i p p o p u l a t i o n used
i n t h e model i s d e r i v e d from t h e t o t a l t r i p p o p u l a t i o n f o r the r e g i o n .
S p e c i f i c a l l y i t c o n s i s t s o f a l l t r i p s w h i c h , a s d e t e r m i n e d by a r e g i o n - w i d e
minimum p a t h t r a f f i c a s s i g n m e n t , use r o a d s w i t h i n the m i c r o a r e a f o r some
p o r t i o n o f t h e i r l e n g t h . The m i c r o a r e a t r i p f i l e i s t h e n c o n s t r u c t e d from
t h o s e p a r t s o f t h e s e t r i p s which l i e w i t h i n t h e m i c r o a r e a .
S i n c e t h e model
d o e s n o t t r e a t any p a r t o f the r e g i o n o u t s i d e t h e m i c r o a r e a , t r i p s w h i c h
c r o s s t h e m i c r o a r e a boundary a r e r e g a r d e d by t h e model a s h a v i n g t h e i r
1-23
�o r i g i n s (or d e s t i n a t i o n s ) a t the boundary c r o s s i n g p o i n t . T r i p o r i g i n s and
d e s t i n a t i o n s w i t h i n the m i c r o a r e a a r e a s s i g n e d t o i n d i v i d u a l b l o c k s or b l o c k
f a c e s b a s e d on l a n d use and p a r k i n g d a t a .
S e c o n d , a minimum p a t h t r a f f i c a s s i g n m e n t i s made over the m i c r o - a r e a f o r e a c h
s e l e c t e d t i m e p e r i o d of the day.
A t s p e c i f i e d i n t e r v a l s d u r i n g e a c h time
p e r i o d ( i . e . , a f t e r a g i v e n number o f t r a v e l p a t h s have been l o a d e d ) d e l a y s
due t o t r a f f i c c o n g e s t i o n a r e computed a t e a c h i n t e r s e c t i o n and the network
l i n k t i m e s c h a n g e d a c c o r d i n g l y . T h i s p r o c e d u r e e x h i b i t s a dynamic r e s p o n s e
t o c o n g e s t i o n w h i c h more c l o s e l y r e p r e s e n t s a c t u a l t r a f f i c b e h a v i o r t h a n d o e s
t h e " c a p a c i t y r e s t r a i n t " mechanism i n c o n v e n t i o n a l a s s i g n m e n t s .
1.2.7
C o d i n g o f B a s e Y e a r Network
The b a s i c i n p u t s f o r the base y e a r network were o b t a i n e d from two s o u r c e s ; the
r e g i o n a l network from MWCOG, and the p h y s i c a l roadway c h a r a c t e r i s t i c s o b t a i n e d
from t h e d a t a i n v e n t o r y p r o c e s s .
T h e s e d a t a were i n c o r p o r a t e d i n t o a
c o m p u t e r i z e d roadway network c o m p r i s i n g roadway l i n k s and nodes. T h e s e nodes
a r e l o c a t e d a t t h e m i d - b l o c k . A p r o a c h e s t o an i n t e r s e c t i o n and e a c h
p e r m i s s i b l e t r a f f i c movement a t the i n t e r s e c t i o n i s r e p r e s e n t e d by a one-way
link.
A t e a c h m i d - b l o c k , t h e r e a r e two nodes, one on each s i d e of t h e s t r e e t
r e p r e s e n t i n g t h e o r i g i n or d e s t i n a t i o n . T h i s c o n v e n t i o n p r o h i b i t s U - t u r n s .
S p e c i f i c p h y s i c a l t r a f f i c c h a r a c t e r i s t i c s f o r each l i n k i n c l u d e the f o l l o w i n g :
-
1.2.8
Link length
L e g a l speed
I n t e r s e c t i o n c o n t r o l type
C y c l e time
Green time
I n t e r f e r e n c e to s t r e e t
Synchronization
S p e c i f i c movement t o p r o h i b i t i n s
Number o f l a n e s
Lane s h a r e c h a r a c t e r i s t i c s
Parking conditions
Lane r e v e r s a l c h a r a c t e r i s t i c s
Development o f B a s e Y e a r T r i p T a b l e
I n t h e d e v e l o p m e n t o f t h e base y e a r t r i p t a b l e , the o r i g i n a l 0/D demand d a t a
was a b s t r a c t e d from t h e MWCOG's TRIMZONE R e g i o n a l Assignment Model. T h i s
model g i v e s t o t a l d a i l y t r a v e l demand f o r the Washington m e t r o p o l i t a n a r e a .
T r i p s w i t h i n , i n t o , from and t h r o u g h the s t u d y a r e a roadway network were
s e l e c t e d o u t and i n c o r p o r a t e d i n t o a s u b - a r e a t r i p t a b l e . T r i p s w i t h o r i g i n s
o r d e s t i n a t i o n s o u t s i d e o f the s t u d y a r e a were a s s i g n e d t o o r i g i n s or
d e s t i n a t i o n s on t h e s t u d y a r e a c o r d o n boundary. T r i p - e n d s w i t h i n the s t u d y
a r e a were a s s i g n e d t o i n d i v i d u a l nodes ( b l o c k f a c e s ) .
The d a i l y t r i p t a b l e
was t h e n f a c t o r e d down t o s e l e c t o n l y AM peak (7-8 AM) and PM peak (4:30-5:30
PM)
trips.
The AM and PM m i c r o - a r e a t r i p t a b l e s were t h e n a s s i g n e d to the base n e t w o r k ,
and the model was c a l i b r a t e d by comparing the r e s u l t i n g c a l c u l a t e d t r a f f i c
volumes and t r a v e l t i m e s a g a i n s t o b s e r v e d v a l u e s , a s shown i n T a b l e 1-3.
1-24
�TABLE
Morning —
1-3
CALIBRATION
COMPARISON
E a s t t o West Volume A n a l y s i s
TRIP F I L E VOLUME
1 tAfi
SCENARIO
DAILY (LOG)
BASE
156,719
PEAK (PROJ)
ASSIGNMENT
%
ASSIGNMENT
%
21,000
13.4
20,604
98.1
-
+ 21.5%
VS NULL
NULL
190.383
25,511
13.4
25,528
100.1
-
NULL/TSM
190,363
25,511
13.4
25,639
100.5
-
ALT 1/2
198,979
26,663
13.4
26,785
100.5
+4.9%
ALT 1
196,129
26,281
13.4
26,438
100.6
+3.6%
ALT 2
200,360
26,849
13.4
26,697
100.5
+4.6%
ALT 3
198,264
26,568
13.4
26,697
100.5
+4.6%
PEAK
%
ASSIGNMENT
ASSIGNMENT
%
17,558
11.3
17,315
98.6
Evening —
West t o E a s t Volume A n a l y s i s
T R I P F I L E VOLUME
SCENARIO
DAILY (LOG)
BASE
155,375
PEAK (PROJ)
+33.7%
VS NULL
-
NULL
207,729
23,474
11.3
23,085
98.3
NULL/TSM
207,729
23,474
11.3
23,009
98.0
ALT 1/2
221,416
25,019
11.3
24,273
97.0
ALT 1
219,113
24,758
11.3
24,244
97.9
5.0%
ALT 2
221,639
25,046
11.3
24,882
99.3
7.8%
ALT 3
215,882
24,395
11.3
24,412
Source:
1.2.9
100.1
+5.1%
5.7%
S t e r l i n g System Dec. 1/20/83
D e f i n i t i o n o f F u t u r e Network
F i v e a l t e r n a t i v e n e t w o r k s were d e v e l o p e d and e v a l u a t e d u s i n g t h e M i c r o A s s i g n m e n t p r o c e s s . P r e l i m i n a r y e n g i n e e r i n g p l a n s f o r e a c h a l t e r n a t i v e have
been c o m p l e t e d and t h e network a s coded i n t h e M i c r o - A s s i g n m e n t Model a r e
c o n s i s t e n t w i t h t h e s e p l a n s . The a l t e r n a t i v e s a r e d e f i n e d a s f o l l o w s :
1-25
�Alternative 1
A l t e r n a t i v e 1 connects the western terminus of the E a s t C a p i t o l S t r e e t Bridge
w i t h t h e S o u t h e a s t F r e e w a y a t B a r n e y C i r c l e v i a a 0.9-mile l o n g , f o u r - l a n e ,
f u l l y a c c e s s c o n t r o l l e d freeway.
Ramp c o n n e c t i o n s a t t h e E a s t C a p i t o l S t r e e t
B r i d g e have a 40 mph d e s i g n s p e e d , w h i l e t h e remainder o f t h e a l i g n m e n t h a s a
65 mph d e s i g n s p e e d .
The inbound movement o f A l t e r n a t i v e 1 b e g i n s a t t h e w e s t e r n t e r m i n u s o f t h e
E a s t C a p i t o l S t r e e t B r i d g e . A t p r e s e n t , t h e b r i d g e ' s t h r e e inbound l a n e s
c o n t i n u e around RFK S t a d i u m on t h e C S t r e e t e x t e n s i o n t o 2 1 s t S t r e e t .
I m p l e m e n t a t i o n o f A l t e r n a t i v e 1 would p e r m i t o n l y the r i g h t l a n e t o c o n t i n u e
around t h e s t a d i u m , w h i l e t h e m i d d l e and l e f t l a n e s would proceed s o u t h under
r e a l i g n e d I n d e p e n d e n c e Avenue and through t h e stadium's s o u t h p a r k i n g a r e a .
T h e s e two southbound l a n e s c o n t i n u e a l o n g an alignment s i m i l a r t o t h e e x i s t i n g
stadium a c c e s s road.
The outbound movement l e a v e s B a r n e y C i r c l e a s t h r e e eastbound l a n e s , b u t
n a r r o w s t o two l a n e s b e f o r e t u r n i n g n o r t h near C o n g r e s s i o n a l Cemetry. I t
c o n t i n u e s n o r t h a l o n g an a l i g n m e n t s i m i l a r t o t h e e x i s t i n g stadium a c c e s s road
and merges w i t h t h e r e a l i g n e d o n e - l a n e e x t e n s i o n o f Independence Avenue t o
become t h e t h r e e e a s t - b o u n d l a n e s o f t h e E a s t C a p i t o l S t r e e t B r i d g e .
I m p l e m e n t a t i o n o f A l t e r n a t i v e 1 r e q u i r e s t h a t t h e Independence Avenue
e x t e n s i o n be narrowed from t h r e e l a n e s t o one l a n e between 25th S t r e e t , S E ,
and t h e w e s t e r n t e r m i n u s o f t h e E a s t C a p i t o l S t r e e t B r i d g e .
•
Alternative 2
A l t e r n a t i v e 2 c o n n e c t s t h e A n a c o s t i a Freeway B r i d g e w i t h t h e S o u t h e a s t F r e e w a y
a t B a r n e y C i r c l e v i a a 1.5-mile l o n g , f o u r - l a n e , f u l l y a c c e s s c o n t r o l l e d
freeway.
Ramp c o n n e c t i o n s a t t h e A n a c o s t i a Freeway B r i d g e have a 65 mph
d e s i g n s p e e d , w h i l e t h e remainder o f t h e a l i g n m e n t h a s a 70 mph d e s i g n s p e e d .
The inbound movement o f A l t e r n a t i v e 2 b e g i n s on the A n a c o s t i a F r e e w a y s o u t h o f
East Capitol Street.
From E a s t C a p i t o l S t r e e t , t h e A n a c o s t i a F r e e w a y
c o n t i n u e s s o u t h a s two l a n e s u n t i l i t merges w i t h the r e a l i g n e d ramp from
e a s t b o u n d E a s t C a p i t o l S t r e e t t o southbound A n a c o s t i a Freeway a t w h i c h p o i n t
i t would be widened t o t h r e e l a n e s . I t was n e c e s s a r y t o r e a l i g n t h i s o n e - l a n e
ramp from a r i g h t - h a n d merge t o a l e f t - h a n d merge i n o r d e r t o a v o i d p o t e n t i a l
d o u b l e weave c o n f l i c t s .
The a l i g n m e n t c o n t i n u e s a s t h r e e l a n e s southbound and
r e q u i r e s t h e w i d e n i n g o f t h e A n a c o s t i a Freeway B r i d g e . Mid-way between t h e
b r i d g e ' s n o r t h e r n abutment and t h e C o n r a i l t r a c k s , t h e t h r e e - l a n e s t r u c t u r e
s p l i t s i n t o two l a n e s c o n t i n u i n g s o u t h a s t h e e x i s t i n g A n a c o s t i a F r e e w a y and a
new t w o - l a n e s t r u c t u r e p r o c e e d i n g w e s t .
T h i s new freeway b r i d g e c o n t i n u e s
t h r o u g h A n a c o s t i a P a r k a l o n g t h e n o r t h e r n s i d e o f t h e C o n r a i l y a r d and c r o s s e s
t h e A n a c o s t i a R i v e r p a r a l l e l t o t h e C o n r a i l B r i d g e . The f a c i l i t y r e t u r n s t o
g r a d e mid-way between t h e w e s t e r n s h o r e l i n e and Barney C i r c l e and c o n t i n u e s
w e s t t o B a r n e y C i r c l e a s two l a n e s .
The outbound movement l e a v e s B a r n e y C i r c l e a s t h r e e e a s t bound l a n e s , b u t
n a r r o w s t o two l a n e s b e f o r e becoming e l e v a t e d and c r o s s i n g t h e A n a c o s t i a
River.
On t h e e a s t e r n s h o r e o f t h e A n a c o s t i a R i v e r , t h e f a c i l i t y r e t u r n s t o
g r a d e mid-way between t h e s h o r e l i n e and t h e A n a c o s t i a F r e e w a y B r i d g e . I t
1-26
�c o n t i n u e s e a s t under the A n a c o s t i a Freeway B r i d g e , then t u r n s n o r t h t o merge
w i t h t h e two northbound l a n e s of the A n a c o s t i a Freeway. From t h i s merge n o r t h
t o E a s t C a p i t o l S t r e e t , t h e A n a c o s t i a Freeway i s widened from two l a n e s t o
three lanes.
•
A l t e r n a t i v e 1/2
A l t e r n a t i v e 1/2 combines the freeway element of A l t e r n a t i v e 2 w i t h an u r b a n
b o u l e v a r d a l o n g t h e w e s t bank of the A n a c o s t i a R i v e r .
I t connects the
S o u t h e a s t F r e e w a y a t B a r n e y C i r c l e w i t h both the w e s t e r n t e r m i n u s of t h e E a s t
C a p i t o l S t r e e t B r i d g e and t h e A n a c o s t i a Freeway B r i d g e .
The p o r t i o n o f t h e a l t e r n a t i v e which c o n n e c t s the S o u t h e a s t Freeway a t B a r n e y
C i r c l e w i t h t h e w e s t e r n t e m r i n u s of the E a s t C a p i t o l S t r e e t B r i d g e i s a 1 . 1 m i l e l o n g , f o u r - l a n e , c o n t r o l l e d a c c e s s , urban b o u l e v e a r d w i t h r i g h t - t u r n and
l e f t - t u r n s t o r a g e l a n e s . I t has a d e s i g n speed of 35 mph.
The o t h e r p r o t i o n
o f t h e a l t e r n a t i v e , w h i c h c o n n e c t s the A n a c o s t i a Freeway w i t h the S o u t h e a s t
F r e e w a y a t B a r n e y C i r c l e v i a a 1.5-mile l o n g , f o u r - l a n e , f u l l y a c c e s s
c o n t r o l l e d f r e e w a y b r i d g e , i s i d e n t i c a l t o A l t e r n a t i v e 2.
The inbound movement o f the urban b o u l e v a r d b e g i n s a t t h e w e s t e r n t e r m i n u s o f
t h e E a s t C a p i t o l S t r e e t B r i d g e . The b r i d g e ' s t h r e e westbound l a n e s c u r r e n t l y
c o n t i n u e a r o u n d RFK Stadium on the C S t r e e t e x t e n s i o n t o 2 1 s t S t r e e t , NE.
I m p l e m e n t i n g A l t e r n a t i v e 1/2 would a l l o w o n l y the r i g h t l a n e t o c o n t i n u e a l o n g
t h i s a l i g n m e n t , w h i l e the m i d d l e and l e f t l a n e s would proceed s o u t h and
i n t e r s e c t the r e a l i g n e d Independence Avenue e x t e n s i o n a t - g r a d e .
From t h i s
s i g n a l i z e d , a t - g r a d e i n t e r s e c t i o n , the b o u l e v a r d ' s two southbound l a n e s c r o s s
t h e s t a d i u m ' s s o u t h p a r k i n g a r e a and c o n t i n u e south toward C o n g r e s s i o n a l
C e m e n t e r y . B e f o r e t u r n i n g w e s t , the b o u l e v a r d narrows from two l a n e s t o one
l a n e , a v o i d s t h e s o u t h e a s t c o r n e r of C o n g r e s s i o n a l Cemetery and merges w i t h
t h e two e a s t b o u n d l a n e s o f the freeway p o r t i o n of t h i s a l t e r n a t i v e .
Together,
they proceed to Barney C i r c l e as three l a n e s .
The outbound movement l e a v e s B a r n e y C i r c l e a s t h r e e eastbound l a n e s . Mid-way
between B a r n e y C i r c l e and the w e s t e r n s h o r e l i n e , the f a c i l i t y s p l i t s w i t h two
l a n e s becoming e l e v a t e d and c r o s s i n g t h e A n a c o s t i a R i v e r as a f r e e w a y b r i d g e ,
and one l a n e t u r n i n g n o r h t and going under the e l e v a t e d s t r u c t u r e t o become
the urban b o u l e v a r d .
The o n e - l a n e urban b o u l e v a r d p r o c e e d s e a s t b e f o r e
t u r n i n g n o r t h and under the freeway b r i d g e . N o r t h of the s o u t h e a s t c o r n e r o f
C o n g r e s s i o n a l C e m e t e r y , t h e b o u l e v a r d expands from one l a n e t o two l a n e s and
p r o c e e d s t h r o u g h t h e s t a d i u m ' s south p a r k i n g a r e a . I t merges w i t h t h e
r e a l i g n e d o n e - l a n e e x t e n s i o n of Independence Avenue t o become the t h r e e
eastbound l a n e s of the E a s t C a p i t o l S t r e e t B r i d g e .
C o n s t r u c t i o n of t h i s merge
r e q u i r e s t h a t t h e Independence Avenue e x t e n s i o n be narrowed from t h r e e l a n e s
t o two l a n e s between 25th S t r e e t , SE and i t s i n t e r s e c t i o n w i t h the urban
boulevard.
•
Alternative 3
A l t e r n a t i v e 3 c o n n e c t s the A n a c o s t i a F r e e w a y w i t h both the P e n n s y l v a n i a Avenue
B r i d g e and t h e S o u t h e a s t Freeway. The 1.7-mile l o n g , t w o - l a n e , inbound
f r e e w a y ramp has a d e s i g n speed of 50 mph, whereas the 2.4-mile l o n g , twol a n e , outbound f r e e w a y b r i d g e has a d e s i g n speed o f 65 mph.
1-27
�The inbound movement of A l t e r n a t i v e 3 b e g i n s on the A n a c o s t i a F r e e w a y a t E a s t
C a p i t o l S t r e e t . From E a s t C a p i t o l S t r e e t , t h e A n a c o s t i a F r e e w a y c o n t i n u e s
s o u t h a s two l a n e s u n t i l i t merges w i t h the ramp from e a s t b o u n d E a s t C a p i t o l
S t r e e t t o southbound A n a c o s t i a F r e e w a y and becomes t h r e e l a n e s . The a l i g n m e n t
c o n t i n u e s a s t h r e e l a n e s a c r o s s the A n a c o s t i a Freeway B r i d g e .
Mid-way between
the s o u t h e r n abutment o f the A n a c o s t i a Freeway B r i d g e and P e n n s y l v a n i a Avenue,
t h e t h r e e l a n e s s p l i t i n t o two l a n e s c o n t i n u i n g s o u t h as t h e A n a c o s t i a F r e e w a y
and i n t o a new t w o - l a n e ramp p r o c e e d i n g around the A n a c o s t i a
F r e e w a y / P e n n s y l v a n i a Avenue i n t e r c h a n g e .
I t becomes an e l e v a t e d s t r u c t u r e ,
p r o c e e d s o v e r t h e A n a c o s t i a P a r k r i v e r - f r o n t r o a d , and n a r r o w s t o one l a n e
b e f o r e merging w i t h the t h r e e inbound l a n e s of the P e n n s y l v a n i a AVenue B r i d g e .
From t h i s merge t o B a r n e y C i r c l e , t h e P e n n s y l v a n i a Avenue B r i d g e i s f o u r l a n e s
inbound. The b r i d g e ' s two r i g h t l a n e s would c o n n e c t w i t h the S o u t h e a s t
F r e e w a y u s i n g the e x i s t i n g ramp, w h e r e a s the two l e f t l a n e s would c o n t i n u e
n o r t h w e s t a l o n g P e n n s y l v a n i a Avenue.
The outbound movement b e g i n s on the S o u t h e a s t Freeway a t 9 t h S t r e e t a s f o u r
lanes.
I t c o n t i n u e s t o 13th S t r e e t where i t s p l i t s w i t h t o l a n e s c o n t i n u i n g
e a s t as the S o u t h e a s t F r e e w a y and two l a n e s p r o c e e d i n g s o u t h e a s t a s a new
f r e e w a y b r i d g e a c r o s s t h e A n a c o s t i a R i v e r . T h i s freeway b r i d g e c o n t i n u e s
s o u t h e a s t , c r o s s e s o v e r the e x i s t i n g A n a c o s t i a F r e e w a y / P e n n s y l v a n i a Avenue
i n t e r c h a n g e , and t u r n s n o r t h e a s t b e f o r e r e t u r n i n g t o grade mid-way between t h e
i n t e r c h a n g e and the s o u t h abutment o f the A n a c o s t i a F r e e w a y B r i d g e .
I t merges
w i t h t h e two northbound l a n e s o f t h e A n a c o s t i a Freeway and n a r r o w s from f o u r
l a n e s t o t h r e e l a n e s b e f o r e c r o s s i n g the A n a c o s t i a F r e e w a y B r i d g e .
From t h e
A n a c o s t i a F r e e w a y B r i d g e n o r t h , t h e A n a c o s t i a Freeway o p e r a t e s a s a t h r e e - l a n e
facility.
•
No-build A l t e r n a t i v e
The N o - b u i l d A l t e r n a t i v e c o n s i s t s o f the e x i s t i n g roadway network and o n l y
t h o s e r e g i o n a l highway improvements programmed and proposed f o r c o m p l e t i o n by
t h e y e a r 2006. The o n l y programmed and proposed improvement o t h e r t h a n
r e h a b i l i t a t i o n t h a t i s e x p e c t e d t o o c c u r w i t h i n the s t u d y a r e a by the y e a r
2006 i s the c o n s t r u c i t o n of a new median c u t on P e n n s y l v a n i a Avenue, S E , a t
F a i r l a w n Avenue. T h i s m o d i f i c a t i o n would a l l o w a s i g n a l c o n t r o l l e d l e f t t u r n
movement from s o u t h e a s t b o u n d P e n n s y l v a n i a Avenue to the e x i s t i n g e n t r a n c e ramp
to northbound A n a c o s t i a F r e e w a y .
Other p l a n n e d and programmed improvements a r e d e s c r i b e d i n S e c t i o n s 1.2.3-1.2.4
were i n c o r p o r a t e d i n t o t h e network s t r u c t u r e .
1.2.10
Development o f Design Y e a r F o r e c a s t s
D e s i g n y e a r t r a f f i c f o r e c a s t s f o r the N o - b u i l d and t h e f o u r b u i l d a l t e r n a t i v e s
were d e v e l o p e d u s i n g the same m o d e l i n g p r o c e d u r e s used i n t h e base y e a r
s t u d i e s . T r a v e l demand was d e r i v e d from MWCOG's TRIMZONE model f o r t h e y e a r
2000. T h e s e f i g u r e s were e x t r a p o l a t e d t o the d e s i g n y e a r , 2006, u s i n g
r e g i o n a l growth f a c t o r s d e v e l o p e d by MWCOG. I n p u t s f o r t h e peak hour M i c r o A s s i g n m e n t r u n s were d e r i v e d from the r e g i o n a l d a t a a s d e s c r i b e d p r e v i o u s l y .
1.2.11
The
D e s c r i p t i o n o f Micro-Assignment
major output
Outputs
r e p o r t of the M i c r o assignment
1-28
model i s a t a b l e f o r e a c h
time
�p e r i o d w h i c h c o n t a i n s a complete d e s c r i p t i o n o f t h e network roadway l i n k
c h a r a c t e r i s t i c s ( i n p u t t o the model) p l u s s e l e c t e d i t e m s computed f o r t h i s
s t u d y . T h e s e i t e m s i n c l u d e computed d a i l y , f r e e f l o w t r a v e l time and volume,
and v e h i c l e - m i l e s and v e h i c l e - h o u r s o f t r a v e l .
F o r e a c h time p e r i o d t h e s e
i t e m s a r e summarized by t r a f f i c movements e.g., l e f t , t h r u and r i g h t .
The s p e c i f i c s o f t h i s r e p o r t a r e d e s c r i b e d below.
i n Appendix F.
Sample r e p o r t s a r e i n c l u d e d
•
L i n k volume R e p o r t : T h i s r e p o r t summarizes e a c h l i n k volume t o g e t h e r
w i t h the s p e c i f i c t u r n s and d e l a y s . C a p a c i t y of e a c h l i n k i s a l s o
listed.
•
VMT R e p o r t : T h i s r e p o r t summarizes the v e h i c l e m i l e s o f t r a v e l
(VMT), v e h i c l e - h o u r s o f t r a v e l , a v e r a g e s p e e d , v e h i c l e - m i l e s o f
c a p a c i t y (VMC) and the VMT/VMC r a t i o .
Each p a r t i c u l a r category i s
d i s a g g r e g a t e d i n t o A d v i s o r y Neighborhood Commissions by major
f a c i l i t y type and 8 major compass d i r e c t i o n s o f t r a v e l .
•
S e l e c t L i n k R e p o r t : T h i s r e p o r t summarize the o r i g i n / d e s t i n a t i o n
t r a v e l p a t t e r n s o f t r a f f i c e n t e r i n g s e l e c t e d roadway s e c t i o n s .
•
A i r / N o i s e Impact P a r a m e t e r s : M i c r o - A s s e s s m e n t r e s u l t s a r e s e l e c t e d
f o r A i r and N o i s e Impact Model (TRANMIC) based on roadway l i n k s
s e l e c t e d f o r each s i t e .
V a l u e s produced i n t h i s r e p o r t f o r d i r e c t
i n p u t i n t o t h e TRANMIC program i n c l u d e : AM and PM t r a f f i c volumes,
t o t a l d e l a y s , l i n k d i s t a n c e s and c a p a c i t y .
1.3 DESCRIPTION OF EXISTING CONDITIONS
1.3.1
Adjustment o f M i c r o Assignment
A hand a d j u s t m e n t of the M i c r o t r a f f i c a s s i g n m e n t o u t p u t s i n t h e v i c i n i t y o f
the i n t e r s e c t i o n of P e n n s y l v a n i a Avenue and M i n n e s o t a Avenue and t o F a i r l a w n
Avenue were n e c e s s a r y :
•
To account f o r u n u s u a l t r a f f i c manuevers which p r e s e n t l y p e r s i s t i n
the v i c i n i t y of the former i n t e r s e c t i o n such a s i l l e g a l movements,
U - t u r n s , e t c . , w h i c h c a n n o t be r e p l i c a t e d by the M i c r o computer
model.
•
To r e a s s i g n an i n o r d i n a t e volume of t r a f f i c p l a c e d on F a i r l a w n
Avenue. The model deemed F a i r l a w n Avenue a s a v i a b l e a l t e r n a t e ,
r o u t e p a r a l l e l t o M i n n e s o t a Avenue when peak hour c o n g e s t e d t r a f f i c
c o n d i t i o n s e x i s t i n t h e v i c i n i t y o f M i n n e s o t a Avenue and
P e n n s y l v a n i a Avenue. Such a l a r g e a s s i g n e d d i v e r s i o n though does
not o c c u r because of t h e l o c a l c h a r a c t e r o f F a i r l a w n Avenue, and i t s
indirect access.
The a d j u s t m e n t s were based on f i e l d o b s e r v a t i o n s , s u p p l e m e n t a l c o u n t s and
o r i g i n - d e s t i n a t i o n d a t a developed a s p a r t o f t h e M i c r o A s s i g n m e n t p r o c e s s .
The r e s u l t i n g r e v i s e d t r a f f i c movements and volumes t h e r e f o r e p r o v i d e a more
r e a l i s t i c s i m u l a t i o n of the t y p i c a l commuter's r e a c t i o n t o an e x i s t i n g n e t w o r k
1-29
�l i m i t a t i o n s . T h u s , a more r e a s o n a b l e a n a l y s i s o f t r a f f i c o p e r a t i n g c o n d i t i o n s
and a s s e s s m e n t o f a i r / n o i s e q u a l i t y a t t h i s s e n s i t i v e l o c a t i o n was p o s s i b l e .
1.3.2
D i s t r i b u t i o n of Bridge Crossing T r a f f i c
An a s s e s s m e n t o f t h e o r i g i n s and d e s t i n a t i o n s o f t r i p s between c e n t r a l
Washington and t h e n o r t h e a s t s u b u r b s was completed t o d e t e r m i n e t h e p r e s e n t
t r a v e l p a t t e r n s o f v e h i c l e s u s i n g t h e Major T r a v e l C o r r i d o r s i n t h e S t u d y
A r e a . T h i s a s s e s s m e n t was based on t y p i c a l AM- and PM-peak hour t r a f f i c
e s t i m a t e s f o r 1979 d e v e l o p e d from t h e M i c r o A s s i g n m e n t computer model and on
the subsequent s i m u l a t i o n of t r a v e l p a t t e r n s , using r e g i o n a l t r a v e l s t a t i s t i c s
c o m p i l e d by t h e M e t r o p o l i t a n Washington C o u n c i l o f Governments (MWCOG).
T h e predominant t r a v e l p a t t e r n s f o l l o w e d by inbound AM and outbound PM peak
hour b r i d g e c r o s s i n g t r a f f i c w i t h i n t h e s t u d y a r e a f o r t h e y e a r 1979 a r e
d e p i c t e d i n F i g u r e s 1-13 and 1-14, r e s p e c t i v e l y . The volumes shown i n d i c a t e
t h e p o r t i o n o f t h e t o t a l b r i d g e t r a f f i c from and t o t h e n o r t h e a s t s u b u r b s
u s i n g t h e major b r i d g e t r a v e l c o r r i d o r s i n t h e S t u d y A r e a .
The N o r t h e a s t (NE) suburban t r a f f i c i n c l u d e s a l l t r i p s w i t h an o r i g i n and/or
d e s t i n a t i o n E a s t o f t h e A n a c o s t i a R i v e r and N o r t h o f E a s t C a p i t o l S t r e e t . The
o n l y e x c e p t i o n s a r e t h o s e t r i p s w h i c h p r e s e n t l y b e g i n and end i n ANC's 6C, 7B,
7E and 7F l o c a t e d n o r t h o f P e n n s y l v a n i a Avenue and S o u t h o f E a s t C a p i t o l
S t r e e t d e s i g n a t e d by MWCOG a s S e q u e n t i a l zone 3 1 . The a s s e s s m e n t was l i m i t e d
to the Northeast surburbs s i n c e these t r i p s r e p r e s e n t the p o t e n t i a l d i v e r s i o n s
w h i c h would r e s u l t from i m p l e m e n t a t i o n o f t h e p r o j e c t a l t e r n a t i v e s .
Such
emphasis i s i n k e e p i n g w i t h t h e major g o a l o f t h i s S t u d y , t h a t i s t o c o m p l e t e
t h e i n n e r b e l t w a y and p r o v i d e a f r e e w a y c o n n e c t i o n between t h e S o u t h e a s t
F r e e w a y and t h e N o r t h e a s t s u b u r b s . T h u s , t h e t r u e b e n e f i t o f s u c h a c o n n e c t i o n
i n terms o f d i v e r t i n g through t r a f f i c from t h e l o c a l neighborhoods c a n be s e e n
by l i m i t i n g t h i s a s s e s s m e n t t o t h e N o r t h e a s t t r i p s .
I t s h o u l d be n o t e d t h a t
n o t a l l t r i p s t o o r from t h e N o r t h e a s t w i l l be d i v e r t e d by c o n s t r u c t i o n o f a
new f r e e w a y c o n n e c t i o n . The d i v e r s i o n i s l i m i t e d t o t h o s e t r a v e l e r s w i t h one
p o r t i o n o f t h e i r t r i p i n a r e a s o f c e n t r a l Washington w h i c h a r e s e r v e d by t h e
S o u t h e a s t F r e e w a y o r 1-395 and have a c c e s s t o t h e f r e e w a y s y s t e m under t h e
proposed a l t e r n a t i v e s .
•
An i n s p e c t i o n o f t h e inbound AM d i s t r i b u t i o n s
indicates:
The h e a v i e s t c o n c e n t r a t i o n o f t r i p s from t h e N.E. s u b u r b s t o
C e n t r a l Washington i s on t h e B e n n i n g Road and E . C a p i t o l S t r e e t
B r i d g e s . T h e s e t r i p s amount t o a p p r o x i m a t e l y 83 p e r c e n t o f t h e
t o t a l t r a f f i c from t h e N o r t h e a s t u s i n g t h e 5 b r i d g e c r o s s i n g s .
The major p o r t i o n o f t h e s e t r i p s f o l l o w t h e C o n s t i t u t i o n
Avenue, ' C S t r e e t and B e n n i n g Road c o r r i d o r s w e s t w h i l e about
o n e - t h i r d t r a v e r s e the l o c a l North-South S t r e e t s i n the C a p i t o l
H i l l neighborhoods.
A p p r o x i m a t e l y 300 v e h i c l e s from t h e A n a c o s t i a F r e e w a y
southbound e x i t a t P e n n s y l v a n i a Avenue and make U-Turns i n t h e
v i c i n i t y o f M i n n e s o t a Avenue t o a c c e s s C e n t r a l Washington.
O t h e r s from t h e N o r t h e a s t s u b u r b s u s e l o c a l s t r e e t s t o a v o i d
t h e c o n g e s t i o n on t h e E . C a p i t o l S t r e e t B r i d g e and t h e
c i r c u i t o u s t r i p thru l o c a l s t r e e t s west of the R i v e r .
These
1-30
�CIRCLE
FREEWAY
MCCHFTCATION
STUOY
1979 B A S E Y E A R
A M - P E A K HOUR V O L U M E S
BARNEY
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
1979 B A S E Y E A R
P M - P E A K HOUR VOLUMES
�t r a v e l p a t t e r n s add t o the c o n g e s t i o n and d e l a y s e x p e r i e n c e d i n
t h e v i c i n i t y o f t h e e a s t end o f t h e P e n n s y l v a n i a Avenue B r i d g e .
On t h e w e s t s i d e o f the R i v e r , a p p r o x i m a t e l y 50 p e r c e n t o f t h e
P e n n s y l v a n i a Avenue B r i d g e t r a f f i c from the n o r t h e a s t c o n t i n u e s
i t s inbound j o u r n e y v i a the S o u t h e a s t Freeway w h i l e the
remainder f i n d a c c e s s t o t h e i r d e s t i n a t i o n i n c e n t r a l
Washington more d i r e c t and a c c e s s i b l e by u s i n g t h e none x p r e s s w a y roadways t o the w e s t .
The r e m a i n i n g p o r t i o n o f the inbound t r a f f i c from t h e N o r t h e a s t
s u b u r b s , about 9 p e r c e n t , c r o s s e s the R i v e r a t the 1 1 t h S t .
and So. C a p i t o l S t . B r i d g e s . T h i s t r a f f i c u s e s t h e Howard Road
ramp from the A n a c o s t i a Freeway southbound t o a c c e s s t h e s e
c r o s s i n g s . The m a j o r i t y o f t h o s e u s i n g the 1 1 t h S t . B r i d g e
a r e d e s t i n e d f o r t h e Navy Y a r d w h i l e those u s i n g t h e So.
C a p i t o l S t r e e t B r i d g e c o n t i n u e t h e i r inbound t r i p on t h e
Freeway system.
A c c e s s t o t h e So. C a p i t o l S t r e e t B r i d g e from
Howard Road though i s r e s t r i c t e d i n the AM peak hour f o r c i n g
t h e s e m o t o r i s t s t o use t h e A n a c o s t i a Park a c c e s s ramp.
Direct
b r i d g e a c c e s s inbound from Howard Road i s l i m i t e d t o bus and
t a x i s i n t h e AM peak p e r i o d i n an e f f o r t t o d e t e r s u c h commuter
t r a f f i c from t h i s a l r e a d y c o n g e s t e d c r o s s i n g .
•
An
i n s p e c t i o n of t h e outbound PM
Peak Hour d i s t r i b u t i o n s
indicate:
D u r i n g the PM peak, r o u g h l y 75 p e r c e n t of the t r a f f i c headed t o
the Northeast
s u b u r b s i s f o c u s e d on the Benning Road and E .
C a p i t o l S t r e e t B r i d g e c o r r i d o r s . N e a r l y 40 p e r c e n t of t h e
t o t a l c r o s s i n g s t o t h e N o r t h e a s t on the 5 b r i d g e s f l o w s
a l o n g the C o n s t i t u t i o n - I n d e p e n d e n c e Avenue c o r r i d o r .
This
demand f o r a c c e s s t o t h e E . C a p i t o l S t . B r i d g e e a s t b o u n d
i n t u r n l e a d s t o a c a p a c i t y demand a t the e n t r y ramp t o t h e
A n a c o s t i a Freeway northbound. North of C o n s t i t u t i o n Avenue,
a p p r o x i m a t e l y 50 p e r c e n t o f t h e N o r t h e a s t t r i p s u s i n g t h e
B e n n i n g Road B r i d g e t r a v e r s e t h e l o c a l s t r e e t s through S t a n t o n
P a r k and Kingman P a r k .
F o u r t e e n p e r c e n t of the t o t a l t r i p s d e s t i n e d t o t h e N o r t h e a s t
c r o s s t h e P e n n s y l v a n i a Avenue B r i d g e . Due t o a l a c k of a
d i r e c t c o n n e c t i o n t o t h e A n a c o s t i a Northbound, t h e s e v e h i c l e s
add t o the c o n g e s t i o n e n c o u n t e r e d i n t h e v i c i n i t y o f M i n n e s o t a
Avenue. Of t h e s e t r i p s , some 600 c i r c u l a t e t h r u t h e a r e a
t o a c c e s s the Freeway v i a t h e F a i r l a w n Avenue ramp w h i l e t h e
remainder use l o c a l a r t e r i a l s s u c h as Minnesota Avenue t o
the Northeast suburbs.
T h i s l o c a l r o u t i n g r e s u l t s from t h e
l a c k of c o n n e c t i o n s a t E . C a p i t o l S t . from the A n a c o s t i a
F r e e w a y northbound and c o n g e s t i o n both on t h e E . C a p i t o l S t r e e t
B r i d g e and the A n a c o s t i a F r e e w a y t o the n o r t h .
Outbound t r a f f i c headed t o the N o r t h e a s t u s e s t h e r e m a i n i n g
c r o s s i n g s p r e d o m i n a n t l y a s a c o n n e c t o r between t h e S o u t h e a s t
and A n a c o s t i a F r e e w a y s .
A l t h o u g h a major p o r t i o n of t h i s
t r a f f i c remains on the f r e e w a y system, a s m a l l number e l e c t
t o t r a v e l l o c a l s t r e e t s West of the R i v e r t o the N o r t h e a s t
1-33
�s u b u r b s . T h i s l o c a l r o u t i n g i s a g a i n l a r g e l y due t o t h e l i m i t e d
c o n n e c t i o n s a t E . C a p i t o l S t r e e t eastbound and c o n g e s t e d c o n d i t i o n s
n o r t h a l o n g the A n a c o s t i a F r e e w a y .
1.3.3
T r a f f i c Operation
An a s s e s s m e n t o f e x i s t i n g (1979) t r a f f i c c o n d i t i o n s was c o m p l e t e d , u s i n g
the t r a f f i c s t a t i s t i c s compiled by t h e M i c r o Assignment model. F o r t h e p u r p o s e
o f t h i s a s s e s s m e n t , roadways i n the S t u d y A r e a were c l a s s i f i e d a s e i t h e r
E x p r e s s w a y o r Non-Expressway. E x p r e s s w a y s i n c l u d e K e n n i l w o r t h Avenue, A n a c o s t i a
F r e e w a y / I - 2 9 5 , South C a p i t o l S t r e e t B r i d g e and a p p r o a c h e s , 1 1 t h S t r e e t B r i d g e s ,
E a s t C a p i t o l S t r e e t B r i d g e , p o r t i o n s o f t h e RFK Stadium Road n o r t h and s o u t h
of t h e S t a d i u m , and the S o u t h e a s t Freeway between 1-395 and P e n n s y l v a n i a
Avenue. Non-expressways i n c l u d e the major and minor a r t e r i a l s , c o l l e c t o r s ,
and l o c a l s t r e e t s shown on F i g u r e 1-4.
T h i s a s s e s s m e n t i s aimed a t i d e n t i f y i n g p r e s e n t t r a f f i c o p e r a t i o n s w i t h i n
the S t u d y A r e a and on major roadway segments i n the network.
I n addition,
the f o u r problem l o c a t i o n s i d e n t i f i e d by D.C. DOT and the community were
e v a l u a t e d . Two b a s e s f o r comparisons were u s e d i n t h i s a s s e s s m e n t .
The f i r s t b a s i s o f comparison i n v o l v e s a g e n e r a l a s s e s s m e n t o f t r a f f i c o p e r a t i n g
c o n d i t i o n s d u r i n g the t y p i c a l peak commuting h o u r s . The c r i t e r i a used i n
t h i s c o m p a r i s o n i n c l u d e s the v e h i c l e - m i l e s o f t r a v e l (VMT), v e h i c l e - h o u r s
o f t r a v e l (VHT) and a v e r a g e t r a v e l speed on t h e roadway network produced
by t h e M i c r o A s s i g n m e n t .
The s e c o n d b a s i s f o r comparison i n v o l v e s i d e n t i f i c a t i o n o f e x i s t i n g t r a f f i c
o p e r a t i o n s on the roadway network d u r i n g t y p i c a l peak commuting h o u r s i n
terms of l e v e l of s e r v i c e .
T h i s a s s e s s m e n t i s aimed a t i d e n t i f y i n g c a p a c i t y
c o n s t r a i n t s where t r a f f i c o p e r a t e s a t L e v e l o f S e r v i c e 'E' or L e v e l o f S e r v i c e
(LOS) ' F ' . T h e s e t r a f f i c o p e r a t i n g c o n d i t i o n s a r e c o n s i d e r e d u n a c c e p t a b l e
and a r e g e n e r a l l y c h a r a c t e r i z e d by u n s t a b l e v e h i c l e f l o w marked by sudden
s t o p s and s t a r t s , t r a f f i c back-ups and low v e h i c l e s p e e d s w i t h o p e r a t i o n s
v e r g i n g on complete breakdown.
•
Definitions
L e v e l o f S e r v i c e (LOS) i s d e f i n e d i n terms o f d e g r e s s o f c o n g e s t i o n w h i c h
d e p i c t p r e v a i l i n g o p e r a t i n g c o n d i t i o n s f o r t h e v a r i o u s roadway
classifications.
F o r urban a r t e r i a l s t r e e t s , where t r a f f i c f l o w i s g e n e r a l l y
c o n t r o l l e d by s i g n a l i z e d i n t e r s e c t i o n o p e r a t i o n s , LOS i s d e f i n e d by t h e
a v e r a g e t r a v e l s p e e d , demand t r a f f i c volume t o c a p a c i t y (V/C) r a t i o and l o a d
factor.
F o r t h i s a s s e s s m e n t , the a n a l y s i s h a s been l i m i t e d t o t h e v / c r a t i o
and a v e r a g e t r a v e l speed p a r a m e t e r s w h i c h a r e o u t p u t s from t h e M i c r o A l i g n m e n t
model.
L e v e l s o f s e r v i c e f o r f r e e w a y s and e x p r e s s w a y s , on the o t h e r hand, a r e
t y p i c a l l y a f u n c t i o n o f roadway d e s i g n , e.g. g e o m e t r i e s , c o n f i g u r a t i o n o f
a c c e s s / e g r e s s , number o f l a n e s , and demand volume. T r a f f i c o p e r a t i o n on s u c h
f a c i l i t i e s a r e b a s i c a l l y d e f i n e d by o v e r a l l o p e r a t i n g speed and demand volume
to c a p a c i t y r a t i o .
They a r e e v a l u a t e d i n terms o f l i m i t i n g d e s i g n f e a t u r e s
s u c h a s a ramp merge or d i v e r g e c o n d i t i o n , t h e number o f t r a v e l l a n e s and
highway c r o s s s e c t i o n or weaving c o n d i t i o n s between e n t r y and e x i t ramps.
1-34
�I n g e n e r a l , t h e r e l a t i v e d i f f e r e n c e i n t r a f f i c f l o w and d r i v i n g freedom
e x p e r i e n c e d by a m o t o r i s t can b e s t d e s c r i b e o p e r a t i n g c o n d i t i o n s a t t h e
v a r i o u s l e v e l s o f s e r v i c e s . T h e s e c o n d i t i o n s a r e d e s c r i b e d as f o l l o w s f o r
each l e v e l of s e r v i c e .
-
L e v e l of S e r v i c e A d e s c r i b e s a f r e e f l o w c o n d i t i o n w i t h low t r a f f i c
volumes and d e n s i t y , and h i g h s p e e d s c o n t r o l l e d by d r i v e r d e s i r e s ,
speed l i m i t s and p h y s i c a l roadway c o n d i t i o n s . M a n e u v e r a b i l i t y i s
not r e s t r i c t e d and d r i v e r s c a n m a i n t a i n t h e i r d e s i r e d s p e e d s .
-
L e v e l o f S e r v i c e B i s i n the zone o f s t a b l e f l o w , w i t h o p e r a t i n g
s p e e d s b e g i n n i n g t o be r e s t r i c t e d somewhat by t r a f f i c c o n d i t i o n s .
D r i v e r s s t i l l have r e a s o n a b l e freedom t o s e l e c t t h e i r speed and l a n e
of operation.
-
L e v e l of S e r v i c e C i s s t i l l i n the zone of s t a b l e f l o w , but s p e e d s
and m a n u e v e r a b i l i t y a r e more c l o s e l y c o n t r o l l e d by the h i g h e r
t r a f f i c volumes. A r e l a t i v e l y s a t i s f a c t o r y o p e r a t i n g speed i s s t i l l
o b t a i n e d , however, most d r i v e r s a r e r e s t r i c t e d i n t h e i r s e l e c t i o n o f
t r a v e l speed.
L e v e l of S e r v i c e D approaches unstable flow, w i t h t o l e r a b l e
o p e r a t i n g speeds being m a i n t a i n e d though c o n s i d e r a b l y a f f e c t e d by
c h a n g e s i n o p e r a t i n g c o n d i t i o n s . D r i v e r s have l i t t l e freedom t o
maneuver, and comfort and c o n v e n i e n c e a r e poor, but c o n d i t i o n s c a n
be t o l e r a t e d f o r s h o r t p e r i o d s o f t i m e .
L e v e l of S e r v i c e E cannot be d e s c r i b e d by speed a l o n e , but
r e p r e s e n t s o p e r a t i o n s a t even lower o p e r a t i n g s p e e d s t h a n i n l e v e l
w i t h volumes a t or near the c a p a c i t y of the roadway. F l o w i s
u n s t a b l e , and t h e r e may be stoppages of momentary d u r a t i o n .
D
L e v e l o f S e r v i c e F d e s c r i b e s f o r c e d f l o w o p e r a t i o n a t low s p e e d s
r e s u l t i n g from queues o f v e h i c l e s b a c k i n g up from a r e s t r i c t i o n
downstream. Speeds a r e reduced s u b s t a n t i a l l y and s t o p p a g e s may
o c c u r f o r s h o r t or l o n g p e r i o d s of t i m e .
I n the e x t r e m e , both
s p e e d s and volume can drop t o z e r o .
The c a p a c i t y o f non-expressway roadways i n g e n e r a l i s d e f i n e d by t h e number o f
moving t r a f f i c l a n e s , t h e p e r c e n t a g e of commercial t r a f f i c , p a r k i n g
c o n d i t i o n s , a b u t t i n g l a n d - u s e and/or t h e p h y s i c a l c r o s s - s e c t i o n o f t h e
roadway. More s p e c i f i c a l l y on urban s t r e e t s , the t r a f f i c c a p a c i t y i s f u r t h e r
i n f l u e n c e d by t r a n s i t v e h i c l e o p e r a t i o n s and t r a f f i c o p e r a t i o n s a t s i g n a l i z e d
i n t e r s e c t i o n s , e.g.
t r a f f i c t u r n i n g movements; the number, w i d t h and
d e s i g n a t e d usage o f approach l a n e s ; and the p h a s i n g and t i m i n g o f t h e t r a f f i c
signal.
F o r e x p r e s s w a y type roadways, the t r a f f i c c a r r y i n g c a p a c i t y i s t h e
f u n c t i o n o f t h e number of t r a v e l l a n e s , the pavement c r o s s - s e c t i o n , l a t e r a l
c l e a r a n c e s , t h e t r a f f i c demand, t h e p e r c e n t commercial v e h i c l e s , roadway
d e s i g n speed and g r a d e s .
F o r t h i s a s s e s s m e n t , a non-expressway roadway segment i s c o n s i d e r e d t o be
o p e r a t i n g a t an u n a c c e p t a b l e LOS when i t s v / c r a t i o e x c e e d s 0.90.
An
e x p r e s s w a y segment though i s assumed t o be o p e r a t i n g a t or n e a r c a p a c i t y when
i t s v / c r a t i o e x c e e d s 0.73.
T h i s l a t t e r r e d u c t i o n i n t h e v / c i s b a s e d on t h e
1-35
�a s s u m p t i o n t h a t t h e e x i s t i n g urban f r e e w a y s y s t e m w i t h i t s tio;ht g e o m e t r i c
c o n s t r a i n t s h a s an a v e r a g e d e s i g n speed o f 60 m i l e s p e r h o u r .
•
General Travel Conditions
To p r o v i d e an u n d e r s t a n d i n g o f t h e i m p a c t o f t h e p r e s e n t and f o r e c a s t t r a f f i c
c o n d i t i o n s i n t h e l o c a l communities i n t h e s t u d y a r e a , t h e roadway network was
a g g r e g a t e d b y A d v i s o r y Neighborhood Commissions (ANC) ( F i g u r e 1 - 2 ) . T a b l e 1-4
p r e s e n t s t h e 1979 B a s e Y e a r summaries o f VMT, VHT and t r a v e l speed f o r t h e
study area.
C u r r e n t l y , l e s s t h a n 45 p e r c e n t o f a l l peak hour t r a v e l o c c u r s on e x p r e s s w a y s .
T h i s a c c o u n t s f o r n e a r l y 30 p e r c e n t o f t h e peak hour t r a v e l t i m e . R o u g h l y 90
p e r c e n t o f non-expressway t r a v e l i s a t speeds l e s s than 15 m i l e s p e r h o u r .
O v e r a l l a v e r a g e t r a v e l speed d u r i n g AM- and PM-peak h o u r s f o r e x p r e s s w a y s i s
l e s s t h a n 30 mph. T h e s e s p e e d s i n d i c a t e t h a t t r a f f i c o p e r a t i n g c o n d i t i o n s on
many roadways i n t h e S t u d y A r e a a r e a t o r n e a r c a p a c i t y .
T A B L E 1-4
AVERAGE
V E H I C L E MILES O F T R A V E L (VMT) . V E H I C L E H O U R S O F T R A V E L (VHT) AND
S P E E D F O R E X P R E S S W A Y S AND N O N - E X P R E S S W A Y S
IN T H E S T U D Y A R E A
DURING 1 9 7 9 A M - AND P M - P E A K H O U R S
Period
Expwy.
Non-Expwy.
Averaqe Speed (mph)
Vehicle Hours of Travel
Vehicle Miles of Travel
• Total
Expwy.
Non-Expwy.
Total
Expwy.
Non-Expwy.
Total
AM
39,290
19,216
88,506
1,510
3.665
5,175
26.0
13.1
17.1
PM
38,589
13,600
82,189
1,352
2,951
1,303
28.5
11.7
19.1
•
Areawide-Level of S e r v i c e
AM- and PM-peak hour t r a f f i c volume t o roadway c a p a c i t y r a t i o s developed a s
p a r t o f t h e M i c r o Assignment o u t p u t were examined t o p r o v i d e a n i n d i c a t i o n o f
t h e l e v e l o f s e r v i c e i n t h e a r e a . The r e s u l t s o f t h i s e x a m i n a t i o n a r e
p r e s e n t e d i n Appendix G f o r t h e Study A r e a and f o r e a c h ANC, b y t h e m a j o r
directions of travel.
An a s s e s s m e n t o f t h e s e r e s u l t s i n d i c a t e s t h a t t h e r e i s s u f f i c i e n t c o r r i d o r
c a p a c i t y t o accommodate peak hour t r a f f i c on t h e o v e r a l l n o n - e x p r e s s w a y .
However, t h e v e h i c l e m i l e s o f c a p a c i t y i n c l u d e s many l o c a l s t r e e t s w h i c h a r e
not h e a v i l y t r a v e l e d commuter r o u t e s . Many o f t h e s e major commuter roadway
segments, w i t h i n t h e non-expressway s t r e e t network, a r e c u r r e n t l y o p e r a t i n g
n e a r o r a t c a p a c i t y . T r a f f i c c o n d i t i o n s on t h e s e r o u t e s a r e d e s c r i b e d i n t h e
f o l l o w i n g a n a l y s i s on S e l e c t e d Major Roadway segments.
The e x p r e s s w a y segment o f t h i s a s s e s s m e n t though does p r o v i d e a r e p r e s e n t a t i o n
of a c t u a l t r a f f i c o p e r a t i n g c o n d i t i o n s .
I t i s e v i d e n t t h a t many e x p r e s s w a y s
t h r o u g h o u t t h e Study A r e a a r e o p e r a t i n g near c a p a c i t y d u r i n g t h e AM- and PM-
1-36
�peak t r a f f i c h o u r s . D u r i n g t h e AM-peak t r a f f i c hour, t h e S o u t h e a s t F r e e w a y ,
the S o u t h C a p i t o l S t r e e t B r i d g e s , t h e 1 1 t h S t r e e t B r i d g e s , and t h e E a s t
C a p i t o l S t r e e t B r i d g e a r e o p e r a t i n g under c o n g e s t e d c o n d i t i o n s . The S o u t h
C a p i t o l S t r e e t B r i d g e , S o u t h e a s t F r e e w a y , and A n a c o s t i a F r e e w a y a r e o p e r a t i n g
n e a r c a p a c i t y d u r i n g the e v e n i n g peak t r a f f i c p e r i o d .
•
S e l e c t e d Major Roadways L e v e l o f S e r v i c e
Peak hour t r a f f i c c o n d i t i o n s were a s s e s s e d a t a number o f s e l e c t e d l o c a t i o n s
on major commuter roadways i n t h e S t u d y A r e a . T h e s e l o c a t i o n s were c h o s e n
u s i n g s e v e n " c u t - l i n e s " a s shown i n F i g u r e 1-15 t o d i s s e c t t h e roadway
network. T h e s e l i n e s were drawn t o i n c l u d e t h e most h e a v i l y t r a v e l l e d
roadways i n t h e S t u d y A r e a a s i n d i c a t e d by t h e M i c r o T r a f f i c A s s i g n m e n t s and
t o p r o v i d e a r e p r e s e n t a t i v e sample o f t r a f f i c f l o w through t h e S t u d y A r e a i n
a l l d i r e c t i o n s of t r a v e l .
The a s s i g n e d volume t o c a p a c i t y r a t i o s and
a s s o c i a t e d l e v e l s o f s e r v i c e , were d e t e r m i n e d f o r the major roadway segments
"cut" by t h e s e l i n e s .
T h e s e c c m p a t a t i o n s a r e p r e s e n t e d i n Appendix H.
T a b l e 1-5 and F i g u r e 1-16 p r e s e n t t h e segments o f m a j o r roadways i n t h e S t u d y
Area that a r e c u r r e n t l y operating a t a l e v e l of s e r v i c e i n d i c a t i v e o f
congested t r a f f i c operating conditions (Levels o f S e r v i c e E, " a t c a p a c i t y " ,
or F , "forced f l o w " ) .
TABLE
1-5
C O N G E S T E D R O A D W A Y S E G M E N T S IN T H E B A R N E Y C I R C L E S T U D Y
DURING P E A K T R A V E L H O U R S
Roadway Segment
or Intersection
1
Location' '
Direction
of Travel
AREA
Peak Travel Period
During Which Roadway
Segment is Congested (2)
AM
East Capitol Street Dridge
Pennsylvania Avenue Bridge
11th Street Bridges
South Capitol Street Bridge
Kenilworth Avenue
-
PM
East
X
East
West
West
Benning Road to East Capitol Street
X
East
West
-
X
X
X
X
South
North
X
X
X
15th Street, NE
C Street, NE to Benning Road
North
Maryland Avenue, NE
C Street, HE to Benning Road
NE
RFK
East Capitol Street Bridge to C
Street, NE
West
6th Street, NE
A Street, NE to Constitution Avenue
North
X
Minnesota Avenue
B Street, S E to Ely Place
North .
X
South Carolina Avenue
7th Street, S E to 6th Street, S E
SW
Pennsylvania Avenue
Independence Avenue to 3rd Street,
SE
SE
Independence Avenue
18th Street to 19th Street, S E
East
X
I-295
South Capitol Street Bridge to I H h
Street Bridge
North
South
X
X
Stadium Road, North
1-37
X
X
X
'
X
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
CUT-LINES
STUOY
�CIRCLE
FREEWAY
MODIFICATION
STUOY
1979 B A S E Y E A R
REPRESENTATIVE SEGMENTS
CONGESTED MAJOR ROADWAYS
BARNEY
�Roadway Segment
or Intersection
Location
Direction
of Travel
Peak Travel Period
During Which Roadway
Segment is Congested (2)
AM
PM
X
1-395 to 6th Street Ramp
East
3rd Street Ramp to 1-395
West
X
Constitution Avenue
2nd Street, NF. to 1st Street, NE
West
X
Pennsylvania Avenue
At Minnesota Avenue - Left T u r n
East
West
X
X
X
Southeast Freeway
Minnesota Avenue
At Pennsylvania Avenue - Left T u r n
North
X
X
Denning Road
At Bladensburg Road
West
X
X
Maryland Avenue
At Benning Road
NE
X
H Street
At Maryland Avenue - Left T u r n
East
X
15th Street
At Benning Road
North
X
3rd Street Ramp
At Southeast Freeway
West
Southeast Freeway Ramp
At Pennsylvania Avenue
East
(1)
(2)
•
X
X
Segments arc representative portions of major through traffic routes with levels of service E
("at capacity") or F ("forced flow").
"X" indicates segment is operating at level of service E or F for period indicated.
I d e n t i f i e d Problem L o c a t i o n s L e v e l o f S e r v i c e
D e t a i l e d c a p a c i t y a n a l y s e s were a l s o completed f o r s e v e r a l a d d i t i o n a l
l o c a t i o n s i n t h e S t u d y A r e a p r e v i o u s l y i d e n t i f i e d by D.C. DOT and t h e
community a s l o c a t i o n s w i t h s i g n i f i c a n t t r a f f i c p r o b l e m s . T h e s e l o c a t i o n s
include:
The i n t e r s e c t i o n o f P e n n s y l v a n i a Avenue w i t h M i n n e s o t a Avenue, 25th
S t r e e t , and L ' E n f a n t S q u a r e .
The i n t e r s e c t i o n o f B l a d e n s b u r g Road, F l o r i d a Avenue, w i t h H S t r e e t ,
15th S t r e e t N.E., B e n n i n g Road and M a r y l a n d Avenue.
The S o u t h e a s t F r e e w a y i n t h e v i c i n i t y o f t h e V i r g i n i a Avenue ( 3 r d
S t r e e t ) ramp.
The northbound e x i t ramp from t h e S o u t h e a s t F r e e w a y t o westbound
P e n n s y l v a n i a Avenue.
F o r t h e s e l o c a t i o n s , d e t a i l e d c a p a c i t y a n a l y s i s p r o c e d u r e s d e f i n e d i n t h e 1965
Highway C a p a c i t y Manual (HCM), S p e c i a l R e p o r t No. 87 p u b l i s h e d b y t h e Highway
R e s e a r c h B o a r d were f o l l o w e d . T h e s e a n a l y s e s a r e i n c l u d e d i n Appendix I .
Where u n a c c e p t a b l e t r a f f i c o p e r a t i n g c o n d i t i o n s w e r e f o u n d , t h e v a r i o u s r o a d way segments have been i n c l u d e d on F i g u r e 1-16 and a r e a l s o l i s t e d i n T a b l e 1-5.
1-40
�1.3.4
Accident S t a t i s t i c s
A c c i d e n t s t a t i s t i c s c o m p i l e d by D.C. DOT f o r t h e y e a r 1979 show t h a t f i v e o f
t h e h i g h e s t t e n , and 38 o u t o f t h e h i g h e s t 259 a c c i d e n t l o c a t i o n s i n t h e
D i s t r i c t a s shown i n F i g u r e 1-7 were l o c a t e d i n t h e Study A r e a .
These
l o c a t i o n s a c c o u n t e d f o r more t h a n 700 a c c i d e n t s i n 1979.
Typical accident
r a t e s f o r t h e two b a s i c roadway t y p e s i n t h e network were c a l c u l a t e d b a s e d on
t h e s e a c c i d e n t s and t h e e s t i m a t e s o f t h e v e h i c l e - m i l e s of t r a v e l by major
roadway t y p e .
E x p r e s s w a y - 1 . 4 5 a c c i d e n t s / m i l l i o n - v e h i c l e m i l e s (MVM) t r a v e l e d
Non-Expressway-1.69 a c c i d e n t s / m i l l i o n v e h i c l e m i l e s (MVM) t r a v e l e d
Assuming t h a t t h e s e a c c i d e n t r a t e s remain c o n s t a n t and t h e number o f a c c i d e n t s
i s d i r e c t l y r e l a t e d t o t h e volume o f t r a f f i c , t h i s d a t a p r o v i d e s a b a s i s t o
a s s e s s t h e p o t e n t i a l f o r a r e d u c t i o n i n t h e number of a c c i d e n t s a t t h e h i g h
a c c i d e n t l o c a t i o n s a s a r e s u l t o f t r a f f i c d i v e r s i o n s which may stem from t h e
proposed a l t e r n a t i v e .
1.3.5
Transit Service
The W a s h i n g t o n M e t r o p o l i t a n A r e a T r a n s i t A u t h o r i t y (WMATA) i s a p u b l i c agency
e s t a b l i s h e d t h r o u g h a C o n g r e s s i o n a l l y approved i n t e r s t a t e compact. From
WMATA's i n c e p t i o n , a r e a l e a d e r s d e t e r m i n e d t h a t t h e bus (Metrobus) and r a i l
s y s t e m s (METRO) s h o u l d complement, r a t h e r t h a n compete, w i t h each o t h e r . B u s
l i n e s a r e s t r u c t u r e d t o f u n n e l r i d e r s t o o u t l y i n g METRO s t a t i o n s .
These
s t a t i o n s become t r a n s f e r o r t u r n b a c k p o i n t s f o r t h e bus commuter.
As o f November 1980, t h e MET^O s y s t e m had a t o t a l o f 4 1 s t a t i o n s and
a p p r o x i m a t e l y 37 l i n e m i l e s .
C u r r e n t l y , o n l y t h e B l u e and Orange L i n e s
p r o v i d e d i r e c t a c c e s s t h r o u g h t h e S t u d y A r e a a s shown i n F i g u r e 1-11.
West o f
t h e A n a c o s t i a R i v e r , t h e B l u e and Orange l i n e s r u n c o i n c i d e n t w i t h s t a t i o n s
l o c a t e d a t Stadium-Armory, Potomac Avenue, E a s t e r n Market, and C a p i t o l S o u t h .
The l i n e s d i v e r g e d i r e c t l y e a s t o f t h e r i v e r , w i t h t h e Orange and B l u e L i n e s
h a v i n g s t a t i o n s a t M i n n e s o t a Avenue and B e n n i n g Road, r e s p e c t i v e l y .
A p p r o x i m a t e l y 70 bus l i n e s a l s o c u r r e n t l y t r a v e l through o r w i t h i n t h e S t u d y
Area.
F i g u r e 1 - 1 1 a l s o i n d i c a t e s t h e number o f p r i n c i p a l Metrobus l i n e s and
routes i n the Study Area.
The bus r o u t e s w h i c h c r o s s the A n a c o s t i a R i v e r a r e
t a b u l a t e d by r o u t e , peak p e r i o d volumes, t y p e o f s e r v i c e , and o t h e r d a t a i n
A p p e n d i x E . E x p r e s s commuter bus l i n e s from t h e S t a t e o f Maryland supplement
t h e Metrobus s y s t e m . T h e s e b u s e s p r i m a r i l y u s e t h e P e n n s y l v a n i a Avenue and
11th S t r e e t B r i d g e s .
Over 150 inbound b u s e s a r e s c h e d u l e d t o c r o s s t h e P e n n s y l v a n i a Avenue and 1 1 t h
S t r e e t b r i d g e s d u r i n g t h e peak AM p e r i o d (6:00 AM t o 9:30 AM). F i g u r e
1-17 i l l u s t r a t e s t h e magnitude o f bus s e r v i c e d u r i n g t h e peak inbound p e r i o d
a l o n g t h e most h e a v i l y used l i n e s i n t h e s t u d y a r e a . Peak hour bus t r a f f i c
though r e p r e s e n t s a s m a l l p o r t i o n o f t h e t y p i c a l peak hour t r a f f i c f l o w s .
I n t h e f i v e y e a r s a f t e r METRO'S i n a u g u r a t i o n , t h e number o f commuters e n t e r i n g
Washington's
c e n t r a l employment a r e a v i a p u b l i c t r a n s i t jumped 34.5 p e r c e n t .
T o t a l t r a n s i t r i d e r s h i p (bus and r a i l combined) i n f i s c a l y e a r 1980, i n c r e a s e d
1-41
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
INBOUND B U S VOLUMES
DURING A M - P E A K PERIOD
�t o 154.3 m i l l i o n t r i p s , a 21.5 p e r c e n t i n c r e a s e . R i d e r s h i p , t h r o u g h March
1 9 8 1 , showed a s l i g h t d e c r e a s e when compared t o t h e p r e v i o u s f i s c a l y e a r .
T h i s d e c r e a s e can be p a r t i a l l y a t t r i b u t e d t o t h e impact of t h e s u b s t a n t i a l
peak p e r i o d f a r e i n c r e a s e s i n J u l y and i n J a n u a r y .
Metrobus r i d e r s h i p i n
t h i s same p e r i o d i n c r e a s e d , due i n p a r t t o changes i n s e r v i c e t o W a s h i n g t o n ' s
o u t l y i n g suburbs.
Such Metrobus s e r v i c e c h a n g e s and the f u r t h e r e x t e n s i o n
o f t h e METRO i n t o the suburbs a r e a n t i c i p a t e d t o reduce t h e growth of i n t e r n a l
and commuter t r i p s . T h e s e f a c t o r s a r e i n c l u d e d i n the r e g i o n a l t r i p f o r e c a s t s
prcduced by MWCOG f o r t h e M i c r o Assignment modeling p r o c e s s d i s c u s s e d i n
S e c t i o n 1.2.5-1.2.11.
1.3.6
7
Stadium A c c e s s
A p p r o x i m a t e l y 40,000 p a t r o n s a r r i v e by p r i v a t e v e h i c l e . Assuming an a v e r a g e
a u t o occupancy o f 2.6 p e r s o n s per v e h i c l e , t h i s would amount t o a b o u t 15,000
a u t o m o b i l e s f o r major e v e n t s h e l d a t R o b e r t F .
Kennedy S t a d i u m .
With such
a c o n c e n t r a t i o n of auto t r a f f i c , t h e l i m i t e d highways and major a r t e r i a l
s t r e e t s which a c c e s s the s t a d i u m a r e s u b j e c t t o c o n g e s t i o n . T h i s r e s t r i c t e d
a c c e s s c a u s e s s i g n i f i c a n t amounts o f t r a f f i c t o use l o c a l r e s i d e n t i a l s t r e e t s .
T h u s , a l a r g e p e r c e n t a g e of p a t r o n s p a r k f r e e , o f f - s i t e i n t h e s e r e s i d e n t i a l
n e i g h b o r h o o d s . The o n - s i t e s t a d i u m p a r k i n g f a c i l i t i e s a r e t h e n u n d e r u t i l i z e d .
A c c o r d i n g t o the p a r k i n g count t a l l i e d d u r i n g t h e Washington R e d s k i n s game on
O c t o b e r 4, 1981, of the 10,000 a v a i l a b l e s t a d i u m p a r k i n g s p a c e s , a p p r o x i m a t e l y
7,000 s p a c e s were used.
T h i s can be a t t r i b u t e d t o a number of f a c t o r s :
o n - s i t e p a r k i n g c o s t compared w i t h l e s s e x p e n s i v e o f f - s i t e l o t s and
o n - s t r e e t " f r e e parking" w i t h i n walking d i s t a n c e of the stadium,
d i f f i c u l t a c c e s s to o n - s i t e l o t s ,
and
e a s i e r e g r e s s a f t e r an e v e n t due to c o n g e s t i o n on t h e l i m i t e d number
of a r t e r i a l roadways l e a d i n g from t h e s t a d i u m p a r k i n g f a c i l i t i e s .
T h i s c o n d i t i o n i s a s o u r c e of i r r i t a t i o n t o r e s i d e n t s of t h e C a p i t o l H i l l
n e i g h b o r h o o d s because v e h i c l e s t r a v e l l i n g t o and from the s t a d i u m c a u s e
c o n g e s t i o n on l o c a l s t r e e t s and t a k e many of t h e o n - s t r e e t p a r k i n g s p a c e s i n
t h e l o c a l neighborhoods. T r a n s p o r t a t i o n S y s t e m s Management (TSM) m e a s u r e s
were u n d e r t a k e n by D.C.
DOT i n an attempt t o a m e l i o r a t e t h i s s i t u a t i o n , t o
e n c o u r a g e u t i l i z a t i o n of o n - s i t e p a r k i n g f a c i l i t i e s , and t o f a c i l i t a t e t r a f f i c
f l o w on t h e roadways a d j a c e n t t o t h e s t a d i u m .
These o p e r a t i o n a l measures
w h i c h a r e shown i n F i g u r e 1-18 i n c l u d e :
The p l a c i n g of t r a f f i c c o n i n g on Independence Avenue and
S t r e e t , S.E. t o s e p a r a t e l a n e movements;
19th
The c o n i n g of t h e t r a f f i c merge from p a r k i n g l o t #5 t o I n d e p e n d e n c e
Avenue t o a i d merging v e h i c l e s and r e s t r i c t the e x i t movement t o t h e
E a s t C a p i t o l s t r e e t B r i d g e from s t a d i u m p a r k i n g f a c i l i t i e s ;
The
c o n i n g of C S t r e e t
t o 2 1 s t S t r e e t N.E.
to p r o h i b i t r i g h t t u r n s ;
C o n i n g of B e n n i n g Road t o a i d t h e merging o f t h e t r a f f i c
from p a r k i n g l o t #6;
1-43
discharge
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
RFK STADIUM
TSM MEASURES
�C l o s u r e of the ramp from K e n i l w o r t h Avenue to Benning
Road.
W h i l e a l l of t h e s e o p e r a t i o n a l m e a s u r e s a r e aimed a t a m e l i o r a t i n g t r a f f i c
c o n d i t i o n s i n the l o c a l neighborhoods and c h a n n e l i z e t r a f f i c f l o w i n t h e
v i c i n i t y o f t h e s t a d i u m , the one p e r t i n e n t t o t h i s Study i s the p o s s i b l e
u p g r a d i n g and enhancement of the p r e s e n t temporary a c c e s s road from B a r n e y
C i r c l e a l o n g the w e s t bank of t h e A n a c o s t i a R i v e r . T h i s r o a d , o p e r a t e d under
p e r m i t from t h e N a t i o n a l P a r k S e r v i c e , a l l o w s d i r e c t a c c e s s and e g r e s s t o t h e
s o u t h e r n s t a d i u m p a r k i n g l o t #8 from t h e 1-295 and t h e S o u t h e a s t F r e e w a y .
T h i s a c c e s s r o a d accommodates t r a f f i c from V i r g i n i a and the s o u t h e a s t s u b u r b s
of W a s h i n g t o n . B a s e d on the c o u n t s t a k e n on October 4, 1 9 8 1 , summarized i n
T a b l e 1-6, a p p r o x i m a t e l y 2400 v e h i c l e s use t h i s road d u r i n g a peak e v e n t .
Use
of t h i s f a c i l i t y improves a c c e s s and e g r e s s , i n c r e a s e s the use o f o n - s i t e
p a r k i n g , and r e d u c e s o n - s t r e e t p a r k i n g and t r a f f i c c i r c u l a t i o n through l o c a l
s t r e e t s i n t h e C a p i t o l H i l l a r e a . Usage would be f u r t h e r enhanced by
p r o v i d i n g d i r e c t c o n n e c t i o n s from the v i c i n i t y of P e n n s y l v a n i a Avenue.
As
p a r t o f t h e t r a f f i c c o n s i d e r a t i o n s under t h i s S t u d y , p r o v i s i o n s f o r s u c h
d i r e c t c o n n e c t i o n s t o the stadium p a r k i n g a r e a s a r e p r o v i d e d i n the B u i l d
Alternatives.
TABLE
1-6
Tine
RFK
STADIUM A C C E S S
Access Road Traffic - Autos
ROAD
TRAFFIC
11th Street/12th Street Ramps'
Inbound
10:30
- 11:00 AH
11:00
- 12:00
12:00
-
1:00 PH
1:00
-
1:30
147
168
089
62
56
1
2,333
.
29
1.241
260
Outbound
3:30
-
4:00 PH
4:00
-
5:00
5:00
-
5:30
528
113
1.655
300
64
22
2,247
435
Source:
October 4, 1901 counts nade by DjAc during a Washington Redskins scheduled football game.
* Portion of 1-295
1.3.7
traffic to/from access road
Bikeways
The r o l e of b i c y c l e s i n r e d u c i n g c o n g e s t i o n and improving a c c e s s throughout
W a s h i n g t o n , D. C. i s r e c o g n i z e d by t h e Government of t h e D i s t r i c t of C o l u m b i a
and i s d e m o n s t r a t e d by the network of b i c y c l e r o u t e s and f a c i l i t i e s
e s t a b l i s h e d o r p l a n n e d i n the Washington M e t r o p o l i t a n a r e a a s shown on
F i g u r e 1-12.
1-45
�The u s e o f b i c y c l e s i s e n c o u r a g e d t h r o u g h t h e d e s i g n a t i o n o f b i k e w a y s , t h e
d i s t r i b u t i o n o f bikeway maps by t h e M e t r o p o l i t a n Washington C o u n c i l o f G o v e r n ments and D.C. DOT, t h e p r o v i s i o n o f r a c k s and l o c k e r s a t s e v e r a l METRO
S t a t i o n s and a l l o w i n g b i c y c l e s on some METRO t r a i n s .
However, d i r e c t b i c y c l e a c c e s s t o t h e c a p i t o l d i s t r i c t and i t s r e c r e a t i o n a l
a r e a s from t h e e a s t s i d e o f t h e A n a c o s t i a R i v e r i s r e s t r i c t e d .
The most
d i r e c t r o u t e o v e r t h e P e n n s y l v a n i a Avenue B r i d g e d i s c o u r a g e s many b i c y c l i s t s
b e c a u s e o f d i f f i c u l t t r a v e l c o n d i t i o n s . The narrow t r a f f i c l a n e s t h a t c a r r y
h e a v y v e h i c l e t r a f f i c on P e n n s y l v a n i a Avenue between 3 r d S t r e e t S.W. and t h e
b r i d g e a r e u n s u i t a b l e f o r most b i c y c l i s t s , and on t h e b r i d g e i t s e l f , t h e
n a r r o w s i d e w a l k and s e v e r a l merging f r e e w a y ramps make c r o s s i n g t h e b r i d g e
difficult.
As a r e s u l t , b i c y c l e t r a v e l e r s must f o l l o w a c i r c u i t o u s r o u t e t o
t h e B e n n i n g Road B r i d g e o r t h e S o u t h C a p i t o l B r i d g e t o c r o s s t h e A n a c o s t i a
River.
1.3.8
Surrrnary
I n d e t e r m i n i n g t h e t r a f f i c t r a n s p o r t a t i o n needs f o r t h e B a r n e y C i r c l e S t u d y
C o r r i d o r , e x i s t i n g t r a f f i c c h a r a c t e r i s t i c s were c o l l e c t e d and a n a l y z e d . I n
a d d i t i o n , e x i s t i n g and f u t u r e t r a v e l p a t t e r n s were s i m u l a t e d , u s i n g t h e M i c r o
A s s i g n m e n t C o m p u t e r i z e d t r a f f i c model, t o a s s e s s base and d e s i g n y e a r
c o n d i t i o n s i n a c o n s i s t e n t and comprehensive manner. The r e s u l t s o f t h e B a s e
Y e a r 1979 t r a f f i c and t r a n s p o r t a t i o n a s s e s s m e n t s i n d i c a t e t h a t :
•
On t h e w e s t s i d e o f t h e A n a c o s t i a R i v e r , a s i g n i f i c a n t p o r t i o n o f
e x i s t i n g r i v e r c r o s s i n g t r a f f i c uses l o c a l s t r e e t s i n t h e C a p i t o l
H i l l , L i n c o l n Park and Kingman Park neighborhoods d u r i n g both t h e AM
and PM-peak t r a v e l h o u r s ; and
•
On t h e e a s t s i d e o f t h e A n a c o s t i a R i v e r , a s i g n i f i c a n t p o r t i o n o f
r i v e r c r o s s i n g t r a f f i c u s e P e n n s y l v a n i a and M i n n e s o t a Avenues, i n
the v i c i n i t y o f t h e P e n n s y l v a n i a Avenue B r i d g e , and Howard Road, i n
t h e v i c i n i t y o f t h e 1 1 t h S t r e e t and South C a p i t o l S t r e e t B r i d g e s ,
d u r i n g both t h e AM- and PM-peak t r a v e l h o u r s .
•
C u r r e n t l y , l e s s than 45 p e r c e n t o f a l l peak hour m i l e s o f t r a v e l
o c c u r s on e x p r e s s w a y s .
T h i s a c c o u n t s f o r a p p r o x i m a t e l y 30 p e r c e n t
o f t h e time s p e n t by v e h i c l e s t r a v e l i n g d u r i n g t h e peak t r a v e l
periods.
A v e r a g e t r a v e l speed d u r i n g t h e AM- and PM-peak t r a v e l
h o u r s f o r v e h i c l e s u s i n g e x p r e s s w a y s i s l e s s t h a n 30 mph. Average
AM- and PM-peak hour t r a v e l speed on t h e non-expressway t y p e
roadways i s below 15 mph. These r e l a t i v e l y low t r a v e l s p e e d s
i n d i c a t e t h a t many roadways i n t h e s t u d y a r e a a r e o p e r a t i n g a t o r
near c a p a c i t y .
•
C o n g e s t i o n a l o n g s e c t i o n s o f P e n n s y l v a n i a Avenue on t h e e a s t s i d e o f
t h e A n a c o s t i a R i v e r , p a r t i c u l a r l y a t M i n n e s o t a Avenue, i s d u e , i n
p a r t t o t h e c i r c u i t o u s r o u t i n g o f through t r a f f i c t o n e i g h b o r h o o d
streets.
A p p r o x i m a t e l y 300 v e h i c l e s d e s t i n e d f o r C e n t r a l W a s h i n g t o n
i n t h e AM-peak hour make U - t u r n s t o go from e a s t b o u n d P e n n s y l v a n i a
Avenue ( a f t e r l e a v i n g t h e southbound A n a c o s t i a F r e e w a y ) t o westbound
P e n n s y l v a n i a Avenue. A s i m i l a r s i t u a t i o n e x i s t s i n t h e outbound
peak when U - t u r n s a r e made a t M i n n e s o t a Avenue t o a c c e s s t h e
A n a c o s t i a F r e e w a y northbound.
1-46
�•
•
A c o n s i d e r a b l e amount of through t r a f f i c u s i n g the Benning Road
B r i d g e f o l l o w s l o c a l s t r e e t s i n t h e C a p i t o l H i l l , L i n c o l n Park and
Kingman Park neighborhoods west of the A n a c o s t i a R i v e r . T h i s
t r a f f i c u s e s s u c h l o c a l n o r t h - s o u t h s t r e e t s as 1 7 t h S t r e e t , NE and
Oklahoma Avenue, NE to e n t e r and l e a v e c e n t r a l Washington.
•
T r a f f i c e n t e r i n g C e n t r a l Washington from the E a s t C a p i t o l S t r e e t
B r i d g e g e n e r a l l y i s r o u t e d onto C S t r e e t where i t f o l l o w s one of
two predominant r o u t e s . The f i r s t r o u t e , which f o l l o w s C S t r e e t , NE
a t North C a r o l i n a Avenue t o C o n s t i t u t i o n Avenue, b r i n g s t r a f f i c
d i r e c t l y i n t o c e n t r a l Washington. The second r o u t e f o l l o w s C
S t r e e t , NE to 17th S t r e e t and t h e n makes a r i g h t t u r n t o Potomac
Avenue. From Potomac Avenue, through t r a f f i c proceeds onto Eye
S t r e e t and t a k e s a ramp, l o c a t e d a p p r o x i m a t e l y a t 3rd and V i r g i n i a
Avenue SE onto the S o u t h e a s t Freeway westbound. There i s a s h o r t
d i f f i c u l t weaving s e c t i o n on t h e S o u t h e a s t Freeway between t h i s ramp
and the 1-395 (Center Leg) c o n n e c t i o n .
T h i s weaving s e c t i o n c r e a t e s
a b o t t l e n e c k d u r i n g t h e AM-peak p e r i o d .
I n the outbound d i r e c t i o n ,
t r a f f i c uses l o c a l s t r e e t s and Independence and C o n s t i t u t i o n Avenues
to a c c e s s t h e E a s t C a p i t o l S t r e e t and Benning Road B r i d g e s , or i f
heading s o u t h , u s e s the on-ramp a t 8 t h S t r e e t SE a d j a c e n t t o the
Navy Y a r d to a c c e s s t h e S o u t h e a s t Freeway eastbound.
•
C o n g e s t i o n o c c u r s d u r i n g the Am-peak p e r i o d a t the m u l t i - l e g g e d
i n t e r s e c t i o n of Maryland Avenue, Benning Road, H S t r e e t , F l o r i d a
Avenue, 15th S t r e e t and B a l d e n s b u r g Road NE.
T h i s problem i s c a u s e d
by the added demand of inbound K e n i l w o r t h Avenue and e a s t e r n
Maryland t r a f f i c which u s e s the Benning Road B r i d g e t o a c c e s s
c e n t r a l Washington.
•
D u r i n g the evening peak t r a v e l p e r i o d , through t r a f f i c from the
v i c i n i t y of t h e Navy Yark u s e s e i t h e r t h e South C a p i t o l S t r e e t
B r i d g e or the 11th S t r e e t B r i d g e v i a the Howard Road ramp t o g a i n
a c c e s s onto the northbound l a n e s of t h e A n a c o s t i a freeway.
Portions
o f t h i s t r a f f i c p a s s through l o c a l s t r e e t s i n Ward 6 t o e n t e r the
A n a c o s t i a Freeway f u r t h e r n o r t h on a c c e s s E a s t C a p i t o l S t r e e t .
•
1.4
T r a f f i c on the s i n g l e - l a n e , t r a f f i c - s i g n a l - c o n t r o l l e d e x i t ramp from
t h e S o u t h e a s t Freeway t o t h e P e n n s y l v a n i a Avenue B r i d g e f r e q u e n t l y
b a c k s beyond t h e ramps to the 11th S t r e e t B r i d g e d u r i n g the e v e n i n g
peak h o u r s .
T h i s i s due t o the d e f i c i e n c i e s i n ramp and merge
c a p a c i t y on the P e n n s y l v a n i a Avenue B r i d g e .
Southbound A n a c o s t i a Freeway AM-peak hour t r a f f i c u s e s Howard Road
ramp v i a t h e Park Road t o a c c e s s t h e South C a p i t o l S t r e e t B r i d g e
c a u s i n g l o c a l c o n g e s t i o n problems along Howard Road.
POTENTIAL IMPACTS OF PROJECT
The f o u r b u i l d a l t e r n a t i v e s d i f f e r s i g n i f i c a n t l y i n t h e i r p o t e n t i a l e f f e c t on
the t r a f f i c and t r a v e l p a t t e r n s w i t h i n the B a r n e y C i r c l e s t u d y a r e a . T h i s
s e c t i o n i d e n t i f i e s and a s s e s s e s both the consequences of f o r e c a s t d e s i g n y e a r
1-47
�2006 t r a f f i c growth under a N o - B u i l d (NULL) a l t e r n a t i v e a s compared t o base
y e a r t r a f f i c c o n d i t i o n s and t h e impact o f t h e f o u r b u i l d a l t e r n a t i v e s a s
compared t o t h e N o - B u i l d A l t e r n a t i v e .
The t r a f f i c and t r a v e l r e l a t e d
contexts including:
i s s u e s a r e e v a l u a t e d i n four d i f f e r e n t
traffic
•
The D i s t r i b u t i o n o f T r a f f i c C r o s s i n g t h e A n a c o s t i a R i v e r : A major
i s s u e i n t h i s s t u d y was t h e i n f i l t r a t i o n o f commuter t r a f f i c onto
l o c a l neighborhood s t r e e t s i n t h e C a p i t o l H i l l D i s t r i c t and
neighborhoods e a s t o f t h e A n a c o s t i a R i v e r . Thus, development o f t h e
proposed a l t e r n a t i v e s was t o assume t h a t commuter t r a f f i c remain i n
d e s i g n a t e d c o r r i d o r s p r e f e r a b l y on t h e e x p r e s s w a y system and away
from r e s i d e n t i a l n e i g h b o r h o o d s .
•
The V e h i c l e M i l e s o f T r a v e l (VMT), V e h i c l e Hours o f T r a v e l (VHT) and
Average Speed: These v a l u e s a r e s t a n d a r d i n d i c e s o f a g g r e g a t e
t r a f f i c o p e r a t i n g c o n d i t i o n s . VMT i s t h e sum o f t h e m i l e s t r a v e l e d
by a l l v e h i c l e on t h e roadway s y s t e m i n an a r e a . VHT i s t h e sum o f
time s p e n t ( i n h o u r s ) by t h e s e v e h i c l e s on t h e roadway system
i n c l u d i n g t r a v e l t i m e , and c o n g e s t i o n and d e l a y p e n a l t i e s . The
a v e r a g e speed o f a v e h i c l e i n t h e a r e a i s e q u a l t o t h e v e h i c l e - m i l e s
of t r a v e l i n an a r e a d i v i d e d by t h e v e h i c l e - h o u r o f t r a v e l . The
MWCOG TRIMZONE model was used t o e s t i m a t e t o t a l r e g i o n a l VMT f o r t h e
Washington m e t r o p o l i t a n a r e a . The M i c r o - A s s i g n m e n t model gave AM
and PM peak hour VMT, VHT, and a v e r a g e speeds f o r t h e s t u d y a r e a
network. T h e s e r e s u l t s a r e p r e s e n t e d f o r t h e N o - b u i l d and t h e f o u r
b u i l d a l t e r n a t i v e s i n T a b l e 1-7.
TABLE
1-7
V M T , V H T AND A V E R A G E S P E E D
ARTERIAL, EXPRESSWAY, BOULEVARD
1979 Base
A
M
PM
2006 NULL
39.290
42,600
_
38,589
49.216
-
63,335
61,365
54,681
59,152
63,067
54,480
59,037
55,026
35,230
55,582
^12
2006 ALT.
46,730
55,535
2006 ALT. 1
48,304
58,584
AVERAGE - SPEED
VEHICLE - HOURS
VEHICLE - MILES
OPTICUS
TOTAL
88,506
82,189
111,639
ARTERIAL, EXPRESSWAY, BOULEVARD
3,665
2,951
1,510
1,352
3,156
2,732
-
TOTAL ARTERIAL, EXPRESSWAY, BOULEVARD
5,175
13.4
26.0
14.7
7.8
17.6
3,948
8.7
21.1
-
11.8
10,493
8.1
18.6
-
11.0
10,565
7.5
18.6
-
10.8
10,603
3.6
16.5
-
11.0
U,744
6.3
21.6
-
9.6
12.5
12.2
2006 ALT. 3
•
.14,687
7,384
3,181
117,547
7,300
3,303
-
113,063
9,914
2,550
-
1,932
116,794
6,190
3,221
86
9,497
9.6
17.2
58,225
2,000
i.,030
12,030
6.6
21.1
52,614
-
115,731
115,300
7,726
3, 0X2
3",519
-006 ALT. i/2
7,579
2,914
•53,136
2
54,743
112,362
7,894
2,435
-
2,762
-
-
10,736
8.2
17.5
10,329
7.3
10.2
•.a
3 *
-
10.7
22.5
I d e n t i f i e d Problem L o c a t i o n s : S p e c i f i c l o c a t i o n s w i t h i n t h e Study
A r e a have been i d e n t i f i e d a s h a v i n g s i g n i f i c a n t t r a f f i c p r o b l e m s .
1-48
19.1
4,303
6,740
-
17.1
10,388
116,046
-
TOTAL
28.5
2,208
105,314
-
10.9
�T h e s e l o c a t i o n s a r e i n p a r t a d v e r s e l y a f f e c t e d by n o r t h e a s t s u b u r b a n
t r a f f i c b e i n g f o r c e d i n t o c i r c u i t i o u s t r a v e l r o u t e s due t o t h e l a c k
o f f r e e w a y c o n t i n u i t y and a c c e s s i b i l i t y .
The impact o f t h e p r o p o s e d
a l t e r n a t i v e s on r e d u c i n g c o n g e s t i o n a t t h e s e l o c a t i o n s i s a d d r e s s e d .
T h e s e i d e n t i f i e d problem l o c a t i o n s w h i c h a r e shown i n F i g u r e 1-19
include;
A.
B.
T h i r d S t r e e t S o u t h e a s t E n t r y Ramp t o t h e S o u t h e a s t F r e e w a y .
D.
I n t e r s e c t i o n o f Benning Road, B l a d e n s b u r g Road, 1 5 t h S t r e e t
N.E., H S t r e e t N.E., F l o r i d a Avenue and M a r y l a n d Avenue.
E.
S o u t h e a s t Freeway E x i t Ramp northbound t o P e n n s y l v a n i a Avenue
eastbound.
F.
1.4.1
Howard Road and r e l a t e d a c c e s s
11th S t r e e t B r i d g e s .
C.
•
I n t e r s e c t i o n o f P e n n s y l v a n i a Avenue, Minnesota Avenue and
L ' E n f a n t Square.
C o n s t i t u t i o n Avenue and Independence Avenue c o r r i d o r
the C a p i t o l H i l l Neighborhoods.
t o the South C a p i t o l S t r e e t -
through
A s s e s s m e n t o f Major Roadway Segments: An a s s e s s m e n t was made o f
segments o f t h e major t r a v e l l e d r o u t e s w i t h i n t h e s t u d y a r e a roadway
network a t r e p r e s e n t a t i v e p o i n t s , i n c l u d i n g t h e b r i d g e c r o s s i n g s and
e x p r e s s w a y and non-expressway roadways. T h i s a s s e s s m e n t i n v o l v e d a
c o m p a r i s o n o f t h e a s s i g n e d peak hour t r a f f i c t o t h e roadway c a p a c i t y
to d e t e r m i n e t r a f f i c o p e r a t i n g c o n d i t i o n s a s a r e s u l t o f t h e v a r i o u s
a l t e r n a t i v e t r a f f i c d i v e r s i o n s T h i s a s s e s s m e n t i s based on a s e r i e s
of s e v e r a l C u t - L i n e s drawn a c r o s s t h e roadway network i n t h e S t u d y
A r e a a s shown on F i g u r e 1-15.
No-Build T r a f f i c Conditions
F i g u r e s 1-20 and 1-21 d e p i c t the d i s t r i b u t i o n o f t r a f f i c from and t o t h e
n o r t h e a s t s u b u r b s by t h e f i v e b r i d g e c r o s s i n g s i n t h e peak t r a v e l d i r e c t i o n
d u r i n g t h e AM and PM peak h o u r s . A comparison o f t h e d e s i g n y e a r t r a f f i c
d i s t r i b u t i o n f o r the No-Build A l t e r n a t i v e w i t h the t r a f f i c d i s t r i b u t i o n f o r
t h e B a s e Y e a r a s shown i n F i g u r e 1-13 and 1-14 i n d i c a t e s a s u b s t a n t i a l
i n c r e a s e i n peak hour t r a f f i c demand from and t o t h e n o r t h e a s t s u b u r b s .
T r a f f i c c i r c u l a t i n g through the C a p i t o l H i l l D i s t r i c t from t h e B e n n i n g Road
and E a s t C a p i t o l s t r e e t B r i d g e s d u r i n g both p e r i o d s i s a n t i c i p a t e d t o i n c r e a s e
by a p p r o x i m a t e l y 60 p e r c e n t . D u r i n g t h e inbound AM peak t r a v e l p e r i o d , t h e r e
i s a f o r e c a s t i n c r e a s e o f 50 p e r c e n t i n t h e t r a f f i c demand a t t h e r e m a i n i n g
c r o s s i n g s , w i t h t h e major p o r t i o n of t h i s t r a f f i c going t o t h e S o u t h e a s t
Freeway.
I n t h e PM peak t r a v e l p e r i o d , t h i s i n c r e a s e i n demand v a r i e s between
10 and 30 p e r c e n t a t t h e s o u t h e r n most c r o s s i n g s w h i l e t h e P e n n s y l v a n i a Avenue
C o r r i d o r t r a f f i c demand w i l l more t h a n d o u b l e .
A c c o r d i n g t o t h e t r a f f i c s t a t i s t i c s compiled f r c m t h e Micro-Assignment p r e s e n t e d i n T a b l e 1-7, v e h i c l e m i l e s o f t r a v e l (VMT) under t h e No-Build
1-49
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
IDENTIFIED
PROBLEM LOCATIONS
�CHICLE
FREEWAY
MODIFICATION
STUOY
NO-BUILD ALTERNATIVE
AM-PEAK HOUR VOLUMES
BARNEY
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
NO-BUILD ALTERNATIVE
PM-PEAK HOUR VOLUMES
�a l t e r n a t i v e i n c r e a s e s 33 p e r c e n t on the non-expressway p o r t i o n of the network
and about 22 p e r c e n t on the e x p r e s s w a y p o r t i o n a s compared to the B a s e Y e a r .
V e h i c l e hours of t r a v e l (VHT) on the non-expressway roadways w i l l i n c r e a s e by
more t h a n 200 p e r c e n t w h i l e the VHT on e x p r e s s w a y s o n l y r i s e s 70 p e r c e n t .
A v e r a g e t r a v e l s p e e d s on the non-expressway roadways d e c r e a s e by a p p r o x i m a t e l y
6 m i l e s per hour and on e x p r e s s w a y s by a p p r o x i m a t e l y 7.5 m i l e s per h o u r .
The
i n c r e a s e i n VHT on the non-expressway roadways i s i n d i c a t i v e of i n c r e a s e d
t r a f f i c c o n g e s t i o n on the major commuter t h o r o u g h f a r e s .
A c o m p a r i s o n o f t h e a g g r e g a t e volume t o c a p a c i t y (V/C) r a t i o s a t t h e ANC
level
i n c l u d e d i n Appendix G shows a g e n e r a l d e t e r i o r a t i o n i n t r a f f i c o p e r a t i n g
c o n d i t i o n s a t a l l the e x i s t i n g b r i d g e c r o s s i n g s .
The S o u t h e a s t F r e e w a y i s
e s t i m a t e d to o p e r a t e a t or near c a p a c i t y i n the peak d i r e c t i o n o f t r a v e l
d u r i n g the AM- and PM-peak p e r i o d s .
A segment of the westbound l a n e s of the
S o u t h e a s t Freeway i n the v i c i n i t y of 1-395
i s a n t i c i p a t e d t o o p e r a t e under
f o r c e d - f l o w c o n d i t i o n s d u r i n g the AM peak t r a v e l p e r i o d . The segment of the
A n a c o s t i a Freeway n o r t h of E a s t C a p i t o l S t r e e t w i l l a l s o o p e r a t e near c a p a c i t y
d u r i n g both the AM and PM-peak h o u r s .
B e c a u s e o f the p o t e n t i a l c a p a c i t y o p e r a t i o n o f the e x i s t i n g b r i d g e c r o s s i n g s
under t h e N o - B u i l d A l t e r n a t i v e and the d i s c o n t i n u i t y and i n a c c e s s i b i l i t y o f
t h e S o u t h e a s t F r e e w a y , a d d i t i o n a l f o r e c a s t t r a f f i c i s f o r c e d t o use t h e
none x p r e s s w a y roadway network to c r o s s t h e A n a c o s t i a R i v e r .
The r e s u l t i s
i n c r e a s e d c o n g e s t i o n and d e l a y i n the C a p i t o l H i l l , L i n c o l n P a r k , S t a n t o n P a r k
and a d j o i n i n g neighborhoods. T h e s e a r e a s a r e t r a v e r s e d by the P e n n s y l v a n i a
Avenue and E a s t C a p i t o l S t r e e t - B e n n i n g Road C o r r i d o r s w h i c h p r e d o m i n a n t l y
s e r v e n o r t h e a s t suburb or commuter t r a v e l .
1.4.2
Build Alternative
1
(Shoreline
Freeway)
Under B u i l d A l t e r n a t i v e 1 , the A n a c o s t i a F r e e w a y w i l l be l i n k e d to the
S o u t h e a s t F r e e w a y v i a the E a s t C a p i t o l S t r e e t B r i d g e and a new F r e e w a y
e x t e n s i o n on the w e s t s i d e of t h e A n a c o s t i a R i v e r between the E a s t C a p i t o l
S t r e e t B r i d g e and B a r n e y C i r c l e known a s the S h o r e l i n e F r e e w a y .
The
c o m p l e t i o n of the e x p r e s s w a y s y s t e m w i l l r e s u l t i n a s u b s t a n t i a l amount o f
t r a f f i c t r a v e l i n g onto the E a s t C a p i t o l S t r e e t B r i d g e and t o the S o u t h e a s t
F r e e w a y a s d e p i c t e d f o r t r a f f i c from and to the n o r t h e a s t s u b u r b s i s i n
F i g u r e s 1-22 and
1-23.
D u r i n g t h e D e s i g n Y e a r , AM peak commuter hour t o t a l t r a f f i c c r o s s i n g the E a s t
C a p i t o l S t r e e t B r i d g e as f o r e c a s t by the M i c r o Assignment model i s p r o j e c t e d
t o be 6,538 v e h i c l e s inbound and 2,576 v e h i c l e s outbound. T r a f f i c c o n t i n u i n g
down o n t o the New S h o r e l i n e F r e e w a y i s p r o j e c t e d to be 3,290 v e h i c l e s
southbound and 2,019 v e h i c l e s n o r t h b o u n d . The d i v e r s i o n a r y e f f e c t of the
new
f a c i l i t y , i n c o n c e r t w i t h the t r a f f i c management c o n s t r a i n t s on C o n s t i t u t i o n
Avenue and Independence Avenue, w i l l s i g n i f i c a n t l y r e d u c e
i n f i l t r a t i o n of
commuter t r a f f i c i n t o the C a p i t o l H i l l n e i g h b o r h o o d . T h i s i s shown by the
d e c r e a s e of non-expressway VMT and VHT and an i n c r e a s e of a r t e r i a l a v e r a g e
t r a v e l s p e e d a s compared t o t h e N o - B u i l d a l t e r n a t i v e p r e s e n t e d i n T a b l e 1-7.
However, r e s u l t a n t t r a f f i c on t h e S o u t h e a s t F r e e w a y between B a r n e y C i r c l e and
1-295/1-395 i n t e r c h a n g e w o u l d be s u b j e c t e d t o s e v e r e c o n g e s t i o n and d e l a y a s
t r a f f i c from t h e P e n n s y l v a n i a Avenue B r i d g e , 1 1 t h S t r e e t B r i d g e and t h e
new
S h o r e l i n e F r e e w a y a l l c o n v e r g e . T h i s i s e x h i b i t e d by t h e i n c r e a s e i n
e x p r e s s w a y VMT and VHT and t h e d e c r e a s e o f a v e r a g e t r a v e l s p e e d .
An
1-53
��CIRCLE
FREEWAY
MODIFICATION
STUOY
ALTERNATIVE 1
PM-PEAK HOUR VOLUMES
BAHNEY
�e x a m i n a t i o n of t o t a l network VMT, VHT and a v e r a g e speed d u r i n g t h e AM peak
hour shows an o v e r a l l i n c r e a s e of 4,407 V e h i c l e - M i l e s , a d e c r e a s e of 395 h o u r s
i n VHT and an i n c r e a s e i n t r a v e l speed o f 0.8 mph over the n o - b u i l d
alternative.
S i m i l a r l y , d u r i n g the PM peak hour, t r a f f i c f l o w a g a i n shows a h i g h demand on
t h e c o m p l e t e d expressway system a s e v i d e n c e d by the i n c r e a s e i n e x p r e s s w a y
VMT
and t h e d e c r e a s e on non-expressway VMT.
However, due t o t h e l i m i t e d a c c e s s
p o i n t s t o the expressway s y s t e m , VHT f o r the non-expressway network i n c r e a s e s
i n r e s p o n s e t o the h i g h demand and c o n g e s t e d t r a f f i c c o n d i t i o n on t h e
expressway system.
Such c o n g e s t i o n i s a l s o due t o the l i m i t e d c a p a c i t y o f t h e
E . C a p i t o l S t r e e t B r i d g e and a d j a c e n t c r o s s i n g s .
P r o j e c t e d PM peak hour t r a f f i c on t h e E . C a p i t o l S t r e e t B r i d g e i s 6,390
v e h i c l e s outbound and 3,311 v e h c l e s inbound. T h i s h i g h demand i n a d d i t i o n t o
t h e c a p a c i t y c o n s t r a i n t s imposed by the t r a f f i c c o n s t r a i n t m e a s u r e s on
C o n s t i t u t i o n Avenue and Independence Avenue r e s u l t s i n a d i v e r s i o n of t r a f f i c
t o t h e n o r t h e a s t suburbs as shown i n F i g u r e 1-23.
This t r a f f i c normally uses
t h e E . C a p i t o l S t r e e t B r i d g e but now i s f o r c e d t o use both the B e n n i n g Road
B r i d g e and t h e P e n n s y l v a n i a Avenue B r i d g e . The r e s u l t a n t change i n t r a v e l
p a t t e r n s w i l l reduce o v e r a l l t r a v e l speed d u r i n g the PM r u s h hour by one m i l e
p e r hour w i t h an i n c r e a s e of 9,373 v e h i c l e - m i l e s and 973 h o u r s i n VHT d u r i n g
t h e PM peak p e r i o d when compared to the N o - B u i l d A l t e r n a t i v e .
1.4.3
B u i l d A l t e r n a t i v e 2 (New R i v e r C r o s s i n g )
The new r i v e r c r o s s i n g i s p r o j e c t e d t o a t t r a c t a p p r o x i m a t e l y 2,300 v e h i c l e s
inbound d u r i n g the AM peak hour i n the d e s i g n y e a r and a p p r o x i m a t e l y 3,300
v e h i c l e s outbound i n the PM peak hour. T h i s p r o j e c t e d usage o f t h e new
c r o s s i n g c a u s e s a s i g n i f i c a n t d i v e r s i o n i n f o r e c a s t t r a f f i c demand from t h e
e x i s t i n g r i v e r c r o s s i n g s , p a r t i c u l a r l y a t the E a s t C a p i t o l S t r e e t B r i d g e to
and from t h e n o r t h e a s t as shown i n F i g u r e s 1-24 and 1-25.
Here, the t r a f f i c
demand on t h e A n a c o s t i a Freeway ramps from and t o the n o r t h d e c r e a s e s by o v e r
1,300 v e h i c l e s d u r i n g each peak hour. These d e c r e a s e s a r e o f f s e t by an
i n c r e a s e i n demand of some 500 v e h i c l e s i n t h e e a s t / w e s t d i r e c t i o n a l o n g t h i s
corridor.
S i m i l a r l y , a t the r e m a i n i n g c r o s s i n g s to the s o u t h , demand t r a f f i c
from and t o the n o r t h e a s t i s a n t i c i p a t e d t o d e c r e a s e , p a r t i c u l a r l y a t t h e
P e n n s y l v a n i a Avenue B r i d g e and a t the So. C a p i t o l S t r e e t B r i d g e .
These
d e c r e a s e s a r e t h e r e s u l t of t r a f f i c d i v e r s i o n t o the new c r o s s i n g w h i c h
r e d u c e s c i r c u i t u o u s t r a v e l i n the v i c i n i t y of the i n t e r s e c t i o n of
P e n n s y l v a n i a / M i n n e s o t a Avenues and a t Howard Road. I n a d d i t i o n , demand f o r
a c c e s s t o the S o u t h w e s t Freeway westbound v i a t h e 3rd S t r e e t S.E. ramp i s
r e d u c e d by n e a r l y 250 v e h i c l e s i n the AM peak.
The demand f o r t r a v e l a l o n g the C o n s t i t u t i o n Avenue/Independence Avenue
c o r r i d o r inbound d u r i n g the AM peak d e c r e a s e s by o n l y 400 v e h i c l e s w i t h no
a p p r e c i a b l e change i n outbound t r a f f i c i n the PM peak h o u r . However, f o r e c a s t
t r a v e l on t h e n o r t h - s o u t h s t r e e t s t h r u the a b u t t i n g n e i g h b o r h o o d s d e c r e a s e s by
o v e r 530 v e h i c l e s i n the AM peak and 670 v e h i c l e s i n the PM p e a k .
P r o p o r t i o n a t e d e c r e a s e s o c c u r along the e a s t - w e s t Benning Road c o r r i d o r .
However, w h i l e s u c h d e c r e a s e s a r e s i g n i f i c a n t , northbound t r a v e l on l o c a l
s t r e e t s s o u t h o f Benning Road i n c r e a s e s by a s much as 275 v e h i c l e s .
P r o j e c t e d t r a v e l from and t o the n o r t h e a s t on M i n n e s o t a Avenue u s i n g t h e
P e n n s y l v a n i a Avenue B r i d g e shows an i n c r e a s e o f 300 v e h i c l e s d u r i n g t h e AM
1-56
�CIRCLE
FREEWAY
MODIFICATION
STUOY
ALTERNATIVE 2
AM-PEAK HOUR VOLUMES
BARNEY
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUDY
ALTERNATIVE 2
P M - P E A K HOUR VOLUMES
�peak d i r e c t i o n and over 200 v e h i c l e s i n the outbound d i r e c t i o n d u r i n g t h e PM
p e a k . T h i s i n c r e a s e i n l o c a l t r a v e l e a s t o f the r i v e r may be e x p l a i n e d i n
p a r t by the c o n s t r a i n e d t r a v e l c o n d i t i o n s imposed on the E a s t C a p i t o l S t r e e t
B r i d g e c o r r i d o r and c o n g e s t i o n on the A n a c o s t i a Freeway n o r t h o f t h e
new
connection.
A l t h o u g h the c o n s t r u c t i o n of the new r i v e r c r o s s i n g r e d u c e s the c i r c u l a t i o n o f
t r a f f i c t h r o u g h l o c a l neighborhoods and the volume o f c e r t a i n t r a f f i c
movements a t the i d e n t i f i e d problem l o c a t i o n s as compared to the N o - B u i l d
C o n d i t i o n , c o n g e s t i o n s t i l l e x i s t s on the E . C a p i t o l S t . B r i d g e d u r i n g both
peak p e r i o d s and on the S.E. Freeway westbound d u r i n g the AM peak.
These
c o n g e s t i o n and d e l a y problems a r e c a u s e d by the h i g h demand f o r e a s t - w e s t
t r a v e l a l o n g the E a s t C a p i t o l S t r e e t C o r r i d o r and by the l i m i t e d c a p a c i t y on
t h e S o u t h e a s t F r e e w a y between the 11th S t r e e t B r i d g e s and 1-395.
As shown i n T a b l e 1-7 t h e d i v e r s i o n t o t h e new r i v e r c r o s s i n g r e s u l t s i n
a 13 t o 18 p e r c e n t i n c r e a s e i n VMT on t h e e x p r e s s w a y s y s t e m ; however, on
t h e n o n - e x p r e s s w a y roadways t h e r e i s no s i g n i f i c a n t change was compared to
t h e No B u i l d .
T h i s i s due t o the a t t r a c t i o n of a d d i t i o n a l t r a f f i c from o u t s i d e
t h e s t u d y a r e a a s w e l l as d i v e r s i o n o f e a s t - w e s t , E a s t C a p i t o l S t r e e t t r a f f i c
t o a l t e r n a t e p a r a l l e l r o u t e s b e c a u s e o f the c a p a c i t y c o n s t r a i n t s b u i l t i n t o
t h e p r o p o s e d b u i l d a l t e r n a t i v e . S i m i l a r l y , the v e h i c l e hours of t r a v e l on
t h e e x p r e s s w a y s y s t e m i n c r e a s e w i t h t r a f f i c volumes. C o n v e r s e l y , the AM
t r a v e l time on the n o n - e x p r e s s w a y roadways would d e c r e a s e as a r e s u l t o f
d i v e r s i o n o f t h r u t r a f f i c from l o c a l neighborhood s t r e e t s . D u r i n g t h e PM
P e a k , though, v e h i c l e - h o u r s of t r a v e l on non-expressways i n c r e a s e s by r o u g h l y
36 p e r c e n t . T h i s i n c r e a s e c a n be a t t r i b u t e d t o the l i m i t e d c a p a c i t y o f t h e
e a s t b o u n d a p p r o a c h e s to the E a s t C a p i t o l S t r e e t B r i d g e and the s u b s e q u e n t
d e s i r e o f t r a f f i c to s e e k a l t e r n a t e p a r a l l e l r o u t e s to c r o s s the A n a c o s t i a
River.
The r e s t r i c t e d t r a f f i c o p e r a t i n g c o n d i t i o n s along C o n s t i t u t i o n Avenue
and I n d e p e n d e n c e Avenue have r e s u l t e d i n a s l i g h t r e d u c t i o n i n PM a v e r a g e
t r a v e l s p e e d s both on the n o n - e x p r e s s w a y and expressway p o r t i o n s of the n e t w o r k .
L i k e w i s e , i n t h e AM peak h o u r , n o n - e x p r e s s w a y speed i n c r e a s e s w h i l e t h e h i g h
d i v e r s i o n of t r a f f i c t o the e x p r e s s w a y s y s t e m l o w e r s the average t r a v e l s p e e d
by a p p r o x i m a t e l y 1 m i l e per h o u r .
1.4.4
Build Alternative
1/2
( S h o r e l i n e B o u l e v a r d and
New
River
Crossing)
T h i s combined b u i l d a l t e r n a t i v e p r o v i d e s both a d i r e c t f r e e w a y c o n n e c t i o n
between the S o u t h e a s t F r e e w a y and t h e A n a c o s t i a Freeway from and t o the
n o r t h e a s t s u b u r b s as w e l l a s an i n d i r e c t b o u l e v a r d c o n n e c t i o n a l o n g the w e s t
s h o r e o f the A n a c o s t i a R i v e r between the E a s t C a p i t o l S t r e e t B r i d g e and B a r n e y
Circle.
The b o u l e v a r d p r i m a r i l y p r o v i d e s f r e e w a y a c c e s s f o r a r e a s t o t h e E a s t
s e r v e d by E a s t C a p i t o l S t r e e t .
The p r o j e c t e d t r a f f i c s e r v e d by the b o u l e v a r d
and r i v e r c r o s s i n g i s e s t i m a t e d a t n e a r l y 1,400 and 2,700 v e h i c l e s
r e s p e c t i v e l y inbound d u r i n g the AM peak hour and 2,200 and 3,000 v e h i c l e s
r e s p e c t i v e l y outbound, d u r i n g t h e PM peak h o u r a s d e p i c t e d i n F i g u r e 1-26
and
1-27.
The i n c r e a s e d a c c e s s i b i l i t y t o the f r e e w a y p r o v i d e d by t h i s a l t e r n a t i v e
from and to the n o r t h e a s t r e s u l t s i n a d r a m a t i c r e d u c t i o n i n t r a f f i c
t r a v e r s i n g the C o n s t i t u t i o n and I n d e p e n d e n c e c o r r i d o r s d u r i n g both peak h o u r s .
T r a f f i c c i r c u l a t i n g through t h e l o c a l neighborhoods i s r e d u c e d i n the AM peak
by n e a r l y 1,900 v e h i c l e s and d u r i n g t h e PM peak hour, t r a v e l d e c r e a s e s by o v e r
2,900 v e h i c l e s . However, c i r c u l a t i o n t h r o u g h l o c a l s t r e e t s i n S t a n t o n P a r k ,
1-59
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
ALTERNATIVE 1/2
AM-PEAK HOUR VOLUMES
�CIRCLE
FREEWAY
MODIFICATION
STUOY
ALTERNATIVE 1/2
PM-PEAK HOUR VOLUMES
BARNEY
�Kingman Park and C a p i t o l E a s t neighborhoods i s i n c r e a s e d by n e a r l y 900
vehicles.
T h i s d i v e r s i o n i s t h e r e s u l t of r e s t r i c t e d t r a v e l a p p r o a c h i n g the
E a s t C a p i t o l S t r e e t B r i d g e a l o n g the C o n s t i t u t i o n Avenue and Independence
Avenue c o r r i d o r s and the c o n g e s t i o n and d e l a y s caused by the a t - g r a d e
s i g n a l i z e d i n t e r s e c t i o n on the eastbound b r i d g e approach.
Along the e a s t s i d e of the r i v e r d u r i n g the AM peak hour, inbound t r a f f i c from
the n o r t h e a s t on the A n a c o s t i a Freeway i s a l m o s t e n t i r e l y d i v e r t e d from the
s o u t h e r l y b r i d g e c r o s s i n g s a p p r o x i m a t e l y 1,400 t r i p s a r e a l s o d i v e r t e d from
t h e Benning Road and E a s t C a p i t o l s t r e e t c r o s s i n g s . T h i s l a t t e r d e c r e a s e i s
o f f s e t by an i n c r e a s e of about 900 v e h i c l e s from the e a s t who a r e a t t r a c t e d t o
t h i s B u i l d A l t e r n a t i v e as a r e s u l t of the d i r e c t freeway c o n n e c t i o n .
B e c a u s e of c o n g e s t i o n and d e l a y on t h e E a s t C a p i t o l S t r e e t B r i d g e and on the
A n a c o s t i a Freeway t o the n o r t h of t h i s c r o s s i n g d u r i n g the PM peak hour, some
outbound t r a v e l e r s d e s t i n e d t o the n o r t h e a s t seek a l t e r n a t e c r o s s i n g s v i a
Benning Road and P e n n s y l v a n i a Avenue. Northbound t r a f f i c on M i n n e s o t a Avenue
from the 1 1 t h S t r e e t B r i d g e and P e n n s y l v a n i a Avenue i s a l s o e x p e c t e d t o
i n c r e a s e by over 100 and 250 v e h i c l e s r e s p e c t i v e l y due to such d i v e r s i o n s
w h i l e t r a f f i c u s i n g the Benning Road eastbound ramp to the Freeway northbound
w i l l i n c r e a s e by over 500 v e h i c l e s .
T h i s i n c r e a s e i n ramp t r a f f i c w i l l o n l y
add to the a l r e a d y congested merge c o n d i t i o n s on the Freeway.
F r c m T a b l e 1-7 v e h i c l e - m i l e s o f t r a v e l a r e e x p e c t e d t o d e c r e a s e on t h e none x p r e s s w a y road network by about 7 p e r c e n t . The expressway m i l e a g e , i n c l u d i n g
t h e new b o u l e v a r d p o r t i o n , though w i l l i n c r e a s e between 19 and 30 p e r c e n t
d u r i n g t h e AM and PM peak hours because of i n c r e a s e d road m i l e s and t r a f f i c
d i v e r s i o n to the freeway s y s t e m .
The c o n g e s t i o n on the S o u t h e a s t Freeway
westbound, the E a s t C a p i t o l S t r e e t B r i d g e and t h e A n a c o s t i a Freewav n o r t h a r e
r e s p o n s i b l e f o r the i n c r e a s e of 21 p e r c e n t i n AM v e h i c l e - h o u r s of t r a v e l and
t h e 72 p e r c e n t i n c r e a s e i n t h e PM s t a t i s t i c s .
The d i s p r o p o r t i o n a t e i n c r e a s e
i n the PM peak hour can be a t t r i b u t e d t o c o n g e s t i o n and d e l a y c a u s e d by the
r e s t r i c t e d t r a f f i c o p e r a t i n g c o n d i t i o n s a l o n g the C o n s t i t u t i o n Avenue and
Independence Avenue c o r r i d o r p l u s the d e l a y imposed by the a t - g r a d e s i g n a l i z e d
i n t e r s e c t i o n on the eastbound E a s t C a p i t o l S t r e e t B r i d g e a p p r o a c h . T h i s i s
e v i d e n t by the f a c t t h a t the B o u l e v a r d VMT i s o n l y 5 p e r c e n t of the E x p r e s s w a y - B o u l e v a r d t o t a l but i t r e p r e s e n t s 30 p e r c e n t of the e x p r e s s w a y - b o u l e v a r d
VHT t o t a l .
F u r t h e r m o r e , t h e t r a f f i c d i v e r s i o n c r e a t e d by t h e s e measures
d u r i n g the PM peak hour adds to the c o n g e s t i o n on o t h e r eastbound non-expressway
roadways r e s u l t s i n a p r o j e c t e d i n c r e a s e o f 27 p e r c e n t i n non-expressway
VHT.
I f the a t - g r a d e s i n g a l i z e d i n t e r s e c t i o n were r e p l a c e d w i t h a grade s e p a r a t e d
c r o s s i n g , eastbound c a p a c i t y c o u l d be i n c r e a s e d by 60%.
E l i m i n a t i o n of t h i s
b o t t l e n e c k would reduce PM peak VHT by hundredss of v e h i c l e h o u r s , by r e d u c i n g
c o n g e s t i o n and i n c r e a s i n g a v e r a g e speeds
on both the b o u l e v a r d and eastbound
arterials.
The d i v e r s i o n t o the S h o r e l i n e B o u l e v a r d a l t e r n a t i v e i s met by f u r t h e r c a p a c i t y
c o n s t r a i n t s c a u s e d by the r e s t r i c t e d o n e - l a n e merge w i t h t h e New R i v e r C r o s s i n g
n o r t h of B a r n e y C i r c l e .
F u r t h e r west a l o n g the S o u t h e a s t Freeway, c o n g e s t i o n
and f o r c e d t r a f f i c f l o w a r e e n c o u n t e r e d a s t r a f f i c movements between A l t e r n a t i v e
1/2 southbound and t h o s e from the 11th S t r e e t B r i d g e and P e n n s y l v a n i a Avenue
westbound d e s t i n e d t o t h e Southwest Freeway and 1-395 n o r t h exceed the d e s i g n
c a p a c i t i e s of the p r e s e n t i n t e r c h a n g e c o n f i g u r a t i o n .
1-62
�During the PM peak h o u r , outbound t r a f f i c w i l l encounter near c a p a c i t y o p e r a t i o n
on the A n a c o s t i a Freeway northbound i n the v i c i n i t y of the j u n c t i o n of the
New R i v e r C r o s s i n g . C o n g e s t i o n i s a l s o l i k e l y t o i n c r e a s e on the E a s t C a p i t o l
Street Bridge.
S i m i l a r l y , the demand f o r t r a v e l northbound on the new b o u l e v a r d
exceeds the d e s i g n c a p a c i t y of the proposed one l a n e c o n n e c t i o n w i t h the
new c r o s s i n g , r e s u l t i n g i n a f o r c e d t r a f f i c f l o w .
1.4.5
Build Alternative 3
F o r A l t e r n a t i v e 3, t h e l i n k i n g of A n a c o s t i a Freeway w i t h the S o u t h e a s t Freeway
i s a c c o m p l i s h e d by p r o v i d i n g a d i r e c t l i n k from the A n a c o s t i a Freeway southbound
onto the P e n n s y l v a n i a Avenue B r i d g e and a new c r o s s i n g from the S o u t h e a s t
Freeway onto the A n a c o s t i a Freeway northbound between the 11th S t r e e t and
P e n n s y l v a n i a Avenue B r i d g e s . T h e s e c o n n e c t i o n s w i l l a t t r a c t some 2,100 v e h i c l e s
d u r i n g the AM peak p e r i o d and 1,750 d u r i n g the PM peak p e r i o d southbound
and 1,590 v e h i c l e s d u r i n g the AM and 2,950 d u r i n g the PM peak p e r i o d s northbound.
The d i v e r s i o n o f t r a f f i c onto t h e new f a c i l i t i e s i s shown i n F i g u r e 1-28
and 1-29.
During t h e AM peak p e r i o d t h e t r a f f i c demand f o r t h e Benning Road
and E a s t C a p i t o l S t r e e t B r i d g e and t h e P e n n s y l v a n i a / M i n n e s o t a Avenue U - t u r n
i n c r o s s i n g the A n a c o s t i a R i v e r i s d e c r e a s e d .
D i v e r s i o n to the new c o n n e c t i o n
i s somewhat l i m i t e d by the p r e s e n t t r a f f i c demand on P e n n s y l v a n i a Avenue
westbound. T o t a l d i v e r t e d t r a f f i c from t h e s e t h r e e movements i s p r o j e c t e d
to be 1,600 v e h i c l e s d u r i n g the AM peak p e r i o d and about 1,700 v e h i c l e s d u r i n g
the PM peak hour. T h i s d i v e r s i o n i n c o n c e r t w i t h the t r a f f i c management
c o n s t r a i n t on C o n s t i t u t i o n Avenue and Independence Avenue w i l l reduce a s i g n i f i c a n t i n f i l t r a t i o n of commuter t r a f f i c i n t o the C a p i t o l H i l l neighborhoods.
As shown i n T a b l e 1-7, t o t a l VMT f o r t h e AM and PM peak p e r i o d s i s a n t i c i p a t e d
to i n c r e a s e 3,361 v e h i c l e - m i l e s and 7,051 v e h i c l e - m i l e s r e s p e c t i v e l y under
A l t e r n a t i v e 3 a s compared t o the No B u i l d . V e h i c l e - h o u r s of t r a v e l a r e
a n t i c i p a t e d to i n c r e a s e by 270 hours i n the AM p e r i o d and 227 hours i n the PM
p e r i o d . The combined average speed d u r i n g the AM peak p e r i o d i s a n t i c i p a t e d
to i n c r e a s e o n l y 0.5 m i l e s per hour because of the improvement i n t r a f f i c
c i r c u l a t i o n i n the C a p i t o l H i l l a r e a . During the PM p e r i o d , average network
speed i s a n t i c i p a t e d to d e c r e a s e 0.9 mph as a r e s u l t of f u r t h e r c o n g e s t i o n on
the r i v e r c r o s s i n g s and r e s t r i c t e d t r a v e l c o n d i t i o n s i n the E . C a p i t o l S t r e e t
Corridor.
1.4.6
Changes i n R e g i o n a l
Traffic
T a b l e 1-7 shews t h e e f f e c t s o f t h e a l t e r n a t i v e s on t o t a l r e g i o n a l t r a f f i c .
A l t e r n a t i v e s 1/2 and 2 r e s u l t i n d e c r e a s e s i n r e g i o n a l VMT o f about 80,000
v e h i c l e m i l e s per day.
R e g i o n a l VMT i s unchanged f o r A l t e r n a t i v e 1 and
s l i g h t l y i n c r e a s e d f o r A l t e r n a t i v e 3.
S i n c e VMT w i t h i n t h e s t u d y a r e a i s
i n c r e a s e d f o r a l l t h e b u i l d a l t e r n a t i v e s ( T a b l e 1 - 7 ) , t h i s s u g g e s t s t h a t many
o f the t r i p s which a r e d i v e r t e d through the study a r e a would o t h e r w i s e be
f o l l o w i n g more c i r c u i t o u s r o u t e s . The i n c r e a s e i n VMT i n the s t u d y a r e a i s
t h e r e f o r e b a l a n c e d by a d e c r e a s e i n VMT i n o t h e r p a r t s of the r e g i o n a l
network.
1.4.7
Changes i n T r a f f i c P a t t e r n s
A comparison o f t h e changes i n t r a v e l p a t t e r n s f o r f o r e c a s t t r a f f i c u s i n g t h e
B r i d g e c r o s s i n g s i s shown i n T a b l e s 1-8 and 1-9.
These t a b l e s d e p i c t t h e
1-63
�BARNEY
CIRCLE
FREEWAY
MODIFICATION
STUOY
ALTERNATIVE 3
AM-PEAK HOUR VOLUMES
�CIRCLE
FREEWAY
MODIFICATION
STUDY
ALTERNATIVE 3
PM-PEAK HOUR VOLUMES
BARNEY
�r e l a t i v e changes i n B r i d g e t r a f f i c d e s t i n e d from the n o r t h e a s t suburbs inbound
d u r i n g t h e AM peak hour and outbound d u r i n g t h e PM peak h o u r . The v a l u e s
r e p r e s e n t t h e p e r c e n t change i n t r a f f i c volume as compared t o the f u t u r e NoB u i l d c o n d i t i o n a l o n g major t r a v e l r o u t e s or c o r r i d o r s . These changes
i n d i c a t e t h e r e l a t i v e impact of t h e b u i l d a l t e r n a t i v e s on r e d u c i n g t r a f f i c on
l o c a l neighborhood s t r e e t s , a t p r i m a r y a c c e s s / e g r e s s p o i n t s t o the b r i d g e
c r o s s i n g s and f r e e w a y s y s t e m , and a t the i d e n t i f i e d problem l o c a t i o n s i n t h e
S t u d y A r e a . The t a b l e s a r e d i v i d e d i n t o p o r t i o n s o f t h e S t u d y A r e a w e s t and
e a s t of the A n a c o s t i a R i v e r .
T A B L E 1-8
DISTRIBUTION O F RIVER C R O S S I N G T R A F F I C W E S T OF THE ANACOSTIA RIVER
P E P C E N T OF T R A F F I C USING C O R R I D O R
Alternative
River Crossing/
Travel Corridor
1
No-bulld
2
1/2
3
AM
B e n n i n g Road
AM
PM
AM
PM
AM
PM
AM
PM
10.3
16.0
1.7
12.8
12.8
15.3
6.7
17.5
8.8
10.6
10.6
19.1
7.3
11.7
6.6
9.7
9.7
15.3
6.6
11.0
5.7
8.7
8.7
21.6
8.9
12.8
3.8
11.2
11.2
13.8
31.0
28.1
33.0
29.7
28.6
25.0
26.3
30.3
26.5
25.0
32.9
20.1
0.0
11.3
11.7
0.0
17.9
10.9
31.9
23.0
0.2
31.3
26.6
13.1
0.0
33.1
3.8
0.0
18.8
10.8
11.2
7.'1
0.2
20.1
26.9
16.9
0.0
29.7
8.3
0.0
53.0
53.0
60.7
58.0
39.7
37.2
13.8
28.0
13.8
38.0
0.0
0.0
0.0
0.0
21.7
29.0
28.1
28.1
0.0
28.1
3.7
0.0
1.1
1.1
3.7
1.1
1.1
0.0
1.3
1.6
0.2
3.0
3.8
0.0
2.7
2.3
2.6
1.8
1.0
0.0
0.8
5.3
3.7
0.6
15.1
0.0
11.6
3.1
1.8
2.0
8.1
12.2
2.1
7.8
6.5
7.2
1.8
10.1
27.0
7.2
0.1
0.3
0.5
1.1
0.2
0.0
0.5
0.1
0.2
0.0
0.1
0.2
0.0
0.0
1.1
0.8
0.2
0.0
0.1
0.6
0.9
E a s t - W e s t Local S t r e e t s
Maryland Avenue
17th S t r e e t / O k l a h o m a A v e .
Subtotal
E a s t Capitol S t r e e t
1.6
0.2
0.6
0.2
0.6
0.0
2.2
0.2
0.7
0.3
6.7
0.9
1.2
0.1
3.6
0.1
3.3
0.1
0.2
0.0
1.0
0.0
0.0
0.0
1.3
0.1
2.1
0.3
0.7
7.0
5.1
3.7
3.9
0.3
1.0
0.0
2.3
2.5
1.0
Bridge
Constitution A v e n u e /
C Street. NE
N o r t h - S o u t h Local S t r e e t s
New S h o r e l i n e F a c i l i t y
Subtotal
New R i v e r C r o s s i n g
Pennsylvania Avenue
Bridge
E a s t - W e s t Local S t r e e t s
N o r t h - S o u t h Local S t r e e t s
Southeast F r e e w a y
Subtotal
11th S t r e e t
PM
Bridge
,
Bridges
Local S t r e e t s
Southeast Freeway
Subtotal
South Capitol S t r e e t
Bridge
Local S t r e e t s
Southwest Freeway
Subtotal
Total T r i p s to and from
Northeast
100 .0
100 .0
P e r c e n t a g e s Indicate portion of total t h r o u g h t r a f f i c to
and from the N o r t h e a s t u s i n g t r a v e l c o r r i d o r .
1-66
100 .0
100.0
100.0
�T A B L E 1-9
DISTRIBUTION O F R I V E R C R O S S I N G T R A F F I C E A S T O F T H E A N A C O S T I A R I V E R
P E R C E N T O F T R A F F I C USING C O R R I D O R
Alternative
River Crossing/
Travel Corridor
No- •build
1
2
1/2
3
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
Kenilworth A v e n u e
B e n n i n g Road
17.1
13.9
9.6
18.5
19.1
13.9
11.0
18.7
16.0
12.6
7.5
17.1
13.5
12.8
13.1
16.9
11.1
15.1
8.9
16.1
Subtotal
31.0
28.1
33.0
29.7
28.6
25.d
26.3
30.3
26.5
2S.0
20.1
32.9
22.7
30.3
21. 1
39.3
23.8
26.2
1.2
35.5
7.1
28.9
5.2
38.6
3.7
21.3
10.9
32.9
9.1
28.6
53.0
53.0
60.7
58.0
39.7
37.2
13.8
28.0
13.8
38.0
0.0
0.0
0.0
0.0
21.7
29.0
28.1
28.1
0.0
28.1
6.3
6.7
1.2
2.8
0.0
0.6
0.1
2.9
22.1
1.6
1.8
5.5
1.2
5.0
6.5
6.6
1.8
7.2
1.6
5.6
8.1
12.2
2.1
7.8
6.5
7.2
1.9
10.1
27.0
7.2
0.7
0.2
0.5
1.1
0.2
0.0
0.1
0.2
0.0
0.2
0.6
0.0
0.0
0.0
0.1
2.1
0.1
0.1
0.0
0.7
0.9
1.6
0.2
0.6
0.2
0.6
0.0
2.2
.0.2
0.7
7.0
5.1
3.7
3.9
0.3
1.0
0.0
1.3
2.5
1.0
B e n n i n g Road
Bridge
E a s t Capitol S t r e e t
Bridge
Anacostia/Kenilworth
E a s t Capitol S t r e e t
Subtotal
Hew R i v e r C r o s s i n g
Pennsylvania Avenue
Bridge
Anacostia Freeway
Pennsylvania Avenue/
Minnesota A v e n u e
Subtotal
11th S t r e e t
Anacostia
Minnesota
Bridges
Freeway
Avenue
Subtotal
South Capitol S t r e e t
Bridge
Anacostia Freeway
Total T r i p s to and from
Northeast
100.0
100.0
100.0
100.0
100 0
D u r i n g t h e Inbound peak hour, t h e most s i g n i f i c a n t d e c r e a s e s i n t r a f f i c c i r c u l a t i o n through l o c a l neighborhood s t r e e t s and a t the f o u r i d e n t i f i e d problem
l o c a t i o n s would r e s u l t from implementation of A l t e r n a t i v e 1/2.
