1 10 230 https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/1fa8635536cdd238b90998c57a415791.jpg?Expires=1790208000&Signature=Nohnc9%7ES8oP-CWDoMIAKmPMrLk7T8kAbSL%7E-zNxAsk518qSR1Jk8R0Tspo36hB8qJA2W9c6hp3X8Qc7HmSFcmoh4bCMbhNltGnhyRYMdogBz8gOqPKXrK-xydbHFF0lSmJE6i%7EJ%7Eb2CEkEJvmYJz4JuQS68f-Buxh%7ExYZMYFq%7Epf%7ENCgi9E6ersijplhKMtaSkDvcJ-tw6tai5-fuzPMmNQQ27efN1Suhchcx8ux8xlCxNcMGmU-bn-Ys6zS9ZWTrpJe2X%7EzlFfsl-DT8Bm02FXmfaOPMcSs3AHKaWm9kutlQoDA1Acq-niXeyyS5RvtYTa6aI2DrIYo4Qox-cGRTg__&Key-Pair-Id=K6UGZS9ZTDSZM b4913730bf3a6c0e1980bfa254841632 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Woodrow Wilson Bridge 001 Subject The topic of the resource Woodrow Wilson Bridge (Va. and Md.) Potomac River Bridges Description An account of the resource A view of the Woodrow Wilson Bridge. Creator An entity primarily responsible for making the resource District of Columbia. Departmet of Public Works Daniel Trigo District Department of Transportation Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/f0433cc8102ba5ac7230e99a1f2dfc48.jpg?Expires=1790208000&Signature=IeetyKs9IaiBcE2EbnzHtmJkuSikevvl8nX%7Eh4V7hiEOuEHfF7a9I5V2U4skqouGbKZWvIr-gGwWOKeqvszouEaj5Y8PFH9jpfnAuNbfEgvPMzZ35npd4nXRR4hRCXu3hixQr437FEYnoDN8caNktnTCoGzZOaccYFHUTagqCitwFLcXs6-S4KJzrrEMdaVTe5GTwO8EXqglCJ3qiS8mJj1xt7LMjtPkFl11lV6o3DOoLennBnx4k7JbhenvMhKoH6xb8GuRUSTb6Xgy1ONsGRv3dNuyWcojvyfsmrg8dE4RwoMkhcGqblkFq9N0-MJYUOzs3LJy2vTQmdPFFu4TtA__&Key-Pair-Id=K6UGZS9ZTDSZM f2d0ac6f40b5a9b677c4498c84d9d326 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Woodrow Wilson Bridge 002 Subject The topic of the resource Woodrow Wilson Bridge (Va. and Md.) Potomac River Bridges Description An account of the resource A view of the Woodrow Wilson Bridge over the Potomac River. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource February 13, 1963 Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/142db6f16197dcd44659b0cf875f17b2.jpg?Expires=1790208000&Signature=LSVCDUnVYR49ElhJay6gUwsRIZRbDhlUkM3kpvUjYJJWstb79c1HQR-MeucGO1T3tMCExU-RcLwA%7EKBR0USa6b73mFNCW5UPyfdIQhTN3Xxz44Mt5UEdqS%7ExTzpD8SMIQee3SJhs8cJi1K5GEQZeNoEWMM2DR-vzTFI1tIiOsVJ%7E9lh9D1DjS4Z1fZz-fZH%7EZWSKgPlMBCvIHvJUi5Hj05Ht1NQg5l7xWTjOA%7EwecDCnzYA%7EHpxIOF9hIJes3CDVa8Ptdvfd3hF1S9sO5%7EkHomFpCeNFmd3sc-jJYqnkkqNTMQFqQa0IZxX-yT35dOMsMFc2owbN2xa0PQKsDb2Qqw__&Key-Pair-Id=K6UGZS9ZTDSZM fe22bdaa09c3cd66094d84af81bac253 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Woodrow Wilson Bridge 003 Subject The topic of the resource Woodrow Wilson Bridge (Va. and Md.) Potomac River Bridges Description An account of the resource A view of the Woodrow Wilson Bridge over the Potomac River. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource February 13, 1963 Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DC Bridges and Tunnels Subject The topic of the resource Bridges Description An account of the resource Photographs of bridges in Washington, DC, including the 14th Street Bridges, Sousa Bridge, Memorial Bridge, Frederick Douglass Bridge, Duke Ellington Bridge, Key Bridge, and more. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Contributor An entity responsible for making contributions to the resource District Department of Transportation Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Woodrow Wilson Bridge Subject The topic of the resource Woodrow Wilson Bridge (Va. and Md.) Potomac River Bridges Description An account of the resource Photographs of the Woodrow Wilson Bridge, which spans across the Potomac River between Alexandria, Virginia and Oxon Hill, Maryland, with a small piece in Washington, D.C. The Wilson Bridge carries Interstate 95 and the Capital Beltway, and is one of few drawbridges in the U.S. Interestate Highway System. It originally opened in December 1961. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Beltways Bodies of Water Bridges Interstate 95 Potomac River https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/91e97017a0ff2facfb184b37f8e2522d.pdf?Expires=1790208000&Signature=Brq1i5Q5PD3uDWYNgNQNOgyIGhb84nLRPW0Ce0qH%7EVbXJHHabJOrRH8OXjhE97sMfYfKAMMYVoI61ll%7E00uOIA2w6T2ILAXWONL6yNhDJtLsxxNIoGR3dFZdz17P7gpx1p0mr87Irlz8lgmGweOn4TDqKZXCHbfMZ6DSFC4kJv%7EqG2rgr3%7EYtrTmkETLGYg1T63eftlLnIcVkrpT4jd2%7E1dF7Tx0ClFHzIpvRp%7EKA57LP1gt8206U8xgSwnWGgkaDSupU8QVQK87y4bIfHaKa9ApfNDQ5c-3n97jLjxlWKnpU5eceII-PyuCS-kQCQVOw34wOTs1Z%7E5xL4dJ1POo9Q__&Key-Pair-Id=K6UGZS9ZTDSZM 2c86d141d37d6956514c87710f1dd213 PDF Text Text Preliminary Studies Jor Zhe Proposed Coeation Of Zhe WISCONSIN AVENUE FREEWA CORRIDOR Y F e t r m a r y 1959 Prepared By OFFICE OF PLANNING AND PROGRAMMING DEPARTMENT OF HIGHWAYS AND T R A F F I C D I S T R I C T OF COLUMBIA �Preliminary Studies for Zhe Proposed jCoeation Of Zhe WISCONSIN A VENUE FREEWA February CORRIDOR Y 1959 Prepared By OFFICE OF PLANNING AND PROGRAMMING DEPARTMENT OF HIGHWAYS AND T R A F F I C D I S T R I C T OF COLUMBIA �T A B L E OF C O N T E N T S Page AN INTERSTATE ROUTE IN NORTHWEST WASHINGTON 1—2 EVALUATION OP THE PROPOSED INTERSTATE ROUTE IN THE WISCONSIN AVENUE CORRIDOR 2—5 The I n t e r s t a t e System Other Systems ALTERNATE ROUTES BETWEEN TENLEY CIRCLE AND THE DISTRICT OF COLUMBIA BOUNDARY 6—8 General Study Plan A Study Plan B RECOMMENDATIONS EXHIBITS 8—9 P l a t e 1 - E x h i b i t No. 7 from U . S . Route 240 Report prepared by Clarkeson Engineering Co., I n c . , June 1957 P l a t e 2 - Study Plan A, Albemarle S t r e e t t o Western Avenue P l a t e 3 - Study P l a n B, Albemarle S t r e e t t o Western Avenue P l a t e 4 - T y p i c a l Cross Sections �AN INTERSTATE ROUTE in NORTHWEST WASHINGTON Ever s i n c e the concept of a "National System of I n t e r s t a t e and Defense Highways" came i n t o being the D i s t r i c t of Columbia Department of Highways and T r a f f i c has been concerned about the l o c a t i o n of t h a t system i n Northwest Washington. There has never been any doubt about the need for improved highways and s t r e e t s i n the Northwest s e c t i o n of the C i t y , i f we are t o meet f u t u r e t r a f f i c requirements. There i s no question but t h a t a highway i n the Wisconsin Avenue Corridor would be i d e a l from a t r a f f i c s e r v i c e standpoint. Under a p p l i c a b l e p o l i c y de- c i s i o n s , there appears t o be considerable u n c e r t a i n t y whether a modern I n t e r s t a t e Route could and should be constructed from Tenley C i r c l e t o the Potomac R i v e r , or the Inner Loop. Decisions have been made t h a t an I n t e r s t a t e Route should not be constructed through Glover-Archbold Park. Other l o c a t i o n s on e i t h e r side of Wisconsin Avenue, below Tenley C i r c l e c o l l i d e with s h r i n e s , churches, embassies, very d e s i r a b l e r e s i d e n t i a l develop- ments, parks, and a l o c a t i o n centered on or adjacent t o Wisconsin Avenue a f f e c t s valuable commercial p r o p e r t i e s . I n a d d i t i o n , some a l t e r n a t e s i n v o l v e objectionable topography. I n 1956, the D i s t r i c t employed a consultant t o study the Northwest C o r r i d o r , between Rock Creek Park and the Potomac River, and �to recommend a l o c a t i o n f o r an I n t e r s t a t e Route. A report on t h a t study was submitted i n 1957 which recommended a l o c a t i o n along the Potomac R i v e r . I n January 1958, the Board of Commissioners, a f t e r p u b l i c hearings, approved t h a t l o c a t i o n . P o l i c y d e c i s i o n s made s i n c e t h a t time have eliminated the R i v e r l o c a t i o n as a proposed l o c a t i o n f o r the I n t e r s t a t e Route. As a r e s u l t , the D i s t r i c t has no firm p o s i t i o n a t t h i s time with r e s p e c t t o a l o c a t i o n f o r an I n t e r s t a t e Route i n the Northwest s e c t i o n of the C i t y . EVALUATION OF THE PROPOSED INTERSTATE ROUTE IN THE WISCONSIN AVENUE CORRIDOR The I n t e r s t a t e System: There should be l i t t l e doubt t h a t the F e d e r a l A i d Highway A c t of 1956 unequivocally d e c l a r e s i n S e c t i o n 108(a) t h a t i t i s the i n t e n t of Congress t h a t a "system" of I n t e r s t a t e Highways s h a l l be built. Experience i n t h e a d m i n i s t r a t i o n of the F e d e r a l A i d Highway Act s i n c e 1921 has c l e a r l y demonstrated what i s intended by a system. The I n t e r s t a t e System is. n a t i o n a l i n scope and should be i n t e g r a t e d so t h a t " i n t e r s t a t e and defense" t r a f f i c w i l l be afforded c o n t i n u i t y o f s e r v i c e over highways designed t o standards "adequate to accommodate the types and volumes of t r a f f i c f o r e c a s t f o r the year 1975." I t would appear t h a t i n some i n s t a n c e s , a spur may extend from the I n t e r s t a t e System t o a community, provided the �spur connects to adequate f a c i l i t i e s and i f the spur terminates a t or very near the predominant t r a f f i c O b j e c t i v e . The Tenley C i r c l e area i s not such an o b j e c t i v e . There are s e v e r a l points which should be considered before a commitment i s made to construct an I n t e r s t a t e Route e i t h e r west or east of any p a r t of Wisconsin Avenue i n the D i s t r i c t of Columbia. (1) The D i s t r i c t should f i n d an acceptable l o c a t i o n for such a route t h a t l o g i c a l l y could be advanced to form a balanced highway system, i n terms of traffic (2) service. Presumably the mass t r a n s i t requirement could be met by continuing the f a c i l i t y underground up Wisconsin Avenue through the Bethesda area and the need f o r a mass t r a n s i t f a c i l i t y should not, i n i t s e l f , i n f l u e n c e or dissuade sound planning of our highway network. (3) The Regional Highway Planning Committee of Metrop o l i t a n Washington, i n f o l l o w i n g through w i t h the a p p l i c a t i o n of the 1955 O r i g i n and D e s t i n a t i o n t r a f f i c data, w i l l make a complete a n a l y s i s from a t r a f f i c standpoint of the Recommended Highway P l a n of the Mass T r a n s p o r t a t i o n Study w i t h i n the next s e v e r a l months. The Wisconsin Avenue Corridor �i s an i n t e g r a l p a r t of t h a t P l a n . The Regional Highway Planning Committee, which i n c l u d e s members of the Maryland S t a t e Roads Commission, the V i r g i n i a Department of Highways and the D. C. Department of Highways and Traffic i s j u s t g e t t i n g i n t o the a n a l y s i s p o r t i o n of t h e i r study. The a n a l y s i s w i l l help t o prove or disprove the a d v i s a b i l i t y of v a r i o u s plans and combinations of plans i n terms of t r a f f i c s e r v i c e . Other Systemsi Jn A p r i l 1958 the D i s t r i c t agreed with the S t a t e of Maryland and others t h a t i t would c o n s t r u c t an e i g h t - l a n e f a c i l i t y on Wisconsin Avenue from the D i s t r i c t boundary t o the v i c i n i t y of Tenley Circle; t h a t i t would r e c o n s t r u c t R i v e r Road as r e q u i r e d t o handle t r a f f i c destined f o r ©r l e a v i n g the D i s t r i c t by R i v e r Road i n Maryland. The D i s t r i c t has under c o n s t r u c t i o n t h a t s e c t i o n of the Loop from about 14th S t r e e t t o 27th S t r e e t Northwest. Intermediate When t h i s loop i s t i e d i n t o the Tenley C i r c l e system, i t w i l l add to t r a f f i c volumes destined t o Glover-Archbold Parkway, and serve t r a f f i c i n terchanging between such loop and highway f a c i l i t i e s northwest on Wisconsin Avenue. Summarily, the D i s t r i c t has plans t o b u i l d the following t o serve t r a f f i c inbound from the D i s t r i c t l i n e i Avenue and two lanes on R i v e r Road. - 4 - four lanes on Wisconsin T h i s does not consider t r a f f i c �on the Intermediate Loop and other s t r e e t s such as Nebraska Avenue t h a t may be destined t o .downtown or across the R i v e r near Georgetown. Below Tenley C i r c l e the D i s t r i c t can provide two lanes of Parkway i n Glover-Archbold Park and three lanes on Wisconsin Avenue. T h i s means: four lanes on Wisconsin Avenue, plus two lanes on R i v e r Road, plus other a r t e r i a l s must equal; two lanes of Parkway i n Glover-Archbold, plus three lanes on Wisconsin Avenue. T h i s i s approximately i n balance„ 5 - �ALTERNATE ROUTES between TENLEY CIRCLE and the DISTRICT OF COLUMBIA BOUNDARY General: The f o l l o w i n g e s t a b l i s h e s the f e a s i b i l i t y of a freeway l i n k i n g the Tenley C i r c l e area w i t h a Wisconsin Avenue Freeway as proposed by the Maryland National C a p i t a l Park and Planning Commission. The two l o c a t i o n s contained h e r e i n use a common a l i g n - ment from south of Albemarle S t r e e t as shown by dashed l i n e s on the enclosed p l a n s . Both Study Plans A and B, as proposed i n t h i s r e p o r t , allow f o r a f o r t y — s i x foot median t o accommodate a r a p i d t r a n s i t system as suggested by the Mass Transportation Survey f o r the National C a p i t a l Region. I t i s assumed t h a t there w i l l be no t e r m i n a l f a c i l i t i e s f o r the t r a n s i t system w i t h i n the l i m i t s of these s t u d i e s . The two plans are a l s o s i m i l a r i n that eiither would provide four lanes f o r t r a f f i c from Albemarle S t r e e t t o the interchange w i t h the proposed intermediate loop and s i x lanes f p r t r a f f i c from the interchange t o Western Avenue. Study P l a n A: Study P l a n A (see attached plan) continues as a depressed freeway from Albemarle S t r e e t north along the l i n e of 40th S t r e e t west of Woodrow Wilson High School t o an interchange with the - 6 - �proposed intermediate loop j u s t north of Chesapeake S t r e e t . Prom t h i s interchange the freeway would curve northwestwardly and r i s e to overpass Fessenden S t r e e t and 41st S t r e e t northeast of t h e i r intersection. T h i s route would then descend i n t o a depressed freeway p a r a l l e l i n g 42nd S t r e e t , underpassing M i l i t a r y Road, c r o s s i n g under Western Avenue t o meet the study Routes A or C as prepared by the s t a f f of the Maryland National C a p i t a l Park and Planning Commission. Estimated Costfi C o n s t r u c t i o n Cost , , . . . $ 7,402,300 Engineering & Contingencies 15% . . l 110 700 T o t a l C o n s t r u c t i o n Cost$ 8,513,000 f Rights-of-way f $ 3*899,000 TOTAL ESTIMATED COST .,,,,..,...$12,412,000 aiaflY ?lflrY.)M The proposal f o r Study P l a n B (see attached plan) a l s o cont i n u e s as a depressed freeway from Albemarle S t r e e t north along lijLne of 40th S t r e e t west of Woodrow Wilson High School t o an I n terchange with the proposed intermediate loop Just north of Chesapeake S t r e e t . Prom t h i s interchange the route curves n o r t h - westwardly and r i s e s t o overpass Fessenden S t r e e t between 41st and 42nd S t r e e t s and continues on s t r u c t u r e over Wisconsin Avenue, �From the Wisconsin Avenue c r o s s i n g the route curves i n a northward d i r e c t i o n and descends t o a point approximately 300 f e e t north of Harrison S t r e e t on the west of 44th S t r e e t where i t would enter a t u n n e l . The tunnel continues to Western Avenue where i t would meet the study Routes B o r D as prepared by the s t a f f of the Maryland National C a p i t a l Park and Planning Commission. The proposed tunnel would f a c i l i t a t e parking f o r Lord & T a y l o r i n the block bounded by Western Avenue, 44th S t r e e t and J e n i f e r Street. Estimated Cost; Construction Cost „ Engineering & Contingencies 15% „ T o t a l Construction Cost Rights-of-way „ 0 . $12,303,900 1,845,100 $14,149,000 $ 3,417,000 TOTAL ESTIMATED COST „„o....$17,566,000 RECOMMENDATIONS The "Basic Freeway P l a n " recommended f o r the D i s t r i c t of Columbia i n the Mass T r a n s p o r t a t i o n Survey i s recognized as an o u t l i n e of transportation requirements. - 8 - �The D i s t r i c t Department of Highways and T r a f f i c w i l l continue to study and i n v e s t i g a t e a l l p o s s i b l e , acceptable proposals f o r providing an adequate expressway i n the Wisconsin Avenue C o r r i d o r , or other combinations of freeways t h a t w i l l meet the requirements. - 9 - �Exhibit 7 ���TYPICAL CROSS SECTIONS — OF — WISCONSIN AVENUE CORRIDOR FREEWAY TYPICAL SECTION FOR DEPRESSED FREEWAY TYPICAL SECTION IN TUNNEL �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Preliminary studies for the proposed location of the Wisconsin Avenue Corridor Freeway Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Express highways Freeways Description An account of the resource Please note: This report includes irregularly-sized pages. If the report is not visible, try scrolling to the right or left or using the zoom in (+) or zoom out (-) functions in the PDF viewer window. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic. Office of Planning and Programming Date A point or period of time associated with an event in the lifecycle of the resource February 1959 Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/4bd0a42cfca696ae47de904dfc2acee7.pdf?Expires=1790208000&Signature=rMUuXC4CeDa282G9Go2DncI6l-KBpc3DFS1tMuPbEIoHXvlJNuNUOOR2xgg8eus9Qs5iX5MsATRraApSBhtsYqoNF2VLqYtn0PfhTMyhBRTq0qJpukCf%7EoEo8yLIbda5IB0urHKeKo5lI6i7yqONFM5IqqhIXdGrhATsRfVXNC7IiDYY92RsvC8F7fC9OM%7EIvlxrGNRE%7EejrfqwxyfCS27mwNLyD4lFV9SKI%7EuHdp2oI7NR7y9%7EphxBq4hXkV0EFINfqM4-B9V7ij1gMQpUZ3lHkKqyfxsJSZCt8iIecDe%7Eg7DvZ1pJhF1shHa82yCRZVdYHNN35L%7E7Id8LIoypWkg__&Key-Pair-Id=K6UGZS9ZTDSZM 5b9e087e0c7ed12250270ab529662c92 PDF Text Text STAFF FEASIBILITY STUDIES FOR LOCATION OF A PROPOSED WISCONSIN AVENUE EXPRESSWAY JANUARY 1959 DEPARTMENT OF PLANNING THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION RIVERDALE SILVER SPRING ��STAFF FEASIBILITY STUDIES FOR LOCATION OF A PROPOSED WISCONSIN AVENUE EXPRESSWAY -JANUARY DEPARTMENT O F 1959 — PLANNING THE . M A R Y L A N D - N A T I O N A L PARK A N D RIVERDALE PLANNING CAPITAL COMMISSION SILVER S P R I N G �REPORT ON FEASIBILITY STUDIES WISCONSIN AVENUE EXPRESSWAY THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION STAFF Herbert W . W e l l s , Chairman J . Newton Brewer, J r . , V i c e Chairman A l v a H. Bender John A . Floyd Donald E. Gingery Louis A . G r a v e l l e W . Lawson King John L. Pyles John A . Scheibel Mrs. V i r g i n i a Wiltbank STAFF Arthur K. Stellhorn, Director of Planning Charles M . Irelan, General Counsel Jesse F. Nicholson, Secretary-Treasurer John P. Hewitt, Director of Parks Thomas J . Burke, Director of Public Relations Staff Responsible for Preparation of this Report W i l l i a m F. Adams, I I I , Senior Highway Engineer Edward L. Ferber, Highway Engineer Robert S. B e a l l , Draftsman This report has been prepared by the technical staff of this Commission. To date no action has been taken on the conclusions of this report by the Commission. �TABLE O C N E T F O T N S Page 1 Background Review Mass Transportation Survey 1 Rapid Transit vs. Expressways 2 Design Standards 3 General Description of Routes Studied 4 Analysis of Routes Studied 5 Cost Estimates 7 Conclusion 8 LIST O EXHIBITS F Exhibit 1 2 Typical view showing freeway in cut with ramp connections. Center mall or median strip reserved for future Rapid Transit use. Studies showing alternate routes and connections for the Wisconsin Avenue Expressway. 3 Typical sections. 4 Plan - Route A - Western Avenue to Cheltenham D r i v e . 5 Plan - Route A - Cheltenham Drive to Pooks Hill Interchange. 6 Plan - Route B - Western Avenue to Cheltenham D r i v e . 7 Plan - Route B - Cheltenham Drive to Pooks Hill Interchange. 8 Plan - Route C - Western Avenue to Cheltenham Drive. 9 Plan - Route C - Cheltenham Drive to Pooks Hill Interchange. 10 Plan - Route D - Western Avenue to Cheltenham Drive. 11 Plan - Route D - Cheltenham Drive to Pooks Hill Interchange. ENCLOSURES 1 Part 1 Mass Transportation Survey - Basic Freeway Plan - National Capital Region. ��EXHIBIT I: Typical view showing freeway in cut with ramp connections. Center malt or median strip reserved for future Rapid Transit use. ���B C G O N R VE A K R U D E I W In January 1958 a publication entitled "Staff Report on Feasibility Studies for the Extension and Location of U . S. Route 240 to Connect w i t h the District of Columbia" was published by the Department of Planning of The Maryland-National Capital Park and P l a n ning Commission. The report dealt with alternative proposals for extending U . S . Route 240 from the Washington Circumferential Highway southward through Montgomery County into the District of Columbia. At the same time, the District of Columbia Highway Department was reviewing the various alternatives. The staff of this Commission declared in its report that — "We think the route selected should be one which w i l l adequately handle a l l interstate t r a f f i c , but in addition to that, it should also serve the greatest number of people in the local a r e a " . The report urged adoption of the s o - c a l l e d Wisconsin Avenue Corridor plan as the most effective means of accomplishing these twin goals. Public hearings were held in both the District of Columbia and Montgomery County. On April 2 1 , 1958, the District of Columbia Commissioners announced an agreement had been reached between District, Maryland and Federal authorities which provided for U . S. Route 240 to link with the Circumferential and cross the Potomac River into V i r g i n i a at Cabin John. In effect, the agreement provided for termination of Route 240 at the Circumferential Highway instead of extending the expressway into the District of Columbia. The agreement c a l l e d for eventual construction of the four lane George Washington Memorial Parkway as an auto-bus route from the Circumferential at Cabin John to a point just below Chain Bridge in the District of Columbia. It was also announced that truck traffic would continue to be routed onto existing Wisconsin Avenue. The staff of this Commission and the C h i e f Highway Engineer of the Maryland State Roads Commission warned that the compromise agreement failed to provide an answer to the problem of providing an all-purpose expressway from the Circumferential Highway into the District of Columbia through the Bethesda a r e a . M S T A S O T TO A S R N P R A I N SURVEY New evidence of the inadequacy of the compromise agreement announced last A p r i l , was presented on November 7, 1958, when the Basic Freeway Plan for the National Capital Region was published as a result of the $450,000 Mass Transportation Survey. The Basic Freeway Plan for the Region calls for construction of 13 major radial expressways into downtown Washington from suburban Maryland and V i r g i n i a . The Wisconsin Avenue Corridor is shown as one of the 13 major radial routes. �The Mass Transportation Survey was authorized by the 84th Congress which provided funds for employment of nationally known consultants on a l l phases of mass transportation. The Basic Freeway Plan is the first element of the h a l f - m i l l i o n dollar study to be published. A copy of the Basic Freeway Plan has been made a part of this report (folder insert at end of staff report) as reference m a t e r i a l . It is important to point out that a major finding of the Mass Transportation Survey is that neither an all-expressway nor an a l l - r a p i d transit system is the answer to the transportation problems of this region. The findings of the survey are that a combination of both systems is required. Therefore the alternative proposals for the Wisconsin Avenue Expressway as shown in this report make provision for a median strip wide enough for the ultimate development of either rapid transit rail or bus service. It must also be noted that in arriving at the conclusion that 13 major radial routes w i l l be needed in conjunction with modern rapid transit f a c i l i t i e s , the Mass Transportation Survey consultants carefully weighed the effects of such major highway improvements already planned or programmed as the rebuilding of River Road from Potomac to the District Line; the improvements to be achieved as a result of the compromise agreement referred to earlier — i . e . U.S. 240, connection with the Circumferential crossing the Potomac at Cabin John and the four lane construction of George Washington Memorial Parkway from Cabin John southward into the District of Columbia. Further, it should be noted that the experts' findings rejected the somewhat "popular" notion that an expressway along the Rock Creek Park axis can adequately serve both the Bethesda-Rockville and the Silver Spring-Wheaton areas. This is apparent from a brief study of the Basic Freeway Plan w h i c h indicates a major traffic corridor through the WheatonSilver Spring area into the District of Columbia. The staff of this Commission has begun p r e liminary studies similar to those which preceded this report to determine the alternative routes which may be u t i l i z e d for a Silver Spring Expressway. R P D T A S T VS. EXPRESSWAYS A I R N I Many persons have expressed serious misgivings as to whether construction of major expressways is the answer to the problem of mass transportation. Aside from the revelations of the Mass Transportation Survey which c l e a r l y indicate the need for a combined system of rapid transit and expressways, these facts should be noted: 1. Private automobile trips in the Washington Metropolitan Area have increased somewhat more than 100 percent in the last 10 years. Part of this is due to increasing population and part to the growing number of two car families in suburban areas. 2. During the same ten year period, in spite of increasing population, public transportation by bus, street car and rail has declined six to eight percent. -2 - �3. The population of Montgomery County now stands at an estimated 332,000 people. By 1980, a scant 21 years away, the county is expected to have a population of approximately 600,000. The obvious conclusions to be drawn from these facts are that motor v e h i c l e traffic w i l l continue to increase in direct proportion to the population expansion. Even if the downward trend in use of public transit facilities can be checked or reversed by creation of a rapid transit system, the additional private automobile trips stemming from such a tremendous population growth w i l l create bedlam on the highways we maintain today. D SG E I N S A D R S T N A D The staff is convinced that this project can and w i l l be included in the Federal interstate program once agreement is reached with District of Columbia authorities on the connection and extension of the expressway in the District. Inclusion of this expressway in the interstate program w i l l of course mean that 90 percent of the funds needed for land acquisition and construction would be provided by the Federal Government under the Federal A i d Highway A c t of 1956. With this in mind, the staff has carefully adhered to the design criteria requirements of the Federal interstate program in developing these feasibility studies. These design criteria include: 1. Limited access. 2. Highway to be open to a l l traffic, including trucks, unless an alternate route for trucks is or can be provided. 3. Interchanges of high standards with directional type preferred to cloverleaf design and with adequate acceleration and deceleration lanes to provide for continued high speed traffic to be maintained at a l l times. 4. Highway designed to accommodate the traffic needs anticipated by 1975. In complying with these c r i t e r i a , the staff has established a design speed of 55 miles per hour for the expressway. A l l sections of the system w i l l be fully grade-separated with d i r e c tional ramps to and from the expressway. Typical cross sections for the traffic lanes show either two or three lanes in each direction divided by center malls varying in width from 16 feet to 65 feet. (See Exhibits 1 & 3 ) . Some portions of the expressway w i l l l i e below the grade of existing streets. A number of cross streets w i l l be carried over the expressway to allow for adequate surface flow of local t r a f f i c . (See Exhibits 4 to 11). �The geometric design criteria are as follows: Horizontal Control 1,432 feet (4°) Minimum radii Minimum distance between reverse curves 300 feet Stopping right distance 475 feet V e r t i c a l Control Maximum grade 3.5% Minimum grade 0.5 % V e r t i c a l clearance under structures 14 feet V e r t i c a l clearance over Railroads 22 feet GENERAL D S R P I N O ROUTES S U I D E C I TO F T DE ROUTE A Begins at the District of Columbia line going under Western Avenue just to the east of Kirkside Drive in Chevy Chase V i l l a g e . From the D. C . line to O l i v e r Street the expressway would be in a depressed section. As it approaches O l i v e r Street the expressway rises onto a structure carrying it over Grafton Street. Near Hesketh Street the expressway again becomes a depressed roadway paralleling the west property line of the Chevy Chase C l u b . The e x pressway rises to cross the B & O Railroad on a structure. Leaving this structure, it again becomes a depressed roadway until it approaches Glenbrook Parkway where it is carried over the existing pavement. Beginning at Jones Bridge Road the north and south bound lanes of the expressway divide and straddle existing Wisconsin Avenue. At Cedar Lane the northbound roadway crosses to the west side of Wisconsin Avenue to rejoin the southbound portion of the expressway. The expressway then continues northward to the Pooks Hill Interchange. From Western Avenue northward, the following streets would cross the expressway by grade separation structures: Western Avenue, Grafton Street, southbound lane of existing Wisconsin Avenue, Bradley Lane, Leland Street, East-West Highway, Cheltenham Drive, Chestnut Street, Glenbrook Parkway, Cedar Lane and A l t a Vista Road. A l l other streets would have access to the cross streets and the expressway by means of frontage drives paralleling the e x pressway. ROUTE B This is substantially the same alignment as set forth in the January 1958 Feasibility Studies which was referred to in the earlier report as Route B. However, the recommendation - 4 - �of the Mass Transportation Survey that a 65 foot median strip be provided for future rapid transit use has been included in this new study and design. (The 65 foot median strip has been included in a l l four routes which are the subject of this report). Another change from the earlier design of this route is a slight shift to the eastward at the District of Columbia line necessitated by new construction in the District. This route would enter Maryland at the District line as a depressed section and continue northwesterly rising to cross W i l l a r d Avenue on a structure. Curving slowly, the expressway would be depressed and would cross beneath existing Wisconsin Avenue and Dorset Avenues emerging at the southern portion of the Chevy Chase C l u b on the east side of present Wisconsin Avenue. Paralleling the west property line of the Chevy Chase C l u b the expressway would continue as a depressed section crossing underneath Bradley Lane. Continuing northward, the expressway would follow a route one block (300 feet) east of the present Wisconsin Avenue, cross beneath Leland Street and rise to traverse the B & O Railroad on a structure. Leaving this structure the expressway is again depressed and carried beneath existing East-West Highway, continuing northward this route would follow an alignment just to the east of Tilbury Street. From this point northward to the Pooks Hill Interchange the alignment of the expressway would be the same as detailed in Route A . Route B would provide crossings of the expressway by grade separation structures at the following streets: Western Avenue, Grafton Street, Wisconsin Avenue, Bradley Lane, Leland Street, East-West Highway, Cheltenham Drive, Chestnut Street, Glenbrook Parkway, Cedar Lane and A l t a Vista Road. A l l other streets would have access to the crossings and the expressway by means of frontage drives paralleling the expressway. ROUTE C Begins at the District line east of Wisconsin Avenue at Kirkside Drive and follows the same alignment as previously described under Route A to a point north of Bradley Lane. From Bradley Lane the expressway is moved approximately two blocks east of Wisconsin Avenue and follows the alignment commonly known as Pearl Street. Crossing beneath East-West Highway at Pearl Street between Our Lady of Lourdes Church and the Bethesda-Chevy Chase High School, it would proceed northward as a depressed f a c i l i t y . Under this plan, Cheltenham, West V i r g i n i a Avenue, Chestnut Street and Glenbrook Parkway would provide crossings for local traffic by means of structures. From Glenbrook Parkway northward the alignment of this route is the same as for Routes A and B. ROUTE D Begins at Western Avenue just west of Woodward & Lothrop's at the same point designated for Route B. The expressway would follow the same alignment as detailed for Route B to Bradley Lane. From Bradley Lane northward the alignment is shown along Pearl Street and would traverse the route as detailed for Route C . A A Y I N L S S O T E ROUTES S U I D F H T DE The four maps accompanying this report show Routes A , B, C and D in greater d e t a i l . Any one of these alternatives would, from the overall point of v i e w , provide an expressway adequate for the needs of the Bethesda-Rockville a r e a . - 5- �However, there is considerable variance in the cost of each of these routes and the i m pact they would have on the neighborhoods they would traverse. In addition to the four routes detailed in this report, other exploratory studies were made. Those which are not shown in this report were abandoned when the studies revealed cost or damages entirely out of keeping with good planning practices. The staff strongly recommends the adoption of Route B as an amendment of the Commission's Master Plan of Highways. W e believe this alignment does the least damage to the residential areas it traverses. The areas which w i l l be left between this highway and W i s consin Avenue can be redeveloped into desirable commercial or other uses, with no thought of maintaining single family occupancy. To a very great extent the residential properties through w h i c h the route would traverse between Bradley Lane and Chestnut Street have begun to show the effects of being located at the rear of commercial properties facing on Wisconsin Avenue. While many individual properties are still maintained in excellent condition, the overall situation is not the best and we believe that their removal w i l l do the minimum of damage. The properties further east of W a v e r l y and Tilbury Streets from the impact of commercial a c t i v i t y and traffic in Bethesda their values for residential use. Construction of the depressed great extent, provide an insulating buffer for these residential are sufficiently far removed that they have maintained expressway w i l l , to a very properties. An interesting aspect of a l l of these plans is in the area west of Wisconsin Avenue b e tween Bradley Boulevard and Drummond Avenue. Here the proposal of an expressway should bring considerable relief to present residents by moving traffic which is presently carried on Wisconsin Avenue between 100 and 200 feet further east, leaving the existing southbound lane of Wisconsin Avenue as a frontage drive. The technical staff has rejected, and does not recommend Plans A , C or D. We believe that w h i l e it would be somewhat more convenient for the District of Columbia to meet Maryland near the intersection of Western Avenue and Kirkside Drive, (Routes A and C ) the resulting damage going through Chevy Chase V i l l a g e , one of our very best r e s i dential developments, is so severe as to warrant no further consideration. Not only would the properties which would be taken for this expressway be involved, but the plight of those left between Kirkside Drive and Belmont Avenue would be pathetic. The technical staff likewise rejects and recommends disapproval of Route C and D insofar as they use the Pearl Street location. In our opinion those lands between existing Wisconsin Avenue and the proposed Pearl Street alignment are so extensive, so costly and so involved in a multiplicity of small lot ownership that absorption into the business district cannot be j u s t i fied nor anticipated in any foreseeable future. The additional damage to residential properties is wholly unjustified. It would be difficult, if not impossible, to maintain minimum d e sirable living conditions in this long narrow area between existing Wisconsin Avenue and the Pearl Street Route. The area would deteriorate much more rapidly as a residential neighborhood than it could possibly appreciate in terms of commercial or other non-residential use. The areas which w i l l be left between the Waverly and Tilbury Streets alignment and W i s c o n sin Avenue by the Route B plan w i l l provide a l l the additional commercial area that Bethesda can hope to support between now and 1980. - 6 - �One of the very desirable features about Plan B is that the areas affected by the proposed route w h i c h l i e between it and Wisconsin Avenue can be redeveloped for prime commercial use. The property owners so affected w i l l in a l l probability be able to dispose of their properties at no loss, and possibly a substantial gain. C S ESTIMATES O T R U E A B C, & D O T S , , The total cost of right of w a y , engineering and construction for Route A is $30,640,000. Route B has been estimated at $31,022,000. Route C has been estimated at $30,916,000 and Route D at $31,415,000. It should be borne in mind that these cost estimates are made at current land and construction costs. There is no reason to expect any decline in either of these barring a major economic depression. O n the contrary, w e believe it would be more accurate to say that these costs w i l l continue to climb upward and that the right of way costs alone, due to new construction and higher land values, can be expected to increase at a rate of approximately one percent per month since January 1959 when the cost estimates were made. The estimates for the various routes are shown below. ROUTE A Estimated Construction Cost $19,458,043 Engineering and contingencies 2,918,957 22,377,000 Rights of Way 8,263,000 Total 3.86 Miles $30,640,000 - Cost per mile $ 7,937,824 ROUTE B Estimated Construction Cost $20,570,908 Engineering and Contingencies 3,085,092 23,656,000 Rights of W a y 7,366,000 $31,022,000 Total 4.06 Miles - Cost per mile $ - 7- 7,640,887 �ROUTE C Estimated Construction Cost $19,954,504 Engineering and contingencies 2,994,496 22,949,000 Rights of Way 7,967,000 Total 3.88 Miles ROUTE - Cost per mile $30,916,000 $ 7,968,041 D Estimated Construction Cost $21,168,124 Engineering and contingencies 3,175,876 24,344,000 Rights of W a y 7,071,000 Total 4.09 Miles - Cost per mile $31,415,000 $ 7,680,929 C N L SO O C U I N The magnitude of population growth anticipated along the Bethesda-Rockville axis — with a l l it implies in terms of additional motor vehicles and increased commuting and shopping trips — w i l l result in saturation and strangulation of the primary and secondary roads existing and planned in the Bethesda a r e a . Motorists in futile pursuit of less congested routes into and out of the District of Columbia w i l l leave the existing arterial f a c i l i t i e s to w i n d and dodge through the residential streets in search for a less congested route to and from work. A temporary measure of relief w i l l u n doubtedly be found in the expedient of banning a l l curbside parking on both sides of W i s c o n sin Avenue — much to the distress of the business community. A further measure of temporary relief may be realized from the banning of a l l left turn movements off Wisconsin Avenue. This w i l l be the last line of defense and when these expedients have been exhausted the choking congestion w i l l still be w i t h us. - 8 - �But a new element w i l l have been added. The deterioration of residential neighborhoods infiltrated by streams of traffic and the loss of patronage which business houses w i l l have e x perienced w i l l have a depressing effect on property values throughout the length and breadth of the Bethesda community. When these things occur w e w i l l have little choice but to construct an expressway as proposed in this report and in the Mass Transportation Survey. And the alternatives left open to us in that future day may not be as desirable from the planning standpoint as the a l t e r n a tives presented herein. Many w i l l seriously question the wisdom of solving the traffic problems of today and t o morrow by construction of expressways for the admittedly uneconomical and inefficient method of transporting a 150 pound man in a one and a half ton auto. Rapid transit on private rights of w a y , these critics w i l l point out, w i l l cure a l l our traffic i l l s . This is a most alluring and at the same time deceiving argument. Certainly it would be desirable from the planning standpoint to think only in terms of rapid transit and eliminate expressways from our planning concern. But who w i l l wave the magic wand to provide the staggering financial sums that w i l l be needed to organize, construct and operate a rapid transit system? Where w i l l the " p r i v a t e " rights of w a y be located? More important — How w i l l the commuters' and shoppers' obvious preference for private transportation by auto be changed? W i l l the construction of autos be curtailed? W i l l a transportation czar direct that travel may only be permitted v i a rapid transit? These are but a few of the very serious questions each of us must ask if we are to abandon the half-million dollar advice given us in the Mass Transportation Survey and seek to evade the realities of the situation by rejecting construction of an expressway in favor of a completely unknown quantity. The staff reiterates its recommendation that the Wisconsin Avenue Expressway Route B Plan be adopted by the Commission as an amendment of the Master Plan of Highways. - 9 - ������������� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Staff feasibility studies for location of a proposed Wisconsin Avenue Expressway Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Express highways Description An account of the resource Please note: This report includes irregularly-sized pages. If the report is not visible, try scrolling to the right or left or using the zoom in (+) or zoom out (-) functions in the PDF viewer window. Creator An entity primarily responsible for making the resource Maryland-National Capital Park and Planning Commission Date A point or period of time associated with an event in the lifecycle of the resource January 1959 Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/fa8b2ab1a4255caad5c8997b516880e0.pdf?Expires=1790208000&Signature=vUGgyA-7T-TT6EJ5dtRrMpcfELwvEEgnzT856wmh2l3kIK6fgrCibwtE6j8c8Kglvx7UYGfX1hgod4ahMTlPd4mLN7O7pTYX60cHujoF01UWjhJCvtmUtHHZsXsU7laikcHDCDlY8QrRXKfgI4N8LR-lHEyVhi3uaTE6OcKySbrfrYT8yaQvNDajQOR1otBOKVHviHeaOkQtPSEmN8U78R8AiinA48n6jDe5xjvY2RC1oxeEkTyPRUCZtTOuDn6Gyc-o-utaa30Q%7E8JfkrNTh5cwsK2sbPKOoXEHqEegCXYr8QzkRF3LdR9QWByHsN7ZgQVFKe-hHX-6tik3SETpIw__&Key-Pair-Id=K6UGZS9ZTDSZM bb305d0e27186c9b95e6e82676f6af24 PDF Text Text G eorg et o w n Commercial Architecture WISCONSIN AVENUE MAP O f G E O R G E T O W N , D.C. PubUk«J by FAEHTZfcPRATT 1874 SELECTIONS FROM THE HISTORIC AMERICAN BUILDINGS SURVEY NUMBER 3 �GEORGETOWN COMMERCIAL ARCHITECTURE - WISCONSIN AVENUE Northwest Washington, D i s t r i c t of Columbia H i s t o r i c American Buildings Survey Selections Number 3 Issued J o i n t l y By THE COMMISSION OF FINE ARTS Room 7000, I n t e r i o r Building 18th and C S t r e e t s , N. W. - Washington, D. C. 20240 and THE HISTORIC AMERICAN BUILDINGS SURVEY United States Department of the I n t e r i o r National Park Service Office of Archeology and H i s t o r i c Preservation 1730 North Lynn S t r e e t - A r l i n g t o n , V i r g i n i a 22209 March, 1967 �II INTRODUCTION The Old Georgetown Act of 1950 o f f i c i a l l y acknowledges the h i s t o r i c a l and a r c h i t e c t u r a l s i g n i f i c a n c e of Georgetown (see Appendix, page 107). The controls established by the A c t , f i r m l y supported by a v i g i l a n t and concerned group of c i t i zens, have been s u c c e s s f u l to a considerable extent i n maint a i n i n g the d i s t i n c t i v e a r c h i t e c t u r a l character of the area. Wisconsin Avenue, a major commercial thoroughfare, i s subject to greater pressures than most of the Georgetown h i s t o r i c d i s t r i c t . The threat of change to meet expanding business needs was one consideration which l e d t o the s e l e c t i o n of Wisconsin Avenue f o r recording by the H i s t o r i c American Buildings Survey. The primary consideration, however, was the r i c h and representat i v e v a r i e t y of the s t r u c t u r e s bordering the Avenue. These range i n age from the eighteenth to the e a r l y twentieth century and i n type from an e a r l y and s u b s t a n t i a l l y unaltered warehouse to a Georgian R e v i v a l school now adapted f o r p r o f e s s i o n a l o f f i c e use. Although t h i s s e l e c t i o n i s devoted p r i n c i p a l l y to commercial a r c h i t e c t u r e , Wisconsin Avenue cannot be adequately recorded without the i n c l u s i o n of some non-business b u i l d i n g s . Therefore a few examples of e s s e n t i a l l y r e s i d e n t i a l type and one church have been chosen to demonstrate the multiform d i v e r s i t y of Wisconsin Avenue s t r u c t u r e s . The documentation and recording of these buildings was planned i n A p r i l , 1966 by the Commission of Fine A r t s , the H i s t o r i c American Buildings Survey and many dedicated Washington r e s i dents. Dr. James P h i l i p Noffsinger, A r c h i t e c t with the National Park S e r v i c e and Professor of Architecture at the U n i v e r s i t y of Kentucky; a s s i s t e d by Thomas R. Martinson, Student A s s i s tant A r c h i t e c t w i t h the National Park S e r v i c e and a student at the U n i v e r s i t y of Minnesota; and Marc B l a i r , photographer; completed the f i e l d work i n September, 1966. 3 �I TABLE OF CONTENTS I II III Table of Contents Introduction Page 2 3 S e l e c t i o n of H i s t o r i c American Buildings Survey Washington, D.C. Records WASHINGTON. D.C. WISCONSIN AVENUE, N.W. (GEORGETOWN) John Davidson House, 1220 Wisconsin Avenue. 5 F r a n c i s Dodge Warehouse, 1006 Wisconsin Avenue. Frame House, 1530 Wisconsin Avenue. 12 22 Grace Protestant Episcopal Church, 1041 Wisconsin Avenue. 32 House, 1527-1529 Wisconsin Avenue. 48 John Lutz House (now The Aged Woman's Home), 1225 Wisconsin Avenue. William Marceron B u i l d i n g , 1335 Wisconsin Avenue. Marcey-Payne B u i l d i n g , 1321 1/2-1325 1/2 Wisconsin Avenue. 57 65 72 Stohlman's Confectionary, 1254 Wisconsin Avenue. West Georgetown School, I64O Wisconsin Avenue. APPENDIX 89 West Washington H o t e l , 1238 Wisconsin Avenue. IV 82 99 107 �JOHN DAVIDSON HOUSE 1220 Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-102 JOHN DAVIDSON HOUSE Location: 1220 Wisconsin Avenue, N.W., Washington, D.C. (Note: P r i o r t o 1881, Wisconsin Avenue was c a l l e d High S t r e e t and had d i f f e r e n t address numbers. From 1881 t o 1906, Wisconsin Avenue was known as 32nd S t r e e t and had present address numbers.) Present Owner: Moses Hower and w i f e , Annie Present Occupant: Quizzicum Book Shop Present Use: Used book shop Statement of Significance: One of the few s u b s t a n t i a l l y unaltered eighteenthcentury buildings remaining i n the Georgetown commercial d i s t r i c t . PART I . HISTORICAL INFORMATION A. Physical History: 1. O r i g i n a l and subsequent owners; the building i s located i n Square 1207, part of l o t 91 i n Beatty and Hawkins addition t o Georgetown, now taxed as l o t 859. The following i s an 'incomplete chain of t i t l e : 1807 General John Davidson "of the C i t y of Annapolis, Maryland" died, leaving the property t o h i s widow, Ann Maria Davidson. W i l l Book 1 , page 261, J u l y 1 , 1806, probated A p r i l 3, 1807. 1809 1823 1873 Ann Maria Davidson To Ninian Magruder Deed, J u l y 17, 1809 recorded August 25, 1809 i n L i b e r W f o l i o 359 Ninian Magruder died, leaving the property t o h i s daughter, E l i z a Mary Mosher and her h e i r s . W i l l Book 3, page 230, June 19, 1821, probated March 7, 1823. E l i z a Mary Mosher Hugh Caperton et ux E l i z a J . (daughter of E l i z a M.) To Jared C. Nichols Deed, March 19, 1873 recorded March 25, 1873 i n L i b e r 711 f o l i o 90 5 �JOHN DAVIDSON HOUSE HABS No. DC-102 (Page 2) 1875 1877 1885 1892 1899 1902 1911 1918 William Stickney George H. Plank Trustees f o r Jared C. Nichols et ux Sarah E. To E l i z a Mary Mosher Deed, October 25, 1875 recorded November 4, 1875 i n L i b e r 803 f o l i o 225 E l i z a Mary Mosher died, leaving the property to William H. Clagett i n t r u s t f o r her son, Theodore Mosher, and h i s f a m i l y . W i l l Book 16, page 350, January 15, 1875, c o d i c i l March 3 1 , 1876, probated November 6, 1877. William J . M i l l e r Howard C. Clagett Trustees by Decree of Equity dated October 3 1 , 1884, r a t i f i e d J u l y 1885. To W i l l i a m H. Clagett Deed, August 22, 1885 recorded August 22, 1885 i n L i b e r 1136 f o l i o 455 William H. Clagett died leaving the property to h i s w i f e , Adele C l a g e t t , and her h e i r s . W i l l Book 32, page 355, November 15, 1890, probated October 27, 1892. Adele Clagett To Mary C. P e r i n National Safe Deposit Savings & Trust Co. Deed i n T r u s t , January 23, 1899 recorded January 24, 1899 i n L i b e r 2376 f o l i o 105 Mary C. P e r i n National Safe Deposit Savings & Trust Co. Trustees f o r Adele Clagett To James Gallagher James Gallagher died, l e a v i n g the property to h i s w i f e , Ann Sophia Gallagher, and h i s daughter Catherine L. Gallagher. W i l l Book 77, page 424, June 4, 1910, probated December 11, 1911. Ann S. Gallagher Catherine L. Gallagher Hurney To Moses Hower and w i f e , Annie Deed, May 9, 1918 recorded May 13, 1918 i n L i b e r 4078 f o l i o 11. Date of e r e c t i o n : c. 1790. (Note: Federal Assessment f o r Baltimore and D. C. 1798 shows one dwelling house and one out house on t h i s l o t 6 �JOHN DAVIDSON HOUSE HABS No. DC-102 (Page 3) i n Georgetown owned by John Davidson and occupied by William Cranch. [ H a l l of Records, Annapolis, Maryland. Microfilm M 862]. I t seems p l a u s i b l e that the house was b u i l t i n the l a t t e r h a l f of the eighteenth century, as there i s an Assignment of Mortgage on the property dated A p r i l 4, 1789, recorded i n L i b e r E f o l i o 176 [Courthouse, R o c k v i l l e , Maryland]). Records of the C i t y of Georgetown, D. C , National Archives Record Group 351, Microcopy M 605, Assessment of R e a l & Personal Property, l i s t the following: R o l l #1 - 1800-1807 - John Davidson - l o t on High S t r e e t (now Wisconsin) w i t h b r i c k house and store - $4500 R o l l #8 - 1808-1812 - Ninian Magruuer - Part of l o t 9 1 , on High S t r e e t - improved - $4000 R o l l # 9 - 1813-1818 - Ninian Magruder - same - large b r i c k house - $6500 R o l l #10 - 1815- Ninian Magruder - same - 3-story b r i c k house - $6500 3. Architect: Not known. 4. O r i g i n a l plans, construction, e t c . : 5. Notes on a l t e r a t i o n s and additions: None known. The following permits were l i s t e d i n the B u i l d i n g Permits Department, D i s t r i c t B u i l d i n g , D i s t r i c t of Columbia 201968 260044 286680 303594 303870 A p r i l 30, 1937 A p r i l 18, 1943 June 28, 1946 March 3, 1948 March 1 1 , 1948 6. Important old views: (sign) (sign) (sign) (repair) (fence) None known. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : Washington d i r e c t o r i e s provide the following tenant information: 1914 1915-1918 1919-1936 1937 Vacant Mary M. Burke, boarding Moses Hower, shoe r e p a i r , w i t h various tenants Mrs. Annie Hower, shoe r e p a i r 7 �JOHN DAVIDSON HOUSE HABS No. DC-102 (Page 4) 1938-1939 1938-1942 1954 I r v i n g Garf i n k l e Leonard G a r f i n k l e , shoe r e p a i r Emma W Stephens, r e a l estate and insurance, . and other tenants. Prepared by Dr. James P h i l i p Noffsinger Architect National Park Service September 2, 1966 PART I I . ARCHITECTURAL INFORMATION A. General Statement: 1. 2. B. A r c h i t e c t u r a l character: The Davidson House i s a very e a r l y Georgetown commercial building which combines a ground f l o o r shop area w i t h l i v i n g quarters above; i t i s extremely u t i l i t a r i a n i n design w i t h l i t t l e a r c h i t e c t u r a l embellishment. Condition of f a b r i c : Deteriorating. Technical Description of E x t e r i o r : 1. O v e r a l l dimensions: 23' [3 bay f r o n t ] x approximately 100' [including e l l s ] ; four s t o r i e s i n height. 2. Foundations: 3. Wall construction: White painted red-orange b r i c k l a i d i n Flemish bond on east [ s t r e e t ] e l e v a t i o n ; common bond, side e l e v a t i o n s ; common bond w i t h headers every four courses, rear w a l l s . Walls have undergone much r e p a i r work, notably over window openings. 4. Chimneys; B r i c k chimney, 4'-4" square, on west gable of roof; three-course p r o j e c t i n g b r i c k cap. 5. Openings: a. B r i c k t o grade. Doorways and doors: Old but not o r i g i n a l s t o r e f r o n t , some plywood r e p a i r s a t base, beveled wood enframements; main wooden door w i t h i n i s of p l a i n design. Side door [ t o the south, on east front e l e v a t i o n ] — encased i n heavy beveled wooden enframement i s composed of five-paneled i n s e t s . Molding over doors c o n s i s t s of [top to bottom]: ovolo, a s t r a g a l , cyma r e v e r s a , corona, f i l l e t . Paneled r e v e a l s , transom are old: no elements of doorway show signs of recent a l t e r a t i o n . 8 �JOHN DAVIDSON HOUSE HABS No. DC-102 (Page 5) b. 6. Windows and s h u t t e r s : Not o r i g i n a l - one-over-one l i g h t double-hung wooden sash, stone s i l l s . Shutter p i n t l e s remain although s h u t t e r s have been removed. Small openings i n gable ends on north and south w a l l s . Every window l i n t e l on o r i g i n a l b u i l d i n g has been reworked. Roof: a. Shape, covering: Gabled roof i s tin-covered. b. Framing: c. Cornice, eaves: P r o j e c t i n g t i n cornice i s of p l a i n design. Metal g u t t e r appears t o be o l d . d. Dormers: Wooden. None. C. Technical D e s c r i p t i o n of I n t e r i o r s : I n t e r i o r s have been gutted and not restored i n any manner. Walls on s t r e e t f l o o r are of b r i c k w i t h p l a s t e r f i n i s h . Upper f l o o r s were not otherwise recorded. D. Site: 1. General s e t t i n g and o r i e n t a t i o n : Faces east on Wisconsin Avenue, j u s t north of M S t r e e t i n a busy and, f o r the most p a r t , w e l l maintained s e c t i o n of the Georgetown commercial d i s t r i c t . 2. Enclosures: 3. Outbuildings: None. Two b r i c k e l l s have been added to the e l e v a t i o n west of the o r i g i n a l b u i l d i n g . The f i r s t appears as a "saltbox," i t s roof j o i n i n g the main roof a t the eaves and continuing w i t h a l e s s e r p i t c h . The second extends d i r e c t l y westward from the f i r s t , i t s roof p i t c h i n g gently from south t o north. Brickwork has been g r e a t l y a l t e r e d and many a l t e r a t i o n s to masonry construction are evident. None. 4. Walks: Fronts on modern concrete p u b l i c sidewalk t o the e a s t . 5. Landscaping: None. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park S e r v i c e August 10, 1966 9 �John Davidson House 1220 Wisconsin Avenue F r a n c i s Dodge Warehouse 1006 Wisconsin Avenue photo: Marc B l a i r , 1966 photo: Marc B l a i r , 1966 �FRANCIS DODGE WAREHOUSE 1006 Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-100 FRANCIS DODGE WAREHOUSE Location: 1006 Wisconsin Avenue, N.W., Washington, D.C. (Note: P r i o r t o 1881, Wisconsin Avenue was c a l l e d High S t r e e t and had d i f f e r e n t address numbers. From 1881 t o 1906, Wisconsin Avenue was known as 32nd S t r e e t and had present address numbers.) Present Owner: C a r o l i n i a n Corporation founded by Donald Stetson Davis, Yacht Zephyrus, 1020 Maine Ave., S.W., Washington, D.C. and Dr. A l f r e d E. Jackson, 814 Stafford S t . , Arlington, Virginia. Present Occupant: Vacant. Present Use: I t i s proposed t o use t h i s s t r u c t u r e as a museum of the port of Georgetown. Statement of Significance: This building i s one of a row of three l a t e 18th century warehouses which preserve most of t h e i r o r i g i n a l a r c h i t e c t u r a l features and were t y p i c a l of the Georgetown waterfront. PART I . HISTORICAL INFORMATION A. P h y s i c a l H i s t o r y : 1. O r i g i n a l and subsequent owners: The following information i s an incomplete chain of t i t l e t o the land on which the s t r u c t u r e was b u i l t . The s i t e i s i n Square 1188, present l o t 816, part of l o t 74 of the o r i g i n a l plan of Georgetown. The reference f o r the following m a t e r i a l i s the Recorder of Deeds, D i s t r i c t of Columbia. 1807 1807 Deed June 16, 1807 recorded June 25, 1807 i n L i b e r R f o l i o 406 containing a clause about the building of wharves and the construction of docks and s l i p s Benjamin Oden To A l l e n Dodge F r a n c i s Dodge tenants i n common Deed June 15, 1807 recorded June 25, 1807 i n L i b e r R f o l i o 408 f o r l o t s 74 and 75 P h i l i p B. Key Walter S. Chandler To Benjamin Oden 12 �FRANCIS DODGE WAREHOUSE HABS No. DC-lOO (Page 2) 1824 1835 Deed J u l y 1 , 1824 recorded October 22, 1824 i n L i b e r WB 12 f o l i o 253 A l l e n Dodge and wife Mary To Francis Dodge Deed J u l y 15, 1835 recorded J u l y 16, 1835 i n L i b e r WB 54 f o l i o 365 Richard Davis To F r a n c i s Dodge 2. 3. Architect: 4. Original plans, construction, etc: 5. Notes on a l t e r a t i o n s : Though the o r i g i n a l form of t h i s building i s apparently preserved, there have been numerous changes which can be seen i n the w a l l s . Part of the south w a l l of the building i s stone. (Mentioned i n a Lease August 26, 1813 recorded November 23, 1813 i n L i b e r AF f o l i o 468 as p a r t of an "old stone house"). 6. B. Date of e r e c t i o n : century. The building i s probably l a t e 18th Important old views: Block i n which warehouse stands i s shown i n photograph taken by George Barnard during C i v i l War - [ L i b r a r y of Congress, D i v i s i o n of P r i n t s and Photographs, B 8171-290] Unknot. None known. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : Washington d i r e c t o r i e s provide the following tenant information: 1808 1835 1896-1922 1923-1926 1927-1931 1932-1943 1954-1966 1966 C. W and C. Smith . Roswell Woodward Wm. H. Gaskins and Sons, coopers vacant Paul F. Brandstedt I n c . , sheet metal vacant W H. Winslow, paint company storage . C a r o l i n i a n Corporation Supplemental M a t e r i a l : The following i s an incomplete summary of research on the Dodge "Warehouses by Mary (Mrs. William) M i t c h e l l , 1718 Hoban Road, N W , Washington, D.C. .. "The property f i r s t entered the D.C. Land Records i n 1807 when F r a n c i s Dodge of Georgetown and h i s brother A l l e n of Newburyport, 13 �FRANCIS DODGE WAREHOUSE HABS No. DC-100 (Page 3) Massachusetts bought i t f o r $3,300. [ L i b e r R f o l i o 17 recorded June 25, 1807.] Dodge's name f i r s t appears i n the U.S. Census f o r 1800 under that of Isaac Tenney who had a l s o come from Newburyport. Dodge was eighteen years old. "Grantor of t h i s property was Benjamin Oden, trustee f o r h e i r s of h i s f a t h e r - i n - l a w , Stephen West, of Prince Georges County, Maryland, who had died i n 1803. Back t o 1792 the property „as s t i l l i n West's possession. I t measured 104' on Wisconsin Avenue (yVater S t r e e t i n those days) by 80'-2" on K (Keys a t that t i m e ) , and the north and west l i n e s were p a r a l l e l t o these. On i t was a 'large stone house. The bearing w a l l inside the present warehouse and the foundations reaching to the corner, both of t h i c k stone and s o l i d mortar, are undoubtedly part of the o r i g i n a l b u i l d i n g . I t i s possible t h i s was a so-called R o l l i n g House, t o which hogsheads of tobacco would be r o l l e d down the h i l l f o r i n s p e c t i o n , weighing and then shipment. Whether the w a l l was the north or south w a l l of the house i s not c l e a r . 1 " I n 1813 Dodge leased t h i s part of h i s purchase to Richard E l l i o t t ( L i b e r AF f o l i o 3 1 ) . The property leased measured 55' from the corner up t o the 'south end-wall of a 2-story b r i c k house l a t e i n occupation of Isaac Tenney.' 1006 Wisconsin Avenue i s probably the house r e f e r r e d to. I f i t was on the property when Dodge bought i t , the deed does not so s t a t e . The Assessment Volumes f o r 1808 and 1813 may c l a r i f y t h i s . The lease occurred i n the middle of the War of 1812 when a l l shipping came t o a h a l t . "Four months a f t e r the war was over, he [Dodge] was ready to s t a r t again. On A p r i l 10, 1815, he and two other men bought the 130-ton b r i g , "Adeline," and r e g i s t e r e d her f o r foreign trade a t the Port of Georgetown. But they were overeager, f o r England didn't open her West Indian ports t o U.S. commerce u n t i l 1830, and a small v e s s e l l i k e t h i s would have been uneconomical f o r the t r a n s a t l a n t i c trade. "However Dodge was already prospering. He had bought a large mansion from Nicholas Lingan i n 1811 and surrounding l o t s f o r pasture and gardens a t the corner of what i s now 31st and Q S t r e e t s . I n 1821 he bought 68' wharfage on the SW corner of Wisconsin (High) and K (Water S t r e e t by then names were switched i n 1818) from the Georgetarn Corporation, and 37 more f e e t w i t h a b r i c k warehouse along the south l i n e of Water w i t h wharfage. 14 �FRANCIS DODGE WAREHOUSE HABS No. DC-lOO (Page 4) " I n 1824 he bought out h i s brother f o r $5,500. I n 1828 he and an Alexandria merchant bought "Olympia," a 199-ton b r i g , a l s o "Hope and F o l l y , " a 91-ton schooner. Soon he had accumul a t e d enough wharfage to t o t a l 150' along the waterfront, and began t o buy docks and more warehouses near the foot of 31st S t r e e t (Congress). During the T h i r t i e s he had major shares i n "Rubicon" 120 tons, "Rambler," "Potomac" 147 tons, "Kathleen Jackson" 456 tons, "Caledonia" 647 tons, and "Frances Depau" 595 tons. A l l these were r e g i s t e r e d a t the Port of Georgetown f o r foreign trade, and can be assumed t o have docked on the wharfage d i r e c t l y across from the Lot 74 warehouse. By 1840 i t presented the busy wharf scene, t y p i c a l of other seaboard towns. " I n 1834 "the Chesapeake & Ohio Canal was extended t o Harpers F e r r y . Business correspondence of F r a n c i s Dodge now i n the Peabody Room a t the Georgetown Public L i b r a r y reveals that he traded i n commodities l i k e g r a i n and lime transported on the Canal from the f e r t i l e h i n t e r l a n d and then shipped t o New York and New England. With the opening of the Canal, surplus water was a v a i l a b l e f o r waterpower, and i n 1835 the Congress passed an Act allowing Georgetown t o draw on i t t o operate f l o u r and cotton m i l l s . Dodge helped back a large f l o u r m i l l a t the west end of town. This meant that the export of f l o u r v i a the coasting trade to the north was a l s o part of the business conducted from the main warehouse. "Francis Dodge, J r . f i r s t appeared i n partnership with h i s f a t h e r i n 1832, when they, together with two other l o c a l merchants, bought the b r i g "Rubicon." William A. Gordon's c o l o r f u l d e s c r i p t i o n of the souvenirs i n the old warehouse shows the wide extent of the family's commerce w i t h foreign parts: ' ... S t i l l lower down was the Dodge warehouse, a never ending source of d e l i g h t . The f i r m was engaged i n trading i n t h e i r own v e s s e l s with the West Indies and South America, and were large importers of sugar and molasses. Each year a s a l e took place, the wharves being covered w i t h hogsheads, and buyers from the large c i t i e s of the North attending. On these occas i o n s , the boys were allowed t o move about through the rows of hogsheads supplied with long straws, which they would dip through the bunghole open f o r inspection and f e a s t on the molasses drawn out. The counting house was capacious, md decorated w i t h curios brought from the t r o p i c s , such as f l y i n g f i s h , shark's jaws, and sword-fish and saw-fish. On the s a l e days 15 �FRANCIS DODGE WAREHOUSE HABS Mo. DC--100 (Page 5) elaborate lunches were served, with f i n e cigars and every v a r i e t y of drinkables f o r the guests. Out from the counting room extended a wide p l a t form overlooking the r i v e r , furnished with c h a i r s and benches, which on warm summer afternoons was used as a meeting and lounging place by the f r i e n d s of the p r o p r i e t o r s . . . ' [William A. Gordon: "Recollections of a Boyhood i n Georgetown," i n Records of the Columbia H i s t o r i c a l S o c i e t y , Washington, D.C, v o l . 20, 1917, p. 131.] "A. H. Dodge, F. D. J r . ' s brother, younger by ten y e a r s , became a partner i n 18-44 when the brothers bought "Sturges," 130-ton schooner. During the f o r t i e s , they took shares i n seven other vessels, f i v e schooners enrolled f o r the coasting trade, a b r i g and a bark r e g i s t e r e d f o r foreign trade. Commodities advertised r e g u l a r l y i n the Georgetown Advocate (copies a t the Peabody Room, Georgetown Branch, D i s t r i c t of Columbia Public L i b r a r y ) show a predominately West Indian origin. "Francis Dodge died October 10, 1851. On March 20, 1854 when the estate was f i n a l l y s e t t l e d , the property i n Lot 74 was s t i l l i n t a c t with the dimensions given i n the o r i g i n a l deed L i b e r R f o l i o 17. (Settlement of the estate appears i n L i b e r JAS 79 f o l i o s 1-55.) On October 5, 1857 the house of F. & A. H. Dodge f a i l e d , and a l l properties -were assigned to H. C. Matthews and Edward Chapman as r e c e i v e r s . At a sale on December 4, 1858 ( L i b e r JAS f o l i o 167), the warehouse a t 1000 Wisconsin sold f o r $4,000 t o William R. Edes. ( L i b e r JAS f o l i o 176) records another sale t o Edes i n 1859. Further research at the Land Deeds w i l l t e l l whether both 1000 and 1006 were thus t r a n s f e r r e d to Edes. I n 1860 ( L i b e r JAS f o l i o 198) George Shoemaker, Flour Inspector, bought the ' shed and warehouse on 'Water (K) S t r e e t adjoining the Edes property f o r $1,050.' This would be the Krause restaurant now (1966) f o r s a l e . On June 13, 1863 ( L i b e r NCT f o l i o 7) Shoemaker deeded t h i s property t o h i s son George, J r . , who had been c l e r k f o r the brothers before the bankruptcy. "During the C i v i l War the warehouse and o f f i c e s a t that corner were shared by N. P. Denison, Commission Merchant, and the N. Y. Steamship L i n e . Since Edes was one of seven independent f l o u r merchants operating w i t h war contracts out of Georgetown, and the annual wartime l o c a l volume was around 200,000 b a r r e l s of f l o u r , t h i s was again one of the old Port's busiest corners." 16 �FRANCIS DODGE WAREHOUSE HABS No. DC-100 (Page 6 ) Prepared by Dr. James P h i l i p Noffsinger Architect National Park Service August 16, 1966 PART I I . ARCHITECTURAL INFORMATION A. General Statement: 1. 2. B. A r c h i t e c t u r a l character: The Dodge Warehouse i s the center building i n a group of three l a t e 18th century Georgetown waterfront warehouses. I t has escaped not only excessive a l t e r a t i o n but the seemingly i n e v i t a b l e destruction v i s i t e d u p o n — i n one form or a n o t h e r — n e a r l y a l l of the waterfront s t r u c t u r e s dating from Georgetown's maritime era i n the 18th and e a r l y 19th centuries. Although merely f u n c t i o n a l i n design, the Dodge Warehouse possesses an a r c h i t e c t u r a l i n t e g r i t y of character that i s matched by few commercial s t r u c t u r e s , large or s m a l l , i n the Georgetown H i s t o r i c District. Condition of f a b r i c : Surrounded by other s t r u c t u r e s , only the east facade of the warehouse i s v i s i b l e t o any extent. Although the oft-patched e x t e r i o r w a l l has suffered some s t r u c t u r a l d e t e r i o r a t i o n and missing b r i c k s , the warehouse appears to be sound and the i n t e r i o r f a b r i c appears to be well-maintained. Technical Description of E x t e r i o r : 1. O v e r a l l dimensions: 25'-10 1/2" (three-bay f r o n t ) x 47'-6"; two-and-one-haIf s t o r i e s i n height; rectangul a r i n layout. 2. Foundations: Rubble stone masonry, exposed above grade on south bay of east e l e v a t i o n by steep (north to south slope of s i t e ) 3. Wall construction: O r i g i n a l Flemish bond red b r i c k work has been e x t e n s i v e l y repaired i n common bond. 4. Chimneys: Red b r i c k chimney ( l ' - 8 " x approximately 6' r i s e s above north party w a l l east of ridge; twoccurse b r i c k cap bevels inward s l i g h t l y at top. 17 �FRANCIS DODGE WAREHOUSE HABS No. DC-lOO (Page 7) 5. Openings: a. b. 6. Doorways and doors: Main entry has an approximately 5' masonry opening i n c e n t r a l bay of east e l e v a t i o n ; l i g h t wooden enframements e n t i r e l y w i t h i n masonry opening; wooden s i l l and flanking v e r t i c a l fenders protect lower h a l f of opening; two concrete steps belo.v; worn p l a i n metal-covered wooden double doors. Windows and s h u t t e r s : S i x - o v e r - s i x - l i g h t doublehung wooden sash, wooden s i l l s , f l a t b r i c k arches over openings. Window i n c e n t r a l bay of second f l o o r i s r e s u l t of a l t e r a t i o n of a supposedly e a r l i e r door (lower part of e a r l i e r l a r g e r opening now boarded i n ) . T r i p l e segmental-arched openings i n west ( r e a r ) w a l l have been closed w i t h b r i c k i n f i l l i n g . C e l l a r windows on east e l e v a t i o n are i n l i n e w i t h upper windows; a l t e r a t i o n to south c e l l a r window i n east e l e v a t i o n indicates opening may have extended below grade. P i n t l e s on s e v e r a l windows indicate former s h u t t e r s . Roof: a. Shape, covering: Gabled (north-south ridge) roof, t i n covering. b. Framing: Heavy timber, mortise and tennon construction. c. Cornice, eaves: Simple b r i c k s t r i n g course p r o j e c t s immediately below eaves (does not c a r r y through c e n t r a l bay); t i n gutter appears to be of e a r l y date. d. Dormers: Central dormer on east slope of gable roof has projecting gable roof over board and batten door. T h i s hood formerly protected h o i s t i n g mechanism. Central dormer on west slope of gable roof a l i g n s w i t h east dormer. Small v e n t i l a t i o n dormer on southwest corner of roof i s louvered (does not date t o o r i g i n a l construction of warehouse) . Technical Description of I n t e r i o r s : 18 �FRANCIS DODGE WAREHOUSE HABS No. DC-lOO (Page 8) 1. 2. Stairways: One-run wooden stairway r i s e s from east to west along south w a l l , beginning from southeast corner of b u i l d i n g (on both f i r s t and second f l o o r ) . 3. F l o o r i n g : Random width boards. 4. Wall and c e i l i n g f i n i s h : Rubble masonry south w a l l i n d i c a t e s that present Y/arehouse probably incorporated w a l l of older non-extant s t r u c t u r e ; numerous r e p a i r s and a l t e r a t i o n s , notably on south w a l l , are of common bond b r i c k masonry. C e i l i n g i s exposed beam and decking. 5. Doorways and doors: None. Opening with wooden l i n t e l i n south w a l l of f i r s t f l o o r l e v e l connects with warehouse t o south. 6. Trim: 7. Hardware: I r o n hook i s suspended from dormer hood; square i r o n n a i l s protrude from c e i l i n g beams i n garret area near dormer. 8. D. Floor plans: Open plans w i t h support columns (which run north-south under r i d g e ) . Lighting: None. Modem incandescent. Site: 1. 2. General s e t t i n g and o r i e n t a t i o n : The Dodge Warehouse faces east onto s t e e p l y sloping (north t o south) Wisconsin Avenue near i t s i n t e r s e c t i o n w i t h K S t r e e t , one-half block north of the Potomac R i v e r . The -warehouse i s enclosed on three s i d e s , sharing party w a l l s with adjacent warehouses to the north and south and abutting a l a t e r two-story structure t o the west. Oneand-one-half blocks south of the Chesapeake and Ohio Canal, i t was once i n the center of Georgetown's t h r i v i n g maritime a c t i v i t y . With a s h i f t i n commercial a c t i v i t y as w e l l as l o c a t i o n , the warehouse i s now • located w e l l away from the most v i t a l areas of modernday commercial Georgetown. Enclosures: None. 19 �FRANCIS DODGE WAREHOUSE HABS No. DC-lOO (Page 9 ) Outbuildings: Walks: None. Abuts modem public sidewalk to the east. Landscaping: None. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park Service August 17, 1966 20 �FRAME HOUSE 1530 Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-109 FRAME HOUSE Location: 1530 Wisconsin Avenue, N.W., Washington, D.C. (Note: P r i o r to 1881, Wisconsin Avenue was c a l l e d High S t r e e t and had d i f f e r e n t address numbers. From 1881 to 1906, Wisconsin Avenue was known as 32nd S t r e e t and had present address numbers.) Present Owner: Suter's Tavern, Incorporated e t . a l . Present Use: Georgetown Club ( p r i v a t e ) Statement of Significance: One of the few frame buildings remaining i n the commercial d i s t r i c t of Georgetown, t h i s s t r u c t u r e r e t a i n s much of i t s o r i g i n a l design. PART I . A. HISTORICAL INFORMATION P h y s i c a l History: 1. O r i g i n a l and subsequent owners: This property i s located i n Square 1255 i n parts of l o t s 183 and 184 of Beatty and Hawkins addition to Georgetown. The following i s an incomplete chain of t i t l e w i t h references made t o records i n the Recorder of Deeds O f f i c e , D i s t r i c t of Columbia. 1793 1796 1798 Deed October 8, 1792, recorded February 2 1 , 1793 i n L i b e r A f o l i o 193 John B e a l l ( o f Georgetown) et ux Mary To Nichols Gibbs Deed December 16, 1796 recorded December 29, 1796 i n L i b e r B f o l i o 611 Nichols Gibbs ( o f Baltimore) et ux Mary To Andrew Kaldenbauch Deed March 3 1 , 1798 recorded A p r i l 24, 1798 i n L i b e r C f o l i o 407 John Davidson and wife Maria To Andrew Kaldenbauch R e c i t e s that Andrew Kaldenbauch and John Davidson both claim part of t h i s l o t and so Davidson has agreed to s e l l h i s claimed part to Kaldenbauch. 22 �FRAME HOUSE HABS No. DC-109 (Page 2) 1801 1805 1806 1807 1808 1808 1808 1809 Deed June 6, 1801 recorded June 15, 1801 i n Liber G f o l i o U l John Davidson and wife Maria To Andrew Kaldenbauch (Kalteribach) f o r Lot 183 Deed i n Trust October 24, 1805 recorded October 25, 1805 i n L i b e r N f o l i o 315 Andrew Kaldenbauch To Adam King Assignment A p r i l 15, 1806 recorded A p r i l 15, 1806 i n L i b e r P f o l i o 89 Andrew Kaldenbauch To Robert Clarke Deed i n t r u s t June 22, 1807 recorded November 17, 1807 i n L i b e r S f o l i o 300 Mary Sharp (intended wife of Andrew Kaldenbauch) To Adam King Andrew Kaldenbauch married Susanah Young instead of Mary Sharp. Deed January 28, 1808 recorded May 4, 1808 i n L i b e r T f o l i o 323 Daniel C a r r o l l Brent, Marshall of D.C. To Thomas Dixon Sale on May 20, 1807 of land then i n the occupancy of Robert Clarke. South part of L o t . 184• Deed January 28, 1808 recorded June 7, 1808 i n Liber U f o l i o 7 Daniel C a r r o l l Brent, Marshall of D.C. To John Peter North part of Lot 184 Deed January 28, 1808 recorded June 9, 1808 i n L i b e r U f o l i o 28 Daniel C a r r o l l Brent, Marshall of D.C. To Daniel Renner For Lot 183 Deed January 2, 1809 recorded A p r i l 18, 1809 i n L i b e r V f o l i o 383 John Peter e t ux H a r r i e t To Daniel Renner Daniel Bussard tenants i n common North part of l o t 184 23 �FRAME HOUSE HABS No. DC-109 (Page 3) 1814 1814 1818 1825 1849 1849 1856 1856 Deed September 7, 1813 recorded March 7, 1814 i n L i b e r AG f o l i o 196 Daniel Bussard To Daniel Renner Deed August 13, 1814 recorded November 2, 1814 i n L i b e r AH f o l i o 262 Thomas Dixon and wife Catherine To Daniel Renner part of l o t 184 Trust September 1 , 1817 recorded February 24, 1818 i n L i b e r AQ f o l i o 89 Daniel Renner To David E n g l i s h , Cashier of the Union Bank of Georgetown. Part of l o t 183 and a l l of l o t 184 Deed October 14, 1823 recorded October 17, 1823 i n L i b e r WB f o l i o 209 David E n g l i s h To President and Directors of the Union Bank of George town. Deed i n t r u s t June 1 1 , 1849 recorded June 19, 1849 i n L i b e r JAS 4 f o l i o 381 President and Directors of the Union Bank of Georgetown To F r a n c i s Dodge, J r . Deed i n t r u s t June 1 1 , 1849 recorded June 19, 1849 i n L i b e r JAS 4 f o l i o 388 F r a n c i s Dodge, J r . , Trustee under Deed i n Trust from the Union Bank of Georgetown. To John Marbury F r a n c i s Dodge Robert Read Richard Cruikshank Deed May 2 1 , 1856 recorded October 27, 1856 i n L i b e r JAS 123 f o l i o 230 John Marbury Robert Read Richard Cruikshank Trustees To Washington R. Hurdle Deed May 22, 1856 recorded October 27, 1856 i n L i b e r JAS 123 f o l i o 232 Washington R. Hurdle To James Hurdle part of l o t 183 24 �FRAME HOUSE HABS No. DC-109 (Page 4) 1857 1862 1862 1863 1885 1886 1892 1894 Deed October 8, 1856 recorded March 20, 1857 i n L i b e r JAS 130 f o l i o 82 John Marbury Robert Read Richard Cruikshank Trustees To Marinus W i l l e t part of l o t 183 Deed December 26, 1862 recorded December 27, 1862 i n L i b e r JAS 227 f o l i o 209 Mary Ann Hurdle e t a l To William E. B e l l part of l o t 183 Deed December 26, 1862 recorded December 27, 1862 i n L i b e r JAS 227 f o l i o 211 Washington R. Hurdle e t ux F l o r a H. To William E. B e l l part of l o t 183 Deed A p r i l 24, 1863 recorded A p r i l 27, 1863 i n L i b e r NCT 2 f o l i o 300 William E. B e l l et ux Catherine L. To Charles F. Robinson part of l o t 183 Deed May 23, 1885 recorded May 29, 1885 i n L i b e r 1128 f o l i o 16 William E. B e l l and wife Catherine L. To William E. B e l l , J r . parts of l o t s 183 and 184 Deed November 2, 1886 recorded November 1 1 , 1886 i n L i b e r 1216 f o l i o 323 William E. B e l l , J r . To Trangott Rosenbusch Louis Charles Rosenbusch (son of Trangott) tenants i n common parts of l o t s 183 and 184 Deed June 30, 1892 recorded J u l y 7, 1892 i n L i b e r 1695 f o l i o 440 Louis Charles Rosenbusch and wife E l i z a b e t h To Trangott Rosenbusch Deed March 19, 1894 recorded March 20, 1894 i n L i b e r 1886 f o l i o 398 Trangott Rosenbusch and wife Amale To William C. Rosenbusch (son of Trangott) 25 �FRAME HOUSE HABS No. DC-109 (Page 5) 1943 1946 1946 1946 1951 1959 1965 W i l l of William C. Rosenbusch dated May 8, 1943 devised property t o h i s c h i l d r e n : Helen R. Whitehouse, nee Rosenbusch William T. Rosenbusch Loyd A. Rosenbusch Deed August 12, 1946 recorded September 3, 1946 i n L i b e r 643 f o l i o 424 William T. Rosenbusch e t a l ( h e i r s of Wm. C.) To Clara De Taranto Deed August 27, 1946 recorded September 3, 1946 i n L i b e r 643 f o l i o 425 Clara De Taranto To Joseph M. Wise Deed October 22, 1946 recorded October 29, 1946 i n L i b e r 647 f o l i o 87 Joseph M. Wise and wife To A l f r e d Arnold William C. Halpine Deed October 10, 1951 recorded October 12, 1951 i n L i b e r 750 f o l i o 588 A l f r e d Arnold William C. Halpine To Frances C. Lauder Deed October 15, 1959 recorded October 23, 1959 i n L i b e r 894 f o l i o 39 Frances C. Lauder To Eighth R e a l t y Corporation e t a l Deed June 7, 1965 recorded June 22, 1965 i n L i b e r 14 f o l i o 257 J . Francis Harris, I I I et a l To Suter's Tavern Incorporated e t a l Date of erection: Said t o have been b u i l t i n 1790 as a home. (Mr. Norman Larsen, interview J u l y 20, 1966) However, deed of 1823 l i s t e d above mentions only a threes t o r y b r i c k house on s i t e , whereas deed of 1849 l i s t e d above mentions "improvements," i . e . , buildings ( p l u r a l ) . S t y l i s t i c evidence suggests a date c. 1845. 26 �FRAME HOUSE HABS No. DC-109 (Page 6) 3. 4. O r i g i n a l plans, construction, e t c . : 5. Notes on a l t e r a t i o n s and additions: B r i c k wing erected about 1965. Modern landscaping and fencing. 6. B. A r c h i t e c t : Unknown. Important old views: None known. None. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : Washington d i r e c t o r i e s provide the following tenant information: 1914-1915 1916 1917 1918-1923 1924 1925-1928 1929- 1930 1930- 1937 1938 1939 1940-1943 1946-1956 1960-1965 1966 W. H. Shoemaker, oysters John K. Sawyer Elmore S. Staples Walter H. Kerns George W. Dugan Lewis Donaldson Arthur Crismond Vacant Mrs. Caroline D. Meggs, antiques Vacant Norval J . Skee, upholsterer Garden Gate Restaurant Vacant Georgetown Club (Suter's Tavern I n c . ) Prepared by Dr. James P h i l i p Noffsinger Architect National Park Service August 15, 1966 PART I I . ARCHITECTURAL INFORMATION A. General Statement: 1. A r c h i t e c t u r a l character: T h i s t y p i c a l l y post-Federal s t r u c t u r e of modest but well-proportioned design i s a rare wooden s u r v i v a l of domestic character i n a comm e r c i a l environment. 2. Condition of f a b r i c : Frame s t r u c t u r e i s i n good cond i t i o n ; r e c e n t l y converted i n t o a p r i v a t e club, i t s i n t e r i o r has been remodeled and a b r i c k addition attached to the south. 27 �FRAME HOUSE HABS No. DC-109 (Page 7) B. Technical Description of E x t e r i o r : 1. O v e r a l l dimensions: Frame s t r u c t u r e , 23'-2" x l&'-2"; b r i c k addition measures 11'-11" across Wisconsin Avenue ( e a s t ) e l e v a t i o n . Two s t o r i e s i n height. 2. Foundations: B r i c k , stone; openings f o r e a r l y subgrade windows have been f i l l e d i n . 3. Wall construction: Frame construction; wooden sheathing of east facade i s unusual form of f l u s h s i d i n g w i t h wide h o r i z o n t a l channels of rectangular-section cut. Rest of sheathing i s standard clapboard. 4. Porches: Cast-iron stoop a t entrance r e s t s on c a s t i r o n colonettes. Four of f i v e r i s e r s have pierced rinceau p a t t e r n . Elaborate newel post terminates wrought 8nd c a s t - i r o n r a i l i n g . 5. Chimneys: 6. Openings: None v i s i b l e . a. b. 7. Doorways and doors: O r i g i n a l wooden door i s 3'-10" wide, has four octagonal and two rectangular panels. Transom i s now blocked by wooden panel. Pediment above doorway r e s t s on two acanthus l e a f consoles. Windows and s h u t t e r s : S i x - o v e r - s i x - l i g h t double-hung wooden sash are framed by wooden surrounds assembled w i t h wooden tenons. S i l l s 2'-10" wide are v i s u a l l y supported by small consoles; l i n t e l s have small-scaled d e n t i l s below projecting f l a t caps. Marks of e x t e r i o r shutter p i n t l e s are v i s i b l e ; i n t e r i o r six-paneled s h u t t e r s , two c e n t r a l panels louvered, may be o r i g i n a l . Roof: a. b. Framing: c. Cornice, eaves: P r o j e c t i n g modillioned wooden cornice incorporates gutter; downspout may be o r i g i n a l . d. C. Shape, covering: Low-pitched gable, t i n covering. Dormers: Unknown. None. Technical Description of I n t e r i o r s : I n t e r i o r has been a l t e r e d i n remodeling from home t o restaurant t o p r i v a t e dining club. 28 �FRAME HOUSE HABS No. DC-109 (Page 8) D. Site: 1. General s e t t i n g and o r i e n t a t i o n : The structure faces east on Wisconsin Avenue, N.W., between P and Q S t r e e t s , at the north end of Georgetown's commercial s t r i p . 2. Enclosures: Modern wrought-iron fence along public sidewalk encloses small patio i n front ( e a s t ) of b r i c k addition. 3. Outbuildings: None. 4. Walks: 5. Fronts on concrete public sidewalk. Landscaping: None. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park Service August 5, 1966 29 �Frame House 1530 Wisconsin Avenue Grace Protestant Episcopal Church 1041 Wisconsin Avenue photo: Marc B l a i r , 1966 photo: Marc B l a i r , 1966 �GRACE PROTESTANT EPISCOPAL CHURCH 1041 Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-101 GRACE PROTESTANT EPISCOPAL CHURCH Location: 1041 Wisconsin Avenue, N.W., Washington, D.C. Present Owner: Episcopal Diocese of Washington Present Occupant: Grace Church Present Use: Sanctuary Statement of Significance: The " c h i l d " of two e a r l y e x i s t i n g Georgetown E p i s copal P a r i s h e s , Grace P a r i s h was founded i n 1855 as a mission church f o r boatmen and workers from the adjacent C. & 0. Canal. With the f i n a n c i a l support of D i s t r i c t Governor Henry D. Cooke, the e x i s t i n g e d i f i c e was constructed i n 1866-67; w i t h major r e p a i r s i n 1923, the s t r u c t u r e has remained p r a c t i c a l l y unaltered t o t h i s date. Although the a r c h i t e c t i s unknown, Grace Church bears a s t r i k ing resemblance to the nearby Oak H i l l Chapel designed by James Renwick i n 1850. PART I . HISTORICAL INFORMATION A. P h y s i c a l History: 1. O r i g i n a l and subsequent owners: The following i n f o r mation i s an incomplete chain of t i t l e t o the land on which Grace Church was b u i l t . The references are t o the records found i n the Recorder of Deeds O f f i c e , D i s t r i c t of Columbia. The building i s located i n Square 1189, l o t s 825, 37, 38, 39; Old Square 19, l o t s 4 1 , 42: 1812 Deed of p a r t i t i o n June 17, 1812 recorded October 14, 1812 i n L i b e r AD f o l i o 319 Thomas Peter ( r e c e i v e s l o t 37) David Peter ( r e c e i v e s l o t 38) George Peter ( r e c e i v e s l o t 39) Margaret Dick 1835 Deed May 14, 1835 recorded May 2 1 , 1835 i n L i b e r WB 56 f o l i o 156 Richard Smith To Thomas Corcoran Sale and conveyance f o r default under t r u s t f o r Thomas Peter dated September 16, 1829. Sold September 18, 1829 f o r $348.87. 32 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 2) 1836 Deed i n Trust March 10, 1836 recorded A p r i l 2 1 , 1836 i n L i b e r WB 6 1 f o l i o 82 William Ramsay e t ux E l i z a b e t h James Peter et ux Susan H. George Peter James B. Beverly e t ux Jane h e i r s and devisees of David Peter, deceased To John Marbury I n t r u s t t o s e l l and divide residue among grantors. 1839 Deed May 18, 1839 recorded June 3, 1839 i n L i b e r WB 75 f o l i o 230 George W. Peter, Trustee To Farmers and Mechanics Bank of Georgetown 1842 Deed August 6, 1842 recorded September 17, 1842 i n L i b e r WB 95 f o l i o 24 Thomas Corcoran e t ux Emily To John Carter 1844 Deed June 6, 1844 recorded June 8, 1844 i n L i b e r WB 109 f o l i o 193 John Marbury, Trustee To John Carter 1844 W i l l of John Carter probated J u l y 2, 1850 i n W i l l Book 6 p 300 1864 Deed December 5, 1864 recorded December 23, 1864 i n L i b e r NCT 51 f o l i o 257 George W. Peter e t ux Jane B. To George Waters 1865 Deed September 16, 1865 recorded November 27, 1865 i n L i b e r RMH 3 f o l i o 226 George Waters To Henry D. Cooke 1866 Deed January 17, 1866 recorded January 18, 1866 i n L i b e r RMH 10 f o l i o 114 John Davidson W i l l i a m C. Magee Samuel Cropley A. H. P i c k r e l l 33 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 3) Benjamin R. MayfieIdWilliam F. Seymour William H. Tenney P h i l i p T. Berry Trustees of Farmers and Mechanics Bank of Georgetown. To Henry D. Cooke 1867 Deed June 7, 1867 recorded J u l y 29, 1867 i n L i b e r D 11 f o l i o 455 John Marbury Robert Dunlop Trustees of estate of John Carter To John Carter O'Neal, h e i r and devisee 1867 Deed A p r i l 13, 1867 recorded August 6, 1867 i n L i b e r ECE 11 f o l i o 458 John Carter O'Neal, 96th Reg't, E n g l i s h Army To Henry D. Cooke 1873 Bankruptcy - Jay Cooke and Company 1874 Assignment f o r b e n e f i t of c r e d i t o r s : February 6, 1874 recorded March 28, 1874 i n L i b e r 745 f o l i o 206 Jay Cooke et a l of Jay Cooke and Company To Edwin M. Lewis 1876 January 28, 1876. Declaration i s that p l a i n t i f f sues defendants to recover possession of l o t s 37, to 42 i n Peter's Square, Georgetown, s a i d l o t s having a f r o n t of about 120 f e e t on High S t r e e t , between South S t r e e t and Second A l l e y , and running back 207 f e e t 4 1/2 inches, w i t h the church buildings thereon, i n which he claims the fee simple, and of which he was seized on January 1 , 1874, when ejected by defendants; that p l a i n t i f f was appointed trustee of s a i d bankruptcy i n D i s t r i c t Court of the United S t a t e s f o r Eastern D i s t r i c t of Pennsylvania, and as such, claims s a i d property as aforesaid January 28, 1876 - Defendants summoned personally. Edwin M. Lewis, trustee of estate of Jay Cooke William G. Moorehead H a r r i s C. Fahnestock Henry D. Cooke P i t t Cooke 34 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 4) George C. Thomas James A. Garland Jay Cooke, J r . p a r t n e r s , trading as Jay Cooke and Company, bankruptcy Henry D. Cooke vs. The Vestry of S t . John's P a r i s h , Georgetown, D.C. The Vestry of C h r i s t Church P a r i s h The Vestry of Grace Church P a r i s h , of same place. 1876 2. Deed November 15, 1876 recorded December 30, 1876 i n L i b e r 843 f o l i o 76 Henry D. Cooke e t ux Laura S. To Edwin M. Lewis, trustee of estate of Jay Cooke & Co. Date of erection: Church, 1866-67; Rectory, 1895; P a r i s h H a l l , 1898. The following excerpts from the Washington S t a r , dates as noted, are invaluable as a "running account" of the Church's p h y s i c a l growth: Washington S t a r 26 December, 1865 "THE MISSION PARISH - This very i n t e r e s t i n g Church established by the e f f o r t s of S t . John's and C h r i s t ' s churches, and now ready t o be established as a p a r i s h w i t h Rev. Mr. Brown as pastor, began on Friday t o perform i t s Christmas work f o r the encouragement of i t s members ... the Chapel was very t a s t e f u l l y decorated." Washington S t a r 9 January, 1866 "The High S t r e e t Episcopal Church held i t s f i r s t missionary anniversary of i t s Sabbath School on Sunday the 7th i n s t . " Washington S t a r 14 J u l y , 1866 "A NEW CHURCH - The Grace Church P a r i s h of the Episcopal denomination i s about e r e c t i n g a commodious church e d i f i c e to be used i n future instead of the l i t t l e wooden chapel w i t h which the p a r i s h began as a mission a short time ago. The s i t e of the e d i f i c e adjoins that of the chapel on the h i l l between the canal and Water, High and Congress S t r e e t s , and i s an e x c e l l e n t l o c a t i o n f o r such a church. The b u i l d i n g , we understand, i s to be about twice the s i z e of the present chapel, and designed f o r an ample audience chamber, rooms f o r B i b l e c l a s s e s , the 35 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 5) sabbath school, and a l i b r a r y f o r the Rector. I t i s to be constructed of blue gniess from the Potomac q u a r r i e s , of which large q u a n t i t i e s s u i t a b l e f o r b u i l d i n g purposes can be obtained w i t h i n a short distance of the town, and the s t y l e of a r c h i t e c t u r e true Gothic. Rev. J . Eastburn Brown, the r e c t o r of the p a r i s h , i s h i g h l y esteemed by our c i t i z e n s as w e l l of other s e c t s as h i s own [ s i c ] ; and h i s success i n promoting the i n t e r e s t s of h i s p a r i s [ s i c ] , receives t h e i r warmest congratulations. The foundation i s being prepared and the corner stone w i l l be l a i d w i t h appropriate ceremonies i n about two weeks." Washington S t a r 31 J u l y , 1866 "THE CORNER STONE LAID - As we announced yesterday, the ceremony of l a y i n g the corner stone of the Grace Church e d i f i c e was performed at 6 o'clock. The r e c t o r s of S t . John's, C h r i s t ' s , S t . Alban's, and Grace Churches, the t r u s t e e s of Grace Church and a number of members and f r i e n d s of the church, assembled at the Chapel, and proceeded to the foundation of the Church, where the s e r v i c e s were begun by Rev. J . Eastburn Brown, Rector of Grace Church, w i t h the exhortation and prayer. Geo. Water, Esq. of the t r u s t e e s , announced the contents of the box to be enclosed withing the stone as f o l l o w s ; A B i b l e , Book of Common Prayer, a Journal of the Diocesan Convention, an epitome of the h i s t o r y of the P a r i s h , a copy of the E p i s c o p a l i a n , two of the d a i l y papers of the d i s t r i c t , some coins and specimens of f r a c t i o n a l currency. The stone was l a i d by the r e c t o r of the church according to the established form, which was followed w i t h a prayer by Rev. Mr. Chew, r e c t o r of S t . Alban's, and appropriately addressed by the Rev. Messrs. T i l l i n g h a s t and W i l l i a m s , r e c t o r s of S t . John's and C h r i s t ' s Churches, and the company was dismissed a f t e r prayer w i t h the benediction by the r e c t o r of S t . Alban's. We mentioned the preparations i n progress some days ago f o r t h i s occasion. The church w i l l be quite an ornament to that portion of the town, and there can be no doubt of i t s success i n the establishment of a permanent congregation." Washington S t a r 26 December, 1866 "At Grace Church (the new congregation of which Rev. J . E. Brown i s r e c t o r ) the s e r v i c e s were quite i n t e r e s t i n g . The l i t t l e Chapel, which w i l l be occupied u n t i l t h e i r handsome church, now i n the process of 36 �GRACE PROSTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 6 ) e r e c t i o n , s h a l l he completed, was t a s t e f u l l y decorated, great pains having been taken..." Washington S t a r 20 A p r i l , 1867 "NEW CHURCH - The new Church e d i f i c e b u i l t f o r the Grace Church P a r i s h (formerly known as the PE Mission Chapel) w i l l be opened tomorrow, E a s t e r Day. I n the morning the E a s t e r S e r v i c e s ; i n the afternoon, the Sunday School w i l l celebrate the occasion appropriately; at night a sermon, s u i t e d t o the event, w i l l be preached by the Rev N P T i l l i n g h a s t . T h i s b e a u t i f u l and convenient church i s the g i f t o f 8 C h r i s t i a n Gentleman, Mr. Henry D. Cooke, whose p r a i s e i s i n a l l the churches. The b u i l d i n g i s of Gothic a r c h i t e c t [ s i c ] , f i n i s h e d with great t a s t e , but not a t the expense of comfort or u t i l i t y . The e n t i r e f l o o r i s carpeted, and the seats (which are a l l to be always f r e e ) are covered w i t h r i c h cushions. The f u r n i t u r e i n the chancel and the r e c t o r ' s rooms i s gotten up w i t h so much good t a s t e that one need not be t o l d that the wife of the benefactor has had t o do w i t h these. The Sunday School room, which w i l l be f i n i s h e d by next Sunday, i s j u s t the place f o r c l a s s teaching, having the good old fashioned s e m i - c i r c l e seat i n the main school room, and separate apartments f o r adult B i b l e c l a s s e s and the i n f a n t c l a s s . Tomorrow, theref o r e , w i l l be a j o y f u l E a s t e r , t o the congregation and t h e i r numerous f r i e n d s . " Washington S t a r 26 December 1867 "AT GRACE CHURCH ( P E ) - the s e r v i c e s were the r e g u l a r morning prayer, ante communion and c o l l e c t &c, f o r Christmas Day, and an appropriate sermon by the Rector, Rev. J . Eastburn Brown. The b e a u t i f u l new church was handsomely decorated w i t h cedar and box and attendance was l a r g e r than u s u a l . " Washington S t a r 28 January, 1895 "GRACE CHURCH RECTORY - The pastor and vestrymen of Grace Church are maturing t h e i r plans f o r the e r e c t i o n of a r e c t o r y . I n a l l p r o b a b i l i t y the house w i l l be erected on a part of the present church property, between 31st 32nd, K and M S t r e e t s . The t r u s t e e s have $3,000 cash on hand f o r the purpose. Two-thirds of t h i s amount was given the church through the w i l l of the l a t e 37 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 7) Miss Gough, and the balance I s what has been saved by the congregation, added to the g i f t s of Messrs. John Marbury, Geo. T. Dunlop and others, amounting to something over $500. The church managers are a l s o considering the improvements of the church proper. The proposed r e c t o r y w i l l not be an elaborate building but one designed p r i n c i p a l l y to accommodate. Grace Church i s doing a good work among the surround ing poor. I t i s i n the midst of one of the poorest sect i o n s of Georgetown and i n touch w i t h the most deserving. Washington S t a r 5 February, 1895 "AFFAIRS IN GEORGETOWN - The Grace Church v e s t r y have appointed Messrs. J.O. Caton, Louis Goodrich and Wm. McShay to s e l e c t plans and make the necessary arrangements f o r the construction of the new parsonage that f o r some weeks has been under p r a c t i c a l discussion. I t has been decided to locate the house on l i n e w i t h the church and to the north - the o r i g i n a l s i t e having been abandoned on account of the obstruction that a b u i l d ing thereon would o f f e r to the f r e e view of the house of worship. I n l o c a t i n g the parsonage on the church grounds the p r i n c i p a l object i n view i s to have the pastor i n the midst of h i s people." A r c h i t e c t : Unknown. The remarkable s i m i l a r i t y between Grace Church and the Renwick Chapel i n Oak H i l l Cemet e r y supports supposition that James Renwick may have been involved i n the design of Grace Church. As the benefactor, Governor Cooke, was involved i n the Jay Cooke f i r m , i t i s not improbable that he may have had contact w i t h Renwick, who had designed many e c c l e s i a s t i c a l s t r u c t u r e s i n New York,among them Grace Church (1846) and S t . P a t r i c k ' s Cathedral (compet i t i o n 1853, cornerstone l a i d 1858). I f Renwick was not d i r e c t l y involved w i t h the b u i l d i n g , i t i s safe to assume that the a r c h i t e c t was profoundly influenced by h i s Oak H i l l Cemetery Chapel, and the design of the Church i n d i c a t e s execution by an a r c h i t e c t of profess i o n a l maturity. O r i g i n a l p l a n s , construction, e t c . : None known. Notes on a l t e r a t i o n s and additions: Building permits and various minor a l t e r a t i o n s and r e p a i r s are l i s t e d i n the D i s t r i c t Building Permit records ( D i s t r i c t B u i l d i n g ) f o r the period from 1895 through 1954. 38 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 8) 6. Important old views: None known. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : 1. The following have been extracted from the Georgetowner, November 14, 1957: "On the l e f t of the a l t a r i s the l e c t e r n presented as a memorial to Colonel James Longstreet, the son of the famous Confederate General, by the Colonel's f a m i l y . The hymn boards are memorials to e a r l y devoted members while the pipe organ was given ' i n memoriam' to Mr. and Mrs. Fulton Lewis, S r . , i n 1950 (when the church was r e modeled) by t h e i r c h i l d r e n , Fulton Lewis J r . , General M i l l a r d Lewis, and Mrs. Knox C o c k r e l l . " Rev. M. M i l l s Perkins came to Grace Church i n 1927. Began as a mission f o r s a i l o r s from ships i n Georgetown's harbor and f o r canal boatmen. S t a r t e d i n 1855 by three members of the V e s t r y of S t . John's Episcopal Church of Georgetown. Messrs. Thomas, Rittenhouse and Ridgely. Mission was opened on " B r i c k H i l l " i n Peter Square. A s m a l l frame chapel was erected at southeast corner of present property - r e g u l a r s e r v i c e s maintained by students from the V i r g i n i a Theological Seminary f o r s e v e r a l y e a r s . Mr. Tyng, one of the students, and son of the Rev. Stephen A. Tyng ( a former r e c t o r of S t . John's Church) was the f i r s t to hold Sunday School i n the b u i l d i n g . During the C i v i l War, i n 1863, the Rev. J . Eastburn Brown became the f i r s t r e g u l a r r e c t o r i n charge. I n the e a r l y 1860's, Governor Henry D. Cooke of the D i s t r i c t of Columbia, and at one time a vestryman of S t . John's, became i n t e r e s t e d i n the mission and at a cost of $25,000, he made possible ( i n 1866 ) the present Grace Church b u i l d i n g . The cornerstone was l a i d on June 29, 1866, and the b u i l d i n g was completed A p r i l 20, 1867. On the next day which was E a s t e r , the f i r s t s e r v i c e was held. The p a r i s h was organized and admitted by the Diocesan Convention i n Baltimore as "Grace P a r i s h " i n May, 1866 the p a r i s h boundaries being defined at the time. 39 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 9) For s e v e r a l y e a r s , a l l expenses of the mission had been borne by S t . John's Church of Georgetown. Later, the work was taken over by C h r i s t Church of Georgetown. I n 1866, Grace Church became an independent p a r i s h . Grace Church was b u i l t by Henry D. Cooke, a member of Messrs. Jay Cooke & Co. ( a t a c r i t i c a l time i n the C i v i l War t h i s company placed the bonds which enabled the U.S. to pass through a f i n a n c i a l s t r a i n ) . Because Governor Cooke omitted to execute and record the Deed of Property before the f a i l u r e of h i s f i r m i n 1873, the Trustees of the bankrupt f i r m of Jay Cooke and Company endeavored to confiscate and wrest the property from the possession of the Vestry of Grace P a r i s h , Georgetown. A b i l l of Equity was f i l e d i n 1876 by the Vestry against the Trustees of Jay Cooke and Company. The Decree asked f o r was issued by the Supreme Court of the Dist r i c t on A p r i l 1 1 , 1877, and the property was conveyed to the Trustees of the Church as contemplated by Gov. Cooke. The Decree contained the Unexecuted Deed of Trust and removed the i n v a l i d i t y due to i t s lack of Mr. Cooke's signature. Thus, the t i t l e of the Grace Church property i s unquestioned. The rectory was b u i l t i n 1895 and the p a r i s h h a l l was b u i l t three years l a t e r i n 1898. F i r s t r e c t o r Rev. J . Eastburn Brown, 1863-1871. Twenty-one rectors since that time [ t o 1957], From "Report of the Genealogical Records Committee, Dist r i c t of Columbia, D.A.R.," volume 56, 1939-1940 (unpubl i s h e d typescript i n D.A.R. L i b r a r y , Washington, D.C.) " I t was about the year 1855 that three vestrymen of S t . John's Church s t a r t e d a mission on 'Brickyard H i l l ' , on the c a n a l , i n the heart of what was then known as Peter's Square. When the work had proved i t s value, the Rev. Henderson Suter took charge of the mission and organized a Sunday School. For s e v e r a l years a group of students from the V i r g i n i a Seminary acted as the l a y readers, among them the son of the Rev. Stephen Tyng, former r e c t o r of S t . John's. "A small frame chapel was f i r s t erected on the spot where the present granite cross i n memory of the s o l d i e r s of the World War now stands. I n 1866 the church was made a separate p a r i s h , known as Grace P a r i s h . The present b e a u t i f u l building was b u i l t by Henry D. Cooke, Governor of the D i s t r i c t of Columbia. I t was f i n i s h e d i n time f o r a s e r v i c e on E a s t e r Day 1867. 40 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 10) "The support of the p a r i s h from 1874 had gradually become a charge on C h r i s t Church w i t h some l i t t l e assistance from a few members of S t . John's. I t was l a r g e l y through the constant and earnest appeals of Dr. S t u a r t of C h r i s t Church that the work was kept up. "But i n 1892 the Rev. George Howell became r e c t o r , and under him the church became f i n a n c i a l l y independent. He a l s o b u i l t the r e c t o r y , and a few years l a t e r the p a r i s h h a l l was erected. I n 1922 extensive a l t e r a t i o n s and improvements were made to the church and p a r i s h h a l l . This church began as a mission and s o c i a l s e r v i c e work had always been v i t a l to i t . At l e a s t f i f t y percent of the present r e c t o r ' s work i s among f a m i l i e s w i t h no church a f f i l i a t i o n . There i s a large and very a c t i v e Sunday School, and the p a r i s h while not numerically very large has a s p i r i t u a l influence that extends f a r beyond i t s bounds." ( E x t r a c t from the Washington Diocese, March, 1939, Vol 7, No. 3, P From Rose T r u x l e r M i t c h e l l : " P a r i s h r e g i s t e r of Grace P.E. Church, Georgetown." 1963 (unpublished t y p e s c r i p t i n D.A.R. L i b r a r y , Washington, D.C.) "At the lower end of Wisconsin Avenue i n Georgetown, D i s t r i c t of Columbia, on a h i l l formerly known as B r i c k y a r d H i l l , which r i s e between the h i s t o r i c Chesapeake and Ohio Canal and the Potomac R i v e r , stands Grace P.E. Church, p r a c t i c a l l y unnoticed by Georgetown v i s i t o r s and the busy, noisy t r a f f i c which rushes past i t s doors. "Grace Church i s b u i l t of stone and has a b r i c k p a r i s h h a l l attached. Nearby i s a b r i c k r e c t o r y , and i n the large churchyard w i t h i t s well-kept green lawn stands a massive granite c r o s s , a memorial to those who s a c r i f i c e d t h e i r l i v e s i n World War I . "Not a great deal has been w r i t t e n on the h i s t o r y of Grace Church, but t h i s index would not be complete without some attempt to gather a few s u b s t a n t i a l f a c t s about the church. Much of the information on the 41 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 ( Page 11) following paragraphs was found i n a paper i n the church archives e n t i t l e d 'Sketch and H i s t o r y of Grace P.E. Church, Georgetown, D.C. as compiled from records by Reverend Henry L. Durrant 1855-1924.' "Before the building of the present s t r u c t u r e 'on B r i c k y a r d H i l l i n Peters Square' and on the s i t e of the granite cross there was o r i g i n a l l y a s m a l l , frame chapel b u i l t about 1854 through the generosity of Messrs. Thomas, Rittenhouse and Ridgely. These gentlemen were vestrymen of S t . Johns Episcopal Church i n Georgetown and they saw the need of a church to serve the s a i l o r s on the waterfront and those persons who followed the canal. Therefore, the f i r s t chapel was b u i l t at t h e i r expense. "The church h i s t o r y t e l l s us that at one time Rev. Henderson Suter, at a l a t e r date r e c t o r of C h r i s t Church i n Alexandria established a Sunday School i n connection w i t h the mission and that students from the Theological Seminary i n Alexandria served ss l a y readers. "To b e t t e r serve the growing Georgetown P a r i s h D i s t r i c t , the present church was b u i l t by Governor Henry D. Cooke of the D i s t r i c t of Columbia, a member of the banking f i r m of Messrs. Jay Cooke & Co. Governor Cooke i n 1865 purchased s e v e r a l l o t s on which the church property stands. Because Governor Cooke did not execute a deed of the property to Grace Church before the f a i l u r e of Messrs. Jay Cooke & Co. i n 1873, there was considerable l e g a l d i f f i c u l t y before possession of the property was gained by the Vestry of Grace P a r i s h Georgetown, D.C. The matter was taken t o court through a B i l l of Equity f i l e d by the Vestry the "Fourth day of March 1876," and a decree containing the 'unexecuted Deed of Trust' was issued A p r i l 1 1 , 1877. "Another c r i t i c a l period on the h i s t o r y of Grace P a r i s h (no date given) when i t was about to close i t s doors on account of l a c k of funds to meet expenses, was turned by Mr. A l f r e d I . DuPont of Wilmington, Delaware, who came to the rescue of the new r e c t o r w i t h a s u b s t a n t i a l g i f t of money. "The days of navigation on the Chesapeake and Ohio Canal have long since passed, and warehouses, g r a v e l plants and superhighways now follow the shores of the Potomac R i v e r . However, i n s p i t e of the changing times Grace P.E. Church on i t s peaceful h i l l i n Georgetown 42 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 12) continues to serve those who seek i n s p i r a t i o n and fellowship w i t h i n i t s gates." Source m a t e r i a l contributed byMrs. C.E. Sunderlin 3036 P S t r e e t , N.W. Washington, D. C. Prepared by Dr. James P h i l i p Noffsinger A r c h i t e c t , National Park Service and Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park Service September 7, 1966 PART I I . ARCHITECTURAL INFORMATION A. General Statement: 1. A r c h i t e c t u r a l character: Hidden w e l l back from the s t r e e t , Grace Church has escaped the ravages of time as w e l l as the a t t e n t i o n of passers-by. Comparatively small i n s i z e , t h i s elegant l i t t l e Gothic R e v i v a l church remains n e a r l y unaltered since i t s construction one century ago. Although handsome of e x t e r i o r , the a r c h i t e c t u r a l f o r t e of Grace Church i s i n i t s e x c e l l e n t i n t e r i o r d e t a i l i n g ; the boldly curved g a l l e r y , collar-braced roof, and east stained g l a s s lancets are among the most noteworthy elements of the i n t e r i o r . 2. B. Condition of f a b r i c : Generally good; although not except i o n a l l y w e l l maintained, both e x t e r i o r and i n t e r i o r f a b r i c s show l i t t l e sign of wear and almost no i n d i c a t i o n of p h y s i c a l damage (only a break i n the p l a s t e r between south chancel lancets and a general d e t e r i o r a t i o n to the sandstone t r i m are exceptions). Technical Description of E x t e r i o r : 1. O v e r a l l dimensions: 38'-8" (three-bay f r o n t ) x approximately 70' ( f i v e - b a y s i d e ) . Two s t o r i e s . 2 Foundations: tion. 3. Wall construction: Granite; coursed rubble and a s h l a r masonry construction. 2' buttresses p r o j e c t 2 -6" from w a l l , are two-stage w i t h beveled stone caps. Granite; coursed rubble masonry construc- , 4. Openings: 43 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 13) a. Doorways and doors: A l l doorways are framed by (apparently) n a t i v e sandstone which i s composed of aggregate and mica; the stone i s not very s t a b l e f o r construction purposes and i s the only d e t e r i o r a t i n g element of the e x t e r i o r f a b r i c . Four-paneled wooden doors at e i t h e r side of narthex (on west e l e v a t i o n ) are set w i t h i n 4'-2" (north) and 4'-0" (south) masonry openings under segmental pointed arches and three-pane transoms. Pointed arch aperture of 5'-6 1/2" masonry opening frames more elaborate wooden six-paneled c e n t r a l door. C e n t r a l doorway opens i n t o narthex, a n c i l l a r y doorways i n t o ground f l o o r areas. b. Windows and s h u t t e r s : Upper paired lancet windows are single-hung wooden sash, sandstone s i l l s , set under pointed arches. Leaded g l a s s i s l i g h t amber i n color. One pane on south e l e v a t i o n i s painted i n s c r i p t , "G E S 1900." Lower windows are e s s e n t i a l l y s i x - o v e r - s i x l i g h t although placement i s such that they are i n actua l i t y ten-over-eight l i g h t . These windows are set under segmental pointed arches w i t h s l i g h t l y projecting p l a i n keystones. Three-pane side windows on west e l e v a t i o n are set under pointed t r e f o i l arches; t h e i r placement i n d i cates p o s i t i o n of g a l l e r y s t a i r s w i t h i n . Large eastern window i s composed of two pointed t r e f o i l lancets below a q u a t r e f o i l , a l l of which are set w i t h i n a pointed arch. Roof: a. Shape, covering: Gable roof approximately 45°50° p i t c h ; ridge runs east-west; slate-covered. b. Framing: Wooden framing i s reminiscent of Engl i s h Gothic collar-braced roof; exposed decking and s t r u c t u r a l elements are stained dark oak. c. Tower: Masonry b e l l - c o t e , rectangular i n plan, w i t h gable roof and s i n g l e pointed-arched opening i s corbelled s l i g h t l y beyond f r o n t w a l l plane 44 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page H ) and i s placed a s t r i d e main gable. I t i s almost i d e n t i c a l i n design to a s i m i l a r element on the Renwick Chapel i n Oak H i l l Cemetery. B e l l - c o t e i s capped by simple wooden cross. Technical D e s c r i p t i o n of I n t e r i o r s : 1. F l o o r plans: C e n t r a l doorway opens i n t o narthex. Eight r i s e r s through the narthex lead to a landing from which seven more r i s e r s on e i t h e r side end on landings a t entrances t o nave. At e a s t , the chancel area i s s e t upon a platform one r i s e r above the nave f l o o r . P a r t i t i o n s t o e i t h e r side of l i t u r g i c a l area probably do not date from 1866 construction. Lower l e v e l was apparently once a single large space, has been subsequently p a r t i t i o n e d i n t o smaller rooms. Kitchen was e a r l i e r i n north-east corner although e l e c t r i c a l appliances have been moved t o area a t southwest, under narthex, j u s t w i t h i n south door. Passageway on north w a l l near northwest corner of ground f l o o r area leads i n t o 1898 P a r i s h H a l l , a s i n g l e space w i t h s m a l l balcony on south w a l l . 2. S t a i r w a y s : Very narrow s t a i r s t o g a l l e r y begin a t e i t h e r end of upper narthex area, t u r n toward east on main f l i g h t of 12 r i s e r s and inward f o r f i n a l two i n t o l o f t area. Rector's s t a i r s i n northeast corner lead steeply down t o ground f l o o r area. I r o n c i r c u l a r s t a i r w a y i n southwest corner of P a r i s h provides access t o balcony from f l o o r l e v e l . 3. Flooring: 2" oak; narthex f l o o r i n g i s i r r e g u l a r width. 4. Wall and c e i l i n g f i n i s h : Walls are p l a s t e r e d above wood wainscoting. Lower c e i l i n g s are p l a s t e r e d ; those i n nave and P a r i s h H a l l are of exposed wooden decking. 5. Doors and doorways: A l l doors are four-paneled wood. Two i n t e r i o r doors each are located a t doorways t o nave and l o f t s t a i r w a y s . Doorway to north of l i t u r g i c a l area i s without door. 6. Decorative features and t r i m : Chancel i s elaborate although not n e a r l y so decorative as i t s h i s t o r i c a l prototypes. The octagonal carved wood canopy i s a noteworthy feature of the paneled reredos. 45 �GRACE PROTESTANT EPISCOPAL CHURCH HABS No. DC-101 (Page 15) G a l l e r y at west has curved c e n t r a l s e c t i o n ; pointed t r e f o i l elements provide decorative r e l i e f . A l l t r i m i n l o f t area as w e l l as pews have been painted black. 7. D. L i g h t i n g : Brass f i x t u r e s suspended from ridge by chains; three smaller chains suspend c i r c u l a r e l e ment. Only one of three of these f i x t u r e s i s reasonably i n t a c t . Other f i x t u r e s are simple g l a s s " f l a t tened" globes. Site: 1. General s e t t i n g and o r i e n t a t i o n : Grace Churcn faces west onto Wisconsin Avenue although i t i s set back 135' from the sidewalk. The s i t e , which i s somewhat higher than the s t r e e t at t h i s point, i s adjacent to the C & 0 Canal to the north. Although the immediate area was once, during the Georgetown maritime and canal e r a s , i n the center of a c t i v i t y , i t i s now some blocks below the more v i t a l commercial areas to the north on Wisconsin Avenue. 2. Enclosures: The s i t e i s enclosed by a granite r e t a i n i n g w a l l , which serves as a base f o r the simple i r o n fence. 3. Outbuildings: The P a r i s h H a l l , dating from 1898, adjoins the s t r u c t u r e to the north. West of the P a r i s h H a l l i s the Rectory, which dates from 1895. 4. Walks: Cement sidewalk crosses f r o n t yard diagonally from northwest corner to small paved area i n front of narthex. 5. Landscaping: Landscaping i s very informal and no regular pattern i s apparent. 12' high granite cross i n southwest corner of s i t e i s i n s c r i b e d : " I n Memory of our Boys who made the Supreme S a c r i f i c e i n the Great War Jesu Mercy." Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park S e r v i c e September 8, 1966 46 �HOUSE 1527-1529 Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-108 HOUSE Location: 1527-1529 Wisconsin Avenue, N.W. Washington, D.C. I n 1877 the address was 151 High S t r e e t and i n 1890 the address was 1527-1529 32nd S t r e e t Present Owner: 1527 1529 1527 1529 Present Occupant: - Neal Lynch Genevieve Hendricks Neal Lynch Genevieve Hendricks Present Use: 1527 - I n t e r i o r decorator's o f f i c e and dwelling 1529 - I n t e r i o r decorator's o f f i c e and dwelling Statement of Significance: T h i s double b u i l d i n g s t i l l r e t a i n s i t s e a r l y gabled roof w i t h dormers and i s t y p i c a l of Georgetown a r c h i t e c t u r e of the e a r l y 19th century. PART I . HISTORICAL INFORMATION A. Physical History: 1. O r i g i n a l and subsequent owners: The following informat i o n i s an incomplete chain of t i t l e t o the land on which t h i s s t r u c t u r e was b u i l t . The s i t e i s i n Square 1271 and part of l o t 18 i n the B e a t t y and Hawkins Addition t o Georgetown. This information r e l a t e s t o 1529 Wisconsin Avenue. The references are a l l t o the Recorder of Deeds, D i s t r i c t of Columbia. 1805 Deed December 30, 1804, recorded February 22, 1805 i n L i b e r M f o l i o 44 John Davidson To James M. Beatty Charles A. Beatty Thomas J . Beatty 1805 Deed August 12, 1805, recorded August 24, 1805 i n L i b e r N f o l i o 148 Thomas J . Beatty To Charles A. Beatty 1806 Deed February 7, 1806, recorded February 8, 1806 i n L i b e r 0 f o l i o 278 f o r one-half of Lot 18 Charles A. Beatty e t ux 48 �HOUSE HABS No. DC-108 (Page John M. Beatty e t ux To Henry Upperman, J r . 1809 Deed August 10, 1809, recorded November 28, 1809 i n L i b e r X f o l i o 234 f o r one-half of l o t 18 Charles A. Beatty e t ux John M. Beatty e t ux To E l i s h a W. Williams 1810 Deed September 30, 1809, recorded March 26, 1810 i n L i b e r Y f o l i o 517 E l i s h a W. Williams To Washington Bowie 1810 Deed October 10, 1809, recorded March 26, 1810 i n L i b e r Y f o l i o 102 Henry Upperman, J r . e t ux To Washington Bowie 1819 Deed May 26, 1819, recorded May 28, 1819 i n L i b e r Y f o l i o 100 E l i s h a W. Williams To Washington Bowie 1827 Deed J u l y 14, 1827, recorded J u l y 2 1 , 1827 i n L i b e r WB 18 f o l i o 518 George M. Magruder, J r . To Walter D. Addison 1837 Deed May 23, 1837, recorded August 7, 1837 i n L i b e r WB 66 f o l i o 43 Walter D. Addison To George A. Bohrer 1837 Deed June 20, 1837, recorded June 2 1 , 1837 i n L i b e r WB 63 f o l i o 322 Walter D. Addison e t ux Rebecca C. To William M. Addison Thomas H. Hanson 1837 Deed J u l y 26, 1837, recorded September 16, 1837 i n L i b e r WB 63 f o l i o 462 William M. Addison Thomas H. Hanson 49 �HOUSE HABS No. DC-108 (Page 3) To Jesse E r s k i n e Dow Marimus W i l l e t t 1840 Deed June 1 , 1838, recorded J u l y 3 1 , 1840 i n L i b e r WB 85 f o l i o 114 Jesse E. Dow e t ux E l i z a b e t h To Marimus W i l l e t t 1847 Deed May 28, 1847, recorded June 7, 1847 i n L i b e r WB 135 f o l i o 145 Henry Upperman h e i r s To William Redin 1847 Deed May 8, 1847, recorded June 7, 1847 i n L i b e r WB 135 f o l i o 153 William Redin To John Davidson 1869 W i l l of Marimus W i l l e t t t o wife Sarah W i l l e t t 1880 1883 W i l l of Sarah W i l l e t t t o nephew Dr. A. B. S h e k e l l Deed May 1 , 1883, recorded May 8, 1883 i n L i b e r 1042 f o l i o 48 William Upperman e t ux e t a l To Amanda Dowling 1912 Decree May 17, 1912, which declared Abraham B. S k e k e l l ' s t i t l e t o the property complete and p e r f e c t against the unknown h e i r s , alienees and devisees of Washington Bowie and Walter D. Addison and the defects perpetually enjoined. (Case numbers: 12-5-467; 3517-400 and Eq. Ca. 30821) 1925 W i l l of Abraham B. S k e k e l l dated October 3 1 , 1925 (Admrs. #33922 dated December 2 1 , 1925) 1927 Deed November 23, 1927, recorded December 20, 1927 i n L i b e r 6039 f o l i o 112 Anna M. Beckett e x e c u t r i x under the w i l l of A. B. S k e k e l l , deceased To Thomas J . Stanton by s a l e Date of e r e c t i o n : Before 1837. Deed i n t r u s t dated June 20, 1837 and recorded June 2 1 , 1837 from Walter D. Addison e t ux Rebecca C. t o William M. Addison and Thomas H. Hanson conveys 50 �HOUSE HABS No. DC-108 (Page 4) "a two s t o r y b r i c k dwelling." 3. 4. O r i g i n a l p l a n s , construction, e t c . : None known. 5. Notes on a l t e r a t i o n s : 1529 i s v i r t u a l l y unaltered except f o r minor w a l l r e p a i r s , but 1527 has a modern shop window, an a l t e r e d entrance, and a heavy s u r f a c i n g of stucco. 6. B. Architect: Unknown. Important old views: None. H i s t o r i c a l Events Connected w i t h the Structure: 1527: Washington d i r e c t o r i e s provide the following tenant information: 1914-1919 1920-1922 1923-1924 1925 1926 1927-1928 1929-1930 1931-1932 1933 1934-1956 1957-1965 vacant George P i l l i n g e r Matthew C. Colton Fred W. Olsen vacant Milton E. H a l l vacant W i l l i a m W. McDonough vacant George H. Kernodle; antiques Mrs. Jean M. Lynch, i n t e r i o r decorator 1529: Washington d i r e c t o r i e s provide the following tenanc information: 1867-1926 1927-1930 1931-1943 1944-1966 Abraham B. S h e k e l l , p h y s i c i a n vacant Henry B. Robinson, antiques Genevieve Hendricks, i n t e r i o r decorator Dr. S h e k e l l was a prominent doctor i n Georgetown f o r 59 y e a r s . Prepared by Dr. James P h i l i p Noffsinge Architect National Park S e r v i c e August 15, 1966 PART I I . A. ARCHITECTURAL INFORMATION General Statement: 1. A r c h i t e c t u r a l character: 1527-1529 Wisconsin Avenue, N.W. i s 8 two-and-a-half-story, gable-roofed, dormered double building of r e s i d e n t i a l type w i t h arched passageway a t 51 �HOUSE HABS No. DC-108 (Page 5) grade between the two three-bayed u n i t s . 1527 has been stuccoed and a l t e r e d ; 1529 has v i r t u a l l y unchanged facade. Both r e t a i n t y p i c a l late-eighteenth-early-nineteenth-century mass and d e t a i l s . 2. Condition of f a b r i c : Good; stucco applied t o 1527 i s i n need of r e p a i r . Much of north e l e v a t i o n of 1529 has been stuccoed. Technical D e s c r i p t i o n of E x t e r i o r : 1. O v e r a l l dimensions: 1527: 24'-10" (three bays) x approximately 65' ( i n c l u d i n g e l l ) , two-and-one-half s t o r i e s i n height; 1529: 2 4 * - l l " (three bays) x approximately 65' ( i n c l u d i n g e l l ) , two-and-one-half s t o r i e s i n height. 2. Foundations: 1527: foundations have been stuccoed; are probably of b r i c k . 1529: b r i c k to grade. 3. Wall construction: 1527: Stuccoed b r i c k i s i n c i s e d t o simulate a s h l a r construction. 1529: Red Flemish bond construction w i t h repaired areas of common bond. Stone l i n t e l below south s t r e e t window i n d i c a t e s presence of e a r l i e r below-grade opening, now i n f i l l e d w i t h perforated b r i c k . North e l e v a t i o n i s of common bond w i t h headers every s i x courses; lower two-thirds of w a l l has been stuccoed. Three diagonal courses p a r a l l e l ridge l i n e : one of header rowlocks over two courses of s t r e t c h e r s . B r i c k i n c e n t r a l passageway i s common bond w i t h header courses occurring a t i r r e g u l a r i n t e r v a l s . 4. Chimneys: 1527: Roof abuts chimney a t 1523 Wisconsin Avenue. 8" square b r i c k chimney on northeast corner of e l l has two-course corbeled b r i c k cap. 1529: B r i c k chimney on west gable measures approximately l ' - 8 " x 2'-8" w i t h 9" cap of beveled cement. B r i c k chimney on east gable, apparently not dating from o r i g i n a l construction of b u i l d i n g , measures approximately l ' - 8 " x 3'-8" w i t h 12" cap of beveled cement; galvanized metal s t a c k extends above cap. T h i r d b r i c k chimney measuring approximately 2*-0" x 3'-8" r i s e s above e l l . 5. Openings: a. Doorways and doors: 1527: H a l l doorway i s 4'-3" wide, has leaded g l a s s transom above six-paneled wooden door. Door and transom appear to be antique, probably from another b u i l d i n g , as casing i s new. Shop doorway i s modern, adjoins shop window w i t h i n aperture 15'-7" wide. 1529: Doorway i s 4'-0" wide. Six-paneled wooden door and single-paned rectangular transom are s e t w i t h i n paneled r e v e a l s . 52 �HOUSE HABS No. DC-108 (Page 6 ) Passageway between 1527 and 1529 has semicular b r i c k arch, i s 3 ' - l " wide. Arch has wooden g r i l l e above l i n t e l over v e r t i c a l plank door. A door t o 1527 opens from passageway, which has stone f l o o r , beaded matchboard c e i l i n g . b. Windows and s h u t t e r s : 1527: C e l l a r window blocked up. Multipaned shop window i s modern. S i x - o v e r - s i x - l i g h t double-hung wooden sash, stone l i n t e l s and s i l l s on second s t o r y . Splayed, voussoir-and-double-keystonepatterned l i n t e l s exposed behind plane of stucco. No shutters. 1529: S i x - o v e r - s i x - l i g h t double-hung wooden sash; voussoir-and-double-keystone-patterned splayed stone l i n t e l s and stone s i l l s . Casement windows i n e l l . Lower shutters have two s o l i d wooden panels; upper shutters louvered below square s o l i d panels. Wroughti r o n S-curved shutter stops. 6. Roof: a. Shape, covering: Roof i s gabled, ridge running northsouth; t i n covering. Roofs of both e l l s slope from north t o south. b. Framing: c. Cornice, eaves: 1527: T i n dentiled cornice incorporates g u t t e r . 1529: B r i c k dentiled cornice of very shallow p r o j e c t i o n behind gutter a t eaves. Gutter and downspout may be o r i g i n a l s . d. Dormers: 1527: One f r o n t dormer of gabled p a i r s u r v i v e s ; has wooden f a c i n g , metal-sheathed s i d e s , t i n roof, s i x o v e r - s i x - l i g h t double-hung wooden sash. Eaves moldings r e t u r n but d i s c m t i n u e a t base of pediment. S i m i l a r dormer off-center on east slope cannot be seen c l e a r l y f o r recording. Unknown. 1529: Two gabled dormers are i d e n t i c a l w i t h one a t 1527 except that faces as w e l l as sides are metalsheathed. Molding returns are retained. Large modern metal dormer on east slope below a metal vent. Technical Description of I n t e r i o r ; I n t e r i o r s have been a l t e r e d i n t o modern commercial and l i v i n g areas, were not recorded. Single-run wooden stairways lead to upper f l o o r s . 53 �HOUSE HABS No. DC-108 (Page 7) Site: 1. General s e t t i n g and o r i e n t a t i o n : 1527-1529 Wisconsin Avenue, N.W., faces west by southwest on a sloping s i t e between P and Q S t r e e t s near the northern edge of the Wisconsin Avenue r e t a i l d i s t r i c t . A passageway through the b u i l d i n g provides the only s t r e e t access t o unusually quiet p r i v a t e gardens a t the r e a r of the l o t . 2. Enclosures: The gardens are enclosed by fences of b r i c k and wood. 3. Outbuildings: None. 4. Walks: 1527-29 f r o n t s on a concrete public sidewalk t o the west. B r i c k r e a r garden walks are of herringbone pattern. 5. Landscaping: Behind both 1527 and 1529 are enclosed p r i v a t e gardens; that of 1527 i s more formal than that of 1529. Exceptional i n the garden of 1529 i s a r e t a i n i n g w a l l , which runs north-south, about halfway between the e l l and the east property l i n e : i t s coping i s composed of miniature adjoining Ionic capitals. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park S e r v i c e August 10. 1966 54 �House John Lutz House 1225 Wisconsin Avenue 1527-1529 Wisconsin Avenue photo: Marc B l a i r , 1966 photo: Marc B l a i r , 1966 �JOHN LUTZ HOUSE (now The Aged Woman's Home) 1225 Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-105 JOHN LUTZ HOUSE (Now THE AGED WOMAN'S HOME OF GEORGETOWN, formerly known as THE FEMALE UNION BENEVOLENT SOCIETY OF GEORGETOWN) Location: 1255 Wisconsin Avenue, N.W., Washington, D.C. (Note: P r i o r t o 1881, Wisconsin Avenue was c a l l e d High S t r e e t and had d i f f e r e n t address numbers. From 1881 t o 1906, Wisconsin Avenue was known as 32nd S t r e e t and had present address numbers.) Present Owner: Aged Woman's Home of Georgetown; Miss Margaret Weaver, 2029 Wisconsin Avenue, N.W., Washington, D.C. Miss Weaver i s the president of the Home. Present Occupant: Aged Woman's Home Present Use: Home f o r 14 women Statement of Significance: A portion of the building has a rare "flounder" h a l f - g a b l e , i s alleged t o date from 1756, and has associations w i t h h i s t o r i c persons. One of the few residences i n the Georgetown commercial d i s t r i c t . PART I . HISTORICAL INFORMATION A. P h y s i c a l H i s t o r y : 1. O r i g i n a l and subsequent owners: The building i s located i n Square 1208, part of l o t 1 i n Beatty and Hawkins addition t o Georgetown and part of l o t 1 i n "The S l i p " now taxed as l o t 865 i n Square 1208. The following i s an incomplete chain of t i t l e t o the land on which the building was b u i l t . 1851 1872 Deed May 31, 1851 recorded i n L i b e r J.A.S. 25 f o l i o 446 John Lutz To Adelaide M. Lutz Deed i n Trust February 8, 1871 recorded A p r i l 4, 1872 i n L i b e r 672 f o l i o 370 Adelaide M. Lutz To Hugh Caperton Walter S. Cox W i l l i a m L. Dunlop Trustees f o r the Female Union Benevolent Society o f Georgetown 57 �JOHN LUTZ HOUSE HABS No. DC-105 (Page 2) 1929 Deed December 17, 1929 recorded December 23, 1929 I n L i b e r 6406 f o l i o 82 Sarah N. Dunlop, widow and devisee under l a s t w i l l of William L. Dunlop, deceased, and William L. Dunlop et a l To Aged Woman's Home of Georgetown, Corp. D.C. Note: Hugh Caperton died September 14, 1877. Walter S. Cox died June 25, 1902. William L. Dunlop died October 23, 1916 leaving the t r u s t to h i s h e i r s . They included Sarah M. Dunlop, h i s widow, 8nd William L. Dunlop and James B. Dunlop, h i s sons. 2. Date of e r e c t i o n : Oldest portion of the house alleged to have been b u i l t i n 1756 w i t h an addition to the front i n 1870 and t o the r e a r i n 1872. (Information sheet e n t i t l e d The Aged Woman's Home of Georgetown by Evelyn Moore, Chairman of Public R e l a t i o n s ) . 3. 4. 5. O r i g i n a l p l a n s , construction, e t c : None known. Notes on a l t e r a t i o n s and additions: Addition of f r o n t rooms and h a l l i n 1870 and rooms to the r e a r i n 1872 (Moore, op. c i t . ) . Modern addition of rooms t o the r e a r . ( I n t e r v i e w w i t h Mrs. Thomas, resident matron: August 3, 1966). 6. B. Architect: Not known. Important old views: None located. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : John L u t z , a Revolutionary War veteran who had served a>General George Washington's bodyguard at V a l l e y Forge, came to Georgetown t o e s t a b l i s h a l e a t h e r goods business and i n 1804 purchased t h i s house. "A copy of the l e t t e r w r i t t e n to Col. Lutz by Martha Parke C u s t i s hangs on the w a l l of the home. I t expresses the gratitude and a f f e c t i o n of the e n t i r e Washington f a m i l y f o r the g a l l a n t s o l d i e r . " (Moore, op. c i t . ) . Lutz s i t u a t e d h i s shop across the s t r e e t where i t remained u n t i l a f t e r 1834 when the place of business was moved to downtown Washington. I n 1956 the establishment was closed. Colonel John Lutz's grandson, a l s o named John, became one of the most important producers i n the t h e a t r i c a l world of the 58 �JOHN LUTZ HOUSE HABS No. DC-105 (Page 3) mid-nineteenth century and was married t o an outstanding a c t r e s s of the day - Miss Laura Keane, who was cast i n the lead of "Our American Cousin" a t Ford's Theatre the night that L i n c o l n was assassinated. I n 1868 an organization c a l l e d "The Female Union Benevolent Society" was formed i n order t o provide refuge to women stranded i n Washington and Georgetown. The Lutz house was purchased f o r t h i s purpose and a campaign conducted t o r a i s e funds. Ample p u b l i c i t y was given t h i s campaign as evidenced i n the following newspaper items: The Evening S t a r Feb 17, 1868 Monday A f f a i r s i n Georgetown "The Aged Woman's Home A f a i r i s being held a t F o r r e s t H a l l , under the auspices of the Union Benevolent S o c i e t y of Georgetown, and managed by l a d i e s of a l l r e l i g i o u s denominations f o r the b e n e f i t of indigent and i n f i r m old women. The following l a d i e s have the a f f a i r i n charge: Miss Mary Thomson, Mrs. Johnson, Mrs. K i d w e l l , Mrs. and Miss Seymour, Mrs. Holse, Mrs. H i l l , Mrs. D o o l i t t l e , Mrs. Webster, Mrs. and Misses Gangewer, Hein, B a r b a r i n , T a y l o r , David and Nourse. The New England kitchen forms quite an a t t r a c t i o n , and so does the p i c t u r e g a l l e r y , containing some of the f i n e s t specimens of a r t , both ancient and modern." The Evening S t a r Feb 2 1 , 1868 Friday A f f a i r s i n Georgetown "Humorous Lecture The people of Georgetown seldom have such a l i t e r a r y t r e a t i n store f o r them as i s offered them tomorrow evening when "Mark Twain", the well-known humorist, w i l l enlighten them as t o various matters of i n t e r e s t . The best of t h i s statement i s that i t i s f o r the b e n e f i t of the Old Woman's Home. The merit of the l e c t u r e , however, would f i l l F o r r e s t H a l l without the a d d i t i o n a l inducement of b e n e f i t t i n g the poor." "A w i n d f a l l came when W. W. Corcoran, who founded the Corcoran Art G a l l e r y , gave them a check f o r f i f t e e n thousand d o l l a r s , w i t h the s t i p u l a t i o n that only the i n t e r e s t could be spent. 'For,' s a i d Mr. Corcoran, 'no one woman or group of women i s capable of spending such a large sum.'" (Moore, op. c i t . ) . 59 �JOHN LUTZ HOUSE HABS No. DC-105 (Page 4) On June 20, 1914 the Female Union Benevolent Society became a body corporate under the name Aged Woman's Home of Georgetown by c e r t i f i c a t e of incorporation. Prepared by Dr. James P h i l i p Noffsinger Architect National Park S e r v i c e August 17, 1966 PART I I . A. ARCHITECTURAL INFORMATION General Statement: 1. 2. B. A r c h i t e c t u r a l character: Probably one of the e a r l i e s t extant s t r u c t u r e s i n Georgetown, the John Lutz house has been t r i p l e d i n s i z e during i t s long h i s t o r y . The o r i g i n a l c e n t r a l s e c t i o n i s of the r a r e half-gabled "flounder" form w i t h roof sloping sharply from north to south. A casual glance suggests a date of around 1840 f o r the f r o n t (west) s e c t i o n , which i s remarkably r e t a r d a i r e i n s t y l e , but the f r o n t door t r i m and i n t e r i o r f i n i s h make the given date of 1870 p l a u s i b l e . Thanks to long ownerships and a s i t e on a r i s e away from the s t r e e t , the house i s one of the l e a s t a l t e r e d and best-maintained buildings i n the Georgetown commercial area. Condition of f a b r i c : E x t e r i o r i s i n good condition; i n t e r i o r s are I n t a c t and well-maintained. Technical D e s c r i p t i o n of the E x t e r i o r : 1. O v e r a l l dimensions: Approximately 20' (three bays across s t r e e t facade) x 97'; two s t o r i e s i n height. I r r e g u l a r plan i s roughly rectangular: additions to the o r i g i n a l s t r u c t u r e are very evident i n e l e v a t i o n and p l a n , as appare n t l y no attempts were made to blend l a t e r and e a r l i e r s t r u c t u r e s i n t o a u n i f i e d whole. 2. Foundations: 3. Wall construction: O r i g i n a l and l a t e r s t r u c t u r e s are of common bond b r i c k masonry. On west ( s t r e e t ) e l e v a t i o n , headers occur every s i x courses; elsewhere, notably on north and south e l e v a t i o n s of o r i g i n a l s t r u c t u r e , headers are i r r e g u l a r l y spaced, occurring most often at i n t e r v a l s of t h r e e , four or s i x courses. B r i c k to j u s t above grade, stone under. The west ( s t r e e t ) e l e v a t i o n i s unaltered and i s marred only by shear cracks i n the b r i c k between upper and lower windows of c e n t r a l and north bays. A l t e r a t i o n i s evident on the o r i g i n a l s t r u c t u r e , p a r t i c u l a r l y on the north 60 �JOHN LUTZ HOUSE HABS No. DC-105 (Page 5) e l e v a t i o n , and additions t o the e a s t . Evidence of r e p a i r below c e n t r a l window an north e l e v a t i o n of o r i g i n a l s t r u c t u r e i n d i c a t e s that the aperture was once a doorway. Also worthy of note i s a l t e r a t i o n i n brickwork below the chimney on northeast corner of main east additon, which suggests that t h i s portion may o r i g i n a l l y have had a lower roof. Chimneys: Four b r i c k chimneys l ' - 8 " x 2'-4" i n dimension extend above end w a l l s of west addition on e i t h e r side of roof ridge; chimneys have two-course p r o j e c t i n g b r i c k capping a t top except northeast s t a c k of t h i s group, which has three-course cap, and s m a l l l ' - 4 " square b r i c k chimney an northeast corner of main east a d d i t i o n , which has threecourse p r o j e c t i n g b r i c k capping. Modern galvanized metal pipe approximately 1' i n diameter i s c e n t r a l l y placed on north e l e v a t i o n of o r i g i n a l s t r u c t u r e . Openings: a. Doorways and doors: Doorway on south bay of west facade i s only access from s t r e e t . Wide wooden frame defines opening i n which i s s e t glazed transom above double three-paneled screen door. Heavy wooden cornice r e s t i n g upon two large and three smaller ornamental consoles i s set w e l l above transom. Within doorway i s a v e s t i b u l e w i t h a c l o s e t s e t i n t o the north side. The main door i s composed of eight glazed panels above two wooden i n s e t panels. Numerous supplementary doors are simple i n design. Door on north e l e v a t i o n i s near northeast corner of main east addition. On the south, door near southeast corner of west addition and doors of o r i g i n a l b u i l d i n g and east addition open on garden area. Rooms on the second f l o o r open on wooden g a l l e r y which serves as open passageway from west to east s e c t i o n s . Modern i r o n s t a i r w a y descends from southeast corner of g a l l e r y . b. Windows and s h u t t e r s : S i x - o v e r - s i x - l i g h t double-hung wooden sash windows on west facade have stone L i n t e l s , and s i l l s and two-paneled wooden s h u t t e r s . North windows on west and center sections are s e t under f l a t arches, those on the east under segmental arches formed by two courses of header rowlocks. Roof: a. Shape, covering: T i n roof of west addition i s gabled, ridge running north-south, does not r e l a t e to o r i g i n a l roof which slopes s t e e p l y from north to south. At l e a s t fil �JOHN LUTZ HOUSE HABS No. DC-105 (Page 6) three separate roofs ( i n plan) cover eastern additions; they appear to be f l a t , although accurate evaluation of roofs east of o r i g i n a l s t r u c t u r e i s d i f f i c u l t from grade. b. Framing: Wood. c. Cornice, eaves: Four-course b r i c k band spans facade to w i t h i n 4" of each end en (west) facade. Three-course band above t h i s reaches eave l i n e , spans to w i t h i n 2" of s i d e s . Second band has b r i c k d e n t i l s , two courses high, formed by headers p r o j e c t i n g from band; these occur on a 1:1 proportion from side to s i d e . d. Dormers: Two metal-sheathed dormers an roof of o r i g i n a l s t r u c t u r e have not been described because of evaluation d i f f i c u l t i e s on s i t e . Technical Description of I n t e r i o r : 1. Floor plans: Wide hallway runs depth of wesx addition. Double doors open i n t o two large rooms north of h a l l , which are connected by double doorway. Main s t a i r h a l l ( o r i g i n a l entrance) opens to north from east end of hallway, forming base of L i n plan. O r i g i n a l s e c t i o n includes main s t a i r h a l l , large east and west rooms connected through what was o r i g i n a l l y a c l o s e t ( o r i g i n a l doorway was to north of present connection), and a secondary s t a i r w a y at east end. On second f l o o r , west addition has four rooms and c e n t r a l (east-west) hallway. Rooms of o r i g i n a l s e c t i o n open onto south g a l l e r y . I n formally planned rooms of eastern s e c t i o n are some 2' lower than adjoining room i n o r i g i n a l portion. 2. S t a i r s : Wooden main stairway r i s e s south-north between rooms i n west addition and those i n o r i g i n a l s t r u c t u r e . Secondary stairway at east end of o r i g i n a l s t r u c t u r e leads to g a l l e r y and easternmost rooms. 3. Flooring: 4. Wall and c e i l i n g f i n i s h : P l a s t e r e d w a l l s and c e i l i n g above matchboard wainscoting. 5. Doorways and doors: 6. Trim: C h a i r - r a i l s i n second-floor hallways. A south window i n the o r i g i n a l b u i l d i n g bears the etched names "A. M. Lutz Wm May." 7. Hardware: 8. Lighting: Random width pine. Doors of wood, simple wooden casings. Nothing outstanding Incandescent. 62 recorded. �JOHN LUTZ HOUSE HABS No. DC-105 (Page 7) 9. Heating: Steam. F i r e p l a c e s i n a l l upper rooms of west addition, west room of o r i g i n a l b u i l d i n g , west room of west addition and elsewhere are unused. Site: 1. General s e t t i n g and o r i e n t a t i o n : 1870 addition faces west by southwest toward Wisconsin Avenue, N.W., between M and N S t r e e t s . House i s s i t e d above steep r i s e and i s approximately 25' from sidewalk. O r i g i n a l building faces south toward what must have been a commanding view, now impeded by l a t e r construction. S i t e remains r e l a t i v e l y a i r y and q u i e t , despite proximity t o commercial thoroughfare. 2. Enclosures: The front property l i n e i s defined by a recent b r i c k r e t a i n i n g w a l l n e a r l y three f e e t high of common bond w i t h headers every s i x courses and b r i c k coping of header rowlocks. At the back, a wooden fence encloses the yard. 3. Outbuildings: None. 4. Walks: A cament stairway of 19 r i s e r s leads from the public sidewalk on Wisconsin Avenue to grade on the west e l e v a t i o n . A small informal b r i c k walk on the south and east i s layed i n a chevron pattern. 5. Landscaping: Informal planting i n the front yard t o the west i s on two t e r r a c e s formed by b r i c k r e t a i n i n g -wall, and stone r e t a i n i n g w a l l a t an i n t e r mediate height. Planting i n back yard through which the b r i c k walk runs i s even l e s s formal. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park Service August 2 1 , 1966 63 �WILLIAM MARCERON BUILDING 1335 Wisconsin Avenue, N. V/. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-107 WILLIAM MARCERON BUILDING Location: 1335 Wisconsin Avenue, N.W., Washington, D.C. (Note: P r i o r to 1881, Wisconsin Avenue was c a l l e d High S t r e e t and had d i f f e r e n t address numbers. From 1881 to 1906, Wisconsin Avenue was known as 32nd S t r e e t and had present address numbers.) Present Owner: Helenah H. A l l e n Present Occupant: Le H i G r i l l Present Use: G r i l l and Bar Statement of Significance: T h i s i s an e x c e l l e n t example of a one-story comm e r c i a l building of c. 1890 w i t h a r c h i t e c t u r a l embellishments and a permanent awning. PART I . HISTORICAL INFORMATION A. Physical History: 1. O r i g i n a l and subsequent owners: The building i s located i n Square 1232, l o t 6 i n Beatty and Hawkins Addition to Georgetown. The following i s an incomplete chain of t i t l e to the land on which the s t r u c t u r e stands. References are t o the records i n the Recorder of Deeds O f f i c e , D i s t r i c t of Columbia. 1809 1810 1810 1810 Tax deed February 12, 1809 recorded i n L i b e r X f o l i o 256 Assessed to Horatio and Benjamin Clagett Deed February 1 , 1810 recorded i n L i b e r X f o l i o 399 John M. Beatty and w i f e L e t t y To Charles A. Beatty Deed August 15, 1810 recorded December 1 1 , 1810 i n L i b e r Z f o l i o 269 Mrs. Ann Maria Davidson, widow and sole e x e c u t r i x of John Davidson, deceased To John Lutz Deed November 15, 1810 recorded December 1 1 , 1810 i n L i b e r Z f o l i o 270 Charles A. Beatty and wife Eunice To John Lutz 65 �WILLIAM MARCERON BUILDING HABS No. DC-107 (Page 2) R e c i t e s that Charles A. Beatty i n consideration that the s a i d John Lutz hath produced to him the t i c k e t No. 139 which drew the l o t of ground No. 6 i n B. and H. a d d i t i o n t o Georgetown and a l s o hath paid to the administrators of the l a t e Charles B e a t t y , deceased, the sum of $64 due to h i s estate f o r and an account of the same l o t . 