Traffic
volumes a l s o d e c l i n e a p p r e c i a b l y a t the A n a c o s t i a Freeway southbound b r i d g e
ramps. S i m i l a r l y , i n t h e Outbound d i r e c t i o n d u r i n g the PM peak hour, t h e
g r e a t e s t r e d u c t i o n i n l o c a l s t r e e t c i r c u l a t i o n west of the r i v e r and on t h e
ramps t o the A n a c o s t i a Freeway N.B. a r e e x p e c t e d under A l t e r n a t i v e 1/2.
However, t h e r e i s a n o t a b l e i n c r e a s e i n northbound l o c a l s t r e e t t r a f f i c n o r t h
of C o n s t i t u t i o n Avenue and on the P e n n s y l v a n i a Avenue B r i d g e . These i n c r e a s e s
are due t o E a s t - W e s t t r a f f i c d i v e r t i n g from the E a s t C a p i t o l S t r e e t B r i d g e
c o r r i d o r s e v e r e l y due t o l i m i t e d c a p a c i t y and low t r a v e l speeds r e s u l t i n g from
the TSM measures i n c l u d e d a s p a r t of the b u i l d a l t e r n a t i v e s t o d i s c o u r a g e t h r u
t r a f f i c from the C a p i t o l H i l l neighborhoods.
1.4.8
Roadway Network T r a f f i c Operations
T a b l e 1-7 which summarizes t h e t r a v e l s t a t i s t i c s f o r t h e Study Area roadway
network p r o v i d e s a d i r e c t comparison o f t h e v e h i c l e m i l e s o f t r a v e l (VMT),
1-67
�v e h i c l e - h o u r s of t r a v e l (VHT), and average speed by expressway and
e x p r e s s - w a y roadways f o r the f o u r B u i l d A l t e r n a t i v e s , the N o - B u i l d
and the B a s e Y e a r .
nonAlternative
T h e s e s t a t i s t i c s show t h a t i n the d e s i g n y e a r VMT i s e x p e c t e d to i n c r e a s e by
a p p r o x i m a t e l y 30 p e r c e n t w h i l e network VHT would i n c r e a s e by over 200 p e r c e n t
r e s u l t i n g i n an average r e d u c t i o n i n speed of 7.5 m i l e s per hour under the NoBuild scenario.
Among the b u i l d a l t e r n a t i v e s , A l t e r n a t i v e 1/2 shows t h e
l a r g e s t t o t a l i n c r e a s e i n network VMT.
However, i n terms of the p r o j e c t
g o a l s , i t p r o v i d e s the g r e a t e s t d i v e r s i o n of t r a v e l from the non-expressway
roadway system; thus r e d u c i n g VMT as compared to the N o - B u i l d by over 8,000
vehicle-miles.
The s h i f t i n t r a v e l though produces the l a r q e s t i n c r e a s e
i n VMT on the e x p r e s s w a y / b o u l e v a r d system.
The most s i g n i f i c a n t d e c r e a s e
i n non-expressway t r a v e l o c c u r s under A l t e r n a t i v e 2 and on the Freeway network
under A l t e r n a t i v e 3. T h i s l a t t e r d e c r e a s e i s p a r t i a l l y due to the l i m i t e d
c a p a c i t y p r o v i d e d by the d e s i g n of A l t e r n a t i v e 3 inbound which u t i l i z e s t h e
e x i s t i n g inbound l a n e s of the P e n n s y l v a n i a Avenue B r i d g e ; thus r e d u c i n g i t s
a t t r a c t i v e n e s s as a freeway c o n n e c t i o n . The l o w e s t aggregate i n c r e a s e i n
VHT i s a l s o shown under A l t e r n a t i v e 3 f o l l o w e d c l o s e l y by A l t e r n a t i v e 1 .
I n c o n t r a s t , A l t e r n a t i v e 1/2 produces the l o w e s t n e t d e c r e a s e i n VHT o f t h e
b u i l d o p t i o n s on the non-expressway network. However, i t a l s o shows the
h i g h e s t i n c r e a s e i n t o t a l systemwide VHT.
T h i s i n c r e a s e , which i s g r e a t e s t
i n the PM peak hour on both the non-expressway and combined e x p r e s s w a y - b o u l e v a r d
network, c a n be a t t r i b u t e d t o
the s e v e r e l y r e s t r a i n e d c a p a c i t y imposed by the B u i l d
TSM measure along the E a s t C a p i t o l S t r e e t c o r r i d o r ;
the c o n g e s t i o n caused
the l i m i t e d c a p a c i t y
f r e e w a y system;
by the high demand f o r freeway
on the e x i s t i n g b r i d g e c r o s s i n g s
Alternative
access;
and
and on
the
the c o n g e s t i o n and d e l a y imposed by r e s t r i c t e d d e s i g n c a p a c i t y
t h e new f a c i l i t i e s ;
of
the c o n g e s t i o n and d e l a y imposed on the eastbound approach to the
E a s t C a p i t o l S t r e e t B r i d g e by the proposed a t - g r a d e s i g n a l i z e d
intersection.
T h e s e c o n d i t i o n s a r e u l t i m a t e l y the c a u s e f o r the d e c r e a s e i n PM network
a v e r a g e t r a v e l speed, p a r t i c u l a r l y on the non-expressway system under
A l t e r n a t i v e 1/2 and on the b o u l e v a r d component. Under the AM c o n d i t i o n s , a l l
a l t e r n a t i v e s show a m a r g i n a l i n c r e a s e i n network average speed a s compared t o
t h e N o - B u i l d o p t i o n . T h i s i s a d i r e c t consequence of c o n t i n u i n g growth i n the
n o r t h e a s t and e a s t e r n s u b u r b s .
The r e s u l t of t h i s t r a f f i c i n c r e a s e i s a
d e c r e a s e i n t r a f f i c o p e r a t i n g l e v e l s of s e r v i c e f o r a l l the b r i d g e c r o s s i n g s
under the N o - B u i l d c a s e .
Under any of the f o u r b u i l d a l t e r n a t i v e s , t h e proposed l i n k i n g of the
A n a c o s t i a F r e e w a y w i t h the S o u t h e a s t Freeway w i l l induce a d d i t i o n a l t r i p s to
t h e A n a c o s t i a B r i d g e s from c r o s s i n g s o u t s i d e the Study A r e a .
The a d d i t i o n a l
t r a f f i c i s most predominant under A l t e r n a t i v e 2, where a p p r o x i m a t e l y 1800 new
t r i p s a r e a t t r a c t e d i n t o the study a r e a .
1-68
�B e c a u s e of the added d e l a y c r e a t e d by the proposed s i g n a l i z e d i n t e r s e c t i o n
under A l t e r n a t i v e 1/2, a r e a s o n a b l e comparison o f t r a v e l s t a t i s t i c s c a n n o t be
made. However, i f the d e l a y s p l a c e d on the non-expressway and b o u l e v a r d
network by t h i s measure were e l i m i n a t e d , i t i s c o n c e i v a b l e t h a t the change i n
network VHT would be lower under A l t e r n a t i v e 1/2 w i t h an a p p r e c i a b l e d e c r e a s e
i n t o t a l non-expressway t r a v e l time assuming no change i n VMT.
T h e r e f o r e , the
d e c l i n e i n a v e r a g e speed i n the PM p e r i o d would be c l o s e r t o t h e d e c r e a s e s
e x h i b i t e d by the o t h e r b u i l d a l t e r n a t i v e s ,
s i m i l a r l y , w i t h some r e l a x i n g o f
the p r o p o s e d c o n s t r a i n t s p l a c e d on C o n s t i t u t i o n Avenue and Independence
Avenue, t r a v e l speed on t h e non-expressway network would approximate t h a t o f
the N o - B u i l d c o n d i t i o n .
I t i s important t o note though t h a t o f a l l t h e
a l t e r n a t i v e s , t h e l a r g e s t peak hour d i v e r s i o n s of t r a v e l from the none x p r e s s w a y s t r e e t network i s e x p e c t e d under A l t e r n a t i v e 1/2.
1.4.9
T r a f f i c Impact on t h e A n a c o s t i a Paver B r i d g e s
An i m p o r t a n t i s s u e o f the B a r n e y C i r c l e t r a n s p o r t a t i o n s t u d y i s the d i v e r s i o n
of t r a f f i c and the s u b s e q u e n t impact on the B r i d g e s c r o s s i n g the A n a c o s t i a
River.
T a b l e 1-10 d e p i c t s the base y e a r and d e s i g n year peak hour d i r e c t i o n a l
t r a f f i c volumes under t h e v a r i o u s proposed a l t e r n a t i v e s .
TABLE 1-10
D E S I G N Y E A R 2 0 0 6 T R A F F I C C R O S S I N G T H E ANACOSTIA R I V E R
T r a f f i c Crossing the Anacostia River
River Crossings
IN
Base
COT
Null
AM (inbound), PM (outbound) Peak Hour
1
1
IN
COT
IN
Benning Road Br.
3,230
2,459
4,261
3,317
4,946
+685
E. C a p i t o l S t . B r .
4,010
3,674
5,477
5,579
6,538
+1,061
COT
4,024
+707
IN
4,746
+ 85
6,390 4,268
+811 +1,209
3
COT
m
1/2
COT
IN
COT
3,561
+214
4,342
+81
3,329
+12
4,478
+217
4,811
-738
5,124
-353
4,690
-889
4,919 3,114
-558 -2,465
3,936
+619
New F a c i l i t i e s
Shore Line Freeway
New
Crossing
2,997
3,284
( 2) 2,962
Shore Line Blvd.
3,052
2,203
4,257
-413
4,607
+754
Pennsylvania Ave. Br.
3,974
3,291
4,670
3,853
4,313
+357
4,229
+376
4,486
-184
11th
6,041
4,982
7,121
7,077
6,743
-378
6,093
-984
6,840 5,693
-281 -1,384
5,897
7,041
- 80 -1,180
6,511
-610
3,349
2,909
3,999
3,259
3,398
-101
3,508
+249
3,951
-48
3,993
-6
3,404
1,153
-83
St. Br.
S. C a p i t o l S t . Br.
T o t a l Peak Hr. Volume
3,908 6,215
+ 55 +1,545
3,595
1,336
4,130
+277
5,851
-1,226
6
3,713
+454
20,604 17,315 25,528 23,085 26,438 24,244 27,288 24,882 26,715 24,412 27,133 23,925
Increase (+), Decrease (-)
+910 +1,159 +1,760 +1,797
+277 +1,327 +1,605
versus n u l l
1. T r a f f i c olume on Shore Line Freeway Included i n E. C a p i t o l S t . B r . T o t a l
2.
2,704
1,436
+340
T r a f f i c Volume on 3oulevard Included i n E. C a p i t o l S t . Br. T o t a l
Under t h e N o - B u i l d A l t e r n a t i v e , the t o t a l peak hour d i r e c t i o n a l f l o w i s e s t i m a t e d
to i n c r e a s e by a p p r o x i m a t e l y
4900 v e h i c l e s inbound and 5800 v e h i c l e s outbound.
T h i s i s a 24 and 33 p e r c e n t i n c r e a s e over e x i s t i n g volumes r e s p e c t i v e l y .
1-69
�The magnitude of t h e s e i n c r e a s e s i n t r a f f i c
i n commuter and through t r a v e l from o u t s i d e
i s a t t r i b u t a b l e to the
the Study A r e a .
growth
For a l l the b u i l d a l t n e r a t i v e s , the t o t a l volume of t r a f f i c c r o s s i n g the A n a c o s t i a
R i v e r w i t h i n the s t u d y a r e a i n c r e a s e s .
The g r e a t e s t i n c r e a s e i s p r o j e c t e d
f o r A l t e r n a t i v e 2: about 1800 a d d i t i o n a l r i v e r c r o s s i n g s i n both the AM
and
PM peak h o u r s . S i n c e the new c r o s s i n g i s p r e d i c t e d to c a r r y about 3000 v e h i c l e s
i n t h o s e p e r i o d s , t r a f f i c volumes on e x i s t i n g b r i d g e s d e c r e a s e . T h i s i s t r u e
o f a l l the a l t e r n a t i v e s e x c e p t f o r A l t e r n a t i v e 1 , which produces a 15-210%
i n c r e a s e i n t r a f i c on the E a s t C a p i t a l S t r e e t B r i d g e .
The r e l a t i v e c h a n g e s i n o p e r a t i o n a l l e v e l o f s e r v i c e f o r e a c h b u i l d a l t e r n a t i v e
a r e summarized i n T a b l e 1-11.
E a c h o f t h e b u i l d a l t e r n a t i v e s promote some
improvement i n t r a f f i c o p e r a t i n g c o n d i t i o n s when compared w i t h the N o - B u i l d
A l t e r n a t i v e even i n l i g h t of the i m p o s i t i o n p r e s e n t e d by the t r a f f i c management
c o n s t r a i n t s on the C o n s t i t u t i o n Avenue and Independence Avenue C o r r i d o r
and
t h e added t r a f f i c a t t r a c t e d by the b u i l d o p t i o n s .
T A B L E 1-11
ANACOSTIA BRIDGE C R O S S I N G S , L E V E L OF S E R V I C E
(LOS)
Alternatives
Null
1
3
2
1/2
River Crossings
IN
COT
IN
COT
IN
COT
IN
COT
IN
COT
Benning Road Br.
E
.86
0
.69
E
.99
E
.84
E
.96
D
.74
E
.97
D
.69
E
.90
E
.82
E
1.00
F
1.05
F
1.20
F
1.21
E
.78
E
.91
E
.94
P
.88
E
.90
D
.59
E
.91
E
.83
-
E
.82
E
.78
E
35
p
F
1.20 1.17
F
1.29
F
1.23
F
1.14
F
1.37
E
1.00
E
.83
E
.92
E
.83
E. C a p i t o l S t . Br.
E. C a p i t o l S t . Br.
Mew
Crossing
Pennsylvania Ave. Br.
F
1.16
F
1.26
11th S t . Br.
F
E
1.01 1.00
E
.95
E
.80
S. C a p i t o l S t . Br.
1.4.10
F
F
1.25 1.15
F
1.33
F
1.09
F
F
1.30 1.17
E
.97
E
.81
F
F
1.32 1.20
F
F
1.33 1.13
F
F
1.31 1.29
P o t e n t i a l Roadway D e f i c i e n c i e s
Under the p r o j e c t a l t e r n a t i v e s , peak hour c o n g e s t i o n w i l l s t i l l o c c u r to
v a r y i n g d e g r e e s on a l l b r i d g e c r o s s i n g s .
Due to the demand f o r e a s t - w e s t
t r a v e l and the c a p a c i t y c o n s t r a i n t measures proposed f o r C o n s t i t u t i o n Avenue
and Independence Avenue, t r a f f i c c o n d i t i o n s on t h e s e a r t e r i e s show l i t t l e
improvement over the N o - B u i l d c o n d i t i o n s .
A l s o , the d i v e r s i o n c r e a t e d by
t h e s e measures t o o t h e r p a r a l l e l a r t e r i e s as w e l l as the l i m i t e d b r i d g e c r o s s i n g
c a p a c i t y has the a f f e c t of o f f s e t t i n g the o p e r a t i o n a l improvements a n t i c i p a t e d
by the t r a f f i c d i v e r s i o n to the f r e e w a y s y s t e m . Moreover, the a d d i t i o n a l
t r i p s a t t r a c t e d to the a r e a compound the a l r e a d y congested c o n d i t i o n s .
Examples
o f t h e s e t r a f f i c o p e r a t i n g c o n d i t i o n s a r e p r e s e n t e d on T a b l e 1-12.
The t a b l e
1-70
�l i s t s r e p r e s e n t a t i v e segments o f the major roadways i n t h e network w h i c h
a r e e x p e c t e d t o be c o n g e s t e d d u r i n g t h e t y p i c a l AM (Inbound) and PM (Outbound)
peak hours f o r t h e d e s i g n y e a r .
These a r e segments o f t h e
r e p r e s e n t a t i v e roadway which a r e a n t i c i p a t e d t o o p e r a t e a t l e v e l of s e r v i c e E
or F , t h a t i s t h e volume t o c a p a c i t y r a t i o g e n e r a l l y exceed the l i m i t s d e f i n e d
i n S e c t i o n s 1.3.4. I t s h o u l d be n o t e d t h a t w h i l e t r a f f i c o p e r a t i n g c o n d i t i o n s
may n o t be a p p r e c i a b l y enhanced, t h e volume o f t r a f f i c b o t h c i r c r d a t i n g
t h r o u g h l o c a l neighborhood s t r e e t s , on p a r t i c u l a r c r o s s i n g s and a t t h e
i d e n t i f i e d problem l o c a t i o n s would be r e d u c e d .
TABLE 1-12
Roadway Segment
R E P R E S E N T A T I V E C O N G E S T E D S E G M E N T O F THE R O A D W A Y N E T W O R K
From - To
1979 Base 2006 N u l l 2006 A l t . 1 2006 A l t . 2 2006 A l t . 3 2006 A l t . 1/2
A.M. P.M. A.M. P.M. A.M. P.M.
A.M. P.M.
A.M. P.M.
A.M. P.M.
OUTLINE A-A
Benning Rd. B r .
Oklahoma Ave-Kenilworth Ave NE
Young Br.
RFK Stad.Rd-Anacostia
Young B r .
Pkwy.
Southeast Fwy-Anacostia Fwy.
Sousa Br.
Anaoostia Fwy-Southeast Fwy.
11th S t . B r .
Anacostia Fwy-11th St.SE Ramp
11th S t . B r .
N S t . SE - 1-295
Douglass Br.
Anacostia Pk.Ramp-MST.SE
.few Crossing
Anacostia Fwy-SE Fwy.
>iew Crossing
SE Fwy-Anacostia Fwy.
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Anacostia F w y - l l t h S t . SE Ramp
Douglass Br.
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Anacostia Fwy-Stad. Rd.
S o i s a Br.
X
X
Benning Rd. B r . Kenilworth Ave-Oklahoma Ave
X
X
X
X
X
OUTLINE 3-3
Anacostia Fwy.
3enning Rd-E.Capitol S t .
Anacostia Fwy.
E.Capitol St-Benning Rd.
Oklahoma Ave ME
25th PI.NE-Benning Rd
15th S t . NE
G S t . NE-Benning Rd.
Maryland Ave NE
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
G St.NE-Benning Rd.
X
X
Benning Rd-G S t NE
Maryland Ave NE
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X'
OUTLINE C-C
RFK Stad.RdlC S t ) Young Br.-SB P e r i p h e r a l Rd
X
6th S t NE
A St.NE-Constitution Ave
X
X
X
C o n s t i t u t i o n Ave-A S t NE
2nd S t NE
X
A S t NE-Constitution Ave
2nd S t NE
X
X
Massachusetts Ave 9th S t NE-8th S t NE
X
X
X
X
X
X
OUTLINE D-D
Minnesota Ave
B S t SE - E l y P I .
X
X
X
X
X
Anacostia Fwy.
Young Br. BR 505
X
X
X
X
X
Anacostia Fwy.
Br. 505 - Young B r .
X
8th S t SE
Independence Ave-C S t SE
S.Carolina Ave
7th S t SE-6th S t . SE
6th S t . SE
Independence Ave -3rd S t . SE
Shoreline Conn
E.Capitol St-Barney C i r .
Shoreline Conn.
Barney C i r . - E . C a p i t o l S t .
X
X
X
X
X
X
X
X
Independence Ave-Penn Ave.
Pennsylvania Ave
X
S.Carolina Ave-Independence
Ave.
4th S t . SE
X
X
X
X
X
X
X
X
X
X
X
1- 7 1
X
�OUTLINE E-E
Anacostia Fwy.
Br.505 - Fenn Ave.
X
Anacostia Fwy.
Penn Ave-Br. 505
X
X
X
Massachusetts Av. 18th St-19th S t . SE
Independence Ave
18th St-19th S t . SE
C S t . NE
18th
X
X
X
X
X
X
St-19th S t . SE
X
X
X
X
X
OUTLINE F-F
Minnesota Ave
S S t SE-Naylor Rd
Southeast Fwy.
Penn A v e - l l t h St.Br.
Southeast Fwy.
11th S t Br-Penn Ave.
L i n c o l n Sq.No.
12th S t - 11th S t . NE
C o n s t i t u t i o n Ave
12th S t - 11th St. NE
Maryland Ave.
12th S t - 11th S t . NE
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
OUTLINE G—G
Anacostia Fwy.
Douglass B r - l l t h St.Br.
X
Anacostia Fwy.
11th St.Br.-Douglass B r .
M S t . SE
2nd S t . SE-N.J. Ave.
Southeast Fwy.
I - 3 9 5 - V i r g i n i a Ave.Ramp
Southeast Fwy.
3rd S t . Ramp-I-395
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Independence Ave. 1st S t - 2nd S t . SE
X
X
X
X
X
X
X
X
Independence Ave. 2nd S t - 1 s t S t . SE
X
East Capitol S t .
X
X
X
X
X
X
X
1st S t - 2nd S t . SE
X
C o n s t i t u t i o n Ave. 2nd S t - 1 s t S t . NE
Potential Accident
X
X
C o n s t i t u t i o n Ave. 1st S t - 2nd S t . NE
1.4.11
X
X
X
X
X
X
X
X
X
X
X
X
X
rmpact
A c c i d e n t s a r e r e l a t e d to elements such as the roadway type d e s i g n , l a n d u s e ,
time o f day and weather c o n d i t i o n s . As a consequence, a n e t d i v e r s i o n o f
t r a f f i c to the freeway/expressway system w i l l not n e c e s s a r i l y r e s u l t i n a
d e c r e a s e i n the number, type or s e v e r i t y of c e r t a i n a c c i d e n t s a t a p a r t i c u l a r
location.
However, proposed a l t e r n a t i v e s a r e e x p e c t e d to reduce the t o t a l
number o f a c c i d e n t s on the non-expressway network by d i v e r s i o n o f t r a f f i c to
the e x p r e s s w a y s y s t e m . A c c i d e n t r a t e s f o r e x p r e s s w a y s a r e a p p r o x i m a t e l y 14%
lower t h a n the combined a c c i d e n t r a t e f o r o t h e r roadways i n the s t u d y a r e a .
T a b l e 1-13 shows an e s t i m a t e o f t h e number o f a c c i d e n t s w h i c h may o c c u r a t t h e
h i g h a c c i d e n t l o c a t i o n s w i t J i i n t h e Study A r e a . T h i s a s s e s s m e n t i s b a s e d on a
computed a c c i d e n t r a t e by roadway t y p e u s i n g b a s e y e a r (1979) a c c i d e n t
s t a t i s t i c s d e s c r i b e d i n S e c t i o n 1.3.4 and t h e r e l a t i v e change i n v e h i c l e m i l e s
of t r a v e l on each roadway t y p e . These v a l u e s a r e i n t e n d e d as a c o m p a r a t i v e
s t a t i s t i c used t o a s s e s s the p o t e n t i a l f o r a r e d u c t i o n i n the number o f
a c c i d e n t s i n the Study A r e a under the v a r i o u s p r o j e c t a l t e r n a t i v e s .
TABLE 1-13
Expressway
Non-2xpressway
Total
C O M P A R A T I V E NUMBER O F A C C I D E N T S
A l t . SULL
360
540
900
Alt. 1
430
520
Alt. 2
410
540
950
950
* Ir.cludes Boulevard se^sients
1-72
Alt.
i/:
430
520*
950
Alt.3
400
530
930
�Based on the e s t i m a t e of y e a r l y VMT, t h e number of p o t e n t i a l a c c i d e n t s
i n d i c a t e s a 4 p e r c e n t r e d u c t i o n i n the average number o f a c c i d e n t s on none x p r e s s w a y r o a d s f o r a l l a l t e r n a t i v e s e x c e p t A l t e r n a t i v e 2 and a p p r o x i m a t e l y a
15 p e r c e n t i n c r e a s e i n expressway r e l a t e d a c c i d e n t s i n t h e Study A r e a due t o
i n c r e a s e d freeway t r a v e l and m i l e s of roadway.
1.4.12
T r a f f i c ConcUtions
a t I d e n t i f i e d Problem L o c a t i o n s
As d e s c r i b e d i n p r e v i o u s s e c t i o n 1.4.6 t r a f f i c i s d i v e r t e d from l o c a l s t r e e t s
i n t h e a r e a . T h e s e s h i f t s a r e a r e s u l t o f i n c r e a s e d t r a f f i c demand, v a r y i n g
d e g r e e s o f c o n g e s t i o n and proposed c a p a c i t y c o n s t r a i n t m e a s u r e s a s d e s c r i b e d under t h e v a r i o u s b u i l d a l t e r n a t i v e a s s e s s m e n t s . T a b l e 1-14 l i s t s t h e roadway
approach movements a t f o u r i d e n t i f i e d problem l o c a t i o n s and the l e v e l o f
s e r v i c e which c a n be a n t i c i p a t e d based on the f o r e c a s t d e s i g n y e a r t r a f f i c f o r
the p r o j e c t a l t e r n a t i v e s . The t a b l e p r e s e n t s a comparison o f t h e e x p e c t e d
t r a f f i c o p e r a t i n g c o n d i t i o n s d u r i n g the AM and PM peak h o u r s .
The d e t a i l e d
a n a l y s e s o f t h e s e l o c a t i o n s i s c o n t a i n e d i n Appendix I and a s y n o p s i s o f t h e
r e s u l t s i s p r e s e n t e d below.
TABLE 1-14
Selected Problem l o c a t i o n s
IDENTIFIED PROBLEM LOCATIONS, L E V E L OF SERVICE
Approach D i r e c t i o n
BASE
AM
PM
Pennsylvania Avenue a t Minnesota
Avenue
i
East
( r i g h t turn) E a s t
( l e f t turn) East
West
A
A
F
E
C-D
A-B
C-D
F
Minnesota Avenue a t
Pennsylvania Avenue
A
F
F
North
North
•
NULL
AM
PM
1
2
3
AM
PM
AM
PM
AM
PM
AM
1/2
EM
A
A
F
F
D
A
E-F
F
A
A
F
F
D
A
D
F
A
A
F
F
D
A
F
F
A
A
F
p
D
A
F
F
A
A
F
D
A
C
F
A
E
A
A
A
A
F
A
A
A
A
A
F
A
C-D
A
F
D
Minnesota Ave a t L'Enfant
South
F
F
F
F
F
F
A
p
F
F
F
Minnesota Ave across Penn
South
A
A
A
A
C
A
D
A
A
A
Pennsylvania Ave a t L'Enfant
West
F
A
F
A
F
A
A
A
F
A
L'Enfant
South
F
A
F
A
F
A
A
A
F
A
( l e f t turn)
t o Penn
F
Benning Road a t 31adensburg
Scad
West
E
E-E
F
F
F
F
F
F
p
F
p
F
Maryland Avenue a t Benning
Road
Northeast
A
E
F
F
F
F
F
F
F
F
F
F
Bladensburg Road a t 3enning
Road
South
F
F
F
F
F
A
F
F
F
F
F
A
A
F
C
A
F
A
F
A
p
A
F
A
F
15th
North
D
F
F
F
F
F
F
F
F
F
F
Southeast Freeway between
3rd S t r e e t and 1-395
West(Weave)
(Diverge)
E
p
-
F
F
D-C
F
F
F
E
F
F
F
E
F
F
F
E
F
F
p
F
p
p
3rd S t r e e t Ramp a t Southeast
Freeway
West (Merge)
F
-
F
F
F
F
F
F
F
F
F
F
Southeast Freeway Ramp a t
Pennsylvania Avenue
•
B-C
H S t r e e t a t Maryland Ave. ( l e f t turn) E a s t
East
Merge
Diverge
A
F
-
-
C
C
C
C
A
A
C
B
B
A
C
c
B-C
B
C
C
A
A
B
A
S t r e e t a t Benning Rd.
I n t e r s e c t i o n of p e n n s y v a n i a Avenue-Minnesota Avenue and L ' E n f a n t
Square; There i s l i t t l e o r no s i g n i f i c a n t change i n t h e a n t i c i p a t e d
l e v e l o f s e r v i c e on the major approaches a t t h i s l o c a t i o n under any
of t h e b u i l d o p t i o n s . The i n c r e a s e i n c o n g e s t i o n under A l t e r n a t i v e
1-73
�1/2 f o r t h e l e f t t u r n from P e n n s y l v a n i a Avenue eastbound t o
M i n n e s o t a Avenue northbound i n t h e PM and the movement from L ' E n f a n t
Square southbound t o P e n n s y l v a n i a Avenue westbound i n A l t e r n a t i v e 3
can be a t t r i b u t e d t o t h e d i v e r s i o n o f t r a f f i c through t h i s
intersection.
T h i s i s due t o c o n g e s t i o n on t h e A n a c o s t i a Freeway
and on b r i d g e c r o s s i n g s . The improvements noted on M i n n e s o t a Avenue
northbound i n the AM c a n be a t t r i b u t e d t o improved freeway a c c e s s .
O v e r a l l the problem a t t h i s i n t e r s e c t i o n i s i n s u f f i c i e n t c a p a c i t y ,
i . e . , an inadequate number o f l a n e s i n the peak d i r e c t i o n o f t r a v e l ,
m u l t i - s i g n a l p h a s i n g r e s u l t i n g i n l i m i t e d green time and h i g h volume
t u r n i n g movement.
•
I n t e r s e c t i o n o f Bladensburg Road, Benning Read, Maryland Avenue,
F l o r i d a Avenue, H S t r e e t , NE and 15th S t r e e t , NE: As shown i n T a b l e
1-14 t h e r e i s no a n t i c i p a t e d change i n t h e a l r e a d y congested
o p e r a t i o n approaches a t t h i s i n t e r s e c t i o n . The complex s i g n a l
p h a s e , h i g h t r a f f i c volume demand on almost a l l a p p r o a c h e s and t h e
l a c k o f an adequate number o f l a n e s a l l c o n t r i b u t e t o t h i s poor
o p e r a t i o n . C o n c e i v e a b l y t h e demand volume may be lowered by
p r o v i d i n g g r e a t e r ramp and b r i d g e c a p a c i t y on t h e E a s t C a p i t o l
S t r e e t B r i d g e and t h e ramps w i t h the A n a c o s t i a Freeway N o r t h .
•
3 r d S t r e e t SE On-Ramp t o t h e S o u t h e a s t Freeway; The a n a l y s i s o f t h i s
ramp and t h e a t t e n d a n t v e h i c l e merges, weaving manuevers and d i v e r g e
movements t o 1-395 North and the Southwest Freeway i n d i c a t e s t h a t
under peak hour f o r e c a s t t r a f f i c c o n d i t i o n s f o r c e d t r a f f i c f l o w w i l l
c o n t i n u e t o e x i s t under a l l a l t e r n a t i v e s . F u r t h e r s t u d y o f measures
to improve t r a f f i c o p e r a t i o n s on t h e i n t e r c h a n g e complex between t h e
11th S t r e e t B r i d g e and 1-395 a r e recommended.
•
S o u t h e a s t Freeway Northbound Ramp t o P e n n s y l v a n i a Avenue, E a s t b o u n d ;
T h i s ramp was a n a l y z e d under two c a s e s , a normal s i n g l e l a n e ramp
w i t h a d i r e c t l a n e i n t o t h e P e n n s y l v a n i a B r i d g e and t h e p r e s e n t
pedestrian actuated s i g n a l .
Both a n a l y s e s i n d i c a t e t h a t an
a c c e p t a b l e t r a f f i c o p e r a t i o n c a n be a n t i c i p a t e d under t h e N o - B u i l d
c o n d i t i o n w i t h some c o n g e s t i o n a s long a s the ramp h a s a green
s i g n a l i n d i c a t i o n f o r a t l e a s t 80 p e r c e n t of t h e hour and t r a f f i c
backups a l o n g P e n n s y l v a n i a Avenue eastbound from t h e e a s t do n o t
c l o s e - o f f e g r e s s from t h e ramp. C o n d i t i o n s under any o f t h e b u i l d
a l t e r n a t i v e s a r e g r e a t l y improved w i t h a n t i c i p a t e d t r a f f i c
c o n d i t i o n s being b e s t under A l t e r n a t i v e 1/2 (LOS'C).
Alternatives 2
and 3 a r e e x p e c t e d t o p r o v i d e somewhat slower o p e r a t i o n s (LOS'D)
d u r i n g t h e PM peak. T h i s l e v e l o f s e r v i c e i s s t i l l v e r y a c c e p t a b l e .
1.4.13
Stadium Access
A l t e r n a t i v e 1 would p r o v i d e f o r permanent upgrading o f the temporary two-lane
RFK Stadium a c c e s s road c u r r e n t l y o p e r a t e d under a N a t i o n a l Park S e r v i c e
permit.
A c c e s s between the S o u t h e a s t Freeway and t h e stadium s o u t h p a r k i n g
a r e a s ( L o t number 8) w i l l be p r o v i d e d by a ramp from t h e p a r k i n g a r e a t o t h e
southbound l a n e s o f the proposed a l t e r n a t i v e and a ramp from t h e a l t e r n a t i v e s
northbound l a n e s t o the p a r k i n g a r e a . The a l t e r n a t i v e a l s o i n c l u d e s a c c e s s
f o r s t a d i u m - r e l a t e d t r a f f i c between t h e stadium and P e n n s y l v a n i a Avenue a t
B a r n e y C i r c l e ; thereby p r o v i d i n g a c c e s s i b i l i t y from and t o the e a s t . S i m i l a r
1-74
�s t a d i u m a c c e s s w i l l a l s o be p r o v i d e d under A l t e r n a t i v e s 2 and 1/2- S i n c e t h e
urban b o u l e v a r d p o r t i o n of A l t e r n a t i v e 1/2 i s d e s i g n e d t o p e r m i t t r a f f i c t o
o p e r a t e a t low speeds, d i r e c t a c c e s s t o t h e stadium p a r k i n g l o t s i s p r o v i d e d
a t s e v e r a l e n t r y / e x i t driveway c u t s along the boulevard.
No a d d i t i o n a l
a c c e s s o r changes t o t h e e x i s t i n g two-lane stadium a c c e s s road w i l l be made
under A l t e r n a t i v e 3.
T r a f f i c c o n d i t i o n s i n the C a p i t o l H i l l neighborhood d u r i n g major e v e n t s a t RFK
Stadium a r e expected t o improve under A l t e r n a t i v e s 1 , 2, and 1/2, and remain
unchanged under A l t e r n a t i v e 3 due t o t h e d i r e c t a c c e s s t o t h e s t a d i u m p a r k i n g
f a c i l i t i e s from t h e S o u t h e a s t E x p r e s s w a y , 1-295 and/or t h e E a s t C a p i t o l S t r e e t
Bridge.
I n a d d i t i o n , t h e p r o v i s i o n o f a c c e s s from P e n n s y l v a n i a Avenue w i l l
d i v e r t a d d i t i o n a l t r a f f i c p a r t i c u l a r l y from t h e L i n c o l n Park l o c a l s t r e e t s .
1.4.14
Mass T r a n s i t
The t r a f f i c and t r a n s p o r t a t i o n a n a l y s i s , used t o a s s e s s t h e impacts o f t h e
p r o j e c t a l t e r n a t i v e s , was based on t r a f f i c f o r e c a s t f o r t h e Washington Metrop o l i t a n a r e a developed by MWCOG f o r t h e y e a r 2000. These f o r e c a s t s r e f l e c t
the Long Range Elements o f t h e 1980 T r a n s p o r t a t i o n P l a n adopted by t h e T r a n s p o r t a t i o n P l a n n i n g Board f o r the N a t i o n a l C a p i t o l R e g i o n . The p l a n s i n c l u d e
f u t u r e e x t e n s i o n o f the METRO l i n e and a number o f changes t o l o c a l Metrobus
s e r v i c e i n t h e a r e a a s presented i n S e c t i o n 1.2.3-1.2.4.
The proposed a l t e r n a t i v e s , a r e i n t e n d e d t o meet f u t u r e t r a v e l demands between
S o u t h e a s t Washington and t h e n o r t h e a s t s u b u r b s , assuming f u l l i m p l e m e n t a t i o n
of t h e proposed METRO and Metrobus s y s t e m s . I n a d d i t i o n under A l t e r n a t i v e s 1 ,
2, and 1/2 improved c o n n e c t i o n s t o RFK Stadium l o t s (to f a c i l i t a t e use o f t h e
l o t s a s p a r k i n g l o t s f o r t h e Stadium-Armory METRO s t a t i o n ) a r e i n t e n d e d t o
make t r a n s i t use more a p p e a l i n g t o p o t e n t i a l r i d e r s h i p .
The proposed a l t e r n a t i v e s 1 , 2 and 1/2 w i l l a l s o improve t r a n s i t s e r v i c e by
r e d u c i n g f o r e c a s t t r a f f i c c o n g e s t i o n i n P e n n s y l v a n i a Avenue and S. C a p i t o l
S t r e e t Bridge Corridors.
The a l t e r n a t i v e s a r e n o t e x p e c t e d t o have any s i g n i f i c a n t a d v e r s e impact on t r a n s i t use when compared t o the No B u i l d o p t i o n .
1.4.15
Bike Travel
D e d i c a t e d bikeways have been i n c l u d e d a s p a r t of t h e p r e l i m i n a r y d e s i g n s f o r
A l t e r n a t i v e s 1 , 2, and 1/2. I n t h e c a s e o f A l t e r n a t i v e s 2 and 1/2, t h e
proposed r i v e r c r o s s i n g s have been d e s i g n e d t o i n c l u d e s u f f i c i e n t s p a c e f o r
d e s i g n a t e d bikeways. A l t e r n a t i v e 3 does not i n c l u d e any a d d i t i o n s or m o d i f i c a t i o n s to e x i s t i n g bike routes.
1.4.16
The
SurrTTiary
r e s u l t s of future
•
t r a v e l patterns
indicate that :
Under a No B u i l d s c e n a r i o t r a f f i c c o n g e s t i o n w i l l o n l y i n c r e a s e
i n f i l t r a t i o n o f commuter t r a f f i c onto l o c a l s t r e e t s . There i s a
g e n e r a l s h i f t o f t r a f f i c though from l o c a l and a r t e r i a l s t r e e t s t o
the freeway system, p a r t i c u l a r l y i n t h e neighborhood west o f t h e
A n a c o s t i a R i v e r w i t h a l l b u i l d a l t e r n a t i v e s . Of t h e b u i l d
1-75
�a l t e r n a t i v e s , A l t e r n a t i v e 1/2 i s t h e most e f f e c t i v e i n d i v e r t i n g
t r a f f i c t o the expressway s y s t e m .
T h i s f i n d i n g i s supported by
examining both AM- and PM-peak hour t r a f f i c p a t t e r n s .
During
t h e AM-peak h o u r s ,
travel patterns indicate
that:
w i t h A l t e r n a t i v e s 2, 1/2 and 3, westbound and southbound
t r a f f i c l e v e l s on l o c a l s t r e e t s west and s o u t h o f t h e Benning
Road B r i d g e d e c r e a s e from l e v e l s w i t h the N o - b u i l d A l t e r n a t i v e ;
i n a l l c a s e s , westbound t r a f f i c i n t h e
I n d e p e n d e n c e / C o n s t i t u t i o n Avenue c o r r i d o r and southbound
t r a f f i c on l o c a l s t r e e t s s o u t h o f C o n s t i t u t i o n Avenue d e c r e a s e
from l e v e l s found i n t h e N o - b u i l d A l t e r n a t i v e ;
w i t h A l t e r n a t i v e s 1 and 1/2, westbound t r a f f i c l e v e l s on l o c a l
s t r e e t s west o f t h e P e n n s y l v a n i a Avenue B r i d g e d e c r e a s e from
l e v e l s with the No-build A l t e r n a t i v e ;
i n a l l c a s e s , t h e l e v e l s o f t r a f f i c i n the M S t r e e t , SE
c o r r i d o r , west o f t h e 1 1 t h S t r e e t and South C a p i t o l S t r e e t
B r i d g e s , d e c r e a s e from t h e l e v e l s o f t r a f f i c w i t h t h e N o - b u i l d
Alternaitve.
t r a f f i c l e v e l s i n t h e v i c i n i t y o f the 3 r d S t r e e t ramp t o the
S o u t h e a s t Freeway d e c r e a s e w i t h A l t e r n a t i v e s 1 , 2 and 1/2 from
t r a f f i c l e v i e s with the No-build A l t e r n a t i v e .
on t h e e a s t s i d e o f the A n a c o s t i a R i v e r , t h e l e v e l s of
westbound Benning Road t r a f f i c a r e reduced w i t h A l t e r n a t i v e s 1 ,
2 and 1/2 from t r a f f i c l e v e l s w i t h the N o - b u i l d A l t e r n a t i v e .
t r a f f i c l e v e l s i n the v i c i n i t y o f the i n t e r s e c t i o n of
P e n n s y l v a n i a and M i n n e s o t a Avenue a r e reduced w i t h A l t e r n a t i v e s
1 , 2 and 1/2 from l e v e l s found i n the N o - b u i l d A l t e r n a t i v e ; and
During
-
t h e PM-peak hour, t r a v e l p a t t e r n s i n d i c a t e
that:
on t h e west s i d e o f t h e A n a c o s t i a R i v e r , t h e l e v e l s o f
eastbound t r a f f i c on Benning Road d e c r e a s e w i t h a l l b u i l d
a l t e r n a t i v e s from l e v e l s w i t h t h e N o - b u i l d A l t e r n a t i v e ;
on the west s i d e o f the A n a c o s t i a R i v e r , t r a f f i c l e v e l s on
roadways a p p r o a c h i n g t h e E a s t C a p i t o l S t r e e t B r i d g e , i n c l u d i n g
the I n d e p e n d e n c e / C o n s t i t u t i o n Avenue c o r r i d o r and on northbound
l o c a l s t r e e t s , decrease with a l l build a l t e r n a t i v e s ;
eastbound t r a f f i c l e v e l s i n c r e a s e on P e n n s y l v a n i a Avenue and on
l o c a l s t r e e t s i n the v i c i n i t y of the 11th S t r e e t Bridges with
A l t e r n a t i v e s 1 and 1/2; and
t r a f f i c l e v e l s i n c r e a s e i n the v i c i n i t y o f Minnesota and
P e n n s y l v a n i a Avenues w i t h A l t e r n a t i v e s 1 and 1/2 a s a r e s u l t of
f o r c e d t r a f f i c d i v e r s i o n from the E a s t C a p i t o l S t r e e t c o r r i d o r .
1-76
�I n a l l c a s e s , VMT and VHT i n t h e d e s i g n y e a r (2006) i s s i g n i f i c a n t l y
g r e a t e r than VMT and VHT i n t h e base y e a r ( 1 9 7 9 ) , and average speed
i n t h e d e s i g n y e a r i s s i g n i f i c a n t l y l e s s than average speed i n the
base y e a r . T h i s i s due t o t h e s u b s t a n t i a l i n c r e a s e i n t r a f f i c
p r o j e c t e d f o r the a r e a between 1979 and 2006.
S i m i l a r l y , i n a l l c a s e s , VMT f o r t h e b u i l d a l t e r n a t i v e s i s g r e a t e r
than t h e VMT f o r t h e N o - b u i l d A l t e r n a t i v e . VHT f o r t h e b u i l d a l t e r n a t i v e s though i s g r e a t e r than the VHT f o r the N o - b u i l d A l t e r n a t i v e
d u r i n g t h e AM-peak hour. T h i s i s due t o two f a c t o r s :
T o t a l t r i p s i n t o the s t u d y a r e a from other a r e a s i n the r e g i o n
are a p p r o x i m a t e l y one p e r c e n t g r e a t e r w i t h the b u i l d
a l t e r n a t i v e s than w i t h t h e N o - b u i l d A l t e r n a t i v e . T h i s i s due
t o t h e d i v e r s i o n o f t r i p s from o t h e r r o u t e s between c e n t r a l
Washington and a r e a s t o t h e n o r t h e a s t t o even q u i c k e r r o u t e s w i t h i n
the study a r e a .
T h i s d i v e r s i o n o f t r i p s t o f a s t e r , though not n e c e s s a r i l y
s h o r t e r , r o u t e s w i t h i n t h e s t u d y a r e a i s i n d i c a t e d by t h e
h i g h e r average speed d u r i n g the AM-peak hour f o r the b u i l d
a l t e r n a t i v e s as compared t o t h e N o - b u i l d A l t e r n a t i v e .
I n a l l c a s e s , t h e p o r t i o n o f t o t a l s t u d y a r e a VMT t h a t o c c u r s on t h e
non-expressway p o r t i o n o f t h e roadway network i s l e s s w i t h t h e b u i l d
alternatives.
The VMT t h a t o c c u r s on the non-expressway p o r t i o n o f
t h e s t u d y a r e a roadway network i s l o w e s t w i t h A l t e r n a t i v e 1/2 d u r i n g
both t h e AM- and PM-peak h o u r s .
I n a l l c a s e s , t h e VHT t h a t o c u r s on
the non-expressway p o r t i o n o f t h e roadway network d u r i n g t h e AM-peak
hour i s l e s s w i t h the b u i l d a l t e r n a t i v e s than w i t h t h e No-build
Alternative.
AM-peak hour t r a v e l speed f o r the non-expressway p o r t i o n o f the
roadway network i s h i g h e s t w i t h A l t e r n a t i v e 1/2. H i g h e s t PM-peak
hour t r a v e l speed f o r the non-expressway p o r t i o n o f the roadway
network o c c u r s w i t h t h e N o - b u i l d A l t e r n a t i v e . Systemwide average
t r a v e l speed i s a l s o h i g h e s t w i t h A l t e r n a t i v e 1/2 d u r i n g the AM-peak
hours and w i t h t h e N o - b u i l d A l t e r n a t i v e d u r i n g t h e PM-peak hour.
A r e v i e w o f t h e s i m u l a t i o n r e s u l t s i n d i c a t e s t h a t , d u r i n g peak
t r a v e l p e r i o d s , segments o f most e x p r e s s w a y s i n t h e study a r e a ,
i n c l u d i n g t h e f i v e e x i s t i n g A n a c o s t i a R i v e r c r o s s i n g s and t h e
proposed new f a c i l i t i e s , w i l l o p e r a t e a t o r near c a p a c i t y w i t h a l l
p r o j e c t a l t e r n a t i v e s , i n c l u d i n g the No-build A l t e r n a t i v e . I n a
number o f c a s e s , t r a f f i c c o n d i t i o n s a t c e r t a i n l o c a t i o n s i n t h e
freeway system w i l l be worse w i t h t h e b u i l d a l t e r n a t i v e s than w i t h
t h e N o - b u i l d A l t e r n a t i v e . T h i s i s due t o t h e s i g n i f i c a n t d i v e r s i o n
of t r a f f i c from l o c a l s t r e e t s t o the expressway system.
T r a f f i c c o n d i t i o n s on most non-expressway roadways i n the study a r e a
w i l l be b e t t e r than on e x p r e s s w a y s d u r i n g peak h o u r s .
I n a number
of c a s e s , however, t r a f f i c c o n d i t i o n s on c e r t a i n segments of l o c a l
s t r e e t s w i l l be b e t t e r w i t h t h e N o - b u i l d A l t e r n a t i v e . These
i n c l u d e , d u r i n g the AM-peak h o u r s , e x c e p t w i t h A l t e r n a t i v e 1/2,
1-77
�L i n c o l n Square North between 1 1 t h and 1 2 t h S t r e e t s , NE, e x c e p t w i t h
A l t e r n a t i v e 1 , 8 t h S t r e e t S E , between Independence and C o n s t i t u t i o n
Avenues, and, w i t h a l l a l t e r n a t i v e s , Independence and C o n s t i t u t i o n
Avenues west o f 1 s t S t r e e t .
•
A l t e r n a t i v e 1/2 i s most e f f e c t i v e i n d i v e r t i n g t r a f f i c t o the
e x p r e s s w a y s y s t e m , but l o c a l i z e d d i s t r i b u t i o n problems w i l l e x i s t
u n l e s s a d d i t i o n a l t r a f f i c o p e r a t i o n a l improvements a r e i n s t i t u t e d .
•
The r e s u l t s o f t h e t r a f f i c o p e r a t i o n s a n a l y s i s i n d i c a t e t h a t none o f
the a l t e r n a t i v e s i s s i g n i f i c a n t l y s u p e r i o r t o t h e o t h e r s i n
a m e l i o r a t i n g l o c a l i z e d c o n g e s t i o n problems i n t h e study a r e a .
D e t a i l e d m i c r o s c a l e t r a f f i c improvement s t u d i e s w i l l be completed
upon s e l e c t i o n o f t h e p r e f e r r e d a l t e r n a t i v e t o m i t i g a t e t r a f f i c
problems a t s e l e c t e d l o c a t i o n s .
The major g o a l s o f the proposed
a l t e r n a t i v e s a r e t o improve t r a f f i c c o n d i t i o n s on C a p i t o l H i l l and
o t h e r r e s i d e n t i a l a r e a s o f s o u t h e a s t e r n Washington and t o p r o v i d e a
d i r e c t l i n k between t h e S o u t h e a s t and A n a c o s t i a F r e e w a y s . The
a l t e r n a t i v e s a r e s u p p o r t e d by a number of roadway and o p e r a t i o n a l
improvements, i n c l u d i n g s e v e r a l p r o p o s e d TSM m e a s u r e s .
These
"packages" o f improvements a r e i n t e n d e d t o improve t r a f f i c
c o n d i t i o n s i n s o u t h e a s t Washington neighborhoods. The r e s u l t s o f
the t r a f f i c and t r a n s p o r t a t i o n a n a l y s i s i n d i c a t e t h a t t h e p r o p o s e d
a l t e r n a t i v e s s u c c e e d t o v a r y i n g d e g r e e s i n improving t r a f f i c
c o n d i t i o n s i n the s t u d y a r e a .
I n c e r t a i n cases, the a n a l y s i s
i n d i c a t e s t h a t , though t h e p r i m a r y o b j e c t i v e i s improving o v e r a l l
t r a f f i c c o n d i t i o n s i n t h e s t u d y a r e a , some l o c a t i o n s w i l l be
u n a f f e c t e d or a d v e r s e l y a f f e c t e d d u r i n g peak t r a f f i c hours due t o
implementaiton o f a proposed a l t e r n a t i v e .
•
•
1.5.1
Under A l t e r n a t i v e s 1 , 2 and 1/2, t h e improved c o n n e c t i o n s t o RFK
Stadium l o t s a l s o o f f e r t h e p o t e n t i a l f o r use o f t h e s t a d i u m p a r k i n g
l o t s f o r the Stadium-Armory METRO s t a t i o n .
•
1.5
Adverse impacts of the a l t e r n a t i v e s can be m i t i g a t e d by
r e s t r u c t u r i n g t h e group o f s u p p o r t i v e e l e m e n t s i n c l u d e d a s p a r t o f
each a l t e r n a t i v e , by adding e n t i r e l y new measures or e l i m i n a t i n g
c e r t a i n proposed m e a s u r e s . F i n a l s e l e c t i o n o f measures w i l l depend
on t h e f i n a l s e l e c t e d a l t e r n a t i v e and w i l l be based on d e t a i l e d
t r a f f i c and t r a n s p o r t a t i o n d e s i g n s t u d i e s .
None o f the a l t e r n a t i v e s a r e e x p e c t e d t o have any s i g n i f i c a n t
a d v e r s e impact on t r a n s i t u s e .
MITIGATION
Construction
Impacts
I n g e n e r a l , t h e f o l l o w i n g measures w i l l be employed t o m a i n t a i n e x i s t i n g
t r a f f i c c o n d i t i o n s d u r i n g c o n s t r u c t i o n o f t h e proposed a l t e r n a t i v e s :
1-78
�L i m i t the c o n s t r u c t i o n a c t i v i t i e s ,
peak t r a f f i c h o u r s .
t o the e x t e n t p o s s i b l e , t o non-
M a i n t a i n t h e c u r r e n t number o f a v a i l a b l e o p e r a t i n g
roadways d u r i n g peak t r a f f i c h o u r s .
l a n e s on a f f e c t e d
Require t h a t c o n s t r u c t i o n c o n t r a c t o r s provide o f f - r o a d parking f o r
the p r i v a t e v e h i c l e s o f c o n s t r u c t i o n w o r k e r s .
R e q u i r e t h a t c o n s t r u c t i o n v e h i c l e s t r a v e l on d e s i g n a t e d
routes.
Develop d e t a i l e d t r a f f i c maintenance p l a n s
period.
truck
f o r the c o n s t r u c t i o n
T h e s e measures w i l l be e n f o r c e d by c a r e f u l m o n i t o r i n g o f c o n s t r u c t i o n
a c t i v i t i e s , and by i n c o r p o r a t i n g t h e s e measures i n c o n s t r u c t i o n c o n t r a c t s .
1.5.2
O p e r a t i o n a l Impacts
The major g o a l o f t h e proposed a l t e r n a t i v e s i s t o improve t r a f f i c c o n d i t i o n s
i n t h e C a p i t o l H i l l and o t h e r r e s i d e n t i a l a r e a s o f s o u t h e a s t e r n Washington.
The a l t e r n a t i v e s a r e s u p p o r t e d by a number of roadway, o p e r a t i o n a l , and
t r a n s i t improvements, i n c l u d i n g s e v e r a l proposed t r a n s p o r t a t i o n management
m e a s u r e s . The r e s u l t s o f the t r a f f i c and t r a n s p o r t a t i o n a n a l y s i s i n d i c a t e s
t h a t t h e proposed a l t e r n a t i v e s s u c c e e d t o v a r y i n g degrees i n d e t e r i n g through
t r a f f i c movements i n t h e l o c a l neighborhoods o f the study a r e a .
In certain
c a s e s , t h e a n a l y s i s i n d i c a t e s t h a t , t r a f f i c c o n d i t i o n s a t a number o f s t u d y
a r e a l o c a t i o n s w i l l be u n a f f e c t e d or a d v e r s e l y a f f e c t e d d u r i n g peak t r a f f i c
hours due t o i m p l e m e n t a t i o n o f a proposed a l t e r n a t i v e . These l o c a t i o n s
include:
the E a s t C a p i t o l S t r e e t B r i d g e ,
the i n t e r s e c t i o n o f Benning Road, Maryland Avenue and B l a d e n s b u r g
Road,
the A n a c o s t i a Freeway North o f t h e E . C a p i t a l S t r e e t B r i d g e ,
the S o u t h e a s t Freeway westbound l a n e s near 1-395, and
P e n n s y l v a n i a Avenue i n the v i c i n i t y o f Minnesota Avenue
T r a f f i c c o n d i t i o n s a t t h e s e l o c a t i o n s c a n be improved by implementing a wide
v a r i e t y o f t r a n s p o r t a t i o n systems management (TSM) measures such a s s i g n a l
m o d i f i c a t i o n s , c o n t r a - f l o w l a n i n g , ramp m e t e r i n g or c l o s i n g s , r e s t r i p i n g o f
t r a v e l l a n e s , d i r e c t i o n a l changes of t r a f f i c flow d u r i n g c e r t a i n p e r i o d s ,
e x c l u s i v e t u r n i n g l a n e s , t u r n p r o h i b i t i o n s and t h e r e g u l a t i o n o f p a r k i n g .
C e r t a i n measures a r e i n c l u d e d a s s u p p o r t i v e elements to t h e proposed B u i l d
A l t e r n a t i v e s . A d v e r s e impacts r e s u l t i n g from the a s s e s s m e n t o f t h e proposed
a l t e r n a t i v e s c a n be m i t i g a t e d to some e x t e n t by r e s t r u c t u r i n g t h e s e s u p p o r t i v e
e l e m e n t s , by adding e n t i r e l y new m e a s u r e s , or e l i m i n a t i n g c e r t a i n proposed
m e a s u r e s . F i n a l s e l e c t i o n o f TSM measures w i l l depend on t h e s e l e c t e d
a l t e r n a t i v e and w i l l be based on d e t a i l e d t r a f f i c and t r a n s p o r t a t i o n s t u d i e s
prior to f i n a l design.
Examples o f s u c h m i t i g a t i n g measures
include:
1-79
�A.
P r o v i d i n g a grade s e p a r a t e d c r o s s i n g of the southbound B o u l e v a r d
roadway and the eastbound approach t o the E a s t C a p i t o l S t r e e t B r i d g e
under A l t e r n a t i v e 1/2.
T h i s grade s e p a r a t i o n c o u l d reduce f o r e c a s t
d e l a y and c o n g e s t i o n a t t h i s i n t e r s e c t i o n by about 300 v e h i c l e
h o u r s , w h i l e i n c r e a s i n g eastbound c a p a c i t y by as much as 60 p e r c e n t .
B.
D e s i g n i n g the northbound j u n c t i o n between the S h o r e l i n e B o u l e v a r d
and t h e New R i v e r C r o s s i n g w i t h a two-lane d i v e r g e to the B o u l e v a r d
r a t h e r than one l a n e which was o r i g i n a l l y c o n t e m p l a t e d . T h i s
i n c r e a s e i n c a p a c i t y would e l i m i n a t e a p o t e n t i a l b o t t l e n e c k , t h e r e b y
r e d u c i n g d e l a y and c o n g e s t i o n a s s e s s e d i n A l t e r n a t i v e 1/2.
C.
R e s t r i c t i o n of the proposed t r a f f i c management measures a l o n g
C o n s t i t u t i o n Avenue and Independence Avenue e a s t o n l y as f a r as 15th
Street.
T h i s measure would p e r m i t p r e s e n t t r a f f i c p a t t e r n s on the
one-way n o r t h - s o u t h minor a r t e r i a l s , 17th and 19th S t r e e t s , t o be
r e t a i n e d , t h u s p r o v i d i n g an a l t e r n a t e r o u t i n g f o r t r a f f i c w i t h an
o r i g i n or d e s t i n a t i o n i n c e n t r a l Washington.
D.
Imposing the above t r a f f i c management measure on C o n s t i t u t i o n Avenue
w h i l e r e t a i n i n g Independence Avenue as a one-way eastbound minor
arterial.
C a p a c i t y c o u l d be c o n s t r a i n e d by p e r m i t t i n g p a r k i n g
d u r i n g the PM peak. The p r e s e n t s i g n a l p r o g r e s s i o n though s h o u l d be
r e t a i n e d . T h i s r o u t e w i l l p r o v i d e an a l t e r n a t e eastbound r o u t e
through C a p i t o l H i l l and L i n c o l n P a r k ; thus t a k i n g n o r t h - s o u t h
t r a f f i c from the l o c a l neighborhood s t r e e t s which i s a n t i c i p a t e d to
d i v e r t t o Benning Road or P e n n s y l v a n i a Avenue.
E.
P r o v i d i n g f o u r l a n e s i n the peak t r a v e l d i r e c t i o n on the E a s t
C a p i t o l S t r e e t B r i d g e between B r a n c h Avenue and the Stadium. T h i s
i n c r e a s e d c a p a c i t y would reduce e x p e c t e d c o n g e s t i o n on t h i s c r o s s i n g
under A l t e r n a t i v e s 1 and 1/2.
F.
R e c o n s t r u c t i n g the ramps c o n n e c t i n g the A n a c o s t i a Freeway northbound
w i t h t h e E a s t C a p i t o l S t r e e t B r i d g e from one l a n e to two.
This
would p r o v i d e needed c a p a c i t y to accommodate the peak t r a f f i c
demands f o r e c a s t e d f o r A l t e r n a t i v e s 1 and 1/2.
The i n c r e a s e i n
c a p c i t y a t h t i s i n t e r c h a n g e may d i v e r t t r a f f i c from Benning Road and
r e l i e v e c o n g e s t i o n a t the B l a d e n s b u r g Road i n t e r s e c t i o n .
G.
p r o v i d i n g f o u r l a n e s i n the peak d i r e c t i o n on P e n n s y l v a n i a Avenue
between the S o u t h e a s t Freeway and B r a n c h Avenue. T h i s i n c r e a s e i n
c a p a c i t y would reduce c o n g e s t i o n a l o n g the c o r r i d o r . The proposed
eastbound l e f t - t u r n t o F a i r l a w n Avenue though would have t o be
removed. T h i s movement c o u l d be r e p l a c e d by c o n s t r u c t i o n o f a new
ramp l o c a t e d i n the s o u t h e a s t c o r n e r of the p r e s e n t i n t e r c h a n g e w i t h
the A n a c o s t i a Freeway.
I t s e n t r a n c e c o u l d be l o c a t e d o f f t h e
A n a c o s t i a Park a c c e s s road from F a i r l a w n Avenue. I t would a l s o
r e q u i r e the r e l o c a t i o n of the p r e s e n t northbound e x i t ramp t o a
p o i n t on the Freeway f u r t h e r s o u t h . T h i s e x i t c o u l d a l s o t e r m i n a t e
a t the park a c c e s s r o a d .
The eastbound l e f t - t u r n to M i n n e s o t a
Avenue northbound would have to be p r o h i b i t e d and r e d i r e c t e d t o the
p r e s e n t r i g h t - t u r n to M i n n e s o t a Avenue southbound. A U - t u r n s l o t to
M i n n e s o t a Avenue northbound c o u l d then
be c o n s t r u c t e d s o u t h of 25th
1-80
�S t r e e t S.E. t o a l l o w t r a f f i c to proceed onto Minnesota Avenue
northbound.
T h i s r e r o u t i n g would reduce the number of s i g n a l p h a s e s
a t the i n t e r s e c t i o n of P e n n s y l v a n i a Avenue and permit o p e r a t i o n of
the proposed c o n t r a - f l o w l a n e s on P e n n s y l v a n i a Avenue.
1-81
��FOOTNOTES
1-
D.C. DOT l e t t e r Re:
Cima November 1982;
C o n f i r m a t i o n of Highway Network C o n f i g u r a t i o n ;
2 p.
2.
MWCOG Memorandum Re:
D e f i n i t i o n of the Year 2000 NULL Highway Network
f o r the Barney C i r c l e P r o j e c t ; Jim Hogan J u l y 24, 1981; 2 p.
3.
L e t t e r dated 8/14/81 Re: Metrobus Volumes a c r o s s
M. R a c h a e l , I I I , A s s i s t a n t D i r e c t o r D.C. DOT.
4.
Meeting w/Mr.
8, 1981.
5.
1965 Highway C a p a c i t y Manaual S p e c i a l Report No.
Highway R e s e a r c h Board. Washington, D.C. p. 323
6.
Op C i t p. 252-3 T a b l e
7.
"Metro Memo" 1981
I s s u e No. 7 2 .
8.
"Car Occupancy F a c t o r " , T r a n s p o r t a t i o n and T r a f f i c E n g i n e e r i n g Handbook
2nd E d i t i o n , I n s t i t u t e of T r a n s p o r t a t i o n E n g i n e e r s ; Pub. P r e n t i c e H a l l
I n c . , Englewood, N.J.; 1982, p . 277.
9.
D i s c u s s i o n between Ms.
Oct. 5, 1981.
10.
" F a c t o r y I n s t a l l e d Motor V e h i c l e E n g i n e s " and "Passenger C a r s i n Use
by Age"; M M Motor V e h i c l e F a c t s and F i g u r e s '80; by Motor V e h i c l e
VA
M a n u f a c t u r e r ' s A s s o c i a t i o n ; D e t r o i t Michigan p. 5, 38.
11.
"U.S. F a c t o r y S a l e s o f D i e s e l T r u c k s by GVW" and "U.S. R e t a i l S a l e s
by Domestic Manufacturers o f New T r u c k s by GVW and Tyoe; O p . C i t . NVMA
p. 2 1 .
12.
State Air Pollution Control
Region 7, 8/26/80.
13.
" C h a r a c t e r i s t i c s o f P r i v a t e V e h i c l e Use"
14.
" T o t a l Motor V e h i c l e R e g i s t r a t i o n s by S t a t e " , "U.S. Motor Bus R e g i s t r a t i o n
by S t a t e " and "U.S. T o t a l Truck R e g i s t r a t i o n by S t a t e " Op. C i t . M M
VA
p. 24-27.
15.
" C h a r a c t e r i s t i c s of T r u c k s Owned" Op. C i t . MVMA.
Anthony M. R a c h a e l , I I I ,
Mr. 3.
the Sousa B r i d g e ; Mr. Anthony
A s s i s t . D i r e c t o r , D.C.
DOT June
37 p u b l i s h e d by the
T a b l e 10.13.
9.1
Tabloid
e d i t i o n , WMATA, Washington, D.C.
Ann
M o r r i s BE/DE and
June
RFK Stadium P a r k i n g .
3oard S t a t i s t i c s ,
Cp.
1981
Operators
1958-198 Northern V i r g i n i a
C i t M M p. 48.
VA
»
�BIBLIOGRAPHY- CORRESPONDENCE AND CONTACTS
1979 Metro Core Codon Count o f V e h i c u l a r and Passenger Volumes:
Summary o f F i n d i n g s N a t i o n a l C a p i t a l Region T r a n s p o r t a t i o n Planning
(8-79).
Board
1980 Metro Core Codon Count o f V e h i c u l a r and Passenger Volumes:
Summary o f F i n d i n g s N a t i o n a l C a p i t a l Region T r a n s p o r t a t i o n Planning
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F i s c a l Year 1980 U n i f i e d Work Program f o r T r a n s p o r t a t i o n P l a n n i n g f o r t h e
Washington M e t r o p o l i t a n Area N a t i o n a l C a p i t a l Region T r a n s p o r t a t i o n P l a n n i n g
3oard ( 6 - 7 9 ) .
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Washington M e t r o p o l i t a n Area N a t i o n a l C a p i t a l Region T r a n s p o t a t i o n P l a n n i n g
Board ( 3 - 8 1 ) .
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Region T r a n s p o r t a t i o n P l a n n i n g Board ( 5 - 8 0 ) .
Capital
T r a n s p o r t a t i o n Improvement Program f o r the Washington M e t r o p o l i t a n
N a t i o n a l C a p i t a l Region T r a n s p o r t a t i o n P l a n n i n g Board ( 6 - 7 9 ) .
Area
T r a n s p o r t a t i o n Improvement Program f o r t h e Washington M e t r o p o l i t a n
N a t i o n a l C a p i t a l Region T r a n s p o r t a t i o n P l a n n i n g Board ( 6 - 8 0 ) .
Area
T r a n s p o r t a t i o n Improvement Program f o r t h e Washington M e t r o p o l i t a n
N a t i o n a l C a p i t a l Region T r a n s p o r t a t i o n P l a n n i n g Board ( 5 - 8 1 ) .
Area
T r a n s p o r t a t i o n Systems Management P l a n f o r the N a t i o n a l C a p i t a l Region:
Annual Update N a t i o n a l C a p i t a l R e g i o n a l T r a n s p o r t a t i o n Planning Board
(5-77) .
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C a p i t a l R e g i o n a l T r a n s p o r t a t i o n P l a n n i n g Board ( 7 - 7 6 ) .
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M e t r o p o l i t a n Washington Area N a t i o n a l C a p i t a l R e g i o n a l T r a n s p o r t a t i o n
Board ( 1 2 - 7 8 ) .
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D.C. Cordon T r a f f i c Survey Summary Report D i s t r i c t o f Columbia Department
of Transportation (4-76).
Phase 1 , T r a f f i c Study - Deck Replacement f o r Bridge No. 505 on the A n a c o s t i a
Freeway over t h e R a i l r o a d J a c k s o n and T u l l , C h a r t e r e d E n g i n e e r s ( 1 1 - 8 1 ) .
Proposed F e d e r a l C a p i t a l Improvements Program f o r the N a t i o n a l C a p i t a l Room
N a t i o n a l C a p i t a l P l a n n i n g Commission ( 3 - 8 1 ) .
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of T r a n s p o r t a t i o n ( 7 2 ) .
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and A s s o c i a t e s , I n c . , F r y and Welch A s s o c i a t e s , P.C. ( 1 1 - 8 1 ) .
�I n v e n t o r y o f High A c c i d e n t L o c a t i o n s
portation (78), (79).
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VA
t i o n , D e t r o i t Michigan.
'80;
Motor V e h i c l e
Manufacturer's
Associa-
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08/26/80 p . 255-271.
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Area T r a n s i t A u t h o r i t y , Washington, D.C. June 1981 I s s u e No. 7 2 .
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Map - Washington, D.C. and the M e t r o p o l i t a n Area Prepared by D i s t r i c t o f
Columbia Department o f T r a n s p o r t a t i o n O f f i c e o f T r a n s p o r t a t i o n P o l i c e s and
P l a n s , 1976.
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(Proposed FY 82 F u n d i n g ) , Government o f
the D i s t r i c t ofGalumbia, Department o f T r a n s p o r t a t i o n O f f i c e o f T r a n s p o r t a t i o n
P o l i c i e s and P l a n s , May 1981.
1965 Highway C a p a c i t y Manual, S p e c i a l Report NO. 37, P u b l i s h e d by the Highway
R e s e a r c h Board, Washington, D.C.
T r a n s p o r t a t i o n and T r a f f i c E n g i n e e r i n g Handbook 2nd Ed. I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , P u b l i s h e d by P r e n t i c e H a l l I n c . , Englewood, N.J. 1^82.
Minutes o f Meeting J u l y 15, 1981.
A t t e n d e e s : D.C. DOT, COG/TPB, PBQ&D and
DE/DE. Re: D e f i n i t i o n o f the Year 200 NULL (TRIMZONE) Highway Network f o r
the Barney C i r c l e P r o j e c t .
Minutes o f Meeting J u l y 30, 1981.
A t t e n d e e s : D.C. DOT, COG/TRS, PBQ&D and
BE/DE. Re: P o i n t s o f Agreement i n c l u d i n g D e f i n i t i o n o f Second (TRIMZONE)
A l t e r n a t i v e s and P r e s e n t a t i o n o f 1 s t A l t . 2000 (TRIMZONE) R e s u l t s by COG.
Memorandum from J . Hogan MWCOG, September 24, 1981.
the T h i r d Year 2000 B.C. (TRIMZONE) A l t e r n a t i v e s .
Re: R e s u l t s o f T e s t i n g
Minutes o f Meeting J u l y 31, 1981.
A t t e n d e e s WCOG, 3E/DE and PBQ&D. Re:
R e s u l t s o f No B u i l d and Base Year (TRIMZONE) Assignments and TSM I n p u t s t o
Build Alt. 1.
Memorandum from Ann M o r r i s BE/DE t o J . Brown PBQ&D, J u l y 14, 1981.
Re: Data
C o l l e c t i o n - 3 a r n e y C i r c l e - 3 & E Job No. 9015.
Topic, I n t e r s t a t e D e f i n i t i o n
I n c l u d i n g L i s t i n g o f Programmed Improvements i n the Barney c i r c l e Inpact A r e a .
Minutes o f S t e e r i n g Committee Meeting September 19, 1981.
p a t i o n , Scoping P r o c e s s and A l t e r n a t i v e s .
Minutes o f Meeting J u l y 8, 1982.
PBQ&D, and S S I . Re: D e s c r i p t i o n
Re: C i t i z e n
Partici-
A t t e n d e e s : D.C. DOT, MWCOG, B l u n t & E v a n s ,
o f A l t e r n a t i v e s 1 , 2 and 1/2.
Telephone Memorandum June 7, 1982 between G. Hoyt, S S I and A.E.
Schaufler,
PBQ&D. Re: D e f i n i t i o n o f A l t e r n a t i v e a s P r e s e n t e d i n June 3, 1 9 8 1 l e t t e r
from BE/DE.
�Telephone Memorandum June 8, 1982 between G. Hoyt, S S I and A.E. S c h a u f l e r ,
PBQ&D. Re: Q u e s t i o n s from G. Wickstrom (WMCOG), Regarding TSM Measures f o r
A l t e r n a t i v e s 1 and 2.
Telephone Memorandum June 10, 1982 between G. Hoyt, S S I and A.E.
PBQ&D. Re: R e f i n e d D e f i n i t i o n f o r A l t e r n a t i v e 1 .
Schaufler,
Telephone Memorandum June 10, 1982 between G. Hoyt, S S I and A.E. S c h a u f l e r ,
PBQ&D. Re: C l a s s i f i c a t i o n o f TSM Measures f o r A l t e r n a t i v e 1 and A l t e r n a t i v e
1/2, D e f i n i t i o n o f A l t e r n a t i v e 1 , MWCOG Link-Mode D e f i n i t i o n .
Notes from Meeting J a n u a r y 26, 1982 W/D.C. DOT, MWCOG, 3E/DE and FBQ&D.
Re: Review Comments on D r a f t I n t e r i m R e p o r t .
Notes from Meeting November 19, 1981 W/BE/DE and PBQ&D.
and C i t i z e n Response, Stadium T r a f f i c - P a r k i n g Counts.
Re: L o c a l ANC Meeting
Notes from Meeting June 6, 1981 W/D.C. DOT, COG/TPB, and PBQ&D. Re: TSM
Measures, I d e n t i f i e d Problem L o c a t i o n s and A d d i t i o n a l S i t e s , A/N S i t e s and
A v a i a l b l e T r a f f i c Data; T r a n s i t , Roadway F u n c t i o n a l C l a s s i f i c a t i o n , B i k e w a y s .
Notes from Meeting June 6, 1981 between Anthony R a c h a l , D.C. DOT and A.E. S c h a u f l e r ,
PBQ&D. Re: Metro Systems S e r v i c e and Planned and Programmed Improvements.
Notes from Meeting June 6, 1981 W/Nathan A v i n s and Thomas Segar, D.C. DOT
T r a f f i c O p e r a t i o n s and P l a n n i n g , and A.E. S c h a u f l e r , PBQ&D. Re: 3 r d S t r e e t
Ramp Problem and S u g g e s t i o n s , A v a i l a b l e T r a f f i c Counts, M i n n e s o t a - P e n n s y l v a n i a
Avenue I n t e r s e c t i o n Counts and Problems.
Minutes o f Meeting June 8, 1981. Re: Barney C i r c l e C o o r d i n a t o r s Meeting,
May 29, 1981 - P r o j e c t D e s c r i p t i o n and
Concerns o f COG, FHWA, Park
S e r v i c e and D.C. DOT.
Memorandum from R. T a d r o s s , PBQ&D. Re: Meeting o f J u l y 15, 1981 W/D.C. DOT
and WCOG. Re: WCOG TRIMZONE L i m i t a t i o n s and I n f o r m a t i o n t o be P r o v i d e d ,
E v a l u a t i o n and A n a l y s e s t o be Made.
Minutes o f Meeting August 27, 1981. A t t e n d e e s : D.C. DOT, COG/TPB, B l u n t
& Evans and PBQ&D. Re: P o i n t s o f Agreement i n c l u d i n g D e f i n i t i o n o f T h i r d
A l t . and P r e s e n t a i t o n o f R e s u l t s Obtained w i t h t h e 2000 Second (TRIMZONE)
A l t e r n a t i v e by COG S t a f f .
Memorandum from MMim Hogan, WCOG, dated September 24, 1981. Re: R e s u l t s
o f T e s t i n g t h e T h i r d Year 2000 Barney C i r c l e A l t e r n a t i v e (TRIMZONE A s s i g n m e n t ) .
Minutes o f Meeting - 3arney C i r c l e S t a f f , October 6, 1981. Re: Development
o f P l k a n s and P r o f i l e s , T r a f f i c S t u d i e s , C o o r d i n a t i o n w i t h A s s o c i a t e d C o n s u l t a n t s .
Memorandum from J . Hogan, WCOG, J u l y 24, 1981. Re: D e f i n i t i o n o f the Year
2000 NULL Highway Network f o r the Barney C i r c l e P r o j e c t .
" I s s u e s C o n f r o n t i n g the N a t i o n s C a p i t o l . . . Freeways and O u t C i t y " , A Handbook
on T r a n s p o r t a t i o n F a c t s N a t i o n a l C a p i t o l Region. I s s u e d by The Committee
on Urban C o n s e r v a t i o n , Washington, D.C. 1965.
�Committee of 100's Report to the Senate P u b l i c Roads Subcommittee dated A p r i l 1 ,
1965.
Re: Rapid E s c a l a t i o n of the D i s t r i c t ' s I n t e r s t a t e Freeway System between
1953 and 1965.
L e t t e r dated J u l y 13,
Committee - Committee
Connect the S o u t h e a s t
A n a c o s t i a Freeway and
1981 from P e t e r S. Craig,Co-Chairman T r a n s p o r t a t i o n
of 100 on the F e d e r a l C i t y .
Re: H i s t o r y o f P l a n s t o
Freeway ( v i a the P e n n s y l v a n i a Avenue 3 r i d g e ) w i t h the
L i s t of C o u r t D e c i s i o n s .
L e t t e r dated June 18, 1982 from A.E.
Re: A l t e r n a t i v e 1 D e f i n i t i o n .
S c h a u f l e r t o A. M o r r i s , B l u n t & Evans.
L e t t e r dated June 3, 1982 from A. M o r r i s BE/DE to J . Brown, PBQ&D.
D e f i n i t i o n o f A l t e r n a t i v e 1 p r e s e n t e d May 28, 1982.
Re:
COG
��A P P E N D I X
A V A I L A B L E
T R A F F I C
A
C O U N T S
��TRAFFIC COUNTS
Location of Count
,1975,1976,1977,1978,1979,1980,1931,
@
C Street at 2nd Street, SE
D Street at 4th Street, SE
e
^
©
0 Street at 6th Street, SE
E Street at 2nd Street, SE
"X
©
E Street at 4th Street, SE
G Street at 8th Street, SE
^
M Street at Half Street, EF
X
M Street at 1st Street, SE
!©
>r
I Street at 8th Street, SE
|
1
!
X
M Street at 2nd Street, SE
^
T Place at 21st Place, SE
i
i
!
©!
i
!
i
1
>f
H Street at 5th Street, SE
o
$4
H Street at 4th Street, SE
i
i
X
1
i
1
1@ i
i© I
Alabama Avenue at 34th Street, SE
Alabama Avenue at Branch Avenue, SE
Anacostia Freeway at northbound
Suit!and Parkway ramp
Anacostia Freeway at Howard Road
1
1
®
^/
s\
i
i
ramD
Anacostia Freeway over Howard Road
\®
^
Anacostia Freeway north of Pennsylvania A v e n u e ^
3ennino Road at 17th Street, SE
7^"
Benin'no Road at Oklahoma Avenue, SE
Eenning Road east of 36th Street, SE
^
|
Benning Road at East Capitol Street
and Texas Avenue
©
Be-.ninc Road at East Caoitol Stree*.
A-1
j
i
r
�Constitution Avenue at 4th Street, NE
,
M
Constitution Avenue at 6th Stree, NE
•
^4
0
Constitution Avenue at 19th Street. NE
East Caoitol Street between 16th-17th Streets
®
*X
•East Caoitol Street at 17th Street
X
East Caoitol Street at 22nd Street
|€
*
East Caoitol Street at 19th Street
i
c
^4
Constitution Avenue at 10th Street, NE
c
;
:
-X
East Caoitol Street at 41st Street
Firth Stern*na Avenue at Howard Road, SE
7^
©
©
Good Kooe Road at 13th Street. SE
Good Kooe Road at 14th Street, SE
Good Hooe Road at 22nd Street, SE
®
^
Independence Avenue at 4th Street, SE
Independence Avenue at 11th Street, SE
y4.
*
&
Independence Avenue between llth-12th Streets, SE
Independence Avenue at 15th Street and
South Carolina Avenue
^
:*
Independence Avenue between 16th-17th Streets, SE
Independence Avenue at 18th Street, SE
^
Independence Avenue at 19th Street, SE
-
I'artin Luther King, Jr. Avenue at Howard Road
and Sheridan Road
.'•'art*n Luther Kino, Jr. Avenue at Good Hooe Road
"•'assachusetts Avenue between 7th Street and
Stanton "^oua'-e. NE
1—I
A - 2
1
-^4
.—,
r
1
0
r
�Minnesota Avenue at 22nd Street and
.'Jaylor Road, SE
\/
"'.innesota Avenue at 23rd Street, SE
7^
Minnesota Avenue at L 1 Enfant Souare.SE
Hi .nnesota Avenue at B Street and
?SHi S t r e e t .
®
r »
=
\z
SE
^
r.'aylor Road at 23rd Street, SE
Nay!or Road at 25th Street and
O
3^
vz
5 Strpet.
SE
^
©
Kaylor Road at 2Sth Street and
Erie Street, SE
New Jersev Avenue at M Street, SE
North Carolina Avenue *at 6th Street
and Seward Square, SE •
•
I ©
7^"
©
©
Pennsylvania Avenue at 3rd Street, SE
H
Pennsylvania Avenue at 4th Street, SE
7^
Pennsylvania Avenue at 6th Street, SE
7^
Pennsylvania Avenue at North Carolina
Avenue
^
Pennsylvania Avenue at 7th Street, SE
7^
0
Pennsylvania Avenue at 8th Street, SE
7<
@
Pennsylvania Avenue at 9th Street, SE
74
Pennsylvania Avenue at 10th Street, SE
X
Pennsylvania Avenue at 11th Street, SE
7*c
Pennsylvania Avenue at 12th Street, SE
7$
Pennsylvania Avenue at 13th Street and
5 Street. SE
v
~
@
"srr.nsylvfenia Avenue a t P o t c - . a c Avenue
>^
0
A-3
0
0
0
©
©
©
�i
Pennsylvania Avenue at 15th Street, SE
t
4
f
J
1
O
7*^
Pennsylvania Avenue west of the Pennsylvania
Avenue Sridae
G
•
©
Pennsylvania Avenue at the northbound
Anacostia Freeway ramp
7^
Pennsylvania Avenue at L'Enfant Square
7^
' Pennsylvania Avenue at 27th Street and
0 Street, SE
v7*
Pennsylvania Avenue at 31st Street, SE
7^"
G
Pennsylvania Avenue at Branch Avenue, SE
7^"
©
Pennsylvania Avenue Bridge at southbound
Anacostia Freewav ramo
vz.
Pennsylvania Avenue Bridge at Southeast
Freewav ramos
v
^
South Capitol Street at Canal Street and
E Street
^
©
Pennsylvania Avenue at Carpenter Street
end 33rd Street, SE
South Capitol Street at I Street
!©
©
©
7^
South Caoitol Street at H Street underpass
© 1
"7^
South Capitol Street at M Street surface
7^
South Caoitol Street at Canal Street
7^
Southeast Freeway between lst-2nd Streets
and the 3rd Street ramo, SE
\a
'
Southeast Freewav between 4th-5th Streets, SE 7*\
@
@
#
i
Southwest Freewav between 7th-9th Streets, SV "7^
Suit!and Parkwav at Firth Sterlino Avenue
Suitland Parkway at northbound Anacostia
Freewav rar^o
y4s
V-,rc",nia Avenue at Sth Street, Sc
"7*v
\/
A - 4
0
�Bridae Counts
—
—
1975 1975 1977
n
Benning Road Bridce
X
East Caoitol Street Bridae
11th Street Bridges
Pennsylvania Avenue Bridge
•South Caoitol Street Bridae
Anacostia Freeway ramp to East Capitol Street 7 *
Bridce
0
@ 0
& @
0 0
—
Legend:
Within Study Area Boundary
10 Hour Counts
Neither 10 nor 24 Hour Counts
24 Hour Counts
A-5
1978 1979 1980 1981 ,
0
®
m
0
0
0
��A P P E N D I X
P R O J E C T
D A T A
B
B O O K
��Book N o .
I
Title
Signal
Timings
II
Physical
Inventory
(Lettered
Streets
SE)
III
Physical
Inventory
(Lettered
Streets
NE)
rv
Physical
Inventory
(State
V
Physical
Inventory
(Numbered
Streets)
VI
Physical
Inventory
(Numbered
Streets
1-19
S t s . NE)
VII
Physical
Inventory
(Numbered
Streets
1-19
S t s . SE)
VIII
Physical
Inventory
(Named
IX
Physical
Inventory
(Freeways
X
Travel
and Delay Times
- AM Peak
Hour
XI
Travel
and Delay
- PM Peak
Hour
XII
Traffic
Times
Streets)
streets)
and
Ramps)
Counts
*
Note
D a t a B o o k s are a v a i l a b l e for r e f e r e n c e at the O f f i c e of
P o l i c y and P r o g r a m D e v e l o p m e n t D i s t r i c t of C o l u m b i a D e p a r t m e n t
of Transportation.
B-1
��A P P E N D I X
H I G H
A C C I D E N T
L O C A T I O N S
C
IN
S T U D Y
A R E A
��Number of Accidents Per Year
1977
1978
1979
1980
Location
Addison Road, Eastern Avenue
Minnesota Avenue
Alabama
Alabama
Alabama
Alabama
Alabama
Avenue,
Avenue,
Avenue,
Avenue,
Avenue,
10
Nay lor Road, SE
Branch Avenue, SE
38th Street, SE
Pennsylvania Avenue
Ridge Road, SE
11
21
8
13
22
21
20
13
5
12
9
15
9
• Anacostia Avenue, Benning Road, NE
23
19
28
20
•
•
•
•
21
43
19
9
40
17
17
35
43
37
10
36
14
24
31
18
24
19
22
9
16*
9
16
33
10
16
22
28
20
28
21
11
20
20
32
Anacostia Freeway, Suitland Parkway
Anacostia Freeway, Howard Road
Anacostia Freeway, 11th Street, SE
Anacostia Freeway, Pennsylvania
Avenue, Fair!awn Avenue
Anacostia "Freeway, 505 bridge
• Anacostia Fre'eway, East Capitol
Street, Kenilworth Avenue
• Barney Circle
• Benning Road, 15th Street, H Street,
Florida Avenue, Maryland Avenue,
Bladensburg Road, NE
• Benning Road, 17th Street, NE
• Benning Road, 19th Street, NE
•Benning Road, Oklahoma Avenue
• Benning Road, Anacostia Avenue
•Benning Road, 34th Street, NE
Benning Road, Kenilworth Avenue
•Benning Road, Minnesota Avenue
Benning Road, 42nd Street, NE
Benning Road, Texas Avenue,
East Capitol Street
Benning Road, C Street, SE
Benning Road, G Street, SE
Benning Road, H Street, SE
29
18
12
15
23
17
17
•
Indicates a Location Within the Study Area
C - 1
23
8
32
4
12
• Bladensburg Road, 15th Street, H Street
Maryland Avenue, Benning Road,
Florida Avenue, NE
Bladensburg Road, 17th Street, M t . Olivet
Road, NE
22
17
14
22
19
17
37
18
17
8
31
18
12
13
10
29
22
33
16
21
17
39
�1977
C
C
C
C
• C
•C
• C
•C
Street,
Street,
Street,
Street,
Street,
Street,
Street,
Street,
1979
1980
22
34
12
31
20
33
13
Branch Avenue, Alabama Avenue
• Branch Avenue, Pennsylvania Avenue
• Branch Avenue, Minnesota Avenue,
Massachusetts Avenue
1978
21
24
Location
12
17
19
4
2
4
7
10
19
18
7
9
8
13r
5
12
Canal Street, C Street, 1-395, SW
Central Avenue, 50th Street, East
Capitol Street
19
17
8
19
Canal Street, 1-395, SW
Benning Road, SE
Ridge Road, SE
1st Street, NE
7th Street, NE
8th Street, NE
13th Street, NE
14th Street, NE
19
10
7
• Chicago Street, Martin Luther King, J r .
Avenue, Morris Road
1
•Constitution Avenue, 12th Street, NE
•Constitution Avenue, 14th Street, NE
23
10
7
1
9
**
15
7
22
7
4
8
5
7
25
9
18.
24 •
19
7
17
37
31
10
•East Capitol Street, 8th Street
•East Capitol Street, 15th Street
•East Capitol Street Bridge
•East Capitol Street, Anacostia Freeway,
Kenilworth Avenue
•East Capitol Street, Minnesota Avenue,
Ridge Road
East Capitol Street, Texas Avenue,
Benning Road
East Capitol Street, 50th Street,
Central Avenue
23
5
17
•E Street, 8th Street, SE
19
7
Division Avenue, Eastern Avenue,
Sheriff Road
9
18
D Street, 1st Street, NE
23
32
C - 2
22
18
�1977
Eastern Avenue,
Eastern Avenue,
Addison Road
Eastern Avenue,
Eastern Avenue,
Road
1979
1980
22
20
16
10
5
21
15
18
19
23
22
* 5
8
6
9
37
36
24
31
14
12
Kenilworth Avenue
Minnesota Avenue,
1978
13
Location
10
30
47th Avenue, Olive Street
Division Avenue, Sheriff
• Ely Place, Minnesota Avenue, 34th Street, SE
F Street,"8th Street, NE
• Fair!awn Avenue, Pennsylvania Avenue,
Anacostia Freeway
Firth Sterling Avenue, South Capitol
Street
Firth Sterling Avenue, Suit!and Parkway
14
18
29
22
33
16
5
13
20
24
Ft. Dupont Drive, Texas Avenue,
Ridge Road .
11
8
12
11
G Street, Benning Road, SE
12
17
12
Galveston Street, 1st Street, South
Capitol Street
12
13
16
• Good Hope Road, Martin Luther King,
Jr. Avenue
• Good Hope Road, 16th Street, SE
• Good Hope Road, 25th Street, Naylor
Road
14
8
10
11
8
14
16
12
Florida Avenue, 6th Street, NE
• Florida Avenue, 15th Street, H Street,
Maryland Avenue, Bladensburg Road,
Benning Road
• Frederick Douglass Bridge
C - 3
25
�1977
H
H
H
H
H
H
H
• H
Half Street, P Street, SW
Howard Road, Sheridan Road, Sumner
Road
•Howard Road, Anacostia Freeway
• I Street,-South Capitol Street,
Southwest Freeway
• I Street, 8th Street, SE
•Independence Avenue, 15th Street,
South Carolina Avenue,
Massachusetts Avenue
•
1979
1980
8
9
9
7
9
11
11
13
10
17
17
29
Street, Benning Road, SE
Street, 7th Street, NE
Street, 8th Street, NE
Street, 9th Street, NE
Street, 12th Street, NE
Street, 13th Street, NE
Street, 14th Street, NE
Street, 15th Street, Florida Avenue,
Benning Road, Bladensburg Road,
Maryland Avenue
1978
9
15
7
11
6
13
Location
22
33
16
4
7 .
13
16
9
16
17
. 37
9
17
"8
30
14
30
10
11
9
2
10
19
19
Interstate 395, C Street, Canal Street, SW
5
9
18
24
28
19
32
22
13
22
15
20
13
16
7
8
59
56
K Street, 8th Street, West Virginia Avenue
•Kenilworth Avenue, Anacostia Freeway,
East Capitol Street
•Kenilworth Avenue, Benning Road
Kenilworth Avenue, Nannie Helen
Burroughs Avenue
Kenilworth Avenue, Eastern Avenue
L Street, 1st Street, NE
•L'Enfant Square, Pennsylvania
Avenue, 25th Street, Minnesota
Avenue
56
50
�M Street,
• M Street,
• M Street,
M Street,
M Street,
1979
1980
12
8
8
17
11
20
12
16
16
7
10
15
8
11
15
8
11
1977
7
17
13
Martin Luther King, Jr. Avenue
Stanton Road, Sumner Road
Martin Luther King, Jr. Avenue
Howard Road, Sheridan Road
• Martin Luther King, Jr. Avenue
Chicago Street, Morris Road
• Martin Luther King, Jr. Avenue
W Street
• Martin Luther King, Jr. Avenue
Good Hope Road
4
4
11
2
Maine Avenue, 12th Street, SW
18
8
South Capitol Street
11th Street, SE
12th Street, SE
6th Street, NE
17th Street, NE
1978
4
Location
3
• Maryland Avenue, 13th Street, NE
• Maryland Avenue, 15th Street, Benning
Road, Bladensburg Road, Florida
Avenue, H Street
:
10
8
29
©Massachusetts Avenue, 15th Street, South
Carolina Avenue, Independence Avenue
©Massachusetts Avenue, 17th Street, SE
Massachusetts Avenue, Branch Avenue
#
Minnesota Avenue
• Minnesota Avenue, 17th Street, S Street, SE
* Minnesota Avenue, 25th Street, Pennsylvania
Avenue, L'Enfant Square
• Minnesota Avenue, Branch Avenue,
Massachusetts Avenue
• Minnesota Avenue, 34th Street, Ely Place
• Minnesota Avenue, East Capitol Street,
Ridge Road
• Minnesota Avenue, Benning Road
Minnesota Avenue, Nannie Helen
Burroughs Avenue
Minnesota Avenue, Eastern Avenue,
Addison Road
22
33
16
11
8
9
9
2
18
10
• 13
12
17
1
7
56
50
59
13
5
12
8
17
17
7
23
17
21
12
C-5
10
17
21
7
• Morris Road, Chicago Street, Martin
Luther King, Jr. Avenue
10
56
15
�1977
1979
1980
13
17
16
39
14
21
13
12
M t . Olivet, West Virginia Avenue
Mt. Olivet, 17th Street, Bladensburg Road
1978
15
Locati on
17
12
25
Nannie Helen Burroughs Avenue,
Kenilworth Avenue
Nannie Helen Burroughs Avenue,
Minnesota Avenue
• Nay!or Road, 25th Street, Good Hope Road
Naylor Road, Alabama Avenue
14
11
16
13
• Oklahoma Avenue, Benning Road
15
22
5
Olive Street, Eastern Avenue, 47th Avenue
15
4
18
19
16
31
16
26
18
19
12
17
13
34
•9
4
15
56
50
59
56
37
22
36
28
24
29
31
35
12
17
22
12
17
22
12
17
9
8
7
12
7
Pennsylvania Avenue, Southern Avenue
Pennsylvania Avenue, Alabama Avenue
• Pennsylvania Avenue, Branch Avenue
• Pennsylvania Avenue, 30th Street, SE
• Pennsylvania Avenue, 28th Street, SE
• Pennsylvania Avenue, 27th Street, SE
• Pennsylvania Avenue, 25th Street,
Minnesota Avenue, L'Enfant Square
• Pennsylvania Avenue, Fair!awn Avenue,
Anacostia Freeway
• Pennsylvania Avenue Bridge
•Pennsylvania Avenue, 14th Street, Potomac
Avenue, SE
7
5
P Street, Half Street, SW
17
24
• Potomac Avenue, 14th Street, Pennsylvania
Avenue, SE
13
• Randle Circle
Ridge Road, Alabama Avenue
Ridge Road, Ft. Dupont Drive, Texas
Avenue
Ridge Road, C Street, SE
• Ridge Road, Minnesota Avenue, East
Capitol Street
11
2
<S Street, 17th Street, Minnesota Avenue
C-6
1
7
33
11
-
�1977
1978
1979
13
16
16
1
9
11
18
19
23
22
• John Philip Sousa Bridge
22
28
29
35
South Capitol
• South Capitol
• South Capitol
South Capitol
1st Street
•South Capitol
Freeway
14
5
4
10
13
18
20
24
12
13
16
37
17
30
30
•South Carolina Avenue, 15th Street,
Independence Avenue, Massachusetts
Avenue
11
9
2
10
• Southeast Freeway, Virginia Avenue
33
29
20
17
18
17
19
19
16
16
15
24
2
10
17
37
17
30
30
42
48
27
31
17
11
20
12
42
12
21
48
30
19
27
31
17
11
20
Location
Sheridan Road, Howard Road, Martin
Luther Xing, Or. Avenue
Sheriff Road, 49th Street, NE
Sheriff Road, Division Avenue, Eastern
Avenue
Street, Firth Sterling Avenue
Street Bridge
Street, M Street
Street, Galveston Street,
Street, I Street, Southwest
Southern Avenue, Pennsylvania Avenue
Southwest Freeway,
Southwest Freeway,
Southwest Freeway,
• Southwest Freeway,
I Street
12th Street, SW
9th Street, SW
7th Street, SW
South Capitol Street,
Stanton Road, Suit!and Parkway
Stanton Road, Sumner Road, Martin
Luther King, Jr. Avenue
Suit!and Parkway, Stanton Road
Suit!and Parkway, Firth Sterling Avenue
• Suitland Parkway, Anacostia Freeway
Sumner Road, Stanton Road, Martin
Luther King, Jr. Avenue
C-7
1980
17
12
�1977
8
12
37
31
18
33
29
20
17
8
11
15
5
13
• Virginia Avenue, Southeast Freeway
1979
32
Texas Avenue, Ft. Dupont Drive, Ridge
Road
Texas Avenue, Benning Road, East
Capitol Street
1978
11
Location
9
16
• W Street, Martin Luther King, Jr.
Avenue
West Virginia Avenue, K Street, 8th
Street, NE
West Virginia Avenue, M t . Olivet Road
17
1st Street, South Capitol
Galveston Street
1st Street, C Street, NE
1st Street, D Street, NE
1st Street, L Street, NE
7
12
4
7
Half Street, P Street, SW
25
4
• Whitney Young Bridge
13
9
9
Street,
Street,
Street,
Street,
Street,
Street,
Street,
Street,
8
4
14
7th Street, Southwest Freeway
• 7th Street, C Street, NE
7th Street, H Street, NE
8th
8th
8th
8th
8th
8th
8th
16
7
6th Street, M Street, NE
6th Street, Florida Avenue, NE
•
•
•
•
1980
7
9
I Street, SE
E Street, SE
East Capitol Street
C Street, NE
F Street, NE
H Street, NE
K Street, West Virginia Avenue
9
7
10
6
15
15
7
9th Street, Southwest Freeway
9th Street, H Street, NE
C-8
8
18
2
8
9
11
17
8
7
5
13
9
9
5
14
4
9
10
8
17
9
17
24
7
�1977
•
•
•
*
11th
11th
11th
11th
12th
12th
• 12th
• 12th
12th
1979
1980
40
37
26
36
27
43
12
Street, Anacostia Freeway
Street Bridge in-bound
Street Bridge out-bound
Street, H Street, SE
1978
43
3
22
Location
17
16
8
16
2
5
8
11
17
8
12
1
12
11
17
9
22
19
13
• 14th Street, Pennsylvania Avenue,
Potomac Avenue
• 14th Street, Constitution Avenue
• 14th Street, C Street, NE
14th Street, H Street, NE
4
7
9
"3
6
• 13th Street, C Street, NE
• 13th Street, Maryland Avenue, NE
13th Street, H Street, NE
7
1
11
Street, Maine Avenue, SW
Street, Southwest Freeway, SW
Street, M Street, SE
Street, Constitution Avenue NE
Street, H Street, NE
• 15th Street, South Carolina Avenue,
Massachusetts Avenue, Independence
Avenue
• 15th Street, East Capitol Street
•15th Street, H Street, Maryland Avenue,
Benning Road, Bladensburg Road
11
5
19
7
2
10
29
22
33
16
•15th Street, Good Hope Road
14
10
8
• 17th Street, S Street, Minnesota Avenue
• 17th Street, Massachusetts Avenue, SE
• 17th Street, Benning Road, NE
17th Street, M Street, NE
17th Street, Mt. Olivet Road, NE
1
8
18
8
21
7
9
17
11
17
• 19th, Street, Benning Road, NE
12
14
18
10
22
39
•25th Street, Good Hope Road, Naylor
Road, SE
•25th Street, Pennsylvania Avenue,
Minnesota Avenue, L'Enfant Square
14
16
12
25
56
50
59
56
•27th Street, Pennsylvania Avenue, SE
12
15
18
C-9
�Location
1978
1979
• 28th Street, Pennsylvania Avenue, SE
4
• 30th Street, Pennsylvania Avenue, SE
9
16
8
17
20
1980
26
1977
34th Street, Ely Place, Minnesota Avenue
• 34th Street, Benning Road, NE
5
17
9
8
38th Street, Alabama Avenue, SE
20
42nd Street, Benning Road, NE
8
11
47th Avenue, Eastern Avenue, Olive Street
5
15
49th Street, Sheriff Road, NE
1
9
10
23
50th Street, East Capitol Street, Central
Avenue
C-10
11
�A P P E N D I X
S A M P L E
P H Y S I C A L
D
I N V E N T O R Y
F O R M
����A P P E N D I X
P E A K
A C R O S S
P E R I O D
T H E
B U S
E
S E R V I C E
A N A C O S T I A
R I V E R
��PEAK PERIOD BUSES CROSSING THE ANACOSTIA RIVER
(Weekdays 6:00-9:30 AM and 3:00-6:30 PM)
Bridge Crossed
Route
Number
Izf.rr.r-z P.cad
X-l
Rush
Hour
Non-Rush
Hour
X-4
X-6
20
30
west
east
west
east
6
6
o
o
0
0
1
8
*
0
0
85
77
0
O
0
o
C-14
H-U
0
0
'
o
o
west
east
wast
east
.
10
*
west
east
24
28
5
10
west
east
44
28
west
east
o
5
3
35
*
west
east
o
0
0
2
*
2 nr.20
west
east
9
10
10
10
west
east
2
5
2 hr.55
west
east
4
2
30
20
0
0
H-12
30
20
0
Total a.m.
Total p.m.
H-14
v.est
east
35
26
X-9
C-12
5
6
0
o
40
Pennsylvania
Avenue
west
east
o
o
Total a.m.
Total p.m.
East Capitol
Street
*
20
9
4
o
o
•
Peak
Di rect-
30
32
0
0
o
X-3
Headway
in Minutes
10
7
o
o
0
1-2
Number of
Bridge Crossings
o
0
0
o
E-1
•
west
east
�Non-Rush
Hour
Number of
Bridae Crossings
Headway
in Minutes
Peak
Directio
K-12
O
0
0
O
8
11
*
*
west
east
0
o
5
5
30
30
west
east
[•Ml
o
o
5
4
35
35
west
east
V-4
o
o
o
18
IS
10
12
west
east
V-6
o
o
o
o
16
16
10
10
west
east
V-12
o
o.
o
o
12
11
15
. 15
west
east
W-6
o
o
o
14
13
15
15
west
east
o
.o
0
o
22
18
5
*
west
east
34
o
o
0
0
21
17
5
*
wes t
east
36
Pennsylvania
Avenue
Rush
Hour
K-19
Bridge Crossed
Route
Number
, 0
o
16
14
*
10
west
east
32
o
0
0
Total a.m.
Total p.m.
11th Street
A-1
0
o
A-3
*
*
north
south
22
19
10
10
north
south
3
0
*
*
north
south
o
o
o
0
17
20
15
15
north
south
o
o
13
14
25
north
south
o
o
0
A-4
A-6
o
0
west
east
4
0
o
A-2
157
149
E-2
*
�Peak
Direction
Non-Rush
Hour
Number of
Bridae Crossings
Headway
in Minutes
A-3
0
o
o
11
16
15
10
north
south
12
12
10
10
north.
south
V-7
o
o
14
13
10
15
north.
south
Y-9
o
o
13
11
10
15
north.
south
91/92
lith Street
Rush
Hour
o
Bn'dqe Crossed
Route
Number
0
o
V-5
0
o
94
o
o
22
24
10
10
north
south
o
o
o
o
25
25
10
10
north
south
•
South Capitol
Street
A-7
A-9
o
o
C-11
o
o
D-12
o
o
3
2
o
o
*
north
south
156
154
Total a.m.
Total p.m.
35
1 hr.10
north
south
42
35
5
5
north
south
6
6
25
30
north
south
4
5
30
30
north
south
o
o
5
20
35
north
south
P-17
o
o
6
6
15
15
north
south
S-12
o
o
5
6
*
V-l
o
o
5
5
north
south
1
north
south
P-9
o
0
o
•j
E-3
30
*
25
��A P P E N D I X
S I M P L E
M I C R O
F
A S S I G N M E N T
R E P O R T S
��BARNEY CIRCLE PROJECT
S M A Y TRAVEL STATISTICS
U MR
2006 ALT 2
- - 7:00 - 8:00 A
M
ZONE: 6A
OIR
VEHICLf : MILE!i OF
TRAVf : (VM1
L
')
ARTERIALS
N
NE
E
SE
S
S
W
w
N
W
ALL
EXPRESSWAYS
N
NE
VE^IICLE HOUR!i OF
1 RAVEL (VH1')
V IHI CLE
E
MILE!» OF SPI:EO
VMT/
V
c APACITY ( »1C)
VMT/'VMC
1504 , 189
256 Oil
2908 775
26, 950
1628 331
400, 469
9982 823
1 197 ,729
366. 076
160. 107
161 . 449
4 ,942
127 . 374
33. 375
1518, 972
399 379
6138. 632
1067 352
11666, 916
543 537
7358 039
1435 516
13561, 219
1119 266
'VHT
4
1 ,599
.
18 , 109
,017
3 ,453
12 .784
1 1 999
6 572
2 999
0. 245
0. 240
0. 249
0. 050
0. 221
0. 279
0. 736
1, 070
17905 277
277 1 674
42890 477
6 460
0.417
0 OOO
0 000
0 000
0 000
465, 806
22 ,733
0, 803
22 ,733
0. 803
0 000
0 000
0, O O
O
SE
S
S
W
w
N
W
0 OO
O
0 000
0 000
0 ,000
373 ,906
0 ,000
0 OO
O
0 OOO
0 000
16 448
0 000
0, O O
O
0 000
ALU
373 906
16 448
463 ,806
0 OOO
0 OO
O
0 ,000
0 .000
0 000
0 .000
0 000
0 OO
O
0 OOO
0 OO
O
0 000
0 000
0 000
0 ,000
0 ,000
0 000
0 OO
O
0 ,000
0 ,000
0 OO
O
0 000
0 ,000
0 ,000
0 OO
O
0 000
0 OOO
0 ,000
ALL FACILITY TYPES
N
1504 189
NE
256 Oil
2908 775
E
SE
26 ,950
S
2002 237
sw
400 469
w
9982 823
N
W
1 197, 729
366 076
160 107
161 , 449
4 .942
143 822
33 375
1518 972
399 379
6138 632
1067 .352
1 1666 .916
543 .537
7823 , 845
1435 516
13561 ,219
1119 .266
4 . 109
1 .599
18 .017
5 .453
13 .922
11 .999
6 .572
2 .999
0 245
0. 240
0 249
0 050
0 256
0 279
0 736
1 070
18279, 183
2788 122
43356 .283
6 .556
0 422
E
BOULEVARDS
N
NE
E
SE
S
S
W
w
N
W
ALL
ALL
F-1
0 000
0 OOO
0 OO
O
�SELECT
BARNEY CIRCLE PROJECT
LINK ORIGIN TO DESTINATION
1979 BASE
SITE:
ORIGIN
ZONE
OR
ST---A
ST-CONST
DESTINATION
STATION
S C A P I T O L AT SE L I N E
W H E E L E R A T SE L I N E
N A Y L O R AT SE L I N E
B R A N C H AT SE L I N E
B R A N C H AT SE L I N E
A L A B A M A A T SE L I N E
P E N N AT SE L I N E
O H I O D R I V E OR 1 4 T H S T
O H I O O R I V E OR 14TH ST
O H I O O R I V E OR 1 4 T H ST
C O G D I S T R I C T 12
C O G D I S T R I C T 12
C O G D I S T R I C T 13
C O G O I S T R I C T 13
C O G D I S T R I C T 13
COG O I S T R I C T 22
COG D I S T R I C T 22
COG D I S T R I C T 22
C O G D I S T R I C T 22
C O G 01 S T R I C T 22
C O G 01 S T R I C T 22
COG D I S T R I C T 22
COG O I S T R I C T 22
COG O I S T R I C T 23
COG OISTRICT 23
COG O I S T R I C T 23
C O G D I S T R I C T 24
C O G D I S T R I C T 24
COG O I S T R I C T 34
C O G O I S T R I C T 34
COQ DISTRICT 35
93 7TH
-- 4 : 3 0 - 3 : 3 0
BRIDGE
BRIDGE
BRIDGE
COG OISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG OISTRICT
COG DISTRICT
COQ DISTRICT
N C A P I T O L AT
MASS OR 16TH
COG OISTRICT
COQ OISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
COG DISTRICT
P OR 13TH AT
COG DISTRICT
COQ OISTRICT
COQ OISTRICT
COG DISTRICT
COG DISTRICT
COG OISTRICT
COG DISTRICT
SUMMARY
PM
AVE
ZONE
OR
STATION
TRIPS
9
1
1
8
2
1
1
28
12
13
1
2
2
2
2
14
1
2
1
6
4
1
1
1
1
8
1
1
9
3
2
11
1 1
11
11
21
22
11
21
22
31
21
22
21
22
31
RI AVE
AT RI AVE
3
10
11
21
30
31
RI AVE
21
22
21
22
11
21
21
LINK
F-2
TOTAL
139
�200S
A
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
(
BARNEY
NOOE
2)
3)
4)
5)
6)
7)
8)
9)
10)
H )
12)
14)
16)
18)
20)
21 )
22)
23)
24)
25)
26)
27)
28)
29)
30)
31 )
32)
33)
34 )
35)
36)
37)
38)
40)
42)
46)
48)
50)
52)
54)
58)
60)
62)
64)
66)
67)
68)
69)
70)
7 1)
72)
73)
74)
76)
77)
78)
INT
1002
3079
1004
1002
1006
1013
t007
1006
1008
1007
3079
1003
1003
1004
2009
2014
2010
2009
201 1
2010
2013
2001
2014
2013
2015
2014
2016
2015
2017
2016
2018
2017
2003
2019
2020
2022
2023
2024
2026
2028
2029
2030
2031
2032
2034
2033
2035
2034
2036
2035
2037
2036
2006
2051
2010
2038
CIRCLE
CAP
1452
2078
488
1292
3248
2365
2740
3348
4530
1776
219S
778
2305
400
773
462
1584
773
2078
1584
400
400
400
400
400
400
1000
1000
"919
400
400
1018
400
400
400
400
835
400
4084
3637
75 1
2193
948
2 195
400
400
754
400
400
754
754
400
3693
1242
400
4084
L
A2
NODE
AM
LINK
VOL
0
(
0)
( 290)
0
437
(2291)
152
<
16)
0
(
0)
557
(2292)
0
(
0)
(3088)
6
0
(
0)
(3090)
0
( 7 8 3 ) 192
(3086)
3
0
(
0)
3
(
5)
29
( 128)
32
(
29)
69
(
76)
( 5 8 3 5 ) 1066
187
( 156)
0
(
0)
( 104)
0
(5847)
409
0
(
0)
0
(
0)
0
( o)
43
( 112)
(3186)
28
(5184)
103
1 1
( 146)
0
(
0)
( 158)
17
0
(
0)
( 101) 524
( 1 14)
1
(4059)
17
(3182)
3
4
( 147)
13
( <59)
(
0)
0
( 1 2 0 ) 124
( 136)
63
3
( 150)
( 162)
2
29
( 170)
1
( 138)
0
(
0)
( 132)
0
17
( 137)
1
( 164)
2
( 151 )
1
( 172)
( 163) 236
( 108) 1458
0
(
0)
9
(
24)
0
(
0)
VOLUME
REPORT
DEL
T
NODE
0
18
693
64
0
167
0
39
0
35
14
30
0
761
47
65
27
290
22
0
24
47
0
0
0
128
11
12
19
0
32
0
161
131
101
1 13
21
46
0
14
34
18
32
18
29
0
21
30
30
21
21
33
19
0
44
0
(
4)
( 785)
(2293)
(
3)
(
8)
(229S)
(
10)
(
7)
(3094)
(
9)
(
0)
(
12)
(3086)
(2291)
(
22)
(
0)
(
24)
(
21)
(3058)
(
23)
(
28)
(
0)
(
30)
(
27)
(
32)
(
29)
(
34)
(
31 )
(
36)
(
33)
(4068)
(
35)
(
0)
(
38)
(
40)
(
42)
(
46)
(
48)
(
54)
(
58)
(
60)
(
62)
(
64)
(3078)
(
68)
(
0)
(
70)
(
67)
(
72)
(
69)
(6200)
(
7 1)
(
0)
( 142)
(
0)
(
74)
F - 3
VOL
757
1225
343
1225
1776
1933
935
2630
917
2636
0
204
168
494
11
0
63 1
43
473
1111
161
0
64
409
63
455
86
498
89
482
69
558
0
326
477
475
483
331
584
158
95
167
133
35
3
0
23
26
IS
48
22
51
0
378
0
1098
--
12/19/82
DEL
R
NODE
14
10
687
34
24
159
32
30
10
334
0
27
4
738
39
0
17
279
12
28
15
0
30
90
42
120
1
2
9
120
22
12
0
148
98
109
14
38
5
9
27
1 1
23
1 1
23
0
1 1
24
24
1 1
1 1
29
0
1 1
0
5
(
16)
(
o)
(
o)
(
o)
(
0)
(
0)
(3088)
( 5 8 4 1)
(3090)
(
0)
(3092)
(
0)
(
2)
(
0)
(
12)
(2293)
(5853)
(
30)
(
0)
( 128)
(
76)
(
0)
(
98)
( 112)
( 104)
(3184)
(
0)
(
0)
(
0)
(5186)
( 157)
( 146)
( 102)
(
0)
( 126)
( 134)
( 148)
( 160)
( 116)
( 127)
( 135)
( 149)
( 161 )
( 169)
( 137)
( 122)
( 131)
( 138)
( 163)
( 152)
( 171)
( 164)
( 1 10)
(
0)
(
23)
(
0)
VOL
DEL
TVOL
16
0
0
0
34
638
845
0
18
0
12
0
0
130
372
0
0
2
0
309
0
0
47
46
1
0
0
0
0
24
14
0
2
0
3
7
59
1
337
227
0
8
36
35
2
21
0
12
3
7
0
19
130
0
0
0
22
0
0
0
30
164
38
0
17
0
14
0
11
761
44
62
0
287
0
36
0
21
38
94
46
0
0
0
0
128
29
18
161
0
101
1 13
21
46
13
17
34
18
32
18
26
44
18
27
27
18
18
32
15
0
41
0
773
1225
780
1377
1810
3130
1780
2636
935
2636
204
207
168
647
412
32
720
1111
660
1420
161
409
111
455
64
498
114
601
100
506
100
558
526
527
497
485
346
345
921
509
158
178
171
99
6
21
23
55
19
57
23
306
1608
378
9
1098
�BARNEY C I R C L E D E I S
TRANMIC INPUT REPORT
124
124
125
125
140
140
14 1
14 1
194
194
195
t95
40B
408
409
409
462
462
464
464
466
466
636
636
637
637
638
638
639
639
640
640
657
2
400
2
1018
2
761
2
400
2
644
2
1242
2
2335
2
2 195
2
2335
2
2 195
2
798
2
1849
2
456
2
2700
2
609
2
554
641
641
654
654
676
676
677
677
692
692
693
693
732
732
733
733
764
764
765
765
1352
1352
1354
1354
1356
1356
1357
1357
1358
2
813
2
648
2
798
2
4 14
2
4 CO
2
3 3 16
2
3 3 16
2
4 14
2
400
2
400
2
400
2
1242
2
425
2
400
657
150
377
0 . 142
MASS SEB
437
213
400
0 . 142
MASS NWB
1018
52 1 496
0 . 123
C O N S T EB
76 1
954
356
0 . 123
CONST WB
40O
272
120
8TH SB
0.019
644
120
120
8TH NB
0.019
360 1129
1242
0 . 189
E C A P EB
2335 1250
155
E CAP WB
0 . 189
2195
233
293
0.076
19TH NB
2335
230
278
19TH NB
0.076
2195
223
251
19TH NB
0.076
798
345
409
0.019
MASS SEB
1849
447
228
0.019
MASS NWB
456
516
492
C O N S T EB
0.019
903
294
2700
CONST WB
0.019
534
531
609
0.047
C O N S T EB
554
563
295
0.047
CONST WB
8 1 3 1203
659
MINN SWO
0.076
648
120
335
0.057
MASS SEB
798
701
138
0.057
MASS NWB
4 14
120
120
0 . 189
A EB
40O
120
120
0 . 189
A WB
3316
3 6 3 1 135
E CAP EB
0.093
3 3 1 6 1243
328
E CAP WB
0.095
4 14
120
120
0.095
A EB
120
120
400
0.095
A WB
400
120
120
0.095
15TH SB
400
120
120
15TH SB
0.002
1242
120
120
15TH SB
0.019
425
120
120
15TH NB
0.019
400
120
120
46
46 0 6 0 9
1518
58
58 0 6 0 9
1518
18
18 0 6 0 9
1318
23
23 0 6 0 9
1518
15
16 0 6 0 9
1318
8
10 0 6 0 9
1518
31
31 0 6 0 9
1518
27
27 0 6 0 9
1518
1 1
12 0 6 0 9
1518
1 1
11 0 6 0 9
1518
11
14 0 6 0 9
1518
14
9 0609
1318
4
4 0609
1318
5
5 0609
1318
4
3 0609
1518
9
9 0609
1318
7
8 0609
15 18
39
40 0609
1518
27
2« 0 6 0 9
15 18
25
21 0 6 0 9
1518
46
46 0609
1318
43
46 0609
1518
14
14 0 6 0 9
1318
15
15 0 6 0 9
1318
33
33 0609
1318
31
27 0 6 0 9
1318
39
40 0609
1518
2
5 0609
13 18
3
3 0609
1518
13
15 0 6 0 9
1518
21
23 0609
1318
6-7
7-6
6-7
7-6
CONST-MASS
MASS-CONST
19-STAD
STAO-19
A-CONST
E
CAP-A
A-E
CAP
7-CONST
CONST-7
7-MASS
MASS-7
MASS-8
8-MASS
L'ENF-PENN
CONST-8
8-CONST
17-1'J
19-17
18-19
1 9 - 18
1 8 - 19
19-18
POTOM-PENN
PENN-PENN
PENN-IVES
IVES-PENN
F-4
�A P P E N D I X
V E H I C L E
M I L E S
O F
G
T R A V E L
V E R S U S
V E H I C L E
B Y
A N C
M I L E S
A N D
O F
C A P A C I T Y
F A C I L I T Y
T Y P E
��AM:
VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
STUDY AREA TOTAL1
TRAVEL
DIRECTION
2006 BUILD ALTERNATIVES
2006
NULL
1979
BASE
V/C
LOS
LOS
V/C
ARTERULS
N
NE
E
SE
S
SV
W
NW
0.356
A
0.2(15
A
0.129
A
0 .J 5 1 ^
0.157
,
4
0.29T
,4
0.435
A
0.436
A
0.384
A
0 .1< I A
>
0.186
A
A
0.209
0.401
A
0 . 543
A
0.490
A
ALL
?«.?.T1 ^
0 . 352
A
0.624
0.218
0"." 3 5 5
6
<9
0.786
0.268
0. 450
tr"
0.484
£>
0.584
b
0.746
£
0.903
EXPRESSWAYS
N
NE
E
SE
S
SW
w
NW
ILL
BOULEVAROS
N
NE
E
SE
S
sw
V
NV
ALL
ALL FACILITY
N
TYPES
NE
E
SE
S
SW
V
NW
At L
0.565
C
2
1
6
t>
£
V/C
A
A
A
A
A
A
A
A
0.348
A
0.733
0. 466
0.552
7* 0 . 7 6 8
0.509
0.914
0.959
0.669
£
v/c" iLOS
0 . 443
A
0. 406
A
LOS
0.435
0.371
0 . 187
0 . 167
0.204
0.30O
0.554
0.468
i
£
0
0
D
0
£
3
A
0 . 195
0 . 156
0. 216
0. 377
0. 543
0. 533
1
A
A
V/C
1/2
V/C
LOS
0.437
-0.388
0.180
-0.1660.217
JUifll.
0.555
-0^533-
0T443
A
A
A
A
0.176
A
A
0. 356
0 . 752
0 . 491
0 . 511
719
¥0.
0. 506
>o. 8 0 3
966
D
0
I,
D
ft
V
C
0.
0. 668
A
A
A
0 . 197
0.J87
0 . 5 2~4
JL..4.8B
-D.15JL
A
A
A
LOS
A
*
0.336
0.727
_0xJ3220.485
#0.519
0.563
D
0
C~
*
0.973
^ 0.603
£,
C.
b-l
V
0.749
0.478
0.5 56
0.780
0^5St
0.735
6.981
A
A
A
A
A
A
A
£
0
0
p
O
P
E
0.670
0.673
»
A
0.400
N A
N A
N A
N A
N A
0.7 52
0.510
0V.6 I
0 . 2113
0.151
0.212
0.297
0.512
0 . )H4
0.381
0". 2 3 6
0 . 1R6
0.364"
0 . 401
0.632
0.490
0.552
0 . 4 17
0. 267
0.222
0.332
0. 478
0.656
0.468
0. 558
0. 450
0. 262
0 . 2 17
0. 333
0. 549
0. 650
0. 533
0.556
Q..190.
0.239
0.354
6. 3 6 6
0. 407
0.655"
0.548
0 . 3 5'.
0 .'. < 7
•
0.450
0. 454
0.452
G-1
A
7T.^73
"01558
0.417
0."26T
0 . IU9
,0.322
0.499
0.640
0.48A
0.44 4
C
A
�AM: VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 20
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
2006
NULL
1979
BASE
V/C
ARTERIALS
N
NE
E
SE
S
SW
w
NW
"6"."4 4 9"
0.012
0.071
0.001
6"I 10 8"
0.041
0 . 172
0.009
0.
LOS
/
?
/
)
198
EXPRESSWAYS
N
NE
E
SE
W
A
A
A
b
LOS
0.52 V
ft
0.055
"0.124
0.005
6 Tl 9 5
0.256
0.225
0.014
A
/
»
A
4
A
4
0.529
0.038
0 . 151
0.023
0.204
0.317
0.252
0.014
0.267.
A
A
TT.Tio 0
LOS
A
A
A
V/C
3
LOS
V2
V/C LOS
V/C LOS
A
A
A
0.531
0.012
0 . 151 A
0.008
0.211
A
0.321
0. 236
0.013 A
0.283
A
0.282
A
0.275
0.378
C.
0.439
b
0.526
6
"0.576"
&
A
4
A
A
A
A
"0.124"
A
0.046
A
0.146
0.005
A
0.203" A
0.293
A
0.228 A
0.027 4.
A
A
5".
A
0.283
(K246~
0.610
A
/?
4
0.282
/4
OT208 A
0.697
0
0.684
b
0.674
b
0.704
A
&
ora^r
£
>
0.310
C
0.273
<
3
0.258
c
0.252
C
0.263
C
£
T.056
F
1 . 138
F
1 . 149
F
1.101
F
1.144
F
0.459
0.542
6
0.529
b
0. 552
/j
0 . 540
£
>
0.550
£>
BOULEVARDS
N
NE
E
„ .
SE
S
SV
V
NV
N A
A
N
A
N A
N A
N
0 . 52 3
0.055
" a . 2 a?
0.005
01240
0.525
0.038
0.314
0.023
0.229
0.317
0.446
0.014
0.528
0.012
0 . 3 10
0.008
0. 228
0.321
0. 435
0.013
0.524
Jl.OjitL.
0 . 304
0.005
0.221
0 . 29 3
6.419
0 . 0 21..
6"753i
0.012
0.316
0.014
0.??7j
0.2*3
0. 348
0.345
9.337.
0 . 34fl
ALL
ALL
U
NE
E
SE
S
Sv
w
NW
ALL
FACILITY
T-.PES
a
A
A
5 29
0.012
0.151
0.014
0.653
NW
ALL
V/C
2
t>
s
SW
^)
/
»
V/C
1
0.452
0.012
0 . 214
;>. JO 3
16 2
0.041
1. 3 3 0
<J, 9 0 9 .
0".
0.
<: 6
2
0 . ?'">6
0 . 41)6
0 .01 4
0.1)1.
G-2
B7W2"
0^01
q
�AM:
VQLUhb
TO
CAPACITY
RATIO
-
(LEVEL
ANC
OF
6A
2006
TRAVEL
DIREC-
BASE
A
A
0.153
N
0.096
0 . 1 30 A
0.052. A
NE
E
SE
S
SV
V
0.157 A
Q..30 5 A
0.606 6
0...6_L9. 6
NV
A
ALL
EXPRESSVAYS
M
NE
E
SE
S
SV
V
NV
BOULEVAROS
N
NE
E
SE
S
SV
V
NV
LOS
LOS
V/C
S.1AIV
&
0.4.18
A
A
A
A
A
A
0 . 236
0. 209
0.2 1 9
0.0 5 2
0 . 210
0. 312
0. 738
0.8 0 4
0.4 0 1
A
C
0
—
—
.
4
c
F-
LOS
-a.avs.
0.202
-0.-2660.742
_0-»9 36-
*
4
4
C
£
A
LO<
0.217
A
A
Qjino.
N
NE
E
SE
S
SV
V
NV
ALL
FACILITY
T-.'PES
0.153
*
0.192 A
0.27J 'A
0.702 c,
0.890 b
A
-0.A09. A
0.388 A
6
0. 469
0.803
£
"0.962
6T344
£
0. 469
£
c
- •-
0.96
N
7
A
N
£>
A
0. 803 €
_0.962
f
0.344 C.
N A
ALL
ALL
A
0.4 17
.
b
_y/c
0.250
_.
-7-"-
N
A
A
A
V/C
0.241 A
-0.-23.1. •
0.220 1
—
c
o7T6?
—
A
A
0.245
0.240
0.249
0.050
0.221
0.279
0.736
1 .070
A
.m ——
t>
LOS
V/C
1/2
3
.
~•—
0.505
ILL
V/C
0.261 A
0...1J8 "
0.20 5 A
0.033 A
6.190 A
0..376 /
>
0.746 C
.
67505
ALTERNATIVES
2
1
NULL
LOS
V/C
ARTERIALS
BUILD
2006
19/9
TION
SEKVICE)
0 . 0°6
J j I 50
0.052
0.177
0 . 305
0 . 6 06
0.611
0 . 26 1
0 . 138
(>'. 2 0 5
0.033
0.736
0.376
0 . 7. 6
'
0.171
0 .236
0. 209
0 . 2 19
0 .052
0 .233
0 .312
0 . 738
0 . 804
0. 240
0. 249
0.050
0. 256
0. 279
0.736
1 .070
0 . V 1
0 . '. J
0 .402
0.422
0.245
67241'
0.231
0 .220
0.045
6.247
0.2tf5
0 . 742
0 •_936_
0.250
o.2n
"0.217
0.030
0.201
0.271
0 . 702
O.ioo
0.
3B7
�AM: VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 6 B
2006 BUILO ALTERNATIVES
TRAVEL
DIRECTION
ARTER1ALS
N
ME
E
SE
. S
SW
w
NV
1979
BASE
V/C LOS
0.232 A
n.i42
A
A
O.lll
A
6.134 A
0.149 ft
6 " 235 A
.
0.107
0.194
A
dUUO
NULL
V/C LOS
0.21)2
A
A
A
0.184
0.140
0.090 A
57 17 3 A
0.219 A
57300
A
0.203 A
V/C
LOS
0. 295
0. 1 16
0. 0 9 4
0. 0 9 9
0 .1 3 6
.
0 . 085
0 . 314
0 . 284
A
A
A
A
A
A
A
4
A
0.168 A
ALL
EXPRESSWAYS
N
NE
E
SE
£.212
A
0 . 198
0.-317 6
"
0.992
tT
0. 922
0.361
0.392
c
c
677 5 9 e
"
0. 092
0.640
w
&7TI4" b
67754 ct
s
SW
0. 768 £
NW
ALL
s
£
474
0 534 a
O . 7bB £
0 . 9 2 2 £•
O, 9 14
£
0.942
0
747
BOULEVAROS
N
-
V/C LOS
0.301 A
V/C LOS
~0.2~8 3"
0.T70
s
NA
SW
w
A
A
0.130
0.098 A
0.113 A
0.118
0.103
0.100
0.157
0.127
A
A
A
A
A
0.332 A
0.277 A
0.195 A
0.366 A
0.277 4
0.210
A
0.219
0.942
CUT 9
0 . 504
n 7 19
1 .035
Q R32
0. 959
£
&
t>
o
0.972
0.752
£
£
— -
NW
ALL
HS
A
'3.092
A
0.975
0.708
.0.762 J
0.
N A
0.400
0T473
1,
FACILITY
0.
T-.PES
Ji..
3P-0
1 'l2.
0 . 150
O.lll
0.45 5
0.104
0 . l"6
0
. 459
. 267
0 .
<* i
0 . 20 3
449
0 389
0 236
0 235
0 21 1
0 589
0 571
0 284
0
0
0
0
0
0
0
0
.589
. 277
)4 5
0 .391
0
. 372
0.090
6. 136
0.14"
0.451
l). 1"4
0.176
0.219
0 . n1
0.
5
G-4
. 228
.245
. 162
.358
A
0.73;
N A
A
C
A
("<•«)
ALL
NE
E
SE
S
SW
w
0. 196
554
< 0.780 e
\r:24fl F
l O . [6?
0.972
0.465 &
0.610 b
0.848
AjfUO*
NW
N
V/C LOS
0.313 A
0.118 A
o7o7T ,
4
0.094 A
7T.T56 ,.
4
0.094 A
6711? 4
0.298 £
A
A
0.510
(Auuth
NE
E
SE
ALL
1/2
3
2
1
45 5
0.337
0.238
0.222
0.452
0.
0. 196
0.397
0. 174
0. 195
0. 600
07" 167
O.lll..
0.
366
0.470
07 502
0.298
0.179
�AM: VOLUME TO CAPACITY RATIO -
(LEVEL OF SERVICE)
AMC 6 C
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
BASE
V/C 1-OS
ARTERIALS
N
A
4
0.455
0 . 4 14
NE
O.lll
E
SE
S
SW
0.450
0.415
Q..4 3 9
0.512
A
A
A
A
.0.4.1.7.
C
A
w
NW
ALL
EXPRESSWAYS
N
NE
E
SE
S
SW
w
/<
V/C
0.540
0.573
0 . 2 58
0. 569
A
A
A
A
A
"6.400
0.596
0.611
0.051
A
S
b
A
0.523
V/C
LOS
0 .535 A
0 .54 1 A
0 .209 A
0 .475 4
0 .4 16 A
0 .425 4
0 , 602 3
0 ,777 C
0.472
0 . 515
A
0.684 b
0 . 086 6
0.662 0
b
75. 6 5 3
6
0 . 529
b
dl'658
e
o. 4 n i
b
0*. 5 6 0
LOS
0 . 574
0 . G03
3
b
a
V/C
A
£
0.229 A
0 . 449 A
A
0 . 425
0 . 604 6
0 . 619 £
0 . 768 C
A
0.682 0
0.553,
0.281
C
G.
b
0.562 b
a
0.616 b
0.648 b
b
0.608
0
0.797
0.575
ALL
0.701
i
V/C
LOS
0.603
-0„58l-
S
A
0.225 *
0.4640.470
4
4
-0.643-
6
0.604
*
-0,-7-43~ C
A
b
0.029. Q
0..35 3
0.4^2
0.645
C-
J3.658
0.603
.631
LOS
6
0 . 460.
A
0.700
0.507
0.236
£>
C~ j
6
0756 5
0. 724
-A.523-
0.657
V/C
0.555
A
SI. 5 4 1 .
A
0.196
A
.3.361
A
0.405
,
4
.Qj 'LQ.L A
0.507 ,
4
D-7L6
C
b >
£) /
a
6
6
....
NW
V2
3
2
1
LOS
6. 7 6 0
0.268
6 . 56 4
0.594
P..2J0.
6.502
2006
NULL
01658 £) 1
C
\
0.622
0.631
~
BOULEVAROS
N
NE
C
y
—
C
SE
S
SW
N A
NA
NA
NA
y
NW
NA
ALL
ALL
FACILITY
N
NE
E
SE
S
SW
w
NW
ii i
T.PCS
0.566
0.404
0.450
0.533
0. 439
0.5 27
0 . 702
0.71H
o. 5 s n
0 . 2 7 7
" "
0.56'»
0.621
0. 596
0.62 1
0 .11 5 I
0 655
0 517
0 235
0 475
0 . 5 0'.
0.62 1
0
0 .507
0 .425
0 .605
0 777
546
G-5
0 .658
0 .571
0 . 232
0 . 449
0 . 535
0 719
0 626
0 . 768
0.
583
0.647
0.553
0.233
0.448
0.616
0. 643
0.616
0.656
0.58°
67660
0.519
"0. 1 9 9
0 . 367
"0:533
0.596
n: r.9fl
0 . 7 16
0.
*r. n
�AM:
VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 7A
TRAVEL
DIRECTION
2006 BUILO ALTERNATIVES
BASE
2005
NULL
V/C LOS
V/C LOS
V/C LOS
0.14<V
0.304
0.401
^
1.097
f
0.609 6
0.740
C
0.635
0.703
1979
1
2
3
LOS
ARTERIALS
u
NE
E
SE
S
SW
A
OTft 9" T
w
&
A
"579 3 1
*
0.411
A
EXPRE SSWAYS
N
NE
E
SE
S
SW
0.459
6
(T.720"
0
07766"
e
6
67850
£"
T71T6 F
V/C
LOS
A
0.290
0.867
0
0.904
0.597
A
0.590
O
0.755
£
0.745
t7
0.717
£>
0.837
«="
0.84 1
"6.89T
£
67849
,f
1.174
/=
1.212
1.132
0.800
£
0.830
— — — —
0.597
w
£
V/C LOS
0.341
NW
ALL
1/2
A
£
0.352
"0.90T
0.619
A
A
&
8
—
/»
TTTTT r=
NW
ILL
BOULEVAROS
N
NE
E
SE
S
SW
w
NA
0.768
C
NA
N A
6
_Q.«-3_4_0_
N A
£"
fj. 8 0 7
NA
NW
ALL
ALL
N
NE
E
SE
S
SW
w
FACILITY
T.PCS
0 .459
0.635
6.144
0 . 3 0V
0.703
0.755
0 . 745
0.717
0.401
0.341
0. 290
0.352
"6.891"
67716
O.«50
0. 837
0.84 1
oTTdl
6.^5 7
1 . 108
0.915
0.50?
0 .6n 7
0.769
0.711
"7j 77*49
6". 9 36"
0~.'9f r
0.712
0.711
NV
ALL
G-6
S"
�AM: VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 713
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
2006
NULL
V/C LOS
1979
BASE
V/C LOS
71
A
A
o~.ilrT
o77l3
ARTERULS
N
NE
0.512
0
.169
A
1 1
V/C LOS
0.598
2
V/C"_ LOS
4
0.557
A
A
ALL
0.556
M
0.583
A
A
0 . 167
A
0.218
/I
0.233
a
0.«»14 C
0.959
r
0.995
q.5ia
SE
S
SW
V
NW
0.4
0.595
0.557
*
0.561/4
^
3
V/C
C
0.543
0.597
A
0 . 5 4 6 jf
A
0.586
0.224
J.
0.203
0.954
£
—
i
1
i
i
i
i
ALL
ALL
FACILITY
-r—
!
BOULEVAROS
N
NE
E
SE
S
sw
w
NV
!
NE
E
SE
S
SW
V
NW
—
•
ALL
fJ
0.538
—
E
SE
S
SW
w
NW
A
Ti:512
-
•
0 . 569
0^598
07556
0.583
• 0.595
7)7138
0.167
0 . 2 18
0. 233
il.flll
9. ° 14
0.959
0.995
0.511
0.557
0.561
0.557
T.PES
...
55
TJ7T4T
"57597
"6.TI6'
"b".9
5'V
..
0 .4
. —
0. 546
0.224
"0720T
T.I 6 2
..
.0.546
A
A
ITT96 2 €
-CU546. A
EXPRESSWAYS
N
ALL
1/2
V/C
LOS
LOS
..
0.638
�AH: VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 70
2006 BUILO ALTERNATIVES
TRAVEL
DIRECTION
i y/y
RASE
LOS
V/C
0.4 8 0
0. 725
0.296
ARTERIALS
N
NE
E
SE
S
SW
w
NW
"57775
0.261
0 . 7 9 2"
0. 492
ALL
A
c
A
A
A
C
A
2006
NULL
V/C
LOS
0.631
6
0.921
0.754
F
*
C
A
F
8
0.658
_ V/C LOS
_
0.658
a
1 .073
0.922
0 . 154
0. 390
1 .2 8 5
"6735T A
0.300
1.196
LOS
V/C
0.628
1.020
0.787
C
A
A
F
0.411
0.443
1 .304
0 . 714
C
0.779
-
EXPRESSWAYS
N
NE
E
SE
S
SV
w
NV
0.097
A
0.193
0.66-3
b
6.$05
0 . 380
ALL
BOULEVAROS
N
NE
E
SE
S
SV
V
NV
C
0.589
A
6
b
1/2
3
2
1
F
£A
A
F
c_
V/C
LOS
0-.5F6 Q
V/C
LOS
0.652
0.944
0.751
8
£~
C
0.778
0.824
TT.449~
A
"572 T i
f"
0.457
\
0.402
UW
1:200"F
0.726
C
0.278
0 . 297
3
0. 180
A
0.164
1 .182
F
1 .046
F
1.091
0. 739
e
0.613
&
r
ALL
ALL
N
NE
E
SE
S
SV
V
NV
ALL
FACILITY
T: PCS
•
0.4H0
Q. 725
0.112
0.631
0.921
0.235
0.275
0.261
6.60 2
0 . 355
0. 300
1.016
0 . 4 30
O._6?0
0 628
I 020
0 .334
0.658
1 .073
0 . 236
"o~5r
0 . 154
0 .390
1 . 197
0.411
0.443
1 .084
67449"
0.457
t . 10
0.728
0.687
0 .
G-8
F
$
0.944
0.208
r
hj\_
2
77190" F
N A
N A
N A
N A
A
- •
*
N A
A
0.642
A
C
6
6.616
0.778
0.319
3 72 2a"
0.402
1.19/.
0.69 3
�AM:
VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 7F
TRAVEL
2006
ni Dcr
U1KtL-
BASE
V/C LOS
TION
BUILD ALTERNATIVES
2006
1979
NULL
V/C
LOS
1
V/C
2
LOS
J//C
3
LOS
V 7 C .
ARTERI ALS
1/2
LOS
V/C—LOS
u
-
NE
E
SE
s
sw
w
0.459
A
"o.'loT
C
0.939
e
0.883
C
0.939
£
0.883
&
0.805
-A
"0.760"
n.flns
A
0.760
C
NW
0.78 3
ALL
A
EXPRESSWAYS
N
NE
E
SE
S
SW
w
NW
ALL
-
BOULEVAROS
N
NE
E
SE
S
N A
- —
N
sw
A
N A
N A
N A
V
NW
ALL
ALL
FACILITY
N
NE
T-.PES
...
£
SE
• . — — .
s
SW
w
. _„
074 5 9
o; 7 n 3
0.939
0.883
0.45'>
o.
0.939
0.883
0.005
07 760.
0.005
0. 760
NW
ALL
71: v
G-9
C
�AM:
VOLUME
TO
CAPACITY
RATIO
-
ANC
(LEVEL
OF
SERVICE)
8A- \
BUILD ALTERNATIVES
2006
TRAVEL
DIREC-
1979
2006
TION
BASE
NULL
ARTERIALS
N
NE
E
SE
S
SW
w
NW
V/C
O.U65
0.048
0.056
0.106
LOS
•
A
A
0.023
A
0.387
ALL
r
0.147
A
A
A
A
0714
Tj."3'86" A
V/C
LOS
0.05 7
£
LOS
V/C
A
/<
,4
A
0.496
A
0.472
57056 ^
,\
V/C
3
LOS
0.925
£
0.476
£
0 . 884
£
6
0 384
0.406
0.475
£
A
A
A
A
A
A
A
A
£
0.396-
e
0.852
V/C
LOS
0.938
0.034
0. 125
0.121
0.227
0.101
0.542
0.029
0.871
0 .478
£
A
A
A
A
A
• A
A
A
£
1/2
a
V/C
0.947
0.036
0.123
0.114
LOS
£
A
A
A
7J75T5" A
0.061
A
0.473
0.107
A
0.468
A
UI
SE
S
SW
W
— — «- —
—
NW
0.496
ALL
b
0.610
£
O
0.539
b
0.533
N
A
N
A
N
N
A
A
N
ALL
0.539
A
—
ALL
FACILITY
N
T-.PES
ALL
b
0.537.
—
..
BOULEVAROS
N
NE
E
SE
S
SV
V
NV
NE
E
SE
S
SV
V
NV
0.389
— —
0. 789
0.04 8
0.056
0 . 106
0.317"
0.147
3^6
0_.0 2_}_
0.943
0_LP56
0 .1B6
0.193
6.406
0.06 2
0". 5 4 6
0.Q16.
0.881
0.034
0 . 130
0 . 130
0.353
0.055
0. 590
0 . 101
0 . 6 10
0.5S0
0.503
6"
.
0. 918
0.035
0 . 156
0 . 106
0 . 336
0 . 100
0. 529
0 . 120
0 . 504
6.909
0.034
0.125
0.121
0 . 346"
0 . 101
6.542
.0.029
6.92 3
0.036
0.123
0.114
3T*"
0.06 1
6.-'4TJ
67
0.107
0.504
0 .501
G-10
A
£
67891
UI
0 . 768
A
A
A
A
A
A
A
0.945
0.035
0 . 156
0 . 106
0.218
0 . 100
0.529
0 . 120
A
0.186
0.193
0.237
0.062
0.546
0.016
0.903
0.034
0 . 130
0. 130
0.224
0.055
0.590
0 . 101
071 "aT £
EXPRESSWAYS
N
2
1
�PM:
VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
STUDY AREA TOTAL
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
1979
BASE
V/C LOS
A
A
ARTERULS
N
NE
E
SE
S
SW
w
A
NW
0 . 2 4 2 fi
• 0.5ft 1
0.543
• 0.555
6
_
• "675ft5" 6
.0.433
to
LOS
V/C
A
/I
A
4
0 .317
0".639
0.491
0.704
t>
O
A
A
6".
A
4
TJT7S9-
e
0.488
O
0. 619
0. 962
0. 847
•xo. 346
0 . 714
>-o. 665
0 . 594
0.206
0.406
0.483
0.492
0.391
0.299
0.215
0.146
A
A
A
A
A
0.329
A
IT 5 4 9
>
£
£
8
0
C.
0
C
J
0. 707
0
V/C LOS
A
A
A
A
A
A
A
A
0 . 206
0 . 391
0 . 454
0. 487
0. 387
0. 225
. 0 .2 2 1
0 , 101
0.383
472
0.408
OJIST
0.301
6.229
0.154
A
D
C
F
0.833
0.792
&-0.381
0.701
^0.531
0.571
1/2
3
2
1
0.325
6.151
0.291
0.342
A
0.277 A
6 . 2 7 6 fi
0.270 A
0.173
0.114 A
ALL
EXPRESSWAYS
N
NE
E
SE
S
SW
w
2006
NULL
V/C LOS
6.213
A
A
A
A
A
V/C
LOS
~o._6T
A
A
A
A
0.54R
ALL
BOULEVAROS
N
NE
E
SE
S
SW
V
NV
o
0.663
A
A
0.325
r>
0.622
0.044
0.787
*>0.826
0.711
P
0-E
o
P
0.614
t**0.500
0 . 546
0.904
0.829
UO. 3 9 7
6.733
* 0.485
0.610
FACILITY
N
T-.PES
LOS
A
A
A
A
A
A
A
A
A
0
e
fi
I
6
o
9
0.606
0.683
1.044
N A
N A
N A
H A
N A
F
-DT3TT
0.504
A
A
0 . 765
ALL
ALL
0.312
A
A
ALL
NE
E
SE
S
SV
V
NV
6.209
0.385
0.426
0.425
0.425
0.218
0.203
0.111
A
.0-18Q
0.477
JJ..-4.JL3.
0.389
._Q«JLQ6_
0.216
0.131
NW
0.659
V/C
0.316
0.304
0.305
0.277
0T4l)'i'
0.270
612 3 5"
0 . J 1_4_
0.
}?.fi
0.377
0., 3 0 5_
0.510
0.400
0 . 529"
0 . 30 1
"6.291
6'JJ4_
0.420
0
0
0
0
0
0
0
0
. 365
. 662
. 552
.474
.524
.351
.315
, 101
0 443
G-11
0.331
0.623
0.559
0. 480
0.516
0. 392
0.305
0 . 146
0.376"
. a . 173..
0.546
0.64L
0.528
0 . 306
0.311
0.212-
0.33 3
0.703
0.530
0.422
6754 7
0 . 351
0 . 306
0 , J 1.1.
0.435
0.437.
0.4.Ill
C
�PM:
VOLUME
TO
CAPACITY
RATIO
-
(LEVEL
OF
SERVICE)
A N C 2 D
2006
TRAVEL
DIREC-
1979
BASE
NULL
ALTERNATIVES
<:uuo
TION
BUILD
V/C
ARTERULS
N
NE
E
SE
S
SW
w
NW
LOS
0.117
D_,__.6.
0.090
.Q,JJ 1 5 .
0.292
_L.02._0.115
0,02.0.
A
A
A
A
A
A
A
A
V/C
LOS
6
A
A
A
A
A
A
0..602.
V/C
LOS
A
A
A
0. 218
1. 1 8 2
0.253
0 . 130
0.411
0.038
0 . 171
0.006
A
A
A
A •
A
A
0. 266
A
6.228
0.814
"6.211
0.060
0.359
0.036
6.125
A
0.271
A
£>
"0.548
6
0.985
€
0.709
b
0.727
£
V/C
LOS
A
0. 205
0. 970
0. 265
0 . 164
0 . 4 16
0.010
0 . 150
0. 012
r
A
A
A
A
ALL
0.159
A
0.238
EXPRESSWAYS
0.415
b
0T546
O
0. 425
0.781
£*
0.933
£
1 .013
0.649
A
0. 870
£
0 . 736
F
F
0 . 6 2 4"
b
o T 6 8*T
b
0 . 836
£
_>
0.850
tT
0 . 831
e
NW
A
0..J7L
V/C
LOS
0.212
-Lt-LLQ_
0.354
A
F
!LA23±.
0.509
0.045
0 . 164
1^9 I L
A
A
0 . 3 19_
0.474
A
b
0.982
Is
b
0.690
b
0.828
£
6".84*r
£
0. 800
b
0.487
r
0."V? 2
.
0.679
ALL
BOULEVAROS
N
NE
t
t
SE
s
SV
y
NV
•
,N
A
N
A
N
A
N
A
N
A"
—
.
ALL
ALL
FACILITY
w
T-.PES
NE
E
SE
S
SV
V
NW
ALL
oTT_«7
0.056
0 . 367
0.015
(.7 4 2 3
0.024
0.227
0 .020
0.236
0.014
0.432
0.060
0". 5 4 6
0.036
0.749
0.002
0. 210
0.970
0. 495
0 . 164
0. 533
0.010
0 . 301
0.012
0.226
1 . 182
0.478
0 . 130
0.520
0.038
0.311
0.006
0 . 28 6
0 . 3R 7
0 . 404
0.401
G-12
A
A
A
A
0.813
0.806
ME
E
SE
S
SW
w
A
V/C
LOS
0.220
1.147
£
A
0.273
J} ______
A
0.401
A
A
0.037
0. 163
A
tUflJJ
f
0.807
N
1/2
3
2
1
0.226
.1.142.
0.488
0 . 100
0. 520
0.037
6.310
0.013
o.TIo"
1.110
"6.5*7
0.296
0 7575
0. 045
0.313
0.015
0,404
0.436
�PH:
VOLUr-c TO CAPACITY RATIO - (LEVEL OF S.HVICE)
AMC PA.
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
1979
BASE
V/C
LOS
ARTERIALS
A
A
2006
NULL
V/C
LOS
NE
E
SE
S
S«
UTT-T
A
0.050
4
V
NW
0.158
A
0.172
0.375
0.467
0.072
0.227
0 . 120
0. 3T6
0.232
ILL
0.234
A
0 . 3 14
67I2T
c
A
A
A
A
A
A
A
A
57 n r
0.31B
0.358
0.055
A
A
LOS
V/C
2
V/C ' LOS
A
A
3
LOS
0.15T A
A
0.272
V/C
A
0 . 166
0.275
0.504
0.300
0.237
0 . 140
0.329
0.329
0.313
A
A
A
A
A
A
A
A
A
0.052
TJT52T
N
1
&
0.494
6
0.486
0.052
Q
0.494
0
0.486
0 . 187
0.303
0.473
0.041
0.220
0 . 128
0.323
0 . 194
A
A
A
A
A
A
A
0.329
A
A
A
JLOIJL A
0.321
A
_D_.2Z4_
A
A
0.482
0.221
0.235
1/2
LOS
V/C
0.265" A
0.291
0.453
0.035
0.201
0. 121
0.293
0.208
0.296
A
A
A
A
A
A
A
A
EXPRE SSWAYS
N
NE
E
SE
S
SW
w
NW
0.321
ALL
C
0.529
_
>
6
_
0.042
a
0.042
3
-
BOULEVAROS
-
NE
E
SE
e
N A
3
N A
N'A
N 'A
N 'A
sw
u
NW
ALL
ALL
FACILITY
o7n<T
N
TYPES
0.310
0 . 350
0.055
0715 7
0 .050
fi. . 3 5
0.1 53
NE
E
SE
S
SW
w
NW
ALL
0.7.3 5
0.172
_-Lr 3 7 5
0.46 7
0.072
6. 2 5 0
0 . 120
.0,232
0 . 187
0.303
0.473
0.04 1
0.207
0.128
0.323
0 . 194
0 . 166
0.275
0.504
0.300
0. 257
0 . 140
0. 329
0. 329
0.317
0.309
0.331
6.316
G-13
0.158
.0.272
0.482
0.221
0.25 5
0.131
6.321"
.0_.22A.
_0._3.lfe
•6.203
0.29 1
0.453
0.035
0.189
0.121
0.293
0.203
0.29?
�PM: VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE,
ANC 6B
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
1979
BASE
V/C LOS
ARTERIA L 5
N
NE
E
SE
S
SW
w
NW
ALL
O. 118 A
4
J__l__
O.330
0.242
M U
0.114
_t_L*
EXPRESSWAYS
M
NE
E
SE
S
SW
0.450
67767
TJ750O~
w
A
A
A
A
A
A.
A
b
b
6
2006
NULL
V/C LOS
0. 164
0.202
0.470
0.342
0.328
0.167
57135
0.050
b
V/C"
0. 128
0.088
0.031
A
A
A
A
A
A
A
A
0 . 131
0. 227
0. 439
0. 433
0. 373
0. 133
A
0.458
b
_r
er
e
V/C
6.
0
0
0
0
.
.
.
.
148
133
382
5 1 0
364
9,973
0.5l<)
0.753
n
Sfci f : *
0.694
0
0
697
b
0
600
b
0. 504
b
0.614
b
0.514.
0
0.703
0
7
BOULEVARDS
N
NE
E
SE
S
SV
y
NW
,
m l
5Q6
•
FACILITY
N
TYPES
NW
ALL
LOS
V/C
6'. 14T A
A
A
A
A
A
A
A
0.125 A
0.143 A
6.312 A
0.276 A
6 .4i5 A
0.168 A
0.086 A
0.030 A
A
0 . 22 3
0.497"
b
a..<tia.
b
e
.0.236
A
0 . 4 5 5
A
A
A
J3_.4A__
A
0.371
-fl. 1550.098
A
J1.JX3.2_
b
&
O
C
0.829
0.654
A
i^0.45
8
0.973 i\
\ 0.795 «
?
\0.397 C 1
tu7T3T
JO.489
a I ,
A • K
0.665
/ 0 . 6 4 5,<
4
.0.665
^0.696
'•t ,1 t Vi-iujCtui /tc__t
A
1.044
.
\
NA
NA
N A
N A''
N
,
N
"0734)
0.584
A
A
t
7 7 /t9-/3
ALL
w
1/2
LOS
V/C
JLiilLi.
A
6 2 1
ALL
NE
E
SE
S
SW
A
487
~0~. " O
c
c
0.629
3
LOS
0. 272
0.665
""oTToa o
0.454
ALL
0.086
0. 0 3 0
n
0.346
07 4T1)"
NW
2
LOS
0.242
A
A
A
A
A
A
A
A
0.28 5
0.531
1
C
_0_. 765.
\A
0720TJ
0 . 146
"6.365
0.225
" .24 4
0
0.173
0.242
0.047
0.
266
07Z5V
0.202
TJ.TflO'
0.34 2
"0D31"
0.167
0.27 6T
0.050
0.336
0.224
0
0.767
0
233
0
500
530
0. 4 7 6
0
436
0.390
0
376
0
259
0.500
0.457
0.303
0
296
0.031
0
030
0.403
0
375
G-14
0.233
_0__3_
0.518
.0.66.9.
0.374
0.155
0.316
0_,032_
0.206
0. 756
0.47 2
0.299
0.409
0. 375
0.314
0.0 30_
0 . 386
i
�PM: VOLUME TO CAPACITY RATIO - (LEVEL OF ScRVICE)
ANC 6C.
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
BASE
V/C LOS
A
iRTERIALS
N
0.4'. 1
0 . 4 14
0.605
NE
E
SE
S
SV
A
A
a
157559""
0.439
A
A
2006
NULL
LOS
V/C
0.377
0.513
0.515
0.844
0.66 7
0.473
A
A
A
&
6
157143
2
1
LOS
V/C
0.
0.
0.
0.
0.
0.
0.
0.
368
540
53 1
877
696
285
178
222
v/c"
A
A
A
A
A
0.429
0.521
0.505
0.868
0.668
0.464
0.207
0.283
A
b
b
A
O
&
NV
0. 360
ILL
EXPRESSVAYS
N
NE
E
SE
S
SV
- V
0.558
0.543
0.574
b
e
c
o
o
c.
0.674
b
b
6
0. 591
0. 504
0. 788
*r
0.434"
O.B99_
0.367
b
0. 660
b
0.657
c.
0. 361
c
0.344
0.545
b
b
0. 64 3
0.558
A
o.97i
0
0
0
0
A
.730
.260
.195
.241
0.57T D
1f 0 . 4 5 8
0.046
A
IO.B59
b
£
0.371
C
J0.316
C
O
IO.TJL r
A//5»._J
0.364
3
r
'0.484
j
0.607
• t
M A
M
N A
a
4
N A
N A
ALL
ALL
N
NE
E
SE
S
SV
V
NV
ALL
FACILITY
TYPES
0. 503
0.447
0 . <>24
0.605
0.552
0.439
6 .'2 I 3
0 .289
0.461
0.525
0.344
0.700
0.473
0.278
O . J 3 2.
0 .544
. 538
0 .545
0 .877
0 .667
0 .285
0 .218
0 .222
0.433
0. 763
0. 496
0.868
0.659
0.507
0.237
0.283
0.555
0 .521
0.529
0.562
-Q •5.1.2.
o
G-15
6
1 O-TPT c
BOULEVARDS
N
NE
E
SE
S
SV
V
NV
er
C4
A
A
A
0.586
0. 610
A
A
0.446
Q.5QQ
NV
»LL
0.687
0.677
0.463
0.565
A
0.610
0.491
TJ7399"
0.501
0.451
0
157 3 9 6" c
A
A
A
<_
A
4
A
"(575"5o" 0
a
LOS
0.444
0.447
0.675"
A
A
1/2
V/C LOS
A
-4
A
b
b
A
V/C
0.487
0,480
0.795
0.332
0. 415
A
J-.t4.71
0.212
A
V
LOS
A
A
A
A
A
A
"07162"" A
0.289
3
0.560
0.459
0.4570.493
0.839
0.674
0.471
0"."24 6
.a,_33.
0.753
0.543
0.971
0.731
0.393
6".22"U
0.241
Q..551
0.54 2
�PM:
VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 7A.-\
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
2006
NULL
1979
BASE
LOS
V/C
LOS
1/2
LOS
V/C
V/C
LOS
A
0.996
_
1 . 140 F
0.984
_r
0.929
~0.2~09~ A
0.322
A
0.508
A
0.343
A
1)7340
A
315
__
A
0.519
^
0.692
6
0.531
A
Q'5_12
A
£
0.865
^
0.906
1.011
**
6.993" £
V/C LOS
ARTERULS
N
NE
E
SE
S
SW
w
NW
0.57!
_0.
ALL
EXPRESSWAYS
N
NE
E
SE
S
SW
w
6.792
V/C
3
2
1
0.737 £
0.863
£
0.776
e
"0719 8"
0.548
u
0.747
B
0.691
£>
07658
"077(T5~ C
•6.3*7'6" c
0.404
C
0.438
&
07*00
0.57 3 £
>
NW
0.553 £>
0.700 >
0.812
£T
0.813
<
f
C
ALL
BOULEVAROS
N
NE
E
SE
S
SV
V
NW
N A
N A
N A
i£
l' 1
N A
£
0.78 3
V/C
LOS
~0.6?4" 6
~67 349~
0.438 4
0.951 tT
"67860" £
67735" <
r
O
£
"6.38T' C
_2J_L2J.
ff'A
ALL
ALL
FACILITY
N
TYPES
NE
E
SE
S
sw
w
6.79 2
0.865
0.906
1.011
"6799 3
6.9 51"
67 5 6 0 "
"S.A39"
0.971
0.837
"b.aTT
""67779
O'.TMT
0. 5 1
0.747
0.691
"6.658
0:737,-
~0722rT
0.32a
0.493
0.358
'67349
0.J5T
0.636
0.770
0.714
0.680
NW
ALL
0.
cp2
G-16
A
0.60
8
E
�PM:
VOLUME
TO CAPACITY
RATIO
- (LEVEL
OF
SERVICE)
A N C 7,B
TRAVEL
DIRECTION
2006
2006
NULL
1979
BASE
V/C
V/C
LOS
E
SE
S
SW
w
A
0.793
0.757
NE
1
LOS
0.179
A R T E R U L S
N
C
0.902
V/C
LOS
3
LOS
0.936
£
0.989
0.376
4
0.408
4
0.359
/I
A
0.445
A
0.439
a
0.430
4
A
0.469
4
_Q-l4J_2_
4
0.470
A
ff
0.931
"07T5T A
0.384
A
A
0.462
A
0.491
•
0.393
A
0.460
r
w
NW
EXPRESSWAYS
N
NE
E
SE
S
SW
w
NW
ALL
•
BOULEVAROS
N
NE
£
SE
S
SW
V
NW
N
A
iN.A
'N
A
W'A
N'A
s
ALL
ALL
FACILITY
N
"oTI
T.PES
NE
E
SE
S
SW
w
7 T
0.193
0.252
0 . 190
6Yi7o
5.206"
0.989
— I . — — —>
0.757
—
0.90 2
0.931
0.931
0.936
0.357
0.384
0.376
~o.4oY
TJTWfi"
6 . 4 5 6"
0.462
0.445
1*1?
0. 460
0.491
0.469
67
"67 3 5 9 "
439
6.430
0 . 4 7J
_0.47»
NW
ALL
3
LOS
6*
0.931
A
V/C
A
£
7 7 3 9 8"
LOS
6.170
0.190
A
V/C
1/2
0.206
A
A
A
V/C_
ALTERNATIVES
2
0.232
"67 T o o "
ALL
BUILD
G-17
4
£
�PM:
VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC
TRAVEL
DIRECTION
7D
BUILD ALTERNATIVES
2006
1979
BASE
V/C LOS
ARTERULS
N
2006
NULL
V/C LOS
0.229
A
0.313
_0_,.525_
0.3.62.. A
NE
E
SE
S
SW
V
F
JLL57 3_
1.215
NW
0._4 39
ALL
EXPRESSWAYS
N
NE
E
SE
S
SV
V
NV
"6T
40 7 A
"
A
0.407
0.540
A
A
A
V/C
LOS
0.483
0.778
1.691
A
c '
0.290
0.597
0.455
F
A
A
A
0.661
8
0.427~
0.732
1.585
A
<-
p
A
0.397
0.614
0.485
3
0.650
0.400
C
0.921
6.158
&
6.254
BOULEVAROS
N
NE
E
SE
S
SV
V
NV
3 C
_
N A
•
LOS
A
6.366
-0...622.
1.548
A
A
1/2
V/C
V/C" LOS
_
0.28
ALL
F
1 .579
0.427" A
0.521 A
0.295 A
A
3
2
1
3
F
A
a
0.402
.Q.633.
0.432
0.605
A
V/C
LOS
6.36T A
0.582
1.766
FACILITY
N
TiPES
A
0.554
NE
£
SE
S
SV
V
NV
—
_<>»?-»
t
N'A
1 .053
I*
1.077
P
0.989
c
"0."744~
<f
b
0.325
C
0.307
c
"ffTTIT"
6
0.701
b
_Q.6A__
0.580
h
0.757
e
'N A
b
N A
' MA
ALL
0.IT1"
0.525
o . 9 T9
'
0.483
0.778
1 . 1 10
0.427
0.732
1 . 122
0.427'
0.521
0. 1 1A
0;407
0.573
0.27 7
0.290
0.597
0.459
0.397
0.614
0.349
0.712
0.877
-•
0.
156
A
0.460
e
229
0. 362
6.400
IT.
P
6". 2 3 5" A
0.518
0.425
A
ALL
ALL
A
0.582
'6.'834
0.402
0.633
0.325
OT735"
0.620
11.568
0.518
0:418
•
-
0 . 5<-T
0.366"
.0.622.
1 .038
G-18
�PM:
VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 7E
2006 BUILD ALTERNATIVES
TRAVEL
DIRECTION
Onnc
tUUO
1979
BASE
V/C LOS
NULL
V/C LOS
2
V/C' LOS
1
V/C
LOS
*3
V/C ' LOS
V/C
LOS
ARTERIALS
N
ut
E
SE
S
sw
w
NW
.
o n r r
0.315
ALL
EXPRE SSVAYS
N
NE
E
SE
S
SW
V
NW
1 1 1
-7J72T5Tr A
A
0.254
*
A
0.276
A
0.276
1
—
-
0 . 188
'I
0.188
•
— — —
A
0 . 185
^
0.185_
A
0.243
A
0.2*3
/I
—
*
ALL
BOULEVAROS
N
NE
E
SE
S
SW
V
NV
N A
N'A
/•N A
N A
N A
ALL
.
ALL
FACILITY
u
• •
_
• —
TYPES
NE
E
SE
S
SW
V
NV
ALL
—
6.315
0 . 2 5'.
0.276
0.188
0.M5
0 . 25'.
0.276
°
G-19
1
8
8
.
0.185
o . r * 3"
_0._L85_
.0.. 2'. 3
�PM:
VOLUME TO CAPACITY RATIO - (LEVEL OF SERVICE)
ANC 8A
TRAVEL
DIRECTION
ARTERULS
N
NE
E
SE
S
SW
w
NW
ALL
EXPRESSWAYS
N
NE
E
SE
S
SW
w
2006 BUILD ALTERNATIVES
BASE
V/C LOS
O. 197. A
A
.SL.Q2AA
0.20*
A
J2.*2Q_
0.508
A
0.087
A
0.07*
A
0.0.20. A
A
0.261
0.520
A
r
E
SE
S
SV
V
NV
ALL
ALL FACILITY
N
TYPES
NE
E
SE
S
Sv
V
NV
ALL
0.250
J3.P_.2J_
0.3*9
0.550
0.699
0.103
A
A
A
A
&
A
6.335
A
0.2*5
A
0..39 3
A
0.639
£>
LOS
V/C
A
A
A
A
s
A
A
A
A
0 . 181
0.01S
0.243
0.5S1
0.666
0.081
0.079
0.034
0.312
b
0.600
V/C
0.311
A
A
A
A
a
A
A
A
LOS
0.16T
A
0.267
V/C' LOS
0.175
0.013
0.262
0.493
0.673
0.088
0.094
0.049
1/2
•3
2
1
A
.Q.QL5
A
JJj^IO. A
0.639
a
_ikl2A
0.08*
0.0*2
A
A
A
0.295
A
A
~0~.S22 t>
0.55T _>
"87719"
£
1.02*
f*
0.949
0.853
4?
N A
"6.16T
0.02*
0. 20*
0. *20
0.705"
0.087
0.07*
0.020
O.'.SO
A
A
A
A
0.189
0.022
0 . 380
0.533
0.723
0 . 131
olioi
0.090
0
r
c
A
A
A
A
0.522
—
0.916
£
0.798
_"
—
_.
0.739
~67a~9*~ £
LOS
V/C
'*" — —
NW
ALU
BOULEVAROS
N
NE
2006
NULL
V/C LOS
r
.
5
*
0.754
0. 550
0.-97 7"
0.103
0.335
_0 . 2 * 5
0.353
0.015
0.243
0.551
0.864
0.081
0.079
0.034
0.317
0.013
0.262
0.493
0.800
0.088
0.094
0.049
0.52"
0.556
0.514
0.021
67JV9"
£*
-
0.792.
£"
' N A
0.322
.o,.gi5
0.267
0.*70
6.818
0.126
o.oo*
0.0*2
0.522
G-20
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N A
N A
N A
0.7.09"
£
0.843
0.125
0.022
irrrso0.533
0".n5'R
0.131
0.10 I
0.090
0.55?
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PARAMETERS OF INTEREST
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1-34
�Computation Sheet
Subject
Step 1
FREEWAY CAPACITY - RAMPS
:
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Step 3 :
Compute c h e c k p o i n t volumes and, i f n e c e s s a r y , s k e t c h c o n f i g u r a t i o n .
1-35
�Computation Sheet
Subject
FREEWAY CAPACITY - RAMPS
Step 4 : Oetermine percentage of trucks for V f , V , V., V.
(p. 224) for percentage of trucks in T Lan£ 1.
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��APPENDIX J
TRANMIC P R O G R A M
M E T H O D O L O G Y / S A M P L E OUTPUT R E P O R T
��ENVIRONMENTAL
Development
of
TRAFFIC
Input
INPUTS
Requirements
A n i n t e g r a l p a r t of t h e air a n d n o i s e a n l a y s e s is t h e v o l u m e a n d m a k e - u p
of t r a f f i c on s e g m e n t s of the r o a d w a y n e t w o r k a d j a c e n t to the selected e n v i r o n mental monitoring sites.
T h e t r a f f i c input required to assess the e n v i r o n m e n t a l
i m p a c t of the v a r i o u s p r o j e c t a l t e r n a t i v e s at these sensitive sites include:
the peak 1 hour traffic
noise assessments.
the average
u s e d in t h e
for
an
average
peak consecutive 8 hour
air quality a n a l y s i s .
In addition to the assessments of
i m p a c t s in terms of air and w a t e r
weekday
traffic
for
used
an
in
both
average
site specific environmental impact,
quality and energy consumption were
air
and
week
day
regional
made.
T h e s e a s s e s s m e n t s require g e n e r a l traffic inputs including vehicle-miles of
t r a v e l (VMT) a n d v e h i c l e - h o u r s of t r a v e l .
The traffic inputs were required
for the B a s e Y e a r 1 9 7 9 , the a n t i c i p a t e d f i r s t year of o p e r a t i o n 1989 and the
Design Year 2006.
In order to d e v e l o p the t r a f f i c data n e c e s s a r y for these a s s e s s m e n t s , both
a v a i l a b l e a n d s u r v e y e d t r a f f i c d a t a w e r e u s e d in c o n j u n c t i o n w i t h the M i c r o
Assignment model traffic outputs.
These parameters were factored into a
p r o g r a m e n t i t l e d T R A N M I C to i n t e r p r e t and c o m p u t e the required traffic inputs
for the a i r / n o i s e a s s e s s m e n t s .
A b r i e f s y n o p s i s of this i n t e r p r e t i v e p r o g r a m
is presented in the n e x t section.
The detailed program write up may be found
beginning on page J-5.
The regional traffic inputs, VMT and VHT were estimated
directly from the Micro traffic assignments.
It should be noted that the
Region as defined for the latter analyses in this study was limited to the
roadway network selected for and lying within the Study Area.
(Refer to
F i g u r e 1-2 a n d
1-3)
As described briefly in the next section, input for the TRANSMIT program not only
included the M i c r o - A s s i g n m e n t traffic f o r e c a s t s , c a p a c i t y , posted speeds and
r o a d w a y type but also requires a b r e a k d o w n of hourly traffic volumes and
vehicle classification.
T h e s e latter inputs w e r e d e v e l o p e d for the base year
and s u b s e q u e n t d e s i g n year a n a l y s e s as a s e r i e s of c u r v e s .
These curves are
d e r i v e d from a v a i l a b l e long term c o u n t s and the field s u r v e y s .
They are
a p p l i e d to s p e c i f i c r o a d w a y s e g m e n t s and s i t e s at w h i c h the c o u n t s w e r e taken
and to similar a d j a c e n t a r e a s .
Since the classification surveys could not
p r o v i d e the r e f i n e m e n t in terms of v e h i c l e c l a s s by w e i g h t or fuel c a t e g o r i e s
a separate derivation was made of these factors using vehicle manufacturer and
registration statistics.
This statistical determination also provided as
basis for c o m p a r i s o n of the b r e a k d o w n s d e v e l o p e d from the surveys and p r o v i d e d
a t y p i c a l v e h i c l e c l a s s i f i c a t i o n w h i c h w a s a p p l i e d to n e w r o a d w a y s in t h e
design year.
For the base y e a r , the vehicle classification breakdown generally followed the
estimate developed from the field s u r v e y s .
These results though were adjusted
to a c c o u n t for f u e l t y p e i.e., g a s o l i n e or d i e s e l .
This adjustment was based
o n m o t o r v e h i c l e m a n u f a c t u r e r ' s s t a t i s t i c s of f a c t o r y i n s t a l l e d e n g i n e t y p e s
a n d t h e n o r m a l a g e o f p a s s e n g e r c a r s i n use."'" 0
The results
J-1
�of this estimate showed that even allowing for a doubling of the number of
d i e s e l equipped cars over the base c o n d i t i o n 1 9 7 9 , less than 2 p e r c e n t of
the p r i v a t e cars on the road are d i e s e l p o w e r e d .
Similar statistics relative
to t h e s a l e s o f d i e s e l p o w e r e d t r u n k s b y g r o s s v e h i c l e w e i g h t (GVW) b e t w e e n
1974 and 1979 as compared to actual vehicle sales during the same period
w e r e used to d e t e r m i n e a r e a s o n a b l e b r e a k d o w n in f u e l t y p e . ^
The weight
c a t e g o r i e s u s e d in e s t a b l i s h i n g t h i s b r e a k d o w n f o l l o w e d a c c e p t e d n o i s e m o d e l
parameters
Light Duty Truck
Medium Duty Truck
Heavy Duty Truck
10,000
10,000
26,000
pounds
pounds
pounds
GVW
26,000
GVW
pounds
GVW
In o r d e r to further refine the v e h i c l e c l a s s i f i c a t i o n b r e a k d o w n , an e s t i m a t e
o f the n u m b e r of m o t o r c y c l e s in the t r a f f i c s t r e a m w a s a l s o m a d e .
This estimate
was based on veh^cl^ registration statistics and national characteristics
of vehicle use.
'
A c c o r d i n g to t h e d a t a , m o t o r c y c l e s r e p r e s e n t 2.8 p e r c e n t
of the r e g i s t e r e d v e h i c l e s b u t a c c o u n t for less than 1 p e r c e n t of the t r a v e l
for work related trips.
A g e n e r a l vehicle classification breakdown was developed for the S t u d y A r e a .
T h i s e s t i m a t e w a s d e r i v e d using the s t a t i s t i c s g e n e r a t e d for f u e l b r e a k d o w n
a n d u s e of m o t o r c y c l e s in c o n j u n c t i o n w i t h 1 9 7 8 v e h i c l e r e g i s t r a t i o n s for
the State of M a r y l a n d , V i r g i n i a and the D i s t r i c t of C o l u m b i a .
The commercial
s t a t i s t i c s w e r e then r e f i n e d to a c c o u n t for v e h i c l e w e i g h t c a t e g o r i e s u s i n g
national statistics on our t r u c k s .
Table J - 1 shows the derivation and
f i n a l a d j u s t e d d i s t r i b u t i o n of v e h i c l e s a c c o r d i n g to the r e q u i r e d a n a l y s i s
classifications.
TRANMIC
Program
Methodology/Summary
In o r d e r to s i m u l a t e o n e - h o u r and a v e r a g e e i g h t - h o u r t r a f f i c c o n d i t i o n for
the m i c r o scale air quality and noise effect m o d e l s , h o u r l y traffic statistics
for the p e r i o d 6 AM to 6 PM w e r e g e n e r a t e d .
The program TRANMIC was developed
to s i m u l a t e these d e t a i l t r a f f i c c o n d i t i o n s for each of the air and noise
analysis sites.
Basic input requirements include peak A.M.
micro-assignment model and observed traffic
process.
and P.M. traffic volumes
characteristics form the
W i t h i n the analysis period the TRANMIC program selects
p e a k hour and c o n s e c u t i v e 8-hour t r a f f i c c o n d i t i o n for
evaluation site.
Specific traffic statistics produced
hourly
medium
vehicle type
truck, heavy
percentile
capacity
average
breakdown
for
each
travel
roadway
speed
the worst aggregate
each air and noise
by TRANMIC includes:
distribution including passenger
truck, bus and m o t o r c y c l e .
between
for
gasoline
vehicles
section.
each
roadway
J-2
fromthe
traffic
section.
and
vehicles,
diesel
vehicles.
�T A B L E J-1
A V E R A G E VEHICLE CLASSIFICATION (ESTIMATE) FOR S T U D Y
Fuel
Motorcycle
Auto
1
Gas
Registered 3
Vehicles
Percent5,6
Diesel Fueled
134,000*
Air/Noise Vehicle
Classification
Percent
Dist. of Trucks
by GVW
-
-
Diesel
Sub-Total
AREA
1.5
5,418,694
Light Duty Truck ,
( _ 10,000 # G V W ) '
Gas
Diesel
Medium Duty Truck
Gas
Diesel
0.5
85.4
C
10,000
_ 26,000 #GVW)
Heavy Duty Truck/Bus
(
26,000 #GVW)
5.2
9.1
Gas
Diesel
Subtotal
Total
94.7
5.5
976,761
6,579,655
100.0
100.0
1.
Auto includes pickups, vans 2 axle, 4 tire less than 6500 *GVW.
2.
GVW Gross Vehicle Weight
3.
Total motor vehicles registered in 1978 - Virginia, Maryland and the District
of Colombia. Source: MVMA Motor Vehicle Facts and Figures '80, Motor Vehicle
Manufacturers Association. Detroit, Michigan.
4.
Estimated figure based on National Registration statistics for Motorcycles at
2.8 percent of vehicles and vehicle registrations compiled from "State Air
Pollution Control Board Statistics" - Region 7 Northern Virginia 8/26/80.
5.
Op. Cit. MVMA Motor Vehicle Facts and Figures '80, "Passenger Cars in Use by
Age and Factory Installation of Motor Vehicle Engines" pg. 5 Assumes diesel
car production equals 5 percent of sales in 1982.
6.
Op. Cit. U.S. Factory Sales of Diesel Trucks- tw Rvu »nri
Domestic Manufacturers of New Trucks by GVW and Type.
7.
"Characteristics of Trucks Owned".
i..s.
Retail Sales by
Op. Cit. MVMA.
T h e TRANMIC p r o g r a m computes a v e r a g e 24 hour volume by m u l t i p l y i n g t h e combined
A.M. and P.M. peak hour volume by a n a p p r o p r i a t e a v e r a g e d a i l y t r a f f i c (ADT)
conversion factor.
T h e ADT i s t h e n d i s t r i b u t e d t o i t s r e s p e c t i v e hour by
t h e c o r r e s p o n d i n g h o u r l y d i s t r i b u t i o n p e r c e n t a g e and v e h i c l e c l a s s i f i c a t i o n
c u r v e s . W i t h i n e a c h v e h i c l e t y p e f u r t h e r breakdown i s computed b e t w e e n g a s o l i n e
v e h i c l e s and d i e s e l v e h i c l e s .
C o m p u t a t i o n o f a v e r a g e speed f o r e a c h h o u r
i s p r o c e s s e d i n two s t e p s .
F i r s t , t h e t o t a l t i m e t o t r a v e r s e t h e l i n k i s d e r i v e d by summing t h e r u n
p l u s z e r o volume d e l a y t i m e (R + ZVD t i m e ) and t h e c o n g e s t i o n d e l a y t i m e .
T h e c o n g e s t i o n d e l a y t i m e i s computed i n t h e program u t i l i z i n g t h e f o l l o w i n g
equations.
•
A r t e r i a l L i n k s ; L i n k d e l a y time i n seconds
J-3
5 8 (V/C)
= 0.06 e "
�•
E x p r e s s w a y L i n k s ; D e l a y t i m e i n s e c o n d s p e r m i l e = 1.15
e
1
'
;
V =
v o l u m e on t h e l i n k i n p a s s e n g e r c a r u n i t s ( p a s s e n g e r
c a r + l i g h t t r u c k s + 2 x heavy duty gas p l u s d i e s e l t r u c k s )
C =
Hourly c a p a c i t y i n passenger car u n i t s a t l e v e l of
E'
2.72 - t h e b a s e o f n a t u r a l l o g r i t h m s
service
1
e =
I n t h e n e x t s t e p t h e l i n k s p e e d i s computed by d i v i d i n g t h e l i n k
by t h e t o t a l t i m e t o t r a v e r s e t h e l i n k .
distance
A d e t a i l d i s c u s s i o n o f t h e o v e r a l l TRANMIC P r o g r a m t o g e t h e r w i l l
a n d o u t p u t a r e f o u n d b e g i n n i n g o n page J - 5 .
sample
input
T o t a l Study Area T r a f f i c E s t i m a t e s
•
V e h i c l e - M i l e s of T r a v e l
(VMT)
D a i l y VMT was e s t i m a t e d f o r t h e B a s e Y e a r , No B u i l d and B u i l d A l t e r n a t i v e s
u s i n g t h e peak hour VMT s t a t i s t i c s f o r e c a s t f r o m t h e m i c r o a s s i g n m e n t s and t h e
a v e r a g e c o m b i n e d A.M.-P.M. peak hour f a c t o r s computed f r o m t h e d i u r n a l
distributions.
T h e s e d i s t r i b u t i o n s a s n o t e d p r e v i o u s l y a r e based on a v a i l a b l e
and s u r v e y e d 24 hour c o u n t s w i t h i n t h e S t u d y A r e a f o r t h e m a j o r roadway t y p e s ;
E x p r e s s w a y , Non-Expressway and B o u l e v a r d , T a b l e J - 2 p r e s e n t s t h e s u m n a r i e s o f
R e g i o n a l D a i l y VMT f o r t h e p r o j e c t a l t e r n a t i v e s a c c o r d i n g t o r o a d w a y t y p e .
•
Vehicle-Hours of T r a v e l
(VHT)
E s t i m a t e s o f a v e r a g e d a i l y VHT w e r e made by e x a m i n i n g t h e a v e r a g e s p e e d s f o r
t h e A.M. and P.M.
peak h o u r s and VMT by roadway t y p e f o r e c a s e by t h e M i c r o
A s s i g n m e n t , shown i n T a b l e J - 3 .
T h e v a l u e s w e r e compared t o t h e VMT
e s t i m a t e s shown i n T a b l e J - 2 and t h e t y p i c a l d i u r n a l d i s t r i b u t i o n o f t r a f f i c
on t h e s e r o a d w a y s .
An a v e r a g e v a l u e f o r o f f - p e a k t r a v e l s p e e d was t h e n
assumed and f a c t o r e d w i t h t h e peak hour speeds t o a p p r o x i m a t e a w e i g h t e d
a v e r a g e s p e e d f o r t h e n e t w o r k o v e r a 24-hour p e r i o d . T h i s w e i g h t e d a v e r a g e
s p e e d was d i v i d e d i n t o VMT t o compute t h e e s t i m a t e d VHT v a l u e . A summary o f
t h e v e h i c l e s - m i l e s o f t r a v e l , a p p r o x i m a t e speeds and e s t i m a t e o f v e h i c l e h o u r s
of t r a v e l are presented i n Table J-3.
T A B L E J-2
E S T I M A T E D R E G I O N A L DAILY VEHICLE MILES OF
Stoadwav Tyue
Expressway
Non Expressway
Boulevard
All Facility
Types
B u i l d A l t e r n a t i v e s 2006
2
3
Base Year
2006 NoBuild
1
554,491
1,219,007
676,642
1,549,717
310,491
1,648,116
779,683
1,647,190
764, 382
1,629, 522
1,219,007
1,549,717
1,648,116
1,647,190
1,629, 522
•Region-Defined a s the Primary
Study
Area.
J-4
TRAVEL
1/2
810,291
1, 660,725
34,335
1,,660,725
�T A B L E J-3
E S T I M A T E D R E G I O N A L DAILY VEHICLE H O U R S O F
Roadvav Tyoe
Vehicle Miles
of Travel
Average Speed
(mph)
Vehicle-Hours
of Travel
Alternatives
3
2
Base Tear
No Build
1
1,219,007
1,549,717
1,648,116
1,647,190
TRAVEL
1/2
1,629,522
1,660,725
23.9
21. C
21.6
21.1
21.4
20.6
50,957
73,624
76,394
78,062
76,229
80,650
TECHNICAL
MEMORANDUM
SUBJECT:
P r o c e d u r e for D e v e l o p i n g T r a f f i c D a t a for
Air Quality and Noise Effect Analysis
T R A N M I C
The acronym TRANMIC
Micro-assignment.
stands
for .Traffic D a t a
f o r .Air a n d N o i s e
Analysis
from
T R A N M I C w a s d e v e l o p e d to g e n e r a t e the d e t a i l traffic data requirements for
both Air and Noise Analysis Program m o d e l s .
Basic inputs are AM and PM peak
hours a s s i g n m e n t s from the m i c r o - a s s i g n m e n t process developed by Sterling
Systems Inc., plus average daily traffic characteristics collected during
the supplemented traffic surveys.
Based on the A M and PM peak hour link v o l u m e , hourly distribution with average
classification of vehicle types i.e., passenger v e h i c l e s , light t r u c k s , m e d i u m
t r u c k s , h e a v y d u t y trucks and m o t o r c y c l e s are disaggregated for the p e r i o d
from 6 AM to 6 P M .
Bus v o l u m e s are also appended to the hourly b r e a k d o w n
based on the average peak and off-peak volumes.
In a d d i t i o n , s e p a r a t i o n
o f g a s o l i n e a n d d i e s e l f u e l v e h i c l e r s u n d e r e a c h c l a s s t y p e is m a d e .
For
and
e a c h h o u r , t r a v e l s p e e d s a r e c o m p u t e d using of v o l u m e to c a p a c i t y
d e l a y e q u a t i o n s d e s c r i b e d in t h e p r o g r a m d e s c r i p t i o n .
ratio
INPUT
The
input
to the p r o g r a m
is d e r i v e d
1.
Micro-traffic
2.
Prevailing traffic
surveys results.
This information
below:
1.
Link
assignment
two
results
into
four
file
J-5
sources.
containing
characteristics
is d i s a g g r e g a t e d
data
from
from
data
peak
hour
volumes
the s u p p l e m e n t a l a
input
files
as
and
traffic
described
�2.
3.
4.
Diurnal distribution file
Vehicle classification file
Gasoline/diesel vehicle percentage
file
OUTPUT
The program produces a printed record and a computer data file containing
the hourly passenger vehicles, light trucks, medium trucks, heavy trucks,
b u s e s and m o t o r c y c l e s for each link w i t h i n the analysis s i t e .
The files
a l s o i n c l u d e t o t a l p a s s e n g e r car e q u i v a l e n c e u n i t s (auto + l i g h t t r u c k +
2 x h e a v y d u t y t r u c k s + 2 x b u s e s ) , speed and c a p a c i t y for e a c h hour d u r i n g
the p e r i o d from 6 AM to 6PM.
In a d d i t i o n , Air Q u a l i t y and N o i s e A n a l y s i s , the h i g h e s t a g g r e g a t e v o l u m e s
for the p e a k hour and the a v e r a g e hour of the highest consecutive 8 h o u r s
a s i d e n t i f i e d by the a n a l y s i s site including the corresponding speed are
computed.
A s a m p l e o u t p u t is a t t a c h e d .
PROGRAM
OPERATION
A f t e r r e a d i n g in the link f i l e , d i u r n a l d i s t r i b u t i o n f i l e , the c l a s s i f i c a t i o n
file a n d g a s o l i n e / d i e s e l f i l e , the program computes the average daily traffic
(ADT) v o l u m e u s i n g the c o m b i n e d A M and PM p e a k hours from the m i c r o - a s s i g n m e n t
and a computed ADT conversion factor.
T h i s factor is m e r e l y the r e v e r s e
of the combined AM and PM peak hour factors determined from the
1 ong term
traffic counts.
T h e A D T v o l u m e is d i s t r i b u t e d to its r e s p e c t i v e h o u r l y v o l u m e s
b y m u l t i p l i n g t h e 24 h o u r v o l u m e b y the c o r r e s p o n d i n g h o u r l y d i s t r i b u t i o n
factor.
The r e s u l t i n g h o u r l y v o l u m e is then split further into the v a r i o u s
vehicle classification and finally fuel types.
C o m p u t a t i o n of the a v e r a g e link speed for each hour
6 A M to 6 P M is d o n e b y the p r o g r a m in t w o s t e p s .
during
the
12 hour
period
1.
F i r s t , t h e t o t a l t i m e t o t r a v e r s e t h e link is d e r i v e d b y s u m m i n g
t h e r u n p l u s z e r o v o l u m e d e l a y t i m e (R + Z V D t i m e ) a n d t h e c o n g e s t i o n
delay time.
T h e c o n g e s t i o n d e l a y t i m e is c o m p u t e d in t h e p r o g r a m
utilizing the following equations.
o
Arterial
o
Expressway
5
Links; Link
delay
Links; Delay
V = volume on the link
(passenger car + light
trucks)
C = H o u r l y c a p a c i t y in
e = 2.72 - the base of
2.
time
time
in s e c o n d s
= 0.06
in seconds per mile
8
• 1.15
in p a s s e n g e r car u n i t s
trucks + 2 x heavy duty gas plus
passenger car units
natural logrithms
In t h e n e x t s t e p t h e link s p e e d
d i s t a n c e g i v e n in h u n d r e d t h s o f
the link.
(V/C)
e
- level of
e
'
diesel
service
is c o m p u t e d b y d i v i d i n g t h e
a mile by the t o t a l time to
'E'
link
traverse
The R + ZVD t i m e , the a r t e r i a l and expressway d e s i g n a t i o n s , the AM and PM
v o l u m e / c a p a c i t y r a t i o s , and the link distances are inputted on a link volume
c a r d for d i r e c t r e a d in to the A i r a n d N o i s e M o d e l s .
J-6
�The bus volumes i s a d i r e c t i n p u t from the t a b u l a t i o n o f e x i s t i n g and planned
peak and o f f - p e a k bus volumes w i t h o u t any adjustemnt.
The t o t a l h o u r l y volumes a r e s p l i t i n t o automobiles, l i g h t duty t r u c k s , heavy
duty t r u c k s and m o t o r c y c l e s u t i l i z i n g the v e h i c l e c l a s s i f i c a t i o n p e r c e n t a g e
file.
S i m i l a r l y the g a s o l i n e / d i e s e l breakout i s made u t i l i z i n g the g a s o l i n e / d i e s e l
percentages f i l e .
For M i c r o s c a l e A i r Q u a l i t y and Noise E f f e c t A n a l y s i s , aggregate t r a f f i c volume
for
t h e h i g h e s t peak hour and t h e average hour a t the h i g h e s t c o n s e c u t i v e
8 hours o f t h e a n a l y s i s s i t e s a r e i d e n t i f i e d .
TRANMIC - LINK DATA - PART 1
Name
Card Column
DescriDtion
L i n k no.
1 - 4
Number r e p r e s e n t i n g road l i n k
ADT f a c t o r
6 - 10
Average d a i l y t r a f f i c c o n v e r s i o n f a c t e
expand (AM+PM) volume t o 24 h r . v o l
Caoacities
AM
11
-
OFF
16
- 20
PM
21
- 25
Volume
AM
PM
26
31
-
Bus volume
AM
OFF-PK
36
41
- 40 •
- 45
46
- 50
R + ZVD
AM
51
-
55
OFF-PK
56
-
60
PM
61
-
65
67
72
77
- 75
- 80
-
PM
P e r i o d Range
AM
OFF PEAK
PM
15
30
35
70
Maximum a c c e p t a b l e volume
d u r i n g AM peak hour
Maximum a c c e p t a b l e volume
d u r i n g o f f peak hour
Maximum a c c e p t a b l e volume
d u r i n g PM peak hour
section
(capacity)
(capacity)
(capacity)
AM t r a f f i c volume from m i c r o a s s i g n m e n t
PM t r a f f i c volume from micro assignment
Average h o u r l y bus volume i n t h e AM p e r :
Average h o u r l y bus volume i n t h e OFF PER
period
Average h o u r l y bus volume i n t h e PM p e r i
Run p l u s z e r o
from micro
Run p l u s zero
from micro
Run p l u s zero
from micro
volume d e l a y time
assignment output
volume d e l a y time
assignment output
volume d e l a y time
assignment output
i n seconc
AM
i n seconc
OFF P^AK
i n s -nd
PM
Beginning and end o f AM p e r i o d
Beginning and end o f OFF PEAK p e r i o d
Beginning and end o f PM p e r i o d
�TRANMIC - LINK DATA - PART 2
Name
C a r d Column
Description
L i n k no.
1-4
Number r e p r e s e n t i n g roadway
section
Road t y p e
6
F a c i l i t y type d e s i g n a t i o n
0- Expressway
1 - Expressway
2- A r t e r i a l
D i s t . c u r v e no.
11 - 12
Number d e s i g n a t i n g t h e 12 d i s t r i b u t i o n
p e r c e n t i l e t o be u s e d
C l a s s c u r v e no.
14 - 15
Number d e s i g n a t i n g t h e c l a s s i f i c a t i o n
p e r c e n t i l e t o be used
AN LOC
16 - 17
A i r and Noise s i t e l o c a t i o n number
Link description
31 - 54
Name d e s c r i b i n g l i n k number
J-8
link
�Card Column
Name
Curve
No.
DescriDtion
1-2
D i s t r i b u t i o n c u r v e no. d e s i g n a t e d
to be used by l i n k
Percentage
distribution
by hour
Percentage o f 24 n r . t r a f f i c d u r i n g
6-7
AM
7 - 8 AM
8-9
AM
etc.
11 - 15
16 - 20
21 - 25
etc.
J-9
�TRANMIC - VEHICLE CLASSIFICATION BY HOUR
Name
Card Column
Explanation
Curve no.
1 - 2
Classification
Hour
6-7
Hour d e s i g n a t e d f o r c u r v e
Auto
11 - 15
Percentage o f p a s s e n g e r a u t o s d u r i n g
above hour
Light truck
16 - 20
P e r c e n t a g e o f l i g h t duty t r u c k s d u r i n g
above hour
Medium t r u c k
21 - 25
Percentage o f medium duty t r u c k s d u r i n g
above hour
Heavy t r u c k
26 - 30
P e r c e n t a g e o f heavy duty t r u c k s d u r i n g
above hour
Motorcycle
31 - 35
Percentage o f m o t o r c y c l e s d u r i n g above
hour
J-10
c u r v e t o be by l i n k no.
�TRANMIC ~ GAS/DIESEL PERCENTAGE
Name
Card Column
Explanation
Auto
Gas
Diesel
1-5
6-10
P e r c e n t a g e o f g a s o l i n e p a s s e n g e r auto
Percentage of d i e s e l p a s s e n g e r auto
Lt- Truck
Gas
Diesel
11 - 15
16 - 20
P e r c e n t a g e o f gas l i g h t t r u c k
Percentage o f d i e s e l l i g h t t r u c k
Med. T r u c k
Gas
Diesel
21 - 25
26 - 30
P e r c e n t a g e o f gas medium duty t r u c k
P e r c e n t a g e of d i e s e l medium duty t r u c k
Heavy T r u c k
Gas
Diesel
31 - 35
36 - 40
Percentage o f gas heavy duty t r u c k
Percentage of d i e s e l heavy duty t r u c k
J-1 1
�J-12
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Barney Circle freeway modification study : traffic, final technical report number one
Subject
The topic of the resource
Barney Circle (Washington, D.C.)
Traffic surveys
Creator
An entity primarily responsible for making the resource
Parsons, Brinckerhoff, Quade & Douglas
Date
A point or period of time associated with an event in the lifecycle of the resource
1983
Contributor
An entity responsible for making contributions to the resource
District of Columbia. Department of Transportation
United States. Department of Transportation
United States. Federal Highway Administration
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/ffaeed3c11108993e2f7b9c17961ea5b.pdf?Expires=1712793600&Signature=aziL7bycEWGgZPqQXlt47yIRO1Rq4fVhJypbkTdEdQjbQ3rEC-DEXTQWn4Zg%7ErIAc6cZ-l0ss3SuvT46DciL1r-l2JqnZTzR7PooxkT6xKyzmtV1037U5Vww0P2Ipmbze-DR7C2AixtuCUK0Q4cFbU3WTUvqBGOLYYX3TK%7E9UxIEbzv9xW0OYqJjEk1GOmFaD8KimMJvLMBFmuRTCfRA2gErBCWsWVXz7KUY30XuLOe0bVZ7jCYTaDmHWkp7R3TKBHCkRNvp164C7o%7EADfWhr30FwF4di6AeuLStObNIi31478BKfje8Fu7qb2fOSmrKttOQfzg5lFMKDlZ9k7ocaw__&Key-Pair-Id=K6UGZS9ZTDSZM
f92476370898f0b216ca4983798c9efe
PDF Text
Text
GOVERNMENT OF THE D I S T R I C T OF COLUMBIA
DEPARTMENT OF P U B L I C WORKS
P U B L I C HEARING
on t h e
ON THE PRELIMINARY DESIGN OF THE
BARNEY C I R C L E FREEWAY MODIFICATION
PROJECT
Wednesday, May 1 1 , 1988
3:30 p.m.
Hine J r . High
7 t h S t r e e t & P e n n s y l v a n i a A v e n u e , N.E.
W a s h i n g t o n , D.C.
�2
1
P R O C E E D I N G S
2
STATEMENT OF WILLIAM V. McFARLAND
3
MR. McFARLAND: My name i s W i l l i a m V. M c F a r l a n d .
I live
4
a t 1834 Potomac A v e n u e , S . E . , z i p code 2 0 0 0 3 .
I have l i v e d
there
5
s i n c e 1920.
6
t h a t i s going through a r e s i d e n t i a l
7
original
8
helped to decide t h a t the e x t e n s i o n of the Southeast - Southwest
9
F r e e w a y beyond t h e S o u s a B r i d g e B a r n e y C i r c l e would go down
I am v e r y much c o n c e r n e d a b o u t t h e amount o f t r a f f i c
section.
And I s e r v e d on t h e
b o a r d under Thomas Downs, s h a r e d by Mrs. F a i r b u r n .
10
toward the r a i l r o a d
11
And
Freeway.
12
bridge c r o s s i n g over to the Anacostia
When we s t a r t e d
o u t we w e r e v e r y much c o n c e r n e d
about
13
a n y o p e n i n g s o v e r on t h e e a s t s i d e o f t h e A n a c o s t i a
14
p r i m a r i l y because of what e f f e c t
15
and t h e p a r k w a y
16
on down u n t i l
17
t h a t i t would h a v e t h e l e a s t e f f e c t
18
t h i s s i d e o r t h e o t h e r s i d e o f t h e r i v e r , meaning e a s t s i d e and
19
on t h e w e s t s i d e .
20
results.
21
a b o u t i t so f a r . We hope t h a t t h i s p l a y and m e e t i n g h e r e a t H i n e
22
School w i l l
23
program.
i t would
River
h a v e on t h e r e s i d e n t s
i n that general area, s t a r t i n g
t h e y got t o t h e Sousa B r i d g e .
from 1 4 t h S t r e e t
And t h e y d e c i d e d
on t h e community e i t h e r on
I was v e r y much p l e a s e d w i t h t h e f i n a l
And I am so much c o n c e r n e d t h a t n o t h i n g h a s been done
encourage
t h o s e empowered w i t h g o i n g ahead w i t h
this
�3
1
We w i l l
soon s t a r t .
I h a v e j u s t y e s t e r d a y t a k e n some
2
n o t e s on t h e amount o f t r a f f i c
3
traffic
4
1 9 t h and M a s s a c h u s e t t s
5
Potomac and up Potomac t o 1 7 t h S t r e e t .
6
t a k e a count
7
p.m.
8
v e h i c l e s which were t h e d r i v i n g c a r s
and/or v a n s .
9
5:30, i t was a t o t a l
s i x v a n s , 402 t r a f f i c
was b a c k e d up f r o m
on Potomac A v e n u e .
A t 4:30 p.m.
t h e e n t r a n c e t o D.C. G e n e r a l w h i c h i s
Avenue c l e a r down t o 1 9 t h S t r e e t t o
A t 4:30 I d e c i d e d
on t h e v e h i c l e s moving on Potomac A v e n u e .
A t 4:30
t o 5:00 t h e r e w e r e f o u r t r u c k s , f o u r b u s e s and a 1 9 1
of f i v e
10
and v a n s ; m a k i n g a t o t a l ,
11
593 v a n s
12
Street
and p r i v a t e c a r s .
trucks,
A t 5:00
4:30 t o 5:30, o f 16 t r u c k s ,
to
cars
10 b u s e s ,
A t t i m e s b a c k i n g up h a l f w a y t o 1 8 t h
and Potomac A v e n u e .
13
This
i s j u s t one day o f c o u n t i n g .
And i t seems t o be
14
one o f t h e m i l d e r d a y s , b u t I t o o k
15
b r i n g them w i t h me t o n i g h t f o r t h i s p a r t i c u l a r o c c a s i o n .
16
trusted
17
a r e looked
18
c o n s i d e r them.
19
h a s been done on t h i s p a r t i c u l a r p r o j e c t .
20
s u f f e r from
t h e monoxide g a s f r o m
21
(inaudible)
—
22
stopped
23
I would
t h o s e who w e r e i n c h a r g e
after.
these f i g u r e s
to seeing that
so t h a t
these
I could
I
projects
And t h e t i m i n g and d a t e s a r e s e t f o r them t o
The l o n g t i m e t h a t
i t ' s been t h a t n o t h i n g
so f a r
We i n t h e n e i g h b o r h o o d
the cars.
On t o p o f t h e —
p r i s o n a t t h e f o o t o f Potomac Avenue and h a s
t h e f l o w of a i r i n our neighborhood.
I t w o u l d be a p p r e c i a t e d t h a t
t h e f o l k s i n my
�4
1
neighborhood, mainly, s e n i o r c i t i z e n s
2
be g i v e n e v e r y c o n s i d e r a t i o n p o s s i b l e .
3
and r e t i r e d c i t i z e n s
Thank
you.
will
�5
1
P R O C E E D I N G S
2
STATEMENT OF RICHARD CARDULLA
3
MR.
CARDULLA:
I am d e f i n i t e l y
4
e x t e n s i o n of the S o u t h e a s t Freeway.
5
t h a t comes —
6
c a u s e s an i n c r e a s e
7
Independence
8
a r e s t o p p e d a t numerous l i g h t s
9
p o l l u t i o n from t h e s e c a r s
t h e commuter t r a f f i c
in pollution.
of the
Simply because the
traffic
t h a t goes t h r o u g h C a p i t o l
The c a r s t h a t b a c k up
Avenue f r o m a b o u t 3:30
i n the C a p i t o l
Hill
5:00
a r e a and t h e
i s added s i m p l y b e c a u s e t h a t t h e y ' r e i n
a stop p o s i t i o n
and i n i d l e b a i t t h e y r u n l e s s e f f i c i e n t l y .
11
the minutes t h a t they a r e stopped a t t h a t
12
that they're i n the C a p i t o l
I t would
Hill
on
i n the afternoon t i l l
10
13
i n favor
Hill
l i g h t are extra
area giving
n o t be an i n c r e a s e
And
minutes
off pollution.
in traffic
into the c i t y ,
14
t h i n k , of c a r s because of t h i s e x t e n s i o n of the freeway simply
15
b e c a u s e t h e r e i s , i n f a c t t h e r e i s no p a r k i n g s p o t s downtown.
16
People w i l l
17
Maryland w i l l
18
t h e y d i d n ' t work i n downtown W a s h i n g t o n .
19
on p e o p l e t a k i n g
20
downtown and t h e h i g h c o s t o f p a r k i n g t h a n i t i s f o r t h e
21
convenience of d r i v i n g .
I
22
23
not —
people of n o r t h e r n —
n o t u s e t h e S o u t h e a s t F r e e w a y t o commute t o work i f
their cars
I further think
r i g h t now
i n Maryland, southern
Because the
restriction
i s more l a c k o f p a r k i n g s p a c e s
t h a t t o u r i s t s coming i n t o t h e
a r e t o l d t o e x i t a t New
Y o r k Avenue.
city
T h a t c a u s e s an
�6
1
increase
2
lights
3
matter what.
4
because they're
5
c o n v e n i e n t f o r them t o , s i n c e t h e y a r e a l m o s t a l l h e a d i n g t o t h e
6
m a l l , t o come down t h i s
7
mall
8
of t h i s
9
of p o l l u t i o n i n the c i t y because of a l l of the t r a f f i c
t h a t t h e y must s t o p .
and f i n d
And t h e s e w i l l
They're not going to take
not f a m i l i a r
with
c o n t i n u e t o d r i v e no
public
i t . And i t ' l l
transportation
be much more
f r e e w a y and e x i t and go d i r e c t l y
the parking
spots there.
f o r the stated reasons.
So I'm v e r y
Thank y o u .
to the
much i n f a v o r
�7
1
P R O C E E D I N G S
2
STATEMENT OF HAROLD GRAY
3
MR. GRAY: My name i s H a r o l d
Gray.
I'm E x e c u t i v e
4
S e c r e t a r y of t h e N a t i o n a l C a p i t a l Area
5
T h i s i s a c o l l a t i o n of trade a s s o c i a t i o n s , business
6
labor unions
7
traffic.
8
automobiles,
9
rental
10
f i r m s and
whose members a r e d e p e n d e n t on motor v e h i c l e s and
Our p e o p l e make a l i v i n g
cars.
Transportation Federation.
buses,
through t h e use of
t r u c k s , t a x i c a b s , l i m o u s i n e s , v a n p o o l s and
My home i s a t 5050 F u l t o n S t r e e t , i n t h e P a l i s a d e s ,
D.C.
11
T h i s f e d e r a t i o n supported
the Barney C i r c l e
12
P r o j e c t a t t h e 1983 h e a r i n g
13
times
14
j u s t a s soon a s p o s s i b l e b e f o r e
15
I ti s obviously essential
of
Southeast
16
and S o u t h w e s t W a s h i n g t o n be c o n n e c t e d w i t h t h e e x i s t i n g
freeways
17
e a s t of the Anacostia R i v e r .
18
traffic
19
commercial.
20
P e n n s y l v a n i a Avenue b r i d g e s .
21
f r o m downtown t o A n n a p o l i s
22
50 and t o B a l t i m o r e by way o f K e n i l w o r t h Avenue and t h e
23
Washington B a l t i m o r e Parkway.
since.
We s u p p o r t
i n Spingarn
High School
Freeway
and many
i t a g a i n now and u r g e t h a t i t be b u i l t
t h e 90% f e d e r a l
that the e x i s t i n g
This will
funding
freeway
i s ended.
be t a k e much o f t h e t r u e
o f f o f n e i g h b o r h o o d s t r e e t s , b o t h r e s i d e n t i a l and
I t will
relieve
traffic
on b o t h t h e E a s t C a p i t o l and
I t will
provide
non-stop
driving
by way o f K e n i l w o r t h Avenue and U.S.
I t will
provide
freeway
access to
�8
1
t h e Center C i t y from
t h e e a s t and
2
Something t h a t e v e r y c i t y
3
and
4
north f o r the f i r s t
services.
needs f o r t h e b e n e f i t o f t h e economy
to save time f o r r e s i d e n t s , v i s i t o r s
5
time.
and
the
delivery
A l l l a r g e c i t i e s h a v e f r e e w a y s coming i n a l l
6
d i r e c t i o n s , except Washington.
7
o f P u b l i c Works a r e t o be commended f o r b e i n g so s e n s i t i v e t o t h e
8
w i s h e s of the nearby
9
neighborhood concerns, such a s , t u n n e l i n g near the C o n g r e s s i o n a l
c o m m u n i t i e s and
10
Cemetary.
11
w e s t b a n k p a r k w a y t o o n l y two
12
need f o u r
13
The
e n g i n e e r s of the Department
altering
t h e d e s i g n s t o meet
However, I f e a r t h e y h a v e gone t o o f a r i n r e d u c i n g t h e
lanes.
Surely, future t r a f f i c
will
lanes.
I n today's w o r l d , d r i v e r s almost a u t o m a t i c a l l y seek
14
s a f e t y , convenience
15
behind
the t r a f f i c
16
built,
people
speed
17
d r i v e s o u t h t o g e t on t h e S o u t h w e s t
18
t h e new
19
Avenue w h i c h
20
r o u t e a c r o s s t h e E a s t C a p i t o l B r i d g e o r s t r u g g l i n g o u t poor o l d
21
New
22
local
23
our c i t i z e n s
signals.
going
b r i d g e we
and
the
of a freeway i n s t e a d of c r e e p i n g
For example, a f t e r
this facility i s
f r o m downtown t o B a l t i m o r e o r A n n a p o l i s
a r e d i s c u s s i n g and
- Southeast Freeway,
will
cross
flow right into Kenilworth
i s a l r e a d y a freeway r a t h e r than t a k i n g the s h o r t
York Avenue.
Time means money and c o m p l e t i n g
freeway system w i l l
i n the
t h i s gap
i n the
s a v e m i l l i o n s o f h o u r s and d o l l a r s f o r
future.
�1
We
2
neighborhood
3
as g u i c k l y as p o s s i b l e .
4
support t h e i r
wishes.
We
d e s i g n b e c a u s e i t h a s been a d a p t e d t o
u r g e t h a t t h e p r o j e c t move f o r w a r d j u s t
Thank
you.
�10
1
P R O C E E D I N G S
2
STATEMENT OF PAT MAESKER
3
4
MS. MAESKER:
(inaudible) —
.
I have c o n c e r n about t h e b r i d g e
—
I d o n ' t u n d e r s t a n d why y o u ' r e c u t t i n g up t h e —
5
(inaudible) —
basically
t o promote —
6
have a broader —
7
way c o n f i g u r a t i o n i n t h e p l a n s —
8
o v e r 20 y e a r s ago and i t d i d n ' t w o r k .
9
that's
(inaudible) —
the difference
.
(inaudible) —
at least
My o t h e r c o n c e r n i s t h e two
(inaudible) —
one way bound.
.
We h a v e —
We t r i e d
this
(inaudible)
—
The o t h e r t h i n g i s o f
10
c o u r s e , i s t h e s p e e d l i m i t on t h e r o a d s o r s t r e e t s .
11
(inaudible)
12
13
14
—
I s u g g e s t you l e a v e —
(inaudible) —
(inaudible) —
t h e y h a v e been c l o c k e d .
a l o t about
Thank y o u .
—
�11
1
P R O C E E D I N G S
2
STATEMENT OF ROBERT K. THOMAS
3
MR. THOMAS:
East Capitol
Ny name i s R o b e r t K. Thomas.
4
1351
5
been a r e s i d e n t o f W a s h i n g t o n on and o f f f o r 20 y e a r s
6
l i v e d i n t h e D.C. M e t r o p o l i t a n a r e a
7
Service Officer
8
d e v e l o p e r o r r e n o v a t o r o f h o u s e s on C a p i t o l H i l l
9
I live at
r e n o v a t e d a dozen o r so h o u s e s s i n c e 1 9 8 3 .
10
S t r e e t , w h e r e I h a v e l i v e d s i n c e 1982.
s i n c e 1958.
f o r t h e U.S. I n f o r m a t i o n
I've
and I ' v e
I am a
Agency and a
Foreign
part-time
where I have
I am a s u p p o r t e r o f t h e B a r n e y C i r c l e P r o j e c t .
I have
f o r t h i s i n 1983 a t t h e h e a r i n g s
I have
11
testified
12
participated actively
13
TSM m e a s u r e s t a k e n i n my a r e a
14
s i g n i f i c a n t l y improve t h e t r a f f i c
15
S t r e e t where I l i v e
16
B a r n e y C i r c l e B r i d g e i s needed s o t h a t we, t h e t r a f f i c ,
17
around C a p i t o l H i l l
18
our support f o r the p r o j e c t
19
t h e D.C. Government so t h a t t h e y c a n move t r a f f i c
around t h e H i l l
20
and t h a t i n r e t u r n , t h e y w i l l
modification
21
m e a s u r e s a s two-way t r a f f i c
22
places
23
residential
i n t h e T r a f f i c Task Force.
i n these past
situation
and i n o t h e r p l a c e s .
four
i nparticular,
I have seen t h e
or f i v e
on E a s t
years
Capitol
I believe that the
and n o t t h r o u g h i t and r e g a r d
c a n move
the project as
a s an e x c h a n g e
adopt such t r a f f i c
with
on I n d e p e n d e n c e Avenue and o t h e r
i n order to r e t u r n the s t r e e t s
streets.
a t that time.
I nparticular,
of Capitol H i l l to
I t h i n k , one-way s t r e e t s on
�12
1
the H i l l
s h o u l d be r e t u r n e d t o two-way s t r e e t s .
2
I n d e p e n d e n c e A v e n u e , b u t a l s o , C o n s t i t u t i o n Avenue and
3
streets.
4
1 7 t h S t r e e t i n mind.
5
once B a r n e y
In particular,
Circle
Not
merely
the c r o s s
I have 14th S t r e e t , where I l i v e
T h e s e s h o u l d n o t be used
and
as freeways
and
i s c o m p l e t e d t h a t t h e s e t h i n g s s h o u l d be
6
I r e g r e t to note
7
e a c h V e h i c l e ) h a s n o t been a p r o p o s a l
8
And
9
for Virginia
I think i t certainly
t h a t HOV
measures
done.
(High Occupancy i n
t o d a t e of B a r n e y
Circle.
s h o u l d be b e c a u s e i f i t ' s good enough
i t ought t o be good enough f o r t h e D i s t r i c t
10
of c o n t r o l l i n g
11
a s a r e n o v a t o r o f p r o p e r t y on C a p i t o l H i l l
12
renovated
a dozen o r so h o u s e s t h a t h a v e been d e r e l i c t
13
y e a r s and
am
14
t h o s e t o t h e D i s t r i c t of Columbia or o t h e r people
15
As b e f o r e t h e y w e r e n o t .
16
a f f e c t e d by t h e f r e e w a y
17
b e c a u s e I am
18
the Barney
Circle Project.
19
b r i d g e and
20
t h o s e who
happy t o r e p o r t I am
told
I have a p a r t i c u l a r
way
so I won't i n t r o d u c e t h a t f o r t h e c o n s i d e r a t i o n o f
21
the f l o w of t r a f f i c .
as a
paying
i n which
substantial
concern
I have
f o r 20
t a x e s on
are at
least.
I want to p o i n t out a s t r e e t t h a t i s
itself,
the Southeast
t h a t the e n t i r e freeway
Freeway.
And
r e n o v a t i o n i s p a r t of
We're n o t s i m p l y t a l k i n g a b o u t t h e
read t h i s r e p o r t .
In particular
I want t o c a l l
22
S t r e e t , S.E.
b e t w e e n 7 t h and
23
the h i s t o r i c
district
your
8th S t r e e t s .
a t t e n t i o n to I
This i s a section
o f p l a c e s d i r e c t l y on t h e f r e e w a y
of
i n which
�13
1
most o f t h e h o u s e s w e r e a l l o w e d t o f a l l
2
l o n g t i m e ; c e r t a i n l y w i t h i n t h e memory o f anybody a r o u n d t h e r e .
3
I am
4
others.
5
freeway.
6
evening
rush hours
7
itself,
which
8
abandoned s p o r t s a r e a .
9
A ramp h a s been p r o p o s e d a t 7 t h S t r e e t t o m o d i f y t h e poor
now
i n t o abandonment f o r a
trying
t o r e n o v a t e a number o f t h o s e h o u s e s ,
And
f a c e an o b s t a c l e of t h e n o i s e , p o l l u t i o n on
we
The
as a r e
l a c k of a c c e s s to I S t r e e t i n the morning
and
i s used
t h e d a n g e r of harm u n d e r n e a t h
freeway
a s p a r t - t i m e p a r k i n g and h a l f a r e o f
A n o t h e r good p r o j e c t t h a t came t o n o u g h t .
o f t h e 3 r d S t r e e t ramp and
11
t h a t 3rd S t r e e t i s a danger, I don't, a t t h i s
12
S t r e e t because I e n v i s i o n i n c r e a s e d t r a f f i c
13
f r e e w a y w o r s e f o r an e x i s t i n g
14
t h e 3 r d S t r e e t ramp d o e s n ' t
15
Garfield
Park.
16
traffic,
i n c r e a s e n o i s e , i n c r e a s e p o l l u t i o n and
17
i m p o s s i b l e t o g e t p a r k i n g t h e r e on t h e s t r e e t i t s e l f .
18
w o u l d a s k t h a t t h e ramp, some ramp be
19
s e r i e s of d e s i g n measures as p a r t of the r e n o v a t i o n s
20
considered
21
s e c t i o n of the freeway
22
The
23
and
the
10
The
the
although,
I see q u i t e c l e a r l y
that
time, favor 7th
and
make t h e w h o l e
s e r i e s o f h o u s e s w h e r e now
bother
anybody e x c e p t t h o s e
ramp a s f a r a s I c a n t e l l
design
at
least
on
would i n c r e a s e
make i t
And
located elsewhere.
I
That
a
be
( i . e . n o i s e b a r r i e r s , c o v e r i n g over the exposed
so t h a t i t c a n be
t o n e t h a t e x i s t s now
down t o 3 r d S t r e e t c a n be
l o c k e d and
kept
on t h e f r e e w a y a l l t h e
simply covered
over, covered
secure.)
way
t h e r e so
�14
that i t ' s visually
be
c o n t r o l l e d and u s e d by t h e c i t y
o t h e r manner.
to
p l e a s a n t t o look a t .
3rd has —
I Street
itself
And t h e s p a c e
could
then
o r by o t h e r g r o u p s o r i n some
w o u l d f r o m 1 1 t h a l l t h e way down
i s n o t a l l o w e d p a r k i n g i n many p l a c e s , i n most
p l a c e s and c e r t a i n l y no p a r k i n g d u r i n g r u s h h o u r s e , m o r n i n g and
evening.
It
And t h i s
i s an impedence t o t h e p e o p l e l i v i n g
makes i t e v e n t h a t much h a r d e r
life
or to s u s t a i n
Circle
Bridge
f o r t h e a r e a t o come b a c k t o
life.
I would l i k e
Barney
there.
to see the c i t y
itself,
b u t w h a t c o u l d be done t o r e c t i f y
the mistakes of t h e design a t t h a t time
n o t o n l y on t h e h i s t o r i c
people t h a t a r e l i v i n g
not only consider the
and a l l o w f o r r e s i d e n t s
side of the C a p i t o l H i l l , but a l s o the
on t h e o t h e r s i d e o f t h e f r e e w a y .
I'm n o t
p e r s o n a l l y w e l l v e r s e d on what p r o b l e m s t h e y f a c e t h e r e b e c a u s e I
haven't
lived
t h e r e and d o n ' t know i t i n t i m a t e l y , b u t I c a n w e l l
imagine t h a t they've
g o t p r o b l e m s t o o . Thank y o u .
�1
P R O C E E D I N G S
2
STATEMENT OF J I M EVANS
3
MR. EVANS:
of T r a n s p o r t a t i o n
My name i s J i m E v a n s .
4
Chief
Facilities
5
on B a r n e y C i r c l e
Freeway.
6
[Didn't complete
interview.]
I'm w i t h t h e
and I'm h e r e t o t e s t i f y
today
�16
1
P R O C E E D I N G S
2
STATEMENT OF DERRIAN DICHAK
3
MR.
DICHAK:
Okay. I'm a g a i n s t t h e p r o p o s e d
4
Circle
5
g o i n g t h r o u g h r i g h t now i s b e c a u s e t h e l o c a l c i t i z e n s t e n d
6
f r o m a l o w e r s o c i o e c o n o m i c g r o u p and t h e y ' r e n o t p o l i t i c a l l y
7
a c t i v e and t h e y ' r e n o t t a k i n g a s t a n d
8
u s e d t o b e i n g pushed a r o u n d .
9
c l o s e r t o a more a f f l u e n t a r e a , c i t i z e n s w o u l d be up i n arms
10
Freeway f o r a few r e a s o n s .
I t h i n k the reason
Barney
on t h i s
that i t ' s
issue.
t o be
They a r e
I f t h i s k i n d o f t h i n g was g o i n g on
against i t .
11
I t h i n k h i s t o r i c a l l y what w e ' r e d o i n g i s a l s o i s w e ' r e
12
l o s i n g an i n c r e d i b l y w o n d e r f u l p a r k .
13
pass onto f u t u r e g e n e r a t i o n s .
14
coming t h i n g t h r o u g h o u t t h e U n i t e d
15
finally
16
waterfront.
17
t h e most i r r e s p o n s i b l e e n v i r o n m e n t a l l y
18
y o u c a n do.
19
S o m e t h i n g w h i c h we
R i v e r s i d e Parks
States.
i n i t s h i s t o r y of urban p l a n n i n g ,
To u s e w a t e r f r o n t
The U n i t e d
and s o c i a l l y t h i n g s
i n the United
now and becoming p a r k s
i n W a s h i n g t o n , D.C.
21
Park
22
variety
23
o f , h a v e a same k i n d o f a happy c o n c l u s i o n .
o f p e o p l e and A n a c o s t i a
States i s
l e a r n i n g how t o u s e
20
widely
a r e an up and
p u r e l y a s an a c c e s s way i s one o f
There a r e c u r r e n t l y parks
that are extremely
should
used, widely
States
that
right
t h a t f r o n t Potomac
e n j o y e d by a g r e a t
c a n come t o t h e v e r y
same k i n d
I think the
�17
1
convenience
2
versus having a i r r e p l a c e a b l y b e a u t i f u l
3
t h e c h o i c e s h o u l d be o b v i o u s t h a t we
4
of t h i s .
5
o f s a v i n g two o r t h r e e m i n u t e s
T h a t ' s a l l I have t o s a y .
on y o u r h i g h w a y
park i s j u s t a —
j u s t took a long-term
ride
I think
view
�18
1
P R O C E E D I N G S
2
STATEMENT OF BRIAN HORIGAN
3
MR. HORIGAN:
4
Washington area
5
taken a i n t e r e s t
6
C i r c l e Freeway s i n c e
7
public
8
the project.
9
f a c i l i t i e s with
hearing
(inaudible) —
11
can't continue.
i n the
We h a v e a
1 9 8 3 . Now t h a t t h e p r o j e c t h a s r e a c h e d t h e
we h a v e c o n c l u d e d t h a t we c a n n o t s u p p o r t
We n o t e , t h a t w i t h
incorporation
association.
I live
i n t h e development of t h e p l a n s f o r t h e Barney
stage,
10
12
by —
My name i s B r i a n H o r i g a n .
the i n c l u s i o n of b i c y c l e
some i n t e r e s t , b u t we t h i n k
that the
o f b i c y c l e p a t h s and c o n n e c t o r s —
T h a t ' s t h e end o f my t e s t i m o n y .
I'm s o r r y I
Thank y o u .
�19
1
P R O C E E D I N G S
2
STATEMENT
3
OF SANDY SCHOOFIELD
MS. SCHOOFIELD:
I'm a r e s i d e n t
a t 426 7 t h S t r e e t ,
4
S . E . and I h a v e p a r t i c u l a r c o n c e r n a b o u t what w i l l
5
with
6
ramp p e r h a p s t o 7 t h S t r e e t .
7
traffic
8
p e o p l e w a n t i n g t o e n t e r t h e f r e e w a y and t o j u s t u n d e r s t a n d more
9
a b o u t how t h e p r o p o s e d ramp w i l l
10
be h a p p e n i n g
t h e 7 t h S t r e e t or t h e proposed r e l o c a t i o n of the 3 r d S t r e e t
Of p a r t i c u l a r
i n t e r e s t i s how
will
be m i n i m i z e d on 7 t h S t r e e t so t h a t i t won't b a c k u p f o r
and a c c e s s t o i t w i l l
11
I'm a l s o
be p r o v i d e d .
somewhat c o n c e r n e d a b o u t t h e c o n t r o v e r s y o v e r
12
t h e added
13
added
14
seem t o i n d i c a t e t h a t
i t will
15
neighborhood s t r e e t s .
I would
16
t h e proposed improvements
17
F r e e w a y , so I c a n u n d e r s t a n d b e t t e r
18
i m p r o v e d t h e r e and be c a p a b l e o f h a n d l i n g some o f t h e a d d i t i o n a l
19
cars that w i l l
20
traffic.
be p l a c e d and how t h e e n t r a n c e
traffic
One s i d e t h e r e w i l l
be so much
additional
t o t h e S o u t h e a s t F r e e w a y w h i l e some o f y o u r
be d i v e r t e d
be i l l e v i a t i n g
like
traffic
studies
on t h e
t o be s e n t c o p i e s o f w h a t a r e
to the Southeast Freeway, Southwest
how t h e t r a f f i c
t o i t . Thank y o u .
will
be
�
Dublin Core
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Title
A name given to the resource
Public hearing on the preliminary design of the Barney Circle freeway modification project : Wednesday, May 11, 1988
Subject
The topic of the resource
Barney Circle (Washington, D.C.)
Public opinion--Washington (D.C.)
Creator
An entity primarily responsible for making the resource
District of Columbia. Department of Public Works
Date
A point or period of time associated with an event in the lifecycle of the resource
1988
Format
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Documents
Language
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English
Type
The nature or genre of the resource
Text
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barney circle freeway modification project
Barney Circle Freeway Modification Project
Design Public Hearing Report
prepared by the
District of Columbia
Department of Public Works
and
U.S. Department of Transportation
Federal Highway Administration
Design Public Hearing
May 11 & 12, 1988
GOVERNMENT OF THE
DISTRICT OF COLUMBIA
MARION BARRY, JR., MAYOR
�with the assistance
of:
Fleming Corporation
1523
•
L Street, N.W.-Suite
De Leuw, Cather Professional Corporation
400-Washington,
D.C. 2 0 0 0 5 - ( 2 0 2 )
383-1750
�Barney Circle Freeway Modification Project
Design Public Hearing Report
prepared by the
District of Columbia
Department of Public Works
and
U.S. Department of Transportation
Federal Highway Administration
Design Public Hearing
May 11 & 12, 1988
GOVERNMENT OFTHE
DISTRICT OF COLUMBIA
MARION BARRY, JR., MAYOR
�TABLE OF CONTENTS
PAGE
I.
INTRODUCTION
P r o j e c t D e s c r i p t i o n and Need
Process and Advancement of the P r o j e c t
Community and Agency P a r t i c i p a t i o n
II.
DESIGN ALTERNATIVES
Parkway
Freeway
Bridge
Anacostia Park
Kenilworth Avenue S a f e t y Improvements
Other T r a n s p o r t a t i o n - R e l a t e d S a f e t y Improvements
T r a n s p o r t a t i o n Systems Management Measures
Summary of P r e f e r r e d Options
III.
6
10
14
16
18
20
22
25
SPECIAL ENVIRONMENTAL AND MITIGATION ISSUES
FEIS Re-evaluation and T r a f f i c A n a l y s i s
Changes i n Land Use
A r c h e o l o g i c a l Resources
RFK Stadium Parking Lot Reconfiguration
IV.
1
3
4
26
38
41
43
PROJECT COSTS AND FUNDING
Costs of A l t e r n a t i v e s
Schedule of Design Contracts
Anacostia Park P l a n Improvements
APPENDICES
A. Memorandum of Agreement (MOA)
B. Comment Sheet
44
45
45
�L I S T OF FIGURES
PAGE
1- 1
P r o j e c t Area Location
2
2- 1
Parkway Tunnel Alignment
2-2
T y p i c a l Freeway Sections - West and
11
E a s t of the Anacostia R i v e r
13
2-3
Freeway Bridge
15
2-4
Overview Park Plan
19
2- 5
T r a f f i c Network and Proposed TSM Measures
24
3- 1
Right-of-Way and Land Ownership
40
3-2
A r c h e o l o g i c a l Resources
42
ii
�L I S T OF TABLES
PAGE
2- 1
T r a n s p o r t a t i o n Systems Management Measures
23
3- 1
FEIS Re-evaluation I s s u e s
27
3-2
T r a f f i c F o r e c a s t Comparison
32
3-3
T r a f f i c Crossing Anacostia R i v e r
33
3-4
Average Network Speeds
35
3- 5
Roadway Segments Designated As Congested
37
4- 1
P r o j e c t Costs, By Contract and Source
46
4-2
Proposed Design and Construction Schedule
47
4-3
P r o j e c t Cost Estimates f o r Park Related Items
49
t i l
111
�BARNEY CIRCLE FREEWAY MODIFICATION PROJECT
DESIGN PUBLIC HEARING REPORT
I.
INTRODUCTION
P r o j e c t D e s c r i p t i o n and Need
The Barney C i r c l e Freeway M o d i f i c a t i o n P r o j e c t represents a longstanding commitment of both the D i s t r i c t of Columbia Department
of P u b l i c Works (DCDPW) and the Federal Highway Administration
(FHWA) t o meet t h e t r a n s p o r t a t i o n needs of N o r t h e a s t and
Southeast Washington D.C. The p r o j e c t (see Figure 1-1) would
connect t h e S o u t h e a s t / S o u t h w e s t (SE/SW) Freeway w i t h t h e
Anacostia Freeway by c o n s t r u c t i n g a new freeway and bridge across
the Anacostia R i v e r and a parkway along i t s west bank i n the
v i c i n i t y of Barney C i r c l e . T h i s proposed a c t i o n i s d i r e c t e d a t
r e d u c i n g t h e l e v e l o f t h r o u g h t r a f f i c on l o c a l , r e s i d e n t i a l
s t r e e t s by p r o v i d i n g d i r e c t highway a c c e s s between c e n t r a l
Washington and i t s o u t l y i n g areas to the north and east and
e l i m i n a t e s a s e r i o u s gap i n the r e g i o n a l t r a n s p o r t a t i o n system.
A T r a n s p o r t a t i o n System Management (TSM) plan i s being formulated
i n conjunction w i t h t h i s p r o j e c t . T h i s would a d d i t i o n a l l y reduce
the l e v e l of through t r a f f i c on neighborhood s t r e e t s by employing
measures such as changing d i r e c t i o n a l t r a f f i c flows on c e r t a i n
s t r e e t s , modifying t r a f f i c s i g n a l i z a t i o n , and r e s t r i c t i n g t u r n i n g
movements a t s p e c i f i c l o c a t i o n s . A l l TSM measures have been and
w i l l continue t o be developed w i t h the a s s i s t a n c e of community
input r e c e i v e d a t meetings of the C a p i t o l H i l l T r a f f i c Management
Task Force* and meetings w i t h community groups located east of
the Anacostia R i v e r .
The Barney C i r c l e Freeway M o d i f i c a t i o n P r o j e c t has been developed
w i t h f e d e r a l and l o c a l agency input.
T h i s coordination ensures
c o m p a t i b i l i t y w i t h agency goals and o b j e c t i v e s .
For example,
National Park S e r v i c e (NPS) long range goals f o r Anacostia Park
have been considered i n the choice of a p r e f e r r e d design option.
A d d i t i o n a l l y , as discussed i n t h i s r e p o r t , s t i p u l a t i o n s of the
Memorandum of Agreement (MOA)(see Appendix A) signed by FHWA, the
A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n , and t h e D i s t r i c t
H i s t o r i c P r e s e r v a t i o n O f f i c e r have been adhered t o .
* A group composed of r e p r e s e n t a t i v e s from the D i s t r i c t , the
Advisory Neighborhood Commissions, the Congressional Cemetery
A s s o c i a t i o n , the C a p i t o l H i l l R e s t o r a t i o n S o c i e t y , and other
community o r g a n i z a t i o n s and i n t e r e s t e d c i t i z e n s .
�BARNEY C I R C L E
FREEWAY
MODIFICATION
FIGURE
I - I
�Process and Advancement of the P r o j e c t
The Barney C i r c l e Freeway M o d i f i c a t i o n P r o j e c t was d i v i d e d i n t o a
c o n c e p t u a l , a l t e r n a t i v e s development phase and a p r e l i m i n a r y
engineering and design phase. I n the f i r s t phase the "no-build"
and f o u r " b u i l d " a l t e r n a t i v e s and a s s o c i a t e d impacts were
developed and analyzed.
The conceptual phase concluded w i t h a
Location P u b l i c Hearing i n March 1983 t o s o l i c i t p u b l i c comments
on these a l t e r n a t i v e s , and w i t h the subsequent p u b l i c a t i o n i n
August 1983 o f t h e Barney C i r c l e F i n a l E n v i r o n m e n t a l Impact
Statement ( F E I S ) .
Based on comments r e c e i v e d a t t h e L o c a t i o n P u b l i c H e a r i n g ,
w r i t t e n comments from the community on the F E I S , and a f u l l
t e c h n i c a l e v a l u a t i o n of impacts a s s o c i a t e d w i t h each a l t e r n a t i v e ,
A l t e r n a t i v e 1/2 was chosen as the S e l e c t e d A l t e r n a t i v e . Following
completion of t h e F E I S the F e d e r a l Highway A d m i n i s t r a t i o n granted
l o c a t i o n a p p r o v a l f o r t h e S e l e c t e d A l t e r n a t i v e 1/2 and t h e
p r e l i m i n a r y design process was then i n i t i a t e d .
The p r e l i m i n a r y e n g i n e e r i n g and d e s i g n phase, f o l l o w i n g t h e
Location P u b l i c Hearing, c o n s i s t e d of r e f i n i n g and preparing
p r e l i m i n a r y d e s i g n p l a n s f o r each element of t h e S e l e c t e d
A l t e r n a t i v e , as w e l l as the other remaining proposed p r o j e c t
components such as Anacostia Park improvements, t r a n s p o r t a t i o n r e l a t e d s a f e t y improvements f o r adjacent neighborhoods, and the
development of TSM measures. At t h i s stage the p r o j e c t and route
l o c a t i o n have been approved, d e s i g n r e f i n e m e n t s have been
considered, and a p r e f e r r e d design i s proposed by the D i s t r i c t .
The purpose of t h e Design P u b l i c Hearing, the culmination of the
p r e l i m i n a r y engineering and design phase, i s t o ensure t h a t an
opportunity i s a f f o r d e d f o r e f f e c t i v e p a r t i c i p a t i o n by i n t e r e s t e d
persons i n t h e process of determining major design f e a t u r e s of a
F e d e r a l - a i d highway, and t o provide a p u b l i c forum t h a t a f f o r d s a
f u l l opportunity f o r p r e s e n t i n g views on major highway design
f e a t u r e s , i n c l u d i n g t h e s o c i a l , economic, e n v i r o n m e n t a l , and
other e f f e c t s of a l t e r n a t i v e designs. A l l community comments w i l l
be considered i n development of t h e f i n a l design p l a n s .
None of the refinements t o the S e l e c t e d A l t e r n a t i v e , as discussed
i n t h i s r e p o r t , a d v e r s e l y a f f e c t t h e s o c i a l , economic, o r
environmental c o n d i t i o n s of the study area i n comparison t o the
o r i g i n a l FEIS a l t e r n a t i v e .
No residences or businesses w i l l be
r e l o c a t e d due t o t h i s p r o j e c t . F u r t h e r d e t a i l s of t h e S e l e c t e d
A l t e r n a t i v e and i t s impacts can be found i n the F E I S p r e v i o u s l y
completed f o r t h i s p r o j e c t .
As d e t a i l e d i n S e c t i o n I V , t h e Barney C i r c l e Freeway M o d i f i c a t i o n
P r o j e c t i s e s t i m a t e d t o c o s t a p p r o x i m a t e l y $143 m i l l i o n t o
3
�construct.
S e v e r a l s t e p s must be e x e c u t e d to advance t h i s
p r o j e c t from the Design P u b l i c Hearing to i t s c o n s t r u c t i o n stage.
These i n c l u d e
obtaining
approval
of p r e l i m i n a r y
plans,
preparation of f i n a l plans, s p e c i f i c a t i o n s , and d e t a i l e d p r o j e c t
cost e s t i m a t e s ; r e c e i v i n g a u t h o r i t y to a c q u i r e right-of-way;
determining construction staging areas; securing
necessary
permits from the Coast Guard and the National Park S e r v i c e ;
developing an implementation plan f o r Phase I TSM measures; and
f u r t h e r coordination w i t h community c i v i c groups and i n t e r e s t e d
citizens.
Community and Agency P a r t i c i p a t i o n
A f t e r t h e L o c a t i o n P u b l i c H e a r i n g and c o n c u r r e n t l y
with
developing p r e l i m i n a r y engineering and design plans f o r Selected
A l t e r n a t i v e 1/2, the D i s t r i c t i n i t i a t e d a forum f o r community
participation.
Two s t e e r i n g committees were formed: the
T e c h n i c a l Coordinating Committee (TCC), composed of government
agency r e p r e s e n t a t i v e s ; and the C i t i z e n s Advisory Group (CAG),
composed of r e p r e s e n t a t i v e s from c i v i c and community groups as
w e l l as concerned r e s i d e n t s of the p r o j e c t area.
CAG membership
i n c l u d e d r e p r e s e n t a t i v e s from a l l t h e A d v i s o r y Neighborhood
Commissions (ANC) and r e s i d e n t s from C a p i t o l H i l l , L i n c o l n Park,
Anacostia, and elsewhere i n the p r o j e c t area. I n a d d i t i o n , other
groups such as t h e C o n g r e s s i o n a l Cemetery A s s o c i a t i o n , t h e
C a p i t o l H i l l R e s t o r a t i o n S o c i e t y , and t h e S i e r r a Club were
involved.
The community meetings were h e l d t o o b t a i n t h e community's
comments and to advance the p r o j e c t to i t s design completion
through the community p a r t i c i p a t i o n mechanism.
P r o j e c t design
i s s u e s were examined and analyzed based on comments expressed by
both committees d u r i n g t h e community p a r t i c i p a t i o n p r o c e s s .
S p e c i f i c input i s discussed f o r each p r o j e c t element i n Section
II.
TCC and CAG meetings held as p a r t of t h i s p r o j e c t are l i s t e d
as f o l l o w s :
1984
1985
June 11 (TCC)
June 12 (CAG)
J u l y 9 (TCC)
J u l y 10 (CAG)
August 13 (TCC)
August 14 (CAG)
December 10 (TCC)
December 11 (CAG)
A p r i l 15 (TCC)
A p r i l 16 (CAG)
J u l y 8 (TCC)
J u l y 9 (CAG)
1988
January 11 (TCC)
January 12 (CAG)
A p r i l 18 (TCC)
A p r i l 19 (CAG)
No TCC or CAG meetings were held i n 198 6 or 1987 w h i l e i s s u e s of
funding and park coordination were discussed. DCDPW and t h e i r
�c o n s u l t a n t s met w i t h
associations:
the following
ANC,
community,
and c i v i c
Congressional Cemetery
A s s o c i a t i o n (CCA)
June, 1984
ANC 6C
September 27, 1984
F o r t Dupont C i v i c
Association
October 1, 1984
ANC 6A/6B
October 30, 1984
E a s t Washington Park
Citizens Association
November 7, 1984
Capitol H i l l
Society
November 13, 1984
Restoration
Committee of 100
November 15, 1984
ANC 6C
November 29, 1984
ANC 2D
December 3, 1984
CCA
March 4, 1985
CCA
March 7, 1985
Capitol H i l l
Society
Restoration
May 13, 1985
ANC 6B
May 14, 1985
River Terrace C i t i z e n s
Association
May 15, 1985
ANC 2D
June 3, 1985
CCA
September 30, 1985
I n a d d i t i o n , a p p r o x i m a t e l y 50 meetings o f t h e C a p i t o l H i l l
T r a f f i c Management Task Force have been held s i n c e i t s i n c e p t i o n
i n 1982 as t h e 6A/6B Neighborhood T r a f f i c Management Task Force.
I n t h e past two y e a r s the Task Force has met r e g u l a r l y , u s u a l l y
on a monthly b a s i s .
5
�II.
DESIGN ALTERNATIVES
The L o c a t i o n P u b l i c H e a r i n g and F E I S c o n c l u d e d w i t h s e v e r a l
unresolved design i s s u e s f o r the Selected A l t e r n a t i v e 1/2.
These
i s s u e s were f u r t h e r discussed during the p r e l i m i n a r y engineering
and d e s i g n phase of t h e p r o j e c t and p r e f e r r e d
solutions
developed.
The f o l l o w i n g s e c t i o n d i s c u s s e s each design i s s u e ,
presenting i t s F E I S design, input r e c e i v e d from the community,
a l t e r n a t i v e s s u g g e s t e d , and t h e p r e f e r r e d d e s i g n r e f i n e m e n t .
B e n e f i c i a l and a d v e r s e impacts of the p r e f e r r e d o p t i o n a r e
b r i e f l y discussed. To f a c i l i t a t e understanding of t h i s complex
p r o j e c t , the d i s c u s s i o n i s d i v i d e d i n t o seven major components:
the parkway, freeway, freeway bridge, Anacostia Park, Kenilworth
Avenue s a f e t y improvements, o t h e r t r a n s p o r t a t i o n
safety
improvements, and T r a n s p o r t a t i o n
System Management
(TSM)
measures. The recommended design refinements over the FEIS design
are summarized f o r each p r o j e c t component.
A r e - e v a l u a t i o n of the FEIS to determine whether environmental
conditions and a n t i c i p a t e d impacts of the Proposed Action have
s i g n i f i c a n t l y changed was performed and i s summarized i n Section
III.
1. PARKWAY
FEIS S e l e c t e d A l t e r n a t i v e
The parkway runs g e n e r a l l y from Barney C i r c l e to E a s t C a p i t o l
S t r e e t on the west bank of the Anacostia R i v e r . The FEIS s e l e c t e d
parkway c o n f i g u r a t i o n c o n s i s t s of a four-lane roadway w i t h a
median of v a r y i n g width. At the parkway's terminus w i t h E a s t
C a p i t o l S t r e e t an at-grade i n t e r s e c t i o n w i t h Independence Avenue
i s proposed. South of E a s t C a p i t o l S t r e e t the parkway would be
two lanes each d i r e c t i o n to the r i v e r c r o s s i n g and then narrow to
one lane each way to merge w i t h the two inbound lanes of the
proposed freeway and connect to the SE/SW Freeway. The FEIS
proposed design speed of the parkway i s 35 mph.
Ramps connecting
the parkway to Barney C i r c l e and Pennsylvania Avenue would be
included i n t h i s c o n f i g u r a t i o n , but would be used only f o r events
a t the Robert F. Kennedy Memorial (RFK) Stadium.
Design Phase Refinements Considered
The design phase focused on reducing noise and v i s u a l impacts on
C o n g r e s s i o n a l Cemetery, RFK
Stadium p a r k i n g
l o t takings,
conversion of parkland to highway uses, and addressing s a f e t y
i s s u e s w h i l e meeting defined t r a n s p o r t a t i o n needs.
�Alignment. Both s t r a i g h t and c u r v i l i n e a r a l i g n m e n t s f o r the
parkway were considered. A s t r a i g h t alignment would use s l i g h t l y
l e s s parkland
but c r e a t e a l e s s " p a r k l i k e " atmosphere.
A d d i t i o n a l l y , a s t r a i g h t a l i g n m e n t encourages h i g h e r speeds.
C u r v i l i n e a r alignments, w h i l e more " p a r k l i k e " , can be hazardous
for pedestrians to c r o s s because s i g h t d i s t a n c e i s s h o r t e r . A
c u r v i l i n e a r alignment can leave l a r g e r areas of land i n park use
by s h i f t i n g the roadway towards park boundaries. For t h i s p r o j e c t
a c u r v i l i n e a r alignment i s p r e f e r r e d f o r i t s enhancement of the
park s e t t i n g and encouragement of lower v e h i c l e speeds.
Number of Lanes. Refinements of the 4-lane FEIS design included
3-lane, 2-lane, and 2-lane r e v e r s i b l e designs. The 4-lane design
(which i n c l u d e s a median) required a l a r g e amount of parkland,
p a r t i c u l a r l y when the proposed 8-foot bike lane along the r i v e r
i s considered. The width of roadway could v i s u a l l y intrude on the
park s e t t i n g although the grassed median and p o t e n t i a l v e r t i c a l
separation of lanes would somewhat a l l e v i a t e t h i s e f f e c t . The 4lane c o n f i g u r a t i o n would be able to handle a l l of the
traffic
volume f o r e c a s t i n the F E I S .
The 3-lane option (no median, two lanes i n the peak t r a f f i c flow
d i r e c t i o n during
rush hour) was a l s o analyzed. While t r a f f i c
e v a l u a t i o n s t u d i e s determined t h a t 3-lane c o n f i g u r a t i o n s would
a l s o be able to handle 100 percent of the volume f o r e c a s t i n the
F E I S , r e v e r s i b l e o p e r a t i o n s a r e i n e f f i c i e n t as t h e y r e q u i r e
s i g n s , b a r r i c a d e s , and labor to open and c l o s e the l a n e s . The 3lane c o n f i g u r a t i o n has a more "urban" c h a r a c t e r i s t i c and presents
a wide expanse of pavement because there i s no median. The wider
roadway might a l s o encourage higher t r a f f i c speeds than a 2-lane
roadway. The 3-lane c o n f i g u r a t i o n r e q u i r e s s i m i l a r connections to
a 4-lane c r o s s s e c t i o n , thereby reducing the parkland savings,
and can be confusing to pedestrians t r y i n g to c r o s s the roadway.
An advantage of the 3-lane option i s t h a t the t h i r d lane can have
a v a r i e t y of uses such as parking and the accommodation of
counterflow t r a f f i c .
The 2-lane r e v e r s i b l e design would be operated as two lanes i n
t h e peak d i r e c t i o n d u r i n g r u s h h o u r s and one l a n e i n each
d i r e c t i o n i n the non-peak t r a f f i c periods. No median i s proposed.
I n the peak d i r e c t i o n , the 2-lane roadway could accommodate a l l
the peak hour t r a f f i c f o r e c a s t i n the F E I S . I n the non-peak
d i r e c t i o n , however, l o c a l s t r e e t s would s t i l l have to accommodate
r e l a t i v e l y high volumes. As i n the 3-lane c o n f i g u r a t i o n , the 2lane r e v e r s i b l e c o n f i g u r a t i o n i s not d e s i r a b l e i n terms of d a i l y
operations because of the need f o r s i g n s , b a r r i c a d e s , and labor
r e q u i r e d to open and c l o s e l a n e s .
The 2 - l a n e r e v e r s i b l e c o n f i g u r a t i o n would p r o v i d e a more
" p a r k l i k e " appearance than 3 or 4-lane c r o s s s e c t i o n s and the
7
�n a r r o w e r roadway i s l e s s d i f f i c u l t f o r p e d e s t r i a n s t o c r o s s
should c r o s s i n g be necessary. The narrower c o n f i g u r a t i o n a l s o
would use l e s s parkland and take l e s s land from RFK Stadium l o t s
(roughly 275 parking s p a c e s ) . Parking l o t r e c o n f i g u r a t i o n i s
discussed more f u l l y i n S e c t i o n I I I of t h i s r e p o r t . A 2-lane
c r o s s s e c t i o n i s a l s o expected t o reduce noise l e v e l s , e s p e c i a l l y
near t h e Cemetery, by c a r r y i n g s l i g h t l y l e s s t r a f f i c and by
c o n f i n i n g t h e t r a f f i c t o a s m a l l e r area.
The 2-lane n o n - r e v e r s i b l e design (one lane i n each d i r e c t i o n , no
median) has s i m i l a r advantages of " p a r k l i k e " appearance, l e s s use
of p a r k l a n d , p e d e s t r i a n s a f e t y , and, a d d i t i o n a l l y , ease o f
operation. Although t h i s c o n f i g u r a t i o n cannot accommodate a l l the
FEIS t r a f f i c f o r e c a s t f o r t h e peak hour, i t comes v e r y c l o s e on a
2 4-hour (Average D a i l y T r a f f i c ) b a s i s . A 2-lane c o n f i g u r a t i o n i s
a l s o most compatible w i t h National Park S e r v i c e o b j e c t i v e s f o r
Anacostia Park. T h i s i s t h e p r e f e r r e d design refinement because
i t balances t h e goals of t r a f f i c c a p a c i t y , p r e s e r v a t i o n of
parkland, and maintenance of t h e park atmosphere.
Shoulders. While options f o r t h e lane c o n f i g u r a t i o n were being
r e f i n e d , t h e treatment of t h e shoulders was discussed. Options
included paved shoulders, unpaved shoulders, no shoulders, and
emergency p u l l o f f s . I n t h e i n t e r e s t s of maintaining t h e park
atmosphere, as w e l l as s a f e t y , t h e p r e f e r r e d design
refinement
i n c l u d e s an unpaved but s t a b i l i z e d t u r f shoulder w i t h a mountable
curb.
Pavement. Refinement of t h e pavement type from r e g u l a r a s p h a l t t o
open-graded a s p h a l t i s p r e f e r r e d i n order t o minimize roadway
noise ( s e e Memorandum of Agreement, Appendix A) . Open-graded
a s p h a l t a l s o i s more s k i d r e s i s t a n t t h a n s t a n d a r d a s p h a l t
pavement.
Freeway/Parkway Connection. The F E I S S e l e c t e d A l t e r n a t i v e 1/2
made t h i s connection by b r i n g i n g both lanes of t h e parkway under
the freeway at-grade. Refinements t o t h i s design, n e c e s s a r i l y
made i n conjunction w i t h t h e refinements t o t h e parkway p r o f i l e ,
bridge,
and other elements, were discussed i n order t o b e t t e r
maintain t h e park i n t e g r i t y , i n c r e a s e p e d e s t r i a n access t o the
park, address noise and v i s u a l i n t r u s i o n i s s u e s , meet required
c l e a r a n c e s , and m a i n t a i n adequate d r a i n a g e
and h y d r a u l i c
c h a r a c t e r i s t i c s . A l t e r n a t i v e s i n c l u d e d t h e southbound l a n e s
remaining at-grade w h i l e t h e northbound lanes passed over the
freeway, southbound lanes at-grade w i t h northbound lanes passing
under t h e freeway, southbound lanes at-grade w i t h northbound
lanes i n a t u n n e l , and both north and southbound lanes i n tunnels
under t h e freeway. P l a c i n g both lanes i n tunnels i s p r e f e r r e d as
i t best addresses t h e access, i n t r u s i o n , noise, and other i s s u e s .
Drainage a t t h e Cemetery would be expected t o improve due t o the
8
�r e q u i r e d use of pumping s t a t i o n s w i t h t h i s a l t e r n a t i v e .
P r o f i l e Near Congressional Cemetery. The parkway p r o f i l e and
alignment near Congressional Cemetery i s important i n terms of
v i s u a l i n t r u s i o n , n o i s e , and r e l a t i o n s h i p to other elements of
the p r o j e c t . The F E I S S e l e c t e d A l t e r n a t i v e included an at-grade
parkway ( r e s u l t i n g i n a midspan c l e a r a n c e of 28 f e e t f o r the
freeway b r i d g e ) . An at-grade parkway alignment r e q u i r e s a higher
and more i n t r u s i v e bridge p r o f i l e , and r e s u l t s i n more noise
reaching Congressional Cemetery (and the need f o r noise w a l l s to
m i t i g a t e i t ) , and a l e s s p a r k l i k e view i n the Cemetery v i s t a .
The approval of a lower bridge height (see 3. Bridge) made
f e a s i b l e the lowering of the p r o f i l e of the parkway near the
Cemetery. The l o w e r i n g of t h e p r o f i l e a c c o m p l i s h e s t h e same
r e q u i r e d c l e a r a n c e s between freeway and parkway as r a i s i n g the
freeway w h i l e a t the same time reducing the v i s u a l i n t r u s i v e n e s s
of the parkway, freeway, and bridge, p a r t i c u l a r l y as seen from
Congressional Cemetery. The p r e f e r r e d refinement i s to put both
ramps i n t o t u n n e l s under the freeway and b r i n g the parkway below
grade. T h i s a l l o w s more open space near the Cemetery, a more
p a r k l i k e view from the Cemetery, achieves the necessary p r o f i l e ,
and, through use of the tunnels and a r e t a i n i n g w a l l , m i t i g a t e s
the noise impact of the parkway on Congressional Cemetery.
Ramps a t Independence Avenue. During the design phase s e v e r a l
options were considered f o r the connection of the parkway w i t h
Independence Avenue and E a s t C a p i t o l S t r e e t which would improve
t r a f f i c f l o w and i n c r e a s e c a p a c i t y over t h e F E I S S e l e c t e d
A l t e r n a t i v e 1/2. The at-grade i n t e r s e c t i o n proposed i n the FEIS
does not
provide
efficient
traffic
c a p a c i t y and
flow
c h a r a c t e r i s t i c s to the t r a f f i c network. Within a grade-separated
p r o p o s a l , s e v e r a l ramp c o n f i g u r a t i o n s f o r both parkway and
Independence Avenue c o n n e c t i o n s were e v a l u a t e d . The p r i m a r y
v a r i a t i o n between these proposals i s whether the ramps connect to
the outside or i n n e r l a n e s of E a s t C a p i t o l S t r e e t . An inner lane
c o n n e c t i o n p r o v i d e s more e f f i c i e n t f l o w , e l i m i n a t e s a weave
movement on t h e b r i d g e , and would have a low p r o f i l e . The
p r e f e r r e d refinement, w i t h both connections as i n n e r merges,
provides c a p a c i t y , s a f e t y , and minimizes the v i s u a l i n t r u s i o n of
the i n t e r s e c t i o n . Independence Avenue would be connected to the
bridge v i a an overpass.
Ramps a t Pennsylvania Avenue. The FEIS proposed a connection of
the parkway a t Pennsylvania Avenue through a p a i r of ramps.
P r o v i s i o n of t h e s e ramps was found t o i n t r o d u c e o p e r a t i o n a l
problems ( w e a v i n g ) , encourage t r a f f i c movement through l o c a l
neighborhoods, and complicate engineering. A l t e r n a t i v e s to t h i s
connection were to upgrade the e x i s t i n g ramps a t Barney C i r c l e or
to remove them. The p r e f e r r e d refinement i s to remove these
�ramps, p r o v i d i n g no access t o or from the parkway a t Pennsylvania
Avenue. Most of the movements a f f e c t e d by t h e e l i m i n a t i o n of the
proposed ramps w i l l be served by t h e proposed opening of t h e 11th
Street
Bridge
ramps
( s e e Other
Transportation
Safety
Improvements).
P r e f e r r e d Parkway Design
I n summary, t h e p r e f e r r e d parkway design i n c l u d e s : a 2-lane, 1.1
m i l e long f a c i l i t y w i t h no median; i n c o r p o r a t i o n of a grades e p a r a t e d c o n n e c t i o n from t h e parkway t o t h e eastbound E a s t
C a p i t o l S t r e e t B r i d g e (Whitney Young Memorial B r i d g e ) and
Independence Avenue; placement of t h e parkway below-grade ( i n
tunnels) a t t h e southeastern corner of Congressional Cemetery;
and e l i m i n a t i o n o f c o n n e c t i n g ramps t o P e n n s y l v a n i a Avenue.
V e h i c u l a r access i n t o Anacostia Park f o r both northbound and
southbound parkway t r a f f i c
w i l l be provided by a s a t e l l i t e
p a r k i n g l o t l o c a t e d a l o n g t h e parkway a l i g n m e n t and by new
entrances i n t o t h e RFK Stadium parking l o t s . The l o t s w i l l be
reconfigured t o maintain s u f f i c i e n t parking. The proposed design
speed r e m a i n s a t 35 mph ( w i t h a c u r v i l i n e a r c o n f i g u r a t i o n ) ,
although t h e speed l i m i t may be lower. The two tunnels (see
Figure 2-1) w i l l be v e n t i l a t e d :
t h e longer tunnel (Tunnel 'A')
by fans a t i t s south end and t h e s h o r t e r tunnel by n a t u r a l
v e n t i l a t i o n . The cumulative e f f e c t s of t h e p r e f e r r e d parkway
design reduced t h e t o t a l amount of park land r e q u i r e d from t h a t
of t h e F E I S S e l e c t e d A l t e r n a t i v e (see a l s o S e c t i o n I I I ) .
2. FREEWAY
FEIS S e l e c t e d A l t e r n a t i v e
The freeway element of t h e p r o j e c t extends
from Barney C i r c l e ,
where i t connects t o t h e SE/SW Freeway, across t h e r i v e r , and
north where i t merges w i t h
t h e Anacostia Freeway.
I t is
g e n e r a l l y t h r e e l a n e s wide i n each d i r e c t i o n , w i t h two i n each
d i r e c t i o n c r o s s i n g t h e r i v e r ; t h e t h i r d l a n e s becoming
the
parkway. The freeway element of t h i s p r o j e c t i s c l o s e l y l i n k e d t o
the bridge although they are t r e a t e d s e p a r a t e l y here.
The S e l e c t e d A l t e r n a t i v e of t h e F E I S f o r t h e outbound lanes of
the freeway begins as three eastbound lanes a t t h e e x i s t i n g
terminus o f t h e SE/SW Freeway a t Barney C i r c l e and continues
p a r a l l e l to the Conrail tracks.
Halfway between t h e western
s h o r e l i n e and Barney C i r c l e , two l a n e s become e l e v a t e d and c r o s s
the Anacostia R i v e r as a freeway bridge (see next s e c t i o n ) . The
t h i r d lane becomes t h e northbound lane of parkway, discussed
above. On t h e e a s t e r n shore t h e freeway r e t u r n s t o grade halfway
between t h e s h o r e l i n e and t h e e x i s t i n g Anacostia Freeway Bridge,
10
�T
T
Y
P
l
C
y
CIRCLE
A L
S E C u
TUNNEL A
l A R N E
PILES
1
TUNNEL
B
�p a r a l l e l i n g the C o n r a i l t r a c k s . The two lanes continue east
under
t h e Anacostia Freeway Bridge, then t u r n north f o r
approximately 1,500 f e e t before merging w i t h t h e two northbound
lanes of the Anacostia Freeway v i a at-grade ramps (see Figure 1 1) . At t h i s north merge, t h e Anacostia Freeway widens from two
to t h r e e l a n e s .
The F E I S inbound c o n n e c t i o n o f t h e f r e e w a y b e g i n s on t h e
Anacostia Freeway south of E a s t C a p i t o l S t r e e t w i t h a r e a l i g n e d
ramp from eastbound E a s t C a p i t o l S t r e e t t o t h e southbound
Anacostia Freeway. At t h e Anacostia Freeway Bridge two lanes
s p l i t o f f from t h e Anacostia Freeway t o become t h e new freeway.
Continuing through Anacostia Park along the northern s i d e of the
C o n r a i l y a r d s , these two lanes become t h e inbound lanes on the
new b r i d g e and c o n t i n u e on t o Barney C i r c l e and t h e SE/SW
Freeway. The southbound parkway lane j o i n s these two lanes p r i o r
to t h i s terminus.
Design Phase Refinements
Considered
Input r e c e i v e d from t h e community i n d i c a t e d concerns regarding
visual
impacts, t r a f f i c
alterations
adversely affecting
neighborhoods, and p e d e s t r i a n and b i c y c l e access. No major design
r e f i n e m e n t s f o r most o f t h e new f r e e w a y were i n v e s t i g a t e d
although T r a n s p o r t a t i o n System Management (TSM) options t o be
used i n c o n j u n c t i o n w i t h t h e f r e e w a y were e x p l o r e d and a r e
discussed elsewhere i n t h i s r e p o r t . Design refinements t o t h e
bridge are t r e a t e d i n t h e f o l l o w i n g s e c t i o n .
D i s c u s s i o n s on design refinements t o t h e freeway centered on the
height of t h e freeway
(and a s s o c i a t e d bridge) and t h e need f o r
t h e f r e e w a y embankment. The embankment a l l o w s f o r a 2 8 - f o o t
clearance under t h e freeway bridge and the c o n s t r u c t i o n of t h e
parkway a t grade. A lower bridge c l e a r a n c e and depressed parkway
p r o f i l e enables t h e e l i m i n a t i o n of t h e embankment and r e s u l t i n g
m i t i g a t i o n of v i s u a l impacts of t h e p r o j e c t .
P r e f e r r e d Freeway Design
The p r e f e r r e d refinement t o t h e F E I S design c o n s i s t s of changing
the e l e v a t e d freeway on t h e western shore t o at-grade. As i n the
F E I S , t h e freeway w i l l begin on t h e western shore of Anacostia
Park a t t h e terminus of t h e SE/SW Freeway a t Barney C i r c l e .
F i g u r e 2-2 shows t y p i c a l s e c t i o n s both e a s t and west of the
r i v e r . I t w i l l have a design speed of 65 mph. The two outbound
lanes w i l l remain at-grade u n t i l they reach t h e western s h o r e l i n e
of t h e Anacostia R i v e r , reducing t h e v i s u a l i n t r u s i v e n e s s of the
p r o j e c t . Once over t h e bridge t h e freeway i s as described i n the
FEIS.
12
�T Y P I C A L FREEWAY SECTION E A S T OF ANACOSTIA RIVER
WITH P E D E S T R I A N / B I K E L A N E A N D R E T A I N I N G W A L L S
TYPICAL
FREEWAY
SECTION
4
8 6
WEST OF ANACOSTIA
LANES
RIVER
BARNEY C I R C L E
FREEWAY
MODIFICATION
FIGURE
2-2
�The inbound connection of the p r e f e r r e d design w i l l begin along
eastbound E a s t C a p i t o l S t r e e t a t the e x i s t i n g southbound ramp
leading to the Anacostia Freeway. T h i s ramp w i l l be removed and
replaced w i t h a new southbound ramp from E a s t C a p i t o l S t r e e t ,
beginning roughly 40 f e e t e a s t of the e x i s t i n g southbound ramp.
The ramp i s designed to pass under the Freeway, and then t u r n
south. The ramp g r a d u a l l y r e t u r n s to at-grade and forms a l e f t s i d e merge w i t h the southbound Anacostia Freeway. As i n the F E I S ,
the e x i s t i n g Anacostia Freeway and i t s new connection proceed f o r
approximately 1000 f e e t before a two-lane ramp southbound s p l i t s
from the Anacostia Freeway and begins the two inbound lanes of
the proposed freeway. The remainder of the design i s as i n the
FEIS except f o r the lower bridge height, discussed i n more d e t a i l
below.
3. BRIDGE
FEIS S e l e c t e d A l t e r n a t i v e
The proposed bridge across the Anacostia R i v e r i s i n t e g r a l to the
freeway element of t h i s p r o j e c t .
The F E I S s t i p u l a t e d only the
number of lanes ( f o u r ) and the
28-foot bridge c l e a r a n c e height
(measured from the bottom of the mid-span of the bridge to the
mean high water mark of the r i v e r ) f o r the s t r u c t u r e . .
Design Phase Refinements Considered
During the F E I S process comments were r e c e i v e d recommending t h a t
the D i s t r i c t use the lowest p o s s i b l e clearance to minimize v i s u a l
impacts to the Congressional Cemetery v i s t a , as w e l l as improve
b i c y c l e access, and p r o t e c t the use of the r i v e r f o r n a v i g a t i o n .
An i n v e s t i g a t i o n of a l t e r n a t i v e heights (as committed to i n the
Memorandum of Agreement(MOA))(see Appendix A) r e v i e w e d
the
c l e a r a n c e s of nearby bridges on the Anacostia R i v e r as p a r t of an
e f f o r t to lower the clearance to 22 f e e t or l e s s .
A l t e r n a t i v e s i n v e s t i g a t e d were 22 f e e t , 14 f e e t , a drawbridge, a
humped p r o f i l e bridge, and intermediate h e i g h t s . A 14 foot bridge
would not i n t r u d e i n t o the view from much of the Cemetery nor f o r
much of the year due to v e g e t a t i v e screening. A 14 foot midspan
c l e a r a n c e maintains 100 year flood passage ( F i g u r e 2-3) and i s
the same c l e a r a n c e as the Magruder r a i l r o a d bridge upstream (the
c o n t r o l l i n g v e r t i c a l clearance f o r the Bladensburg marina). The
Coast Guard was consulted throughout t h i s design phase and have
concurred w i t h the reduced bridge height, thereby ensuring t h a t
n a v i g a t i o n a l i n t e r e s t s have been protected.
14
�FREEWAY BRIDGE
NOT
TO
SCALE
BARNEY C I R C L E
FREEWAY
MODIFICATION
FIGURE
2-3
�P r e f e r r e d Bridge Design
The p r e f e r r e d design f o r the freeway (see above) i s at-grade,
w i t h the parkway depressed below the e x i s t i n g ground l e v e l a t
those areas c l o s e s t to Congressional Cemetery. These changes
e l i m i n a t e d t h e need f o r an embankment and a l l o w e d f u r t h e r
refinement to the design of the proposed bridge. A bridge w i t h a
midspan c l e a r a n c e height of 14 f e e t i s p r e f e r r e d . T h i s p r e f e r r e d
design i s 14 f e e t lower than the F E I S a l t e r n a t i v e . With t h i s
clearance p i e r spacing w i l l be approximately 137 f e e t .
A l s o , based on comments r e c e i v e d from t h e community, a
p e d e s t r i a n / b i c y c l e lane l o c a t e d adjacent to the bridge's two
upstream (north) lanes has been incorporated i n the proposed
bridge design.
The lane w i l l l i n k the shores of Anacostia Park
and w i l l p r o v i d e a new p e d e s t r i a n / b i c y c l e c o n n e c t i o n f o r
residents.
The a r c h i t e c t u r a l treatment of the bridge w i l l be s e l e c t e d based
on c o m p a t i b i l i t y w i t h t h e e n g i n e e r i n g and c o n s i s t e n t w i t h
s t i p u l a t i o n s mandated i n the MOA, by the Commission of F i n e A r t s ,
and by other review agencies.
4. ANACOSTIA PARK
Anacostia Park, l o c a t e d on both s i d e s of the Anacostia R i v e r , i s
p u b l i c l y owned land under the j u r i s d i c t i o n of the National Park
S e r v i c e (NPS). On t h e e a s t e r n shore of A n a c o s t i a P a r k , t h e
p o r t i o n of the park p o t e n t i a l l y impacted by c o n s t r u c t i o n of the
Barney C i r c l e Freeway M o d i f i c a t i o n P r o j e c t i s bounded by the
Sousa Bridge, E a s t C a p i t o l S t r e e t , the Anacostia Freeway, and the
Anacostia R i v e r .
This
p o r t i o n of the park, approximately 99
a c r e s , i s d i v i d e d i n t o two d i s t i n c t areas by the C o n r a i l r a i l r o a d
t r a c k s . The southern h a l f p r e s e n t l y contains a c t i v e r e c r e a t i o n a l
f a c i l i t i e s , i n c l u d i n g an open a i r p a v i l i o n , t e n n i s c o u r t s , a boat
ramp, b a s k e t b a l l c o u r t s , a playground, and 400 automobile parking
spaces.
P u b l i c access to t h i s s e c t i o n of the park i s along a
park loop road.
North of the r a i l r o a d t r a c k s the park i s
composed of dense v e g e t a t i o n and l a r g e t r e e s .
Access to t h i s
s e c t i o n of the park i s from a s e r v i c e road used by NPS personnel
for park maintenance purposes only, or from the e x i s t i n g b i c y c l e
trail.
On the western shore of the park, the area p o t e n t i a l l y impacted
by the p r o j e c t i s approximately 68.5 a c r e s .
I t i s bounded by
Barney C i r c l e and Sousa Bridge on the south, E a s t C a p i t o l S t r e e t
on the north, the Anacostia R i v e r on the e a s t , and Congressional
Cemetery and RFK Stadium on the west.
T h i s p o r t i o n of the park
contains one marina, one boat r e p a i r f a c i l i t y , approximately
16
�2,395 parking spaces f o r RFK Stadium, and a south t o north
Stadium access road. The remaining area i s undeveloped w i t h no
a c t i v e r e c r e a t i o n a l f a c i l i t i e s present.
FEIS S e l e c t e d A l t e r n a t i v e
M i t i g a t i o n of impacts t o the park under FEIS S e l e c t e d A l t e r n a t i v e
1/2 were o u t l i n e d i n t h e F E I S t o include landscaping design and
a r c h i t e c t u r a l treatments coordinated w i t h NPS and the Commission
of F i n e A r t s . Although s p e c i f i c d e t a i l s were not discussed, the
FEIS s t a t e s t h a t a l l e f f o r t s t o minimize v i s u a l impacts w i l l be
made and a c c e s s t o t h e Stadium, r i v e r , and
p a r k w i l l be
m a i n t a i n e d . The a l t e r n a t i v e i n c l u d e s p e d e s t r i a n and b i c y c l e
access across the r i v e r on the new bridge. The ecology of the
park w i l l be protected through erosion c o n t r o l , r e p l a n t i n g , and
landscaping. Other m i t i g a t i o n as necessary w i l l be coordinated
w i t h NPS.