1820 1821 1851 1960 Deed August 7, 1820 recorded November 7, 1820 i n L i b e r AY f o l i o 452 Samuel B. B e a l l To Gustavus B e a l l Deed A p r i l 28, 1821 recorded A p r i l 30, 1821 i n L i b e r WB 4 f o l i o 47 Gustavus B e a l l To Thomas C. Wright Deed May 3 1 , 1851 recorded June 9, 1851 i n L i b e r JAS 25 f o l i o 210 F r a n c i s A. Lutz e t ux Mary Ann John S. Lutz et ux Malvina Morris Adler e t ux Malvina Nathaniel Marden et ux Mary Ann Charles Myers et ux Jane C. Martha D. Lutz ( h e i r s of John L u t z , deceased) To Jenkins Thomas ( s o l d at auction) Deed A p r i l 12, I960 recorded i n L i b e r 9891 W i l l i a m S. Marceron E l i z a b e t h E. Marceron t r u s t e e s of Mabel L. Marceron, deceased, who was the s u r v i v i n g tenant by e n t i r e t y of her husband W i l l i a m A. Marceron, deceased. To Helenah H. A l l e n [The same property was s o l d to Katherine L. A l l e n by s a i d Mabel L. Marceron before her death under contract dated January 12, I960] 2. Date of e r e c t i o n : Probably 1890 fThe Georgetowner August 25, I960 "Mr. George Scheele, an old r e s i d e n t , claims that a man named Robert Weaver had a meat market there i n 1890 and that the b u i l d i n g was erected at that time."] 3. Architect: Not known. 66 �WILLIAM MARCERON BUILDING HABS No. DC-107 (Page 3) 4. 5. Notes on a l t e r a t i o n s and additions: No records f o r t h i s building were found i n the Building Permit Department, D i s t r i c t B u i l d i n g , D i s t r i c t of Columbia. 6. B. O r i g i n a l plans,, construction, e t c . : None known. Important old views: None known. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : Washington d i r e c t o r i e s provide the following tenant information: 1821 1896 1900-1918 1919 1920 1921-1927 1928 1929 1930-1933 1934-1937 1938 1939-1954 Joseph Brewer Walters not l i s t e d Charles H. Walters, grocer J . W. Pumphrey, grocer Vacant Frank F. K i d w e l l , grocer Joshua E. Goodwin, grocer Vacant Payne's M i l l i n e r y ( L i l l i a n Payne) J u l e s E. E b e l , restaurant John L. F l e h a r t y , restaurant Thomas J . Connors, restaurant A former building on the s i t e was known as Jackson's Feed Store fThe Georgetowner August 25, I960] Prepared by Dr. James P h i l i p Noffsinger Architect National Park S e r v i c e August 17, 1966 PART I I . A. ARCHITECTURAL INFORMATION General Statement: 1. 2. B. A r c h i t e c t u r a l character: William Marceron Building i s an example of one-story store without l i v i n g quarters f o r merchant. Notable features are b r i c k arcade and o r i g i n a l pipe-supported f i x e d awning. Condition of f a b r i c : F a i r to good. Fabric i s g e n e r a l l y sound, but awning i s not well-maintained, and modern addenda ( s i g n s , e t c . ) detract from appearance. Technical Description of E x t e r i o r : 1. O v e r a l l dimensions: Dumbarton S t r e e t e l e v a t i o n : 25'-9 1/2"; corner e l e v a t i o n : 9'-7"; Wisconsin Avenue e l e v a t i o n : 3 4 ' - 5 " ; one s t o r y i n height. 67 �WILLIAM MARCERON BUILDING HABS No. DC-107 (Page 4 ) 2. Foundations: Stone. 3. Wall construction: Smooth-finished red face b r i c k (painted white on Wisconsin Avenue e l e v a t i o n and corner bay) i s l a i d i n common bond. B r i c k p i e r s of arcade are banded i n g r a n i t e . B r i c k arches ( t h i r d and f o u r t h of f i v e courses are bevelled) spring from behind outer plane of p i e r s . 4. Chimneys: Small b r i c k chimney ( l ' - 4 " square) a t northeast corner of s t r u c t u r e ; c l a y chimney hood. 5. Openings: a. b. 6. Doorways and doors: Wisconsin Avenue entrance has nodern wooden framing w i t h i n round-arched opening. Present double wooden single-paned doors are r a t h e r underscaled f o r s i z e of masonry opening. Segmentalarched 5'-0"-wide doorway an Dumbarton S t r e e t elevat i o n has been sealed up w i t h wood. Evidence of o r i g i n a l transom remains. Windows and s h u t t e r s : Single-paned windows are s e t i n simple wooden frames above wooden panels r e s t i n g on stone s i l l s ; s e m i c i r c u l a r single-paned transoms f i l l b r i c k arches. No s h u t t e r s . Roof: a. Shape, covering: F l a t b u i l t - u p roof. b. Framing: Wood; major beam t r a v e r s e s i n t e r i o r space from the midpoints of north and south w a l l s . c. Awning: Three-sectioned wooden awning i s roofed w i t h corrugated metal and supported by c u r v i l i n e a r i r o n pipe framework springing from g r a n i t e corbels set i n w a l l . d. Cornice, eaves: Very simple t i n cornice i s l i t t l e more than f l a s h i n g ; rectangular vents below eaves have c a s t - i r o n g r i l l e s . e. Dormers: None. Technical D e s c r i p t i o n of I n t e r i o r s : 1. F l o o r plan: Major space ( o r i g i n a l b u i l d i n g ) i s unbroken s i n g l e room. L a t e r additions form compartments behind. 2. S t a i r w a y s : None. 68 �WILLIAM MARCERON BUILDING HABS No. DC-107 (Page 5) 3. Flooring: Modern t i l e f l o o r i n g ; o r i g i n a l i s apparentlystone or concrete. 4. Wall and c e i l i n g f i n i s h : Walls are plastered above oak wainscoting. O r i g i n a l cornice and c e i l i n g of narrow match-boarding, which a l s o sheathes s t r u c t u r a l beam crossing room. 5. Doorways and doors: i n dark oak. 6. Trim: Dark oak wainscoting on w a l l s approximately 6' i n height. Doors, bar (on south w a l l ) and t r i m are a l s o dark oak, heavy i n character, and simple i n design. Booths along north w a l l are s i m i l a r . 7. Hardware: Simple wooden door a t r e a r i s framed None of any s i g n i f i c a n c e . 8. L i g h t i n g : No o r i g i n a l f i x t u r e s extant; l i g h t i n g i s e f f e c t e d by means of contemporary a d v e r t i s i n g d i s p l a y s and fluorescent tube behind bar. 9. C e n t r a l heating probably dates w e l l a f t e r b u i l d i n g , as evidenced by exposed sheet-metal duct i n southwest corner of i n t e r i o r . Site: 1. General s e t t i n g and o r i e n t a t i o n : Located on the southeast corner of Wisconsin and Dumbarton Avenues N.W., the s t r u c t u r e i s i n the midst of Georgetown's busy commercial area along Wisconsin Avenue. 2. Enclosures: Wooden fence of 1/2" x 12" boards along eastern boundaries of l o t . 3. Outbuildings: Frame e l l attached t o east w a l l of b u i l d ing (along Dumbarton Avenue) i s sheathed i n i m i t a t i o n b r i c k t i n painted white. 4. Walks: Abuts concrete p u b l i c sidewalks on the north and west. 5. Landscaping: None. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park Service August 9, 1966 69 �William Marceron B u i l d i n g 1335 Wisconsin Avenue photo: Marc B l a i r , 1966 Marcey-Payne B u i l d i n g 1321 1/2-1325 1/2 Wisconsin Avenue photo: Marc B l a i r , 1966 �MARCEY-PAYNE BUILDING 1321-1/2 - 1325-1/2 Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-106 MARCEY-PAYNE BUILDING Location: 1321-1/2 to 1325-1/2 Wisconsin Avenue, N.W., Washington, D.C. (Note: Wisconsin Avenue was c a l l e d 32nd S t r e e t from 1881 to 1906 with house numbers as today. P r i o r to 1881 Wisconsin Avenue was known as High S t r e e t and 1321-1/2 was No. 85 High S t r e e t ) Present Owner: William S. Wise and Mary Evelyn Wise Present Occupant: E l i z a b e t h Webb and Roy Veatch Present Use: E a r l y American Shop, antiques; apartments above. Statement of Significance: This building has a c a s t - i r o n f i r s t - f l o o r facade and d i s t i n c t i v e d e t a i l s t y p i c a l of l a t e nineteenthcentury Georgetown commercial a r c h i t e c t u r e . PART I . A. HISTORICAL INFORMATION Physical History: 1. O r i g i n a l and subsequent owners: The building i s located i n Square 1232, old l o t 5, present l o t 811 and part of l o t 810. The references are to records i n the o f f i c e of the Recorder of Deeds, D i s t r i c t of Columbia, unless otherwise noted. The following i s an incomplete chain of t i t l e to the land on which t h i s building was b u i l t : 1795 1795 1797 Before 1795 property belonged to Zachariah White [ L i b e r B 2 f o l i o 1 ( o l d 365)] Quit claim deed June 15, 1795 recorded November 2, 1795 i n L i b e r B 2 f o l i o 66 ( o l d 365) Davidson claim released f o r f i v e s h i l l i n g s . John Davidson To Thomas Rigdon Deed June 26, 1797 recorded June 28, 1797 i n L i b e r C 3 f o l i o 52 ( o l d 64) south part of l o t 5 Thomas Rigdon To James Gannon 72 �MARCEY-PAYNE BUILDING HABS No. DC-106 (Page 2) 1798 Deed August 8, 1798 recorded August 1 1 , 1798 i n L i b e r D 4 f o l i o 40 (new 33) south part of l o t 5 James Gannon To Richard P a r r o t t 1804 Deed October 10, 1803 recorded March 3, 1804 i n L i b e r K 10 f o l i o 260 (new 266) north part of l o t 5 Richard P a r r o t t To Leonard Mackall 1849 W i l l December 15, 1849: Administration Case 3020 O.S. R e g i s t e r of w i l l s . North part of l o t 5 Leonard Mackall To Catherine Mackall, wife 1853 December 27, 1853: Catherine Mackall was buried, (died i n t e s t a t e ) Oak H i l l Cemetery Records, BKI p. 154, l o t 158 1855 Deed A p r i l 26, 1854 recorded A p r i l 2 1 , 1855 i n L i b e r JAS 96 f o l i o 202 (new 141) Benjamin F. Mackall et a l To Mary Ann Thomas 1855 June 22, 1855: Administration Case 3450 O.S, National Archives. Catherine Mackall's estate probated. No w i l l . Property divided among seven c h i l d r e n , one of whom was son, Benjamin F. Mackall. Property was sold before estate was probated. 1865- Amandus Baumbach owned north 48' of l o t 5 containing 1870 "a large b r i c k dwelling and old b r i c k s t a b l e . " (p. 118) Mary Ann Thomas owned south 32' of l o t 5 containing two three-story b r i c k stores and dwellings, (p. 124) [Assessments f o r R e a l and Property Tax, 1865-70, Group 351, microfilm r o l l 12, National Archives] 1871 Amandus Baumbach owned "Beatty and Hawkins Addition Lot 5." [ I b i d . , microfilm r o l l 13] 1875 Deed February 20, 1875 recorded May 7, 1875 i n L i b e r 785 f o l i o 163 Amandus Baumbach Joseph Baumbach e t ux Martina Charles Weber, s u r v i v o r s of Christopher and Henry Weber To Richard R. Marcey C a l v i n Payne 73 �MARCEY-PAYNE BUILDING HABS No. DC-106 (Page 3) Deed A p r i l 24, 1890 recorded May 1 , 1890 i n L i b e r 1478 f o l i o 396 Emma and John Reynolds Laura and John Wood O l i v i a and Horace Jarboe Mary E. Marcey W i l l i a m Marcey John L. Marcey C a l v i n Payne, h e i r s of Richard Marcey To George W. King Henry P. G i l b e r t 1891 Deed August 5, 1891 recorded August 7, 1891 i n L i b e r 1607 f o l i o 127 Rezin W. Darby To William Wheatley one eighth of property 1893 Declaration of Trust recorded December 26, 1893 i n L i b e r 1870 f o l i o 317. Correction of document of A p r i l 24, 1890, which was not a s a l e , but a t r u s t . Owners of property i n equal shares were: George W King . Henry P. G i l b e r t Albert B. Jackson Henry G. Wagner George W C a s i l e a r . Mayhew P l a t e r Joseph W. C o l l i n s John B e a l l — B e a l l got t h i s portion, one eighth of property from William Wheatley on November 1 1 , 1893: Darby, from whom Wheatley acquired t h i s portion, was o r i g i n a l l y one of group l i s t e d above. 1899 Tax Assessment - Square 1232 l o t 5 General Assessments 1900 D.C. Assessor's O f f i c e , 1899-1900, V o l . 3, p. 845 North 4 8 ' - George W King . South 32' - Mary Ann Thomas Mary Ann Thomas died i n 1892, but i n her w i l l , her nephew, John B. Thomas, was named as her executor w i t h d i r e c t i o n t o s e l l r e a l estate a t his d i s c r e t i o n . [Case No. 4955, R e g i s t e r of W i l l s ] * 1902 Quit Claim Deed October 27, 1902 recorded November 26, 1902 i n L i b e r 2680 f o l i o 270 Charles Cragin and John B. Thomas, Trustees and Executors of Mary Ann Thomas, adjusted boundary between l o t 5 and l o t 4 , owned by John B. Lord.* *Note: A d d i t i o n a l d e t a i l s of the t r a n s a c t i o n of November 26, 1902 are on f i l e a t the Commission of Fine A r t s , Room 7000, I n t e r i o r B u i l d i n g , 18th and C S t r e e t s , N.W., Washington, D.C, 20240. 1890 - 74 �MARCEY-PAYNE BUILDING HABS No. DC-106 (Page 4) 1906 Deed May 1 , 1906 recorded May 4, 1906 i n L i b e r 2939 f o l i o 318 Henry G i l b e r t , s u r v i v i n g trustee f o r George and Jane C a s i l e a r E l i z a b e t h King, widow of George King Albert and Josephine Jackson Henry and Louisa Wagner George and Mary Esher Theodore McAboy, widower of A l i c e P l a t e r McAboy, "present and b e n e f i c i a l owners" To Augustus H. Quigley 1923- Tax Assessment - Square 1232, l o t 811 (north part 1938 of former l o t 5) and l o t 810 (south part of former l o t 5 ) . General Assessments, D.C. Assessor's O f f i c e , 1923-1938.* 1932 W i l l September 5, 1932, Case 44064, R e g i s t e r of W i l l s . Augustus Quigley died, leaving l o t 811 (1321-1/2 - 1325-1/2 Wisconsin Avenue, N.W.) to w i f e , L i z z i e H. Quigley. 1935 Case 4 8 8 % and Docket 105, R e g i s t e r of W i l l s October 5, 1935. Matilda H. R i c k l e s , s i s t e r of L i z z i e Quigley (who died i n t e s t a t e September 24, 1935) received permission, as sole h e i r and k i n , from D.C. Supreme Court to receive e s t a t e , i n cluding l o t 811.* *flote: Page references f o r General Assessments, 1923-1938, and d e t a i l s of case of October 5, 1935 arc on f i l e at the Commission of Fine A r t s (address given above). 1937 Deed J u l y 2 1 , 1937 recorded August 10, 1937 i n L i b e r 7139 f o l i o 337 National Bank of Washington, executor of w i l l of Matilda H. R i c k l e s To Joseph R. Pope ("Premises 1321-1/2 - 1325-1/2 Wisconsin Avenue, N.W.") 1937 Deed August 9, 1937 recorded August 10, 1937 i n L i b e r 7139 f o l i o 343 Joseph R. Pope To Leota M. Duty (north 48' of l o t 5) Dorothy M. Duty 1938 Code Deed May 19, 1938 recorded May 19, 1938 i n L i b e r 7228 f o l i o s 401-402 Dorothy M. C o l l i n s ("straw" f o r Leota M. Duty and Dorothy M. Duty) To G. G. Duty Dorothy M. Duty 75 �MARCEY-PAYNE BUILDING HABS No. DC-106 (Page 5) 1938 1939 1940 1944 1947 1959 1962 Tax Assessment General Assessments, D.C. Tax Assessor's Office 1939* p. 283 Lot 811 - G. G. Duty and Dorothy M. Duty Lot 810 - John B. Thomas Deed May 9, 1939 recorded May 9, 1939 i n L i b e r 7345 f o l i o 167 L. Gates Richardson To Wade H. Cooper (north 48' of l o t 5) Tax Assessment General Assessments, 1940 p. 286 Lot 811 - Wade H. Cooper Lot 810 - John B. Thomas Deed June 23, 1944 recorded J u l y 5, 1944 i n L i b e r 7987 f o l i o 113 Wade H. Cooper To Clyde W. Smith et ux Louise K. ( l o t 811) Deed January 3 1 , 1947 recorded February 4, 1947 i n L i b e r 8417 f o l i o 371 Louise K. Smith (husband, Clyde, died January 29, 1946) To Wilbur C. F i e l d e r e t ux L i l l i a n Code Deed November 13, 1959 recorded November 16, 1959 i n L i b e r 11339 f o l i o s 4K-417 H. M. Walling ("straw" f o r Wilbur C. F i e l d e r et ux Lillian) To Joseph M. Wise William S. Wise (son of Joseph M.) Code Deed June 27, 1962 recorded J u l y 5, 1962 i n L i b e r 11828 f o l i o s 281-283 Wilbert L. Anderson ("straw" f o r Joseph M. and W i l l i a m S. Wise) To William S. Wise e t ux Mary E v e l y n 2. Date of erection: Probably between 1881 and 1886 ( I n t e r v i e w s : J u l y 27, 1966 Mr. William S. Wise stated the appraisers' report considered the building t o date from 1880's. Mr. George D. Schafer: J u l y 28, 1966 e s t i mated the building to be about 80 years old. Mr. George Scheele: August 3, 1966 stated that the building dates from o. 1886 3. Architect: 4. O r i g i n a l p l a n s , construction, e t c . : None known. None known. 76 �MARCEY-PAYNE BUILDING HABS No. DC-106 (Page 6 ) 5. Notes on a l t e r a t i o n s and additions: The following permits were found a t the Building Permit O f f i c e , D i s t r i c t B u i l d i n g , D i s t r i c t of Columbia. A l l were for minor i n s t a l l a t i o n s such as r e f r i g e r a t o r s e t c . , or inconsequential r e p a i r s . 172818, 175727, 223916, 263544, 265465, 267556 and 268038. 6. Important old views: One 1907 photograph of the facade of the s t r u c t u r e before addition of modern bay window shop f r o n t . Located i n the c o l l e c t i o n of Lawrence E. Gichner, 3405 Woodley Road, N.W., Washington, D.C. 20016 and reproduced i n t h i s "photo-data" book. A midnineteenth-century photograph of previous s t r u c t u r e s on the s i t e i s owned by William S. Wise, 1219 Wisconsin Avenue, N.W., Washington, D.C* *Note: Copy of last-named view i s on f i l e i n the Peabody Room, Georgetown Branch, D.C. Public L i b r a r y , R S t r e e t at Wisconsin Avenue, N.W., Washington, D.C H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : Washington C i t y D i r e c t o r i e s 1855-1874 show previous building on s i t e provided space a t various times f o r bookstore, bookbinder, fancy goods s t o r e , t a i l o r shop and provisioner. Since 1881 C i t y D i r e c t o r i e s provide the following tenant information: 1323; dyer and scourer ( c l e a n e r ) , r e a l estate f i r m , barber, dry goods s t o r e , m i l l i n e r , photographer, i c e cream s t o r e , antique shop: 1325; r e a l estate f i r m , A. & P. Co. storage, men's f u r n i s h i n g s , dry goods, mercantile trading f i r m , cleaning establishment, t a i l o r , shoemaker, baker, antique shop.* *Note: Estensive d e t a i l s on s i t e occupancy compiled from Washington D i r e c t o r i e s by Mrs. Hannah Cayton are on f i l e i n the Peabody Room, Georgetown Branch, D.C. Public L i b r a r y . Prepared by Dr. James P h i l i p Noffsinger Architect National Park Service August 17, 1966 Extensive source m a t e r i a l provided by Mrs. Hannah Cayton 3069 Canal S t r e e t , N.W. Washington, D.C. 77 �MARCEY-PAYNE BUILDING HABS No. DC-106 (Page 7) PART I I . A. ARCHITECTURAL INFORMATION General Statement: 1. 2. B. A r c h i t e c t u r a l character: The Marcey-Payne B u i l d i n g , w i t h i t s s i n g u l a r l y w e l l - u n i f i e d double facade, c a s t i r o n f i r s t - f l o o r f r o n t and molded b r i c k d e t a i l i n g , i s a t y p i c a l but unusually w e l l - a r t i c u l a t e d and r e s t r a i n e d commercial s t r u c t u r e of i t s period. Condition of f a b r i c : F a i r , moderately well-maintained, s t r u c t u r a l l y very sound. Technical Description of E x t e r i o r : 1. O v e r a l l dimensions: 48'-0" ( s i x bays) x 50'; three s t o r i e s i n height. approximately 2. Foundations: E x t e r i o r foundation w a l l s of stone rubble may date i n part from previous s t r u c t u r e . B r i c k party w a l l i s 15" t h i c k i n basement and at f i r s t - f l o o r l e v e l . S t a i r h a l l w a l l s p a r a l l e l to party w a l l are supported by b r i c k foundation w a l l s , each pierced by three segmental arches. 3. Wall construction: Common bond b r i c k i s painted l i g h t yellow on (west) facade; side elevations are of common bond w i t h i r r e g u l a r i n t e r v a l s of header courses; headers on east e l e v a t i o n a l s o occur i r r e g u l a r l y , although most often at i n t e r v a l s of eight courses. S t r e e t - f l o o r facade, somewhat obscured by l a t e r shop windows and awning i s c a s t - i r o n . This portion of facade i s composed of s t i l t e d segmental arches supported by narrow p i e r s w i t h engaged unfluted Corinthian half-columns. Single-paneled c a s t - i r o n p i l a s t e r s , and p i e r s of drafted brownstone a s h l a r capped by t i n console m o t i f s , f l a n k f i r s t - f l o o r f r o n t . B r i c k b e l t course forms continuum w i t h stone s i l l s of second-floor windows. Vermiculatet e x t u r e d , s l i g h t l y p r o j e c t i n g h o r i z o n t a l b r i c k bands adjoin stone t h i r d - f l o o r window w i l l s and segmentalarched stone l i n t e l s of second-floor windows. Ornamental groups of four molded t e r r a - c o t t a plaques s e t i n panels are placed between second and t h i r d - f l o o r windows. Twenty courses of vermiculate-textured b r i c k , p r o j e c t i n g to plane of t h i r d - f l o o r window l i n t e l s , are terminated by eightcourse band p r o j e c t i n g s h a l l o w l y beyond plane of vermiculated b r i c k . This uppermost range has s e r i e s of s m a l l v e r t i c a l rectangular indentations between cornice consoles. 78 �MARCEY-PAYNE BUILDING HABS No. DC-106 (Page 8) 4. Chimneys: Two b r i c k chimneys, 2'-8" square, straddle east-west coping over party w a l l ; five-course b r i c k caps on both project approximately 1 " . B r i c k chimneys at e i t h e r side of s t r u c t u r e appear to measure approximately 2' x 4' i n dimension. 5. Openings: a. Doorways and doors: Four front doorways are 4'-3" wide w i t h i n reveals and segmental-arched g o f f i t s of c a s t i r o n . North and south doorways lead to s t s i r h a l l s , others to shop areas. S i l l s are g r a n i t e . A l l front doors are o r i g i n a l , double, wooden, s e t under s i n g l e paned transoms. H a l l doors are four-paneled, one panel of one replaced by g l a s s . Shop door o r i g i n a l l y had single panes above s i n g l e panels. Panes have been replaced by muntins and eight panes. Two wooden r e a r ( e a s t ) doors under transoms f l a n k p a r t y w a l l , open four r i s e r s below grade. Two bulkheads with I beam l i n t e l s lead to basement. Two wooden second-floor doors open from l a t e r reinforced concrete porches. b. 6. Windows and s h u t t e r s : F i r s t - f l o o r store winauv.o, o r i g i n a l l y single-paned, now consist of one double and two s i n g l e projecting bays; s t r e e t face of each bay sixteen-paned, sides eight-paned. Upper windows have two-over-two-light double-hung wooden sash, stone s i l l s and segmental-arched l i n t e l s . T h i r d - f l o o r s i l l s and a l l l i n t e l s are vermiculated. Rear two-over-two-light double-hung wooden sash windows have stone s i l l s and segmental-arched b r i c k l i n t e l s . No evidence of s h u t t e r s . Roof: a. Shape, covering: Roof slopes gently from west to east; covering unknown. b. Framing: c. Cornice, eaves: Simple strongly p r o j e c t i n g metal cornice i s v i s u a l l y supported by three ornamental consoles r i s i n g from textured-brick zone of upper facade. Subsidiary t i n cornice of shallow p r o j e c t i o n spans top of c a s t - i r o n lower facade; i s terminated by t i n console motifs above p i e r s , and has egg and dart pattern under s o f f i t . d. Dormers: Unknown. None. 79 �MARCEY-PAYNE BUILDING HABS No. DC-106 (Page 9) Technical Description of I n t e r i o r s : I n t e r i o r s remain unaltered, a remarkable circumstance i n an eighty-year-old commercial b u i l d i n g . Floor plans on e i t h e r side of party w a l l are mirror images, which refutes l o c a l conjecture that building was o r i g i n a l l y s i n g l e u n i t . F i r s t f l o o r passages and s t a i r h a l l s approximately 5'-0" wide f l a n k undivided store areas. Upper-floor front and r e a r rooms are separated by passage and c l o s e t spaces. Bathrooms open from r e a r of s t a i r h a l l s . S t a i r w e l l s are skylighted. Site: 1. General s e t t i n g and o r i e n t a t i o n : The Marcey-Payne Building faces west onto Wisconsin Avenue, N.W. between N (formerly Gay) and Dumbarton S t r e e t s i n Georgetown's prosperous commercial d i s t r i c t and i s well-placed f o r r e t a i l trade i n an area of well-maintained s t r u c t u r e s of considerable architectural interest. 2. Enclosures: 3. Outbuildings: A small b r i c k addition to house a v a u l t was b u i l t near the northeast corner of the r e a r ( e a s t ) e l e v a t i o n at an undetermined date. 4. Walks: Fronts on concrete public sidewalk to the west. E n t i r e back ( e a s t ) yard i s paved with asphalt f o r a parking l o t . 5. Landscaping: None. None. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park Service August 25, 1966 �STOHLMAN'S CONFECTIONARY 1254 Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-104 STOHLMAN'S CONFECTIONARY Location: 1254 Wisconsin Avenue, N.W., Washington, D.C. (Note: Also l i s t e d as: 1254 32nd S t r e e t and 75 High S t r e e t ) . Present Owner: C o i f f e u r Incorporated. Present Occupant: C o i f f e u r Incorporated. Present Use: Beauty Salon, unoccupied apartments above. Statement of Significance: Stohlman's Confectionary has an ornate facade and a rare s u r v i v a l , the o r i g i n a l l a t e 19th century shop f i t t i n g s (now i n the Smithsonian I n s t i t u t i o n ) . I t served many very prominent people f o r a century. PART I . A. HISTORICAL INFORMATION Physical History: 1. O r i g i n a l and subsequent owners: The building i s located i n Square 1218 l o t 99 ( a l s o r e f e r r e d to as part of l o t 87 and l o t 8 8 ) . Only two deeds r e f e r r i n g to t h i s property were found: 1858 Deed January 16, 1858 recorded January 18, 1858 i n L i b e r JAS 148 f o l i o 74 Robert L. Martin et ux Mary E. and John C o l l i n s To Augustus Brown 1862 Deed March 7, 1862 recorded J u l y 23, 1862 i n L i b e r JAS 222 f o l i o s 114-116 Augustus Brown et ux To Ann G r i s e l d a Anderson Frederick Stohlman apparently acquired the prope r t y i n 1866. I t remained i n the Stohlman family u n t i l 1957. 2. Date of e r e c t i o n : characteristics). 3. Architect: Probably 1880's (based on s t y l i s t i c Not known. 82 �STOHLMAN'S CONFECTIONARY HABS No. DC-104 (Page 2) 4. O r i g i n a l plans, construction, e t c . : None known. 5. Notes on a l t e r a t i o n s and additions: located. No information 6. Important old views: None. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : I n 1820 Arnold's Bakery was located a t t h i s address. The following l i s t i n g s are from Washington d i r e c t o r i e s located i n the Washingtoniana Room of the C e n t r a l Branch of the D i s t r i c t of Columbia L i b r a r y . 1830 1834 1853 1866 Note: John White, baker Frederick P a s c a l , baker P h i l i p May, baker Frederick Stohlman, baker and confectioner P h i l i p May i s l i s t e d through the 1865 d i r e c t o r y . Mrs. May was the aunt of Frederick Stohlman. The baking business, was e v i d e n t l y sold t o Mr. and Mrs. May i n 1845 and then resold to Mr. and Mrs. Frederick Stohlman i n 1865. Frederick Stohlman t r a n s f e r r e d the business t o J . William Stohlman the f a t h e r of the l a s t owner, William Stohlman. The confectionary was a very popular store i n Georgetown f o r almost a century. When the business ceased on J u l y 14, 1957 i t was suggested that the unaltered s u r v i v i n g i n t e r i o r of t h i s i c e cream parl o r be preserved by donation to a museum. This was accomplished, and a s e c t i o n of the i n t e r i o r of the building i s an permanent d i s p l a y i n the H a l l of Everyday L i f e i n the American Past, Museum of H i s tory and Technology, Smithsonian I n s t i t u t i o n , Washington, D.C. Prepared by Dr. James P h i l i p Noffsinger Architect National Park Service August 18, 1966 83 �STOHLMAN'S CONFECTIONARY HABS No. DC-104 (Page 3) PART I I . ARCHITECTURAL INFORMATION A. General Statement: 1. 2. B. A r c h i t e c t u r a l character: S i t e d on an i r r e g u l a r l o t , t h i s example of Georgetown commercial a r c h i t e c t u r e combined a t y p i c a l l y ornate facade w i t h a noteworthy unaltered 19th century shop i n t e r i o r (now removed t o the Smithsonian I n s t i t u t i o n ) . Condition of f a b r i c : E x t e r i o r f a b r i c i s i n generally good condition. The ground f l o o r i n t e r i o r ( o f S t o h l man's Confectionary) has been added t o the Smithsonian I n s t i t u t i o n c o l l e c t i o n s . Second f l o o r areas i n gene r a l l y f a i r condition; upper f l o o r gutted. Technical Description of E x t e r i o r : ! 1. O v e r a l l dimensions: 29'-7" ( f o u r bays) x 97'-2' ( i n c l u d i n g l a t e r a d d i t i o n s ) ; three s t o r i e s . 2. Foundations: 3. Wall construction: Red smooth-finish face b r i c k of common bond w i t h headers every 9 courses. Although facade has been r e l a t i v e l y unaltered, some r e p a i r work has been done on sides and r e a r . 4. Chimneys: B r i c k chimney (approximately 2' x 3') atop o r i g i n a l building; b r i c k chimney of same s i z e on addition; f i v e more (approximately 2' square) on addition. 5. Openings: Sandstone. a. Doorways and doors: Two double door openings (main: 4'-7" wooden opening; south: 3'-9" wooden opening). Main doors date from c. 1880. South door i s glazed, transom above f i l l e d r e c e n t l y w i t h sheet metal. Round-arched north (main) door has l a r g e r g l a z i n g , transom above, granite step below; paneled r e v e a l . Simple wooden door at t h i r d f l o o r l e v e l on south e l e v a t i o n once received m a t e r i a l s v i a h o i s t . b. Windows and s h u t t e r s : Two-over-two-light doublehung wooden s a s h , no evidence of e x t e r i o r s h u t t e r s . Two c e n t r a l second-floor windows lengthened t o f l o o r l e v e l below lower s l i d i n g sash. Window openings incorporate segmental arch w i t h i n c i s e d wooden-paneled i n f i l l i n g , molded b r i c k l i n t e l s 84 �STOHLMAN'S CONFECTIONARY HABS No. DC-104 (Page 4) (egg and d a r t ) and five-course molded b r i c k b e l t course. Dependency windows s i x - o v e r s i x - l i g h t double-hung wooden sash, wooden s i l l s , f l a t arch l i n t e l s ; spacing on south elevation i s irregular. 6. Roof: a. Shape, covering: covering. F l a t roof of undetermined b. Framing: c. Cornice, eaves: Pressed metal cavetto cornice ornamented by i n c i s e d palmettes "supported" by f i v e p r o j e c t i n g i n c i s e d brackets; capping cornice decorated w i t h square f a c e t t e d bosses, curves t o embrace f a l s e tympanum on which i s painted "Establ i s h e d 1819" - "Keystone" a t top of arched element. d. Dormers: Wood. None. Technical Description of I n t e r i o r s : 1. Floor plans: Shop area f l o o r i s elevated the height of one r i s e r approximately h a l f way t o r e a r w a l l ; at t h i s point, r e t a i l area i s separated v e r t i c a l l y from fountain p a r l o r . On second f l o o r , space over r e t a i l area has side h a l l plan w i t h two large rooms separated by s l i d i n g doors. Area behind t h i s and a l l areas on t h i r d f l o o r are p a r t i t i o n e d o f f . Cond i t i o n of p a r t i t i o n s , p a r t i c u l a r l y on t h i r d f l o o r , i n d i c a t e s numerous l a t e r remodelings i n o r i g i n a l building as w e l l as i n attached dependencies. 2. Stairways: Single run wooden stairway at south entrance curves inward (north) a t second f l o o r landing. Stairway t o t h i r d f l o o r continues i n l i n e i n s t r a i g h t run (south t o north) turning ( e a s t ) a t t h i r d f l o o r landing. A t h i r d s t a i r w a y , a l s o connecting second and t h i r d f l o o r s begins on the north w a l l under t h i r d f l o o r landing ( o f second s t a i r ) and r i s e s along w a l l (east t o w e s t ) . 3. F l o o r i n g : Random width oak f l o o r i n g ; great number of cuts and r e p a i r s i n f l o o r i n g i n d i c a t e s much a l t e r a t i o n and m u l t i p l i c i t y of uses. 4. Wall and c e i l i n g f i n i s h : Plastered w a l l and c e i l i n g include p l a s t e r c o r n i c e , no c h a i r r a i l . 85 �STOHLMAN'S CONFECTIONARY HABS No. DC-104 (Page 5) 5. 6. Trim: Wooden casings are s i m i l a r i n design to p l a s t e r cornice. Single s t r i p molding runs approximately 18" below c e i l i n g . Inner panels of two-paneled hinged i n t e r i o r shutters on upper f l o o r are louvered. 7. Hardware: P l a i n i r o n box l a t c h e s (doors on second and t h i r d f l o o r s ) appear to be o r i g i n a l 8. L i g h t i n g : Modern; gas f i x t u r e remains i n northeast room of second f l o o r . 9. D. Doorways and doors: T y p i c a l i n t e r i o r door i s simple, woodpaneled. Wooden s l i d i n g doors separate two eastern rooms on second f l o o r . Heating: F i r e p l a c e of strongly veined black stone, s l a t e hearth, c e n t r a l l y placed on north w a l l of northeast room on second f l o o r . Modern c e n t r a l heating i s used throughout b u i l d i n g . Site: 1. General s e t t i n g and o r i e n t a t i o n : Located on a roughly t r i a n g u l a r l o t on the "bend" of Wisconsin Avenue. S t o h l man's Confectionary faces eastward on that s t r e e t , holding a commanding p o s i t i o n near the center of Georgetown's f l o u r i s h i n g commercial d i s t r i c t . 2. Enclosures: 3. Outbuildings: At l e a s t two dependencies have been added i n subsequent additions to the o r i g i n a l s t r u c t u r e . Constructed of b r i c k , three s t o r i e s i n height, they extend westward to the a l l e y . Of s p e c i a l i n t e r e s t i s a doorway a t the t h i r d f l o o r l e v e l on the south e l e v a t i o n of second (west) addition. 4. Walks: 5. Landscaping: None. Fronts on concrete public sidewalk to the e a s t . None. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park Service August 16, 1966 86 �Stohlman's Confectionary 1254 Wisconsin Avenue photo: Marc B l a i r , 1966 Stohlman's Confectionary Interior photo: Smithsonian I n s t i t u t i o n , 1966 �WEST GEORGETOWN SCHOOL I64O Wisconsin Avenue, N. W. (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDINGS SURVEY HABS No. DC-110 WEST GEORGETOWN SCHOOL Location; I64O Wisconsin Avenue, N.W., Washington, D.C. (Note: P r i o r to 1881, Wisconsin Avenue was c a l l e d High S t r e e t and had d i f f e r e n t address numbers. From 1881 to 1906, Wisconsin Avenue was known as 32nd S t r e e t and had present address numbers.) Present Owner: Robert K e r r , J r . Present Occupants: George L i n c o l n and Associates ( I n t e r i o r Designers); Chapman and M i l l e r ( A r c h i t e c t s ) Present Use; Studio Office B u i l d i n g Statement of Significance: E a r l y twentiety-century school building f o r c u l i n a r y a r t s erected as part of the manual t r a i n i n g program of the D i s t r i c t of Columbia and representative of the neo-Georgian trend i n design of that period. PART I . HISTORICAL INFORMATION A. Physical History: 1. O r i g i n a l and subsequent owners: The following i s an incomplete chain of t i t l e to the land on which t h i s structure was b u i l t . The references are from records of the Recorder of Deeds, D i s t r i c t of Columbia. The s i t e i s i n Square 1279 l o t 208. The property i s described i n a p l a t of computation recorded i n Survey Book 167, page 175 of the Records of the Office of Surveyor, D i s t r i c t of Columbia. 1802 1806 1809 Deed J u l y 13, 1802 recorded August 19, 1802 i n L i b e r H f o l i o 475 John Davidson et ux Maria To Andrew Kaldenbach One h a l f of l o t 208 i n Beatty and Hawkins Addition to Georgetown. Deed i n Trust A p r i l 1 , 1806 recorded A p r i l 2, 1806 i n L i b e r P f o l i o 57 Andrew Kaldenbach To Thomas Herty Deed August 25, 1809 recorded November 5, 1809 i n L i b e r X f o l i o 147 Washington Boyd, Marshall of D i s t r i c t of Columbia To Daniel Bussard 89 �WEST GEORGETOWN SCHOOL HABS No. DC-110 (Page 2 ) 1810 1813 1818 1825 1828 1847 1848 1860 Conveyed by public s a l e June 18, 1808 as the r e s u l t of a law s u i t against Andrew Kaldenbach. Deed January 6, 1810 recorded January 26, 1810 i n L i b e r X f o l i o 385 Daniel Bussard To E l i z a b e t h Dunbough Deed May 27, 1813 recorded J u l y 12, 1813 i n L i b e r AF f o l i o 28 E l i z a b e t h Dunbough To Abraham Landes Deed October 25, 1817 recorded A p r i l 7, 1818 i n L i b e r AQ f o l i o 287 Abraham Landes To Daniel Renner Deed i n Trust J u l y 16, 1825 recorded J u l y 25, 1825 i n L i b e r WB 13 f o l i o 436 Daniel Bussard To William Bussard Mortgage December 1 , 1827 recorded March 3, 1828 i n L i b e r WB 22 f o l i o 280 E l i z a b e t h Dunbough To Richard Davis Deed J u l y 28, 1847 recorded October 14, 1847 i n L i b e r WB 137 f o l i o 171 Henry Addison, Mayor of Georgetown To John Kurtz a t a t a x s a l e Deed A p r i l 10, 1848 recorded J u l y 10, 1848 i n L i b e r WB 144 f o l i o 103 Richard Davis Samuel R e i n t z e l l , only c h i l d and h e i r t o E l i z a b e t h Dunbough To John Kurtz Deed March 8, 1860 recorded October 1 1 , i860 i n L i b e r J.A.S. 205 f o l i o 290 John D. Kurtz e t ux Jane T. To Corporation of Georgetown Deed October 14, 1859 recorded October 1 1 , 1860 i n L i b e r J.A.S. 205 f o l i o 293 James A. R e i l l y John M. R e i l l y and William H. R e i n t z e l l e t a l 1 1860 90 �WEST GEORGETOWN SCHOOL HABS No. DC-110 (Page 3) 1954 1955 To Corporation of Georgetown Deed November 30, 1954 recorded December 9, 1954 i n L i b e r 10339 f o l i o 121 The Board of Commissioners of the D i s t r i c t of Columbia To Robert C. Deigert David N. Yerkes Tenants i n common S e l l e r acting pursuant to a u t h o r i t y under Act of Congress August 5, 1939 (53 STAT. 1218) Sold f o r $26,155 Deed November 4, 1955 recorded i n L i b e r 10547 f o l i o 137 Robert C. Deigert and wife Joan David N. Yerkes and wife Catherine To Robert S. K e r r and wife Grayee B. Tenants by e n t i r e t y 2. Date of e r e c t i o n : B u i l t i n 1911 ( A r c h i t e c t u r a l drawing i n o f f i c e of Deigert and Yerkes, A r c h i t e c t s , Cabin John, Maryland) 3. A r c h i t e c t : Snowden Ashford; born 1866, died January 26, 1927. Appointed a s s i s t a n t building inspector f o r the D i s t r i c t of Columbia i n 1885. Appointed Municipal A r c h i t e c t July, 1909 and resigned i n 1921 to engage i n p r i v a t e p r a c t i c e . Ashford was a member of the Washington Chapter of the American I n s t i t u t e of A r c h i t e c t s and one of the organizers and o f f i c e r s of the A r c h i t e c t u r a l Club of Washington. (Obituary, American A r t Annual, Volume 24) T.J.D. F u l l e r signed the drawing of the building which was located i n the Cabin John, Maryland o f f i c e of Deigert and Yerkes, Architects. 4. O r i g i n a l plans, construction, e t c . : The o r i g i n a l drawings are s a i d t o be i n the possession of Mrs. Robert S. K e r r , J r . ; wife of the former U.S. Senator from Oklahoma. One drawing w i t h the names of the a r c h i t e c t (Snowden Ashford, Municipal A r c h i t e c t , D i s t r i c t Manual Training School, L 208SQ1279) and the draftsman (T.J.D. F u l l e r Arch't., 806 17th S t . , Dec. 10, 1910) i s i n possession of the f i r m of Deigert and Yerkes, A r c h i t e c t s , 8001 MacArthur Boulevard, Cabin John, Maryland. 5. Notes on a l t e r a t i o n s and additions: The building underwent remodeling when the school was discontinued and o f f i c e space was created f o r the D i s t r i c t . The f i r m of Deigert and 91 �WEST GEORGETOWN SCHOOL HABS No. DC-110 (Page 4) Yerkes, A r c h i t e c t s , engaged i n extensive remodeling of the i n t e r i o r of the building and steam cleaned the e x t e r i o r . ( D i s t r i c t B u i l d i n g ; B u i l d i n g permits A60820, 11/10/54 r e p a i r ; A61750, 12/16/54 r e p a i r ; A61999, 12/29/54 fence; A62000, 12/29/54 sign; A69608, 1/7/55 plumbing: and A62473, 1/18/55 r e v i s i o n ) . 6. Important Old Views: Photographs i n the National Archives, Record Group 54; Bureau of Plant Industry: No. 12524; J u l y 28, 1911 shows some construction along sidewalk No. 29888, dated 1926; No. H20513, dated 1917. Photographs i n the f i l e s of the Commission of Fine A r t s , undated, c r e d i t : The Commercial Photo Co., I n c . , 1403 H S t r e e t , N W , Washington, D.C, two photographs show.. ing the building as a school. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : I n 1858 the Corporation of Georgetown decided t o provide a school building on High S t r e e t . The r e s o l u t i o n follows: "A r e s o l u t i o n i n r e l a t i o n t o a Town School: Whereas i t i s represented that a portion of the l o t a t the corner of High (Wisconsin Avenue) and Fourth S t r e e t [ s i c - Market S t r e e t was meant - Fourth S t r e e t was c a l l e d Volta S t r e e t ] (33rd S t . ) was o r i g i n a l l y donated f o r the purpose of erecting thereon buildings f o r educational purposes, Therefore: Be i t resolved by the Board of Aldermen snd Board of Common Council of the Corporation of Georgetown, that the guardians of the Town School be, and they are hereby i n s t r u c t e d t o take such steps as i n t h e i r judgment may be necessary t o secure the above mentioned l o t f o r the purpose of erecting thereon a s u i t a b l e house f o r school purposes. Approved June 19, 1858" Ordinances of the Corporation of Georgetown w i t h a Table of Contents. From March 1858 t o March 1859, printed by order of the Corporation by E z e k i e l Hughes, p r i n t e r , 1859, Georgetown, D.C. p. 2 1 . This was accomplished a t an expense of $4,500. I n 1860 i t was decided t o erect a new school. "Recites that s a i d property has been bought pursuant t o a resol u t i o n passed by 2nd party [Corporation of Georgetown], proposed i n s a i d r e s o l u t i o n t o erect a schoolhouse on land to be purchased by them w i t h i n that part of Georgetown 92 �WEST GEORGETOWN SCHOOL HABS No. DC-110 (Page 5) l y i n g West of High and North of 1st S t r e e t s as by reference to s a i d r e s o l u t i o n w i l l more f u l l y appear." [ L i b e r JAS 205 f o l i o 290; October, 1860, Recorder of Deeds, D i s t r i c t of Columbia] The enacting r e s o l u t i o n was approved i n 1861. "A Resolution i n favor of the West Georgetown School Resolved by the Board of Aldermen and Board of Common Council of the Corporation of Georgetown, that the Mayor and C l e r k of the Corporation be, and they are hereby, authorized to issue a c e r t i f i c a t e of the stock of t h i s Corporation, to the amount of one thousand d o l l a r s , i n favor of and payable to the order of the 'guardians of the Georgetown School,' f o r the purpose of enabling s a i d guardians to put i n operation the West Georgetown Public School: Provided, that the s a i d guardians pay i n t e r e s t on the s a i d one thousand d o l l a r s , q u a r t e r l y , at the rate of s i x percent per annum; s a i d i n t e r e s t to be paid out of the school-tax fund: Provided f u r t h e r , that s a i d c e r t i f i c a t e of stock be paid o f f as soon as s a i d schooltax fund w i l l admit, without i n t e r f e r i n g w i t h the operat i o n of the s a i d West Georgetown School. Approved January 26, 1861." [Ordinances of the Corporation of Georgetown from January 1861 to January 1862. p r i n t e d by order of the Corporation, 1862, p. 11] The name of the School was changed before 1887 when i t was known as Public School No. 3. I n 1901 the l a s t pupils attended the school and i t was abandoned and subsequently demolished i n 1910 when plans f o r a more s u b s t a n t i a l school building were formulated. I n 1911 the new building was completed and the six-room school opened i n 1912 o f f e r i n g v o c a t i o n a l t r a i n i n g . I n 1918 i t was described as a school f o r preserving and cooking i n the manual t r a i n i n g d i v i s i o n of the Public School System. During the depression f r e e hot lunches were served at the school, and i n 1941 i t was known as the c e n t r a l lunch k i t c h e n . From 1942 to 1949 canning c l a s s e s were p a r t of i t s c u l i n a r y a r t s program, but i n 1950 the b u i l d i n g was converted to space f o r o f f i c e s serving the 93 �WEST GEORGETOWN SCHOOL HABS No. DC-110 (Page 6) school system and for surplus food storage. F i n a l l y , i n 1954 the Government of the D i s t r i c t of Columbia offered the building for sale, and an architectural firm purchased i t for professional offices. Prepared by Dr. James Philip Noffsinger Architect National Park Service August 17, 1966 PART I I . A. ARCHITECTURAL INFORMATION General Statement: 1. 2. B. Architectural character: Originally designed as a school for culinary a r t s , building has been remodeled for professional offices. Exterior remains substantially unaltered and i s a suave example of post-1900 archeological phase of Georgian r e v i v a l s t y l e . Condition of fabric: Good; i n t e r i o r remodeled 1954-1956. Technical Description of Exterior: 1. Overall dimensions: Wisconsin Avenue (east) elevation 79'-1"; 33rd Street (west) elevation 81'-5"; southeast elevation, 26'-9", southwest, 34'-7"; north elevation approximately 40'. Structure i s two stories i n height, irregular i n plan. 2. Foundations: 3. Wall construction: Red Flemish bond brick painted light grey. Brick quoins four courses high at corners and flanking s l i g h t l y projecting three-bay center pavilion of east front. Swag-carved stone ornaments under second-floor windows flanking east entrance and over center window of west wall. 4. Chimneys: Red brick chimney (approximately 4'0" x 2'-0") with plain stone cap over northeast quadrant of building. Very large round metal vent located i n center of roof. 5. Openings: a. Brick to grade, foundation capped by water table. Doorways and doors: Wisconsin Avenue door (6'-2 1/2" masonry opening) i s flanked by Ionic p i l a s t e r s supporting curved dentilled pediment. 33rd Street door (6*-9" masonry opening) i s flanked by 3/4 round engaged Raman Doric columns surmounted by iron-railed balcony. Plain torus moldings at bases of columns rest on incised plinths. Wooden double doors of Wisconsin Avenue entrance have 94 �WEST GEORGETOWN SCHOOL HABS No. DC-110 (Page 7) single large glazed panels. 33rd Street double doors have two simple wooden panels below glazed areas. Both entrance s i l l s are of granite; four granite steps lead from the landing at the east entrance, five at the west. b. Windows and shutters: Twelve-over-twelve-light doublehung wooden sash i n very f l a t segmental-arched openings with stone s i l l s predominate. On five-bay east front larger windows are 4'-8" wide. Four narrower (3'-2") windows flanking east entrance and center window above are nine-over-nine. Twelve-over-twelve-light center window r i c h l y framed i n carved stone frontispiece with flanking console motifs and double keystone. Pediment lunette has r a d i a l "spiderweb" muntins. Nine-bay west elevation has window openings 4'-4" wide. Double window over west entrance twelve-over-twelve-light with glazed semi-circular transom. Of four west basement windows north of entrance, two nearest entrance are twelve-light single sash, and two are ventilators. Bay window on north elevation i s not part of original construction; probably added i n remodeling of 1954-1956. No shutters. 6. Roof: a. Shape, covering: Roof i s hipped, with s l i g h t l y projecting gable over eastern pediment. b. Framing: c. Cornice, eaves: dentilled base. d. Dormers. Unknown. Cyma recta modillioned cornice with None. Technical Description of Interiors: Interior has been completely altered i n the remodeling of 19541956. Present plan i s divided into several professional suites which open onto central east-west hallway connecting the two entrances. Site: 1. General setting and orientation: The building i s sited an an irregular triangular l o t formed by the intersection of Wisconsin Avenue, N W , and 33rd Street, N W , resulting i n .. .. the oddly-shaped plan. This location, near the top of the long h i l l cresting at R Street, N W , i s on the northern .. 95 �WEST GEORGETOWN SCHOOL HABS No. DC-110 (Page 8) fringe of the Georgetown commercial d i s t r i c t and i s adjacent to a t o t a l l y residential neighborhood to the west. Enclosures: A bricx retaining wall with granite coping extends southward along Wisconsin Avenue public sidewalk and buttresses an embankment above small court an grade with 33rd Street. Outbuildings: None. Walks: The building abuts public sidewalks along Wisconsin Avenue and 33rd Street, Lands c aping. None. Prepared by Thomas R. Martinson Student Assistant Architect National Park Service August 3 , 1966 �West Georgetown School 1640 Wisconsin Avenue photo: Marc B l a i r , 1966 West Washington Hotel 1238 Wisconsin Avenue photo: Marc B l a i r , 1966 �WEST WASHINGTON HOTEL 1238 Wisconsin Avenue, N. W . (Georgetown) Washington, D. C. �HISTORIC AMERICAN BUILDING SURVEY HABS No. DC-103 WEST WASHINGTON HOTEL Location: 1238 Wisconsin Avenue, N.W., Washington, D.C. (Note: P r i o r to 1881, Wisconsin Avenue was c a l l e d High S t r e e t and hsd d i f f e r e n t address numbers. From 1881 to 1906, Wisconsin Avenue was known as 32nd S t r e e t and had present address numbers.) Present Owner: Roman Catholic Church of C h r i s t the King; 2301 Colston D r i v e , S i l v e r Spring, Maryland Present Occupant: B i l l y Martin's Carriage House Restaurant Present Use: Statement of Significance: Restaurant and apartments T h i s b u i l d i n g was w e l l known to Washingtonians as the West Washington Hotel f o r many years and was a f a v o r i t e meeting place f o r Congressmen. PART I . A. HISTORICAL INFORMATION Physical History: 1. O r i g i n a l and subsequent owners: The following i n f o r mation i s an incomplete chain of t i t l e to the land on which the s t r u c t u r e was b u i l t . The s i t e i s i n Square 1218, Lot 847, old Lot 89. 1805 John Dunlop died i n t e s t a t e (Administration Case 1-180). He had emigrated from I r e l a n d and died leaving Mary Dunlop, h i s mother; Frances B a c k l i e , h i s s i s t e r and Alexander Dunlop, h i s brother as heirs-at-law. References are to the Recorder of Deeds, D i s t r i c t of Columbia. The chain follows: 1818 Deed J u l y 4 , 1818 recorded October 2 1 , 1818 i n L i b e r AT f o l i o 114 Alexander Dunlop To Washington Bowie John Kurtz "...and b e n e f i t of the North w a l l of b r i c k house a f o r e s a i d ( t o the south of the property) when they wish to b u i l d adjoining same using same as a p a r t i t i o n W 8 l l and a l s o the p r i v i l e g e of l a y i n g foundations and extending the North w a l l of t h e i r house" 99 �WEST WASHINGTON HOTEL HABS No. DC-103 (Page 2) 1820 1841 1842 1842 1849 1853 1853 1858 Deed June 12, 1820 recorded June 14, 1820 i n L i b e r AY f o l i o 296 Washington Bowie e t ux Margaret C. To John Kurtz Deed December 18, 1840 recorded February 29, I 8 4 I i n L i b e r WB 83 f o l i o 505 John Kurtz To James Hicks Deed May 14, 1842 recorded June 25, 1842 i n L i b e r WB 94 f o l i o 440 James Hicks e t ux Margaret Helen To Benjamin F. M i l l e r Deed June 22, 1842 recorded August 19, 1842 i n L i b e r WB 96 f o l i o 173 James Hicks To Matilda O'Neale Deed i n Trust Sept. 10, 1849 recorded Oct. 3 1 , 1849 i n L i b e r JAS 58 f o l i o 215 Matilda O'Neale To Bennett S e w e l l Deed May 4, 1853 recorded June 15, 1853 i n L i b e r JAS 57 f o l i o 413 John Marbury, Trustee of court s e l l i n g the estate of Alexander Dunlop by decree of A p r i l 17, 1850 To Lewis Carberry One h a l f i n t e r e s t i n the property Deed June 10, 1853 recorded June 15, 1853 i n L i b e r JAS 57 f o l i o 420 James Hicks e t ux Margaret Helen Matilda O'Neale Lewis Carberry To Richard p e t t i t Deed December 1 , 1858 recorded December 16, 1858 i n L i b e r JAS 166 f o l i o 3 Bennett S e w e l l , Trustee Lewis Carberry Margaret H. Hicks James Hicks To Richard P e t t i t 100 �WEST WASHINGTON HOTEL HABS No. DC-103 (Page 3) 1867 1867 1874 1883 1885 1931 1941 1941 Deed November 19, 1867 recorded November 19, 1867 I n L i b e r ECE 19 f o l i o 331 Richard Pet-tit e t ux Mary Ann To William J . L. Nicodemus Deed December 6, 1867 recorded December 9, 1867 i n L i b e r ECE 24 f o l i o 154 W i l l i a m J . L. Nicodemus e t ux Frances E . To Richard P e t t i t Deed November 1 1 , 1874 recorded November 12, 1874 i n L i b e r 768 f o l i o 239 Charles H. P e t t i t , son of the l a t e Mary Ann P e t t i t and the l a t e Richard P e t t i t To Richard F u l l a l o v e Deed November 6, 1883 recorded March 18, 1884 i n L i b e r 1073 f o l i o 199 Richard F u l l a l o v e e t ux E l i z a b e t h J . To Joseph Schladt Deed A p r i l 18, 1885 recorded A p r i l 18, 1885 i n L i b e r 1122 f o l i o 155 Richard F u l l a l o v e e t ux E l i z a b e t h J . To Joseph Schladt Deed December 12, 1930 recorded January 9, 1931 i n L i b e r 6518 f o l i o 171 Commissioners of the D i s t r i c t of Columbia To Charles H. W i l t P i e (Tax S a l e ) Executor's Deed February 2 1 , 1938 recorded March 5, 1941 i n L i b e r 7585 f o l i o 595 Mary Emily W i l t s i e F i e l d as executor of the l a s t w i l l and testament o f Charles H. W i l t s i e , deceased To William G. Martin Executor's Deed March 2 1 , 1932 recorded March 5, 1941 i n L i b e r 7585 f o l i o 597 W i l l i a m G. Wadhams, widower a l s o known as W. Grant Wadhams as executor of the l a s t w i l l and testament of Mary A. Wadhams, deceased. To W i l l i a m G. Martin 101 �WEST WASHINGTON HOTEL HABS No. DC-103 (Page 4) 1943 1943 1943 1953 1959 1965 Deed February 25, 1941 recorded March 5, 1941 i n L i b e r 7585 f o l i o 599 Daniel w. O'Donoghue, J r . , Trustee under l a s t w i l l and testament of Joseph S c h l a d t , deceased, by decree passsed by D i s t r i c t Court on June 24, 1938. To W i l l i a m G. Martin Deed June 4, 1943 recorded June 15, 1943 i n L i b e r 7586 f o l i o 77 William Martin and wife Martha M. To Carle W. Turner Deed June 4, 1943 recorded June 15, 1943 i n L i b e r 7865 f o l i o 79 Carle W. Turner, unmarried To William G. Martin et ux Martha M. Tenants by e n t i r e t y Deed A p r i l 8, 1953 recorded May 12, 1953 i n L i b e r 9963 f o l i o 419 Martha P a t r i c i a Simpson (nee Martin) daughter and one of the only two h e i r s and devisees under the w i l l of William G. Martin, deceased, who was s u r v i v i n g tenant by e n t i r e t y of Martha M. Martin To William A. Martin, son and the only other h e i r Deed October 19, 1959 recorded October 19, 1959 i n L i b e r 11325 f o l i o 529 W i l l i a m A. Martin et a l To B i l l y Martin's Carriage House, I n c . Deed November 15, 1965 recorded November 15, 1965 i n L i b e r 12513 f o l i o 21 B i l l y Martin's Carriage House, I n c . To C h r i s t the King Roman Catholic Church 2. Date of erection: Probably c. 1850. The deed of 1842 c i t e d above includes a clause permitting use of a p a r t y w a l l f o r construction, should any be undertaken, and a ten-year lease dated October 10, 1851, recorded June 26, 1852 i n L i b e r JAS 42 f o l i o 200 r e f e r s to adjacent b u i l d i n g on corner as unfinished. 3 Architect: 4 O r i g i n a l p l a n s , c o n s t r u c t i o n , e t c . : None known. 5. Notes on a l t e r a t i o n s : Many recent alterai.ions are recorded i n the D i s t r i c t B u i l d i n g ranging from 1936 t o 1958 f o r a v a u l t , plumbing, r e p a i r , r e f r i g e r a t i o n , e t c . T h e i r l i s t i n g follows: Unknown. 102 �WEST WASHINGTON HOTEL HABS No. DC-103 (Page 6 ) PART I I . ARCHITECTURAL INFORMATION: A. General Statement: 1. 2. B. A r c h i t e c t u r a l character: I n s p i t e of extensive modern a l t e r a t i o n s , t h i s b u i l d i n g , once an important Georgetown h o t e l , r e t a i n s much of i t s o r i g i n a l character. Condition of f a b r i c : Good; r e c e n t l y reconditioned. Technical Description of E x t e r i o r : 1. O v e r a l l dimensions: Old building: 30'-3" (dimension of porch across four bays) x 45'-5". L a t e r additions extend to a l l e y , approximately 100' t o t a l depth. Four s t o r i e s i n height. 2. Foundations: 3. Wall construction: Red b r i c k of common bond w i t h headers every 6 courses, has been painted white on East ( s t r e e t ) facade. Side brickwork above eave l i n e i s recent. 4. Porches: Shallow wooden porch r e s t i n g d i r e c t l y on cement sidewalk i s e c l e c t i c i n s t y l e current c. 1870 and i s c l e a r l y old. I t appears t o have been assembled from elements of another s t r u c t u r e , since i t p r o j e c t s beyond facade bays, i s inserted beneath a more modern overhang, and has two r a i l e d - o f f areas w i t h no access. Spool-ands p i r a l - t u r n e d tapering colonettes w i t h vaguely Byzantine c a p i t a l s r e s t on posts of cross-braced r a i l i n g and support chamfered impost s h a f t s , seme w i t h cross-bracing. Large s i g n p a r t l y obscures impost zone. 5. Chimneys: 6. Openings: B r i c k t o grade. None v i s i b l e from s t r e e t . a. b. 7. Doorways and doors: Glazed wooden double doors a t 1238 are recent. Simple glazed wooden door a t 1240 leads t o upper f l o o r s , has p l a i n wooden casing. Windows and s h u t t e r s : S i x - o v e r - s i x - l i g h t double-hung wooden sash windows diminish i n height from second to f o u r t h f l o o r . S i l l s apparently wooden; l i n t e l s are sheathed i n heavy geometric t i n embellishments. Roof: a. Shape, covering: rxunt portion of roof r i s e s over modern addition; o r i g i n a l roof slopes s l i g h t l y toward r e a r . 104 �WEST WASHINGTON HOTEL HABS No. DC-103 (Page 5) Permit No. 188745 243317 248988 266111 820 277473 281243 282357 A-35316 A-45505 A-46515 B-36472 Date 3/9/36 5/7/41 11/5/41 1/6/44 1A2/45 5/7/45 11/9/45 1/21/46 9/3/52 2/2/53 3/11/53 8/5/58 Purpose repair repair repair repair plumbing repair addition vault repair plumbing refrigeration plumbing One of the major a l t e r a t i o n s i s quoted below: "9/3/52 A35316 close door a t f r o n t and i n s t a l l window i n s t a l l 8" cinder block w a l l a t r e a r passage make one h o r i z o n t a l exit 3'-8" wide r e f i n i s h i n t e r i o r as/plans i n s t a l l c l a s s "B" f i r e door a t foot of new s t a i r s r a i l s a t a l l steps t i n roof $2,000.00 William A. Martin 3940 N. Glebe Road Arlington" The major a l t e r a t i o n was supervised by Maurice May, architect. 6. Important old views: None. H i s t o r i c a l Events Connected w i t h the S t r u c t u r e : This b u i l d i n g was a well-known h o t e l and restaurant from the 1880's t o the present and has been a f a v o r i t e gathering place f o r prominent o f f i c i a l s . Known as Schladt's Hotel and l a t e r as the West Washington Hotel, t h i s was the ibode of Joseph Schladt from 1877 u n t i l 1936, a period of i9 y e a r s . Washington, D.C. d i r e c t o r i e s give the following oenant information: 1877 1881 1885-1896 1897-1936 1937-1939 1940-1943 - Joseph Schladt Joseph Schladt; saloon Joseph Schladt; h o t e l and restaurant West Washington Hotel; Joseph Schladt not l i s t e d vacant. Prepared by Dr. James P h i l i p Noffsinger Architect National Park S e r v i c e August 15, 1966 103 �WEST WASHINGTON HOTEL HABS No. DC-103 (Page 7) b. Framing: Unknown. c. B o l d l y projecting modillioned cornice of ponderous e c l e c t i c design i s supported v i s u a l l y by f i v e elaborate consoles. d. Dormers: None. Technical D e s c r i p t i o n of I n t e r i o r s : •'n a l t e r a t i o n ; was not recorded. I n t e r i o r has been gutted Site: 1. General s e t t i n g and o r i e n t a t i o n : Faces east on Wisconsin Avenue, N.W. en a g e n t l y sloping (north t o south) s i t e between Prospect and N S t r e e t s near the center of Georgetown's busy commercial s t r i p . 2. Enclosures: None. 3. Outbuildings: At l e a s t three b r i c k e l l s have been added westward from the o r i g i n a l s t r u c t u r e ; traces of an e a r l y porch remain on the north e l e v a t i o n of the major e l l , 4. Walks: Fronts upon modern public sidewalk on Wisconsin Avenue. 5. Landscaping: None. Prepared by Thomas R. Martinson Student A s s i s t a n t A r c h i t e c t National Park S e r v i c e August 8, 1966 105 �APPENDIX OLD GEORGETOWN ACT HISTORIC AMERICAN BUILDINGS SURVEY �APPENDIX OLD GEORGETOWN ACT Public Law 808 - 81st; Congress - H.R. D.C. Code 5-801, 64 S t a t . 903 7670 An Act To regulate the height, e x t e r i o r design, and construction of p r i v a t e and semipublic buildings i n the Georgetown area of the National C a p i t a l . Be i t enacted by the Senate and House of Representatives of the United S t a t e s of American i n Congress Assembled. That there i s hereby created i n the D i s t r i c t of Columbia a d i s t r i c t known as "Old Georgetown" which i s bounded on the east by Rock Creek and Potomac Parkway from the Potomac R i v e r to the north boundary of Dumbarton Oaks Park, on the north by the north boundary of Dumbarton Oaks Park, Whitehaven S t r e e t and Whitehaven Parkway to T h i r t y - f i f t h S t r e e t , south along the middle of T h i r t y - f i f t h S t r e e t to Reservoir Road, west along the middle of Reservoir Road to Archbold Parkway, on the west by Archbold Parkway from Reservoir Road to the Potomac R i v e r , on the south by the Potomac R i v e r to the Rock Creek Parkway. Sec. 2. I n order to promote the general welfare and to preserve and protect the places and areas of h i s t o r i c i n t e r e s t , e x t e r i o r a r c h i t e c t u r a l features and examples of the type of a r c h i t e c t u r e used i n the National C a p i t a l i n i t s i n i t i a l y e a r s , the Commissioners of the D i s t r i c t of Columbia, before i s s u i n g any permit f o r the cons t r u c t i o n , a l t e r a t i o n , reconstruction, or razing of any building w i t h i n s a i d Georgetown d i s t r i c t described i n s e c t i o n 1 s h a l l r e f e r the plans to the National Commission of Fine A r t s f o r a report as to the e x t e r i o r a r c h i t e c t u r a l f e a t u r e s , height, appearance, c o l o r , and texture of the m a t e r i a l s of e x t e r i o r construction which i s subject to public view from a public highway. The National Commission of Fine A r t s s h a l l report promptly to s a i d Commissioners of the D i s t r i c t of Columbia i t s recommendations, including such changes, i f any, as i n the judgment of the Commission are necessary and desirable to preserve the h i s t o r i c value of s a i d Georgetown d i s t r i c t . The s a i d Commissioners s h a l l take such actions as i n t h e i r judgment are r i g h t and proper i n the circumstances: Provided, That, i f the s a i d Commission of Fine A r t s f a i l s to submit a report on such plans w i t h i n f o r t y - f i v e days, i t s approval thereof s h a l l be assumed and a permit may be issued. Sec. 3. I n c a r r y i n g out the purpose of t h i s Act, the Commission of Fine A r t s i s hereby authorized to appoint a committee of three s r c h i t e c t s , who s h a l l serve as a board of review without expense to the United States and who s h a l l advise the Commission of Fine i r t s , i n w r i t i n g , regarding designs and plans r e f e r r e d to i t . 107 �Sec. 4. Said Commissioners of the D i s t r i c t of Columbia, with the a i d of the National Park Service and of the National Park and Planning Commission, s h a l l make a survey of the "Old Georgetown" area f o r the use of the Commission of Fine A r t s and of the b u i l d ing permit o f f i c e of the D i s t r i c t of Columbia, such survey to be made at a cost not exceeding $8,000, which amount i s hereby authorized. Sec. 5. Nothing contained i n t h i s Act s h a l l be construed as superseding or a f f e c t i n g i n any manner any Act of Congress heretofore enacted r e l a t i n g to the a l t e r a t i o n , r e p a i r , or demolition of i n s a n i t a r y or unsafe dwellings or other s t r u c t u r e s . Approved September 22, 1950. HISTORIC AMERICAN BUILDINGS SURVEY The H i s t o r i c American Buildings Survey was i n i t i a t e d i n 1933 by the National Park Service i n collaboration w i t h the American I n s t i t u t e of A r c h i t e c t s and the L i b r a r y of Congress to e s t a b l i s h a permanent archive of American a r c h i t e c t u r e . The aims of the Survey were recognized by the H i s t o r i c American S i t e s Act of 1935, enacted to "secure, c o l l a t e , and preserve drawings, plans, photographs, and other data of h i s t o r i c and archeologic s i t e s , b u i l d ings, and objects." By the end of 1941, when World War I I caused a suspension of a c t i v i t y , 6,389 s t r u c t u r e s had been recorded. I n 1957 the Survey was r e a c t i v a t e d on a long-range b a s i s . A r c h i t e c t u r a l i n t e r e s t and m e r i t , i n addition to h i s t o r i c a l s i g n i f i c a n c e , are the b a s i c c r i t e r i a f o r s e l e c t i o n . One of the largest n a t i o n a l c o l l e c t i o n s of i t s k i n d , the Survey now contains over 27,500 measured drawings, 38,500 photographs, and 7,500 pages of a r c h i t e c t u r a l and h i s t o r i c a l data f o r approximately 11,000 h i s t o r i c buildings throughout the United S t a t e s , Puerto R i c o , and the V i r g i n I s l a n d s . An i l l u s t r a t e d HABS c a t a l o g , geographically arranged and f u l l y i n dexed was published i n 1941, and a supplement was issued i n 1959. New catalogs are being published by s t a t e s because of the increasing s i z e of the c o l l e c t i o n . HABS catalogs may be consulted i n l i b r a r i e s throughout the country. The data and photographs i n t h i s p u b l i c a t i o n have been selected from records made by the HABS f o r i t s archive at the L i b r a r y of Congress. Copies of HABS m a t e r i a l are a v a i l a b l e from the D i v i s i o n of P r i n t s and Photographs, L i b r a r y of Congress, Washington, D. C., 20540. The L i b r a r y of Congress w i l l supply price l i s t s on request. 108 �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Georgetown commercial architecture : Wisconsin Avenue Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Georgetown (Washington, D.C.) Creator An entity primarily responsible for making the resource The Commission of Fine Arts United States. National Park Service. Office of Archaeology and Historic Preservation Contributor An entity responsible for making contributions to the resource The Historic American Buildings Survey United States. Department of the Interior Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text Description An account of the resource Please note: This report includes irregularly-sized pages. If the report is not visible, try scrolling to the right or left or using the zoom in (+) or zoom out (-) functions in the PDF viewer window. https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/6e268d54b187ee66b3bf1c0ca9c5ee4a.pdf?Expires=1790208000&Signature=Yo%7E66jKaCq2b-5N10DSuZVPP8Bboavd2rdsfvPK5oOOp0q47izm8evymSfvBU4ecDqmu5daa%7E4Y9MNES4iZARZznWJc0tWO8DD7JAwMqAL5CrIGFa%7EhieB%7EXHPMGemKUJHOtSacDBsa7vkKT3OzQ5so6LvMetFciLyCxjaY95WMB5vxrIPGroDat79DdiZdBf%7EE9TYx1qORM-uD2Okl5iEYo%7EYA2jWNdKo-h9tS5qOP4uWPWekwp52t2cpcZ1dHBqiMIggMAApWmKmoXEoCbmyxNoNglRahqbpIu70qrBgbf7WKrIPbRX29fmooJ%7EundIeq8rh8Tvnn%7EptPIQ2MwVw__&Key-Pair-Id=K6UGZS9ZTDSZM 19c246420949f7a0ae58f09506a6bf56 PDF Text Text WISCONSIN AVENUE STUDY WASHINGTON, D.C. , INCREASING THE TRAFFIC CARRYING CAPABILITY OF URBAN ARTERIAL STREETS �Increasing the Traffic-Carrying Capabilit; Urban A r t e r i a l Streets BY THE OFFICE OF RESEARCH BUREAU OF PUBLIC ROADS Reported by JACK HERMAN and ARTHUR A. CARTER,JR. Highway Research Engineers �INCREASING THE TRAFFIC CARRYING CAPABILITY OF URBAN ARTERIAL STREETS TABLE OF CONTENTS Page PART 1 . INTRODUCTION AND SCOPE OF PROBLEM Purpose of Research ••• The Study Street I -5 PART 2 . SUMMARY OF FINDINGS Phase 1 Phase 2 Phase 3 • • • 7 // '3 PART 3 . INCREMENTAL STEPS IN DEVELOPMENT OF INCREASED TRAFFIC CARRYING CAPABILITY Development of Capacity Curve 19 Phase 1—Measures Designed to Increase the T r a f f i c Carrying Capability at No or Relatively L i t t l e Cost to Taxpayers . . . . . „ *T 1. 2. 3. k. 5. 6. 7. 8. 9. 10. U. 12. Conversion of Transit Line From a Streetcar to a Bus Operation. ^ Immediate Specific Turning Movement Controls . . . £6 Removal of Parking 2t Pedestrian Controls 3"f Provision of Lane Markings 39 Control of U-Turns #0 Retiming of Present T r a f f i c Signals . . . . 4 2Development and Enforcement of No Left-Turn Regulations at Minor Intersections . t t Development and Enforcement of Controls on Turning Movements at Midblock Locations m Closing Off Streets 5"' One-way Streets 53 Volume Increase—Phase 1 55" a. Volumes Expected on Main 60 Foot Wide Section of Street . . £S b. Volumes Expected Between Calvert Street and 3*rth Street . • 5% c. Volumes Expected on Narrower Section i n Georgetown below 3lrth Street St' Phase 2—Measures Designed to Increase the Street Capacity, Involing Moderate Expenditures and Construction . . 6° 1. £P Widening of Narrow Section of Street �2. 3. Page Progressive Signal System . . . . . . . . . . . . . . VJ Reconstruction and Channelization at Major Intersections . . . . 67 a. Q Street—"dog-leg" Intersection . . . . . b. 33rd Street--Reservoir Road Complex Intersection . . . . . . c. Calvert S t r e e t — 3 7 t h Street Complex Intersection d. Massachusetts Avenue--Garfield Street Complex Intersection. . e. Van Ness Street Intersection f. Tenley Circle g. River Road--Brandywine S t r e e t — U l s t Street Complex Intersection h. Western Avenue Intersection . . . . . . . . . . . . . . . . . k» 5. 6. 7. Resurfacing Provision of Bus Bays Improved Lighting Volume Increase—Phase 2 » . 73 fS 1J> . . . . . . . . . . 77 Phase 3--Measures Designed to Increase the Street Capacity, Involving Major Expenditures and Construction 1. j>7 »J ®o 69 7& 7° . 7/ fX- 77 Grade Separation at the Intersection of Massachusetts Avenue and Wisconsin Avenue St a. Direct Connection Grade Separation for Southbound LeftTurn Lane Only ( A l l other operations at-grade) • b. F u l l Grade Separation Except for Southbound Left-Turn Movement c. F u l l Grade Separation of A l l Major Movements 2. 3. k. 5. 6. 7. $f ^ S3 Q Street Major Channelization . n Street Widening Provision of Median Divider tflf Pedestrian F a c i l i t i e s at Major Department Store at Wisconsin and Albermarle Streets . ....... Grade Separation at Tenley Circle 91 Ultimate Volume Level Obtained—Phase 3 Y3 Economic Analysis . PART k. APPLICATION OF POLICE POWER AND PLANNING CONTROLS Regulatory and Access Control Provisions . Planning Controls PART 5. 9f • • fo9 EXISTING DATA AVAILABLE REGARDING CURRENT CONDITIONS T r a f f i c Volume Data . . T r a f f i c Accident Data //7 //f �Wisconsin Avenue T r a f f i a Signal System 1. Signal Controller Operation 2. Limitations of the Wisconsin Avenue Signal System Page \at+ ....... t&t Existing Lighting F a c i l i t i e s 1. Right-of-Way 2. Historical Background on Wisconsin Avenue ,...».••/*> t'SI PART 6 . ADDITIONAL DATA FROM FIELD STUDIES Control Sections T r a f f i c Flov and Friction Data Obtained by Use of Test Vehicle . . T».»*'.V«J»'V« - -" ' . " 1 . Methods of Operation /$& 2. Results of Test Car Operation t^O e l 3. Sfecrf'* CcM,l-if| Seet/«««5 . ~/£?) Driver Tension Induced by Travel on Wisconsin Avenue Intersection Capacity Studies T r a f f i c Interference Investigation Parking Studies Physical Features and Land Use Study Speed Distribution Curves . .. Vehicle Occupancy Study . . . . . . . . . . . . . License Check APPENDIX ///" fS6 IbS* . 170 / 7>5* 164fSS �LIST OF FIGURES Figure No. 1. Geographic Location of the Study Route 2. Q Street "Dog-Leg" Intersection 3. 33rd Street-Reservoir Road Intersection h, Calvert Street-37th Street Intersection 5. Massachusetts Avenue-Garfield Street Intersection. . . . . . . 6. Van Ness Street-Upton Street Intersections 7. Tenley Circle Intersection . . . . . 8. River Road-Brandywine Street-^lst Street Intersection 9. Western Avenue Intersection ... 10. Direct Left Turn Connection for the Southbound Wisconsin Avenue T r a f f i c Proceeding Westbound on Massachusetts Avenue . . . . 11. F u l l Grade Separation for the Wisconsin Avenue and Massachusetts Avenue Intersections 12. F u l l Grade Separation of a l l Major Movements at the Intersection of Massachusetts Avenue and Wisconsin Avenue . . . . . . . . 13. P i c t o r i a l Rendering of the F u l l Grade Separation of Wisconsin Avenue and Massachusetts Avenue lk, Q Street Major Channelization 15. P i c t o r i a l Rendering of the Q Street Major Channelization . . • 16. Grade Separation of Tenley Circle 17. P i c t o r i a l Rendering of the Grade Separation at Tenley Circle . 18. At Grade Intersection of Wisconsin Avenue at Tenley Circle . . 19. 2^ Hour Weekday T r a f f i c on;Wisconsin Avenue (North of D. C. Line) 20. Existing Signal Progression 21. Control Section Numbers /V �Figure No. 22. Traffic, (uialyzer—Machine Tape I l l u s t r a t i o n . 23. Average Speeds for the Five Study Periods for the Northbound Direction. . 2k. Average Speeds for the Five Study Periods i n the Southbound Direction 25. Average Speeds by Control Sections . . . . . . . 26. Average Running Speeds by the Five Study Periods of the Day for the Northbound Direction Average Running Speeds on Wisconsin Avenue for the Five Study Periods of the Day i n the Southbound Direction . 27. 28. 29. 30. .. Peak Hour Average Speeds Peak Hour Average Running Speeds . Average Travel Time i n Seconds per Run by Control Section for the Northbound Direction . 31* Average . . Travel Time i n Seconds per Run by Control Section for the Southbound Direction 32. Total No. of Stops per Run by Control Section—Northbound. . . 