Design Phase Refinements Considered
I n t h e design phase many of t h e above proposals were developed
and
enhanced. P a r k
improvements were developed
through
recommendations from NPS on c o m p a t i b i l i t y w i t h t h e i r proposed
plans f o r the park and through a compendium of community comments
f o r d e s i r e d r e c r e a t i o n a l f a c i l i t i e s and a m e n i t i e s . Community
comments regarding the park improvements included r e c r e a t i o n a l
space, c i r c u l a t i o n and t r a f f i c w i t h i n t h e park, and parking.
Access.
Alternatives
f o r b i c y c l e and p e d e s t r i a n
access
improvements included t r a i l s and ramps throughout the park. To
c r o s s t h e r a i l r o a d which, on th.e e a s t s i d e o f t h e r i v e r ,
separates t h e lower h a l f of the park from the undeveloped upper
h a l f , the e x i s t i n g 'underpass
( a t the C o n r a i l bridge abutment)
could e i t h e r be maintained and improved or replaced w i t h an
overpass. The overpass would provide g r e a t e r s a f e t y and access
between these two s e c t i o n s . A new p e d e s t r i a n / b i c y c l e overpass i s
proposed w h i c h would c r o s s t h e B&O R a i l r o a d l i n e and t h e
Anacostia Freeway from F a i r l a w n Avenue a t Burns S t r e e t , SE. These
would provide a continuous connection along the park's e a s t e r n
shore and improved access throughout t h e park. Other options f o r
increased access a r e a p e d e s t r i a n / b i c y c l e t r a i l along the western
s h o r e l i n e adjacent t o the proposed parkway, and c o n s t r u c t i n g
b i c y c l e / p e d e s t r i a n ramps t o connect t h i s p o r t i o n of the park t o
those s e c t i o n s of parkland south of Sousa Bridge and north of
East Capitol Street.
1
Parking. Options f o r increased parking include a new parking l o t
c l o s e t o t h e e x i s t i n g p a v i l i o n and s e v e r a l s m a l l s a t e l l i t e
parking l o t s adjacent t o the new multipurpose p l a y i n g f i e l d s .
17
�Given the elongated nature of the park,
provide convenient parking f o r park u s e r s .
the
many l o t s
would
P r e f e r r e d Refinement
I n a plan developed i n conjunction w i t h the Barney C i r c l e Freeway
M o d i f i c a t i o n P r o j e c t , but not e n t i r e l y funded by i t or
implemented w i t h i t s c o n s t r u c t i o n , improvements to the park are
proposed f o r both the e a s t e r n and western shores and d e t a i l e d on
Figure 2-4. I n t h i s conceptual plan worked out f o r t h i s region of
the park, e x i s t i n g r e c r e a t i o n a l areas on the e a s t e r n shore w i l l
be expanded and upgraded to include new s o f t b a l l f i e l d s and more
open s p a c e .
The boat ramp would be r e l o c a t e d c l o s e r t o
Pennsylvania Avenue and the loop road shortened to encourage more
pedestrian t r a f f i c .
A new parking l o t i s proposed c l o s e to the
e x i s t i n g p a v i l i o n . F i n a l l y , access across the r a i l r o a d would be
provided by a new overpass. The undeveloped s e c t i o n of parkland
w i l l remain e s s e n t i a l l y unchanged but the e x i s t i n g b i c y c l e t r a i l
w i l l be upgraded. New b i c y c l e ramps and overpasses w i l l be added
throughout the park.
Proposed improvements to the western s h o r e l i n e include adding new
multipurpose p l a y i n g f i e l d s , c r e a t i n g a p e d e s t r i a n / b i c y c l e t r a i l
a l o n g t h e e n t i r e w e s t e r n s h o r e l i n e a d j a c e n t t o t h e proposed
parkway, and c o n s t r u c t i n g b i c y c l e / p e d e s t r i a n ramps to connect
t h i s p o r t i o n of the park to those s e c t i o n s of parkland south of
Sousa Bridge (Pennsylvania Avenue) and north of E a s t C a p i t o l
Street.
S e v e r a l s m a l l s a t e l l i t e p a r k i n g l o t s a r e proposed
adjacent to the new multipurpose p l a y i n g f i e l d s . The p r a c t i c e
f i e l d has been r e l o c a t e d to an area north of E a s t C a p i t o l S t r e e t
and adjacent to Oklahoma Avenue, thereby opening more land f o r
park use.
These p r e f e r r e d improvements would s u b s t a n t i a l l y
upgrade a p r e v i o u s l y u n d e r u t i l i z e d and u n a t t r a c t i v e p o r t i o n of
Anacostia Park and i n c r e a s e the amount of open/recreational space
a v a i l a b l e to community r e s i d e n t s .
Because these improvements are being undertaken i n Anacostia Park
but not a l l are p a r t of the Barney C i r c l e Freeway M o d i f i c a t i o n
P r o j e c t , some w i l l be c a r r i e d out by NPS under a s e p a r a t e
c o n t r a c t . The two e f f o r t s have been coordinated so t h a t the
proposed park improvements are complementary. Cost estimates f o r
the improvements funded as p a r t of t h i s p r o j e c t are discussed i n
Section IV of t h i s r e p o r t .
5. KENILWORTH AVENUE SAFETY IMPROVEMENTS
As p a r t of the Barney C i r c l e Freeway M o d i f i c a t i o n P r o j e c t , s a f e t y
improvements a r e proposed f o r K e n i l w o r t h Avenue.
These
improvements c o n s i s t of added shoulders
( w i t h i n the e x i s t i n g
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�right-of-way) t o Kenilworth Avenue i n each d i r e c t i o n between E a s t
C a p i t o l S t r e e t and Benning Road. I n a d d i t i o n , one lane would be
added t o t h e ramp from northbound Kenilworth Avenue t o westbound
Benning Road t o a l l e v i a t e t h e e x i s t i n g t r a f f i c congestion there.
6. OTHER TRANSPORTATION-RELATED SAFETY IMPROVEMENTS
I n c o n j u n c t i o n w i t h t h e Barney C i r c l e Freeway M o d i f i c a t i o n
P r o j e c t , t r a n s p o r t a t i o n - r e l a t e d s a f e t y improvements w i l l be
undertaken.
The
FEIS d e f i n e s t r a n s p o r t a t i o n - r e l a t e d s a f e t y
improvements a s e i t h e r s t r u c t u r a l
or operational
(nons t r u c t u r a l ) . S t r u c t u r a l improvements, d i s c u s s e d h e r e , c o u l d
c o n s i s t of lane widenings, adding or r e l o c a t i n g expressway e x i t
and entrance ramps, lengthening expressway e x i t and entrance
merge s e c t i o n s , and r e p l a c i n g at-grade i n t e r s e c t i o n s w i t h gradeseparated i n t e r s e c t i o n s .
Non-structural
or
operational
improvements a r e discussed below i n t h e T r a n s p o r t a t i o n Systems
Management s e c t i o n of t h i s r e p o r t .
3RD
STREET SE RAMP
The 3rd S t r e e t SE ramp i s located adjacent t o G a r f i e l d Park
between 2nd and 3 r d S t r e e t s SE; i t serves as an entrance t o the
westbound SE/SW Freeway.
T r a f f i c coming onto t h e freeway from
the 3rd S t r e e t ramp has a short merge s e c t i o n and i s forced t o
merge q u i c k l y w i t h high speed westbound freeway t r a f f i c .
In
a d d i t i o n , t r a f f i c destined f o r t h e Center Leg Freeway (1-395
North) must e x i t l e s s than 400 f e e t west of t h e 3rd S t r e e t merge
section.
T h i s produces a dangerous weaving s i t u a t i o n i n a
s e c t i o n w i t h r e s t r i c t e d l i n e s of s i g h t . For these and other
reasons, t h e C a p i t o l H i l l community requested t h a t i t be improved
or r e l o c a t e d .
FEIS Selected A l t e r n a t i v e
The FEIS c a l l s f o r t h e r e l o c a t i o n of t h e 3rd S t r e e t ramp
Street.
to 4th
Design Phase Refinements Considered
A l t e r n a t i v e t r e a t m e n t s f o r t h e h a z a r d s a t 3 r d S t r e e t were
i n v e s t i g a t e d during t h e design phase t o ensure t h e best p o s s i b l e
s i t i n g f o r t h e r e l o c a t i o n . Closing t h e 3rd S t r e e t ramp was not
considered a f e a s i b l e s o l u t i o n because i t would p r o h i b i t access
from adjacent r e s i d e n t i a l neighborhoods onto t h e SE/SW Freeway.
Options f o r improving s i g h t d i s t a n c e f o r t r a f f i c e n t e r i n g t h e
f r e e w a y were a n a l y z e d b u t d i d n o t s u f f i c i e n t l y a d d r e s s t h e
problems i n t h i s area. Relocation o f t h e 3rd S t r e e t ramp t o 7th
S t r e e t and lengthening of t h e 3rd S t r e e t ramp merge s e c t i o n were
20
�also investigated.
These s o l u t i o n s r e l i e v e t h e c a p a c i t y and
s a f e t y problems by providing g r e a t e r d i s t a n c e s f o r lane changes
but i n v o l v e permanent changes i n l o c a l t r a f f i c
patterns.
Relocation t o 7th S t r e e t would u t i l i z e l a r g e r roadways as feeders
than would t h e 4 t h S t r e e t r e l o c a t i o n .
P r e f e r r e d Refinement
The p r e f e r r e d treatment of t h e 3rd S t r e e t SE ramp i s t o r e l o c a t e
i t to 7th Street.
As t h i s d e c i s i o n a f f e c t s l o c a l t r a f f i c and
neighborhoods, i t w i l l not be made u n t i l a f t e r t h e Design P u b l i c
Hearing and w i l l be s e l e c t e d w i t h t h e b e n e f i t of f u r t h e r t r a f f i c
a n a l y s i s , d e f i n i t i o n o f a p p r o p r i a t e TSM measures f o r u s e i n
conjunction w i t h t h e ramp r e l o c a t i o n , and community coordination.
11TH
STREET RAMPS
P r e s e n t l y , of t h e two s e t s of 11th S t r e e t Bridge ramps connected
to t h e SE/SW Freeway, only one s e t i s o p e r a t i o n a l .
One ramp
s e r v e s outbound t r a f f i c movements from t h e eastbound SE/SW
Freeway across t h e 11th S t r e e t Bridge.
The other ramp provides
inbound t r a f f i c movements from t h e 11th S t r e e t Bridge and onto
westbound SE/SW Freeway. Adjacent t o t h e o p e r a t i o n a l inbound and
outbound ramps a r e a corresponding p a i r of ramps t h a t provides
the i d e n t i c a l movement f o r t r a f f i c t o or from t h e SE/SW Freeway
east of t h e 11th S t r e e t Bridge.
These ramps a r e opened only t o
handle l a r g e volumes of t r a f f i c during events a t RFK Stadium.
FEIS Selected A l t e r n a t i v e
The FEIS proposed removal o f t h e e x t r a s e t of ramps i f widening
of t h e e x i s t i n g freeway was required t o accommodate t h e proposed
Barney C i r c l e Freeway M o d i f i c a t i o n P r o j e c t .
Design Phase Refinements Considered
Subsequent t r a f f i c a n a l y s i s i n d i c a t e d t h a t t h i s widening was not
r e q u i r e d and t h a t t h e r e f o r e t h e ramps c o u l d be r e t a i n e d .
A l t e r n a t i v e s considered included the upgrade and use of t h e e x t r a
ramps, connection t o t h e SE/SW Freeway, and t h e use of t h e ramps
as a detour route during c o n s t r u c t i o n p r o j e c t s .
Opening the
e x i s t i n g e x t r a s e t of ramps w i l l b e t t e r connect t h e communities
of f a r Southeast Washington t o other s e c t i o n s of t h e c i t y and
w i l l provide a d i r e c t and easy connection f o r commuters using the
SE/SW and A n a c o s t i a F r e e w a y s .
Opening t h e ramps would not
i n t e r f e r e w i t h t h e proposed freeway and would provide stadium
access, reducing t h e need f o r ramps a t Pennsylvania Avenue.
21
�P r e f e r r e d Refinement
The p r e f e r r e d refinement
11th S t r e e t ramps.
i s t o upgrade and use the e x t r a s e t of
7. TRANSPORTATION SYSTEMS MANAGEMENT (TSM) MEASURES
According t o t h e F E I S t h e primary o b j e c t i v e s of t h e Barney C i r c l e
Freeway M o d i f i c a t i o n P r o j e c t a r e t o connect the Anacostia and
SE/SW Freeways and d i v e r t t r a f f i c from neighborhood s t r e e t s t o
higher l e v e l roadways.
These neighborhood s t r e e t s c u r r e n t l y
c a r r y l a r g e volumes of t r a f f i c which would be b e t t e r served by
the r e g i o n a l freeway network.
Because t h i s network has gaps,
t r a f f i c i s forced t o use r e s i d e n t i a l s t r e e t s t o complete both
inbound and outbound t r i p s .
T r a n s p o r t a t i o n System Management
(TSM) measures a r e n o n - s t r u c t u r a l t r a n s p o r t a t i o n s a f e t y
improvements designed t o encourage t h i s t r a f f i c d i v e r s i o n from
l o c a l s t r e e t s t o t h e freeway.
FEIS S e l e c t e d A l t e r n a t i v e
The F E I S proposed t h a t S e l e c t e d A l t e r n a t i v e 1/2 be constructed
w i t h the supportive TSM measures of (1) converting C o n s t i t u t i o n
Avenue between 3rd S t r e e t NE and North C a r o l i n a Avenue t o one
t r a v e l lane i n each d i r e c t i o n (with one lane of p a r a l l e l parking)
24 hours a day, and (2) s i m i l a r l y converting Independence Avenue
between 19th S t r e e t SE and 3rd S t r e e t SE. Each of these s t r e e t s
c u r r e n t l y i s one way during a l l or p a r t of t h e day.
Design Phase Refinements Considered
Ongoing d i s c u s s i o n s w i t h the community, i n c l u d i n g t h e C a p i t o l
H i l l T r a f f i c Management Task Force, and groups l o c a t e d e a s t of
the Anacostia R i v e r , defined other areas and i n t e r s e c t i o n s of
c o n c e r n a s w e l l . D e s i g n o p t i o n s c o n s i d e r e d were:
lane
configuration
changes,
street
closures,
turn
movement
r e s t r i c t i o n s , removal o f one-way o p e r a t i o n s , and on s t r e e t
parking changes.
P r e f e r r e d Refinement
Table 2-1 l i s t s t h e TSM measures proposed t o be implemented w i t h
the Barney c i r c l e Freeway M o d i f i c a t i o n P r o j e c t and a d d i t i o n a l
measures proposed f o r t h e study area (see Figure 2-5). These
measures were chosen f o r t h e i r a b i l i t y t o encourage use of the
proposed f a c i l i t i e s and t o reduce l o c a l congestion.
22
�Table 2-1
PROPOSED TSMs INHERENT TO THE
BARNEY CIRCLE FREEWAY MODIFICATION PROJECT
1.
Discourage access t o Kentucky Avenue from Barney C i r c l e .
2.
E l i m i n a t e t h e proposed ramp from t h e parkway t o Pennsylvania
Avenue a t Barney C i r c l e .
PROPOSED FINAL TSMs TO BE SUPERIMPOSED
ON THE PROJECT WHEN IMPLEMENTED
3.
E l i m i n a t e t h e l e f t t u r n bay from Pennsylvania Avenue onto
Independence Avenue.
4.
P r o h i b i t l e f t t u r n s onto 3rd S t r e e t from Independence Avenue.
5.
Independence Avenue t o be two-way 24 hours a day.
6.
Narrow roadway from E a s t C a p i t o l S t r e e t Bridge onto C S t r e e t NE.
7.
Narrow C S t r e e t by one lane t o add l e f t t u r n bays.
8.
Implement rush hour parking r e s t r i c t i o n s on Pennsylvania Avenue.
9.
Make C o n s t i t u t i o n Avenue two-way 24 hours a day.
RECOMMENDED LONG TERM TRAFFIC IMPROVEMENTS TO IMPROVE THE
EFFECTIVENESS OF TRAFFIC DIVERSION
10. Make South C a p i t o l S t r e e t Bridge (the F r e d e r i c k Douglass Memorial
Bridge) t h r e e l a n e s outbound and two l a n e s inbound.*
11. Add a l e f t t u r n bay from Pennsylvania Avenue onto F a i r l a w n
Avenue t o access t h e Anacostia Freeway.**
12. Widen Minnesota Avenue a t Benning Road and north of t h i s
i n t e r s e c t i o n t o add a lane f o r opposing l e f t t u r n movements.*
13. Widen Benning Road a t Minnesota Avenue t o add a lane t o
provide f o r opposing l e f t t u r n movements.*
14. Construct a grade s e p a r a t i o n f o r E a s t C a p i t o l S t r e e t over
Benning Road.*
*
These TSMs a r e proposed f o r i n c l u s i o n i n the S i x Year C a p i t a l
Improvement Program.
** Design ongoing, Construction expected FY89.
23
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FIGURE 2 - 5
�SUMMARY OF PREFERRED OPTIONS
I n summary, the preferred options and configurations f o r the
r e f i n e d design of Selected A l t e r n a t i v e 1/2 are as follows:
o
Two-lane parkway with a grade separated interchange a t
East Capitol S t r e e t .
o
Depression
of t h e parkway
below
grade
near
Congressional Cemetery and a freeway bridge midspan
clearance height of 14 feet a t the navigational channel
of the Anacostia River.
o
Development and improvement of A n a c o s t i a
accordance with the NPS park plan.
o
TSM and s a f e t y improvements on C a p i t o l H i l l , a t
Kenilworth Avenue, the 3rd Street SE ramp, 11th Street
Bridge ramps, and elsewhere i n the p r o j e c t area as
d e t a i l e d above.
Park i n
Comments received on the refinements w i l l be summarized and made
a v a i l a b l e following the Design Public Hearing.
25
�I I I . SPECIAL ENVIRONMENTAL AND MITIGATION ISSUES
I n addition to the design a l t e r n a t i v e s and selected refinements
discussed i n Section I I , four'topics r e l a t i n g to the p r o j e c t were
considered deserving of s p e c i a l attention. These four, FEIS Reevaluation
and T r a f f i c A n a l y s i s , Changes i n Land Use,
Archeological
Resources,
and RFK Stadium
Parking Lot
Reconfiguration are issues c e n t r a l to the p r o j e c t and noted by
the public to be of concern.
1.
FEIS RE-EVALUATION AND TRAFFIC ANALYSIS
U.S. Department of T r a n s p o r t a t i o n r e g u l a t i o n 23 CFR 771.129
s t i p u l a t e s t h a t a r e - e v a l u a t i o n of t h e proposed p r o j e c t i s
required ( i n t h i s case p r i o r t o design approval) to determine
that there have been no s i g n i f i c a n t changes i n the proposed
action, the a f f e c t e d environment, the anticipated impacts, or the
proposed mitigation measures. Accordingly, a re-evaluation was
compiled which documented a l l design refinements since the FEIS
and t h e i r associated e f f e c t s on environmental conditions.
Table
3-1 summarizes issues proposed i n the FEIS, preferred design
refinements to these i s s u e s , and any difference between the two.
The p r e l i m i n a r y design of t h e t h r e e major elements of t h i s
p r o j e c t (parkway, freeway, and bridge) has undergone an a n a l y s i s
of refinement a l t e r n a t i v e s which l e d t o t h e s e l e c t i o n of a
Preferred Design f o r t h i s hearing. The design refinements to the
S e l e c t e d A l t e r n a t i v e 1/2 ( d e t a i l e d i n S e c t i o n I I ) a r e minor
design changes from t h e F E I S and w i l l r e s u l t i n reducing
environmental impacts of the p r o j e c t . I n f a c t , these refinements
are preferred p r i m a r i l y because they would lessen the s e v e r i t y of
the environmental consequences of the o r i g i n a l selected design
w i t h o u t compromising t r a n s p o r t a t i o n and s a f e t y b e n e f i t s .
Appropriate mitigation measures have been developed to further
reduce t h e a n t i c i p a t e d environmental consequences of t h e
preferred design.
The Barney C i r c l e F E I S analyzed t r a f f i c and t r a n s p o r t a t i o n r e l a t e d issues f o r the study area i n four d i f f e r e n t contexts:
- d i s t r i b u t i o n of t r a f f i c crossing the
Anacostia River Bridges;
- examination of network-wide performance;
- i d e n t i f i c a t i o n of problem l o c a t i o n s ; and
- assessment of major roadway segments.
During the preliminary design and engineering phase Selected
A l t e r n a t i v e 1/2 was r e f i n e d (as previously discussed) and the
FEIS t r a f f i c a n a l y s i s was subsequently re-evaluated.
The r e e v a l u a t i o n c o n c e n t r a t e s on t h e design year f o r t h i s p r o j e c t
26
�FEIS
D
ELEMENT
PR<^ OSED
Freeway
70
mph
Design
for
through
Speed
100
Bridge
Ramps
65
Year
Flood
lanes
to
mph
Unchanged
Unchanged
L e f t merge from e a s t b o u n d
E. C a p i t o l S t r e e t to
southbound
1-295
28
22
foot clearance
foot clearance
No
bike
(FEIS)
(MOA)
lane
Approach
DIFFERENCE
Unchanged
S a f e t y Improvements
Kenilworth
Avenue
o
Unchanged
14
foot
Bike
Embankment
clearance
lane
Minimizes
added
Bicycle
River
Eliminated
Single-twenty
impact
across
visual
Anacostia
impact
Unchanged
Twin-twenty
visual
access
Minimizes
S t o n e f a c i n g on
bridge
abutments, p i e r s ,
and
retaining walls
Parkway
ISSUES
REVISED
Designed
4
Table
3-1
REEVALUATION
35
mph
lights
Design
4
Lanes
No
truck
Graded
Designed
Median)
lights
Lanes
Truck
landscaped
for
2
Minimal
ban
and
lights
more p l e a s i n g
Unchanged
(Grass
Twin-twenty
Single-twenty
aesthetically
Unchanged
Alignment
Curvilinear
Speed
lights
25
year
R.O.W.
Flood
(No
Median)
l i g h t i n g for
ban
under
Maximizes
safety
Greater
setting
usable
parkland
compatibility
with
park-like
study
Unchanged
15 Y e a r f l o o d f o r r o a d w a y ,
T u n n e l pumping s t a t i o n s
s i z e d f o r 100 Y e a r f l o o d
D.C.
Criteria,
15
Year
Flood
Pumping s t a t i o n s added f o r
tunnels
and g r a d e - s e p a r a t e d
intersection
�FEIS
ELEMENT
PROPOSED
Parkway
o Ramps
Design
T a b l e 3-1
REEVALUATION
Continued
ISSUES
REVISED
speed
14.5 f o o t
freeway
25
mph
clearance
DIFFERENCE
Unchanged
under
Unchanged
At-grade
intersection
a t n d e p e n d e n c e Avenue
Grade-separated
R i g h t merge from n o r t h b o u n d
parkway to eastbound E. C a p i t o l
Street
Left
Ramp o n e
Unchanged
intersection
T
•
lane
i n each
direction
No t r a f f i c
costs, less
Eliminated
merge
l i g h t , lower
congestion
weaving
operating
problem
Grade-separated
intersection
a t parkway and E . C a p i t o l
Street
Direct
Avenue
I n d e p e n d e n c e Avenue to e a s t bound E. C a p i t o l S t r e e t
Grade-separated
intersection
a t parkway and E . C a p i t o l
Street
D i r e c t c o n n e c t i o n from Independence
Avenue to E. C a p i t o l S t r e e t
V e r t i c a l a l i g n m e n t 6' h i g h e r t h a n
existing connection
Connection to P e n n s y l v a n i a
Avenue f o r Stadium
events
No
Movements s e r v e d
B r i d g e ramps
Stadium
Unchanged
Independence Avenue
bound parkway
Access
o
Vehicular
Park
o
Land
Pedestrian
Use
to
north-
Access
Access
connection
Improved a c c e s s
western shore
Increased
R o u t e s on
freeway
b r i d g e and from E.
Capitol Street
Added
paths
No
Cemetery
Reconfigured/restriped
parking lots provides desired
number o f p a v e d p a r k i n g s p a c e s
Better
17.2
11.9
11th
into
Street
accessibility
and
through
park
Unchanged
taken
by
vehicular
access
Pedestrian/Bicycle
and from park
land
562
29.1
taken
parking
Acres
from
spaces
of
Parkland
to
on
c o n n e c t i o n from Independence
to E. C a p i t o l S t r e e t
taken
a c r e s of
parkland
required
utilization
less
a c r e s of
of
area
parkland
needed
�FEIS
ELEMENT
PROPOSED
Land
No DC
used
Use
T a b l e 3-1
REEVALUATION
continued
REVISED
General
Hospital
land
DIFFERENCE
DC G e n e r a l
3 acres to
No p r i v a t e
property
relocation/displacement
3.6
D e t a i l e d park
landscaping
Ongoing
transferring
project
I n c r e a s e s amount
for recreational
of land
use
available
Unchanged
3.9 a c r e s o f C o n r a i l
property
taken
Cemetery
ISSUES
plan
with
acres
required
0.3
vista
Lowered bridge;
near Cemetery
Maintain
drainage
D r a i n p i p e r e l o c a t e d , pumps
in tunnels
tunnels
D e v e l o p TSt] p l a n t o e n h a n c e
d i v e r s i o n o f t r a f f i c from
residential
streets;improve
traffic
flow
3rd
Street
Ramp
R e l o c a t e ramp;
with
freeway
Uth
Street
Ramps
Evaluate retention of
connections
Connection
t o SE/SW
r e t a i n e d and opened
Anacostia
Freeway
Widened t o 3 l a n e s a f t e r r e a l i g n e d ramp f r o m e a s t bound E . C a p i t o l S t r e e t
Bridge
Unchanged
Communication
Mechanism
Arrange meetings,
w i t h community
merge
workshops
Impact
on
vista
minimized
Better cemetery drainage,
adverse
impacts
Unchanged; Roadway l e s s
intrusive; Vegetation
type
under study
Transportation
System
Management
(TSM)
improve
acres
development
Preserve
Plant vegetation to
reduce roadway i n t r u s i v e n e s s
fewer
Unchanged; development ongoing
P h a s e I TSMs c o m p l e t e d
U n c h a n g e d ; L o c a t i o n t o be
established in coordination
with T r a f f i c Task
Force
E s t a b l i s h e d TCC
a n d CAG G r o u p s ;
ongoing
Freeway
to t r a f f i c
Meetings
Improve freeway a c c e s s f o r
Southeast neighborhoods
no
�FEIS
T a b l e 3-1
REEVALUATION
continued
ISSUES
REVISED
DIFFERENCE
Depressed parkway,
tunnel
s e c t i o n s , and r e t a i n i n g
w a l l s ; 2 l a n e roadway
Barriers
16 r e c e p t o r s
analyzed
S i t e s a d j a c e n t to parkway:
#2
6 7 . 7 dBA L e q
#12
7 0 . 9 dBA L e q
#14
6 7 . 9 dBA L e q
16 r e c e p t o r s
analyzed
S i t e s a d j a c e n t to parkway:
#2
6 0 . 1 dBA L e q
#12
6 6 . 1 dBA L e q
#14
6 0 . 5 dBA L e q
Q u i e t e r a d j a c e n t to parkway;
No v i o l a t i o n s o f C a t e g o r y B
standards
Low-noise
Unchanged
ELEMENT
PROPOSED
Noise
Noise b a r r i e r s
to roadways
adjacent
asphalt
Traffic
D i v e r s i o n from
non-freeway roadways
Unchanged
Air
16 s i t e s a n a l y z e d f o r CO;
No v i o l a t i o n s ( l o w b a c k g r o u n d
l e v e l s assumed)
16 s i t e s a n a l y z e d f o r CO;
No v i o l a t i o n s ( b a c k g r o u n d
l e v e l s r e v i s e d to conform
with o t h e r urban a r e a s and
USEPA r e c o m m e n d a t i o n s )
Quality
not
required
�(2006) and i n c o r p o r a t e s a more r e a l i s t i c r e p r e s e n t a t i o n of
capacity c o n s t r a i n t s on the SE/SW Freeway and s e v e r a l s p e c i f i c
TSM measures not included i n the FEIS. The proposed TSM measures
l i s t e d i n Table 2-1 are to be implemented i n conjunction with the
Barney C i r c l e Freeway Modification Project and were assumed to be
i n place for the re-evaluation forecast.
D i s t r i b u t i o n of T r a f f i c Across the Anacostia River Bridges
Table 3-2 compares the FEIS peak hour t r a f f i c forecasts f o r
Selected A l t e r n a t i v e 1/2 to the revised forecasts prepared during
the preliminary design and engineering phase. I n terms of t o t a l
b i - d i r e c t i o n a l movements over the two peak hours, i t i s estimated
that by the design year (2006) t r a f f i c on the new bridge and
parkway w i l l be approximately two-thirds of that forecasted i n
the FEIS. The reduction i n b i - d i r e c t i o n a l volume for the AM peak
hour (17%) i s l e s s than that for the PM peak hour (46%) . These
reductions a r e a t t r i b u t e d to capacity c o n s t r a i n t s on the SE/SW
Freeway west of 2nd S t r e e t SE. Planned safety and operational
improvements f o r the SE/SW Freeway should r e s u l t i n somewhat
greater improvements f o r the westbound (AM peak period) d i r e c t i o n
than f o r the eastbound d i r e c t i o n . The freeway sections were not
included i n the network used for the FEIS forecasts and therefore
are not included i n the peak hour forecasts.
I n o f f - p e a k t r a v e l p e r i o d s , t h e r e v i s e d a n a l y s i s shows no
s i g n i f i c a n t d i f f e r e n c e from the FEIS l e v e l of t r a f f i c diversion
onto t h e new f a c i l i t y . I n peak p e r i o d s , however, t h e f u l l
d i v e r s i o n predicted i n the FEIS w i l l not be achieved. Since
roughly 50 percent of average d a i l y t r a f f i c (ADT) occurs under
uncongested c o n d i t i o n s , t o t a l d a i l y d i v e r s i o n (on a 24 hour
basis) achieved by the project would be approximately 84 percent
of that projected i n the FEIS.
Table 3-3 shows the d i s t r i b u t i o n of t r a f f i c across a l l Anacostia
R i v e r bridges f o r the FEIS Selected A l t e r n a t i v e 1/2 and the
r e f i n e d design. Under r e f i n e d A l t e r n a t i v e 1/2 there would be l e s s
t r a f f i c on the Benning Road Bridge and roughly the same amount of
t r a f f i c on the 11th S t r e e t and South Capitol S t r e e t (Douglass)
Bridges compared to the FEIS forecasted volumes. The r e l a t i v e
decrease i n t r a f f i c on the new bridge would be made up by t r a f f i c
increases on westbound Pennsylvania Avenue (Sousa Bridge) and on
the eastbound East Capitol Street Bridge.
The conclusions on t r a f f i c d i v e r s i o n for most movements perceived
as problems remain unchanged from those i n the FEIS. Anacostia
Freeway t r a f f i c t o and from t h e n o r t h e a s t would be almost
e n t i r e l y diverted from the 11th Street and South Capitol Street
Bridges t o the new bridge. T r a f f i c d i v e r s i o n would also occur
between the East Capitol Street Bridge and the SE/SW Freeway
31
�Table 3-2
T r a f f i c Forecast Comparison
Year 2006
Alternative
(FEIS)
1/2
A l t e r n a t i v e 1/2
(Refined)
Parkway
1436
1174
AM Outbound
815
1402
PM Inbound
1101
509
PM Outbound
2203
1215
AM Inbound
3052
1818
AM Outbound
1557
1281
PM Inbound
1601
560
PM Outbound
2704
1811
AM B i - d i r e c t i o n a l T o t a l
(both roadways)
6860
5675
PM B i - d i r e c t i o n a l T o t a l
(both roadways)
7609
4095
14,469
9,770
AM Inbound
New Bridge
Grand T o t a l
�Table
Traffic
R I V E R CROSSING
Crossing
1!179
BASE ( F E I S )
IN
OUT
Anacoatia
3-3
River
2006
NO-BUILD(FEIS)
IN
OUT
(Peak
ALT
IN
Hour, Peak
2006
l/2(FEIS)
OUT
Direction)
2006
ALT 1 / 2 ( H E F I N E D )
IN
OUT
2006*
REFINED/EIS
IN
OUT
B e n n i n g Road
3230
2459
4261
3317
4478
3936
3381
3344
0.76
0.85
E. C a p i t o l S t .
4010
3674
5477
5579
4919
3114
5051
5417
1.03
1.74
3052
2704
1818
1811
0.60
0.67
New
0
Bridge
Ave.
Street
S. C a p i t o l S t .
TOTAL,
•
Ratio
0
0
3974
3291
4670
3853
4257
4607
6184
4410
1.45
0.96
6041
4982
7121
7077
6511
5851
6569
6145
1.01
1.05
3349
2909
3999
3259
3916
3713
3865
3846
0.99
1.04
20604
Pennaylvania
11th
0
17316
25628
23085
27133
23925
26868
24973
0.99
1.04
of refined A l t e r n a t i v e
1/2 t o F B I S A l t e r n a t i v e
1/2.
�ramps a t 3rd and 6th S t r e e t s SE.
The diversions from d i r e c t routes between downtown and the East
Capitol S t r e e t Bridge would be l e s s than indicated i n the FEIS,
but s t i l l would be s i g n i f i c a n t . T r a f f i c c i r c u l a t i n g through the
C a p i t o l H i l l neighborhoods was e s t i m a t e d i n t h e F E I S t o be
reduced by the project by 1,900 and 2,900 v e h i c l e s f o r the AM and
PM peak hours r e s p e c t i v e l y . The r e - e v a l u a t i o n a d j u s t s t h e s e
figures to approximately 850 and 1,850 v e h i c l e s r e s p e c t i v e l y .
Network-Wide Performance
O v e r a l l , t r a f f i c system performance under r e f i n e d A l t e r n a t i v e 1/2
was confirmed to be s i g n i f i c a n t l y improved over the No-Build
a l t e r n a t i v e . Table 3-4 shows the estimated network average speeds
for various a l t e r n a t i v e s i n d i f f e r e n t years. The networks used
for the FEIS and revised analyses were s l i g h t l y d i f f e r e n t (e.g.,
the re-evaluation network covered a l a r g e r geographic area and
did not include many l o c a l s t r e e t s ) and therefore the numbers are
not d i r e c t l y comparable. However, r e f i n e d A l t e r n a t i v e 1/2 shows a
consistent improvement i n network performance f o r both peak hours
i n 1991 and 2006. The FEIS Selected A l t e r n a t i v e 1/2 average speed
for 2006 PM peak hour was lower than the no-build a l t e r n a t i v e
speed because i t i n c l u d e d a h i g h l y congested at-grade
i n t e r s e c t i o n a t the eastbound East Capitol Street Bridge approach
and congestion along Independence and Constitution Avenues. The
r e f i n e d design replaces t h i s i n t e r s e c t i o n with a grade separation
and TSMs address the congestion problems.
Although construction of the Barney C i r c l e Freeway Modification
P r o j e c t w i l l improve o v e r a l l c o n d i t i o n s , average speeds a r e
predicted to decrease s u b s t a n t i a l l y between 1991 and 2006 f o r
r e f i n e d A l t e r n a t i v e 1/2. T h i s decrease i n average speeds
i n d i c a t e s a s i g n i f i c a n t systemwide i n c r e a s e i n t r a f f i c
congestion.
I d e n t i f i e d Problem Locations
The FEIS i d e n t i f i e d the following
p a r t i c u l a r attention:
four problem
locations f o r
1. The i n t e r s e c t i o n of Pennsylvania and Minnesota Avenues, with
25th S t r e e t SE and L'Enfant Square. The FEIS determined that
there would be no s i g n i f i c a n t change to t r a f f i c Levels-of-Service
(LOS) on the major approaches to t h i s i n t e r s e c t i o n between the
b u i l d and no-build a l t e r n a t i v e s , due t o i n s u f f i c i e n t capacity a t
t h i s i n t e r s e c t i o n . The r e - e v a l u a t i o n a n a l y s i s confirmed t h i s
f i n d i n g , with only two minor improvements i n projected LOS. Right
turns from southbound Minnesota Avenue t o westbound Pennsylvania
Avenue would increase from LOS F t o LOS B i n the PM peak period,
34
�Table 3-4
Average Network Speeds
Network
Analysis
Year
Averacre Speeds
AM
PM
(mph)
FEIS Base (No Freeway)
1979
17.1
19.1
Re-evaluation Base
(No Freeway)
1984
16.8
18.2
Re-evaluation Base
(No Freeway)
1991
15.7
16.0
Re-evaluation B u i l d
(Freeway)
1991
16.0
17.7
FEIS No-Build
(No Freeway)
2006
10.2
11.8
Re-evaluation Base
(No Freeway)
2006
13.0
13.4
FEIS Selected Alt.1/2
(Freeway)
2006
12.2
10.4 (1)
Refined A l t . ;1/2
(Freeway)
2006
14.0
14.6
(1) The FEIS shows 9.4 mph, with a note that i t r e f l e c t s an a t grade i n t e r s e c t i o n of Independence Avenue and t h e parkway.
Adjusting f o r t h i s one location alone, the average speed should
be about 10.4 mph.
35
�while westbound Pennsylvania Avenue movements would increase from
LOS F to LOS E i n the AM peak period. The s u b s t a n t i a l diversion
of t r a f f i c by the proposed freeway away from the eastbound
Pennsylvania Avenue to the northbound Anacostia Freeway movement
w i l l occur due to the project's provision of a d i r e c t connection.
2. The i n t e r s e c t i o n of Bladensburg Road, Benning Road, Maryland
Avenue, F l o r i d a Avenue, H S t r e e t , and 15th S t r e e t NE. The FEIS
did not project an improvement i n LOS a t t h i s l o c a t i o n due to
construction of the project. The re-evaluation concurred with
t h i s f i n d i n g , but determined that diversions to the proposed
freeway connection from east-west movements might permit the
westbound approach on Benning Road to operate a t LOS E rather
than LOS F i n the AM peak hour.
3. The 3rd S t r e e t SE ramp onto westbound SE/SW Freeway. The FEIS
determined that forced flow (LOS F) conditions would apply i n the
AM peak hour and LOS E i n the PM peak hour. The re-evaluation
i n d i c a t e d t h a t even w i t h the r e l o c a t e d ramp and s a f e t y and
operational improvements, t h i s location would s t i l l be a t LOS F
i n the AM peak hour although handling more t r a f f i c . Improvement
to LOS D i s possible f o r t r a f f i c moving o f f the Freeway and onto
northbound 1-395, but the mainline freeway w i l l probably remain
at LOS E or F because of capacity c o n s t r a i n t s downstream. An
advantage of the r e f i n e d design i n the o f f peak periods i s the
improved s a f e t y of the high speed merge.
4. The ramp from eastbound SE/SW Freeway t o eastbound
Pennsylvania Avenue. The FEIS projected that t h i s location would
improve from a no-build LOS C to LOS B i n the PM peak hour once
the f a c i l i t y i s operational.' The re-evaluation determined that
not a l l the FEIS predicted eastbound d i v e r s i o n would occur and
t r a f f i c remaining on t h i s l i n k would reduce the LOS to D i n the
PM peak hour.
Assessment
of
Mai or
Roadway
Segments
The r e - e v a l u a t i o n i d e n t i f i e d some changes i n the s e v e r a l
congested segments i d e n t i f i e d i n the FEIS. These changes are as
shown i n Table 3-5.
Although the t o t a l number of congested
locations decreases under r e f i n e d A l t e r n a t i v e 1/2, the l e v e l of
congestion on c e r t a i n l i n k s would be worse than o r i g i n a l l y
forecast i n the FEIS (e.g., eastbound Sousa Bridge i n the PM peak
hour).
Therefore, as stated i n the FEIS, peak hour congestion w i l l s t i l l
occur on mcst b r i d g e c r o s s i n g s and a t many o t h e r l o c a t i o n s
throughout the study area. However, the re-evaluation indicates
that r e f i n e d A l t e r n a t i v e 1/2
s t i l l represents a s u b s t a n t i a l
improvement f o r t r a f f i c conditions over the no-build a l t e r n a t i v e .
36
�Table 3-5
Roadway Segments Designated as Congested
Congest :ed with
Refined A l t . 1/2
PM
AM
Congested with
FEIS A l t . 1/2
AM
PM
Roadway Secrment
Benning Road Bridge
Eastbound
Westbound
X
X
E. Capitol S t . Bridge
Eastbound
Maryland Avenue NE
between G S t . and Benning
Eastbound
Westbound
X
X
X
Anacostia Freeway from
E. Capitol S t . to new
bridge crossing
X
i
New Bridge
X
Eastbound
9
37
�The o v e r a l l l e v e l of d a i l y t r a f f i c d i v e r s i o n a t t r i b u t e d t o the
project i s forecast t o be nearly equal t o that projected i n the
FEIS, with the s h o r t f a l l concentrated a t times and d i r e c t i o n s i n
which the SE/SW Freeway w i l l be congested. Even i n peak hours,
s u b s t a n t i a l t r a f f i c r e l i e f i s forecast f o r a l l problem movements
i d e n t i f i e d i n t h e F E I S , ranging from about h a l f t h e F E I S
d i v e r s i o n f o r east-west movements i n Capitol H i l l , t o f u l l FEIS
d i v e r s i o n from l o c a l s t r e e t s f o r the east side of the Anacostia
River.
2. CHANGES IN LAND USE
As proposed, the Barney C i r c l e Freeway Modification Project w i l l
require the taking of p u b l i c l y owned parkland, s p e c i f i c a l l y a
t o t a l of 17.2 acres from Anacostia Park. Since t h i s project i s
funded by FHWA, t h i s land i s protected under section 4 ( f ) of the
Department of Transportation Act of 1966. Section 4 ( f ) s t a t e s
that FHWA w i l l not approve any project which requires use of
p u b l i c l y owned parkland, recreation area, w i l d l i f e or waterfowl
refuge,
o r h i s t o r i c s i t e of n a t i o n a l , s t a t e , o r l o c a l
s i g n i f i c a n c e unless:
o
there i s no f e a s i b l e and prudent a l t e r n a t i v e t o the use of
such land; and
o
such a program includes a l l possible
harm r e s u l t i n g from use.
planning t o minimize
The FEIS concluded that no f e a s i b l e and prudent a l t e r n a t i v e f o r
use of t h i s parkland e x i s t e d . Technical evaluation and a n a l y s i s
demonstrated that A l t e r n a t i v e 1/2, when compared t o the other
proposed FEIS a l t e r n a t i v e s , had the l e a s t environmental impact to
Anacostia Park, the l e a s t community disruption, and was the most
cost e f f e c t i v e a l t e r n a t i v e f o r t h i s p r o j e c t . As stated i n the
F E I S , p l a n n i n g measures were recommended under
Selected
A l t e r n a t i v e 1/2 t o minimize any harm t o parkland that would
r e s u l t from t h i s p r o j e c t .
I n the preliminary engineering and design phase, these measures
and mitigating features of design were more f u l l y defined (see
Section I I ) . Mitigation as defined here are those measures which
have been developed t o protect Anacostia Park from the r e s u l t a n t
roadway impacts and preserve or enhance i t s a e s t h e t i c q u a l i t i e s .
I n c o o r d i n a t i o n w i t h t h e N a t i o n a l Park S e r v i c e (NPS) some
mitigation issues were i d e n t i f i e d i n the FEIS; i n the design
phase a few FEIS mitigation issues were eliminated while others
were created.
38
�Future Land Use
The proposed parkway w i l l permanently change e x i s t i n g land use i n
Anacostia Park. Land c u r r e n t l y undeveloped f o r r e c r e a t i o n a l use
w i l l be used f o r t r a n s p o r t a t i o n but other areas w i l l be brought
into r e c r e a t i o n a l uses. The Park Plan, Figure 2-4, d e t a i l s the
proposed future land use. The proposed freeway and parkway and
t h e i r associated improvements w i l l be constructed on land owned
by NPS, DC General Hospital, and Conrail (see Figure 3-1) . The
p r o j e c t w i l l take approximately 17.2 acres of land from NPS: 5.2
acres on the eastern shore f o r the proposed freeway, bridge, and
ramps connecting t o t h e e x i s t i n g A n a c o s t i a Freeway; and
approximately 12.0 acres on the western shore dedicated to the
proposed roadway. The land f o r both the freeway and parkway w i l l
be purchased by DCDPW from NPS.
I n addition, DC General Hospital w i l l t r a n s f e r approximately 3.0
acres of h o s p i t a l land located near the boundary of Anacostia
Park and the h o s p i t a l property. The h o s p i t a l has no i d e n t i f i e d
need f o r t h i s land and t h i s t r a n s f e r w i l l allow l e s s NPS land to
be needed f o r the proposed parkway alignment than as proposed i n
the FEIS. A d d i t i o n a l l y , approximately 3.6 acres of undeveloped
land w i l l be purchased from Conrail f o r t h i s project. Once the
proposed roadway i s operational, i t s dedicated right-of-way w i l l
be maintained by DCDPW, w h i l e p a r k l a n d w i l l continue t o be
maintained by NPS.
I n a separate action, the RFK Memorial Stadium p r a c t i c e f i e l d has
been d i s p l a c e d a s a r e s u l t o f t h e s i t i n g o f t h e Northeast
Boundary S w i r l Treatment f a c i l i t y on t h i s s i t e .
The ' S w i r l '
f a c i l i t y i s a primary sewage treatment plant designed t o improve
the water q u a l i t y and c l a r i t y of the Anacostia River.
This
f a c i l i t y i s an i n t e g r a l p a r t o f the D i s t r i c t o f Columbia's
commitment t o improve the water q u a l i t y and s a f e t y of t h e
Anacostia R i v e r . The p r a c t i c e f i e l d has been relocated to a s i t e
north of the Stadium between East Capitol S t r e e t and Oklahoma
Avenue, NE. The open space remaining from the o r i g i n a l s i t e of
the p r a c t i c e f i e l d a f t e r parkway c o n s t r u c t i o n w i l l remain
National Park Service property.
Other Issues
I n a d d i t i o n t o t h e s e d i r e c t changes, t h e parkway's t u n n e l
connections to the freeway, grade-separated i n t e r s e c t i o n , and i t s
l o c a t i o n near the A n a c o s t i a R i v e r and a d j a c e n t C a p i t o l H i l l
neighborhoods, pose s p e c i a l environmental issues.
Parkway Pumping S t a t i o n s . The preferred parkway option would be
below grade a t i t s c l o s e s t point t o Congressional Cemetery and
would have a grade-separated i n t e r s e c t i o n with i t s connection to
39
�BARNEY C I R C L E
FREEWAY
MODIFICATION
FIGURE
3- I
�East Capitol S t r e e t , a l t e r i n g drainage patterns on .the western
shore of the park. These design refinements required that design
and placement of two pumping s t a t i o n s be undertaken and
incorporated into the o v e r a l l parkway design: one for the tunnels
and one f o r the grade-separated i n t e r s e c t i o n . Each s t a t i o n ,
designed to 100 year flood requirements, w i l l also serve to
reduce flooding p o t e n t i a l i n the park by c o l l e c t i n g and disposing
of stormwater run-off. The s t a t i o n serving the tunnels would be
located near the southeast tunnel p o r t a l . To minimize any v i s u a l
i n t r u s i o n , the s t a t i o n w i l l be screened by vegetation, and w i l l
u t i l i z e appropriate a r c h i t e c t u r a l treatments to blend i n with
surrounding a r c h i t e c t u r e . S i m i l a r treatments w i l l be developed
for the northern pumping s t a t i o n as necessary.
Seawall Repairs. Impacts to the e x i s t i n g seawall on both shorel i n e s were i d e n t i f i e d i n the FEIS as a mitigation issue under
Selected A l t e r n a t i v e 1/2. Repairs and, i f necessary, reconstruct i o n of the seawall are the proposed mitigation measures.
The
seawall w i l l be repaired i n those sections where the project
improvements cut d i r e c t l y into the e x i s t i n g s t r u c t u r e , including
r e p a i r s on both shorelines at the point where the proposed bridge
p i e r s and seawall meet.
Additionally,
under the
proposed
Anacostia
Park
plan
improvements, the seawall w i l l be repaired along both sides of
the Anacostia R i v e r , p r i m a r i l y south of the r a i l r o a d bridge.
T h i s upgrading w i l l be performed as p a r t of the o v e r a l l
improvements to the park that w i l l be c a r r i e d out by NPS under a
separate contract and are not part of the Barney C i r c l e Freeway
Modification p r o j e c t .
3. ARCHEOLOGICAL RESOURCES
Preliminary archeological t e s t i n g f o r t h i s p r o j e c t took place i n
J u l y and August of 1984. T e s t i n g was conducted to l o c a t e ,
i d e n t i f y , and evaluate predicted archeological resources i n ten
segments on both s h o r e l i n e s of the A n a c o s t i a R i v e r .
Seven
segments did not y i e l d any resources of p r e h i s t o r i c or h i s t o r i c
a r c h e o l o g i c a l s i g n i f i c a n c e . However, t h r e e segments on the
e a s t e r n shore d i d c o n t a i n p r e h i s t o r i c r e s o u r c e s t h a t are
considered p o t e n t i a l l y e l i g i b l e f o r the National Register of
H i s t o r i c Places (Figure 3-2). Two of these areas ( s i t e s 51SE25
and 51SE26) w i l l need to be retested because t h e i r boundaries
could not be determined during the 1984 t e s t i n g .
The - t h i r d
segment ( s i t e 51NE25) does not need to be tested again, unless
grading, d r a i n a g e , or work other than what was
originally
proposed i n the FEIS i s to be undertaken. A d d i t i o n a l l y , the area
of the relocated ramp from eastbound East Capitol S t r e e t w i l l
need to be retested because the r e f i n e d design i s on a d i f f e r e n t
41
�BARNEY C I R C L E
FREEWAY
MODIFICATION
FIGURE
3 - 2
�alignment than that proposed i n the FEIS and
the o r i g i n a l t e s t i n g .
investigated i n
On
the western
shore, a s m a l l p o r t i o n of a segment
north/northwest of the o r i g i n a l segment tested i n 1984 w i l l need
to be r e t e s t e d . T h i s r e t e s t i n g i s necessary because the proposed
parkway alignment has s h i f t e d s i n c e the o r i g i n a l t e s t i n g
occurred.
Based on p r e v i o u s t e s t i n g of t h i s segment, the
p o s s i b i l i t y of l o c a t i n g a r c h e o l o g i c a l l y s i g n i f i c a n t resources i s
marginal.
Nonetheless, f u r t h e r t e s t i n g of t h i s segment i s
proposed i n accordance with Section 106 of National H i s t o r i c
Preservation Act of 1966. Although a d d i t i o n a l t e s t i n g i s needed
i n a few segments, archeological m i t i g a t i o n measures have not
been formulated f o r t h i s p r o j e c t . However, once r e t e s t i n g i s
completed, i f these segments y i e l d s u b s t a n t i a l resources and are
determined p o t e n t i a l l y e l i g i b l e f o r the N a t i o n a l R e g i s t e r ,
m i t i g a t i o n measures w i l l be developed.
4. RFK STADIUM PARKING LOT RECONFIGURATION
The proposed parkway alignment w i l l m a r g i n a l l y a f f e c t the
e x i s t i n g number of parking spaces a t the RFK Memorial Stadium
Complex. P r e s e n t l y , RFK Memorial Stadium has approximately
10,000 paved parking spaces.
As part of the preliminary design and engineering phase of the
project,
DCDPW determined t h a t the proposed parkway alignment
and the S w i r l F a c i l i t y w i l l displace 612 parking spaces
and
examined various reconfigurations of the e x i s t i n g parking l o t for
a more e f f i c i e n t use of space. A design f o r p a r k i n g l o t
reconfiguration has been developed which would produce 10,688
paved spaces. A f i n a l configuration f o r the parking l o t s w i l l be
selected during the f i n a l engineering phase of t h i s p r o j e c t .
This f i n a l configuration w i l l be determined i n
part by the
selected landscaping plan f o r the parking l o t s , which w i l l be
compatible with proposed improvements to Anacostia Park.
43
�IV.
PROJECT COSTS, SCHEDULE, AND FUNDING
The Barney C i r c l e Freeway M o d i f i c a t i o n P r o j e c t w i l l c o s t
approximately $143 m i l l i o n to construct and w i l l require 5 years
to complete design and construction. This cost i s the estimated
c o s t of t h e p r e f e r r e d refinements t o t h e F E I S S e l e c t e d
A l t e r n a t i v e 1/2. This aggregate amount includes
the project
components of freeway, parkway, bridge, t r a n s p o r t a t i o n - r e l a t e d
safety improvements, and landscaping t o areas a f f e c t e d by the
project. Monies f o r the p r o j e c t w i l l come from the I n t e r s t a t e
Highway Program as a Federal-aid p r o j e c t . The FHWA w i l l provide
approximately 95 percent of the t o t a l p r o j e c t costs
and DCDPW
w i l l provide the remaining 5 percent.
Costs of A l t e r n a t i v e s
I n the preliminary engineering and design phase following the
L o c a t i o n P u b l i c Hearing, refinements t o t h e F E I S S e l e c t e d
A l t e r n a t i v e were developed. Q u a l i t a t i v e cost estimates were done
to f a c i l i t a t e the comparison of a l t e r n a t i v e s although s a f e t y ,
transportation, and community issues were given greater weight.
Number of Lanes. The cost of the parkway i s c l o s e l y r e l a t e d to
the number of lanes since right-of-way and landscaping costs are
e s s e n t i a l l y the same f o r a l l a l t e r n a t i v e s . A four lane cross
section would cost approximately twice as much as the recommended
two lane parkway and a three lane parkway would be one and one
h a l f times as much.
Shoulders. Paved shoulders would cost about 30 percent more than
the recommended s t a b i l i z e d t u r f shoulders.
A s p h a l t . The recommended low n o i s e s k i d r e s i s t a n t a s p h a l t
pavement (open-graded a s p h a l t ) would c o s t approximately
20
percent more than standard asphalt pavement.
Bridge Height. Construction of a bridge with a 28 foot midspan
clearance would cost approximately 35 percent more than a bridge
with the recommended lower 14 foot clearance due t o the higher
p i e r s . The cost of constructing the approach roadway embankment
to achieve the necessary clearance between the freeway and the
parkway would be approximately t h e same as c o n s t r u c t i n g t h e
tunnels to achieve the same r e s u l t .
I n t e r s e c t i o n a t Independence Avenue/East C a p i t o l S t r e e t . The
recommended
grade-separated
i n t e r s e c t i o n would
cost
approximately 90 percent more than an at-grade i n t e r s e c t i o n .
The preferred refinements, therefore, include a l e s s expensive
parkway (2 lanes with t u r f shoulders), a l e s s expensive bridge
44
�(lower h e i g h t ) , but a more c o s t l y i n t e r s e c t i o n with Independence
Avenue and E a s t C a p i t o l S t r e e t ( g r a d e - s e p a r a t e d ) . T h i s
i n t e r s e c t i o n refinement i s considered to be worth the higher
c o s t , however, because of the t r a n s p o r t a t i o n and
safety
advantages i t provides. Projected costs and funding sources are
summarized on Table 4-1.
Schedule of Design Contracts
The p r o j e c t components have been divided into s i x separate f i n a l
design and construction contracts.
These contracts are as follows:
o
Contract One i s from Barney C i r c l e to the west abutment
of the proposed Anacostia R i v e r Bridge, including the
tunnels near Congressional Cemetery.
o
Contract Two i s the proposed Anacostia R i v e r Bridge.
o
C o n t r a c t Three i s from the proposed bridge e a s t
abutment to Anacostia Freeway and the Kenilworth Avenue
s a f e t y improvements.
o
Contract Four i s the parkway, interchange at East
Capitol
S t r e e t and
Independence Avenue,
and
reconstruction of the RFK Stadium parking l o t s .
o
Contract F i v e c o n s i s t s of a l l TSM measures, 3rd S t r e e t
ramp r e l o c a t i o n , and upgrade of the 11th S t r e e t Bridge
ramps.
o
Contract S i x c o n s i s t s of landscaping along the freeway,
parkway, ramps, and the RFK Stadium parking l o t s .
T a b l e 4-2 d e p i c t s the l e n g t h of each c o n t r a c t i n terms
engineering and construction time.
of
Anacostia Park Plan Improvements
A n a c o s t i a Park P l a n improvements w i l l be funded under four
categories: m i t i g a t i o n , replacement, s a l e of parkland, and other
District
funds.
M i t i g a t i o n monies a r e designated
for
improvements performed to lessen impacts to the park that w i l l
r e s u l t from constructing the r e f i n e d Selected A l t e r n a t i v e 1/2.
Replacement monies a r e earmarked f o r the replacement of
f a c i l i t i e s d i r . j c t l y taken by t h i s p r o j e c t . The D i s t r i c t of
Columbia and FHWA w i l l each provide a portion of the monies for
both a c t i v i t i e s . The National Park Service w i l l determine the
type and p r i o r i t y of park improvements to be performed with funds
45
�Table 4-1
Project Costs, By Contract and Source
FUNDING
CONTRACTS
CONTRACT
1
CONTRACT
2
CONTRACT
3
CONTRACT
4
CONTRACT
5
CONTRACT
6
FROM BARNEY CIRCLE TO WEST OF
A N A C O S T I A R V E R BRIDGE:
" F r e e w a y at g r a d e a n d r e t a i n e d fill
" 2 r a m p s to a n d f r o m p a r k w a y Including
cut a n d cover tunnels
A N A C O S T I A RIVER BRIDGE:
* 4 lane freeway w i t h ped/blke lane
"Bridge aesthetics
" L i g h t i n g etc.
FROM E A S T ABUTMENT TO
ANACOSTIA FREEWAY:
* 4 L a n e f r e e w a y a e r i a l fill a n d at g r a d e
"Ped/blke overpass
"Kenilworth Ave. safety Improvements
" R a m p from E. Capitol St. Bridge
" G r a d e s e p a r a t i o n b r i d g e at E . C a p i t o l
Street Bridge r a m p
PARKWAY:
" 2 L a n e p a r k w a y from f r e e w a y to E a s t
C a p i t o l Street B r i d g e
" G r a d e separated interchange with
Independence A v e n u e
" R . F . K . Stadium a c c e s s road
T.S.M.:
" D e m o l i s h e x i s t i n g T h i r d Street r a m p
" B u i l d n e w ramp to S . E . / S . W . F r e e w a y
" P a v e 1 1 th Street r a m p s
"Provide nelohborhood TSM measures
LANDSCAPING:
" P r o v i d e replacement mitigation
landscaping along freeway, parkway,
r a m p s a n d R . F . K . S t a d i u m p a r k i n g lot
" B i k e trails
TOTALS
SOURCE
IN ( $ ) M I L L I O N S
FEDERAL SHARE
INTERSTATE
INTERSTATE
URBAN PRIMARY
100%
90% —1 0%
78.93% —21.07%
$40.0
$00.9
$04.0
$36.0
$28.0
$09.6
$00.1
TOTAL
ESTIMATED
CONSTRUCTION
COST
$41.0
$40.0
$02.4
$40.0
LOCAL
DC SHARE
$14.0
$1 4.0
$05.0
$00.5
$02.5
$84.5
$05.5
$02.5
$41.9
SUMMARY:
TOTAL FEDERAL SHARE
TOTAL LOCAL SHARE
TOTAL PROJECT COST
$09.6
$1 36.0
$07.0
$1 43.0
$07.0
$143.0
�Table 4-2
Proposed Design and Construction Schedule
�from the s a l e of parkland.
Items to be funded as part of the
Barney C i r c l e Freeway Modification P r o j e c t are d e t a i l e d on Table
4-3 along with estimated purchase costs f o r NPS and Conrail
lands.
48
�Project
Cost
Table 4-3
Estimates f o r Park
Related Items
COST ESTIMATES FOR REPLACEMENT OF PARK F A C I L I T I E S TAKEN
BY PROJECT AND MITIGATION OF PROJECT IMPACTS ON PARK
QUANTITY
1
1,500
4
1
200
1
1
UNIT
COST
UNITS
I TEH
AC.
L.F.
EACH
L.S.
L.F.
L.S.
L.S.
PARKING LOTS
INTERNAL NPS ROADS
BIKE/PED RAMPS
BIKE/PED OVERPASS OVER RR
SEA WALL REHABILITATION
LANDSCAPING
RFK PARKING LOT
$95,000
200
400,000
2 ,000,000
1 ,000
325,000
2 ,500,000
TOTiftLS:
FHWA/DC
MITIGATION &
REPLACEMENT
$95,000
300,000
1,600,000
2,000,000
200,000
325,000
2,500,000
$7,020,000
ESTIMATED FAIR MARKET VALUE OF LANDS TO BE ACQUIRED FOR RIGHT -OF-WAY
NPS LAND
West Bank T a k i n g :
12.0 ACRES
Damages t o West Bank Remainder:
E a s t Bank, North S e c t i o n :
5.0 ACRES @
E a s t Bank, South S e c t i o n :
0.2 ACRES •
17.2 ACRES
CONRAIL LAND
West Bank T a k i n g :
E a s t Bank T a k i n g :
0.2 ACRES
3.4 ACRES a
3.6 ACRES
$240,000 /ACRE
=
$120,000 /ACRE
$210,000 /ACRE
=
•
TOTAL
13
•240,000 /ACRE
$210,000 /ACRE
TOTAL-
$2,880,000
$700,000
$600,000
$42,000
$4,180,000
=
-
$48,000
$714,000
$762,000
�Appendix A
Memorandum of Agreement
�APPENDIX A
SECTION 106
MEMORANDUM
OF AGREEMENT
Advisory
Council On
Historic
Preservation
T h . Old P0.1 Offi of 8 axi din |
1100 P W J I I ) Ivuiii fWDiM W W . **Oi
Mbsaiaflcm D C 1 0 0 M
KI>ytWCUW
WHEREAS,
Barney
the Federal
Circle
National
Council
Freeway
Register
of
on Historic
National
Historic
"Protection
affect
of
with
TWK,
the
the undertaking
agree
pursuant
and
of Columbia
of
106 of
the
In the
the
Advisory
the
Its Implementing
(36 c m
In o r d e r
that
Included
the c o m n t i
regulations,
part B O O ) ,
State
the undertaking
stipulations
on historic
has determined
properties
to S e c t i o n
470f)
Properties*
that
upon
requested
(16 U . S . C .
the District
the following
(FttA)
an affect
and has
(Council)
Act
and Cultural
(KPO) , and t h e C o u n c i l
accordance
have
Places
Preservation
AGREEMENT
Administration
will
Preservation
of H i s t o r i c
NOW, THERErORE,
Offlcar
Highway
project
Historic
Of
Historic
shall
to take
be
into
Preservation
lstil a s s e n t e d
account
In
the
properties.
Stimulations
Ftf-A w i l l
1.
ensure
that
Every effort will
This will include
a.
the
following
Geometric
design
study
clearance
height
of 2 2
tional
between
this
the
will
to
b.
etudy will
than
The boulevard
of
or less
Freeway
from
Crest 1 6 . 0 f t
and
will
height
of
to determine
and
If a
allowable
safety,
a highway
connection
ft*rosy
a
Circle
termini.
navigational
lower
clearance
If t h e U . S . C o a s t
clearance, FhWA
within
opera-
Th* results
the above
will
of
over
Guard
etterpt
constraints
and
the 25 year
flood
Agreeenerit.
to avoid
the Impact
of
flood.
of the boulevard
erbanluT»nt.
Is w i t h i n
navigational
of
out.
the structure
to provide
possible
be designed
to 14.5 f t .
are carried
the U . S . Coast G u a r d .
this Memorandum
the 100 year
The clearance
perfomed
to request
the proposed
the lowest
aaend
be
feet
constraints
be used
River
not permit
Instead
e.
the Anecastl*
obtain
will
will
and engineering
Anacostia
stipulations
be made to minimize the height
the following Itenc:
under
the
freeway
will
be
reduced
�-
d.
e.
2.
-3-
2 -
T h e freeway will be designed to allow for • 6 5 m p h design speed Instead
s 1 0 m p h design speed. This will sstabllsh the allowable g r a d e , super
e l e v a t i o n , lane widths and vertical and horizontal s i g h t d i s t a n c e *
required for s a f e t y .
of
Preliminary and final bridge designs, including the t y p e , site a n d location
of t h e s t r u c t u r e , w i l l be s u b m i t t e d to t h e C o u n c i l , D i s t r i c t o f C o l u m b i a
HPO, t h e o w n e r s o f C o n g r e s s i o n a l C e m e t e r y o r t h e i r r a s p r e s e n t a t I v e s , a n d
the Congressional Cemetery Association (CCA) for review s n d c o n t e n t . T h e
p l a n s w i l l a l s o b e s u b m i t t e d t o t h e N a t i o n a l P a r s S e r v i c e (HPS) f o r r e v i e w a n d c o m m e n t , a n d submitted to the National C a p i t a l P l a n n i n g
C o m m i s s i o n (NCPC) for action In a c c o r d a n c e w i t h District o f C o l u m b i a
procedures.
10.
A landscaping plan will be developed by a landscspe architect during the
design phase for the project In consultetion with H P S , the Commission
on fine Arts, s n d the owners of Congressional Cemetery or their
representatives, and C C A . This plan will be developed In coordination with
the plans for the portions of Anacostia Perk adjacent to t h e G m m e t e r y .
The
plan will be provided t o ths Council snd the District of C o l u s D l s K P O
for review snd c o s s e n t .
11.
A l l practical design measures will be taken to prevent
drainage In the vicinity of Congressional C e m e t e r y .
12.
An archeological tasting program will be developed in consultation with the
District of Columbia HPO based on the "Archeology Pinal Technical Deport N o .
1 2 * d a t e d F e b r u a r y , 1 9 6 3 , s n d t h e " w e u i . i i l j i . of U n d e r s t a n d i n g i
Archaeolog i c a l S i t e s w i t h i n t h e A r e a of P o t e n t i a l I m p a c t of t h e P r o p o s e d B a r n e y
Circle rreewey*'
b e t w e e n FtS-tA, t h e D i s t r i c t of C o l u m b i a D e p a r t m e n t o f
T r a n s p o r t a t i o n a n d t h e D i s t r i c t of C o l u m b i a KjPO a n d f i n a l i z e d o n
Lower a p e e d l i m i t s of I S m p h will be incorporated in the d e s i g n of t h e
b o u l e v a r d p o r t i o n o f A l t e r n a t i v e 1/2 w i t h t h e g o a l t h a t t h e r e d u c e d o p e r a t i n g
s p e e d of the f a c i l i t y will s i g n i f i c a n t l y reduce the n o i s e l e v e l s In t h e
v i c i n i t y c o m p a r e d t o the noise levels associated with a f a c i l i t y d e s i g n e d
for
freeway
9/22/61.
T h e r e s u l t s of t h e t e s t i n g p r o g r a m
District of Columbia H P O a n d t h e C o u n c i l .
shall
any impact
be provided
to
on ths
the
operations.
s.
3.
The boulevard portion
parkway type facility
4.
b.
Options shall be considered which H a l t the features above the parapet wall
(e.g., lighting standards, directional signing), snd lighting standards
(e.g. " t w i n - t w e n t i e s " ) c o n s i s t e n t w i t h the h i s t o r i c a l c h a r a c t e r of t h e
area will b e used in c o m p l i a n c e w i t h A A S H T O lighting s t a n d a r d s a n d
within safety and operational constraints.
FHWA shall ensure that, based o n the principles In Part 1 of t h s
C o u n c i l ' s h a n d b o o k T r e a t m e n t of A r c h e o l o g i c a l P r o p e r t i e s , s p l a n
Is d e v e l o p e d I n c o n s u l t a t i o n w i t h t h e D i s t r i c t o f C o l u m b i a H P O
specifying:
(1) w h i c h p r o p e r t i e s o r p o r t i o n s o f p r o p e r t i e s s h a l l b e
subjected to data recovery)
(2) which m a y be destroyed without such
a t t e n t i o n ; a n d (J) w h a t r e s e a r c h q u e s t i o n s s h a l l b e a d d r s s s s d b y t h e
data recovery effort s n d In what manner.
FW#\ shall ensure that ths
plan Is rsaponsive to the g u i d e l i n e s In Part III of t h s h a n d b o o k .
n*w\ s h a l l s u b m i t t h s p l a n t o t h e D i s t r i c t o f C o l u m b i a
HPO snd the Council for lS-dey review.
Unless ths District of
Columbia H P O or the Council objects within 15 day* after receipt of
the plan,
P M * s h a l l e n s u r e t h a t t h e p l a n i s I s p l i ••iTml
Stone facing will be provided o n the bridge abutments and piers and o n a n y
retaining walls which m a y be required throughout the project.
5.
If t h e t e s t s r e s u l t i n t h e d i s c o v e r y of p r o p e r t i e s t h a t I n t h s o p i n i o n
o f t h e D i s t r i c t o f C o l u m b i a H P O m a y b e e l i g i b l e f o r t h e National
rtsgister b e c a u s e t h e y p o t e n t i a l l y c o u l d p r o d u c e i n f o r m a t i o n I m p o r t a n t
to the study of h i s t o r y or p r e h i s t o r y ,
TWK s h a l l s n s u r e t h a t s u c h
properties are treated I n accordance with stipulation 1 2 . b
cont a i n e d In t h i s M e m o r a n d u m .
If t h e t e s t s r e s u l t I n t h e d i s c o v e r y o f
properties which ths District of Columbia W O believes m a y bo eligible
f o r t h e N a t i o n a l m e g l a t e r f o r o t h e r r e a s o n s , PtssV s h a l l r e q u e s t
f u r t h e r c o n s e n t s o f t h s C o u n c i l p u r s u a n t t o 1 6 CFT* S e c t i o n 1 0 0 . ( ( b ) .
•ft,
of the selected elternetlve w i l l be d e s i g n e d a s a
including curving alignment and planted m e d i a n s .
"Twin-twenty" lighting standards will be used on the boulevard in seeping
the c h a r a c t e r of m o s t of the older s e c t i o n s of d o w n t o w n W a s h i n g t o n .
with
7.
A noise barrier 12-14' high will be constructed adjacent to the boulevard
tn the vicinity of Congressional Cemetery.
The apeclfic design for such a barrier
w i l l be d e v e l o p e d d u r i n g the final d e s i g n of the p r o j e c t I n c o n s u l t a t i o n w i t h
the p r o g e n y o w n e r s or their r e p r e s e n t a t i v e s , O C A , the N a t i o n a l park S e r v i c e ,
t h e C o m m i s s i o n o n P i n e A r t s a n d t h e D i s t r i c t e f C o l u m b i a H P O . I f dees I c e d ,
t h i s w a l l c a n Include u s e of a n e a r t h b a r s , w h e r e p r a c t i c a l , a n d / o r b r i c k f a c i n g
to m i n i m i s e a d d i t i o n a l v i s u a l I m p a c t .
I.
"Low noise* asphalt will be used for t h e boulevard p o r t i o n o f t h e s e l e c t e d
a l t e r n a t i v e to reduce n o lee generated b y the m o v e m e n t of t i r e s o n pevessent.
I.
vegetation will be planted to 'screen* the noise barrier a n d roadway
frost t h e v i s i t o r s a t C o n g r e s s i o n a l C e m e t e r y s s o u c h a s p o s a l b l s
and reduce its intruslveneaa.
these plants w i l l not b e o f a v a r i e t y
grow to a height which would eventually block parts of the remaining
from the Cmmstery.
which
vista
1).
A mechanism will b e established to assure that lines sf enmssunication will
be maintained with ths Congressional Cemst«ry Association throughout ths
design process.
T h s Association w i l l be provided with Copies of ths n o n financial portions of ths monthly programs reports submitted t o District
Of Columbia DOT from the design consultant.
�Appendix B
Comment Sheet
�comment sheet
GOVERNMENT OF THE
DISTRICT OF COLUMBIA
MARION BARRY, JR.. MAYOR
barney circle freeway modification project
design public hearing
may 11 & 12, 1988
comments:
Please leave your comm ;nt sheet
in the box provided, or submit
comments within 30 days to:
DC Department of Public Works
Bureau of Transportation
Construction Services, DECA
Reeves Center, Fifth Floor
2000- 14th Street, N.W.
Washington, D.C. 20009
name:
address:
phone #:
group or organization:
(please print)
zip:
�o
r
D
D
0
C
0
D
D
0
c
D
D
n
�
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Design public hearing, May 11 & 12, 1988.
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1988
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Barney Circle
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Z-218.
T o use the booklet to best advantage w h i l e d r i v i n g , m o t o r i s t s s h o u l d t u r n to t h a t s e c t i o n w h i c h deals w i t h the h i g h w a y
( n u m b e r ) along w h i c h they are traveling. T h i s is readily found
by c o n s u l t i n g the i n d e x of h i g h w a y r o u t e s , g i v e n i n n u m e r i c a l s e q u e n c e , b e g i n n i n g o n p a g e 209. I n f o r m a t i o n i s g i v e n
just under the heading of each h i g h w a y route s h o w i n g the
course of the route on w h i c h h i s t o r i c a l m a r k e r s are located.
T h e r e are four other useful indexes:
( 1 ) A l p h a b e t i c a l arrangement of the a c t u a l i n s c r i p t i o n s of a l l
c o u n t y - l i n e a n d s t a t e - l i n e m a r k e r s , b e g i n n i n g o n p a g e 212.
( 2 ) N u m e r i c a l index of county-line and state-line m a r k e r s
( a l l Z ' s ) , a s Z - l t o Z - 2 8 6 , b e g i n n i n g o n p a g e 225.
( 3 ) I n d e x o f m a r k e r s by symbols,
a s A - 3 , M - 1 0 , W - 2 , e t c . , beg i n n i n g o n p a g e 230.
( 4 ) A l p h a b e t i c a l i n d e x o f m a r k e r s by titles,
beginning on
p a g e 246.
T h e t r a v e l e r i s encouraged to o b t a i n a n d use the official
s t a t e h i g h w a y m a p , i s s u e d a n d p e r i o d i c a l l y r e v i s e d by t h e
V i r g i n i a D e p a r t m e n t of H i g h w a y s , R i c h m o n d . W h e n e v e r d e s i r e d , the V i r g i n i a C o n s e r v a t i o n a n d D e v e l o p m e n t D e p a r t m e n t w i l l s u p p l y one o f t h e s e m a p s f r e e o f c h a r g e w i t h e a c h
c o p y o f t h e b o o k l e t , o r one m a y be o b t a i n e d by w r i t i n g t o t h e
Department at R i c h m o n d .
A w o r d o f c a u t i o n : W h e n e v e r a t r a v e l e r w i s h e s to v i s i t a
s p o t w h i c h i s s h o w n by a m a r k e r i n s c r i p t i o n t o be s o m e d i s t a n c e off t h e m a i n h i g h w a y , i t w i l l be w i s e t o m a k e l o c a l i n q u i r y a s to the best w a y to r e a c h i t , c o n d i t i o n of roads, e t c .
Additional Information I n T h i s Booklet
Page 3: A l i s t o f s o m e o f t h e m o r e i m p o r t a n t o f V i r g i n i a ' s
h i s t o r i c s h r i n e s w h i c h a r e n o t c o v e r e d by t h e s e s t a t e m a r k e r s .
The r e a s o n f o r t h i s i s t h a t , w i t h s o m e e x c e p t i o n s , t h e s e s t a t e
m a r k e r s are meant p r i m a r i l y for and are installed on the
h i g h w a y s , rather than w i t h i n cities and towns.
Page
5:
S o m e r e f e r e n c e s a s to
r e c r e a t i o n a l interest i n the State.
the significant places
of
Page 6: M e n t i o n o f a f e w o f t h e o u t s t a n d i n g n a t u r a l w o n ders of V i r g i n i a . T h e wise traveler w i l l obtain more c o m p l e t e i n f o r m a t i o n o n the m a n y n a t u r a l w o n d e r s o f t h e s t a t e ,
w h i c h a n n u a l l y a t t r a c t the a t t e n t i o n of thousands of v i s i t o r s .
Page 8: A v e r y b r i e f s u m m a r y o f t h e h i s t o r y o f t h e s t a t e —
t h i s a s p a r t i a l l y m e e t i n g t h e d e m a n d of m a n i f o l d r e q u e s t s f o r
some account of V i r g i n i a ' s h i s t o r y .
�State Historical Markers
of Virginia
Listing the Inscriptions on A l l
Such Markers on the Principal
Highways of Virginia, W i t h
Supplementary Data
SIXTH
EDITION
1948
Issued by
the
VIRGINIA DEPARTMENT OF
C O N S E R V A T I O N AND D E V E L O P M E N T
Richmond, Virginia
Published
DIVISION
AND
by
OF
Revised
PUBLICITY
ADVERTISING
by
DIVISION
AND
OF
HISTORY
ARCHAEOLOGY
�Notes on Virginia's Marker System
T
B y H . J . Eckenrode*
H E V i r g i n i a system of historical markers owes its inception to W i l l i a m E . Carson, first chairman of the V i r g i n i a
Conservation and Development Department. Subsequent
chairmen, including the present one, W i l l i a m A . Wright, have
fostered its growth and development.
M r . Carson evolved the idea of covering the state w i t h a
complete system of related markers on the main highways, so
placed as to be easily visible to the traveling public. T h i s was
begun i n 1927.
I n order to facilitate the reading of the marker inscriptions
without stopping the car, M r . Carson devised the marker booklet, which gives the f u l l text of the inscriptions, the symbol
designations (letter-and-number) of the markers and their
locations. ( T h e marker locations, appearing immediately under
each inscription i n the booklet, are based on distances and d i rections from the corporate limits of places shown on the official state highway map current when this booklet went to
press.) T h u s , by using the booklet, it is easy for a passenger,
even while the car proceeds at good speed, to catch the marker
symbol or the title and then read the complete inscription.
I n order to obviate traffic hazards for travelers wishing to
stop and examine markers, the V i r g i n i a H i g h w a y Department
establishes turnouts at the marker locations. These afford opportunity for pausing off the paved surface and reading markers
without danger from other traffic.
T h e V i r g i n i a marker system is original, and the design of
the markers belongs to the state. W h i l e markers have long been
installed at certain historical places, they were unrelated a n d
referred to a few m a i n points, such as noted houses or positions
on battlefields. T h e V i r g i n i a system not only marks b i r t h places and famous homes, churches and battlefields, but it also
tells the story of army movements along and off the roads. T h u s
it is possible by the markers to follow campaigns such as that
of 1781 ending at Y o r k t o w n , the Second Manassas Campaign,
the Gettysburg Campaign (for V i r g i n i a ) , and the Campaign
of 1864.
A s elsewhere stated, these markers are meant p r i m a r i l y for
the highways. However, under justifiable conditions and funds
being available, the installation of markers w i t h i n the corporate limits of cities and towns of some size is now permitted.
A t the present time a number of states have adopted the V i r ginia system of historical markers (using their own designs),
and other states are planning to follow.
•Director, Division of HiBtory and Archaeology, Virginia ConBervation
and Development Department.
2
A Brief Guide to Virginia Attractions
M
E N T I O N has been made elsewhere i n this publication
that the historical markers are, with certain exceptions,
meant for and confined to the highways. T h u s there
are many important historic places i n V i r g i n i a , located w i t h i n
cities and towns, which are not marked by this system.
T h e r e are presented below a few words about the more i m portant of such places; also some information on the p r i n cipal recreational attractions and n a t u r a l wonders of the Commonwealth.
T h i s data, plus the very brief section on V i r g i n i a ' s history,
make this publication more valuable as a guide to visitors. B u t
the booklet, containing no pictures, and necessarily omitting
other information, was never intended to be all-inclusive. I t
is published p r i m a r i l y for those having an interest i n V i r g i n i a
history.
I t is hoped, therefore, that prospective visitors to the State
w i l l secure more detailed information, especially i f they are
also interested i n the State's fine recreational attractions and
natural wonders. Such may be secured from a local A s k M r .
Foster T r a v e l B u r e a u , or a local motor club or tourist or travel
bureau. I f in Washington, one is invited to visit the V i r g i n i a
Conservation and Development Department's own travel bureau there. A t these bureaus one may obtain free information, booklets and maps. I f the V i r g i n i a visitor prefers, he
may write direct to the V i r g i n i a Conservation and Development
Department, Richmond, where his specific needs w i l l be met.
Motion pictures about the historic, scenic and recreational
attractions of the State are available to organizations on a free
loan basis. Interested parties are invited to w r i t e to the D e partment for a pamphlet listing films and the conditions of
distribution.
HISTORIC
J a m e s t o w n — S i x miles from W i l l i a m s b u r g on Route 3 1 .
Site of the first permanent E n g l i s h settlement i n America i n
1607. O l d church and cemetery, statues of Captain J o h n Smith
and I n d i a n Princess Pocahontas, monuments, museum and
archaeological work.
W i l l i a m s b u r g — R o u t e 60. A city restored by J o h n D . Rockefeller, J r . , to its setting i n colonial days when the State was
under the rule of B r i t a i n . Palace of the R o y a l Governors
and gardens, the Capitol, Raleigh T a v e r n , P u b l i c Gaol, L u d w e l l Paradise House, Bruton P a r i s h Church, W r e n B u i l d i n g on
Campus of the ancient College of W i l l i a m and M a r y , and others.
Y o r k t o w n — A b o u t fifteen miles from W i l l i a m s b u r g .
Surrender ground of American Revolution. Restored fortifications, n a v a l museum, Moore House, Y o r k H a l l , Digges House,
Colonial Grace C h u r c h , and others. Some places are admission
free.
3
�4
State Historical
Markers
of
Virginia
State Historical
M a r i n e r s ' M u s e u m — O n Route 60 near Newport News. A
unique collection of relics associated with the sea. A d m i s sion free.
G o l f M u s e u m — A t James R i v e r Country Club near N e w port News. Containing a rare collection of objects associated
with history of golf. Admission free.
A d a m T h o r o u g h g o o d H o u s e — T e n miles east of Norfolk on
Route 460. S a i d to be one of the oldest E n g l i s h houses of
brick construction i n America.
S t . P a u l ' s C h u r c h — I n Norfolk. S a i d to be almost the only
building that survived the bombardment and burning of N o r folk i n 1776. Admission free.
S t . L u k e ' s C h u r c h — I n Isle of Wight County, near S m i t h field. Also known as " O l d B r i c k C h u r c h . " Perhaps oldest
brick Protestant C h u r c h i n America. Admission free.
A r l i n g t o n — N e a r City of Washington. T o m b of Unknown
Soldier, amphitheatre and Lee Mansion.
G a d s b y ' s T a v e r n — - A t Alexandria. Colonial furnishings and
relics.
C h r i s t C h u r c h — I n Alexandria. George Washington
Robert E . Lee attended there. Admission free.
and
H o m e o f M a r y — I n Fredericksburg. T h e home of M a r y ,
mother of Washington. Colonial furnishings used by W a s h ington's mother.
K e n m o r e — I n Fredericksburg. T h e home of Betty, W a s h ington's sister. A notable example of colonial achitecture.
M o n r o e ' s L a w O f f i c e — I n Fredericksburg. Here James M o n roe, later President of the United States, conducted his business as a struggling attorney.
C a p i t o l — I n Richmond.
H a s famous Houdon statue of
Washington and other valuable works of art. Admission free.
J o h n M a r s h a l l H o u s e — I n Richmond. Home of great Chief
Justice, it contains many of his personal possessions.
P o e S h r i n e — I n Richmond.
A repository of manuscripts
and other possessions of E d g a r A l l a n Poe, the great poet and
story writer. Probably the oldest house i n Richmond.
W h i t e H o u s e of t h e C o n f e d e r a c y — I n Richmond. T h e
home of Jefferson D a v i s during the W a r Between the States, it
is now a museum housing priceless relics of the Lost Cause.
B a t t l e A b b e y — I n Richmond.
Also known as Confederate
Memorial Institute. H a s murals and other works of art associated w i t h Confederacy; nearby is the V i r g i n i a Museum of
Fine Arts.
S t . J o h n ' s C h u r c h — I n Ricmond.
Here P a t r i c k H e n r y
delivered his famous "liberty or death" oration i n 1775. A d mission free.
Valentine
Markers
Museum—In
Richmond.
prints, casts, books, tapestry, etc.
of
Virginia
5
Indian archaeology,
Admission
free.
S t . P a u l ' s C h u r c h — I n Richmond, neighboring the Capitol.
I t was i n this church i n the final days of the W a r Between the
States that President Jefferson D a v i s learned i n a message
from General Lee that the evacuation of Richmond was i m minent. Admission free.
The Crater—In
derground passages
that occurred here
engagements about
Appomattox.
the Crater at Petersburg,
remind the visitor of the
during the W a r Between
Petersburg foreshadowed
tunnels and u n desperate conflict
the States. T h e
the surrender at
R o t u n d a — U n i v e r s i t y of V i r g i n i a ; designed by Thomas J e f ferson, who also founded the U n i v e r s i t y . I t contains many of
Jefferson's papers and other valuable historical documents.
Admission free.
M i c h i e T a v e r n — N e a r Charlottesville. A museum of colonial
furniture.
The Manse—At
Staunton, Birthplace of Woodrow W i l s o n .
L e e C h a p e l — O n campus of Washington and Lee U n i v e r sity, Lexington. H a s famous recumbent statue of Lee. Here
Lee and several members of his f a m i l y are buried. L e e designed and superintended the construction of this chapel.
Stonewall Jackson is buried i n the town cemetery.
B a t t l e f i e l d P a r k s — C o n t a i n i n g battlefields on which were
fought important engagements of the W a r Between the States.
Richmond National Battlefield P a r k , near Richmond; P e tersburg National M i l i t a r y P a r k , near Petersburg; F r e d ericksburg and Spotsylvania National M i l i t a r y P a r k , near
Fredericksburg; Appomattox Courthouse National Historical
Monument, near Appomattox; Manassns National Battlefield
P a r k ; and Sailor's ( S a y l e r ' s ) Creek Battlefield P a r k , in A m e l i a
and Nottoway Counties.
RECREATIONAL
S h e n a n d o a h N a t i o n a l P a r k — O c c u p y i n g a choice area in
the beautiful B l u e Ridge Mountains, this park covers about
180,000 acres, and since it first opened has attracted more
visitors than any other national park. T h e feature attraction
is the Skyline D r i v e , 100-mile mountaintop boulevard which
runs along the crest of the ridges from Front R o y a l on the north
to near Waynesboro on the south. Lodges, cabins, restaurants
are i n the park for visitors who want to spend a day or a season. Sports include horseback riding, h i k i n g , swimming, fishing, etc. T h e flora and fauna are unusual and beautiful, and
in the heart of the area are streams, waterfalls, canyons and
other places of remarkable scenic beauty.
�6
State Historical
Markers
of
Virginia
S t a t e P a r k s — V i r g i n i a has seven state parks, which are ideal
for a day's outing or for a longer vacation i n cabins. A l l e x cept Pocahontas State P a r k have vacation cabins f u l l y equipped
and furnished. F a c i l i t i e s for tent and trailer camping are
available at Westmoreland, F a i r y Stone, H u n g r y Mother, and
Seashore P a r k s . T w o parks, H u n g r y Mother and Douthat,
have guest lodges for overnight visitors. E a c h park has picnic
areas, bathhouses and swimming facilities. P a r k s are: Douthat,
near Clifton Forge; H u n g r y Mother, near M a r i o n ; F a i r y Stone,
near Bassett; Pocahontas, near Chester; Seashore, near Cape
H e n r y ; Staunton R i v e r , near South-Boston; and Westmoreland,
near Montross.
S e a s h o r e — O u t s t a n d i n g among the seashore resorts i n V i r ginia is V i r g i n i a Beach, near Norfolk. F r o n t i n g on the A t lantic Ocean, this resort has many modern hotels and cottages. Sports available include bathing, swimming, golf, tennis, fishing, horseback riding, dancing, h i k i n g , etc. Other
beaches include Ocean V i e w and Buckroe, on Chesapeake B a y ,
which offer opportunities for fishing, bathing, swimming, dancing and other seashore sports, and Colonial Beach on the P o tomac R i v e r .
N a t i o n a l F o r e s t s — V i r g i n i a has two national forests, the
George Washington and the Thomas Jefferson (covering m i l lions of acres) which have recreational areas and also are
ideal for hunting and fishing.
SOME
NATURAL
WONDERS
N a t u r a l B r i d g e — T h e land was purchased i n colonial times
by T h o m a s Jefferson. M i l l i o n s of years old, this unique formation is one of the natural wonders of the world. I t is on
United States Route 11 near Lexington. A t night, it is i l l u m i nated and a pageant of music is presented.
C a v e r n s — N i n e caverns of limestone formations, each simil a r w i t h respect to type of formation but different w i t h respect
to size and color, are i n V i r g i n i a . E a c h appears to be a buried
city of geologic wonders. Great stalagmites and stalactites are
congealed here i n grotesque and awe-inspiring shapes. E a c h
is b r i l l i a n t l y lighted. T h e caverns now open are
Battlefield
Crystal, on United States Route 1 1 , one mile north of Strasburg; Dixie, on United States Route 1 1 , fourteen miles west of
Roanoke; Endless, three miles south of N e w M a r k e t on United
States Route 1 1 ; Grand, on V i r g i n i a Route 12 at Grottoes;
Luray, just west of the town of L u r a y , on United States Route
2 1 1 ; Massanutten,
s i x miles east of Harrisonburg, on United
States Route 3 3 ; Melrose, s i x miles north of Harrisonburg, on
United States Route 1 1 ; Shenandoah, three miles north of N e w
Market, 45 miles south of Winchester, on United States Route
1 1 ; Skyline, about one mile south of F r o n t R o y a l , on V i r g i n i a
Route 12, near the northern entrance to Skyline D r i v e .
State Historical
Markers
of
Virginia
7
N a t u r a l T u n n e l — A n immense n a t u r a l opening near B i g
Stone G a p , w h i c h winds through a mountain for more than
900 feet and emerges upon a vast arch and amphitheatre, said
to have been an I n d i a n place of worship. A railroad and stream
pass through it. T h e perfectly carved ceiling averages 100
feet i n height and its rugged walls range from 100 to 175 feet
apart.
M o u n t a i n L a k e — H i g h i n a pocket of Salt Pound Mountain
i n G i l e s County, Mountain L a k e looks into the s k y from a n
altitude of 3,850 feet. T h e " S i l v e r Gem of the Alleghanies"
is three-quarters of a mile long and i s a noted summer resort.
N a t u r a l C h i m n e y s — C a r v e d out of a mountain by erosion, a
cluster of strange rock formations, sometimes called " C y c l o pean T o w e r s , " looms up i n strong relief near Mossy Creek i n
Augusta County, l i k e chimneys of a ruined Forge of V u l c a n .
�Highlights of Virginia History
O R I G I N . W h a t is now the state of V i r g i n i a was originall)
considered a part of the Spanish possessions i n America,
though E n g l a n d had a vague claim to territory based on Cabot's
voyages. A settlement of Jesuit priests seems to have been
made in the Chesapeake area late i n the sixteenth century, but
it soon passed away. A grant of s i x hundred miles of unoccupied l a n d was conferred by Queen Elizabeth on S i r Walter
Raleigh, who sent out a n exploring expedition i n 1584. T h e
country on the North Atlantic shore of America was named
V i r g i n i a by Queen Elizabeth, probably for herself, the V i r g i n
Queen. T h e name applied to the whole extent of coast northwards from the Spanish settlements.
E N G L I S H S E T T L E M E N T . Raleigh sent out colonists to
the coast of the present state of N o r t h Carolina (Roanoke
I s l a n d ) i n 1585 and 1587, but these attempts failed, as witness
" T h e L o s t Colony." T h e V i r g i n i a Company of London, a
colonizing and trading agency, succeeded i n establishing a
settlement at Jamestown on James R i v e r , M a y 13, 1607, that
was destined to remain. T h i s was the first permanent E n g l i s h
settlement i n America.
FIRST GOVERNMENT.
T h e first government of the
colony was by a resident council appointed i n E n g l a n d , with a
president. T h e included territory stretched two hundred miles
southward and northward from the V i r g i n i a capes (charter of
1 6 0 9 ) , including the coasts of North C a r o l i n a and M a r y l a n d
and extending from "sea to sea", that is, to the Pacific Ocean,
supposed to be not far from the Atlantic. T h e London Company was given complete control of the colony. M a r y l a n d was
set off from V i r g i n i a i n 1634, C a r o l i n a i n 1663.
TRIALS.
T h e first colonists suffered terribly from scanty
food and exposure. Efforts at establishing manufactures failed,
but the colonists found a n economic support i n the cultivation
of tobacco, begun i n 1612. Numbers of colonists were sent
over from E n g l a n d but many of them died before becoming
acclimated; the mortality continued high for years.
P E A C E A N D W A R W I T H I N D I A N S . At the time of
the settlement V i r g i n i a was inhabited by a number of small I n dian tribes, Algonquian i n the coastal region. These formed
a confederacy presided over by the head chief, Powhatan.
E a r l y troubles with the Indians terminated with the marriage
of Pocahontas, Powhatan's daughter, to J o h n Rolfe, the i n augurator of tobacco cultivation i n V i r g i n i a by the settlers.
Opecancanough, who succeeded Powhatan as head of the confederacy, instigated a massacre, in 1622, in which nearly 400
colonists perished, about a third of the entire E n g l i s h population at that time. T h e w a r that followed resulted i n the
ousting of most of the I n d i a n tribes in the coastal region. A n 8
State Historical
Markers
of
Virginia
9
other massacre i n 1644 was followed by the expulsion of the
savages from the greater part of eastern V i r g i n i a .
F A L L O F T H E L O N D O N C O M P A N Y . T h e financial
affairs of the London Company were i n bad shape and the
company was rent by dissensions. These troubles, the high
mortality and the unprosperous state of the colony unfavorably impressed K i n g James, who revoked the charter i n 1624.
V i r ginia became a royal colony and remained so until 1776.
R E P R E S E N T A T I V E GOVERNMENT.
T h e London
Company, i n 1619, established a parliament for the colony,
one of the most important events i n American history since it
marked the beginning of popular representation i n the New
World. A s other E n g l i s h colonies came into being they were
likewise granted legislatures. T h e V i r g i n i a assembly early
established the rule that the taxing power for the colony belonged to it, not to the government in E n g l a n d . T h i s paved
the way for opposition to Parliamentary taxation in later years.
R O Y A L G O V E R N M E N T . T h e delegates acted in concert
with the governor and council appointed by the E n g l i s h government. T h e "rights of E n g l i s h m e n " , as announced i n Magna
Charta, were recognized i n V i r g i n i a after the first few years of
colonization. When Governor S i r J o h n H a r v e y ruled autocratically, he was seized and shipped back to E n g l a n d . H e
was followed as governor by S i r F r a n c i s Wyatt for a 2-3 year
term, and he i n turn by S i r W i l l i a m Berkeley, one of the most
picturesque figures i n colonial history. Berkeley's rule was
broken for some years by the overthrow of the royal government in E n g l a n d and the establishment of the Commonwealth
under Cromwell. V i r g i n i a , though loyalist i n sentiment, submitted to the new E n g l i s h regime. O n the Restoration ( 1 6 6 0 )
Berkeley became governor once more, but he was now old and
embittered by the reverses of the royalist party.
BACON'S R E B E L L I O N .
T h e Restoration was a misfortune for V i r g i n i a . T h e Navigation Acts restricted commerce to E n g l a n d and E n g l i s h vessels and resulted i n a f a l l
in the price of tobacco, the colony's great staple. N o election
for the assembly was held for a number of years, thus the same
set remained i n power. T h e small farmers, comprising the
bulk of the population, grew desperate. I l l - f e e l i n g was i n tensified by trouble with the Indians, who raided V i r g i n i a from
the North in 1675-76 and perpetrated outrages. Berkeley built
forts for frontier defense but the taxation for this purpose i n creased discontent. T h e rebellious farmers found a leader i n
Nathaniel Bacon, a young E n g l i s h m a n of ability and charm.
Bacon, leading his followers into unsettled southern V i r g i n i a ,
destroyed an I n d i a n town. Returning to the settlements, he
expelled Berkeley, who had proclaimed h i m a traitor, and
burned Jamestown, the seat of government. T h e rebellion was
a popular movement somewhat socialist i n character. Bacon,
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came into possession of most of the colony but on his death
the revolt collapsed ( 1 6 7 6 ) . Berkeley revenged himself on
the rebels by executing a number of them and confiscating estates.
FORM OF GOVERNMENT.
I n the colonial period the
government consisted of the governor, council and House of
Burgesses. Generally a lieutenant governor was the actual e x ecutive, as the governorship itself ( t i t u l a r ) was a prize for
E n g l i s h politicians who usually stayed at home. T h e council
comprised the upper branch of the legislature and the highest
court, also acting w i t h the governor i n administration. T h e
popular branch was the House of Burgesses, to which two members were elected for each county by freemen owning real estate.
Counties were first established i n 1634 (eight) and grew i n
number as the colony stretched westward. I n the seventeenth
century V i r g i n i a extended only to the head of tidewater; about
1700 it began to reach out into the piedmont and after 1716,
when Governor Alexander Spotswood crossed the B l u e Ridge
Mountains, it came to include the Shenandoah V a l l e y , extending eventually to the M i s s i s s i p p i R i v e r .
T H E E I G H T E E N T H CENTURY.
I n the eighteenth
century V i r g i n i a grew i n wealth and population. T h e r e were
many large estates and some fine houses. Plantations were
tilled by indentured (for a term of years) servants and by Negro
slaves, who came into the colony i n ever-increasing numbers.
However, the price of tobacco continued low and the small
farmers were generally poor and dissatisfied. Population
tended to move westward; this tendency was greatly accelerated
when K e n t u c k y was opened to settlement. Jamestown, the first
capital, was succeeded by W i l l i a m s b u r g , which continued to
be the center of the colony until 1780.
T H E F R E N C H A N D I N D I A N W A R . V i r g i n i a was l i t tle troubled with w a r from 1677 to the middle of the eighteenth
century. T h e n the extension of the F r e n c h power up the Ohio
Valley from the M i s s i s s i p p i threatened the colony, as the Ohio
R i v e r was considered as belonging to V i r g i n i a . Governor D i n widdie sent the young George Washington to protest against
the F r e n c h occupation. I n 1754, Washington, with a small
colonial force, came into conflict with the F r e n c h , beginning the
great w a r that lasted i n Europe until 1763. I n 1755 the B r i t ish government sent a small army under General Braddock to
expel the F r e n c h from the Ohio V a l l e y ; Washington went along
as a volunteer aide. T h e force was attacked by F r e n c h and I n dians at F o r t Duquesne (Pittsburgh) and utterly routed. Some
V i r g i n i a companies, holding their ground when the redcoats
ran, won the first military glory for the O l d Dominion, destined
to such fame i n later ages.
TROUBLES W I T H BRITAIN.
T h e w a r with France
had just ended i n Europe ( 1 7 6 3 ) when disputes began between
the colonists and the B r i t i s h government. I n 1763 the action
State Historical
Markers
of
Virginia
11
of that government i n vetoing a measure passed by the V i r g i n i a
assembly ( T h e Parson's Cause) was denounced as tyranny by
a young attorney named P a t r i c k H e n r y . T w o years later ( 1 7 6 5 )
H e n r y came to the fore when he h a d resolutions passed i n the
House of Burgesses condemning the action of Parliament i n
imposing the Stamp A c t on America. B u t for H e n r y ' s leadership the colonists might have acquiesced i n the B r i t i s h policy
of taxing the colonies. I n the resistance to the home government thus inaugurated V i r g i n i a played a leading p a r t ; Peyton
Randolph of V i r g i n i a became the first president of the Continental Congress ( 1 7 7 4 ) .
T H E REVOLUTION.
E v e n before hostilities broke out
i n the N o r t h , H e n r y , at a convention held i n Richmond, pleaded
for military measures i n his famous " G i v e me liberty or give
me death" speech. W i t h the beginning of w a r a provisional
government was organized i n V i r g i n i a and troops were raised.
D a n i e l Morgan with his riflemen accompanied Benedict A r n o l d
to C a n a d a and almost took Quebec. V i r g i n i a troops defeated
the royal governor, Dunmore, and drove h i m from the colony;
i n this warfare N o r f o l k was destroyed. George Washington
was elected commander of the American army. V i r g i n i a adopted
one of the first written constitutions, including Mason's celebrated Declaration ( B i l l ) of Rights. T h o m a s Jefferson wrote
the Declaration of Independence. V i r g i n i a , after being harassed
by plundering expeditions, was seriously invaded i n 1781 by
L o r d Cornwallis commanding the B r i t i s h army i n the South.
C o m w a l l i s , caught at Y o r k t o w n by the F r e n c h Fleet and the
French-American army under Washington and Rochambeau,
surrendered, practically ending the w a r (October 19, 1 7 8 1 ) .
T H E U N I T E D S T A T E S C O N S T I T U T I O N . Thirteen
sovereign states loosely leagued came out of the Revolution.
I n order to form a firm U n i o n James Madison ( " F a t h e r of the
Constitution") was instrumental i n calling the convention that
met i n P h i l a d e l p h i a and framed the United States Constitution, largely written by himself. Washington became the first
President and three other Virginians, Thomas Jefferson, James
Madison and James Monroe, were the third, fourth and fifth
Presidents respectively. V i r g i n i a gave stability to the United
States by ceding the M i d d l e West ( I l l i n o i s , Ohio, I n d i a n a , a n d
parts of other states), conquered by George Rogers C l a r k , a n d
by allowing K e n t u c k y to become a separate state. Jefferson
made the L o u i s i a n a Purchase i n 1803, vastly enlarging the
country. Madison fought the W a r of 1812 (1812-15) and
Monroe announced the Monroe Doctrine i n 1823.
T H E MID CENTURY.
V i r g i n i a lost its paramount position i n the U n i o n as other states passed it i n population and
wealth but it continued to have great weight. I t gave three
more Presidents to the U n i o n , W i l l i a m H e n r y H a r r i s o n , J o h n
T y l e r and Zachary T a y l o r . I n the increasing friction between
�12
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the sections, V i r g i n i a acted as peacemaker, seeking to prevent
the break-up of the U n i o n .
T H E W A R B E T W E E N T H E S T A T E S . A Peace Convention called by V i r g i n i a failed and the state was faced, i n
1 8 6 1 , w i t h the necessity of choosing between North and South
i n the war about to begin. Custom and tradition bound it to
the South; a state convention reluctantly passed an ordinance
of secession A p r i l 17, 1861. V i r g i n i a became the m a i n battleground of the war and the capital of the Confederacy. I t gave
thousands of troops to the cause and many of the leading gene r a l s : R . E . L e e , Stonewall Jackson, Joseph E . Johnston, Jeb
Stuart, A . P . H i l l , R . S. E w e l l , J u b a l A . E a r l y . M a n y battles
were fought on V i r g i n i a soil, among them the F i r s t and Second Manassas ( B u l l R u n ) , the Seven D a y s Battles, Winchester,
Port Republic, Fredericksburg, Chancellorsville, the Wilderness,
Spotsylvania, Cold Harbor, Cedar Creek. T h e long siege of
Petersburg ( J u n e , 1 8 6 4 - A p r i l , 1865) was followed by Lee's
retreat and surrender at Appomattox, A p r i l 9, 1865.
T H E RECONSTRUCTION.
V i r g i n i a became M i l i t a r y
District Number One i n 1867 under m i l i t a r y rule. A constitutional convention adopted a new constitution ( 1 8 6 8 ) and
V i r g i n i a representatives were admitted to Congress i n 1870.
T h e reconstruction i n V i r g i n i a was of brief duration; it suffered less than other Southern states. However, after 1870 i t
was convulsed by a conflict over the readjustment of the state
debt that upset the current state government and resulted i n the
election of W i l l i a m Mahone (Republican) to the United States
Senate.
R E C E N T H I S T O R Y . T h e state remained under the constitution of 1868 u n t i l 1902 when another constitution was
adopted. After the t u r n of the century, with the cessation of
political strife, V i r g i n i a began to go ahead rapidly. F r o m
being almost entirely r u r a l it became a great industrial community, w i t h factories and m i l l s of many k i n d s . I t is p a r ticularly noted for cigarettes, wooden ware, chemicals, textiles, shipbuilding.
I t s chief ports, Norfolk and Newport
News, export large quantities of coal from western V i r g i n i a
and West V i r g i n i a . V i r g i n i a has been well governed i n the
present century. I t s state debt is s m a l l , its credit of the best.
Sound financially, it seems destined for growth and prosperity.
Another V i r g i n i a n , Woodrow W i l s o n , was President, 19131921, he being the eighth Virginia-born President.
State Historical
UNITED
Markers
STATES
of
Virginia
R O U T E
13
1
F r o m A l e x a n d r i a south through Fredericksburg, R i c h m o n d , P e t e r s b u r g , S o u t h H i l l , to N o r t h C a r o l i n a L i n e .
Historic Alexandria
E-71
L a n d was first patented here i n 1657. I n 1731 a warehouse w a s
built on H u n t i n g C r e e k about w h i c h grew up the village of Belhaven.
T h e town of A l e x a n d r i a was established in 1749 and became one of
the main colonial trading centers. I t was a part of the original D i s t r i c t
of Columbia but w a s returned to V i r g i n i a in 1847.
At southern
entrance
of
Alexandria.
D e f e n s e s of W a s h i n g t o n
E-81
J u s t to the north lie F o r t s O ' R o r k e , W e e d , F a r n s w o r t h , and L y o n .
T o the east is F o r t W i l l a r d . These fortifications constituted the e x treme southern defense line of the city of Washington, 1862-65.
Fairfax
County:
.8 mile south of
Alexandria.
Little Hunting Creek
E-69
Margaret B r e n t , secretary to L o r d Baltimore, the first woman in
A m e r i c a to demand a vote, patented land here i n 1663. Augustine
W a s h i n g t o n lived here from 1734 to 1739, and here George W a s h ington passed most of his infancy.
Fairfax
County:
4.5 miles south of
Mount
Vernon
Alexandria.
Estate
E-68
T w o miles to the east. T h e original house was built in 1743
L a w r e n c e Washington. George W a s h i n g t o n came into possession
1752. F r o m here he set out, i n A p r i l , 1775, to take his seat in
Continental Congress. O n December 24, 1783, he returned from
a r m y and here he died on December 14, 1799.
Fairfax
County:
4.5 miles south of
by
in
the
the
Alexandria.
H i s t o r y on D o g u e R u n
E-67
L a n d on this stream, first patented in 1657, was later owned by
W i l l i a m Dudley, one of Bacon's supporters i n the rebellion of 1676.
R a n k i n ' s Point near by was bombarded by B r i t i s h ships in 1814.
Fairfax
County:
7-1 miles south of
Alexandria.
Washington's Mill
E-73
Just to the left is the restored m i l l operated by George Washington
for years.
(Restoration made by the State Commission on Conservation and
Development—1932.)
Washington's Mill
(Reverse)
J u s t to the right is the restored m i l l operated by George W a s h ington for years.
(Restoration made by the State Commission on Conservation and
Development—1932.)
Fairfax
County:
7.4 miles south of
Alexandria.
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Markers
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Virginia
State Historical
Woodlawn
T h e estate w a s inherited by N e l l i e Custis from George Washington.
T h e house w a s built i n 1805. A century later i t became the home of
Senator O s c a r W . Underwood.
Fairfax
County:
7.4 miles south of
Early
Land
County:
Alexandria.
Patents
5.6 miles north of
The
Prince
Woodbridge.
4.3 miles north of
Occoquan
E-59
William
County:
L a n d Patents
H e r e on Marumsco
Burbage in 1653.
E-72
T h i s building was begun in 1769 and completed by 1774, succeeding
an earlier church two miles to the south. I t w a s the lower c h u r c h of
T r u r o P a r i s h , established i n 1732, the parish of Mount V e r n o n and
Gunston H a l l .
George W i l l i a m F a i r f a x , George Washington and
George Mason, vestrymen, were members of the building committee
under w h i c h the church w a s constructed.
County:
15
Virginia
Early
E-63
Pohick Church
Fairfax
of
N e a r here i n 1608 Captain J o h n S m i t h found the " K i n g ' s H o u s e "
of the Doeg Indians. I n 1729, " K i n g " C a r t e r built a landing here to
ship copper ore. A town called Colchester w a s established here in
1753. Occoquan, to the west, was founded i n 1804. O n December 27,
1862, W a d e H a m p t o n raided Occoquan.
L a n d w a s first patented on A c c o t i n k C r e e k i n 1657.
Fairfax
Markers
E-66
Prince
William
At
C r e e k land w a s
County:
Early
Woodbridge.
first
E-56
patented
1.1 miles south of
Iron
by
Thomas
Woodbridge.
Furnace
E-58
I r o n was mined on this stream before 1738 and J o h n T a y l o e had
a furnace near by. A few miles to the east w a s " L e e s y l v a n i a , " home
of Robert E . Lee's grandfather.
Prince
William
County:
3.2 miles north of
Dumfries.
Woodbridge.
C a m p a i g n of 1781
Old
Telegraph Line
E-62
One of the first telegraph lines in the w o r l d , a part of the W a s h ington-New Orleans T e l e g r a p h Company, w a s built from W a s h i n g t o n
to Petersburg i n 1847. F r o m this the road took its name.
Fairfax
County:
4.1 miles north of
County:
3.2 miles north of
William
County:
At northern
entrance
of
Dumfries.
H i s t o r y at D u m f r i e s
E-60
H e r e on P o h i c k C r e e k the second George M a s o n settled i n 1690.
H e r e the Iroquois Indians, by a treaty of 1722, agreed to deliver up
r u n a w a y slaves. T h e fourth George Mason wished to build P o h i c k
C h u r c h on the creek, but was overruled by George Washington.
Fairfax
Prince
Woodbridge.
E v e n t s on P o h i c k C r e e k
E-53
Lafayette, coming to V i r g i n i a to take command, moved by this road,
A p r i l , 1781. H e r e passed W a s h i n g t o n and Rochambeau going to
Y o r k t o w n , September, 1781.
E-5S
A tobacco warehouse was built here i n 1730; the town w a s established in 1749 and became a noted port. I n 1774 it elected one of the
first Revolutionary committees of correspondence. W a s h i n g t o n came
to D u m f r i e s frequently. O n December 12, 1862, W a d e Hampton here
surprised a U n i o n force, capturing some w a g o n s ; and, on December
27, 1862, J . E . B . S t u a r t had a s k i r m i s h w i t h the U n i o n troops holding the place.
Prince
William
County:
At
Dumfries.
Woodbridge.
Chopawamsic
Gunston Hall
E-6S
Gunston H a l l , four miles to the east, is one of the most noted colonial
places in V i r g i n i a . T h e land w a s patented i n 1651 by R i c h a r d T u r n e y ,
who was hanged for t a k i n g part in Bacon's Rebellion i n 1676. I n 1696
the second George Macon acquired it. T h e house w a s built i n 17551758 by the fourth George Mason, Revolutionary leader and author
of the V i r g i n i a Declaration of R i g h t s and the first Constitution of
Virginia.
Fairfax
County:
2.4 miles north of
E-52
Settlement began here in 1651. S a m u e l Matthews, Governor of
V i r g i n i a , 1659-60, patented land here. O n December 27, 1862, F i t z
Lee, raiding from F r e d e r i c k s b u r g , struck the road here and moved
northward, capturing wagonsPrince
William
County:
4.3 miles south of
Dumfries.
P r i n c e W i l l i a m C o u n t y p. 221
Stafford
C o u n t y p.
Z-158
223
Woodbridge.
Historic Aquia Creek
F a i r f a x C o u n t y p. 215
P r i n c e W i l l i a m C o u n t y p.
Z-144
221
E-51
Giles B r e n t built a house here i n 1647. A f t e r the Indian W a r of
1676 this creek was for ten years the northern frontier of V i r g i n i a .
T h e A r m y of the Potomac, coming from the James, landed here in
August, 1862. F o r campaigns in 1862-63 this stream was the supply
base of the U n i o n a r m y .
Stafford
County:
3.6 miles north of
Stafford.
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State Historical
Markers
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State Historical
Virginia
Aquia Church
Stafford
County:
2.7 miles north of
Peyton's
E-79
I n this vicinity stood Peyton's O r d i n a r y . George Washington, going
to F r e d e r i c k s b u r g to visit his mother, dined here, M a r c h 6, 1769. O n
his w a y to attend the House of Burgesses, he spent the night here,
October 3 1 , 1769, and stayed here again on September 14, 1772.
Rochambeau's army, marching north from W i l l i a m s b u r g in 1782,
camped here.
Stafford
County:
1.8 miles north of
Stafford.
B a t t l e s of F r e d e r i c k s b u r g
At southern
Stafford
County:
.3 mile north of
Stafford.
Potomac Creek
N e a r the mouth of this creek, several miles east, explorers in 1608
found an I n d i a n village called " P e t o m e k , " from w h i c h the r i v e r took
its name. T h e r e the Indian princess, Pocahontas, was kidnapped by
Captain A r g a l l in 1613. T h e r e travelers landed from steamers to take
the stage to F r e d e r i c k s b u r g , early railroad terminus. Charles Dickens
landed there, going to Richmond, and returned the same way, M a r c h ,
1842.
Stafford County: 3 miles north of
Falmouth.
Marlborough
E-75
A t Potomac Neck, four miles east, land was laid off in 1691 for a
port and the town of Stafford County, called Marlborough. Houses
were built and the county court was held there for some years. T h e
town did not grow, and i n 1747, J o h n M e r c e r bought the county's
rights i n it.
Stafford County: 3 miles north of
Falmouth.
Historic Falmouth
E-47
Founded in 1727 as a trading center for the Northern Neck. H u n t e r ' s
iron w o r k s here were an objective in the V i r g i n i a campaign of 1781.
T h e A r m y of the Potomac camped here from November, 1862, to
June, 1863, and moved hence to Chancellorsville and Gettysburg.
Stafford
County:
At
Falmouth.
of
Fredericksburg.
E-43
O n this h i l l , a little to the east, L e e watched the battle of F r e d e r i c k s burg, December 13, 1862.
County:
1 mile south of
E a r l y ' s L i n e of
Fredericksburg.
Battle
E-42
H e r e J u b a l A . E a r l y formed line of battle across the road on the
afternoon of M a y 3, 1863, after being driven from F r e d e r i c k s b u r g by
Sedgwick.
Spotsylvania
E-48
entrance
Lee's Position
E-50
H e r e ran the original I n d i a n t r a i l . I n 1664 a road was opened here
and in 1666 it was extended to A q u i a Creek. I n 1750 this became a
post road. I n September, 1781, Washington passed over this road on
the w a y to Y o r k t o w n , and over it the F r e n c h a r m y later marched north.
E-44
T h e hill here is M a r y e ' s Heights, occupied by the Confederates in
the battles of December 13, 1862, and M a y 3, 1863. I n the first battle
a l l attempts of the U n i o n troops to take it failed. I n the second battle
(the Chancellorsville campaign) the U n i o n troops carried the position,
which was held by a small force.
Spotsylvania
Indian Trail
E-45
A settlement was made here at an early period. T h e town was
established in 1727 and was named for P r i n c e F r e d e r i c k , father of
George I I I .
At northern entrance of
Fredericksburg.
Stafford.
Ordinary
17
of Virginia
Fredericksburg
E-90
H e r e is A q u i a C h u r c h , the church of O v e r w h a r t o n P a r i s h , formed
before 1680 by the division of Potomac P a r i s h . I t was built i n 1757,
on the site of an earlier church, i n the rectorship of Reverend J o h n
Moncure, who was the parish minister from 1738 to 1764. T h e communion silver was given the parish in 1739 and was buried i n three
successive w a r s , 1776, 1812 and 1861.
Markers
County:
3.5 miles south of
A L T E R N A T E
Fredericksburg.
U . S. R O U T E
1
Fredericksburg
E-46-a
Captain J o h n S m i t h was here in 1608; Lederer, the explorer, in 1670.
I n M a y 1671 J o h n B u c k n e r and T h o m a s Royster patented the Lease
L a n d Grant. T h e town was established in 1727 and lots were laid
out. I t was named for F r e d e r i c k , P r i n c e of W a l e s , father of George
III.
T h e court for Spotsylvania County was moved here in 1732
and the town was enlarged in 1759 and 1769. F r e d e r i c k s b u r g was i n corporated as a town i n 1781, as a city i n 1879, and declared a city
of the first class i n 1941.
Spotsylvania
County:
2 miles south of
Falmouth.
Fredericksburg
E-46-b
Captain J o h n S m i t h was here in 1608; Lederer, the explorer, i n
1670.
I n M a y 1671 J o h n B u c k n e r and T h o m a s Royster patented
the Lease L a n d G r a n t . T h e town was established i n 1727 and lots
were laid out. I t was named for F r e d e r i c k , P r i n c e of W a l e s , father
of George I I I .
T h e court for Spotsylvania County was moved here
in 1732 and the town was enlarged in 1759 and 1769. F r e d e r i c k s b u r g
was incorporated as a town in 1781, as a city in 1879, and declared a
city of the first class in 1941.
Spotsylvania
County:
2 miles south of
Falmouth.
�State Historical
18
State Historical
Markers
of
Markers
of
Virginia
Virginia
Jerrell's Mill
RESUME
UNITED
STATES
ROUTE
S t a r t of S h e r i d a n ' s R a i d
1
E-39
H e r e Sheridan, moving from camp, came into the T e l e g r a p h R o a d
on his raid to Richmond, M a y 9, 1864, while L e e and G r a n t were
fighting at Spotsylvania. T h e 10,000 U n i o n c a v a l r y filled the road for
several miles. T u r n i n g from the road ten miles south, Sheridan came
into it again at Y e l l o w T a v e r n near Richmond.
Spotsylvania
County:
5.3 miles south of
Falmouth.
Stuart
E-8
A t this point J . E . B . S t u a r t had his headquarters and c a v a l r y camp
in December, 1862.
Spotsylvania
County:
5.4 miles south of
E-37
Grant's a r m y , moving east from Spotsylvania on M a y 2 1 , 1864,
reached this road here and followed it as f a r as the road to Guinea
Station.
4.5 miles north of
Thornburg.
Union A r m y Route
County:
Turn
County:
3.8 miles north of
E-36
Thornburg.
W h e r e Burnside Crossed
E-35
H e r e , at Smith's M i l l , Burnside's ( N i n t h ) Corps, A r m y of the
Potomac, crossed the N y R i v e r , M a y 2 1 , 1864, advancing southward.
Repulsed at the P o R i v e r , it recrossed the N y here and moved eastward.
Spotsylvania
County:
2-9 miles north of
Thornburg.
Where Burnside Turned
E-34
J u s t to the east at Stanard's M i l l , Burnside, on M a y 2 1 , 1864, a t tempting to move south, found the r i v e r held by the Confederates i n
force and turned east to Guinea Station.
Spotsylvania
County:
1.3 miles north of
Spotsylvania
County:
At
1.8 miles south of
C a r o l i n e C o u n t y p.
E-30
Thornburg.
Z-156
214
Nancy Wright's
E-28
A half mile east, at N a n c y W r i g h t ' s , W a r r e n ' s ( F i f t h ) and
W r i g h t ' s ( S i x t h ) Corps, coming from the east, on M a y 22, 1864,
turned south. W r i g h t camped here on M a y 22.
Caroline
County:
5.1 miles north of
Ladysmith.
Doctor Flippo's
E-29
P a r t of W a r r e n ' s ( F i f t h ) Corps, A r m y of the Potomac, camped at
this place on M a y 22, 1864, on the w a y to the N o r t h A n n a .
Caroline
County:
1.6 miles north of
Ladysmith.
Dickinson's Mill
E-26
L e e camped here, on M a y 2 1 , 1864, on his w a y to the N o r t h A n n a
to oppose G r a n t moving southward. E w e l l ' s and Longstreet's corps
rested here that night.
Caroline
County:
22 miles south of
Ladysmith.
Grant's Operations
E-25
H e r e , at Mount C a r m e l C h u r c h , on M a y 23, 1864, H a n c o c k ' s
( S e c o n d ) Corps turned south to the N o r t h A n n a R i v e r ; W a r r e n ' s
( F i f t h ) Corps and W r i g h t ' s ( S i x t h ) Corps here turned west to
Jericho M i l l s on the r i v e r . G r a n t had his headquarters i n the church
on M a y 24. O n M a y 27, 1864, the four corps of G r a n t ' s a r m y , r e turning from the N o r t h A n n a , here turned east to C o l d H a r b o r .
Caroline
County:
At Carmel
Church.
Long Creek Action
E-32
M u d T a v e r n w a s the old name of this place. S i x miles east, at
Guinea Station, Stonewall J a c k s o n died, M a y 10, 1863. I n the c a m paign of 1864, E w e l l ' s and Longstreet's corps of Lee's a r m y , coming
from Spotsylvania Courthouse, here turned south, M a y 2 1 , 1864. L e e
fell back to the N o r t h A n n a R i v e r as G r a n t s w u n g around to the east,
County:
in Sheridan's R a i d
Thornburg.
Mud Tavern
Spotsylvania
Thornburg.
A t this point i n his Richmond raid, Sheridan, after a fight w i t h
Confederate c a v a l r y commanded by General W i l l i a m s C . W i c k h a m ,
turned off the T e l e g r a p h R o a d to B e a v e r D a m , M a y 9, 1864. T h i s
change of route caused Sheridan to approach R i c h m o n d from the
northwest instead of the north.
B y this road the four corps of the U n i o n a r m y , coming from S p o t sylvania, moved east to Guinea Station on M a y 2 1 , 1864.
Spotsylvania
1.1 miles south of
S p o t s y l v a n i a C o u n t y p. 222
Lee's headquarters i n the winter of 1862-63 were a mile down this
road.
Spotsylvania
County:
5.4 miles south of Falmouth.
County:
Spotsylvania
E-38
Massaponax C h u r c h
E-31
H e r e , on M a y 9, 1864, Sheridan w a s attacked by W i c k h a m ' s c a v a l r y .
Nearby, on M a y 22, 1864, W a r r e n ' s ( F i f t h ) Corps, moving to the
N o r t h A n n a , fought Rosser's c a v a l r y .
Falmouth.
Lee's Headquarters
Spotsylvania
19
Thornburg.
E-24
T h e earthworks i n the angle between this stream and the N o r t h
A n n a R i v e r , held by a small Confederate force, were taken by G r a n t ' s
troops moving southward on M a y 23, 1864. T h e Unionists then a d vanced to the r i v e r , on the south side of w h i c h w a s L e e ' s a r m y .
Caroline
County:
2.4 miles south of Carmel
Church.
�20
State Historical
Lee
Markers
and
of
State Historical
Virginia
Grant
Hanover
County:
2.8 miles south of Carmel
Church.
C a r o l i n e C o u n t y p. 214
H a n o v e r C o u n t y p.
Z-155
217
Lafayette and Cornwallis
E-22
Lafayette, commanding an A m e r i c a n force, crossed this r i v e r a few
miles west, M a y 30, 1781. C o r n w a l l i s , the B r i t i s h commander, who
had followed him from the James R i v e r , near here gave up the
pursuit, J u n e 1, and turned westward. L a f a y e t t e moved on to the
Rapidan R i v e r , where he was joined by " M a d A n t h o n y " W a y n e .
Hanover
County:
3 miles south of Carmel
Church.
Hanover Junction
E-21
A n important point because the junction of t w o railroads. T h e
V i r g i n i a Central ( C . & O . ) was Lee's main line of supply in 1864
and was protected by the earthworks here. L e e camped here on M a y
22-23, 1864.
Hanover County:
7.6 miles north of Ashland.
Lee's Movements
E-20
A short distance east, at T a y l o r s v i l l e , L e e had his headquarters,
M a y 24-26, 1864, as his a r m y moved southeastward to intervene between G r a n t and Richmond.
T h e r e E w e l l ' s corps turned to Cold
H a r b o r , M a y 27, 1864.
Hanover
County:
6.2 miles north of
Ashland.
Lee's Left W i n g
E-19
O n this stream, the L i t t l e R i v e r , and to the west, Lee's left w i n g
rested while his a r m y faced G r a n t along the N o r t h A n n a , M a y 23-26,
1864.
Hanover County:
5.2 miles north of Ashland.
Lafayette and Cornwallis
E-18
Lafayette, commanding an A m e r i c a n force, crossed the r i v e r west of
this point, on M a y 29, 1781, while retreating before C o r n w a l l i s , who
moved a few miles to the east.
Hanover
County:
3-6 miles north of
Ashland.
Stuart's Ride Around McClellan
E-74
N e a r here, on W i n s t o n ' s F a r m , J . E . B . Stuart, advancing north,
camped on June 12, 1862. S t u a r t was scouting to find the position
of the right w i n g of M c C l e l l a n ' s a r m y besieging Richmond. A t this
point he turned east to H a n o v e r Courthouse. S t u a r t made a complete
circuit of the U n i o n a r m y .
Hanover
County:
1.9 miles north of
Ashland.
of
Virginia
Ashland
E-23
L e e and G r a n t faced each other on the N o r t h A n n a , M a y 23-26,
1864. U n i o n forces crossed here and four miles to the west but found
they could not dislodge Lee's center, w h i c h rested on the stream.
G r a n t then turned east to Cold H a r b o r .
Markers
21
E-16
H e n r y C l a y was born a few miles to the east, and as a boy brought
grain to a m i l l here. T h i s place was raided by Stoneman, on M a y 3,
1863; by K i l p a t r i c k , on M a r c h 1, 1864; and by Sheridan, on M a y 11,
1864.
Hanover County:
At
Ashland.
H e n r y at H a n o v e r Courthouse
E-15
S i x miles east still stands H a n o v e r Courthouse, i n w h i c h , December, 1763, P a t r i c k H e n r y delivered his great speech in the " P a r s o n s '
Cause", when he denounced the B r i t i s h government for vetoing an
act of the V i r g i n i a General Assembly.
Hanover
County:
At
Randolph-Macon
Ashland.
College
I-10-a
T h r e e blocks west is Randolph-Macon College for men, the oldest
Methodist college in A m e r i c a . I t w a s chartered i n 1839 and was
named for J o h n Randolph of Roanoke and Nathaniel Macon of
N o r t h C a r o l i n a . O r i g i n a l l y situated at Boydton in Southside V i r g i n i a ,
it w a s moved to its present location in 1868.
Hanover
County:
At
Ashland.
J a c k s o n ' s M a r c h to G a i n e s ' s M i l l
E-14
Stonewall J a c k s o n , coming from the Shenandoah V a l l e y , moved
east over the A s h c a k e R o a d to j o i n L e e , confronting M c C l e l l a n at
Mechanicsville, June 26, 1862. O w i n g to many obstacles, J a c k s o n did
not j o i n L e e until the next day, J u n e 27, 1862, w h i l e the battle of
Gaines's M i l l was raging. H i s attack won the battle.
Hanover
County:
.4 mile south of
Ashland.
L e e ' s T u r n to C o l d H a r b o r
E-13
L e e had his headquarters near here, M a y 27, 1864, w h i l e moving
south from the N o r t h A n n a R i v e r . H e r e Longstreet's ( A n d e r s o n ' s )
and H i l l ' s corps of his a r m y turned east to meet G r a n t at Cold H a r bor, where a great battle w a s fought, J u n e 3, 1864.
Hanover
County:
4.5 miles south of
S m i t h and
Ashland.
Lafayette
E-12
O n this stream some miles to the east, Captain J o h n S m i t h was captured by the Indians i n December, 1607. O n it Lafayette and C o r n w a l l i s camped in 1781.
Hanover
County:
4.9 miles south of
Ashland.
B a t t l e s on the C h i c k a h o m i n y
E - l l
N e a r this r i v e r and some miles to the east were fought the battles
of Seven Pines, M a y 31-June 1, 1862; Mechanicsville, J u n e 26, 1862;
Gaines's M i l l , June 27, 1862; Savage's Station, June 29, 1862; and
Cold H a r b o r , J u n e 3, 1864.
Hanover
County:
4.9 miles south of
H a n o v e r C o u n t y p. 217
Henrico
C o u n t y p.
217
Ashland.
Z-154
�22
State Historical
Markers
of
Virginia
Yellow Tavern
State Historical
E-7
T h i s is the site of Y e l l o w T a v e r n , a n old inn on the R i c h m o n d road.
I n this v i c i n i t y a c a v a l r y engagement took place, on M a y 11, 1864,
between S h e r i d a n raiding to Richmond and J . E . B . S t u a r t defending
the city. Sheridan penetrated the outer defenses of R i c h m o n d but
then turned off.
Henrico
2.5 miles north of
County:
Richmond.
Outer
Fortifications
Henrico
2.5 miles south of Richmond
County:
E-3
Sheridan, in his r a i d to R i c h m o n d on M a y 11, 1864, entered the
outer defenses on the B r o o k Road. A t this point he turned east to
Mechanicsville.
At Chamberlayne
and Azalia
Avenues,
Richmond.
Intermediate Defenses
H e r e r a n , east and west, the intermediate line of R i c h m o n d defenses, 1862-65. K i l p a t r i c k on his r a i d came, M a r c h 1, 1864, n e a r l y
to this spot.
At Laburnum and Chamberlayne Avenues,
Richmond
SA-29-30
Chesterfield County:
3.9 miles south of
Richmond.
S-9
County:
4.5 miles south of
Richmond.
S-10
S-15
Rich-
2.5 miles south of Richmond on south-bound lane.
County:
5.4 miles south of
Richmond.
I n t o the " B o t t l e "
S-12
T h e U n i o n a r m y , retiring across P r o c t o r ' s C r e e k after the battle:
of M a y 16, 1864, i n this v i c i n i t y turned east into the "bottle" between
the James and Appomattox R i v e r s .
County:
6 miles south of
Richmond.
Dutch Gap
S-4
1.5 miles south of Richmond.
A mile east is D r e w r y ' s B l u f f , James R i v e r fortification of
mond, 1862-65.
E a r t h w o r k s remain.
County:
H e r e ran the line of battle of the U n i o n a r m y on the morning of
M a y 16, 1864. T h e earthworks, taken by the Unionists on M a y 14,
were given up by them on M a y 16.
Chesterfield
O n the creek nearby stood the first iron furnace i n E n g l i s h A m e r ica, built i n 1619. I t was destroyed by the Indians i n the massacre
of 1622.
Drewry's Bluff
S-8
B a t t l e of D r e w r y ' s B l u f f
S-3
Chesterfield County: .7 mile south of Richmond.
See Ampthill, SA-30, p. 142.
Chesterfield County:
Richmond.
Headquarters of the U n i o n A r m y of the James, this old i n n w a s a
central point i n the battle of D r e w r y ' s B l u f f , M a y 16, 1864.
B u i l t i n 1732, the house ( n o w removed) w a s the home of A r c h i b a l d
C a r y , Revolutionary leader. T h e B r i t i s h a r m y under P h i l l i p s camped
here, A p r i l 29-30, 1781.
First Iron Furnace
3.9 miles south of
F r o m this point the Confederates, on M a y 16, 1864, moved to attack
the U n i o n A r m y of the James under B u t l e r advancing n o r t h w a r d on
Richmond.
Chesterfield
Ampthill Estate
County:
H a l f - W a y House
Markers
p. 142
lane.
S-7
B a t t l e of D r e w r y ' s B l u f f
Chesterfield
Richmond.
on north-bound
I t was several miles to the west. H e r e Steuben had his m i l i t i a camp
in 1780-81. T h e barracks were burned by the B r i t i s h General P h i l l i p *
on A p r i l 27, 1781.
Chesterfield
E-2
23
S-5
Chesterfield Courthouse
Chesterfield
Where Sheridan Moved E a s t
Virginia
T h i s bluff on the James R i v e r , a mile east, w a s fortified by Captain
A . H . D r e w r y i n 1862. A U n i o n fleet, attempting to pass it, w a s
driven back, M a y 15, 1862; and thereafter it served as a bar to a t tacks on Richmond by water. O n J u n e 16, 1864, Longstreet's Corps
of Lee's a r m y crossed the r i v e r there going to the defense of P e t e r s burg.
E-6
.7 mile north of Richmond.
County:
of
D r e w r y ' s Bluff
Chesterfield
H e r e , east and west, r a n the outer line of R i c h m o n d defenses, 186265. A t this point Sheridan's c a v a l r y , raiding to Richmond, broke
through the line on M a y 11, 1864, after the fight at Y e l l o w T a v e r n .