32a. Total No. of Stops per Run by Control Section—Southbound. . . . 33* Average Number of Stops per Run for the Northbound and Southbound Directions by Time of Day. 33a. Average Number of Stops per Run by Control Sections. . . . . . 3U. Average Signal Delays per Run for the Five Study Periods . . . 35. Percentage of Time by Periods of the Day that Test Vehicle was Under the Influence of Frictional Events . ...... 36. Standard Deviation of Speed Changes as Related to Internal Stream Friction ............... 37. Parking Utilization Curve for Control Section 1-2 38. Parking U t i l i z a t i o n Curve for the Block from Hall Place—Observatory Lane to Calvert Street . . . Speed Distribution Curve 39. V �LIST OF TABLES Table No. 1. T r a f f i c Volumes Developed i n the Three Phases of the Study 2. Width and Lane Reversable Combinations i n Volumes per Hour of Green 3. Ten-hour L i s t Where Ten-hour Counts are Available U. Existing Street Right-of-Way Widths 5. Test Vehicle Speed Differences with "Before" and "After" Parking 6. Average Number of Times per Trip that the Test Vehicle Moved Back for Centered Position i n Lane 1 from Lane 2 7. Average Number of Times per Run that the Vehicle Moved Into a Centered Position i n Lane 2 from Other Positions 8. Intersection Delays Due to T r a f f i c Signals 9. 10. 11. Arithmetic Mean and Median of Speed Changes Associated with Specific Events Number of Vehicles i n the Various Duration Categories that Would be Effected by Removal of Parking Vehicle Occupancy �LIST OF PICTURES Wisconsin Avenue at Calvert Street . Wisconsin Avenue near River Road Wisconsin Avenue at Q Street T r a f f i c Impedance Analyzer T r a f f i c Impedance Analyzer ' ylf �APPENDIX 1. F i n a l Capacity Curves - Intersection Approach Capacities of e f f i c i e n t l y operated two-way urban a r t e r i a l streets. 2. Proposed Bus Stop Locations 2a. Bus Bay Requirements 3. Time Space Diagrams for the Signal Progression 4. Present T r a f f i c Controls 5. Proposed Signal System Cost 7. Diagram of T r a f f i c Flow Changes for the A.M. and P.M. Peak Hour 8. Twenty-four Hour Volume T r a f f i c Flows 9. "Before" and "After" at Wisconsin Avenue - Massachusetts Avenue and Garfield Street 10. Total Number of Accidents by Control Sections 11. Accident Rate by Study Unit 12. No. of Accidents by Manner and by Control Sections 13. Intersection Accident Rates 14. Existing Signal Timing 15. Five Types of Street Lighting 16. Compilation of Lighting 17. Compilation of Lighting on Cross Streets 18. Calculations of Average Foot Candles and Minimum Foot Candles for Lighting 19. S t a t i s t i c a l Test - Chi-square and t 20. Listing of Interstections Studied for Capacity and Copies of the Study and Summary Forms Used 21. Results of the Intersection Capacity Study for the A.M. and P.M. Peak Periods 22. Summary of the Field Crews' Observations for the Interference Study 23. Field Form Utilized for the Existing Parking Regulations �24. The Parking Usage Study Field Form 25. Physical Features and Land Use 26. Right-of-Way Distances to Buildings 1 �Fart I—Introduction and Scope of the Problem Purpose of research The basic objective of the Wisconsin Avenue Study l a to determine how to increase the traffic-carrying capability of this existing urban a r t e r i a l route to the maximum possible degree within existing right-ofway l i m i t s , particularly during peak hours, by adoption of the most e f f i c i e n t t r a f f i c control techniques and by other feasible upgrading measures, including construction. This study was undertaken by the Division of T r a f f i c Operations i n the Office of Research of the Bureau of Public Roads with the cooperation of the D i s t r i c t of Columbia Department of Highways and T r a f f i c . During the f i e l d work phase of t h i s study, approximately 60 junior engineers from the Bureau of Public Roads training program were u t i l i z e d . The Design Branch of the Office of Engineering provided assistance i n the development of proposed geometric designs. The Highway and land Administration Division of the Office of Research prepared the legal analysis for t h i s study. I t i s well known that many urban a r t e r i a l streets could operate more e f f i c i e n t l y and safely i f a l l presently known methods of increasing the carrying capacity could be applied. The Wisconsin Avenue Study i s a p i l o t undertaking for the purpose of demonstrating theoretically the effectiveness of these various known methods of increasing t r a f f i c capacity, when used i n combination. The end result w i l l be the Immediate preparation of a procedure manual for making similar studies. �The problem of the major urban a r t e r i a l routes has reached intolerable proportions. Construction of the urban expressways contemplated i n the highway program w i l l provide substantial r e l i e f , but the urban streets must remain the bulwark i n the urban transportation system for providing t r a f f i c distribution services. Presently the urban a r t e r i a l streets are overtaxed i n their a b i l i t y to provide t r a f f i c service for through t r a f f i c as well as to provide land use services along the f a c i l i t y i t s e l f . These two services clash and i n practically every major c i t y a r t e r i a l expressways that are being planned and b u i l t have as one of their major considerations the a b i l i t y to separate these two service functions. Highway administrators and engineers recognize that the tremendous cost, taking of land, and other d i f f i c u l t i e s involved i n expressway construction preclude their consideration as a wholesale solution to the urban t r a f f i c problem. Proposed circumferential expressway routes w i l l also provide r e l i e f to the urban areas of today and tomorrow, but they, too, can only ease the impact of the work t r i p rushes imposed on major urban a r t e r i a l routes. I t i s obvious that the major a r t e r i a l street systems must be used to the maximum capacity and efficiency i n order that the standards of our city's economical l i f e may be advanced. -X - �Motor vehicle t r a v e l data regarding the present use of urban and rural highways and the predicted uae i n 1975* as well as the present and predicted population, indicate the magnitude and seriousness of this problem. Almost one-half of the 665 b i l l i o n vehicle miles of travel annually i s on urban streets i n metropolitan areaa^"^ majority of the motor vehicle accidents occur on the urban streets which constitute only U percent of the 3*k million miles of roads. Today, though our c i t i e s and other urbanized places represent only a small fraction of the total United States land area, two-thirds of the Nation's 173 million people are massed there. Forecasts for the future predict that by 1975 the population w i l l have increased to about 235 million, the number of motor vehicles w i l l exceed 100 million and the motor vehicle t r a v e l w i l l exceed one t r i l l i o n vehicle miles annually. There can be l i t t l e doubt that the magnitude of the urban highway problem i s moat real and that a l l available measures must be completed to improve the t r a f f i c operating conditions of the existing street system. This research study was not intended to develop entirely new techniques of t r a f f i c operations, but rather was intended to develop more effective use of the existing tools now available, and to predict the levels of increased capacities that can be obtained by the u t i l i z a t i o n of t h i s knowledge. A major purpose was to stimulate urban t r a f f i c authorities to the realisation that concentrated attention to t h e i r major a r t e r i a l routes w i l l reap substantial benefits i n their t r a f f i c flow problems• �I t i s not within the scope of t h i s study to evaluate the drastic steps required to change the composition of the c i t y I t s e l f or, more s p e c i f i c a l l y , the neighborhoods through which t h i s street passes. This area of study properly belongs within the framework of the over-all transportation planners. The nature of the city's plan, whether organic or other, must ultimately be decided by the citizens themselves. Of course, i t i s recognized that changes i n land use, changes i n toning and introduction of residential land uses mixed with commercial development, would tend to change t r i p lengths as well as characteristics of t r a f f i c flow. This area of study encompasses radical changes i n land values and land patterns which are associated with the economic and sociological respons i b i l i t i e s of the community. Although .it i s recognized that t r a f f i c volumes are a direct function of these over-ell planning considerations, the purpose of t h i s study was to treat the existing disease with existing medicines rather than t o develop new antibiotics. I t should be stressed that t h i s study was limited to improvements possible without destruction of or damage to any fronting buildings, except i n very special cases. That i s , a l l Improvements had to be f i t t e d within existing building l i n e s , with adequate provision for sidewalks. �The study recognized that as pressure increases to push the capacity levels of our existing streets to greater and greater heights, the r e a l danger exists that these highly developed major a r t e r i a l routes w i l l no longer adequately serve the adjacent land. I t was the hypothesis that these two services must be maintained i n balance on Wisconsin Avenue* This involved the u t i l i z a t i o n of the best-known t r a f f i c operation techniques, which provide a t r a f f i c stream having minimum f r i c t i o n while a t the same time providing conditions conducive to patronage of the adjacent land services. The Study Street Wisconsin Avenue i s the central artery i n what i s commonly known as the Wisconsin Avenue corridor i n northwest Washington, D. C. Figure 1 shows the geographical location of the study route as well as i t s adjacent alternate route. This avenue contains many, though by no means a l l , of the t r a f f i c problems associated with urban a r t e r i a l routes. On i t throughout i t s length at the time of the f i e l d study was a streetcar operation, complete with center-of-street loading platforms along most of i t s length. There exist various grades ranging up to 7 percent, and curvature as high as 10 degrees. I t traverses several commercial s t r i p areas including Georgetown, a commercial section having many of the characteristics of a downtown area. I n f a c t , Wisconsin Avenue between the Potomac River and Western Avenue f a l l s into eight very general land subdivisions. Within each of these groupings w i l l be found a mixture of several land uses and a variation i n the intensity potiivJty f>\trf>ssiii the. strict v*** dividej. fait t'-H <t»htffi &*ci\<rn* -fir i*llvid**\ sivAy, of use. I n one study control section, / fay (x«»>yle; *y>vlt>st»*"/ kvu I4>*f Unit* are located on one side of the street and on the other side, single family dwelling units are present. �While there has been considerable discussion concerning the desira b i l i t y of developing a f u l l y controlled access freeway to serve the travel desires i n this area, i t i s not the purpose of t h i s research to enter into this controversy. Wisconsin Avenue could be "any street, U. S. A." I t was selected for study because i t offered a convenient "test track" where many urban highway i l l s could be studied together to obtain operating f i e l d experience prior to the preparation of a procedure manual on methods of increasing the traffic-carrying capabilities of major a r t e r i a l streets. This p i l o t study, therefore, while necessarily geograph- i c a l l y related to Wisconsin Avenue should be interpreted as national i n scope. The magnitude of the Wisconsin Avenue problem i s comparable, r e l a t i v e l y speaking, to the magnitude of the problems i n most of our c i t i e s regardless of size. Basic a r t e r i a l t r a f f i c operations problems exist regardless of the population groups within which these major a r t e r i a l s are located* Fortunately, cures for many of these problems, or at least effective remedies, f a l l within the purview of improved t r a f f i c operation techniques. I t i s hoped that t h i s research w i l l stimulate greater u t i l i z a t i o n of these presently known t r a f f i c engineering operating tools, both to improve current street operation, and to develop the most e f f i c i e n t improvements involving new construction. �Part 2—Summary of Findings Phase 1 The primary immediate problem on Wisconsin Avenue i s not a need for general widening, channelization, and other physical improvements. Rather, i t i s a need for more e f f i c i e n t use of the presently available street width. I n phase 1 , corrective measures that can be Implemented at r e l a t i v e l y l i t t l e cost and without appreciable construction are described. At present, very few of the intersections are operating even close to capacity. T r a f f i c flow f r i c t i o n throughout the street, i n midblock as well as at intersections, creates turbulence for a l l vehicles which actually use the street. But worse yet, this turbulence causes many drivers to avoid using the street because of the constant need to adjust to rapidly changing conditions throughout i t s length. The several f r i c t i o n a l factors creating turbulence can be grouped into a few basic categories. These include streetcars and their loading platforms; U-turns; turning movements into and out of side streets, parking areas, and driveways; parking and parking turnover; and absence of lane markings. Because these factors produce irregular t r a v e l times, e f f i c i e n t signal progression cannot be established and as a result the signals themselves become a serious f r i c t i o n a l factor. �One important and very obvious f r i c t i o n a l factor at the time of the study was the presence of streetcars, streetcar tracks, and loading platforms on the street. I t i s expected that removal of streetcars, along with the platforms, w i l l result i n increasing the traffic-carrying capability of Wisconsin Avenue by 25 to 30 percent. Removal of the unused r a i l s w i l l further increase.the possible volumes. However, t h i s step would not be of nationwide importance since streetcars remain i n only a very few c i t i e s . With the street free of streetcars, there are many other steps that can be taken to further increase the traffic-carrying capability of the street. The more important of these w i l l be described b r i e f l y , i n the order i n which they should be adopted. They, as well as others, are described i n detail i n Part 3» 1. Drivers should be instructed to signal turns well i n advance of a l l turns. 2. "Spot" turning movement controls to alleviate special current problems should be adopted at several intersections. 3. Parking regulations should be changed. A l l curb parking should be eliminated at a l l times on the sections of the street narrower than 50 feet i n lower Georgetown. Elsewhere, on wider sections, parking should be removed progressively as necessary. F i r s t , "spot" removal of parking a t c r i t i c a l points w i l l suffice. Next, complete removal of parking during the rush hours i n the heavy flow direction w i l l become necessary. Later, t o t a l elimination of parking on both sides during peak periods w i l l be r e quired, as w i l l more widespread offpeak restrictions. Finally, total removal of parking at a l l times except a t night may become necessary. �Parking should not be permitted close to driveways and intersections* Rigid enforcement should be maintained, to prevent such parking as well as double and other i l l e g a l parking. This applies to the intersecting streets as well as to Wisconsin Avenue i t s e l f * k, A few pedestrian controls are needed* 5* Lane markings are needed on the existing street, to make f u l l use of the pavement between the curbs and the remaining streetcar r a i l s , and t o guide motorists i n using the center area i n one of two possible ways on the wider part of the street* 6. Enforced prohibition of U-turns i s necessary. 7* Left turns into and out of minor intersections shaild be prohibited, where they are few i n number yet Interfere with through t r a f f i c 8. Turning movements i n midblock, into driveways and parking areas, must be controlled, though they need not be eliminated except i n special cases. The problem here appears to be concerned more with smoothing the internal operations of the f a c i l i t i e s served to eliminate backups into the street than with changes on the street i t s e l f . Where many driveways presently are located close together, serving adjacent f a c i l i t i e s , consolidation of ingress and egress points should be attempted. 9* The existing t r a f f i c signals can now be retimed to establish better progression, since the foregoing steps have established a more orderly and predictable flow. 10. Certain streets intersecting Wisconsin Avenue should be made one way, particularly where a "Y" intersection i s involved. �With a l l of the foregoing Improvements carried out, i t i s expected that the wider 60-foot portion of the street, from Calvert Street to Western Avenue, w i l l be able to handle 1,600 vehicles per hour i n the heavy direction i n the peak hour, under balanced flow operation. (The current average, between Massachusetts and Western, i s about 1,150 vehicles per hour.) I f the entire center car track area i s operated reversibly, then about 2,000 can be accommodated. A reversible, 3 lane-2 .lane, operation of the 56-foot street between 3kth and Calvert Streets w i l l also carry 1,600 vehicles per hour i n the peak hour, while i n narrow lower Georgetown, only 900 vehicles per hour can be accommodated, not far above current peak volumes i n t h i s section. �Phase 2 The next series of improvements, grouped into study phase 2 , involve moderate expenditures and some construction. I n t h i s phase, signalization w i l l be upgraded and Improvements to specific intersections w i l l be made to permit them to handle the loads which the now smoothly operating midblock sections can accommodate. Associated improvements w i l l be made. Again, these steps are presented i n detail i n part 3 but they are b r i e f l y as follows: 1. The narrow 35-foot and l*0-foot sections i n lower Georgetown must be widened to kh feet. 2. A modern f l e x i b l e progressive signal system should be installed. 3. Improvements to several major intersections must be made, i n the form of at-grade channelization. volved. I n most cases, some widening w i l l be i n - Included are the intersections of Wisconsin Avenue with: Q Street, Reservoir Road, Calvert Street, G a m e l d Street, Massachusetts Avenue, Van Ness Street, Tenley C i r c l e , River Road, and Western Avenue. k» Resurfacing of the entire street, within the existing curb l i n e s , should be accomplished. streetcar r a i l s . This, of course, Includes removal of the Following resurfacing, the major portion of the street should be marked for f i v e lanes, for reversible lane operation ( 3 - 2 ) , though i n lower Georgetown only four lanes can be provided. 5« Bus bays should be provided at bus stops. 6. A modern lighting system should be installed. �With these Improvements accomplished, the major part of the street w i l l now handle 2,600 vehicles per hour during the peak period i n the heavy-flow direction. Upper Georgetown w i l l accommodate 2,100 vehicles per hour, and lower Georgetown about 1,150. intersections w i l l handle 2,600 vehicles per hour or more. - IX- The major �Phase 3 Further Improvements to increase capacity w i l l involve major expenditures and construction. Grade separations at major intersections, and widening throughout, w i l l be required. I n practice, these improvements may not function e f f i c i e n t l y unless corresponding Improvements are made on a few connecting streets, particularly on Massachusetts Avenue east of Wisconsin Avenue. The suggested Improvements are described below, and as before are covered i n detail i n Part 3 . 1. Grade separation i s needed at Massachusetts and Wisconsin Avenues. Three different designs have been considered here. They are not adaptable to stage construction. Rather, one design of the three must be selected as the l e v e l of improvement desired. One separates only the southbound Wlsconsin-to-eastbound Massachusetts l e f t turns only, a l l other flows being at grade. The second depresses Massachusetts Avenue under Wisconsin Avenue, but leaves the previously mentioned l e f t turns at grade. The t h i r d , or ultimate, design separates a l l three of these flows. 2. Improvements are needed at the Q Street intersection which w i l l require land-taking, the only such case i n the study. The "dog-leg" w i l l he eliminated thereby, for westbound t r a f f i c . 3. Major widening of the street w i l l be required, to provide four lanes i n the heavy direction during peak periods, north of Massachusetts Avenue. Either a k-k balanced lane operation of eight 11-foot lanes, or a h-3 reversible operation of seven 12-foot lanes, w i l l be adequate to equal the capacity of controlling major intersections, the l a t t e r plan being somewhat superior. Appropriate modification of already-widened major intersections w i l l be necessary, and bus bays must be reestablished. -13- �Median dividers are desirable, provided that their restriction of service to fronting businesses i s acceptable. I f they are provided, or i f pedestrian refuge islands are adopted to aid pedestrians i n crossing the wide street, then the reversible plan w i l l not be feasible. South of Calvert Street, limited widening w i l l be possible and necessary. Widening of the adjacent sections of some intersecting streets w i l l be required. k. While not c r i t i c a l l y needed, a grade separation a t Tenley Circle would provide more f l e x i b l e operation at this busy location, particularly helping Nebraska Avenue cross t r a f f i c . Assuming that the "ultimate" improvement i s adopted at the Wisconsin-Massachusetts Avenue intersection, the street can now accommodate 3,600 vehicles per hour i n the heavy direction north of Massachusetts Avenue. This i s equivalent to 60,000 ADT, adequate for the predicted 1980 ADT of 58,000. I n upper Georgetown, i t w i l l handle 2,H00 vehicles per hour (37,000 ADT) and i n lower Georgetown from 1,200 to 1,300 vehicles per hour (20,000 ADT). Table / i s a compilation of the t r a f f i c volumes developed i n the three phases of the study. �This report describes i n detail every individual incremental improvement which would increase traffic-carrying capabilities of the street. From a research standpoint, i t would be very interesting and valuable to use the street as a test track, carrying out each of these Improvements separately i n the order suggested, and making detailed observations to determine the volume increase produced by each. From a practical standpoint, however, time does not permit such an incremental approach, even i f research funds and manpower were continuously available. T r a f f i c demand i s increasing at too rapid a rate to permit a series of minor improvement steps, each necessarily followed by a familiarization period before useful observations could be recorded. The report simply shows what could be done. I n practice, to become economically feasible, i t i s expected that most of the steps i n phase 1 and at least some of those i n phase 2 would be combined into one preliminary street improvement project. Following t h i s work would come a major construction project to bring the street to one of the capacity levels envisioned i n phase 3* �—Incremental Steps I n Development of Increased T r a f f i c Carrying Capability The peak hour t r a f f i c volume information obtained from the f i e l d intersection studies, coupled with the basic t r a f f i c volume data obtained from the D i s t r i c t of Columbia Department of Highways and T r a f f i c provided a clear picture of existing movements on the street. Because the street was operating so poorly, tha absolute volumes were of less interest i n themselves than were their fluctuations i n relation to f r i c t i o n a l features discovered along the street, and the distribution of existing through and turning movements. These volume figures could not be considered indicative of the potential capabilities of the various sections of the street, however, because the existing f r i c t i o n a l factors were so limiting the efficiency of the street's operation. Or, to put i t another way, the street's practical capacity was severely limited, based upon the concept of practical capacity now to be described. Practical capacity i s defined as "the maximum number of vehicles that can pass a given point on a roadway or i n a designated lane during one hour without the t r a f f i c density being so great as to cause unreasonable delay, hazard, or r e s t r i c t i o n to the drivers' freedom to maneuver under the prevailing roadway and t r a f f i c conditions." This general definition i s designed to f i t a l l conditions. I n r u r a l road usage, i t i s more s p e c i f i c a l l y the volume above which the driver feels unduly restricted i n his a b i l i t y to pass, and unable to maintain his desired speed. �In urban street usage, while the general definition s t i l l applies, the practical capacity of an intersection approach usually has been considered the key factor. I t i s "the maximum volume that can enter the intersection from that approach during one hour with most of the drivers being able to clear the intersection without waiting for more than one complete signal cycle." The results of t h i s study indicate, however, that an urban a r t e r i a l street with many f r i c t i o n a l features—curb parking, closely spaced driveways to serve fronting businesses, promiscuous U-turning, and the l i k e — h a s a practical capacity more closely defined by the general definition. This capacity appears to be based primarily on psychological considerations throughout the street length (the rather nebulous "restriction to drivers* freedom to maneuver" and the hazard involved), rather than on intersection volume and delay s p e c i f i c a l l y . Drivers avoid the street because of their d i s l i k e for the turbulence that they visualize as existing on i t . Under these conditions most of the intersections are operating below their p r a c t i c a l capacity and the midblock sections are operating very i n e f f i c i e n t l y . At t h i s point, a "loaded cycle" should be defined. B r i e f l y stated, i t i s a f u l l y u t i l i z e d green period on a given approach. T r a f f i c i s ready to enter the intersection i n each lane when the green indication appears, i t f u l l y u t i l i z e s the approach throughout the green period, and one or more cars i s cut off by appearance of the red signal. That i s , an intersection may have many loaded cycles but s t i l l be operating below practical capacity, i f no backup i s developing. i �The problem, then, turned out not to be one of Immediately developing additional physical capacity on the street, by widening, channelization, and similar physical Improvements, Important though these steps would be l a t e r on. Rather, turbulence and f r i c t i o n a l factors causing drivers to "boycott" the street had been found, making discovery of ways to eliminate them a primary goal. That i s , development of e f f i c i e n t use of alreadyavailable street width became f a r more important than provision of additional width. The l a t t e r p o s s i b i l i t y was s t r i c t l y limited by the scope of the study, which permitted no major removal or demolition of existing buildings fronting on the street, making only limited widening possible. This would be r e l a t i v e l y routine, the only major problem being the need for destruction of many trees. Accordingly, each procedural step aimed at increasing the t r a f f i c carrying capability of the street has been placed into one of three basic phases, depending upon the complexity of the proposal and the expense involved, as follows: Phase 1 : Those possible a t r e l a t i v e l y l i t t l e or no cost to taxpayers Phase 2 : Those requiring moderate expenditures Phase 3* Those requiring major expenditures and construction. These three phases w i l l be treated separately, with the incremental steps within each being l i s t e d i n the order i n which i t i s f e l t that they should be adopted. -ft' �One point should be emphasized concerning the improvements suggested for each phase. Those which are possible at r e l a t i v e l y l i t t l e expense should not be considered permanent, once adopted. On the cont r a r y , each time another step i s taken, those adopted e a r l i e r at l i t t l e expense should be reviewed to make sure that they are s t i l l appropriate under the new conditions. Throughout the report, occasional references are made to further studies that should be made. These are studies which could not be conducted at the time of the f i e l d work on this project, because they would not be feasible u n t i l one or more of the suggested improvements had been implemented. They should be carried out at the appropriate time. Development of capacity curve Development of a capacity curve for e f f i c i e n t l y operating urban a r t e r i a l s was a key necessity. This required the modification of the best capacity results found elsewhere to f i t the expected conditions on Wisconsin Avenue. Three different approaches were used to obtain the basic curve, applicable throughout the street length. A l l three gave similar results. A "Wisconsin Avenue factor" was developed, to be applied to Public Roads' latest intersection capacity curve for "Intermediate Residential and Outlying Business - Parking Prohibited" conditions. This curve, one of several appearing i n Highway Research Correlation Service Circular 376, was based on studies of r e l a t i v e l y e f f i c i e n t intersections throughout the country. Studies of existing volumes at the most efficient locations now existing on Wisconsin Avenue showed that a factor of 1.2 applied to the general curve would produce a curve showing Wisconsin Avenue's capabilities as a 2-way undivided street under e f f i c i e n t operational conditions. - f t - �In 195^. the Bureau of Public Roads studied the extremely e f f i c i e n t U-lane, 1-way, peak-hour operation of 13th Street, N. W , . Washington, D. C. The results, presented i n the February 1956 issue of "Public Roads," were expanded and modified to be made suitable for prediction of Wisconsin Avenue volumes. An improved Wisconsin Avenue and 13th Street could not be directly compared since 13th Street i s 1-way during the peak hours, and has very l i t t l e f r i c t i o n due to businesses, driveways, and the like. I t was necessary to make further studies on 13th Street to discover the distribution of t r a f f i c by lanes i n this highly e f f i c i e n t progressive flow, an item not covered by the original investigation. Studies were then made of the distribution by lanes on Connecticut Avenue at Van Ness, a location where conditions are somewhat similar to Wisconsin Avenue as f a r as midblock f r i c t i o n a l features are concerned, but where buses operate i n place of streetcars. The results were as follows: Vehicles per hour of green 13th St. Conn. Ave. Left lane (10») 1,600 700 Each intermediate lane ( 1 0 * ) 1,750 1,600 Right lane (10») 1,600 600 While 13th Street carries buses i n the right curb lane and while some turns into and out of this lane occur at intersections, the lack of commercial areas along the street permit the right curb lane to operate more e f f i c i e n t l y than the similar lane could on Wisconsin Avenue. Connecticut Avenue, on the other hand, has more right curb lane Interference than would be considered acceptable on an improved Wisconsin Avenue. A right curb lane capacity of 1,000 v.p.h.g. per 10 feet of width, somewhat less than midway between that obtained on Connecticut Avenue and that on 13th Street, - 7.0- was therefore established for Wisconsin Avenue. �The lane adjacent to the division line of Wisconsin could not be expected to carry the volumes handled by the l e f t curb lane of free-flowing 1-way 13th Street. With regulation but not prohibition of l e f t turns from and onto the street i n midblock and at minor intersections, i t would carry more than the equivalent lane of Connecticut Avenue. A volume of 1,000 v.p.h.g. per 10 feet of width was established as reasonable, i n fact probably conservative i n t h i s lane also. The remaining lanes were assumed to be capable of the same volumes found i n the center lanes of 13th Street, 1,750 v.p.h.g. per 10 feet of width. With r i g i d prohibition of l e f t turns by use of a barrier median which would also prevent entrance into the t r a f f i c flow from the l e f t , except at major intersections where left-turn lanes were provided, a free flow of 1,750 v.p.h.g. could be developed i n the l e f t lane as well as the central lanes. The capacity curves f i n a l l y adopted were based upon these "by-lane" volumes. The commonly accepted average of 2,000 vehicles per hour for the maximum "by-lane" volume of a freeway was used as a criterion with allowance for variations known to exist between the shoulder lane and other lanes. This approach was predicated on the assumption that an urban a r t e r i a l can, on a per hour of green basis, equal freeway capacities at a given speed, provided that e f f i c i e n t progression can eliminate stopand-go operation and that a l l other f r i c t i o n a l factors can be largely eliminated. As a matter of fact, since drivers generally w i l l accept somewhat slower speeds on a r t e r i a l s than they would accept on freeways, volumes somewhat higher than freeway capacities might be attained. The f e a s i b i l i t y of providing t h i s type of operation i s discussed elsewhere i n t h i s report. -2L I - �Appendix / shows the f i n a l capacity curves developed, and their relationship to curves used as c r i t e r i a , as just described. Using individual intersections as the only c r i t e r i a , they would represent a condition at or below practical capacity. However, as described i n more detail i n "Intersection Studies" i n part 5, i t was found that, for the street as a whole, they show a condition about midway between practical and possible capacity. Lower Wisconsin Avenue, i n the Georgetown area, at f i r s t glance appears to present a different capacity-prediction problem. Georgetown I s practically a downtown area i n i t s e l f , which might be expected to have an entirely different capacity curve. The street's r e l a t i v e l y narrow width, averaging approximately kO feet, cannot be changed appreciably. However, with streetcars and parking eliminated, i t could do a f a r better traffic-handling job. The question here i s , what actually i s i t s job? I n many respects, i t serves more as a downtown street than as an a r t e r i a l , and as such, should not be expected to handle high volumes of t r a f f i c during business hours. Yet, i t also i s a key part of a major "home-to- work" route. For the purposes of t h i s study, t h i s section w i l l be considered as an a r t e r i a l . As a consequence, parking w i l l be considered prohibited. But service to the many small r e t a i l establishments i n the area must be provided somehow, so some f r i c t i o n from delivery trucks and shoppers' vehicles w i l l exi3t even i f they use alleys and driveways to reach rear parking and loading areas, and parking garages, rather than curb parking. This, plus pedestrian movements and other factors, w i l l prevent optimum t r a f f i c operation. �Data available from e f f i c i e n t l y operating streets i n other c i t i e s indicated that, i n several intances, volumes of 3,U00 vehicles per hour of green had been handled on 20-foot approaches i n areas somewhat similar to Georgetown. Another group f e l l i n the 2,800 v.p.h.g. area, and several were about 2,000 v.p.h.g. These values agree quite closely with those read from the capacity curves i n appendix J , for near friction-free operation, f r i c t i o n i n right lane only, and f r i c t i o n i n both the curb and extreme l e f t lanes, respectively. I t was, therefore, decided that the developed curves were applicable to Georgetown as well as to the more intermediate sections of the street. Since 1-way operation i s impossible, and since service must be provided to businesses on the right, and probably also on the l e f t , i t appears that use of the curve assuming f r i c t i o n i n both the extreme right and l e f t lanes i s the only feasible approach. However, i f division of the street by a barrier median i s acceptable, then the " f r i c t i o n on right only" curve can be used. I n t h i s case, the approach width to be used i n entering the chart would be that of the through lanes only, since the curve already allows for the fact that a l l l e f t turns would be handled through an extra l e f t - t u r n lane outside the t o t a l through-lane width. I t should be remembered that, i n a l l of these capacity predictions, i t was assumed that "psychological barriers" had been successfully removed, and that drivers accepted the street as f u l l y as they accept 13th Street and other smoothly functioning a r t e r i a l s . - 3. 3- �Phase 1—Measures designed to increase the traffic-carrying capability at no or r e l a t i v e l y l i t t l e cost to taxpayers. Included i n this phase are r e l a t i v e l y minor individual improvements, which are recommended for adoption to correct the many r e l a t i v e l y minor "spot"problems which were detected on the street. Also included i s transit conversion from streetcars to buses. No major work i s contemplated i n this phase. The street w i l l remain the same physically, the unused streetcar tracks remaining i n place but the loading platforms being removed. No paving w i l l be done. The suggested improvements follow i n the order i n which i t i s recommended that they be undertaken. 1. Conversion of transit line from a streetcar to a bus operation A streetcar line creates a capacity problem more i n connection with the fixed f a c i l i t i e s i n the street, including r a i l s and loading platforms as well as the pedestrians moving to and from these platforms, than due to the moving streetcars themselves. I n f a c t , the average driver probably finds a streetcar less i r r i t a t i n g than a bus or truck i n the t r a f f i c flow, because he can anticipate exactly where i t must move and plan accordingly.' But the streetcar loading platforms usurp about five feet of the approach width. This problem i s compounded on Wisconsin Avenue because the plat- forms are located at an awkward distance of from l h to 1? feet from the curb, f a r more width than necessary for one t r a f f i c lane but not enough for two. At least 9 feet more of the approach width, within which the car track i s located, i s avoided by most motorists, particularly during lowvolume conditions. This useful width loss at a l l times, not just when streetcars themselves are present, produces extremely inefficient use of the street. Only one f u l l y acceptable t r a f f i c lane i s available out of a basic approach width, curb to centerline of 30 feet. - -i f - A lane change study confirmed t h i s f a c t . �No detailed studies were made of the specific effects of streetcars for two reasons. Most important, from the standpoint of nationwide use of these findings, only a very few c i t i e s s t i l l have streetcars, so there would be l i t t l e need for the findings. Secondly, streetcar operation on Wisconsin Avenue was already scheduled for early conversion to bus operation, so i t woiild not be a factor i n any development plans. That i s , no t r a f f i c cont r o l improvements would be designed to permit better operation on the street while streetcars themselves remained. Nevertheless, the phase 1 improvements were designed under the assumption that the unused r a i l s , but not the loading platforms, would remain i n the street during the immediate future. Predictions of the effects which streetcar removal w i l l have on any individual street are much harder to make than are predictions of the average e f f e c t on many streets. This study indicates, however, that r e - moval of the streetcar operation, including a l l loading platforms along the major 60-foot-wide part of the street, and replacement with buses would increase capacities substantially. In the narrower sections i n Georgetown, t r a f f i c currently i s stopped completely when a streetcar i s at a stop, since there are no loading platforms and passengers must cross the one available t r a f f i c lane. At this stage, i t was assumed that no other changes would be made i n existing conditions, except for parking removal as necessary to provide curb bus tstops and other incidental work such as removal of any low-hanging branches or overhanging signs at new bus stop locations. The D i s t r i c t of Columbia Transit System provided data on the proposed bus Btop locations, and a few changes were made by the study staff with the concurrence of transit o f f i c i a l s . N V ^ -5. c • «> * i v /l >> . > Ai'c n u t , ^ Appendix £L l i s t s these locations. , C7— t �2. Immediate specific turning movement controls The f i e l d observers discovered a high correlation between failure of a driver to signal a l e f t turn i n advance, either at intersections or in midblock, and backups of "trapped" through vehicles behind him. Where a signal was given, seldom were backups noted since the following drivers had time to s h i f t lanes. One of the most effective improvements that could be accomplished immediately simply involves education of drivers to signal l e f t turns i n advance, coupled with enforcement of this requirement. Several locations were noted where present turning movements must be continued but where conflicts could be corrected. At Tenley Circle, direct l e f t turns into Wisconsin Avenue from the c i r c l e currently overload the small storage space available within the c i r c l e . This t r a f f i c should be routed across Wisconsin Avenue and through the opposite side of the c i r c l e , to make a right-turn entrance into Wisconsin Avenue. At Van Ness Street, l e f t turns and curb parking combine to create the worst loading problem found anywhere on the street, particularly northbound i n the p.m. peak period. While parking must be removed here immedi-. ately, l e f t - t u r n controls are equally essential. The northbound approach should be made three-lane immediately, the l e f t lane being reserved for storage of left-turning vehicles. No near-side bus stop should be permitted, i n order to permit two moving lanes of t r a f f i c alongside the vehicles waiting to turn l e f t . i ~X As soon as possible, there should be added to the ^ signal a short third phase for northbound l e f t turns during the p.m. peak period, the time being deducted from the present opposing through time. i s believed that the reduction i n turbulence resulting w i l l more than compensate for the time taken away. ^ iu\\ ItV^ , f{ �At Woodley Road, southbound i n the morning, a concentration of l e f t turns occurs while parents are bringing children to the schools connected with the National Cathedral. A separate l e f t indication would be feasible here. However, since this problem may involve primarily a r e l a t i v e l y small group of regular drivers during each school year, i t might be possible simply to ask them annually, through the school principal, to make their approach from Wisconsin by turning right at Macomb, going around the block, and crossing Wisconsin on the Woodley green time. This would be a safer approach than the present l e f t turn accross opposing t r a f f i c In any event, i t would be an interesting experiment pending t r a f f i c l i g h t changes. At River Road, northbound t r a f f i c desiring to enter River Road must cross southbound Wisconsin Avenue t r a f f i c at a dangerous, nearly head-on angle near the crest of a grade. L i t t l e can be done here without provision of signalization. Nevertheless, establishment of a full-time l e f t turn storage lane, appropriately marked, would immediately make operation i n this area somewhat more orderly. At Ulst Street, southbound t r a f f i c entering Wisconsin Avenue must cross the heavy northbound flow, again nearly head-on, and spread over a wide expanse of pavement area. Surprisingly, accidents have been few. Nevertheless, this approach should be eliminated. F o r t y - f i r s t Street should become one-way northbound from Wisconsin Avenue to Davenport Street, and Davenport would become one-way westbound to carry Lp.st Street southbound t r a f f i c to Wisconsin Avenue. -A 7- �On M Street's east leg, a right green arrow i s provided through part of the cycle to permit right-turning t r a f f i c to enter Wisconsin Avenue while through M Street t r a f f i c i s stopped. However, the lane i s not r e stricted to right-turning vehicles only and thus i s frequently blocked, particularly by Virginia buses. With streetcar operations gone, this curb lane should be converted to a "right-tum-only" lane. 3. Removal of parking Parking regulations differ depending upon the purpose served by the street. I f local service i s the primary object, then more parking i s permissible than would be acceptable i f through t r a f f i c were the primary consideration. For the purpose of t h i s study, i t has been established that provision of efficient a r t e r i a l operation i s the goal, but that consideration must be given to local service needs. Throughout the following discussion, i t should be remembered that the presence of parking affects not only the seven to nine feet of street width actually occupied, but several more feet i n addition. On wide streets, i t has been found that the parking reduces the effective lane width by up to lU feet. Through drivers leave f i v e to seven feet of clear- ance to allow for parked car doors opening, and for parkers pulling out unexpectedly. Where widths are more restricted, drivers leave less clear- ance but drive more cautiously. I n either case, wherever curb parking exists, capacity of the adjacent lane i s reduced due to actual delays produced by parking turnover, and to potential turbulence which the average driver fears. �Therefore, removal of parking along a curb w i l l result in a volume increase greater than simply the new volume carried i n the now-clear curb lane. Conversely, on a street without parking, widening of about 10 feet to provide a parking lane would actually result i n reduction of the t o t a l volume carried, due to parking turnover f r i c t i o n introduced, into what was previously a free-flow right-hand lane. Accordingly, reestablishment of parking on the widened street i s not recommended, once i t has been removed at some stage prior to widening. Several general remarks should be made regarding curb parking throughout the street. One involves provision of increased clearances at driveways. Currently, parking i s permitted within f i v e feet of driveway entrances, though parked vehicles this close seriously obstruct turning movements. I t i s recommended that parking be prohibited for at least 12 feet either side of driveways. While 1$ feet would be desirable, such a space would invite i l l e g a l parking by small cars which could defeat the purpose of the regulation i f not controlled. At intersections, D. C. regulations provide for elimination of parking for kO feet back of the crosswalk on approaches, and for 2$ feet on e x i t s . These restrictions permit r e l a t i v e l y flexible operation of the intersections, and they should be inforced. Longer restriction distances may be required where turning movements are heavy. �In this connection, enforcement of parking regulations was found to be rather weak. The study revealed a substantial amount of i l l e g a l parking, including troublesome double parking. as an a r t e r i a l , t h i s cannot be tolerated. I f the street i s to serve A l l no-parking zones should be plainly marked, by paint i f possible. Rigid enforcement, including tow away of offenders, i s essential i f the capacity of the a r t e r i a l i s to be realized. Wherever "no parking" i d deemed essential, "no standing" i s equally essential. This must include even short stops such as those by mail trucks. Provision should be made on side streets for mail truck parking where necessary, but elimination of mail pickups on the a r t e r i a l during peak periods would be the best solution. Another very important point concerns the alternate parking f a c i l i t i e s which w i l l be available to those parkers deprived of parking by the steps recommended. The parking study results showed that r e l a t i v e l y shortterm parking (2^ houra or l e s s ) predominates, representing probably fourf i f t h s of the t o t a l parking from 7 a.m. to 6:30 p.m. The hi-mile street accommodates a t o t a l of not over 300 long-term parkers during this period (not spaces, but t o t a l parkers). the Massachusetts-Wisconsin These are concentrated to some extent i n Avenue area. There i s l i t t l e reason to be concerned about the displacement of daytime long-term parkers. Relatively few are involved, and they should be able to find spaces on the side streets during the day without great difficulty. Some, who now use their cars to and from work i n the area, might find use of transit to be the solution. '-30- �I t i s ironical that the short-term parkers, the customers and suppliers important to the businessman, create the most serious f r i c t i o n , due to high turnover. From Calvert Street to Western Avenue, removal of short-term parking i s not believed too serious. This would involve the elimination of about J t O curb spaces which now exist during peak periods LO and about 600 during the offpeak period. However, adequate offstreet parking now exists to absorb much of this load. Furthermore, more off- street space could be developed at several locations i f needed. Most businesses have offstreet loading f a c i l i t i e s available, and side street curb loading spaces can be provided i f necessary. Lower Georgetown, on the other hand, creates another problem. Removal of a l l curb parking would eliminate 180 curb spaces now available during the midday, and lesser numbers now available i n the peak periods. No convenient alternates are available because the side streets already are being heavily used and i n need of parking controls themselves. The situation would be further aggravated by the adoption of the recently announced plans to construct a large hotel on the site of Georgetown's only large parking l o t , a 200-vehicle commercial l o t at N Street and Wisconsin Avenue. No " l i t t l e or no cost" solutions are available here. A cooperative effort by a l l concerned must be made to develop new parking f a c i l i t i e s , probably including one or two garages, and to develop adequate rear alleys for loading. The 180-parking space removal i s r e a l l y only a small part of Georgetown's over-all vehicle problem. For every customer currently arriving there, probably several others would do so i f free t r a f f i c flow and easy parking were offered. Some property destruction i n this area appears inevitable. -.1/- < 1 �Detailed data on night parking were not obtained. While about 800 legal spaces are available for possible use, observations made late in the evening indicate that only about are actually used. Night parking prohibition i s not necessary at this time on the 60-foot sections of the street. Between 7 p.m. and 7 a.m., i t should be permitted except at those points where three lanes are needed for moving t r a f f i c , as at locations of marked left-turn lanes. I t may have to be eliminated i n the future i f evening and night volumes increase. Specific parking recommendations Street sections less than 5>0 feet wide-- In this Study, Wisconsin Avenue north of M Street i n Georgetown w i l l be considered as a major urban a r t e r i a l , not as a local "downtown" street at any point. This being the case, width for at least two moving lanes of t r a f f i c i n each direction must be provided at a l l times throughout the street, regardless of t r a f f i c throughout the street and regardless of t r a f f i c volumes. Under no circumstances could the operation of a street having one parking lane and one moving t r a f f i c lane i n a given direction be considered as "Arterial" operation. I t would be heavily subject to delays caused by turning move- ments, parking maneuvers, s t a l l i n g of vehicles, and the l i k e , a l l of which could easily bring t r a f f i c to a s t a n d s t i l l . Therefore, i n a l l of lower Georgetown from the curve just south of N Street to 3hth Street, a section ranging i n width from 3 > feet to U> 5 5 feet, i t i s essential that a l l parking, and a l l standing and loading, be prohibited at a l l times, to permit two lanes of moving t r a f f i c i n each direction. I n the 35-foot section, i t i s questionable whether this opera- tion w i l l be possible even with no parking. �Street sections above |>0 but below 60 feet wide—From Prospect to just south of N Streets, and from 3hth to Calvert Streets, the street width i s about feet. This would permit four t r a f f i c lanes and one parking lane, i n the immediate future at l e a s t . The parking lane could be near continuous except at bus stops and as described below. Since the parking unrestricted at any time of day i n these sections i s now mainly on the east side of the street, present parking habits would be affected the least i f the parking lane were placed on the east side. However, a study of origins and destinations of the parkers might show the other side to be more convenient to the majority, and to produce fewer friction-producing left-turn movements by arriving and departing drivers. Parking should be eliminated between Prospect and M Streets, and for about 200 feet south of the Calvert-37th complex intersection, to permit establishment of necessary left-turn lanes while continuing two through lanes. Loading zones should be established between 35th Street and Calvert Street to correct current double-parking problems. At any other streets or driveways where turning movements are found to obstruct one of the through lanes frequently, i t w i l l be necessary to prohibit parking at a l l times to permit establishment of a left-turn storage area. This applies regardless of the direction from which the turn i s made. Lane markings w i l l guide t r a f f i c around the storage area i f a lane change i s involved. �Even though only four lanes can he provided without construction in lower Georgetown, thereby limiting to some extent volumes through the wider sections, the 33rd-3hth Street 1-way pair and 35th Street may supply enough additional t r a f f i c to require 3-2 reversible operation north of 3hth Street i n the future, during peak hours. This w i l l require total peak-hour parking prohibition. I t i s not considered feasible to r e s t r i c t a l l parking during offpeak hours, since an awkward five-lane operation would result. When and i f three lanes are needed i n each direction during the offpeak, widening must be adopted, to provide a 6-lane f a c i l i t y ( s t i l l having no parking at any time). Parking turnover and double parking were noted to be particularly prevalent i n t h i s area. Enforcement and the provision of loading zones will.control double parking. High turnover means that parking w i l l have to be eliminated earlier than might have been the case with long-term parking, since the higher the turnover, the greater the effect on the capacity of the adjacent lane. , Street sections 60 feet wide-- From Calvert Street through to Western Avenue, the standard street width i s 60 feet, which basically allows four moving (though somewhat restricted) lanes of t r a f f i c , i n addition to parking lanes oh each side. �At the s t a r t , current parking regulations can he maintained r e l a t i v e l y unchanged. Of course, i t w i l l be necessary to eliminate parking at new bus stops, at suggested loading zones, and at a few other locations, mainly intersection approaches. Specifically, immediate prohibition of parking at a l l times should be required between Upton and Van Ness Streets on the east side. On the east side between Windom Street and Tenley Circle (south crossing), parking should be removed during the p.m. peak period. the 1 n I t should be removed on the east side at a l l times at intersection with River Road, and for about $0 feet south of n Newark Street. Loading zones are needed i n the area from Woodley Road to Idaho Avenue, particularly near Macomb and Newark Streets, to alleviate serious truck loading problems. Loading zones are also needed adjacent to the east side no-parking zone established at the River Road "Y". I n front of the post office north of Rodman Street on the east side, 10to 1$-minute parking spaces should be established to reduce or eliminate double parking. The street's operation should be observed, and wherever backups begin to develop due to l e f t turns, curb parking should be eliminated i n that area so that two moving lanes of t r a f f i c can clear the vehicles waiting to make the turn. Peak-hour removal of parking i n the heavy-flow direction w i l l be necessary r e l a t i v e l y soon, more to relieve f r i c t i o n i n the other lanes than to make f u l l use of the curb lane. I n effect, parking removal permits the l e f t and right lanes to serve turns while a free through lane remains. Parking later can be removed i n the opposing direction i n addi- tion, to permit an unbalanced lane arrangement on the street. �Full-time parking removal throughout the street w i l l reduce f r i c tional turbulence and improve flow somewhat, but will not be f u l l y effective u n t i l modern signalization and some intersectional construction i s accomplished. Intersecting streets—On most of the streets intersecting Wisconsin Avenue, parking i s currently allowed on both sides, leaving insufficient space for t r a f f i c to flow smoothly i n both directions at the same time. In midblock, on minor streets, this operation may be acceptable, since wide vehicles can wait to pass at driveway openings and hydrants. But at the corners, a wide vehicle either i n the e x i t or entering flows, or parked, creates intolerable intersection congestion. Vehicles waiting to enter Wisconsin Avenue from the side street block vehicles attempting to turn into the street from Wisconsin, causing backups on the Avenue. This problem, particularly evident currently on the Macomb and Newark Streets approaches where truck loading occurred, and throughout lower Georgetown, can be corrected by restricting parking on at least one side of the cross street approach for about 1$ to 100 feet. �Some of the side street loading noted i n the intersection studies was due to this problem rather than to substantial t r a f f i c volumes. More green time w i l l be required as volumes increase on Wisconsin Avenue i n the future, after most phase 1 and 2 steps have been taken but before widening i s undertaken. Side street green time w i l l have to be sacrificed to f i l l this need. At that time, cross street parking restrictions for 100 to 13>0 feet from the corner w i l l become essential, generally to provide 2-lane operation out of both approaches during the shorter green time. I n a few cases, however, 2-lane operation i n the heavy-flow direction may be required a l l the way through the intersection area, on the e x i t as well as the approach. The lighter opposing direction then must be limited to 1-lane operation a l l the way through. U. Pedestrian controls The pedestrian problem now existing i s primarily produced by transit passengers moving to and from streetcar platforms, or directly to the streetcars where platforms are not provided. Once the streetcar operation i s removed, i t i s unlikely that a major pedestrian problem w i l l exist on the street, insofar as direct pedestrian-vehicle conflicts are concerned. • Jaywalking was not found to be a major problem, except i n lower Georgetown where the narrow street and downtown environment invited i t . �However, the pedestrian problem indirectly affects t r a f f i c whereever a pedestrian signal must be provided or wherever the cross street signal time must be governed by pedestrian rather than vehicle needs. During the study, only the pedestrian crossing near the Sears, Roebuck and Company Store at Albemarle Street was reported as causing any d i f f i culty due to large numbers of pedestrians, and the problem was not yet serious here. This crossing being located very nearly at the maximum t r a f f i c volume point along the entire avenue, i t should be watched very closely. Very soon, i t may be desirable to provide parallel pedestrian crossings to permit more crossings during the existing gap i n vehicle flow without increasing pedestrian green time. Later on, more drastic measures may be required here, as discussed i n phase 3. At the other extreme, the pedestrian light at Sidwell Friends School, when i n operation during school hours, i s currently usurping unnecessarily much through green time. This signal i s frequently actuated to permit only one pedestrian to cross during the late afternoon. It should have a longer time interval between possible actuations. Better s t i l l , i t should be eliminated, or used only for a short time during the actual peak pedestrian period. The t o t a l elimination seems best, now that the vehicular signals which were on order for Rodman Street at the time of the f i e l d studies have been installed. - ,1 <>'- �5?. Provision of lane markings While streetcar platforms were present on the street, i t was im- possible to mark the street into lanes i n any efficient manner. With a uniform street width available throughout most of the street, however, markings immediately w i l l become e f f i c i e n t aids to smooth reginmented operation. They should be provided as soon as possible, once parking controls for the immediate future have been established. Within the basic 60-foot street width north of Calvert Street, a clear pavement width of about 21 feet exists to the outermost streetcar r a i l i n each direction. This should be divided by markings into a 10-foot curb lane and a 11-foot middle lane, i n each direction, leaving 18 feet containing the unused streetcar r a i l s i n the center. Solid lines would be alongside the car tracks, and dashed lines between the two main lanes. The centerline would be solid. Where parking i s permitted during the offpeak periods, t h i s w i l l provide one good t r a f f i c lane plus a 9-foot center area encumbered by the unused streetcar r a i l s , i n each direction, i n midblock. At many intersections, parking restrictions w i l l provide a third approach lane. During peak periods, complete parking restrictions i n the heavy-flow direction w i l l permit three moving lanes. Drivers w i l l auto- matically tend to use the better-quality right two lanes, leaving the poor center area for l e f t turns, both at intersections and i n midblock. - 3?- �I f parking removal i n both directions can be accomplished, then "u-2 reversible" operation can be established, the 18-foot car truck area being made a reversible section, inbound i n the morning and outbound at night. The lane widths w i l l be narrow, but they w i l l be adequate to per- mit another through lane of moving t r a f f i c past left-turning vehicles waiting at the extreme l e f t of the available width. The centerline i n this case should be dashed, other markings continuing as before. Experience i n Washington has shown that detailed marking of a reversible system i s unnecessary. In particular, there appears to be no need for specific instructions regarding l e f t turns. Drivers w i l l automatically adjust to the conditions, turning drivers moving to the f a r l e f t of the approach width available at any particular time of day, and through drivers advoiding this lane. On lower Wisconsin Avenue, four moving t r a f f i c lanes should be provided, the lane widths varying according to the over-all width a v a i l able. Between Q and R Streets, the 35-foot width w i l l hardly permit four efficient lanes. Nevertheless, i t i s believed worthwhile to t r y a division into two 9l-foot curb lanes and two 8-foot center lanes, using temporary markings, pending widening of this constriction. I f this i s not successful, then two 12-foot curb lanes and a 11-foot center lane should be provided, operated as two lanes northbound (upgrade) and one lane southbound. 6. Control of U-turns U-turns, particularly by taxicabs and service vehicles, are found throughout the street, but they are especially evident i n upper Georgetown, from 35th Street to Calvert Street. Time and again, t r a f f i c i n both directions was stopped by a U-turning vehicle. ~/f*C - �U-turns must be r i g i d l y prohibited. Promiscuous movements of this sort have no more place on an a r t e r i a l carrying high volumes than they would have on an expressway. Unlike l e f t turns, which, though un- desirable, generally block not more than one lane i n the original direction of travel, U-tums frequently block a l l lanes, some for r e l a t i v e l y long periods, i f the complete turn i n one maneuver i s unsuccessful. This not only defeats the primary aim of keeping t r a f f i c moving, but often creates substantial delays for through vehicles. Yet, the effects of t h i s prohibition, l i k e any other prohibition, on individual drivers should be carefully considered, and alternates for U-turns provided i f possible. Sometimes, U-turns are almost forced on drivers by unfortunate combinations of 1-way streets and turn restrictions i n a neighborhood which effectively eliminate any convenient means of reversing direction. Such conditions should be modified. I n other cases, of which the 35th to Calvert situation i s an example, practically no side streets exist which vehicles can use as an alternate turn-around method, throughout a r e l a t i v e l y long section of the street. Provision of turning loops (similar to a typical offstreet bus turn-around point) about midway through such sections might prove feasible. (They would be particularly effective i n a later stage of improvement, after a progressive signal system was installed, because the midblock "speed regulation" signal frequently required midway through a long section without intersections could serve these loops.) �7. Retiming of present t r a f f i c signals At one location, R Street, the signal timer i s provided with a 65-second timing d i a l , whereas Wisconsin Avenue has 80-second timers at nearly a l l other locations. This, of course, produced a larger number of stops and starts per hour at R Street than at the 80-second locations. These additional stops aggravated the problem of slow starts on the steep and narrow south leg, for northbound t r a f f i c . The cycle should be extended to reduce these stops. Loaded cycles develop quite frequently on the cross street i n the p.m. peak here, a condition which longer cycles might correct. At several other locations, the present signal timing appears to be producing some loading on the intersecting streets though excess time exists on Wisconsin Avenue during most cycles. Such conditions exist at Q Street in the a.m. peak, and at Calvert Street, Woodley Road, and Porter Street in the p.m. peak. At these locations, slight reduction of the Wisconsin Avenue green time appears desirable. �At f i r s t glance, any reductions of Wisconsin Avenue green time appear i r r a t i o n a l considering that our goal here i s to develop increased capacity on Wisconsin Avenue. But two things must be remembered about the immediate future. F i r s t , reduction of turbulence on Wisconsin Avenue, accomplished by steps already described, w i l l result i n more efficient use of the street, and more effective coordination of the signals should be possible. The current through volumes can than be carried with somewhat less green time. Secondly, much of the t r a f f i c using Wisconsin Avenue arrives from the intersecting streets. More drivers could enter and use Wisconsin Avenue i f loading of these streets did not delay their approach. To f i l l the unused Wisconsin Avenue time resulting from improved operation, the intersecting streets should be given more time, where they are now loaded, to feed additional t r a f f i c onto Wisconsin. A balance point w i l l then be reached where Wisconsin i s being supplied with just the added amount of t r a f f i c that i t can handle, while the intersecting streets are also carrying greater volumes. I t would not be feasible to determine the exact phasing of each signal u n t i l the transit change from streetcars to buses has been completed, and the loading platforms removed. After drivers have become accustomed to the new conditions, and after previously suggested improvements have been made, the intersections should be restudied, particularly with r e ference to loading of cycles and retiming developed on the basis of those findings• �As volumes increase on Wisconsin Avenue i n succedding years, gradual increases i n the percentage of time given to i t w i l l be necessary* By this time, however, more substantial improvements, described i n Phases 2 and 3, w i l l become necessary. 8. Development and enforcement of no-left-turn regulations at minor intersections Left turns create a problem wherever they must be made from a heavily-used through t r a f f i c lane, generally across opposing t r a f f i c . Nevertheless, service to the adjacent land demands that they be permitted wherever a heavy need exists for them. At some intersections, only a few l e f t turns are made, to service a single residential or other minor street, yet they cause serious interruption to through t r a f f i c . Such turns should be transferred to nearby major intersections, provided adequate streets exist i n the neighborhood to distribute t h i s t r a f f i c after the turns are made. Where they are larger i n number, or where they cause r e l a t i v e l y l i t t l e problem, as was generally the case north of Tenley Circle, l e f t turns w i l l be retained at this stage. They w i l l be made from the extreme l e f t lane, leaving two lanes for through t r a f f i c at most approaches. This w i l l be relatively e f f i c i e n t , with streetcar blockage no longer involved. �The following immediate restrictions on l e f t turns from Wisconsin Avenue, some already existing, are suggested. Northbound, no l e f t turns should be allowed at the intersections of Wisconsin and N, Volta, R, 3Uth, Massachusetts, (desired l e f t s to be transferred to Woodley Road, Cathedral or Macomb Street) Idaho, Porter, Tenley Circle ( l e f t s to be made by turning right and going around c i r c l e ) , Albemarle, Brandywine,and Western. Southbound, there should be no l e f t turns at the intersections of Wisconsin Avenue and Tenley Circle ( l e f t s to be made by turning right and going around c i r c l e ) , Idaho, Newark, Macomb, Calvert, Reservoir, and N» i �Restrictions should also be placed on t r a f f i c entering Wisconsin Avenue by means of l e f t turns from side streets at several locations. Prohibitions should not be as extensively used as the prohibition on turns from Wisconsin Avenue, since delays to side street t r a f f i c are not as c r i t i c a l as delays to the a r t e r i a l operation. The following were movements where left-turning vehicles were particularly noted as blocking the flow i n one direction on Wisconsin, while attempting to move into the opposite flows Westbound on 0 Street into southbound Wisconsin Avenue, loofch westbound on Q Street into southbound Wisconsin Avenue, movements on Newark into both movements on Wisconsin, both movements on Idaho into both movements on Wisconsin. Further left-turn controls may have to be adopted periodically, as problem points develop. I t should be clearly understood that these suggestions are based upon present volumes making the turns, as related to conflicts produced, the intent being to reduce the number of possible conflicts on the street. When a more orderly flow has been developed on the street and a new signal timing has been established, specific locations may be noted where the turn restriction i s no longer necessary, due to natural gaps occurring i n the opposing t r a f f i c flow during the a r r i v a l period of t r a f f i c i n a given direction. Left turn movements could then be reestablished. Similarly, new conflict points may develop where prohibition of l e f t turns may be necessary. - f' - �6 1 ^ y j ^ i S L ^ and enforcement of controls on turning movements at midblock locations One of the main causes of t r a f f i c interference was found to be midblock turning movements, particularly l e f t turns, into parking l o t s , service stations, and other driveways. These movements must be r i g i d l y controlled i n order to obtain more orderly operation, yet such controls must not completely eliminate access to the abutting property. Also, care must be exercised to avoid "piecemeal" adoption of bans which appear to discriminate against certain businessmen and property owners. This driveway problem, which generally i s blamed only on the turning movements themselves, actually i s due, to a large degree, to internal problems of the parking l o t or driveway i t s e l f . Ample evidence 1 to j u s t i f y this statement was found on Wisconsin Avenue . Several driveways were too narrow to permit two-way operations by average drivers. As a result, entering vehicles were often "trapped" i n the middle of Wisconsin Avenue, blocking one or two lanes of t r a f f i c , u n t i l a departing vehicle cleared the driveway opening. Other parking lots WEre so operated that departing vehicles frequently backed out onto Wisconsin, rather than moving through to a convenient rear e x i t . Still other shopping center parking areas had so many driveways that orderly interior t r a f f i c flow on them was impossible, the resulting interior turbulence frequently extending out onto the Avenue. �The key to solution of this problem i s provision of driveways of width adequate for two-way operation and limitation to as few driveways as possible per f a c i l i t y , never over two. Admittedly, one-way operation would be desirable,but i t i s next to impossible to design such one-way plans that the average motorist w i l l comprehend and observe. r Much of the problem now consists of drivers inadvertently maneuvering incorrectly i n the cramped environment of an off-street f a c i l i t y . Therefore, i t i s better to rede- sign i n terms of what the driver i s l i k e l y to do than what he should do. Driveways should not be obstructed by vehicles improperly parked on the f a c i l i t y grounds ( a problem particularly bad at some service stations, where cars l e f t for the day frequently block much of the driveway area, hindering entrance). Similarly, any parking lots having substantial turnover of vehicles should reserve space near the street as a storage reservoir for cars entering while maneuvering vehicles prevent passage into the l o t . One shopping center l o t i n upper Georgetown was particularly bad i n this respect. Spaces were marked as permitted parking so close to the street that vehicles maneuvering i n and out of several spaces would act as a gate, t o t a l l y closing the entrance and producing a back-up into the street. Both of the above are simply matters of education of those who operate the f a c i l i t y . Operators of f a c i l i t i e s located on corner lots should encourage use of the minor road for driveway access, and should discourage l e f t turn exits v i a the driveways onto Wisconsin Avenue. �I t i s not considered feasible to make a blanket prohibition on l e f t turns from Wisconsin Avenue into driveways because of d i f f i c u l t i e s in signing and enforcement. I f they are to be banned, then a physical barrier median might be provided, as discussed i n Phase 3. Otherwise, the best solution i s to t r y to provide a safe area i n the center of the road where vehicles can wait to turn, without obstructing through t r a f f i c . However, at several high-volume locations, controls should be established, preferably through voluntary cooperation of the businessmen involved. The section between Rodman Street and Van Ness Street i s especially turbulent. On the east side are a school and a heavily-patronized post office, both of which have driveways, as well as several other businesses with driveways. On the west side are a large insurance company headquarters, with major parking f a c i l i t i e s as well as driveways to the main entrance, a large restaurant, and major high-type apparel store, both with ample parking l o t s . The school's separate entrance and exit roadways, one of which i s shared with the post office, operate r e l a t i v e l y well, though entrance l e f t turns across opposing t r a f f i c create some trouble i n the morning, as do -exit l e f t turns at night. The shared driveway should be widened. �The insurance company's parking f a c i l i t i e s operate quite successf u l l y with a single two-way driveway much l i k e a side street. However, the restaurant and the apparel store both have extensive parking areas served by a t o t a l of four two-way driveways. Left turns into and out of these driveways frequently delay through t r a f f i c while the turning vehicles work their way across southbound t r a f f i c , and i n the case of exiting vehicles, wait for an opening i n the northbound flow. From one of the restaurant driveways i n particular, that closest to Van Ness Street, exit i s very time-consuming, since there are seldom breaks i n the Wisconsin Avenue flow at the troublesome Van Ness intersection. These lots include the unused right-of-way for Upton Street extended. This i s one location where l e f t turns should be limited to a single point. I t would be beneficial for these business establishments to construct a collector road on or near this right-of-way for a l l exit t r a f f i c from both lots and for left-turn entrances from Wisconsin Avenue, thus concentrating this t r a f f i c into a manageable unit, possibly signalized, separated by some U00 feet from the Van Ness Street turbulence area. Right-turn entrances s t i l l would be permitted at a l l driveways. I t i s also recommended that the driveways fronting on Wisconsin Avenue at the restaurant immediately north of Western Avenue be marked "entrance only", and that exits be allowed only at the driveway fronting on Wisconsin Place. �The crossing and merging turbulence produced by the liquor store on the east side of the street just south of Western Avenue was detected in the GSR tests, the interference study, and i n other phases. I t could be nearly eliminated by prohibiting a l l l e f t turns i n and out of the Wisconsin Avenue driveway, which would remain available for right turns. Provision could be made for a l l former l e f t turn t r a f f i c to use the Jenifer Street entrance to the parking area behind this f u l l block of stores. This would permit much easier l e f t turns, well away from WesternWisconsin turbulence. In only a few cases were wide unchannelized driveways noted. They should be reduced i n width to that adequate for two-way operation, to l i m i t the length of the possible conflict area. 10. Closing off streets • l h the original prospectus for the Wisconsin Avenue study, consider- ation was given to the closing off of selected side streets during the peak hour rushes. I t was believed at the time that such a blocking off of streets would improve the capacity and t r a f f i c operations considerably. Yet, upon an evaluation of the "causes" and "effects" of stream turbulence by u t i l i z i n g the t r a f f i c impedance analyzer and the galvanic skin reflex meter as well as by insight gained from the interference study, i t was concluded that the benefits to be derived would not balance the adverse effects produced, i n the general case. -,57- �I f Wisconsin Avenue were to be developed into a f u l l freeway with f u l l control of access, including grade separations, this question, of course, would no longer exist. However, i n any attempt to develop a higher capacity l e v e l on an at-grade a r t e r i a l , by virtue of minor street blockage, several cross streets must necessarily be retained and, i n order to achieve efficient t r a f f i c operations, they must be signalized. A coordinated signal system w i l l provide platooning pronounced enough so that the cross streets are i n essence signal controlled, this platooning becomes most evident i n a f u l l y progressive system such as that recommended in Phase 2. I t certainly would be unnecessary to prohibit cross movement where "cross street green," i n the form of periodic gaps i n the t r a f f i c flow, would be available i n this system simultaneously i n both directions. Only at those minor intersections where no portion of the gaps i n the flows occurred simultaneously i n the two directions would closure of the cross street possibly be necessary. As previously discussed, l e f t turns would be prohibited from Wisconsin Avenue at many of these minor intersections to eliminate blockage of a Wisconsin Avenue lane, these being concentrated and controlled instead at a few intersections. Here again, i n some cases, periodic gaps i n the opposing flow due to platooning may permit easy l e f t turns from the l e f t turn lane at unsignalized intersections. S3-- �11. One-way streets The Georgetown area i s classified as a commercial s t r i p development. I t i s a busy and compact area that encompasses a unique commercial development with high land values. Because of i t s quaint homes and shops and high esthetic values as well as i t s h i s t o r i c a l environment, Georgetown i s known as a highly-desirable residential area. Yet during the l a s t few years i n adequate t r a f f i c services i n the entire area have developed. The major cross streets i n lower Georgetown are 30 feet i n width. Because of the dense residential land uses close to the commercial strip area a d i f f i c u l t problem i n t r a f f i c operations has resulted. I t can be said that much of the t r a f f i c turbulence created on Wisconsin Avenue within the Georgetown area i s a result of the inadequacies of the surrounding street system i n this area. Even though the bordering residential portions within the confines of M Street on the south and Whitehaven Parkway on the north have not been incorporated into this study per se, i t i s a t r a f f i c engineering maxim that the development of a one-way street pattern i n Georgetown w i l l greatly improve t r a f f i c operations along and across Wisconsin Avenue, the major a r t e r i a l street. �Presently i n Georgetown, 3Uth Street and 33d Street are designated as one-way streets, south and north respectively. East of Wisconsin Avenue, Dumbarton Avenue i s one-way east. West of Wisconsin, 0 Street i s one-way east and P Street one-way west. Thirty-seventh Street should be made one-way south as f a r as Tunlaw Street. While possibly beyond the direct scope of t h i s study, i t i s f e l t that considerable improvement i n t r a f f i c operation i n Georgetown would be attained i f the following northsouth streets were also made one-way: Potomac Street one-way south, 32d Street one-way south, 31st Street one-way north, 30th Street one-way south, 29th Street one-way north, 28th Street one-way south, 27th Street one-way north, 26th Street one-way south. In the east-west direction, Q Street, the major east-west crossing street, should remain two-way. New one-way streets should be established as follows: P Street, on the east side of Wisconsin Avenue, one-way west from 30th Street to Wisconsin Avenuej N Street, one-way west; Prospect Street, one-way east. T h i r t y - f i f t h Street should be retained as a two- way street, except between Whitehaven Parkway and Wisconsin Avenue. Here, where 35th Street merges with Wisconsin Avenue, the street should be made one-way south. Outside the Georgetown area, several other one-way operations should be established. These include: 39th Street northbound from Veazey to Albermarle Street; hist Street, northbound from Wisconsin and Cheaspeake Streets to Fessenden Street; and U2d Street, northbound from Emery Street to Fessenden Street. �12. Volume increase—phase 1 The effect which t r a n s i t conversion from a streetcar to a bus operation w i l l have on the street i s great relative to the effect of most of the other suggested improvements. Although i t s exact amount i s con- jectural, i t i s estimated to be about 2$ to 30 percent. The specific volume increase to be gained by each individual improvement was not determined since, though each would provide some increase, only i n combination would they show impressive results. I t i s possible to predict the overall gain, with a l l of the " l i t t l e or no cost" improvements carried out, and to show the relative efficiency of the various lanes. With a l l of the foregoing improvements completed, i t i s expected that the intersections w i l l i n general govern the capacity of the street. operation of center free-flow lanes. Certainly they w i l l govern However the curb lane and the l e f t - most lane i n a given direction may be governed more by midblock turning movements and f r i c t i o n than by intersectional problems. (~a)^ Volumes expected on main 60-foot wide section of street-- Assuming 10 percent turning movements i n each direction at intersections, 5 percent commercial t r a f f i c , and further assuming 3 moving lanes i n the heavy flow direction (2 lanes plus parking i n the opposing direction), the 30-foot approaches throughout the major part of the street should cary about 3,200 vehicles per hour of green i n the peak hour. Assuming only 50 per- cent of the green tijne on Wisconsin Avenue, s l i g h t l y below the current average value, this means an approach volume of 1,600 vehicles carried i n the peak hour, about UO percent higher than the current average volume of l,lf?0 vehicles. The opposing direction should handle at least 2,000 vehicles per hour of green, or 1,000 vehicles per hour, with parking continued with present intersection restrictions. Of course, as at present, actual volumes would fluctuate about this average value at specific locations. - JT.F- �The expected lane distribution i n the heavy flow would then be as followsj Right curb lane - 900 vehicles per hour of green Second lane from curb - 1,!?00 vehicles per hour of green Left-most lane, on car track - 800 vehicles per hour of green By reference to these values, the effects of lane blocking by turning t r a f f i c , i l l e g a l curb parking, and the like become readily apparent. These curb lane and left-most lane volumes, being controlled mainly by midblock f r i c t i o n a l features permitted to remain, w i l l show no great increase regardless of what else i s done to the street, though, of course removal of the unused r a i l s should help the l e f t lane somewhat. That these predictions are not unreasonable i s best indicated by the fact that at least two locations studied on Wisconsin Avenue, (where no loading platforms existed and where l o c a l conditions permitted t r a f f i c to reach the intersection and load i t ) , volumes close to or even above this value were attained i n a 30-foot width. �I f U-lane, 2-lane reversible flow could be provided, which means complete prohibition of parking during peak periods, the heavy-flow volume whould reach at least 3,900 vehicles per hour of green. (The right and second lanes would carry the same volumes as before, the third through lane at least 1,000 vehicles, and the turning lane at least £00.) This would mean 1,95>0 vehicles per hour, assuming $0 percent green time, 70 percent greater than at present. However, the opposing flow would be only about 2,200 vehicles per hour of green, or 1,100 vehicles per hour, l i t t l e better than current operation. This operation should be considered s t r i c t l y as a temporary expedient, because of i t s limitations i n the light-flow direction. I t could be handled through the c r i t i c a l Wisconsin - Massachusetts - Garfield area by providing two through lanes and two l e f t lanes southbound at Garfield. • Conversion of these anticipated volumes to an ADT basis, using a 6O-I4O directional distribution and the assumption of 10 percent as the desirable peak hour factor under acceptable urban conditions gives a desirable 27,000 ADT for the 3-2-lane arrangement and 33,000 for the ll-2-lane arrangement. (Since currently actual ADT's as high as 29,000 are being recorded at the heaviest points, i t i s obvious that the current conditions are f a r from desirable. Instead of the normal 10 percent of the t r a f f i c occurring i n the peak hour, only about 7 percent i s actually being carried during a peak hour, showing suppression of normal desire for peak hour use of the street.) Actual ADT volumes which couid be handled would be considerably greater than these desirable values. �(b) Volumes expected between Calvert Street and 3UthStreet In this 56-foot section, the basic operation w i l l be four 11 l/2-foot lanes plus parking on one side. Peak volumes i n the heavy direction w i l l run about 2,600 vehicles per hour of green, or about 1,300 per hour, 30 percent greater than current volumes of 1,000 vehicles per hour. By elimination of parking and adoption of 3-2 reversible flow, the heavy-flow volume can be increased to 3,200 vehicles per hour of green or about 1,600 per hour, 60 percent greater than at present. This w i l l be adequate to handle the t r a f f i c using 33rd, 3hth, and 35th Streets instead of moving through lower Georgetown. I f , under 3-2 operation, the l e f t lane of the three becomes primarily a left-turn storage lane, volumes w i l l be l e s s , possibly about 2,800 vehicles per hour of green or 1,1*00 vehicles per hour. Equivalent ADT's w i l l be 21,000, 26,000 and 23,000 respectively. (c) Volumes expected on narrower section i n Georgetown, below 3Uth Street Below 3hth Street, a basic four-lane operation w i l l e x i s t , with no parking. Even assuming that Q - R Street section operates successfully as four lanes, but that no widening i s done, the capacity w i l l not be above 2,000 vehicles per hour of green i n the peak direction. Assuming h5 percent green time i n t h i s section, 900 vehicles per hour of green w i l l be handled i n the peak hour i n the heavy-flow direction, about 38 percent greater than current peak-hour volumes of 650 vehicles per hour. This i s equivalent to 15,000 ADT. �At the busy M Street intersection, the three-lane operation southbound w i l l handle U,200 vehicles per hour of green. Only about 2 > percent S of the cycle can be used for this flow, but 1,0|?0 vehicles per hour can be carried, about 2|?0 of which w i l l make l e f t turns. This would tax the capacity of one turning lane, but l e f t turns can be permitted from the middle of the three approach lanes also. Until widening i s carried out i n Georgetown, therefore, no major improvement w i l l be needed at M Street to handle t r a f f i c which can reach i t southbound. -Si- �Phase 2—-Measures designed to increase^ the street capacity^ involving moderate expenditures and construction. The measures recommended i n Phase 1 resulted i n a sizeable percentage increase i n the volume which could be carried on the street as a whole, making the intersection through-lane capacities govern. However, the capacity predictions which were based upon the assumptions that turning movements would remain i n the neighborhood of 10% or less i n each direction and that at least $0% green time would be available on Wisconsin Aveiiue must be considered as the ultimate that can be realized by i n expensive measures. From this point on, more costly physical changes w i l l be needed to develop increased capacity. Such changes f a l l into only a few major cate- gories, including more efficient signalization, channelization, widening, resurfacing, lighting, and grade separation. This phase contains recom- mendations for improvements of this type which would be possible at moderate expense. 1. Widening of Narrow Section of Street Widening of that portion of the street i n Georgetown now 35 feet wide i s a key necessity. Because of the presence of trucks and buses, lane widths of at least 11 feet should be provided. This requires that the hO-foot section be widened also. I t i s recommended that the street be widened to hk feet, from south of N Street to 3Uth Street. This w i l l provide, for the f i r s t time, at least four adequate t r a f f i c lanes along the entire length of the street. At least 2300 vehicles per hour of green can then be accomodated at a l l points, or about 1200 vehicles per hour. �2» Progressive Signal System A l l of the improvements envisioned i n stages 2 and 3 should incorporate a new modern signal system. Such a system i s feasible at this point because adoption of proposals made i n Phase 1 has eliminated many midblock interferences which previously prevented establishment of any orderly progressive movement. In part 1| of this report the existing signal system on Wisconsin Avenue i s described i n detail. I t i s apparent from this description that the existing signal equipment lacks the f l e x i b i l i t y required i n order to develop maximum capacity conditions of the magnitude contemplated on the study street. I n general, i t i s proposed that an interconnected flexible progressive system be u t i l i z e d on Wisconsin Avenue extending from the intersection of Wisconsin Avenue and M Street to the D i s t r i c t l i n e at Western Avenue. For area-wide efficiency, this system should be extended into Maryland as f a r as the Pooks H i l l interchange with Wisconsin Avenue, since the origins and destinations of much of the t r a f f i c causing the peak capacity demands, the work t r i p s , are i n the Maryland subrubs and i n the central business d i s t r i c t of the D i s t r i c t of Columbia. �The signal system proposed allows for progressive movement inbound (southbound) i n the morning rush hour and progressive movement outbound (northbound) i n the evening rush hour on a 90 second signal cycle. Offpeak periods w i l l operate with a 75 second cycle with an attempt to give equal advantage to both directions. This 75 second time was the minimum that could be provided while giving side streets a sufficient amount of green time to permit pedestrians to cross Wisconsin Avenue. Three-dial time clocks w i l l be required at the intersection controllers with t r i p l e off-sets for f l e x i b i l i t y i n varying the progressive timing speeds during the day. Appendi.K 3 show the signal times and progressive movements on a time-spaced diagram between Massachusetts Avenue and Western Avenue. I t i s assumed that three progressive timing speeds w i l l be used for each peak movement, reduction occurring as the volumes increase during the peak hour. I f maximum volumes of people, rather than of vehicles, i s of prime importance, then an evaluation of t r a n s i t speed and delays should be made before the progressions are established. This w i l l permit development of a progression i n which the signal timing progression w i l l change to an offset favoring progressive transit movement, when the number of people moving along the street by transit exceeds the number being moved by auto. Such a system could, of course, be set to favor transit at a l l times, i f such an approach was considered desirable. — (c - �Interconnection w i l l be p a r t l y by wire and p a r t l y by radio. The t r a f f i c s i g n a l programmer and a c e n t r a l c o n t r o l panel already have been i n s t a l l e d at the Highway Department Building east. at lltth and G S t r e e t , South- T h i s c e n t r a l c o n t r o l l e r codes the required s i g n a l changes, such as d i a l and o f f s e t changes f o r the rush hours i n t o audio tones which are sent by telephone l i n e to a r a d i o t r a n s m i t t e r Drive i n northwest Washington. at the Reno R e s e r v o i r on F o r t From there, the tones w i l l be transmitted to r a d i o r e c e i v e r s at the s i g n a l i z e d i n t e r s e c t i o n s to change the operation of each s i g n a l c o n t r o l l e r incorporated i n t o the system. A receiver-decoder w i l l be required at each i n t e r s e c t i o n p r e s e n t l y not i n an interconnected system, but where present interconnection e x i s t s , such as from Van Ness to Albermarle S t r e e t s , G a r f i e l d to Macomb S t r e e t s , and C a l v e r t to Edmunds S t r e e t s on Wisconsin Avenue, (see Appendix ) only one receiver-decoder w i l l be required at the master c o n t r o l l e r of the interconnected-by-wire intersections. The operation of these secondary c o n t r o l l e r s w i l l be con- t r o l l e d try the r a d i o impulses sent out t o the master c o n t r o l l e r . Thus, Wisconsin Avenue from M S t r e e t to the D i s t r i c t l i n e w i l l be completely interconnected w i t h the f l e x i b i l i t y of t h r e e - d i a l equipment, i n c l u d i n g f l a s h i n g c a p a b i l i t y , at a l l the c o n t r o l l e r s . Each d i a l w i l l provided with a t r i p l e o f f s e t i n order to have t h r e e possible timing speeds. be progressive The b a s i c r a d i o interconnection w i l l allow s i g n a l changes t o be programmed i n t o the system i n order to maximize t r a f f i c flow f o r stages 2 and 3 of capacity increase development on the study s t r e e t . system can be t i e d i n s u c c e s s f u l l y t o the s i g n a l systems on the i n t e r s e c t i n g s t r e e t s , such as Nebraska Avenue. This �The proposed s i g n a l system w i l l c o s t approximately $60,000. d e t a i l e d cost summary w i l l be found i n appendix 5" i n t e r s e c t i o n s are l i s t e d . A where the i n d i v i d u a l I t w i l l be noted that s e v e r a l i n t e r s e c t i o n s not c u r r e n t l y s i g n a l i z e d are included i n the l i s t . The previous d i s c u s s i o n has centered on the type of s i g n a l equipment which i s now scheduled f o r i n s t a l l a t i o n on Wisconsin Avenue. Other p o s s i - b i l i t i e s should a l s o be considered i n t h i s study. The degree of f l e x i b i l i t y with^which t r a f f i c s i g n a l equipment can be designed i s v e r y v a r i a b l e . G e n e r a l l y speaking, there are two types of t r a f f i c s i g n a l equipment. distinct There i s the fixed-time s i g n a l equip- ment and the automatic actuated s i g n a l equipment. The f i r s t type of equip- ment i s l e s s expensive and i s f l e x i b l e enough t o provide t h r e e - d i a l operations. Where r a d i o interconnections e x i s t , the c y c l e length can be changed and t r i p l e o f f - s e t operations can be accomodated. i s quite f l e x i b l e . the t r a f f i c i t s e l f . Actuated s i g n a l equipment The c y c l e lengths and c y c l e s p l i t s are determined by S i n c e the D i s t r i c t of Columbia has e l e c t e d t o u t i l i z e f i x e d time equipment, w i t h r a d i o interconnection, i t was determined that f o r the purposes of the study on Wisconsin Avenue, t h i s equipment would be u t i l i z e d throughout; y e t , f l e x i b i l i t y of s i g n a l equipment can be f u r t h e r increased by "the use of actuated equipment. �In the .progressive sirmal timing systems proposed for Wisconsin Avenue, minor cross streets that are signalized could be traffic-actuated. This would provide side street access interposed on the progressive timing system. I t i s certainly frustrating during the off-peak hours and during the evening hours for vehicles to stop at a red signal while green time i s being shown to the cross streets and no vehicles are proceeding through the intersection. The inherent advantage of t h i s signal combination i s that i t would provide more green time for the major through a r t e r i a l street, without disturbing the progressive band. Some c i t i e s i n the United States have elected to use fixed time equipment for their downtown areas and u t i l i z e the low density type of equipment for their isolated signalized intersections. Baltimore, for example, i s u t i l i z i n g automatic actuated equipment for a l l i t s intersections. This equipment i s interconnected and signal cycle lengths and offsets are capable of being changed every s i x minutes, i n response to volume data obtained from manual or radar t r a f f i c counter stations, and fed to a central computer. In the D i s t r i c t of Columbia, fixed time, program-type equipment i s centrally-programed i n order to make the changes i n cycle lengths and offsets. Research i s required i n order to determine the economics of u t i l i z i n g one system over the other. Basically i t can be surmised that an intergration of these two types of basic signal controls equipment could provide maximum efficiency at minimum costs. I n general, each traffic-signalized intersection on a street requires individual t r a f f i c analysis before a decision can be reached regarding the most appropriate system for the street as a whole. �Proponents of the automatic signal equipment have stated that i t i s impossible to predict r e l i a b l y the t r a f f i c volume changes that w i l l exist upon the streets of a c i t y . Opponents claim that t r a f f i c flows can be charted efficiently and programed by these fixed time equipment. Actually both proponents and opponents may be correct, depending upon the area of the country i n which they are discussing the use of t r a f f i c signal equipment. For example, i n a c i t y l i k e Washington, D. C. which has U.S. Government offices as i t s major employment centers, t r a f f i c movements can be determined f a i r l y accurately because of the semi-permanent orignis and destinations of the employment forces. But i n an economically s t r a t i f i e d area, the problems of predicting t r a f f i c flow are more complex. Baltimore, for example, with i t s mixed land uses and varied indus- t r i a l plants, would be an enigma i n charting t r a f f i c flows patterns. Actuated equipment i s a considerable value i n such an area. �3 • Reconstruction and Channelization at Major jCnte_rsjecWons _ a. Q Street ' Jog--leg Intersection l 11 < The Q Street crossing on Wisconsin Avenue was found to be one of the major points of conflict along t h i s street. This intersection i s the major east-west crossing for lower Georgetown. Q Street i s one of the few major cross streets that has a bridge crossing Rock Creek Park, thus allowing east-west crosstown movement. I t presented a major intersection capacity problem. In attempting to improve the Q Street dog-leg intersection physical channelization was f i r s t considered. Provision of inverted barriers for the crossing area was attempted without success. Neither was any other physical channelization found feasible, within the restricted rights-of-way available. Instead, simple channelization by means of paint striping for l e f t turn lane demarcation was used. On Q Street's east leg, a l e f t turn lane was provided. On Wisconsin Avenue, i n the dog-leg between Q Streets east leg intersection on the south and i t s west leg intersection on the north, short l e f t turn lanes i n both directions were provided by painting i n the lane lines as shown i n Figure . Widening to h$ feet w i l l be required i n this dog-leg area, to permit f i v e narrow 9-foot lanes. This should permit somewhat more f l e x i b l e operation than would four 11-foot lanes, though there w i l l be r e l a t i v e l y l i t t l e difference i n capacity. -£7- �b. 33rd St. -Reservoir Road Complex Intersection At 33rd Street-Reservoir Road-Wisconsin Avenue, simple channeli- zation should be constructed as shown i n Figure 3 s i n order to divert the t r a f f i c movement from the one way northbound t r a f f i c of 33rd Street into a nearly 90 degree entrance into Wisconsin at Reservoir Road. Since a t r a f f i c signal i s to be provided at Reservoir Road, t h i s more orderly pattern of vehicle flow w i l l be needed. Previous to t h i s channelization, vehicles moving northbound on 33rd Street faced a dangerous near head on maneuver i n moving onto Wisconsin Avenue, conflicting with the Reservoir Road dog-leg movement. c. Calvert Street - 37th Street Complex Intersection The Calvert Street intersection with Wisconsin Avenue was one of the more complex problems. Figure /f- shows the channelization developed for t h i s intersection. I t should be noted that 37th Street i s made one way i n the southerly direction and that l e f t turn lanes are provided for the north and south movements along Wisconsin Avenue at the Calvert Sreeet crossing. Narrow barrier medians are provided to protect these lanes. Bus bays are provided and located as shown to the north of this intersection. Calvert Street, the east-west street, i s widened on both approaches from 3h feet to h8 feet, to increase capacity while reducing the green time necessary. -if- �d. Massachusetts Avenue - Garfield Street Complex Intersection_ Figure shows the channelization to be provided for the at-grade Massachusetts Avenue and Garfield Street intersection with Wisconsin > Avenue. (This i s the f i r s t of several increasingly-complex proposals for this location). The right turning lane on the westbound approach on Massachusetts Avenue i s to be extended to Garfield Street to a l l e - viate "trapping" of right-turn vehicles i n the back-up through flow. This right-turn lane can be further extended east of Garfield i f necessary. I t should be noted that no l e f t turns are allowed for vehicles moving north at the Massachusetts-Wisconsin Avenue intersection, or at Cathedral Avenue, these being transferred to Woodley Road. Left turns are also prohibited by vehicles moving east and west. A variable-width channelizing median w i l l be installed between Garfield Street and Massachusetts Avenue, the l e f t turn for the southbound t r a f f i c on Wisconsin Avenue being m . e ad v i a two l e f t turning lanes into Garfield Street. Two lanes w i l l be a v a i l able f o r southbound through t r a f f i c . A similar median w i l l be placed on Wisconsin Avenue from Fulton Street to Garfield Street. I t w i l l provide one left-turning lane for the t r a f f i c moving north on Wisconsin Avenue and three lanes f o r the through t r a f f i c northbound, and two thru lanes southbound. These improvements w i l l require widening of Wisconsin Avenue to curb-to-curb widths of varying amounts up to about 80 feet, between Fulton Street and north of Cathedral Avenue. Garfield Street w i l l have two way operation and w i l l have two lanes moving east-bound and one lane moving vrestbound. �e. Van Ness S t r e e t ^ t e r s e j c t i o n As p r e v i o u s l y discussed, Van Ness S t r e e t was found to be one the most c r i t i c a l l y - l o a d e d i n t e r s e c t i o n s on the e n t i r e s t r e e t . a t i o n was smoothed somewhat i n Phase 1. of I t s oper- I n order t o f u r t h e r develop needed capacity, s p e c i a l three-phase s i g n a l phasing i s required. Also, a l e f t t u r n CfiQUte io) lane f o r both the north and south l e g s i s needed.' T h i s w i l l require i n i t i a l widening A t o 66 f e e t , to provide s i x adequate 11-foot l a n e s . As volumes i n c r e a s e , t a x i n g the c a p a c i t y of the two through lanes i n each d i r e c t i o n , f u r t h e r widening to 77-feet w i l l be needed, to permit three through lanes plus a l e f t - t u r n lane i n each d i r e c t i o n . I n conjunction with t h i s improvement, work w i l l be done at Upton S t r e e t a l s o , a t the southeast corner. I t w i l l be provided with a 50-foot r a d i u s r i g h t turning lane to a l l e v i a t e a d i f f i c u l t 120° turning movement. I f the progressive s i g n a l system does not provide automatic gaps i n the t r a f f i c flow, then s i g n a l i z a t i o n a t the Upton i n t e r s e c t i o n may be necessary, •f. _ Tenley Circle_ At-grade improvements a t Tenley C i r c l e are r e l a t i v e l y minor, as shown i n Figure . south of Grant Road. counter-clockwise F o r t S t r e e t i s t o be dead-ended i n t o a cul-de-sac, Tenley C i r c l e , i t s e l f , w i l l continue i t s one-way t r a f f i c flow operation. The handling of l e f t turns by means of routing such t r a f f i c around the c i r c l e u n t i l i t can t u r n r i g h t , a procedure p r e v i o u s l y adopted, w i l l continue. T r a f f i c volume i n c r e a s e s w i l l r e q u i r e widening of the c i r c l e roadway t o handle these t u r n i n g movements, and p o s s i b l y p r o v i s i o n of o f f - s t r e e t bus stops, busses being through the c i r c l e . However, because no d i r e c t l e f t turns are no p r o v i s i o n of storage lanes f o r l e f t turns i s needed. permitted, Widening beyond the 60.' width w i l l not be required at t h i s stage, t h e r e f o r e . -It- routed �g r t| River Road-Brandywine Street - h i s t Street Complex. JM^ j^cj^ion Figure $ shows the channelization of the River Road-Brandywine- Ulst Street connections with Wisconsin Avenue. I t i s basically a signalized version of the operation previously adopted in phase 1 . Just south of the "Y", three lanes of t r a f f i c w i l l move southbound, two lanes w i l l move through on Wisconsin northbound, and. a left-turn lane w i l l handle t r a f f i c northbound on Wisconsin Avenue which wishes to proceed north up River Road. This l a t t e r t r a f f i c w i l l move at the same time that eastwest t r a f f i c on Brandywine i s moving, the two intersections being coordinated. This channelization into 11-foot lanes w i l l be provided by painted markings on the pavement between Albemarle Street and River Road, part of the existing short section that i s currently 66 feet wide. Soon, as volumes develop, widening to 77 feet w i l l be necessary to permit three through lanes i n each direction i n addition to the turning lane. The 66-foot pavement already existing between River Road and Brandywine Street w i l l be adequate to handle the transition of this added t r a f f i c from and to the 60-foot pavement north of Brandywine, though widening of the north leg at Brandywine would be desirable for a short distance. At the Brandywine Wisconsin Avenue intersection, there w i l l be no l e f t turns allowed for t r a f f i c moving north along Wisconsin Avenue, though Brandywine w i l l provide two-way t r a f f i c . F o r t y - f i r s t Street's intersection with Wisconsin Avenue w i l l be channelized by extending a painted p a r a l l e l line as shown. One-way operations w i l l be allowed on Ulst Street i n the northerly direction. -7/s �In order to permit the northbound left-turn flow into River Road, which i s rather heavy even during the morning southbound peak, only hO% green time i s available to southbound through t r a f f i c on Wisconsin. This i s a controlling percentage of green time, lower than the %0% or more provided at other points. However, since River Road adds volumes equivalent to what would be handled i n 10% of the green time, this arrangement i n effect i s a desirable limiting feature, supplying Wisconsin Avenue to the south with only the volume that i t can handle e f f i c i e n t l y . h._ Western Avenue Intersection The Western Avenue intersection with Wisconsin Avenue i s shown i n Figure ^ . Channelization i s provided at t h i s intersection. Western Avenue i s provided with a l e f t turning lane on both the east and west approaches. Wisconsin Avenue on i t s north leg also i s provided with a l e f t turn lane for t r a f f i c moving south along Wisconsin Avenue approaching the Western Avenue intersection. South of Wisconsin Avenue, the center lane w i l l be reversible, operating southbound i n the a.m. peak and northbound i n the p.m. peak. This reversal w i l l provide f i v e 12-foot lanes with three lanes i n one direction and two lanes i n the other direction. Channelization i s also shown for the Military Road intersection with Western Avenue as well as at Wisconsin Place and Wisconsin Circle, since a l l of these points affect the Wisconsin-Western problem. I t should be noted that Willard Street i n Maryland should be made one-way i n the westerly direction. This w i l l develop added l e f t turn discharges i n the eastbound • t r a f f i c at the Western Avenue intersection with Wisconsin Avenue. The signal phasing shown for this location i s planned to s a t i s f a c t o r i l y handle s these turning movements. -7.1-•" �to*' Resurfacing A smooth surface, free of the unused streetcar r a i l s , i s essential i f each lane i s to operate at f u l l efficiency. Therefore, the next step should be resurfacing of the present street width (except for those sections already resurfaced i n connection with intersection improvement steps). This step, of course, includes removal of the streetcar r a i l s * North of Calvert Street, the 60-foot pavement can be divided by lane markings either into s i x 10-foot lanes or five 12-foot lanes. The f i r s t arrangement would provide a capacity of 3,750 vehicles per hour of greea i n each direction. The second, i f operated on a 3-2 lane basis with the center lane reversible, would permit k,QO0 vehicles per hour of green i n the heavy direction, and 2,650 i n the opposing direction. The l a t t e r represents a 6^—36 volume s p l i t by direction, somewhat more unbalanced than that now experienced on Wisconsin Avenue. However, i t should be remembered that peak-hour travel desires i n the heavy direction are now being suppressed. With an adequate street available, the peak hour heavy flow volume should increase considerably more than w i l l the l i g h t flow. �Because the street carries considerable truck and bus t r a f f i c (and particularly because operation of 8^-foot wide buses I s anticipated), i t i s f e l t that lane widths should be a minimum of 11 feet for any further improvements. Therefore, i t i srecommendedthat the 60-foot width be marked into five 12-foot lanes, the outer two lines being dashed and the inner two solid. At the locations where channelized intersection opera- tion has been adopted, generally u t i l i z i n g s i x 11-foot lanes, the previously adopted markings w i l l continue. At the transition points, the outer two dashed lines w i l l continue to identify the curb lanes. The inner two solid lines w i l l stop, and after a suitable transition distance, be replaced by the intersection marking arrangement (generally 3 - 3 ) . At no point on any intersection approach w i l l the three approaching lanes of t r a f f i c be forced into fewer lanes, though t r a f f i c w i l l have to redistribute i t s e l f where one lane i s reserved for l e f t turns only. Below Calvert Street i n Georgetown, after resurfacing, the lane markings w i l l remain much as they were before. The 55 to 56-foot sections w i l l provide for f i v e 11-foot lanes, which can be operated as four moving lanes plus one parking lane, or as a 3-2 reversible operation. The kk-toot sections w i l l provide four 11-foot lanes. I n connection with resurfacing and "spot" widening, rudimentary deceleration and acceleration lanes might be constructed at a few of the major business driveways. -7f - �5. Provision of bus bays Bus bays, a minimum of eight feet i n width and preferably nine feet, are recommended for a l l bus stops where right-of-way permits (that i s , everywhere except i n Georgetown). They would reduce the adverse effect of buses on right-lane operation, permitting smoother continuous operation i n the lane, with less stop-and-go operation. The volume increase to be expected would depend on the frequency of scheduled buses on the route, but might average 300 vehicles per hour. Where located on the near side of intersections, they might also serve as right-turn lanes, further smoothing t r a f f i c flow and increasing volumes, provided bus volumes were r e l a t i v e l y low. However, during rush hour operation, D. C. transit anticipates about seven buses per 15 minutes, so the bays w i l l seldom be of help to other t r a f f i c during peak periods. 6. Improved lighting The present Wisconsin Avenue lighting system was placed into operation during the early years of incandescent street lighting. For that time and era, this system was adequate. However, the system i s inadequate now, with the present passenger car volumes, large commercial vehicles mixed i n with transit vehicles, substantial pedestrian use throughout, and several important cross streets. �During the winter months, the evening peak period i s for a l l practical purposes during the hours of darkness making the driving task considerably more complicated. This i s one of the many intangible factors now affecting the drivers' decision to make use of or to avoid Wisconsin Avenue as a major a r t e r i a l route. Much of the effectiveness of the present lighting system i s lost due to the presence of untrimmed trees along Wisconsin Avenue. These trees either obscure or shade many of the lighting globes. Lighting can be improved by tree trimming and by the periodic cleaning or replacement of lighting globes. I t might be possible by a r e l a t i v e l y small added expense, to place the pendant-type lamps on longer arms because most of the present supporting arms do not place the lamps beyond the curb l i n e . Also, the present intensity furnished by the k,000-lumen lamps could be increased by replacing the existing bulbs with larger bulbs which could furnish 6,000 or 10,000 lumens and the spacing could be reduced by adding new luminalres. However, rather than spend money for "interim"-type improvements, i t i s recommended that the entire Wisconsin Avenue lighting system be revamped i n order to provide the lighting intensity required for good t r a f f i c operations on the study route. I t i s estimated that such a system would cost approximately $50,000. �This new lighting system should he installed immediately following i n i t i a l widening of the street (or immediately after a decision i s reached not to widen for an appreciable length of time). Recognition i s given to the fact that over-all c i t y lighting programs must operate on well-developed p r i o r i t y programs i n order to provide the best possible lighting for the most economical use of the taxpayers' money, so that t h i s improvement, l i k e a l l other recommendations, must take i t s place i n such a program. 7. Volume increase—Phase 2 Now the major intersections w i l l govern north of Calvert Street along the basic 60-foot-wide street, the capacity of the average intersection where l e f t turns are appreciable i n number w i l l be somewhat over 4,000 vehicles per hour of green, or about 2,000 vehicles per hour assuming 55 percent through green time and 20 percent possible l e f t turn time (whether signalized or not). The left-most lane w i l l be useless to through t r a f f i c no matter whether a separate l e f t indication exists or not. Regardless of whether the location operates 3-2 reversible or 3-3 channelized, only two through lanes w i l l be available to heavydirection t r a f f i c . Widening of such locations to permit a h-2 reversible operation or a 3-1-3 channelized flow, w i l l provide at least three 11-foot lanes plus a l e f t - t u r n lane i n the heavy direction. Now about 2,900 v.p.h. can be handled, s l i g h t l y exceeding the capacity of the key at-grade channelized intersection at Wisconsin-Massachusetts-Garfield, which can handle 2,600 v.p.h. -77- �Elsewhere along the 60-foot-wide section of the street, at least 2,650 vehicles per hour of green i n each direction, or about 1,500 vehicles per hour assuming about .55 green time can be accommodated. During the peak periods, i n the heavy 3-lane direction under reversible-flow operation, generally U,800 vehicles per hour of green, or 2,600 vehicles per hour can be handled. The equivalent ADT i s about U0,000. I n lower Georgetown, 2,300 vehicles per hour of green w i l l be accommodated i n each direction, or 1,150 vehicles per hour assuming 50 percent green time, equivalent to 20,000 ADT. I n upper Georgetown, with no parking and 3-2 reversible operation, the above values w i l l s t i l l apply i n the light direction, but they w i l l be 4,250 v.p.h.g. and 2,100 v.p.h. respectively i n the heavy direction, providing for about 33,000 ADT. Therefore, u n t i l further improvements of major intersections are made, no general widening or further improvement to the street as a whole could be e f f i c i e n t l y u t i l i z e d for additional capacity. Of course, widening of about 15 feet on a side would permit reestablisbment of curb parking without reducing capacity. Any lesser amount would cause return of parking turnover interference problems, as previously discussed. �Phase_3--Measures designed to increase^ the street capacity, involving major expenditures and_ construction. In Phase 2, measures were recommended which brought the Wisconsin Avenue t r a f f i c volumes up to the maximum capacities of controlling major at-grade intersections, particularly that at Massachusetts Avenue. No major widening was yet necessary. From this point on, major construction project w i l l be involved i n any development of increased traffic-carrying capacity. This phase contains recommendations for such major improvements which w i l l bring the street to i t s ultimate capacity, as found possible within existing right-of-way limits. The f e a s i b i l i t y of a median divider along the length of wider portion of the street i s an important factor to be considered i n this phase. For that reason, the question i s discussed separately from street widening alone. Pedestrian problems w i l l become significant when any major widening i s carried out, since pedestrians w i l l then require longer times to cross the street. Side street green time must then be based primarily on pedest r a i n needs rather than on vehicular needs. This factor i s discussed under "Provision of a Median Divider" since dividers would serve also as pedest r i a n refuges. �Phage 3--ffeasure3 designed to increase^ the street capacity, involving major expenditures and^c^nstniction^ In Phase 2, measures were recommended which brought the Wisconsin Avenue t r a f f i c volumes up to the maximum capacities of controlling major at-grade intersections, particularly that at Massachusetts Avenue. No major widening was yet necessary. From this point on, major construction project w i l l be involved i n any development of increased traffic-carrying capacity. This phase contains recommendations for such major improvements which w i l l bring the street to i t s ultimate capacity, as found possible within existing right-of-way limits. The f e a s i b i l i t y of a median divider along the length of wider portion of the street i s an important factor to be considered i n this phase. For that reason, the question i s discussed separately from street widening alone. Pedestrian problems w i l l become significant when any major widening i s carried out, since pedestrians w i l l then require longer times to cross the street. Side street green time must then be based primarily on pedest r a i n needs rather than on vehicular needs. This factor i s discussed under "Provision of a Median Divider" since dividers would serve also as pedest r i a n refuges. 7f- �A very important note of caution i s necessary i n advance here. The purpose of the study was to analyze Wisconsin Avenue only, bringing i t up to i t s ultimate theoretical capacity l e v e l . However, i n r e a l i t y , these theoretical volumes to be developed i n Phase 3 might not be attained in practice, due to limitations of the surrounding street system. Serious congestion might well develop on the avenue at major exit points, as well as on some of i t s approaches. The most l i k e l y congestion point, by f a r , would be Massachusetts Avenue eastbound, just east of Wisconsin Avenue, during the a.m. peak. I t currently, i n 193>°, i s carrying about 1,25>0 vehicles per hour from the west plus about 5&0 vehicles which entered from southbound Wisconsin Avenue, or a t o t a l of 1,800 vehicles, during the a.m. peak hour. I t i s basically a l|2-foot wide street, providing two 10^-foot lanes i n each direction. Though i t s practical capacity i s 2100 vehicles per hour of green i n each direction, i t undoubtedly could actually carry about 3,000 vehicles per hour of green i f good progression provided nonstop operation. However, only 10% green time as a maximum could be provided, meaning that i t could carry only 2,100 vehicles per hour maximum. That i s , i t would be hard-pressed to absorb new t r a f f i c created i n Phase 2, and would be unable to handle any Phase 3 i n creases. Backups from Massachusetts would then congest Wisconsin, or more l i k e l y , t r a f f i c would select other routes, defeating the purpose of the avenue's improvements. A very r e a l practical problem, therefore, exists of improving Massachusetts Avenue, or of accepting undesirable 3-1 reversi b l e flow on i t , before phase 3 Wisconsin Avenue improvements can operate efficiently. _ to- �Similar but much lesser problems e x i s t elsewhere on the avenue. There also i s the likelihood that congestion on Wisconsin Avenue beyond the D i s t r i c t line and on feeder streets within the D i s t r i c t would prevent the supply of volume sufficient to u t i l i z e the a.m. peak capacity developed by Phase 3 improvements. 1. Grade separation at the intersection of Massachusetts Avenue and Wisconsin Avenue Three different approaches were considered, each of which i s described below. These are not suitable for successive steps of "phase" construction. Bather, they are "either-or" proposals. One approach must be selected as f i n a l and the others discarded, unless complete reconstruction i s acceptable at a l a t e r date. a* Direct connection grade separation for southbound l e f t turn lane only ( a l l other operations at grade) Figure \0 shows a direct l e f t turn connection for southbound Wisconsin Avenue t r a f f i c continuing eastbound on Massachusetts Avenue, gradeseparated from the main surface grade separation. This l e f t turn direct connection would provide southbound left-turn capacity l e v e l almost double that of the "ultimate" at-grade channelization intersection discussed i n Phase 2 . 1,500 This l e f t turning lane's capacity i s estimated at approximately vehicles per hour, the limiting capacity for any l e f t turn direct connection. This connection has been designed i n such a way as to provide adequate turning r a d i i for 8§-foot wide buses. Though intended for 1-lane operation, the roadway i s approximately 20 feet i n width providing space for disabled vehicles and s t i l l allowing one lane of t r a f f i c to proceed. �The capacity analysis indicates that provision only of this l e f t turn direct connection would not be economically feasible. While removal of up to 1,500 turning vehicles from the surface north-south flow would permit greater through volumes i n somewhat less green time, thus giving Massachusetts Avenue needed additional green time, the cost would be prohibitive relative to the volume increase gained. b. F u l l grade separation except for southbound l e f t turn movement Figure |f shows Massachusetts Avenue depressed beneath Wisconsin Avenue. Here the l e f t turn movements would be made at Garfield Street for t r a f f i c moving southbound on Wisconsin Avenue desiring to go eastbound on Massachusetts Avenue. Actually, the channelized at-grade.intersection at Wisconsin Avenue and Garfield Street would be very similar i n design and signalization to that proposed e a r l i e r i n Phase 2 , s t i l l being designed primarily to handle the major l e f t turning movements east onto Gar.field Street from southbound Wisconsin Avenue. Capacities per hour of a l l major movements would be greatly increased, however, due to no further need to allow for the major Massachusetts Avenue flow. Previously, on t h i s account, Garfield was given far more time than i t needed. Left turn movements from the northbound Wisconsin Avenue t r a f f i c flow would be accommodated v i a the Massachusetts Avenue frontage ramp. Also, 2-way t r a f f i c would be maintained on Garfield Street, but Garfield Street would be blocked a t i t s intersection with Massachusetts preventing through t r a f f i c on Garfield. �e. F u l l grade separation of a l l major Movements The f u l l separation for the Massachusetts Avenue - Wisconsin Avenue intersection i s shown i n figure Y & . *for a 3-level structure. F u l l separation in t h i s case c a l l s . Massachusetts Avenue would be depressed beneath Wisconsin Avenue while a southbound l e f t turn direct connection would also be provided, separated from both.. In t h i s design the predominant l e f t turn movement for southbound Wisconsin Avenue t r a f f i c desiring to go eastbound would again be accommodated by a 20-foot wide, single lane direct connection with Massachusetts Avenue* T r a f f i c desiring to turn l e f t from the northbound Wisconsin Avenue t r a f f i c to westbound on Massachusetts would be required to use either the left-turn lane\at Garfield Street or to proceed to Macomb Street where a l e f t turn i s permitted. Garfield Street in this case would be one way eastbound east of Wisconsin to Massachusetts Avenue and two way west of Wisconsin. Figure i s a rendering which shows i n p i c t o r i a l detail this proposed geometric design atthe intersection of Massachusetts and Wisconsin Avenues. This i s the ultimate geometric design that could be developed for the Wisconsin and Massachusetts Avenue intersection without acquisition of additional right-of-way, involving large expenditures, to the west and east of t h i s intersection, steps not contemplated within the scope of this study. Development of this type would not be adaptable to a stage construetion sequence* �«2. Q Street major channelization In order to improve the Q Street crossing to any measurable degree, i t was necessary to eliminate two-way operation through the "dog-leg" providing a more direct connection for the east-west crossing t r a f f i c . Several proposed plans were investigated, but no solution could be found which did not involve the taking of property. Figure jtf" shows the f i n a l plan that was adopted. In this case the gasoline service station on the east side of Wisconsin Avenue between Q Street south and Q Street north had to be acquired. in figure As shown i n the figure, and also by the p i c t o r i a l rendering , t r a f f i c proceeding westerly on Q Street was provided with two new lanes, one for through t r a f f i c and one primarily for right turns. Traffic moving easterly was provided with two lanes one of which was u t i l i z e d as a l e f t turning lane. The former east leg of Q Street was pro- vided with a channelization i n order to separate the eastbound t r a f f i c from westbound t r a f f i c turning l e f t into Wisconsin Avenue, This i s by no means an "ideal" solution. I t i s a compromise between the preestablished requirement that no land be taken and the urgent need to eliminate an isolated bottleneck. Much more effective plans could be provided i f additional land could be taken. While Q Street i s the ntsjor dog-leg crossing, similar improvements at other "dog-legs" would be valuable. �3. Street widening— a. North of Garfield Street Widening i s , of course, an obvious means of providing increased capacity. Table %L l i s t s the many possible width and lane combinations possible, within the existing right-of-way limits north of Calvert Street, as well as the bylane and t o t a l volumes per hour of green which each arrangement w i l l provide. These volumes are taken from the capacity chart, appendix | • ° Unless parking i s to be reestablished, requiring an addition 15 feet minimum per side to prevent reduction i n capacity, there i s l i t t l e value i n widening to provide capacity greater than that of the major intersections on the route. The ultimate Improvement of the controlling intersection, WisconsinMassachusetts Avenue, i s limited to 60,000 ADT, or 3,600 vehicles per hour i n the heavy direction. Since usage of the street i s reasonably constant throughout the street north of Massachusetts Avenue, there i s l i t t l e to be gained by providing a through street capacity higher than t h i s 3,600 vehicles per hour. Assuming about 60 percent green time at the more minor unchannelized intersections, and a 60-4o directional distribution of t r a f f i c , t h i s i s equivalent to 6,000 vehicles per hour of green i n the heavy direction and 4,000 i n the opposing direction. The volume values i n table £L indicate that a 4-3 reversible operation of 11-foot lanes i n 77 feet curb-to-curb width would approximate these volumes (6,200 v.p.h.g. and 4,250 v.p.h.g., respectively). For desirable f l e x i b i l i t y of operation, a 4-3 arrangement of 12-foot lanes i n 84 feet t o t a l width would be superior (6,950 v.p.h.g. and 4,800 v.p.h.g., respectively). �As before, provision of bus bays at bus stops on the 84-foot street would require a t l e a s t eight feet of additional width, making a maximum curb-to-curb width of 100 feet. This would s t i l l allow adequate side- walk space within the existing right-of-way, except at one or two constricted points where the sidewalk would have to be on private land. However, any basic curb-to-curb width greater than about 92 feet would seriously r e s t r i c t sidewalk widths where bus bays were provided. An 8-lane balanced flow f a c i l i t y (four 11-foot lanes i n each direction) would carry 6,200 vehicles per hour o f green i n each direction i n an 88-foot width, but would r e s t r i c t the heavy flow somewhat due to narrower lanes. Bus bays could s t i l l be provided. While the unbalanced operation of seven 12-foot lanes i n an 84-foot street width provides the most e f f i c i e n t undivided operation, such an arrangement does not lend I t s e l f to provision of midstreet pedestrian refuges. This subject i s discussed i n d e t a i l i n section 4, "Median Dividers." Therefore, of the undivided f a d l t i e s which have been d i s - cussed, the 8-lane operation of an 88-foot width must be recommended as most practical. b. South of Garfield Street In the Georgetown area, widening i s s t r i c t l y limited .by the right-ofway available. to From M Street to the curve just south of N Street, widening 60 feet or s l i g h t l y more can be provided to permit a 6-lane operation, i f more width were needed to counteract the necessarily short green times at t h i s 3-phase signal. �From N Street to Reservoir Road, no widening i s feasible beyond that to 44 feet accomplished i n phase 2 , to handle 2,300 v.p.h.g. since extremely narrow sidewalks would result a t some points. From Reservoir Road to 3^th Street, 2 feet of widening can be provided on each side beyond the basic 44 feet, to give the 48 feet curb-to-curb needed for 12-foot lanes. This would help to absorb the additional volume received from 33rd Street, providing for 2,650 v.p.h.g. From 34th Street to Calvert Street, widening to 60 feet w i l l be necessary to permit a 3-2 reversible operation similar to that originally adopted but more f l e x i b l e due to wider lanes, providing for 4,800 v.p.h.g. i n the heavier direction. North of Calvert Street to Garfield Street, widening to 72 feet would be desirable to permit s i x 12-foot lanes. Further widening would be f u t i l e due to limitations south of Calvert, c. Intersecting streets Widening a t intersecting streets, at least on t h e i r approaches, w i l l be necessary as volumes begin to tax both the available width and the available side street green time. From a right-of-way standpoint, t h i s w i l l present no major problem since the present 30-foot streets are on right-of-ways of 60 feet (for the lesser streets) and 90 feet for the major streets. �U. Provision of median divider The available right-of-way width w i l l permit i n s t a l l a t i o n of median dividers between Calvert Street and Western Avenue. The main advantage of a nontraversable median divider i s that i t smooths the flow i n the l e f t lane of t r a f f i c moving i n a given direction. Studies made i n connection with this project indicate that removal of t h i s marginal f r i c t i o n w i l l increase the left-lane volume by about 700 vehicles per hour of green, provided that l e f t turns can be handled i n a separate turn lane wherever they are permitted. Another advantage, on wide streets, i s that the median serves as a pedestrian refuge i n the center of the street. With curb-to-curb widths of 80 to 100 feet or more, t h i s becomes an important consideration. The average pedestrian w i l l take about 30 seconds to cross a 90-foot street. That i s , he w i l l be hard-pressed to cross the street on the side street green time, even i f he steps o f f the curb immediately when the signal changes to green. I f through medians are not provided on streets over 80 feet wide, pedestrian islands at intersections may well be necessary. I f so, reversible-lane operation w i l l be d i f f i c u l t and probably not feasible. A major disadvantage, i n the eyes of businessmen along the street, i s that left-turn entrances to and exits from their businesses become impossible. Before a median i s constructed, t h i s matter should be caref u l l y considered by a l l concerned. successful on a r t e r i a l streets. I n some c i t i e s , medians have been f u l l y I n others, pressure by businessmen has soon forced cutting of the median at several places, defeating the median's purpose. I n at least one case, the median was removed entirely within five years. - g*^- �Another disadvantage of any median divider i s that i t s presence makes reversible-flow operation impractical, i f not impossible. A balanced number of lanes i n the two directions therefore w i l l exist at a l l times. As a result, even i f only a narrow barrier-type median i s used, the gain of 700 v.p.h.g. i n the heavy-flow direction i s n u l l i f i e d by the wasted width occupied by the unnecessary extra lane i n the light direction. Where narrow barrier medians are used, widening must be provided at every intersection where turns are permitted, to provide turn storage lanes. Assuming a 4-foot median, the basic curb-to-curb width w i l l be 92 feet, to accommodate eight 11-foot lanes, and 103 feet at major intersections. Bus bays can be provided i f they were located i n midblock. I f a wider median i s used (possibly 16 feet, to allow space for 12-foot turning "slots" plus 4 feet median width alongside), then within the available right-of-way, eight 11-foot lanes could be provided i n an outer curb-to-curb width of 104 feet. sidewalks, and no bus bays. This would permit only 8-foot The volume handled on the four 11-foot lanes i n either case, allowing for the 700 v.p.h.g. left-lane increase provided by the median and not considering bus bays, would just equal that provided by the four 12-foot lanes i n the 4-3 reversible plan which took only 84 feet curb-to-curb width except at major intersections. This capacity, 6,900 vehicles per hour of green, would again be sufficient to load the controlling intersections, so the design would be acceptable, but more expensive, from a capacity standpoint. The 4-3 reversible plan with bus bays would be superior to this plan from s t r i c t l y a vehicular standpoint. �In short, a physical median barrier creates smoother and safer vehicle operation, increases capacity of the inner lanes, and promotes pedestrian safety. On the negative side, i t produces r e l a t i v e l y inefficient use of the available width by usurping space that otherwise would be available for moving t r a f f i c , and by requiring provision for balanced heavy flow t r a f f i c even though i n actuality the heavy flow normally w i l l be i n only one direction at any one peak period. I t also p a r t i a l l y limits access to fronting businesses along the street. , Ultimate divided operation i s considered desirable. Therefore, i t i s recommended that the narrow median plan be adopted. However, i t i s f e l t that l o c a l interests should be made f u l l y aware of the pros and cons of the matter, and that they should have a substantial vote i n the f i n a l decision. 5. Pedestrian f a c i l i t i e s at major department store at Wisconsin and Albemarle Streets As mentioned e a r l i e r , a pedestrian problem exists at the large department store at Wisconsin and Albemarle Streets, because the store's primary parking garage i s located across Wisconsin Avenue from the store itself. When Wisconsin Avenue i s widened, accommodation of the heavy peakperiod pedestrian volumes at grade w i l l produce intolerable delay to Wisconsin Avenue t r a f f i c . Even i f a center median or island i s provided, pedestrians w i l l rebel at waiting through two cycles to cross the entire street, and w i l l create dangerous jaywalking conditions. I t i s recommended that a pedestrian overpass or underpass be constructed at t h i s location, preferably from building to building, with connections to the sidewalks also. �6. Grade separation at Tenley Circle Figure \{? shows a grade separation that was considered for Tenley Circle. Tenley Circle would be provided with an overpass having four 12-foot lanes of t r a f f i c with a practical capacity of 1,500 vehicles per hour per lane, i n addition to frontage roads 23 feet wide on both sides. An overpass was selected because of topography at the proposed s i t e , which makes an underpass not feasible. I t should be noted that, as i n the at-grade channelization, Fort Drive would be dead ended into a cul-de-sac, i n order to avoid small-angle conflicts with a minor flow, too low i n volume to j u s t i f y geometric design changes that would allow a 90 degree junction with Nebraska Avenue. Figure shows a p i c t o r i a l rendering of t h i s proposed overpass at Tenley C i r c l e . As further investigation was made at t h i s location, however, i t was discovered that a major at-grade Improvement could accomplish almost the same t r a f f i c increase, handling 57,000 ADT rather than the 60,000 ADT of the separation structure. This improvement, shown i n figure |% , would consist basically of eight 11-foot through lanes. Further widening would be d i f f i c u l t due to right-of--way constrictions at this point. Such an improvement would be adequate for Wisconsin Avenue t r a f f i c , except that through t r a f f i c would be subject to some stops unless progression was perfect. However, whereas the at-grade plan would require substantial widening of the Nebraska Avenue approaches and modification of Tenley Circle i t s e l f to handle Nebraska Avenue t r a f f i c i n the available green time, the separation plan would leave the intersecting streets r e l a t i v e l y unchanged. Nebraska Avenue would then have "100 percent green time." - 71 - �I t i s concluded that grade separation i s of doubtful f e a s i b i l i t y here, where a l l of the following three conditions exists ( l ) construction must be limited to a right-of-way width of less than about 125 feet; ( 2 ) l e f t turns are not a problem (that I s 3-phase signal operation i s not needed); and, ( 3 ) a t least 50 percent green time can be given to the flow under consideration. Under these conditions, an at-grade intersection can be designed within the available right-of-way which w i l l handle volumes approximately equal to those provided by a separation structure a t the same location. However, the separation w i l l provide higher t r a v e l speed through the section unless perfect progression can be developed, since i t w i l l permit nonstop operation through the area on the main street. Similarly, i t w i l l eliminate signal delay to the cross t r a f f i c , permitting more e f f i c i e n t operation of that street. - fx- �7. Ultimate volume level obtained—phase 3 The controlling feature for upper Wisconsin Avenue, the MassachusettsWisconsin interchange, w i l l carry 6,000 vehicles i n the peak hour, t o t a l for both directions, or 60,000 ADT, (again on the theoretical assumption that Massachusetts Avenue can handle the volumes fed to i t ) . A l l other points w i l l be brought to a t least t h i s capacity l e v e l . While the objective of the study was simply to determine this ultimate feasible capacity figure, without relation to particular anticipated volumes i n any future year, i t i s interesting to note that the predicted 1980 ADT i s about 58,000. That i s , the proposed f a c i l i t y w i l l handle the 1980 expected volumes. I n lower Georgetown, i f at least 50 percent of the green time can be " given to Wisconsin Avenue,an ADT of 20,000 can be accommodated, while i n upper Georgetown, with a 3-2 reversible flow, 37,000 ADT could be handled. �Economic analysis The improvements proposed for Wisconsin Avenue w i l l materially increase the capacity of t h i s main artery and alleviate much of the existing congestion. The question now asked i s whether these improvements represent a sound investment. W i l l the r e l i e f from congestion costs to road users repay the costs for the improvement? An answer to t h i s question w i l l he approached by comparisons of the proposed step-by-step improvements with the situation assumed to be existing at the time of proposed change. Traffic for these different points-in-time comparisons w i l l be assumed to be the chart capacity of the assumed basic situation, obtained from . For the purposes of t h i s analysis, only the 2.6-mile section from Massachusetts Avenue north to Western Avenue w i l l be considered as t h i s section must handle the largest volumes and w i l l also be the most costly to improve. The economic comparisons are as follows: 1. The basic Wisconsin Avenue as now existing but with streetcars r e - moved and the other r e l a t i v e l y "little-or-no-cost" proposed Improvements i n use (as explained i n Section VT-D.), w i l l be compared with Wisconsin Avenue with the proposed new signal!zation system i n place, and with same improvements a t certain intersections, including the proposed Massachusetts Avenue at-grade improvement. 