Markers
S-13
T h i s great bend i n the James R i v e r lies due east. T h e town of
H e n r i c o was established here i n 1611. I n August, 1864, B . F . B u t l e r
cut a canal through the neck, shortening the r i v e r five miles.
Chesterfield
County:
6.7 miles south of
Richmond.
Osborne's W h a r f
S-14
T h i s old w h a r f lay to the east. H e r e Benedict A r n o l d burned state
warships on A p r i l 27, 1781, and was here joined by P h i l l i p s . Lafayette,
crossing the J a m e s , camped here, M a y 8-10, 1781, on his, way to
Petersburg.
Chesterfield
County:
6.7 miles south of Richmond,
�24
State Historical
Markers
of
State Historical
Virginia
Bermuda Hundred
Chesterfield
County:
7.8 miles south of
S-17
County:
7.8 miles south of
Chesterfield
County:
7.5 miles north of
Petersburg.
Feeling Out Fight
S-19
County:
The
6.9 miles north of
Petersburg.
"Bottle"
S-18
T h i s is the peninsula between the James and Appomattox R i v e r s
in which the A r m y of the James w a s "bottled" by Beauregard i n
1864-65. T h e line of U n i o n earthworks was enclosed by a line of
Confederate w o r k s .
Chesterfield
County:
6.2 miles north of
Petersburg.
Port Walthall Junction
S-22
T h i s is on the railroad j u s t to the east. H e r e the U n i o n a r m y ,
coining from the James R i v e r on M a y 7, 1864, began to tear up the
railroad.
Chesterfield
County:
5.4 miles north of
S-24
H e r e the U n i o n A r m y of the James, on M a y 9, 1864, turned southw a r d toward Petersburg.
Chesterfield
County:
4.1 miles north of
Petersburg.
Union A r m y Checked
Dinwiddie
Chesterfield
County:
3.4 miles north of
m:
County:
.4 mile west of
Petersburg.
S-49
I n the field a short distance north of this road, the Confederate
General A . P . H i l l was killed, A p r i l 2, 1865. H i l l , not knowing that
Lee's lines had been broken, rode into a party of U n i o n soldiers a d vancing on Petersburg.
Dinwiddie
County:
2.8 miles south of
Petersburg.
Hatcher's R u n
S-50
Lee's right w i n g was defended by earthworks on this stream, here
and to the east. These w o r k s were unsuccessfully attacked by U n i o n
forces, F e b r u a r y 5-7, 1865. O n the morning of A p r i l 2, 1865, they
were stormed by U n i o n troops.
Dinwiddie
County:
6.4 miles south of
Petersburg.
Burgess Mill
S-51
A n old m i l l stood here, w i t h earthworks. O n October 27, 1864,
General Hancock, coming from the south, attempted to cross the r u n
here and reach the Southside R a i l r o a d . H e was supported on the east
by W a r r e n ' s ( F i f t h ) Corps. T h e Confederates, crossing the run from
the north side, intervened between the two U n i o n forces and drove
them back.
S-25
Petersburg.
~~
1-6
Where Hill Fell
Dinwiddie
I l e - e the A r m y of the James, moving on Petersburg, M a y 9, 1864,
was checked by the Confederate defenses on the creek and turned
northward.
<
C e n t r a l State H o s p i t a l
Petersburg.
A d v a n c e on P e t e r s b u r g
f,
Established in 1869 in temporary quarters at H o w a r d ' s Grove near
Richmond. I n 1870 it came under control of the State. I n 1885 it
was moved to the present location, the site of " M a y f i e l d P l a n t a t i o n , "
which was purchased and donated to the State by the C i t y of P e t e r s burg. T h e first hospital in A m e r i c a exclusively for the treatment of
mental disease i n the Negro.
T h e Confederates, feeling out the U n i o n lines, attacked them just
to the east on J u n e 2, 1864, but soon withdrew.
Chesterfield
S-26
Petersburg Markers ^
Q A s e r i e s pp. 202-5
S-23
A t the C l a y house to the east Lee, going to the defense of P e t e r s burg, had his headquarters on June 17, 1864.
September,
F r o m this h i l l Lafayette, on M a y 10, 1781, shelled the B r i t i s h in
Petersburg.
At Colonial
Heights.
Richmond.
Lee's Headquarters
25
S-27
L a f a y e t t e at P e t e r s b u r g
A t this station, two miles west, the U n i o n a r m y of the J a m e s , t u r n ing toward Richmond, fought an action on M a y 10, 1864, and tore up
the railroad.
Chesterfield
Virginia
Lee's headquarters from the latter part of June, 1864, to
1864, were here.
At Colonial
Heights.
Richmond.
Chester Station F i g h t
of
Lee's Headquarters
S-21
T h i s place, some miles to the east, is on the James at the mouth of
the Appomattox.
A town was established there in 1613. P h i l l i p s and
A r n o l d sailed from there in M a y , 1781. I n M a y , 1864, it became the
base of operations of the A r m y of the James.
Markers
County:
6.4 miles south of
Petersburg.
White Oak Road
S-52
T h e extreme right of Lee's line rested on this road, which was
entrenched.
General W a r r e n , advancing against Lee's w o r k s here,
M a r c h 31, 1865, w a s driven back.
Reinforced, W a r r e n advanced
again, forcing the Confederates to retire to the road. O n it, s i x miles
west, the battle of F i v e F o r k s was fought next day, A p r i l 1, 1865.
Dinwiddie
County:
6.8 miles south of
Petersburg.
�26
State Historical
Markers
of
Virginia
State Historical
A c t i o n of M a r c h 29, 1865
S-53
J u s t south of the junction here of the Boydton P l a n k R o a d and
Q u a k e r Road, General W a r r e n , moving n o r t h w a r d , came into conflict
w i t h Anderson's Corps of L e e ' s a r m y . A f t e r a sharp action, Anderson
fell back to the trenches on the W h i t e O a k Road, M a r c h 29, 1865.
Dinwiddie
County:
7.7 miles south of
Petersburg.
of
Virginia
Birch's Bridge
27
S-57
A t B i r c h ' s B r i d g e ( v e r y near this bridge) the second W i l l i a m B y r d
and his party crossed the r i v e r , i n September, 1733, on their w a y to
inspect B y r d ' s land holdings in N o r t h C a r o l i n a . B y r d wrote an account of this trip w h i c h he called " A J o u r n e y to the L a n d of E d e n . "
O n his return, he " l a i d the foundation" of Richmond and Petersburg.
Brunswick
Dinwiddie Courthouse
Markers
County:
2.8 miles
south
of
McKenney.
S-54
Ebenezer Academy
S-58
Sheridan, coming here from the east, pushed on beyond. H e w a s
attacked by P i c k e t t , M a r c h 3 1 , 1865, and driven back to this place.
A fierce action was fought just to the west of the road here. D a r k n e s s
saved Sheridan f r o m defeat. I n the night P i c k e t t fell back to F i v e
F o r k s , where he was followed by Sheridan and defeated n e x t day,
A p r i l 1.
Dinwiddie County:
At
Dinwiddie.
A few hundred yards east is the site of Ebenezer Academy, founded
i n 1793 by Bishop A s b u r y , the first Methodist school established i n
V i r g i n i a . I t passed out of the hands of the church but remained a
noted school for many years.
Vaughan Road
Sturgeon Creek
S-55
O v e r this road G r a n t ' s forces came from the east to attack L e e ' s
right w i n g . H a n c o c k moved by it to his defeat at Burgess M i l l ,
October 27, 1864. O v e r it Sheridan came to D i n w i d d i e Courthouse,
M a r c h 29, 1865, in the operations preceding the battle of F i v e F o r k s .
Dinwiddie
County:
At
Dinwiddie.
S c o t t ' s L a w Office
S-45
J u s t to the west stands the l a w office occupied i n
Lieutenant-General W i n f i e l d Scott, commander of the
A r m y , 1841-1861.
Scott, born here, J u n e 13, 1786,
to the bar in 1806 and entered the a r m y i n 1808. H e
1866.
Dinwiddie County:
At
Dinwiddie.
e a r l y life by
U n i t e d States
w a s admitted
died, M a y 29.
Chamberlain's B e d
County:
Dinwiddie.
C a m p a i g n of 1781
County:
1.5 miles south of
Dinwiddie.
At
Cochran.
Fort Christanna
S-66
N i n e miles south is the site of F o r t Christanna, built i n 1714 by
Governor A l e x a n d e r Spotswood as a protection to settlers and t r i b u t a r y Indians. U n d e r its shelter several tribes dwelt and a n Indian
school w a s established there. W h e n settlements spread beyond it to
the west, the fort w a s abandoned.
County:
At
Cochran.
Staunton R i v e r
Raid
S-74
T h e U n i o n General W i l s o n , returning to G r a n t ' s a r m y from a raid
to Staunton R i v e r , crossed the road near here, June, 1864.
County:
6.1 miles south of
C a m p a i g n of
This
Cochran.
Brunswick
D i n w i d d i e C o u n t y p. 215
213
1865
S-79
Sheridan, raiding to South Boston, crossed this r i v e r at the old
bridge, A p r i l 24, 1865.
Dewitt.
B r u n s w i c k C o u n t y p.
County:
S-40
F i v e miles southeast stands Saponey C h u r c h , built i n 1728.
church, the oldest i n Dinwiddie County, is still i n use.
At
S-65
S-62
Saponey C h u r c h
County:
S-60
H e r e the first courthouse of B r u n s w i c k County w a s built about
1732. I n 1746, when the county w a s divided, the county seat w a s
moved east near Thomasburg. I n 1783, after Greensville County had
been formed, the courthouse w a s moved to L a w r e n c e v i l l e .
Brunswick
Dinwiddie
Cochran.
O l d Brunswick Courthouse
Brunswick
T h e B r i t i s h c a v a l r y m a n T a r l e t o n , returning to C o r n w a l l i s f r o m a
raid to Bedford, passed near here, J u l y , 1781.
Dinwiddie
6-8 miles north of
A branch of the Nottoway, named for the huge fish once caught i n
it. W i l l i a m B y r d , returning from the expedition to survey the V i r g i n i a - N o r t h C a r o l i n a boundary line, camped on this stream i n N o v e m ber, 1729.
Brunswick
County:
5.7 miles north of Cochran.
S-S6
1.1 miles south of
County:
Brunswick
T h a t stream flows into Stony C r e e k a mile west. O n M a r c h 3 1 ,
1865, P i c k e t t and W . H . F . L e e , coming f r o m F i v e F o r k s , forced a
passage of Chamberlain's B e d i n the face of Sheridan's troops, w h o
were driven back to D i n w i d d i e Courthouse.
Dinwiddie
Brunswick
Z-37
County:
7.3 miles south of
Cochran.
�28
State
Historical
Markers
of
Virginia
State
Meherrin
History
County:
7.3 miles south of
Cornwallis's
C o u n t y p.
S-196
219
Early Exploration
County:
S-76
1.6 miles north of South
Salem
Hill.
Chapel
S-70
A mile south is the site of Salem Chapel, one of the pioneer
Methodist churches of the state. O f it F r a n c i s A s b u r y wrote, "the
best house we have in the country part of V i r g i n i a . " T h e r e he held
four sessions of the V i r g i n i a A n n u a l Conference: November, 1795;
A p r i l , 1798; M a r c h , 1802; A p r i l , 1804. T h e building w a s burned
about 1870.
Mecklenburg
County:
At South
Hill.
M e c k l e n b u r g C o u n t y p. 219
North
Carolina
p.
Hanover
County:
Z-218
ROUTE
Fredericksburg
S p o t s y l v a n i a C o u n t y p. 222
Campaign
of
p.
Clay's
County:
Z-149
Birthplace
ND-7
Richmond,
Patrick
Henry's Birthplace
Hanover
County:
8.9 miles south of
VIRGINIA
Hanover.
E-3
M o v e d E a s t p. 22
3
ROUTE
F r o m Culpeper southeast through F r e d e r i c k s b u r g ,
George, W a r s a w , Lancaster,
I r v i n g t o n to
King
Westland.
Stations
J-15
T h e hilltop northeast of this spot is Cole's H i l l . T h e mountain to the
west is Mount Pony. B o t h were used by Pope as signal stations, 1862.
Culpeper
County:
O p e n i n g of
ND-5
S i x miles southeast is the site of Edmundsbury, home of E d m u n d
Pendleton. Pendleton, born September 9, 1721, w a s in the House of
B u r g e s s e s ; a delegate to the Continental C o n g r e s s ; chairman of the
V i r g i n i a Committee of Safety, 1775-6; president of the M a y 1776
convention and the convention that ratified the U n i t e d States constitution, 1788; president of the V i r g i n i a supreme court. H e died,
October 26, 1803, and w a s buried there but w a s later removed to
Williamsburg.
County:
ND-4
3.6 miles east of
Culpeper.
Green.
E d m u n d Pendleton's Home
Caroline
ND-6
Seven miles east, at Studley, M a y 29, 1736, was born P a t r i c k H e n r y ,
the orator of the Revolution.
Signal
1781
At Boivling
Hanover.
T h r e e miles northwest is C l a y S p r i n g , where H e n r y C l a y w a s born,
A p r i l 12, 1777. H e passed most of his early life in Richmond, removing to K e n t u c k y i n 1797. H i s career as a public man and as a peacemaker between N o r t h and South is an important part of A m e r i c a n
history.
Hanover County:
4.5 miles south of
Hanover.
214
Lafayette, marching from H e a d of E l k , M a r y l a n d , to
camped here the night of A p r i l 27, 1781.
Caroline
ND-9
2
t h r o u g h B o w l i n g G r e e n and H a n o v e r to R i c h m o n d .
County
Route
219
F r o m U . S . R o u t e 17 s i x m i l e s s o u t h of
Caroline
Z-148
217
1.3 miles south of
W h e r e Sheridan
VIRGINIA
29
Virginia
L o r d C o r n w a l l i s , marching n o r t h w a r d in pursuit of Lafayette's
A m e r i c a n force, camped near here, M a y 30, 1781. H e entered this
road from the east on his w a y from H a n o v e r T o w n to the N o r t h A n n a
at Chesterfield F o r d ( T e l e g r a p h B r i d g e ) .
N e a r here E d w a r d B l a n d and A b r a h a m W o o d passed, A u g u s t , 1650,
going w e s t w a r d on an exploring expedition. T h e y reached the site of
Clarksville.
Mecklenburg
of
H a n o v e r C o u n t y p.
Cochran.
C o u n t y p. 213
Brunswick
Mecklenburg
Markers
C a r o l i n e C o u n t y p. 214
M e h e r r i n R i v e r was named for an Iroquoian tribe of Indians that
long dwelt in this region. I n 1669, there were about 200 of them.
W i l l i a m B y r d , on his " J o u r n e y to the L a n d of E d e n , " crossed the
r i v e r near here, September 13, 1733.
Brunswick
Historical
S-72
2.5 miles south of Bowling
Green.
the
Wilderness Campaign
J-33
N e a r here the Second Corps of G r a n t ' s a r m y camped in the winter
of 1863-64. T o this point came Sheridan's c a v a l r y , the S i x t h Corps
from B r a n d y Station, and the F i f t h Corps from Culpeper. T h e U n i o n
a r m y moved hence to Germanna and E l y ' s F o r d s on the Rapidan
R i v e r , M a y 4, 1864, to open the W i l d e r n e s s Campaign.
Culpeper
County:
At
Stevensburg.
C u l p e p e r C o u n t y p.
Orange
County
p.
214
220
Z-176
�30
State Historical
Markers
of
State Historical
Virginia
Germanna F o r d
J-35
One of the principal crossings of the R a p i d a n R i v e r f r o m colonial
times. H e r e a part of the A r m y of the Potomac crossed the r i v e r ,
A p r i l 30, 1863, preceding the battle of Chancellorsville. H e r e a part
of Meade's a r m y crossed on the w a y to M i n e R u n , November 26,
1863. H e r e the F i f t h and S i x t h corps of G r a n t ' s a r m y crossed, M a y
4-5, 1864, to open the W i l d e r n e s s campaign.
Orange
County:
4.8 miles west of
of
Virginia
Chatham
J-60
Stafford
County:
.2 mile east of
Fredericksburg.
Washington's Boyhood Home
J-34
H e r e Governor A l e x a n d e r Spotswood planted a colony of Germans
i n 1714. A t that time this r i v e r w a s the frontier of V i r g i n i a . O n
A u g u s t 29, 1716, Spotswood left this place w i t h his K n i g h t s of the
Golden Horseshoe on his exploring expedition across the mountains.
T h e German colony moved hence to Fauquier County. Spotswood lived
here for some years and was visited here by W i l l i a m B y r d i n 1732.
Orange County:
4.8 miles west of
Wilderness.
J-61
A t this place, George Washington lived most of the time from 1739
to 1747. H e r e , according to tradition, he cut down the c h e r r y tree.
Washington's father died here in 1743; the f a r m w a s his share of the
paternal estate. H i s mother lived here until 1771.
Stafford
County:
1.1 miles east of
Fredericksburg.
Stafford C o u n t y p . 223
Z-7
K i n g G e o r g e C o u n t y p . 217
Lamb's Creek Church
O r a n g e C o u n t y p . 220
Z-167
S p o t s y l v a n i a C o u n t y p . 222
Wounding
of
Jackson
J-39
Stonewall J a c k s o n , coming from the west, surprised H o w a r d ' s Corps
of the A r m y of the Potomac, M a y 2, 1863. H o w a r d retreated along
this road toward Chancellorsville, pursued by the Confederates. H e r e ,
J a c k s o n , i n the early evening, moving i n front of his line of battle to
reconnoitre, fell, m o r t a l l y wounded by his own men.
Spotsylvania
County:
.9 mile west of
Chancellorsville.
B a t t l e of C h a n c e l l o r s v i l l e
J-40
H o o k e r reached this point, A p r i l 30, 1863; next day he entrenched,
w i t h his left w i n g on the r i v e r and his right w i n g on this road several
miles west. T h i s w i n g was surprised by J a c k s o n and driven back here,
M a y 2. T h e Confederates stormed the position here, M a y 3. T h e
U n i o n a r m y w i t h d r e w n o r t h w a r d , M a y 5-6, 1863.
Spotsylvania
County:
At
Chancellorsville.
Furnace
King
County:
5.4 miles west of
Fredericksburg.
County:
5.5 miles west of King
George.
Marmion
J-63
T w o miles north is M a r m i o n , probably built by J o h n F i t z h u g h
early in the eighteenth century and later named for Scott's poem.
About 1785 it passed from P h i l i p F i t z h u g h to George Washington
L e w i s , Washington's favorite nephew, who died there.
T h e place
has come down in the L e w i s family i n direct line from him. T h e
richly decorated interior is one of the best i n V i r g i n i a .
King
George
County:
2.3 miles west of King
George.
St. Paul's C h u r c h
J-65
E i g h t miles northeast is St. P a u l ' s C h u r c h , built about 1766. T h e
building w a s i n a ruinous condition i n 1812 but w a s repaired by the
State and used both as a church and as a schoolhouse. About 1828 it
once more became e x c l u s i v e l y a church.
George
County:
1.5 miles west of King
George.
Historic Port Conway
p- 17
J-66
S i x miles southeast is P o r t Conway on the Rappahannock.
A t the
C o n w a y place there, J a m e s Madison, fourth President of the U n i t e d
States, was born, 175L T h e r e K i l p a t r i c k ' s U n i o n c a v a l r y shelled two
gunboats captured by the Confederates, September 1, 1863.
There
John W i l k e s Booth, assassin of L i n c o l n , crossed the r i v e r , A p r i l 24,
1865.
King
F r e d e r i c k s b u r g M a r k e r s p. 17
E-44
George
J-42
F o u r miles west, on this side road, is the site of an ancient iron
furnace established about 1716 by Governor A l e x a n d e r Spotswood, the
first fully equipped iron furnace in the colonies. I r o n w a s hauled along
this road to the Rappahannock R i v e r for shipment. W i l l i a m B y r d
visited the furnace i n 1732 and described i t .
Spotsylvania
J-62
T h i s old church w a s probably built before 1750. T h e stepping stone
at the door bears the date, 1782.
N e a r here K i l p a t r i c k ' s U n i o n
c a v a l r y , on a r a i d to destroy gunboats at P o r t Conway, fought a
s k i r m i s h , September 1, 1863.
King
Spotswood's
31
H e r e is Chatham, built about 1750 by W i l l i a m F i t z h u g h . H e r e
Robert E . L e e came to court his wife. I n the battle of F r e d e r i c k s b u r g ,
December 13, 1862, the house w a s occupied by General Sumner. I t
was General Hooker's headquarters for a time, 1863.
Wilderness.
Germanna
Markers
George
County:
2.7 miles
east of King
George.
E-45
K i n g G e o r g e C o u n t y p . 217
Westmoreland
C o u n t y p . 224
Z-6
�32
State Historical
Markers
of
State Historical
Virginia
Bristol Iron Works
Westmoreland
County:
2.6 miles tt'est of Oak
Grove.
H i s t o r y at O a k G r o v e
County:
At
Oak
J-67
Grove.
Westmoreland Association
County:
At
Oak
Grove.
T h e Washington Home
County:
2.8 miles southeast
of Oak
Grove.
Westmoreland State P a r k
J-75
T h i s p a r k w a s developed by the National P a r k Service, I n t e r i o r
Department, through the C i v i l i a n Conservation Corps, in conjunction
with the V i r g i n i a Conservation Commission. I t covers 1300 acres and
was opened, June 15, 1936. I t was originally included i n " C l i f t s P l a n t a tion", patented by Nathaniel Pope about 1650, and became a part of
Stratford estate when purchased by T h o m a s L e e i n 1716.
Westmoreland
County:
4.7 miles
northwest
of
Montross.
Chantilly
J-74
One mile beyond S t r a t f o r d is Chantilly, the home of R i c h a r d H e n r y
L e e , a leader in the A m e r i c a n Revolution and the proposer of the
Declaration of Independence.
L e e moved there about 1764 and died
there in 1794. T h e house, w h i c h was named for a chateau in F r a n c e ,
was destroyed many years ago.
Westmoreland
County:
4 miles
northwest
Westmoreland
of
Montross.
J-70
County:
4 miles
northwest
of
Montross.
J-71
A t a public meeting here, on June 22, 1774, resolutions of R i c h a r d
H e n r y L e e offering a i d to Boston, whose port had been closed by the
B r i t i s h government, were adopted. H e r e , on M a y 23, 1775, the W e s t moreland Committee of Safety passed resolutions denouncing the royal
governor, L o r d Dunmore, for seizing the colony's powder supply at
Williamsburg.
Westmoreland
County:
At
Montross.
Nomini Hall
J-72
T h e house was built about 1730 and burned i n 1850. I t was not
rebuilt. O n l y some poplar trees remain. A fine colonial mansion,
it was the home" of the celebrated " C o u n c i l l o r " Robert C a r t e r . P h i l i p
F i t h i a n , tutor at N o m i n i H a l l , 1773-74, wrote his w e l l - k n o w n
" J o u r n a l " there.
Westmoreland
County:
At Tcmpleman's
Cross
Roads.
W e s t m o r e l a n d C o u n t y p . 224
J-69
John Washington settled at Wakefield in 1665. Augustine W a s h ington, father of George W a s h i n g t o n , was born here in 1694. George
Washington was born here, F e b r u a r y 22, 1732. I n 1734 Washington's
father moved away, but George W a s h i n g t o n lived here again in 174446. H e r e at W a k e f i e l d are the tombs of the early Washingtons.
Westmoreland
33
T w o miles east is Stratford, built about 1727 by T h o m a s L e e .
T h e r e J a n u a r y 20, 1732, was born R i c h a r d H e n r y L e e , who i n t r o duced the resolution in the Continental Congress for the Declaration
of Independence.
T h e r e Robert E . L e e w a s born, J a n u a r y 19, 1807.
J-68
A t Leedstown, seven miles south, an association was formed to r e sist the enforcement of the Stamp A c t , F e b r u a r y 27, 1766. T h e resolutions, drafted by the Revolutionary leader, R i c h a r d H e n r y L e e , were
one of the first protests against the Stamp A c t and influenced public
opinion in a l l the Colonies.
Westmoreland
Virginia
Old Westmoreland Courthouse
H e r e George Washington, w h i l e l i v i n g at W a k e f i e l d with a brother,
went to school, 1744-1746. H e r e U n i o n c a v a l r y came on a raid through
the N o r t h e r n Neck, M a y , 1863. S e v e r a l miles north of this place,
James Monroe, fifth President of the U n i t e d States, w a s born, 1758.
Westmoreland
of
Lee's Birthplace
J-64
O n the r i v e r a short distance south is the site of the B r i s t o l I r o n
W o r k s , which were projected by J o h n K i n g and Company, of B r i s t o l ,
E n g l a n d , and established in 1721 by J o h n T a y l o e , J o h n L o m a x and
associates. T h e w o r k s , w h i c h were on the F o x h a l l ' s M i l l property
owned in 1670 by M a j o r Underwood, were i n operation i n 1729 and
later.
Markers
Z-5
R i c h m o n d C o u n t y p . 221
North Farnham Church
J-77
T h i s is the church of N o r t h F a r n h a m P a r i s h , built about 1737.
I n 1814, a s k i r m i s h was fought here between raiders from A d m i r a l
Cockburn's B r i t i s h fleet and V i r g i n i a m i l i t i a ; bullet holes are still
visible in the walls.
T h e church was used as a stable by U n i o n
soldiers, 1863-65. I t was restored in 1872, damaged by fire i n 1887
and restored again in 1924.
Richmond
County:
At
Farnham.
C y r u s Griffin's B i r t h p l a c e
J-78
F o u r and a half miles southwest was born C y r u s Griffin, J u l y 16,
1748.
Educated i n E n g l a n d , he served i n the V i r g i n i a H o u s e of
Delegates, 1777-8, 1786-7. H e was a member of the Continental
Congress, 1787-1788, in w h i c h last year he w a s president of the body.
Griffin was president of the court of admiralty, commissioner to
the Creeks, 1789, and a U n i t e d States district judge.
H e died at
Y o r k t o w n , December 14, 1810.
Richmond
County:
2.8 miles
southeast
of
R i c h m o n d C o u n t y p . 221
L a n c a s t e r C o u n t y p . 218
Farnham.
Z-3
�34
State Historical
Markers
of
Virginia
State Historical
Bewdley
County:
7.9 miles southeast
of
At
3.6 miles northwest
of
At
J-88
At
2.7 miles
County:
VIRGINIA
From
At
Westland.
south
of
Kilmarnock.
ROUTE
5
R i c h m o n d southeast through Charles
Williamsburg.
F i v e miles southwest. T h e
son of W i l l i a m Randolph of
century.
I t w a s Lafayette's
before C o r n w a l l i s crossed the
Henrico
City
to
V-l
house was built by W i l l i a m Randolph,
T u r k e y I s l a n d , early i n the eighteenth
headquarters, M a y 15-20, 1781, j u s t
James in pursuit of h i m .
County:
2 miles southeast of
See Wilton, SA-29, p. 142.
Richmond.
V-2
A t V a r i n a , a short distance south, J o h n Rolfe and Pocahontas lived
after their marriage in 1614. T h e place became the first county seat of
H e n r i c o County, and here also was the glebe house of R e v . James
B l a i r , founder of W i l l i a m and M a r y College.
U n d e r the name of
A i k e n ' s L a n d i n g , V a r i n a w a s a point of exchange for prisoners i n
1862. F o r t H a r r i s o n near by was one of the principal w o r k s i n the
Richmond defenses, 1862-64. I t was captured on September 29, 1864.
Henrico
County:
4.5 miles
southeast
of
Richmond.
Curies Neck and Bremo
J-85
T h i s place was three miles south. L i t t l e remains of the house. J o h n
C a r t e r obtained patents for a large grant here before 1654, but the
place is better known as the home of his son, Robert ( " K i n g " ) C a r t e r .
I n A p r i l , 1814, the B r i t i s h , raiding i n the Chesapeake region, pillaged
the plantation.
County:
J-87
V a r i n a and F o r t H a r r i s o n
Kilmarnock.
Corotoman
Lancaster
Lancaster
Kilmarnock.
H e r e w a s born, October 28, 1817, H e n r i e t t a H a l l (daughter of
Colonel Addison H a l l ) , first A m e r i c a n woman missionary to China.
She m a r r i e d R e v . J . L e w i s Shuck, and w a s sent w i t h h i m to C h i n a by
the Baptist B o a r d of F o r e i g n Missions, a r r i v i n g there i n September,
18.36. She died at H o n g K o n g , November 27, 1844.
County:
Kilmarnock.
Wilton
F i r s t A m e r i c a n W o m a n M i s s i o n a r y to C h i n a J - 8 9
Lancaster
of
Troops were stationed here i n November, 1813. H e r e , A p r i l 23,
1814, the B r i t i s h made a landing and pillaged a vessel. T h e y were
driven off by militia stationed across the creek.
Kilmarnock.
Ditchley, five miles northeast, was patented in 1651 by Colonel
R i c h a r d Lee. T h e first house dated from 1687; the present house w a s
built by K e n d a l l L e e in 1752. Cobbs H a l l , near by, w a s acquired by
R i c h a r d L e e , probably before 1651. A house w a s built there by
Charles L e e i n 1720; the present house is modern.
County:
2.7 miles south
Windmill Point
J-83
D i t c h l e y and Cobbs
Lancaster
J-86
Lively.
White Marsh Church
County:
County:
J-82
T h i s church, founded i n 1792, w a s the mother church of Methodism
in the N o r t h e r n N e c k of V i r g i n i a . T h e first camp meeting i n this
section w a s held here. Bishops E n o c h George and D a v i d S . Doggett
were members of this church. Bishop J o s h u a Soule, author of the
constitution of the General Conference of the A m e r i c a n Methodist
C h u r c h , preached at meetings here.
Lancaster
35
C h r i s t C h u r c h was built i n 1732, on the site of an older church
by Robert ( " K i n g " ) C a r t e r , who reserved one quarter of it for
seating his tenants and servants. I t is one of the v e r y few colonial
churches in A m e r i c a that have never been altered, a typical early
eighteenth-century structure. Robert C a r t e r is buried here.
Lancaster
T h r e e miles southwest. A church w a s built there i n 1669, and
the tablets are of that date. T h e present c h u r c h was built i n 1741
and was later remodeled.
S t . M a r y ' s W h i t e Chapel parish w a s
united with C h r i s t C h u r c h parish in 1752. T h e tombs of the B a l l s ,
ancestors and relatives of George Washington, are there.
County:
Virginia
Christ Church
Farnham.
St. Mary's W h i t e Chapel
Lancaster
of
J-81
About three miles southeast, on the north bank of the Rappahannock
River.
B e w d l e y was one of the most unusual houses i n V i r g i n i a ,
with two rows of dormer windows. I t w a s built by M a j o r James
B a l l , cousin of Washington's mother, about 1750. T h e first steamboat
on the r i v e r touched at its wharf. T h e house burned i n 1917; only
one chimney remains.
Lancaster
Markers
V-3
Named for the curves made here by James R i v e r , C u r i e s N e c k was
patented in 1617. I t was the home of Nathaniel Bacon, the Rebel, in
1676. I n 1698, W i l l i a m Randolph of T u r k e y Island obtained the estate,
w h i c h he left to his son, R i c h a r d Randolph, grandfather of J o h n R a n dolph of Roanoke. J u s t beyond is B r e m o , patented by R i c h a r d Cocke
in 1639.
Henrico
County:
9.3 miles southeast
of
Richmond.
�State Historical
36
Markers
of
Virginia
State Historical
Turkey Island
V-5
So named in 1607 by Captain Christopher Newport on his voyage
of discovery up James R i v e r . I n 1684 it became the property of
W i l l i a m Randolph, founder of the Randolph family i n V i r g i n i a and
ancestor of Jefferson, M a r s h a l l and L e e . T h e colonial house w a s
destroyed by U n i o n gunboats i n 1862. A n action took place near
the creek between U n i o n and Confederate forces, J u n e 30, 1862.
Henrico
County:
12.3 miles
southeast
of
Richmond.
Malvern H i l l
Henrico
County:
13.3 miles southeast
Richmond.
H e n r i c o C o u n t y p. 217
15.1 miles
southeast
County:
17.1 miles
of
Richmond.
V-6
southeast
of
Richmond.
Westover
City County:
7.2 miles west of Charles
City.
Berkeley and Harrison's L a n d i n g
City County:
City
Church
V-14
County:
5.5 miles
west
of Charles
City.
7.2 miles west of Charles
V-10
T h i s w a s the home of J o h n T y l e r , Governor of V i r g i n i a , 1808-1811.
H i s son, J o h n T y l e r , President of the United States, w a s born here,
M a r c h 29, 1790.
Charles
City
County:
.7 mile
west
of Charles
City.
Charles C i t y Courthouse
V-ll
I n 1702 Charles C i t y County, w h i c h then included both sides of
James R i v e r , was d i v i d e d ; the courthouse here w a s built about 1730.
H e r e Simcoe's B r i t i s h c a v a l r y surprised a party of militia, J a n u a r y 8,
1781. H e r e G r a n t ' s a r m y passed on its w a y to the r i v e r , June, 1864.
Charles
City
County:
At
Charles
City.
Upper Weyanoke
V-12
F i v e miles due south. I n 1617, the I n d i a n chief, Opechancanough,
gave Governor Y e a r d l e y land there.
I n 1665, the place passed to
Joseph H a r w o o d , whose descendants, the Douthats, still own it. I n
June, 1864, most of G r a n t ' s a r m y crossed the James R i v e r at W e y a n o k e
on a pontoon bridge nearly half a mile long.
V-7
City.
V-9
Greenway
Charles
A short distance south. T h e place was first settled i n 1619 but w a s
abandoned. I t was repatented in 1636. B e n j a m i n H a r r i s o n , signer of
the Declaration of Independence, lived h e r e ; his son, W i l l i a m H e n r y
H a r r i s o n , President of the U n i t e d States, w a s born here, 1773. I n
J u l v - A u g u s t , 1862, General M c C l e l l a n had his headquarters at B e r k e l e y
while the A r m y of the Potomac w a s here.
Charles
City.
A short distance south is Westover C h u r c h . I t was first built on the
James R i v e r near Westover house early in the eighteenth century.
About 1737 the site w a s changed and the present building erected.
Defaced i n the campaign of 1862, the church was reopened for worship
in 1867.
V-8
T w o miles southeast. I n 1619 the first settlement w a s made t h e r e ;
settlers were k i l l e d there in the Indian massacre of 1622. I n 1666,
Theodoric B l a n d bought W e s t o v e r ; i n 1688 it passed to W i l l i a m B y r d .
H i s son, Colonel W i l l i a m B y r d , built the present house about 1730.
I n J a n u a r y , 1781, Benedict A r n o l d landed there on his raid to R i c h mond. I n M a y , 1781, C o r n w a l l i s crossed the r i v e r there i n pursuit of
Lafayette.
Charles
5.9 miles west of Charles
A mile south, at W i l c o x ' s W h a r f , a part of G r a n t ' s a r m y going to
Petersburg was ferried over James R i v e r to W i n d m i l l Point, June 1416, 1864. T h e rest of the a r m y crossed a little lower on a pontoon
bridge.
Charles City County:
2.4 miles west of Charles
City.
Shirley
City
County:
Grant's Crossing
T h e house is a short distance south. S h i r l e y w a s first occupied in
1613 and was known as W e s t - a n d - S h i r l e y H u n d r e d . I n 1664, E d w a r d
H i l l patented the place, which was left by the third E d w a r d H i l l to
his sister, E l i z a b e t h C a r t e r , in 1720. H e r e was born A n n e H i l l C a r t e r ,
mother of Robert E . Lee, who often visited S h i r l e y . T h e present
house was built about 1740.
Charles
V-13
V-15
S c e n e of J e f f e r s o n ' s W e d d i n g
County:
37
Z-153
T w o miles east is the site of " T h e F o r e s t " , home of M a r t h a W a y l e s
Skelton, widow of B a t h u r s t Skelton.
T h e r e she w a s m a r r i e d to
T h o m a s Jefferson, J a n u a r y 1, 1772. T h e bridal couple drove i n the
snow to Jefferson's home, "Monticello".
City
City
Westover
Charles
C h a r l e s C i t y C o u n t y p . 214
Charles
Virginia
T h i s church, four miles north, w a s used as a field hospital, June,
1864, following the action at Nance's Shop, where the U n i o n c a v a l r y man Gregg, guarding a wagon train, was attacked by W a d e Hampton.
Gregg w a s driven from the field but saved the wagons.
Wounded
soldiers were brought to the church and some of the dead were buried
there.
V-4
of
of
Salem Church
Charles
A colonial dwelling of the Cocke f a m i l y w a s here.
Lafayette
camped here in J u l y - A u g u s t , 1781, watching C o r n w a l l i s . H e r e M c Clellan's a r m y retiring from Richmond w a s attacked by L e e on J u l y
1, 1862. L e e did not storm the h i l l , but that night M c C l e l l a n fell back
to James R i v e r at H a r r i s o n ' s L a n d i n g .
Markers
City
County:
President
At Charles
Tyler's
City.
Home
V-21
Just to the south is Sherwood Forest, where President John T y l e r
lived after his retirement from the presidency until his death in 1862.
H e bought the place i n 1842 and came to it as his home i n M a r c h ,
1845.
H e r e T y l e r , w i t h his young second wife, entertained much
and raised another large family. T h e house, well-furnished, w a s
damaged in the w a r period, 1862-65.
Charles
City
County:
3.5 miles
east of Charles
City.
�38
State Historical
Markers
VIRGINIA
of
State Historical
Virginia
ROUTE
The
6
F r o m U . S . R t . I S at D i x i e east t h r o u g h C o l u m b i a a n d
G o o c h l a n d to R i c h m o n d .
Rassawek
GA-34
County:
.8 mile
west
of
P o i n t of F o r k
County:
.8 mile
west
Goochland
County:
5.9 miles
VIRGINIA
of George's
Tavern.
At
Goochland.
Dahlgren's Raid
pp.
County:
2.1 miles
SA-14
east of
Crosier.
Sabot H i l l
SA-18
T h i s is Sabot H i l l , home of James A . Seddon, member of Congress
and Confederate Secretary of W a r , 1862-65, who built the house i n
1855. O n M a r c h 1, 1864, the U n i o n c a v a l r y m a n , Colonel U l r i c D a h l gren, raiding to Richmond, burned the barn and plundered the place.
Goochland
County:
2.6 miles
Q-4-b
207-8
p. 47
T h i r d B a t t l e of W i n c h e s t e r
east of
Crosier.
J-4
N e a r here E a r l y , facing east, took his last position on September
19, 1864. About sundown he w a s attacked and d r i v e n f r o m it, r e treating south. Presidents Rutherford B . H a y e s and W i l l i a m M c K i n l e y served in this engagement on the U n i o n side.
At
national
cemetery,
Winchester.
T h i r d B a t t l e of W i n c h e s t e r
J-3
H e r e E a r l y , facing east, received the attack of Sheridan's a r m y , a t
noon on September 19, 1864. E a r l y repulsed the attack and countercharged, breaking the U n i o n line. O n l y Upton's prompt action i n
changing front saved the U n i o n i s t s f r o m disaster. A t 3 P . M . , S h e r i dan made a second attack, d r i v i n g E a r l y back to Winchester.
At Eastern entrance of
Winchester.
H e r e Colonel U l r i c D a h l g r e n , U n i o n c a v a l r y m a n , coming from the
north, turned east. D a h l g r e n , who acted i n concert w i t h K i l p a t r i c k ,
left Stevensburg, Culpeper County, on F e b r u a r y 28, 1864, and moved
toward the James R i v e r , tearing up the V i r g i n i a C e n t r a l R a i l r o a d
near F r e d e r i c k ' s H a l l . H e went on toward Richmond, burning mills
and barns.
Goochland
7
Winchester Markers
SA-10
N e a r here the ancient t r a i l used by the Iroquois Indians i n their
raids crossed James R i v e r . T h i s t r a i l later became the main n o r t h south road through V i r g i n i a . I n 1781, L o r d C o r n w a l l i s , i n his i n vasion of V i r g i n i a , marched by this point and his c a v a l r y , under S i m coe, passed here going to Point of F o r k . A c a v a l r y s k i r m i s h took
place here, M a r c h 11, 1865.
County:
Z-27
SA-5
Goochland Courthouse
Goochland
Crosier.
D r a n e s v i l l e to A l e x a n d r i a .
Q-4 s e r i e s
T w o miles south is E l k H i l l , once owned by T h o m a s Jefferson.
L o r d C o r n w a l l i s made his headquarters there, J u n e 7-15, 1 7 8 1 ; this
was the western limit of his invasion. O n J u n e 15 he turned eastward,
leaving the place pillaged and c a r r y i n g off slaves.
1 mile west
east of
ROUTE
A-5
County:
SA-20
F r o m W i n c h e s t e r east t h r o u g h B e r r y v i l l e , L e e s b u r g ,
Columbia.
Elk Hill
Goochland
39
Huguenot Settlement
G o o c h l a n d C o u n t y p. 216
H e n r i c o C o u n t y p. 217
GA-32
of
Virginia
Columbia.
H e r e was an important supply depot and arsenal of the V i r g i n i a
government in 1781, and here B a r o n von Steuben, commanding the
A m e r i c a n forces, trained recruits for Greene's a r m y in the South.
Threatened by C o r n w a l l i s ' s approach, Steuben moved stores across
James R i v e r . O n June 4, 1781, Colonel Simcoe, w i t h his c a v a l r y , made
Steuben believe that the whole B r i t i s h a r m y w a s at hand.
Steuben
retreated, leaving stores to be destroyed.
Fluvanna
of
I n this vicinity, though mainly on the south side of J a m e s R i v e r ,
Huguenot refugees from F r a n c e settled, 1699-1701 and later. T h e s e
industrious settlers left an enduring m a r k on the community.
Manakin
is a corruption of the name of the Monacan I n d i a n tribe, w h i c h once
occupied this region.
Rassawek, a town of the Monacan Indians, stood near here at the
time of the settlement in 1607. T h e Monacans, a Siouan tribe, w e r e
decimated by repeated attacks of the Iroquois from the north, and
finally moved westward.
Fluvanna
Markers
F r e d e r i c k C o u n t y p. 216
C l a r k C o u n t y p. 214
Z-122
Anderson and Crook
J-30
N e a r here R . H . Anderson, on his m a r c h to j o i n L e e , then h a r d
pressed at Petersburg, met Crook's A r m y of W e s t V i r g i n i a . Anderson
attacked, d r i v i n g Crook back on Sheridan's main a r m y , September 4,
1864.
Clark
County:
.7 mile
west
of
Berryville.
B e r r y v i l l e M a r k e r s p . 196
Q-3-a-c
�40
State Historical
Markers
of
Virginia
Audley
State Historical
T-4
The house to the north is the home of Nellie Parke Custis, George
Washington's ward, who married his nephew, Major Lawrence Lewis.
After her husband's death in 1839, Nellie Custis Lewis settled here,
and here she died in 1852.
Clark
County::
.7 mile east of
Berryville.
Colonial Highway
Clark
County:
3.7 miles
east of
Berryville.
Castleman's F e r r y F i g h t
County:
4.5 miles
cast of
Loudoun
Early, while passing through this gap on his return from his Washington raid, was attacked by Crook's cavalry, July 16, 1864. Crook
destroyed a few wagons. Early captured a cannon.
Clark
County:
7.7 miles
cast of
Loudoun
Clark
County:
7.7 miles
cast of
3 miles
Leesburg.
Campaign
T-38
County:
2.6 miles
west of
Dranesville.
Z-143
T-36
Near here two foraging expeditions came in conflict, December 20,
1861. The Union force was commanded by General Ord, the Confederate by J . E . B. Stuart. Stuart attacked in order to protect his foraging parties, but was forced to retire after a sharp fight. The next
day he returned, reinforced, and carried off his wounded.
Fairfax
County:
At
Dranesville.
Sharpsburg (Antietam)
Campaign
T-37
Here Lee entered this road from O x Hill, September 3, 1862, and
turned west toward Leesburg. Crossing the Potomac at White's Ford,
the army entered Maryland, September 5-6, 1862.
Fairfax
County:
At
Dranesville.
Falls Church Marker
C-90
Z-180
Alexandria
M o t h e r o f the W r i g h t B r o t h e r s
east of
A c t i o n at D r a n e s v i l l e
Berryville.
C l a r k C o u n t y p. 214
L o u d o u n C o u n t y p. 218
T-30
F a i r f a x C o u n t y p. 215
T - l l
From nearby Bear's Den Mountain to the Catoctin Ridge, a distance
of fourteen miles, Dr. Mahlon Loomis, dentist, sent the first aerial wireless signals, 1866-73, using kites flown by copper wires. Loomis received
a patent in 1872 and his company was chartered by Congress in
1873, but lack of capital frustrated his experiments. He died in 1886.
.
L o u d o u n C o u n t y p. 218
Berryville.
Forerunner of W i r e l e s s T e l e g r a p h y
41
J . E . B. Stuart, operating on Lee's right, passed here on his way to
the fords of the Potomac north of Dranesville, June 27, 1863. Crossing the river, he became separated from Lee's army and did not rejoin
it until July 2, at Gettysburg.
Berryville.
T-10
County:
Gettysburg
T-9
Crook and E a r l y
Virginia
Belmont was patented early in the eighteenth century by Thomas
Lee, of Stratford. About 1800, Ludwell Lee, an officer in the Revolutionary army, built the house and he lived here until his death in 1836.
Here he entertained Lafayette in 1825. In 1931, Belmont became the
home of Patrick J . Hurley, Secretary of War, 1929-1933.
Near here General Early, in July, 1864, returning from his Washington raid, was attacked by Crook, who forced a passage of the
Shenandoah. Early, counterattacking, drove the Unionists back across
the river. Rutherford B. Hayes, later President of the United States,
commanded a brigade of Union troops.
Clark
of
Belmont
T-8
This is one of the oldest roads leading from the east to the Shenandoah Valley; it crosses the Blue Ridge at Snicker's Gap. The ferry
right over the Shenandoah River was granted, 1766. Washington
used this road many times. Some distance to the east the first aerial
telegraph signals were sent from the roadside, 1868.
Markers
T-5
E-71
p. 157
Marker \
P. 13 I
Six miles north, at Hillsboro, was born in 1831 Susan Koerner,
mother of Wilbur and Orville Wright, inventors of the airplane.
Loudoun
County:
At
Early's Washington
Purcellville.
Campaign
VIRGINIA
T-22
Jubal A. Early passed over this road on his return to the Shenandoah Valley, July 16, 1864. After leaving Lee before Richmond, June
13, Early traveled 450 miles, defeating Hunter at Lynchburg and W a l lace on the Monocacy River, and threatening the city of Washington
On the approach of large Union forces he withdrew this way.
Loudoun
County:
2.1 miles
west of
Leesburg.
From
ROUTE 8
C h r i s t i a n s b u r g o n U . S . R t . 11 s o u t h
through
F l o y d a n d S t u a r t to N o r t h C a r o l i n a L i n e .
M o n t g o m e r y C o u n t y p. 219
F l o y d C o u n t y p. 215
Z-81
�State Historical
State Historical
42
Markers
of
Markers
of
43
Virginia
Virginia
K-214
Flowerdew Hundred
KG-5
Floyd
T h i s place became the county seat when F l o y d County was formed
in 1831. F i r s t called Jacksonville for A n d r e w Jackson, its name was
changed to that of the county. T h e courthouse was built on land
given by the Phlegar family. T h e town was incorporated i n 1892
and rechartered i n 1936. H e r e was born A d m i r a l Robley D . E v a n s ,
hero of the S p a n i s h - A m e r i c a n W a r .
Floyd
County:
At
F o u r miles north. Governor S i r George Y e a r d l e y patented land
there in 1619, and i n 1621 built at W i n d m i l l Point the first w i n d m i l l
in E n g l i s h A m e r i c a . T h e place was named for Temperance F l o w e r dew, Y e a r d l e y ' s wife. N e a r there G r a n t ' s a r m y crossed the James
in June, 1864.
Prince
George
Floyd.
5.3 miles
northwest
of
Burrowsville.
K-213
Maycock's Plantation
F l o y d C o u n t y p. 215
P a t r i c k C o u n t y p.
County:
Z-74
220
S i x miles north on James R i v e r . T h e place was patented rbout
1618 by Samuel Maycock, slain i n the massacre of 1622. I n 1774,
D a v i d Meade became the owner. T h e r e C o r n w a l l i s crossed the river,
M a y 24, 1781. A n t h o n y W a y n e crossed there, A u g u s t 30, 1781.
Prince
S t u a r t p. 117
George
County:
5.3 miles
northwest
of
Burrowsville.
U-30
K-216
Ward's Creek
P a t r i c k C o u n t y p. 220
N o r t h C a r o l i n a p.
Z-232
219
Named for J o h n W a r d , who patented land here i n 1619. T h e plantation was represented i n the first General Assembly, 1619.
Prince
VIRGINIA ROUTE
From
Merchant's Hope Church
K-209
H a l f a mile south. T h i s church was built about 1657 and i s , therefore, one of the oldest churches in V i r g i n i a . T h e first P r i n c e George
Courthouse was near it. T h e parish, that of M a r t i n ' s Brandon, was
one of the earliest established in Charles C i t y County.
George
County:
8.3 miles
northwest
of
Coggin's Point
George County:
8.3 miles northwest
Burrowsville.
K-215
Burrowsville.
K-218
Brandon
T h i s place, five miles northeast, has been owned by the H a r r i s o n
family for two centuries. John M a r t i n patented the land i n 1617. N a thaniel H a r r i s o n bought it i n 1720. T h e present house was built about
1770. T h e B r i t i s h General P h i l l i p s landed at Brandon, M a y 7, 1781.
A mile farther is Upper Brandon.
K-210
of
At
F o u r miles north on James R i v e r . T h e r e , on J a n u a r y 3, 1781, B e n e dict A r n o l d , ascending the r i v e r , was fired on by cannon. O n J a n u a r y
10, A r n o l d , returning, sent ashore there a force that was ambushed by
George R o g e r s C l a r k . F o r t P o w h a t a n stood there i n the W a r of
1812.
/
Prince
George County:
At
Burrowsville.
Prince
F o u r miles north on James R i v e r . W h e n Benedict A r n o l d fell
back down the James after his raid to Richmond, B a r o n Steuben, at
Coggin's Point, observed his fleet, J a n u a r y 10, 1781. F r o m the bluff
General D . H . H i l l bombarded M c C l e l l a n ' s camp on the north side
of the r i v e r , J u l y 31, 1862.
Prince
County:
Hood's
10
R i c h m o n d to C h e s t e r f i e l d , southeast t h r o u g h
H o p e w e l l , S u r r y a n d S m i t h f i e l d to S u f f o l k .
Prince
George
George
County:
At
Burrowsville.
P r i n c e G e o r g e C o u n t y p. 221
S u r r y C o u n t y p.
Z-115
223
Burrowsville.
K-225
Claremont
Powell's Creek
K-212
T h e creek nearby was named for Nathaniel P o w e l l , acting governor i n 1619. W e y a n o k e I n d i a n town was here.
Nearby is the site
of an old m i l l , k n o w n in the Revolution as Bland's, and later, Cocke's
M i l l . _ T h e B r i t i s h General P h i l l i p s passed here, M a y , 1781.
Here
Grant's army, after crossing the James, turned towards Petersburg,
June, 1864.
Prince
George
County:
5.3 miles northwest
of
Burrowsville.
F o u r miles north.
T h e village of the Quioughcohanock Indians
nearby was first visited by E n g l i s h settlers i n M a y , 1607. T h e estate
was patented in 1649; the house was built some years later by A r t h u r
A l l e n , rumored to be a prince. T h e r e is an underground passage to
the r i v e r . A place of great romantic interest. R a i l r o a d iron f r o m
there was used to armor the Confederate battleship " M e r r i m a c " .
Surry
County:
4 miles
northwest
of Spring
Grove.
�State Historical
44
Markers
of
Virginia
State Historical
Flying Point
K-223
T h i s is s i x miles north. W i l l i a m Rookings patented land there i n
1636. H i s son, W i l l i a m Rookings, w a s one of the leaders i n Bacon's
Rebellion, 1676.
Surry
County:
4 miles northwest
of Spring
Grove.
Surry
County:
4 miles northwest
of Spring
Grove.
Wakefield and Pipsico
Surry
County:
At Spring
Grove.
At Spring
Grove.
Glebe House
County:
4.7 miles
west
of
Hog Island
3.5 miles
west
K-237
O n this point, i n James R i v e r nine miles northeast, the settlers
kept their hogs in 1608. W h e n abandoning Jamestown i n June, 1610,
they stopped at the island for a night. T h e next morning, proceeding down the river, they met a messenger from Governor L o r d D e l aware, who had j u s t a r r i v e d , and returned to Jamestown.
County:
At
Bacon's
Castle.
Bacon's Castle
K-23S
T h i s house, j u s t to the north, was built by A r t h u r A l l e n i n 1655.
I n Bacon's Rebellion, 1676, the house w a s seized by a party of rebels
and fortified. O n December 29, 1676, it w a s captured by sailors from
a ship i n James R i v e r who were engaged i n putting down the r e bellion.
Surry
County:
At Bacon's
Castle.
S u r r y C o u n t y p . 223
I s l e of W i g h t
Surry.
of
C o u n t y p.
Z-242
217
Lawne's Creek
K-224
T h i s place, seven miles north, was settled by R i c h a r d Pace i n 1620.
O n the night before the Indian massacre of M a r c h 22, 1622, an Indian,
Chanco, revealed the plot to Pace, who reached Jamestown in time to
save the settlers i n that v i c i n i t y .
County:
K-227
K-228
Pace's Paines
Surry
Surry.
F o u r miles north is Pleasant Point on James R i v e r . W i l l i a m E d wards patented land there i n 1657; the house is ancient. E d w a r d s
was clerk of the general court and a member of the House of B u r gesses.
Surry County:
1.3 miles southeast of
Surry.
B u i l t before 1724, this w a s the glebe house of S o u t h w a r k P a r i s h .
Surry
At
K-231
T e n miles northeast is S w a n n ' s P o i n t on J a m e s R i v e r . I n 1635
W i l l i a m S w a n n patented land there.
T h e E n g l i s h commissioners
investigating Bacon's Rebellion met at S w a n n ' s P o i n t i n 1677. W i l liam S w a n n ' s tomb, dated 1680, is there.
County:
K-239
Named for Christopher L a w n e , who settled at the mouth of the
creek i n 1619. I n 1634 the plantations hereabouts became the county
of W a r r a s c o y a c k . I n 1637 the name was changed to I s l e of W i g h t .
Isle
of Wight
County:
8.1 miles
northwest
of Smith
Southwark Church
K-229
F o u r miles northeast are the ruins of this church, built before 1673.
County:
3.5 miles
west
of
Surry.
1.5 miles
west
of
Surry.
of Wight
County:
6.1 miles
northwest
of Smith
field.
K-236
A t " O l d Lebanon C h u r c h " here, the C h r i s t i a n C h u r c h was established under the leadership of James O ' K e l l y , August, 1794. O ' K e l l y
had w i t h d r a w n from the Methodist C h u r c h , 1792.
County:
K-238
H a l f a mile north, stood the W a r r a s c o y a c k Indian village. Captain
John S m i t h obtained corn there for the s t a r v i n g colonists i n 1608. T h e
W a r r a s c o y a c k s took part i n the massacre of 1622 and their village was
destroyed i n 1623. I n 1680, O l d T o w n was established.
Isle
O r g a n i z a t i o n o f the C h r i s t i a n C h u r c h
Surry
field.
Surry.
Old Town
Surry
45
K-233
Pleasant Point
Surry
Swann's Point
Surry
County:
K-226
F i v e miles north is Wakefield, owned by the first B e n j a m i n H a r r i son as e a r l y as 1635. Seven miles northeast is Pipsico, named for a
noted Indian chief. I n 1608 an Indian village was i n that v i c i n i t y .
Virginia
Smith's F o r t
K-222
A village was here as early as 1689. H e r e B a r o n Steuben gathered
militia in J a n u a r y , 1781, to resist Benedict A r n o l d ' s invasion, and here
General Muhlenberg, watching A r n o l d at Portsmouth, had his headquarters.
of
T w o miles north. T h e r e the colonists built a fort soon after m a k i n g
the first settlement at Jamestown. Some of the land passed from the
Indian k i n g to T h o m a s Rolfe, son of Pocahontas.
T h e house w a s
built about 1652 and is one of the oldest houses in V i r g i n i a .
Surry
Historic Cabin Point
Markers
W r e n n ' s M i l l Site
K-240
T w o miles south, on P a g a n Creek, stood W r e n n ' s M i l l as e a r l y as
1646. About 1685 George H a r d y operated a m i l l there. O n this site,
which has seen several m i l l structures, a m i l l is still running.
Isle
of Wight
County:
4.5 miles
northwest
of Smith field.
�46
State
Historical
Markers
of
Virginia
State
Pagan Point
of Wight
County:
A mile west
of
County:
Nansemond
K-243
At
Smithfield.
Macclesfield
of Wight
County:
K-247
4.2 miles southeast
of
Smithfield.
Benn's Church
T h i s Methodist church was k n o w n
Bishop A s b u r y preached here i n 1804.
Isle
of Wight
County:
K-246
i n 1804 as
4.2 miles southeast
of
C o u n t y p.
County:
Z-113
Nansemond
County:
UNITED
From
1.5 miles northwest
STATES
Reid's
of
to
K-250
T h e village of the Nansemond Indians stood near here, 1608, when
the region was first explored by the E n g l i s h settlers. T h e s e savages
took part in the massacre of 1622, and in the w a r that followed their
town was destroyed by S i r George Y e a r d l e y .
Nansemond
County:
5.5 miles northwest
of
Suffolk.
Suffolk.
11
Winchester,
Wytheville
Bristol.
A-38
One mile east is H a c k w o o d P a r k House, built i n 1777 by General
J o h n S m i t h . I t was used by U n i o n troops as a hospital, September 19,
1864.
Fredeixk
County:
1.7 miles north of
Winchester.
Capture
of
Star F o r t
A-3
T h e fort on the hilltop to the southwest, k n o w n as S t a r F o r t , w a s
taken by Colonel Schoonmaker of Sheridan's a r m y in the battle of
September 19, 1864.
Frederick
County:
.8 mile north of
Winchester.
Fort Collier
A-4
Just to the south was built by Joseph E . Johnston, 1861. E a r l y ' s
left rested here, T h i r d Battle of Winchester, September 19, 1864.
Frederick
County:
A mile north
of
Winchester
Suffolk.
Ferry
of
R O U T E
pp.
Winchester.
Markers
Q-4
6 miles northwest
K-251
W e s t V i r g i n i a L i n e south through
K-249
One mile east in Nansemond R i v e r . T h e r e , i n 1608, the E n g l i s h
settlers were attacked by Indians in canoes.
T h e savages jumped
overboard when the E n g l i s h fired their guns and later ransomed the
canoes for corn. I n 1609, the colonists sought to seize the Indians'
corn on the island but were driven off.
County:
Suffolk.
L e x i n g t o n , Roanoke, thence west through
K-248
A colonial church is here. I n J u l y , 1781, the B r i t i s h c a v a l r y m a n
T a r l e t o n was at Chuckatuck. O n M a y 3, 1863, a s k i r m i s h took place
here between U n i o n and Confederate forces as Longstreet w i t h d r e w
from the siege of Suffolk.
Nansemond County:
9.2 miles northwest of
Suffolk.
Nansemond
of
Hackwood Park
219
Dumpling Island
K-259
A warehouse was established here i n 1730 on land of the W i d o w
Constance. T h e town was established in 1742. Robert H o w e occupied
it with V i r g i n i a and N o r t h C a r o l i n a troops i n F e b r u a r y , 1776. I t w a s
burned by a B r i t i s h raiding force under General Matthews, M a y 13,
1779. Lafayette visited it i n F e b r u a r y , 1825. Suffolk was destroyed
by fire in 1837 but soon rose from its ashes.
Smithfield.
Chuckatuck
Suffolk
1.5 miles northwest
Benn's Chapel.
I s l e of W i g h t C o u n t y p. 217
Nansemond
47
Virginia
E a r l y H i s t o r y of S u f f o l k
Seven miles north. I t w a s the home of Colonel J o s i a h P a r k e r ,
Revolutionary officer. I n 1781, B r i t i s h c a v a l r y under T a r l e t o n raided
the place in the effort to capture P a r k e r . A militia camp was at
Macclesfield in the W a r of 1812.
Isle
of
A c r o s s the road here r a n the main line of Confederate w o r k s , built
by Longstreet besieging Suffolk, A p r i l , 1863. H e abandoned the
siege and rejoined L e e at F r e d e r i c k s b u r g .
T h e town was established i n 1752. T h e Masonic H a l l was built i n
1753. Benedict A r n o l d occupied the town, J a n u a r y 15, 1781. A t
C h e r r y G r o v e L a n d i n g near by, skirmishing took place on A p r i l 13-15,
1864, and the Confederates made a daring capture of a U n i o n vessel
on December 5, 1864.
of Wight
S i e g e of
Mokete.
Smithfield.
Smithfield
Isle
Markers
K-244
T w o miles north. T h e r e stood an Indian village named
" P a g a n " refers to the heathenism of the Indians.
Isle
Historical
J-3-4
series
p.
Q-4-c
207-8
39
F i r s t B a t t l e of W i n c h e s t e r
A-5
Jackson who had pursued B a n k s down the v a l l e y , stormed the
latter's position on the hilltops beyond the school here, M a y 25, 1862.
South Braddock and West Bond Streets,
Winchester.
�48
State Historical
Markers
of
State Historical
Virginia
S e c o n d B a t t l e of W i n c h e s t e r
Frederick
County:
.6 mile south of
around
Frederick
A-7
H e r e Stonewall Jackson, i n the early morning of M a y 25, 1862,
halted his advance guard and observed the U n i o n position.
Frederick
County:
.6 mile south of
Winchester.
B a t t l e of K e r n s t o w n
Frederick
County:
5.3 miles north
City.
E a r l y and Crook
Frederick
County:
.1 mile north
of
County:
3.2 miles north
of Stephens
City.
County:
2.3 miles
north
A-12
of Stephens
A-14
T h i s knoll m a r k s the position of the U n i o n A r m y when Sheridan
rejoined it at 10:30 A . M . , October 19, 1864, in the battle of Cedar
Creek. H i s a r r i v a l , w i t h W r i g h t ' s efforts, checked the U n i o n retreat.
County:
3.2 miles south
of Stephens
City.
B a t t l e of C e d a r C r e e k
A-15
N e a r this point General E a r l y , on the morning of October 19, 1864,
stopped his advance, and from this position he was driven by Sheridan
in the afternoon.
Frederick
County:
.2 mile north
of
Middletown.
E n g a g e m e n t of M i d d l e t o w n
County:
At
Middletown.
A-17
Middletown.
A-56
1.3 miles
south
of
Middletown.
F r e d e r i c k C o u n t y p. 216
Z-179
222
A-55
T h e stone house to the south is F o r t B o w m a n , or H a r m o n y H a l l ,
built about 1753. H e r e was born M a j o r Joseph B o w m a n , second in
command in George Rogers C l a r k ' s expedition for the conquest of the
Northwest.
County:
1.9 miles
north
of
Strasburg.
T r e n c h e s on H u p p ' s H i l l
A-19
These trenches were constructed by Sheridan i n the autumn of 1864
while campaigning against E a r l y .
County:
.8 mile north
of
Strasburg.
Frontier Fort
A-20
' T h i s house, built about 1755, is the old H u p p homestead.
used as a fort in I n d i a n attacks.
Shenandoah
County:
At
I t was
Strasburg.
Banks' Fort
A-24
T h e earthworks on the hilltop to the southwest were constructed by
General B a n k s in the campaign of 1862.
Shenandoah
County:
At
Strasburg.
B a t t l e of C e d a r C r e e k
A-16
H e r e Stonewall Jackson, on M a y 24, 1862, attacked B a n k s , retreating from Strasburg, and forced him to divide his a r m y .
Frederick
of
S h e n a n d o a h C o u n t y p.
Shenandoah
City.
E n d of S h e r i d a n ' s R i d e
Frederick
County:
Shenandoah
Springdale, home of Colonel J o h n H i t e , son of Joist H i t e , leader of
the first settlers in this section, was built in 1753. Just to the south
are the ruins of H i t e ' s F o r t , built about 1734.
Frederick
1 mile south
Fort Bowman
A-ll
H o u s e of F i r s t S e t t l e r
Middletown.
H e r e the U n i o n a r m y lay i n an entrenched camp, October 19, 1864.
Crook was in the valley to the e a s t ; the Nineteenth Corps on the h i l l side facing south. A t dawn the Confederates attacked from the east
and south, capturing the camp and d r i v i n g the Unionists n o r t h w a r d
two miles and a half. W r i g h t finally halted the retreat.
Frederick
T h e main body of Stonewall Jackson's a r m y halted here to rest i n
the early morning of M a y 25, 1862.
Frederick
At
T h e northern
B a t t l e of C e d a r C r e e k
Kernstown.
F i r s t B a t t l e of W i n c h e s t e r
County:
County:
A-10
H e r e E a r l y , just returned from his raid to Washington, attacked a
pursuing force under Crook and drove it back, J u l y 24, 1864.
A-37
O n the highest mountain top to the southeast is the grave of a n
unknown soldier. T h e mountain top was used as a signal station by
both armies, 1861-1865.
A-9
of Stephens
49
T o m b of A n U n k n o w n S o l d i e r
Frederick
O n the h i l l to the west, Stonewall Jackson, late in the afternoon of
M a r c h 23, 1862, attacked the U n i o n force under Shields holding W i n chester. A f t e r a fierce action, Jackson, who was greatly outnumbered,
withdrew southward, leaving his dead on the field. These were buried
next day by citizens of Winchester.
Virginia
One mile west is the O l d Stone F o r t , built about 1755.
end is loopholed for defense against Indians.
Winchester.
F i r s t B a t t l e of W i n c h e s t e r
of
O l d Stone F o r t
A-8
H e r e E w e l l , on J u n e 14, 1863, detached E a r l y to move
M i l r o y ' s flank and attack the w o r k s west of Winchester.
Markers
A-21
T h e breaking of this bridge i n the evening of October 19, 1864,
permitted Sheridan to retake most of the material captured i n the
morning by E a r l y .
Shenandoah
County:
At
Strasburg.
�State Historical
so
State Historical
Markers
of
Markers
of
51
Virginia
Virginia
Fairfax Line
B a t t l e of F i s h e r ' s H i l l
A-22
E a r l y took position here after the battle of Winchester, and here he
was attacked by Sheridan, September 22, 1864, and forced to retire.
Shenandoah
County:
1.9 miles
south
of
Strasburg.
B a t t l e of F i s h e r ' s H i l l
H e r e ran the southwestern boundary of L o r d F a i r f a x ' s vast land
grant, the N o r t h e r n Neck.
I t w a s surveyed by Peter Jefferson,
Thomas Jefferson's father, and others i n 1746.
Shenandoah
County:
3.1 miles
south
of
County:
.1 mile south
A-25
of Tom's
A-41
H e r e , in 1766, took place the last I n d i a n outrage in Shenandoah
County. F i v e Indians attacked two settler families fleeing to W o o d stock. T w o men were k i l l e d ; the women and children escaped.
Shenandoah
County:
1.9 miles south
of
Woodstock.
Cavalry Engagement
A-26
N e a r this point the F i r s t V i r g i n i a C a v a l r y and the F i r s t N e w Y o r k
C a v a l r y fought an engagement, November 17, 1863.
Shenandoah
County:
1 mile south
of Mount
Jackson.
Rude's H i l l Action
A-27
Rude's H i l l was reached by two divisions of Sheridan's U n i o n
c a v a l r y following the Confederate General Jubal A . E a r l y , on N o vember 22, 1864. E a r l y promptly took position on the h i l l to oppose
them. T h e cavalry, charging across the flats, were repulsed i n a
sharp action and fell back northward.
Shenandoah
County:
3.7 miles north
of New
Market.
B a t t l e of N e w M a r k e t
A-28
O n the hills to the north took place the battle of N e w M a r k e t , M a y
I S , 1864. T h e U n i o n A r m y , under General F r a n z Sigel, faced southwest. John C . Breckinridge, once V i c e - P r e s i d e n t of the U n i t e d States,
commanded the Confederates.
General Scott Shipp commanded the
cadet corps of the V i r g i n i a M i l i t a r y Institute, w h i c h distinguished
itself, capturing a battery. T h e battle ended in Sigel's retreat n o r t h ward.
Shenandoah
County:
.6 mile north
of New
Market.
Rockingham
County:
.7 mile south
of New
Z-178
222
A-18
County:
At Lacey
Spring.
A-29
H e r e , at L a c e y ' s Springs, Rosser's Confederate c a v a l r y attacked
Custer's camp, December 20, 1864. R o s s e r and Custer (of I n d i a n
fame) had been roommates at W e s t Point.
Rockingham
County:
7.5 miles north
of
Harrisonburg.
Harrisonburg
A-33
H e r e T h o m a s H a r r i s o n and wife deeded land for the R o c k i n g h a m
County public buildings, A u g u s t 5, 1779. T h e same act established
both L o u i s v i l l e , K y . , and H a r r i s o n b u r g , M a y , 1780. Named for its
founder, the town was also k n o w n as R o c k t o w n . I t w a s incorporated
in 1849. I n its v i c i n i t y battles were fought i n 1862 and 1864. T h e
present courthouse w a s built i n 1897. H a r r i s o n b u r g became a city
in 1916.
At
Harrisonburg.
E n d of the C a m p a i g n
A-35
H e r e Stonewall J a c k s o n , retreating up the V a l l e y before the converging columns of F r e m o n t and Shields, turned at bay, J u n e , 1862.
A mile southeast Jackson's c a v a l r y commander, A s h b y , w a s killed,
June 6. A t Cross K e y s , s i x miles southeast, E w e l l of Jackson's
a r m y defeated Fremont, J u n e 8.
N e a r P o r t Republic, ten miles
southeast, Jackson defeated Shields, June 9. T h i s was the end of
Jackson's V a l l e y Campaign.
At
Harrisonburg.
Where Ashby Fell
A-30
A mile and a half east of this point, T u r n e r A s h b y , Stonewall
Jackson's c a v a l r y commander, was killed, J u n e 6, 1862, w h i l e opposing Fremont's advance.
County:
1.5 miles
south
of
Harrisonburg.
A-34
N e a r here was born J o h n Sevier, pioneer and soldier, September 23,
1745. H e was a leader in the Indian w a r s and at the battle of K i n g ' s
Mountain, 1780. H e was the only governor of the short-lived state of
F r a n k l i n and the first governor of Tennessee. Sevier died in Georgia,
September 24, 1815.
Shenandoah
Market.
Cavalry Engagement
Rockingham
Sevier's Birthplace
of New
F o u r miles west, T h o m a s L i n c o l n , father of the President, w a s
born about 1778. H e w a s taken to K e n t u c k y by his father about
1781. Beside the road here w a s L i n c o l n I n n , long kept by a member
of the family.
Brook.
L a s t Indian Outrage
south
Abraham Lincoln's Father
H e r e E a r l y ' s c a v a l r y under Rosser and L o m a x was driven back by
Sheridan's c a v a l r y under T o r b e r t , October 9, 1864.
Shenandoah
.7 mile
R o c k i n g h a m C o u n t y p.
Strasburg.
A c t i o n of T o m ' s B r o o k
County:
S h e n a n d o a h C o u n t y p. 222
A-23
H e r e E a r l y ' s A d j u t a n t - G e n e r a l , A . S . Pendleton, while attempting
to check Sheridan's attack, was mortally wounded, September 22, 1864.
Shenandoah
A-36
Market.
Sheridan's L a s t R a i d
H e r e was fought the engagement of
1865, in Sheridan's last raid.
Rockingham
County:
.3 mile
south
A-32
Mount C r a w f o r d , M a r c h 1,
of Mount
Crawford.
�52
State Historical
Markers
of
Virginia
State Historical
Z-171
R o c k i n g h a m C o u n t y p. 222
A u g u s t a C o u n t y p.
Staunton
W-159
213
2.1 miles
north
2.1 miles
north
of
A-31
T w o and a half miles northwest. A s e a r l y as 1748 a log meeting
house stood there. I n 1793 a stone church ( s t i l l standing) w a s b u i l t
I n 1859 it was succeeded by a brick church, w h i c h gave w a y to the
present building i n 1918. I n the g r a v e y a r d rest ancestors of C y r u s
M c C o r m i c k , inventor of the reaper, and fourteen
Revolutionary
soldiers.
County:
1.4 miles
north
of Steeles
A-39
T h i s church, seven and a half miles west, w a s organized by J o h n
B l a i r i n 1746. F i v e successive church buildings have been erected.
T h e first pastor w a s J o h n B r o w n . Samuel B r o w n , second pastor,
had as wife M a r y Moore, captured i n youth by Indians and k n o w n as
" T h e Captive of Abb's V a l l e y " . T h e synod of V i r g i n i a w a s organized
here, 1788.
Augusta
County:
At Steeles
Tavern.
V i r g i n i a Inventors
A-Sl
A mile and a half northwest, C y r u s H . M c C o r m i c k perfected, i n
1831, the grain reaper. I n that vicinity, i n 1856, J . A . E . Gibbs devised the chainstitch sewing machine.
County:
At
Steeles
A-40
N e a r here the first settler of Rockbridge County, J o h n
pitched his first camp i n the county, October, 1737.
County:
At
Steeles
McDowell,
Tavern.
A u g u s t a C o u n t y p. 213
R o c k b r i d g e C o u n t y p.
A-43
County:
1.1 miles
south
of
Fairfield.
R e d House Estate
A-45
T h i s w a s the site of the home of Captain J o h n M c D o w e l l , k i l l e d by
the Indians i n 1742, and the birthplace of Doctor E p h r a i m M c D o w e l l ,
pioneer i n abdominal surgery.
Rockbridge
County:
1.1 miles
south
of
Fairfield.
Timber Ridge Church
A-46
T h i s P r e s b y t e r i a n C h u r c h w a s built i n 1756, nineteen years after
the first settlement i n Rockbridge County.
Rockbridge
County:
53
miles
north
of
Lexington.
Liberty Hall Academy
A-44
T h i s school, w h i c h w a s founded i n 1777 and finally g r e w into W a s h ington and L e e U n i v e r s i t y , stood a short distance to the southwest of
this point.
Rockbridge
County:
5.3
miles
north
of
Lexington.
A-52
B i r t h p l a c e of S a m H o u s t o n
I n a cabin on the hilltop to the east S a m Houston w a s born, M a r c h
2, 1793.
A s commander-in-chief
of the T e x a s a r m y , he w o n the
battle of S a n Jacinto, w h i c h secured T e x a n independence, A p r i l 2 1 ,
1836.
H e w a s President of T e x a s , 1836-1838, 1841-1844; U n i t e d
States Senator, 1846-1859; Governor, 1860-1861. H e died, J u l y , 1863.
Rockbridge
County:
53
miles
north
of
Lexington.
Tavern.
F i r s t Settler's Camp
Augusta
Rockbridge
Tavern.
New Providence Church
Augusta
Fairfield.
Greenville.
Old Providence Church
Augusta
.3 mile south of
I n this cemetery are the graves of Captain J o h n M c D o w e l l and
seven companions, who were k i l l e d by Indians near B a l c o n y F a l l s ,
December 14, 1742. T h i s fight began a w a r that lasted until 1744.
I-ll-a
F i v e miles west is the birthplace of V i r g i n i a Institute, founded
in 1842 by D a v i d F . Bittle, assisted by Christopher C . Baughman.
Chartered on J a n u a r y 30, 1845, as V i r g i n i a Collegiate Institute, the
school was moved to Salem, V i r g i n i a , in 1847, and was chartered as
Roanoke College, M a r c h 14, 1853.
County:
County:
Greenville.
Roanoke College
Augusta
53
A-47
McDowell's Grave
A-53
of
Virginia
Cherry Grove Estate
Rockbridge
Marker
p. 163
T w o miles west. T h e first church w a s built by Colonel Robert
Doak i n 1779. Captain James T a t e , an elder, led i n the battles of
Cowpens and G u i l f o r d Courthouse (1781) a company d r a w n mainly
from this church. I n the c h u r c h y a r d 23 Revolutionary soldiers are
buried, l h e present building w a s erected i n 1888.
County:
of
H e r e w a s born James M c D o w e l l , Governor of V i r g i n i a , 1843-46.
Bethel Church
Augusta
Markers
222
Z-109
Virginia Military Institute
1-1
A state m i l i t a r y , engineering and arts college, founded i n 1839.
Graduates of it have taken a prominent part i n every w a r since the
M e x i c a n W a r , 2,000 of them serving i n the W o r l d W a r . T h e cadets
fought as a corps at N e w M a r k e t i n 1864. A m o n g the members of
the faculty were Stonewall J a c k s o n and the noted scientists, M a t thew F . M a u r y and J o h n M . Brooke.
Rockbridge
County:
At
Lexington.
�54
State Historical
Markers
of
Virginia
State Historical
Washington and L e e University
Founded 1749, as A u g u s t a Academy, near G r e e n v i l l e ; reestablished
at T i m b e r Ridge, M a y , 1776, as L i b e r t y H a l l A c a d e m y ; moved to
L e x i n g t o n and chartered as a college, 1782; endowed by George
Washington, 1796, and named for him.
U n d e r presidency, 18651870, of Robert E . L e e (buried i n the university c h a p e l ) , whose name
after death was incorporated in the official title.
Rockbridge
County:
At
Lexington.
Ruffner's Home
At
Lexington.
Thorn Hill Estate
A-49
Home of Colonel J o h n B o w y e r , an officer in the Revolutionary W a r ,
and of General E . F . P a x t o n , commander of the Stonewall Brigade,
killed at Chancellorsville, M a y 3, 1863.
Rockbridge
County:
At
Lexington.
N a t u r a l B r i d g e of V i r g i n i a
A-72
Legend says the Monocan Indians called it " T h e B r i d g e of G o d "
and worshipped it. T h o m a s Jefferson was the first A m e r i c a n owner,
patenting it w i t h 157 acres on J u l y 5, 1774, "for twenty shillings of
good and l a w f u l money." Millions of years old, N a t u r a l B r i d g e is
considered one of the seven natural wonders of the w o r l d .
Rockbridge
County:
At
Natural
213
A-48
Botetourt
4.5 miles south of Natural
County:
1.4 miles
north
A-92
of
County:
.7 mile south
Botetourt
County:
A-50
N e a r here was the R e n i c k settlement, raided by the Shawnee I n dians in 1757. F i v e settlers w e r e killed and nine taken captive.
.9 mile north of
Buchanan.
4.2 miles north of
A-80
Troutville.
Cloverdale Furnace
A-82
H e r e was situated Cloverdale F u r n a c e , an early iron industry,
developed by C a r t e r B e v e r l y , i n 1808.
County:
8.2 miles north
of
Roanoke.
Old Carolina Road
A-81
T h i s is the old road from P e n n s y l v a n i a to the Y a d k i n V a l l e y , over
which in early times settlers passed going south. O n it were the
B l a c k H o r s e T a v e r n and the T i n k e r C r e e k Presbyterian C h u r c h .
Botetourt
County:
8 miles
north
of
Roanoke.
B o t e t o u r t C o u n t y p. 213
R o a n o k e C o u n t y p.
Z-106
221
A-79
F i r s t chartered college for women in V i r g i n i a , established 1842.
T h e estate was the pioneer home of W i l l i a m C a r v i n , who settled here
before 1746.
Roanoke
County:
5.8 miles north
Roanoke
County:
of
of
Roanoke.
Buchanan.
Indian Massacre
Botetourt
A-91
Hollins College
Indian raiders going west passed through this gap after massacring
settlers on Cedar C r e e k near N a t u r a l B r i d g e , 1757.
Botetourt
Buchanan.
N e a r here took place the historic meeting of J o h n C . Moomaw and
C. M . T h o m a s that led to the termination of the Shenandoah V a l ley R a i l r o a d at B i g L i c k (now R o a n o k e ) , A p r i l , 1881. T h i s w a s the
beginning of the city of Roanoke.
Bridge.
Cartmill's Gap
At
C o m i n g of the R a i l r o a d
N e a r here stood the stockade fort of Captain A u d l e y P a u l , noted
colonial frontier soldier. H e served i n the Sandy Creek expedition
against the Shawnees, 1756, at the battle of P o i n t Pleasant, 1774, and
in repelling Indian raids. I n 1761, the fort was crowded w i t h settlers'
families seeking protection against marauding Shawnees.
County:
County:
Looney's F e r r y , established in 1742, w a s the first crossing over
James R i v e r in this region.
O n the other side of the r i v e r w a s
C h e r r y T r e e Bottom, home of Colonel J o h n Buchanan, and above
the mouth of this creek stood F o r t Fauquier, 1758-1763.
Z-129
Audley Paul's Fort
Botetourt
55
A-58
Looney's Ferry
Botetourt
Bridge.
R o c k b r i d g e C o u n t y p. 222
B o t e t o u r t C o u n t y p.
Virginia
Buchanan
A-42
Just to the west is T r i b r o o k , home of W . H . Ruffner, first superintendent of public instruction of V i r g i n i a . H e began, i n 1870, the
state's public school system.
County:
of
T h e town was established i n 1811 and named for Colonel J o h n
Buchanan, pioneer and soldier.
I t w a s incorporated in 1833. I t s
importance consisted in its being the western terminus of the J a m e s
R i v e r and K a n a w h a C a n a l , w h i c h reached the town in 1851. H u n t e r
passed here moving to L y n c h b u r g , June, 1864. T h e town w a s r e incorporated i n 1892.
Botetourt
Rockbridge
Markers
1-8
Buchanan.
K-95
T h e first village here, at Pate's M i l l and T a v e r n on E v a n s ' M i l l
Creek, was called B i g L i c k for nearby salt marshes. I n 1839 it w a s
laid off as the town of Gainesborough.
A f t e r the coming of the
V i r g i n i a and Tennessee R a i l r o a d ( l a t e r N . & W . ) i n 1852, another
village sprang up about the old Stover House that w a s also named
B i g L i c k , Gainesborough became k n o w n as O l d L i c k .
�State Historical
State Historical
56
Markers
of
Markers
of
Virginia
Virginia
Fort Vause
Roanoke
(Reverse)
I n June, 1864, General H u n t e r passed here retreating from L y n c h burg. I n 1874 B i g L i c k w a s incorporated. I n 1881, w i t h the j u n c tion of the new Shenandoah V a l l e y R a i l r o a d w i t h the N . & W . , rapid
growth began. I n 1882 the name was changed to R o a n o k e ; i n 1884
it was incorporated as a city. I n 1909 the V i r g i n i a n R a i l r o a d operated its first train. I n recent years Roanoke became the third city
of V i r g i n i a .
East
Bullit
and South
Jefferson
Streets,
Roanoke.
A Colonial F o r d
K-116
T o s h ' s F o r d and E v a n s ' M i l l located on the r i v e r near this crossing, were the base of supplies for m i l i t a r y expeditions of colonial
days in a l l this region.
Franklin
Roanoke.
Road S. W. Bet. Naval
Reserve
and Brandon
Aves.,
Old Lutheran Church
S.
County:
.8 mile west
of
Roanoke.
O l d Salem Inns
.2 mile west
K-88
of
I-ll-b
A t S a l e m is a liberal arts institution for men and women. Founded
in A u g u s t a County in 1842 as V i r g i n i a Institute, it was chartered
in 1845 as V i r g i n i a Collegiate I n s t i t u t e ; moved to S a l e m i n 1847;
chartered as Roanoke College i n 1853, and w a s i n operation throughout 1861-65.
T h e students formed a company i n the Confederate
A r m y , V i r g i n i a Reserves, September 1, 1864.
County:
.2 mile west
of
.3 mile west
of
Shawsville.
V i r g i n i a Polytechnic Institute
I-2-a
Nine miles north is the V i r g i n i a Polytechnic Institute, a state c o l lege of agriculture, engineering and business, established in 1872, as
a land-grant college, on the site of the D r a p e r ' s Meadows massacre
of 1755. I t s founding marked the beginning of scientific a g r i c u l t u r a l
and industrial instruction in V i r g i n i a .
T h e college includes a g r i cultural and engineering experiment stations.
Montgomery
County:
.6 mile cast of
Christiansburg.
Christiansburg
K-72
Christiansburg, originally k n o w n as " H a n s ' Meadows," was established in 1792 and named for Colonel W i l l i a m C h r i s t i a n , noted
Colonial and Revolutionary Indian fighter. I t became an important
place on the route to the West. O n M a y 10, 1864, A v e r e l l raided
the town on an expedition into southwest V i r g i n i a .
O n A p r i l 5,
Stoneman raided it w h i l e destroying railroads.
County:
.6 mile east of
Christiansburg.
V i r g i n i a Polytechnic Institute
I-2-b
Nine miles north is the V i r g i n i a Polytechnic Institute, a state
college of agriculture, engineering and business, established in 1872,
as a land-grant college, on the site of the D r a p e r ' s Meadows massacre
of 1755. I t s founding marked the beginning of scientific agricultural
and industrial instruction i n V i r g i n i a .
T h e college includes a g r i cultural and engineering experiment stations.
Montgomery
County:
At
western
entrance
of
Christiansburg.
Salem.
Roanoke College
Roanoke
County:
K-75
Salem, founded in 1803, w a s a notable stopping place on the route
to the W e s t . T h e inns located near this spot were the B u l l ' s E y e ,
Y e Olde T i m e T a v e r n , the Globe, the Indian Queen, and the M e r m a i d .
County:
Montgomery
Montgomery
Richfield, home of A n d r e w L e w i s , famous Colonial and R e v o l u t i o n a r y soldier, is marked by the knoll and locust trees a half mile east
of this spot.
Roanoke:
At Salem.
Roanoke
T h e fort stood on this h i l l . I t was attacked and burned by F r e n c h
and Indians in June, 1756. I t was rebuilt by Captain Peter H o g g ,
and visited by George Washington i n October, 1756.
K-76
General A n d r e w L e w i s
K-73
W.,
T r a d i t i o n has it that the church near by w a s built where M o r a v i a n
and L u t h e r a n missionaries preached soon after the Revolution. H e r e ,
in 1796, L u t h e r a n s held services and, a little later, organized their
first congregation in this section.
I n 1828, the L u t h e r a n synod of
N o r t h C a r o l i n a met here and consecrated the church.
Roanoke
57
Salem.
Colonial Mansion Site
R o a n o k e C o u n t y p. 221
K-70
Ingles F e r r y , several miles west, was the first rendezvous of Colonel
W i l l i a m B y r d ' s expedition against the Cherokees, 1760.
There
Indians, returning from their last foray in the N e w R i v e r region,
1763, were attacked by W i l l i a m Ingles and a party of settlers.
Montgomery
County:
1.4
miles
east
of
Radford.
State T e a c h e r s C o l l e g e A t R a d f o r d
K-74
T h e home of James Campbell, a prominent colonial pioneer, who
settled here i n 1742, stood on this site. O n his land F o r t L e w i s w a s
built in 1756.
Roanoke County:
2.5 miles west of Salem.
M o n t g o m e r y C o u n t y p . 219
Ingles F e r r y Road
Z-105
A state college for women established in
powered by legislature in 1916 to grant
in the arts and sciences.
Present name
John Preston M c C o n n e l l L i b r a r y , named
the college, contains a valuable collection
west V i r g i n i a .
At
Radford.
K-66
1910. Opened 1913. E m degrees i n education and
authorized i n 1924.
The
for the first president of
on the history of S o u t h -
�58
State Historical
Markers
of
Virginia
Radford
State Historical
K-65
I t originated as a railroad town i n 1856 and was known as C e n t r a l .
I n 1862-65 this section was i n the range of U n i o n r a i d s ; Confederates
burned the bridge at Ingles F e r r y to retard raiders. Incorporated i n
1887 as a town, the place was incorporated as a city i n 1892 and
named Radford, for D r . J o h n B . Radford, prominent citizen. R a d ford State Teachers College was established here, 1913.
At
Markers
of
Virginia
A n c h o r and Hope Plantation
Wythe
County:
At Fort
Chiswell.
Lead Mines
P u l a s k i C o u n t y p.
Z-80
221
New River
County:
K-39
Nine miles south on N e w R i v e r . Discovered in 1756 by Colonel
John C h i s w e l l . T h e s e mines supplied lead for the patriots in the
Revolutionary W a r . T o r i e s attempted to seize them i n 1780 but were
suppressed.
Wythe County:
At Fort
Chiswell.
K-25
T h i s stream was reached by the explorers, Batts and F a l l a m , September, 1671. T h e expedition w a s sent out by A b r a h a m W o o d , who
lived at F o r t H e n r y ( P e t e r s b u r g ) . T h e r i v e r w a s k n o w n as Wood's
R i v e r until renamed N e w R i v e r .
Pulaski
.5 mile northwest
of
Radford.
Ingleside
K-37
H o m e of Colonel R . E . W i t h e r s , Confederate officer, LieutenantGovernor of V i r g i n i a , U n i t e d States Senator and Consul at H o n g
Kong.
Wythe County:
At eastern entrance of
Wytheville.
A Colonial Soldier's Home
F i r s t Settlement
K-29
About five miles southwest is D u n k a r d Bottom, where D r . W a l k e r
found a settlement in 1750. T h e fort there was built about 1756 and
was the first fort in V i r g i n i a west of N e w R i v e r . T h e first store and
first m i l l were also there.
Pulaski
County:
1.9 miles west
of
K-23
F i v e miles north was the home of W a l t e r Crockett, a captain i n
the Point Pleasant Indian expedition of 1774 and the suppressor of
a T o r y rising i n 1779. H e was county lieutenant and c l e r k of W y t h e
County.
Wythe
County:
At
eastern
entrance
of
Wytheville.
Radford.
Wytheville
Pulaski
K-41
T h e town sprang up at the coming of the railroad and was first
known as M a r t i n ' s T a n k . Governor J o h n F l o y d lived near by. T h e
county seat was moved here from N e w b u r n i n 1894. T h e town, like
the county, was named for Count C a s i m i r P u l a s k i , killed i n the siege
of Savannah, 1779. I t w a s incorporated in 1886. Z i n c and iron
were early industries.
Pulaski
County:
At
K-40
1.9 miles south
of
P u l a s k i C o u n t y p. 221
Wythe
C o u n t y p.
Wythe
224
County:
At
Wytheville.
S i t e of M o u n t A i r y
Draper's V a l l e y
County:
K-35
W h e n W y t h e County w a s formed, this place became the county
seat under the name of E v a n s h a m . I t w a s incorporated i n 1839 as
W y t h e v i l l e . T h e old W i l d e r n e s s R o a d to Cumberland Gap passed
here. I n J u l y , 1863, Toland's raiders captured the town. I n M a y .
1864, A v e r e l l passed here on a r a i d ; the town w a s again occupied
by U n i o n troops i n December, 1864, and A p r i l , 1865.
Pulaski.
T o the south and west lies D r a p e r ' s V a l l e y , named for J o h n D r a p er, who settled here in 1765. H e moved hence from D r a p e r ' s M e a d ows ( B l a c k s b u r g ) , where his wife w a s captured by the Indians i n
the massacre of 1755. S i x years later D r a p e r ransomed her.
He
served as an officer i n the P o i n t Pleasant Indian expedition of 1774.
Pulaski
K-36
One mile north is a plantation that was surveyed in M a r c h , 1748,
and patented, i n June, 1753, by Colonel J o h n Buchanan and named by
him " A n c h o r and Hope". T h e r e in 1792 an academy w a s established
to teach oratory. T h e pioneer educator, T h o m a s E . B i r c h , w a s i n structor and minister for the settlement.
Radford.
M o n t g o m e r y C o u n t y p. 219
59
K-31
A G e r m a n settlement of colonial times had its center here. One of
its leading men, Robert Doak, w a s a member of the House of B u r gesses for F i n c a s t l e County, 1773-1775.
Wythe
County:
12.9 miles west
of
Wytheville.
W y t h e C o u n t y p. 224
S m y t h C o u n t y p.
Pulaski.
Z-102
222
E a r l y Settlers
Z-100
K-30
Stephen H o l s t e i n ( H o l s t o n ) , coming here before 1748, gave his
name to the r i v e r and valley. James D a v i s settled on this place,
" D a v i s ' F a n c y " , i n 1748 and his home became a neighborhood fort.
Smyth
County:
8.5 miles
east of
Marion.
�60
State Historical
Markers
of
State Historical
Virginia
B a t t l e of M a r i o n
Smyth
County:
1.1 miles east of
Marion.
Early Church
K-24
T w o hundred yards south is the site of the O l d Upper
tion Presbyterian C h u r c h , organized i n 1776.
Smyth
County:
.6 mile east of
County:
.4 mile east of
K-33
Marion.
S i t e of C o l o n i a l H o m e
County:
.3 mile
east of
Marion.
Marion
K-34
T h e community center here was known as R o y a l O a k , home of
A r t h u r Campbell, frontiersman. T h e place became the county seat
when S m y t h County w a s formed and w a s named for F r a n c i s M a r i o n ,
Revolutionary hero. I t w a s incorporated in 1832; the courthouse w a s
built in 1834; the railroad came i n 1856. A c a v a l r y action was fought
here, December, 1864, i n Stoneman's raid.
Smyth
County:
At
K-19
T h e place takes its name from the h i g h w a y ford on the Holston,
seven miles west of R o y a l Oak. T h e land here belonged to General
W i l l i a m Campbell, hero of K i n g ' s Mountain, 1780. I t descended to
the wife of J o h n M . Preston. T h e town originated as a railroad
station. I t was occupied i n Stoneman's raid of December, 1864.
County:
2.9 miles east of
2 miles east of
Chilhowie.
At
Chilhowie.
K-21
N e a r here, i n 1750, D r . T h o m a s W a l k e r , on his first journey
southwest, assisted Samuel S t a l n a k e r i n building his cabin. A t that
time this was the farthest west settlement.
Smyth
County:
At
Chilhowie.
S m y t h C o u n t y p. 222
W a s h i n g t o n C o u n t y p.
Z-244
223
Saltville History
K-28
W i l l i a m K i n g built salt w o r k s there i n 1795. I n October, 1864,
U n i o n troops, raiding S a l t v i l l e , were driven off; but i n December,
1864, the w o r k s were destroyed by General Stoneman.
Washington
County:
4.1 miles
west
of
Chilhowie.
E m o r y and H e n r y College
1-7
One mile north is E m o r y and H e n r y College, founded i n 1836, the
first institution of higher learning in Southwest V i r g i n i a .
I t was
named for Bishop J o h n E m o r y of the Methodist C h u r c h and P a t r i c k
H e n r y , the orator of the Revolution. F o u r bishops of the Methodist
C h u r c h , three governors, and one U n i t e d States Senator are among
its alumni.
County:
8.3 miles
east of
Abingdon.
S i t e of B l a c k ' s F o r t
K-20
K-48
T h e fort, built in 1776, stood a short distance to the south. H e r e
the first court of Washington County was held, J a n u a r y 28, 1777.
Washington
County:
At
Abingdon.
Abingdon
A short distance north are the home site and grave of W i l l i a m
Campbell, noted Indian fighter and commander of troops at the battle
of K i n g ' s Mountain, 1780. L a t e r he was w i t h Lafayette i n eastern
V i r g i n i a until his death, A u g u s t 22, 1781, shortly before the siege of
Yorktown.
County:
County:
Chilhowie.
W i l l i a m Campbell's Grave
Smyth
Smyth
Washington
Marion.
Seven Mile Ford
Smyth
A n Indian name meaning " V a l l e y of M a n y D e e r " .
L a n d was
patented here by Colonel J a m e s Patton, 1746; Samuel S t a l n a k e r , first
settler, built a home here in 1750. I n 1804 Robert G a n n a w a y came
here and i n 1815 opened Chilhowie Springs. W h e n the railroad came
the town w a s called Greever's S w i t c h , later changed to Chilhowie.
I t was incorporated, 1913.
K-27
R o y a l Oak, home of A r t h u r Campbell, Indian fighter and R e v o l u tionary leader, who settled here in 1769, stood three hundred yards
south. T h e house was a neighborhood fort and i n it, i n 1832, the
first court of S m y t h County was held.
Smyth
61
K-22
F a r t h e s t W e s t , 1750
T h i s p a r k was developed by the National P a r k Service, I n t e r i o r
Department, through the C i v i l i a n Conservation Corps, i n conjunction
w i t h the V i r g i n i a Conservation Commission.
I t covers 2150 acres
and w a s opened, J u n e 15, 1936. I t takes its name from a legend of
an Indian raid i n w h i c h a woman w a s carried off w i t h her infant.
Smyth
Virginia
Congrega-
Marion.
H u n g r y Mother State P a r k
of
Chilhowie
K-26
H e r e , on December 17-18, 1864, General Stoneman, raiding to
Saltville, fought an engagement w i t h J o h n C. B r e c k i n r i d g e , Confederate commander in southwest V i r g i n i a .
Markers
K-49
F i r s t known as W o l f H i l l s , land was patented here by D r . T h o m a s
W a l k e r in 1750. B l a c k ' s F o r t was built, 1776. T h e town of A b i n g don was established in 1778 as the county seat of W a s h i n g t o n County.
A courthouse, built about 1800, was replaced in 1850. I n 1862 the
church bells were melted for cannon. I n Stoneman's raid, December,
1864, the town w a s partly burned. A new courthouse was built, 1869.
Washington
County:
At
Abingdon.
�State
62
State
Historical
Markers
of
Historical
Markers
of
63
Virginia
Virginia
F r o n t R o y a l M a r k e r s p. 190
King's Mountain
Men
K-47
F r o m this v i c i n i t y went forth a force of V i r g i n i a n s , under the
command of Colonel W i l l i a m Campbell, to fight against the B r i t i s h
in the Carolinas, 1780. T h e V i r g i n i a troops played an important part
in the victory of K i n g ' s Mountain, South C a r o l i n a , won by the
A m e r i c a n s over P a t r i c k Ferguson, October 7, 1780.
Washington
County:
At western
entrance
of
Abingdon.
W i l l i a m E . Carson
Bristol, Virginia
County:
Bristol.
p. 116
Warren
County:
3 miles southwest
C o u n t y p.
Berryville
and
south through
W a y n e s b o r o to
Berryville
Old
B a t t l e of
12
Royal,
S. Rt.
Elkton
11.
p. 196
Q-3-d
Chapel
T-3
T h r e e miles south is G r e e n w a y Court, residence of Thomas, s i x t h
L o r d F a i r f a x , proprietor of the vast N o r t h e r n N e c k grant, which
he inherited. B o r n i n Leeds Castle, E n g l a n d , in 1693, F a i r f a x settled
in V i r g i n i a , in 1747, for the rest of his life. H e made Greenway
Court his home in 1751. George Washington, employed as a s u r veyor on this grant, was there frequently in his youth. F a i r f a x died
there, December 9, 1781.
2 miles
northwest
Port Republic
Rockingham
County:
3 miles north of
Warren
C o u n t y p.
C o u n t y p.
Grottoes.
R o c k i n g h a m C o u n t y p. 222
of
Augusta
C o u n t y p.
Z-201
213
Jarman's Gap
JD-14
F i v e miles east is J a r m a n ' s Gap, formerly k n o w n as Woods' Gap.
T h r o u g h this pass Michael Woods, his three sons and three sonsin-law ( A n d r e w , Peter, W i l l i a m W a l l a c e ) , coming from P e n n s y l vania v i a Shenandoah V a l l e y , crossed into Albemarle County i n
1734—pioneers in settling this section. I n 1780-81 B r i t i s h prisoners
taken at Saratoga went through the gap en route to Winchester.
I n June 1862 part of Jackson's a r m y , moving to j o i n L e e at Richmond,
crossed the mountain here.
Augusta
County:
1.2 miles
north
of
Waynesboro.
Millwood.
Waynesboro
Clark
JD-10
T-2
Greenway Court
County:
Z-141
222
T h e cross road here roughly divides the Confederate and U n i o n
lines in the battle of J u n e 9, 1862. J a c k s o n attacked Shields, coming
southward to j o i n Fremont, but was repulsed. Reinforced by E w e l l ,
J a c k s o n attacked again and drove Shields from the field. A t the same
time he burned the bridge at P o r t Republic, preventing Fremont
from coming to Shields' aid.
T h i s place was called " O l d C h a p e l " i n 1773. T h e present building
was erected i n 1796.
Bishop Meade w a s minister here.
Edmund
Randolph, Governor of V i r g i n i a and Secretary of State, w a s buried
here.
Clark County:
3.2 miles south of
Berryville.
Clark
Z-248
220
P a g e C o u n t y p. 220
Front
U.
Royal.
Z-221
R o c k i n g h a m p.
From
of Front
W a r r e n C o u n t y p. 223
223
ROUTE
JD-1
N e a r here Stonewall Jackson w a s met by the spy, Belle B o y d , and
informed of the position of the U n i o n troops at F r o n t R o y a l , M a y 24,
1862. J a c k s o n was advancing northward, attempting to get between
B a n k s ' a r m y and Winchester.
K-43
W a s h i n g t o n C o u n t y p. 223
VIRGINIA
Royal.
B e l l e B o y d and Jackson
Page
T e n n e s s e e p.
At Front
K-42
T h e Sapling Grove tract ( B r i s t o l ) w a s surveyed for J o h n T a y l o e ,
1749. I t was owned by Isaac B a k e r and E v a n Shelby, who built a
post about 1770. T h e V i r g i n i a tract w a s bought by J o h n Goodson,
whose son founded the town of Goodson, incorporated in 1856. I n
1863 and 1865 it was raided by Unionists and partly burned. I n 1890
it was named B r i s t o l when incorporated as a city.
Historic Bristol
JD-2
W i l l i a m E . Carson, of R i v e r t o n , was the first chairman of the
V i r g i n i a Conservation Commission, 1926-34.
A s such he w a s a
pioneer and leading spirit in the establishment of the Shenandoah
National P a r k and S k y l i n e D r i v e ; the Colonial National H i s t o r i c a l
P a r k ; the state parks, and the state system of historical markers.
Warren
At
J-8-17
214
223
Z-126
Markers
p.
207
Q-2-a-b
p.
163
W-160
�64
State
Historical
Markers
VIRGINIA
of
State
Virginia
ROUTE
to i n t e r s e c t i o n U . S . R t . 6 0 two m i l e s east of
Powhatan.
C u m b e r l a n d C o u n t y p. 215
C o u n t y p.
Markers
Z-50
Accomack
County:
O-30
T e n miles north is " D e r w e n t " , where Robert E . L e e lived i n the
summer of 1865 as the guest of M r s . E . R . Cocke. L e e a r r i v e d at
" D e r w e n t " early i n J u l y . W h i l e there he w a s offered the presidency
of Washington College, L e x i n g t o n , which he accepted on A u g u s t 24,
1865. O n September 15, he left " D e r w e n t " for L e x i n g t o n .
2 miles
east of
0-32
T h e first courthouse was built about 1777. T h e village that grew
up around it was long known as Scottsville for General Charles
Scott, Revolutionary soldier, who lived i n this county.
A skirmish
occurred here, J a n u r a y 25, 1865. N e a r by is a tavern of the R e v olutionary period.
County:
UNITED
At
STATES
Powhatan.
ROUTE
13
F r o m M a r y l a n d L i n e south through A c c o m a c and
v i l l e to C a p e C h a r l e s ,
t h e n c e b y f e r r y to L i t t l e
t h e n c e to
County
p.
Accomack
County:
County:
Z-205
2 miles south
Z-l
220
WY-11
T h r e e miles west is H u n g a r s C h u r c h , built by 1742. T w o and a
half miles west of the church is the Glebe f a r m , which was church
property until 1840. F o u r and a half miles south of the Glebe is
Vaucluse, birthplace of A b e l P a r k e r U p s h u r , Secretary of State,
killed in the explosion on the Princeton, 1844.
County:
2.8 miles south
of
Nassawadox.
Old
Courthouse
WY-10
T h e courthouse was moved to E a s t v i l l e in 1677, and court has been
held here ever since. T h e old courthouse w a s built about 1731 ; from
its door the Declaration of Independence was read, A u g u s t 13, 1776.
M i l i t i a barracks were here during the Revolution. J u s t behind the
courthouse is the debtors' prison.
County:
At
Eastville.
Indian
Village
WY-9
T h r e e miles east, on Pocahontas f a r m , was the main village of the
Gingaskin Indians, one of the largest tribes on the E a s t e r n Shore.
S u r v i v o r s of this tribe were found here as late as 1860.
Northampton
County:
At
Eastville.
WY-14
T w o miles west is Onancock, founded in 1680. A courthouse w a s
then built and used for a few years. M i l i t i a barracks were there
in the Revolution. F r o m Onancock, Colonel J o h n Cropper went to
the aid of Commodore W h a l e y i n the last n a v a l action of the R e v olution, November 30, 1782. N e a r by is Onley, home of H e n r y A .
W i s e , Governor of V i r g i n i a , 1856-60.
County:
C o u n t y p.
WY-15
Temperanceville.
Onancock
Accomack
At Mel fa.
H u n g a r s C h u r c h and V a u c l u s e
Creek,
212
Presbyterianism
At
WY-12
A c c o m a c k C o u n t y p. 212
Northampton
Northampton
F i v e miles west was the home of R e v . F r a n c i s Makemie, founder of
Presbyterianism i n the U n i t e d States. About 1684, Makemie established in M a r y l a n d the first Presbyterian church. L a t e r he moved
to Accomac and married. H e died here in 1708.
Accomack
Pungoteague
Seven miles west. O n M a y 30, 1814, the B r i t i s h A d m i r a l Cockburn
landed at Pungoteague Creek w i t h 500 marines and fought a battle
with the E a s t e r n Shore militia under M a j o r Finney. Cockburn, seeing that he would be surrounded, withdrew to T a n g i e r Island, where
the B r i t i s h had landed on A p r i l 5, 1814.
Northampton
F o u n d e r of
Haven.
East-
Norfolk.
M a r y l a n d p. 218
Accomack
Belle
Colonel
Colony.
of the
King".
Tobaccoville.
Powhatan Courthouse
Powhatan
At
65
WY-13
F i v e miles west is " H e d r a Cottage", site of the home of
Edmund Scarborough ( S c a r b u r g h ) , S u r v e y o r General of the
Beyond, at the end of Scarborough's Neck, was the village
Occahannock Indians, the seat of Debedeavon, the " L a u g h i n g
B a t t l e of
County:
Virginia
220
Derwent
Poivhatan
of
Occahannock
13
F r o m C u m b e r l a n d east t h r o u g h T o b a c c o v i l l e , P o w h a t a n
Powhatan
Historical
of
Accomac.
H o m e of
First
Settler
WY-8
H e r e , in Savage's Neck, was the home of E n s i g n T h o m a s Savage,
who came to V i r g i n i a in 1608. Granted a tract of land by Debedeavon,
the " L a u g h i n g K i n g " of the Indians, in 1619, Savage became the first
permanent E n g l i s h settler on the E a s t e r n Shore.
A mile west is
O l d Castle, built i n 1721.
Northampton
County:
1 mile south
of
Eastville.
�State Historical
66
Markers
of
State Historical
Virginia
Towne Fields
O l d Places
WY-6
T w o miles south is Stratton Manor, built by T h o m a s Stratton
about 1657 and remodeled i n 1764. F i v e and a half miles south, on
the east side of O l d Plantation Creek, is the site of Magothy B a y
C h u r c h , built about 1690.
Northampton
County:
3 miles north of Cape
Charles.
Arlington
WY-5
F i v e miles southeast, on the south side of O l d Plantation Creek, is
A r l i n g t o n , built by J o h n Custis before 1680. T h e r e S i r W i l l i a m
Berkeley, when driven from Jamestown by Bacon i n 1676, made his
headquarters and thence he sailed back to Jamestown.
Northampton
County:
3 miles north of Cape
Charles.
221
King
through
St.
Stephens,
and Queen
County:
1 mile northwest
of
Stevensville.
Mattapony C h u r c h
OB-3
T h i s is the ancient colonial Mattapony C h u r c h , used by the Baptists
since 1824. H e r e are tombs of members of the f a m i l y of C a r t e r B r a x ton, signer of the Declaration of Independence.
King
and Queen
County:
4.1 miles northwest
of King
and
Newington
OB-10
King
and Queen
County:
1 mile northwest
of King
and
Colonial Church
Queen.
OB-18
and Queen
County:
8.5 miles southeast
of King
and
Laneville
14
Bowling Green
King
Queen.
A mile south on the Mattapony R i v e r is the site of Newington,
birthplace of C a r t e r B r a x t o n (born September 10, 1736), signer of
the Declaration of Independence.
I n earlier times, Colonel Jacob
L u m p k i n , supporter of Governor B e r k e l e y i n Bacon's Rebellion, 1676,
lived there.
219
F r o m V a . R t . 2 t w o m i l e s s o u t h of
southeast
OB-4
H a l f a mile north. T h i s fish cultural station w a s established i n
1937 for hatching and rearing largemouth bass and other species of
sunfish for the stocking of the public waters of V i r g i n i a .
King
VIRGINIA ROUTE
67
Queen.
Z-271
P r i n c e s s A n n e C o u n t y p. 221
N o r f o l k C o u n t y p.
Virginia
T h i s church, the new church of Stratton M a j o r P a r i s h , w a s built
in 1767. R e v . W i l l i a m Robinson, the Bishop of London's commissary,
came to the parish in 1744 and was the first minister of the new
church. I t fell into disuse after the Revolution but later became a
Methodist church.
N o r f o l k C o u n t y p. 219
P r i n c e s s A n n e C o u n t y p.
of
State F i s h H a t c h e r y
WY-7
T h i s site, two and a half miles west, w a s the first seat of local
government on the E a s t e r n Shore. F r a n c i s Bolton preached there
in 1623, and the first church was built before 1632. T h e oldest continuous county records in the E n g l i s h Colonies began there i n 1632.
T h e first courthouse (built for that purpose) on the E a s t e r n Shore was
erected in 1664 and used until Court moved to the E a s t v i l l e area i n
1677.
Northampton
County:
At
Cheriton.
Markers
and
Queen,
OB-16
A mile and a half southwest stood L a n e v i l l e , built by R i c h a r d
Corbin, receiver general ( t r e a s u r e r ) , about 1760 on the site of an
earlier house. T h e r e P a t r i c k H e n r y sent, M a y , 1775, to obtain money
in payment for the colony's powder seized by L o r d Dunmore. L a n e v i l l e was one of the largest and finest houses i n V i r g i n i a .
King
and Queen
County:
10 miles southeast
of King
and
Queen.
S h a c k l e f o r d to A d n e r . T h e n c e c o i n c i d i n g w i t h U . S .
R t . 17 to G l o u c e s t e r , t h e n c e east to M a t h e w s .
Bruington Church
T h e Servants' Plot
OB-2
T h i s is Bruington C h u r c h , organized i n 1790. H e r e Robert Semple,
one of the most noted Baptist ministers in V i r g i n i a , long served and
here he is buried.
King
and Queen
County:
6.2 miles
northwest
of
Hillsboro
Stevensville.
King
and Queen
County:
4.7 miles northwest
King
of
Stevensville.
and Queen
County:
1.1 miles west
of
Adner.
Poropotank Creek
OB-5
T h i s house, four miles south, was built by Colonel H u m p h r e y H i l l
about 1722. I t w a s of quaint architecture, h a v i n g b r i c k ends and
frame front and rear. T h e place w a s raided by the B r i t i s h during the
Revolution.
N-58
O n this Poropotank Creek, in 1663, the indentured servants of
Gloucester County, w e a r y of their hard lot, plotted an insurrection.
T h e plot was matured, but it was betrayed by one B i r k e n h e a d , a s e r v ant at P u r t o n , who thereby probably prevented a massacre. H e was
freed and given a present of tobacco. M a r y Johnston's novel, " P r i s oners of Hope", uses this incident.
OB-50
L a n d was patented on this creek as early as 1640. I n 1653, J o h n
L e w i s settled here. J o h n L e w i s , J r . , was l i v i n g here i n 1676 when
Bacon's troops were encamped near by. H e suffered from the depredations of the rebels.
King
and Queen
County:
1.1 miles
west
of
Adner.
�State
Historical
Markers
of
Virginia
State
K i n g and
Q u e e n C o u n t y p. 217
Gloucester
County
p.
N-61
79
M a r l f i e l d p. 79
p.
County
p.
Loudoun
County:
Q-10-a
79
G l o u c e s t e r C o u n t y p. 216
Mathews
of
60
Virginia
Z-8
Chapel
F-7
A short distance west is the site of the "Chapel above Goose C r e e k " ,
built by the vestry of T r u r o P a r i s h i n 1736. Augustine Washington,
father of George Washington, was a member of the vestry at the
time. T h i s was the first church on the soil of Loudoun County, erected
as a chapel of ease for the benefit of early settlers.
N-66
G l o u c e s t e r M a r k e r s />. 196
NW-1-2-3
Markers
Goose C r e e k
216
P o p l a r S p r i n g C h u r c h p.
Historical
Z-10
2 miles
B a t t l e of
north
Ball's
of
Leesburg.
Bluff
F-l
One mile east occurred the battle of B a l l ' s B l u f f , October 2 1 , 1861.
A U n i o n force, which had crossed the r i v e r at this point, w a s driven
back over it by the Confederates.
Loudoun
218
County:
.9 mile north
of
Leesburg.
President Monroe's Home
U N I T E D
S T A T E S
R O U T E
15
F r o m Maryland south through L e e s b u r g ; coincides w i t h
U.
S . R t . 211
renton;
f r o m 2 m i l e s east of
Warrenton,
Orange,
Buckland
Farmville,
North Carolina
County
Clarksville
Loudoun
to
Z-206
p.
T h e house to the north is O a k H i l l . Designed by T h o m a s Jefferson
for James Monroe, it was built about 1823. Monroe lived there for
some years.
County:
1 mile north
of Gilberts
Comer.
War-
Line.
M a r y l a n d p. 218
Loudoun
to
F-4
M o t h e r of
County:
.9 mile
south
of Gilberts
L o u d o u n C o u n t y p. 218
Wayne's Crossing
F-5
T h r e e miles southeast, at Noland's F e r r y , " M a d A n t h o n y " W a y n e ,
on his w a y to join Lafayette, crossed the Potomac R i v e r , M a y 31,
1781. H e passed through Leesburg, J u n e 3, and joined Lafayette near
the Rapidan R i v e r , June 10.
Loudoun
County:
7.2 miles north
of
Leesburg.
Potomac Crossings
F-2
H e r e Lee turned east to the Potomac, crossing at W h i t e ' s F o r d ,
September 6, 1862, in his invasion of M a r y l a n d . Jubal A . E a r l y ]
returning from his Washington raid, crossed the r i v e r at W h i t e ' s
F o r d , J u l y 14, 1864.
Loudoun
County:
Sharpsburg
4.2 miles north
(Antietam)
of
Campaign
F-6
N e a r here Stonewall Jackson bivouacked on the march into M a r y land, September 4, 1862.
Loudoun
County:
2.7 miles north
of
Prince
William
County
p.
Corner.
Z-281
221
Simon Kenton's Birthplace
F-14
N e a r Hopewell Gap, five miles west, Simon K e n t o n was born,
1755. L e a v i n g home in 1771, he became an associate of Daniel Boone
and George R o g e r s C l a r k in Indian fighting. H e won fame as a
scout and as one of the founders of K e n t u c k y . K e n t o n died i n Ohio
in 1836.
Prince
William
County:
6.9 miles south
of Gilberts
P r i n c e W i l l i a m C o u n t y p. 221
Fauquier
Leesburg.
F-15
I n this vicinity (and according to tradition two miles east at Peach
O r c h a r d ) w a s born J u l i a B e c k w i t h Neale, mother of Stonewall
Jackson, F e b r u a r y 29. 1798. She m a r r i e d Jonathan Jackson in 1818
and died, October, 1831.
Loudoun
218
Stonewall Jackson
County
p.
Road
p.
Z-170
215
F r e d e r i c k s b u r g C a m p a i g n p. 155
Colonial
Corner.
154
C-56
C-29
Leesburg.
W a r r e n t o n M a r k e r p. 207
Q-9
�70
State Historical
Markers
of
Virginia
F a u q u i e r C o u n t y p. 215
C u l p e p e r C o u n t y p.
State Historical
Z-187
M a d i s o n C o u n t y p.
F-10
Four miles southeast, at Kelly's Ford, Major John Pelham, commanding Stuart's horse artillery, was mortally wounded, March 17,
1863.
_
County:
2.1 miles northeast
of
Brandy.
B r a n d y Station
County:
Opening
.7 mile northeast
of
Gettysburg
of
Brandy.
Campaign
F-13
On this plain Lee reviewed his cavalry, June 8, 1863. The next day
the cavalry battle of Brandy Station was fought. On June 10, Ewell's
Corps, from its camp near here, began the march to Pennsylvania.
Culpeper
County:
.5 mile southwest
of
Brandy.
Betty Washington
F-12
Two miles south of this spot is the grave of Betty Lewis, sister of
George Washington. She died March 31, 1797.
Culpeper
County:
3.1 miles
northeast
F-22
Here at Locust Dale, Stonewall Jackson's army crossed the river
moving north to the battle of Cedar Mountain, August 9, 1862. The
battle was fought a few hours later.
County:
7.6 miles
north
of
Orange.
F-H
This was the scene of many cavalry actions. A great cavalry battle
took place here, on June 9, 1863, between Stuart, screening Lee's move
to Gettysburg, and the cavalry of Hooker's army.
Culpeper
Z-188
218
Jackson's Crossing
Madison
B a t t l e of
1l
of Virginia
C u l p e p e r C o u n t y p. 214
214
Where Pelham Fell
Culpeper
Markers
of
Woodberry
Forest School
F-24
One mile east is Woodberry Forest School, a college preparatory
school for boys founded in 1889 by Robert Stringfellow Walker, a
captain in Mosby's Rangers. The school is named for the estate on
which it stands, formerly owned by William Madison, brother of
President James Madison.
Madison
County:
4.2 miles
north
of
Orange.
K n i g h t s of the G o l d e n H o r s e s h o e
JE-2
Near here Governor Alexander Spotswood and his troop of gentlemen, Knights of the Golden Horseshoe, on their way to explore the
land beyond the mountains, camped on August 31, 1716.
Madison
County:
3.3 miles
north
of
Orange.
Culpeper.
Greenwood
Madison
F-3
C o u n t y p. 218
O r a n g e C o u n t y p.
Z-12
220
Home of Judge William Green. Judge Green entertained Lafayette
here on August 22, 1825.
Culpeper
County:
.8 mile
south
of
Kemper's Grave
Culpeper.
L e e and Pope
F-16
To the south is Clark's Mountain, behind which Lee's army was
gathered, August 17, 1862. From a signal station on the mountain
top Lee looked down on Pope's army, which he wished to attack.
Pope, realizing his danger, retired northward.
Cidpeper
County:
4.7 miles
south
of
F-20
Near here Jackson formed line of battle and received the attack of
Banks' Corps of Pope's army. From here he attacked in turn, driving
the Union forces northwest.
County:
6.1 miles
south
of
9.7 miles
south
of
2.7 miles
north
of
Orange.
Culpeper.
F-26
Five miles southwest is Montpelier, the home of James Madison,
"Father of the American Constitution" and fourth President of the
United States, 1809-1817. Near the house is the tomb of Madison,
who died at Montpelier on June 28, 1836.
Orange
County:
At
Orange.
F-21
This church was organized in 1772. Among its first pastors was
Thomas Ammon, who had once been imprisoned for preaching. In
1789, the first meeting of the Orange Association was held at this
ehurch.
County:
County:
Montpelier and Madison's T o m b
Culpeper.
Crooked R u n Baptist Church
Culpeper
Orange
Culpeper.
B a t t l e of C e d a r M o u n t a i n
Culpeper
F-17
A mile south is the grave of James Lawson Kemper, who led his
brigade of Virginia troops in Pickett's charge at Gettysburg, July 3,
1863, and fell desperately wounded. He became a major-general in
1864. Kemper was governor of Virginia, 1874-1878.
C a m p a i g n of S e c o n d M a n a s s a s
F-32
Near here Stonewall Jackson camped, August 13-15, 1862, just after
the Cedar Mountain engagement.
Orange
County:
3.2 miles
south
of
Orange.
�72
State Historical
Markers
of
State Historical
Virginia
C h u r c h of the B l i n d P r e a c h e r
Orange
County:
.5 mile north
of
p. 87
C a m p a i g n of
F-40
Buckingham
County:
3.3 miles south
of Boswell's
Buckingham
P o i n t of
At
F-50
F l u v a n n a C o u n t y p. 215
B u c k i n g h a m C o u n t y p.
Z-22
Prince
Sprouses.
Z-59
221
Edward
Prince
Edzvard
County:
County:
At
Farmville.
F-70
4.5 miles south of
Farmville.
Randolph-Macon Medical School
F-69
J u s t to the west was the medical school of J o h n Peter Mettauer,
w h i c h became a branch of Randolph-Macon College i n 1847. I t w a s
discontinued, probably in 1861. D r . Mettauer, one of the leading
surgeons of the day, practiced until his death in 1875.
Edzvard
County:
F-55
Dillwyn.
1-15
H e r e , before the Revolution, stood K i n g ' s T a v e r n .
The British
c a v a l r y m a n , T a r l e t o n , raiding, camped here in 1781. I n the same year
sick and wounded F r e n c h soldiers were brought to this place from
Y o r k t o w n ; seventy of them are buried here. Nearby is the site of
the colonial church of w h i c h A r c h i b a l d M c R o b e r t s w a s minister.
Prince
T h i s was the most notable gold-mining region in the country before
the C a l i f o r n i a gold rush i n 1849. T h e M o r r o w M i n e here, opened
before 1835, was one of the earliest gold mines i n w h i c h underground
mining was employed.
Profitably worked for a number of years,
it was finally closed. M a n y other now unworked mines are near by.
At
11.3 miles south of
T h e college opened here in October 1884 as a " S t a t e F e m a l e N o r m a l
School".
I n 1914 the name was changed to " S t a t e N o r m a l School
for W o m e n at F a r m v i l l e " ; i n 1924 to " S t a t e Teachers College at
F a r m v i l l e " . I n 1916 conferring the B . S . degree was authorized and
later the B . A degree. W i l l i a m H . Ruffner, first State Superintendent of P u b l i c Instruction, was the first president. T h e fourth, J . L .
J a r m a n , served from 1902 to 1946, succeeded by Dabney S. Lancaster.
Union.
213
Gold Mines
County:
F-60
Kingsville
F-52
3.2 miles south of Fork
Buckingham
County:
Dixie.
T o the west is B r e m o , built by J o h n H a r t w e l l Cocke after plans
made by T h o m a s Jefferson and completed about 1819. T w o other
houses once owned by Cocke, L o w e r B r e m o and Recess, are i n the
vicinity. Cocke, one of the prominent men of his time and associated
in the founding of the U n i v e r s i t y of V i r g i n i a , was an early temperance
advocate.
County:
Sprouses.
State T e a c h e r s C o l l e g e at F a r m v i l l e
Bremo
Fluvanna
of
Z-23
215
Fork
County:
south
P r i n c e E d w a r d C o u n t y p.
F o u r miles southeast is Point of F o r k , near w h i c h an Indian v i l lage stood in 1610. I n the Revolution a state arsenal w a s there. I n
June, 1781, Simcoe, sent by C o r n w a l l i s w i t h a small force to destroy
the stores there, succeeded in m a k i n g B a r o n Steuben, the A m e r i c a n
commander, believe the whole B r i t i s h a r m y to be near. Steuben r e treated, leaving the stores to be destroyed.
Fluvanna
8.8 miles
B u c k i n g h a m C o u n t y p. 213
Tavern
L o u i s a C o u n t y p. 218
F l u v a n n a C o u n t y p.
County:
P a r t of Lee's a r m y passed here, A p r i l 8, 1865, retreating westward.
T h e Second ( H u m p h r e y ' s ) Corps of G r a n t ' s a r m y passed, i n pursuit,
in the afternoon of the same day. G r a n t spent the night here, r e ceiving early in the morning of A p r i l 9 a note from L e e i n regard
to surrender. H e sent a reply and then went on to Appomattox.
Lafayette, moving west to protect stores in A l b e m a r l e from T a r l e ton, passed near here, June, 1781.
Louisa
73
F-59
E v e of A p p o m a t t o x
\
1781
Virginia
P a r t of Lee's a r m y passed here retreating westward, A p r i l 8, 1865.
T h e S i x t h ( W r i g h t ' s ) Corps of G r a n t ' s a r m y passed here, in pursuit,
in the afternoon of the same day, moving on toward Appomattox.
Gordonsville.
Boswell's Tavern Markers |
W-206-207
of
M a r c h to A p p o m a t t o x
F-23
N e a r here was the church of James W a d d e l , the blind Presbyterian
preacher. Waddel, who had been a minister in the N o r t h e r n N e c k
and elsewhere, came here about 1785 and died here in 1805. W i l l i a m
W i r t , stopping in 1803 to hear a sermon, was impressed by Waddel's
eloquence. H e made it the subject of a classic essay.
Markers
5 miles south of
Farmville.
Providence
T w o miles east is the
Roberts lived during the
section i n J u l y , 1781, set
the flames. Accordingly,
Prince
Edward
F-71
glebe house where the R e v . A r c h i b a l d M c Revolution. T a r l e t o n , raiding through this
fire to the house, but a timely rain put out
the place w a s named " P r o v i d e n c e " .
County:
5.6 miles
south
of Farmville.
,
�State
74
Historical
Markers
Campaign
of
of
Virginia
1781
State
F-72
T a r l e t o n , sent by C o r n w a l l i s to destroy supplies at Bedford, passed
here going west, J u l y , 1781.
Prince
Edward
County:
5.6 miles south
Old
of
Farmville.
Worsham
F-65
A short distance south stands the colonial j a i l of P r i n c e E d w a r d
County, built about 1755; the courthouse w a s near by. T h e B r i t i s h
cavalryman, T a r l e t o n , raided here i n J u l y , 1781. H e r e P a t r i c k H e n r y
made a great speech against the ratification of the U n i t e d States C o n stitution, 1788. Washington w a s here on his southern tour, J u n e 7,
1791.
Prince Edward County:
5.6 miles south of
Farmville.
Slate H i l l
Plantation
F-66
A mile west is Slate H i l l , home of N a t h a n i e l Venable, w h o w a s
a member of the P r i n c e E d w a r d Committee of Safety i n the R e v o lution and a charter trustee of Hampden-Sydney College.
Tarleton's B r i t i s h c a v a l r y raided this place i n 1781, seeking to capture
Venable and a r m y supplies stored here.
Prince
Edward
County:
Prince
6.5 miles south of
Edward
Charlotte
Old
Briery
F-7S
Charlotte
Edward
County:
2.4 miles north
of
County:
2.4 miles
north
County:
Exploration
.2 mile north of
C a m p a i g n of
Prestwould Plantation
County:
At southern
Mecklenburg
County:
3 miles
north
of
Clarksville.
M e c k l e n b u r g C o u n t y p. 219
VIRGINIA
From
West Virginia
Line
p.
Z-219
219
ROUTE
16
near B i s h o p south through
T a z e w e l l , M a r i o n , T r o u t D a l e to N o r t h C a r o l i n a
Tazewell
to
Line.
of
Keysville.
Bedford,
Z-190
223
Marker
p.
X-ll
F-78
p. 223
C o u n t y p.
Tazewell
Keysville.
1781
entrance
F-95
T h e second W i l l i a m B y r d obtained land here about 1730 and named
the place " B l u e Stone C a s t l e " . T h e estate extended ten miles along
Roanoke R i v e r . Before the Revolution S i r Peyton S k i p w i t h came into
possession and built the present house, w h i c h he named " P r e s t w o u l d " .
F-77
T a r l e t o n , B r i t i s h c a v a l r y m a n , returning from his r a i d to
passed near here, J u l y , 1781.
Charlotte
Z-44
219
Keysville.
Batts, F a l l a m and T h o m a s W o o d , sent by A b r a h a m W o o d
explore western V i r g i n i a , passed near here, September, 1671.
Charlotte
F-80
C o u n t y p.
West Virginia
Early
Wyliesburg.
C h a r l o t t e C o u n t y p. 214
F-8
of
At
North Carolina
Seven miles west is Roanoke B r i d g e , colonial homestead of Joseph
Morton. T h e land w a s patented i n 1746 and settled i n 1755. Joseph
Morton, one of the leading pioneers of this section, w a s a justice, a
surveyor, and a founder of B r i e r y Presbyterian C h u r c h .
Charlotte
County:
Nine miles west is Roanoke, home of J o h n Randolph, a member of
the House of Representatives for many years, and Senator. Randolph
at first was Jefferson's lieutenant and later on a n opponent and c r i t i c ,
but he never lost the love of his constituents. H e died i n Philadelphia,
M a y 24, 1833, and was buried h e r e ; later his remains were removed to
Richmond.
Charlotte
County:
At
Wyliesburg.
Keysville.
Colonial Home
75
F-82
Roanoke Plantation
J u s t to the north is B r i e r y C h u r c h , organized about 1755.
The
first elders were Joseph Morton, George W a l t o n and Sherwood
W a l t o n . T h e first installed pastor w a s Reverend Samuel Stanhope
S m i t h , first president of Hampden-Sydney College.
Prince
Virginia
T h e railroad bridge over Staunton R i v e r , nine miles west, was held
by a body of Confederate reserves and citizens from H a l i f a x , C h a r lotte and Mecklenburg counties against U n i o n c a v a l r y raiding to
destroy railroads, J u n e 25, 1864. W h e n the Unionists attempted to
burn the bridge, they were repulsed. Meanwhile Confederate c a v a l r y
attacked from the rear. Thereupon the raiders retreated to G r a n t ' s
a r m y at Petersburg.
Z-Sl
214
of
Staunton Bridge Action
Farmville.
Church
Markers
Mecklenburg
C o u n t y p. 221
C o u n t y p.
Historical
83
State F i s h H a t c h e r y
UC-S
T h i s fish cultural station w a s established i n 1930 for hatching and
rearing trout for the trout waters of V i r g i n i a .
Smyth
Cmnty:
5 miles
southeast
of
Marion.
�76
State
Historical
Markers
From Fredericksburg
Virginia
State
C o u n t y p. 222
Smyth
C o u n t y p.
Grayson
UNITED
of
STATES
Z-85
216
R O U T E
Caroline
17
m o u t h a n d D e e p C r e e k to N o r t h C a r o l i n a
p.
Ports-
Line.
M a r k e r s p. 17
E-44
County:
E-45
17
P o s t Office
.4 mile northwest
of New
Post.
S p o t s y l v a n i a C o u n t y p. 222
Caroline
C o u n t y p.
County:
County:
of Neiv
County:
At Port
Caroline
County:
6.9 miles
Post.
Neck
southeast
Post.
6.9 miles
southeast
of New
Post.
Rappahannock Academy
County:
10 miles southeast
N-16
Royal
Cross
Roads.
C o u n t y p. 214
C o u n t y p.
Z-164
215
N-19
County:
11.8 miles
northwest
of
Caret.
N-23
Vauter's Church
T h i s was the upper church of St. Anne's P a r i s h , formed in 1693.
T h e northern half of the structure was built about 1719, the southern
wing in 1731. T h e church still has a communion service set presented
by Queen Anne.
County:
10.7 miles
northwest
of
Caret.
of New
E a r l y Settlement
County:
N-15
Post.
N-9
T w o miles east near the river, R i c h a r d Coleman planted a frontier
settlement and trading post in 1652. B y 1660 a church was built, to
which every man was required to come armed for protection against
the Indians.
Essex
On this site stood colonial Mount C h u r c h , built about 1750. I n
1808 the parish glebe w a s sold and the proceeds were used to establish
a school; the church building was turned into Rappahannock Academy,
one of the most noted schools in V i r g i n i a .
Caroline
Roads.
N-12
T h i s is the ancient Woodford estate. Governor Spotswood and the
K n i g h t s of the Golden Horseshoe stopped here on their w a y to the
mountains, August, 1716. H e r e General W i l l i a m Woodford was born,
October 6, 1734. H e defeated L o r d Dunmore at the Great B r i d g e ,
December, 1775, and took an important part i n the Revolutionary W a r .
County:
Cross
O n the r i v e r two and a half miles north and two miles northeast
were the two principal towns of the Portobago Indians. I n 1669 these
Indians had s i x t y bowmen and hunters.
Essex
Windsor
Caroline
Royal
Portobago Indian T o w n s
N-13
of New
N-17
N-ll
T w o miles north on the Rappahannock R i v e r .
T h e r e Jubal A .
E a r l y , in December, 1862, confronted Burnside's a r m y on the other
side of the river. H i s alertness prevented a crossing and battle at
this point.
Caroline
Royal
Z-200
Essex
Skinker's
Post.
On this road two miles south is the G a r r e t t place. T h e r e John
W i l k e s Booth, L i n c o l n ' s assassin, was found by U n i o n c a v a l r y and
killed while resisting arrest, A p r i l 26, 1865.
214
Headquarters
5.7 miles southeast
of New
Where Booth Died
Caroline
I n an outhouse here at Moss Neck, Stonewall J a c k s o n had his headquarters, December, 1862-March, 1863. H e was engaged i n guarding
the line of the Rappahannock with his corps of L e e ' s a r m y .
Caroline
Port
At Port
Essex
Jackson's
N-14
T h e town was established in 1744 and was one of the principal shipping points on the Rappahannock R i v e r in colonial times. I n D e cember, 1862, Burnside, commanding the A r m y of the Potomac, considered crossing the r i v e r here but finally moved up to F r e d e r i c k s b u r g .
U n i o n gunboats, attempting to pass up the r i v e r at that time, were
driven back by D . H . H i l l .
N-10
H e r e was Newpost, headquarters of A l e x a n d e r Spotswood ( G o v ernor of V i r g i n i a , 1710-22), deputy postmaster general for the colonies,
1730-39. Spotswood also had an iron furnace here.
County:
77
Virginia
12.7 miles southeast
Old
Caroline
Colonial
of
Hazelwood
southeast through T a p p a h a n n o c k ,
Fredericksburg
Markers
H e r e was the home of J o h n T a y l o r of Caroline, Jefferson's chief
political lieutenant and a leading advocate of States R i g h t s . H e died
here in 1824.
Gloucester Point, Yorktown, T o l l Bridge Route,
Spotsylvania
Historical
7 miles northwest
of
Caret.
Fonthill
N-20
A mile and a half west is F o n t h i l l , home of R . M . T . H u n t e r , United
States Senator, Confederate Secretary of State, and Confederate
Senator. T h e place was raided by U n i o n troops i n 1863. I n 1865,
H u n t e r was arrested here and taken off to captivity at F o r t P u l a s k i .
Essex
County:
3 miles northwest
of
Caret.
�78
State Historical
Markers
of
State Historical
Virginia
O l d Rappahannock Courthouse
Essex
County:
At
of
Virginia
79
Hewick
N-18
About half a mile northeast stood the old courthouse and clerk's
office of Rappahannock County, 1665-1693. T o this courthouse T h o m a s
Goodrich and B e n j a m i n Goodrich, ordered to appear w i t h halters
around their necks, came to express their penitence for t a k i n g part i n
Bacon's Rebellion i n 1676.
Markers
N-45
T h r e e miles east is H e w i c k , built about 1678 by Christopher R o b i n son, clerk of Middlesex County. I t w a s the birthplace of J o h n R o b i n son, Speaker of the House of Burgesses and T r e a s u r e r of V i r g i n i a ,
1738-1766, the leading man of the colony.
Middlesex
County:
3.1 miles
northwest
of
Saluda.
Caret.
M i d d l e s e x C o u n t y p. 219
D e p a r t u r e of t h e I n d i a n s
I n the forest west of this point the Rappahannock Indians built a
wooden fort as a defense against hostile N o r t h e r n Indians. F r o m the
shore just to the northeast the Rappahannocks were transported
thitry-five miles up the r i v e r , F e b r u a r y 4, 1684.
Essex
County:
2.8 miles northwest
of
Tappahannock.
Historic Tappahannock
N-21
T h e town was founded i n 1680 under the name of Hobbs H i s H o l e .
I n 1682, a port was established here and called N e w P l y m o u t h . I n
1808, the name was changed to Tappahannock. T h e B r i t i s h A d m i r a l
Cockburn shelled the town, December 1, 1814. A n old customs house
and a debtors' j a i l are here.
Essex
County:
At
Tappahannock.
Ritchie's Birthplace
N-22
H e r e was born T h o m a s R i t c h i e , November 5, 1778. I n 1804, he
established the Richmond E n q u i r e r , w h i c h r a n until 1877, the most
noted of V i r g i n i a newspapers.
R i t c h i e was a political leader i n
V i r g i n i a and an editor of national fame. I n 1845, he became editor
of the Washington U n i o n . H e retired i n 1851 and died, J u l y 3, 1854.
Essex
County:
At
Poplar Spring Church
T h i s is the site of P o p l a r S p r i n g C h u r c h of P e t s w o r t h P a r i s h . I n
1694, old P e t s w o r t h C h u r c h was abandoned i n favor of this church.
I t was considered the finest church of colonial V i r g i n i a . I n 1676, the
followers of Bacon, the Rebel, interred here a casket supposed to
contain his remains, but in reality filled w i t h stones. T h e body w a s
buried secretly.
Gloucester
12.4 miles southeast
of
Gloucester
Gloucester.
N-66
4.5 miles northwest
of
Gloucester.
Gloucester Courthouse
Gloucester
NW-1
At
Gloucester.
Q-10-a
NW-2
A mile east is W a r e C h u r c h , built about 1693. N e a r by is C h u r c h
H i l l , another relic of colonial days. Not f a r distant is W h i t e H a l l ,
a colonial mansion built by the W i l l i s f a m i l y .
N-40
T h i s church w a s constituted i n 1772 by the noted Baptist preacher,
John W a l l e r . T h e first building stood on the old glebe overlooking
the Rappahannock R i v e r ; hence the name Glebe L a n d i n g . T h e present
building w a s erected in 1839.
Saluda.
County:
C a p p a h o s i c p. 196
Gloucester
of
of
Ware Church
Glebe L a n d i n g C h u r c h
12.1 miles northwest
County:
Tappahannock.
Z-16S
County:
5 miles northwest
A mile and a half west is M a r l f i e l d , home of J o h n B u c k n e r , c l e r k
of Gloucester County, who brought the first printing press into V i r ginia. B u c k n e r printed the laws of 1680 without license, for w h i c h
he w a s reproved in 1682 by Governor L o r d Culpeper and his printing
was prohibited.
N-26
E s s e x C o u n t y p. 215
M i d d l e s e x C o u n t y p. 219
Middlesex
County:
Marlfield
J u s t to the east stood M a n n Meeting House, the first Methodist
Episcopal C h u r c h i n this region. I t was built before 1794 and abandoned about 1880. T h e site is now occupied by the Macedonia Colored
Baptist C h u r c h .
County:
N-61
T h e courthouse w a s built in 1766. T h e debtors' prison is also old.
A s k i r m i s h occurred near here between Confederate and U n i o n c a v a l r y ,
J a n u a r y 29, 1864.
Tappahannock.
Mann Meeting House
Essex
Z-99
G l o u c e s t e r C o u n t y p. 216
N-28
County:
At eastern
entrance
of
Gloucester.
T o Gwynn's Island
NW-3
T w o miles east is Toddsbury, home of the T o d d f a m i l y , built i n
1722. F a r t h e r east, i n Mathews County, are the old homes, Green
P l a i n s , A u b u r n , and Midlothian. Some miles beyond them is G w y n n ' s
Island, where General A n d r e w L e w i s drove the last r o y a l governor,
L o r d Dunmore, from V i r g i n i a soil, J u l y , 1776.
Gloucester
County:
At eastern
entrance
of
Gloucester.
�80
State Historical
Markers
of
State Historical
Virginia
Warner Hall
York
NW-4
County:
4.2 miles
south
of
5.3 miles south
of
5.3 miles south
of
Z-265
Z-270
P o r t s m o u t h M a r k e r s "|
K-265
NW-8
pp. 205-6
i
p 173
Q-8 s e r i e s
J
<
Great Bridge
Gloucester.
Several miles west is Rosewell, built about 1750, home of the Page
family, and the largest of colonial Virginia houses. On York River,
probably at Purtan Bay some miles west of Rosewell, was Werowocomoco, chief town of the Indian ruler Powhatan in 1607.
County:
81
N o r f o l k C o u n t y p . 219
NW-6
Rosewell and Werowocomoco
Gloucester
C o u n t y p . 224
N a n s e m o n d C o u n t y p . 219
Near here is White Marsh, a fine old house with terraced garden.
Five miles west is the birthplace of Dr. Walter Reed, of the United
States army, who first proved that yellow fever is conveyed by mosquitoes.
County:
Virginia
Gloucester.
W h i t e Marsh and Reed's Birthplace
Gloucester
of
W a r w i c k C o u n t y p . 223
Three miles east is Warner Hall. The estate was patented about
1650 by Augustine Warner, who built the first house in 1674. Bacon,
the Rebel, was here for a time in 1676. The later house, built about
1740 and burned in 1849, has been beautifully restored. Here is the
tomb of Mildred Warner, grandmother of George Washington.
Gloucester
Markers
g
K-275
Eight miles south is Great Bridge, which at the time of the Revolution was a causeway through a marsh. Lord Dunmore, the royal
governor, had a British garrison here to protect this approach to
Norfolk. On December 9, 1775, an action was fought there between
the British and the Virginia troops, in which the former were defeated. This fight forced Dunmore to evacuate Norfolk.
Norfolk
County:
3 miles south of
Portsmouth.
Gloucester.
N o r f o l k C o u n t y p . 219
Abingdon Church
NW-5
Z-225
N o r t h C a r o l i n a p . 219
This is the third church of Abingdon Parish and was erected in
1755 on the site of an earlier one. The parish, established between
1650 and 1655, had its first church near the river.
Gloucester
County:
6.2 miles south of
Gloucester.
Tarleton's Last Fight
V I R G I N I A R O U T E 17
NW-7
Here, at the Hook, Tarleton, commanding the cavalry of Cornwallis's army, fought an action with Choisy's French force and V i r ginia militia, October 3, 1781. The Duke de Lauzun's cavalry charged
Tarleton, who retired to Gloucester Point. There he was blockaded
by the French and by Virginia militia.
Gloucester
County:
2.1 miles north
of Gloucester
E a r l y L a n d Patent
Point.
NW-10
Argoll Yeardley patented 4,000 acres of land, known as Tyndall's
Neck, here on the north side of Charles (now Y o r k ) River, October
12, 1640. This was one of the first land patents north of the York
River.
Gloucester
County:
At Gloucester
NW-9
Known first as Tyndall's Point. The colonists built a fort here in
1667. In 1676 Bacon led his rebels across the river here. Tarleton
and Dundas occupied the place in October, 1781, in the siege of Yorktown. Cornwallis planned to break through the blockade here, but a
storm kept him from crossing the river. The point was fortified by
the Confederates in 1861 and occupied by Union troops in 1862.
County:
At Gloucester
V a . R t . 35 to M a r s h a l l , t h e n c e to W a r r e n t o n , O p a l a n d
Fredericksburg.
Ancient Highway
B-24
The road to the south is the road from Dumfries, on the Potomac,
to the Shenandoah Valley. It was traveled in March, 1748, by George
Washington, then a lad of sixteen, on his way to Greenway Court to
survey Lord Fairfax's land beyond the Blue Ridge.
Fauquier
County:
1 mile south
of
Paris.
J o h n M a r s h a l l ' s H o m e p. 112
FB-2
C a m p a i g n of S e c o n d M a n a s s a s p. 112
FB-4
Point.
Gloucester Point
Gloucester
F r o m P a r i s southeast v i a D e l a p l a n e a n d c o i n c i d i n g w i t h
Point.
M c C l e l l a n R e l i e v e d F r o m C o m m a n d p. 112 F F - 8
Warrenton J
Q-9, p. 207 \
J /////
�82
State
Historical
Markers
Cavalry
of
Virginia
State
Affairs
N-5
N e a r here W a d e H a m p t o n , w i t h a small c a v a l r y force, surprised
and captured five officers and eighty-seven men of the T h i r d P e n n s y l vania C a v a l r y , November 28, 1862. A t that time Burnside w a s moving
toward F r e d e r i c k s b u r g . O n F e b r u a r y 25, 1863, F i t z L e e , on a reconnaissance, attacked U n i o n c a v a l r y here, d r i v i n g it back on F a l m o u t h
where the U n i o n a r m y was encamped.
Stafford
County:
8 miles
northwest
Mud
March
The
of
County:
4.1 miles
of
Russell
Falmouth.
Fredericksburg Campaign
Stafford
County:
4.1 miles
northwest
of
Falmouth.
Lederer's Expedition
N-8
F r o m this v i c i n i t y J o h n Lederer set out on his expedition to the
B l u e Ridge Mountains, August, 1671. T h i s w a s one of the earliest
exploring expeditions undertaken i n V i r g i n i a .
Stafford
County:
.9 mile
northwest
Fredericksburg
From
Tennessee
Abingdon,
field.
p.
STATES
Line
Hansonville,
at
Falmouth.
Bristol
19
p.
62
A b i n g d o n M a r k e r s p. 62
K-49-48
p.
to
Russell
C o u n t y p.
223
222
County:
X-9
8 miles
east of
Lebanon.
X-17
N e a r here, in 1774, stood D a n i e l S m i t h ' s F o r t , also k n o w n as F o r t
C h r i s t i a n . T h e fort was named for S m i t h , who w a s a surveyor and
captain of the m i l i t a r y company on upper C l i n c h R i v e r .
Russell
Big
County:
17.5 miles east of
Lebanon.
C r a b O r c h a r d or W i t t e n ' s F o r t
X-14
O n the hillside to the south stood B i g C r a b O r c h a r d F o r t , also
known as W i t t e n ' s F o r t . T h o m a s W i t t e n obtained land here i n 1771
and built the fort as a neighborhood place of refuge.
I t was garrisoned i n Dunmore's W a r , 1774.
County:
County:
Blue-
from
S.
Clay-
K-42
3.7 miles west of
Tazewell.
X-16
2 miles west of
Tazewell.
Tazewell
Z-91
X-ll
T h e town was laid off as the county seat i n 1800, when T a z e w e l l
County w a s formed, on land given by W i l l i a m P e e r y and Samuel
Ferguson. F i r s t k n o w n as Jeffersonville, the name w a s changed to
T a z e w e l l , for Senator H e n r y T a z e w e l l . A v e r e l l w a s here i n M a y ,
1864, and the town w a s occupied in other raids. I t w a s incorporated
in 1866.
Tazewell
County:
At
Tazewell.
K-47
61
W a s h i n g t o n C o u n t y p.
Lebanon.
through
Bluefield.
Virginia
At
Smith's Fort
Tazewell
Tazewell
R t . 58 to A b i n g d o n , a n d w i t h U . S . R t . 460
Bristol,
County:
F o u r miles south the first I n d i a n attack i n the Upper C l i n c h V a l l e y
took place, September 8, 1774. J o h n H e n r y w a s wounded and his
wife and children were c a r r i e d into captivity. I n 1781, Indians a t tacked the house of Robert M a x w e l l , near here, and k i l l e d two g i r l s .
northeast
Lebanon,
X-6
Indian Outrages
U . S . R t . 19 c o i n c i d e s w i t h U . S . R t . 11 a n d U .
p o o l H i l l to
Russell
Tazewell
17
ROUTE
Courthouse
A short distance south stood the fort commanded by J o h n K i n k e a d ,
1774. I t w a s then the center of E l k Garden community, later the
homestead of W i l l i a m A . Stuart.
T h e house w a s built near the
site of the fort.
Markers
E-44-45
UNITED
of
Virginia
E l k Garden Fort
N-4
H e r e passed part of the A r m y of the Potomac, under General B u r n side, on the w a y from W a r r e n t o n to F r e d e r i c k s b u r g , November, 1862.
T h e battle of F r e d e r i c k s b u r g w a s fought, December 13, 1862.
of
T h e county goverment w a s organized at R u s s e l l ' s F o r t , M a y 9,
1786, w i t h the following officers: A l e x a n d e r B a r n e t t , County L i e u tenant ; D a v i d W a r d , S h e r i f f ; H e n r y Dickenson, C l e r k . J u s t i c e s :
A l e x a n d e r B a r n e t t , T h o m a s C a r t e r , H e n r y S m i t h , H e n r y Dickenson,
D a v i d W a r d , J o h n Thompson, Samuel Ritchie. T h e present courthouse w a s built i n 1874.
N-6
northwest
Markers
Russell
Falmouth.
H e r e passed a part of the A r m y of the Potomac moving w e s t w a r d
toward the fords of the Rappahannock, J a n u a r y 20-21, 1863. B u r n side, commanding, sought to get i n the rear of L e e , w h o w a s at
Fredericksburg.
A storm, m a k i n g the roads deep i n mud, forced
the abandonment of the movement.
Stafford
Historical
Burke's Garden
X-12
E i g h t miles east is B u r k e ' s Garden, discovered by James B u r k e i n
1749. M a j o r L e w i s ' s expedition against the Indians, 1756, camped
there, and B u r k e ' s fort w a s there i n 1774. I n 1781 Indians raided into
B u r k e ' s Garden, c a r r y i n g off the w i f e and children of T h o m a s Ingles.
Tazewell
County:
2 miles
east of
Tazewell.
�84
State
Historical
Markers
William
of
Wynne's
State
Virginia
Fort
Tazewell
County:
2 miles
Bluefield,
east of
County:
X-15
Bluefield.
Va.
C o u n t y p. 223
Tazewell
West
At
Virginia
Orange
County:
1781
JJ-24
F o r d , camped here,
Unionville.
Escape
J J -
From
Barboursville
O r a n g e to
at U .
Orange
County:
4.1 miles cast of
Mine Run
Unionville.
Campaign
J J "
Barboursville
20
on
Va.
Rt.
p. 98
Orange
County:
through
Orange
3.
F-26
Headquarters
JJ-2
H a l f a mile west Robert E . L e e had his headquarters from D e c e m ber, 1863, to M a y , 1864, while his a r m y held the line of the Rapidan
R i v e r . L e e left this place to begin the W i l d e r n e s s Campaign early
in M a y , 1864.
Orange
County:
1.6 miles east of
6.6 miles east of
3.3 miles east of
County:
At
Unionville.
J J-15
Locust
Grove.
the W i l d e r n e s s
JJ-20
E w e l l ' s Corps, the left w i n g of L e e ' s army, moving down this road
from Orange, came into conflict near here w i t h W a r r e n ' s Corps of
Grant's army, M a y 5, 1864. T h e fight moved to and fro until E w e l l
finally drove W a r r e n back and entrenched here. L a t e the next afternoon, M a y 6, E w e l l attacked the Unionists. Meanwhile, two miles
south on the Orange P l a n k Road, the right w i n g of L e e ' s a r m y was
engaged w i t h Grant's left w i n g .
Orange
County:
2.9 miles east of Locust
Grove.
O r a n g e C o u n t y p. 220
Spotsylvania
C o u n t y p.
Z-167
222
JJ-4
A mile north is Bloomsbury, estate of the pioneer, James T a y l o r ,
ancestor of Presidents James Madison and Z a c h a r y T a y l o r . H e w a s
a member of Spotswood's expedition over the mountains i n 1716.
County:
0
Robinson's T a v e r n . H e r e Meade wished
the Mine R u n Campaign, November, 1863,
late, disarranged his plans. H e r e E w e l l ,
i n the W i l d e r n e s s Campaign, camped on
B a t t l e of
Orange.
Bloomsbury
Orange
N e a r here stood ancient
to concentrate his a r m y in
but one corps, coming up
moving east from Orange
M a y 4, 1864.
D-22
O r a n g e M a r k e r p. 71
Lee's
1
Meade, advancing south from the Rapidan R i v e r to attack L e e ,
found h i m in an entrenched position here on November 28, 1863.
H e a v y skirmishing went on until December 1. T h e n Meade, thinking
Lee's lines too strong to assault, retired across the R a p i d a n in time to
avoid a counter-attack by the Confederates.
Z-222
S . R t . 33 n o r t h e a s t
Run
2
223
/>.
ROUTE
Wilderness
1
N e a r here, early morning, A u g u s t 18, 1862, General J . E . B . Stuart
n a r r o w l y escaped capture.
Robinson's Tavern
VIRGINIA
85
Virginia
2.6 miles cast of
Stuart's
Virginia
of
Lafayette, marching southward from Raccoon
June 8-9, 1781.
Tazewell.
T h e place was first k n o w n as " P i n H o o k " . I n 1883 the N e w R i v e r
branch of the N . & W . R a i l r o a d was competed here and the first
coal shipped from the Pocahontas mines. T h e town of G r a h a m was
incorporated in 1884 and named for T h o m a s G r a h a m of Philadelphia.
T h e town w a s reincorporated and the name changed to Bluefield.
1924, to conform to its sister city.
Tazewell
Markers
C a m p a i g n of
X-10
O n the hillside to the north stood W y n n e ' s F o r t . A settlement was
made here as early as 1752. Some years later W i l l i a m W y n n e obtained land here and built a neighborhood fort. A f t e r 1776 the State
goverment built a fort and garrisoned it.
Historical
Orange.
UNITED
From
West Virginia
STATES
R O U T E
L i n e at B l u e f i e l d
21
south
through
B l a n d , W y t h e v i l l e , a n d I n d e p e n d e n c e to N o r t h C a r o l i n a
Line.
C a m p a i g n of S e c o n d M a n a s s a s
JJ-6
T w o miles north, near P i s g a h C h u r c h , Jackson, E w e l l and A . P .
H i l l camped, A u g u s t 15-20, 1862, a w a i t i n g Longstreet.
Orange
County:
5.7 miles cast of
Orange.
West Virginia
p. 223
Bland
p.
County
213
Z-214
�State
86
Historical
A
Markers
of
State
Virginia
Great Preacher
Bland
County:
One
2 miles south
of Rocky
County:
7 miles
south
of
KC-3
KC-1
County:
At
Albemarle
County:
C o u n t y p.
Z-84
224
Albemarle
County:
County:
13 miles northwest
Wytheville
of
Markers
of
Shadwell.
W-205
6 miles
east
of
Shadwell.
Louisa
County
p.
Z-151
218
Marquis Road
W-206
Lafayette reopened this road i n June, 1781, when moving south to
intervene between C o r n w a l l i s and m i l i t a r y stores i n A l b e m a r l e County.
T h e road has ever since been known as " T h e Marquis R o a d " .
County:
At Boswell's
Tavern.
p. 59
Boswell's Tavern
W-207
A t this old tavern L a f a y e t t e camped, on J u n e 12, 1781, w h i l e moving
southward to intervene between C o r n w a l l i s and m i l i t a r y stores i n
A l b e m a r l e County.
Louisa
County:
At Boswell's
Tavern.
Wytheville.
UNITED
)
\
K-23-35-37
east
KC-4
O v e r this pass, U n i o n c a v a l r y under Colonel J o h n T . T o l a n d raided
to W y t h e v i l l e to destroy the V i r g i n i a and Tennessee R a i l w a y ( N . &
W . ) , J u l y 1863. M a r y T y n e s , a g i r l of the neighborhood, rode ahead
to w a r n the people. W h e n the raiders reached W y t h e v i l l e , they were
repulsed by home guards and T o l a n d w a s killed.
Wythe
6 miles
A l b e m a r l e C o u n t y p. 212
Louisa
Toland's Raid
W-204
T w o miles south of this place L a f a y e t t e camped, June 13-14, 1781.
H e had come from the R a p i d a n R i v e r to throw himself between C o r n w a l l i s on the east and m i l i t a r y stores i n A l b e m a r l e County.
Bland.
C o u n t y p. 213
Bland
Depot.
T h e original house w a s built i n 1765 by Doctor T h o m a s W a l k e r ,
explorer and pioneer. T a r l e t o n , raiding to Charlottesville to capture
Jefferson and the legislature, stopped here for breakfast, June 4, 1781.
T h i s delay aided the patriots to escape.
Castle H i l l w a s long the
home of Senator W i l l i a m Cabell R i v e s , w h o built the present house.
The
Wythe
87
22
Mechunk Creek
T h e community center w a s first k n o w n as C r a b O r c h a r d . T h e
place became the county seat of B l a n d County w h e n i t w a s formed i n
1861 under the name of Seddon, w h i c h w a s later changed to that of
the county. A t R o c k y G a p a s k i r m i s h w a s fought i n Crook's r a i d
against the V i r g i n i a and Tennessee R a i l r o a d , M a y , 1864.
Bland
R O U T E
Green Spring
Bland.
Bland
Virginia
Castle H i l l
H e r e is the home of S . H . N e w b e r r y , w h o , w i t h three others, composed the " B i g F o u r " i n the V i r g i n i a Senate. T h e s e four men united
to defeat objectionable measures of the Readjuster movement.
Bland
of
F r o m S h a d w e l l at U . S . R t . 250 east to U . S . R t . 33 n e a r
Gap.
of the " B i g F o u r "
Markers
VIRGINIA
KC-2
Some miles to the east w a s born W i l l i a m E l b e r t Munsey, J u l y 13,
1833, and near here he preached his first sermon. Ordained to the
Methodist m i n i s t r y i n 1855, Munsey w a s a noted preacher i n several
States. H e died, October 23, 1877.
Historical
STATES
R O U T E
23
F r o m K e n t u c k y L i n e at P o u n d G a p s o u t h t h r o u g h W i s e ,
N o r t o n , B i g S t o n e G a p a n d G a t e C i t y to T e n n e s s e e L i n e .
W y t h e C o u n t y p. 224
Grayson
C o u n t y p.
G r a y s o n C o u n t y p. 216
Carolina
p.
K e n t u c k y p. 217
216
I n d e p e n d e n c e M a r k e r p. 116
North
Z-88
219
Wise
Z-22S
224
Pound Gap
U-22
Z-203
C o u n t y p.
XB-7
Christopher Gist, returning from the Ohio R i v e r , crossed this gap
in 1751. James A . Garfield ( a f t e r w a r d P r e s i d e n t ) w i t h U n i o n troops
forced this gap i n M a r c h , 1862. I n June, 1864, J o h n H . Morgan, on
his K e n t u c k y raid, forced it from the V i r g i n i a side, capturing a n d
destroying much property.
Wise
County:
4 miles north of Pound.
�88
State
Historical
Markers
of
State
Virginia
Wise
XB-4
T h i s town, one of the highest in V i r g i n i a , w a s built on land first
owned by P i e r r e de T a r b e a u , F r e n c h nobleman. O r i g i n a l l y k n o w n as
B i g Glades, it became Gladesville in 1856. A first courthouse, built
in 1858, was burned by U n i o n troops. A n action was fought here,
J u l y 7, 1863, between Confederates and U n i o n raiders. T h e name w a s
changed to W i s e when the town was rechartered in 1928.
Wise
County:
At
Historical
Markers
F i r s t Court
of
of
Scott County
Scott
County:
2.1 miles east of Gate
p. 134
KA-11
B i g Stone Gap, originally k n o w n as T h r e e F o r k s , received its
charter F e b r u a r y 23, 1888. A postoffice was established A p r i l 12,
1856. I n the early nineties it became the center of iron and coal
development.
I t was the home and workshop of John F o x , J r . ,
novelist, and author of " T r a i l of the Lonesome P i n e " .
Big
Stone Gap
At Big Stone
VIRGINIA
K-95-U6
\
pp. 55,56
C o u n t y p. 224
p.
218
J
C o u n t y p.
Appomattox Markers
5 miles south of Big Stone
Lee
|
**•*
C o u n t y p. 218
C o u n t y p.
Z-254
213
Z-96
Donelson's Indian L i n e
Scott
p. 185
K-156-157
KA-8
Gap.
Z-134
The
Last
Positions
MG-2
L e e , retreating from Petersburg, reached the hills to the northeast,
only to find G r a n t in position here across his line of retreat, A p r i l 8,
1865. T h e Confederates made an attack early in the morning of A p r i l
9. John B . Gordon broke through the opposing c a v a l r y but w a s
stopped by the infantry. Some hours later L e e rode along this road
to meet G r a n t for surrender.
Appomattox
County:
2 miles north
of
Appomattox.
222
Wildway
Carter's
Rush.
R o a n o k e C o u n t y p. 221
John Donelson's line, surveyed after the treaty of Lochaber w i t h
the Indians, 1770, crossed the road here. T h i s line separated Indian
territory from land open to settlement. Violations of the line by
settlers contributed to Dunmore's W a r , 1774.
Lee County:
24
Roanoke Markers
Bedford
County
R O U T E
)
p. 133
Lee
Z-230
223
F r o m R o a n o k e east to U . S . R t . 60 at M t .
Gap.
Marker
1-12
Wise
City.
X-21-22
B i g Stone Gap
County:
KA-15
S c o t t C o u n t y p. 222
T e n n e s s e e p.
Wise
89
T h e monument in the field to the east m a r k s the site of B e n j a m i n
T . H o l l i n s ' s home, in w h i c h was held the first court of this county,
F e b r u a r y 14, 1815.
Wise.
Norton Markers
Virginia
F o r t p. 115
KA-10
G a t e C i t y M a r k e r s p. 115
K-ll-12-13
Appomattox
McConnell's Birthplace
p. 115
MG-3
T h r e e miles north is W i l d w a y , home of T h o m a s S . Bocock, member
of the United States Congress and only speaker of the Confederate
House of Representatives. H e was born, M a y 18, 1815, and died,
A u g u s t 25, 1891.
County:
At
Vera.
K-14
A p p o m a t t o x C o u n t y p. 212
B i g M o c c a s i n G a p p. 115
K-15
D o n e l s o n ' s I n d i a n L i n e p. 115
K-16
Buckingham
C o u n t y p.
213
Z-185
�90
State Historical
UNITED
Markers
of
Virginia
STATES ROUTE
State Historical
L e e C o u n t y p. 218
Z-130
223
VIRGINIA ROUTE
UNITED
M-66
T h r e e miles north is E l d o n , birthplace and home of H a l D . Flood,
for many years a member of the U n i t e d States House of Representatives. H e was chairman of the Committee on F o r e i g n A f f a i r s , J a n uary, 1913-March, 1919, and the author of the resolution declaring
w a r on Germany and A u s t r i a , A p r i l , 1917. H e died i n Washington,
December 8, 1921.
1.1 miles north
of
County:
11 miles south
of
Columbia.
ON-7
Ap-
to C l o v e r on U . S . R t . 360.
County:
91
JE-36
C a m p a i g n of 1781 p. 105
26
Eldon
Appomattox
Virginia
One mile n o r t h ; home of C a r t e r H e n r y H a r r i s o n , land patented,
1723. H a r r i s o n , as a member of the Cumberland Committee of Safety,
wrote the instructions for independence (adopted A p r i l 2 2 ) presented
by the county delegates to the V i r g i n i a Convention of M a y , 1776.
Apparently this was the first of such declarations publicly approved.
T h e convention declared for independence.
Cumberland
F r o m B e n t C r e e k on U . S . R t . 60 s o u t h t h r o u g h
pomattox
of
Clifton
25
F r o m U . S . R t . 58 s o u t h to C u m b e r l a n d G a p , T e n n .
T e n n e s s e e p.
Markers
STATES
ROUTE
C o i n c i d e s w i t h U . S . R t . 211 f r o m W a s h i n g t o n to C u l peper. F r o m C u l p e p e r U . S . R t . 29 c o n t i n u e s s o u t h w e s t
through Madison, Charlottesville, L y n c h b u r g and D a n v i l l e to N o r t h C a r o l i n a L i n e .
A r l i n g t o n C o u n t y p. 212
F a i r f a x C o u n t y p.
Appomattox.
29
Z-127
215
K-156-157
C o u n t y p. 212
Z-114
Appomattox
C h a r l o t t e C o u n t y p.
214
Red House
County:
At
C-90
C-19
C e n t r e v i l l e M a r k e r s p. 157
40-22
Red
House.
F i r s t B a t t l e of M a n a s s a s p. 156
C-42
T h e Stone B r i d g e p. 156
C-23
Fairfax
C o u n t y p. 215
P r i n c e W i l l i a m C o u n t y p.
VIRGINIA ROUTE
27
Lee's Stopping Place
JE-35
H e r e at Flannagan's ( T r i c e ' s ) M i l l , R o b e r t E . L e e spent the night
of A p r i l 13-14, 1865, on his journey from Appomattox to Richmond.
County:
8.8 miles
south
of
Z-169
221
F i r s t B a t t l e of M a n a s s a s p. 156
F r o m C o l u m b i a at V a . R t . 6 s o u t h to P o w h a t a n .
Cumberland
C-21-20-
FR-3
T h i s old tavern was built by M a r t i n H a n c o c k about 1813 on the
site of his earlier cabin. I t was a noted stopping place and trade
center on the old south road to the W e s t .
Charlotte
T h e F a l l s C h u r c h p. 157
B u l l R u n B a t t l e f i e l d s p. 157
M a r k e r s p. 185
Appomattox
Columbia.
C-44
S e c o n d B a t t l e of M a n a s s a s p. 156
C-46
C a m p a i g n of S e c o n d M a n a s s a s p. 156
C-48
F i r s t B a t t l e of M a n a s s a s p . 156
C-34
B a t t l e of G r o v e t o n p. 155
C-26
S e c o n d B a t t l e of M a n a s s a s p. 155
C-33
�State
Historical
Second
Markers
B a t t l e of
of
State
Virginia
p. 155
Manassas
B u l l R u n B a t t l e f i e l d s p. 155
of
Virginia
County:
3 miles
G-12
south
of
C o u n t y p. 218
Green
Fauquier
p.
County
p.
Green
C o u n t y p. 221
County
County
215
p.
Campaign
Z-13
216
p. 216
Z-170
Albemarle
Fredericksburg
Madison.
C-50-28
Madison
Prince William
155
C o u n t y p.
Z-15
212
C-56
General Sumter's Boyhood
Colonial
R o a d p. 154
C-29
p. 207
G-25
T h o m a s Sumter, Revolutionary soldier in South C a r o l i n a for w h o m
F o r t Sumter was named, lived for a time in his youth at Sumter's
M i l l , five miles southeast.
Albemarle
Warrenton
County:
5 miles south
of
Ruckersville.
Q-9
U n i v e r s i t y of V i r g i n i a
F a u q u i e r C o u n t y p. 215
Culpeper
C o u n t y p.
Z-187
214
W h e r e P e l h a m F e l l p. 70
1-3
T h i s institution was founded by T h o m a s Jefferson.
T h e cornerstone of the first building was laid, on October 6, 1817, in the presence
of three Presidents of the United States, Jefferson, Madison and
Monroe, a l l members of the board of visitors. I t became the state
university i n 1819 and was opened to instruction in 1825. T h e u n i v e r sity was conducted by the faculty until 1904, when the first president
was elected.
At
Charlottesville.
F-10
C h a r l o t t e s v i l l e M a r k e r s p. 196
of
Brandy
Station
p.
70
O p e n i n g of G e t t y s b u r g C a m p a i g n p. 70
F-ll
F-13
Q-l-a-b
p.
Q-l-1
p.
197
p.
164
A l b e m a r l e C o u n t y p. 212
Nelson
B e t t y W a s h i n g t o n p. 70
County
p.
Madison
County
p.
F-12
Z-157
218
M a r k e r p. 161
JE-1
R-56
T h i s place became the county seat of Nelson when it w a s formed
from Ajnherst in 1807. I t was named for James L o v i n g , J r . , w h o gave
the land for the courthouse, built in 1808-09.
T h e town w a s i n corporated in 1807 and again in 1871, and deincorporated i n 1938.
Nelson
Madison
Z-21
219
Lovingston
C u l p e p e r C o u n t y p. 214
Q-l-d
196
W-200
Battle
93
One mile west w a s the home of Joseph E a r l y , Revolutionary soldier.
Washington, in going W e s t and returning, stopped at E a r l y ' s o v e r night. H i s diary for October 2, 1784, shows that he spent the night
before at " W i d o w E a r l y ' s " .
Madison
G a i n e s v i l l e M a r k e r s p. 155
Markers
Joseph E a r l y Home
C-27
C-31
Historical
County:
At
Lovingston.
�94
State Historical
Markers
of
State Historical
Virginia
B i r t h p l a c e of R i v e s
Nelson
County:
4 miles
south
of
N e l s o n C o u n t y p. 219
A m h e r s t C o u n t y p.
L y n c h b u r g Defenses
Amherst
County:
1 mile north
Lynchburg.
State C o l o n y
Pittsylvania
One mile southeast is the state colony for epileptics and feebleminded, chartered by the General Assembly, F e b r u a r y 20, 1906, opened
to patients in M a y , 1911. I n its grounds are earthworks erected i n
June, 1864, to defend L y n c h b u r g against Sheridan's advance from
the east. Sheridan, defeated by Hampton at T r e v i l i a n s , did not reach
here.
Amherst
County:
1 mile north of
Lynchburg.
M-60
p. 184
County:
213
Vista.
Z-60
220
L-32
1 mile south
of Alta
Vista.
Peytonsburg
L-50
T h i s place, fifteen miles east, was a village i n 1752, when
County was formed.
I t was established as a town in 1759,
within P i t t s y l v a n i a when that county was formed i n 1767.
were made there for Greene's a r m y i n 1780-81. Washington
there on his Southern tour, June 4, 1791.
Pittsylvania
Z-17
County:
At
[
Chatham.
Markham
Pittsylvania
J
L-52
County:
At
Chatham.
Beavers Tavern
Sandusky
L-22
I n the grove to the northwest is Sandusky, built by C h a r l e s J o h n ston i n 1797 and named for the city in Ohio, then a trading post,
where Johnston stayed after escaping from the Indians. H e r e the
U n i o n General H u n t e r had his headquarters, J u n e 17-18, 1864. P r e s i dents R u t h e r f o r d B . H a y e s and W i l l i a m M c K i n l e y , then officers under
H u n t e r , roomed together i n this house.
Campbell
County:
.5 mile south of
Lynchburg.
Quaker Meeting House
L-20
T h e first Quaker meeting house here was built i n 1757; it w a s r e modeled i n 1765. S a r a h L y n c h , mother of Charles and J o h n L y n c h ,
founder of L y n c h b u r g , gave the land for the church. T h i s church is
now the Quaker M e m o r i a l Presbyterian C h u r c h .
Campbell
County:
.5 mile south of
Lynchburg.
Halifax
and fell
Canteens
stopped
Some miles northeast is the site of M a r k h a m , where w a s born
R a c h e l Donelson, w i f e of President A n d r e w J a c k s o n , 1767.
Her
father, J o h n Donelson, leaving V i r g i n i a , became one of the first settlers of Tennessee. F o r t Donelson w a s named for h i m .
L y n c h b u r g M a r k e r s "]
Q - 6 s e r i e s pp. 197-9
of Alta
T h e house on the h i l l three hundred y a r d s to the west w a s the
home of Captain B e n j a m i n Clement, who was one of the first makers
of gunpowder in V i r g i n i a , 1775. T h e land grant w a s made i n 1741.
1-5
A m h e r s t C o u n t y p. 212
1 mile north
Clement H i l l
R-4
of
C a m p b e l l C o u n t y p.
County:
P i t t s y l v a n i a C o u n t y p.
H a l f a mile southeast, on Madison Heights, are t w o large e a r t h w o r k s forming part of the Confederate defense system, 1861-65.
L-30
C a m p b e l l C o u n t y p. 213
Z-150
212
95
A hundred y a r d s west stands a walnut tree under w h i c h Colonel
Charles L y n c h , W i l l i a m Preston, Robert A d a m s , J r . , James C a l l a w a y
and others held an informal court for the t r i a l of tories and c r i m i n a l s ,
1780.
Punishment usually consisted of whipping.
F r o n this rude
justice the t e r m " L y n c h L a w " w a s evolved.
Campbell
Lovingston.
of Virginia
O r i g i n of L y n c h L a w
R-58
T w o miles east, at O a k Ridge, was born W i l l i a m Cabell R i v e s ,
M a y 4, 1792. H e w a s minister to F r a n c e , 1829-32 and 1849-53;
United States Senator, 1832-45;
member of the Peace convention
of 1861 and of the Confederate Congress.
H e died, A p r i l 25, 1868.
L a t e r , O a k Ridge w a s owned by T h o m a s F o r t u n e R y a n .
Markers
L-61
T h e house to the east was B e a v e r s T a v e r n , 1800-1840. T h i s w a s
the muster ground of the county militia and a popular stage station.
J o h n C . Calhoun w a s a frequent visitor here.
Pittsylvania
County:
5 miles
north
of
Danville.
D a n v i l l e M a r k e r s p. 197
P i t t s y l v a n i a C o u n t y p . 220
N o r t h C a r o l i n a p.
219
Q-5-a-b
Z-207
�State
96
Historical
Markers
of
VIRGINIA
From
Va.
through
Rt.
R O U T E
2 at
Caroline
Central
Dawn,
Garage and
t i o n w i t h U . S . R t . 60 one
West
and
State
Virginia
New
30
County,
intersec-
one-half miles west
C a r o l i n e C o u n t y p. 214
County
City
p.
Suffolk
Z-246
south
North
Pamunkey Reservation
OC-14
E i g h t miles south is the reservation where live descendants of the
ancient tribe of Pamunkey Indians. I t has a l w a y s been Indian property, a l l that remains of the domain of P o w h a t a n , who at the time of
the first settlement (1607) ruled over the tribes of eastern V i r g i n i a
and M a r y l a n d .
County:
.6 mile
Mattapony
southeast
of King
Reservation
William.
OC-15
T w o miles east is the Mattapony Indian Reservation. T h e M a t t a ponies were one of the tribes ruled by the great chief, Powhatan. T h e
reservation is governed by the chief and the council, w h i c h make the
tribal l a w s .
King
William
County:
4.9 miles southeast
of King
.St. John's C h u r c h
William
County:
8.9 miles northwest
OC-18
C a m p a i g n of
of West
1781
Point.
OC-22
About one mile south Lafayette placed in camp his L i g h t I n f a n t r y
consisting of Muhlenberg's and Febiger's commands, August 13,
1781. T h e troops had just been brought across the P a m u n k e y at
Ruftin's F e r r y , from N e w Castle, to observe C o r n w a l l i s , then entrenching at Y o r k t o w n . W i t h i n s i x weeks the Y o r k t o w n Campaign,
in w h i c h these troops took part, opened.
King
William
County:
6.6 miles northwest
C a m p a i g n of
of West
1781
William
County:
p.
Z-145
217
3.4 miles northwest
R O U T E
to
32
North
Carolina
Line.
Carolina
p.
Z-273
219
OC-25
of West
S T A T E S
West Virginia Line
east t h r o u g h
G o r d o n s v i l l e to
West
R O U T E
Harrisonburg,
Richmond.
Virginia
Rockingham
33
Z-213
p. 223
County
p.
222
H a r r i s o n b u r g M a r k e r s p. 51
A-35
p.
B a t t l e of
A-33
51
Cross K e y s
D-6
T h r e e miles south, on M i l l Creek, Jackson's rearguard, under
E w e l l , was attacked by Fremont, J u n e 8, 1862. T r i m b l e , of E w e l l ' s
command, counterattacked, d r i v i n g the Unionists back.
Jackson,
with the rest of his a r m y , w a s near P o r t Republic a w a i t i n g the a d vance of Shields up the east bank of the Shenandoah R i v e r .
Rockingham
County:
K n i g h t s of
5 miles
the
east of
Harrisonburg.
Golden Horseshoe
D-10
H e r e , it is believed, Governor A l e x a n d e r Spotswood and his party
crossed the mountains into the Shenandoah V a l l e y , September 5, 1716.
T h i s expedition paved the w a y for the settlement of the W e s t . O n
the return east, Spotswood gave his companions small golden horseshoes because their shoeless horses had to be shod for the mountain
journey.
Rockingham
County:
7 miles southeast
of
Elkton.
Point.
About a mile to the east, August 13, 1781, Lafayette, then commanding A m e r i c a n forces in V i r g i n i a , placed in camp his militia, consisting of Campbell's, Stevens' and L a w s o n ' s brigades. W a y n e was at
W e s t o v e r ; Muhlenberg and Febiger were in camp on the P a m u n k e y
four miles northwest. T h e campaign of Y o r k t o w n was about to open;
these troops were later engaged there.
King
From
William.
T h e church of S t . John's P a r i s h , w h i c h was formed i n 1691. T h e
older part of the building was erected i n 1700-10; the newer part i n
1734. T h e church fell into disuse but has been restored. T h e earlier
church of the parish stood at W e s t Point.
King
97
0-16
U N I T E D
William
Virginia
N a n s e m o n d C o u n t y p. 219
218
R u m f o r d A c a d e m y p. 178
King
County
VIRGINIA
of
From
William
of
southeast
P o i n t , to
Markers
K e n t C o u n t y p. 219
James
Toano.
King
Historical
Point.
R o c k i n g h a m C o u n t y p. 222
Greene
County
p.
Greene
County
p.
Orange
County
p.
Z-16
216
216
220
Z-14
�98
State Historical
Markers
of
State Historical
Virginia
Barboursville
Montebello
D-20
County:
3 miles west
of
Gordonsville.
Green Springs
W-208
N e a r here W a d e Hampton's Confederate c a v a l r y camped the night
of June 10, 1864, j u s t before the battle of T r e v i l i a n s .
Louisa
County:
7 miles
west
of
Louisa.
G l e n n s a n d S a l u d a to
County:
4.5 miles zvest of
Louisa.
New
4.5 miles
west
of
Patrick Henry's Home
Louisa.
Kent
County:
At
Louisa.
Jack Jouett's Ride
W-213
F r o m the tavern that stood here, J a c k Jouett rode to Charlottesville,
by the O l d Mountain Road, in time to w a r n the members of the
V i r g i n i a government of the coming of T a r l e t o n ' s B r i t i s h c a v a l r y ,
June 3, 1781.
Louisa
County:
At
Cuckoo.
H a n o v e r C o u n t y p. 217
H e n r i c o C o u n t y p.
217
County:
At
Talleysville.
WO-12
T h i s place, s i x miles northeast, was the home of M a r t h a Custis.
A c c o r d i n g to tradition, George Washington first met her at Poplar
Grove, near by, in 1758. O n J a n u a r y 6, 1759, Washington and M a r t h a
Custis were married, it is believed at the W h i t e House. T h e estate
descended to W . H . F . L e e , son of Robert E . Lee. T h e house w a s
burned by U n i o n troops when M c C l e l l a n made the W h i t e House his
base of operations in M a y , 1862.
County:
At
Talleysvillc.
St. Peter's C h u r c h
Z-193
WO-13
T w o miles northeast is S t . Peter's C h u r c h , built in 1703 i n E n g l i s h
bond. D a v i d Mossom, rector there for forty years, was the minister
who married George Washington.
A c c o r d i n g to one tradition, the
wedding took place at S t . Peter's C h u r c h .
Kent
County:
At
Talleysville.
New Kent Courthouse
WO-16
L o r d C o r n w a l l i s ' s a r m y was here, moving eastward, June 22, 1781 ;
Lafayette, in pursuit, June 2 5 ; Washington, Rochambeau and C h a s t e l l u x , on their w a y to Y o r k t o w n , September 14, 1781. A part of
Joseph E . Johnston's army, r e t i r i n g to Richmond, passed through,
M a y , 1862.
New Kent County:
At New
Kent.
W-211
A t Roundabout Plantation, eight miles southwest, P a t r i c k H e n r y
lived from 1765 to 1768, when he sat for L o u i s a County i n the House
of Burgesses. T h i s was the beginning of his political career.
Louisa
WO-14
T h e White House
W-210
N e a r here Custer of Sheridan's c a v a l r y , raiding w e s t w a r d , got
between F i t z Lee's division and the rest of W a d e Hampton's c a v a l r y ,
capturing wagons.
T h e Confederates recaptured the wagons but
withdrew to the west after a fierce conflict, June 11, 1864.
County:
Point,
Deltaville.
J . E . B . Stuart, on his famous ride around M c C l e l l a n ' s a r m y , June
12-15, 1862, a r r i v e d here in the early night of June 13, coming from
H a n o v e r Courthouse. H e rested here several hours and then pressed
on to the Chickahominy R i v e r , rejoining Lee's a r m y on June 15.
New
B a t t l e of T r e v i l i a n s
Louisa
33
W-209
H e r e , on June 12, 1864, Sheridan's c a v a l r y , coming from T r e v i l i a n s ,
attacked W a d e Hampton, who had taken position across the road.
A bloody engagement followed.
F i t z L e e joined Hampton, and the
U n i o n c a v a l r y was driven back. T h a t night Sheridan retired eastward.
Louisa
99
Stuart's Ride A r o u n d M c C l e l l a n
Nezv Kent
B a t t l e of T r e v i l i a n s
Virginia
F r o m B o t t o m s B r i d g e on U . S . R t . 60 to W e s t
H e r e was born Z a c h a r y T a y l o r , twelfth president of the United
States, November 24, 1784. T a y l o r , commanding the A m e r i c a n a r m y ,
won the notable battle of B u e n a V i s t a in Mexico, 1847.
Orange
of
VIRGINIA ROUTE
D-22
A short distance south are the ruins of B a r b o u r s v i l l e , built, 18141822, by James B a r b o u r partly after plans made by Jefferson. I t
was burned, December 25, 1884. James Barbour, buried here, was
Governor of V i r g i n i a , 1812-1815, U n i t e d States Senator, Secretary
of W a r , Minister to E n g l a n d .
Orange County:
At
Barboursville.
Markers
Eltham
WO-30
E l t h a m , a mile north, was long the home of the Bassett family and
one of the largest and finest colonial houses i n V i r g i n i a .
Burwell
Bassett, the owner at the time of the Revolution, w a s a patriot leader.
Washington was a frequent visitor at E l t h a m and w a s there i n N o vember, 1781, at the deathbed of his stepson. J o h n P a r k e Custis, a
soldier of Y o r k t o w n . T h e old house was burned in 1875; the foundation remains.
New
Kent
County:
1.9 miles
zvest of West
Point.
Peninsular Campaign
WO-31
_ A mile north, at E l t h a m L a n d i n g on the P a m u n k e y R i v e r , F r a n k lin's division of M c C l e l l a n ' s a r m y disembarked on M a y 6, 1862. T h e
next_ morning the U n i o n troops came in contact w i t h the Confederates
retiring toward Richmond. T h e Confederate wagon trains were in
danger; but Gustavus W . S m i t h drove F r a n k l i n back to the river. T h e
action occurred in this vicinity, M a y 7, 1862.
Nezv Kent
County:
1.5 miles
zvest of West
Point.
�State
100
Historical
The
Markers
of
Virginia
State
B r i c k House
WO-33
Kent
County:
I S miles
west
of West
Markers
VIRGINIA
A short distance south stood the B r i c k House. I n 1677, at the end
of Bacon's Rebellion, the rebel leaders, D r u m m o n d and L a w r e n c e ,
were at B r i c k House when W e s t Point surrendered to Berkeley.
T h e y fled, D r u m m o n d to be caught and executed, L a w r e n c e never to
be heard of again. I n A u g u s t , 1716, Governor A l e x a n d e r Spotswood
crossed the r i v e r there on his western expedition.
New
Historical
From
Petersburg
of
Virginia
ROUTE
northeast
101
36
to
Hopewell.
Petersburg Markers
QA
series
pp.
202-5
Point.
C i t y P o i n t and H o p e w e l l
King
King
W i l l i a m C o u n t y p. 218
and
Queen
K i n g and
C o u n t y p.
Z-26
217
Q u e e n C o u n t y p. 217
Gloucester
County
p.
County
C i t y Point is five miles northeast. T h e r e Governor S i r T h o m a s
Dale made a settlement i n 1613. I n A p r i l , 1781, the B r i t i s h General
P h i l l i p s landed there. Grant had his base of operations there i n the
siege of Petersburg, 1864-1865. L i n c o l n was there i n A p r i l , 1865. I n
the W o r l d W a r the city of H o p e w e l l grew up near by.
Z-9
Prince
George
County:
.7 mile east of
p.
VIRGINIA
Z-99
From
219
V a . R t . 32
s o u t h of
R O U T E
Suffolk
N-48
2.4 miles south
of
North
VIRGINIA
Urbanna.
Intersection
Stingray Point
N-77
Va.
through Amelia,
Rt.
County:
8.6 miles west
VIRGINIA
From
U.
S . R t . 301
ROUTE
to
G e o r g e C o u n t y p. 221
Sussex
C o u n t y p.
southeast
S u t h e r l a n d at
County:
Amelia
Line.
7 miles
OL-10
Z-34
east
of
Mannboro.
C o u n t y p. 212
Dinwiddie
VIRGINIA
223
C o u n t y p.
ROUTE
Z-116
215
39
F r o m W e s t V i r g i n i a L i n e east t h r o u g h W a r m
Sussex
County
p.
223
Old
Indian
Reservation
222
p.
119
Fort Dinwiddie
U-124
Insurrection
p.
119
U-122
LB-5
K n o w n also as B y r d ' s F o r t and W a r w i c k ' s F o r t . Probably built
in 1755. it was visited in that year by George Washington.
Bath
Southampton
Springs
a n d G o s h e n to L e x i n g t o n .
Z-31
S o u t h a m p t o n C o u n t y p.
intersec-
460.
Lee's Retreat
Petersburg,
Carolina
Tobaccoville
tion U . S. R t .
Amelia
35
North
at
38
N e a r here Custer, commanding advance guard of the A r m y of the
Potomac, struck and drove back F i t z Lee, left flank guard of A r m y
of N o r t h e r n V i r g i n i a , A p r i l 3, 1865.
Deltaville.
e l e v e n m i l e s s o u t h of
south through Courtland
Prince
of
13
Z-274
219
R O U T E
M a n n b o r o to
E i g h t miles east, where the Rappahannock R i v e r joins Chesapeake
B a y . N e a r there, i n June, 1608, Captain John S m i t h , the explorer,
was hurt by a stingray w h i l e fishing i n the r i v e r . T h e point took its
name from this incident.
Middlesex
p.
Carolina
to
Line.
N a n s e m o n d C o u n t y p. 219
H a l f a mile east is C h r i s t C h u r c h , Middlesex. T h e first building
was erected about 1666; the present one i n 1712. About _ 1840 the
church was restored. T h e colonial governor, S i r H e n r y Chicheley, is
buried there.
County:
37
via Whaleyville
the N o r t h C a r o l i n a
Christ Church
Middlesex
Petersburg.
216
G l o u c e s t e r C o u n t y p. 216
Middlesex
K-205
County:
5 miles west
of Warm
Springs.
�State
102
Historical
Bath
Markers
p.
County
Virginia
213
VIRGINIA
222
ROUTE
Brookneal, Victoria,
and
Stony
p.
A-60
Creek
County:
H e n r y and
(,
Charlotte
F r a n k l i n C o u n t y p. 216
Pittsylvania
Pittsylvania
p.
County
C o u n t y p.
Halifax
County
Campbell
Hat
Z-107
Z-61
216
p.
Creek Church
County:
Patrick
2.1 miles
Henry's
cast
FR-16
of
Brookneal.
Grave
FR-25
F i v e miles southeast is R e d H i l l , last home and resting place of
P a t r i c k H e n r y . H e moved here in 1796 and died here, June 6, 1799.
Campbell
County:
2.5 miles
east of
Brookneal.
C a m p b e l l C o u n t y p. 213
Charlotte
Cub
County
Creek
p.
County:
Z-64
214
Church
2 miles
east of
County:
FR-14
Phenix.
At
Charlotte.
At
2 miles
FR-10
Charlotte.
FR-6
east of
Charlotte.
Greenfield
FR-7
H a l f a mile north is Greenfield, built in 1771 by Isaac Read. R e a d
was a member of the House of Burgesses, 1769-1771, and of the V i r ginia conventions of 1774 and 1775. H e served as a n officer i n the
Revolutionary W a r , dying of wounds i n 1777.
Charlotte
County:
2 miles
Keysville
Charlotte
Lunenburg
east of
Charlotte.
Marker
)
p.
F-78
f,
74
County
p.
C o u n t y p.
Craig's
S i x miles south is Cub Creek P r e s b y t e r i a n C h u r c h , the oldest church
in this section. T h e neighborhood w a s known as the C a l d w e l l Settlement for J o h n C a l d w e l l , grandfather of J o h n C . Calhoun of South
Carolina. About 1738 he brought here a colony of S c o t c h - I r i s h and
obtained permission to establish a church.
Charlotte
FR-12
Edgehill
Z-65
213
F o u r and a half miles north stands H a t Creek Presbyterian C h u r c h ,
founded by J o h n I r v i n and associates (first settlers) about 1742. W i l liam I r v i n , son of J o h n , and the noted blind preacher, James W a d d e l ,
were among its pastors. T h e first log building w a s replaced in 1788,
and two other churches have been since built on the original site.
Campbell
103
T h r e e miles north is E d g e h i l l , home of Clement Carrington. H e
ran a w a y from Hampden-Sydney College to j o i n the Revolutionary
a r m y , served i n L e e ' s Legion, 1780-81, and w a s wounded at E u t a w
Springs, September 8, 1781.
Charlotte
p. 216
County
1781
Randolph's Debate
County:
220
C o u n t y p. 220
Halifax
of
Virginia
H e r e , in M a r c h , 1799, took place the noted debate between P a t r i c k
H e n r y and J o h n Randolph of Roanoke on the question of States'
R i g h t s . H e n r y denied the right of a state to oppose oppressive Federal
laws. Randolph affirmed that right. T h i s was H e n r y ' s last speech
and Randolph's first. H e n r y died three months later.
^
159
of
Rocky
Claremont.
Rocky Mount Marker
Markers
Campaign
Charlotte
40
Blackstone,
W a v e r l y to
Historical
A t Cole's F e r r y on Staunton R i v e r , twelve miles southwest, Steuben
halted his southward march, June 10, 1781.
V a . R t . 8 at W o o l w i n e n o r t h e a s t t h r o u g h
Mount,
State
Z-135
C o u n t y p.
Rockbridge
From
of
124
Z-46
218
Mill
SN-45
T w o miles south of Kenbridge stood C r a i g ' s M i l l on F l a t R o c k
Creek.
T h e r e flour was ground and supplies were stored for the
Revolutionary army. T a r l e t o n , the B r i t i s h c a v a l r y m a n , burned the
mill in J u l y , 1781, when raiding through the Southside. R e v . James
C r a i g , the owner, is said to have been forced to help k i l l hogs for
the troopers.
Lunenburg
County:
.3 mile north of
Kenbridge.
Lunenburg
C o u n t y p.
N o t t o w a y C o u n t y p.
218
220
Z-45
�104
State
Historical
Markers
of
Virginia
State
Union Academy
County:
At Southern
entrance
of
Blackstone.
B l a c k s t o n e M a r k e r p. 186
K-172
N o t t o w a y C o u n t y p. 220
County
County
Giles
C o u n t y p.
Sussex
p.
p.
County:
Giles
F r o m H a r r i s o n b u r g s o u t h w e s t to
K-226-231
County
H a r r i s o n b u r g M a r k e r s p. 51
in
Smyth
p.
Powhatan
C o u n t y p.
Bath
New
KH-4
County
From
County:
OH-10
9.5 miles north of
Powhatan.
Georges
Tavern
R O U T E
45
Va.
at
6
to
Campaign
Z-135
213
p.
Camp
Rt.
south
through
Farmville.
Z-108
C o u n t y p. 213
Alleghany
Jefferson
County).
Last
VIRGINIA
Z-182
222
R o c k b r i d g e C o u n t y p. 222
Bath
44
H e r e Robert E . Lee, returning from Appomattox, pitched his tent
for the last time, A p r i l 14, 1865. H e stopped here to visit his brother,
Charles C a r t e r L e e , who lived at nearby " W i n d s o r " . F e a r i n g to i n commode his brother, L e e camped by the roadside and the n e x t day
ended his journey at Richmond.
A-33
213
A u g u s t a C o u n t y p. 213
County
213
R O U T E
(Powhatan
Cumberland
Rockbridge
Z-259
216
p.
51
R o c k i n g h a m C o u n t y p. 222
C o u n t y p.
p.
County
Lee's
County.
Augusta
Eggleston.
F r o m R o b i o u s ( C h e s t e r f i e l d C o u n t y ) w e s t to
42
p.
At
VIRGINIA
Broadford
A-35
KB-56
A-35
223
R O U T E
216
Z-238
S p r i n g G r o v e M a r k e r s p. 44
VIRGINIA
Z-202
p. 214
N e a r here A d a m H a r m o n , probably in 1750, established what is
believed to be the first settlement in Giles County. H e r e , in 1755, he
found M a r y Ingles as she w a s m a k i n g her w a y back to Draper's
Meadows after her escape from the Indians.
215
C o u n t y p. 215
County
105
Virginia
Eggleston's Springs
Bland
Dinwiddie
of
Craig
Giles
Dinwiddie
Markers
SM-2
Near here stood U n i o n Academy, conducted by H a r d y and C r e n shaw from 1861 to about 1869. D r . W a l t e r Reed, who discovered
the carrier of yellow fever, and D r . Robert E . B l a c k w e l l , long P r e s i dent of Randolph-Macon College, attended school here. Nearby was
an iron foundry, established in 18SS by Captain R i c h a r d I r b y .
Nottoway
Historical
Z-79
Castle Marker
)
p. 172
\
1781
ON-5
A t C a r t e r ' s F e r r y , near here, Steuben, marching northward to join
Lafayette, crossed the James, June 16, 1781.
Cumberland
212
of
County:
Campaign
At
of
Cartersville.
1781
ON-7
T w o miles north, near the mouth of W i l l i s R i v e r , Steuben camped,
June 5-6, 1781, when driven from Point of F o r k by Simcoe.
Cumberland
/
County:
1.8 miles south
of
Cartersville.
/////
C a m p a i g n of
1781, p.
122
0-44
�State Historical
106
Markers
of
Virginia
State Historical
Bizarre
MJ-1
N e a r here is the site of B i z a r r e , owned in 1742 by R i c h a r d R a n dolph of Curies. I n 1781, his grandson, J o h n Randolph of Roanoke,
took refuge at B i z a r r e w i t h his mother on account of Arnold's i n vasion.
John Randolph lived here until 1810, when he moved to
Roanoke i n Charlotte County.
Cumberland
County:
At
northern
entrance
of
Markers
VIRGINIA
of
Virginia
ROUTE
107
49
F r o m B u r k e v i l l e south through V i c t o r i a , Chase C i t y ,
C l a r k s v i l l e , to N o r t h C a r o l i n a L i n e at V i r g i l i n a .
O l d Nottoway
Farmville.
Meeting House
UK-4
T h i s is the site of the O l d Nottoway Meeting House, built i n 1769,
the second Baptist church established south of James R i v e r . Jeremiah
W a l k e r was the first minister.
C u m b e r l a n d C o u n t y p. 215
P r i n c e E d w a r d C o u n t y p.
Z-55
Nottoway
County:
2 miles south
of
Burkeville.
221
Nottoway
C o u n t y p. 220
L u n e n b u r g C o u n t y p.
VIRGINIA
From
Blackstone
ROUTE
Z-237
218
46
L u n e n b u r g C o u n t y p. 218
south via C o c h r a n , L a w r e n c e v i l l e ,
M e c k l e n b u r g C o u n t y p.
B r u n s w i c k to N o r t h C a r o l i n a L i n e .
C o c k r a n M a r k e r s p. 27
UNITED
S-65-66
From
STATES
Z-41
219
ROUTE
50
W e s t V i r g i n i a L i n e east t h r o u g h
Winchester,
M i l l w o o d to F a i r f a x .
F o r t C h r i s t a n n a p. 118
U-90
W e s t V i r g i n i a p. 223
Mason's Chapel
N e a r here stood
churches in southern
1785, was held here
ference of 1801 was
four miles west.
Brunswick
SN-60
Mason's Chapel, one of the earliest Methodist
V i r g i n i a . T h e first V i r g i n i a conference, M a y ,
or nearby; Bishop A s b u r y presided. T h e conheld here. T h e present Olive B r a n c h church is
County:
8 miles
south
F r e d e r i c k C o u n t y p.
of
S e c o n d B a t t l e of W i n c h e s t e r
County:
2.5 miles
Winchester
VIRGINIA
ROUTE
Q-4 s e r i e s
47
west
C h a r l o t t e C o u n t y p.
214
C o u n t y p.
219
p. 47
p. 39
F r e d e r i c k C o u n t y p. 216
Z-121
214
G r e e n w a y C o u r t p. 62
FR-10
Z-43
Q-4-a-e
207-8
J-3-4
Signal
Mecklenburg
Winchester.
Markers
pp.
C l a r k C o u n t y p.
H e n r y a n d R a n d o l p h ' s Debate p. 103
of
A-5
F r o m P a m p l i n at U . S . R t . 460 s o u t h t h r o u g h C h a r l o t t e ,
W y l l i e s b u r g to B a r n e s J u n c t i o n ; thence east t h r o u g h
C h a s e C i t y to S o u t h H i l l .
B-19
H e r e J u b a l A . E a r l y , detached to attack the rear of M i l r o y , holding
Winchester, crossed this road and moved eastward i n the afternoon
of June 15, 1863.
Frederick
Brunswick.
Z-217
216
T-3
Station
B-7
O n the hilltop to the south stood an important signal station used
by both armies, 1861-1865.
Clark
County:
.7 mile
west
of
Paris.
�108
State
Historical
Markers
of
Clark
C o u n t y p.
214
C o u n t y p.
Fauquier
Stuart
and
State
Virginia
Gregg
B-31
County:
A mile east of
Upperville.
Mosby's Rangers
B-25
Fairfax
County:
3.3 miles west
of
Middleburg.
Gettysburg Campaign
County:
A
At
eastern
entrance
Revolutionary
of
County:
Middleburg.
B-33
Home
B-28
A l d i e was the home of C h a r l e s Fenton Mercer (born, 1778, died,
1858), liberal statesman. Mercer was a Congressman and member of
the V i r g i n i a convention of 1829-30, i n w h i c h he advocated manhood
suffrage.
H i s attempt to establish a free school system i n V i r g i n i a
nearly succeeded, 1817. H e was a leading advocate of the colonization of free negroes i n L i b e r i a .
Loudoun
County:
At
Aldie.
2.8 miles west
County:
.5 mile west
Fairfax
County
p.
Fairfax.
B-29
of
Fairfax.
157
C-19
Mosby's Midnight Raid
Fairfax
County:
At
northern
VIRGINIA
entrance
ROUTE
B-26
of
Fairfax.
51
S p o t s y l v a n i a a n d C h i l e s b u r g to U . S . R t . 1 at G u m t r e e .
Asbury's Deathplace
Z-168
Spotsylvania
County:
UNITED
From
Bluefield,
6 miles south
STATES
to
U.
Rt.
page 4 7 ) ;
S.
11
(see
south
Fort
of
Spotsylvania.
ROUTE
West Virginia,
Wytheville
Chiswell
215
EH-8
A short distance southeast is the site of the George A r n o l d house
where Bishop F r a n c i s A s b u r y died, M a r c h 3 1 , 1816. A s b u r y , born i n
E n g l a n d i n 1745, came to A m e r i c a i n 1771 and labored here until his
death. H e was ordained one of the first two bishops of the Methodist
Episcopal C h u r c h i n A m e r i c a at the B a l t i m o r e Conference of December, 1784.
from
Fairfax
of
p.
Marker
c o i n c i d e s w i t h U . S . R t . 21 (see
L o u d o u n C o u n t y p. 218
B-ll
F r o m U . S . R t . 1 at F o u r M i l e F o r k s o u t h w e s t t h r o u g h
1.1 miles west of Aldie.
Mercer's
Manassas
Mosby, entering the town i n the night of M a r c h 8, 1863, captured
the U n i o n General Stoughton.
N e a r here stood the home of J o h n Champe, Continental soldier.
I n 1780 Champe "deserted" and enlisted i n Benedict A r n o l d ' s B r i t i s h
command for the purpose of capturing the traitor. F a i l i n g i n his
attempt, Champe rejoined the A m e r i c a n a r m y .
Loudoun
County:
Fairfax
B-32
Hero
109
H e r e L e e turned north, on the O x Road, and moved t o w a r d D r a n e s ville and Leesburg, September 3, 1862. T h e a r m y entered M a r y l a n d ,
September 5-6, 1862.
H e r e Stuart, screening Lee's movement into P e n n s y l v a n i a , w a s
surprised by Duffie of H o o k e r ' s c a v a l r y and driven out of Middleburg,
June 17, 1863. T h a t night S t u a r t returned and drove Duffie o u t
Loudoun
Second
Virginia
Sharpsburg (Antietam) Campaign
H e r e at A t o k a ( R e c t o r ' s C r o s s r o a d s ) , on J u n e 10, 1863, Company
" A " , 43rd Battalion of P a r t i s a n Rangers, known as "Mosby's R a n g e r s " ,
was formally organized. James W i l l i a m F o s t e r was elected c a p t a i n ;
T h o m a s T u r n e r , first lieutenant; W . L . H u n t e r , second lieutenant,
and G . H . W h i t e s c a r v e r , third lieutenant. S h o r t l y after, B r a w n e r ' s
company of P r i n c e W i l l i a m c a v a l r y joined the command.
Fauquier
of
Stonewall J a c k s o n , sent by L e e to move around Pope's retreating
a r m y at Centreville and cut it off from A l e x a n d r i a , reached this place,
August 31, 1862. H e r e J a c k s o n turned east toward F a i r f a x .
N e a r here the Union c a v a l r y general G r e g g attacked S t u a r t and
farced him to retire, J u n e 19, 1863.
Fauquier
Markers
C a m p a i g n of
Z-120
215
Historical
52
s o u t h to
page 8 5 ) ;
Chiswell,
U.
S.
coincides
Rt.
through Hillsville
to
Wytheville,
U . S. R t .
52
from
North
52
with
Fort
Carolina
Line.
A c t i o n of
Ox
Hill
B-13
Stonewall J a c k s o n reached O x H i l l ( C h a n t i l l y ) on September 1,
1862, attempting to prevent Pope, at Centreville, from retreating to
A l e x a n d r i a . T h e Confederates came into contact with U n i o n troops
and there followed a fierce action, ended by storm and darkness.
General P h i l i p K e a r n y w a s killed. Pope fell back to A l e x a n d r i a .
Fairfax
County:
6.9 miles zvest of
Fairfax.
West Virginia
Bland
A
Great
p. 223
C o u n t y p.
Preacher
Z-214
213
p.
86
KC-2
�State
110
Historical
One
Markers
of the
of
State
Virginia
F o u r " p. 86
"Big
Markers
VIRGINIA
KC-3
From
B l a n d p. 86
Historical
Montpelier
east
of
Virginia
ROUTE
through
111
54
Ashland
to
Hanover.
KC-1
Scotchtown
C o u n t y p.
Bland
213
C o u n t y p.
Wythe
Toland
Raid
p.
86
KC-4
W y t h e v i l l e M a r k e r s p. 59
Fort Chiswell
Z-84
224
p. 59
Markers
A mile north is Scotchtown, P a t r i c k H e n r y ' s home, 1771-1777.
D o l l y Madison, President James Madison's wife, lived here m her
girlhood. Lafayette was here in M a y , 1781, retreating n o r t h w a r d before
C o r n w a l l i s . C o r n w a l l i s passed here i n June, 1781, moving w e s t w a r d .
Hanover County:
8 utiles northwest of Ashland.
K-23-35-37
K-39-36
S e a t of F i n c a s t l e C o u n t y
KD-5
Randolph-Macon College
County:
5.5 miles southeast
Jackson's
of Fort
Hanover
County:
7.7 miles southeast
Birthplace
C o u n t y p.
Carroll
C o u n t y p.
I
p. 21
J
-Hi
224
Carolina
p.
214
Z-227
55
to
Gainesville
Virginia
at U . S . R t .
p. 223
Frederick
C o u n t y p. 216
Strasburg
County
p.
Z-283
222
Markers ~
\
A-20-21-24
p. 49
\
S h e n a n d o a h C o u n t y p. 222
Warren
211.
216
C o u n t y />.
Shenandoah
Front
Z-249
Frederick
214
Hillsville.
C a r r o l l C o u n t y p.
Marshall
Z-89
T h i s place became the county seat when C a r r o l l County was formed.
T h e first court was held here, 1842; A . W . C . N o w l i n was the first
judge. T h e courthouse, built in 1872, was remodeled some years ago
T h e town was incorporated in 1900 and rechartered in 1940.
At
Royal,
West
KD-12
R O U T E
F r o m W e s t V i r g i n i a L i n e east t h r o u g h S t r a s b u r g ,
Chiswell.
KD-8
Hillsville
North
"]
P. 21
VIRGINIA
KD-6
of Fort
Wythe
County:
Markers
I-10-a
N e a r A u s t i n v i l l e , five miles west, was born Stephen F . A u s t i n ,
" F a t h e r of T e x a s " , November, 1793. H e began his colonization w o r k
in 1821.
Wythe County:
At Poplar
Camp.
Carroll
Ashland.
Ferry
Shot T o w e r
Austin's
At
E-16-15
Chiswell.
H e r e on N e w R i v e r , Captain W i l l i a m H e r b e r t , before the Revolution
established a ferry, later called Jackson's F e r r y , that was in operation
until 1930. T h e old tower across the r i v e r was built about 1820 for
the manufacture of shot.
Wythe
County:
Ashland
and
Old
I-10-b
A liberal arts college for men, chartered F e b r u a r y 3, 1830. Named
for John Randolph and Nathaniel Macon.
T h e oldest Methodist
college in A m e r i c a .
T h r e e miles southwest, on N e w R i v e r , w a s the seat of Fincastle
County, which from 1772 to 1776 embraced Southwestern V i r g i n i a ,
including K e n t u c k y . T h e r e are the ancient lead mines, visited and
described by T h o m a s Jefferson.
Wythe
W-214
C o u n t y p.
Z-247
223
State F i s h H a t c h e r y
FF-2
One mile south. T h i s fish cultural station was established in 1933
for hatching and rearing smallmouth bass and other species of sunfish
for the stocking of the public waters of V i r g i n i a .
Warren
County:
5 miles zvest of
Riverton.
219
Mosbys Men
p.
190
J-9
�112
State
Historical
Front
Markers
Royal
of
Markers
State
Virginia
p.
JD-2
190
p.
F r o m S t e e l e s T a v e r n on
Massie's
Warren
Fauquier
C o u n t y p. 223
County
Gettysburg
p.
County:
and
William
Nelson
4 miles west of
Marshall.
From
the
Patrick
Martinsville
Second Manassas
and
At
County:
At
Marshall.
from
Command
FF-8
At
Fort
Henry
County:
C a m p a i g n of
At
The
U N I T E D
William
County:
Gainesville
C-28
5 miles southeast
Markers
of The
p.
155
p.
155
to
57
east t h r o u g h
U.
S.
Rt.
360
Trial
Bassett,
west
of
A-54
north
S T A T E S
of
Martinsville.
R O U T E
58
east t h r o u g h B r i s t o l ,
to
Virginia
Kentucky
Lee
FA-1
L e e and Longstreet, moving eastward to j o i n Jackson at Manassas,
found this gap held by a U n i o n force, A u g u s t 28, 1862. T h e y forced
the gap, after some fighting, and moved on toward Manassas, August
29, 1862.
Prince
Line
Z-282
213
Danville,
Beach.
F-9
Plains.
Second Manassas
p.
R O U T E
6 miles
F r o m Cumberland Gap
Marshall.
Second Manassas
County:
OQ-5
N e a r here stood F o r t T r i a l , one of a chain of forts built in 1756, i n
the F r e n c h and I n d i a n W a r , as places of refuge i n I n d i a n attacks.
Washington visited it soon after its erection.
H e r e Jackson, on his march around Pope to Bristoe Station, turned
to the southeast, August 26, 1862.
Fauquier
of
Halifax.
Suffolk
C a m p a i g n of
west
Wingina.
County
County
FB-4
A t Rectortown, four miles north, General George B . M c C l e l l a n
received the order relieving him from command of the A r m y of the
Potomac, November 7, 1862. A s Burnside, his successor, w a s present.
M c C l e l l a n immediately turned over the command to him.
Fauquier
60
C o u n t y p. 219
Chatham
N e a r here Stonewall Jackson, after a march of t w e n t y - s i x miles on
his w a y to Bristoe Station, halted for a few hours to rest his men,
August 25-26, 1862.
Relieved
Rt.
Cabell
County:
VIRGINIA
McClellan
S.
Markham.
T h e land was bought by T h o m a s M a r s h a l l , the Chief Justice's
father, who built the old part of the house in 1773. J o h n M a r s h a l l
lived here until he entered the a r m y i n 1775. Y e a r s later he built the
new house for his eldest son.
County:
U.
T h r e e miles southwest is U n i o n H i l l , home of W i l l i a m Cabell. H e
was born, M a r c h 30, 1730. Cabell was a burgess, signer of the A r t i c l e s
of Association, member of the Revolutionary conventions and of the
ratifying convention of 1788. H e died, M a r c h 23, 1798.
Nelson
Fauquier
to
Buckingham.
Buckingham
C a m p a i g n of
56
U . S . R t . 11 s o u t h e a s t t h r o u g h
FB-2
County:
113
Virginia
R O U T E
Wingina
FF-4
John Marshall's Home
Fauquier
of
215
Campaign
At
Mill
Z-280
General R . E . L e e established his headquarters here, J u n e 17, 1863.
E w e l l ' s advance had crossed the P o t o m a c ; Longstreet was near
Snicker's G a p ; S t u a r t i n contact w i t h the U n i o n c a v a l r y near A l d i e ;
A . P . H i l l moving to Chester Gap. T h e A r m y of N o r t h e r n V i r g i n i a
was about to invade the N o r t h .
Fauquier
Markers
VIRGINIA
J-8-17
63
Historical
Plains.
C-50
p.
County
Cumberland
Z-226
217
p.
218
Gap
K-l
T h i s pass was long the gateway to the W e s t . O n A p r i l 13, 1750,
D r . T h o m a s W a l k e r reached the gap, w h i c h he named for the D u k e
of Cumberland, son of George I I . A few years later D a n i e l Boone
and numberless pioneers passed through it on the w a y to K e n t u c k y .
I n August, 1863, Cumberland Gap w a s captured by a U n i o n a r m y
under General Ambrose E . Burnside.
Lee
County:
At
Cumberland
Gap.
�114
State Historical
Markers
of
Virginia
D e a t h of B o o n e ' s S o n
State Historical
K-32
N e a r here, October 10, 1773, James Boone, son of D a n i e l Boone,
and H e n r y R u s s e l l , members of Boone's party on the w a y to K e n tucky, were surprised and killed by Indians.
Lee
County:
5 miles zvest of
Eiving.
Indian Mound
Lee
County:
2 miles west
Carter's
Hill.
Colonial Fort
K-4
County:
At
Rose
7 miles west
of
K-9
Jonesville.
Doctor Still's Birthplace
At western
entrance
of
Jonesville
Jonesville.
K-10
T h i s town w a s established in 1794 as the county seat of L e e County
and w a s named for F r e d e r i c k Jones. H e r e on J a n u a r y 3, 1864, General
W i l l i a m E . Jones, assisted by Colonel A . L . Pridemore, defeated a
U n i o n force, capturing the battalion. U n i o n troops burned the courthouse in 1864 T h e present courthouse was erected in 1933. T h e town
was incorporated i n 1834, and reincorporated in 1901.
Lee
County:
At
Scott
Jonesville.
Indian Massacre
At
K-5
Stickleyville.
L e e C o u n t y p.
218
S c o t t C o u n t y , p. 222
Sunbright.
K-ll
County:
At
Gate
City.
Z-97
K-13
F a r i s Station
K-12
N e a r by stood the home and tavern of E l i s h a F a r i s . an early station
on the Boone trail to K e n t u c k y . Indians led by Chief Benge here
massacred members of the F a r i s f a m i l y in 1791.
Scott
Comity:
At Gate
City.
McConnell's Birthplace
K-14
F o u r miles south was born J o h n Preston McConnell, noted educator.
H e taught in M i l l i g a n College, the U n i v e r s i t y of V i r g i n i a and E m o r y
and H e n r y College. H e was president of the R a d f o r d State T e a c h e r s '
College, 1913-1937.
D r . M c C o n n e l l w a s president of Southwestern
V i r g i n i a , Incorporated, and was associated w i t h many cultural agencies.
H e w a s active i n every phase of educational w o r k , w r i t i n g several
books and many articles.
Scott
County:
2 miles
east of Gate
City.
B i g Moccasin Gap
K-15
I n M a r c h , 1775, D a n i e l Boone made a road through this gap to
Boonesboro, K e n t u c k y . I t followed the original Indian path and w a s
known as the W i l d e r n e s s R o a d . F o r a long time it was the main route
to K e n t u c k y from the E a s t .
Scott
I n this valley, i n June, 1785, Indians led by the notorious half breed,
Benge, massacred the f a m i l y of A r c h i b a l d Scott, k i l l i n g the father and
five children and t a k i n g the mother into captivity. She later escaped.
Lee County:
1 mile east of
T e n miles north, on Clinch R i v e r near the mouth of Stony Creek,
stood F o r t B l a c k m o r e , the first settlement in Scott County, established
about 1771. I t was attacked by Indians several times but w a s never
captured.
Scott County:
At Gate City.
K-8
A n d r e w T a y l o r S t i l l , physician and founder of osteopathy, w a s
born two miles southwest, near the N a t u r a l B r i d g e of L e e County,
A u g u s t 6, 1828. D r . S t i l l served in the W a r between the States. H e
established the first A m e r i c a n school of osteopathy i n 1892 at K i r k s ville, M i s s o u r i . H e died there, December 12, 1917.
Lee County:
KA-10
Fort Blackmore
T h i s Camp Ground w a s established in 1810 as a place for religious
services for the Methodists of L e e County on lands given by E l k a n a h
W y n n . I n June, 1827, R e v . A b r a h a m S t i l l , D a n i e l Dickenson, George
M o r r i s , E v a n s Peery, H e n r y Thompson, E l k a n a h W y n n and J a m e s
W o o d w a r d were appointed trustees and the present auditorium w a s
built in 1827-28.
T h e massive oak columns were hewn by H e n r y
W o o d w a r d , D a v i d O r r , Robert W y n n and R e v . Joseph H a s k e w .
County:
Fort
115
T h e town was laid off in 1815 as the county seat of Scott County.
T h e original name of W i n f i e l d , for General W i n f i e l d Scott, w a s
changed to E s t i l l v i l l e for Judge B e n j a m i n E s t i l l . I n 1886, the name
was changed to Gate C i t y because of its situation in Moccasin Gap,
through w h i c h the old Wilderness R o a d to the W e s t passed. I t w a s
incorporated, 1892.
Hill.
Jonesville Methodist Camp Ground
Lee
Virginia
Gate C i t y
N e a r here Joseph M a r t i n established a fort in 1768. I t consisted of
five or s i x cabins surrounded by a strong stockade.
Indians soon
forced the settlers to abandon this fort.
Lee
County:
K-3
of Rose
of
T h r e e miles east, in R y e Cove, stood Carter's F o r t , built by T h o m a s
C a r t e r in 1784. I t was a station on the old W i l d e r n e s s R o a d from
N o r t h C a r o l i n a to K e n t u c k y .
Scott
T h e knoll a short distance to the north is an Indian burial mound.
T h e Cherokees were the principal tribe inhabiting this region.
Markers
County:
2.1 miles east of Gate
City.
Donelson's Indian L i n e
K-16
John Donelson's line, surveyed after the treaty of Lochaber w i t h
the Indians, 1770, crossed the road here. T h i s line separated Indian
t e r r i t o r y from land open to settlement. Violations of the line by
settlers contributed to Dunmore's W a r , 1774.
Scott
County:
2.1 miles east of Gate
City.
�116
State
Historical
Markers
of
C o u n t y p.
Scott
Virginia
222
W a s h i n g t o n C o u n t y p.
Historic
Bristol,
Abingdon Markers
62
pp. 62, 61
K-42
K-47-49-48
Patrick
C o u n t y p. 222
Grayson
C o u n t y p.
County:
County:
C o u n t y p.
p. 159
Henry
U-26
County
Pittsylvania
Danville
Halifax
Z-86
110
Floyd
C o u n t y p.
C o u n t y p.
p.
Z-71
220
197
K-5-a-b
C o u n t y p. 220
Z-139
216
1781
UL-2
Boyd's and I r w i n ' s ferries to the north were used by Nathanael
Greene in his passage of D a n R i v e r , i n m i d - F e b r u a r y , 1781, while
C o r n w a l l i s was i n close pursuit. E d w a r d C a r r i n g t o n collected the
boats for the crossing.
Halifax
Carroll
217
214
Hillsville
p.
p.
C o u n t y p.
C a m p a i g n of
KD-12
\
Galax.
C o u n t y p. 216
C o u n t y p.
Z-72
217
C o u n t y p.
Markers
Pittsylvania
Carroll
Stuart.
1
Martinsville
A-94
T h e town is on the dividing line between G r a y s o n and C a r r o l l
counties. I t s original name was Bonaparte, w h i c h was changed to
G a l a x , the name of a mountain shrub abundant i n the vicinity. I n
1904 a spur of the N o r f o l k and W e s t e r n R a i l r o a d came here, bringing
the town into existence. I t w a s incorporated i n 1906.
Grayson
U-32
U-22
Galax
At
Fort
C o u n t y p. 220
Patrick
T h i s place became the county seat of G r a y s o n County i n 1850; the
first case was tried i n the newly erected courthouse i n 1851. T h e
present courthouse w a s built i n 1908. Independence was incorporated
in 1934.
Grayson County:
At
Independence.
County:
Stuart.
14 miles east of
Henry
Grayson
At
Z-85
216
Independence
U-30
About three miles north stood F o r t Mayo, commanded by Captain
Samuel H a r r i s i n 1756 and visited in that year by Washington. T h i s
fort w a s the southernmost of the line of stockade forts built from the
Potomac R i v e r to N o r t h C a r o l i n a as a frontier defense i n the F r e n c h
and Indian W a r .
Patrick
Smyth
Z-75
T h i s place, first k n o w n as T a y l o r s v i l l e for George T a y l o r , early
settler, was established i n 1792 after the formation of P a t r i c k County.
I n 1849 it contained about fifty dwellings. T h e name w a s changed to
S t u a r t for General J . E . B . S t u a r t , C . S . A . , w h o w a s born i n the
county. T h e courthouse was built in 1852 and remodeled i n 1928.
Frontier
p.
117
220
Stuart
Bristol.
Virginia
Virginia
C o u n t y p.
Z-221
K-43
of
C o u n t y p. 215
Patrick
223
Bristol
Markers
Floyd
Z-95
E v a n Shelby, noted Indian fighter, settled here about 1765 on a
tract called " S a p l i n g G r o v e " . H i s home w a s a neighborhood fort,
the refuge of settlers i n Indian attacks. B r i s t o l g r e w around this
place and became an early railroad center.
At
Historical
223
W a s h i n g t o n C o u n t y p. 223
T e n n e s s e e p.
State
214
215
Z-82
County:
.4 mile south of South
Boston.
�118
State
Historical
Halifax
Markers
216
219
College
UL-4
T h e large building to the north is old Randolph-Macon College, one
of the first Methodist colleges i n A m e r i c a . I t was named for J o h n
Randolph, of Roanoke, and Nathaniel Macon, and was opened for i n struction on October 9, 1832. T h e college was moved to A s h l a n d
in 1868.
Mecklenburg
County:
.3 mile
west
of
Boydton.
Taylor's Ferry
UL-5
Seven miles south. T h e r e a detachment of V i r g i n i a militia crossed
the Roanoke R i v e r i n F e b r u a r y , 1781, on the w a y to j o i n Greene in
N o r t h C a r o l i n a . T h e r e B a r o n Steuben, commanding the forces i n
V i r g i n i a , had a depot of supplies.
Mecklenburg
County:
Salem
.3 mile
Chapel
west
p.
of
S-70
M e c k l e n b u r g C o u n t y p. 219
Fort
Z-38
213
Christanna
Brunswick
County:
Just west of
of
Virginia
U-102
Southampton
County:
8.2 miles
Buckhorn
cast
of
Emporia.
Quarters
U-115
One mile north was the estate of M a j o r T h o m a s Ridley. I n the
servile insurrection of August, 1831, the houses were fortified by f a i t h ful slaves and made a place of refuge for fugitive whites.
I n this
vicinity N a t T u r n e r , the leader of the insurrection, spent the night
after his defeat near Courtland, August 28, 1831.
Southampton
County:
4.5 miles west of
Courtland.
Southampton Insurrection
U-122
Seven miles southwest N a t T u r n e r , a Negro, inaugurated, August
21, 1831, a slave insurrection that lasted two days and cost the lives
of about s i x t y whites. T h e slaves began the massacre near Cross K e y s
and moved eastward toward Courtland ( J e r u s a l e m ) . O n meeting
resistance, the insurrection speedily collapsed.
Southampton
County:
2 miles west of
Courtland.
Old Indian Reservation
TJ-124
Just to the north was the Nottoway Indian Reservation. W i l l i a m
B y r d , while running the boundary line between V i r g i n i a and N o r t h
Carolina, visited these Indians, A p r i l 7, 1729. Indians were l i v i n g here
as late as 1825.
Southampton
County;
.8 mile
zvest of
Courtland.
Lawrenceville.
General Thomas's Birthplace
Brunswick
C o u n t y p.
213
Greensville
C o u n t y p.
216
Emporia
UM-40
Greensville
Southampton
Marker
Z-36
^
p. 170
County
(,
p.
216
C o u n t y p.
Z-32
222
U-105
F o u r miles west stood the home of J o h n Y . Mason, statesman.
Mason w a s a member of the House of Representatives; U n i t e d States
district j u d g e ; twice Secretary of the N a v y ; U n i t e d States Attorney
General, and Minister to F r a n c e . H e took part in the famous "Ostend
Manifesto", 1854. Mason died i n P a r i s , October 3, 1859.
County:
8.2 miles
east of
Emporia.
U-120
F i v e miles southwest George H . T h o m a s w a s born, J u l y 31, 1816.
A graduate of W e s t Point, T h o m a s served in the M e x i c a n W a r and
remained in the U n i t e d States service in 1861. I n saving Rosecrans'
a r m y from destruction, September 20, 1863, he won the name of " T h e
R o c k of C h i c k a m a u g a " . Commanding in Tennessee, he defeated H o o d
at N a s h v i l l e , December 16, 1864.
Southampton
John Y . Mason's Home
Southampton
119
N e a r this point T a r l e t o n , the B r i t i s h c a v a l r y m a n , entered the road
from the south and moved w e s t w a r d to clear the fords for C o r n w a l l i s ' s
a r m y , M a y 14, 1781. C o r n w a l l i s was moving north on Petersburg.
U-90
T h r e e miles south is the site of colonial F o r t Christanna. T h e fort
was built in 1714 by Governor A l e x a n d e r Spotswood as a protection
for tributary I n d i a n tribes from the Iroquois as w e l l as for white
settlers. A n I n d i a n school w a s also established there. F o r t C h r i s t a n n a
was garrisoned until the country hereabouts became w e l l settled.
Markers
Tarleton's Movements
Boydton.
28
B r u n s w i c k C o u n t y p.
Historical
Z-198
C o u n t y p.
Randolph-Macon
State
Virginia
C o u n t y p.
Mecklenburg
Old
of
1.7 miles southeast
County:
of
S o u t h a m p t o n C o u n t y p. 222
Isle
of
Wight
C o u n t y p.
Siege
of
Suffolk
p.
p.
Z-30
217
I s l e of W i g h t C o u n t y p. 217
Nansemond County
Courtland.
Z-272
219
187
K-252
�State
State Historical
120
Markers
of
Historical
UNITED
Dismal
Swamp
U-130
T h i s swamp w a s visited by W i l l i a m B y r d in 1728. I n 1763, George
Washington made explorations in it and organized a company to drain
it for f a r m land. L a k e D r u m m o n d is i n its midst.
Nansemond
County:
4.7 miles east of
County:
Swamp
From
West
Virginia
News,
County
i n 1728
George
Swamp
land in
Suffolk.
p. 219
C o u n t y p.
pp.
series
Norfolk
p. 131
Norfolk
Princess
County:
K-265
)
]
C o u n t y p.
to
Virginia
Covington,
p. 223
Virginia
C o u n t y p.
Z-286
212
L-3
Forge.
^
Z-29
Selina
Furnace
L-5
T h i s furnace was built in 1827 and was operated by J o h n and
E d w a r d J o r d a n , who named it for two g i r l s of the family. I n 1861,
the furnace w a s taken over by the Confederate government and conducted by General Joseph R . Anderson. M u c h of the iron used i n
making the cannon and cannon balls of the Confederacy came from
this furnace.
County:
At Long
Dale.
A l l e g h a n y C o u n t y p. 212
R o c k b r i d g e C o u n t y p.
New
Monmouth
Church
and
221
Town
K-273
T w o miles south, on the E a s t e r n B r a n c h , is the site of N e w T o w n ,
laid out i n 1697 and established as a town in 1740. P r i n c e s s A n n e
County Courthouse was there from 1753 to 1778.
Norfolk people
refugeed there after the burning of Norfolk, J a n u a r y 1, 1776. T h e
British c a v a l r y m a n Simcoe w a s stationed there in M a r c h , 1781.
Princess
Anne County:
3 miles east of
Norfolk.
Shore Chapel
Rockbridge
County:
Anne
County:
2.2 miles west
of Virginia
2 miles west of
Lexington
1-1-8
Lexington.
Markers
pp.
53,
p.
54
54
K-278
One mile south is E a s t e r n Shore Chapel. T h e land on w h i c h it
stands, patented by W i l l i a m C o r n i c k in 1657, was given to L y n n h a v e n
P a r i s h by his heirs. T w o wooden buildings occupied the s i t e ; the
present church was built in 1754. T h e communion service, w h i c h bears
the date, 1759, w a s buried i n a hen house, 1861-65, to save it from
raiders. T h e chapel w a s abandoned in w a r time but w a s later r e occupied.
Princess
L-8
T h i s is the site of the first church, built 1746. J u s t northeast was
the birthplace of W i l l i a m M c C u t c h a n M o r r i s o n , born, 1867, died, 1918.
A missionary to the Belgian Congo, he translated the B i b l e into native
languages and exposed conditions there. B u r i e d at Luebo, Congo.
A-42-49
Eastern
Z-77
222
Morrison's Birthplace
New
Newport
Beach.
1.5 miles east of Clifton
Lucy
C o u n t y p. 219
Anne
through
T h i s park was developed by the National P a r k Service, Interior
Department, through the C i v i l i a n Conservation Corps, i n conjunction
w i t h the V i r g i n i a Conservation Commission. I t covers nearly 4,500
acres and was opened, June 15, 1936. I t lies i n a region once e x t e n sively devoted to i r o n smelting.
Alleghany
KV-S-6
east
60
Z-235
205-6
N o r f o l k M a r k e r s pp. 199-202
R O U T E
Douthat State P a r k
219
P o r t s m o u t h M a r k e r s p. 173
Q-8
Line
Alleghany
Alleghany
Norfolk
121
Lexington, Amherst, Cumberland, Richmond,
K-253
4.7 miles east of
Nansemond
Virginia
Suffolk.
T h e swamp, just to the south, was visited by W i l l i a m B y r d
while surveying the V i r g i n i a - N o r t h C a r o l i n a line. I n 1763,
Washington made explorations in it, and organized the D i s m a l
Company to drain it. T h e company acquired 40.000 acres of
the swamp.
Nansemond
of
STATES
West
Dismal
Markers
Virginia
Beach.
R o c k b r i d g e C o u n t y p. 222
Amherst
C o u n t y p.
A m h e r s t C o u n t y p.
Nelson
C o u n t y p.
Z-138
212
212
219
Z-137
�122
State Historical
Markers
of
N e l s o n C o u n t y p . 219
Appomattox
State Historical
Virginia
C o u n t y p.
A p p o m a t t o x C o u n t y p . 212
Z-57
B u c k i n g h a m C o u n t y p . 213
of
Virginia
Salisbury
Z-136
212
Markers
0-29
Two_ miles north stood Salisbury, built in the eighteenth century as
a hunting lodge. T h e r e P a t r i c k H e n r y lived during his fourth and
fifth terms as Governor of V i r g i n i a , 1784-1786.
T h e Confederate
General E d w a r d Johnson lived there in his later years and died
there.
Chesterfield
County:
At
Midlothian.
Midlothian Coal Mines
After Appomattox
0-42
Just to the south a monument m a r k s the spot where the tent of
Robert E . L e e stood the night of A p r i l 12-13, 1865.
Buckingham
County:
1.1 miles east of
Buckingham.
Z-142
C u m b e r l a n d C o u n t y p . 215
C a m p a i g n of 1781
0-44
Steuben, both on his retreat from Simcoe and on his return north
to join Lafayette, passed near here, June, 1781.
Cumberland
County:
1.8 miles
zvest of
0-35
A mile south are the Midlothian Coal Mines, probably the oldest
coal mines in A m e r i c a . Coal was first mined here before 1730 and a
r a i l w a y w a s built from the mines to James R i v e r before 1830. Operations went on continuously until 1865. and the coal used i n cannon
casting at the T r e d e g a r I r o n W o r k s , Richmond, was obtained here.
Chesterfield
B u c k i n g h a m C o u n t y p . 213
County:
At
Midlothian.
Huguenot Settlement
0-28
I n this vicinity Huguenots, refugees from the t y r a n n y of L o u i s X I V ,
settled in 1700 under the leadership of the Marquis de l a Muce. T h e
region had been deserted by its former occupants, the Monacan Indians,
and the Huguenot settlement centered at the site of their village, called
" M a n a k i n T o w n " . L a t e r parties of Huguenots settled on both sides of
James R i v e r and elsewhere.
Chesterfield
County:
1.7 miles east of
Midlothian.
Cumberland.
Black Heath
C u m b e r l a n d C o u n t y p . 215
Z-197
P o w h a t a n C o u n t y p . 220
5.7 miles zvest of
County:
1.7 miles east of
Midlothian.
0-25
T w o and a half miles north, on D u n l o r a plantation then owned by
M r s . A n n H i c k m a n , the V i r g i n i a Baptist Education Society established, in 1830, a school for ministers. T h i s school, under the
principalship of R e v . E d w a r d Baptist, M . A . , was k n o w n locally as
D u n l o r a Academy.
E d w a r d Baptist resigned i n 1832, and the school
was removed to H e n r i c o County and then to Richmond.
F r o m it
developed Richmond College and, later, the U n i v e r s i t y of Richmond.
County:
0-34
H a l f a mile north is B l a c k H e a t h , originally owned by J o h n H e t h ,
Revolutionary soldier. H e r e M a j o r - G e n e r a l H e n r y H e t h of the C o n federate a r m y was born, 1825. T h e best coal i n V i r g i n i a w a s long
found in the B l a c k H e a t h mine.
Chesterfield
Dunlora Academy
Pozvhatan
Pozvhatan.
Bellona Arsenal
O-40
F i v e miles north are the ruins of Bellona A r s e n a l , established by
the U n i t e d States government in 1816. I t was used as an arsenal and
barracks until 1835. A foundry was also here and cannon were cast.
I n 1853 the arsenal w a s sold; in 1861 it w a s taken over by the V i r ginia government and served the Confederate cause.
Chesterfield
County:
5.7 miles
zvest of
Richmond.
Bethlehem Baptist Church
Giles's Home
0-31
F i v e miles southwest is the W i g w a m , the home of W i l l i a m B . Giles,
Jefferson's chief lieutenant; U n i t e d States Senator, 1804-1815, and
Governor of V i r g i n i a , 1827-1830, an orator and famous political leader.
Giles died there, December 4, 1830.
Pozvhatan
County:
1.7 miles zvest of
123
Pozvhatan.
P o w h a t a n C o u n t y p . 220
C h e s t e r f i e l d C o u n t y p . 214
F o r m e r l y S p r i n g Creek C h u r c h . Organized, J u l y 25, 1790. B e n j a m i n W a t k i n s , founder and first pastor, 1790-1831. Located four
miles northwest, 1790-1855.
T h e n four miles southwest, 1855-1897.
Moved to this location, 1897. H o m e church of Nannie B l a n d D a v i d ,
Missionary to A f r i c a , 1880-1885.
H e r dying w o r d s :
" N e v e r give
up A f r i c a . "
Chesterfield
Z-49
0-27
County:
5.4 miles west of
Richmond
E-2-3
AS-29-30
Markers ]
p. 22 >
p . 142 J
Richmond.
^ ^
�124
State Historical
Markers
of
State Historical
Virginia
Williamsburg Road
Henrico
County:
.4 mile east of
Richmond.
McClellan's Picket Line
Henrico
County:
At
McClellan's First Line
W-5
H e r e was M c C l e l l a n ' s first line of defense, held by Casey.
The
Confederates, advancing eastward on M a y 31, 1862, stormed the e a r t h works.
Henrico
County:
At
Sandston.
McClellan's
Second L i n e
W-9
H e r e , at Seven Pines, was M c C l e l l a n ' s second and main line of
defense. T h e Confederates under D . H . H i l l , having taken the first
line, attacked this position, held by Casey and Couch reinforced by
K e a r n y , M a y 3 1 , 1862. T h e battle was bitterly contested until L o n g street sent i n fresh troops. T h e U n i o n line was b r o k e n ; the Unionists
fell back a mile and a half east.
Henrico
County:
At
Seven
.3 mile east of Seven
1.3 miles
east of Seven
Henrico
W-10
Pines.
W-ll
County:
2 miles
County:
2 miles
east of Seven
Pines.
B a t t l e of S a v a g e ' s S t a t i o n
Henrico
County:
2 miles
east of Seven
W-12
Pines.
H e n r i c o C o u n t y p. 217
N e w K e n t C o u n t y p.
Z-163
219
New
Kent
County:
At Bottoms
Bridge.
Lafayette and Cornwallis
W-16
Lafayette camped near here, on M a y 4, 1781. O n M a y 28, 1781,
C o r n w a l l i s camped here in pursuit of Lafayette and camped here again
on June 2 1 , 1781, while retiring eastward before Lafayette and W a y n e .
New
Kent
County:
New
Kent
PA-142
Pines.
W-14
H e r e a part of M c C l e l l a n ' s a r m y crossed the Chickahominy on
M a y 23, 1862, advancing on Richmond.
I t was attacked by the C o n federates at Seven Pines.
New
Station
east of Seven
PA-144
At
Bottoms
Bridge.
Kent Road
W-17
T h i s was the main road to W i l l i a m s b u r g in early days. C o r n w a l l i s ,
retiring eastward, used this road in June, 1781. T h e Confederates,
retreating westward, passed over it in M a y , 1862.
Pines.
H e r e Magruder's line of battle, facing east, formed in the late afternoon of June 29, 1862. B a r k s d a l e ' s , Semmes's and K e r s h a w ' s brigades,
extending from south of this road to the railroad, made a desperate
effort to prevent the U n i o n w i t h d r a w a l . A f t e r a fierce struggle the
Confederates fell back. I n this battle they made the first k n o w n use
of r a i l w a y a r t i l l e r y .
Henrico
Pines.
N e a r here, on J u n e 29, 1862, Magruder attacked the rear of M c Clellan's a r m y w i t h d r a w i n g to the James and fought an indecisive
action. M c C l e l l a n continued his w i t h d r a w a l .
Seven Days' Battle
Savage's
east of Seven
H e r e , facing west, stretched the U n i o n line in the afternoon of
June 29, 1862. B r o o k ' s brigade was south of the road w i t h Gorman's
and B u r n s ' s brigades to the north. I n a furious conflict B u r n s ' s line
was broken but was restored by Sumner in person. D a r k n e s s ended
the conflict.
T h e Unionists withdrew southward.
H e r e r a n M c C l e l l a n ' s t h i r d line of defense. M a y 31-June 1, 1862.
T h e Confederates, taking the first and second lines on this road, did
not reach the third.
County:
2 miles
McClellan's Crossing
McClellan's Third Line
Henrico
W-8
Savage's Station
T h e Confederates attacked M c C l e l l a n ' s a r m y along the railroad
north of this road but soon withdrew, ending the battle, June 1, 1862.
O n the same day Robert E . L e e assumed command of the A r m y of
Northern V i r g i n i a , replacing Johnston.
County:
125
Seven D a y s ' Battles
Pines.
S e c o n d D a y at S e v e n P i n e s
Henrico
County:
W-4
Sandston.
Virginia
I n this vicinity a part of M c C l e l l a n ' s a r m y remained for several
weeks after the battle of Seven Pines. T h e part of his a r m y north of
the Chickahominy was attacked by L e e , J u n e 26-27, 1862. M c C l e l l a n
then began to w i t h d r a w to the James, J u n e 28-29, 1862.
Henrico
T h e picket line of M c C l e l l a n ' s a r m y crossed the road here on the
morning of M a y 31, 1862.
of
McClellan's Withdrawal
W-2
O v e r the road here D . H . H i l l ' s and Longstreet's divisions moved,
on M a y 31, 1862, to the battle of Seven Pines and over i t , on J u n e 29,
1862, Magruder moved to the battle of Savage's Station.
Markers
County:
At
Bottoms
Bridge.
Long Bridge
W-18
One mile south is L o n g Bridge over the Chickahominy R i v e r . Benedict A r n o l d sent Simcoe there in the B r i t i s h invasion of 1781. L o n g street crossed there in the Peninsular Campaign, M a y , 1862. Grant's
F i f t h and Second Corps crossed there, i n June, 1864, on the w a y to
Petersburg.
Nezv Kent
County:
4.9 miles southeast
of Bottoms
Bridge.
�126
State Historical
Markers
of
Virginia
State Historical
Providence Forge
W-20
H e r e about 1770, C h a r l e s Jeffery S m i t h , a Presbyterian minister,
settled and, w i t h W i l l i a m H o l t , built a forge for making f a r m implements. F r a n c i s Jerdone became a partner in 1771. A militia camp
was established here in 1781, and Lafayette was here i n J u l y and
August, 1781.
New
Kent
County:
At Providence
W-19
State G a m e F a r m
W-21
Established, 1920, for breeding partridges in captivity on a large
scale. T h e first institution of the k i n d i n the world. Game sanctuaries
are stocked from this plant.
County:
2.8 miles southeast
of Providence
Forge.
Chickahominy Indians
W-22
One mile south is the home of descendants of the Chickahominy
Indians, a powerful tribe at the time of the settlement of Jamestown.
Chickahominies were among the Indians who took Captain J o h n S m i t h
prisoner in December, 1607.
Nezv Kent
County:
4.2 miles
southeast
of Providence
Fort James
Forge.
Kent
County:
7.6 miles
southeast
of
Providence
Tyree's Plantation
James
City
County:
Kent
County:
6.7 miles
northwest
Forge.
W-29
of
James
City County:
County:
6.7 miles
W-24
northzvest
of
N e w K e n t C o u n t y p. 219
J a m e s C i t y C o u n t y p.
217
northzvest
of
Toano.
W-30
.8 mile northzvest
of
Toano.
State S h i p y a r d
W-31
O n this road five miles west w a s the State shipyard on C h i c k a hominy R i v e r , burned by the B r i t i s h General P h i l l i p s on A p r i l 2 1 22, 1781.
James City County:
At
Toano.
Chickahominy Church
W-32
T w o miles south is the site of the colonial Chickahominy C h u r c h ,
now destroyed. Lafayette's forces camped there, J u l y 6-8, 1781. T h e
church was used as a hospital after the battle of Green S p r i n g , J u l y
6, 1781.
James City County:
At
Toano.
Burnt Ordinary
W-33
H e r e was a colonial tavern which, after its destruction by fire, w a s
known as " B u r n t O r d i n a r y " . C o r n w a l l i s passed here on his w a y to
W i l l i a m s b u r g , June 25, 1781.
James
City
County:
At
Toano.
Olive Branch Christian Church
W-28
T h i s church was built in 1835 on land granted to L e o n a r d Henley
in 1661, and is one of the oldest churches of the Disciples of C h r i s t i n
this part of the State. I n 1862-65, it was occupied by U n i o n soldiers;
w i t h that exception the church has been continuously in use since
its erection.
James
City
County:
.9 mile southeast
of
Toano.
Spencer's Ordinary
James
City
N a v a l stores for the V i r g i n i a navy were destroyed here by B r i t i s h
troops, A p r i l 22, 1781.
Kent
1.3 miles
W-35
O n this road, four miles south, the action of Spencer's O r d i n a r y
was fought, June 24, 1781, between detachments from Lafayette's and
C o r n w a l l i s ' s armies.
Toano.
Diascund Bridge
New
W-27
H i c k o r y Neck C h u r c h was built about 1740. M i l i t i a opposing the
B r i t i s h camped here on A p r i l 2 1 , 1781. A few miles north is the
foundation of an ancient stone house, dating possibly from about 1650.
N o r t h of the road was T y r e e ' s Plantation, Lafayette's headquarters.
June 2 8 - J u l y 5, 1781, in his campaign against C o r n w a l l i s .
New
127
T h i s was a station on the old stage road between W i l l i a m s b u r g and
Richmond, before 1860.
W-23
A mile and a half south stood Moysonec, an Indian village occupied
in 1607. T h i s was the region of the Chickahominy tribe, members
of which took part, in 1607, in the capture of Captain J o h n S m i t h .
T h e r e F o r t James w a s established in 1645 after the great Indian
massacre of 1644 in w h i c h several hundred colonists perished.
New
Virginia
Hickory Neck Church
H a l f a mile south is Soane's B r i d g e over the Chickahominy. H e r e
Stuart crossed, on J u n e 14, 1862, in his famous ride around M c C l e l l a n ;
here the N i n t h and S i x t h Corps of G r a n t ' s a r m y crossed, J u n e 13-14,
1864.
New Kent County:
At Providence
Forge.
Kent
of
White Hall Tavern
Forge.
Soane's B r i d g e
New
Markers
Toano.
Z-162
County:
4.3 miles
southeast
of
Toano.
Green Spring
W-36
O n this road, five miles south, is Green Spring, home of Governor
S i r W i l l i a m B e r k e l e y . Bacon, the Rebel, occupied it i n 1676. C o r n wallis, after moving from W i l l i a m s b u r g by this road on J u l y 4, 1781,
was attacked by Lafayette at Green S p r i n g on J u l y 6, 1781.
James
City
County:
4.3 miles
southeast
of
Toano.
�128
State Historical
Markers
of
Virginia
State Historical
Six-Mile Ordinary
W-34
N e a r this spot was A l l e n ' s O r d i n a r y , sometimes called " S i x - M i l e
O r d i n a r y " . A n early settlement of Quakers w a s east of this point,
near Scimino Creek. M i l i t i a under Colonel James Innes camped here
on A p r i l 20, 1781. Colonel T h o m a s Mathews and his militia were a t tacked here by T a r l e t o n , A u g u s t 22, 1781.
James
City
County:
Battle
4.3 miles
of
southeast
of
Toano.
Williamsburg
James
City County:
.3 mile southeast
of
City
.3 mile southeast
W-44
City
County:
1.4 miles
southeast
of
Kingsmill
of
James
City
City
County:
2.4 miles
southeast
W-47
of
Littletown
Williamsburg.
W-48
H e r e w a s L i t t l e t o w n , the plantation of George Menefie, occupied
bv him as early as 1633. Camp W a l l a c e , an a r t i l l e r y camp of the
W o r l d W a r , 1917-1918, w a s here.
James
City
County:
2.8 miles southeast
of
Trebell's Landing
Williamsburg.
W-49
A t T r e b e l l ' s L a n d i n g , one mile southwest, the a r t i l l e r y and stores
of the F r e n c h and A m e r i c a n armies for the siege of Y o r k t o w n were
landed, September, 1781. T h e s e were conveyed by land ( s i x m i l e s ) to
Y o r k t o w n . T h e troops disembarked at the landings near W i l l i a m s b u r g .
James
City
County:
5.1 miles
southeast
of
southeast
of
Williamsburg.
W-52
County:
6.7 miles
southeast
of
Williamsburg.
Skiffes Creek
Warivick
W-S3
County:
Williamsburg.
1 mile northzvest
of Lee
Hall.
J a m e s C i t y C o u n t y p . 217
W a r w i c k C o u n t y p.
Z-161
223
Lee Hall
W-54
L e e H a l l was the headquarters of J o h n B . Magruder,
general, i n A p r i l and M a y , 1862.
Warwick
Williamsburg.
K i n g s m i l l Plantation is two miles south. B u r w e l l ' s F e r r y , a r i v e r
landing, was there. I n J a n u a r y , 1781, General T h o m a s Nelson, w i t h
militia, prevented Benedict A r n o l d from landing at the ferry. O n A p r i l
20, 1781, A r n o l d and P h i l l i p s landed there and marched to W i l l i a m s burg.
James
6.7 miles
W-45
A mile north of the road is W h i t a k e r ' s House, headquarters
General W . F . S m i t h , battle of W i l l i a m s b u r g , M a y 5, 1862.
James
County:
Martin's Hundred Church
Williamsburg
Whitaker's House
W-51
Skiffes, or K e i t h ' s , Creek was named for R e v . George K e i t h , minister of M a r t i n ' s H u n d r e d parish i n 1624.
Williamsburg
of
129
A mile south is the site of the early colonial church of M a r t i n ' s
Hundred.
H e r e is a redoubt in the line of Confederate defenses, built across
the J a m e s - Y o r k peninsula i n 1861-62 by General J o h n B . Magruder.
James City County:
Virginia
O n both sides of this road and extending west was the plantation
known as M a r t i n ' s H u n d r e d , originally of 80,000 acres. Settled i n
1619, this hundred sent delegates to the first legislative assembly i n
A m e r i c a , 1619. I n the Indian massacre of 1622, seventy-eight persons
were slain here.
W-43
Magruder's Defenses
of
Martin's Hundred
James
T o the east of the road here, centering at F o r t Magruder, was fought
the battle of W i l l i a m s b u r g on M a y 5, 1862. T h e U n i o n General M c Clellan was pursuing General Johnston's r e t i r i n g a r m y , the rearguard
of which was commanded by General Longstreet. Johnston ordered
Longstreet to hold off M c C l e l l a n ' s attacking forces until the C o n federate wagon trains, bogged down in mud, were out of danger.
T h i s mission was accomplished and Johnston continued his retirement.
Markers
County:
At Lee
Confederate
Hall.
To Yorktown
W-55
O n this road, seven miles north, is Y o r k t o w n , where C o r n w a l l i s
surrendered to Washington and Rochambeau on October 19, 1781.
Warwick
County:
At Lee
Hall.
B a t t l e of D a m N o . 1
W-59
One mile east of this road is the battlefield of D a m No. 1 ( o r Lee's
M i l l ) , fought A p r i l 16, 1862, the opening engagement of the Peninsular
Campaign.
Warzvick
County:
1.9 miles
southeast
W a r w i c k Courthouse
of Lee
Hall.
W-60
T h e clerk's office w a s built i n 1810, when W a r w i c k Courthouse was
moved here.
Warwick
County:
At
Denbigh.
Denbigh Plantation
W-61
T w o miles to the southwest was Denbigh, plantation of Samuel
Matthews, who came to V i r g i n i a i n 1622 and w a s governor i n 1658.
A public storehouse was built there in 1633 and W a r w i c k Courthouse
in 1691.
Warwick
County:
2.2 miles southeast
of
Denbigh.
�130
State Historical
Markers
of
Virginia
Denbigh Baptist Church
State Historical
W-65
T h i s church is near the site of the colonial church of Upper Denbigh
Parish.
Warwick
County:
2.6 miles
southeast
of
Denbigh.
Waters Creek
W-64
I n 1624 Captain E d w a r d W a t e r s obtained a patent on this creek.
was l i v i n g here in 1625.
Warwick
County:
6.5 miles
southeast
of
W-66
F i v e miles east is B i g Bethel, where a battle w a s fought on J u n e 10,
1861.
Warwick
County:
At
Morrison.
S e t t l e m e n t of N e w p o r t N e w s
end of 26th Street,
Newport
Elisabeth
City County:
At Fortress
City
County:
.5 mile west
Historic Hampton
Elisabeth
City County:
entrance
of
At Fortress
City County:
At Fortress
Monroe,
near Old Point
W-87
Monroe,
near Old Point
L a n d i n g of
and
WY-90
N e a r by a monument m a r k s the site of the first church at K e c o u g h tan ( H a m p t o n ) , built i n 1610, the first church in the oldest E n g l i s h settled town in A m e r i c a . W i l l i a m Mease w a s the first minister of the
parish, from 1610 until about 1620. I n 1667, the church was still standing.
At
Hampton.
Comfort.
*HK
Wool
KV-5
N e a r here M a j o r - G e n e r a l J o h n E . W o o l , on M a y 10, 1862, landed
w i t h 6,000 U n i o n troops. President L i n c o l n , Salmon P . Chase, Secretary of the T r e a s u r y , and E d w i n M . Stanton, Secretary of W a r ,
watched the movement from a ship i n H a m p t o n Roads. A s the C o n federate troops had w i t h d r a w n , W o o l marched to Norfolk, w h i c h w a s
surrendered to him by M a j o r W . W . L a m b that afternoon.
At
Ocean
View
Sarah Constant Shrine
WY-91
Comfort.
W-92
N o r f o l k M a r k e r s pp. 199-202
KV-6
T h i s shrine commemorates the name of Captain Christopher N e w port's flagship, the " S a r a h Constant". T h e " S a r a h Constant", w i t h
the two other ships, the "Goodspeed", Captain Bartholomew Gosnold,
and the " D i s c o v e r y " , Captain J o h n Ratcliffe, first came to anchor in
V i r g i n i a waters near here, A p r i l 26, 1607.
At
Hampton.
F i r s t C h u r c h at K e c o u g h t a n
W-89
S u r r e n d e r of N o r f o l k
I n this v i c i n i t y w a s situated Camp H a m i l t o n , a large camp of U n i o n
troops first occupied in M a y , 1861. A great m i l i t a r y hospital, H a m p ton H o s p i t a l , w a s here.
At
Comfort.
I n this casemate Jefferson D a v i s , President of the Confederate
States, was confined, M a y 22-October 2, 1865. A s his health suffered
in the casemate, he w a s removed to C a r r o l l H a l l i n the fortress, where
he remained from October, 1865, until M a y , 1867, when he w a s r e leased on bail. H e w a s never brought to t r i a l .
Hampton.
Camp Hamilton
near Old Point
C o n f i n e m e n t of J e f f e r s o n D a v i s
Hampton.
T h e Indian village of Kecoughtan stood here i n 1607. A n E n g l i s h
village was built on its site in 1610. I n 1630 W i l l i a m Claiborne set up
a trading post here. T h e town of Hampton was established by l a w i n
1680 and named for the E a r l of Southampton. T h e first Revolutionary
engagement in V i r g i n i a took place here, October 25, 1775.
British
sacked the town in June, 1813. Confederates burned it in August, 1861,
to prevent its use by U n i o n troops.
At western
Monroe,
N e a r here Captain J o h n Ratcliffe built F o r t Algernourne, 1609. I n
1614, it was a stockade containing fifty people and seven cannon. I n
1632, the fort was rebuilt. I t was discontinued after 1667. I n 1727, a
new fort, F o r t George, was ordered built here. T h i s fort was destroyed by a hurricane i n 1749.
W-85
of
W-90
Fort Algernourne
E i g h t miles north George W y t h e , Revolutionary leader and Signer
of the Declaration of Independence, w a s born, 1726.
Elisabeth
131
T h e fort was begun in 1819 and named for President James Monroe.
I t remained in possession of the U n i o n forces, 1861-65, and from it as
a base M c C l e l l a n began the Peninsular Campaign, 1862. Jefferson
D a v i s was imprisoned here, 1865-67.
Elisabeth
News.
Wythe's Birthplace
Virginia
F o r t Monroe
W-70
T h e place appears on Captain J o h n Smith's map as Point Hope.
I n 1621, S i r W i l l i a m Newce, marshal of V i r g i n i a , his brother, Captain
T h o m a s Newce, and D a n i e l Gookin came here from Newcestown, I r e land, and made a settlement. I t was k n o w n as Newport Newce, later
Newport N e w s .
South
of
He
Denbigh.
B a t t l e of B i g B e t h e l
Markers
Ocean
View
Seashore State P a r k
KV-4
T h i s park was developed by the National P a r k Service, Interior D e partment, through the C i v i l i a n Conservation Corps, i n conjunction w i t h
the V i r g i n i a Conservation Commission. I t covers 3400 acres and was
opened, June 15, 1936. T w o miles west is L y n n h a v e n B a y , in or near
which there were naval actions i n 1672 and 1700, and naval movements
in 1781 and 1813.
Princess
Anne
County:
3.7 miles west of Cape
Henry.
�132
State
Historical
Markers
First
of
Virginia
State
Landing
KV-15
N e a r here the first permanent E n g l i s h settlers in N o r t h A m e r i c a
first landed on A m e r i c a n soil, A p r i l 26, 1607. F r o m here they went on
to make the settlement at Jamestown. T h e brick lighthouse was built
in 1791.
Norfolk County:
At Cape
Henry.
VIRGINIA
From
Dante,
intersection
St.
Paul,
Va.
ROUTE
Rt.
83
at
64
Fremont
Dickensonville and
south
Bolton
to
via
Wise
C o u n t y p.
222
C o u n t y p.
222
C o u n t y p.
Z-94
224
Moore's F o r t
X-18
N e a r here, on C l i n c h R i v e r , stood Moore's F o r t . D a n i e l Boone, on
his w a y to K e n t u c k y w i t h a party of settlers, stopped here for some
time. O n September 29, 1774, Indians made an attack here from a m bush, k i l l i n g J o h n Duncan.
Russell
County:
Eastern
VIRGINIA
entrance
of St.
ROUTE
Paul.
66
F r o m the K e n t u c k y L i n e east t h r o u g h P e n n i n g t o n G a p ,
P a t t o n s v i l l e , C l i n c h p o r t a n d D u n g a n n o n to V a . R t .
s o u t h of
St.
64
Paul.
p.
Kentucky
Lee
p.
Pennington
217
C o u n t y p.
Lee
County:
Gap
From
Tennessee
Line
through Jonesville,
and
south
of
N o r t o n to
St.
Lee
County:
Lee
C o u n t y p.
Gap
X-30
Gap.
X-26
6 miles southwest
of Big
Stone
Seminary Methodist C h u r c h
Gap.
X-24
T h e foundation of this Methodist C h u r c h was laid in 1851 and built
from brick made near the church.
T h e first B o a r d of T r u s t e e s :
H e n r y C . Slemp
W. N. G. Barron
James F . Jones
John W . Slemp
J o h n Snodgrass
F i r s t Circuit R i d e r :
W . W . Farthing
Lee County:
5 miles southwest
of Big Stone
Gap.
Z-251
C o u n t y p.
Lee
p. 133
C o u n t y p.
70
Jonesville,
Gap,
Big
northeast
Stone
Gap
Paul.
223
218
218
Z-189
224
X-30
Museum
1-12
Originated by M r s . Janie Slemp N e w m a n and developed by her
brother, C . Bascom Slemp, as a neighborhood museum. I t contains
books by local authors, portraits of citizens, implements, machines,
furniture, household utensils, furnishings and costumes.
I t presents
a representative picture of the life of Southwestern V i r g i n i a n s of the
past. T h e collection of museum pieces w a s bequeathed to V i r g i n i a by
w i l l of C . Bascom Slemp and accepted by the State in 1946.
Wise
T e n n e s s e e p.
)
\
W i t h i n one mile of this point three men were born who afterwards
became members of C o n g r e s s :
James B . Richmond, 46th Congress,
M a r c h 4, 1879-March 4, 1881
Campbell Slemp, 58th, 59th and 60th Congresses,
M a r c h 4, 1903-October 13, 1907
Campbell Bascom Slemp, 61st-67th Congresses,
October 13, 1907-March 3, 1923
Also:
Jonathan Richmond (1805-1871)
Brigadier-General Virginia Militia
218
ROUTE
Pennington
133
Congress
Southwest V i r g i n i a
VIRGINIA
114
At Pennington
Wise
Pennington
Virginia
Pennington Gap is a mountain pass named for an early settler. T h e
town came into existence w i t h the extension of the L o u i s v i l l e and
N a s h v i l l e R a i l r o a d , 1890. I t w a s incorporated in 1891. Standing on
a short-cut highway to eastern K e n t u c k y , it is a center for an extensive
coal-mining region.
M e m b e r s of
Z-92
of
Markers
K-8-10
Han-
D i c k e n s o n C o u n t y p. 215
Russell
Markers
Jonesville
sonville.
Russell
Historical
County:
At
Big Stone
Gap.
Z-128
Big
Stone Gap
p. 88
KA-11
�State
134
Historical
Markers
of
State
Virginia
Appalachia
County:
At
Markers
X-22
T h e pass to the south w a s a secret route named Benge's Gap for an
Indian half-breed who used it i n m a k i n g surprise attacks on settlers.
T h e latter discovered the gap. W h e n Benge was returning to it after
his last raid, 1794, his party was attacked by settlers and exterminated.
At
Russell
County:
From
George's
2 miles zvest of
At
Paul
132
Russell
224
C o u n t y p.
Haysi
at
Va.
Rt.
Line
to
intersection
Gate
U.
S.
Rt.
136
p.
at
of
Clintwood, H a y s i and G r u n d y
XB-23
213
Z-93
222
R O U T E
west
Rosedale
19.
County
Kentucky
80
s o u t h e a s t to
C o u n t y p.
VIRGINIA
Z-195
83
Pound,
east
through
to W e s t V i r g i n i a
Line.
222
County
p.
224
C o u n t y p.
Z-133
215
71
F r o m Gate C i t y northeast via Nickelsville,
ville,
83
Buchanan
X-18
X-20
ROUTE
S. R t .
Dickenson
R O U T E
Z-192
222
O u t r a g e p.
Indian
Wise
VIRGINIA
Clintwood,
Nickelsville.
224
Russell
Z-94
of
224
p.
County
U.
From
C o u n t y p.
Wise
C o u n t y p.
VIRGINIA
Coeburn.
p.
72
west
C o u n t y p.
X-20
Marker
miles
Scott
T h e town stands on the site of one of Christopher Gist's camps when
he was returning from his exploration of the Ohio V a l l e y about 1750.
B i g T o m and L i t t l e T o m creeks are named for h i m and his son. T h e
name of the town comes from W . W . Coe, chief engineer of the N . &
W . R a i l r o a d , and Judge W . E . B u r n s of Lebanon. Coeburn was i n corporated i n 1894.
St.
two
Wise
Norton.
At
ROUTE
C o e b u r n p. 134
X-21
Coeburn
County:
Fork
Wise
From
Wise
Lebanon.
D i c k e n s o n C o u n t y p. 215
A s early as 1750 Christopher Gist explored i n this vicinity. T h e first
house here was built about 1785 by W i l l i a m P r i n c e , for w h o m the
settlement was called P r i n c e ' s F l a t . I t w a s later named Norton for
E c k s t e i n Norton, president of the L o u i s v i l l e and N a s h v i l l e R a i l r o a d ,
and was incorporated i n 1894. Norton is the center of a bituminous
coal region. H i g h K n o b , National Forest area, is nearby.
County:
X-8
s o u t h t h r o u g h C o e b u r n to V a . R t . 71 east of
Norton.
Norton
Wise
135
Appalachia.
Benge's Gap
County:
Virginia
A short distance south stood Glade H o l l o w F o r t , garrisoned by
twenty-one men in 1774. F r o m W i t t e n ' s to B l a c k m o r e ' s these Clinch
V a l l e y forts were the frontier defenses i n Dunmore's W a r , 1774.
VIRGINIA
Wise
of
Glade Hollow Fort
X-23
T h e town sprang up after the L o u i s v i l l e and N a s h v i l l e R a i l r o a d and
Southern R a i l r o a d made a junction here in 1890. Named for the A p palachian Mountains, in the heart of w h i c h it stands, it was incorporated
in 1906; the streets were laid out in 1907. Appalachia, in the Jefferson
National F o r e s t area, is the trading center of the W i s e coal fields.
Wise
Historical
19 at
City
Markers
)
K-ll-13-12
p. 115
\
DickensonLebanon.
Clintwood
XB-11
T h e name originally was H o l l y Creek. I n 1882 the county seat of
Dickenson County was moved from E r v i n g t o n to this place, w h i c h w a s
named Clintwood for M a j o r H e n r y Clinton W o o d . T h e town w a s i n corporated i n 1894. W i t h the coming of the railroad to the county in
1915, the population rapidly increased as the mineral and timber r e sources were opened.
Dickenson
County:
At
Clintzvood.
�State
136
Historical
Markers
Indian
of
State
Virginia
Outrage
XB-23
County:
At
From
C o u n t y p.
From
West
Virginia
C o u n t y p. 213
Line
Rt.
West
Carolina
Line.
)
\
C o u n t y p. 220
p.
Z-208
219
VIRGINIA
R O U T E
87
F r o m R i d g e w a y s o u t h e a s t to N o r t h C a r o l i n a
C o u n t y p. 217
North Carolina
Z-131
Line.
p.
Z-241
219
223
84
Vanderpool
VIRGINIA
on
U . S.
From
R O U T E
89
G a l a x s o u t h to N o r t h C a r o l i n a
Line.
220.
Virginia
Highland
p.
ROUTE
to
86
Markers
Carolina
Henry
VIRGINIA
137
XB-25
T h i s place became the county seat when Buchanan County was
formed, i n 1858, and was probably named for F e l i x Grundy of Tennessee, statesman. I n October, 1864, the U n i o n General Burbridge passed
through G r u n d y on his raid to S a l t v i l l e . T h e town w a s incorporated
in 1876.
Buchanan County:
At Grundy.
Virginia
ROUTE
p. 197
Pittsylvania
Grundy
West
Virginia
Z-183
213
North
Buchanan
of
to N o r t h
Q-5-a-b
C o u n t y p. 215
Buchanan
Danville
Danville
Haysi.
Dickenson
Markers
VIRGINIA
I n 1792, Indians attacked the home of D a v i d Musick, near H o n a k e r ,
R u s s e l l County, k i l l i n g h i m and capturing his wife and five children.
N e a r here the Indians were overtaken by pursuing settlers and the
captives were retaken.
Dickenson
Historical
p. 223
G a l a x p. 116
Z-212
U-26
C o u n t y p. 217
G r a y s o n C o u n t y p. 216
VIRGINIA
From
ROUTE
North
85
P o c a h o n t a s s o u t h e a s t to B l u e f i e l d ,
Pocahontas
County:
Just
east of
XP-4
County:
Just east of
XP-5
Pocahontas.
Z-250
219
From
R O U T E
91
i n t e r s e c t i o n U . S . R t . 19 n e a r T a z e w e l l
via L i b -
e r t y , S a l t v i l l e , L o d i a n d D a m a s c u s to T e n n e s s e e L i n e .
Maiden
F i v e miles southwest is Abb's V a l l e y , discovered by A b s a l o m L o o n ey. J a m e s Moore and Robert Poage were the first settlers, about 1770.
I n J u l y , 1786, Shawnee Indians raided the v a l l e y , k i l l i n g or c a r r y i n g
into captivity the Moore family. M a r y ( P o l l y ) Moore, M a r t h a E v a n s
and James Moore (captured e a r l i e r ) finally returned. T h e y are known
as " T h e Captives of Abb's V a l l e y " .
Tazewell
VIRGINIA
Pocahontas.
Abb's V a l l e y
p.
Virginia.
T h i s region w a s visited by the explorer, D r . T h o m a s W a l k e r , i n
1750. F o l l o w i n g a report by Captain I . A . W e l c h i n 1873, the first
coal mine was opened here i n 1882. Shipment of coal followed i n 1883,
when the N o r f o l k and W e s t e r n R a i l r o a d reached this point from R a d ford. F i r s t known as " P o w e l l ' s B o t t o m " , the town w a s incorporated
in 1884 and named for the Indian princess Pocahontas.
Tazewell
Carolina
Springs
Fort
X-13
O n the hillside to the west stood Maiden S p r i n g s F o r t , also known
as Reese Bowen's F o r t . I t w a s garrisoned i n Dunmore's W a r , 1774.
Reese B o w e n , the founder, fought at P o i n t Pleasant, 1774, and w a s
killed at K i n g ' s Mountain, 1780.
Tazewell
County:
12 miles southwest
Tazewell
Smyth
of
C o u n t y p. 223
C o u n t y p.
222
Tazewell.
Z-101
�138
State Historical
Markers
of
Virginia
State Historical
Saltville
KB-6
T h e land, patented by Charles Campbell i n 1753, passed to the wife
of General F r a n c i s Preston. General W i l l i a m R u s s e l l began saltmaking here in 1788; Thomas Madison directed the w o r k i n 1790. W i l l i a m
K i n g greatly enlarged the works. I n 1861-64 the Confederate government obtained salt here. I n October, 1864, Stoneman destroyed the
salt works. T h e town was incorporated in 1894.