2. At same point-in-time, the at-grade intersection at Massachusetts Avenue w i l l become overloaded. This w i l l have the effect of limiting the capacity of the entire avenue northward from t h i s point. An analysis w i l l be made comparing t h i s condition with the proposed "ultimate" grade separat i o n at the Massachusetts Avenue intersection. �The chart capacity of the assumed basic condition i s usenVas the t r a f f i c volume i n each comparison because the system i s beginning to break down a t this capacity. The chart capacity i s about halfway between practical and possible capacity and i s indicative of a situation that requires improvement. The street i s considered to be congested enough that t r a f f i c i s no longer free flowing, but i t i s s t i l l capable of handling the expected t r a f f i c increase u n t i l the proposed improvements can be planned and constructed. I f the Improvements pay for themselves at this time, they w i l l be even more worthwhile when t r a f f i c increases beyond this point. I t i s assumed that such improvements would not be constructed u n t i l t r a f f i c volumes reached this capacity. Comparison No. 1 The capacity of Wisconsin Avenue after the little-or-no-cost improvements have been put into effect, has been determined to be about 30,000 ADT. This i s based on the assumption that the peak-hour flow i s 10 percent of the ADT, with a 60-40 directional s p l i t . At present, the average vehicle i s found to make 2.7 stops per mile i n this section, with an average delay of about 21 seconds per mile. Itis reasonable to assume that the no-cost improvements should improve this situation. Both stops and delay time are assumed to be cut one-fourth, to 2.0 stops and 16 seconds delay per mile by these improvements. The average speed i s estimated to be 2$ miles per hour. - t.r- �The proposed signalization and spot improvements w i l l not help the 24-hour situation i n any great degree, but w i l l very materially aid t r a f f i c during peak-hour periods. The average speed should be increased to 30 mph. The expected number of stops was obtained through examination of the scheme for progression. I t i s estimated there w i l l be l.li. stops per mile. Delay time i s estimated as one-half of the red time for Wisconsin Avenue, or about 13 seconds per stop. The t o t a l cost of these improvements i s estimated to be $573,000, or $220,400 per mile. The economic comparison i s based on data obtained from the AASHO informational report, "Road User Benefit Analyses for Highway Improvements." Figure 1 of the report w i l l be used to compute operating costs and figure 21 to compute the cost of stops. Tabulated costs are increased 20 percent to account for higher costs since the report was published. Operating Costs Per Mile 11 As i s " Operating Cost 25 m.p.h. restricted Stops 2.0 x 1.2 //mi. 10.2 2.4 Improved //mi. 30 m.p.h. normal P.7 1.4 x 1.22 1.7 Cost per mile 12.6^ 10.4/ xl.2 Unadjusted Total xl.2 l£.l/< 12.5/ Savings per vehicle mile 2.6/ Annual savings at 30,000 ADT = $2P5,000/mile This saving would be enough to pay for the capital investment i n one year. Since t r a f f i c i s expected to double i n the next 20 years, the expend- ture i s plainly worthwhile. �Comparison No. 2 I t has been shown that the at-grade intersection of Massachusetts and Wisconsin Avenues vrould break down when volumes approached lf.0,000 ADT. At this volume, the signal progression would not work properly at the intersection and congestion and delay would result. This i s the point-in-time at which a grade separation should be considered for Massachusetts Ave. I t i s assumed that vehicles w i l l be required to make one extra stop i n the entire section (or O.h stops per mile) under these conditions i n addition to the expected l.U stops when the progression worked perfectly throughout. The length of stops w i l l also increase somewhat due to a longer delay at Massachusetts Avenue. For t h i s study, the delay w i l l be increased to 20 seconds per stop, since much of the t r a f f i c w i l l be stopped at Massachusetts Avenue for more than one cycle length. Travel w i l l be assumed to be restricted throughout, and average running speed should decrease to 2$ mph because of the effects of the one intersection. Under the basic condition, then, i t i s assumed vehicles w i l l travel i n a restricted condition at a running speed of 2$ mph, and make 1.8 stops per mile with a delay of 20 seconds at each stop. The proposed improvement for t h i s analysis w i l l consist of the grade separation at Massachusetts Avenue, plus widening to 88 feet throughout and the required bus bays. I t i s considered reasonable to apportion the cost of the separation to the entire 2.6-mile section since the capacity limitations at Massachusetts Avenue affect the whole system to the north. The total cost of the improvement i s estimated to be about $6,U7U,000, or a cost of $2,1*90,000 per mile. Free operation at 30 mph may be expected and, as i n Comparison No. 1, l.U stops per mile with a delay of 13 seconds per stop w i l l be assumed. -97- �Operating Costs Per Mile "As I s " Operating Cost Stops 25 mph restricted //mi. Or. Separation 10.2 30 mph free 8.3 2.U l.U x 1.22 1.7 .1.8 x 1.35 //mi. Unadjusted t o t a l 12.6/ xl.2 10.0/ xl.2 Cost per mile 15.1/ 12.0/ Savings per vehicle mile 3.1/ Annual savings at U0,000 ADT • $U52,600 = I f the t r a f f i c remained constant at U0,000 ADT, i t would require only 7 years to pay for t h i s investment at 5 percent interest. I f we assume an improvement l i f e of 20 years, this would be equivalent to a benefit cost ratio of about 2.3. Since the t r a f f i c volumes would not remain at this l e v e l but increase, the actual benefit ratio would be much higher. I t i s realized that the actual benefits obtained from these improvemets would very l i k e l y be numerically quite different from the benefit values arrived at i n t h i s report due to the many assumptions that had to be made. This analysis does serve to show that there w i l l be definite benefit i n making the proposed improvements, although the actual scale of benefit may be somewhat different. x �72 r ± * - Application of Police Power and Planning Controls Millions of dollars have been spent over the years i n the development of urban a r t e r i a l street systems. Unfortunately, the u t i l i t y , safety, and traffic-carrying capability of these f a c i l i t i e s generally deteriorate' as the c i t y grows up around them. The factors which contribute to this deterioration are internal — t r a f f i c on the street — and external — expansion and construction of residential, commercial, and other land uses near the arterial. I n addition to the general increase i n volume of a l l t r a f f i c , urban growth aggravates the problems caused by different classes of t r a f f i c using the a r t e r i a l for conflicting purposes. By i t s very nature an a r t e r i a l street i s supposed to f a c i l i t a t e r e l a t i v e l y long t r i p s by through t r a f f i c at higher speeds than would be possible on a lesser c i t y street. However, as nearby land develops, there i s an increasing proportion of local t r a f f i c on the a r t e r i a l . This t r a f f i c consists of mass transit and private vehicles bringing people to and from the abutting residences and businesses, the pedestrians which these people become when they leave their vehicles, and delivery trucks servicing these roadside uses. Once the a r t e r i a l i s used for these local purposes, there i s also the problem of automobiles and delivery trucks parked at the curb. Probably the-main external factor i n a r t e r i a l deterioration i s the location of major traffic-generating uses immediately adjacent to the - it- �a r t e r i a l without adequate access arrangements. Shopping centers with access along the entire frontage or with too many curb cuts; closely spaced r e s i dential driveways; inadequate loading f a c i l i t i e s for businesses; narrow commercial driveways which cause entering cars to back up t r a f f i c on the a r t e r i a l ; and parking lots so located that pedestrians have to cross the . a r t e r i a l to get to their destination — are some of the examples which are, a l l too familiar i n every metropolitan area. Thus the a r t e r i a l , which was primarily meant to serve highway users, i s used to provide land service to local needs as well. I t i s not surprising that i n trying to serve these two conflicting functions the a r t e r i a l does not serve either one very well. The through t r a f f i c and the local t r a f f i c interfere with each other and the result i s an inefficient f a c i l i t y which does not adequately meet the needs of the highway users, the abutting landowners or, as a result, the taxpayers i n general. Wisconsin Avenue i s a good example of an a r t e r i a l which has suffered from being used for conflicting purposes. A l l the manifestations of f I' ' deterioration mentioned above are present to some degree on t h i s street. The object of t h i s chapter i s to explore ways i n which police power regulations, access control provisions, and land use and planning controls can be used to help solve t h i s a r t e r i a l problem. Suggestions are made for applying these measures to the internal and external causes of deterl» oration i n an effort to halt i t , and to develop the maximum effectiveness of existing a r t e r i a l streets such as Wisconsin Avenue. , We have t r i e d to indicate how each measure could be extended t o i t s legal l i m i t s . However, i t must be borne i n mind that there are often -Ice- �practical limitations which might preclude adopting regulations even though they are . • Justifiable. These practical limits are pointed out i n the situations where they are most significant. < This urban a r t e r i a l serves transit vehicles, trucks, automobiles, pedestrians, and abutting commercial development. Wisconsin Avenue at Calvert Street, Washington, D. C. A l l photographs by Bureau of Public Roads Photo Laboratory, -ich �Regulatory and Access Control Provision! Developing Freeway Characteristics The three distinctive features which contribute to the high capacity of freeways are: ( l ) divided roadways; (2) controlled access; and (3) grade separated intersections. Although i t would be economically impossible to convert a l l crowded urban a r t e r i a l streets to freeways, some of the benefits of the three characteristics mentioned above can be obtained through exercise of three police power devices, namely, restriction of l e f t turns, closure of driveways, and barricading of cross streets. Measures which would require use of the power of eminent domain are beyond the scope of the Wisconsin Avenue 1 study and were not considered. Each of the proposed devices i s treated separately below. Restriction of Mid-Block Left Turns The physically divided roadways on a freeway increase capacity by eliminating f r i c t i o n between opposing lanes of t r a f f i c . On an a r t e r i a l street t h i s f r i c t i o n between opposing lanes can be reduced by allowing l e f t turns only at intersections, where they can be e f f i c i e n t l y controlled. This r e s t r i c t i o n can be accomplished either by constructing a median strip l/ This i s a condensed version. A f u l l treatment of the material i n t h i s section, with pertinent references, i s i n the appendix. �on the a r t e r i a l or by merely prohibiting l e f t turns without changing the physical roadway. Here the off-street parking f a c i l i t y for a large store i s located across the street from the store. Left turn interference i s aggravated by the many pedestrians crossing the street and the street car platform near the garage entrance. Wisconsin Avenue near River Road, Washington, D. C. This restriction promotes public safety and convenience and, as a v a l i d exercise of the police power, does not require compensation to abutting landowners even though they might suffer considerable loss of business. The engineering portion of t h i s study points out that l e f t turning vehicles cause a good deal of interference at several driveways on Wisconsin Avenue. �Left turns into several D. C. driveways have been prohibited with satisfactory results and i t seems that application of t h i s r e s t r i c t i o n on Wisconsin Avenue would be beneficial. Closing Driveways Some of the advantages of controlled access can be achieved by closing r driveways which cause a great deal of interference with t r a f f i c flow on the a r t e r i a l street. Closing a driveway which i s the only means of access to a piece of property would almost destroy the value of the l o t and would be as expensive as buying the l o t outright. I f adequate access to other streets remained, however, the damage to the l o t would be correspondingly l e s s and the closure could probably be accomplished under the police power without compensating the owner of the l o t . This device would therefore be most applicable to properties which have access to the a r t e r i a l and to other streets. At t h i s busy intersection there are three service stations with driveways on both the a r t e r i a l and the cross street. Wisconsin Avenue at Q Street, Washington, D. C. �When closure i s attempted under the police power, i t w i l l he necessary to demonstrate, i n case the affected landowner goes to court, that the loss to the landowner i s not unreasonable when compared with the resultant benefit to the public. I f the loss i s unreasonable, the closure w i l l not be allowed under the police power and compensation w i l l be required. This element of f l e x i b i l i t y , where the exercise of the police power i s limited, not by a set mechanical rule but by the relative interests of the public and the landowner, permits maximum use of regulatory measures to increase highway effectiveness and also protects the abutting landowners. There i s another view taken by many courts, that i f a l l access to one abutting street i s closed, the owner must be compensated regardless of the existence or adequacy of remaining driveways. There i s one kO year old • case i n the District of Columbia i n which the court applied t h i s l a t t e r A. rule to the attempted closing of one driveway to a corner gas station. The whole picture of urban transportation has changed greatly i n the past kO years, however, and i t does not seem unlikely that this decision would be overruled i f the advantages of effecting such closures under the police power were pointed out to the court. Along Wisconsin Avenue there are several corner businesses, such as gas stations and parking l o t s , which contribute to the congestion on the street. This police power closure device, i f the D. C. courts were to adopt the proposed rule, could be used to counteract this particular cause of congestion on Wisconsin Avenue. -•/as- • �Barricading Cross Streets . The t h i r d freeway characteristic mentioned above i s separation of grades at intersections. The advantages of grade separation can be gained at certain intersections by barricading the cross street and, i n effect, eliminating the intersection. A variation of this which would be sufficient at many cross streets would be to eliminate cross movements and l e f t turns, but to allow right turns. Both these restrictions could be accomplished either by building physical barriers or by putting up appropriate signs. Although there are no cases or statutes covering the mere barricading of one end of a street, i t i s well established that c i t i e s have the power to vacate streets or portions of streets, and t h i s includes the power to barricade. The Commissioners of the District of Columbia have been specifically given the power?/ to close any street or highway which becomes 2/ D. C. Code 1951, §7-401. useless or unnecessary. The abutters on the terminated street are no more adversely affected by the closure than they would be i f the street had been designated one-way and, therefore, they should not be entitled to compensation. The engineering portion of t h i s study proposes that 40th Street be barricaded and that l e f t turns be prohibited at several cross streets on Wisconsin Avenue. Prohibiting the l e f t turns into cross streets amounts to the blocking or barricading of these streets to some of the Avenue t r a f f i c and i s v a l i d as a lesser application of t h i s same police power measure. �Rush Hour Freeways A l l three of the above propocals, of course, w i l l not be useful i n a l l situations, but by adapting and combining variations of the proposals, and of the principles which gave r i s e to the proposals, freeway characteri s t i c s can be developed to some extent on most existing a r t e r i a l s . An example of such variation would be the Institution of a l l three proposed regulations — l e f t turn restriction, driveway closure, and street barricading — for the rush hours only. The resulting "rush hour freeway" would best provide the t r a f f i c service to highway users when 1 their needs were greatest without unduly sacrificing the a r t e r i a l s other function of providing land service for local t r a f f i c and abutting owners. Except for the few hours a day when the a r t e r i a l would be subject to these freeway restrictions, abutting landowners would have a l l the conveniences of being on a conventional c i t y street. Other Police Power Reguatory Measures Many different t r a f f i c control schemes, i n addition to those analyzed above, have been devised by the great number of agencies and people concerned with administration of streets and highways. An extensive search was made to discover and gather together a l l schemes which might be implemented under the police power and which could help increase the u t i l i z a t i o n of capacity of urban a r t e r i a l streets. No substantive evaluations of the schemes were attempted and the compilation i s useful mainly as a check l i s t , of possible remedial measures. The l i s t includes, among other things, -in- �reservation of lanes or whole a r t e r i a l for transit use, pedestrian crossings i n the middle of the block, bus stops i n the middle of the block, right turns against red lights at selected intersections, truck deliveries during off-peak hours only, and restriction of t a x i cruising and loading. The complete l i s t , with explanatory material, i s i n the appendix. �Planning Controls Many land use and planning control measures were thoroughly analyzed to determine how they could he developed and used to protect and increase the effectiveness of existing urban a r t e r i a l streets. After investigation several measures, including subdivision regulations, conditional use access permits, r e s t r i c t i v e covenants, easements, development rights, and some regulations for control of development were eliminated as not helpful i n treating t h i s particular problem. The control techniques which seem to be p o s s i b i l i t i e s for application to Wisconsin Avenue and to similar a r t e r i a l s are the police powers of zoning, control of development, and the o f f i c i a l map. Urban renewal procedures and the law of nuisance are also helpful. Zoning This section of zoning i s primarily devoted to exploring and developing the relationship between zoning and the a r t e r i a l system and to indicating ways i n which zoning can be used to promote the degree of u t i l i z a t i o n of an existing a r t e r i a l street. This analysis has been applied to three general areas of zoning where the opportunity for significant improvement seems greatest: ( l ) provision of adequate parking for new structures; (2) achievement of better use of existing street pavements; and (3) development of a balance between land use and transportation. , A proposal for providing off-street parking and loading f a c i l i t i e s should be made to offset the recommended restriction of curb parking and �loading. Such a parking program, to be of maximum effectiveness, would c a l l for extensive use of zoning powers. Scne or a l l of the following could be encouraged: 1. Development of adequate parking f a c i l i t i e s for existing buildings of high residual value; 2. Provision for adequate parking for a l l new or substantially altered buildings; 3. Prohibition or authorization of the establishment of parking accommodations as a separate property use either i n a parking d i s t r i c t or zone, or i n some other authorized d i s t r i c t or zone; k* Establishment of entire d i s t r i c t s adjacent to commercial areas dedicated to parking or to a combination of parking and residential uses; 5. Regulation of parking areas i n commercial or industrial zones which abut residential property; 6. Adoption of transitional zones, strips of land where parking uses are permitted, i n residential zones along and within a specified distance from the zone boundaries; 7. Development of a program providing special incentives (a) for creation of off-street parking f a c i l i t i e s to replace curb parking spaces, and (b) for disposing of obsolete structures with parking inadequacies that cannot be remedied. r-llf- �Each of these could help solve a significant problem prevailing along the Wisconsin Avenue a r t e r i a l . Even though a more effective parking program could be adopted under broadened authority, the better approach might be to develop a plan of action going to the limit of existing authority. This action program could then, even while i t i s getting results, be evaluated and used along with other studies to determine the need for new legislation. Should such need exist, the same studies would be of use i n supplying the substantive know-how for drafting effective enabling legislation. Achieving better use of existing street pavements can be furthered by a number of measures i n addition to the removal of curb parking. For example, i f the zoning regulations include adequate front yard setbacks i n blocks terminating at key intersections of the major thoroughfare plan, effective controls over build-up of structures on corner l o t s , provisions for the control of the location and design of curb-cuts, restrictions against narrow commercial or business " d i s t r i c t s " running along the artery, and other provisions responsive to t r a f f i c needs, the t r a f f i c carrying capability of the a r t e r i a l can be both maintained and more readily increased. But as t h i s research makes evident, the solution to the problems created by the congestion of motor vehicles does not l i e alone i n the more efficient use of streets or movement of vehicles. There i s i n addition a need to equate urban land uses and the transportation, f a c i l i t i e s that serve them. This balance can be achieved by making two of the most -///- �important objectives of zoning responsive to the needs of the a r t e r i a l system. Specifically, i f the importance of achieving a degree of s t a b i l i t y of land use and r e a l i s t i c density controls i s understood, accomplishing this balance i s furthered. A flexible land use plan i s necessary i f the function of comprehensive planning i s to be effectively performed. However, a degree of s t a b i l i t y i s equally necessary to provide time for developing a street a r t e r i a l system sufficient to serve the various zoning d i s t r i c t s with efficient and convenient movement of people and goods. These two needs must be balanced so that both goals can be achieved. Control over population density can ensure the continued efficient operation of the street and a r t e r i a l system. When large apartments are involved instead of single family residences, this relationship becomes even more significant. I n addition to controlling population density, i t i s important to control the density and location of large t r a f f i c generators both w^Lth respect to amount and type of t r a f f i c generated. Intelligent dispersal of t r a f f i c generators w i l l lessen congestion because the volume of t r a f f i c the urban street must accommodate i s directly related to the height, bulk and function of the buildings comprising the f community. Further, i f the character of t r a f f i c generated by the use i s accepted as c r i t e r i a for inclusion i n , or exclusion from, the various zoning d i s t r i c t s , these d i s t r i c t s can then be placed so as to reduce Intermingling of various types of t r a f f i c on the same f a c i l i t y . Zoning, i n summary, does have substantial promise as a means for increasing the traffic-carrying capability of an urban street* -\\S-' Properly �employed zoning can help achieve a d e s i r a b l e balance between ( a ) t r a f f i c generators of a l l types and s i z e s , (b) s t r e e t c a p a c i t y f o r moving v e h i c l e s , and ( c ) o f f - s t r e e t t e r m i n a l f a c i l i t i e s f o r standing vehicles. But none of these goals can be accomplished ordinance u n l e s s the zoning i s administered i n a manner t h a t recognizes the problems and needs of a highway t r a n s p o r t a t i o n system, and unless much needed r e s e a r c h i s conducted. •V Urban Renewal Most conservation and r e h a b i l i t a t i o n programs (the renewal techniques are defined i n the appendix) embarked upon today have not involved a realignment of the neighborhood s t r e e t p a t t e r n . However, some have c l o s e d off e x i s t i n g s t r e e t s , constructed cul-de-sacs, changed a four s t r e e t i n t e r s e c t i o n t o two 90 degree elbow turns t o obtain curved s t r e e t a l i g n ment, and made other s t r e e t improvements r e s u l t i n g i n hood conditions. b e t t e r neighbor- I f the neighborhood s t r e e t p a t t e r n i s changed i n t h i s manner t o i n c r e a s e the amenities of the neighborhood, the access c o n t r o l p r o v i s i o n s t h a t a r e so h e l p f u l i n maintaining the t r a f f i c - c a r r y i n g c a p a b i l i t y of an a r t e r i a l can be obtained a t the same time. I f the o b j e c t i v e of a i d i n g t r a n s p o r t a t i o n i s incorporated i n the conservation and r e h a b i l i t a t i o n program, the r e s u l t w i l l be not only t o a i d the a r t e r i a l system, but a l s o to f u r t h e r the o b j e c t i v e s of the conservation and r e h a b i l i t a t i o n program. To achieve t h i s goal i t i s necessary t o develop a two-way exchange of ideas between the l o c a l and F e d e r a l administrators of the housing and �renewal legislation and highway o f f i c i a l s . This interchange of ideas should provide the groundwork for a cooperative use by these authorities of the a r t e r i a l system as a planning tool to a i d the urban renewal and housing programs, and of the housing and renewal techniques to a i d the t r a f f i c program. Finally, the always desirable balance between land use and the transportation system serving i t can be furthered i f reuse of the land i s made to be i n balance with available transportation f a c i l i t i e s . O f f i c i a l Map ' The use of mapped street powers i n connection with on a r t e r i a l street system would permit substantial savings when the f a c i l i t y i s expanded or reconstructed. For example, strip development along the a r t e r i a l could be limited i n a manner more s t r i c t and sure than zoning permits, since improvements can be limited altogether or at least kept to a minimum. Additionally, i t i s important to remember that although there are many ways and means of controlling access to a r t e r i a l streets, each of these methods can be furthered by using them i n connection with mapped street powers. ( Control of Development With t r a f f i c f a c i l i t i e s worth millions of dollars becoming obsolete annually, the need for an effective method of controlling roadside or strip development has become what i s probably the most pressing problem confronting highway o f f i c i a l s today. A recent trend i n planning that i s especially responsive to t h i s need i s the granting of authority for administrative control of development » �along existing and proposed roads and streets i n both c i t i e s and counties. This control can be exercised by requiring that any building permit issued for a structure along a major a r t e r i a l be approved by tbe o f f i c i a l responsible for operating and maintaining the a r t e r i a l . The prospective character of the development, the t r a f f i c which i t w i l l generate, the effect of such t r a f f i c upon the existing street system, the design and frequency of access, and the extent to which such development may impair the safety and traffic-carrying capability of the a r t e r i a l are factors which would be considered i n deciding whether or not the permit should be issued. Although development control measures cannot correct existing a r t e r i a l problems, they can be effectively used on Wisconsin Avenue, or any a r t e r i a l , to avoid future problems. Specifically, development control measures, incorporating the principles just outlined, can aid i n guiding the development of major t r a f f i c generating uses that create t r a f f i c jams at points of access. Such control measures can be used to require adequate access features for gasoline stations, parking l o t s , shopping centers, and other roadside developments; and to require developers of residential and commercial subdivisions to provide for access to the lots if \ adjacent to the a r t e r i a l roads from a side street rather than from the a r t e r i a l road. _^ To institute such control i n the District of Columbia, i t would be J necessary to expand the regulations to cover more than mere width and grade requirements and to make them responsive to highway types, t r a f f i c conditions and the present and expected development which would affect or �be affected by the proposed driveway. With such regulations, driveway entrances could be designed and located for the number and type of vehicles which would use them and also to f i t i n as well as possible with nearby roads and driveways to other l o t s . Law of Nuisances Many authorities have concluded that substantial interference with safety and free passage of the highway w i l l be enjoined even though the cause of the interference originates on privately owned land abutting the highway. Since the essence of a roadside injunction case i s the factual proof of the effect of the roadside use upon the traffic-carrying capability of the highway, t h i s i s a course of action i n which the lawyer and the t r a f f i c engineer can cooperate i n a v i t a l program. A survey of the Wisconsin Avenue corridor was made to determine whether any of the adjacent uses constitutes a public nuisance. I t i s not f e l t that any do at present. On the other hand, i t i s apparent that conditions constituting a nuisance could arise i n the future. For t h i s reason, further research on the applicability of the law of nuisances to t r a f f i c congesting roadside uses i s recommended. ( USCOMM-PR-DC �Part 5—Existing Data Available Regarding Current Conditions T r a f f i c volume data From the various counts available from the D i s t r i c t of Columbia Department of Highways and T r a f f i c , daily and monthly factors were computed. These factors are values that can be applied to any 24-hour volume count made during any day or any month that w i l l translate this count into an accurate estimate of the AADT. The factors were calculated for each day of the week and for each month of the year. Because available volume data were not on a uniform base, two daily factors had to be developed. One factor u t i l i z e d the 5-day average for 24-hour volume count and the other factor used the 7-day average for a 24-hour volume count. With the a i d of these daily factors, monthly factors were then developed. The monthly factors were calculated for a Tuesday except for the month of November i n which case Wednesday was used. The reason for this exception was that Tuesday t r a f f i c volume information was not available for that particular month. Figure shows the average 24-hour weekday t r a f f i c volume for each year, between 1948 and 1950* These counts were made at a point just north of Western Avenue and were u t i l i z e d i n calculatinga yearly factor. Most of the 10-hour counts which were available were expanded to 3 24-hour counts. T a b l e d shows the l i s t of the 10-hour counts available the on Wisconsin Avenue.- Averaging/independent factors obtained for each month, i t was found that the 10-hour volume was 63.4 percent of the 24-hour volumes. This value was used as the expansion factor for 10-hour counts. �T r a f f i c flow maps showing the peak hour, a.m. and p.m., traffic movements including turns, were developed for a l l Important intersections, as shown i n appendix ^ • Similar maps were prepared for the existing t r a f f i c flow on a 24-hour weekday basis for 1957, the latest year for which complete data were available. These appear i n appendix 6 • T r a f f i c flow at the Massachusetts Avenue-Wisconsin Avenue intersection has been substantially modified since the original t r a f f i c volume information was obtained. I n July, 1959, the l e f t turn movement from southbound Wisconsin Avenue to eastbound Massachusetts Avenue was moved south to Garfield Street, on which i t continues to Massachusetts Avenue. A comparison was made between counts made on a Tuesday i n September 1958, and on. a Tuesday i n August 1959, with corrections made for day, month, and year. A reduction of 17.6 percent was found between the "before" l e f t turning movement at Massachusetts and the "after" l e f t turn movement at Garfield, as shown i n appendix ^ • This percentage change of l e f t turn movements indicates that resistance to this change created new t r a f f i c movements both north and south of Massachusetts Avenue, 17.6 percent of the turning t r a f f i c redistributing i t s e l f to other routes i n order to avoid the new maneuver. More southeast-bound t r a f f i c now turns right from Wisconsin Avenue onto Macomb Street and Woodley Road, i n order to avoid t h i s l e f t turn by entering the eastbound Massachusetts Avenue flow west of Wisconsin Avenue. Other drivers apparently now proceed beyond Garfield Street to other streets to make their l e f t turn on Massachusetts Avenue. �T r a f f i c accident data A high accident rate at a certain point on a street generally indicates a point where t r a f f i c flow i s turbulent and where corrective measures w i l l both smooth t r a f f i c flow and Improve safety. Therefore, a detailed study of accident experience on Wisconsin Avenue was deemed very desirable to detect problem locations. I n order to represent current conditions, only accident data for 1957 and 195^ were reviewed. I t i s recognized that on a street section only four miles long, the data obtained from a 2-year period are of low s t a t i s t i c a l r e l i a b i l i t y . They are valuable mainly i n pointing out obviously accident-prone locations, and definite trends i n the types of accidents occurring. A group of junior engineers spent several days at the D i s t r i c t of Columbia Department of Highways and T r a f f i c offices, examining and recording every t r a f f i c accident report covering an accident on Wisconsin Avenue during 1957 and 1958. Data for intersections!, accidents were recorded separately from midblock accidents, so that each type could be reviewed separately as well as combined. For the purpose of the accident data reporting, the street was divided into four study units as follows: Unit 1 - K Street to 34th Street O.99 miles Unit 2 - 0.97 miles Unit 3 - Massachusetts Avenue to Tenley Circle 1.03 miles Unit 4 - Tenley Circle to Western Avenue 1.27 miles 34th Street to Massachusetts Avenue This breakdown into only four units WW s essential i f meaningful rates were to be obtained from the limited data. -lit- �Each accident within each of the four study units was c l a s s i f i e d by severity, as v e h i c l e — f a t a l , pedestrian—fatal, v e h i c l e — i n j u r y , pedestrianinjury, and property damage. Injury accidents were further broken down by persons k i l l e d , persons severely injured, and persons s l i g h t l y injured. I n addition, the estimated, property damage i n each accident was obtained. Intersectional accidents were studied i n more detail by means of intersection diagrams. Each accident at an intersection was sketched by type, the severity being indicated by means of symbols. Within each of the four study units, accident data were reported by t o t a l number of accidents i n each of the several severity classifications. These results are shown i n appendix \0 • Also, within each of the four study units, three accident rates were computed--total accident rate, f a t a l accident rate, and injury accident rate. Appendix j | graphically shows these results, as well as the number of accidents per year per mile I n each unit. Unit 1 i n Georgetown had the worst accident rate, nearly 1,400 accidents per 100 million vehicle miles. This rate improved progressively throughout the street length to 700 accidents per 100 MVM i n Unit k. Fatal accident rates ranged from 0 i n Unit 2 to about 20 f a t a l accidents per 100 MVM i n Unit 1 , while injury accident rates were r e l a t i v e l y constant, averaging 270 injuries per 100 MVM. Pedestrian accidents,which involved no f a t a l i t i e s during the two years studied, were most serious i n Unit 1 , Georgetown, probably mainly due to lack of streetcar platforms. However, injuries to vehicle occupants occurred least often i n t h i s unit. A l l of the rates were quite high i n relation to those found on the average urban a r t e r i a l , running well over one and one-half times the average. -14 c- �For one f i n a l c l a s s i f i c a t i o n , the ten control sections used throughout the study were employed, even though generally the data for each was feared too limited for analysis* Here the manner of accident was reported by number i n each of the categories—rear end, head-on, right angle, angle, sideswipe, l e f t turn and, other* I t was f e l t that, even though probably not reliable s t a t i s t i c a l l y , t h i s information was more useful for background information by control section than by the four study units. Appendix |9- shows these results as well as the t o t a l number of accidents i n each of these control sections. I t should be remembered that these are numbers, not rates. Control section 1-2, i n lower Georgetown and 6-7, between Idaho and Van Ness, both showed serious rear end c o l l i s i o n problems, while section 5-6, between Massachusetts and Idaho, had many left-turn accidents. Section 7-8 which included the Tenley Circle area was the worst over-all. Head-on collisions were not a major problem anywhere, but the northernmost section, 9-10, had many more right-angle collisions than did other sections. The "other" category, including primarily single-vehicle accidents, included a large number of accidents i n nearly every section. The intersection collision diagrams were used to develop intersection accident data. Rates on a vehicle-miles basis could not be used, of course, since these were "point" accidents involving no mileage, rather than accidents along a route. I t was, therefore, decided t o develop the following three rates or indices where there was available data: �(1) Involvement rate per approach The t o t a l number of vehicles Involved i n accidents while moving through the intersection from the specific approach under study, per hundred million vehicles passing through that approach. (2) Involvement rate per intersection The t o t a l number of vehicles involved i n accidents within a l l approaches of the intersection, per hundred million vehicles passing through the intersection. (3) Accident rate per intersection The actual number of accidents i n the Intersection ( a l l approaches), per million vehicles passing through the intersection. The accident rate per intersection for each intersection on the street i s shown i n appendix /2 • I t can be seen that the "worst offenders" are the intersections at M. N, Calvert-37th, Garfield, Massachusetts, Ordway-Idaho, Tenley Circle (south end), Albemarle, Fessenden, and Western. Interestingly, a l l of these, except N and Ordway-Idaho, are signalized locations. The involvement rate per intersection was quite consistently about one and one-half times the accident rate. I t had been hoped to gain useful information from the involvement rates per approach, but unfortunately the data were too incomplete and sample sizes were too small, producing r e sults too distorted for comparative use i n identifying problem areas. A few specific trends were detected by examination of the intersection accident diagrams. One was quite general i n nature. This was the problem of l e f t turns from the right side of the streetcar platforms, which are very accident-prone. Because of differing regulations, and differing interpretations of regulations, concerning t h i s point at various locations throughout the c i t y , i t I s a serious problem. I t was not considered i n detail here, however, since streetcar operation was to be eliminated so shortly on Wisconsin Avenue. _/. * ^- �Specifically, i n Unit 1 (Georgetown), the key problems were rear end collisions on M Street where westbound t r a f f i c crosses Wisconsin Avenue, and accidents of a l l types at the "dog-leg" crossings of 0 and Q Streets* I n Unit 2 , left-turning movements from northbound Wisconsin into westbound Calvert were potential accident-producing maneuvers. The entire Wisconsin-Garfield-Massachusetts-Cathedral area showed very serious accident problems i n many categories. Beyond, i n Unit 3 , the worst intersection problems were rear end collisions by northbound t r a f f i c at Porter Street and Tenley C i r c l e , and generally accident-prone operation of the IdahoOrdway complex intersection. F i n a l l y , i n Unit k, right-angle collisions at signalized intersections occurred i n f a r greater numbers than i n any other unit, apparently indicating a greater disregard for signal indications on the outlying part of the street. The Albemarle Street intersection also had many left-turn accidents, while Fessenden showed generally hazardous operation. The over-all accident rate on Wisconsin Avenue was investigated by hours over the 2k hours of the day. While the accident rate i s about 500 per 100 MVM during both the morning and afternoon peaks, i t rises to 1,000 i n the midafternoon and to 2,600 at 2 a.m., and i s then quite low i n the remaining early morning hours, from k to 8 a.m. The accident data, l i k e the volume data, were developed primarily for reference use and they were used as required i n determining where problems should be "designed out" as various capacity-increase measures were adopted. �Wisconsin Avenue t r a f f i c signal system The control of t r a f f i c on Wisconsin Avenue i s accomplished by a series of interconnected, noninterconnected, and isolated fixed-time signals. The adjacent interconnected and noninterconnected signals constitute what may he called a simple progressive system. This simple progressive system i s composed of three small interconnected systems and several noninterconnected signals located between and at the ends of the interconnected systems. The three interconnected systems are connected by underground cable. They extend from Albemarle Street south to Van Ness Street, from Macomb Street south to Garfield Street, and from Edmunds Street south to Calvert Street. Isolated signals are located at the intersections of Wisconsin Avenue with Western Avenue, Fessenden Street,.. R Street, Q Street and P Street. (See n.) L Signal controller operation Each interconnected system has a master controller located at one of i t s intersections and secondary controllers at the other intersections. The master controllers for the interconnected system act as combined master and secondary controllers. They are located a t the Van Ness, Macomb, and CalTTert Street intersections. The chief functions of the master controllers are to operate the signals at their intersections, to supervise the system reset, and to provide other minor control features for a l l the secondary timers. They ^synchronize the secondary controllers on the completion of every cycle. The controllers are driven by synchronous motors which maintain a constant speed governed by the frequency of the power supply output. �Each master controller I s presently equipped with one d i a l , used as a control for offsets, cycle length and cycle Intervals. The d i a l can be f i t t e d with a maximum of three offsets and sixteen intervals. I f a failure of any type should occur to the controllers, such as a jammed relay, the controllers are equipped to change the signals to amber flashing. The secondary controllers are set to automatically offset their respective t r a f f i c signals upon receiving an e l e c t r i c a l Impulse from the master controller. The master controllers and noninterconnected signals are offset by manually sighting to the adjacent signalized intersections. The zero time reference used to coordinate the signals i s taken at the master controller on Macomb Street. N A l l signals operate on flashing indications during low volume t r a f f i c hours (usually from 1 a.m. to 6 a.m.) with the exception of the signals a t Massachusetts Avenue, M Street, and P Street. These operate on colors during a l l 2k hours. Future interconnection w i l l be made by a radio-controlled system. This w i l l eliminate the need for i n s t a l l a t i o n of interconnecting cables between the t r a f f i c signal controllers. A l l of the signals operate on an 80-second cycle except those at Fessenden, R, and M Streets, and special-purpose signals. The signals at Fessenden operate on a 60-second cycle, at R Street on a 65-second cycle, and at M Street on a 90-second cycle. The signal at M Street i s part of the downtown Washington interconnected central control system. The control points are located i n the Municipal Center at C Street and Third Avenue, S. W . The central control system operates on an 80-second cycle but a synchro-master controller a t Twenty-ninth and M Streets converts the 8 0 second cycle into a 90-second cycle along M Street. The cycle length and intervals of a l l the signals remain constant throughout the day except at the Massachusetts Avenue intersection which has a.m. peak and p.m. peak changes from the normal cycle length and intervals. Appendix /LL shows the existing signal timing on Wisconsin Avenue. h'' �Special purpose pedestrian-actuated t r a f f i c and walk signals are located north of the Albemarle intersection. These signals serve the people that shop at Sears and Roebuck Company and use the store parking lot on the east side of Wisconsin Avenue. There are also pedestrianactuated t r a f f i c and walk signals north of the Rodman Street intersection. There i s a streetcar-actuated signal at P Street for northbound streetcars making l e f t turns into P Street and one a t Western Avenue for northbound streetcars making right turns. X, Limitations of the Wisconsin Avenue signal system I t i s a generally accepted axiom that the greater the f l e x i b i l i t y , the better the signal system. Presently, t r a f f i c flow on Wisconsin Avenue i s hampered by a lack of signal f l e x i b i l i t y . I t i s to be noted that, within the l i m i t s of the t r a f f i c signal equipment available, an excellent job of signal control i s being performed. �The previous description of the signal equipment indicates that 1-dial operation, except at Massachusetts Avenue, presently i s being used. Figure 3LO i l l u s t r a t e s the simple progressive movement that t h i s operation provides. One-dial operation r e s t r i c t s the street to the use of one-cycle length and limits the system's a b i l i t y to respond to peak and offpeak t r a f f i c volume requirements. As indicated i n figure , present interconnection i s only from W Place to Albemarle Street. Since t h i s simple progressive system, i n two areas, must r e l y on manual sight maintenance of offsets, i t s long-term r e l i a b i l i t y i s questioned. As volumes fluctuate, f l e x i b i l i t y i n speed control by multiple offsets i s a basic necessity to responsive signal control. F l e x i b i l i t y of this nature i s the tool with which t r a f f i c operations are e f f i c i e n t l y controlled. Of course, a uniform cycle length at each intersection must be maintained on the street i n order to have progressive t r a f f i c signal timing. Streetcar operations on Wisconsin Avenue presently interfere with t r a f f i c control. The a b i l i t y of the streetcars to c a l l into play green time now r e s t r i c t s any progressive attempts of signal control. Pedestrianactuated signals, too, must be coordinated with signal progression i n order to prevent incessant pedestrian demands from disrupting any programmed progressive movement. �Existing lighting f a c i l i t i e s Lighting on Wisconsin Avenue i s essentially of the incandescent type varying from 2,500 to 19,000 lumens. Mercury vapor type luminaires (20,000 lumens) are used a t the intersections of Wisconsin Avenue with M Street, Massachusetts Avenue, Nebraska Avenue, and Western Avenue. A l l others have incandescent lighting. Appendix shows the various types of standards used from K Street to the D i s t r i c t of Columbia l i n e . and 2 standards are used from K Street to Q Street. Types 1 Beyond Q Street the fixtures are mounted on t r a n s i t company cable support poles, and on e l e c t r i c power company wooden poles. An underground c i r c u i t i s used from K Street to Q Street and beyond Q Street an overhead c i r c u i t i s used. There i s no definite pattern as to the location and spacing of the poles or luminaires. The most predominant spacing i s approximately 200 feet. Height of the luminaire above the street varies from ik to 27 feet. Generally, the poles are set 2k inches or 30 inches back from the curb. The double luminaire (type 3) i s used quite extensively and the centerline of t h i s luminaire i s usually 2k inches back from the curb. Most of the single luminaires are hung on either a 2-foot or a 4-foot bracket arm, but some 6-foot and 8-foot mast arms are used. A detailed compilation of the lighting on Wisconsin Avenue i s shown i n appendix \G , while lighting details of the streets crossing Wisconsin Avenue are shown i n appendix - i x$ - • �The lighting f a c i l i t i e s from the intersection of Massachusetts Avenue north to Woodley Road represent the latest improvement made on Wisconsin Avenue. They consist of single 10,000 lumen luminaries mounted on transit steel poles at a height of 18 feet above the surface, with no overhang. The standards are staggered to allow one light source on alternate sides of the street every 100 feet. Each luminaire i s located d i r e c t l y over the street curb with no projection into the street. The width of Wisconsin Avenue throughout t h i s section i s 60 feet. I n order to determine the intensity of lighting for t h i s section, a representative portion at the best lighted section was selected and computations were made to determine (a) the average foot-candles for the area and, (b) the minimum foot-candles at any point i n the lighted area. shown i n The results of these calculations are appendix. They indicate that, whereas an a r t e r i a l street f a c i l A i t y of t h i s type should be provided with an average lighting intensity of 1.2 foot-candles of illumination across the entire roadway, the actual average intensity found was only 0.6 foot-candles. The calculations also show that the minimum obtained was .06 foot-candles, as compared to a desirable .30 foot-candles. I t i s c l e a r l y evident that the l e v e l of illum- ination i s below the recommended average. \ �Right-of-way Street width and right-of-way data were obtained from the D i s t r i c t of Columbia Department of Highways and T r a f f i c . The existing right-of-way l i m i t s were of primary importance, since the scope of the study was basically restricted to improvements possible within these l i m i t s . existing buildings was contemplated. No destruction of However, i n just one instance, i t was essential to recommend removal of an established business i n order to relieve a serious intersection problem. The basic street width, from Calvert Street through to Western Avenue, i s 60 feet. Below Calvert Street i n Georgetown, the street width i s nar- rower and variable, being 55-56 feet much of the way but only 3 5 , 1*0, or U5 feet i n several blocks. The basic right-of-way width from Massachusetts Avenue to Western Avenue i s 120 feet, though at several points i t i s only 105 feet. At these constrictions, the distance from the curb to the right-of-way l i n e on the east side of the street i s only 15 feet rather than the normal 30 feet. From Edmunds Street to Massachusetts Avenue, the 105-foot width prevails, while from Calvert Street to Edmunds Street, the width i s further reduced to 90 feet. Right-of-way widths i n Georgetown are limited, ranging from 16 to 27 feet wider than the street widths themselves. Table l i s t s the existing basic street and right-of-way widths, omitting minor variations. �.'2 Historical background on Wisconsin Avenue A study of the history of road improvements, actual and proposed, along Wisconsin Avenue was conducted i n order to evaluate the probable public acceptance of any proposed t r a f f i c Improvements and to learn of any attempts to improve Wisconsin Avenue which were unsuccessful from either a t r a f f i c or a public relations standpoint. The following sources of h i s t o r i c a l information were consulted: 1. D i s t r i c t of Columbia public l i b r a r y 2. Bureau of Public Roads l i b r a r y 3. Georgetown branch of the D i s t r i c t or Columbia public l i b r a r y k» T r a f f i c Engineering Division of the D i s t r i c t of Columbia Department of Highways and T r a f f i c I n reviewing the h i s t o r i c a l background data, an evaluation of public requests for t r a f f i c control and safety devices on Wisconsin Avenue from I95U to 1958 was made. I t was found i n the records from the office of the T r a f f i c Engineering Division, D i s t r i c t of Columbia Department of Highways and T r a f f i c , that numerous requests were made by local c i v i c organizations and individuals for such devices. Many of the requests were denied but some, a f t e r due consideration, were granted. These requests encompass s i x major categories, including parking correction, pedestrian crossings, t r a f f i c signals, synchronization of existing signals, channelization, and directional signing. -131- �Some of the c i v i c organizations submitting requests were the Georgetown Citizens Association, the Glover Park Citizens Association, the Friendship Citizens Association, and the Residents and Business People of the l600 block of Wisconsin Avenue. Other organizations submitting requests were the Veterans Administration, local police, National Radio I n s t i t u t e , Capital Transit Company, St. Lukes Methodist Church, Washington Board of Trade, and Sidwell Friends School. A few requests, with petitions, were received by United States Senators. The predominant request areas were from M Street to R Street i n Georgetown and from Calvert Street northerly to Fulton Street, I n the f i r s t area, parking correction requests predominated and i n the second area, t r a f f i c signalization requests were most frequent. Newspaper a r t i c l e s pertaining to the h i s t o r i c a l background of Wisconsin Avenue were also studied with interesting results. For instance, i n June of 1935, public support was gained for leaving the streetcar tracks i n Georgetown, but by November of that year, opinions so shifted that the public wanted them removed. I n A p r i l 1939 the d i s t r i c t commissioners requested congressional authority to widen Wisconsin Avenue to 78 feet between R Street and Mount Alto Hospital. I t stated that t h i s improvement had long been advocated by l o c a l c i v i c organizations of the area as a means of expediting rush hour traffic. The seriousness of the t r a f f i c situation was recognized i n December of 1952, when the "American Planning and Civic Association Committee of 100 of the Federal City" recommended that no additional t r a f f i c should be d i verted t o Wisconsin Avenue because Wisconsin Avenue was i n t h e i r opinion already near capacity. Also, i n January of 1957, a reader of the Washington Post wrote that the drive along Wisconsin Avenue from the D i s t r i c t of Columbia line to M Street must be "one of the country's most ingenious obstacle courses." _ ; ^S- - �The review revealed no past history of major public opposition to improvement proposals involving Wisconsin Avenue, though same current opposition exists i n the Georgetown area. Generally, citizens along the route are interested i n improving i t s operation, so long as i t continues to provide adequate service to their own property. -133- �Part 6—Additional Data from F i e l d Studies Control sections The study sheet was divided into ten basic control sections. These sections are shown i n figure,^/ . An attempt was made to select the control sections to be approximately the same length with the same control points used i n both directions. This f a c i l i t a t e s comparison of the test data between the control sections. T r a f f i c flow and f r i c t i o n data obtained by use of test vehicle I n any study of t r a f f i c operations over a r e l a t i v e l y long highway segment, actual "eyewitness observations" from a floating car are of great value. The actual operation of a floating car i n the t r a f f i c stream presents no major problems. However, the nature of the data to be recorded varies widely, depending upon the study needs and upon the a v a i l a b i l i t y of recording equipment and observers. For this study, very detailed data were essential to present a clear picture of the many interferences to smooth operation encountered by a vehicle moving along the street. Yet, manual recording had to be restricted to an amount which could be handled successfully by the vehicle * s crew. I n evaluating Wisconsin Avenue, the information to be developed., by the innate nature of the system i t s e l f , made u t i l i z a t i o n of the 1 so-called U-friction theory very desirable. The four frictions are Staff a r t i c l e , Fortune Magazine, "Unfit for Modern Motor T r a f f i c , " August 1936. medial f r i c t i o n , marginal f r i c t i o n , intersectional f r i c t i o n , and internal friction. I t was decided early to investigate these four types on Wisconsin Avenue with a test vehicle and test crew. - / 3> H - �Test vehicle I n order to develop measures by which these frictions could he analyzed, a "Traffic Impedance Analyzer" was devised by the Instrumentation 2 Branch of the Division of T r a f f i c Operations . Basically, t h i s equipment 2 R. C. Hopkins, "Digital Recordings," Highway Research Board, i n press i s a d i g i t a l recorder wherein the information collected i s fed to an adding machine tape for print-out. Digitizing of t h i s information, would make future development of programming on high-speed computers feasible. Infor- mation on speed, time and distance i s recorded every second. The print-out of these data u t i l i z e s nine of the eleven columns provided on the tape. The other two columns,which are used to portray t r a f f i c events, are manually controlled by the use of push buttons. "pictures'}- <nl 5 td * show the recording equipment set up i n a station wagon where the manual punch i s also shown. The power supply source i s located on the roof of the vehicle. I n gathering information, a driver and a recorder s i t i n the front seat. A t h i r d man s i t s i n the back seat to mark the runs and observe the operating conditions of the equipment. �Figure sitS-is a sample of the adding machine tape* noted that the f i r s t four columns were u t i l i z e d for time. I t should be Since each print-out row represents one second of time elapsed so long as the equipment i s functioning properly, one column would have sufficed for a time check. At the present time, on other work, the other three are being used for an analog output of f u e l consumption. The f i f t h and sixth columns were reserved for manual coding. One of these columns was u t i l - ized for coding i n eight selected f r i c t i o n events. The other column was u t i l i z e d for indicating control section beginnings and endings as well as lane changes. The seventh, eighth, and ninth columns were u t i l i z e d for recording distances to one-hundredths of a mile. The tenth and eleventh columns were reserved for indicating speed i n miles per hour. As the vehicle started on a test run, a manual reset button was pushed at the beginning of the control section to bring the time and distance readings to zero. Upon completion of the test run the manual reset button was again pushed to indicate the end of the test run. The purpose i n u t i l i z i n g t h i s T r a f f i c Impedance Analyzer i n a test vehicle i s to obtain data concerning the f r i c t i o n along the study route* I n order to be able to discern the f r i c t i o n affecting the test vehicle, eight categories of f r i c t i o n responses were u t i l i z e d as follows: parking (marginal f r i c t i o n ) , pedestrians (marginal f r i c t i o n ) , moving vehicles (internal f r i c t i o n ) , loading platforms (internal f r i c t i o n and medial), pedestrians (internal f r i c t i o n ) , turning (internal f r i c t i o n ) , crossing and merging (intersectional f r i c t i o n and internal f r i c t i o n ) , and t r a f f i c control (intersectional f r i c t i o n and internal f r i c t i o n ) . Due to the existence of streetcar tracks i n the middle of the street medial f r i c t i o n was found to be insignificant along Wisconsin Avenue. -13 L - �Originally, i t had been hoped that a more detailed l i s t of events could be recorded. However, experience gained on test "dry runs" immediately made i t apparent that no more than ten events at the most could be accurately reported by an observer, within the limitations of time and of the manual recording equipment available. I n order to specify the occurrence of these friction-inducing events c r i t e r i a were established providing that whenever a change i n either speed or placement occurred, the observer would specify which event caused this change. The observers were trained to select those events that most directly Influenced the driver, i f more than one occurred simultaneously. I t became apparent that the dominant influences were those happening within a car length of the test vehicle. Therefore, the events recorded as causing a change i n driver behavior were restricted to those directly influencing the driver. This concept i s different from the usual speed and delay, cause and effect, type of t r a v e l runs. For these runs the observer attempts to look ahead and identify the causes hundreds of feet ahead of the test vehicle. Thus, for example, the test car driver might be following another vehicle i n a stream of t r a f f i c , when the entire stream was disrupted by a parking 200 feet ahead of the t e s t car. I n t h i s situation, i n the usual study, the f r i c t i o n would be said to be caused by a parking vehicle. However, using the c r i t e r i a of t h i s study, the event noted would be No. 3, "Moving Vehicle," (internal f r i c t i o n ) . two purposes. Although such a distinction was arbitrary, i t served F i r s t , i t reflected the event to which the test driver r e - sponded directly, even though he might have been aware of other events that actually were involved. Secondly, such a distinction greatly increased the r e l i a b i l i t y of observation. Observers were compared i n t h e i r judgment of causal events, using these c r i t e r i a , and their several judgments showed high agreement. _ j ,jy_ �This rationale oversimplifies the driving situation, for there i s no question that the driver i s aware of events considerably farther ahead than a car length. I n addition, this system i s limited i n i t s a b i l i t y to specify the multiple-event and fast-changing situations. Nevertheless, i n the overwhelming majority of cases, there was agreement between subject and observer. / Methods of operation . Although other means exist for establishing t r a v e l times, the procedure considered best suited to urban conditions u t i l i z e s a vehicle driven i n the t r a f f i c stream a t the "average speed." The drivers were instructed to r e l y primarily on t h e i r own judgment i n maintaining what they f e e l i s the average speed within the stream of t r a f f i c without trying to keep a balance i n the number of passings. I t was noted, of course, that the average rate of t r a v e l on a route could be exceeded by aggressive driving and i t was found necessary to remind the drivers, particularly after extended periods of operation, to maintain this average speed. Test runs were made, for about two hours each, during f i v e periods on Monday through Friday, including the a.m. peak, a.m. offpeak, p.m. offpeak, p.m. peak and night. The test vehicle personnel, consisting of two crews of three men each, made the runs during these periods i n such a manner that each man was rotated throughout the observations i n order to have sampled adequately each of the peak periods i n each of the directions. This, of course, required absolute observance of the test schedule i n order to avoid biasing the runs. Approximately 182 t r i p s , during about 60 hours . of running time, were made along the study route. The f i v e time periods selected were tested from a minimum of 17 to a maximum of 26 runs i n each direction. �i The adding machine tape information provided the basic source of material from which calculations were made of conditions existing within each control section, as well as over the street as a whole, i n each direction, during each time period. Obtained were such figures as average speeds, running speeds, speed changes, lane changes, number and duration of stops, and percentages of time and distance i n which f r i c t i o n a l events affected the t e s t vehicle. From these data various charts and graphs portraying the t r a f f i c operation fluctuations throughout five periods i n both the north and south directions were assembled for use during the main part of the analysis. �Results of Test Car Operation The digitized information included a complete record of speeds at which the test vehicle operated on the street. Figures ^ show the average speeds on Wisconsin Avenue, both northbound and southbound, between control points for the five periods of the day studied. Average speeds northbound over the entire street ranged from 17 mph i n the p.m. peak to 22 mph i n the a.m. peak. Southbound, the range was from 19 mph i n the p.m. peak to 22 mph i n the night period. For each control section i n each time period, the graph indicates the standard deviation of the average speed, by means of a black bar superimposed on the average speed bar. The bar shows the range within which the average speed f e l l 68.3 percent of the time. I t i s a measure of the r e l i a b i l i t y of the data obtained from the moving vehicle runs. I n general, there are no significant differences between the average speed patterns recorded over the length of the street for the f i v e study periods. This i s contrary to what would be expected on the average urban a r t e r i a l street where the heavy peak-hour volumes move at somewhat slower speeds than do lesser offpeak movements. On Wisconsin Avenue, the design hour factor (the peak-hour percentage of the 2U-hour volume) currently i s not much greater than the factor for any daytime offpeak hour. Driver avoidance of the street during peak periods, and operation of the street as an important local service f a c i l i t y during the offpeak periods, combine to explain this relative similarity of operation throughout the day. �A different form of graphical display of these average speeds i s shown i n F i g u r e . Northbound, speeds within nearly every control section decrease throughout the day. The average decrease from the a.m. peak to the p.m. peak i s about 3 mph. > Southbound, there i s no such consistent trend. From the a.m. peak to the p.m. peak, the speed decrease i s only 1 mph. Figure^if2/show the average running speeds on Wisconsin Avenue, i n the northbound and southbound directions for each control section, as grouped into the five periods of the day. These average running speeds were calculated after removal of the time consumed by a l l significant f u l l stops on the test runs. A f u l l stop was defined as the time period starting upon deceleration to two miles per hour or below and continuing u n t i l the start of an acceleration which was to continue through at least five miles per hour speed. They show the speed pattern on the street, as produced by the many minor interferences alone, rather than i n combination with major delay producers such as t r a f f i c signals. The overall pattern turned out to be very.similar to that of the simple average speeds, That i s , major f u l l stop delays were not much more evident at some points than at others. Average running speeds northbound ranged from 21 mph i n the p.m. peak to 2k mph i n the a.m. peak. Southbound they varied from 22 mph i n the a.m. peak, to 2k mph i n the night period. f+1 - �11* ft Figures show the peak-hour average speeds and average running speeds on Wisconsin Avenue, northbound and southbound, as obtained from the test vehicle runs. Basically, while the"previous figures have presented speeds for a peak period ranging from 2 to 2 3/h hours, the values i n these figures present data developed for just the peak-hour during the a.m. and the p.m. peaks. I t should he noted that the running speeds average possibly two miles per hour less for the peak-hour than for the longer peak periods shown i n the other figures. That i s , the normally expected speed volume relationship existed over the route as a whole, though i t was not true i n a few specific control sections. Relatively speaking, the trends shown during the peak periods were similar to those shown during the peakhour. �Speed changes of the test vehicle "before" and "after" removal of parking were examined at selected locations. Table shows the s t a t i s t i c a l evaluation for selected areas along Wisconsin Avenue i n which the test vehicle runs were made with and without parking. S t a t i s t i c a l checks were made to determine whether the differences i n the average speeds measured under the two parking regulation conditions showed s t a t i s t i c a l significance. For example, between Q Street and Reservoir Road, i n the northbound direction the average speed with no parking during the a.m. peak was 21.5 mph with a standard deviation of 5»6 mph. For the a.m. offpeak, the average speed with parking was 16.h mph with a standard deviation of it.8 mph. Table ^ shows that there i s a s t a t i s t i c a l l y significant difference between the speeds with parking and without parking, indicating the likelihood that the removal of parking does help to increase the average speed. Since a l l other variables could not be held constant, however, this cannot be accepted as absolute. I n the p.m. period, under the same type of conditions, although a speed change was measured, i t was not proved to be s t a t i s t i c a l l y significant. This same type of evaluation was made for areas between.Reservoir Road and R Street and for the t o t a l area from Q Street to R Street for the northbound a.m. and p.m. peak periods. Also studied was the section from Massachusetts Avenue to Woodley Road i n the northbound direction and from Calvert Street to 35th Street i n the southbound direction. Table ^ also shows the results of these evaluations. �Times are less desirable reporting units than are speeds, since no common denominator exists for direct comparison of the travel times through the various control sections, varying i n length from .38 to .56 miles. Nevertheless, average times through familiar route sections are often of interest, particularly when, as was the case here, the control sections