Smyth
County:
At
Markers
of
Virginia
B a t t l e of C l o y d ' s M o u n t a i n
KE-5
Just to the west took place the battle of Cloyd's Mountain, M a y 9,
1864. T h e U n i o n General Crook, raiding to destroy the V i r g i n i a and
Tennessee R a i l r o a d ( N . & W . ) , met and repulsed General A . G .
J e n k i n s , who was mortally wounded.
Pulaski
County:
5 miles
north
of
Dublin.
Saltville.
S m y t h C o u n t y p. 222
Z-132
Washington
C o u n t y p.
Washington
C o u n t y p. 223
P u l a s k i C o u n t y p. 221
223
Wythe
C o u n t y p.
Wythe
T e n n e s s e e p.
Z-263
224
C o u n t y p. 224
Z-245
223
C a r r o l l C o u n t y p.
VIRGINIA
139
ROUTE
Z-256
214
94
F r o m U . S. R t . 52 t w o m i l e s s o u t h of F o r t C h i s w e l l ,
south through
Wythe
Fries
to
U.
VIRGINIA
S . R t . 58.
C o u n t y p. 224
Z-103
Stuart.
C a r r o l l C o u n t y p . 214
Z-104
216
N o r t h C a r o l i n a p. 219
P a t r i c k C o u n t y p.
VIRGINIA
103
F r o m N o r t h C a r o l i n a L i n e east to V a . R t . 8 s o u t h of
C a r r o l l C o u n t y p . 214
G r a y s o n C o u n t y p.
ROUTE
ROUTE
Z-262
220
95
F r o m U . S . R t . 21, s i x m i l e s s o u t h of S p e e d w e l l , east
to V a . R t . 94, three m i l e s s o u t h of
VIRGINIA
Fries.
F i r s t C o u r t of G r a y s o n C o u n t y
UE-5
From
North
ROUTE
Carolina L i n e
104
east to
Va. Rt.
103.
N e a r here, in the barn of W i l l i a m Bourne, was held the first court
of this county, M a y 2 1 , 1793.
Grayson
County:
5 miles
southwest
of
Fries.
N o r t h C a r o l i n a p. 219
P a t r i c k C o u n t y p.
VIRGINIA
ROUTE
100
F r o m P e a r i s b u r g on U . S . R t . 460 s o u t h t h r o u g h D u b l i n ,
Stuart's Birthplace
D r a p e r a n d S y l v a t u s to U . S . R t . 221 east of H i l l s v i l l e .
P e a r i s b u r g p. 182
G i l e s C o u n t y p.
P u l a s k i C o u n t y p.
Z-260
220
KG-21
216
221
Z-258
KG-2
A short distance west is the site of the home of A r c h i b a l d S t u a r t ,
J r . , a statesman of a century ago. T h e r e was born, F e b r u a r y 6, 1833,
his son, James E w e l l B r o w n Stuart, who became M a j o r - G e n e r a l commanding the c a v a l r y of the A r m y of Northern V i r g i n i a and whose
fame is a part of the history of that army. Stuart closed his career by
falling in the defense of Richmond, M a y 11, 1864.
Patrick
County:
4 miles
south
of Friends
Mission,
�State
140
Historical
Markers
VIRGINIA
From
U.
S . R t . 460
Prince
of
Virginia
R O U T E
s o u t h of
State
106
on V a . R t .
From
Big
Island
10.
H i s t o r y at P r i n c e G e o r g e C o u r t h o u s e
Jordan's
At Prince
K-207
George County:
The
Cattle R a i d
George.
George
County:
6.8 miles east of Prince
R O U T E
F r o m M a r t i n s v i l l e n o r t h e a s t to P e n h o o k on V a . R t .
Martinsville
Henry
Franklin
Marker
P.
A-94
40.
j
ffrft
C o u n t y p.
Mount.
183-4
Franklin
County:
Z-118
216
Just west of Hales Ford
VIRGINIA
From
R O U T E
KP-4
Church.
133
U . S . R t . 15 five m i l e s s o u t h of
to
Farmville,
west
Hampden-Sydney.
College
1-9
F o r m e d i n 1776 ( s i x months before the Declaration of Independence) and named for J o h n Hampden and A l g e r n o n Sydney, E n g l i s h
patriots, it w a s brought into being by the love of liberty. P a t r i c k
H e n r y and J a m e s Madison were on the first board of trustees. P r e s i dent W i l l i a m H e n r y H a r r i s o n w a s a member of the class of 1791.
T h e college is one of the leading educational institutions of the P r e s b y terian C h u r c h .
Prince
Z-2S7
216
K-136-132
184
N e a r b y w a s born Booker T a l i a f e r r o Washington, probably i n 1858,
the son of a slave woman. H e graduated at H a m p t o n Institute, 1875,
and became a n instructor there. I n 1881, he w a s appointed principal
of the later famous Tuskegee Institute, A l a b a m a . Recognized as a n
orator and the leader of the Negroes i n A m e r i c a , he used his influence
to promote harmony between the races and to advance the colored
people educationally and economically. H e died, November 14, 1915.
159
C o u n t y p. 217
through
Booker Washington's Birthplace
George.
108
south
p.
Hampden-Sydney
VIRGINIA
501
B e d f o r d C o u n t y p. 213
K-211
J u s t to the north of the road here, at old Sycamore C h u r c h , W a d e
Hampton, coming from the south, attacked the U n i o n c a v a l r y g u a r d ing Grant's beef cattle, September 16, 1864. T h e Unionists were overpowered; Hampton, rounding up 2,500 beeves, succeeded i n escaping
with them across the B l a c k w a t e r and into L e e ' s lines.
Prince
Rt.
K-134
K-208
2.9 miles east of Prince
S.
122
F r a n k l i n C o u n t y p.
F i v e miles north on J a m e s R i v e r . T h e r e , i n 1-619, Samuel J o r d a n
established a place, Jordan's J o r n e y . N e a r there, i n A p r i l , 1676, the
settlers i n arms against the Indians chose B a c o n as their leader. The
Revolutionary leader, R i c h a r d B l a n d , had his home there, and near by
the great agriculturist, E d m u n d Ruffin, lived.
Prince
R O U T E
U.
141
Virginia
M a r k e r s pp.
Bedford
George.
Point
on
of
B e d f o r d to R o c k y
L o r d C o r n w a l l i s , going t o w a r d the J a m e s i n pusuit of Lafayette,
passed here, M a y 24, 1781. A part of G r a n t ' s a r m y passed here on the
w a y to Petersburg, June, 1864. T h e place w a s occupied by U n i o n
troops i n 1864-65.
Prince George County:
Markers
VIRGINIA
P e t e r s b u r g east t h r o u g h
G e o r g e to G a r y s v i l l e
Historical
Edward
County:
VIRGINIA
From
intersection U .
S.
At
Hampden-Sydney
R O U T E
134
Rt.
Tabbs
17
at
south
to
Hampton.
VIRGINIA
R O U T E
114
F r o m i n t e r s e c t i o n V a . R t . 311 s o u t h of C a t a w b a s o u t h w e s t t h r o u g h B l a c k s b u r g to U . S . R t . 11 w e s t of R a d f o r d .
Y o r k C o u n t y p. 224
Elizabeth
City
Hampton
M o n t g o m e r y C o u n t y p. 219
Pulaski
C o u n t y p.
221
Z-261
C o u n t y p.
Markers
W-87
p.
130
WY-90-91
p.
130
Z-152
215
�142
State
Historical
Markers
VIRGINIA
From
Kenbridge
at
Danieltown
Virginia
ROUTE
Va.
to
of
Rt.
U.
S.
40
Rt.
State
137
1 at
through
Alberta.
Z-40
C o u n t y p.
213
VIRGINIA
ROUTE
County:
138
Rt.
137
s o u t h to
S.
Rt.
1 near S o u t h
Amherst
Kenbridge,
L u n e n b u r g C o u n t y p. 218
C o u n t y p.
Z-42
VIRGINIA
U.
S.
Rt.
60
east
ROUTE
of
219
northeast
to
SA-29
A short distance south is W i l t o n , built by W i l l i a m Randolph and
completed in 1753. T h e house, w h i c h originally stood on the north side
of J a m e s R i v e r below Richmond, was removed to this place by the
V i r g i n i a Society of Colonial Dames, 1934.
Road and Wilton Road,
See Wilton, V-l, p. 35.
Ampthill
151
F r o m A f t o n south through M a r t i n s Store and
intersection U .
Henry's Mother
County:
Just
S. R t .
Clifford
29.
Rockfish Church
Park
Route.
10.6 miles
south
of
Clifford.
From
of
Afton.
156
intersection U .
S.
Rt.
60
at S e v e n P i n e s ; t h e n c e east w i t h U . S . R t . 60 f o u r m i l e s ;
t h e n c e s o u t h to i n t e r s e c t i o n V a . R t . 5 ; t h e n c e w e s t
Va.
Rt.
5
s e v e n m i l e s to
Fort
Harrison
on
Road.
0-7
B y this road the Confederates moved to attack M c C l e l l a n ' s fortified
position at E l l e r s o n ' s M i l l on B e a v e r D a m Creek, J u n e 26, 1862. B e yond is the field of Gaines's M i l l , fought on J u n e 27, 1862.
Hanover
County:
.5 mile south
Seven Days'
of
Mechanicsville.
Battles
PA-4
D o w n this slope i n the late afternoon of J u n e 26, 1862, A . P . H i l l
moved to attack the Unionists holding the east side of B e a v e r D a m
Creek. Pender's brigade w a s on the left, R i p l e y ' s on the right. E x posed to a terrible fire from entrenched troops, Pender and R i p l e y
were driven back, though seme men reached the stream.
Hanover
County:
.8 mile south
of
Mechanicsville.
Battles
Mechanicsville
RA-4
T h i s Presbyterian church was established i n 1746; James M c C a n n
conveyed the land for the church and school. Samuel B l a c k became
the first pastor i n 1747. T h e first building was erected i n 1771 by
T h o m a s Mason. T h e church w a s reorganized i n 1849. T h e present
church w a s built i n 1853.
County:
south
ROUTE
Seven Days'
Nelson
R-60
Mechanicsville
Cary Street Road and Ampthill Road,
Richmond.
See Ampthill Estate, S-3, p. 22.
to
Z-18
212
Seven Days' Battles
SA-30
ROUTE
219
360 at M e c h a n i c s v i l l e s o u t h to i n t e r s e c t i o n U . S . R t .
Richmond.
A short distance south is A m p t h i l l House, built by H e n r y C a r y
about 1730 on the south side of James R i v e r . I t w a s the home of
Colonel A r c h i b a l d C a r y , Revolutionary leader, and w a s removed to its
present site by a member of the C a r y family.
VIRGINIA
Patrick
VIRGINIA
Battlefield
Wilton
Street
p.
C o u n t y p.
147
Midlothian
Richmond.
Cary
County
Afton.
I n the grove of trees some hundreds of yards to the west is the grave
of S a r a h W i n s t o n ( H e n r y ) , mother of P a t r i c k H e n r y , w h o died i n
November, 1784.
Amherst
From
RA-6
Hill.
G r a v e of
Mecklenburg
143
Virginia
12.7 miles south of
Nelson
f o u r m i l e s s o u t h e a s t of
U.
of
W i l l i a m H a r r i s C r a w f o r d w a s born i n this vicinity, F e b r u a r y 24,
1772. E a r l y i n life he was taken to Georgia and became a leading
politician of the era. H e w a s U n i t e d States S e n a t o r ; M i n i s t e r to
F r a n c e ; Secretary of W a r and of the T r e a s u r y ; candidate, 1824, for
the Presidency, w h i c h was decided by the H o u s e of Representatives.
Nelson
Brunswick
Va.
Markers
William H . Crawford
southeast
L u n e n b u r g C o u n t y p. 218
From
Historical
PA-6
T h i s ridge w a s occupied by P o r t e r ' s Corps ( f a c i n g w e s t ) , w h i c h
formed the right w i n g of M c C l e l l a n ' s a r m y , June 26, 1862. T h e strong
position was strengthened by earthworks and by an abatis along the
creek. W h e n A . P . H i l l attacked late in the afternoon, the Confederates were driven back w i t h severe loss.
Hanover
County:
1.2 miles south
of
Mechanicsville.
�State Historical
144
Markers
of
State Historical
Virginia
Porter's Withdrawal
1.7 miles
south
of
Hanover
PA-10
of
New
Mechanicsville.
County:
Bridge
j
4.3 miles
of
Hanover
County:
of
Mechanicsville.
PA-60
Stonewall J a c k s o n reached this point in the afternoon of J u n e 27,
1862, after a circuit of Gaines's M i l l . W h e n he learned that A . P . H i l l
and Longstreet to the west were h a r d pressed, he moved south to join
in the attack.
Hanover
County:
7.8 miles south
of
Mechanicsville.
Gaines's M i l l
PA-16
5 miles
south
of
Hanover
8.2 miles
south
of
Mechanicsville.
Seven D a y s ' Battles
PA-20
H a l f a mile south is B o a t s w a i n Creek. T h e battle that was begun
at Gaines's M i l l by A . P . H i l l , following P o r t e r ' s rear guard, c u l minated at the U n i o n position on B o a t s w a i n Creek. T h e r e A . P . H i l l
and Longstreet, moving eastward, and J a c k s o n coming from the north,
converged to attack the Unionists.
south of
County:
Mechanicsville.
Gaines's M i l l
5.7 miles
PA-70
T h e hill to the south, part of the U n i o n line, was assailed by Stonew a l l J a c k s o n ( w i t h D . H . H i l l ) in the late afternoon of J u n e 27,
1862, after A . P . H i l l ' s and Longstreet's first assaults on the west had
failed. Jackson's men carried the U n i o n position at the bayonet's point,
while A . P . H i l l and Longstreet were also successful.
Seven Days' Battles
County:
6.5 miles south
Seven D a y s ' Battles
T h i s is the site of Gaines's M i l l , w h i c h gave its name to the battle
of J u n e 27, 1862. H e r e A . P . H i l l ' s advance guard, following P o r t e r ,
came i n contact w i t h the U n i o n rear guard. A f t e r a short action the
Unionists withdrew to a position on B o a t s w a i n Creek, closely pursued
by the Confederates.
Hanover
PA-25
Mechanicsville.
Gaines's M i l l
County:
Mechanicsville.
Gaines's M i l l
Seven Days' Battles
Hanover
of
A l o n g the slopes of B o a t s w a i n Creek, facing north and west, e x tended Porter's position i n the afternoon of J u n e 27, 1862. T h e line
was held by Sykes's division facing north, and Morell's facing west.
L a t e r M c C a l l was thrown in to assist M o r e l l . A t d a r k L e e broke the
U n i o n line, and P o r t e r retreated across the Chickahominy.
PA-12
south
south
Seven D a y s ' Battles
T h e road to the south is the N e w B r i d g e road leading to O l d T a v e r n
( H i g h l a n d S p r i n g s ) . ( I n the 1862 campaign bridge and road played an
important part i n the movements of both armies. T h e Unionists moved
from N e w B r i d g e to Mechanicsville on M a y 24, 1862. Longstreet and
A . P . H i l l crossed the bridge on J u n e 29 going to the battle of Glendale.
Hanover
6.3 miles
Gaines's M i l l
Seven D a y s ' Battles
/
County:
Seven D a y s ' Battles
H e r e L e e and Stonewall J a c k s o n conferred i n the morning of J u n e
27, 1862. Jackson's troops halted here until A . P . H i l l a r r i v e d from
Beaver D a m Creek. H i l l then moved southward by Gaines's M i l l and
Longstreet along a road near the r i v e r ; J a c k s o n turned to the east.
A l l three columns approached the U n i o n position on B o a t s w a i n Creek.
2.7 miles south
PA-23
Mechanicsville.
Gaines's M i l l
County:
145
A . P . H i l l , i n the afternoon of J u n e 27, 1862, moved down this slope,
crossed the creek and repeatedly charged the hill to the east, only to
be driven back. L e e sent in Longstreet on H i l l ' s r i g h t ; but the position
was not taken until Jackson, on the north, joined i n the attack.
Seven D a y s ' Battles
Hanover
Virginia
Gaines's M i l l
PA-8
A l o n g this road F i t z - J o h n P o r t e r withdrew from B e a v e r D a m Creek
in the early morning of J u n e 27, 1862. M c C l e l l a n , having learned that
Stonewall Jackson was approaching P o r t e r ' s rear, late at night ordered
the w i t h d r a w a l to another position. T h i s was on B o a t s w a i n Creek, not
far from N e w Cold H a r b o r .
County:
of
Seven Days' Battles
Seven D a y s ' Battles
Hanover
Markers
Mechanicsville.
Gaines's M i l l
PA-80
O n this h i l l , facing north, S y k e s ' s division was posted in the afternoon of June 27, 1862, holding the eastern end of the U n i o n line. H e r e
Jackson attacked, while to the west A . P . H i l l and Longstreet renewed
their assaults. W h e n the U n i o n line was broken on their left, Sykes's
regulars fell back to the r i v e r still
fighting.
Hanover
County;
8-5 miles
south
of
Mechanicsville.
�146
State
Historical
Markers
Seven Days'
of
State
Virginia
11.1 miles south
of
Henrico
Battles
PA-125
12.8 miles south of
County:
6.7 miles southeast
Henrico
At Seven
Battles
PA-152
County:
7.1 miles
south
of Seven
Pines.
Battles
White Oak Swamp
Battles
PA-140
H a l f a mile north took place the action of A l l e n ' s F a r m , or Peach
O r c h a r d , i n the morning of June 29, 1862. T h e r e Sumner's Corps,
forming the U n i o n rear, was attacked by Magruder at 9 A . M . F i g h t ing lasted until 11 A . M . , when the Unionists fell back to Savage's
Station on the Y o r k R i v e r R a i l r o a d .
County:
Pines.
Mechanicsville.
Allen's Farm
Henrico
of Seven
H e r e the greater part of M c C l e l l a n ' s a r m y and wagon trains crossed
the swamp, June 28-30, 1862. Jackson, pursuing, a r r i v e d about noon
on June 30, to find the bridge destroyed and the Unionists holding the
south side. F a i l i n g to force a passage that day, J a c k s o n rebuilt the
bridge and crossed early on J u l y 1.
Seven Days'
Seven D a y s '
PA-148
White Oak Swamp
H a l f a mile northwest occurred the action of Golding's F a r m at dusk
on J u n e 27, 1862, as the battle of Gaines's M i l l , on the other side of
the r i v e r , was ending. T h e Confederates, sallying from their defenses,
attacked Hancock's brigade holding the right of the U n i o n line south
of the r i v e r . A severe fight followed that w a s ended by darkness.
County:
Battles
Mechanicsville.
Golding's F a r m
Henrico
147
Virginia
O n the hill j u s t to the west Stonewall J a c k s o n placed h i s a r t i l l e r y
about midday on J u n e 30, 1862. A n a r t i l l e r y duel then began with
F r a n k l i n , guarding the south side of W h i t e O a k S w a m p , that lasted
until dark.
Seven Days'
Seven D a y s '
of
White Oak Swamp
PA-10S
H e r e Sumner crossed the r i v e r to reinforce the part of M c C l e l l a n ' s
a r m y fighting at F a i r O a k s , M a y 31, 1862. H e r e a part of P o r t e r ' s
force crossed i n the night of J u n e 27, 1862, after the battle of Gaines's
M i l l . H e r e Stonewall Jackson, rebuilding the bridges destroyed by the
retreating Unionists, crossed i n pursuit, J u n e 29.
County:
Markers
Seven Days'
Battles
Grape V i n e Bridge
Hanover
Historical
PA-155
H e r e F r a n k l i n , aided by Richardson, held the passage of W h i t e O a k
S w a m p against J a c k s o n while the battle of Glendale raged near by,
June 30, 1862. A fierce duel went on a l l afternoon between the Union
batteries here and Jackson's guns on the north side of the swamp.
Henrico
County:
7.7 miles south
Seven D a y s '
Pines.
of Seven
Pines.
Battles
Glendale (Frayser's F a r m )
124
W-9
S e c o n d D a y at S e v e n P i n e s p. 124
W-10
M c C l e l l a n ' s T h i r d L i n e p. 124
W-ll
McClellan's
Second
Seven D a y s '
Line
p.
M c C l e l l a n ' s W i t h d r a w a l p. 125
Seven Days'
Savages
A c r o s s the road here, June 30, 1862, extended the U n i o n line of battle, facing west. Slocum's and K e a r n y ' s divisions were north of the
road, M c C a l l ' s and Hooker's south of i t . T h e battle opened w i t h a n
attack on Seymour's brigade of M c C a l l ' s division and raged furiously
until after nightfall. I n the night the Unionists withdrew to M a l v e r n
Hill.
Henrico
County:
Battles
S a v a g e ' s S t a t i o n p. 124
Battles
S t a t i o n p. 125
B a t t l e of S a v a g e ' s S t a t i o n p. 125
On Darbytown
Road,
Pines.
Seven Days'
PA-142
W-8
W-12
10.2 miles
south
of
Seven
Battles
Glendale (Frayser's F a r m )
PA-163
H e r e stood the center of Longstreet's line of battle i n the afternoon
of J u n e 30, 1862. T h e Confederates, coming from the west, attacked
the U n i o n line j u s t beyond. T h e battle lasted a l l afternoon, with
v a r y i n g fortunes and much hand-to-hand
fighting.
Near nightfall
Longstreet sent i n A . P . H i l l to relieve his exhausted men.
Henrico
PA-144
PA-159
County:
On Darbytown
Road,
Pines.
10.5 miles
south
of
Seven
�148
State
Historical
Markers
Seven D a y s '
of
Virginia
State
Farm)
County:
10 miles
Seven Days'
Malvern
south
of Seven
Pines.
County:
County:
Battles
10.6 miles south
PA-180
of Seven
Pines.
Malvern
Farm)
11.1 miles
Seven Days'
Malvern
County:
12.3 miles
Malvern
south
of Seven
Pines.
Battles
County:
12.5 miles
PA-230
south
of Seven
Pines.
Battles
Hill
PA-235
south
of Seven
Pines.
south
Hill
PA-240
County:
13.8 miles south of Seven
Pines.
PA-19S
of Seven
Curies
B r e m o p. 35
ROUTE
Kentucky Line
PA-220
Pines.
Wise
east to
C o u n t y p.
Appalachia.
)
p. 134
\
X-23
Z-229
224
Appalachia
V-3
160
K e n t u c k y p. 217
Hill
of Seven
N e c k and
VIRGINIA
Pines.
Battles
south
Battles
T h e troops of T . H . H . Holmes reached this point on June 30, 1862.
I t was Holmes's part i n Lee's plan to take M a l v e r n H i l l ; but the fire
of the U n i o n a r t i l l e r y there and the gunboats in the r i v e r held him
here, inactive. H e remained here the n e x t day, J u l y 1, w h i l e the battle
of M a l v e r n H i l l w a s being fought.
Henrico
Hill
H e r e from east to west, Berdan's sharpshooters of Morell's division
were strung out in the afternoon of J u l y 1, 1862. T h e i r rapid and
accurate fire harassed the Confederates as they emerged from the
woods and charged up the h i l l .
Henrico
12.7 miles
Malvern
From
Seven D a y s '
County:
Seven Days'
A c r o s s the road here stretched the Confederate line of battle, facing
south, i n the afternoon of J u l y 1, 1862. J a c k s o n commanded here, M a gruder to the west. Longstreet and A . P . H i l l were i n reserve. T h e
battle lasted intermittently from morning to night, reaching its c r i s i s
late i n the afternoon. T h e disjointed Confederate attacks were r e pulsed w i t h heavy loss.
Henrico
Hill
PA-190
T h i s was the extreme left of the U n i o n line at Glendale, and w a s
held by H o o k e r ' s division. W h e n M c C a l l ( j u s t to the n o r t h ) w a s
broken, Hooker, supported by B u r n s ' s brigade, drove the Confederates
back. I n the night the U n i o n a r m y moved southward.
County:
Battles
Battles
Glendale (Frayser's
Henrico
149
Virginia
A c r o s s the road here stretched the U n i o n line of battle i n the afternoon of J u l y 1, 1862. Couch's, K e a r n e y ' s and H o o k e r ' s divisions were
to the east of the road, M o r e l l to the west, w i t h S y k e s i n reserve.
T h e Confederates made several attacks and, for a time, the battle
trembled in the balance; but the assailants were finally repulsed. I n
the night the U n i o n a r m y withdrew to J a m e s R i v e r .
Henrico
Seven Days'
12.6 miles
Seven D a y s '
Hill
of
A c r o s s the hill here from east to west the U n i o n a r t i l l e r y was i n
position in the afternoon of J u l y 1, 1862. T h e U n i o n batteries overpowered the few cannon the Confederates were able to bring up.
W h e n the Southern infantry charged from the woods, they were met
by a terrible a r t i l l e r y fire but continued to advance until they came
under the fire of the U n i o n infantry.
Henrico
H e r e L e e met Longstreet and J a c k s o n i n the morning of J u l y 1,
1862. D . H . H i l l reported the strength of the U n i o n position on M a l vern H i l l ; but L e e , h a v i n g cause to believe the Unionists were w e a k e n ing, prepared to attack. J a c k s o n and D . H . H i l l moved on this road
southward to M a l v e r n H i l l .
Henrico
Malvern
PA-175
T h e possession of this, the Quaker road, on June 30, 1862, saved
M c C l e l l a n ' s a r m y from destruction. T h e Confederates, coming from
the west, sought to seize the road and block the U n i o n w i t h d r a w a l to
James R i v e r . W h i l e Longstreet w a s fighting a rearguard battle at
Glendale, the U n i o n wagon trains and a r t i l l e r y passed along this road
and another road t w o miles east.
Henrico
Markers
Seven Days'
Battles
Glendale (Frayser's
Historical
�150
State
Historical
Markers
VIRGINIA
From
Newport
of
Virginia
ROUTE
News
to
State
167
F i r s t B a t t l e of I r o n c l a d s
City
County:
Chesapeake Avenue
East
Avenues.
VIRGINIA
intersection
W-84
between
southeast
through
Hampton
Norfolk
County:
New
James
James
Buckroe
C o u n t y p. 219
Kent
C o u n t y p.
City
C o u n t y p.
Beach.
Warwick
Z-234
219
Warwick
York
173
C o u n t y p. 223
County
Z-264
p. 224
Z-266
VIRGINIA
224
C o u n t y p.
R O U T E
F r o m D e n b i g h o n U . S . R t . 60 east to S e a f o r d .
217
C o u n t y p. 217
City
p.
Carolina
VIRGINIA
From
James
Bridge.
County
Z-145
C i t y C o u n t y p. 217
York
At Great
168
Newport News and
to V a . R t . 169 n e a r
KY-5
La Salle and
in New Kent
Williamsburg,
151
N o r f o l k C o u n t y p. 219
ROUTE
V a . R t . 33
of Virginia
I n this vicinity, i n 1775, w a s the southern end of a causeway, w i t h
bridges, by w h i c h the swamp and stream were crossed. H e r e W i l l i a m
Woodford's V i r g i n i a riflemen defended the passage. W h e n L o r d D u n more's B r i t i s h regulars attempted to cross the swamp, on December 9,
1775, they were cut to pieces by the fire of the riflemen. T h i s defeat
forced Dunmore to evacuate Norfolk.
North
From
Markers
B a t t l e of G r e a t B r i d g e
Hampton.
I n H a m p t o n Roads, southward and a mile or t w o offshore, the V i r ginia ( M e r r i m a c ) and the Monitor fought their engagement, M a r c h 9,
1862. T h e day before the V i r g i n i a destroyed the Cumberland and C o n gress, wooden ships of the U n i o n navy.
Elisabeth
Historical
Z-275
R O U T E
U . S . R t . 17 i n G l o u c e s t e r
Rt.
14 i n M a t h e w s
198
C o u n t y east to V a .
County.
223
G l o u c e s t e r C o u n t y p. 216
VIRGINIA
From
ROUTE
Mathews
169
P h o e b u s to B u c k r o e
Beach.
B a t t l e of C r i c k e t
Buckroe
WY-92
I n 1620, F r e n c h m e n sent over to plant mulberry trees and grape vines
settled here. T h e name w a s taken from a place i n E n g l a n d .
Elizabeth
City
County:
VIRGINIA
At Buckroe
ROUTE
Z-252
C o u n t y p. 218
Beach.
170
Hill
N-85
O n the shore here General A n d r e w L e w i s , commanding the V i r g i n i a
forces, erected a battery facing a stockaded camp on G w y n n ' s I s l a n d
established by Governor L o r d Dunmore, J u l y , 1776. T h e fire from
this point, Cricket H i l l , damaged the camp and the B r i t i s h ships and
forced the evacuation of the island. A little later Dunmore put out
to sea.
Mathews County:
4 miles north of Mathews.
F r o m N o r f o l k t h r o u g h G r e a t B r i d g e to N o r t h C a r o l i n a
Line.
B a t t l e of G r e a t B r i d g e
VIRGINIA
KY-4
A short distance east w a s a stockade fort built by the B r i t i s h to
command a causeway and bridges over the swamp. L o r d Dunmore,
the royal governor, held this fort w i t h a force of B r i t i s h regulars, tories
and Negroes. O n December 9, 1775, the regulars, led by Captain
Fordyce, tried to cross the causeway to attack the A m e r i c a n s . Most
of the B r i t i s h were killed or wounded, and Dunmore w i t h d r e w to his
fleet.
Norfolk County:
At Great
Bridge.
From
Burgess
R O U T E
200
S t o r e at U . S . R t . 360 s o u t h
Kilmarnock
to W h i t e
Morattico Baptist
through
Stone.
Church
JX-5
O n the h i l l is Morattico church, organized i n 1778, the mother
Baptist church of the N o r t h e r n Neck.
T h e present building w a s
erected i n 1856. L e w i s L u n s f o r d , first pastor, is buried here.
Northumberland
County:
2.8 miles north
of
Kilmarnock.
�152
State
Historical
Markers
of
Markers
VIRGINIA
p.
34
p.
Kilmarnock
J-88
State
Virginia
34
R O U T E
Markers
Washington's
J-89
of
Virginia
153
Mother
JT-4
A t Sandy Point, seven and a half miles east, M a r y B a l l , W a s h i n g ton's mother, spent her youth in the home of her guardian, George
E s k r i d g e . T h e r e she w a s m a r r i e d to Augustine Washington, M a r c h ,
1731. She is supposed to have named her eldest son for George
Eskridge.
202
F r o m T e m p l e m a n s C r o s s R o a d s on V a . R t . 3 s o u t h e a s t
t h r o u g h H a g u e to
Historical
Westmoreland
County:
6.9 miles northwest
of
Callao.
Callao.
Kinsale
Nominy Church
JT-2
One of the two churches of Cople P a r i s h . I t w a s built i n 1704 on
land given by Y o u e l l W a t k i n s , and was replaced i n 1755 by a brick
church on the same site. George Washington attended services here
twice in 1768. T h e last colonial church w a s burned (1814) by the
B r i t i s h A d m i r a l Cockburn, who c a r r i e d off the church silver. T h e
present building was erected about 1852. T h e first N o m i n y C h u r c h
of 1655 stood on the north side of the r i v e r opposite this place.
Westmoreland
County:
3.7 miles
east of Templemans
Cross
T w o miles east, on picturesque Yeocomico R i v e r , is K i n s a l e , the
founding of w h i c h the Assembly ordered i n 1705. T h e town w a s established i n 1784. N e a r by at the old home of the B a i l e y family, " T h e
Great H o u s e " , is the tomb of Midshipman J a m e s B . Sigourney, who in
command of the sloop " A s p " fell in an engagement w i t h the B r i t i s h in
Yeocomico R i v e r , June 14, 1813.
Westmoreland
Roads.
County:
4.8 miles northwest
Glebe
County:
4.4 miles
east of Templemans
Cross
VIRGINIA
4.4 miles
JT-5
east of Templemans
Cross
Richard Henry Lee's Grave
County:
8.8 miles southeast
Roads.
of Templemans
205
F r o m K i n g G e o r g e on V a . R t . 3 east to C o l o n i a l
t h e n c e s o u t h to V a . R t . 3 at O a k
of
Monroe
JP-6
I n this vicinity stood the Monroe home where James Monroe, fifth
President of the U n i t e d States, was born, A p r i l 28, 1758. H i s father
was Spence Monroe and his mother, E l i z a b e t h Jones. H e left home at
the age of sixteen to enter W i l l i a m and M a r y College and left college
to enter the a r m y .
Westmoreland
County:
1.8 miles
south
of Colonial
JT-6
UNITED
From New
STATES
ROUTE
Church
Beach.
211
M a r k e t at U . S . R t . 11 east t h r o u g h
v i l l e , W a r r e n t o n a n d F a i r f a x to
S h e n a n d o a h C o u n t y p. 222
Page
Cross
C o u n t y p.
JT-7
T w o miles east. B u i l t in 1655 of oak timbers sheathed w i t h clapboards. Rebuilt of brick in 1706. I n this vicinity M a r y B a l l lived
under the tutelage of Colonel George E s k r i d g e , of Sandy Point, from
1721 until her marriage to Augustine Washington in 1730, and attended
church here.
I n 1906 an association w a s formed to preserve the
church.
Westmoreland
County:
8.1 miles northwest
of
Callao.
Sperry-
Washington.
Z-125
220
White House
Yeocomico
Beach,
Grove.
Roads.
A mile and a half north, i n the L e e burying ground, is the grave of
R i c h a r d H e n r y Lee, who died, June 19, 1794. L e e was one of the first
leaders of the A m e r i c a n Revolution. O n June 7, 1776, he introduced a
resolution in the Continental Congress for a declaration of independence, and argued for it, June 7-10. T h e declaration was signed, J u l y
4, 1776.
Westmoreland
Z-4
220
Roads.
A mile and a half east. T h i s w a s the home of J o h n Augustine W a s h ington, younger brother of George Washington, who visited here.
H e r e was born, in 1762, B u s h r o d Washington, who became a justice
of the U n i t e d States Supreme Court i n 1798, and died i n 1829. H e
inherited Mount V e r n o n .
County:
C o u n t y p.
R O U T E
Birthplace
Bushfield
Westmoreland
Callao.
JT-3
F i v e miles north is the home of the rectors of Cople P a r i s h , one of
whom, W a l t e r Jones, m a r r i e d Washington's parents, M a r c h 6, 1731.
H e r e lived T h o m a s S m i t h , rector of the parish, 1764-1799, and c h a i r man of the county Committee of Safety, 1775. H e entertained W a s h ington, M a y 25, 1771. T h e house is possibly the oldest i n the N o r t h e r n
Neck.
IVestmoreland
of
W e s t m o r e l a n d C o u n t y p. 224
Northumberland
The
JT-8
C-30
T h e old building just north of the road was built for a fort i n 1760.
I t has long been a landmark in this valley.
Page
County:
Page
4 miles west
C o u n t y p.
Rappahannock
of
Luray.
220
C o u n t y p.
Z-174
221
�154
State Historical
Markers
of
State Historical
Virginia
Cavalry Engagement
C-4
N e a r this place an engagement took place between
brigade and the F i r s t Maine C a v a l r y , J u l y 5, 1862.
Rappahannock
County:
At
Robertson's
Sperryville.
J-29
A r m y of V i r g i n i a
of
Virginia
155
Fredericksburg Campaign
C-56
I n this vicinity Burnside took command of the A r m y of the Potomac, November 7, 1862. H e reorganized the a r m y and turned i t
southward to the Rappahannock R i v e r at Fredericksburg. O n N o v e m ber 19, his headquarters were near Falmouth. O n December 13, the
battle of F r e d e r i c k s b u r g was fought.
Fauquier
Pope's
Markers
County:
2.6 miles east of
Warrenton.
)
p. 190 A t S p e r r y v i l l e \
F a u q u i e r C o u n t y p. 215
Z-170
P r i n c e W i l l i a m C o u n t y p. 221
C a m p a i g n of S e c o n d M a n a s s a s
C-6
H e r e Stonewall J a c k s o n , on his march around Pope's a r m y by way
of Jeffersonton to B r i s t o e Station, turned north, A u g u s t 25, 1862.
Rappahannock
County:
7.2 miles
east of Massies
Corner.
C a m p a i g n of S e c o n d M a n a s s a s
Prince
C a m p a i g n of S e c o n d M a n a s s a s
Rappahannock
County:
9.5 miles
east of Massies
William
C-61
H e r e J . E . B . Stuart, raiding around Pope's army, turned northeast,
August 22, 1862. H e passed through W a r r e n t o n and went on to C a t lett's Station, where he captured some of Pope's wagons, i n one of
which were found Pope's order book and uniform.
Corner.
Culpeper
C o u n t y p. 214
C-60
Warrenton.
Colonial Road
Q-9
Prince
William
Gainesville.
C-31
Warrenton.
C-27
County:
1.6 miles east of
Gainesville.
S e c o n d B a t t l e of M a n a s s a s
C-33
H a l f a mile north, along a r a i l w a y cut, Stonewall J a c k s o n held position, August 29-30, 1862, repulsing a l l of Pope's assaults. When a m munition gave out on a section of the Confederate line, the soldiers
used stones as missiles. L a t e i n the afternoon of A u g u s t 30, when
Longstreet attacked, J a c k s o n swept southward, completing the victory.
William
County:
3 miles
east of
Gainesville.
B a t t l e of G r o v e t o n
C-29
T h i s crossroad is the ancient Dumfries-Winchester highway.
Over
it W i l l i a m F a i r f a x accompanied George Washington, then a lad of s i x teen, on his first visit to L o r d F a i r f a x at Greenway Court. I t was on
this occasion that Washington assisted i n surveying the F a i r f a x grant.
2.6 miles east of
At
T h e center of Lee's a r m y rested here on A u g u s t 30, 1862; J a c k s o n
was to the north of this road, Longstreet to the south. L a t e in the
afternoon, after Jackson had repulsed Pope's assaults, Longstreet moved
eastward, d r i v i n g the U n i o n forces facing him toward H e n r y Hill.
Jackson advanced southward at the same time.
Prince
County:
County:
S e c o n d B a t t l e of M a n a s s a s
W a r r e n t o n M a r k e r p. 207
Fauquier
William
Z-278
About t w o miles north is W a t e r l o o B r i d g e , where J . E . B . S t u a r t
began his raid to Catlett's Station i n the rear of Pope's army, August
22, 1862. Some miles farther north is Hinton's M i l l , where Stonewall
Jackson crossed this r i v e r , August 25, 1862, on the m a r c h around Pope
that resulted i n the Second Battle of Manassas.
5.1 miles west of
C-50
Just to the east were fought the t w o battles of Manassas or Bull
Run.
Prince William County:
A mile east of
Gainesville.
C a m p a i g n of S e c o n d M a n a s s a s
County:
From
Gainesville.
B u l l R u n Battlefields
F a u q u i e r C o u n t y p. 215
Fauquier
At
Pope,
F i v e miles northwest is Thoroughfare Gap i n the Bull Run Mountains. T h r o u g h this gap J . E . Johnston and J a c k s o n came, July 19,
1861, on their w a y to the F i r s t B a t t l e of Manassas. T h r o u g h it Lee
sent Jackson, A u g u s t 26, 1862, and followed w i t h Longstreet to take
part in the Second B a t t l e of Manassas.
Z-124
C u l p e p e r C o u n t y p. 214
County:
Thoroughfare Gap
Prince
R a p p a h a n n o c k C o u n t y p. 221
C-28
Stonewall Jackson, moving southward on his march around
was here joined by S t u a r t w i t h his c a v a l r y , A u g u s t 26, 1862.
Gainesville, J a c k s o n moved on to Bristoe Station.
C-26
Stonewall Jackson, to prevent a junction of Pope and M c C l e l l a n
while he was awaiting Longstreet, brought on a n action here with
Gibbon, A u g u s t 28, 1862. Jackson's position was a short distance north
of this road and facing it. Gibbon retired after a fierce fight
Prince
William
County:
3.5 miles
east of
Gainesville.
�State Historical
156
Markers
of
State Historical
Virginia
F i r s t B a t t l e of M a n a s s a s
Prince
William
County:
4.7 miles east of
County:
4.7 miles east of
County:
First
4.7 miles east of
B a t t l e of
William
County:
4.7 miles east of
County:
Fairfax
Z-169
215
Gainesville.
F i r s t B a t t l e of M a n a s s a s
C-42
I n the afternoon of J u l y 2 1 , 1861, the bridge over Cub R u n was
jammed by the upsetting of a wagon. T h i s turned the retreat of the
U n i o n forces into d i s o r d e r ; carriages, cannon and caissons were abandoned as civilians and soldiers escaped across the stream on foot on
their w a y to A l e x a n d r i a .
Fairfax
County:
1.8 miles
west of
C-20
At
Confederate
Centreville.
Defenses
C-21
H e r e Joseph E . Johnston built fortifications in the winter of 1861-62
while the Confederate a r m y was camped at Centreville. T h e s e strong
w o r k s led M c C l e l l a n i n the spring of 1862 to attack Richmond from
the Y o r k - J a m e s peninsula instead of from the north.
Fairfax
County:
At
Centreville.
Ten
Run.
R u n Battlefields
C-19
miles west were fought the two battles of Manassas or
County:
At
Bull
Fairfax.
C-23
T h e old stone bridge, j u s t to the north, played a part in the battles
of Manassas. H e r e rested the Confederate left i n the early morning
of J u l y 2 1 , 1861; over the bridge Pope's retreating a r m y passed,
August 30, 1862.
east of
Centreville.
Gainesville..
Stone B r i d g e
6 miles
At
County:
Fairfax
County:
C-40
M c D o w e l l gathered his forces here, J u l y 18, 1861, to attack B e a u r e gard, who lay west of B u l l R u n . F r o m here a part of the U n i o n a r m y
moved north to cross B u l l R u n and t u r n the Confederate left w i n g ,
J u l y 2 1 , 1861. T h i s movement brought on the battle.
Bull
Fairfax
Centreville.
F i r s t B a t t l e of M a n a s s a s
C-44
P r i n c e W i l l i a m C o u n t y p. 221
The
At
Seven miles south is Manassas, where Jackson, on his turning movement around Pope, destroyed vast quantities of supplies, A u g u s t 26-27,
1862.
H i l l and E w e l l of Jackson's force, coming from Manassas,
reached Centreville on their w a y to Jackson's position north of G r o v e ton, A u g u s t 28, 1862.
Gainesville..
Manassas
F a i r f a x C o u n t y p.
C-22
C a m p a i g n of S e c o n d M a n a s s a s
C-46
O n the Matthews H i l l , j u s t to the north, the Confederates repulsed
the attack of the Unionists, coming from the north, i n the forenoon of
J u l y 2 1 , 1861. T h e U n i o n force, reinforced, drove the Confederates to
the H e n r y H i l l , just to the south. T h e r e the latter reformed under
cover of Stonewall Jackson. I n the afternoon, M c D o w e l l v a i n l y a t tempted to r a l l y his retreating troops on the Matthews H i l l after they
had been driven down the H e n r y H i l l .
Prince
County:
Fairfax
O n the H e n r y H i l l , Pope's rear guard, i n the late afternoon of
A u g u s t 30, 1862, repulsed the attacks of Longstreet coming from the
west.
I f the h i l l had been taken, Pope's a r m y would have been
doomed; but the Unionists held it while the rest of their troops r e treated across B u l l R u n on the w a y to Centreville.
William
Fairfax
Gainesville.
S e c o n d B a t t l e of M a n a s s a s
Prince
157
H e r e Pope gathered his forces, A u g u s t 30-31, 1862. F r o m this point
he detached troops to check Jackson at O x H i l l while the U n i o n a r m y
retreated to the defenses at A l e x a n d r i a .
C-48
H e r e T a l i a f e r r o , of Jackson's force, came into the highway i n the
late night of A u g u s t 27, 1862. H e was marching from Manassas to the
position about a mile and a half to the north held by J a c k s o n i n the
Second B a t t l e of Manassas.
William
Virginia
Gainesville.
C a m p a i g n of S e c o n d M a n a s s a s
Prince
of
S e c o n d B a t t l e of M a n a s s a s
C-34
H e n r y H i l l lies j u s t to the south. H e r e the Confederates repulsed
the repeated attacks of the U n i o n a r m y under M c D o w e l l , J u l y 2 1 ,
1861. H e r e J a c k s o n won the name " S t o n e w a l l " , and from here began
M c D o w e l l ' s retreat that ended at Washington.
Markers
Centreville.
The
Falls Church
C-90
T h e first church on this site was built in 1734 and was i n T r u r o
P a r i s h . George Washington was elected a vestryman, October 3, 1763.
I n 1765 the church fell w i t h i n the newly-created F a i r f a x P a r i s h , of
which Washington was chosen a vestryman. T h e present church w a s
built in 1768. I t was used as a recruiting station i n the Revolution and
as a stable by the U n i o n troops, 1862-64.
Fairfax
County:
At Falls
F a i r f a x C o u n t y p.
A r l i n g t o n C o u n t y p.
Church.
215
212
Z-127
�State
158
Historical
UNITED
From
West
through
Markers
STATES
Virginia
Line
Covington,
Iron
of
Virginia
R O U T E
n o r t h of
Gate,
State
Historical
220
Monterey,
Fincastle,
p. 223
Highland
C o u n t y p.
Highland
C o u n t y p.
Bath
C o u n t y p.
Franklin
Bath
217
Botetourt
C o u n t y p.
Z-69
216
Mount
A-60
T h i s place was established as the county seat when F r a n k l i n County
was formed. T h e first court was held in M a r c h , 1786. T h e first ( l o g )
courthouse was replaced in 1831. I n 1836 the town consisted of 30
dwellings and a number of business houses. General Jubal A . E a r l y
practiced l a w here. T h e town was incorporated in 1873. T h e present
courthouse was built in 1909.
Z-199
Franklin
County:
At Rocky
Mount.
Z-78
C o u n t y p. 212
C o u n t y p.
Z-73
217
Martinsville
Z-76
213
D-28
M i l l e r ' s place here w a s selected as the county seat of Botetourt i n
1770. I n 1772 the town of Fincastle was established on land donated
by I s r a e l C h r i s t i a n and named for L o r d Fincastle, eldest son of G o v ernor L o r d Dunmore. I t w a s incorporated in 1828. I n 1845 it had
a population of 700. T h e present courthouse was erected about 1850.
Botetourt County: At Fincastle.
At
County:
4 miles south of
William
Byrd's
Martinsville.
Camp
A-57
N e a r here, on M a t r i m o n y Creek, W i l l i a m B y r d pitched h i s camp,
November, 1728, w h i l e determining the V i r g i n i a - N o r t h C a r o l i n a bounda r y line.
Henry
A-82
C a r o l i n a R o a d p. 55
A-135
T h r e e miles southwest is B e l l e v i e w , home of M a j o r J o h n Redd, a
pioneer in this section. Redd served in the Indian w a r s and i n the
Revolution, being present at the siege of Y o r k t o w n i n 1781.
County:
3.5 miles southwest of
Henry
p. 55
Martinsville.
Belleview
D-30
One mile west is Greenfield, home of W i l l i a m Preston, built before
the Revolution. P r e s t o n was member of the House of Burgesses for
Augusta County, 1765-1768, and for Botetourt County, 1769-1771. H e
was an officer in the Indian w a r s and the Revolution, dying i n 1783.
Botetourt County: 5 miles south of Fincastle.
A-94
Named for Joseph M a r t i n , pioneer, who settled here i n 1773. I n
1793 the courthouse of H e n r y County was moved here and the town
was established. P a t r i c k H e n r y , for whom the county w a s named,
lived near here once. I n 1865, Stoneman, moving south to j o i n S h e r man, captured M a r t i n s v i l l e . I t w a s incorporated as a town i n 1873
and as a city in 1929.
Henry
Greenfield
C o u n t y p. 216
C o u n t y p.
Henry
212
Fincastle
Ridgeway.
C o u n t y p. 217
Z-220
A-81
Cloverdale Furnace
Old
159
213
C o u n t y p. 213
Alleghany
C o u n t y p.
Rocky
Franklin
Alleghany
Virginia
Roanoke,
Z-233
217
of
R o a n o k e C o u n t y p. 221
south
R o c k y M o u n t a n d M a r t i n s v i l l e to N o r t h C a r o l i n a L i n e .
West Virginia
Markers
North
UNITED
Botetourt
Roanoke
County
p.
C o u n t y p.
213
Z-106
From
55
A-79
R o a n o k e M a r k e r s p. 55
K-95-116
College
p.
STATES
Carolina
Line
p.
219
ROUTE
south
of
221
Independence,
c o i n c i d i n g w i t h U . S . R t . 21 to I n d e p e n d e n c e ; t h e n c e
221
with
Hollins
North
Carolina
Rt.
U.
52;
S . R t . 58
to H i l l s v i l l e
thence northeast
and
through
intersection U .
Floyd
N o r t h C a r o l i n a p. 219
Grayson
C o u n t y p.
216
to
S.
Roanoke.
Z-203
�160
State
Historical
Markers
of
p.
Independence
Virginia
116
State
U-22
Rt.
C o u n t y p.
Carroll
Hillsville
Z-86
214
p.
Culpeper
C o u n t y p. 214
161
229
KG-5
C o u n t y p.
Roanoke
Z-186
At northern
U . S . R t . 522 near
and
G-10
entrance
ROUTE
of
Culpeper.
231
Sperryville
s o u t h to M a d i s o n
c o n t i n u i n g s o u t h to C i s m o n t .
R a p p a h a n n o c k C o u n t y p. 221
Madison
221
Markers
K-95-116
Culpeper.
E d w a r d Stevens
VIRGINIA
From
C o u n t y p. 215
Floyd
Roanoke
County:
Z-204
215
p. 42
Floyd
Virginia
R O U T E
211 s o u t h to
General
110
C o u n t y p.
Floyd
of
H e r e is buried General E d w a r d Stevens, w h o served at B r a n d y wine, Camden, G u i l f o r d Courthouse and Y o r k t o w n . H e died on
A u g u s t 17, 1820.
Marker
KD-12
Carroll
VIRGINIA
p. 116
C o u n t y p. 216
Grayson
Markers
F r o m a p o i n t s e v e n m i l e s w e s t of W a r r e n t o n on U . S .
Galax
U-26
Historical
p. 56
County
p.
Z-ll
218
Hebron Church
JE-4
One mile south stands H e b r o n C h u r c h , the oldest L u t h e r a n church
in the South, built about 1740. T h e first communion service bears the
date, M a y 13, 1727; another the date, M a r c h 28, 1737. T h e organ w a s
built i n 1800.
VIRGINIA
From
Urbanna,
ROUTE
Middlesex
Corner
227
County,
Madison
s o u t h to
Jackson's
Creek
OC-40
T h i s creek, mentioned i n an act of 1680 as " W o r m e l e y ' s C r e e k " , w a s
earlier k n o w n as " N i m c o c k C r e e k " . A f t e r U r b a n n a w a s named i n
1705 for Queen A n n e , the stream took the same name. B r i t i s h p r i vateersmen entered the creek, June 5, 1781, and pillaged U r b a n n a and
Rosegill.
Middlesex
County:
At
Urbanna.
Rosegill
OC-35
A short distance east is R o s e g i l l . T h e house w a s built about 1650
by the first R a l p h W o r m e l e y ; it became the summer home of the
colonial governors, S i r H e n r y Chicheley and L o r d H o w a r d of E f f i n g ham. I n 1776, the owner, the fifth R a l p h W o r m e l e y , w a s put under
restraint as a T o r y . I n 1781, Rosegill w a s plundered by B r i t i s h p r i v a teersmen.
Middlesex
County:
Christ
.7 mile south
C h u r c h p.
of
100
.9 mile north
of
Madison.
Cooks
at V a . R t . 33.
Urbanna
County:
March
to F r e d e r i c k s b u r g
Stonewall J a c k s o n , on his m a r c h f r o m Winchester to F r e d e r i c k s burg, preceding the battle of F r e d e r i c k s b u r g , camped here, November
26, 1862.
Madison County:
At Madison.
Cavalry Engagement
N-48
G-ll
N e a r here J . E . B . Stuart, w h i l e fighting the U n i o n c a v a l r y m a n ,
Buford, w a s attacked i n the rear by another c a v a l r y force under K i l patrick. Stuart, turning on K i l p a t r i c k , cut h i s w a y out, September 22,
1863. B u f o r d pursued h i m to the R a p i d a n R i v e r .
Madison
County:
5.5 miles south
of
Orange
C o u n t y p.
220
Louisa
Urbanna.
JE-1
C o u n t y p.
218
Madison.
Z-277
�162
State
Historical
Markers
VIRGINIA
From
intersection V a .
of
Virginia
ROUTE
R t . 28
State
233
at
UNITED
Catlett
south
to
Morrisville.
Brent
From
West
through
Town
Markers
STATES
Virginia
Staunton
Line
and
ROUTE
234
House
County:
Highland
5.7 miles northwest
of
Manassas.
Last
VIRGINIA
Fairfax
ROUTE
east to
p.
109
Burke's
at
Fairfax
\
p.
From
Natural
13
Natural
A-72
ROUTE
B r i d g e on U . S . R t .
on
U.
S. R t .
Bridge
p. 54
At
First
of
Indian
11 east to
Glasgow
Virginia
County:
Bridge
Fight
At
Z-110
213
Raid
W-79
County:
6 miles zvest of
Staunton.
W-159
entrance
of
Spring
Staunton.
Church
W-155
County:
4 miles
west
of
Waynesboro.
Glasgow.
Early's Last
Battle
W-160
Sheridan attacked E a r l y on the ridge west of this city, d r i v i n g h i m
from his position and capturing many of his men, M a r c h 2, 1865. T h i s
was the last important battle in northern V i r g i n i a .
)
\
At western
L-10
T h e first clash between settlers and Indians in Rockbridge County
occurred near here, December 18, 1742. Captain J o h n M c D o n a l d led
the settlers; the Indians were the Iroquois.
Rockbridge
217
249
501.
Natural
p.
County
C o u n t y p.
Tinkling
Augusta
VIRGINIA
W-150
T h i s was first the southern branch of the " T r i p l e F o r k s of S h e n a n doah" congregation, w h i c h called J o h n C r a i g as pastor i n 1741. A
church was completed here about 1748; two other buildings have succeeded it. Beginning w i t h 1777, James W a d d e l , the noted blind
preacher, w a s supply for some years. R . L . Dabney, of Stonewall
Jackson's staff, was the minister here, 1847-1852.
Fairfax.
Marker
E-71
McDowell
Indian
At eastern
BW-2
.5 mile east of
Alexandria
east
Richmond.
One mile north is the grave of J o h n L e w i s , first settler i n this r e gion, who came here in 1732 and died i n 1762. H e chose the site of the
town of Staunton. H i s four sons, T h o m a s , A n d r e w , W i l l i a m and
Charles, took an important part in the Indian and Revolutionary w a r s .
)
Station R a i d
County:
to
F i r s t Settler's Grave
B u r k e ' s Station, four miles south, was raided by Stuart's c a v a l r y ,
December, 1862. S t u a r t telegraphed to W a s h i n g t o n complaining of
the bad quality of the mules he had captured—a famous joke.
Fairfax
Monterey,
236
Alexandria.
Mosby's Midnight R a i d
B-26
of
N e a r this spot, i n 1764, J o h n T r i m b l e was killed by Indians i n the
last raid in A u g u s t a County.
Augusta
From
west
250
G-15
These are the grounds of the H e n r y House, where occurred the m a i n
action of the F i r s t B a t t l e of Manassas, J u l y 2 1 , 1861, and the closing
scene of the Second Battle of Manassas, A u g u s t 30, 1862.
William
ROUTE
163
Stonewall J a c k s o n , to prevent a junction of F r e m o n t and B a n k s ,
took position on the hills j u s t to the south and beat off the attacks of
Fremont's advance under M i l r o y , M a y 8, 1862. M i l r o y retreated that
night.
Highland
County:
1 mile east of
McDowell.
Augusta
Prince
Virginia
Charlottesville
B a t t l e of
U . S . R t . 15 n e a r W o o l s e y s o u t h t h r o u g h S t o n e H o u s e ,
M a n a s s a s to D u m f r i e s .
Henry
of
BX-2
H e r e the first blockhouse i n this part of V i r g i n i a for protection
against the Indians was built about 1688. T h e town w a s named for
George B r e n t , engaged i n a scheme for bringing Hugenots here to
settle.
Fauquier County:
5 miles south of Catlett.
VIRGINIA
Historical
entrance
Waynesboro
of
Waynesboro.
Markers
A u g u s t a C o u n t y p.
Nelson
County
p.
p. 207
213
219
Q-2-a-b
Z-lll
�164
State
Historical
Markers
of
Rockfish
Gap Meeting
State
Virginia
County:
2 miles northwest
of
Markers
of
Virginia
Edgehill
W-218
I n the tavern near here the commission appointed to select a site for
the U n i v e r s i t y of V i r g i n i a met, A u g u s t 1-4, 1818. E x - P r e s i d e n t
T h o m a s Jefferson and J a m e s Monroe and Judge Spencer Roane w e r e
the most distinguished members.
A f t e r considering several places,
Charlottesville w a s chosen.
Nelson
Historical
W-203
T h e land was patented i n 1735. T h e old house was built i n 1790; the
new i n 1828. H e r e lived T h o m a s M a n n Randolph, Governor of V i r ginia, 1819-1822, who m a r r i e d M a r t h a , daughter of T h o m a s Jefferson.
Albemarle
County:
4.2 miles
east of
Charlottesville.
Afton.
Colle
Nelson
p. 219
County
Albemarle
C o u n t y p.
Z-20
212
Jackson's Valley Campaign
W-162
B i r t h p l a c e of M e r i w e t h e r L e w i s
Albemarle
County:
5 miles west
of
U n i v e r s i t y of V i r g i n i a
W-161
Fluvanna
Louisa
courthouse
in
p.
series
Fluvanna
County:
196
\
Birthplace
.2 mile
east of
Charlottesville.
Shadwell Estate
County:
Ferncliff.
2.9 miles east of
C o u n t y p. 215
C o u n t y p.
Z-25
216
V-19
County:
.4 mile northwest
of Gum
Spring.
W-199
W-202
Peter Jefferson acquired the land i n 1735, and built the house about
1737. T h o m a s Jefferson was born here, A p r i l 13, 1743. H e lived here,
1743-1745, and 1752-1770. T h e house burned i n 1770, and Jefferson
then moved to Monticello.
Albemarle
At
H a l f a mile northeast stands Providence Presbyterian church, built
probably i n 1749 and little altered since. J o h n T o d d , Senior, a founder
of Hampden-Sydney College, w a s pastor for forty years (1753-1793).
H a n o v e r P r e s b y t e r y met there i n October, 1762.
)
A mile north w a s born George Rogers C l a r k , defender of K e n t u c k y
and conqueror of the Northwest, November 19, 1752.
Albemarle
V-20
Providence Church
Louisa
Clark's
County:
Goochland
Charlottesville.
Charlottesville Markers
Q-l
1781
W-200
T h r e e miles to the southeast. T h o m a s Jefferson began the house i n
1770 and finished it i n 1802. H e brought his bride to it i n 1772. L a f a y ette visited it i n 1825. Jefferson spent his last years there and died
there, J u l y 4, 1826. H i s tomb is there. T h e place w a s raided by B r i t ish c a v a l r y , J u n e 4, 1781.
At
Z-24
218
H e r e Lafayette, moving west to protect a supply depot i n A l b e m a r l e
from C o r n w a l l i s , entered this road, J u n e 13, 1781.
Louisa
Monticello
Z-146
215
C o u n t y p. 215
C o u n t y p.
C a m p a i g n of
1-3
Charlottesville.
C o u n t y p.
Fluvanna
Charlottesville.
p. 93
4.2 miles east of
A l b e m a r l e C o u n t y p. 212
H a l f a mile north w a s born, 1774, M e r i w e t h e r L e w i s , of the L e w i s
and C l a r k E x p e d i t i o n , sent by Jefferson to explore the F a r W e s t ,
1804-1806. T h e expedition reached the mouth of the Columbia R i v e r ,
November 15, 1805.
County:
W-201
T h e house w a s built about 1770 by workmen engaged i n building
Monticello.
M a z z e i , a n Italian, lived here for some years adapting
grape culture to V i r g i n i a . B a r o n de Reidesel, captured at Saratoga i n
1777, lived here w i t h his family, 1779-1780. Scenes i n F o r d ' s novel,
J a n i c e Meredith, a r e laid here.
N e a r here, Stonewall Jackson's troops entrained, M a y 4, 1862, to go
west to Staunton i n the move that led to the battle of M c D o w e l l , M a y
8, 1862.
Albemarle
County:
At Mechums
River.
Albemarle
165
Charlottesville.
Reuben F o r d
V-18
A mile north are the home and grave of Reuben F o r d , pastor of
Goochland Baptist C h u r c h , 1771-1823. H e w a s a n advocate of equal
religious rights for a l l , a leader i n securing separation of church and
state i n V i r g i n i a .
Goochland
County:
1.9 miles
east of
G o o c h l a n d C o u n t y p. 216
Henrico
C o u n t y p.
217
Oilville.
Z-28
�State
166
Historical
Markers
Campaign
of
of
State
Virginia
1781
County:
8.5 miles west
of
Richmond.
Outer Defenses
County:
Southampton
V-17
1.9 miles west
Richmond
of
Markers
p.
J
County:
North
(
SA-29-30
4.8 miles
VIRGINIA
intersection V a .
County
US-6
south
p.
Carolina
142
VIRGINIA
of
Franklin.
Z-231
219
ROUTE
south
to
ROUTE
Rt.
12
at O l d
Millwood
Carter
on
292
F r o m V a . R t . 254 w e s t of S t a u n t o n s o u t h to V a . R t .
Glebe B u r y i n g
From
255
Chapel in
U.
S.
Rt.
Clark
50.
Hall
Ground
AL-5
County:
12 miles
southwest
of
Staunton.
T-l
VIRGINIA
From
Bedford
east
via
ROUTE
New
297
London
Academy
From
Old
STATES
ROUTE
258
K-136-132
P o i n t C o m f o r t s o u t h w e s t over J a m e s
Benns Church,
to
North
Elizabeth
Carolina
City
Warwick
Smithfield and
Smithfield
K-243
p. 46
Z-267
223
)
\
US-3
T h r e e and a half miles southwest, at Monroe, M a j o r - G e n e r a l W i l liam Mahone was born, December 1, 1826. H e served brilliantly i n
the Confederate a r m y throughout the w a r , and won the title, " H e r o of
the C r a t e r " , at Petersburg, J u l y 30, 1864. H e w a s U n i t e d States
Senator, 1881-1887. Mahone died i n Washington, October 8, 1895.
County:
2.2 miles
south
of
New
C o u n t y p.
Z-255
213
London
K-139
T h i s place, on the old stage road, was the first county seat of B e d f o r d ; the first courthouse, built i n 1755, was standing until 1856. I n
1781, N e w London w a s raided by the B r i t i s h c a v a l r y m a n , T a r l e t o n ,
seeking m i l i t a r y stores. I t came into Campbell County i n 1782. A n
arsenal here was afterward removed to H a r p e r ' s F e r r y .
W i l l i a m Mahone's Birthplace
Southampton
K-134
183-4
B e d f o r d C o u n t y p. 213
Campbell
C o u n t y p. 215
pp.
Rivei
Franklin
Line.
C o u n t y p.
to
Lynchburg.
B e d f o r d M a r k e r s p. 184
UNITED
252.
O n the hill to the west is the oldest b u r y i n g ground i n this v i c i n i t y .
I t contains the grave of Colonel J o h n W i l l s o n , member of the House
of Burgesses, 1748-1773; graves of colonial and Revolutionary soldiers,
and those of victims of early Indian massacres.
Augusta
T h e house was completed about 1792 by Nathaniel B u r w e l l . E d mund Randolph, Governor of V i r g i n i a and Secretary of State, died
here. General Stonewall J a c k s o n had his headquarters here, October,
1862.
Clark County:
Just north of
Millwood.
t o l l b r i d g e to
167
]
p. 22
Virginia
S o u t h a m p t o n C o u n t y p. 222
Richmond.
E-2-3
of
T w o miles southeast is South Quay on the B l a c k w a t e r , a port into
w h i c h supplies and m i l i t a r y stores were brought from E u r o p e i n the
Revolution. A B r i t i s h force from Portsmouth burned stores there,
J u l y 16, 1781. A t the f e r r y there, Confederates fought a s k i r m i s h w i t h
Union raiders, M a r c h 10, 1865.
T h e outer line of R i c h m o n d defenses, 1862-65, here crossed the road.
T o the east were the intermediate defenses; the inner line lay w e l l
within the limits of the present city.
Henrico
Markers
South Quay
V-16
T a r l e t o n , B r i t i s h c a v a l r y m a n , moving eastward to j o i n C o r n w a l l i s
at Richmond, passed near here, June 15, 1781.
Henrico
Historical
Franklin,
REVERSE SIDE
A t N e w London, P a t r i c k H e n r y made one of his most famous
speeches. J o h n Hook, a T o r y , brought suit for two steers impressed
for the A m e r i c a n a r m y in 1781. H e n r y , the opposing counsel, so pictured the sufferings of the patriots in that critical year and their j o y
at C o r n w a l l i s ' s surrender, and so ridiculed Hook, that the case w a s
laughed out of court.
Campbell
County:
7 miles southwest
of
Lynchburg.
�State
168
Historical
UNITED
Markers
STATES
of
State
Virginia
ROUTE
Historical
to R i c h m o n d
(coincides
of Virginia
169
F i r s t I r o n F u r n a c e p . 22
301
S-4
D r e w r y ' s B l u f f p . 22
S-15
D r e w r y ' s B l u f f p . 23
S-5
C h e s t e r f i e l d C o u r t h o u s e p . 23
S-7
B a t t l e of D r e w r y ' s B l u f f p . 23
S-8
B a t t l e of D r e w r y ' s B l u f f p . 23
S-9
F r o m M a r y l a n d L i n e s o u t h v i a P o r t R o y a l to B o w l i n g
G r e e n , thence
Markers
with Va. Rt.
2 ) , to P e t e r s b u r g ( c o i n c i d e s w i t h U . S . R t . 1), t h e n c e
to E m p o r i a a n d N o r t h C a r o l i n a L i n e .
B i r t h p l a c e of M a d i s o n
EP-8
A t this place, P o r t C o n w a y , James Madison, fourth President of
the United States and father of the Constitution, was born, M a r c h 16,
1751. H i s mother was staying at her paternal home when the son
was born. Madison's father, James Madison, Senior, lived i n Orange
County. T h e President had his home at Montpelier in that county.
George
County:
.4 mile
north
of Port
K i n g G e o r g e C o u n t y p . 217
H a l f w a y H o u s e p . 23
S-10
I n t o T h e " B o t t l e " p . 23
King
S-12
D u t c h G a p p . 23
S-13
Royal.
Z-253
C a r o l i n e C o u n t y p . 214
p . 23
S-14
B e r m u d a H u n d r e d p . 24
S-21
C h e s t e r S t a t i o n F i g h t p . 24
S-17
L e e ' s H e a d q u a r t e r s p . 24
S-23
F e e l i n g O u t F i g h t p . 24
S-19
Osborne's
W h e r e B o o t h D i e d p . 77
N-16
O l d P o r t R o y a l p . 77
N-17
John Wilkes Booth
EP-20
T h i s is the G a r r e t t place where John W i l k e s Booth, assassin of
Lincoln, was cornered by U n i o n soldiers and killed, A p r i l 26, 1865.
T h e house stood a short distance from this spot.
Caroline
County:
9.1 miles
northeast
of Bowling
Wharf
The "Bottle"
Green.
p . 24
S-18
P o r t W a l t h a l l J u n c t i o n p . 24
C a m p a i g n of 1781 p . 28
E d m u n d P e n d l e t o n ' s H o m e p . 28
ND-5
C a r o l i n e C o u n t y p . 214
A d v a n c e on P e t e r s b u r g p . 24
ND-7
Z-148
S-22
S-24
Union Army
C h e c k e d p . 24
S-25
L e e ' s H e a d q u a r t e r s p . 25
L a f a y e t t e at P e t e r s b u r g p . 25
H a n o v e r C o u n t y p . 217
S-27
S-26
Petersburg Markers
C o r n w a l l i s ' s R o u t e p . 29
ND-9
C l a y ' s B i r t h p l a c e p . 29
ND-6
P a t r i c k H e n r y ' s B i r t h p l a c e p . 29
R i c h m o n d M a r k e r s p . 22
A m p t h i l l E s t a t e p . 22
ND-4
E-3-2
S-3
Q A series
Reams
pp. 202-5
)
(
Station
UM-20
T h r e e miles north. T h e r e the Union c a v a l r y m a n , K a u t z , i n W i l son's raid, destroyed the station, June 22, 1864. R e t u r n i n g from B u r k e ville, K a u t z reached there again June 29, and was joined by W i l s o n .
Attacked by Hampton, W i l s o n and K a u t z hastily retreated to Grant's
army. Hancock, while destroying the W e l d o n railroad, w a s attacked
at Reams Station by A . P . H i l l and Hampton, A u g u s t 25, 1864, and
driven back to Grant's army.
Prince
George
County:
12.6 miles south
of
Petersburg.
�170
State
Historical
Markers
of
Virginia
State
P r i n c e G e o r g e C o u n t y p. 221
C o u n t y p.
Sussex
Historical
VIRGINIA
F r o m U . S . R t . 360
UM-18
I n 1864, supplies for L e e ' s a r m y were carted from the Weldon r a i l road here to Petersburg. H e r e the U n i o n c a v a l r y m a n , W i l s o n , r e t u r n ing from his raid to B u r k e v i l l e , fought an action w i t h L e e ' s c a v a l r y ,
June 28-29, 1864. T h e place was raided by the U n i o n c a v a l r y m a n ,
Gregg, on December 1, 1864.
County:
At Stony
Creek.
Nottoway R i v e r
County:
3.4 miles south of Stony
Old
Halifax
Road
Creek.
County:
At
South
Halifax
County:
From
U . S . R t . 460
at R i c e
Prince
Edward
North
Carolina
p.
S . R t . 360
one
M-24
3 miles east of
C o u n t y p.
C o u n t y p.
Amelia
VIRGINIA
From
West
Virginia
West
UM-40
Emporia.
G r e e n s v i l l e C o u n t y p.
U.
Jetersville.
C o u n t y p.
Nottoway
216
A t this point T a r l e t o n , the B r i t i s h c a v a l r y m a n , crossed the M e h e r r i n
R i v e r , M a y 14, 1781. Sent ahead of C o r n w a l l i s ' s a r m y , he had raided
through Southampton and Greensville counties.
At
east to
Rice.
220
220
Z-284
212
R O U T E
Line
Z-285
311
south
through
C a t a w b a to
Crows,
Salem.
Z-33
Movements
County:
307
Retreat
County:
Virginia
Alleghany
Greensville
Boston.
T w o miles north are the battlefields of S a i l o r ' s Creek, A p r i l 6, 1865.
T h e r e G r a n t captured more men than were captured i n any other one
day's field engagement of the w a r .
Newcastle and
Tarleton's
of South
R O U T E
Lee's
UM-12
C o u n t y p.
U-50
P r i n c e E d w a r d C o u n t y p. 221
H a l f a mile south is J a r r a t t ' s Station, a depot on the old W e l d o n
R a i l r o a d . T h e U n i o n c a v a l r y m a n , K a u t z , acting w i t h B u t l e r ' s A r m y
of the James, burned the place, M a y 8, 1864. T h e U n i o n General
W i l s o n , retreating from R e a m s Station, camped here, June 29, 1864.
W a r r e n on his raid to destroy the Weldon R a i l r o a d camped here i n
December, 1864.
Sussex County:
At
Jarratt.
Greensville
south-
Grave
6 miles northeast
VIRGINIA
Jarratt.
C o u n t y p. 223
Halifax
A short distance south is the grave of Nathaniel T e r r y , colonial
soldier and statesman. T e r r y served as sheriff of H a l i f a x County,
1752, and captain of R a n g e r s , 1755. H e w a s a member of the House
of Burgesses, 1755-1765, 1771-1775, and also sat i n the convention of
1776 that framed the Constitution of V i r g i n i a . T e r r y died i n 1780.
Nottoway
Sussex
304
Boston.
Nathaniel T e r r y ' s
UM-14
Jarratt's Station
R O U T E
m i l e s o u t h w e s t of
H e r e the highway merges w i t h the H a l i f a x R o a d , the ancient road
from Petersburg to H a l i f a x , N o r t h C a r o l i n a . O v e r this road C o r n wallis marched, in M a y , 1781, from H a l i f a x to Petersburg i n his i n vasion of V i r g i n i a . O v e r this road the Confederates hauled supplies
during the siege of Petersburg, 1864-65, and over it parts of the U n i o n
and Confederate armies constantly passed.
Sussex
171
Virginia
s e v e n m i l e s east of
w e s t to
UM-16
N e a r here the B r i t i s h c a v a l r y m a n , Simcoe, crossed the r i v e r going
south to join C o r n w a l l i s , M a y 11, 1781. H e r e C o r n w a l l i s , moving
northward, was met by Benedict A r n o l d , coming from Petersburg,
M a y 19, 1781. H e r e the U n i o n General W i l s o n crossed the r i v e r , J u n e
28, 1864, and recrossed, June 29, 1864.
Sussex
of
Z-236
223
H i s t o r y at S t o n y C r e e k
Sussex
Markers
216
219
C o u n t y p.
Z-223
212
Governor Floyd's Grave
KH-1
A short distance across the State line is the grave of J o h n F l o y d ,
Governor of V i r g i n i a , 1830-34. F l o y d w h i l e i n Congress led i n t a k i n g
measures to secure Oregon for the U n i t e d States. H e died in 1837.
Alleghany
Z-224
p. 223
County:
Just
south
of Sweet
A l l e g h a n y C o u n t y p.
West
Virginia
p.
212
223
Chalybeate.
Z-194
�172
State
Historical
West
Markers
Virginia
Craig
of
p. 223
C o u n t y p.
New
State
Virginia
214
Castle
KH-4
C o u n t y p.
Craig
214
C o u n t y p.
At
Nansemond
School
County:
\
I-ll-b
Nansemond
County:
p. 56
J
ROUTE
337
F r o m i n t e r s e c t i o n U . S . R t . 58 east of S u f f o l k , n o r t h e a s t
Nansemond
County:
.8 mile
Norfolk
K-254
H e r e the Nansemond m i l i t i a under Colonel W i l l i s R i d d i c k , opposing
a B r i t i s h raid, camped on M a y 11, 1779.
Sleepy
Hole
northeast
Ferry
of
Suffolk.
K-256
T h r e e miles east. Benedict A r n o l d , returning from his Richmond
raid, crossed the r i v e r there, J a n u a r y 16, 1781 ; C o r n w a l l i s , going to
Portsmouth, crossed there in J u l y , 1781.
Nansemond
County:
Driver.
K-260
east of
C o u n t y p.
Driver.
Z-112
219
At
Island
K-262
Driver.
Ferry
K-263
N e a r here stood a colonial church, built about 1762. W i l l i a m B r a i d forth, a Scotchman who sided w i t h the colonists i n the Revolution, w a s
chaplain here through the w a r period.
County:
2.3 miles
Fort
Revolutionary Camp
6.2 miles
At
N a n s e m o n d C o u n t y />. 219
Norfolk
Portsmouth.
County:
K-257
Nearby is the site of H a r g r o v e ' s T a v e r n , known as the H a l f w a y
House, w h i c h was built before the Revolution. H e r e Captains K i n g
and D a v i s of the V i r g i n i a militia were surprised by the B r i t i s h , May,
1781, and D a v i s was killed.
Hodges
Nansemond
Driver.
Seven miles northeast on E l i z a b e t h R i v e r . T h e fortifications on
the island were attacked, J u n e 22, 1813, by the B r i t i s h , who were r e pulsed w i t h loss. T h e Portsmouth a r t i l l e r y served w i t h distinction.
H e r e , M a y 11, 1862, the Confederates destroyed the iron-clad M e r r i mac.
Norfolk
County:
2.8 miles west of
Portsmouth.
Markers 1
p. 56
to
At
Catawba.
K-75-88
VIRGINIA
K-255
Hargrove's Tavern
1-4
173
O n this stream, Bennett's Creek, stood the home of R i c h a r d Bennett.
H e w a s one of the commissioners to "reduce" V i r g i n i a after the v i c tory of P a r l i a m e n t i n the c i v i l w a r i n E n g l a n d , 1651, and the first
governor under the C r o m w e l l i a n domination, 1652-55.
Craney
Salem
Virginia
Bennett's Home
Z-70
T h i s institution, one mile northeast, stands on the site of the old
Roanoke R e d Sulphur Springs, w h i c h by 1859 w a s a noted summer
resort. T h e sanatorium w a s established by the general assembly of
V i r g i n i a i n 1908 for the treatment of persons suffering w i t h incipient
tuberculosis. I t opened its doors on J u l y 30, 1909. T h e location w a s
selected for its bracing and healthy climate.
County:
of
Before 1731 J o h n Yeates established two free schools in this neighborhood, one on each side of Bennett's Creek. B y his w i l l , September
18, 1731, he left his property for the use of these schools. T h e y continued until 1861 and were sold in 1866 under an act of legislature.
221
Catawba Sanatorium
Roanoke
Markers
Yeates
Z-209
T h i s place became the county seat when C r a i g County w a s formed
in 1851. T h e courthouse w a s built in 1851 and remodeled i n 1935.
General A v e r e l l passed through N e w Castle i n his raid of December,
1863, and General H u n t e r i n June, 1864. T h e town w a s incorporated
in 1890.
Craig County:
At
Newcastle.
Roanoke
Historical
west
of
Portsmouth.
Nelson
K-265
I n Portsmouth ( N a v a l H o s p i t a l ) stood F o r t Nelson, built i n the
Revolution to protect the Norfolk area. I n M a y , 1779, a B r i t i s h fleet
under S i r George Collier, c a r r y i n g troops under General Matthews,
took the fort, which w a s abandoned by the garrison. T h e B r i t i s h destroyed ships, tobacco and supplies. T h e point was fortified again in
1861.
Near western city limits of
Portsmouth.
Portsmouth
Markers
^
Q-8
pp.
^
series
205-6
Norfolk Markers
No
|
s y m b o l s , pp.
\
199-202
�174
State
Historical
UNITED
From
Markers
STATES
West Virginia
West
Line
Virginia
Clark
of
R O U T E
340
s o u t h to
County:
Berryville.
Z-210
214
Halifax
Marsh
of
County:
C o u n t y p.
C o u n t y p.
Wyliesburg
County:
1 mile north
U-48
216
Z-63
214
p.
Markers
p.
1781
Halifax.
75
F-80-82
74
F-78
Early
of
F-77,
Exploration
p. 74 A t
)
Keysville
\
Berryville.
C h a r l o t t e C o u n t y p. 214
Gettysburg Campaign
J-14
Prince
County:
1 mile north
of
Edward
N o t t o w a y C o u n t y p.
Historic
Q-3-b
From
Danville
Junction
northeast
R O U T E
through
Halifax
to
R t . 15 to K e y s v i l l e , t h e n c e t h r o u g h B u r k e v i l l e ,
Tappahanock
Pittsylvania
Halifax
to
Barnes
S.
Amelia,
Reedville.
C o u n t y p. 220
C o u n t y p.
M-17
County:
At
Burkeville.
Lee's Retreat
Z-62
R-77
A part of Greene's a r m y w a s here i n F e b r u a r y , 1781, j u s t after C o r n w a l l ' s pursuit. H e r e W a s h i n g t o n stopped, June 4, 1791, i n his tour
of the Southern States. H e r e J o h n Randolph of R o a n o k e i n 1827
made one of his great speeches. H e r e General Custer camped i n A p r i l ,
1865.
Halifax County:
At
Halifax.
M-16
T h e U n i o n General O r d reached this place i n the night of A p r i l 5,
1865, to head off L e e . O n A p r i l 6, O r d sent a c a v a l r y force from here
to burn the bridges near F a r m v i l l e and then moved w e s t w a r d w i t h the
T w e n t y - f o u r t h Corps.
Nottoway
216
H i s t o r y at H a l i f a x
Burkeville
360
at U . S . R t . 15, t h e n c e c o i n c i d i n g w i t h U .
R i c h m o n d and
Z-SA
220
T a r l e t o n ' s B r i t i s h c a v a l r y , raiding west, stopped here i n J u l y , 1781.
W h e n railroads were built, the place w a s k n o w n as B u r k e ' s Junction.
T h e U n i o n c a v a l r y m a n K a u t z destroyed the r a i l w a y s here i n June,
1864. Jefferson D a v i s passed through B u r k e v i l l e , going south, A p r i l
3, 1865. G r a n t ' s headquarters were here, A p r i l 6, 1865.
Nottoway
STATES
Z-52
221
Berryville.
B e r r y v i l l e p. 196
UNITED
C o u n t y p.
P r i n c e E d w a r d C o u n t y p. 221
L e e and Longstreet, on their w a y to Gettysburg, camped here, June
18-19, 1863.
Clark
175
J-l
H e r e Mosby attacked Sheridan's supply t r a i n , A u g u s t 13, 1864, capt u r i n g 600 horses and mules and 200 prisoners.
Clark
State P a r k
Halifax
Berryville.
R a i d of M o s b y ' s
Virginia
7.1 miles east of
C a m p a i g n of
A
of
Charlotte
J-2
1.5 miles north
Markers
T h i s p a r k w a s developed by the National P a r k S e r v i c e , I n t e r i o r
Department, through the C i v i l i a n Conservation Corps, i n conjunction
w i t h the V i r g i n i a Conservation Commission. I t covers 1200 acres and
was opened, June 15, 1936. N e a r by is Occaneechee I s l a n d where N a thaniel B a c o n defeated the Indians i n 1676.
N e a r here, i n 1744, Joseph H a m p t o n and his t w o sons, w h i l e pioneering, lived i n a hollow sycamore tree for some months.
Clark
Historical
Staunton R i v e r
p. 223
C o u n t y p.
Buck
State
Virginia
County:
Francisco's
At
Burkeville.
Fight
M-18
A few miles east P e t e r F r a n c i s c o , a soldier i n the V i r g i n i a service,
defeated, singlehanded, nine of T a r l e t o n ' s B r i t i s h dragoons, J u l y , 1781.
Francisco weighed t w o hundred and s i x t y pounds and w a s considered
the strongest man i n V i r g i n i a . A f t e r the Revolution he became doorkeeper of the H o u s e of Delegates. H e died i n 1836.
Nottoway
County:
6 miles northeast
N o t t o w a y C o u n t y p.
Amelia
C o u n t y p.
of
220
212
Burkeville.
Z-48
�176
State
Historical
Markers
of
Virginia
Lee's Retreat
State
County:
.7 mile southwest
Lee's
of
County:
At
M-19
County:
At
Jetersville.
5.3 miles southwest
of
Amelia.
Lee's Retreat
County:
4.8 miles southwest
of
Amelia.
County:
At
Amelia.
A m e l i a C o u n t y p. 212
C h e s t e r f i e l d C o u n t y p.
Hanover
County:
7.8 miles
Mechanicsville.
Z-147
217
0-6
.7 mile southwest
of
Mechanicsville.
Mechanicsville
PA-2
Mechanicsville was held by U n i o n outposts when, i n the early afternoon of June 26, 1862, A . P . H i l l reached it coming from the north.
T h e Unionists were quickly driven back to their position on B e a v e r
D a m Creek. T h e n D . H . H i l l , followed by Longstreet, crossed the
Chickahominy on this road and joined A . P . H i l l .
Hanover
County:
At
Mechanicsville.
Sheridan's R a i d
0-8
Sheridan, moving around Richmond, reached this point on M a y 12,
1864, after a fight, and passed on to the James R i v e r near S h i r l e y .
County:
East
entrance
of
Mechanicsville.
Seven D a y s ' Battles
0-9
H e r e the Confederates attacked the force holding M c C l e l l a n ' s
fortified position on the east bank of B e a v e r D a m Creek, J u n e 26,
1862.
Hanover
County:
.2 mile northeast of
Mechanicsville.
Z-47
Seven D a y s ' Battles
M-10
H e r e Anthony W a y n e took station i n J u l y , 1781, to prevent the
B r i t i s h from moving southward. H e r e , A p r i l 3, 1865, Longstreet's,
H i l l ' s and Gordon's corps of Lee's a r m y , retreating from Petersburg
toward D a n v i l l e , crossed the river.
County:
of
Seven D a y s ' Battles
214
Goode's B r i d g e
Chesterfield
southwest
Seven D a y s ' Battles
M-ll
Lee's a r m y reached A m e l i a , A p r i l 4-5, 1865, moving southward.
H e r e it was delayed by having to forage for food. I n the afternoon
of A p r i l 5, L e e advanced toward Jetersville.
Amelia
1.4 miles
fortifications,
Longstreet's and D . H . H i l l ' s divisions of Lee's a r m y crossed the
river here, in the afternoon of June 26, 1862, to attack the U n i o n force
at Mechanicsville. I t w a s the opening of the Seven D a y s ' Battles.
Hanover
Lee's Retreat
0-5
H e n r i c o C o u n t y p. 217
M-12
N e a r here L e e , moving south toward D a n v i l l e i n the afternoon of
A p r i l 5, 1865, found the road blocked by Sheridan. H e then turned
westward by w a y of A m e l i a Springs, hoping to reach the Southside
( N o r f o l k and W e s t e r n ) R a i l r o a d .
Amelia
County:
M-13
N e a r here, A p r i l 6, 1865, Meade, who was advancing northward on
A m e l i a Courthouse, learned that L e e had turned westward. Meade
sent the Second Corps on the Deatonsville Road, the F i f t h Corps on the
Paineville Road, and the S i x t h Corps on a parallel route.
County:
Henrico
M-15
Lee's Retreat
Amelia
142
H a n o v e r C o u n t y p.
F r o m here U n i o n c a v a l r y moved north on A p r i l 5, 1865, to ascertain
Lee's whereabouts. O n the morning of A p r i l 6, the Second, F i f t h and
S i x t h corps of G r a n t ' s a r m y advanced from Jetersville t o w a r d A m e l i a
Courthouse to attack L e e .
Amelia
p.
O n the hilltops here r a n the outer line of Richmond
1862-1865.
Jetersville.
Lee's Retreat
177
Virginia
Outer Fortifications
T h r e e miles north is A m e l i a Springs, once a noted summer resort.
T h e r e L e e , checked by Sheridan at Jetersville and forced to detour,
spent the night of A p r i l 5-6, 1865.
Amelia
of
Markers
p. 22
SA-29-30
Jetersville.
Retreat
Markers
Richmond
E-2-3
M-14
Sheridan reached here on A p r i l 4, 1865, w i t h c a v a l r y and the F i f t h
Corps, and entrenched. H e w a s thus squarely across Lee's line of r e treat to D a n v i l l e . O n A p r i l 5, G r a n t and Meade a r r i v e d from the
east w i t h the Second Corps and the S i x t h Corps.
Amelia
Historical
east of
Amelia.
Gaines's M i l l
PA-9
Stonewall Jackson, coming from the Shenandoah V a l l e y to j o i n
Lee, crossed the road here in the morning of J u n e 27, 1862. H e met
L e e at W a l n u t Grove C h u r c h not f a r to the south. T h a t afternoon
J a c k s o n joined in the attack that c a r r i e d the position held by P o r t e r
of M c C l e l l a n ' s a r m y on B o a t s w a i n Creek.
Hanover
County:
1.8 miles
northeast
of
Mechanicsville.
�178
State Historical
Markers
of
State Historical
Virginia
B a t t l e of C o l d H a r b o r
Hanover
County:
3.6 miles
Bethesda
northeast
of
Mechanicsville.
Church
County:
4.6 miles northeast
of
8.9 miles
northeast
of
Clark
Home
O-20
About twelve miles east is the site of the original home of the f a m i l y
of George Rogers C l a r k , conqueror of the Northwest. T h e f a m i l y
moved from here to A l b e m a r l e County.
King
E d m u n d Ruffin's G r a v e
County:
0-18
K i l p a t r i c k , coming from the east, burned Confederate stores here,
M a y 5, 1863. Dahlgren, coming from Richmond, crossed the M a t tapony here, M a r c h 2, 1864. Sheridan, returning from his R i c h m o n d
raid, was here, M a y 22-23, 1864, and on his T r e v i l i a n r a i d passed here,
June 7, 1864.
King William County:
At
Aylett.
Mechanicsville.
and Queen
0-24
H e r e at Marlbourne (named for m a r l ) is the grave of E d m u n d
Ruffin, one of the greatest of A m e r i c a n agriculturists. Ruffin moved
here i n 1843 and here c a r r i e d on many of the experiments that made
h i m famous. A n ardent secessionist, he fired the first gun at F o r t
Sumter, A p r i l , 1861, and served i n the Confederate a r m y until i n capacitated by age. H e died i n June, 1865.
Hanover
179
Virginia
0-12
T h i s is the site of O l d Bethesda C h u r c h . H e r e , on M a y 30, 1864, a
part of W a r r e n ' s ( F i f t h ) Corps of G r a n t ' s a r m y , advancing southw a r d , w a s attacked by E a r l y . O n J u n e 2, 1864, E a r l y here attacked
Burnside's ( N i n t h ) Corps.
Hanover
of
Cavalry Raids
O-ll
T h e left of L e e ' s line at C o l d H a r b o r , J u n e 3, 1864, crossed the
road here. T h e main battle took place to the east, where G r a n t a t tacked L e e ' s trenches without success.
Markers
County:
At Saint Stephens
Church.
Where Dahlgren Died
0-21
Colonel U l r i c D a h l g r e n , returning from his r a i d to Richmond, w a s
killed by Confederate soldiers and home guards about twelve miies to
the southeast, M a r c h 2, 1864.
King
and Queen
County:
At Saint Stephens
Church.
Mechanicsville.
Piscataway Church
Cornwallis's Route
0-13
L o r d C o r n w a l l i s , i n the pursuit of L a f a y e t t e that led h i m to the
N o r t h A n n a R i v e r , passed near here, M a y 30, 1781.
Hanover
County:
10.6 miles
northeast
of
Mechanicsville.
H e n r y ' s C a l l to A r m s
King
0-15
One mile east on the r i v e r w a s Newcastle. T h e r e , on M a y 2, 1775,
P a t r i c k H e n r y put himself at the head of the H a n o v e r volunteers and
marched against the r o y a l governor, L o r d Dunmore, who had seized
the colony's powder.
Hanover
County:
11.8 miles
northeast
of
Mechanicsville.
Grant's Crossing
0-14
Some miles west of this spot the four corps of G r a n t ' s a r m y crossed
the r i v e r , M a y 28-29, 1864, moving toward Richmond. T h i s move w a s
followed by the battle of C o l d H a r b o r .
Hanover
County:
11.8 miles
northeast
of
Mechanicsville.
H a n o v e r C o u n t y p. 217
K i n g W i l l i a m C o u n t y p.
Five
Church,
I n 1813
was not
Z-160
218
miles north is M t . Z i o n C h u r c h , successor of P i s c a t a w a y
organized i n 1774, the mother Baptist c h u r c h of the v i c i n i t y .
the congregation occupied a colonial Episcopal church, w h i c h
f a r from the present M t . Z i o n C h u r c h .
and Queen
County:
William
County:
At Central
of Millers
E s s e x C o u n t y p.
Tavern.
Z-166
215
Mattapony Indian T o w n
0-22
T h r e e miles north, on P i s c a t a w a y S w a m p , the Mattapony I n d i a n s
settled after the massacre of 1644. H e r e they lived i n peace until 1668,
when they moved west to the Mattapony R i v e r .
Essex
County:
At Millers
Tavern.
Bacon's Northern Force
0-23
A t P i s c a t a w a y , near here, the northern followers of B a c o n the Rebel
assembled i n 1676. O n J u l y 10, 1676, an action w a s fought w i t h G o v ernor B e r k e l e y ' s supporters, some of w h o m were killed and wounded.
Several houses were burned. P a s s i n g here, the rebels marched south
to the P a m u n k e y R i v e r , where they joined their leader, B a c o n .
County:
At Millers
Tavern.
0-16
T w o miles east w a s R u m f o r d Academy, established i n 1804.
one of the most noted V i r g i n i a schools of its time.
King
1.6 miles southwest
K i n g a n d Q u e e n C o u n t y p. 217
Essex
Rumford Academy
0-41
Garage.
I t was
T a p p a h a n n o c k M a r k e r s p. 78
N-22
p.
78
N-21
�180
State
Historical
Markers
of
State
Virginia
Sabine H a l l
0-45
A mile and a half southeast is Sabine H a l l , built i n 1730 for L a n d o n
Carter, son of Robert ( " K i n g " ) C a r t e r , and one of the noted colonial
homes. I n 1861, the estate passed to E l i z a b e t h C a r t e r , w i f e of D r .
Armistead N . Wellford.
Richmond
County:
.3 mile west
of
Warsaw
0-46
County:
At
Markers
Buchanan
Virginia
C o u n t y p. 213
XL-4
T h i s fertile region w a s k n o w n as R i c h l a n d s from an e a r l y period.
I n 1782 and later R i c h l a n d s w a s a m i l i t i a station for frontier defense.
T h e town was laid off i n 1890, w i t h the coming of the N o r f o l k and
W e s t e r n R a i l r o a d , and w a s incorporated i n 1891. I t is the center of
an agricultural section.
Tazewell
County:
At
Richlands.
B i g C r a b O r c h a r d or W i t t e n ' s F o r t p. 83
C o u n t y p. 221
Z-2
220
p.
Outrages
Tazewell
83
p. 83
River
2.2 miles
west
of
Heathsville.
Bluefield,
Northumberland House and Mantua
UNITED
From
Kentucky
Buchanan
1 mile east of
STATES
Line
JT-12
C o u n t y to
Claypool
460
through
Grundy
H i l l , thence
w i t h U . S . R t . 19 east to B l u e f i e l d .
w e s t of
Heathsville.
R O U T E
southeast
Roanoke;
Burkeville,
thence
Coincides
east
Petersburg
with
through
and
U.
S.
Rt.
Bedford,
Suffolk
to
p.
136
84
C o u n t y p. 223
V i r g i n i a p.
Giles
C o u n t y p.
X-15
Z-222
223
W e s t V i r g i n i a p. 223
Z-211
216
Narrows
KG-22
N a m e d for the n a r r o w s i n N e w R i v e r . T h e place w a s occupied by
Confederate troops under F r e n c h and J a c k s o n i n M a y , 1864. C o m bining w i t h M c C a u s l a n d , they forced the U n i o n General C r o o k to
evacuate B l a c k s b u r g . C r o o k passed here on his w a y to W e s t V i r g i n i a .
T h e N o r f o l k and W e s t e r n R a i l r o a d came i n 1884; the V i r g i n i a n i n
1910. T h e town w a s incorporated i n 1904.
Giles County:
11 east
to
to
Lynchburg,
Norfolk.
F i r s t C o u r t of
At
Narrows.
XB-2S
Giles County
KG-20
About a mile north, in w h a t is now B l u f f C i t y , w a s held the first
court of Giles County, M a y 13, 1806. N e a r by stood the home of
George P e a r i s , the first settler i n this section.
Giles County:
Grundy
p.
X-10
Virginia
N a r r o w s in G i l e s C o u n t y , thence southeast
Christiansburg.
in
coincides
Re-enters
Virginia
Tazewell
F i v e miles northeast is the site of Northumberland House, built by
the third Peter P r e s l e y , who was murdered i n 1750. H e w a s the last
male descendant of the first W i l l i a m P r e s l e y , w h o settled there and
who w a s a burgess as e a r l y as 1647. M a n t u a , near by, w a s built by
James S m i t h , who died i n 1832. I t is a good house of the old V i r g i n i a
type.
County:
X-12
_ W i l l i a m W y n n ' s F o r t p. 84
West
Northumberland
X-16
JT-9
T h i s is a head stream of the Coan R i v e r , w h i c h flows into the P o tomac. O n this r i v e r Captain J o h n S m i t h had an encounter w i t h I n dians i n 1608. M a r y l a n d e r s made the first settlement i n this region
about 1640. I n October, 1814, a force of B r i t i s h troops came up the
Coan R i v e r and marched to H e a t h s v i l l e .
County:
X-14
X-ll
B u r k e ' s G a r d e n p. 83
Northumberland
Z-184
Warsaw.
N o r t h u m b e r l a n d C o u n t y p.
Coan
181
223
Richlands
Indian
Richmond
of
C o u n t y p.
Tazewell
Warsaw.
W h e n Richmond County was formed i n 1692, this place became the
county seat and was k n o w n as Richmond ( C o u n t y ) Courthouse. T h e
present courthouse building w a s erected i n 1748-49. T h e v i l l a g e w a s
renamed W a r s a w about 1846 in sympathy w i t h the P o l i s h struggle
for liberty. I t was the home of Congressman W i l l i a m A . Jones, a d vocate of Philippine independence.
Richmond
Historical
1 mile north of
Pearisburg.
�182
State
Historical
Markers
of
Virginia
State
Pearisburg
County:
At
Markers
of
Virginia
KG-21
T h e town was laid off i n 1806 when Giles County was formed, and
named for Captain George P e a r i s , early settler. Established i n 1808,
it w a s first incorporated i n 1835, and reincorporated i n 1914. H e r e ,
in M a y , 1862, U n i o n troops under Colonel R u t h e r f o r d B . H a y e s were
defeated by Confederates under General H e n r y H e t h . T h e present
courthouse was erected i n 1836.
Giles
Historical
C o l o n i a l M a n s i o n S i t e p.
56
56
I-ll-b
p.
56
K-88
Old
Salem
Inns
Pearisburg.
New
River
56
K-75
56
K-76
KG-19
A b r a h a m Wood, who lived at F o r t H e n r y ( P e t e r s b u r g ) , possibly
visited this stream i n 1654. I t w a s reached by B a t t s and F a l l a m , sent
by Wood, on September 13, 1671. L o n g k n o w n as Wood's R i v e r , i t
came to be called N e w R i v e r .
Giles County:
3 miles east of
Old
KG-17
3 miles east of
1
\
R o a n o k e C o u n t y p.
C o u n t y p.
Montgomery
216
C o u n t y p.
Z-83
At
C o u n t y p.
County:
Meadow Massacre
At
south
KG-10
entrance
of
T h e large knoll three hundred yards to the east is an I n d i a n mound.
I t is supposed to have been built by some tribe of the Siouan race
which later w a s driven westward.
Bedford
County:
12 miles
C h r i s t i a n s b u r g p. 57
Vause
p. 57
C o u n t y p.
of
Bedford.
I-2-a-b
K-73
221
Fort
K-121
Hunter's Bivouac
K-72
M o n t g o m e r y C o u n t y p. 219
Roanoke
west
N e a r here stood a fort, or blockhouse, built for protection against
Indian attacks. I n this fort M r s . W i l l i a m Ingles took refuge after her
escape from captivity among the Indians i n the spring of 1756.
Bedford
County:
11 miles west of
Bedford.
Blacksburg.
V i r g i n i a P o l y t e c h n i c I n s t i t u t e p. 57
Fort
K-119
Blacksburg.
H e r e a settlement was made by the Ingles and D r a p e r families i n
1748. I t was attacked i n J u l y , 1755, about the time of Braddock's
Defeat, by Indians, who k i l l e d or captured every person found. C o l o nel James Patton was among the slain. M r s . D r a p e r and M r s . W i l liam Ingles were carried into captivity.
Montgomery
213
Indian Remains
I-2-c-d
Colonial
Draper's
Z-68
213
C o u n t y p.
Bedford
219
A state college of agriculture, engineering and business, established
in 1872, as a land-grant college, on the site of the D r a p e r ' s Meadows
massacre of 1755. I t s founding marked the beginning of scientific a g r i cultural and industrial instruction i n V i r g i n i a . T h e college includes
agricultural and engineering experiment stations.
County:
213
Pearisburg.
Virginia Polytechnic Institute
Montgomery
Z-216
221
C o u n t y p.
Botetourt
Botetourt
Giles
p.
p. 56
K-95-116
I n this v i c i n i t y C h r i s t i a n Snidow, pioneer, established a f e r r y over
the r i v e r in 1786, and built a house in 1793.
County:
Lutheran Church
Roanoke Markers
Pearisburg.
Snidow's F e r r y
Giles
K-74
R o a n o k e C o l l e g e p.
G e n e r a l A n d r e w L e w i s p.
D i s c o v e r y of
183
Z-105
K-130
N e a r here General H u n t e r , on his retreat from L y n c h b u r g , halted
for the night of J u n e 18, 1864. H e resumed his retreat early i n the
morning of June 19.
Bedford
County:
3 miles west of
P e a k s of
Otter
Bedford.
Road
K-136
T h i s road was followed by General H u n t e r when he crossed the
Blue Ridge at the P e a k s of Otter and came to Bedford en route to
L y n c h b u r g , J u n e 16, 1864.
Bedford
County:
At
Bedford.
�184
State Historical
Markers
of
Virginia
H o m e of J o h n Goode
State Historical
K-132
H e r e is the home of J o h n Goode, political leader, born 1829, died,
1909. Goode was a member of the secession convention of 1 8 6 1 ; of the
Confederate Congress and of the United States Congress; Solicitor
General of the U n i t e d S t a t e s ; president of the V i r g i n i a constitutional
convention of 1901.
Bedford
County:
At
Markers
of
Virginia
Mount Athos
K-148
T w o miles north are the ruins of Mount A t h o s , or Buffalo L i c k
Plantation. T h e house w a s built in 1796 by W i l l i a m J . L e w i s , who
commanded a corps of mountain riflemen at the siege of Y o r k t o w n i n
1781.
Campbell County:
6 miles east of
Lynchburg.
Bedford.
Oxford Furnace
Bedford
K-134
T h i s place became the county seat of Bedford when it was moved
from N e w London in 1782. F i r s t called L i b e r t y (incorporated i n
1839), the town changed its name to Bedford C i t y i n 1890 and to B e d ford i n 1912. A t h i r d courthouse, built i n 1834, was replaced by the
present building in 1930. T h e U n i o n General H u n t e r , w i t h his a r m y ,
passed here i n June, 1864, on his w a y to L y n c h b u r g , and repassed on
his retreat.
Bedford County:
At
Bedford.
St. Stephen's C h u r c h
K-140
H a l f a mile north is S t . Stephen's C h u r c h , built about 1825 under
R e v . Nicholas Cobb, later Bishop of A l a b a m a . I n the old cemetery
here many members of early families of the community are buried.
Bedford
County:
8 miles west of
County:
6.5 miles
west
Campbell
County:
of
Lynchburg.
B e d f o r d C o u n t y p. 213
pp.
Campbell
Chestnut
197-9
M-60
County:
Hill
4 miles east of
At
Concord.
The
C o u n t y p.
Z-58
212
Last Fight
K-156
T w o miles north, at sunrise of A p r i l 9, 1865, F i t z L e e and Gordon,
moving westward, attacked Sheridan's position. T h e attack was r e pulsed, but a part of the Confederate c a v a l r y under Munford and
Rosser broke through the U n i o n line and escaped. T h i s w a s the last
action between the A r m y of N o r t h e r n V i r g i n i a and the A r m y of the
Potomac.
County:
At
Appomattox.
K-157
K-146
Lynchburg.
County:
Appomattox
At
Appomattox.
C o u n t y p. 212
P r i n c e E d w a r d C o u n t y p.
Z-56
221
State T e a c h e r s C o l l e g e at F a r m v i l l e p. 23
Lynchburg.
T w o miles north is Chestnut H i l l , home of Charles L y n c h , S r . ,
father of J o h n L y n c h , founder of L y n c h b u r g , and of Charles L y n c h ,
Revolutionary soldier. Charles L y n c h , S r . , died in 1753 and is supposed to be buried at Chestnut H i l l .
Campbell
County:
S u r r e n d e r at A p p o m a t t o x
T h e earthwork on the hilltop two hundred yards to the east w a s
thrown up as a part of the system of defenses for L y n c h b u r g , 1861-65.
The city was an important supply base and railroad center.
of
K-152
A t the M c L e a n house at Appomattox, two miles north, took place
the meeting between L e e and G r a n t to arrange terms for the surrender
of the A r m y of N o r t h e r n V i r g i n i a . T h i s was at 1 :30 P . M . on Sunday,
A p r i l 9, 1865.
L y n c h b u r g Defenses
entrance
Concord.
C a m p b e l l C o u n t y p. 213
Appomattox
Eastern
of
Z-117
213
Lynchburg Markers
Q-6 series
west
T h e first railroad t r a i n passed this station i n 1854. I n 1864, the s t a tion building and the Confederate commissary here were burned by
the U n i o n General H u n t e r . T h i s was the extreme eastern limit of
H u n t e r ' s raid.
Appomattox
C a m p b e l l C o u n t y p.
2 miles
Concord Station
K-138
A mile and a half south is Poplar F o r e s t , T h o m a s Jefferson's B e d ford estate. H e came here in June, 1781, after his term as governor
expired, and while here was thrown from a horse and injured. D u r i n g
his recovery he wrote his "Notes on V i r g i n i a " .
K-150
A c r o s s the stream stood O x f o r d F u r n a c e , conducted i n the R e v o l u tion by James C a l l o w a y to supply m i l i t a r y materials. I r o n mines
were near by. T h e furnace w a s operated until 1875, the m i l l until 1900.
Appomattox
Lynchburg.
Poplar Forest
Bedford
185
1-15
A c t i o n of H i g h B r i d g e
M-30
T h r e e miles north took place the engagement of H i g h Bridge, A p r i l
7, 1865. Lee's rear guard at the bridge head on the west bank of the
Appomattox was driven off by the Second Corps of G r a n t ' s a r m y
after setting fire to the bridge.
Prince
Edward
County:
At
Rice.
�State
186
State
Historical
Markers
of
Historical
Markers
Lee's
B a t t l e of S a i l o r ' s
Creek
M-25
S i x miles north took place the battle of S a i l o r ' s Creek, A p r i l 6,
1865. L e e ' s army, retreating w e s t w a r d from A m e l i a Courthouse to
F a r m v i l l e by w a y of Deatonsville, w a s attacked by Sheridan, who
surrounded E w e l l ' s Corps. A f t e r a fierce action the Confederates were
overpowered. E w e l l , eleven other generals, and several thousand men
were captured. T h i s w a s the last m a j o r engagement between L e e ' s and
Grant's armies.
Prince
Edward
County:
of
At
Retreat
K-305
H e r e the Confederates, under General H e t h , made a gallant stand,
A p r i l 2, 186S, but were finally overwhelmed. T h e loss of this point cut
Lee's r a i l w a y connection w i t h D a n v i l l e . O n A p r i l 3, G r a n t and Meade
camped here i n pursuit of L e e .
Dinwiddie
County:
.2 mile east of
Sutherland.
C e n t r a l S t a t e H o s p i t a l p. 25
Burkeville
C o u n t y p. 221
C o u n t y p.
Nottoway
Petersburg
Creek, M-26, p. 192.
Prince Edward
Markers
Z-53
Markers
)
pp. 202-4
|
series
P r i n c e G e o r g e C o u n t y p. 221
220
C o u n t y p.
Sussex
p. 175
M-17-16
Nottoway Courthouse
K-170
N e a r here the Confederate c a v a l r y m a n , W . H . F . L e e , interposed
between W i l s o n and K a u t z raiding to B u r k e v i l l e and fought a sharp
action, June 23, 1864. W i l s o n then started on his return to Grant's
a r m y . G r a n t passed here w i t h a part of his a r m y i n pursuit of L e e ,
A p r i l 5, 1865. H e r e he received w o r d from Sheridan that the latter
was at Jetersville across L e e ' s line of retreat.
County:
.2 mile west of
Nottoway.
County:
Blackstone
At
Blackstone.
Marker
p.
SM-2
104
Nottoway
C o u n t y p.
Dinwiddie
)
County:
220
Z-191
217
Campaign
UT-20
Longstreet crossed the r i v e r here and advanced on Suffolk, held by
a U n i o n garrison, A p r i l 10, 1863. T h e siege of S u f f o l k followed.
of Wight
County:
6.3 miles
northwest
of
Windsor.
west
215
of
I s l e of W i g h t C o u n t y p. 217
Nansemond
C o u n t y p.
County:
4.6 miles northwest
S i e g e of
UT-28
K-307
of
Suffolk.
S u f f o l k p. 47
E a r l y H i s t o r y of
Sutherland.
Z-243
219
Cavalry Skirmish
Z-39
Five Forks
4.9 miles
C o u n t y p.
Wight
Suffolk
Nansemond
F o u r miles south is the battlefield of F i v e F o r k s . T o that point
Pickett retired from Dinwiddie Courthouse i n the night of M a r c h 3 1 ,
1865. Sheridan, following, attacked h i m i n the afternoon of A p r i l 1,
1865. T h e Confederates, outnumbered and surrounded, were overwhelmed
T h i s defeat broke L e e ' s line of defense around Petersburg
and forced h i m to retreat.
Dinwiddie
of
N e a r here, December 28, 1862, Confederate c a v a l r y attacked U n i o n
vedettes and drove them i n . T h e U n i o n i s t s , reinforced, repulsed the
attack.
)
C o u n t y p.
B a t t l e of
Z-268
222
County^.
K-172
A tobacco center, o r i g i n a l l y k n o w n as " B l a c k ' s and W h i t e ' s " for
r i v a l tavern-keepers. T h e U n i o n General W i l s o n passed here on the
raid of June, 1864. General O r d , w i t h a corps of Grant's a r m y , spent
the night of A p r i l 5-6, 1865, here. T h e name of the town w a s changed
to Blackstone about 1885; it w a s incorporated i n 1888. Blackstone
College for girls is here.
Nottoway
223
S o u t h a m p t o n C o u n t y p. 222
Isle
Isle
Blackstone
Z-240
S u s s e x C o u n t y p. 223
Southampton
Nottoway
1-6
Rice.
QA
See Battle of Sailor's
187
Virginia
Virginia
S i e g e of
K-259
S u f f o l k p. 47
Suffolk
K-251
K-2S2
T h e town, occupied by U n i o n troops on M a y 12, 1862, w a s strongly
fortified. T h e Confederate General Longstreet, detached from L e e ' s
a r m y , besieged it on A p r i l 11, 1863. R e c a l l e d by L e e , Longstreet w i t h drew from Suffolk on M a y 3, 1863, too late to take part i n the battle
of Chancellorsville.
Nansemond
County:
1.7 miles
east of
Suffolk.
�188
State Historical
UNITED
Markers
STATES
of
Virginia
ROUTE
State Historical
501
via L y n c h b u r g , Brookneal, Halifax and South Boston
to N o r t h C a r o l i n a L i n e .
A m h e r s t C o u n t y p.
Virginia
189
R.79
B u i l t about 1789 by Captain B e r r y m a n Green, a quartermaster i n
Washington s a r m y at V a l l e y F o r g e and later a deputy clerk of H a l i f a x County.
Halifax
Z-19
County:
2 miles south
of
Halifax.
H a l i f a x C o u n t y p. 216
212
A m h e r s t C o u n t y p. 212
Bedford County p .
of
Green's F o l l y
F r o m i n t e r s e c t i o n U . S . R t . 60 at B u e n a V i s t a s o u t h
R o c k b r i d g e C o u n t y p. 222
Markers
N o r t h C a r o l i n a p.
Z-140
219
Z-66
213
UNITED
B e d f o r d C o u n t y p. 213
C a m p b e l l C o u n t y p.
Z-67
213
From
West
STATES
Virginia Line
ROUTE
northwest
522
of
Winchester
south through Winchester, F r o n t R o y a l , Massies C o r ner, C u l p e p e r , M i n e r a l , G o o c h l a n d to i n t e r s e c t i o n U . S .
L y n c h b u r g M a r k e r s p. 184
pp.
Q-6 series
R t . 60 near P o w h a t a n .
M-60
197-9
Old Rustburg
W e s t V i r g i n i a p. 223
F r e d e r i c k C o u n t y p. 216
Winchester Markers
Q - 4 s e r i e s pp. 207-8
J-3-4
p. 39
R-62
T h e place was named for J e r e m i a h R u s t , who patented land here i n
1780. T h e first courthouse of Campbell County was built here i n 1783;
the present building was erected about 1848. T h e old " F o u n t a i n H o t e l "
was built i n 1795 and has been conducted by the F i n c h f a m i l y ever
since.
Campbell County:
At
Rustburg.
Shady Grove
County:
At
Gladys.
C a m p b e l l C o u n t y p. 213
H a l i f a x C o u n t y p.
Z-65
County:
Married Lincoln
2 miles south
47
D e f e n s e s of W i n c h e s t e r
J-16
T h e fort on the hilltop to the north is one of a chain of defenses
commanding the crossings of the Opequon. I t was constructed by
M i l r o y i n 1863.
Frederick
County:
4 miles south
of
Winchester.
of
Halifax.
F r e d e r i c k C o u n t y p. 216
C l a r k C o u n t y p. 214
Z-123
R e c r e a t i o n a l C e n t e r of F r o n t R o y a l
J-12
R-77
R-80
H e r e lived R e v . C h a r l e s A . Dresser, rector of A n t r i m P a r i s h and
builder of S t . M a r k ' s C h u r c h , 1828. Dresser left this parish i n 1838
for P e o r i a , Illinois, whence he moved to Springfield. T h e r e he married
A b r a h a m L i n c o l n to M a r y T o d d , November 4, 1842.
Halifax
p.
A-5
216
H i s t o r y at H a l i f a x p. 174
Minister W h o
Q-4-d
R-12
T w o miles east is Shady Grove, built by P a t r i c k H e n r y for his son,
Spotswood H e n r y .
Campbell
Z-215
T h e lands in
munity by M r .
were developed
the Department
tion Corps.
this p a r k were presented to the people of this comand M r s . W i l l i a m E . C a r s o n and the p a r k facilities
under the supervision of the National P a r k S e r v i c e of
of the Interior by enrollees of the C i v i l i a n C o n s e r v a -
Warren
County:
1.1 miles north
of
Riverton.
�190
State
Historical
Markers
of
Virginia
State
Guard's H i l l Affair
J-11
General F i t z L e e ' s c a v a l r y , supported by a brigade of K e r s h a w ' s
infantry, detached from Anderson's Corps at F r o n t R o y a l , near here
attacked M e r r i t t of Sheridan's c a v a l r y , A u g u s t 16, 1864. M e r r i t t , on
being reinforced, drove the Confederates back across the r i v e r .
He
then withdrew towards Charlestown.
Warren
County:
.2 mile north of
.5 mile north of Front
Royal.
Culpeper
County:
John
At Front
Front
At Front
p.
S.
Barbour's
At western
County:
Cavalry
C-4, p. 154
63
J-6
entrance
of
Culpeper.
Z-279
220
W-213
G o o c h l a n d C o u r t h o u s e p. 38
SA-10
VIRGINIA
\
ROUTE
603
County)
Z-173
C o u n t y p.
221
A c t i o n of N a n c e ' s S h o p
Campaign
J-2S
5 miles south of Front
Royal.
PH-6
I n this v i c i n i t y the U n i o n c a v a l r y m a n , Gregg, guarding a r m y trains
"o^ "^
g>
attacked by W a d e Hampton, J u n e 24,
1864. G r e g g w a s driven back toward C h a r l e s C i t y Courthouse, but
the wagon trains crossed the J a m e s safely. T h i s action closed the
c a v a l r y campaign that began at T r e v i l i a n s , J u n e 11-12, 1864.
1
0
P e t e r s b u r
Charles
City
w
a
s
County:
13.4 miles southeast
of Seven
Pines.
Engagement
At
Sperryville
VIRGINIA
Pope's A r m y
of
Virginia
J-29
H e r e w a s organized, from the troops of F r e m o n t , B a n k s and M c D o w e l l , the U n i o n a r m y of V i r g i n i a , J u n e 26, 1862.
Rappahannock
Birthplace
Royal.
E w e l l ' s Corps of L e e ' s a r m y passed here going north, J u n e 11-12,
1863; H i l l ' s Corps, J u n e 19.
Rappahannock
Culpeper.
J-8
W a r r e n C o u n t y p. 223
Gettysburg
of
J a c k J o u e t t ' s R i d e p. 98
(Charles City
Rappahannock
J-10
entrance
O r a n g e C o u n t y p.
Marker J
Royal
JD-2
At western
County:
Royal.
C a p t u r e of F r o n t R o y a l
County:
Men
C u l p e p e r C o u n t y p. 214
Stonewall J a c k s o n , moving against B a n k s , captured this town f r o m
a U n i o n force under Colonel K e n l y , M a y 23, 1862.
Warren
191
J-17
T h e first M a r y l a n d Regiment, U . S . A . , w a s a part of the force
holding this town when it w a s attacked by Stonewall J a c k s o n , M a y
23, 1862. W i t h J a c k s o n w a s the F i r s t M a r y l a n d Regiment, C . S. A .
T h e two regiments were a r r a y e d against each other.
County:
Minute
Virginia
J u s t to the south stood " C a t a l p a " , birthplace of J o h n Strode B a r b o u r ,
December 29, 1820. B a r b o u r w a s a member of the House of R e p r e sentatives; chairman of the state Democratic committee
1883-90;
United States Senator, M a r c h 4, 1889 until his death on M a y 14, 1892.
Culpeper
Brother Against Brother
Warren
of
O n the h i l l to the south the famous Culpeper Minute M e n were o r ganized, 1775. J o h n M a r s h a l l , later Chief Justice of the Supreme
Court, w a s a lieutenant.
J-9
N e a r this spot several of Mosby's men were executed by order of
General Custer, September 23, 1864.
County:
Culpeper
Markers
Riverton.
Mosby's Men
Warren
Historical
County:
Rappahannock
At
Sperryville.
C o u n t y p.
C u l p e p e r C o u n t y p.
221
214
Z-175
(Culpeper
R O U T E
613
County)
Stuart's Ride A r o u n d Pope
C-8
S t u a r t , starting here w i t h his c a v a l r y on A u g u s t 22, 1862, rode
around Pope's a r m y to Catlett's Station. H e destroyed supplies and
a r m y material and captured Pope's headquarters wagons.
Culpeper
County:
6 miles west
of
Warrenton.
�192
State
Historical
Markers
VIRGINIA
(Russell
of
State
Virginia
ROUTE
Markers
VIRGINIA
615
( F a u q u i e r and
County)
Russell's
Historical
Virginia
ROUTE
Loudoun
193
626
Counties)
X-7
Fauquier
C o u n t y p. 215
O n the h i l l to the north stood R u s s e l l ' s F o r t , an important link i n
the chain of forts built to protect settlers on C l i n c h R i v e r in the I n dian W a r of 1774. W i l l i a m R u s s e l l , who established it, w a s a p r o m inent soldier of the Revolution.
Loudoun
County
Russell
County:
Fort
of
At
(Amelia
B a t t l e of S a i l o r ' s
ROUTE
ROUTE
(Grayson
617
County)
County)
(Sayler's) Creek
M-26
(Sayler's)
Grayson
County:
3 miles west
of
VIRGINIA
ROUTE
(Patrick
Vineyard Tract
York
County:
1.4 miles
County:
1 mile north
of
Fayerdale.
ROUTE
Hanover and
on Secondary
AS-1
Road
650
Henrico
Counties)
Dahlgren's Raid
County)
T h i s park was developed by the National P a r k Service, I n t e r i o r
Department, through the C i v i l i a n Conservation Corps, in conjunction
with the V i r g i n i a Conservation Commission. I t covers 5,000 acres and
was opened, June 15, 1936. I t takes it's name from the f a i r y , or lucky,
stones found everywhere i n this area.
Patrick
W-46
east of Williamsburg,
No. 641.
VIRGINIA
623
F a i r y Stone State P a r k
641
One mile north of the highway, an experimental f a r m for the culture
of grapes was established by the V i r g i n i a government i n 1769. O n
this tract stood a hospital of the F r e n c h - A m e r i c a n a r m y , 1781.
(Goochland,
ROUTE
Galax.
County)
Creek
A t the same time another engagement took place two miles north,
on the main S a i l o r ' s ( S a y l e r ' s ) Creek, where Gen. J o h n B . Gordon
repulsed pursuing U n i o n troops. H e lost most of his wagons but saved
the m a j o r i t y of his men. A t this time Gen. Robert E . L e e w a s r e treating from Petersburg toward D a n v i l l e , closely followed by Gen.
Grant. L e e lost half of his troops i n these two memorable rearguard
actions, w h i c h foreshadowed the surrender at Appomattox three days
later.
(over)
Amelia County:
5 miles northeast of Rice.
See Battle of Sailor's Creek, M-25, p. 186.
VIRGINIA
U-25
H e r e at O l d T a v e r n , in 1794, w a s built the first courthouse of G r a y son County. T h e land was donated by F l o w e r S w i f t . A second courthouse was built i n 1838. T h e county seat was removed to Independence about 1850.
(York
Sailor's
640
F i r s t C o u n t y Seat
T h i s is the H i l l s m a n House, used by the Unionists as a hospital i n
the engagement of A p r i l 6, 1865. F r o m the west side of the creek
the Confederates charged and broke through the U n i o n infantry, but
were stopped by the batteries along the hillside here. A mass s u r render followed, including a corps commander, Gen. R . S . E w e l l ,
several other generals, many colonels, about 7000 r a n k and file and
several hundred wagons. I t was the largest unstipulated surrender of
the w a r .
(over)
B a t t l e of
Z-181
218
Castlezvood.
VIRGINIA
VIRGINIA
p.
SA-27
H e r e Colonel U l r i c Dahlgren, U n i o n c a v a l r y m a n , raiding to R i c h mond, hanged a N e g r o on a tree beside the road, M a r c h 1, 1864. D a h l gren planned to cross the James R i v e r in this vicinity and enter R i c h mond from the south. A Negro guided the raiders to a ford but the
water was too high for crossing. D a h l g r e n thought the guide had deceived him.
Goochland
County:
9 miles west
of
Richmond.
�194
State
Historical
Markers
VIRGINIA
of
ROUTE
(Chesterfield
State
Virginia
4.1 miles west
ROUTE
(Fauquier
Richmond
County:
Neavil's
670
Ash
Ordinary
BX-7
Fauquier
County:
4 miles east of
Albemarle
County:
ROUTE
ROUTE
of
Campaign
of
JE-15
County:
Lee
County:
10.2 miles southwest
of
Jonesville.
ROUTE
802
County)
688
Leeton Forest
Second Manassas
of
K-6
T h i s Baptist church, a mile southeast, is the oldest church i n L e e
County. I t w a s organized i n 1800; the original site w a s on P o w e l l ' s
R i v e r , a short distance west. James K i n n e y w a s the first pastor. T h e
church was removed to the present site i n 1822.
County)
12 miles west
758
Criglersville.
CB-1
H e r e L e e and Longstreet, on their w a y to j o i n J a c k s o n then at
B r i s t o e Station, camped on A u g u s t 26, 1862.
Fauquier
Charlottesville.
County)
(Fauquier
ROUTE
(Fauquier
of
R O U T E
VIRGINIA
VIRGINIA
FL-8
T h o m p s o n Settlement C h u r c h
County)
1 mile northwest
Lawn
670
J u s t to the north, on the night of November 25, 1862, Stonewall
Jackson, w i t h his corps, camped. H e w a s on his w a y to j o i n L e e at
Fredericksburg.
County:
695
Warrenton.
A C a m p of S t o n e w a l l J a c k s o n ' s
Madison
Warsaw.
County)
4 miles south
(Lee
(Madison
of
H o m e of James Monroe, fifth President of the U n i t e d States, from
1799 until O a k H i l l w a s built. T h e house w a s designed by T h o m a s
J e f f e r s o n ; the rear part w a s constructed under his plans, 1794-1799.
I t w a s first occupied by the Monroe f a m i l y on November 23, 1799.
T h e place was i n a neighborhood that included Monticello and the
homes of other such noted men as W i l l i a m S h o r t and P h i l i p Mazzei.
VIRGINIA
VIRGINIA
J-73
4.1 miles north
VIRGINIA
N e a r here stood George N e a v i l ' s O r d i n a r y , built at a n e a r l y date
and in existence as late as 1792. George W a s h i n g t o n and George
W i l l i a m F a i r f a x on their w a y to the Shenandoah V a l l e y stopped here
in 1748.
690
N e a r here is Menokin, home of F r a n c i s Lightfoot L e e , signer of the
Declaration of Independence.
L e e w a s a member of the Continental
Congress from 1775 to 1779 and died at Menokin i n 1797.
Chesterfield.
County)
195
County)
(Albemarle
VIRGINIA
Virginia
Menokin
S-16
of
of
ROUTE
(Richmond
County)
T h i s p a r k of 7604 acres w a s originally k n o w n as the S w i f t C r e e k
Recreational A r e a . I t s purchase i n 1934 and subsequent development
by the federal government were w i t h the understanding that eventually
the State would accept and maintain the property, incorporating i t
into its P a r k System. O n J u n e 6, 1946 the V i r g i n i a Conservation
Commission dedicated the park, naming it for the I n d i a n princess
Pocahontas.
County:
Markers
VIRGINIA
655
Pocahontas State P a r k
Chesterfield
Historical
Warrenton.
G-2
H a l f a mile east is the site of Leeton F o r e s t , latter-day home of
Charles L e e , A t t o r n e y General i n Washington's and A d a m s ' cabinets,
1795-1801. T h e tract was patented by T h o m a s L e e , of S t r a t f o r d , i n
1718 and descended to his son, R i c h a r d H e n r y L e e , , Revolutionary
leader. T h e latter's daughter A n n e m a r r i e d C h a r l e s L e e , w h o obtained title to the property i n 1803, and who died here i n June, 1815.
Fauquier
County:
.5 mile south
of
Warrenton.
�196
State Historical
Markers
BERRYVILLE
of
Virginia
State Historical
MARKERS
Q-3-a-b-c-d
T h e town w a s laid out i n 1798 on land of B e n j a m i n B e r r y and w a s
first known as Battletown. H e r e at " A u d l e y " l i v e d Nellie Custis,
Washington's adopted daughter. H e r e at " S o l d i e r ' s R e s t " lived G e n eral Daniel Morgan, who built " S a r a t o g a " . H e r e L e e ' s a r m y camped
on the w a y to Gettysburg. N e a r here many engagements occurred,
1862-64.
MARKERS
Cappahosic
Q-10-a
Seven and one-half miles southwest is Cappahosic, where a f e r r y
was established early i n the eighteenth century. O n the old charts,
this Indian district lay between Werowocomoco and T i m b e r n e c k Creek.
P o w h a t a n is said to have offered it to Capt. J o h n S m i t h for " t w o
great guns and a grindstone". J o h n Stubbs patented the Cappahosic
tract in 1652 and 1702 and a few years later built "Cappahosic H o u s e " ,
w h i c h has clipped gables and inside chimneys w i t h eight unique corner
fireplaces.
Gloucester County:
At
Gloucester.
Cappahosic
Intersection
County:
CHARLOTTESVILLE
Charlottesville
of
197
Gloucester.
MARKERS
a: High Street near Hazel Street
intersection,
I
Same
b: Monticello Road at Henderson and Ervin
factory, ( i n s c r i p t i o n
d: U.S. Rt. 29 near Piedmont Avenue
intersection.
Street
and Lexington
Ave.
MARKERS
Q-5-a
T h i s , the former home of M a j o r W . T . Sutherlin, is regarded as the
last capital of the Confederacy, A p r i l 3-10, 1865. H e r e President
D a v i s stayed and here was held the last full cabinet meeting, B r e c k i n ridge alone being absent. T h e establishment of the Confederate g o v ernment in D a n v i l l e ended when the news of L e e ' s surrender a r r i v e d
on A p r i l 10.
At Sutherlin
Avenue
and Main
Street,
Danville.
W r e c k of the O l d 97
Q-5-b
H e r e , on September 27, 1903, occurred the railroad w r e c k that i n spired the popular ballad, " T h e W r e c k of the O l d 97". T h e southbound mail express t r a i n on the Southern R a i l r o a d left the t r a c k s
on a trestle and plunged into the ravine below. N i n e persons were
killed and seven injured, one of the worst t r a i n w r e c k s i n V i r g i n i a
history.
Between
Pickett
and Farrar
LYNCHBURG
Streets,
Danville.
MARKERS
Fort Early
Q-6-1
T h e redoubt is part of the outer L y n c h b u r g defenses, June, 1864.
General E a r l y a r r i v e d w i t h the Second Corps of L e e ' s a r m y i n the
afternoon of June 17. T h e redoubt (erected by E a r l y ) w a s occupied
by part of R a m s e u r ' s and Gordon's divisions. T h e U n i o n General
H u n t e r attacked in the afternoon of June 18. Repulsed, he began to
retreat in the night of June 18-19, followed by E a r l y .
Fort Avenue,
Q-l-a-b-d
T h e site was patented by W i l l i a m T a y l o r i n 1737. T h e town w a s
established by l a w i n 1762, and w a s named for Queen Charlotte, wife
of George I I I . Burgoyne's a r m y , captured at Saratoga i n 1777, w a s
long quartered near here. T h e legislature was in session here, i n June,
1781, but retired w e s t w a r d to escape T a r l e t o n ' s raid on the town.
Jefferson, who lived at Monticello, founded the U n i v e r s i t y of V i r g i n i a
in 1819.
Q-l-1
L a s t Confederate Capitol
Q-10-b
7.5 miles southwest
High
DANVILLE
H e r e is Cappahosic, where a f e r r y w a s established early i n the
eighteenth century. O n the old charts, this Indian district l a y between
Werowocomoco and T i m b e r n e c k Creek. P o w h a t a n is said to have
offered it to Capt. J o h n S m i t h for " t w o great guns and a grindstone".
J o h n Stubbs patented the Cappahosic tract i n 1652 and 1702 and a
few years later built this the "Cappahosic H o u s e " , w h i c h has clipped
gables and inside chimneys w i t h eight unique corner fireplaces.
Gloucester
Virginia
T r a d i t i o n says that under this oak the B r i t i s h c a v a l r y m a n , B a n a s t r e
T a r l e t o n , pitched his tent on his r a i d to Charlottesville, June 4, 1781.
H e attempted to capture Governor Jefferson and the legislature, but
Captain J a c k Jouett, by taking a shorter route, a r r i v e d in time to w a r n
the patriots of their danger.
V a . C. & D . Com., 1930.
J a c k Jouett Chapter, D . A . R .
a and c: East and West entrances on Va. Rt. 7.
I
Same
b: North entrance on U.S. Rt. 340.
I inscription
d: South entrance on Va. Rt. 12.
CAPPAHOSIC
of
Tarleton's Oak
Berryville
Clarke County
Markers
near Early
Monument,
Lynchburg.
Fort McCausland
Q-6-2
T h e fort on the h i l l here was constructed by General J . A . E a r l y
to protect the approach to L y n c h b u r g from the west. U n i o n c a v a l r y
skirmished w i t h the Confederates along the road immediately west
of the fort. T h e U n i o n i s t s , driven back by General M c C a u s l a n d , were
unable to enter the city from this direction.
Langhorne
Road,
about 1200 feet west
of Clifton
Street,
Lynchburg.
�State Historical
198
Markers
of
State Historical
Virginia
I n n e r D e f e n s e s , 1864
On 12th Street,
between
Fillmore
and Floyd
Streets,
Lynchburg.
Inner Defenses
of
Miller-Claytor
Q-6-3
H e r e r a n the inner line of L y n c h b u r g defenses t h r o w n up by G e n eral D . H . H i l l i n J u n e , 1864. General J o h n C . B r e c k i n r i d g e , confronting General H u n t e r i n the Shenandoah V a l l e y , made a forced
m a r c h to forestall H u n t e r . H i l l constructed a shallow line of trenches,
occupied by B r e c k i n r i d g e , and hospital convalescents and home guards.
I t became a reserve line when General E a r l y a r r i v e d .
Markers
Virginia
199
House
Q-6-10
T h i s building formerly stood at E i g h t h and C h u r c h Streets. I t now
stands one block north.
I t w a s built by J o h n M i l l e r about 1791.
T h o m a s W i a t t bought the house, long k n o w n as the " M a n s i o n H o u s e " .
Samuel C l a y t o r purchased it i n 1825. F o r many years doctors' offices
were here. F o r ninety years the house w a s owned by the Page family.
T h e L y n c h b u r g H i s t o r i c a l Society moved and restored it.
At Rivermont
Avenue
and Ash
Street,
Lynchburg.
Lynchburg
Q-6-4
Q-6-11
A line of shallow entrenchments extended across Bedford Avenue
near this spot, m a k i n g connection w i t h other trenches crossing the
present Southern R a i l r o a d . These w o r k s protected L y n c h b u r g f r o m
entrance by the L e x i n g t o n T u r n p i k e ( n o w the H o l l i n s M i l l r o a d ) .
T h e y were occupied by General B r e c k i n r i d g e ' s troops.
Corner Bedford Avenue and Holly Street,
Lynchburg.
I n 1757 J o h n L y n c h opened a f e r r y h e r e ; i n 1765 a church w a s built.
I n 1786 L y n c h b u r g w a s established by act of assembly; i n 1791 the
first tobacco warehouse w a s built. L y n c h b u r g w a s incorporated as a
town in 1805. I n 1840 the James R i v e r and K a n a w h a C a n a l , from
Richmond to L y n c h b u r g , w a s opened; the section to Buchanan, i n
1851. L y n c h b u r g became a city i n 1852.
Defense W o r k s
Lynchburg
Q-6-5
O n the crest of the h i l l j u s t to the south w a s a redoubt forming part
of the defenses t h r o w n up by General D . H . H i l l , June, 1864. T h e s e
w o r k s were held by General Imboden's c a v a l r y . A m i l i t a r y road w a s
constructed to connect this point w i t h F o r t M c C a u s l a n d . Signs of
this road may still be seen i n old R i v e r m o n t P a r k .
On Rivermont
Avenue
near Krise
Street,
Lynchburg.
M u s t e r e d a n d D i s b a n d e d , 1861-1865
T r a i n s began running on the first railroad, the V i r g i n i a and T e n nessee, i n 1852. L y n c h b u r g w a s a main m i l i t a r y supply center, 186265. H e r e the Confederates under General E a r l y defeated the U n i o n
General H u n t e r , J u n e 18, 1864. I n 1893 Randolph-Macon W o m a n ' s
College opened; in 1903, L y n c h b u r g College. I n 1920 the council m a n ager form of government was adopted.
9th and Church
Park
at Park
Avenue
entrance,
Lynchburg.
Q-6-7
I n n e r D e f e n s e s , 1864
A line of shallow entrenchments extended from near this point along
the crest of the h i l l to the east. These w o r k s were occupied by the
cadets of the V i r g i n i a M i l i t a r y Institute, who had marched here w i t h
General B r e c k i n r i d g e after the Institute at L e x i n g t o n w a s burned by
General H u n t e r .
Rivermont
Avenue
and Fitzhugh
Place,
Q-6-8
H e r e , facing west, r a n the inner defenses of the city, located by
General D . H . H i l l .
T h e y were constructed by convalescents and
home guards. General E a r l y , after a n inspection of the system, moved
most of the men to the outer w o r k s w e l l to the w e s t w a r d .
On 9th Street
between
Fillmore
and Floyd
NORFOLK
Streets,
Inside
between
Wise
and Floyd
Naval
Grounds,
T h e B u r n i n g of
Norfolk.
Norfolk
L o r d Dunmore's fleet of seven vessels, extending i n line of battle i n
the E l i z a b e t h R i v e r from the eastern to the western end of M a i n
Street, bombarded the Borough of N o r f o l k J a n u a r y 1, 1776. H . M .
S . L i v e r p o o l l a y off the end of C h u r c h Street. M u c h damage w a s
done and many houses were burned. N e a r l y a l l remaining houses
were later destroyed by the V i r g i n i a militia to prevent Dunmore's r e turn.
corner
of Main
Q-6-9
Streets,
Base
Lynchburg.
N e a r here r a n the line of inner defenses located by General D . H .
H i l l , June, 1864. H e had been sent from Petersburg by General B e a u regard to assist General Breckinridge, then i n command. O n General
E a r l y ' s a r r i v a l troops were moved to the outer w o r k s .
On 5th Street
MARKERS
B a t t l e of S e a w e l l ' s P o i n t
Southeast
Inner Defenses
Lynchburg.
Confederate batteries at S e a w a l l ' s Point were located near here.
These batteries mounting twenty 32-pounders, three 42-pounder c a r ronades, and s i x 9-inch rifles, successfully repulsed an attack by the
F e d e r a l fleet, M a y 19, 1861. T h i s w a s the first engagement fought i n
V i r g i n i a i n the W a r between the States. T h e s e batteries, under fire
many times, were never silenced or captured. T h e y were abandoned
when N o r f o l k w a s evacuated M a y 10, 1862.
Lynchburg.
Inner Defenses
Streets,
Q-6-6
A t this point the Second V i r g i n i a C a v a l r y w a s mustered into s e r v ice, M a y 10, 1861. A t the same place the remnant of this regiment
w a s disbanded, A p r i l 10, 1865, completing a service of four years l a c k ing one month. T h e regiment participated i n many campaigns and
engagements.
Miller
(Reverse)
Lynchburg.
and Church
Streets,
Norfolk.
Camp Talbot
H a l f a mile west is site of Confederate Camp. Georgia and V i r g i n i a
troops defending N o r f o l k were encamped there from A p r i l , 1861, until
the evacuation of the city, M a y 10, 1862.
Corner
Oak
Grove
Road
and Granby
Street.
Norfolk.
�State Historical
200
Markers
Craney
of
Virginia
State Historical
Island
Father Ryan's
is two miles down, and across the E l i z a b e t h R i v e r from this point.
T h e r e on June 22, 1813, the V i r g i n i a militia under General Robert B .
T a y l o r of Norfolk, without losing a man, defeated 4,000 B r i t i s h troops.
T h e y had come to destroy N o r f o l k and Portsmouth.
Repulsed at
Craney Island, they wreaked their vengeance on Hampton, w h i c h was
taken, pillaged, and w e l l - n i g h destroyed.
Norfolk
and Western
R. R. Piers
{Old
Markers
Dominion
Wharf),
Norfolk.
of
Virginia
201
Home
O n Chapel Street south of this point stood the home of F a t h e r
A b r a m J . R y a n , beloved poet of the Confederacy.
" B u t their memories e'er shall remain for us
A n d their names, bright names, without stain for u s ;
T h e glory they won shall not wane for us,
I n legend and l a y — o u r heroes i n G r a y
S h a l l forever live over again for u s . "
Corner
Lafayette
Boulevard
and Cottage
Toll Road,
Norfolk.
T h e National Hotel
T h e F i r s t Confederate F l a g
originally F r e n c h ' s , stood on this site. I n it were entertained P r i n c e
L o u i s Napoleon ( l a t e r Napoleon I I I ) of F r a n c e , 1837; General W i n field Scott, 18S8; G . P . R . James, 1863; and President T y l e r , 1859. I t
was later k n o w n as the P u r c e l l House.
flown in the C i t y of N o r f o l k was unfurled from a house-top about
a block and a half east of this corner, A p r i l 2, 1861, two weeks before
the secession of V i r g i n i a from the U n i o n .
Southeast
corner
of Main
and Church
Streets,
On Market
Street
at Monticello
Avenue,
Norfolk.
Norfolk.
Fort Barbour
N o r t h e r n L i m i t of O l d N o r f o l k
T h i s m a r k s the northern limit of the fifty acres constituting the
original town of Norfolk. I t was bounded on the north by T o w n B a c k
Creek and D u n - i n - t h e - M i r e Creek. T h e land was purchased as a port
for L o w e r N o r f o l k County for "tenn thousand pounds of tobacco and
caske", being deeded to feoffees in trust for the county i n 1682. I t
was divided into streets and sold i n half-acre lots.
Corner
Cove
and Church
Streets,
Norfolk.
Old Norfolk County Court House
T h e red brick house one block east was the courthouse of N o r f o l k
County from 1784 to 1858. I n the latter year the court w a s transferred
to Portsmouth.
Northeast
corner
Chestnut
and Pine Streets,
T h i s is the site of F o r t B a r b o u r , w h i c h , w i t h F o r t s T a r , Norfolk,
and Nelson, constituted the outer defenses of N o r f o l k and Portsmouth
against the B r i t i s h i n the W a r of 1812. F o r t B a r b o u r guarded against
hostile advances from the north and east.
Corner
Princess
Anne
Road and Church
Street,
Norfolk.
F o r t F a r t h i n g or T o w n P o i n t
H e r e at a cedar tree was the western limit of the fifty acres constituting the original town of N o r f o l k . T h e land was bought i n 1682 as
a port for L o w e r N o r f o l k County from Nicholas W i s e , J r . , for "tenn
thousand pounds of tobacco and caske". I t was deeded to Capt. W m .
Robinson and L t . C o l . Anthony L a w s o n as feoffes i n trust for the
county.
Near
end of West
Main
Street,
Norfolk.
Norfolk.
Fort Tar
Selden's
Home
T h i s house w a s built i n 1807 as the country residence of D r . W i l l i a m
B . Selden. D u r i n g the F e d e r a l occupation of N o r f o l k (1862-1865) it
was seized and occupied as the headquarters of the F e d e r a l commanders. O n his last visit to Norfolk, A p r i l , 1870, General Robert E .
L e e was the guest here of his friend, D r . W i l l i a m Selden, Surgeon,
C. S . A .
Southeast
corner
Freemason
and Botetourt
Streets,
Norfolk.
Eastern Town Limit
Main
Street,
foot of Berkeley
Bridge,
Indian Pool Bridge
A bridge has spanned T a n n e r ' s Creek ( n o w called Lafayette R i v e r )
at this—the ancient Indian Pool Point—since 1851. T h e bridge was
burned by the Confederates to retard the advance of the F e d e r a l forces
upon Norfolk, M a y 10, 1862.
New
T h e eastern limit of the fifty acres constituting the original town of
Norfolk, established by A c t of June, 1680, is a few feet east of this
point. T h e land was purchased as a port for L o w e r N o r f o l k County
from Nicholas W i s e , J r . , for "tenn thousand pounds of tobacco and
caske". I t was deeded by him August 16, 1682, to Capt. W i l l i a m R o b inson and L t . C o l . A n t h o n y L a w s o n feoffees i n trust for L o w e r N o r folk County.
East
T h i s is the site of F o r t T a r , built to guard the approach to the city
from the west. Situated on the outskirts of Norfolk, near Armistead's
Bridge, w h i c h spanned Glebe Creek near by, it served w i t h F o r t s B a r bour, Norfolk, and Nelson to protect N o r f o l k and Portsmouth from
invasion by the B r i t i s h i n the W a r of 1812.
Corner Ninth Street and Monticello
Avenue,
Norfolk.
Norfolk.
Granby
Street
Bridge,
Norfolk.
Main Street
T h i s street followed a ridge of high land in the original town site,
w h i c h was almost an island. I t was laid out in the division of the fifty
acres of T o w n L a n d s i n 1682, and the angles i n it were made to avoid
the two creeks. Dunmore's ships lay along M a i n Street when they
bombarded Norfolk, J a n u a r y 1, 1776.
Main Street, facing Bank Street,
Norfolk.
�State Historical
202
A.
Markers
of
State Historical
Virginia
Markers
of
203
Virginia
S i t e of L o w e r Norfolk C o u n t y C o u r t
T r a d i n g Station and Tavern
T h i s was the site of the courthouse from 1682 until 1691, when
P r i n c e s s A n n e County w a s cut off.
I t remained/ the courthouse of
N o r f o l k County until 1784, when it became the H a s t i n g s Court of the
Borough of Norfolk. A debtor's prison, j a i l , duckfing stool and pillory
were in the rear. About 1799 the Hustings Court was moved to M a i n
and N e b r a s k a Streets, and in 1850 to B a n k Street.
One block north and one block west is the traditional site of the
station where Peter Jones, for w h o m Petersburg probably w a s named,
traded w i t h the Indians. I t was established before 1675. T h e r e also
is the colonial D u r e l l ' s , or Golden B a l l , T a v e r n , where B r i t i s h officers
were quartered i n the occupation of 1781.
N.
Main
Street
facing
Commercial
Place,
Corner
of Sycamore
and Bollingbrook
Ta£eweITs-Hy*m!
On this site stood the residence of L i t t l e t o n W a l l e r T a z e w e l l (17741860), L a w y e r , Congressman, U n i t e d States Senator, Governor of
V i r g i n i a . H i s life was spent in the service of his native V i r g i n i a .
Tazewell
Street
near Granby
Street,
Wythe
Norfolk.
J ' p o li
T r i p o l• Street
Monticello A v e n u e , south of M a r k e t Street, w a s formerly T r i p o l i
Street. I t was named in honor of Commodore Stephen Decatur's v i c tory over the B a r b a r y pirates, after he had requested that his own
name should not be used.
Northeast
corner
City Hall
Avenue
and Monticello
Avenue,
Memorials
Street
and Crater
War
Road,
Petersburg.
Memorials
Norfolk.
V i r g i n i a and Monitor
A c r o s s H a m p t o n Roads from this point the C . S . S. V i r g i n i a
( M e r n m a c ) and the U . S . S . Monitor fought, M a r c h 9, 1862. T h i s
was the first combat between iron-clad vessels i n the history of the
world. A f t e r a severe engagement i n w h i c h each vessel failed to pierce
the other's armour, the Monitor retired. O n the previous day, the
V i r g i n i a had destroyed the U . S . S . Congress and the U . S. S . C u m berland, and dispersed the remainder of the F e d e r a l fleet.
News
Ferry
Whittle
Wharf,
Norfolk.
Home
T h i s house was built about 1791 and bought i n 1803 by R i c h a r d
T a y l o r , whose descendants still occupy it ( 1 9 3 1 ) . I t was the home of
R i c h a r d L u c i e n Page, L i e u t . U . S. N . , Capt. C . S . N . , B r i g . - G e n .
C. S. A . ; of W i l l i a m C o n w a y W h i t t l e , J r . , executive officer of the
C. S. S . Shenandoah; the birthplace of W a l t e r H . T a y l o r , L t . C o l .
C. S . A . , who served on L e e ' s staff for the whole period of the w a r .
227 West
Freemason
Street,
PETERSBURG
Folly
Norfolk.
Washington
Street,
QA-1
Petersburg.
Corner
of Filmore
and South
Sycamore
Fort
Streets,
Henry
Petersburg.
QA-6
F o u r blocks north is the traditional site of F o r t H e n r y , established
under the act of 1645. I n 1646 the fort was leased by A b r a h a m W o o d .
F r o m it, i n 1650, A b r a h a m W o o d and E d m u n d B l a n d set out on an
exploring expedition; and, in 1671 Batts and F a l l a m , on the first e x pedition known to have crossed the Appalachian Mountains. T h e fort
ivas garrisoned again i n 1675, w i t h Peter Jones as commander.
Corner
of West
Washington
and North
General Lee's
Corner
T h i s house was the town home of Peter Jones, who built it i n 1763.
I t w a s called " F o l l y C a s t l e " because it w a s a large house for a c h i l d less man, but Jones later had offspring. M a j o r E r a s m u s G i l l , R e v olutionary soldier, also lived here.
West
QA-5
P o p l a r L a w n is now known as C e n t r a l P a r k . H e r e the Petersburg
volunteers camped i n October, 1812, before leaving for the Canadian
border. H e r e Lafayette was greeted w i t h music and speeches i n 1824.
T h e place was bought by the city i n 1844. Volunteer companies
enlisted here, A p r i l 19, 1861. I n the siege of 1864-65 a hospital stood
here.
South
Streets,
Headquarters
Petersburg.
QA-7
T h r e e blocks north and a half block west is the Beasley house where
General Robert E . L e e had his headquarters i n 1864 during the siege
of Petersburg. H e moved thence to E d g e H i l l to be i n closer touch
w i t h his right w i n g .
MARKERS
Castle
QA-4
T w o blocks east on W y t h e Street begin the trees planted as memorials to Petersburg men who died i n the W o r l d W a r . E a c h tree
bears the name of a soldier. W y t h e Street was first k n o w n as W e e k s ' s
Cut and on it, diagonally opposite this spot, stood ancient W e e k s ' s
Tavern.
Sycamore
and Wythe Streets,
Petersburg.
Poplar L a w n
Newport
QA-3
W e s t on W y t h e Street from this corner the trees were planted as
memorials to the Petersburg men who died i n the W o r l d W a r . E a c h
tree bears the name of a soldier. T h e street was first k n o w n as W e e k s ' s
Cut, from ancient W e e k s ' s T a v e r n .
World
\
Petersburg.
Norfolk.
World War
y/y^^^^^kL
Streets,
QA-2
of West
Washington
and Lafayette
Niblo's T a v e r n
Streets,
Petersburg
QA-8
O n the northeast corner stood a famous colonial tavern. L a f a y e t t e
was entertained there i n 1824. I t w a s replaced i n 1828 by Niblo's
H o t e l , built by W i l l i a m Niblo. L a t e r it w a s k n o w n as the B o l l i n g brook H o t e l . I t w a s a favorite resort of generals i n the siege of 186465.
Corner of Bollingbrook
and Second Streets,
Petersburg.
�204
State Historical
Markers
of
State Historical
Virginia
Battersea
West
Washington
Street
and Battersea
Lane,
Petersburg.
West
Washington
Street,
Petersburg.
Blandford C h u r c h and Cemetery
Crater
Road
near
Cameron
Street,
Petersburg.
B a t t l e of P e t e r s b u r g
Road
at Cameron
Street,
QA-12
Petersburg.
East Hill
QA-13
O n the hilltop to the south is the site of E a s t H i l l , also k n o w n as
Bollingbrook.
T h e r e the B r i t i s h General P h i l l i p s , Benedict A r n o l d
and L o r d C o r n w a l l i s stayed i n A p r i l and M a y , 1781. T h e house w a s
bombarded by Lafayette, M a y 10, 1781. T h e r e P h i l l i p s died, M a y 13,
1781.
East Bank Street and Fourth Street,
Petersburg.
Two
Noted Homes
QA-14
H a l f a block south is the home of M a j o r General W i l l i a m Mahone,
famed for his gallant conduct at the Battle of the C r a t e r , J u l y 30, 1864.
T w o blocks south is the W a l l a c e home, where A b r a h a m L i n c o l n conferred w i t h General G r a n t , A p r i l 3, 1865, preceding G r a n t ' s march to
Appomattox.
Corner
of West
Washington
and South
Market
Street
Streets,
Petersburg.
near Washington
Street,
Petersburg.
Graham Road
QA-16
O n J u n e 9, 1864, K a u t z ' s U n i o n c a v a l r y , 1300 men, after overwhelming A r c h e r ' s militia, one mile south, moved w e s t w a r d on this
road to attack the city. U p o n the hillside, one mile west, they were
repulsed by the battery of Captain E d w a r d G r a h a m , and later driven
to retreat by General James Dearing's c a v a l r y . T h i s attack, i n conjunction w i t h an infantry force that did not come up, w a s the first
attempt to capture Petersburg.
Crater
and Graham
Roads,
Petersburg.
Graham Road
QA-17
U p o n this site, on J u n e 9, 1864, Captain E d w a r d G r a h a m , commanding two guns of the Petersburg a r t i l l e r y , repulsed the attack of K a u t z ' s
c a v a l r y , 1300 men, and by this gallant defense the city w a s saved.
L a t e r the U n i o n forces were driven to retreat by the supporting c a v a l r y
of General James D e a r i n g .
Graham
H e r e was fought the B a t t l e of Petersburg, A p r i l 25, 1781. T h e
Southside militia, 1,000 strong and commanded by B a r o n Steuben and
General Muhlenberg, made a brave resistance to 2,500 B r i t i s h regulars
under P h i l l i p s and A r n o l d .
Crater
Sycamore
QA-11
T h e B r i c k C h u r c h on W e l l ' s H i l l , now k n o w n as O l d Blandford
C h u r c h , was built between 1734 and 1737. T h e B r i t i s h General P h i l l i p s
was buried i n the c h u r c h y a r d in 1781. I n the cemetery is a monument
to Captain M c R a e and the Petersburg volunteers, who at F o r t Meigs
in 1813 won for Petersburg the name of the "Cockade C i t y of the
Union".
Soldiers of s i x w a r s rest here, among them 30,000 C o n federates.
QA-15
One block west stood the U n i o n Street Methodist C h u r c h , completed i n 1820. T h e r e w a s held the first general conference of the
Methodist Episcopal C h u r c h South, M a y 1-23, 1846. A t this meeting
the Southern Methodist C h u r c h , w h i c h had separated from the N o r t h ern C h u r c h , effected its organization.
QA-10
St. P a u l ' s C h u r c h w a s built in 18S6. H e r e Robert E . L e e and his
staff worshipped during the siege of Petersburg, 1864-65.
Lee attended the wedding of his son, W . H . F . L e e , i n this church i n 1867.
205
Virginia
Southern Methodist Church
North
St. P a u l ' s C h u r c h
of
F o r m a t i o n of the
QA-9
F o u r blocks north is Battersea, home of J o h n B a n i s t e r , R e v o l u t i o n ary soldier, who was elected the first mayor of Petersburg i n 1784.
I n 1/81 B r i t i s h officers were quartered there. I n the same year the
noted F r e n c h traveler C h a s t e l l u x visited it, and later the I t a l i a n Count
Castiglioni.
Markers
Road
and Clinton
PORTSMOUTH
Street,
Petersburg.
MARKERS
Trinity Church
Q-8-a
B u i l t in 1762 as the parish church of Portsmouth parish, established
in 1761. L a t e r named T r i n i t y ; enlarged i n 1829; remodeled i n 1893.
Colonel W i l l i a m C r a w f o r d , founder of Portsmouth i n 1752, w a s a
member of the first vestry. B u r i e d here is Commodore James B a r ron, commander of the U . S . frigate Chesapeake when attacked by
H . M . S . Leopard i n 1807; the result w a s his celebrated duel w i t h
Stephen Decatur i n 1820. T h e graves of many Revolutionary patriots
are here.
High and Court Streets,
Portsmouth.
Monumental Methodist Church
Q-8-b
T h i s church, founded 1772, is one of the oldest Methodist churches
in V i r g i n i a . T h e first building w a s erected, 1775, at South and E f fingham Streets. T h e church was moved to Glasgow Street near Court
in 1792. I t established the first Sunday School i n Portsmouth i n 1818.
Monumental was moved to this site, Dinwiddie Street, i n 1831.
Dinwiddie
Street
near High
Street,
Portsmouth.
Watts House
Q-8-c
B u i l t by Colonel Dempsey W a t t s i n 1799 and inherited by his son,
Captain Samuel W a t t s , who lived here until his death i n 1878. H e r e
Chief B l a c k H a w k , of the B l a c k H a w k I n d i a n W a r , w a s entertained
in 1820, and H e n r y C l a y i n 1844.
At 516 North
Street,
Portsmouth.
�206
State Historical
State Historical
Markers
of
Markers
WARRENTON
and
barand
the
Portsmouth.
B e n e d i c t A r n o l d at P o r t s m o u t h
Q-8-e
A r n o l d , after going over to the B r i t i s h , w a s sent to V i r g i n i a to
make w a r on the state. H e reached H a m p t o n Roads i n December,
1780, raided to R i c h m o n d and came to Portsmouth, J a n u a r y 19, 1781.
E s t a b l i s h i n g his headquarters i n P a t r i c k Robinson's house, and using
the old sugar house on C r a w f o r d Street as a prison and barracks,
A r n o l d remained here until spring. T h e n again he went up the James
to open the fateful campaign of 1781 that won the w a r for A m e r i c a .
Bayview
and Maryland
Avenues,
Portsmouth.
C o r n w a l l i s at P o r t s m o u t h
Q-8-f
L o r d C o r n w a l l i s , commanding the B r i t i s h troops i n the South,
reached Portsmouth, J u l y , 1781. H e prepared to send a portion of his
force to N e w Y o r k . Before the movement w a s made, orders came for
him to take up a position at O l d Point. C o r n w a l l i s selected Y o r k t o w n ,
however, and Portsmouth w a s abandoned.
Bayview
and Maryland
Avenues,
Portsmouth.
Collier's Raid
and Maryland
Q-8-g
Avenues,
Warrenton
Q-9
Chosen as county seat i n 1759, and first called F a u q u i e r C o u r t
House, W a r r e n t o n w a s laid out as a town i n 1790. J o h n M a r s h a l l
began l a w practice here. I n the W a r Between the States i t w a s the
center of operations north of the Rappahannock and many wounded
were hospitalized here. U n i o n General Pope headquartered here i n
the Second Manassas Campaign. S e i z i n g the local press, the U n i o n ists edited the newspaper as " T h e N e w Y o r k N i n t h " . Mosby, the
ranger, made forays i n this vicinity.
Fauquier
County:
At
WAYNESBORO
Warrenton.
MARKERS
Waynesboro
Q-2-a-b
H e r e , on one of the first roads west of the B l u e Ridge, a hamlet
stood i n colonial times. T h e W a l k e r exploring expedition started
from this v i c i n i t y i n 1748. H e r e , i n J u n e , 1781, the A u g u s t a m i l i t i a
assembled to j o i n Lafayette i n the E a s t . A town w a s founded i n 1797.
I t w a s established by law i n 1801 and named for General Anthony
Wayne.
At eastern and western entrances of
Waynesboro.
WINCHESTER
A B r i t i s h fleet under S i r George C o l l i e r sailed up E l i z a b e t h R i v e r
and captured F o r t Nelson, M a y , 1779. B r i t i s h troops commanded by
General Matthews took possession of Portsmouth and destroyed quantities of tobacco and n a v a l stores. Suffolk w a s burned. T h e troops
then returned by sea to N e w Y o r k .
Bayview
MARKER
Q-8-d
B u i l t about 1784 by J o h n N i v i s o n at the corner of C r a w f o r d
Glasgow Streets and moved to this site i n 1869. I t served as a
racks in the W a r of 1812. Lafayette was entertained here i n 1824
President A n d r e w J a c k s o n i n 1833. T h e B a l l f a m i l y acquired
property i n 1870.
Street,
207
Virginia
Virginia
Ball House
At 213 Middle
of
MARKERS
General Daniel Morgan
Morgan used this road i n traveling from his home,
Winchester.
H e w a s a frontiersman, Indian fighter
mander of Morgan's famous riflemen i n the Revolution.
at Quebec and Saratoga, and defeated T a r l e t o n at the
died in 1802 and is buried i n Winchester.
Q-4-a
" S a r a t o g a " , to
and the comH e w o n glory
Cowpens.
He
Portsmouth.
Winchester
Portsmouth Naval Hospital
Q-8-h
T h i s w a s begun i n 1827 and opened in 1830. T h e hospital w a s taxed
to its capacity in the great yellow fever epidemic i n 1855 w h i c h decimated Portsmouth and Norfolk. T h i s hospital has cared for the sick
and wounded of the N a v y in a l l w a r s of the United States since its
establishment. I t is the oldest hospital of the N a v y .
On hospital
TANGIER
grounds,
ISLAND
Tangier
Portsmouth.
A t first called F r e d e r i c k t o w n , it w a s founded in 1744, near a S h a w nee I n d i a n village, by Colonel James W o o d , a native of the E n g l i s h
city of Winchester. T h e town w a s situated i n L o r d F a i r f a x ' s p r o prietary of the N o r t h e r n N e c k . I t w a s chartered i n 1752.
Southeastern
limits
Winchester,
U. S. Rt.
Joist Hite and Braddock
MARKER
Island
(Reverse)
Q-7-a
T h e island w a s visited i n 1608 by Captain J o h n S m i t h , who gave
it the name. A part w a s patented by Ambrose W h i t e i n 1670. I t w a s
settled i n 1686 by J o h n Crockett and his sons' families. I n 1814, it
w a s the headquarters of a B r i t i s h fleet r a v a g i n g Chesapeake B a y .
F r o m here the fleet sailed to attack F o r t M c H e n r y near B a l t i m o r e
T h e R e v . Joshua T h o m a s , in a prayer, predicted the failure of the
expedition. I t w a s i n this attack that the S t a r - S p a n g l e d B a n n e r w a s
written.
Accomack County:
On Tangier Island.
50.
Q-4-b
B y this road, then a n Indian t r a i l , J o i s t H i t e and his followers came
to make the first permanent settlement i n this section, 1732. I n 1755,
General E d w a r d Braddock of the B r i t i s h a r m y , accompanied by
George Washington, passed here on his w a y to defeat and death at
F o r t Duquesne.
Winchester
(Reverse)
A t first called F r e d e r i c k t o w n , it w a s founded i n 1744, near a S h a w nee I n d i a n village, by Colonel James W o o d , a native of the E n g l i s h
city of Winchester. T h e town w a s situated i n L o r d F a i r f a x ' s proprietary of the N o r t h e r n Neck. I t w a s chartered i n 1752.
Eastern
limits Winchester,
Va. Rt. 7.
�208
State Historical
George
Markers
of
Virginia
Washington
State Historical
Q-4-c
George Washington began his career here in 1748 as surveyor to
L o r d F a i r f a x . H e r e he had his headquarters as commander on the
V i r g i n i a frontier against the F r e n c h and Indians, 1755-1758.
Here
he built F o r t Loudoun, and he was a member of the House of B u r gesses for this county, 1758-1761.
Winchester
(Reverse)
A t first called F r e d e r i c k t o w n , it was founded i n 1744, near a S h a w nee Indian village, by Colonel James W o o d , a native of the E n g l i s h
city of Winchester.
T h e town was situated i n L o r d F a i r f a x ' s p r o prietary of the N o r t h e r n Neck. I t was chartered i n 1752.
Northern
limits Winchester,
U.S. Rt. 11.
Lord
Fairfax
Q-4-d
B y this road T h o m a s L o r d F a i r f a x , proprietor of the N o r t h e r n Neck
of V i r g i n i a , was accustomed to pass from his home, " G r e e n w a y
C o u r t " , to preside over the sessions of the justices' court at W i n c h e s ter, 1749-1769. H i s tomb is in the crypt of C h r i s t C h u r c h , Winchester.
Winchester
(Reverse)
A t first called F r e d e r i c k t o w n , it was founded i n 1744, near a S h a w nee Indian village, by Colonel James W o o d , a native of the E n g l i s h
city of Winchester.
T h e town was situated i n L o r d F a i r f a x ' s proprietary of the Northern Neck. I t was chartered i n 1752.
Southern
limits
Winchester,
Va. Rt.
522.
Colonel James W o o d
Q-4-e
James W o o d , founder of Winchester, named for his native city in
E n g l a n d , was the first c l e r k of F r e d e r i c k County Court, w h i c h was
organized in 1743 at the house on his estate, " G l e n B u r n i e " . H i s son.
General James W o o d , was Governor of V i r g i n i a , 1796-1799.
Winchester
(Reverse)
A t first called F r e d e r i c k t o w n , it was founded i n 1744, near a S h a w nee Indian village, by Colonel James W o o d , a native of the E n g l i s h
city of Winchester.
T h e town was situated i n L o r d F a i r f a x ' s proprietary of the Northern Neck. I t was chartered i n 1752.
Western
limits
Winchester,
U.S. Rt.
50.
Markers
of Virginia
209
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189
(Charles City County)
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(Culpeper County)
_ _
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(Russell County)
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(Amelia County) _ - 192
(Patrick County)
___
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(Fauquier and Loudoun Counties)
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Va.
650 (Goochland, Hanover and Henrico Counties) —
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�State
212
State
Historical
Markers
of
Historical
Markers
COUNTY-LINE
LIST
AND
SERIES—See
INSCRIPTIONS
STATE-LINE
(Bordering
"Z"
OF
States
Index,
ON
MARKERS
Included)
P a g e 225
for
Symbols
and
A R E A 1,006
Accomack
502
County
SQUARE
213
MILES
County
SQUARE MILES
F o r m e d i n 1738 from Orange, and named for A u g u s t a , P r i n c e s s of
W a l e s and mother of K i n g George I I I . O r i g i n a l l y it included a large
part of the Middle W e s t . President W o o d r o w W i l s o n w a s born i n
Staunton.
Bath
Combinations.
AREA
Virginia
Virginia
Augusta
A L P H A B E T I C A L
of
A R E A 545
County
SQUARE
MILES
F o r m e d i n 1790 from A u g u s t a , Greenbrier, and Botetourt, and
probably named for the town of B a t h i n E n g l a n d . T h e W a r m Springs
and H o t Springs are i n this county.
T h e E a s t e r n Shore w a s called A c c o m a c k , the I n d i a n name meaning
the "across-the-water-place". I t was one of the original shires formed
in 1634. T h e name w a s changed to Northampton i n 1643. I n 1663
the present A c c o m a c k County was made from Northampton.
Bedford
A R E A 791
County
SQUARE
MILES
F o r m e d i n 1753 from L u n e n b u r g and Albemarle, and named for the
Albemarle
AREA
751
County
SQUARE
MILES
F o r m e d i n 1744 from Goochland and named for the E a r l of A l bemarle, titular governor of V i r g i n i a , 1734-1754. I n 1761 Albemarle
was divided and B u c k i n g h a m and A m h e r s t formed, and a part of
L o u i s a was added to Albemarle. T h o m a s Jefferson was born i n this
county and lived i n it.
Alleghany
A R E A 458
Amelia
A R E A 470
Botetourt
A R E A 548
County
SQUARE MILES
Brunswick
A R E A 557
County
SQUARE MILES
F o r m e d i n 1720 from P r i n c e George, S u r r y and I s l e of W i g h t .
Named for the House of B r u n s w i c k , w h i c h came to the throne of
E n g l a n d i n 1714, when George I w a s crowned K i n g . Colonial F o r t
Christanna w a s i n this county.
County
Buchanan
SQUARE M I L E S
Appomattox
A R E A 514
County
A R E A 31 S Q U A R E
MILES
T h i s county, formerly A l e x a n d r i a County, w a s formed i n 1847 from
the part of the D i s t r i c t of Columbia retroceded to V i r g i n i a . I t w a s
renamed A r l i n g t o n in 1920 for A r l i n g t o n estate.
MILES
Buchanan, President of the U n i t e d States, 1857-1861.
County
F o r m e d in 1845 from B u c k i n g h a m , P r i n c e E d w a r d , Charlotte and
Campbell, and named for an Indian tribe. T h i s county was the scene
of Lee's surrender, A p r i l 9, 1865.
County
SQUARE
F o r m e d in 1858 from T a z e w e l l and R u s s e l l and named for James
Buckingham
SQUARE MILES
Arlington
MILES
Formed in 1769 from A u g u s t a , and named for L o r d Botetourt, G o v ernor of V i r g i n i a , 1768-1770. Buchanan was the western terminus of
the noted James R i v e r and K a n a w h a C a n a l .
MILES
F o r m e d in 1761 from Albemarle, and named for Jeffrey, L o r d A m herst, B r i t i s h commander in the F r e n c h and I n d i a n W a r .
Balcony
F a l l s are in this county.
A R E A 342
County
SQUARE
F o r m e d i n 1861 from W y t h e , T a z e w e l l and Giles. N a m e d for R i c h a r d B l a n d , Revolutionary leader. T h i s county is r i c h i n coal.
MILES
F o r m e d in 1734 from P r i n c e George and B r u n s w i c k , and named for
Princess A m e l i a , daughter of K i n g George I I . W i l l i a m B . Giles, G o v ernor of V i r g i n i a , 1827-1830, lived i n this county.
Amherst
Bland
A R E A 360
County
SQUARE
T h e P e a k s of Otter a r e
in this county.
County
SQUARE
F o r m e d in 1822 from B a t h , Botetourt and Monroe, and named for
the A l l e g h a n y Mountains. A t F o r t M a n n i n this county a battle took
place between settlers and Indians led by Cornstalk, 1763.
A R E A 371
fourth D u k e of Bedford, E n g l i s h statesman.
AREA
584
County
SQUARE
MILES
F o r m e d in 1761 from Albemarle, and named for Buckinghamshire,
England.
Peter F r a n c i s c o , noted Revolutionary soldier, lived i n this
county.
Campbell
A R E A 557
County
SQUARE
MILES
F o r m e d i n 1781 from Bedford, and named for General W i l l i a m
Campbell, hero of the battle of K i n g ' s Mountain, 1780. T a r l e t o n passed
�214
State Historical
Markers
of
Virginia
State Historical
through the county i n 1781. T h e U n i o n General H u n t e r w a s defeated
near L y n c h b u r g , 1864.
Markers
Cumberland
A R E A 293
Caroline
A R E A 529
County
SQUARE M I L E S
F o r m e d i n 1727 from E s s e x , K i n g and Queen, and K i n g W i l l i a m .
N a m e d for Queen Caroline, wife of K i n g George I I . George Rogers
C l a r k , Conqueror of the Northwest, passed his youth in this county.
A R E A 458
County
SQUARE M I L E S
AREA
188
County
SQUARE
Charlotte
496
County
SQUARE
Dickenson
A R E A 468
County
SQUARE
F o r m e d i n 1880 f r o m R u s s e l l , W i s e and B u c h a n a n , and named for
Clark
171
County
Craig
333
County
SQUARE
A R E A 384
County
SQUARE
County
SQUARE
Elizabeth City
AREA
MILES
MILES
F o r m e d i n 1748 f r o m Orange, and named for L o r d Culpeper G o v ernor of V i r g i n i a , 1680-1683. T h e battle of Cedar Mountain, 1862, w a s
fought i n this county.
54
County
SQUARE
MILES
One of the eight original shires formed in 1634, and named for
E l i z a b e t h C i t y , or H a m p t o n . T h i s is the oldest English-settled town
in America.
Essex
A R E A 258
County
SQUARE
MILES
F o r m e d in 1691 from O l d Rappahannock County, and named for
E s s e x County, E n g l a n d . R . M . T . H u n t e r , U n i t e d States Senator
and Confederate S e c r e t a r y of State, l i v e d i n this county.
Fairfax
A R E A 417
County
SQUARE MILES
F o r m e d i n 1742 from P r i n c e W i l l i a m and Loudoun, and named for
L o r d F a i r f a x , proprietor of the N o r t h e r n Neck. Mount V e r n o n ,
George Washington's home, is i n this county.
Fauquier
A R E A 666
County
SQUARE
MILES
F o r m e d i n 1759 from P r i n c e W i l l i a m , and named for F r a n c i s
Fauquier, Governor of V i r g i n i a , 1758-1768. Chief Justice J o h n M a r shall was born i n this county.
Floyd
MILES
F o r m e d i n 1851 from Botetourt, Roanoke, Giles and Monroe. Named
for Robert C r a i g , member of Congress. C r a i g H e a l i n g S p r i n g s are i n
this county.
Culpeper
521
F o r m e d in 1752 from P r i n c e George, and named for Robert D i n widdie, Governor of V i r g i n i a , 1751-1756. General W i n f i e l d Scott w a s
born i n this county, and i n it took place the battle of F i v e F o r k s , 1865.
SQUARE M I L E S
F o r m e d i n 1836 f r o m F r e d e r i c k , and added to from W a r r e n . N a m e d
for George Rogers C l a r k , Conqueror of the Northwest. L o r d F a i r f a x
and General D a n i e l Morgan, Revolutionary hero, lived i n this county.
AREA
Dinwiddie
AREA
MILES
F o r m e d i n 1748 from H e n r i c o , and named for the E a r l of Chesterfield, noted courtier. T h e first iron furnace i n A m e r i c a , 1619, w a s i n
this county. T h e battle of D r e w r y ' s B l u f f , 1864, took place here.
AREA
County
SQUARE MILES
W . J . Dickenson, prominent public m a n .
MILES
F o r m e d i n 1764 from L u n e n b u r g , and named for Queen Charlotte,
wife of K i n g George I I I . P a t r i c k H e n r y and J o h n Randolph of R o a noke lived i n this county, and H e n r y is buried here.
Chesterfield
County
MILES
One of the original eight shires formed i n 1634, and named for
Charles C i t y at B e r m u d a H u n d r e d . W i l l i a m H e n r y H a r r i s o n and
John T y l e r , Presidents of the U n i t e d States, w e r e born i n this county.
AREA
215
F o r m e d i n 1748 from Goochland, and named for the D u k e of C u m berland, second son of K i n g George I I . T h e earliest c a l l for independence came from this county, A p r i l 22, 1776.
F o r m e d i n 1842 from G r a y s o n , and named for C h a r l e s C a r r o l l of
Carrollton, Signer of the Declaration of Independence. N e w R i v e r
runs through this county.
Charles City
Virginia
SQUARE MILES
A R E A 325
Carroll
of
'
AREA
376
County
SQUARE
MILES
F o r m e d i n 1831 from Montgomery, and added to from F r a n k l i n .
Named for J o h n F l o y d , Governor of V i r g i n i a , 1830-1834. B u f f a l o
K n o b is i n this county.
Fluvanna
A R E A 285
County
SQUARE MILES
F o r m e d i n 1777 from A l b e m a r l e . N a m e d ( i n L a t i n ) A n n e ' s R i v e r ,
the early name of the Upper James given i n honor of Queen A n n e .
P o i n t of F o r k was an important supply depot i n 1781.
�216
State Historical
Markers
Franklin
A R E A 697
of
Virginia
County
Frederick
A R E A 435
County
SQUARE MILES
F o r m e d in 1 7 3 8 from Orange, and named for F r e d e r i c k , P r i n c e of
W a l e s , father of K i n g George I ' l l . Several battles were fought in the
v i c i n i t y of Winchester, 1 8 6 2 - 1 8 6 4 .
Giles
County
A R E A 369 S Q U A R E
MILES
Formed in 1 8 0 6 from Montgomery, T a z e w e l l and Monroe, and
named for W i l l i a m B . Giles, United States Senator and Governor of
V i r g i n i a , 1 8 2 7 - 1 8 3 0 . Mountain L a k e is in this county.
Gloucester
County
A R E A 223 SQUARE M I L E S
Formed in 1 6 5 1 from Y o r k , and named for Gloucester County, E n g land. Bacon, the Rebel, died in this country, 1 6 7 6 . Gloucester Point
was the outpost of C o r n w a l l i s at Y o r k t o w n , 1 7 8 1 .
Goochland
County
SQUARE MILES
F o r m e d in 1 7 2 7 from Henrico, and named for W i l l i a m Gooch, G o v ernor of V i r g i n i a , 1 7 2 7 - 1 7 4 9 . C o r n w a l l i s and Lafayette passed through
this county in 1 7 8 1 .
Grayson
Formed in 1 7 9 2 from W y t h e . Named for W i l l i a m Grayson, one of
the first two United States Senators from V i r g i n i a . Headwaters of
N e w R i v e r are in this county.
Greene
MILES
F o r m e d in 1 8 3 8 from Orange, and named for General Nathanael
Greene, commander of the A r m y of the South in the Revolutionary
War.
Greensville
County
SQUARE MILES
F o r m e d in 1 7 8 0 from B r u n s w i c k , and probably named for S i r
R i c h a r d Grenville, leader of the settlement on Roanoke Island, 1 5 8 5 .
C o r n w a l l i s passed through this county in 1 7 8 1 .
Halifax
Virginia
217
County
512 SQUARE MILES
F o r m e d in 1 7 2 0 from N e w K e n t , and named for the Electorate of
Hanover.
P a t r i c k H e n r y and H e n r y C l a y were born in this county.
I n it were fought the battles of Gaines's M i l l , 1 8 6 2 , and Cold H a r b o r ,
1864.
Henrico
A R E A 280
County
SQUARE MILES
A n original shire formed in 1 6 3 4 . Named for H e n r i c o T o w n ,
founded in 1 6 1 1 , w h i c h was named for H e n r y , P r i n c e of W a l e s .
The
battles of Seven Pines, Savage's Station, Glendale and M a l v e r n H i l l ,
1 8 6 2 , took place in this county.
Henry
A R E A 444
County
SQUARE MILES
F o r m e d in 1 7 7 6 from P i t t s y l v a n i a , and named for P a t r i c k H e n r y ,
Governor of V i r g i n i a . H e n r y lived i n this county, 1 7 7 9 - 1 7 8 4 .
Highland
County
A R E A 422 S Q U A R E M I L E S
F o r m e d in 1 8 4 7 from Pendleton and B a t h , and given its name because of its mountains.
T h e battle of M c D o w e l l , 1 8 6 2 , was fought i n
this county.
I s l e of W i g h t
County
AREA 314 SQUARE MILES
One of the original shires formed i n 1 6 3 4 . I t s name was at first
W a r r a s c o y a c k , changed in 1 6 3 7 to Isle of W i g h t . One of the oldest
churches in the United States is in this county.
James C i t y
AREA
County
AREA 814 SQUARE MILES
Formed in 1 7 5 2 from Lunenburg, and named for George Montagu
D u n k , E a r l of H a l i f a x . B r i t i s h statesman. B e r r y H i l l , old home, is i n
this county.
v
County
164 S Q U A R E M I L E S
One of the original shires formed in 1 6 3 4 , and named for Jamestown,
the first settlement in V i r g i n i a , 1 6 0 7 . W i l l i a m s b u r g is i n this county.
County
155 S Q U A R E
A R E A 307
AREA
of
County
A R E A 425 S Q U A R E M I L E S
AREA
Markers
Hanover
SQUARE MILES
Formed in 1 7 8 5 from H e n r y and Bedford and added to from P a t r i c k .
Named for B e n j a m i n F r a n k l i n . General Tubal A . E a r l y lived i n this
county.
A R E A 287
State Historical
Kentucky
T h i s first permanent settlement was made at H a r r o d s b u r g i n 1 7 7 4 .
K e n t u c k y County was established in 1 7 7 6 and was represented i n the
V i r g i n i a legislature by Daniel Boone. K e n t u c k y was admitted to the
Union as the fifteenth State in 1 7 9 2 .
K i n g and Queen
County
A R E A 320 S Q U A R E M I L E S
Formed in 1 6 9 1 from N e w K e n t , and named for K i n g W i l l i a m I I I
and Queen M a r y . T h e family of George Rogers C l a r k long lived i n
this county.
K i n g George
AREA
County
180 S Q U A R E M I L E S
F o r m e d in 1 7 2 0 from Richmond, and named for K i n g George I .
James Madison, " F a t h e r of the A m e r i c a n Constitution" and President
of the United States, was born in this county.
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State Historical
Markers
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State Historical
Virginia
MILES
Formed in 1701 from King and Queen, and named for King William
I I I . Here lived Carter Braxton, Signer of the Declaration of I n dependence.
A R E A 669 SQUARE
Lee
146 S Q U A R E
MILES
Montgomery County
MILES
Formed in 1 7 9 2 from Russell, and named for Henry (Light-Horse
Harry) Lee, Revolutionary soldier and Governor of Virginia, 1 7 9 1 1794. Daniel Boone's son was killed by Indians here.
A R E A 401 SQUARE
Nansemond County
MILES
Formed in 1 7 5 7 from Fairfax, and named for Lord Loudoun, titular
governor of Virginia, and head of the British forces in America, 1 7 5 6 1758. Oak Hill, President James Monroe's home, is in this county.
MILES
Formed in 1 7 7 6 from Fincastle, and named for General Richard
Montgomery, killed at Quebec, 1775. The Virginia Polytechnic Institute is in this county.
Loudoun County
AREA 519 SQUARE
MILES
Formed in 1 6 7 3 from Lancaster, and named for an English county.
Rosegill, frequented by colonial governors, is here.
County
A R E A 446 SQUARE
219
Middlesex County
AREA
MILES
Formed in 1652, and named for Lancaster, England. Ancient Christ
Church and Epping Forest, birthplace of Washington's mother, are in
this county.
Virginia
Formed in 1764 from Lunenburg, and named for Princess Charlotte,
of Mecklenburg-Strelitz, Queen of George I I I . Bacon, the Rebel, defeated the Indians near the present town of Clarksville, 1676.
Lancaster County
A R E A 130 SQUARE
of
Mecklenburg County
K i n g William County
A R E A 263 SQUARE
Markers
A R E A 423 SQUARE
MILES
Formed in 1 6 3 7 from New Norfolk County. It was first called Upper
Norfolk County; but in 1642 it was named Nansemond for an Indian
tribe. Dismal Swamp is partly in this county.
Louisa County
AREA 516 SQUARE
Nelson County
MILES
Formed in 1742 from Hanover, and named for the Queen of Denmark, daughter of King George I I . Patrick Henry lived in this county
for some years. In it was fought the cavalry battle of Trevillians,
1864.
AREA 473 SQUARE
MILES
Formed in 1 8 0 7 from Amherst, and named for General Thomas
Nelson, Governor of Virginia, 1 7 8 1 . Oak Ridge, old home, is in this
county.
Lunenburg County
AREA 430 SQUARE
Madison County
A R E A 324 SQUARE
AREA
191 S Q U A R E
MILES
™£
d for an English county. The
White House, where Washington's wife lived, was in this county, and
here he married her.
0 r m e d
i n
1 6 5 4
f r o m
Y o r k
a n d
n a m e
MILES
Formed in 1 7 9 2 from Culpeper, and named for James Madison,
"Father of the American Constitution" arid President of the United
States. Governor Spotswood's exploring expedition passed here, 1716.
Maryland
Maryland was one of the original thirteen States. At first a part
of Virginia, it became a separate colony under a charter granted Lord
Baltimore, and was settled in 1634.
Mathews County
A R E A 94 SQUARE
New Kent County
MILES
Formed in 1746 from Brunswick. Named for King George I I , who
was also Duke of Brunswick-Lunenburg. Tarleton passed through
the county in 1 7 8 1 .
MILES
Formed in 1 7 9 0 from Gloucester, and named for Colonel Thomas
Mathews, Revolutionary soldier. Gwynn's Island, from which Dunmore was driven in 1776, is here.
Norfolk County
AREA 415 SQUARE
MILES
Formed in 1637, when New Norfolk County was divided into Upper
Norfolk and Lower Norfolk. The name is that of an English county.
The battle of Great Bridge, 1775, took place in this county, and in the
waters near its shores the warship Merrimac performed her exploits,
1862.
North
Carolina
North Carolina was one of the original thirteen States. The first
settlement was made on Roanoke Island, 1585, but was not permanent.
Settlers from Virginia occupied the Albemarle region before 1663, in
which year the colony of Carolina was founded.
�220
State Historical
Markers
of
Virginia
Northampton County
AREA
239
SQUARE
MILES
One of the original shires formed in 1634 and named Accomac. I n
1643 the name was changed to Northampton for an E n g l i s h county.
T h i s county was Governor B e r k e l e y ' s stronghold in the rebellion of
1676.
Northumberland County
A R E A 205
SQUARE
MILES
O r i g i n a l l y an Indian district called Chickacoan. I n 1648 i t became
Northumberland County, named for an E n g l i s h county. T h e mouth of
the Potomac R i v e r is here.
Nottoway County
A R E A 310
SQUARE
MILES
F o r m e d in 1788 from A m e l i a , and named for an Indian tribe. T a r l e ton passed through this county i n 1781. H e r e lived W i l l i a m Hodges
Mann, Governor of V i r g i n i a , 1910-1914.
Orange County
AREA
359
SQUARE
MILES
State Historical
Markers
of
Virginia
221
Prince Edward County
AREA
356
SQUARE
MILES
F o r m e d in 1753 from A m e l i a , and named for P r i n c e E d w a r d , son
of bredenck, P r i n c e of W a l e s , and younger brother of K i n g George
I I I . General Joseph E . Johnston was born i n this county; H a m p d e n Sydney College is in it.
Prince George County
A R E A 294
SQUARE
MILES
F o r m e d i n 1702 from Charles C i t y , and named for P r i n c e George
of D e n m a r k , husband of Queen A n n e . T h e battles of the C r a t e r , 1864,
and t o r t Steadman, 1865, took place in this county.
Prince William County
A R E A 345
SQUARE
MILES
F o r m e d i n 1730 from Stafford and K i n g George, and named for
VV l l h a m Augustus, D u k e of Cumberland, second son of K i n g George
I I . The F i r s t and Second battles of Manassas took place i n this county.
Princess Anne County
A R E A 279
SQUARE
MILES
F o r m e d in 1734 from Spotsylvania, and named for the P r i n c e of
Orange, who i n that year m a r r i e d P r i n c e s s A n n e , daughter of K i n g
George I I . President James Madison lived i n this county and P r e s i dent Z a c h a r y T a y l o r w a s born here.
F o r m e d i n 1691 by a division of L o w e r N o r f o l k into N o r f o l k and
Princess Anne. Named for Queen A n n e , then P r i n c e s s A n n e . T h e
first settlers first landed at Cape H e n r y , A p r i l 26, 1607.
Page County
Pulaski County
A R E A 322
SQUARE
MILES
F o r m e d in 1831 from Shenandoah and Rockingham, and named for
John Page, Governor of V i r g i n i a , 1802-1805. L u r a y C a v e is i n this
county.
Patrick County
A R E A 485
SQUARE
MILES
F o r m e d in 1790 from H e n r y , and named for P a t r i c k H e n r y , w h o
thus had two counties named for h i m . General J . E . B . S t u a r t was
born i n this county.
Pittsylvania County
AREA
1,015
SQUARE
MILES
F o r m e d i n 1766 from H a l i f a x , and named for W i l l i a m P i t t , E a r l
of Chatham, B r i t i s h statesman. T h i s is the largest county in V i r g i n i a .
T h e home of Claude A . Swanson, Governor of V i r g i n i a , 1906-1910.
Powhatan County
A R E A 273
SQUARE
MILES
F o r m e d i n 1777 from Cumberland and Chesterfield and named for
Powhatan, the noted Indian ruler. M a n y Huguenots settled i n this
county 1699-1700. H e r e Robert E . L e e spent the summer of 1865.
AREA
333
SQUARE MILES
F o r m e d in 1839 from W y t h e and Montgomery, and named for Count
C a s i m i r P u l a s k i , killed at the siege of S a v a n n a h , 1779. N e w R i v e r
flows through this county.
Rappahannock County
A R E A 274
SQUARE
MILES
F o r m e d in 1833 from Culpeper, and named for the Rappahannock
R i v e r , headwaters of w h i c h are in this county.
Richmond County
A R E A 204
SQUARE
MILES
F o r m e d in 1692 from O l d Rappahannock County, and named for the
town of Richmond, S u r r e y , E n g l a n d . Sabine H a l l and Mount A i r y ,
noted old homes, are in this county.
Roanoke County
A R E A 305
SQUARE
MILES
F o r m e d in 1838 from Botetourt and Montgomery, and probably
named for Roanoke R i v e r . General A n d r e w L e w i s lived here. T h e
city of Roanoke is known as the M a g i c C i t y of the South.
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State Historical
Markers
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Rockbridge County
AREA 616 SQUARE
MILES
Formed in 1778 from Augusta and Botetourt, and named for the
Natural Bridge. Samuel Houston and Cyrus H . McCormick were
born in this county. Robert E . Lee and Stonewall Jackson are buried
in Lexington. Washington and Lee University and the Virginia Military Institute are there.
Rockingham County
A R E A 876 SQUARE
MILES
Formed in 1778 from Augusta, and named for the Marquis of Rockingham, British statesman. John Sevier, of Tennessee, was born in
this county. In it took place the battles of Cross Keys and Port
Republic, 1862.
Russell County
A R E A 496 SQUARE
Scott C o u n y
Shenandoah County
Smyth County
MILES
Formed in 1 8 3 2 from Washington and Wythe, and named for General Alexander Smyth, member of Congress for many years. Salt
works here were operated at an early date, and at Saltville a battle
was fought, 1864.
Southampton County
A R E A 604 SQUARE
Virginia
223
Stafford C o u n t y
A R E A 274 SQUARE
MILES
Formed in 1664 from Westmoreland, and named for Staffordshire,
England. The Army of the Potomac camped in this county, 1 8 6 2 - 1 8 6 3 .
Surry County
A R E A 278 S Q U A R E
MILES
Formed in 1 6 5 2 from James City, and named for an English county.
Bacon's Castle, a fortress in the rebellion of 1676, is in this county.
Sussex County
AREA 515 SQUARE
MILES
Formed in 1 7 5 3 from Surry, and named for an English county.
Cornwallis passed through this county in 1 7 8 1 .
Tazewell County
A R E A 531 SQUARE
MILES
Formed in 1 7 9 9 from Russell and Wythe, and named for Henry
Tazewell, United States Senator, 1 7 9 4 - 1 7 9 9 . Beautiful Burk's Garden
is in this county.
Tennessee
First permanently settled in 1 7 6 9 and long a part of North Carolina.
In 1785, settlers formed the state of Franklin, not recognized by Congress. Tennessee was admitted to the Union as the sixteenth State
in 1 7 9 6 .
MILES
Formed in 1 7 7 2 from Frederick, and first named Dunmore for Lord
Dunmore, Governor of Virginia, 1 7 7 1 - 1 7 7 5 . In 1 7 7 8 the county was
renamed for the Shenandoah River.
A R E A 435 SQUARE
of
MILES
Formed in 1 8 1 4 from Lee, Washington and Russell. Named for
General Winfield Scott, later commander of the American army. The
Natural Tunnel is in this county.
A R E A 510 SQUARE
Markers
MILES
Formed in 1 7 8 6 from Washington, and named for General William
Russell, pioneer and Revolutionary soldier. Clinch River runs through
the county.
A R E A 543 SQUARE
State Historical
MILES
Formed in 1748 from Isle of Wight and Nansemond. Named for
a locality that was originally named for the Earl of Southampton,
active in the first settlement. General William Mahone was born in
this county.
Warren County
AREA 216 SQUARE
MILES
Formed in 1 8 3 6 from Frederick and Shenandoah, and named for
General Joseph Warren, killed at Bunker Hill, 1775.
Warwick County
AREA
69 SQUARE
MILES
One of the original shires formed in 1634, it was given the name of
Warwick River. The river itself was named for the Earl of Warwick.
Washington County
A R E A 604 SQUARE
MILES
Formed in 1776 from Fincastle, and named for George Washington. This county was the first locality named for him. General William Campbell, hero of King's Mountain, lived in this county. Emory
and Henry College is here.
Spotsylvania County
AREA 413 SQUARE
MILES
Formed in 1720 from Essex, King and Queen, and King William,
and named for Alexander Spotswood, Governor of Virginia, 1 7 1 0 - 1 7 2 2 .
The battles of Fredericksburg, Chancellorsville, the Wilderness
(partly) and Spotsylvania were fought in this county.
West
Virginia
West Virginia was long a part of Virginia. Morgan Morgan began
the settlement of the region in 1727. A great battle with the Indians
took place at Point Pleasant, 1774. West Virginia became, a separate
State of the Union in 1863.
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Markers
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Virginia
mstorxcalU^
Numerical
Westmoreland
A R E A 252
County
SQUARE
MILES
F o r m e d in 1653 from Northumberland and K i n g George, and named
for an E n g l i s h county.
I n it were born George W a s h i n g t o n , J a m e s
Monroe, and Robert E . L e e .
Wise
A R E A 420
County
SQUARE
MILES
F o r m e d in 1856 from L e e , Scott and R u s s e l l , and named for H e n r y
A . W i s e , Governor of V i r g i n i a , 1856-1860.
Wythe
A R E A 479
County
SQUARE
MILES
F o r m e d i n 1789 from Montgomery, and named for George W y t h e ,
signer of the Declaration of Independence.
N e w R i v e r flows through
this county.
York
AREA
136
County
SQUARE
MILES
One of the eight original shires formed i n 1634. F i r s t called Charles
R i v e r , which was named for K i n g Charles I . T h e name w a s changed
in 1643 to Y o r k for Y o r k s h i r e , E n g l a n d .
C o r n w a l l i s ' s surrender,
October 19, 1781, took place at Y o r k t o w n .
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of Virginia
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_ _
Nansemond-North C a r o l i n a
Nansemond-North C a r o l i n a _ James C i t y - W a r w i c k _
_ _
Louisa-Orange
Culpeper-Fauquier
_ _
Culpeper-Orange
Fauquier-Warren
_ _
Loudoun-Prince W i l l i a m _
Nelson-Buckingham
_
Frederick-Shenandoah _ _
Nottoway-Amelia
_______
Nottoway-Prince E d w a r d
_
Alleghany-West Virginia
__
. .
Pages
216, 221
216, 213
220, 219
219, 221
220, 219
221, 224
223, 224
223, 224
217, 224
215, 223
223, 222
219, 221
219 219
219, 221
219, 217
219, 219
219, 219
217, 223
218, 220
214, 215
214, 220
215, 223
218, 221
219, 213
216, 222
220, 212
220, 221
212, 223
�230
State Historical
Markers
I n d e x of M a r k e r s b y
of
State Historical
Virginia
Symbol
Symbols
(Symbols in Alphabetical and Numerical Order)
Page
47
47
47
48
48
48
48
48
48
48
48
48
Title
Symbol
A-3
A-4
A-5
A-7
A-8
A-9
A-10
All
A-12
A-14
A-15
A-16
A-17
A-18
A-19
A-20
A-21
A-22
A-23
A-24
A-25
A-26
A-27
A-28
A-29
A-30
A-31
A-32
A-33
A-34
A-35
A-36
A-37
A-38
A-39
A-40
A-41
A-42
A-43
A-44
A-45
A-46
A-47
A-48
A-49
A-50
A-51
A-52
A-53
A-54
A-55
A-56
A-57
A-58
A-60
A-72
A-79
A-80
A-81
A-82
49
51
....
u
tt
tt
49
49
49
50
50
tt
49
50
50
50
50
51
51
52
51
51
50
51
51
49
47
„
__ __ ...
.
.
.
...
..
.
.
W i l l i a m B y r d ' s Camp
.. .
.
.
..
_
N a t u r a l B r i d g e of V i r g i n i a
.
.
.
_.
...
._
..
.
52
52
50
54
53
53
53
53
53
54
54
54
52
53
52
113
49
49
159
55
159
54
55
55
55
55
Markers
of
Page
Title
A-91
A-92
A-94
A-135
AL-5
AS-1
B-7
B-ll
B-13
B-19
—
. . .
Campaign of Second Manassas
A c t i o n of O x H i l l
.
.
Second Battle of Winchester
.
_______
.
15-24
B-25
B-26
B-28
B-29
B-31
B-32
B-33
BW-2
ISX-2
BX-7
231
Virginia
.
Sharpsburg ( A n t i e t a m ) Campaign S t u a r t and G r e g g
Gettysburg Campaign
.
A Revolutionary H e r o
B u r k e ' s Station R a i d
. . .
Neavil's Ordinary
C a v a l r y Engagement
Campaign of Second Manassas
S t u a r t ' s R i d e A r o u n d Pope
B u l l R u n Battlefields
—
F i r s t B a t t l e of Manassas _
Confederate Defenses _
Second B a t t l e of Manassas T h e Stone B r i d g e - Battle of Groveton _ Second B a t t l e of Manassas
Campaign of Second Manassas
Colonial R o a d
W h i t e House
-B u l l R u n Battlefields Second B a t t l e of Manassas
F i r s t Battle of Manassas Campaign of Second Manassas
F i r s t B a t t l e of Manassas _
D-6
D-10
D-20
D-22
D-28
D-30
B a t t l e of Cross K e y s
K n i g h t s of the Golden Horseshoe
Montebello
Barboursville
_____
Fincasde —
- _- _
Greenfield
E-2
E-3
E-6
E-7
E-8
Intermediate Defenses
_
W h e r e Sheridan Moved E a s t —
Outer Fortifications ii
Yellow Tavern
- _
tt
tt
—
.
-
it
.
-
-
-
.
- -
- .-
_
_____
-
.
tt
Second B a t t l e of Manassas
Campaign of Second Manassas
Thoroughfare Gap
F r e d e r i c k s b u r g Campaign
- - _„
Campaign of Second Manassas _
(<
.
- - - - -
C-4
C-6
C-8
C-19
C-20
C-21
C-22
C-23
C-26
C-27
C-28
C-29
C-30
C-31
C-33
C-34
C-40
C-42
C-44
C46
C-48
C-50
C-56
C-60
C-61
C-90
CB-1
tt
.
a
._ .
n
The Falls Church
Campaign of Second Manassas
-
-
.
-
-_ -.
i_.
__'___!
-
-
- .
.
_.._
55
54
159
159
167
192
107
___ 109
_ 108
107
81
108
. _ 109
108
109
108
108
108
162
. 162
194
154
154
191
157
157
157
157
156
155
155
155
154
153
155
155
156
157
156
156
156
156
155
155
154
154
157
194
97
97
98
98
158
158
22
22
22
22
18
�State Historical
State Historical
232
Markers
of
E-ll
E-12
E-13
E-14
E-15
.
21
21
21
21
21
21
20
-
__ -_
F Il>
I_> - 1 o
E-18
F lO
SU-
20
20
20
20
20
19
17
_ _ - - ; i9 J
F \0
E-21
E-22
F 2<t
i .-_..>
E-24
E-25
F
___
— -
1ft
E-28
19
19
19
19
19
F 2Q
I . _. t
E-30
F-31
19
18
18
18
18
18
18
18
17
17
17
i. •< i
F 32
!.-.>_,
E-34
E-35
E-36
E-37
E-38
E-39
E-42
F
F
1 f. K
_
_
_
—
—
.
_t3
E-44
E-45
-
...
17
17
17
16
**
tt
E-47
16
16
15
F -IR
Ilj-'-to
F 10
E-51
E-52
E-53
E-55
15
15
.
_
15
15
15
15
14
F
.ft
Ej'tlU
F.--.J R >
i ' ><
F
E-60
E-62
E-63
-.
F-fi^
11 - o . j
E-66
E-67
E-68
E-69
E-71
F
. . .
- .
79
t-j- t —•
E-74
E-73
E-75
E-79
E-81
E-90
EH-8
EP-8
EP-20
F-l
of Virginia
233
F-2
F-3
F-4
F-5
F-6
F-7
F-8
F-9
F-10
F-ll
F-12
F-13
F-14
F-15
F-16
F-17
F-20
F-21
F-22
F-23
F-24
F-26
F-32
F-40
F-50
F-52
F-55
F-59
F-60
F-65
F-66
F-69
F-70
F-71
F-72
F-75
F-77
F-78
F-80
F-82
F-95
FA-1
FB-2
FB-4
FF-2
FF-4
FF-8
FL-8
FR-3
FR-6
FR-7
FR-10
FR-12
FR-14
FR-16
FR-25
Page
68
70
__.
_ . 69
68
Sharpsburg ( A n t i e t a m ) Campaign
. ..
68
Goose C r e e k Chapel
69
Colonial H o m e
- 74
112
Campaign of Second Manassas _
.
Where Pelham Fell
70
_ 70
Battle of B r a n d y Station __
70
Betty Washington
Opening of Gettysburg Campaign
70
Simon Kenton's Birthplace .
69
Mother of Stonewall J a c k s o n
- _ .
..
69
L e e and Pope
»--.
.
_ _
70
.
71
Kemper's Grave
70
B a t t l e of Cedar Mountain
70
Crooked R u n Baptist C h u r c h
.
71
.
72
C h u r c h of the B l i n d Preacher
W o o d b e r r y F o r e s t School
71
Montpelier and Madison's T o m b _ _ . ._
71
Campaign of Second Manassas
.
_ _ -.
71
72
Campaign of 1781
P o i n t of F o r k
_
.
_
.
_ __ 72
Bremo
_
_
_ _ „ _ „ .
72
72
Gold Mines
__ - - .
...
.
73
M a r c h to Appomattox
.__
_
E v e of Appomattox
__
_ ..
73
Old Worsham
_
..... 74
Slate H i l l Plantation _
.
__ 74
.
73
Randolph-Macon Medical School
.
73
Kingsville
_ _ _ _ _ _ _
.
73
Providence
.__ ___
74
Campaign of 1781
_
______
74
Old Briery Church
_- .._
74
.
74
Campaign of 1781
75
Roanoke Plantation
____
75
Staunton B r i d g e A c t i o n
_ _ _ _ _
P r e s t w o u l d Plantation
75
112
Campaign of Second Manassas
_
__
_.
John M a r s h a l l ' s H o m e
112
Campaign of Second Manassas
_.
112
State F i s h H a t c h e r y
_
_ .
111
Gettysburg Campaign
112
M c C l e l l a n d Relieved from Command
_ _ .
112
Ash Lawn
_
_
_
195
90
R e d House
..
E d g e h i l l ___
—
.
103
103
Greenfield
.
103
H e n r y and Randolph's Debate
Campaign of 1781
_
__
103
Cub C r e e k C h u r c h
.
102
H a t Creek Church
__
102
102
Patrick Henry's Grave
_ __ _ -
G-2
G-10
G-ll
G-12
G-15
G-25
Leeton F o r e s t
_
_
General E d w a r d Stevens
C a v a l r y Engagement
.
Joseph E a r l y H o m e _ _
H e n r y House _ _
General Sumter's Boyhood
_
Symbol
Page
Title
Symbol
Markers
Virginia
Stuart's R i d e A r o u n d M c C l e l l a n
. . .
„
_
14
14
14
14
13
-
13
13
13
—
14
13
20
16
16
. 1 3
16
109
168
. 168
69
Title
Potomac Crossings
—
-
-
- -
_ .
_.. .
.
_ _ .
...
195
161
161
93
162
93
�State
Historical
Markers
of
Virginia
235
234
Symbol
Page
38
Title
Symbol
GA-32
GA-34
1-1
i-2-a
1-2-b
1-2-c
..
I-2-d
1-3
1-4
1-5
1-6
1-7
1-8
1-9
1-10-a
1-10-b
I-ll-a
1-11-b
1-12
1-15
J-1
J-2
J-3
J-4
J-6
J-8
J-9
J-10
J-11
J-12
J-14
J-15
J-16
J-17
J-25
J-29
J-30
J-33
J-34
J-35
J-39
J-40
J-42
J-60
J-61
J-62
J-63
J-64
J-65
J-66
J-67
J-68
J-69
J-70
J-71
J-72
J-73
J-74
J-75
J-77
J-78
53
57
57
182
182
93
. 172
94
. .
7
Southwest
61
54
. 141
21
111
52
56
_/_-T
V i r g i n i a Museum
73
174
174
-
-
39
39
191
. 190
190
190
189
174
29
189
190
—
190
190
. _ 39
— .
29
.
30
—
30
30
30
31
31
31
-
—
- ....
31
31
32
32
32
33
33
33
195
32
33
33
J-81
J-82
J-83
J-85
J-86
J-87
J-88
J-89
JD-1
JD-2
JD-10
JD-14
JE-1
JE-2
JE-4
JE-15
JE-35
JE-36
JJ-2
JJ-4
JJ-6
JJ-10
JJ-12
JJ-15
JJ-20
JJ-24
JP-6
JT-2
JT-3
JT-4
JT-5
JT-6
JT-7
JT-8
JT-9
JT-12
JX-5
K-l
K-3
K-4
K-5
K-6
K-8
K-9
K-10
K-ll
K-12
K-l 3
K-14
K-15
K-16
K-19
K-20
K-21
K-22
K-23
K 24
K-25
K-26
K-27
K-28
K-29
Title
Bewdley _ _
S t . M a r y ' s W h i t e Chapel
White Marsh Church _
Corotoman
Christ Church _ — _
W i n d m i l l Point
Ditchley and Cobbs
F i r s t A m e r i c a n W o m a n Missionary to C h i n a
Belle B o y d and J a c k s o n
...
W i l l i a m E . Carson _ „
B a t t l e of P o r t Republic J a r m a n ' s Gap
Jackson's M a r c h to F r e d e r i c k s b u r g
K n i g h t s of the Golden Horseshoe
Hebron Church _ _
A Camp of Stonewall Jackson's
Lee's Stopping Place
Clifton
.
L e e ' s Headquarters - Bloomsbury
_ _
Campaign of Second Manassas
Mine R u n Campaign
Stuart's Escape
Robinson's T a v e r n
B a t t l e of the Wilderness
Campaign of 1781
Birthplace of Monroe
Nominy C h u r c h
T h e Glebe _
Washington's Mother
.
Bushfield
R i c h a r d H e n r y Lee's G r a v e
Yeocomico C h u r c h
Kinsale
Coan R i v e r
Northumberland House and Mantua
Morattico Baptist C h u r c h
Cumberland Gap
Indian Mound
_
Colonial F o r t
Indian Massacre Thompson Settlement C h u r c h
Doctor Still's Birthplace
Jonesville Methodist Camp Ground
Jonesville
.
Gate C i t y _
F e r r i s Station
Fort Blackmore McConnell's Birthplace
B i g Moccasin Gap
Donelson's Indian L i n e
Seven Mile F o r d
W i l l i a m Campbell's G r a v e
F a r t h e s t W e s t , 1750
Chilhowie
A Colonial Soldier's H o m e
E a r l y Church
New River
Battle of M a r i o n
Site of Colonial H o m e
Saltville History
F i r s t Settlement _
Page
34
34
35
35
34
34
63
63
63
161
71
161
194
85
85
85
152
180
151
195
114
115
115
60
59
60
�State Historical
236
Symbol
K-30
K-31
K-32
K-33
K-34
K-35
K-36
K-37
K-39
K-40
K-41
K-42
K-43
K-47
K-48
K-49
K-65
K-66
K-70
K-72
K-73
K-74
K-75
K-76
K-88
K-95
K - l 16
K-119
K-121
K-130
K-132
K-134
K-136
K-138
K - l 39
K-l 10
K-146
K-148
K - l 50
K - l 52
K-156
K-157
K-170
K-172
K-205
K-207
K-208
K-209
K-210
K-211
K-212
K-213
K-214
K-215
K-216
K-218
K-222
K-223
K-224
K-225
K-226
K-227
K-228
State Historical
Markers
of
Page
59
59
114
60
60
Title
...
59
.
58
58
116
62
61
61
Nottoway Courthouse
H i s t o r y at P r i n c e George Courthouse
Wakefield
and Pipsico
Markers
of Virginia
237
Virginia
-
57
57
57
56
56
56
56
55-6
56
183
183
183
184
184
183
184
167
184
184
185
185
185
185
185
186
186
101
140
.14 140
42
42
140
42
43
43
43
43
..43
-i
44
. _ 44
44
43
_ 44
45
44
Symbol
K-229
K-231
K-233
K-235
K-236
K-237
K-238
K-239
K-240
K-243
K-211
K-246
K-247
K-248
K-249
K-250
K-251
K-252
K-253
K-254
K-255
K-256
K-257
K-259
K-260
K-262
K-263
K-265
K-273
K-275
K-278
K-305
K-307
KA-8
KA-10
KA-11
KA-15
KB-6
KB-56
KC-1
KC-2
KC-3
KC-4
KD-5
KD-6
KD-8
KD-12
KE-5
KG-2
KG-5
KG-10
KG-17
KG-19
KG-20
KG-21
KG-22
KH-1
KH-4
KP-4
KV-4
KV-5
KV-6
KV-15
Title
Organization
of the C h r i s t i a n C h u r c h
Old T o w n
L a w n e ' s Creek
W r e n n ' s M i l l Site
Siege of Suffolk
Revolutionary Camp
_-
Sleepy H o l e F e r r y
Hodges F e r r y
_
-
--
-
—
. _ -
.
1-
- - - - -
—
Great B r i d g e
- — -E a s t e r n Shore Chapel --_
-
--
- -
—
Battle of F i v e F o r k s
Donelson's Indian L i n e
Carter's Fort
B i g Stone Gap
----F i r s t Court of Scott County
--.
Saltville
- •
Eggleston's Springs
Bland
—
A Great Preacher
—
— One of the " B i g F o u r " -_ —
Toland's R a i d
Seat of Fincastle County
- _
Jackson's F e r r y and O l d Shot T o w e r
.
A u s t i n ' s Birthplace
Hillsville
Battle of Cloyd's Mountain
Stuart's Birthplace
- —
- -—
-.
Floyd - - - - -- -_ D r a p e r ' s Meadow Massacre - - _ Snidow's F e r r y
_.
_
.
Discovery of N e w R i v e r
_
F i r s t Court of Giles County
— - - - - .
Pearisburg _
-_
- . .Narrows - —
I I —
Governor F l o y d ' s G r a v e _ _ - _
N e w Castle
- _
- -Booker Washington's Birthplace
I
Seashore State P a r k
— -L a n d i n g of W o o l and Surrender of NorfolkS a r a h Constant S h r i n e
. _ __
First Landing
-_
_ _ -
Page
44
44
45
45
44
45
45
45
45
46
46
46
46
46
46
46
47
187
120
172
173
172
173
47
173
173
- 173
173
120
81
120
187
186
88
115
88
89
138
105
86
86
86
86
110
110
110
110
139
139
42
182
182
182
181
182
181
171
172
141
131
131
1 131
132
�238
State Historical
Markers
of
Virginia
Page
150
151
Title
Symbol
KY-4
KY-5
L-3
L-5
L-8
L-10
L-20
L-22
L-30
L-32
L-50
L-52
L-61
LB-5
M-10
Mil
M-12
M-13
M-14
M-15
M-16
M-17
M-18
M-19
M-24
M-25
M-26
M-30
M-60
M-66
MG-2
MG-3
MJ-1
N-4
N-5
N-6
N-8
N-9
N-10
Nil
N-12
N-13
N-14
N-15
N-16
N-17
N-18
N-19
N-20
N-21
N-22
N-23
N-26
N-28
N-40
N-45
N-48
N-58
N-61
N-66
121
.
_ 121
N e w Monmouth C h u r c h and M o r r i s o n s B i r t h p l a c e — 121
162
94
94
95
95
95
95
101
it
tt
176
176
176
176
176
176
175
175
175
176
171
186
192
185
184
90
89
89
106
a
a
B a t t l e of S a i l o r ' s ( S a y l e r ' s ) Creek
.
.
O l d Rappahannock Courthouse
—
82
82
82
82
77
76
76
76
76
77
76
77
77
78
77
77
78
78
77
78
78
78
79
100
67
79
79
State Historical
Symbol
N-77
N-85
ND-4
ND-5
ND-6
ND-7
ND-9
NW-1
NW-2
NW-3
NW-4
NW-5
NW-6
NW-7
NW-8
NW-9
NW-10
0-5
0-6
0-7
0-8
0-9
O-ll
0-12
0-13
0-14
0-15
0-16
0-18
O-20
0-21
0-22
0-23
0-24
0-25
0-27
0-28
0-29
O-30
0-31
0-32
0-34
0-35
O-40
0-41
0-42
0-44
0-45
0-46
OB-2
OB-3
OB-4
OB-5
OB-10
OB-16
OB-18
OB-50
OC-14
OC-15
OC-18
OC-22
OC-25
Markers
of Virginia
239
Title
—
Battle of C r i c k e t H i l l _ .
P a t r i c k H e n r y ' s Birthplace _
E d m u n d Pendleton's H o m e _
- _ _
C l a y ' s Birthplace
_
Campaign of 1781
_
.
_ _ .
C o r n w a l l i s ' s Route _
Gloucester Courthouse _
W a r e Church —
T o Gwynn's Island Warner H a l l _
Abingdon C h u r c h
_
W h i t e M a r s h and Reed's Birthplace
Tarleton's L a s t Fight
Rosewell and Werowocomoco
Gloucester Point
E a r l y L a n d Patent _
.
Outer Fortifications
Seven D a y s ' Battles
ii
ii
it
Sheridan's R a i d
Seven D a y s ' Battles _
Battle of Cold H a r b o r
Bethesda C h u r c h
C o r n w a l l i s ' s Route
Grant's Crossing
H e n r y ' s C a l l to A r m s
Rumford Academy
Cavalry Raids _
Clark Home
_
__.
_
__.
_ _
_
_ .
Mattapony I n d i a n T o w n
Bacon's Northern F o r c e
E d m u n d Ruffin's G r a v e
—
Dunlora Academy
Bethlehem Baptist C h u r c h
Huguenot Settlement
Derwent _ _
_
Giles's H o m e
P o w h a t a n Courthouse _
Black Heath
.
Midlothian Coal Mines
Bellona A r s e n a l _
Piscataway Church
A f t e r Appomattox
.
Campaign of 1781
Sabine H a l l _
.
Bruington C h u r c h
Mattapony C h u r c h
State F i s h H a t c h e r y
Hillsboro
Newington
_
_
Colonial C h u r c h
Poropotank Creek
P a m u n k e y Reservation
Mattapony Reservation
Campaign of 1781
u
it
a
-
.
_
. _
_
_ _
_
.
..
-
Page
100
151
29
28
29
28
.
29
79
79
79
80
80
80
80
80
80
80
177
177
143
- 177
177
178
178
178
178
178
178
. 179
179
179
179
179
178
122
. 123
123
123
64
122
64
123
123
123
179
122
122
180
180
66
67
67
66
67
67
67
67
96
96
96
96
96
�State
240
State
Historical
Markers
of
Historical
Page
Title
OC-35
OC-40
OH-10
OL-10
ON-5
ON-7
PA-2
PA-4
PA-6
PA-8
PA-9
PA-10
PA-12
PA-16
PA-20
PA-23
PA-25
PA-60
PA-70
PA-80
PA-105
PA-125
PA-140
PA-142
PA-144
PA-148
PA-152
PA-155
PA-159
PA-163
PA-175
PA-180
PA-190
PA-195
PA-220
PA-230
PA-235
PA-240
PH-6
Q-l-a-b-d
0-1-1
Q-2-a-b
Q-3-a-b-cQ-4-a
Q-4-b
0-4-c
Q-4-d
Q-4-e
Q-5-a
Q-5-b
Q-6-1
Q-6-2
Q-6-3
Q-6-4
Q-6-5
Q-6-6
Q-6-7
ft A SI
Q-6-9
.
.
160
160
105
101
105
105
113
.
Seven D a y s ' B a t t l e s —
t*
. ...
a
_
..
tt
tt
tt
it
tt
a
it
tt
a
it
tt
tt
Grape V i n e
Bridge
"
"
White Oak Swamp
..
__
_
.
—
__
tt
tt
tt
Glendale ( F r a y s e r ' s F a r m )
tt
n
u
tt
n
tt
Glendale
(Frayser's Farm)
_
tt
"
n
a
..
tt
177
143
143
144
177
144
144
144
144
145
145
145
145
145
146
146
146
124
125
147
147
147
147
147
148
148
148
148
148
149
149
149
191
General D a n i e l Morgan-Winchester
Joist H i t e and Braddock-Winchester
George Washington-Winchester
Colonel James Wood-Winchester
L a s t Confederate Capitol
W r e c k of the O l d 97 -
...
._
-
—-
__
_
.
, _
Mustered
u
and
tt
of
241
Virginia
Virginia
Disbanded—1861-1865
...
..
196
197
207
196
207
207
208
208
208
197
197
197
197
198
198
198
198
198
198
198
Page
Title
Symbol
Symbol
Markers
Q-6-10
Q-6-11
Q-7-a
Q-8-a
Q-8-b
Q-8-c
Q-8-d
Q-8-e
Q-8-f
O-8-e
Q-8-h
Q-9
Q-10-a
Q-10-b
QA-1
QA-2
QA-3
QA-4
QA-5
QA-6
QA-7
QA-8
QA-9
QA-10
QA-11
QA-12
QA-13
QA-14
QA-15
QA-16
ft
ii
it
Blandford C h u r c h and Cemetery
F o r m a t i o n of the Southern Methodist
Church...
A-l 7
199
199
206
205
205
205
206
206
206
206
206
207
196
196
202
203
203
203
. 203
203
203
203
204
204
204
204
204
204
205
205
205
94
R-4
R-12
R-56
R-58
R-60
R-62
R-77
R-7Q
i* t J
R-80
R A .1
i \ \ - IRA-6
S-3
S-4
S-5
S-7
S-8
S-9
S-10
S-12
S-13
S-14
S-15
S-16
S-17
S-18
S-19
S-21
S-22
S-23
S-24
188
93
94
143
188
174
189
188
142
143
Minister W h o M a r r i e d L i n c o l n
22
i<
ii
ii
*
<
.
22
23
23
23
23
23
23
23
23
22
194
24
24
24
.
-
24
24
24
24
�242
State Historical
Markers
of
Virginia
State Historical
Title
Symbol
S-25
S-26
S-27
.
S-45
24
-
£ /ID
.
S-51
S-52
S-53
S-54
S-55
S-56
26
25
25
_..
._
.
.
S ^7
S-58
S-60
S-62
S-65
S-66
S-70
S-72
S-74
S-76
S-79
SA-5
SA-10
SA-14
SA-18
SA-20
SA-27
SA-29
SA-30
SM-2
SN-45
SN-60
26
26
26
26
._
Staunton R i v e r R a i d
Elk Hill
-
-
-
Sabot H i l l
Wilton
-
-
T-l
T-2
T-3
T-4
T-5
T-8
T-9
T-10
T-ll
T-22
T-30
T-36
T-37
T-38
Carter H a l l
O l d Chapel
-G r e e n w a y Court
Audley _ _
Mother of the W r i g h t B r o t h e r s
Colonial H i g h w a y
Castleman's F e r r y F i g h t
Crook and E a r l y
_
F o r e r u n n e r of W i r e l e s s T e l e g r a p h y
E a r l y ' s Washington Campaign
Belmont
A c t i o n at D r a n e s v i l l e
Sharpsburg ( A n t i e t a m ) Campaign
Gettysburg Campaign
.
.
U-22
U-25
U-26
U-30
U-32
U-48
U-50
U-90
U-102
U-105
U-115
U-120
Independence
F i r s t County
27
27
.....
.
27
26
— 27
27
28
28
.
_ ..
27
.
28
.
27
__ .
. 3 8
38
38
38
„ _ ,.
- .
39
. 193
142
..
.
142
. 104
. . 103
. .
106
_
-
_
_
. .
__
.
_ .
.
166
62
62
. .
40
40
40
40
. .
40
40
40
_
41
41
41
41
.
Seat
Frontier F o r t
_ _
Staunton R i v e r State P a r k
_
Nathaniel T e r r y ' s G r a v e
F o r t Christanna
T a r l e t o n ' s Movements
J o h n Y . Mason's H o m e
B u c k h o r n Quarters
Markers
of
Virginia
Page
-
_
.
116
193
116
117
. 117
175
171
168
119
118
119
119
Symbol
Page
Title
U-122
U-124
U-130
UC-5
UE-5
UK-4
UL-2
UL-4
UL-5
11 n
119
120
7i>
138
. . .
- ..
117
.
..
— 118
1 *f
7»
TTM 1 9
U M-l
£
UM-14
_
170
_ 170
. _ 170
TTM 1 A
LI ITl-10
UM-18
1 ct\
170
T I M 9ft
UM-40
US-3
lltfo -f.
U
O
UT-20
UT-28
. 166
— 167
187
_
.
187
35
35
V-l
T " .1
V-2
V-3
.
—
V-4
V-5
v o
V-7
V-R
T -O
V-9
V-10
V-ll
V-l 2
_
B e r k e l e y and H a r r i s o n ' s L a n d i n g
35
. 3 6
36
_
36
36
36
37
—
_
.
37
37
37
37
37
V-l 3
T -AO
V-14
V-15
V-16
V-l7
V-l 8
V -AO
V-19
V-20
V-21
W-2
W-4
W-5
W-8
W-9
W-10
W-ll
W-12
W-14
W-16
W-17
"W-18
W-19
W-20
W-21
W-22
W-23
W-24
W-27
W-28
W-29
.
..
_..
..
36
. . 166
. . 166
165
165
.
165
37
.
.
.
.
Providence
Forge
.
Diascund Bridge
White Hall Tavern _
Olive Branch Christian Church
.
_
124
124
124
125
124
124
124
125
125
125
125
125
126
126
126
126
126
126
127
127
126
�244
State Historical
of
State Historical
Virginia
Page
Title
Symbol
W-30
W-31
W-32
W-33
W-34
W-35
W-36
W-43
W-44
W-45
W-46
W-47
W-48
W-49
W-51
W-52
W-53
W-54
W-55
W-59
W-60
W-61
W-64
W-65
W-66
W-70
W-79
W-84
W-85
W-87
W-89
W-90
W-92
W-150
W-155
W-159
W-160
W-161
W-162
W-199
W-200
W-201
W-202
W-203
W-204
W-205
W-206
W-207
W-208
W-209
W-210
W-211
W-213
W-214
W-218
WO-12
WO-13
WO-14
WO-16
WO-30
WO-31
WO-33
WY-S
Markers
_
.
.
_
_
_
_
_
_
_ „
—
.
. .
Settlement of Newport
News
-
F i r s t B a t t l e of Ironclads
...
_
—
.
..
Battle of M c D o w e l l
.
.
.
.
-. . .
._
...
Colle
Edgehill
_
-
-
—
— .
_ .
...
....
.
Patrick Henry's Home
J a c k Jouett's R i d e
-
R o c k f i s h Gap Meeting
T h e W h i t e House
St. Peter's C h u r c h
Stuart's R i d e A r o u n d M c C l e l l a n —
N e w K e n t Courthouse
Peninsular Campaign
T h e B r i c k House
—
—
.
.
-
.
....
127
127
127
127
128
127
127
128
128
128
193
128
128
128
129
129
129
129
129
129
129
129
130
130
130
130
163
ISO
130
130
131
131
131
163
163
163
163
164
164
164
164
165
164
165
87
87
87
87
98
98
98
98
98
111
164
99
99
99
99
99
99
100
66
X-6
X-7
X-8
X-9
X-10
245
of Virginia
Page
Title
Symbol
W'Y-6
WY-7
WY-8
WY-9
\TY-10
WY-11
WY-12
WY-13
WY-14
WY-15
WY-90
WY-91
WY-92
Markers
O l d Places
_ _ _ _ _ _
.
.
Founder of Presbyterianism
Glade H o l l o w
Fort
X-ll
X-12
X-13
X-14
X-15
X-16
X-17
X-18
X-20
X-21
X-22
X-23
X-24
X-26
X-30
XB-4
XB-7
XB-11
XB-23
XB-25
XT.-4
XP-4
XP-5
B i g C r a b O r c h a r d or W i t t e n ' s F o r t
S e m i n a r y Methodist
Abb's V a l l e y
Church
.
66
66
65
65
65
65
65
65
64
64
130
130
150
83
192
135
83
84
83
83
137
83
84
83
83
132
134
134
134
134
133
133
133
88
87
135
136
136
181
136
136
�State Historical
246
Markers
of
State Historical
Virginia
_
A c t i o n of M a r c h 2.J 1805
A mt.thill
K-statp
i Chesterfield
Cnnntv }
A n c h o r and Hope Plantation
Anderson and
Crook
Appomattox: After _
_
\
K v e of
V
M a r c h to Surrender at _
Ann.a
P h i i r r h ^*N*.
Aquia Creek:
/
_
_
___
V
_
\
Histonc^-9*^_--_A
Ashby : W h e r e A s h b y F e l l
Ashland
_ 1
_
Audley
_
J
J
ff^aL^.I-
.
.
J
__
fl
XP-5
- K-49
_ NW-5
— S-53
E-71
SA-30
S-3
K-36
B-24
J-30
X-23
0-42
/
F-60
F-59
K-157
E-90
E-51
WY.5
_
Symbol
\
K-235
_. 0-23
B a l l ' s B l u f f : Battle of . J . I I .
F-l
Banks' Fort
/
JiJL
A-24
Barbour's B i i t l i p l a c e , John S. . . .
J-6
Barboursville _ _
1 i/„
D-22
Beavers T a v e r n
......
L-61
Bedford
K-134
Belle B o y d and Jackson __
JD-1
Belleview
_
A-135
O-40
. . . . T-30
X-22
B e n n ' s Church
/ / . jJ
K-246
Bennett's H o m e
JJK-257
. . V-7
Berkeley and H a r r i s o n ' ^ L a n d i n g
S-21
Bermuda Hundred
»/
...
. . Q-3-a-b-c-d
B e r r y v i l l e - C l a r k e County
. __
A-53
Bethel C h u r c h . .
0-12
Bethesda Church/*'
- 0-27
Bethlehem BapMst C h u r c h
_ __ . . . J-81
Uicr R p t h c l > R a t t l e nf
W-66
R i c r P r a Ft O r r h a r d n r W i t t e n ' s F n r t
X-14
. KC-3
" B i g F o u r " " One of the
. _ ...
K-15
KA-11
.
. S-57
MJ-1
. . . . 0-34
B l a c k Heath
K-48
K - l 72
KC-1
Bland
..
JJ-4
X-15
Bluefield V i r g i n i a
Boone's S o n : Death of
K-32
80
26
13
142
22
59
81
39
134
122
73
73
185
16
15
66
109
51
21
195
40
110
45
179
69
49
191
98
95
184
63
159
123
41
134
46
173
36
24
196
52
178
123
34
130
83
86
115
88
27
106
123
61
186
86
84
84
114
247
Page
EP-20
N-16
W-207
S-12
S-18
K-218
F-11
F-52
V-3
BX-2
WO-33
F-75
K-43
J-64
K-42
J-17
OB-2
S-65
A-58
U-115
J-2
WY-92
C-19
C-31
S-51
X-12
BW-2
M-17
E-35
E-34
W-33
JT-5
A-57
OQ-5
K-222
WY-91
JE-15
A-35
168
77
87
23
24
43
70
72
35
162
100
74
116
32
62
190
66
27
55
JJ-24
ND-7
OC-22
OC-25
V-20
F-40
E-53
. ON-5
FR-12
ON-7
0-44
T a r l e t o n ' s Movements ( P r i n c e E d w a r d ) .
F-72
"
(Charlotte C o u n t y ) _. . F-78
"
( D i n w i d d i e C o u n t y ) ..
S-62
"
"
( H e n r i c o C o u n t y ) __... V-16
Boyd's and I r w i n ' s F e r r i e s
. .
UL-2
S-79
Campbell's G r a v e : W i l l i a m
...
K-20
Cape H e n r y ( F i r s t L a n d i n g )
. -..
KV-15
85
28
61
EH-8
A-30
__ E-16
FL-8
T-4
KD-8
Virginia
Page
136
Symbol
-
of
Title
A l p h a b e t i c a l I n d e x of M a r k e r s b y T i t l e
Title
Markers
^
B u l l R u n Battlefields ( F a i r f a x C o u n t y )
"
"
"
(Prince William)
B u r n s i d e : W h e r e Burnside Crossed
W h e r e Burnside T u r n e d _
Bushfield
Byrd's Camp:
. .
_ .
William
Cabell, W i l l i a m
.
.
.
.
Camp H a m i l t o n
Camp of Stonewall Jackson's : A
C a m p a i g n : E n d of the (Jackson's V a l l e y )
_ .
Campaign of 1781 :
Lafayette's Camp ( O r a n g e C o u n t y )
"
"
(Caroline County)
Lafayette's I n f a n t r y Camp
.
M i l i t a r y Camp .
Movements
_
_
...
"
Move W e s t
.
..
Road to Dumfries
_
...
. __
..
Steuben at C a r t e r ' s F e r r y
at Cole's F e r r y
Steuben's Camp (Cumberland C o u n t y )
Carolina R o a d : Old
—
--
. O-10-a
0-10-b
A-81
JD-2
119
174
150
157
155
25
83
162
175
18
18
127
152
159
113
44
130
194
51
96
96
165
72
IS
105
103
105
122
74
74
26
166
117
27
60
132
196
196
55
63
�248
State Historical
Markers
of
Symbol
Title
State Historical
Virginia
Page
166
' 115
54
87
40
172
//
140
T-l
KA-10
A-92
W-204
Castle H i l l
. . . . T-9
Catawba Sanatorium
. - _ _ _ _
1-4
K-211
Cattle R a i d : T h e
.
—
Cavalry Affairs
N-5
i
C a v a l r y Engagement (Shenandoah County;
A-26
/
(Rockingham County)
A-29
/
;
(Rappahannock C o u n t y )
C-4
/
(Madison County)
G-ll
Cavalry Raids
_
.
___
0-18
/
1
IIT-28
Cavalry Skirmish
_
A-15
Cedar C r e e k : Battle of _
*
<
(i
M
ii
A-21
«i
it
it
a
A-56
Cedar M o u n t a i n : Battle of _ .
F-20
Central State Hospital
1-6
Chamberlain's B e d
__
S-56
/
Chancellorsville : Battle of _
. J-40
Chantilly _ _ _
_____
J-74
/
Charles C i t v Courthouse
r \
v-ii
/ i
Q-l-a-b-d
Charlottesville
Chatham
.\7l J - 6 0
/
/ '
C h e r r y G r o v e Estate
N A-47 / / /
Chester Station F i g h t
_ _.
S-17 / / /
Chesterfield Courthouse
— - s " 7 // /
Chestnut H i l l
K-146
E-11/7 /
C h i c k a h o m i n y : Battles on the _ .
__
W-32
Chickahominy C h u r c h
W-22
Chickahominy Indians _
Chilhowie
K-22
E-52
Chopawamsic
_ _-„ _
J-86
Christ Church (Lancaster Countvl
^-48
(Middlesex Countvl
C h r i s t i a n C h u r c h : Organization of the
.
K-236
Christiansburir
__ _ _
K-72
Chuckatuck
K-248
C h u r c h of the B l i n d Preacher
X___~/lF-23
C i t y Point and Hopewell
. K-205
Claremont _
K-225
Clark Home _
0-20
C l a r k ' s Birthplace _
W-199
C l a y ' s Birthplace _
__
. ND-6
Clement H i l l
_ _
L-32
Clifton
—
—
_
JE-36
Clintwood _
__ _
_
XB-11
Cloverdale F u r n a c e _
A-82
Cloyd's Mountain : Battle of __
KE-5
Coan R i v e r _
JT-9
C o b b s : Ditchlev and
J-88
Coeburn
1
\,
X-20
Coggin's Point _
/ ._ _
K-210
Cold H a r b o r : Battle of
O-ll
Colle
_v
W-201
Colonial C h u r c h
_
_ __-_^»__„.
OB-18
Colonial F o r d : A
K - l 16
Colonial F o r t ( L e e C o u n t y ) __
K-4
K-121
(Bedford County)
Colonial H i g h w a y __
T-8
Colonial H o m e
F-8
Colonial H o m e : Site of
K-27
Carter H a l l ~ _ ~ •
-
82
50
51
154
161 /
179/
«
70
25
Markers
of
Virginia
Title
Colonial Soldier's H o m e : A
Corotoman
Craig's M i l l
_
_
_
__
Crawford, William H .
C r i c k e t H i l l : Battle of
Crooked R u n Baptist C h u r c h
Cross K e y s : Battle of
__
Cub Creek C h u r c h . . .
_
.
_
_ .
. .
26
30
32
37
196
31
53
24
23
184
21
127
126
61
15
35
100
44
57
46
72
101
43
179
164
29
95
91
135
55
139
180
34
134
42
178
165
67
56
114
183
40
74
60
Dahlgren's
Raid
(Goochland C o u n t y )
D a h l g r e n : W h e r e D a h l g r e n Died _
D a m No. 1 : Battle of __ __ _
D a v i s : Confinement of Jefferson
Denbigh Baptist C h u r c h
—
Derwent
_ _
_ _
Diascund Bridge
...
Dickinson's M i l l
Dinwiddie Courthouse
Dismal Swamp
_
_ .
- -
__ _.
_
Dumfries:
.
..
.
H i s t o r y at
D u n l o r a Academy
Early
Early
....
SA-14
SA-27
0-21
W-59
W-92
W-65
W-61
O-30
W-24
E-26
S-54
K-253
U-130
J-88
E-67
K-16
KA-8
L-3
T-36
KG-10
K-40
S-5
S-15
S-8
S-9
E-55
K-249
0-25
S-13
A-10
K-24
_ F-77
S-76
G-12
Iron Furnace
E-58
NW-10
L a n d Patent _
_
L a n d Patents ( P r i n c e W i l l i a m C o u n t y ) . __ E - 5 6
E-63
"
( F a i r f a x County)
. _
N-9
Settlement _
- - _
Settlers
__
K-30
E a r l y and Crook _ _ _
_ _
E a r l y Church . . .
E a r l y E x p l o r a t i o n ( B a t t s and F a l l a m )
( B l a n d and W o o d )
Early
Early
Early
-.
_
Ditchley and Cobbs
Dogue R u n • H i s t o r y on
••Donelson's Indian L i n e ( S c o t t C o u n t y )
"
"
"
(Lee County)
Douthat State P a r k
Dranesville : A c t i o n at
Draper's Meadow Massacre
D r e w r y ' s B l u f f : Battle of
-
Symbol
K-74
N-10
C-29
K-23
K - l 52
Q-5-a
C-21
ND-9
0-13
J-85
SN-45
K-262
RA-6
N-85
T-10
F-21
D-6
FR-14
J-10
K-l
V-3
Page
56
76
154
59
185
197
157
29
178
34
103
173
143
151
40
70
97
102
191
113
35
38
193
179
129
131
130
129
64
126
19
26
120
120
34
13
115
88
121
41
182
58
23
22
23
23
15
46
122
23
48
60
74
28
93
15
80
15
14
77
59
�State Historical
250
Markers
of
Symbol
Title
163
-
--
-
A-36
. AS-1
C-90
E-47
K-12
K-21
S-19
D-28
KD-5
„ J-89
WY-90
. U-25
51
192
157
16
115
61
24
158
110
34
130
193
22
132
58
52
163
50
50
186
19
43
42
171
44
77
165
40
131
115
49
27
118
47
101
35
126
131
173
113
57
64
175
17
17
17
17
155
82
.
-
F a i r y Stone State P a r k
Farthest W e s t , 1750
--
Fincastle C o u n t y : Seat of
F i r s t A m e r i c a n W o m a n Missionary to C h i n a
F i r s t C h u r c h at Kecoughtan
F i r s t County Seat
First Iron Furnace
- - - - - F i r s t Landing (Cape H e n r y )
_F i r s t Settlement
— F i r s t Settler's Camp —
F i r s t Settler's G r a v e _
F i s h e r ' s H i l l : Battle of
"
"
"
"
F i v e F o r k s : Battle of
F l i p p o ' s : Doctor
- _
Flowerdew Hundred _
Floyd _
_
_
F l o y d ' s G r a v e : Governor
- -F l y i n g Point
- _
Fonthill
_
_
F o r d , Reuben
_
_
F o r e r u n n e r of W i r e l e s s Telegraphy
F o r t Algernourne
-Fort Blackmore - Fort Christanna _
—
F o r t Collier
-F o r t Dinwiddie
- FOrt H a r r i s o n : V a r i n a and
F o r t James
.
F o r t Monroe
_—
F o r t Nelson Fort Trial
Fort Vause
—
Founder of Presbyterianism
Fredericksburg
ii
Ii
F r e d e r i c k s b u r g : Battles of ..
F r e d e r i c k s b u r g Campaign II
I I
-
_
_ _
_
- -
.
.
_ _ _ _
_
- -
-
_L
—
_ .
-
S-4
KV-15
K-29
A-40
W-159
A-22
A-23
K-307
E-29
K-214
KG-5
. KH-1
K-223
N-20
V-18
T-ll
W-89
K-l 3
A-55
S-66
U-90
A-4
LB-5
V-2
W-23
W-90
K-265
A-54
K-73
WY-15
M-18
E-45
E-46-a
E-46-b
E-44
C-56
N-4
17
40
120
27
103
165
105
90
83
38
99
61
Historical
Markers
of Virginia
Symbol
Title
Page
W-160
E-42
T-22
K-278
S-58
FR-6
. W-203
KB-56
M-66
X-9
SA-5
WO-30
1-7
(Albemarle County)
Elk Hill
Fltham
State
Virginia
"
"
(Shenandoah C o u n t y )
Gettysburg Campaign
(Loudoun County)
(Fauquier County)
"
"
( C l a r k County)
"
"
(Rappahannock C o u n t y )
"
"
(Loudoun County)
Gettysburg C a m p a i g n : Opening of
Glebe L a n d i n g C h u r c h
Goochland Courthouse
"
(Charles City County)
G r a y s o n C o u n t y : F i r s t Court of
tt
a **
tt
"
Greenfield (Botetourt C o u n t y )
(Charlotte County)
Griffin's B i r t h p l a c e : C y r u s
Guard's H i l l A f f a i r
Halifax Road: Old —
- -
-
-
H a n o v e r Courthouse: H e n r y at
Harrison's
L a n d i n g : B e r k e l e y and
Hatcher's R u n
-
-
U-32
. A-20
- J-8
J-12
U-26
K-ll
J-34
J-35
. B-32
FF-4
J-14
J-25
T-38
F-13
KG-20
0-31
X-8
AL-5
K-228
N-40
JT-3
NW-1
NW-9
F-55
SA-10
K-132
M-10
F-7
0-14
V-9
E-25
UE-5
K-275
KY-4
KY-5
R-79
D-30
FR-7
W-36
W-208
V-10
T-3
F-3
J-78
C-26
XB-25
J-11
E-65
NW-3
A-38
S-10
R-77
UM-14
1-9
W-87
E-15
E-21
K-260
V-7
A-33
S-50
251
Page
117
49
190
189
116
115
30
30
108
112
174
190
41
70
181
122
135
167
44
78
152
79
80
72
38
184
176
69
178
37
19
138
81
150
151
189
158
103
127
98
37
62
70
33
155
136
190
14
79
47
23
174
170
141
130
21
20
173
36
51
25
�State Historical
252
Markers
of
Symbol
Title
H a t Creek C h u r c h
H e n r y and Randolph's Debate
H e n r y at H a n o v e r Courthouse
Henry's Birthplace: Patrick
"
C a l l to A r m s
"
G r a v e : P a t r i c k ___________
"
Home: Patrick
__
"
M o t h e r : G r a v e of P a t r i c k
H i g h B r i d g e : A c t i o n of
H i l l : Where Hill Fell
_
Trenches
- -
on
-
-
-
Indian F i g h t : F i r s t
Indian Massacre (Botetourt C o u n t y )
( L e e County)
_ . _
Indian Mound
Indian Outrage
_______
- -
Into the " B o t t l e "
I r o n c l a d s : F i r s t B a t t l e of
J a c k s o n : Belle B o y d and
"
, S t o n e w a l l : Mother of _ _
"
: W o u n d i n g of
J a c k s o n ' s : A Camp of Stonewall _
F e r r y and O l d Shot T o w e r —
Headquarters ( C a r o l i n e C o u n t y )
M a r c h to F r e d e r i c k s b u r g
M a r c h to Gaines's M i l l
"
V a l l e y Campaign
-- _
Jarman's Gap
—
.
"
.
_
H o p e w e l l : C i t y Point and
House of F i r s t Settler
H o u s t o n : Birthplace of S a m _
Huguenot Settlement
- _
Huguenot Settlement: T h e
H u n g a r s C h u r c h and Vaucluse
H u n g r y Mother State P a r k ______
Hill:
-
-
Hillsville
Hodge's F e r r y
Hupp's
-
State Historical
Virginia
-
.
.
FR-16
N-14
JE-4
G-15
FR-10
E-15
ND-4
0-15
FR-25
W-211
R-60
N-45
W-30
M-30
S-49
OB-5
KD-12
K-263
K-237
A-79
WY-8
K-215
K-205
A-12
A-52
0-28
SA-20
WY-11
K-33
K-130
A-19
Page
102
77
161
162
103
21
29
178
102
98
143
79
127
185
25
66
110
173
45
55
65
43
101
48
53
123
39
65
60
of
Markers
Virginia
Symbol
Title
UM-12
V-15
E-31
K-10
Jonesville Methodist Camp Ground
K-9
K-208
W-213
WY-90
F-17
F-14
Kenton's B i r t h p l a c e : Simon
A-9
K-47
W-47
F-70
JT-8
D-10
JE-2
K n i g h t s of the Golden Horseshoe
it
a
"
"
"
u
(New
a
K e n t County) —
L a n d i n g of W o o l and Surrender of N o r f o l k
JD-1
F-15
J-39
JE-15
F-22
KD-6
.-. __ N - l l
JE-1
E-14
W-162
JD-14
63
69
30
194
71
110
76
161
21
164
63
22
23
150
E-23
F-16
Lee's G r a v e : R i c h a r d H e n r y
Lee's Headquarters ( S p o t s y l v a n i a C o u n t y )
"
"
(Orange County)
(Chesterfield C o u n t y )
"
tt
a
a
Left W i n g
Lee's Retreat ( D i n w i d d i e C o u n t y )
"
"
( A m e l i a County)
«i
it
tt
tt
a
t»
tt
tt
it
»
t*
*t
tt
a
tt
tt
"
"
(Nottoway County)
"
"
(Amelia County) _
"
"
(Prince E d w a r d County)
"
"
(Amelia County)
—
Lee's Stopping P l a c e
"
T u r n to Cold H a r b o r
L e w i s : Birthplace of Meriwether
Liberty H a l l Academy
L i n c o l n : Minister W h o M a r r i e d
Lincoln's F a t h e r : Abraham
_
97
71
185
N-8
tt
130
71
69
48
62
128
73
153
20
20
125
25
31
131
67
MG-2
K-239
K-39
49
116
162
54
114
114
136
50
83
163
183
119
16
65
78
57
59
19
114
114
140
98
E-18
E-22
W-16
S-26
J-62
KV-5
OB-16
Q-5-a
Last F i g h t : T h e (Appomattox County)
183
U-22
L-10
A-50
K-5
K-3
XB-23
A-41
X-16
W-79
K-119
U-124
E-50
WY-9
N-28
K-70
K-37
E-2
. S-12
W-84
Page
170
36
K-156
Lafayette and C o r n w a l l i s ( H a n o v e r C o u n t y )
!i
253
—
—
.
-
—
________
W-54
J-70
JT-6
E-38
JJ-2
S-23
S-27
OH-10
E-19
E-20
E-43
K-305
M-ll
M-12
M-13
M-14
M-15
M-16
M-19
M-24
OL-10
JE-35
E-13
G-2
K-75
W-161
A-44
R-80
A-18
197
89
45
59
82
20
70
129
33
152
18
84
24
25
105
20
20
17
187
176
176
176
176
176
175
176
171
101
90
21
195
56
164
53
188
SI
�State Historical
State Historical
254
Markers
of
Symbol
Title
ti
I I
1864
it
I I
II
I I
Mustered and Disbanded—1861-1865
"
"
(Amherst County)
it
I I
I I
II
I I
II
I I
I I
II
I I
I I
II
I I
I I
,i
I I
I I
II
I I
it
it
I I
I I
II
I I
I I
II
I I
I I
II
it
I I
M a n a s s a s : F i r s t Battle of
II
I I
I I
II
<•
I I
II
I I
I I
<f '
"
11
II
I I
I I
II
I I
I I
M a n t u a : Northumberland House and
—
Virginia
Symbol
Title
Martin's Hundred Church
Page
E-69
W-48
W-18
E-24
A-91
R-56
L-5
K-76
L-30
Lynchburg: Markers in
of
Markers
255
Virginia
13
128
125
19
55
93
121
56
95
Q-6-5
Q-6-1
Q-6-2
Q-6-3
Q-6-4
Q-6-7
Q-6-8
Q-6-9
Q-6-11
Q-6-10
Q-6-6
M-60
R-4
K-247
EP-8
F-26
W-44
US-3
X-13
V-4
B-ll
C-6
C-28
C-40
C-48
C-60
C-61
CB-1
F-9
F-32
FA-1
FB-4
JJ-6
C-20
C-34
C-42
C-44
C-22
C-27
C-33
C-46
N-26
JT-12
K-34
K-26
. L-52
E-75
N-66
J-63
W-206
FB-2
W-51
198
197
197
198
198
198
198
198
199
199
198
M c C l e l l a n Relieved from
184
94
46
168
71
128
166
137
36
109
154
155
157
156
154
154
194
112
71
112
112
84
157
156
156
156
157
155
155
156
78
180
60
60
95
16
79
31
87
112
129
Picket Line Third Line
Withdrawal
McConnell's Birthplace
M c D o w e l l : Battle of
McDowell's Grave
--
Command
-
_______
—
- - __ __
_
_
_
--
__
.
-
Meherrin History
__
Members of Congress
.
Menokin _
Mercer's H o m e . _
_ _
. . Merchant's Hope C h u r c h
-_
Middletown : Engagement of
Midlothian Coal Mines
- Mine R u n Campaign
Minister W h o M a r r i e d L i n c o l n
Missionary to C h i n a : F i r s t A m e r i c a n W o m a n
M o n r o e : Birthplace of
_
Monroe's H o m e : President ( O a k H i l l )
A l s o see A s h L a w n
.
Montebello _
_
Monticello
_
_
Montpelier and Madison's T o m b - Moore's F o r t
_
_
__
- Morattico Baptist C h u r c h
_
Morrison's B i r t h p l a c e : N e w Monmouth
C h u r c h and
M o s b y : A R a i d of Mosby's
_____
_ __ _
Mosby's M e n —
__
_ _ _ _ _ _
"
Midnight R a i d
_ _ _ _ _ _
"
Rangers
_ _ _ _ _
Mount A i r y : Site of
_ _ _
_ _ _
Mount A t h o s
_ _ _ _ _ _
_ _
Mount V e r n o n Estate
___
__ __
Mud M a r c h : The
—
Mud Tavern _
Nance's S h o p : A c t i o n of
__
_ __
Nancy Wright's
_
_
_ _ _ _ _
Narrows _
N a t u r a l B r i d g e of V i r g i n i a _
Neavil's O r d i n a r y
_ __ _
N e w Castle
_ __
__ _ _
__ __
Newington
-___
__
N e w K e n t Courthouse
N e w K e n t Road
_ _ _ _ _
_ __ _
N e w London _ _
_
__
N e w M a r k e t : Battle of
_
_ .
N e w Monmouth C h u r c h and Morrison's Birthplace
Newport N e w s : Settlement of
W-52
A-94
SN-60
U-105
E-37
OB-3
0-22
OC-15
K-213
FF-8
W-14
W-5
W-4
W-9
W-ll
W-8
K-14
W-150
A-43
W-205
S-72
X-26
J-73
B-28
K-209
A-16
0-35
JJ-10
R-80
J-89
JP-6
F-4
FL-8
D-20
W-200
F-26
X-18
JX-5
Page
129
159
106
118
18
67
179
96
43
112
125
124
124
124
124
125
115
163
53
87
28
133
195
108
42
48
123
85
188
34
153
69
195
98
164
71
132
151
L-8
J-1
J-9
B-26
B-25
K-31
K-148
E-68
N-6
E-32
121
PH-6
E-28
KG-22
A-72
BX-7
KH-4
OB-10
WO-16
W-17
K-139
A-28
L-8
W-70
191
19
181
54
194
172
67
99
125
167
50
121
130
174
190
109
108
59
185
13
82
18
�State Historical
256
Markers
of
Virginia
State
Page
52
58
182
120
33
152
Symbol
Title
A-39
K-25
KG-19
K-273
J-72
JT-2
Norfolk ( C i t y ) : M a r k e r s i n (he symbols)
1^ i f f l Q
OI
IjdttlC
Point
i5tdVV C i l »
A Uii-L
199
199
199
_ - J —
Eastern T o w n L i m i t
r
'
Father Ryan's Home
1—~A
F i r s t Confederate F l a g : T h e J
F o r t Barbour
J
F o r t F a r t h i n g or T o w n Point'
/
200
\--\
1
1'
\ 201
/fl \ /
' 4
Olrl
Coimtv
Norfolk-
Court
House
Site of L o w e r Norfolk County Court—
T r i n o l i Street
Landing
of W o o l ai id
Oak H i l l (President
—j\J
HI./If
Surrendpi/ of
]
4
7 T
O l d Shot T o w e r : Jackson's F e
Old T o w n
/—
_. J-67
F-4
f
WY-13
! _ _ - F.-39
f
-
Olive Branch Christian Church
Organization of/the C h r i s t i a n C h u r c i
Outer Fortifications (Hjfenrico Count.1 )
1
f
f
P u i l ' e
TTr»rt •
Andlpv
.__
>*-
M
.
1201
200
i 200
# / /
2 0 9
200
2 0 2
2 0 2
2 0 2
202
202
131
33
jT-12 | if i ^ ^ 180
134
x-21
l
186
K-170 v
107
UK-4
170
UM-16
j-77
•f-jf- - w .
yUhroia
//
I \ // /
// /
A//
11
. KV-5
.
Nottoway Meeting H o u s e : O l d ..
Nottoway R i v e r — \ J 7—t
'
II I
-jjj
1
Norfolk:
200
201
201
201
201
201
\
T-2
WY-10
WY-6
A-31
KD-6
K-238
F-6.->
W-28
WY-14
K-236
S-14
V-17
E-6
— 0-5
K-150
B-13
K-224
. K-244
OC-14
A-48
K - l 36
/'
32
69
65
15
62
65
66
52
110
45
74
127
64
44
23
166
22
177
185
108
44
46
96
54
183
Historical
Markers
of
Virginia
257
KG-21
F-10
ND-5
WO-31
X-30
S-24
Page
182
70
28
99
133
24
QA-9
QA-12
Blandford C h u r c h and Cemetery
—
QA-11
East Hill
—
QA-13
QA-1
Formation of Southern Methodist C h u r c h -.. QA-15
QA-6
G r a h a m Road
_
QA-16
QA-17
QA-7
Lee's Headquarters, General
..
....
Niblo's T a v e r n
_
QA-8
Poplar L a w n _ _
_ QA-5
St. Paul's Church
_ _
......
QA-10
T r a d i n g Station and T a v e r n - - - - QA-2
T w o Noted Homes
_ _ -_
QA-14
W o r l d W a r Memorials
.....
QA-3
"
"
"
QA-4
Peyton's O r d i n a r y
E-79
Peytonsburg
_
..
L-50
P i p s i c o : Wakefield and
K-226
Piscataway C h u r c h
_ J I _- - — _ .
0-41
Pleasant Point _ "7. _
.......
K-227
XP-4
S-16
Pocahontas State P a r k .
_
Pohick C h u r c h
E-72
Pohick C r e e k : E v e n t s on
.
.
......
E-60
Point of F o r k
F-50
GA-32
Pope's A r m y of V i r g i n i a
J-29
Poplar F o r e s t
_ _
K-138
Poplar S p r i n g C h u r c h
_
_
- N-61
Poropotank Creek
_
OB-50
Port Conway: Historic
J-66
P o r t R e p u b l i c : B a t t l e of _
JD-10
Port R o y a l : O l d
_ N-17
P o r t W a l t h a l l Junction . . .
—.
-.
S-22
Portobago Indian T o w n s
N-19
204
204
204
204
202
205
203
205
205
203
203
203
204
203
204
203
203
16
95
44
179
45
136
194
14
14
72
38
190
184
79
67
31
63
77
24
77
Title
Pelham: Where Pelham Fell
P e t e r s b u r g : M a r k e r s in
Portsmouth: Markers in
A r n o l d at Portsmouth, Benedict B a l l House
_
Collier's R a i d
_
. . . __
C o r n w a l l i s at Portsmouth
Monumental Methodist C h u r c h
__
_
Portsmouth N a v a l Hospital
Trinity Church
W a t t s House
— - - —
Potomac Creek
Potomac Crossings
Pound Gap
_
Powell's Creek _
_
..
Powhatan Courthouse
P r e a c h e r : A Great
—
- - P r e s b y t e r i a n i s m : Founder of
Prestwould Plantation
P r i n c e George Courthouse: H i s t o r y at _ . .
Providence . - i
—
Symbol
Q-8-e
Q-8-d
0-8-g
Q-8-f
Q-8-b
Q-8-h
Q-8-a
Q-8-c
E-48
F-2
XB-7
K-212
0-32
KC-2
WY-15
F-95
K-207
F-71
206
206
206
206
205
206
205
205
16
68
87
42
64
86
64
75
140
73
�State
State Historical
258
Markers
of
Page
165
L—V-19
. [ _ ] . _ _ W-20
, • v K-41
_. WY-12
126
58
65
.. L-20
K-65
A-80
I-10-a
//
1 I-10-b
/
UL-4
//
II F-69
FR-10
N-15
N-18 /
GA-34
UM-20
J-12
+ FR-3
.
A-45
NW-6
K-250
K-254
B-33
. . XL-4
N-22
R-58
1
K-95
I-ll-a
J . 1-11-1
L F-80
JJ-15
. RA-4
W-218
. . A-60
. OC-35
I . NW-8
L A-27
0-24
-/ A-42
0-16
X-6
X-7
R-62
94
L
L
—
Randolph-Macon College: Old
Randolph-Macon Medical Scho 3l
Randolph's Debate: H e n r y anc 1
UacJ',,
RJi-tVinl-D^^ .
\A7Viitp M a r s h
—n
and
R o s e w e l l and Werowocomoco
•Pn/Wc
"Will
A ft inn
... i Sailor's Creek : Battle of ( P r i n c e E d w a r d C d u n t y )
S a i l o r ' s ( S a y l e r ' s ) C r e e k : Battle of (Amelia
Toltntvl
L
Markers
of
Virginia
259
Virginia
Symbol
Title
Providence C h u r c h
Historical
0-45
SA-18
M-25
/
55
21
1 1 1
118
73
103
76
78
Title
Saponey C h u r c h
S a r a h Constant S h r i n e
Savage's S t a t i o n : Battle of
Scotchtown
Scott C o u n t y : F i r s t Court of
Scott's L a w Office
Seashore State P a r k _
S e m i n a r y Methodist C h u r c h
Servants' P l o t : T h e
Seven D a y s ' Battles ( H a n o v e r
ti
a
a
tt
a
a
it
46
172
108
181
78
94
55-6
52
56
75
85
142
164
159
160
St. John's C h u r c h ( K i n g W i l l i a m C o u n t y )
OC-18
St. M a r y ' s W h i t e Chapel ( L a n c a s t e r C o u n t y ) — J-82
Qt- P™l't Chnrr-h
f K i t i u flpnt-ce C n n n r v l
.1-65
WO-13
St. Peter's C h u r c h ( N e w K e n t County ) __
K-140
S t . Stephen's C h u r c h ( B e d f o r d County)
_
S-70
V-13
K-88
0-29
KB-6
K-28
L-22
. _
..
County)
a
a
Seven D a y s ' B a t t l e s —
Allen's F a r m _
Gaines's M i l l
tt
a
n
a
a
a
ti
n
a
a
u
n
n
a
tt
a
Glendale ( F r a y s e r ' s F a r m )
tt
a
tt
tt
tt
tt
_ _
it
tt
a
Golding's F a r m .
Grape V i n e B r i d g e
Malvern H i l l
a
tt
tt
—
_i
—
.
—
a
a
a
ti
ti
Mechanicsville
..
it
_
.
u
New Bridge
Porter's Withdrawal _
Savage's Station
80
50
178
54
178
83
192
188
Seven P i n e s : Second D a y at
180
38
186
Shady Grove
Sharpsburg ( A n t i e t a m ) Campaign
a
. .
tt
White Oak Swamp
it
it
a
a
tt
a
it
M-26
_
tt
38
169
189
90
53
80
Symbol
192
96
34
31
99
184
28
37
56
123
138
61
94
a
n
tt
a
a
S h e r i d a n : W h e r e Sheridan Moved E a s t
"
Raid
Raid:
Raid:
Ride:
.
S t a r t of .
T u r n in _
E n d of .
_
.
Shirley
Signal Station
Signal Stations
Six-Mile Ordinary
._
........
.....
.....
S-40
KV-6
W-12
W-214
KA-15
S-45
KV-4
X-24
N-58
0-6
0-7
0-9
PA-140
PA-9
PA-10
PA-16
PA-20
PA-23
PA-25
PA-60
PA-70
PA-80
PA-159
PA-163
PA-175
PA-190
PA-125
PA-105
PA-180
PA-195
PA-220
PA-230
PA-235
_ PA-240
PA-2
PA-4
PA-6
PA-12
PA-8
PA-142
PA-144
PA-148
PA-152
PA-155
K-19
W-10
A-34
. W-202
R-12
B-29
F-6
T-37
E-3
A-32
0-8
E-39
E-30
A-14
V-6
B-7
J-15
W-34
Page
26
131
125
111
89
26
131
133
67
177
143
177
146
177
144
144
144
145
145
145
145
145
147
147
148
148
146
146
148
148
148
149
149
149
177
143
143
144
144
124
125
147
147
147
60
124
50
164
188
109
68
41
22
51
177
18
19
48
36
107
29
128
�State Historical
260
Markers
of
Title
Virginia
State Historical
Symtol
/
/
I -
Page
129
76
74
172
1
W-53| /
A
F-6<
u
K-2 p
E-I;
K - 2 13
\
\
KG
Southwest V i r g i n i a Museurtj
—L
S t a r F o r t : Capture of
17
9
US- 6
U-l 22
KJ229
l l 2
W-35
J-42
A-3
/L
-4-
...
fl-5
_-/FF-2
State F i s h H a t c h e r y ( W a r r e n C o u n t y )
( K i n g and Queen C o u n t y ) - - ' O B - 4
I UC-5
"
"
( S m y t h County)
17. W-21
State P a r k s M a r k e r s :
._-/Douthat ( A l l e g h a n y C o u n t y )
J —
F a i r y Stone ( P a t r i c k )
-—
H u n g r y Mother ( S m y t h C o u n t y ) — | X i 1 1 .
Pocahontas (Chesterfield C o u n t y ) ' v 1Seashore ( N o r f o l k C o u n t y )
' \]
Staunton R i v e r ( H a l i f a x C o u n t y ) Westmoreland ( W e s t m o r e l a n d Count Y > /
_
::::
X—
— 1 -
State T e a c h e r s College at F a r m v d l e _
1.
c * „ i . „ T " , - v i - , , t - r . f~*nl 1 p><Tf> at T^afifnrci
btate l eacners v^oiiegc a . n a u i u i u
r
'
\
y
L-3
AS-l
K-33
S-16
KV-4
U-48
J-75
W-31
W5
K * 6
F-82
S-74
U-48
G-10
_ K-8
.
N-77
_ C-23
A-37
UM-18
U •30
_ E-8
- B-31
KG-2
JJ-12
Stuart's R i d e A r o u n d M c C l e l l a n ( H a n o v e r C o . ) E - 7 4
a.
a
"
"
( N e w Kent Co.) W U - H
S-60
UT-20
K-251
K-252
- K-259
. G-25
_ K-231
Q-7-a
N-21
- NW-7
T a r l e t o n ' s Movements ( G r e e n s v i l l e C o u n t y )
a
"
(Southampton C o u n t y )
1
UM-4U
-- D-1UZ
\
^\
of Virginia
Title
...
121
192
60
194
131
175
32
127
73
57
75
i
61
114
100
156
49
170
117
18
108
139
85
20
99
191
27
187
47
187
47
93
44
206
78
80
170
119
—
_
T o m ' s B r o o k : A c t i o n of
T o m b of an U n k n o w n Soldier
Towne Fields Trebell's Landing
T r e v i l i a n s : Battle of _
a
..
tt
T y l e r ' s H o m e : President
T y r e e ' s Plantation _
T u r k e y Island
—
U n i o n Academy
. .
U n i o n A r m y Checked _
U n i o n A r m y Route
U n i v e r s i t y of V i r g i n i a _
Upper W e y a n o k e - _
U r b a n n a Creek
...
V a l l e y C a m p a i g n : lackson's
V a r i n a and F o r t H a r r i s o n
V a u c l u s e : H u n g a r s C h u r c h and _
Vaughan Road _ _
Vauter's Church _
Vineyard Tract
V i r g i n i a Inventors
V i r g i n i a M i l i t a r y Institute
____
V i r g i n i a Polytechnic Institute
_ _
ti
tt
tt
a
a
a
a
a
a
Wakefield and Pipsico
W a r d ' s Creek _ _
Ware Church
Warner Hall
—
_ _
... _
_
_
W a r w i c k Courthouse
Washington and L e e U n i v e r s i t y
Washington, B e t t y _
W a s h i n g t o n : Defenses of Washington H o m e : T h e
.
Washington's B i r t h p l a c e : Booker _
Washington's Boyhood H o m e
Mill
...
Mother
W a t e r s Creek .
.
Wayne's Crossing
Waynesboro
W e r o w o c o m o c o : R o s e w e l l and
Westmoreland Association
Westmoreland Courthouse: O l d
E-62
U-50
U-120
K-6
A-49
C-50
A-46
W-155
KC-4
A-25
A-17
WY-7
W-49
W-209
W-210
V-21
W-29
V-5
197
118
83
14
171
119
195
54
155
53
163
86
50
49
66
128
98
98
37
126
36
104
24
18
93
37
160
W-162
V-2
WY-11
S-55
N-23
W-46
A-51
- 1-1
164
35
65
26
77
193
52
53
57
57
182
182
K-226
K-216
NW-2
NW-4
0-9
0-46
W-60
1-8
F-12
E-81
J-69
KP-4
_ J-61
E-73
JT-4
W-64
F-5
Q-2-a-b
NW-8
J-68
J-71
44
43
79
80
207
180
129
54
70
81
32
141
31
13
153
130
68
207
80
32
33
X-ll
T h o r n H i l l Estate —
a
Page
I-2-d
-
Thomas's B i r t h p l a c e : General
Timber Ridge Church
Tinkling Spring Church
Symbol
Q-l-1
UL-5
261
SM-2
S-25
E-36
1-3
V-12
OC-40
-
Tazewell
21
46
83
45
182
126
167
119
44
133
127
30
47
94
111
67
75
126
r
IV— M 3 3 /
Smith's F o r t ( R u s s e l l C o u n t y V - T ^ - y ( S u r r y Country)
yL-
Markers
..
I-2-a
I-2-b
I-2-c
�262
State
Historical
Markers
White Marsh and Reed's Birthplace
Wilderness Campaign: Opening of the
Markers in
J-75
V-8
V-14
W-45
W-27
C-30
WO-12
NW-6
J-83
S-52
JJ-20
J-33
MG-3
W-43
W-2
SA-29
V-l
J-16
A-5
J-3
(i
a
tt
J-4
Winchester—General Daniel Morgan
Q-4-a
"
Joist Hite and Braddock
Q-4-b
"
George Washington
Q-4-c
Q-4-d
Q-4-e
A-7
Winchester: First Battle of
All
Second Battle of
A-8
II
II
II
B-19
J-87
N-12
T-ll
XB-4
X-14
Witten's Fort: Big Crab Orchard or
F-24
E-66
Wool: Landing of Wool and Surrender of Norfolk KV-5
Wreck of the Old 97
- _ - Q-5-b
K-240
T-5
E-28
X-10
W-85
K-35
K-255
E-7
JT-7
W-55
Third
"
"
MEMORANDUM
Virginia
Symbol
Title
Winchester:
of
Page
32
36
37
128
127
153
99
80
34
25
85
29
89
128
124
142
35
189
47
39
39
207
207
208
208
208
48
48
48
107
35
76
40
88
83
71
14
131
197
45
40
19
84
130
59
173
22
152
129
�MEMORANDUM
�Virginia Department of
Conservation and Development
WM.
A . WRIGHT,
Richmond
Director
Richmond
Assistant Director
GEORGE P R I N C E ARNOLD,
Members of Board
Bristol, Chairman
L . E . LICHFORD, Lynchburg, Vice-Chairman
C . S . CARTER,
E . W . L A U C K , Luray
Charlottesville
RODNEY M . COGGIN, Warsaw
R A L P H N . DORSEY, Berryville
ANDREW A . F A R L E Y , Danville
J A Y W . JOHNS,
i
A . G . L I V E L Y , Lebanon
G . A L V I N MASSENBURG, Hampton
L E E PASCHALL, Richmond
SHELTON
H.
SHORT, J R . ,
Chase City
VICTOR W . STEWART, Petersburg
JOEL
H.
WATKINS,
RICHARD A . G I L L I A M ,
Charlotte C. H .
Richmond, Secretary
Division of History and Archaeology
State Historian*
B R Y A N CONRAD, Assistant Historian
JAS. R . V . D A N I E L , Assistant Historian
M A T T H E W F . PLEASANTS, Marker Supervisor
H.
J . ECKENRODE,
•January 1, 1927-January 1, IMS
��
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
State historical markers of Virginia : listing the inscriptions on all such markers on the principal highways of Virginia, with supplementary data
Subject
The topic of the resource
Virginia--History
Virginia--Description and travel
Historical markers--Virginia
Description
An account of the resource
Sixth edition.
Please note: This report includes irregularly-sized pages. If the report is not visible, try scrolling to the right or left or using the zoom in (+) or zoom out (-) functions in the PDF viewer window.
Creator
An entity primarily responsible for making the resource
Virginia. Department of Conservation and Development. Division of History and Archaeology
Publisher
An entity responsible for making the resource available
Virginia. Department of Conservation and Development. Division of Publicity and Advertising
Date
A point or period of time associated with an event in the lifecycle of the resource
1948
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
DDOT Historical Reports & Other Documents
Subject
The topic of the resource
Transportation--Research--United States
Transportation--Planning
Description
An account of the resource
District Department of Transportation's historical reports and other documents.
Creator
An entity primarily responsible for making the resource
Various
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Date
A point or period of time associated with an event in the lifecycle of the resource
Various
Contributor
An entity responsible for making contributions to the resource
District Department of Transportation
Document
A resource containing textual data. Note that facsimiles or images of texts are still of the genre text.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Virginia
Subject
The topic of the resource
Virginia--History
Virginia--Description and travel
Description
An account of the resource
Historical reports and documents related to Virginia.
Creator
An entity primarily responsible for making the resource
Various
Date
A point or period of time associated with an event in the lifecycle of the resource
Various
Format
The file format, physical medium, or dimensions of the resource
Documents
Language
A language of the resource
English
Type
The nature or genre of the resource
Text