varied i n length by not over UO percent. Figures30 V" 3 / show the average t o t a l travel time, northbound and southbound, through the various control sections along Wisconsin Avenue. Northbound, average travel times over the entire street ranged from 13.3 min i n the a.m. peak period to 17.5 min i n the p.m. peak period. Southbound, i t varied from 13.1 min i n the night period to 15.7 min i n the p.m. peak period. The data recorded manually i n the d i g i t a l equipment included coded data on lane changes, or more specifically, shifts of the test vehicle away from or toward a centered position i n one of the travel lanes. At most points, Wisconsin Avenue operates i n two lanes i n each direction. Lane 1 for these studies was the right lane, and lane 2 was the inner lane. Table 2 and 3 show .the results of the lane change analysis by control section and by time of day. Generally speaking, they indicate that drivers preferred to center themselves i n lane 1 most of the time, but with l i t t l e consistency between the individual periods of the day as f a r as lane preference goes. Table f. shows that the average number of times per t r i p that the test vehicle moved back to a centered position i n lane 1 from lane 2 or from an offset position within lane 1 was 13.U. Table "jf similarly shows that the average number of times per run that the vehicle moved into a centered position i n lane 2 from other positions was 5.2. �Northbound lane changing was r e l a t i v e l y uniform throughout the day as compared to southbound, where the a.m. offpeak and the p.m. peak periods showed considerable i n c r e a s e over the r e s t of the day. More s h i f t s i n t o lane 2 occurred during the midday periods than during the peaks, probably due to h e a v i e r parking turnover and l o c a l s e r v i c e turbulence during these hours. More lane changing was evident i n lower Georgetown than i n any other area. ( �Figure* run. provide information on f u l l stops per test vehicle As previously discussed, a f u l l stop was defined as a deceleration of the test vehicle to 2 mph or below, followed by an acceleration from 2 mph or below, through at least 5 mph. This classification was adopted primarily to eliminate "false starts" from consideration as accelerations. Figure ^3 shows the average number of stops per run i n the northbound and southbound directions for the five study periods, within each of the control sections and for the entire street. Northbound, for the street as a whole, the number of f u l l stops was considerably greater during the p.m. peak than i n any of the other four periods, averaging 2k stops as compared to an average of l U during the remainder of the day. I n the southbound direction, however, nearly as many stops, averaging 20, occurred i n each of the time periods (except night), as occurred during the worst northbound conditions. These results show clearly the magnitude of the stop-and-go driving problem particularly southbound, which i s severely restricting efficient use of the available street width. Figure J £ <v also shows the stop information by individual control sections. Northbound, practically every control section showed increases i n the number of stops as the day progressed, the p.m. peak periods quite generally showing the largest number. However, southbound, results were very irregular, showing no consistency between sections. �Figure 2>^~ shows the average s i g n a l delays per run on Wisconsin Avenue, i n seconds. T h i s information i s presented f o r each of the f i v e study p e r i o d s . The major i n t e r s e c t i o n delays due to the t r a f f i c s i g n a l s are shown i n Table cf . d i g i t a l tapes. T h i s information was obtained from the t e s t v e h i c l e I t should be noted t h a t i n the southbound d i r e c t i o n Western Avenue does not show any s i g n a l delays because these runs were made between the center of one i n t e r s e c t i o n and the center of the second i n t e r s e c t i o n , and t h e r e f o r e , s i g n a l delay f o r Western Avenue f o r southbound runs was not obtained. The average t o t a l delay time per run i n seconds f o r a l l the Wisconsin Avenue i n t e r s e c t i o n s was 142 seconds northbound, and l l U seconds southbound. The e i g h t f r i c t i o n a l events d i s c u s s e d i n t h i s s e c t i o n have already been described. Figure shows the percentage of time by period of the day and f o r northbound and southbound d i r e c t i o n s separately, during which the t e s t v e h i c l e was under the i n f l u e n c e of f r i c t i o n a l events. shown. The standard deviation of t h a t percentage also i s I n general, t h i s f i g u r e shows t h a t i n the southbound d i r e c t i o n , the t e s t v e h i c l e encountered f r i c t i o n a l a r g e r percentage of time than i n the northbound d i r e c t i o n , h3 percent southbound as compared to 38 percent northbound. ' �The speed changes produced by each of the eight f r i c t i o n a l events were determined. Next, the arithmetic mean and the median of the speed changes i n each of these categories were computed for the f i v 9 study periods, as shown i n Table ^ . The arithmetic mean represents the average speed change i n miles per hour that occurred when the vehicle was influenced by one of these eight events. Event number 1, "Parking," shows a slight positive speed change, averaging 1 mph. Event 2, "Marginal Pedestrians," also showed a very slight speed increase during a few parts of the day. I n both of these cases, the results indicate that drivers often respond, wisely or not, by speeding up to get out of the potential conflict area. Event number 8, "Traffic Controls," caused the largest negative speed change, that i s , speed reduction, averaging 15 mph. This event was registered only when the test vehicle was the f i r s t vehicle to stop at the signalized intersection at the end of a green phase. This magnitude i s understandable since the vehicle decelerated from i t s average running speed to zero. Event number 3, "Moving Vehicles," produced an average deceleration of approximately 7 mph for a l l the study periods, while the remainder of the events produced speed reductions of from 1 to 3 mph. I t i s interesting to note that the speed change averages for the various study periods are approximately the same. This shows that the f r i c t i o n a l events affected the test vehicles similarly throughout the day. These average changes should not be accepted too l i t e r a l l y , however, since i n a few cases, the range of the individual changes was quite wide. �Attempts were made to develop correlations between several of the variables considered. For example, the relationship between the standard deviation of the speed changes and the average percent of time that internal stream f r i c t i o n (event number 3) occurs for a l l the runs was investigated. A scatter diagram was developed, as shown i n Figure3^? This scatter diagram was best f i t t e d by a second degree curve. This curve shows that as an increase occurs i n the average percent of time that internal stream f r i c t i o n exists, the standard deviation of the speed changes increases approximately along this second degree curve, though there i s a considerable scatter ofpoints. Since the average percentages of time for event number 3 and the standard deviations of the speed changes are products of different population groups, s t a t i s t i c a l significance tests were not feasible. The figure i s shown only to describe a general relationship. I t substantiates the common sense expectation that as event number 3, "Internal Stream Friction," (the major event affecting the test vehicle), increases, there w i l l be an increase i n the standard deviation of the speed changes. That i s , as t r a f f i c turbulence becomes greater, vehicles w i l l experience more rapid and pronounced deceleration and acceleration patterns. Similar reviews were made of several other relationships, simply to make certain that expected relationships did e x i s t . �v\ Specific Control Sections Several control sections have been selected for individual mention. Section 1-2 (M Street to Reservoir Road) showed r e l a t i v e l y poor operation, Section 7-8 (Van Ness Street to Brandywine Street) was a somewhat typical section, and section 8-9 (Brandywine Street to Fessenden Street) showed r e l a t i v e l y good operation. Unusual conditions were detected i n several other sections. Control section 1-2 (M Street to Reservoir Road)showed the poorest operation on the street. Figure $S shows that the average speeds i n t h i s section were i n general considerably lower than i n any other section. They averaged about 1^ mph northbound and 10 mph southbound, the difference being explained mainly by signal delay southbound at M Street. Figures * show the average travel time per test vehicle run i n this .56 mile long control section. The average time for the northbound direction for a l l five periods i s approximately 2 min, and the average time for the southbound direction for a l l five periods i s approximately 3 min, the additional minute southbound again reflecting the delay associated with the M Street signal. I n terms of f u l l stops required, t h i s section again stands out as a problem. I t showed by far the greatest number of stops, particularly i n the southbound direction, where i n midday, 7 stops per run occurred. I t w i l l be recalled that t h i s section has also shown serious problems i n terms of interference, lane changing, and practically a l l other c r i t e r i a which have been discussed. -fSZ>- �Control section 5-6 (Massachusetts Avenue to Idaho Avenue) was an abnormal section with respect to peak-hour speeds as related to peakperiod speeds. Northbound, i t showed a higher a.m. peak-hour average running speed than did the corresponding a.m. peak period as a whole. The most l i k e l y explanation i s that interfering left-turning movements across t h i s northbound flow from the southbound direction were heaviest after the peak-hour ended. I n control section 6-7 (Idaho Street to Van Ness Street) i n the northbound direction, as shown i n Figure ^ , the average speed i n a l l f i v e study periods was approximately 5 mph greater than the average speed i n the southbound direction. Here i t appears that the southbound direction f a c i l i t i e s between the Equitable Life Insurance Company and the Hot Shoppe on the west side of the street. I n fact, t h i s speed difference occurs, regardless of the fact that the existing signal progression favors the southbound direction. -I Si- �Control section 7-8 (Van Ness Street to Brandywine Street) i s a typical and interesting section to discuss i n detail. the average speeds recorded i n t h i s section. F i g u r e 3 ^ shows I n general, the bar heights produce a concave configuration i n both directions, showing lower speeds i n midday and the p.m. peak than i n the morning peak and evening offpeak periods, but there are greater differences between the speeds i n these several periods i n the northbound than i n the southbound direction. I n order to t r y to explain this difference, a t r a f f i c engineering analysis was made of signal timing, land use, parking restriction, and t r a f f i c volumes. At the time these runs were made, progression was provided i n the southbound direction between Albemarle Street and Calvert Street. This southbound progression provided a through band, of approximately 29 seconds. This through band, within the 80 sec,signal cycle, should have provided an "average speed of 22 mph. Yet actually only about 15* mph was maintained southbound, and the speed i n the northbound direction was greater than i n the southbound direction at a l l times. This i s evidence of the f u t i l i t y of attempting to provide progression when midblock operation i s so turbulent. �Evaluation of the variation of land use intensities showed that the majority of commercial establishments were located on the east side of Wisconsin Avenue supposedly affecting northbound t r a f f i c . Ordinarily, commercial establishments create t r a f f i c f r i c t i o n by virtue of the truck services to them and customer parking, i n particular. Yet contrary to expectations, the speeds i n the northbound direction were higher than the speeds i n the southbound direction. Upon an evaluation of the existing parking restrictions on this particular control section i t was noticed that the parking restrictions slightly favor the southbound direction rather than the northbound direction since 2,08H feet of street restrictions exist on the west side of the street while 1,716 feet of street restrictions exist on the east side of the street. Again this was not a plausible explanation for the difference i n speed between the two directions of t r a v e l . Generally speaking the t r a f f i c volumes for the a.m. peak were running at approximately a 60-U0 percentage s p l i t , predominantly southbound. The evening peak-hour showed a $0-%0 percentage s p l i t . This was one measure which at f i r s t glance appeared reasonable i n relation to speed. Northbound speeds were somewhat higher than southbound i n the morning, and the two were f a i r l y equal i n the afternoon peak, as would be expected with usual speed volume relationships. However, at the low speeds involved i t actually i s more l i k e l y that speed and volume would have a direct relationship rather than the inverse one found at higher speeds. �Obviously the conventional analysis based on the usual t r a f f i c engineering approaches was unable to rationalize why this speed differentiation occurred i n the manner that i t did. An analysis of the total number of f r i c t i o n a l events occurring i n the northbound versus the southbound direction was far more successful. I n the south- bound direction the number of f r i c t i o n a l events occurring was 295 (3.2 per run), and i n the northbound direction the total number of f r i c t i o n a l events was 2U9 (2.8 per run). By magnitude of numbers alone, this i s a clue to the differences i n speeds between the northbound and southbound directions within t h i s control section which were noted. I n order to ascertain whether t h i s difference i n number of f r i c t i o n a l events was s t a t i s t i c a l l y significant, tests were applied as described i n appendix \% The results showed that while s t a t i s t i c a l inferences could not be made as a result of the u t i l i z a t i o n of individual event classes per se, nevertheless through the use of the larger population of total f r i c t i o n events the s t a t i s t i c a l significance of a l l events as a group could be established. southbound was significant. That i s , the larger number of events This very l i k e l y explained the lower south- bound speeds recorded. The speed variation found i n control section 7-8, not easily explainable by standard t r a f f i c engineering procedures, demanded this venture into an understanding of the basic principles of f r i c t i o n a l features influencing the t r a f f i c stream. Ordinarily, a detailed analysis of a l l the control sections on a study route would not be made. Rather, as was done here, only sections producing unusual or contradictory resutls would be reviewed i n d e t a i l . Such reviews of the other control sections were made where necessary, preparatory to developing improvement proposals. n �Control section 8-9 (Brandywine to Fessenden Street) showed the highest average speeds and highest average running speeds of the entire route, and, similarly, the least travel time i n seconds. This phenomenon i s explained, at least p a r t i a l l y , by the land uses, which produce only minor ingress and egress problems, and by the absence of signalized intersections. Practically no stops were required i n the section. I t showed by f a r the best operation of any section of the route. Control section 9-10 (Van Ness Street to Western Avenue) shows a significant peculiarity. Here i n the northbound the p.m. peak shows very low speeds and very high total travel time i n seconds, relative to other periods of the day. This i s concrete evidence of the problem produced i n combination by the heavily used driveway at Rex's Liquor Store, by the signal at Wisconsin and Western Avenues, and by other interferences i n the area. Here the peak-period speeds are the same as those i n the p.m. peak hour, indicating the consistency of the problem during late afternoon. I n summary, the digitized data and the manually coded data obtained from the moving vehicle provided a wealth of information for reference use. I n general, the results support the basic hypothesis of t h i s study—increased f r i c t i o n within control sections increased the complexity of the drivers' decision-making processes, producing longer travel time, lower average speeds, and lower average running speeds. I t would be beyond the scope of t h i s report to include a l l of the lesser findings. Suffice i t to say that these data provided an excellent source of information for immediate answers to questions which arose during the study. �Driver Tension Induced by Travel on Wisconsin Avenue ^Michaels, Richard M., "Tension Responses of Drivers Generated on Urban Streets," Highway Research Board, i n press. I n previous parts of t h i s report i t has been shown that Wisconsin Avenue does nob operate at capacity. Consequently, any engineering changes whose purpose i s simply to add more capacity may not necessarily bring about an increase i n t r a f f i c volume on the street. The problem on t h i s a r t e r i a l appears to be an unwillingness on the part of drivers to u t i l i z e existing capacity. The issue, therefore, i t to understand why drivers do not or w i l l not use t h i s a r t e r i a l . This phase of the study was an attempt to relate various characteristics of the street to driver behavior. Thus, the purpose of these experiments was to measure responses of test drivers and from that data determine some of the psychological factors that may lead drivers to avoid using Wisconsin Avenue. Basically, the hypothesis proposed was that the frequency and complexity of decisions required i n driving Wisconsin Avenue are so great that the driver i s under a high level of stress and tension which make the route uncomfortable and inconvenient. I n order to quantify this tension, the Galvanic Skin Reflex was employed. The GSR represents one way to quantify the effects of emotion inducing stimulation. I t was t h i s measure that was used to determine driver responses on Wisconsin Avenue. �Measurements of the GSR were made using a total of 10 test drivers. Five of these test subjects ran for two weeks on Wisconsin Avenue. The other five ran on an alternate route that was p a r a l l e l to Wisconsin Avenue. Further, runs were made simultaneously on both of these two routes so that a direct comparison between them was made. Runs were carried out during five time periods including peak, offpeak, and night. Each subject drove the test routes 25 times distributed over a 2-week period. T r a f f i c events influencing the test vehicle were determined independently by an observer and recorded on the GSR record. The t r a f f i c events were restricted to eight possible interferences which accounted for 95 percent of a l l events causing a change i n test vehicle speed and placement. The results indicated that t r a f f i c events occurred depending upon the street, at a rate of one every 21 to 35 seconds. Of these events, 85 percent generated a measurable GSR. The majority of responses were caused by other vehicles i n the t r a f f i c stream, accounting for 60 percent or more of a l l the events depending upon the street. The events which generated the greatest mean tension response were those involving a maximum difference i n speed between the object and test vehicle. Thus, turning maneuvers and crossing and merging were most tension inducing. The least stress inducing events were related to fixed objects i n the environment such as parked vehicles or islands. This ordering was s t a t i s t i c a l l y reliable among the subjects. - )S7- �Using the magnitude of GSR response per u n i t of time as an o v e r a l l measure o f d r i v e r t e n s i o n i t was p o s s i b l e to compare the two t e s t routes. I t was found t h a t the route s u b j e c t i v e l y p r e f e r r e d by d r i v e r s induced an average of UO percent l e s s t e n s i o n response per minute than d i d the other route. An a n a l y s i s of v a r i a n c e shows t h a t these d i f f e r e n c e s between routes was s t a t i s t i c a l l y significant. T h i s phase o f the Wisconsin Avenue Study has concerned with the measurement of d r i v e r responses t o t r a f f i c events. itself Using the GSR, an o b j e c t i v e measure of d r i v e r tension was obtained. Relating these t e n s i o n responses to c e r t a i n c l a s s e s of t r a f f i c events, i t was p o s s i b l e to separate the e f f e c t s of each of these on the behavior o f drivers. I n a d d i t i o n , the measurements allow a d e s c r i p t i o n of Wisconsin Avenue and of the complexities t h a t occur f o r d r i v e r s i n managing the route. From t h i s data i t i s p o s s i b l e to deduce many o f the f a c t o r s operating on Wisconsin Avenue which cause d i f f i c u l t i e s i n d r i v i n g , and decrease the e f f e c t i v e n e s s of the human being i n the c o n t r o l o f h i s v e h i c l e on the s t r e e t . �The driving operation i t s e l f i s a very complex one. From the psychological standpoint the judgment, analysis, and decisions required in driving are extremely d i f f i c u l t for the human to make under the best of conditions. For him to carry out these operations with a maximum of security and satisfaction requires that the environment be structured to simplify the demands upon him. F i r s t , there must be a minimum of uncertainty as to what and when events w i l l take place for which he, the driver, must compensate. Second, a c t i v i t y i n his f i e l d must have the maximum amount of predictability. The human requires time to carry out the analysis and make decisions demanded by che task. This requires that changes or events occurring i n the driving environment take place i n a manner ordered i n time and space consistent with his a b i l i t y to manipulate the data and operate on his own vehicle. Third, the complexity of the environment must be minimized so that the number of operations that the environment forces upon drivers be kept to as few as possible. When the driver i 3 forced to carry out several control actions at once or attend to several stimuli at the same time, his efficiency, his accuracy, and his sense of security are compromised. Among other things, high complexity limits the man's a b i l i t y to make decisions required i n driving. The time available for making decisions becomes minimal:, consequently their accuracy and r e l i a b i l i t y are reduced. Whenever this occurs the driver's actions are determined by forces outside of him, and he loses direct control over the driving situation. One consequence of t h i s i s that the driver responds with anxiety and dissatisfaction. - If?- �The data obtained on Wisconsin Avenue indicate that this street generally f a i l s to meet the needs of the drivers. The amount of activi t y occurring within the stream of t r a f f i c i t s e l f and on the margins demands that the driver be consciously aware of a wide range of events. He must spread his attention over a wide area, much of which i s beyond the immediate f i e l d or path of his driving. The complexity of this task i s demonstrated by the fact that he i s forced to respond to an event every 21 seconds. Furthermore 2/5 of these events are essentially from objects and occurrences outside of his central f i e l d of attention. The diversity and the frequency of events occurring of Wisconsin Avenue force the driver to be constantly on the alert for the unexpected and the unpredictable. There are probably three basic determinants of the inefficiency of Wisconsin Avenue and the driver's sense of dissatisfaction with the street. The f i r s t of these concerns the commercial development on the street. The two most obvious areas are i n Old Georgetown and the region between 35th and Calvert Streets. I n addition the commercial areas lying at different points between Idaho and Western Avenues might also be included. A l l the regions show a high degree of a c t i v i t y and they cause a considerable amount of uncertainty for the driver. The narrow lane within, the Calvert Street region and Old Georgetown inherently r e s t r i c t s the f i e l d of maneuver for the driver; and the • parking, as well as pedestrian a c t i v i t y , i s considerable i n these regions. A l l have i n common the disruption of the coherence of the through t r a f f i c stream. There i s a turbulence i n t r a f f i c which develops i n these built-up areas and this results i n a great increase i n unpredicta b i l i t y for the driver with a consequent increase i n his tension l e v e l . - lie- �This may be seen most clearly i n the data obtained i n the 35th to Calvert section. The difference i n the northbound section between peak and offpeak i s most illuminating i n t h i s respect. There i s approximately a UO percent reduction i n mean tension response i n this section during the peak hours from what i t was during offpeak hours. During the peak period parking i s eliminated i n this region and the t r a f f i c volume i s reasonably high. (This i s one of the few places where the street approaches existing capacity.) Marginal a c t i v i t y i s thus reduced to a minimum during peak hours. There i s a coherent, controlled stream of t r a f f i c passing through t h i s region metered by a signal. The result i s a predictable and controllable situation for the driver. One major improvement Wisconsin Avenue requires i s to maintain a high degree of coherence and predictability i n these commercial areas at a l l hours. A second determinant of the functioning of Wisconsin Avenue i s the amount and frequency of merging and diverging t r a f f i c . There i s a considerable amount of t r a f f i c seeking to cross Wisconsin Avenue. This, coupled with the fact that there are approximately 63 intersections and numerous driveways over the Ug miles, makes turning and merging movements from the side streets a problem for both the through driver and the turning one. The frequency of transverse movements on Wisconsin Avenue i s • high that the through driver i s consistently faced with uncertainty or decision making. I t seems l i k e l y that the probability of a turning maneuver i s not abnormally high on Wisconsin Avenue, yet i s not so small that the driver can neglect i t . I t i s apparently a situation that l i e s i n a region of r i s k that i s above 1 drivers thresholds. Therefore, i t i s a problem requiring constant attention. �The third major determinant of behavior of drivers concerns the restrictions on maneuverability imposed on Wisconsin Avenue. The f i r s t of these i s the narrowing of the street at several points over i t s length. This i s especially true i n Old Georgetown where freedom for l a t e r a l maneuver i s almost completely eliminated. As a matter of fact, the restriction i s so great that the driver must be constantly and continuously alert to his own l a t e r a l position i n the street. This i s also true between 35th and Calvert Streets during the offpeak hours when parking i s allowed. Another consistent restriction l i e s i n the streetcar tracks and loading platforms. These are, although predictable, a constant restraint on a driver's freedom of maneuver. The tracks, when crossed, require a change i n control response. The loading platforms must be taken into account by the driver when contemplating passing maneuvers or speed changes. As may be seen from the data these are not excessive tensioninducing items, yet they are obstacles to which the driver must consistently attend. F i n a l l y , the variation i n land use, i n grade, and i n curvature requires the driver to frequently modify his mode of control. I t i s necessary that he compensate by adjustments i n speed and location on the street for the peculiarities that each of these variables impose. These are subtle yet consistent problems of judgment and decision for the driver. They each add complexity to the driving task and a l l interact. �In addition to these three major determinants of driving behavior, there are three others which are common although not so important factors. F i r s t of these i s the presence of commercial vehicles. Wisconsin Avenue i s a major truck route into and out of Washington, so there i s a great variety of commercial vehicles. Consequently the composition of t r a f f i c on Wisconsin Avenue I s quite heterogeneous. The variation i n accelera- tion and hill-climbing a b i l i t y of the trucks restricts the freedom of movement of passenger cars. This i s especially evident on the long grade i n Old Georgetown. In addition, large trucks obscure sight distance and r e s t r i c t environmental cues that the passenger car driver can use to locate himself i n time, space, and speed. Again, because of the unpredicta b i l i t y of the street, passing maneuvers are inherently restricted. The presence of commercial t r a f f i c under these circumstances i s thus an inhibiting and complicating factor which i t s e l f leads to tension and dissatisfaction with the route. The second feature concerns parking and pedestrians. Parking maneuvers occur with a f a i r degree of regularity on Wisconsin Avenue. In the areas around Calvert Street, and i n Old Georgetown especially, there i s a considerable amount of double parking during offpeak hours. Although t r a f f i c can and does take these situations into account their presence restricts the maneuverability and the freedom of the choice of the driver. Furthermore, the large number of shops along much of Wisconsin Avenue leads to a f a i r l y high turnover i n parking spaces. Thus, the frequency of the parking maneuvers i s r e l a t i v e l y high and represents another variable for which the driver must consistently compensate. - It, 1~ �F i n a l l y , pedestrians who are i n the stream of t r a f f i c pose a considerable problem for the driver. On Wisconsin Avenue these pedes- trains almost always are located on the streetcar loading platforms. This situation represents a highly unpredictable one for the driver. There i s considerable movement on the platforms and i t i s d i f f i c u l t for the driver to predict whether or when a pedestrian w i l l step into the street, unlike the marginal pedestrians, the instream pedestrian i s almost always close to the vehicles i n a through stream of t r a f f i c . The driver having no control over pedestrian behavior must make some assumptions about pedestrian action. Thus, the driver i s i n a situation where he must predict without having any basis for knowing—other than historical—what this instream pedestrian w i l l do. This discussion indicates that Wisconsin Avenue represents a highly unpredictable and complex street from the standpoint of the driver. He i s constantly being forced to attend to a wide variety of stimulij to be alert to the wide range of possible events that may occur; and to predict action without having the basic information to do so with either accuracy or certainty. A driver i s placed i n a situation where he must carry out a task over which he has only marginal control. He therefore must depend i n part upon others to make consistent and sound judgments. This loss of control inevitably increases tension and leads to dissatisfaction with the route. This study indicates quite clearly that to the driver Wisconsin Avenue i s an inefficient route. Consequently, the driver who consistently travels to and from the downtown Washington area has sought and has found alternatives for taking Wisconsin Avenue. �Interoection capacity studies Under average urban conditions, the capacities of intersections along an a r t e r i a l street control the capacity of the street as a whole. Hence, existing intersection capacity data were most Important i n developing the increased traffic-carrying capability of Wisconsin Avenue. They were required to determine a " c i t y factor" or, i n this case, more appropriately a "street factor" that could be applied to the appropriate nationwide average capacity curve. Also, detailed information on peak- hour commercial t r a f f i c and turning movements of a l l t r a f f i c was essential before evaluations of their effects, present and future, could be made and means devised to cope with them. Data developed by the Bureau of Public Roads and published i n Highway Research Correlation Service Circular 376 presented preliminary new intersection capacity curves based upon studies at over 1,100 signalized intersection approaches throughout the country. These studies, here referred to as "the nationwide studies," provided the basic procedures for the study of intersections. Detailed studies were made, during both the morning and afternoon peak periods, at a l l approaches to the 17 signalized intersections on the street and at Ik of the more important unsignalized intersections. A minimum of five men were assigned to each study location, one for each intersection leg and one for r e l i e f and general observations. At complex locations, up to ten men were used. I n appendixQ@ w i l l be found a l i s t i n g of the intersections studied and copies of the study and summary forms. �B r i e f l y , each study Involved the cycle-by-cycle recording of t r a f f i c passing through each approach to the intersection, c l a s s i f i e d by type of vehicle and by turning movement, for a minimum of two hours during each peak. One refinement not included i n most of the e a r l i e r nationwide studieswas the recording of unopposed turning movements made during special turn signal phases separately from turns made against opposing t r a f f i c . Another refinement which t h i s study has shown to be desirable for future investigations i s "by-lane" recording of t r a f f i c . Each loaded cycle phase, a green period which was f u l l y u t i l i z e d by vehicles throughout i t s duration, was check-marked on the form by the observer. Detailed remarks were obtained on Impediments to smooth t r a f f i c flow. Where there were special problems a complete narrative report on the operation of the intersection was prepared by the f i e l d party chief. At unsignalized locations, volumes were recorded on each approach i n 5-minute increments. Since "loading" of an unsignalized intersection cannot be s p e c i f i c a l l y identified, detailed reporting of remarks was most essential to show operating conditions existing at the recorded volume levels. �The data for signalized intersections were analyzed i n the same way as were the data for the nationwide studies. This involved determination of the peak hour volume for a set of consecutive cycles (45 consecutive cycles i n the case of the predominant 80-second cycle). Similarly, a peak short period count was calculated for approximately a 1 5 - to 20-minute period. For convenience of analysis, the period was chosen where possible as a whole number of minutes including a whole number of cycles. For instance, for an 80-second cycle, the short period was 15 f u l l cycles, or 20 minutes. These short counts were then expanded to a "per hour" basis for uniformity. A l l hourly volumes were f i n a l l y converted to a per-hour-of-green basis. Other factors developed included the percentages of loaded cycles, turning movements, trucks, and l o c a l buses. Analysis of the data from unsignalized intersections was handled similarly. The largest t o t a l volume obtained from any 12 consecutive 5-minute increments gave the peak hour volume, and the largest t o t a l from three consecutive periods gave the peak short period (15-minute) count which was expanded to an hourly count. The same percentage factors were obtained for the signalized intersections were also obtained for the intersections without signals. Appendix2- I summarizes the results of the intersection studies. For both the a.m. and p.m. peak periods and for each intersection leg, the street width, parking conditions, t r a f f i c volumes, turning movement and commercial vehicle,data, signal green times, and loading conditions are shown. The most significant findings was that very few of the intersections were loaded, except for an occasional cycle, on either of the Wisconsin Avenue legs during the peak hours. That i s , few were operating above p r a c t i c a l capacity, as defined for an intersection. - / i 7- �On Wisconsin Avenue i t s e l f within the D i s t r i c t of Columbia during the morning peak hour, the heavier inbound t r a f f i c encountered no appreciable loaded cycles except at M Street i n lower Georgetown. Here loading e x i s t e d during one-third of the peak hour. The Tenley CircleVan Ness area and Woodley Road are the only other points where true loading occurred, and t h i s was for only four or f i v e cycles out of the entire peak hour. T r a f f i c entering the D i s t r i c t of Columbia i s "metered" by the signal at Wisconsin C i r c l e , just north of the D i s t r i c t of Columbia l i n e , where loaded conditions exist almost throughout the peak hour. However, t h i s metering does not substantially reduce the entering volume because any loss i s quickly counterbalanced by t r a f f i c entering the street just within the D i s t r i c t of Columbia. Outbound at night, conditions are somewhat worse. Nearly a l l of the cycles at Van Ness Street are loaded resulting i n metering of the volume north of that point. Also, Tenley Circle i s loaded for about 10 minutes. Other than t h i s , however, no major intersection capacity problem was discovered on Wisconsin Avenue for the through t r a f f i c north of Massachusetts Avenue. On lower Wisconsin Avenue, loading was found during half the peak hour at Q Street, for one-third of the hour at Massachusetts Avenue, and for a short period at Calvert Street. �Peak hour loading problems on the approaches were shown to be concentrated on the intersecting streets, particularly westbound i n the evening, rather than on Wisconsin Avenue i t s e l f . As might be expected, Massachusetts Ayenue i s the most c r i t i c a l location, i t being a major feeder to Wisconsin Avenue as well as a primary through a r t e r i a l . I t s westbound approach I s loaded throughout the p.m. peak hour. Other heavily loaded approaches for westbound t r a f f i c i n the evening peak are at M Street and Q Street i n Georgetown, and a t Van Ness Street. Less heavily loaded but s t i l l c r i t i c a l are R and Calvert Streets i n Georgetown, Woodley Road, and Porter Street. The same intersecting streets each showed about half as much loading eastbound i n the morning as they showed westbound i n the evening. I n summary, an excess of approach capacity existed at nearly intersections along Wisconsin Avenue i t s e l f . The test car and the GSR studies indicated that the drivers on the street encountered turbulent midblock operation producing psychological aversion to use of the street. This undoubtedly diverted t r a f f i c to alternate routes. However, the intersection studies indicate that other drivers who probably would find Wisconsin Avenue convenient never reach i t . They select alternate p a r a l l e l routes to avoid the loaded approaches of the intersecting streets rather than Wisconsin Avenue i t s e l f . �This i s not intended to mean that those drivers who do reach and use Wisconsin Avenue seldom are stopped hy red indications of the signals along that street. On the contrary, many of them may encounter delays of nearly a f u l l red indication at many of the intersections. Under the definition of practical intersection capacity, i t i s stated that only a few drivers w i l l have to wait through more than one red period. Here, then, i s a paradox. A series of signalized locations, each individually operating below i t s defined practical capacity, may as a group produce unacceptable restriction to movement, making the street as a whole operate above practical roadway capacity. This w i l l occur when erratic midblock disturbances prevent establishment of any signal coordination which w i l l be consistently correct. To put i t another way, irregular midblock f r i c t i o n creates stop-and-go operation through intersections regardless of attempts to coordinate signals, further aggravating the turbulent flow on the street though no intersection may be individually at f a u l t . These conditions apparently prevail on Wisconsin Avenue. T r a f f i c interference investigation Once i t was discovered that individual intersections were not the key capacity problems affecting flow on Wisconsin Avenue i t s e l f , further search for the major problems was necessary. Intersection capacity i s r e l a t i v e l y easy to analyze following known methods, but potential midblock capacity under prevailing conditions where a variety of major Impediments to smooth t r a f f i c flow exist has been d i f f i c u l t i f not impossible to determine as a specific numerical value. �The most feasible approach to the problem was to examine the street very closely to determine what events were occurring on the street that restricted driving freedom. As previously described, the test car and Galvanic Skin Reflex data presented a wealth of data on the subject. Each occurrence, however, could be c l a s s i f i e d only as one of eight predetermined events, which e a r l i e r had been selected as the best c r i t e r i a for measuring expected occurrencesyithin the a b i l i t y of observers to record. That i s , these two study phases, made i n a moving vehicle, gave general information on the relative importance of various f r i c t i o n a l features, but pinpointed specific problems only to the extent that they might show a certain event occurring consistently at a certain location. To detect these problems i n detail, s i x men were assigned for two weeks to the interference investigation. I n very simple terms, their job was to "roam the street" on foot, seeking any and a l l interferences to smooth t r a f f i c flow that they could find, studying the nature of these interferences, and reporting t h e i r findings. Of course, they were guided i n their "roamings" to trouble areas indicated by test car performance and driver behavior as evidenced by GSR measurements. There were actually no fixed procedures, a fact that disturbed the observers greatly during their f i r s t two days. Yet no r e a l l y specific instructions could be given them, since they were being asked to ferret out and analyze the unknown and unexpected. At the s t a r t , they surveyed the street rather aimlessly, apparently looking for r e l a t i v e l y spectacular . occurrences and becoming discouraged when they found none. On the second day,"8 however, they realized that much of what they had been observing and considering "normal" r e a l l y involved considerable interference. They were considering i t as normal only because they had become so accustomed to - ; 7/ t y p i c a l turbulent urban operation. Once they realized t h i s fact, they did H o & a 05 �Their problem i s worth remembering, as an indication of the "penny-wise, dollar-foolish" approach to t r a f f i c control which sometimes i s taken unwittingly. That I s , an impressive and expensive spot Improvement may be made where i t s need i s obvious, yet a series of minor inexpensive Improvements, which would give an equally effective result w i l l be overlooked because each individual minor problem appeared unimportant i n i t s e l f . Another important inference i s that successful solution to most t r a f f i c operations problems demands down-to-earth observations of existing conditions. The f i e l d observers generally inspected a section of the street f i r s t to detect existing problems. They then studied and described each of the problems detected as completely as necessary i n any particular case. This involved drawing sketches, writing narrative comments, making counts, and otherwise recording information long enough to establish the nature and effect of the interference, and returning for additional observations at other times of day i f that appeared necessary. The observers developed, on their own i n i t i a t i v e , a very interesting approach to the problem when counts of vehicles entering or leaving a side street, driveway, or parking area were necessary. They f i r s t defined two levels of interference. Major interferences were any sharp braking, any long delay or complete stoppage, and any interference involving three or more cars. Minor interferences included lane changes, slight braking, or any other substantial compensation for t r a f f i c conditions not c l a s s i f i e d as major. �I n the f i e l d , though recording procedures varied somewhat to f i t each individual case, the basic procedures were similar. I n 15-minute increments, the volumes into and out of the street or driveway i n question were recorded. I n addition, for each approach or e x i t movement, the number of vehicles causing major interference, the number of through-traffic vehicles affected by major interference, and the number of vehicles producing minor interference were recorded, for each 15-minute period. The f i r s t two were presented as a "major interference fraction," the f i r s t being the numerator and the second the denominator. F i n a l l y , the percentage of interference-producing vehicles among the t o t a l entering and leaving vehicles was computed. These indices of interference proved very useful i n the study analysis. The data obtained were valuable from two standpoints. F i r s t , they c l a r i f i e d the results obtained with the test car at locations where an event was occurring quite consistently, providing a more accurate interpretation of the t e s t car data. Second, Important problems were detected, such as habitual U-turning i n a certain section of the street, which had not been s p e c i f i c a l l y detected during the t e s t car runs. At the same time, the frequency of occurrence of some of the events to which the test car drivers had responded was established, giving a clearer picture of the magnitude of the observed interferences to movement. �Only the general findings of the study are included here. A more detailed summary of the f i e l d crew's observations i s included i n appendix While these observations covered many specific problems, i t was found that a l l f e l l logically into a few general categories, most of which are well known. These categories included parking (double, i l l e g a l p a r a l l e l , poorly placed legal, and high turnover, both on Wisconsin Avenue i t s e l f and on the intersecting streets), poorly signed or operated driveways and parking l o t entrances, U-turns and l e f t turns across opposing t r a f f i c (this problem being particularly acute at unsignalized "y" intersections), and unfavorable grade or alignment conditions. Most Important, the interferences generally involved conditions that could be corrected a t l i t t l e expense through e f f i c i e n t t r a f f i c control techniques. These interference studies, then, serve mainly to emphasize the importance of problems which, though known, are too often taken for granted, and to show how widespread they may be. Individual property owners and businessmen must be convinced that removal of these hindrances i s necessary to their welfare as a whole, even though each may be deprived of conveniences such as parking spaces a t the door, double parking for loading, and the l i k e . -/ n �Parking studies One possible means by vihich the street capacity may be increased i s by r e s t r i c t i n g or eliminating curb parking which had been shown to be creating f r i c t i o n i n midblock. Accordingly, studies of existing parking usage, as well as curb and offstreet space inventories, were undertaken to determine the nature of the parking and to estimate the extent of inconvenience to parkers and businesses that would occur should curb parking be further restricted or eliminated. Types of parkers were inferred from their durations of stay. From a knowledge of the distribution of the various types i t could be determined whether additional offstreet f a c i l i t i e s could adequately compensate for the removal of curb space. I t was also desired to e l i c i t information on the extent and locations of long-term, parking, double parking, and truck loading problems. Due to the time, funds and personnel available, an interview type of study to determine parking demand was not performed. Instead, a simp l i f i e d study designed for small cities was conducted as outlined i n the 1 Bureau of Public Roads "Parking Study Manual."! -par the same reasons, 1 "Parking Study Manual"—Instructions for a comprehensive study, Department of Commerce, BPR, Rev. edition July 1957, Part UC. observations were made only at half-hour intervals rather than the recommended 15-minute intervals. - /7S- �For the purpose of organizing and referencing the parking data, Wisconsin Avenue was subdivided into blocks and further into f a c i l i t i e s which were given identifying numbers. A block usually consisted of both sides of the street between adjacent intersections. Curb faces on the east side of Wisconsin Avenue were designated f a c i l i t i e s 1, and those on the west side were designated f a c i l i t i e s 2, An inventory of existing curb space was taken. Recorded i n the f i e l d were the character of the curb frontage and the locations and measurements of curb spaces, as well as of loading zones, hydrants, no-parking zones, alleys, and drives. The existing parking regulations were noted, as were parking meters, including number, location and time l i m i t s . Appendix shows the form used. These data were later trans- ferred to strip maps i n the office. An offstreet space inventory was performed separately from the curb inventory. Recorded were data pertaining to the location, character, and number of spaces i n existing offstreet l o t s . These data were also later transferred to the s t r i p maps. Curb usage was studied by means of the Parking Usage Study Form, shown i n appendix 2 - ^ • Added to each form beforehand was a sketch of existing spaces and the location of other curb characteristics, as well as the location of important buildings, stores or land uses along the block face. Each f a c i l i t y was toured every half hour from 6 a , m. to 6:30 p. m. on one weekday. The type of parked vehicle, and the l a s t three digits of the license plate to identify i t , were recorded i n the f row corresponding to the vehicles s position on the block face and the column corresponding to the time of the tour when i t was f i r s t observed at the curb. I t was found that i n one-half hour an observer could cover about 2,£00 feet of curb i f usage or turnover were very low, about 1,500 feet i f usage and turnover were moderate, and about 1,000 feet where usage and turnover were high. -r/t- �Parking accumulation and duration data were tabulated I n order t o obtain an estimate of the d i s t r i b u t i o n of the various types of parkers and the times of day when they were i n evidence. These data were t a b u l a - ted f o r each c o n t r o l s e c t i o n and a l s o f o r s e l e c t e d i n d i v i d u a l a r e a s . S i n c e no data were obtained on d e s t i n a t i o n s of the p a r k e r s , i t was impossible to pinpoint demand e x a c t l y . However, i t may be s a f e l y assumed that the areas of high occupancy do i n d i c a t e the general locus of heavy demand and i t was on t h i s b a s i s that the a n a l y s i s was made. Parking durations were c l a s s e d i n the following c a t e r g o r i e s : l e s s than one hour, 1 to under 3 hours, 3 t o under £ hours, and 5 hours or more. A v e h i c l e observed during only a s i n g l e tour was considered to have been parked f o r l e s s than one hour; a v e h i c l e observed parked during 2 to 5 consecutive tours was c l a s s e d i n the 1-2^ hour duration category, e t c . V e h i c l e s observed a t 7 a. m. or 6:30 p. m. may have been parked f o r longer times but they were t r e a t e d , i n s o f a r as t h i s phase was concerned, as though they had a r r i v e d j u s t before 7 a. m. or departed j u s t a f t e r 6:30 p. m. A v e h i c l e was considered " i n " a t the time i t f i r s t appeared on the f i e l d sheet. I t was considered "out'! a t the f i r s t time t h a t i t was no longer observed. category. " I n s " and "outs" were tabulated f o r each duration The accumulation of v e h i c l e s f o r any h a l f hourly period was the previous accumulation plus the " i n s , " minus the "outs." Truck parking accumulation was separated from t h a t of passenger c a r s but durations were e v e n t u a l l y disregarded because of the comparatively small numbers of t r u c k s , few of which were observed on more than one tour. 1 -177- �A parking u t i l i z a t i o n chart was made by plotting these one-half hour accumulations from 7 a.m. to 6:30 p.m. Also plotted were the t o t a l legal parking spaces available throughout the day, depending on the regulations i n effect, and the number oflegal parking spaces i n each tour that were occupied. Figure37 I s a n example of such a chart, this particular one being for control section 1-2 I n Georgetown. figure Similarly, shows parking u t i l i z a t i o n i n a typical block of the street, from Hall Place-Observatory Lane to Calvert Street. These u t i l i z a t i o n charts showed the variation i n numbers of parked vehicles and indicated the relative demand for parking space by the various types of parkers throughout the day. Comparisons can be made between the number of vehicles parked and the available legal space, or between the number of vehicles i n "no parking" zones and the number of vacant l e g a l spaces. The f i r s t thing that strikes one on examination of the sample graph, figure 3^ > i s the manner i n which parking accumulation i s i n f l u enced, as i t should be, by the regulations i n force. However, closer examination shows there to be a good deal of i l l e g a l parking throughout the day. This area consists almost exclusively of heavy parking generators: stores, service shops, restaurants, e t c . Through a l l of the a.m. and p.m. peak periods, a t which time almost a l l parking i s removed, there are more vehicles parked than there are legal spaces. the morning and early afternoon offpeak hours. This i s true also of More vehicles are parked than could possibly be accommodated by the existing legal spaces. Many legal spaces are vacant, however, indicating that parking demand i s concentrated so as to result i n considerable i l l e g a l parking even though additional legal space i s available. �For instance, at 11:30 a.m. there were 8 l vehicles parked, but only 64 of the 76 legal spaces were occupied. Therefore, 17 vehicles must have been parked i l l e g a l l y , and five of these could not have been accommodated i n the control section i n any case. Analyzing these by type of parker, 12 were long-term parkers and 13 were trucks. The remaining 56 were, presumably, short-time errand, business, or shopper parkers. The decision as to whether these could adequately be accommodated were longterm parkers and trucks removed would depend on an examination of specific areas of demand. Examinations of the durations of stay or parkers through the day shows the short-time parker to be most prevalent. Long-term parkers do not arrive u n t i l around 9:30 a.m. and leave before k p.m. They do nab constitute a peak hour problem. Occasional trucks are found from 7 a.m. to 8:30 a.m. at which time truck-loading operations become prevalent, continuing heavily u n t i l midaftemoon. Long-term .parkers and trucks are gone by the time the p.m. peak period s t a r t s . ebbs u n t i l around 5 p.m. after which i t picks up again. Parking then This pickup could be due to evening shopping or all-night storage by area residents. �Same note should he made here i n regard to interpretation of the data shown by f i g u r e s ^ and^ft . I t must be pointed out that the values plotted on these graphs are not precise. I t should be evident that, although the values are tabulated and plotted at the half hour, every space could not be observed simultaneously nor precisely on the half hour. Then, too, the graphs are composed of discrete values and the connecting lines serve merely to approximate a continuous plot. An impression may be given of continuous variation, whereas a change actually may have been quite abrupt, as, for instance, the change i n the number of vacant legal spaces at times when peak-hour parking regulations become effective. Moreover, the process of t a l l y i n g vehicles* " i n " time and "out" time while simultaneously taking duration of stay into account i s almost unavoidably subject to errors. Although i t i s very l i k e l y that many short-time parkers were missed by the f i e l d crews, the entries for the l e s s than 1-hour category are accurate to the extent that they represent the t o t a l number of these parkers present a t any particular time. �In order to show the number of vehicles and types of parkers that would be affected by the removal of parking on Wisconsin Avenue, table \0 was prepared. These figures represent, by control section, the numbers of vehicles i n the various duration categories which were present (and would, therefore, be affected by the elimination of parking) during the a.m. peak, midday offpeak, and p.m. peak periods, respectively. The entries i n the 'Hess than one hour" duration category are minimal values since the h a l f hour counts could hardly have picked up vehicles which arrived and departed between the times that the observer made his rounds. Very l i k e l y many of these short-term spaces actually were occupied by several different vehicles i n the course of a half hour. The category "indefinite" consists of those vehicles which were observed parked at 7 a.m. or 6:30 p.m. and whose maximum duration i s , therefore, unknown. I t i s l i k e l y that most of them belong i n the long-term categories and possibly even represent all-night storage. I t should be noted that the sum of the totalsforeach period of the day tabulated separately w i l l exceed the t o t a l number of vehicles that would be affected should parking be removed from 7 a.m. to 6:30 p.m. Any vehicle present during more than one period was considered as having been affected separately i n each of those periods. That i s , a vehicle parked from 9 a.m. to 10 a.m. would have been included i n the 1-hour duration category for both the a.m. peak and offpeak periods. A separate evaluation was made of individual areas where double parking and truck loading were prevalent. Long-term parking was analyzed as to whether i t was contributory to t h i s problem. �Physical feature and land use study This f i e l d study was made primarily to supplement the street width, right-of-way width, and block-length data which had been obtained from the D i s t r i c t of Columbia Department of Highways and T r a f f i c . Secondly, the nature of each property fronting on the street was noted, the frontage length recorded, and notation made of any objects or features which might r e s t r i c t widening. Procedures were very simple, consisting only of the taking of f i e l d measurements with a tape i n addition to the noting of the type of frontage and other remarks. Width measurements were made from curb to curb, and from the curb to the nearest permanent physical object, usually a building, which would l i m i t possible widening. Frontage lengths were measured, and t o t a l block lengths established. These data were used primarily to develop a detailed s t r i p map of the street for reference use throughout the analysis phases of the study. Appendix^5^includes the more important features of t h i s s t r i p map, showing widths to scale and providing an indication of the fronting properties. I t was concluded that the building l i n e coinsides approximately with the right-of-way l i n e for a sufficient length of the street to establish t h i s right-of-way l i n e as the limit of possible Improvements, assuming that no building destruction i s permitted. �Between Massachusetts Avenue and Western Avenue, i n those few locations where only 105 feet of right-of-way existed, i t was found that no buildings would prevent widening on the basis of 120 feet, though a small amount of right-of-way acquisition would be necessary. Only on the west side, between Tenley Circle and Albemarle Street, i s there a "tight" right-of-way problem, with only 11 feet to 12 feet available from the existing curb to a churchyard wall. Assuming that a minimum of eight feet of sidewalk would be l e f t on each side of the street within the right-of-way l i n e s , a maximum possible curb-to-curb width of 10k feet within the 120-foot right-of-way i s found possible between Edmunds Street and Western Avenue. This would permit, i n the ultimate, the provision of eight 12-foot lanes and a r e l a t i v e l y narrow median throughout the street. I f the street were designed to f i t through the existing 105-foot right-of-way constrictions, then the ultimate would be on 89-foot curb-to-curb width, providing eight approximately 11-foot lanes and a very narrow barrier median. The f e a s i b i l i t y of such ultimate provisions i s questionable, however, as discussed e a r l i e r i n t h i s report. Below Massachusetts Avenue, the above would apply as f a r as Edmunds Street. Between Edmunds and Calvert Streets, only available i n the 90-foot right-of-way. feet would be I n the narrower parts of the street, south of Calvert Street, i n Georgetown, the current 55-56-foot sections could, i n general, be expanded to a t least 60 feet, with 8-foot sidewalks s t i l l provided. Widening of the present 35-foot and 40-foot sections to ,kk feet would be possible, provided that sidewalks ranging i n width from 5 feet to 7 feet were acceptable. �Appendix *Z& shows the actual distances to buildings or other substantial features which control the amount of widening possible. These controls, while important from an over-all widening viewpoint, are even more c r i t i c a l i n that they severely limit the possibilities for construction of economical grade separation structures at major intersections. Existing right-of-way, then, i s of key importance i n this particular instance. On many other a r t e r i a l streets through lower-class blighted areas, the need to hold construction within these limits might not be as great. Speed distribution curves Speed distribution curves were developed at locations north and south of Chesapeake Street, north and south of Davis Street, and north and south of Whitehaven Parkway. These distribution curves were made for both the a.m. and p.m. peak hours, as well as the p.m. offpeak period. For example, f i g u r e 3 ^ shows the speed distribution curve representing the point of Chesapeake Street. The 05-percentile speed for the a.m. peak hour i s m.p.h., for the p.m. offpeak hour and for the p.m. peak hour m.p.h., m.p.h. This location f a l l s within control section 8-9 (Brandywine to Fessenden Street), probably the best-operating section on the entire street. The 85-percentlie speed for t h i s location I s higher than that of the other two locations. The other speed d i s t r i butions were quite similar i n shape. The lowest 85-percentile speed was ^L5" m.p.h. i n the a *n. (p«a-k U»uV t N^irtU <of "Qpom Street" �Generally speaking, the 85wpercentile speed i s used i n setting speed limits by police and State highway o f f i c i a l s . The 85-percentile speeds on Wisconsin Avenue currently Indicate speeds generally lower than the speed limit as posted, indicating the effects of turbulent t r a f f i c flow. After Wisconsin Avenue has been Improved i n accordance with the step increases i n capacity discussed previously i n t h i s report, t h i s speed distribution w i l l change i n accordance with the new geometric designs adopted. Vehicle occupancy study I n order to determine the vehicle occupancy on Wisconsin Avenue, studies were made south of Calvert Street, north of Fessenden Street, north of Massachusetts Avenue, and south of 35th Street. At these loca- tions, the northbound and southbound a.m. and p.m. peak periods of day, as well as the p.m. offpeak periods, were studied. The f i e l d observer simply checked o f f the number of occupants i n each vehicle using the appropriate column i n the f i e l d form. The occupancy distribution was then determined for each point and period studied. I t was found that the occupancy distribution was very nearly the same at a l l stations, so data for a l l stations were combined. Table U shows the averaged results from a l l four stations, both northbound and southbound, for the three study periods. I t had been hypothesized before making these studies that the distribution would show two peaks, one i n the 1- or 2-occupant area and the other i n the 5- or 6-occupant range (indicating active car pools). But the occupancy study revealed no such result. Nearly two-thirds of the cars had only the driver, and about 25 percent of the cars had just two occupants. The percentage of cars having a greater number of occupants decreased very rapidly. five occupants. Less than one percent of the cars had more than �The average daily t r a f f i c on Wisconsin Avenue for the four study locations was 22,000 vehicles. This figure was obtained from ADT counts at the same locations i n which the occupancy studies were made. U t i l i z i n g the I . 5 8 persons per car for the occupancy figure on Wisconsin Avenue and multiplying by 22,000 ADT we get about 35,000 "people-trips" per day by private vehicles. The t r a n s i t occupancy studies indicate that about 6,000 persons are being carried on Wisconsin Avenue by t r a n s i t vehicles daily. License- Chetk- At the same locations that speed distribution curves were developed, a license check was made for Maryland, Virginia, D i s t r i c t of Columbia, and foreign license numbers. The foreign license numbers indicated out-of State vehicles. On Wisconsin Avenue south of Chesapeake Street i n the a.m. peak, i t was found that 70 percent of the southbound vehicles passing down Wisconsin Avenue were Maryland vehicles, whereas approximately 19.5 percent of the vehicles were D i s t r i c t of Columbia vehicles. During the p.m. peak hour, however, the D i s t r i c t of Columbia vehicles were k6 percent of the t o t a l southbound vehicles, while the Maryland vehicles were approximately 23 percent. The remaining vehicles were about half from Virginia and half foreign. The importance of t h i s a r t e r i a l to the suburban communi- t i e s of Maryland i s c l e a r l y evident. �Wisconsin Avenue does not provide a good example of a street having "spot" bottlenecks. Except i n the Georgetown area, i t s basic curb-to-curb width i s quite uniform. This i s i n marked contrast to the many urban thoroughfares which have varying widths from block to block, and frequently have major constrictions such as narrow bridges and underpasses. Therefore capacity development, by means of widening, involved fewer steps i n this study than usually i s the case. Once a l l possible increases i n capacity had been effected by elimination of parking, removal of much of the midblock turbulence, development of optimum signalization, street resurfacing, and the l i k e , the next step involved improvement of key intersections. Then came street widening of a uniform amount wherever t r a f f i c increases required i t over a portion of the street. On many streets, the upgrading procedure would have to follow a more complex sequence. For instance, a narrow bridge might be the key existing bottleneck, restricting volumes on the entire street. Following widening of t h i s bridge, the volume increase would then require new t r a f f i c engineering measures along the street. I f the street width were irregular, then very soon some narrow block along i t would become a bottleneck, as volumes increased. Widening would then be desirable through this narrow section only. Soon another problem spot would develop, and this procedure would be repeated. To summarize, improvement of an a r t e r i a l of irregular width w i l l involve more incremental stages than w i l l the improvement of a uniformwidth street such as a major portion of Wisconsin Avenue. 167 ��PROPOSED IMPROVEMENTS Q STREET �• PROPOSED IMPROVEMENTS 33RD ST.~ RESERVOIR ROAD �PROPOSED IMPROVEMENTS CALVERT ST.-37IH ST �PROPOSED IMPROVEMENTS MASSACHUSETTS AVE-GARFIELD ST. Future 5 " �PROPOSED IMPROVEMENTS SCALE 0 50 100 Li.i i 1 1 1 ii i,l FEET VAN N E S S S T - U P T O N S T f,^w6 �PROPOSED IMPROVEMENTS RIVER ROAD-BRANDYWINE ST. —4111 ST �PROPOSED IMPROVEMENTS WESTERN AVENUE �PROPOSED GRADE IMPROVEMENTS SEPARATION �PROPOSED IMPROVEMENTS FULL GRADE SEPARATION OF ALL MOVEMENTS ��Pf> o„ P ����1 / ' �24 HR. WK.-DAY TRAFFIC ON WISCONSIN (NORTH OF D.C.LINE) AVE. �EXISTING SIGNAL PROGRESSION �WISCONSIN AVE. CONTROL SECTION NUMBERS �TRAFFIC IMPEDENCE ANALYZER �AVERAGE SPEEDS ON WISCONSIN AVENUE NORTHBOUND �AVERAGE SPEEDS ON WISCONSIN AVENUE SOUTHBOUND �3AGE SPEEDS ON WISCONSIN AVENUE �AVERAGE RUNNING SPEEDS ON WISCONSIN AVENUE NORTHBOUND �AVERAGE RUNNING SPEEDS ON WISCONSIN AVENUE SOUTHBOUND �CONTROL SECTIONS NORTHBOUND CONTROL SECTIONS SOUTHBOUND PEAK HOUR AVERAGE SPEED ON WISCONSIN AVE. �PEAK HOUR AVERAGE RUNNING SPEED ON WISCONSIN AVE. �AVERAGE TIME IN SECONDS PER RUN WISCONSIN AVENUE NORTHBOUND �AVERAGE TIME IN SECONDS PER RUN WISCONSIN AVENUE SOUTHBOUND fta u, h& 3/ �TOTAL NO. OF STOPS PER RUN BY CONTROL SECTIONS f/ 'tf a- re- £ X- �TOTAL NO. OF STOPS PER RUN BY CONTROL SECTIONS �6-30-9:20 AMP 10:00-11-50 AMOP I-00-250 PMOP 4:00-6:50 PMP 8:00-9:50 NlTE 630-9-20 AMP 10-00-11:50 AMOP 100-2:50 PMOP 400-650 PMP 8 0 0 - 9 50 NlTE DECELERATION TO 2 M P H OR BELOW WAS IDENTIFIED AS DECELERATION TO A STOP. ACCELERATION FROM 2 M P H ... .. OR BELOW, THRU AT LEAST 5 M P H WAS NECESSARY TO BE IDENTIFIED AS AN ACTUAL ACCELERATION ... AVERAGE NUMBER OF STOPS BY TIME OF DAY �AVE. NO. OF STOPS PER RUN BY CONTROL SECTIONS ��PRECENTAGE OF TIME THAT V E H I C L E WAS UNDER INFLUENCE OF FRICTIONAL EVENTS �STANDARD DEVIATION OF SPEED CHANGES AS RELATED TO INTERNAL STREAM FRICTION AVERAGE PERCENT OF TIME DURING WHICH INTERNAL STREAM FRICTION OCCURS FOR A L L RUNS �WISCONSIN AVENUE PARKING UTILIZATION �J WISCONSIN AVENUE PARKING UTILIZATION r �WISCONSIN AVENUE - NORTH OF C H E S A P E A K E ST. —NORTHBOUND �Table 1 T r a f f i c Volumes Location Current peak hourV.P.H.. i n heavy direction (average) Phase 1 Peak Hour V.P.H. i n Percent heavy increase direction above current 900 Lover Georgetown Upper Georgetown North of Mass. Ave. Phase 2 Phase 3 Peak Hour Desirable , maximum ADT Peak Hour f.P.H. i n Percent increase heavy above direction current 38% 15,000 1,150 11% Desirable maximum ST.P.H. i n Percent increase heavy ADT above iirection current Desirable maximum ADT 20,000 1,200. to 1,300 65-100$ 20,000 to 22,000 1,000 1,300 to 1,600 30-60% 21,000 to 26,000 2,100 1102 35,000 2,U00 11*0* 37,000 1,150 1,600 to 1,950 39-10% 27,000 to 33,000 2,600 126$ 10,000 3,600 2132 60,000 �Table 2 No parking Width Volumes p e r Hour of Green Curb lane 1 Width d i s t r b n . i n t o lanes These volumes c u r r e n t l y being exceeded a t : 10-11-9T9-11-10 Wise.8: West e r n , S.B. 10-ll-9-9f11-10 Car trucks present COF CO' 2 h 3 900 1500 5 800 Total Opposj 3200 3200 3900 1800 3300 f i i 5 o 2150 1500 H800 2650 lOOOj 500 5 lanes 60' 12-12-12+12-12 6 lanes 60' 10-10-iOflO-lO-lO 1000 1750 1000 3750 3750 60' 10-10-10-lOflO-lO 1000 1750 1750 1000 5500 2000 66' 11-11-llfll-ll-U 1100 1950 1200 1*250 1*250 66' 11-11-11-llfll-ll 1100 1950 1950 1200 6200 2300 72' 12-12-12fl2-12-12 1150 2150 1500 U800 1*800 72' 12-12-12-12fl2-12 1150 2150 2150 1500 6950 2650 7 lanes 70' 10-10-10-10fl0-10-10 1000 1750 1750 1000 5500 3750 70' 10-10-10-10-lOflO-lO 1000 1750 1750 1750 1000 7250 2000 TV li-ii-n-iifii-ii-ii 1100 1950 1950 1200 6200 1*250 77' 11-11-11-11-11+11-11 1100 1950 1950 1950 1200 8150 2300 6V 12-12-12-12+12-12-12 1150 2150 2150 1500 6950 1*800 81*' 12-12-12-12-12+12-12 1150 2150 2150 2150 1500 9100 2650 8 lanes 80' 10-10-10-10+10-10-10-10 1000 1750 1750 1000 5500 5500 80' 10-10-10-10-10fl0-10-10 1000 1750 1750 1750 1000 7250 3750 ss- 11-11-11-11fll-11-11-11 1100 1950 1950 1200 6200 6200 ss' 11-11-11-11-llfll-11-11 1100 1950 1950 1950 1200 8i50 1*250 96' 96' Note: s 12-12-12-12+12-12-12-12 1150 2150 2150 1500 6950 6950 12-12-12-12-12+12-12-12 1150 2150 2150 215O 1500 9100 1*800 At any l e v e l , p r o v i s i o n of a continuous midblock nontraversable median, together with separate L . T . lanes outside the continuous through lane l i m i t s , w i l l i n c r e a s e c a p a c i t y by 700 v . p . h . g . �Table 3 Available l i s t i n g of 10-hour counts K Street M Street N Street 33rd Street Reservoir Road R Street S Street 34th Street 35th Street Calvert Street Edmunds Street and Mt. Alto Hospital Fulton Street Garfield Street Massachusetts Avenue Macomb Street Newark Street Idaho Avenue and Ordway Street Rodman Street Upton Street Van Ness Street Warren Street Windon Place kOth Street Tenley Circle Albemarle Street River Road 42nd and E l l i c o t t Street Fessenden Street Harrison Street Western Avenue �Table & street and right-of-way widths , Portion of Wisconsin Avenue between: River - K K - Grace Grace - C.& 0 . Canal Bridge C.& 0 . Canal Bridge C.& 0 . Canal Bridge -. M M - Prospect Prospect - N N -0 0 -R R - 3^th 3kth - 35th 35th - 266' N W .. 266' N W - Calvert .. Calvert - Edmunds Edmunds - Massachusetts Massachusetts - Idaho Idaho - 590' N W .. next 987' to Upton Upton - Tenley C i r c l e Tenley C i r c l e Tenley C i r c l e - Albemarle l e s s 60' then to Brandywine Brandywine - Fessenden Fessenden - Garrison • Garrison - Western (D.C. l i n e ) Distance curb to curb ft. 51 51 51-35 35 51 56 56-lK) 1+0 35 1+6 55 55 55 60 60 60 60 60 60 60 60 60 66 60 60 60 Width of right-of-way ft. IOO-83 83 83-I+5 h5 83 83 83-6O 60 60 69 80 71 78 90 105 120 105 120 105 120 85 120 120 120 105 120 �Table - 5 Massachusetts Avenue to Woodley Road No. of Average Standard F sperd deviation Test runs 'Jorthbound - A.M. Peak NoTarklng - T:0*0 -~9:30 A.M. Travel speeds between Mass. Ave. & Woodley Rd. on Wisconsin Avenue. 16 Without parking 24.8 T Test 2.74 >4.25 T Test" 18 21.7 3.36 -4.74 (observed) T Table2.04j t observed >5.21 i s < t table j .-.it i s not s i g n i f i cant 20 Northbound - A.M. Off Peak With Parking - 10:00 - 11:50 A.M. Without parking 21.0 3.01 >4.5i With parking Travel speeds between Mass. Ave. & Woodley Road on Wisconsin Avenue. Northbound - P.M. Peak No Parking ^Ti:00 - 6:30 P.M. Travel speeds between Mass. Ave. & Woodley Road on Wisconsin Avenue. Northbound - P.M. Off Peak ^fftffTaTkinF^TlTOO^TT^O P.M. Travel Speeds Between Mass. Ave. & Woodley Road on Wisconsin Avenue. 13 With parking 20.8 5.18 -7.77 T Test.15 (observed) T Table2.04} t observed i s < t tablej i t i s not s i g n i f i cant Calvert to 35th Street Southbound - A.M. Peak No Parking - 7:00 - 9:30 A.M. Travel Sp'eeds between Calvert & 35th Streets on Wisconsin Avenue. Southbound - A.M. Off Peak WiTtrparklng"-' ToVod - 11:50 A.M. Travel Speeds between Calvert & 35th Streets on Wisconsin Avenue. No. of Average Standard F speed deviation Test runs 22 16 22,4 2.74 Without parking "¥6HrOT&g - U : O - 6:30 P.M. 'C' Southbound - P.M. Off Peak ^ i t h H ' a r k i n g "-"1:1)0' - 7:50 P.M. Travel Speeds between Calvert & 35th Streets on Wisconsin Avenue. 1.14 With parking Southbound - P.M. Peak Travel Speeds between Calvert & 35th Streets on Wisconsin Avenue. Without parking 18.8 14 22.2 2.91 With parking .14 22.9 2.52 T Test T Test5.47 (observed) T Table2.03j>t observed >3.97 i s t tablej #• i t i s significant M.65 ^4.56 T Test- -17.36 (observed) T Table2.06j t observed i s <t table; i t i s not s i g n i f i >3.95 cant �" " Street to Reservoir Road Q No. of Average Standard F speed deviation Test runs Northbound - A.M. Peak " W K r k l n g " T ^ t T ^ O O A.M. , Travel Speeds between Q & R Streets \ Wisconsin Avenue 17 Northbound - P.M. Peak ' No Parking -TitOO" - 6:30 P.M. Travel Speeds between Q & R Streets on Wisconsin Avenue 5.64 18 Northbound - A.M. Off Peak With Parking - 10:00 - 11:50 A.M. Travel Speeds between Q & R Streets on Wisconsin Avenue \ Without parking 24.0 With parking 19.7 4.82 Without parking 25".3 20 Northbound - P.M. Off Peak With Parking - 1:00 - 3:00 P.M. Travel Speeds between Q & R Streets on Wisconsin Avenue ' With , parking 16.0 13 3.79 5.31 T Test >8.46 T Test" 54.84 (observed) T Table2.04j t observed ^7.23 i s > t table; •* i t i s significant # >5.91 T Test" -7.48 T Table" 2.04; t observed i s <t table; ->8.28 .% i t i s not s i g n i f i cant e Reservoir Road to "R" Street Northbound - A.M. Peak No Parking - 7:00 - 9:30 A.M. Travel Speeds between Q & R Streets on Wisconsin Avenue Northbound - A.M. Off Peak With Parking - 10:00 - 11:50 A.M. Travel Speeds between Q & R Streets on Wisconsin Avenue Northbound - P.M. Peak No Parking - '4:06 - 6:30 P.M. Travel Speeds between Q & R Streets on Wisconsin Avenue N Abound - P.M. Off Peak ~Wilh' Parking - 1:00 -3:00 P.M. j Travel Speeds between Q & R Streets ' on Wisconsin Avenue F No. of Average" Standard speed deviation Test runs 17 Without parking Hi. 2 7.59 18 With parking 13.8 6.02 20 Without parking 13.0 With parking 12.4 2 6.13 5.40 T Test 501-38 T Test" .3312 (observed) T Table"' 2.04; t observed i s <t table; >9.03 /• i t i s not s i g n i f i cant T Test'"9.56 -.9837 (observed) T Table" 2.04; t observed i s <t table; i t i s not s i g n i f i cant >8.42 �"Q" Street to "R" Street No. of Average Standard F runs speed deviation Test Northbound - A.M. Peak Mo Parking - 7:00 - 9:30 17 Without parking 18.2 6.23 >9.3U 18 With parking 16.4 4.93 >7.40 20 Without parking 17.9 i 5.16 A.M. Travel Speeds between Q & R Streets on Wisconsin Avenue Northbound - A.M. Off Peak With Parking - 10:00 - 11:50 A.M. Travel Speeds Between Q & R Streets on Wisconsin Avenue Northbound - P.M. Peak " ' o Parking - 4:00 - 6:30 P.M. "N Travel Speeds between Q & R Streets on Wisconsin Avenue Northbound - P.M. Off Peak With Parking - 1:00 - 3:00 P.M. Travel Speeds between Q & R Streets on Wisconsin Avenue With parking 13.8 13 3 5.10 T Test T Test= 18.10 (observed) T Table2.04; t observed i s > t tablej .. i t i s significant * .-8.04 T Test-394.230 (observed) T Table 2.04} t observed i s <t table; * t is >7.95 .. i cant not s i g n i f i - �TABU: 6 T o t a l Number o f Lane Changes Northbound - Lane 1 A.M. P.M. P.M. Off Peak Off Peak Peak Control Sections A.M. Peak K - M Street 0-1 i.4o 1.50 1.23 1.15 1.07 M - Reservoir Rd. 1-2 2.0k 2.27 2.61 I.65 2.07 2-3 1.32 1.66 1.53 1.45 1.46 35th - C a l v e r t S t . 3-4 1.24 1.22 1.30 1.40 1.23 C a l v e r t - Mass. Ave. 4-5 1.32 1.C0 0.92 1.40 1.38 Mass. - Idaho Ave. 5-6 1.40 1.33 1.15 1.15 1.46 Idaho - Van Ness S t . 6-7 1.20 1.38 1.15 1.40 1.15 Van Ness - Brandywine S t . 7-8 1.24 1.27 1.61 1.20 1.53 Brandywine - Fessenden S t . 8-9 1.16 1.00 0.92 1.30 1.15 Fessenden - Western Ave. 9-10 1.24 1.38 1.38 1.55 1.38 Intersections Reservoir - 35th S t . 13.56 14.01 13.80 13.65 Night 13.88 Ave. = 13.78 �TABLE 6 (contd.) Intersections Control Sections A.M. Peak T o t a l Number of Lane Changes Southbound - Lane I A.M. P.M. P.M. Off Peak Off Peak Peak Night K - M Street 0-1 1.00 1.26 0.70 1.17 1.00 M - R e s e r v o i r Rd. 1-2 1.42 2.73 1.58 2.05 1.35 R e s e r v o i r - 35th S t . 2-3 1.11 1.15 0.82 1.52 O.85 35th - C a l v e r t S t . 3-4 1.15 1.00 1.47 1.58 1.07 C a l v e r t - Mass. Ave. 4-5 1.23 1.31 1.17 1.82 1.42 Mass. - Idaho Ave. 5-6 1.46 1.89 1.52 2.47 2.14 Idaho - Van Ness S t . 6-7 1.19 1.00 O.76 1.58 0.85 Van Ness - Brandywine S t . 7-8 1.07 1.31 1.05 1.29 0.85 Brandywine - Fessenden S t . 8-9 1.19 1.31 1.23 1.00 0.85 Fessenden - Western Ave. 9-10 1.15 1-31 1.17 1.70 1.42 11.97 14.27 U.47 16.18 11.80 Ave. = 13.13 1 z �TABLE 7 Intersections Control Sections A.M. Peak T o t a l Number of Lane Changes Northbound - Lane 2 P.M. A.M. P.M. Off Peak Peak Off Peak Niqht , 0-1 0.12 0.50 0.15 0.30 0-.07 1-2 0.64 0.83 1.30 0.60 &.30 2-3 0.56 0.94 0.69 0.65 a. 46 35th - C a l v e r t S t . 3-4 0.36 0.50 0.84 0.80 0.53 C a l v e r t - Mass. Ave. 4-5 0.28 0.55 0.76 0.75 0.53 Mass. - Idaho Ave. 5-6 0.44 0.55 0.92 0.55 a. 53 Idaho - Van Ness S t . 6-7 0.48 0.50 0.61 0.55 0.38 Van Ness - Brandywine S t . 7-8 0.32 0.61 0.84 0.15 0.38 Brandywine - Fessenden S t . 8-9 0.32 0.50 0.46 0.25 0.46 Fessenden - "Western Ave. 9-10 0.56 0.61 1.07 0.35 0.38 4.08 6.09 7.64 4.95 4.02 K - M Street M - Reservoir Reservoir Rd. - 35th S t . Ave. * S-.35 �TABLE 7 (contd.) Intersections Control Sections fci A.M. Peak Total Number of Lane Changes Southbound - Lane 2 A.M. P.M. P.M. Off Peak Off Peak Peak Night 0-1 0.00 0.10 0.35 0.05 0.00 1-2 0.42 1.26 0.94 0.47 0.28 2-3 0.19 0.68 0.64 0.82 0.57 35th - C a l v e r t S t . 3-4 0.23 0.78 0.58 0.88 0.50 C a l v e r t - Mass. Ave. 4-5 0.19 0.52 0.29 0.70 0.50 Mass. - Idaho Ave. 5-6 0.26 0.52 0.88 0.58 0.42 Idaho - Van Ness S t . 6-7 0.26 0.47 0.70 0.82 0.42 Van Ness - Brandywine S t . 7-8 0.26 0.78 0.82 0.88 0.50 Brandywine - Fessenden S t . 8-9 0.30 0.52 0.70 0.58 0.42 Fessenden - Western Ave. 9-10 0.19 0.47 0.70 0.52 0.64 2.30 6.10 6.60 6.30 4.25 K - M Street M - Reservoir Reservoir Rd. - 35th S t . Ave. = 5.11 �Table 8 Intersections Average signal delay time per run i n seconds Northbound Southbound M Street 26 39 Q Street 16 1U Calvert Street 10 15 Massachusetts Avenue 21 01 Porter Street 02 09 Tenley Circle 06 07 Western Avenue 27 00 Total average delay time per run i n sec. for the 7 intersections 16 Ik Total average delay time per run i n sec. for a l l Wisconsin Avenue intersections ik2 Ilk �TABLE - 9 X Arithmetic Means, Standard Deviation and Median for Each Event by Periods Northbound AMP ... _ A . . . . - B, MOP 1 _ A . . . .- N a MOP PMP ... 1. ., 6 M' X M X M X 6 M " 3" 0 Event Parking 1 .82 3.12 0 •50 3.13 1.00 .50 4.03 0 Marginal Ped. 2 • 79 1.90 1.00 •45 2-35 1.00 -1.29 2.71 1.00 Moving Veh. 3 -6.54 8.28 -8.00 -5-59 8.11 -4.00 -5.18 8.14 -4.00 -1.71 2.76 1.00 .10 1.64 -1.00 -4.00 4.47 -2.00 -3-83 6.81 -2.00 5-27 -1.00 Loading Platform 0 • 75 1.48 Instream Ped. 5 -6.00 7.00 -2.00 -.78 I.87 Turning 6 -3.62 5.19 -2.00 -1.88 7.69 Crossing & Merg. 7 -4.09 5-57 -1.50 -2.25 4.78 -1.00 -2.80 -18.00 -16.25 6.87 -15.00 -12.38 Traffic Controls 8 -15.12 9.04 0 8.14 0 -13.00 X K G T - •B_ IH i; cr M 3.68 1.00 -.06 2.15 0 -1.15 3.84 0 1.14 2.10 1.00 -7.09 7-53 -7.89 7.74 -5.00 -.89 2.57 -.67 1.25 -.08 4.13 -1.00 -1-75 .43 -3.85 6.38 -1.00 -1.62 4.46 1.00 -1.21 4.58 -2.00 -4.10 4.55 -2.00 -14.32 7.45 -15.00 -12.87 8.71 1.26 -6.00 0 0 -2.00 1 i j i 1 f -14.00 ! 1 Southbound 1 4.24 Parking 1 .87 Marginal Ped. 2 -2.00 3.74 -1.00 Moving Veh. 3 -7.85 8.13 Loading Platform 4 3.00 1.74 3-38 1.00 0.43 3-25 1.00 2.14 -2.00 1.17 0.09 2.00 -1.50 0.50 -1.00 ) -7.47 8.66 -6.0O -8.49 8.20 -8.00 -7.68 8.50 -6.00 I -0.24 3-39 -4.33 4.85 -4.00 -1.03 6.27 -2.00 c -0.14 1.64 1.00 -1.20 -7.00 -7-52 8.50 -6.00 1.00 4.00 -1.00 4.16 1.00 -0.43 2.06 -1.00 -1.83 4.30 -1.00 6 -1.00 3.00 0.07 4.20 Crossing & Merg. 7 Traffic Controls 8 -2.00 2.00 -2.00 -0.21 -17.11 7.12 -16.00 -16.91 Instream Ped. Turning 0 0.12 1.00 4.17 1.00 2.91 9.16 0 0 -24.00 1.43 -0.63 -12.76 3-33 3.60 8.31 0 0 -13.00 3.42 0 0.30 1.19 1.00 -2.13 4.62 0 -0.50 0.50 0 -3.68 5-97 -3.00 -2.38 5-18 -.K 3CK 7.23 -2.00 -1.40 2.32 8.21 -12.00 0 -13.85 -17.53 9-35 1 j -2.00 0 -21.00 ! . i ; �Table 10 Vehicles Affected by Removal of Parking on Wisconsin Avenue AM Peak 7-9:30 Control Section Duration (hours) 1-2 2-3 3-h 4-5 5-6 6-7 7-8 8-9 9-10 Less than 1 1-2^ 3-4§ 5 or more Indefinite^/ 39 8 3 1 7 7 12 2 7 8 3 7 74 22 10 6 17 17 30 8 3 1* 61 33 16 3 27 13 3 12 18 27 21 5 7 7 10 7 4 5 11 202 103 38 76 207 Total cars 58 Total t r u c k s / * Total l e g a l spaces # 7 28 4 46 73 13 60 99 9 72 20 45 116 2 103 76 13 67 52 79 37 7 71 626 24 7-8 8-9 9-10 Total 19b 14b 53 1,419 73b 151 lbl 2 2 3 h 78 9 9 9 Total 115 541 Off Peak 9:30 AM - 4 PM Control Section Duration (hours) Less than 1 1-2* 3-41 5 or more Indefinite!/ 1-2 301 142 9 5, 2-3 3-4 4-5 78 65 221 118 17 28 41 58 24 39 12 8 5-6 161 81 25 23 6-7 57 16b 69 42 13 103 lb 14 95 11 14 - y 21 9 ma mm 231 27 2,4b9 " Total cars 457 Total trucks. / 107 Total l e g a l spaces^/ 76 2 163 19 105 384 58 110 162 290 220 12 83 117 54 9 105 264 34 52 31b 49 79 71 369 798 �Table 10 Vehicles Affected by Removal of Parking on Wisconsin Avenue (Continued) PK Peak Control Section Duration (hours) 4-5 5-6 6-7 7-8 8-9 9-10 Total 75 33 7 13 109 16 58 38 6 6 74 11 68 38 22 6 7 44 72 30 3 6 33 73 16 2 4 32 436 194 38 53 438 237 118 1 78 167 15 89 117 0 94 5 38 144 127 3 71 1,159 47 669 1-2 2-3 3-4 38 12 0 0 30 28 16 5 3 23 Total cars 80 2 Total t r u c k s / Total l e g a l spaces 3 / 7 75 1 92 Less than 1 3-Ui 5 or more Indefinite^/ 2 5 1/ 4-6:30 h 110 16 24 6 105 25 3 3 25 16 79 Vehicles observed at 7 AM or at 6:30 PM which were parked at some time during the period. 2/ Because the number of trucks was r e l a t i v e l y small, they were not t a l l i e d by duration. majority of them were parked for l e s s than one hour. 3/ The Total legal spaces existing during the period, under current regulations. 4 / I t could not be determined which of the vehicles observed at 7 AM or 6:30 PM were present during the off-peak hours. These vehicles are, therefore, inextricable from the figures for the other durations. 2. �Table 11 P.m. peak Percentage of cars i n each occupancy category Northbound & southbound combined Southbound A.m. P.m. P.m. A.m. P.m. P.m. peak offpeak peak peak offpeak peak 60.02 60.55 64.55 59.83 61.42 66.26 59.92 60.99 63.21 62.40 62.74 20.70 27.33 25.69 23.10 27.19 23.35 22.32 27.26 24.52 24.71 24.35 24.50 3 5.70 7.37 7.22 6.58 7.56 7.98 6.28 7.47 7.60 6.80 7.21 7.04 4 2.01 3.36 4.89 3.66 3 . 41 4.41 3.12 3.39 4.65 3.48 3.78 3.65 5 1.15 1.22 1.07 1.37 1.11 1.56 1.31 1.16 1.31 1.15 1.34 1.26 .64 .70 .58 .74 .90 1.28 • 71 .80 .65 .92 .81 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 1.46 1.58 1.62 1.56 1.62 1.65 1.53 1.60 1.63 1.56 1.60 1.58 Item Northbound P.m. offpeak No. of occupants A.m. peak 1 69.80 2 6 & over Average occupancy .93 All Northbound L combined South- North & bound south of occupants includes driver; thus one occupant means the vehicle was occupied only by the driver. 1 �"T. Tva-pftc 5, Test XmpedanC'e fWiY2=-«v- Vehicle �INTERSECTION APPROACH CAPACITIES OF EFFICIENTLY OPERATED TWO-WAY URBAN ARTERIAL S T R E E T S (WITH PROGRESSIVE SIGN ALIZ ATION, NO PARKING AND SEPARATE LEFT-TURN LANES, ^IN ADDITION TO WIDTH SHOW NOWHERE OPPOSING, TRAFFIC IS SIGNIFICANT) �Appendix 2—Proposed bus stop and bus bay locations A. Bus stops at curb At street Direction of bus travel Location of bus stop 1. N Street Northbound Near side 2. N Street Southbound Near side 3. Dumbarton Street Northbound Near side k. P Street Near side 5. P Street Southbound Near side 6. Q Street Northbound Near side 7. Q Street Southbound Near side 8. R Street Northbound (double stop) Far side 9. R Street Southbound Near side Direction of bus travel Location of bus bay B. Bus bays At street 1. North of 5324 Wisconsin Avenue Southbound Midblock 2. Driveway opposite 5324 (north building line) Northbound Midblock ) 3. Southbound North of entrance to D. C. t r a n s i t (Western division) u. Ingamar Street Northbound (double stop) Far side 5. Harrison Street Southbound Near side 6. Harrison Street Northbound Near side 7. Fessenden Street Southbound Near side Midblock �7- Direction of bus travel Location of bus bay 8. Fessenden Street Northbound Near side 9. E l l i c o t t Street Southbound (double stop) Far side 10. E l l i c o t t Street Northbound 11. Chesapeake Street Southbound Near side 12. Chesapeake (extended) Northbound Midblock 13. Between Brandywine Street Northbound and Albemarle Street Midblock 14. Between Brandywine Street Southbound and Albemarle Street Midblock At street Near side (existing bus bay) 14a. Tenley Circle Southbound (double stop) Far side 15. Tenley Circle Northbound (double stop) Far side 16. Warren Street Southbound (double stop) Far side 17. Veazey Street Northbound Near side 18. Upton Street Southbound (double stop) Far side (opposite Hot Shoppe) 19- Upton Street Northbound Near side 20. Rodman Street Southbound Near side 21. Rodman Street(extended ) Northbound Near side 22. Porter Street Southbound Near side 23. Porter Street Northbound Near side 24. Norton Street Northbound Near side �At street Direction of bus t r a v e l Location of bus bay 25. Newark Southbound Near side 26. Macomb Southbound Near side 27. Woodley Road Southbound . Near side 28. Woodley Road Northbound Near side 29. Cathedral Street Southbound (double stop) Midblock 30. Garfield Street Northbound Near side 31. Fulton Street Southbound Near side 32. Fulton Street Northbound (double stop) Near side 33. Edmunds Street Southbound (double stop) Far side Northbound Near side 3*. Edmunds Street 35. Calvert Street Southbound (double stop) Midblock on near side 36. Calvert Street Northbound (double stop) Midblock 37. Hall Place( extended) Northbound Near side 38. Hall Place Southbound Near side 39. 34th Street Southbound Near side 1+0. 34th Street Northbound (double stop) Far side �BUS BAY REQUIREMENTS-ON WISCONSIN AVENUE ��WISCONSIN AVE. PRESENT TRAFFIC CONTROLS It OOO RDI N LEOE I{ O AIE D i,IOI'I' I NTEROOI{f{ ECTED SYST E ^vÉ¡u¡ T3 (Srt br Si0hll INTÊROONNEOTED SEOOI{DARY SYSTEI{S I¡IPULSE CASLE TEST PANELS E SÊOONOARY I{ASTER COI{TROLLER o 24 HOUR + FLASHINO o NON FLASHING (è ORDERED WARRANTEO x VÉHIOLE OR PEOESTRIAN ACTUATEO PEDÊSÍRIAI{ WALK ,t STOP dla AþPo,l ix 4 �Appendix 5 Estimated cost for signalization improvement A. Nev signal i n s t a l l a t i o n s a t $4,000 per intersection for P Street, Reservoir Road, Whitehaven Parkway, Idaho Avenue and Brandywine Street. B. The t o t a l cost i s $20,000. New dials and relays required for existing signal controllers at $100 installed per d i a l and $30 per relay for M Streey, P Street, Q Street, R Street, W Place, Calvert Street, Edmunds Street, Garfield Street, Massachusetts installed Avenue/, Woodley Road, Macomb Street, Porter Street, Albemarle Street, Fessenden Street, and Western Avenue. The t o t a l cost i s $3,900. C. Receiver and decoder radio equipment a t $2,014 per i n s t a l l a t i o n for M Street, P Street, Q Street, Reservoir Road, R Street, Whitehaven Parkway, W Place, Calvert Street (secondary master controller), Macomb Street (secondary master controller), Newark Street, Idaho Avenue, Porter Street, Rodman Street (includes pedestrian crossing), Van Ness Street (secondary master controller), Brandywine Street, Fessenden Street, and Western Avenue. The t o t a l cost i s $34,238. D. Grand t o t a l A - New signal i n s t a l l a t i o n s B - Dials and relays C - Radio interconnection $20,000 3,900 34,238 $58,138 �WISCONSIN AVENUE P E A K HOUR T R A F F I C 1959 FLOW ��WISCONSIN AVENUE AVERAGE DAILY TRAFFIC VOLUMES ADJUSTED TO 1959 ��Appendix 9 "Before and After"-Study of Left Turn Regulations at Wisconsin Avenue and Garfield Street with Massachusetts Avenue In the before studies of volumes taken on a Tuesday i n September 1958» turning movements from Wisconsin to Massachusetts Avenue for t r a f f i c moving south were made by U86 vehicles. The l e f t turning move- ment a t that time from southbound Wisconsin to eastbound Garfield Street was 15 vehicles. After the prohibition of the l e f t turn at Wisconsin and Massachusetts, this l a t t e r movement became Ul5 vehicles. made on a Tuesday i n August 1958. a.m. peak period. This count was Both counts quoted were made i n the The adjustment factor between a Wednesday i n September and a Tuesday i n August i s negligible. Day Month (Wednesday September T70"3 - .972) (Tuesday August 1.0a - .971) 1 • By adding the two "before * turning movements, I486 and 15, we are now able to compare a before l e f t turn movement of 501 and an "after" l e f t 1 turn movement of U13 . The percentage change i s 17.6 percent, indicating that 17.6 percent fewer l e f t turn movements are now being made since adoption of the new l e f t turn restrictions. Diagram ��TOTAL NO. OF ACCIDENTS BY CONTROL SECTIONS O-l 1-2 2-3 3-4 4-5 CONTROL 5-6 SECTIONS 6-7 7~8 8~9 9~I0 ��NO. OF ACCIDENTS BY MANNER AND BY CONTROL SECTIONS �INTERSECTION ACCIDENT RATES ON WISCONSIN AVENUE �Appendix l i i Wisconsin Avenue Intersections (North to South) Existing Signal Timing Intersecting street Western Ave. Wisconsin Avenue Time Red NB SB 44 30 Cycle time Green Amber 32 46 thru 10 l . t . 5 5 80 Remarks N on-intereonnected 80 Fessenden!/ 20 36 4 60 Albemarle 30 46 4 80 Pedestrian actuated walk Flashing 1:00 am to 6:00 am 30 46 4 80 Flashing 1:00 am to 6:00 am 25 51 4 80 Flashing 1:00 am to 6:00 am Tenley C i r c l e Yuma Nebraska 40th Street ) > Van Ness Pedestrian actuated crosswalk signal north of Rodman Rodman Porter 30 45 5 80 Non-interconnected Macomb 25 51 4 80 Flashing 1:00 am to 6;00 am Woodley 25 51 4 80 Flashing 1:00 am to 6:00 am 15 4 4 80 50 4 4 00 00 4 4 00 80 4 00 Massachusetts (Cathedral) AM PM Off-peak Edmunds NB 61 SB 37 NB SB 54 35 NB 55 SB 30 20 39 thru 20 l . t . 22 41 thru 15 l . t . 21 46 thru 21 l . t . 56 One-way westbound Flashing 1:00 am to 6:00 am 1 ; ; �Appendix 14 (Continued) Wisconsin Avenue Intersections (North to South) Existing Signal Timing Intersecting street Wisconsin Avenue Time Cycle time Remarks Red Green Amber 46 30 4 ao Flashing 1:00 am to 6:00 am W Place 3Q2/ 45 5 80 Flashing 1:00 am to 6:00 am R Street 29 32 4 65 Flashing 1:00 am to 6:00 am Q Street UQ3/ 35 5 80 Flashing 1:00 am to 6:00 am Calvert and 37th Street Streetcar actuated 24 hours West leg off Wisconsin i s one-way westbound P Street M Street 65 21 4 90 Colors 24 hours �Footnotes 1. Fessenden intersection has an isolated signal. 2* Includes 5 seconds a l l red. 3. Includes 10 seconds a l l red. The signal equipment on Wisconsin Avenue i s manufactured by either (1) Eagle Signal Company, (2) General E l e c t r i c Company, or (3) Crouse-Hinds. �5 TYPES OF STREET LIGHTING �Appendix 16 L i g h t i n g on Wisconsin Avenue Lumens Height (ft.) Circuit location Type of standard Illumination type River—K 2500 14'-3" U.G.** 13- N Incandescent K—M 2500 14'-3" U.G. 13 N M—Q 6000 15 U.G. 16 Q--Mass. 4000 (dbl.) 18 O.H. Trolley pole Mass . —Woodley 10,000 18 O.H. Trolley P0le Woodley—Albemarle 4000 18 O.H. Trolley pole A l b e m a r l e — R i v e r Road 2500 18 O.H. Trolley pole River 2500 18 O.H. Wooden pole Location Road—Western No. of u n i t s Left Right 0 1 3 4 11 11 38 43 1 1 8 6 1 1 40 39 5 2 26 31 n ti 1 1 1 1 it * * U . G. and 0 . H. denote "underground" and "overhead," r e s p e c t i v e l y . �Appendix 17 Lighting on cross streets affecting Wisconsin Avenue Location Lumens Height No. of u n i t s Right Left Circuit location Type of standards Illumination type Overhanging Incandescent 2 2 Mercury vapor 2 2 K 2,500 18' Overhead M 20,000 27' Underground Pendant 37th 2,500 14'-3" Underground 13 N Incandescent 1 33rd 2,500 14'-3" Underground 13 N Incandescent 1 N 2,500 14'-3" Underground 13 N Incandescent 1 Observatory 2,500 14'-3" Underground 13 N Incandescent Volta 2,500 14'-3" Underground 13 N Incandescent Woodley 2,500 14'-3" Underground 13 N Incandescent Tenley 20,000 Circle Western 27 1 Overhead 4,000 1.8' Overhead 20,000 25' Overhead 1 1 1 Mercury vapor 4 T r o l l e y post Incandescent 3 Wooden pole Mercury vapor Pendant 1 1 �Appendix 18 Lighting Intensity Computations Assumptions: 1. Luminaire intens ity--10,000 lumens 2. Type I I I l i g h t distribution (The type I I I l i g h t distributions have a preferred l a t e r a l width of h0° with an acceptable range of 30° to $0°.) 3. uniform staggered spacing of 100 feet 4. Height of 18 feet 5. Overhang—(Directly over curb) 6. Maintenance factor of 0.8 (Maintenance factor allows for manual depreciation of lamps throughout l i f e , and for loss of l i g h t due to accumulation of d i r t on luminaires between cleanings.) 7. No obstructions to lighting 8. No contribution by other l i g h t sources to street lighting 9. Mean lamp lumens—9250 10. Coefficient of utilization—,«9 �Computations were made as follows, i n accordance with the methods set forth in "American Standard Practice for Street and Highway Lightings" COMPUTATIONS Point A was selected as the point of the least illumination. (A) The average foot-candles were obtained by using the following formulas Average foot-candles (Lumens per sq. f t . ) (Lamp lumens) x (Coeff. of Utilization) x (Luminaire Maint. Factor) (Spacing between Luminaires) x (Width of Roadway) in feet i n feet 9,250* x 0.U9 x 0.8 100 x 60 ,60li or 0.60 foot-candles** «Mean lamp lumens. ##The recommended average foot-candles for the existing street and t r a f f i c conditions i s 1.2 foot-candles. 2 �(B) The minimum foot-candles existing were obtained i n the following manner: Minimum f t - c (Pt.A) - ( I n i t i a l f t - c ) x (Correction Factor for Mounting Height) x (Lamp Lumens Factor) x (Maintenance Factor) - .60 x 2.0 x .9250 x .8 Illumination at point A from lights 1 and 3 « 0 . 0 1 f t - c Illumination at point A from l i g h t 2 Total i n i t i a l • 0.03 f t - c « O.Oli f t - c Therefore: 1 Minimum f t - c (pt.A) * 0.0b x 2.0 x 0.9250 x 0.8 - 0.06 foot-candles Based upon the recommended average of 1,2 foot-candles the minimum should be no less than 0,30 foot-candles. �Appendix 19 Obviously the conventional analysis based on the a r t of t r a f f i c engineering was unable to rationalize why this speed differentiation occurred i n the manner i t did. This section ( 7 - 8 ) behaved i n the manner that i s portrayed i n the figure because of the difference i n total number of f r i c t i o n a l events occurring i n the northbound vs the southbound. For example, i n the southbound, the number of f r i c t i o n a l events occurring was 295 and i n the northbound the number of f r i c t i o n a l events was 249. By magnitude of numbers alone, the f i r s t clue to the runs for the difference i n speeds between the northbound and southbound directions of f this control section was vindicated. ' In order to ascertain whether this number of f r i c t i o n a l events i s s t a t i s t i c a l l y reliable, i t was necessary to apply f i r s t a chi square test i n order to show that the difference between the number of f r i c t i o n a l events was s t a t i s t i c a l l y significant. x 2 „< ( f - f ^ 0 For example, e ^o ^e (^o~-^e) SB - 295 272 23 529 NB - 249 272 23 524 249 P | x2 - 3.89J ^ x 2 x 2 c .05 - 3.89 (P - . 0 5 ) - 3 . 8 4 The above calculations indicate the probability at the .05 l e v e l and that there i s a significant test. �I n order to further assure significant r e l i a b i l i t y , the t test of proportion was applied as follows: t m A - B Standard Error Prop, of 3, SB - 0.725 N SB = 295 Prop, of 3, NB - 0.653 % B - 2U9 P P = l °l Ni 2 a 7 2 5 (275) 295 P x 2 ? P 2 - 2 = 2 °-2 N 2 (.663) (317) 249 .00165 -0a06 - P ' P + .725 - .683 . + 1 # 0 2 .0H06" P ( t " 1.02) .30 This indicates that by the t test of proportions we are unable to isolate the predominant f r i c t i o n a l event #3 (moving vehicle—internal stream f r i c t i o n ) . We are not able thereby to make any s t a t i s t i c a l inference as a result of the u t i l i z a t i o n of event #3 per se, but i t indicates through the use of the larger population of t o t a l f r i c t i o n events the s t a t i s t i c a l significance by the u t i l i z a t i o n of the chi square of significance. �This I n fact i s the f i r s t clue to the observation of a speed differentiation based on an understanding of the basic theory of t r a f f i c flow. I t should be observed, nevertheless, that the isolation of variables by the u t i l i z a t i o n of an existing test street i s a most d i f f i c u l t job. Isolation, i n f a c t , can only be attempted by controlling the various variables which would undoubtedly require the development of t e s t track f a c i l i t i e s . Regardless of the need for t h i s sophisticated approach, we were able, on Wisconsin Avenue, to begin to understand for the f i r s t time the multiple correlations between f r i c t i o n a l events. This understanding w i l l eventually lead to the development of multiple correlations between speed, volume, f r i c t i o n a l events, and magnitude of GSR responses. 3 �Form HCS-1 Rev, INTERSECTION CONDITIONS DURING PEAK TRAFFIC VOLUMES City Date Data furnished by State Time Weather N-S Street g W Street - N-Leg S-Leg E-Leg W-Leg 1. N M S OF STREETS AE 2. STREET WIDTH - FEET Midblock - Curb to curb Median width Width for approach traffic At crosswalk - Curb to curb Median or Island Width for approach traffic N-S Street Right-turn lane In median Offset center-line Exit widening from normal curb 8. TYPE OF ABUTTING PROPERTY (Check one each street) Business Offices Retail Stores k. TRAFFIC MOVEMENT(Check each leg) One-way _____ Two-way Two-way divided 5. TRAFFIC SIGNAL INTERVALS - Seconds Green or "go" periods N Through movement A p p r o a e h l n g S f r o w B W Right turns Left turns Amber periods not in green All red period . Total cycle length seconds. (Place check mark after left-turn periods that do not coincide with through movement in opposite direction.) C M - C 32600 OMD E W Street - 7. TYPE OF STREET (Check one for each street) Expressway Primary Highway Secondary Highway Arterial Street Ordinary Street 3. LENGTH OF EXTRA WIDENING & TURNING LANES OUTSIDE N R A OML WIDTH - Feet from crosswalk Left-turn lane: 6. LOCATION O INTERSECTION (Check one) F Central Business District Fringe of Business District Outlying Business District Intermediate Residential Area Outlying Residential Area Rural Area Industrial Residential Park Undeveloped 9. TYPE OF TRAFFIC (Check one or more each street) Largely recreational H m to and from work oe Largely intercity Crosstown �10.TRAFFIC CONTi , (ChecK where appropriate) Stop signs Minor streets r Isolated location Fixed time Both streets Simultaneous Coordinated system Program type Alternate Traffic signals F u l l y actuated Not interconnected Police directed Semi-actuated Interconnected No control Police operated 11.TYPE OF PEDESTRIAN CONTROL & OBSERVANCE (Check) 12.RELATED DATA FOR COORDINATED SYSTEMS (Check f i r s t col.) Good Direction of flow Fair Northbound Poor Southbound Push button Separate " a l l red" Separate signals sec. Simple Flexible Same as vehicles "walk periodi N-S Progressive E-W Vas officer present? Yes sec. Favored by signal timing Progressive band Width-sec. Speed - mph Eastbound Westoound No Northbound Approach ExTF Southbound Approach ExTF Eastbound Approach Exir 13.PARKING (Check where permitted) Distance eliminated from crosswalk Duration of legal parking period Actual parking during study Par icing turnover during study Hi.BUS STOPS (Check locations) 1$.STREETCAR TRACKS (Check locations) 16.STREETCAR LOADING PLATFORMS OR ZONES 17•NUMBER OF TRAFFIC LANES Were crosswalks marked? Were centerlines marked? Were lane lines marked? Westbound Exit Approach �Form HCS-3 Identification: INTERSECTION TRAFFIC DATA State CityName of street: Time of study: Date, Data furnished by EW - N-S Day, 18.PEAK HOUR TRAFFIC COUNT Northbound Thru Left Right Hour, from Southbound Thru Left Right to Thru . Daylight ( Eastbound Left Right ) Dark ( Thru ) Westbound Left Right Automobiles Dual-tired veh. Local buses Subtotal Streetcars 19.PEAK MINUTE COUNT (1$ or 20 minutes preferred) Automobiles Dual-tired veh. Local buses Subtotal Streetcars 20.DEGREE OF CONGESTION N-bound S-Pound E-bound W-bound Indicate number of minutes that each approach was loaded to i t s possible capacity Number of loaded cycles ( i f available from form HCS-U) During peak hour During short count During During peak hour short count Crossing N-S Street Crossing E W Street Above figures based on: (check one) Actual count Estimated 21.PEDESTRIAN COUNT �Use of Forms HCS-1 and HCS-3 Form HCS-1 should be completed for each intersection study. Form HCS-3 should be completed whenever form HCS-U has not. been used i n the f i e l d to record the basic t r a f f i c volume data. Wherever form HCS-U i s used, i t i s preferable that the data be submitted on that for'in combination with form HCS-1. I t would, however, be appreciated i f the data on form HCS-U were summarized on form HCS-3 and a l l three of the forms submitted (HCS-1, 3, and 4 ) . Most of the items on forms HCS-1 and HCS-3 are self-explanatory. tions, however, are offered for the following items: Some instruc- Item 2s The curb to curb width at the midblock and crosswalk should include a l l islands and medians. The width for approach t r a f f i c should include the total width of the surface that can be used by t r a f f i c traveling i n the one direction including the width for parked vehicles i f par icing i s permitted. Items 13 through 17: Care should be exercised so that the proper data i s entered i n the approach and exit columns. In these items the exit for northbound t r a f f i c , for example, i s directly across the intersection from the approach, and not within the same leg of the intersection. Item 18: The peax hour t r a f f i c count should include data for a clock hour or for any four consecutive 15-minute periods. I t should not be data for a period shorter than 1 hour which has been expanded to a f u l l hour. Item 191 Peak Minute Count expanded to a f u l l hourly rate. Traffic data i n this section should preferably include a peak 15- to 20-minute count which has oeen expanded to a f u l l hourly rate. With a 30-, U5-, 50-, 60-, or 90-second cycle a 15-minute period should be expanded, whereas with an 80-second cycle a 20-minute period should be expanded so that an even number of cycles would be included. Item 20: Degree of congestion. The objective of this item i s to obtain the best possible indication as to whether the various approaches were operating at their possible capacities during the f u l l hour or during a period shorter than an hour. Unless these data can be supplied, the purpose of the study cannot be accomplished. I t may be assumed that an approach i s loaded to i t s possible capacity during any period when a considerable backlog occurs. I t may also oe loaded to i t s capacity during other periods, however, such as when a l l vehicles are getting through without waiting for more than one green or "go" interval but with the entire green interval f u l l y u t i l i z e d . Any unusual condition that occurs which w i l l affect the proper interpretation of the data should be f u l l y explained. Number of loaded cycles during the short count ( i f available) should be the actual number during the short period. Item 21i Pedestrian count. I t i s expected that actual pedestrian counts for a f u l l hour w i l l rarely be available. The count, therefore, w i l l generally be an estimate or be based on short counts made periodically and should, therefore, be i n rounded figures, such as categories of none* 10, 100, 500, 1,000, 2,300, etc. �Form HCS -U Location: INTERSECTION COUNTS - FIELD SHEET NO. Street counted Direction of t r a f f i c counted Time of study OF Cross street bound City Date Recorder Note unusual conditions i n margin or on reverse side Green time Automobiles Dual-tired Com.Veh. Local buses Miscellaneous ^ycle No. Sec. loaded Thru Left Right Thru Left Right Thru Left Right notes �Use of Form HCS-4 Data on one form should normally include that t r a f f i c entering an intersection from one approach. I f , however, only one man i s used for a l l the t r a f f i c on a street (two approaches) the data should be recorded i n the upper half of the sheet for one approach and the lower half of the sheet for the other approach. The cycles should oe numbered consecutively and the count for Cycle 1 on the minor or l e s s important s t r e e t should follow the count for Cycle 1 on the major or more important "street. The green time i n seconds should be the period while the s i g n a l face i s green for a p a r t i c u l a r movement exclusive of any amber time that may occur simultaneously or subsequently. In case of t r a f f i c - a c t u a t e d signals the time i n t e r v a l for each "go" period should be measured. A check mark ( V ) should be placed i n the t h i r d column i f s u f f i c i e n t t r a f f i c was available i n a l l approach lanes to u t i l i z e f u l l y the "go" period. I n case a l l approach lanes are not being f u l l y u t i l i z e d but a long back-up i s occurring i n one or more of the lanes, an X should be inserted i n t h i s column and the condition described elsewhere on the form. Should t r a f f i c be held up by pedestrians or turning vehicles, the cycle should nevertheless be c l a s s i f i e d as loaded i f vehicles were at hand and desiring to enter the intersection when the signal turned r e d ^ I f , however, the intersection should be blocked by t r a f f i c backed up from an adjacent i n t e r s e c t i o n or a midblock condition, the cycle should not be classed as loaded and the column l e f t unchecked. Under automobiles include station wagons and l i g h t picKup or panel trucks with single t i r e s on a l l axles. Under Dual-tired Commercial Vehicles include a l l trucks with dual t i r e s on one or more axles and i n t e r c i t y buses. Local Buses include only those permitted to pick up or discharge passengers at or near the intersection. Unusual Conditions such as double panting and s t a l l e d vehicles should be i d e n t i f i e d by cycle number. The following conditions, which are not necessarily i d e n t i f i e d by cycle number, should be noted. 1. Parking or standing when parking i s not permitted. (Check one) None Few Full 2. Parking where parking i s permitted. (Check one) None Few Full 3. Apparent e f f e c t of pedestrians on capacity of i n t e r section. (Check one) None Slight Severe ii. Which movements did pedestrians a f f e c t ? (Check one or more) None Through Right Left 5. Number of pedestrians using crosswalks during period covered by t h i s sheet» Crosswalks on N and S sides of intersection Crosswalks on E and W sides of intersection (Pedestrians i n a l l crosswalks should be reported but not necessarily oy the same observer. Make estimate i f not counted.) �WISCONSIN AVENUE TRAFFIC VOLUME COUNTS (1959) A M Peak .. Northbound Street (Intersecting Wise. Ave.) M Street Prospect Street N Street P Street Q Street Reservoir Road R Street 3l*th Street Whitehaven Street 35th Street ¥ Place Hall Place Calvert Street Edmunds Street Massachusetts Ave. Woodley Road Macomb Street Newark Street Idaho & Ordw.-iy Streets Porter Street Rodman Street Tan Ness Street Tenley Circle South Tenley Circle North Albemarle Street River Road Fessenden Street Western Avenue Average Peak Starting time of peak hour ,7:1*8 7:50 7:50 8:30 8:09 7:55 7:57 7:50 7:30 7:35 7:29 7:30 7:21* 7:1*8 7:21 7:39 7:12 7:18 7:1*0 7:1*3 7:55 7:1*0 7:19 7:19 7:1*0 7:1*0 7:57 7:31 7:1*2 Wise. Avenue approach (width) ft. 26 28 20 20 21 18 18 28 28 28 28 28 j 32 30 36 30 30 30 30 30 30 30 30 30 36 33 30 31 Parking Volume Non-signalized intersection. Signalized intersections Volumes % Actual No No No No No No No No Yes Tes No No No No No No No No No No No Tes Tes No No Tes No No Per hour green of green time t loaded time 216 5ll 605 563 553 779 - 926 23.3 1*75 1,081* 1*3.8 l*.5 527 1,071 1*9.2 7.1 755 527 529 #605 1,31*3 56.2 -0- 696 588 537 790 800 1,638 81*0 2,856 1,238 1,251* 1*2.5 70.0 18.8 63.8 63.8 -0-015.5 -0-0- -0- • 803 71*6 752 1,338 56.2 -O- 851 677 71*0 781 1,331 1,290 1,1*10 1,358 63.8 52.5 52.5 57.5 13.3 -0-0-0- 586 366 977 915 60.0 1*0.0 -0-0- 879 770 Turns % Left Cm. om vehicles. No. % 28.2 69 12.1* 33 36 12.1* 10.3 37 13.1* 17 11*.9 ^13 12 13.3 9.9 11.2 17 11.2 1 18 11.1* 10 • 9.5 6.1* 1*3 11.6 11 9.6 16 9.1* • 10.8 20 58 13.3 13.0 3 i 12.1* 11 • 12.1* 7 ! 10.3 36 i 11.3 > 12.1* I 9.8 11* i 12.0 111 i 10.8 i 1 * I 9.8 2 t 1 % No. 16 7.1* 8 6.3 1.5 6.8 27 5.1 6.1 117 19.3 3.6 101* 21.9 22.1 13 2.6 3.8 2.3 20 2.0 __ Q 3.0 0.2 -0i 2.1* 10 13 -0| 1.3 115 16.5 6.2 -01.9 !-01.9 i 2.6 61 7.7 U.5 12 1.5 15 i 7.2 1.9 j 0.1* 91* 12.6 6 0.8 il.5 I -0- -0jl.O jl*.2 26 3.0' |-0- 30 1*.1» i -o1.8 22 2.8 -0,11*.!* 0.7 -0.03 50 8.8 i I 31.9 i 1 i J * Street car - actuated signal Intersection Total Volume Ri?ht 2,51*6 1,201* 1,161* 1,1*12 1,692 1,131 1,535 1 685 1,603 1,802 1,71*2 1,732 2,031* 1,171* 3,685 2,352 2,191 2,01*0 2.122 2,321* 2,099 2,750 2,337 j j 1 j j j i 2,185 j i 2.756 2,328 1,963 3,078 j | �WISCONSIN AVENUE TRAFFIC VOLUME COUNTS (1959) A.M.Peak Southbound Street (Intersecting Wise. Ave.) M Street Prospect Street N Street P Street Q Street Reservoir Road R Street 3Uth Street Whitehaven Street 35th Street W Place Hall Place Calvert Street Edmunds Street Massachusetts Avenue » . Starting time of peak hour '7:1*8 7:50 7:1*5 8:00 7:55 7:1*5 8:01 8:00 7:55 7:55 8:01 8:00 7:1*0 7:53 7:1*3 Signalized intersections Wise. Avenue approach (width) ft. Parking 28 28 20 20 18 18 26 28 28 28 28 28 32 30 . . JQ. No No No No No No No No No No No No No No -IQL . . Woodley Road Macomb Street Newark Street Idaho & Ordway Streets Porter Street Rodman Street Van Ness Street Tenley Circle South Tenley Circle North Albermarle Street River Road Fessenden Street Western Avenue Average Peak 7:39 7:1*7 7:18 7:1*0 7:1*3 7:1*0 7:1*3 7:17 7:17 7:1*3 • 7:1*0 7:52 7:31 7fl2 30 30 30 30 30 30 30 30 30 36 33 30 31 No"" No No No No No No Tes No No No No No Volume Non-signalized intersection 572 502 756 523 1,090 1,006 1,192 1,091* Through Left " 1,077 1,221 1,220 Volumes % Actual Per hour green of green time Turns t loaded time 597 2,559 23.3 32.5 737 1,683 1*3.8 6.7 633 1*287 1*9.2 3.7 985 1,753 56.2 71*7 81*5 -561* 51*1 1,121* 1,160 -0- -01,992 37.5 70.0 -01,207 _ 1/156- _ 1*8.8^ - 0 1.803 30.0_ - t P t . 63.8 8.8 1,762 63.8 1,818 2.2 1,1*26 1,219 1,338 1,5^1* 1,189 1,136 Throughjl,l*9l* 11*2 Left No. 7.9 9.5 8.8 7.9 5.9 8.1* U.3 1*.2 5.1 U.5 5.2 1*.6 2.1* 1*.8 U.o 2,096 56.2 -0- 2,235 2,332 2,51*9 2,633 63.8 52.5 52.5 57.5 11.1 11.1 11.1 -0- 1,893 2,562 1.336 60.0 57.5 . 12.5 -0- l*.l* U.8 U.5 6.3 l*.l 5.2 U.6 5.8 6.3 -06.5 3.3 -0- 3-1 - 1,178 % i Intersection Total Volume Right No. % 25.5 56 0.7 25 1.1* 37 30.0 56 29.3 7 8 1.5 ll*.l 9 -0-0- 0 - 186 12 1 . 2 12 -019 1 5 0.7 -019 , 51*1 1*9.0 1 1 1 88 ' 7 . 8 r ~ 5 ~ 23 2.0 18 11 1 . 1 21 19 1.6 103 U* 3.7 16 -071* 1*0 2.8 7 1 1-0- 0 - - 0 - 168 102 6 . 7 . 32 -0- i 9 • 17 1 . 5 • 8 _ Ui'2 8,7 i j p 9.9 !*.!* 7.1. 7.1* 0.9 1.5 1.1* 21.0 -015.6 1.2 1.7 0.1 1 2.2 1 0.1 1 152 I* 7 227 216 8 89 1 1.6 2.1 » 8.1* ' 1.1* ! 6.1 l 0.5 • -0- • 12.6 I 2.1 0.8 0.7 ' > 10 lj 1 r 2,51*6 1,201* 1,167 1,10*5 1,731 1,1*28 1,538 1,686 1,669 1,859 1,81*7 1,836 2,162 1,1*62 3.705 2,352 2,21*2 2,01*0 2,122 2,321* 2,128 2,759 2,336 2,1*85 2,773 2,328 1,971 3'.078 1 ! | » ' ' | - I ' i �r Tahiti 7 WISCONSIN AVENUE TRAFFIC VOLUME COUNTS (1959) P.M. Peak northbound Street (Intersecting Wise. Ave.) M Street Prospect Street N Street P Street Q Street Reservoir Road R Street 3Uth Street Whitehaven Street 35th Street W Place Hall Place Calvert Street Edmunds Street Massachusetts Ave. Woodley Road Macomb Street Newark Street Idaho & Ordway Streets Porter Street Rodman Street Van Ness Street Tenley Circle South Tenley Circle North Albermarle Street River Road Fessenden Street Western Avenue Average Peak Starting time of peak hour htlS 5*05 5i00 5»oo U:53 U:55 5:08 5:00 5:00 5:00 U:57 5:25 5:09 li:5l 5:02 U:3U U:59 5:00 5:05 5:09 U:U5 U:U8 U:52 L:53 5:00 U:35 U:U9 U:5l 1:56 Wise. Avenue Parking approach (width) ft. 26 28 20 20 21 18 18 28 28 28 28 28 32 30 36 30 30 30 30 30 30 30 30 30 36 33 30 31 No No No No No No No No No No No No No No No No No No No No No Tes-full Tes _ No No No No No 1 Signalized 1ntersections VolumeNon-signalized intersection Volumes Actual 319 607 5U7 *63U 952 No. 1 T -0- 1*3.8 1,051* 1*9.2 2.2 1 122 90 2.5 0.8 1 72 3.7 ( 99 1.1* ! 21* 0.9 ! 220 1.0 5 1.8 1 15 1.3 I 151 1.5 1.1 I 57 53.3 -0- • • 1,996 56.2 2.2 1,075 872 -71*1* -91*5 1,020 2;259 1;21*6 2,705 l;l*8l 1,599 12.5 70.0 27.5 63.8 63.8 11.1 -033.3 -0-0- - • 1,281 23.3 1,122 1,292 1,021 1,369 loaded time 621* 1,103 lil3U 1,081 Per hour green of green time 1,306 1>067 1,139 2,027 56.2 2>187 2;07U 2;27U 2,073 63.8 52.5 52.5 57.5 1.2 2.0 1.5 2.7 2.5 3.5 2.9 1.9 1;583 2,522 6o.o 1*0.0 l.l* 3.3 3.0 2.0 2.6 3.3 2.1 1.2 93.3 17.8 -0-O- -950 -0- - i * Street car - actuated signal Right % i ' 0.8 ! 19 10.3 2.0 U.l 12.3 6.5 1.6 3.0 l.l* 13.7 5.1 16.1* 0.7 -01 23 2.1* ! ! 1*6 U.5 ! 81 7.1 i 13 1.2 ! 36 3.2 ! 9 0.9 ! 103 7.U ! - 0 - -O! -o-i - 0 ! 1*2 i 3.5 259 i20.2 I 10 1.1 31j 3.1 1 i 1 I 6 -0- No. % 38.2 33 llt.8 12 13.2 21 15.6 78 !*.2 37 32.9 11 0.9 ! 16 1.3 2.2 i;395 1;089 lil53 1,192 1,009 Turns % % 572 668 - * t Comm. Tf Left 17 2 11 70 15 11 98 8 7 70 -030 6 80 1.5 10.9 0.2 1.5 7.U 1.5 1.0 9.1 0.7 0.5 6.U -02.5 -00.6 7.9 Intersection Total Volume 2;312 . 1 1:181 1J313 1,788 l;583 1:518 1>771 l-,769 1;855 l;?U8 2:020 2;076 2;273 i;75o 3;U09 2i326 2il6U 2;162 2;0U2 2-,338 1J919 2 905 2',6U5 2; 737 2;66U 2;271 2;07U 3,069 : 1 �WISCONSIN AVENUE TRAFFIC VOLUME COUNTS (1959) P M Peak .. --Southbound Street (Intersecting Wise. Ave.) Wise. Starting Avenue time of approach peak hour (width) Signalized intersections Parking ft. M Street Prospect Street N Street P Street Q Street Reservoir Road R Street 3Uth Street Whitehaven Street 35th Street W Place Hall Place Calvert Street Edmunds Street ? U:l5 U:20 U:00 Us 55 U:ll U:25 U:20 1*: U5 U:20 1*:20 1*:26 1*:10 I*: 31 1*:21 Massachusetts'Avenue ~ Woodley Road Macomb Street Newark Street Idaho & Ordway Streets Porter Street Rodman Street Van Ness Street Tenley Circle South Tenley Circle North Albermarle Street River Road Fessenden Street Western Avenue Uf08 ' Average Peak 28 28 20 20 18 18 26 28 28 28 28 28 32 30 1*:23 3:50 1*:10 U.2 -.2 1*:10 1*:00 U:13 U:52 U:06 1*:10 5:0U 1*:29 33 30 31 No No No No No No No No No No No No No No 551 2,365 ' % % % Cm. om vehicles Green time Loaded time 23.3 1*2.5 kJt 551 6.2 7.7 51*9 721 95.0 1,308 1*3.8 1*U.5 1*.2 5.1 591* 501* 759 573 1,001* 1*9.2 5.3 8.1 728 731* 1,007 931 1,657 56.2 -0- 1,039 720 U.5 976 931 1,530 1,1*59 37.5 70.0 51.3 23.8 63.8 63.8 993 1,767 56.2 1*.5 1,019 l,01i* 1,01*5 1,118 1,597 1,931 1,990 1,91*1* 63.8 52.5 52.5 57.5 2.2 2.2 -0-0- 821* Throi gh 809 It f t BO 1,373 1,1*07 61*0 60.0 57.5 12.5 Through Left 1*:21 1*:31* 30 30 30 30 30 30 30 30 30 30 36 No No No No No No No No No No No No No No VolumeVolumes Non-signalized intersection Actual Per hour of green Turns 763 56r~ 365 1,920 i;090 1,091* 1,531* 2.2 11.1 -0_o- 1*.8 5.3 l*.l 3.8 No. t 233 1*0.1* 0.9 2.6 7.7 a.8 8.5 7.3 6.8 No. % 7.6 11*6 25.5 1.8 9 51 10.3 7 0.8 U.8 365 52 17 12 39.1* 5.3 158 3 8 . 6 6.1* 35 B.9 1*9 98 13.5 U.o 23 7.6 37 18 3.6 206 28.3 2,312 1,108 1,151 1,770 1,521 273 27 32 27.1 2.9 3.1 1,959 a. 8 2,020 2,030 2,211 1-1 1,693^ -0- " 2.2 22 38 l*.l 96 10.1* U.8 1*9 20 2.0 51* 5.9 19 1.9 68 21* -0-0- -0-0- -9.5 9.3 1*8 1*.3 -0- 1.8 13 -01.6 11*0 13.U 2.6 29 28 3.U 12 l.U -0- 3.7 BO 9.0 171 912 831 • 9.8 9.5 10.1* Intersection Total Volume 8 5 11* 55 1*.5 1*.8 1*.7_ 10.1 7.1 Right 1.8 1.3 0.6 6.8 921 1,026 2 l*.7 Left 6 2.1* 19.2 1,U67 1,UU5 1,732 1,701 3,UB3 2,326 2,219 2,021 2,232 2,511* 1,9U9 2,633 2,778 2,7U3 2,677 2,21*2 2,028 3,100 �,-Sable-9— TRAFFIC VOLUME COUNTS O STREETS INTERSECTING WISCONSIN AVENUE (1959) N ' A.M. Peak Eastbound Wise. Avenue approach (width) ft. Starting Street (Intersecting Wise. Ave.) time of peak hour Signalized intersections Parking VolumeNon-signalized intersection t Volumes , . , !Per hour green Actual i _ of green time i Turns t • Left Cm. om loaded vehicles " No. % time . . Right 1 No. % Intersection j Total Volume j ! \ • ! ; 1 \ M Street Prospect Street N Street P Street Q Street Reservoir Road R Street Whitehaven Parkway 35th Street W. Place Calvert Edmonds Street Massachusetts Avenue Woodley Road Macomb Street Neviark Street Idaho & Ordway Porter Street Rodman Street Van Kess Street Nebraska Ave.(Tenley C i r J Albermarle Street River.Road Fessenden Street Western Avenue 7:52 7:50 7:55 30 11* 15 7slt7 7:55 8:01 7:10 7:1*5 8:07 7:W 21 15 15 15 18 15 19 7:1*3 7:58 7:57 7:1*3 6:10 7:18 7:30 7:1*0 7:32 7:1*3 7:1*0 8:01* 7:55 : ' 1 ! ! 30 15 20 20 19 18 18 15 30 19 18 15 30 : No Yes Yes Yes No Yes Yes Yes ~* Yes Yes No No Ho Yes Yes Yes No No No No No No No No 38.9 27.5 1,260 2-6.2 22.2 396 613 38.5 0 156 189 30.0 0 11.1 3,129 330 129 95 One-way W.B. 1,217 236 162 553 1,81*3 T-lntersection (one-way W.B.) 1,321 3,199 809 212 221 891* 63 . 89 661* 208 15 * 351. 1,351 1*65 1,328 1,018 .331 369 ^ Uol. 108 1*67 1,557 1*1.3 26.2 26.2 1*2.2 11.1 1.7 31.3 0 26.2 35.0 32.5 55.6 0 22 26.7 30.0 0 0 i 11.3 11.7 2.1 116 51 25 9.5 1U8 12.2 39.5 76; 53.9 26.3 U5.3 to 2,533 i,20U 1,165 1.2 1.5 0.8 1.3 0 1.8 2.5 1*0 17 32 7 187 22 68 18.8 12.1 U.3 22h' 56.6 13.6 10.2f 2 U.5 iu°: 95.5 2' l . l 98.9 13.6 11*0' 86.U 12.3 191 3U.5 1,711 1.U31 1,538 1,600 1,302 1,"57 2.1U5 0.1 9.0 18.0 6.3 U2.7 26.9 53.3 2.2 21.7 9.U 8 11.1 39.2 3,705 2,30U 2,237 1,070 .2,020 2,22U 2,100 2,750 J '5, > •17 2,773 2,325 1,901* 1.2 1.1* 0.9 3.2 5.6 0 0 2.5 6.2 1.5 2.7 1.8 5.6 1 19 1*0 U 38 56 21* 8 101 31 3 12 183 ! K ! 76' 5.8 32 17.9! 5 , 56 21* 78 21 90 50 6U 0 26 15 2 23.5 83.9* 27.C 37.5 U6.7 25 .U IP. 8 ! 19.3 0 2U.1 M 2,363 ! i ' ' | ! ' ' ' ' �TRAFFIC VOLUME COUNTS O STREETS INTERSECTING WISCONSIN AVENUE (1959) N A M Peak .. Westbound Street (.Intersecting Wise. Ave.) Starting time of peak hour M Street Prospect Street N Street P Street Q Street Reservoir Road R Street Whitehaven Parkway 35th Street W. Place 8:25 8:20 7:1*9 7:35 8:01 1 Edmonds Street t Calvert ' Massachusetts Avenue 7:53 7:55 7:00 ' • j i j ' ! ' Woodley Road ! Macomb Street j Newark Street \ Idaho & Ordway ! Porter Street ! Rodman Street Tan Ness Street Nebraska Ave.(Tenley Cir.) Albermarle Street River Road Fessenden Street Western Avenue 7:58 Wise. Avenue approach (width) ft. 30 15 15 15 15 15 Parking % Per hour green Actual of green time rh.l*6l Rt. 86 No Tes Tes No Tes Tes Volumes 1,31*0 738 3U.U 27.8 17 26 30 Tes Tes No 15 15 15 No Tes No Tes No 19 11* 15 30 18 15 31 0 18.6 0 18 798 26.2 11.2 157 1*08 38.5 0 207 1,035 -220 1.71*1 20.0 20.0 1*1.3 30.0 26.2 6.2 8.8 0 5.3 130 2.3 38 1*1* Through I Rt719 Right a l l y l l O • 2* 18 81 33 86 t . 6 . 7• i o o 211* 681* 31.3 0 151* 157 588 1,286 1*83 26.2 35.0 32.5 0 0 0 2.6 U.9 1.3 157 588 2.2 Through & Rt.Ul2 Right on y U7 1,731 250 26.7 23.8 5.1 3.7 1*50 *367- 9U6 309 8 5 32 3 6 o Intsrsection Total Volume -Left No. * 1 291 55.0 2,516 21*.6 23 31.5 56.3 66 1*3.7 15.3 111* 11.1 ll.l 3 51*.5 3.8 92 68.6 5 i 2.1* 6 p.3.6 62.8 86.1* t 5.9 3.6 2.5 0 3.5 3.3 Tes No No No No loaded time 209 27 T Intersection 7:52 7:10 % 6.8 6.0 7.2 11.1 2.5 T Intersection 7:35 7:08 7:1*3 % Right Cm. om vehicles No. T Intersection 73 151 T Interseetion T Intersection T Intersection 7:1.7 7:1*3 8:10 7:33 Turns Signalized intersections Volume• on-signalized H intersection i 98 23 3 29 62 39.5 28.3 9.1 33.7 29.0 37 86 23 1,086 1*2 , 5 1 1,721 1,307 1,538 i 206 ,0 1,1*77 299 3 6 . 1 3,1*89 65 2 11* i26. 17.3 20 1 1.2 88 1*1.1 2,326 2,21*2 18.8 93 0 , 1,070 2,099 2,258 , , | 21* .0 19 12.3 19.1 18 l*.o lti.6 1*5 28.7 2,759 2,381* 2,773 j 59.2 0 1,971 106 6. • • ; 17 10.8 56 12.2 2,797 • �Table 10 TRAFFIC VOLUME COUNTS O STREETS INTERSECTING WISCONSIN AVENUE (1959) N P M Peak .. Eastbound Street (Intersecting Wise. Are.) M Street Prospect Street N Street 0 Street, south P Street Q Street Reservoir Road R Street Whitehaven Parkway 35th Street W Place Calvert (37th Street) Edmunds Street Massachusetts Avenue Woodley Road Macomb Street Newark Street Idaho & Ordway Streets Porter Street Rodman Street Van Ness Street Nebraska Ave. (Tenley Cr.) Albermarle Street River Road Fessenden Street Western Avenue Starting time of peak hour Wise. • Avenue approach (width) ft. Signalized intersections VolumeParking Non-signalized intersection• Volumes Actual kas U:20 U:30 U:UO 30 111 15 30 U:10 U:05 It: 25 5:25 5:00 U:28 U:00 21 15 15 15 18 15 19 No Tes Yes Yes Yes No Yes Yes Yes Yes Yes No U:08 U:3U U:31 U.U5 It: 00 It: 31 h:k5 U: 05 U:05 It: 06 It: 10 U:U9 It: 10 30 15 20 20 19 18 18 15 30 19 18 15 30 No No Yes Yes Yes No No No No No No No No 105 77 170 208 606 Per hour of green 1,558 Loaded time 2.5 (one. way westl jound) 203 775 26.2 -0- 108 268 98 320 313 1,067 766 192 197 l,97lt 51t2 752 700 291 757 230 151 lilt % Green time 38.9 219 62 157 Turns /» 1,111 2,163 708 126 760 lt72 2,533 52 2ltU t Cm. om vehicles Left Intersection Total Volume Right No. 12.2 -02.1 _o_ 0.5 2.It 2.0 -038.5 3.2 1.3 -0-031.3 30.0 _0_ ll.lt T int. irsection (one-way 38.8 11.1 3.0 _o26.2 -026.2 -01.0 -01.8 O.lt 31.3 17.7 1.9 26.2 ltlt.S 0.3 _o_ 35.0 2.1 32.5 -01.7 lt.5 26.7 -02.1t 30.0 -03.2 % No. % 98 lt9 22 71 16.2 lt6.7 28.6 U6.lt 88 5U 37 52 1U.5 51.U U8.0 3U.0 2,312 1,103 1,130 1,317 35 17.2 31 15.1 7.2 157 75.5 15 39 37.9 1U 13.6 U.8 59 95.2 3 153 97.5 U 2.5 31.6 66 67.3 31 21.6 99 30.9 69 westb >und) 3 o.U 111 1U.5 11 5.6 35 18.3 60 30.5 63 32.0 36 98 6U.9 23.8 51.8 18 15.8 59 28 12.8 116 53.0 78.8 11 21.2 Itl 25 93 32.0 ll.U 178 61 23.5 8.0 51 22.2 h.6 20.0 6.1 13 5.3 15 38 30.1 22 17.5 168 22.1 U5 5.9 1,521 1,3U7 1,U99 1,861 1,961 2,020 2,089 3.U83 2,326 2,216 2,212 2,230 2,521 1.9U9 2,656 2,779 2,677 2,202 2,07U 3,158 �4fifed,'* Jfh TRAFFIC VOLUME COUNTS O STREETS INTERSECTING WISCONSIN AVENUE (1959) N P M Peak .. Westbound Wise. Avenue Starting Street time of approach Parking (Intersecting Wise. Ave.) peak hour (width) ft. M Street Prospect Street N Street 0 Street, north P Street Q Street Reservoir Road R Street Whitehaven Parkway 35th Street W Place Calvert (37th Street) Edmunds Street Massachusetts Avenue Woodley Road Macomb Street Newark Street Idaho & Ordway Streets Porter Street Rodman Street Van Ness Street Nebraska Ave.(Tenley Cr.) Albermarle Street River Road Fessenden Street Western Avenue 5:15 30 No 5:20 5:10 IS 32 15 15 15 15 Tes Tes Tes No Tes Tes 5:13 U*U5 Uil£ It: 31 17 26 30 15 15 15 19 lit Tes Tes No No Tes No Tes No lt:52 It: 55 5:00 30 19 Tes No No U.U9 U:53 15 31 No No 5:10 2i:U7 5:00 5:08 Signalized iintersections VolumeNon-signalized intersection Volumes % Green Per hour Actual of green time Th.&Rt- 1,020 2,965 3h.h 576 Rt.(only)160 27.8 T intersed ion 176 105 k(h 26.2 1,065 279 213 615 1,675 38.5 X interseel ion T intersec' ion T intersec ion 1,560 312 20.0 16U 820 20.0 38.8 1.U56 3,750 26.2 1.3U0 351 166 26.2 632t 39 8U 236 751; 31.3 T intersec .ion 26.2 1,263 331 607 35.0 1,73U 32.5 1,255 U08 I intersec -ion 200 7U9 26.7 Th.& R;.- 526 23.8 2,210 Rt.(only 1- 96 18.8 511 Turns . % Loaded time 59.5 % Cm. om vehicles Left No. Right %' No. i Intersection Total Volume 287 25.1 5.6 2,521 0.6 -0-00.7 -0-0- 13 27 20U 57 9 56 l.k 70 39.8 25.7 78 7U.3 hh.Q 260 56.0 20.lt 101 36.2 lt.2 6.1 13 8.6 323 50.0 1,300 1,283 1,765 1,572 1,501 1,771 138 92 ltll.2 56.1 15.5 -0-03.0 2.2 1.2 -01.2 0.8 Ik 2h 8 h6 9h 12 72 272 21.0 Utl llt.li US 20.5 18 5U.8 13 39.8 72 3.8 2t3.9 18.6 ltO.l 27.1 U6.2 15.5 30.5 2,201 1,750 3,196 2,135 2,09U 2,153 2,220 2,521 66.7 a.8 ; 2.2 0.6 3.8 -0- 61 9U lit I8.lt 15.lt 3.It 56 16.9 28 lt.6 162 39.7 2,531 2,586 2,66ii 5.0 -0- 0.5 2.6 6h -0- 32.0 -0- 130 20.9 uu 22.0 2,072t 3,069 75.5 27.2 1 I*: 57 U:5l 5:17 5:09 33.3 -097.8 26.7 -0- �Appendix 22 Traffic Interference Investigation Significant problems found in the nine control sections studied i n d e t a i l : 1- 2 M Street to Reservoir Road, in Georgetown Problems were worst inthe afternoon offpeak period, i n this business d i s t r i c t . Included were double and i l l e g a l curb parking, apparently with l i t t l e enforcement of regulations, window shopping by car, legal parking too close to driveways, side street parking r e s t r i c t i n g movements off Wisconsin Avenue, slow-moving trucks climbing the 7 percent grade i n the only available t r a f f i c lane, and offset intersecting streets making cross movements d i f f i c u l t . 2-3 Reservoir Road to 35th Street, and 3- U 35th Street to Calvert Street Here again, problems were worst during the afternoon offpeak period. These included considerable double parking of trucks, including large tractor-semi-trailers,for unloading, high parking turnover, and frequent U-turns, some stopping a l l t r a f f i c i n both directions. w w Spot problems included backing movements out of Old Europe Restaurant parking l o t , and excess green time on R Street legs during the offpeak, which Wisconsin Avenue could use to advantage. U-S> Calvert Street to Massachusetts Avenue No specific problems noted. �$-6 Massachusetts Avenue to Idaho Avenue In this section, the main problems a l l involved turning movements. On the west leg of Macomb Street, trucks connected with l o c a l stores double parked, r e s t r i c t i n g turns into that street. A similar problem existed at Newark Street. At both Newark Street and Idaho Avenue, l e f t turning movements i n the intersections were approaching c r i t i c a l l e v e l s , the main problem being blockage of the lighter-volume flow on Wisconsin Avenue by t r a f f i c attempting to enter the heavier flow. 6- 7 Idaho Avenue to Van Ness Street, and 7- 8 Van Ness Street to Brandywine Street Double parking was a problem a t several points i n these sections. The key peak hour problem was at Van Ness Street, where l e f t turns into westbound Van Ness Street, create loading and backups on Wisconsin Avenue. itself. Loading also existed on Van Ness Street Sidwell Friends School produced delays i n the form of heavy conflicting l e f t turns from the north i n the A. M. peak and much unnecessary t r a f f i c stoppage i n the afternoon due to pedestrian l i g h t actuation for single pedestrians. Narrow, poorly operating parking l o t driveways created headon conflicts between entering and leaving t r a f f i c , and resulted i n backups onto Wisconsin Avenue. This situation was p a r t i c u l a r l y bad where l e f t turning entering vehicles delay t r a f f i c i n both directions. �n At the Y w at Wisconsin Avenue and River Road, the northbound t r a f f i c entering River Road i s a major problem, particularly W in the morning rush, while at the Wisconsin Avenue - l+lst Street T", very serious conflicts occur where t r a f f i c leaving l+lst Street southbound meets northbound Wisconsin Avenue t r a f f i c nearly headon. A service station further complicates this location. Another problem concerns 120 degree turns required between the south leg of Wisconsin Avenue and the east leg of Upton Street. 8- 9 Brandywine Street to Fessenden Street No problems noted. 9-*10 Fessenden Street to Western Avenue The observers f e l t that in this section, the signals rather than other interferences controlled t r a f f i c flow, since only one interference was noted. This, however, was a major interference, at the Rex Liquor Store, near Western Avenue on the east side of the street. Delivery trucks were continually double parked, each for 10 minutes or more. A l l afternoon, about 100 vehicles per hour entered or l e f t the parking l o t , about 20 percent of them causing interference to through t r a f f i c , frequently in both directions. s �DEPARTMENT OF COMMERCE BUREAU OF PUBLIC ROADS WASHINGTON, D. C. - WISCONSIN AVENUE STUDYCURB INVENTORY RECORD B L O C K NO. . F A C I L I T Y NO.. DATE PA6E NAME O F S T R E E T . FROM D^G- 3 1 . y O F SIDE _ 2L .STREET CURB U N E STREET CURB LINE T O , T Y P E AND C H A R A C T E R O F C U R B ihr. A It* TOTAL CURB FOOTAGE MEASUREMENT IN FEET So' S3' I N D I C A T E IN P R O P E R S P A C E A N Y P A R K I N S S I G N S O R C U R B M A R K I N G S 4-SSo • Cor* T H E A N G L E O F P A R K I N G WILL B E E N T E R E D IN T H E FOOTAGE B L O C K S WITH T H E FOLLOWING SYMBOLS PARALLEL ANGLE REMARKS CHECKED BY P A TYPES OF CUR8 SPACE METERED POSTED UNRESTRICTED PROHIBITED LOADING Z O N E S $ DOCKS SPECIAL PERMITS ALLEYS,DRIVEWAYS, E T C . MADE BY SYMBOLS M (SHOW TIME LIMITS) P (SHOW TIME LIMITS) U N.P. L.Z. S.R A ^Z! USCCMM-DC 48618 �, .or PACE CURB BUILDINGS OATt H/tTtrf U.S. O S P A R T ME MT O F C O M M E R C E • U M 1 U O F P U B L I C RQAOfl yg.^y CURB S T A T U RESTRICTIONS ANO SKETCH OBSERVER 700 MM- J J),j~A/*V 730 S ' : Boo* 8 3o /.*-£•- 2? 9-30 10:'°lOSo LOT PjTilOl O T Y o« ,, //••oe//•3a /£:<x> /2'3o /••0o /••4m P A R K I N G 2: So VfMf STiinv *:O0 *3e c /37 C S73 &O0 726 6C8 C 2o9 C 3311/ C 9o3 a ir-oo ,30 e /V 77o * A/**/* / W JP<ea//b-s- r i <? /»/ a c c? #*v/ 4V91**** *4* 9/7 i-C£ 9/4 /P4Cor-*r ST/- H* $s C 382. *0O C 23/ C 7/* e SS-Jkf73* e* r 263 c e c in * 51* '49 e a 434 e C C 90/ 878 d44 *S9 C 874 T 892 r '2d r r ft 173 e c 426 C i29 c C S7 OUTS ACCOM. VACANT 39/ 730 e C 7/8 71** e c 8*8 63-/ /OZ- 6 C C ^ *v e. *7J r 2-79 e 29/ a /4# 682 e a *s 042 743- C r T S-43 337 c **r /*o ?*s >*• e e /86 a e c 279 7~ 2*7 393 C 69s S7J 907 C C &//279 C T c •TSS C r~ c 3*/ d// c /87 r e 942 240 93-J-866 4 C i-*S- 23-2 C /*e> 9*9 *s e 8/3- C C r c T 074 7~ A-' 203- 97* 8/S 237 9/9 a y </ 7/* e •rrs a 7 " r r 2 79 844 &/0 O r e 7* Z*o* e T a r r r e 2J7 963 24C e **rr r r *** 33/ i87 a a 2 73- e e c if /7a a e c 8ti. e *s 7/* C /* a. 93* 4 e *•/* 2.37 C *77 £• 6*3 e /7>/ /7/ c c e '*4> r *93 /37 C 4*2 C SS/ e 279 e 2o7 e /*9 /*s c Ma 4 874 4 -TSJ- c 63/ f*7 C 726 < r e »w r 7" 0 r F •INS 042 C 997 e PovJ/e 89Z\ f*3 C 944 3/r 7-JI N P*«i/<t c 18* A— 1*0 209 a r r C c e 770 2o/ Z79 *2J- C 706 c 9/r 2/* S4/S 77* 7-e/> C e r OOd r*j- S82. y 6dd c e C • c /4j- 4-7/ 38* C *6+ 2*2 e 23-Z 7JS C rjr /**• r r 8*3 21+ /39 r < s r e r <? C C *o3 c e h C Soo 3 9 7 9 a 7 0 8 ? 9 /ff / o 0 / OARAGE BLOCK FACILITY / O F 9 d r // 7 3 *7 S /a 7 s 3 9 7 <? 9 7 7 0 7 0 // <9 9 7 /a /z // 8 z a a / 0 <? 49 S <? 0 £> S /<? 4 9 /o ;o 7 ** 3 S~ 9 9 3 9 9 /a /z 7 /Z a // / 0 Z 0 <? / OF 4^1* ST. BETWEEN S T . AMD ST. �PHYSICAL F E A T U R E S AND LAND USE ALONG WISCONSIN AVENUE �26 Appendix S t r e e t widths, p l u s c l e a r a n c e s , curb l i n e t o b u i l d i n g l i n e Intersection K Street South S t r e e t Grace S t r e e t C&O Canal Bridge M Street Prospect N Street Dumbarton 0 S t r e e t south 0 S t r e e t north P S t r e e t south P S t r e e t north Volta Q S t r e e t south Q S t r e e t north 33rd S t r e e t R e s e r v o i r south R e s e r v o i r north R Street S Street 3i«-th S t r e e t Whitehaven 35th S t r e e t W Place H a l l Place Observatory Lane Street width 53 50 51 35 56 56.5 i+o ko ko ko ko 40 43.5 1,2.6 35 35 35 35 35 kS 55 56 55 55 56 56 North l e g Clearances ( f t . ) West East side side 12 15 15 5 12 10 9 10 10 10 7 7 11 10 8 10 10 10 10 10 Ik 10 32 10 16 12 1.6 Ik 16 5 Ik 9 11 10 10 9 11 11 7 7 11 17 17 Ik 13 10 10 10 5 13 12 12 Total clear width ( f t . ) 66.6 79 82 k5 82 75.5 60 60 60 59 58 58 61.5 59.6 54 62 62 59 58 66 79 76 92 78 81+ 80 (More) 1 Street width South l e g Clearances ( f t . ) East West side side 52 50 51 35 51.5 56 2.5 k9 ko 1+0 1+0 1+0 1+0 1+0 43.5 k5 k5 35 35 35 1+8 kl 55 55 55 55 55 56 . 15 5 12 10 10 10 10 10 7 7 11 10 8 12 12 10 12 7 10 10 10 10 10 16 12 11+ 16 5 16 10 8 10 10 9 12 11 11 7 10 10 10 17 11 10 8 10 10 12 12 12 Total clear width ( f t . ) 66.5 113 82 1+5 79.5 76 58 60 60 59 59 58 65.5 62 63 57 57 62 71 61+ 73 75 75 77 77 81+ �Appendix 26 (Continued) S t r e e t widths, p l u s clearances, curb l i n e t o b u i l d i n g Intersection 37th & C a l v e r t Davis S t r e e t Edniunds Fulton Garfield Street Massachusetts Ave. C a t h e d r a l Entrance Woodley Road Street width 61+ 60 60.5 60 60 66 60 60 North l e g Clearances ( f t . ) East West side side 30 10 + 30 31 30 29 34 30 28 16 21 12 27 30 27 29 Total clear width ( f t . ) 122 116 111.5 103 117 125 121 119 line Street width 61+ 56 60.5 60 60 60 60 60 South l e g Clearances ( f t . ) East West side side 7 30 30 31 10 + 30 3^ 30 30 16 12 12 30 28 27 29 Total clear width ( f t . ) 101 102 102.5 103 130 118 121 119 �Appendix 26 (Continued) S t r e e t widths p l u s Intersection Lowell Street Macomb Newark Norton Place Idaho and Ordway Porter Quebec Rodman Upton Van Ness Veazey & 39th Warren S t r e e t Windom S t r e e t Tenley C i r c l e Grant Road Albemarle R i v e r Road Brandywine Chesapeake Davenport Ellicott Emery P l a c e Fessenden Garrison Harrison Street Ingamar S t r e e t Jennifer Street B e l t s Lane Western Avenue Street width 60 60 61 60 TO 60 60 60 60 60 61 61 60 60 60 66 66 66 60 60 66 60.5 60 60 60 60 60 61 61.5 North l e g -Clearance ( f t . ) East West side side fclearances Total clear width ( f t . ) Street width 60 60 61 60 60 60 60 60 60 60 60 61 61 60 60 66 66 66 60 60 60 66 60 60 60 60 60 60 61 3h 30 31 50 70 30 30 30 30 27 27 30 29 30 27 27 30 30 30 30 59 30 30 30 30 30 121+ 117 119 11+0 170 120 120 ll+9 120 117 118 121 119 30 26 30 30 29 27 30 30 27 80 30 57 30 30 30 12 10 30 26 10 + 30 30 26 27 30 26 85 30 30 30 102 102 126 122 129 117 126 116.5 111+ 170 116 202 120 121 121.5 South l e g Clearance ( f t . ) East West side side Total clear width ( f t . ) 30 30 10 + 28 50 10 + 30 30 30 30 30 30 30 30 25 23 29 30 30 30 30 70 30 30 30 30 120 115 121+ 117 ll+O 130 120 120 160 120 120 121 121 30 21 26 30 30 30 30 27 30 30 30 27 30 30 30 12 11 10 30 36 30 30 30 27 30 30 27 30 30 30 102 98 102 126 126 120 120 123 117 120 120 111+ 120 120 121 �Mr. Edward H. Holm** Assistant Commissioner Office of R e s e a r c h U . S . B W M M of P u b l i c R o o d * D e p a r t m e n t of C o m m e r c e Washiagtoa 1 5 , D . C . Door Tod: T o o L e p a r t r n e n t of H i g h w a y , a a d T r a f f i c i a too D i s t r i c t of C o l u m b i a h a s a s p l e n d i d opportunity a a d a a c a v y r e s p o n s i b i l i t y , a s I v i s u a l i s e I t . La the t r a f f i c e n g i n e e r i n g f i a l d . Wo a r o i n too p r o c e s s of c o v e r s i o n f r o m s t r e e t c a r s to b u s e s a a d we have e x p e r i e n c e d f o r m a n y y e a r s a p a r * a i e t e a * a a d s u b e t a a t i a l growth i a t r a f f i c v o l u m e s . T h e r e f o r e , the D i s t r i c t w a s p a r t i c u l a r l y p l e a s e d that the B u r e a u s e l e c t e d W i e c o a a i a A v e a u e f o r f i e l d study w i t h the o b j e c t i v e of s e c u r i n g a c t u a l r e s e a r c h a n d f i e l d d a t a that c o u l d be s t u d i e d a a d u s e d a s a h o s l s for the p r e p a r a t i o n of a meawol that m o s t a s s u r e d l y w i l l h e l p o u r M e t r o politan A r e a s . D u r i n g the l a s t few d a y s . we have r e c e i v e d a rough d r a f t c o p y of the r e p o r t p r e p a r e d by the B u r e a u . It i s of s u c h i m p o r t a n c e that a l l of a s who h a v e a m a j o r r o l e l a the a o m l n i s t r a t i o n of the D e p a r t m e n t a r e going to study It with c a r e , l a t h i s c o n n e c t i o n , t h e r e a r e two i m p o r t a n t s u g g e s t i o n s o r r e q u e s t s that X m a k e of y o u . T h e y a r e a a f o l l o w e : 1. T h e r e a r e s o m e s t a t e m e n t s i n the r e p o r t , a s now d r a f t e d , that m i g h t give u s s e r i o u s t r o u b l e , i n the f u t u r e , on W i e c o a a i a A v e n u e , a n d , p e r h a p s , on o t h e r s t r e e t s in the c i t y . I b e l i e v e that e s o m e w h a t m o r e d i s c r e e t u s e of w o r d s c o u l d a c h i e v e y o u r o b j e c t i v e a a d a v o i d the p r o s p e c t of t r a p p i n g a Highway D e p a r t m e n t . �Z. IX i s m y i m p r e s s i o a t h e r e wee a n u n d e r s t a n d i n g between the B u r e a u and the D i s t r i c t of C o l u m b i a a t the t i m e t h i s •tudy w a s i n i t i a t e d that the r e s u l t s would be i s s u e d j o i n t l y . I t i s i m p o r t a n t to us that the e x c e l l e n t potential of t h e r e p o r t be f r a m e d l a s u c h a m a n n e r that it c a n be a s e d e f f e c t i v e ly a a d that it be t r e a t e d a s a j o i n t r e l e a s e . Sincerely yours. H. L . AITKJLN, Director D e p a r t m e n t of H i g h w a y s a a d T r a f f i c . HXA/lynn D.C. �December I , 1959 M r . Edward H . Holme* Assistant Commissioner O f f i c e of R e s e a r c h U . 5 . B u r e a u of P u b l i c R o a d a D e p a r t m e n t of C o m m e r c e Washington 2 5 , D . C . Dear Ted: T h e D e p a r t m e n t of H i g h w a y s e n d T r a f f i c i n the D i s t r i c t of C o l u m b i a h a s a s p l e n d i d opportunity a n d a heavy r e s p o n s i b i l i t y , a s I v i s u a l i s e I t . i n the t r a f f i c e n g i n e e r i n g f i e l d . We a r e l a the p r o c e s s of c o v e r s i o n f r o m s t r e e t c a r s to b u s e s a n d we have e x p e r i e n c e d for m a n y y e a r s a p e r * s i stent a n d s u b s t a n t i a l growth i n t r a f f i c v o l u m e s . T h e r e f o r e , the D i s t r i c t w a s p a r t i c u l a r l y p l e a s e d that the B u r e a u s e l e c t e d W i s c o n s i n A v e n u e f o r f i e l d study w i t h the o b j e c t i v e of s e c u r i n g a c t u a l r e s e a r c h a n d f i e l d data that c o u l d be s t u d i e d a a d u s e d a s a b a s i s for the p r e p * a r a t l o a of a ivsinuel that m e a t a s s u r e d l y w i l l h e l p o a r M e t r o politan A r e a s . D u r i n g the l a s t few d a y s , w e h a v e r e c e i v e d a rough d r a f t c o p y of the r e p o r t p r e p a r e d by the B u r e a u . It I s of e a c h i m p o r t a n c e that a l l of a a who h a v e a m a j o r r o l e l a the a C m i a l s t r a t i o n of the D e p a r t m e n t a r e going to study It w i t h c a r e . l a t h i s c o n n e c t i o n , t h e r e a r e two i m p o r t a n t s u g g e s t i o n s o r r e q u e s t s that X m a k e of y o u . T h e y a r e a a f o l l o w s : 1. T h e r e a r e s o m e s t a t e m e n t s i n the r e p o r t , a s now d r a f t e d , that m i g h t g i v e u s s e r i o u s t r o u b l e , i n the f u t u r e , on W t s c e a a i e A v e n u e , a a d , p e r h a p s , on o t h e r s t r e e t s in the c i t y . I b e l i e v e that a s o m e w h a t m o r e d i s c r e e t a a e of w o r d s c o u l d a c h i e v e y o u r o b j e c t i v e a n d a v o i d the p r o s p e c t of t r a p p i a g a Highway D e p a r t m e n t . �2. I t I s m y I m p r e s s i o n t h e r e wee e n u n d e r s t a n d i n g u e t e e e n the B u r e a u tent the D i s t r i c t of Cohambia a t the t i m e t h i s •tody wee i n i t i o ted that the r e s u l t s would he i s s u e d J o i n t l y . I t i s i m p o r t a n t to us that the e a c e l l e a t p o t e n t i a l of the r e p o r t he f r a m e d i n s u c h a m a n n e r that i t c a n be need effective ly and that it be t r e a t e d a s a Joint r e l e a s e . Sincerely yours, H, L . AIT K E N , Director D e p a r t m e n t of HLglrweys a n d T r a f f i c , HJLA/iyna D.C. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Increasing the traffic-carrying capability of urban arterial streets : the Wisconsin Avenue study : Washington, D.C. Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Creator An entity primarily responsible for making the resource United States. Bureau of Public Roads. Office of Research Arthur A. Carter, Jr. Jack Berman Date A point or period of time associated with an event in the lifecycle of the resource [1962] Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DDOT Historical Reports & Other Documents Subject The topic of the resource Transportation--Research--United States Transportation--Planning Description An account of the resource District Department of Transportation's historical reports and other documents. Creator An entity primarily responsible for making the resource Various Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text Date A point or period of time associated with an event in the lifecycle of the resource Various Contributor An entity responsible for making contributions to the resource District Department of Transportation Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wisconsin Avenue Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Description An account of the resource Historical reports and other documents relating to Wisconsin Avenue in Washington, D.C. Creator An entity primarily responsible for making the resource Various Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/9f9e537c93d15db757ed83b4e537dcde.jpg?Expires=1790208000&Signature=nLGf7b3CaMSzn6KDH%7EqrwxmDpWDQ7IB0SpAuhBUczCzhJDSER7u4beuJlme5e9HB9RbFz1EJi%7EDRZHxA2iCsrl6Z1MeUzyAnZmWr8-Vu-Teq8mzRsQbP3FqNza5aHdrLyVfuV1nA%7E5Nm%7EVo0sxmt7JzqRR4pCkrCF88VCUKOiTEVvEwyEM2xFPmPufj4qoCvQoFkwyVxZItvUH80gD-7G-E13Eib23odwa1tEeGqmT2xIpmP0Momza2-OuCAWYzFhs2cdtoe7ipiFpC2J0NAMRucUD3edBfqu1cJz%7EqEJatPFi8eJWWRpoDBlC-WzEtj0E-zuHAZYLn1OHXVb4SS-Q__&Key-Pair-Id=K6UGZS9ZTDSZM 0942061bcf6a2d6436f49ee10e98b292 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wisconsin Avenue 001 Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Streetscapes (Urban design) Aerial photography Streets Description An account of the resource An aerial view of Wisconsin Avenue. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource March 2, 1966 Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/6548b95281eeba914000b3ef09622ed3.jpg?Expires=1790208000&Signature=c1ycps2NyY9gut5VXLMwaC8EDK3FjsFffAN9oS6uXvVVjnVcsgvZYX3jPC54UC6H8wwryzq%7EG7EEPHgTu0wLifMX1SjiCU4A9%7E-V3F9j3oTIuURLchPJuj1tQs9aD1yZg-uxHC2hQtzI-HRtim-4qCgrDmfEmLWcvupXdjKtxmg37%7ERuXsTWfDxHaciqxm%7E1Mezzto4LyYxG8o%7EE8XhoeMBnHtHTBV9BDhsdS7j5tBjcE7bZ3eAKG-67BQq3uVfATEDChzbWf70jxDquvWalUCoaQWFUTmtCfVuv-pMtmGqE64%7E0i3Am8c2kstYVBiEbeTFvGF0quTr8Y7riTqFFYA__&Key-Pair-Id=K6UGZS9ZTDSZM 55ec113a87f46b2aa72e79c0a0b61023 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wisconsin Avenue 002 Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Streetscapes (Urban design) Motor vehicles Churches St. Alban's Episcopal Church (Washington, D.C.) Peak hour traffic Description An account of the resource A photo Wisconsin Avenue northwest, north of Massachusetts Avenue at the pm rush hour. Featuring a view of St. Alban's Episcopal Church. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 30, 1960 Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a0a84630afbbb327db227a3a896de655.jpg?Expires=1790208000&Signature=K%7Ewx3lpuJXX1sPE5T5kIsQRFQkDB6zmxa2cnyoFHk7F6n8INMniOF8IK49Ct4v8ffiQl1FIZ9gfOL2gi26U3D42HRVimvSjWMlIeqasyIDfGFrRzVt%7E1XZXKEItU4s9ARd2mOMk27U4Yg2Q09EmreJoo44dSC%7EYRnJlFuba0HR7PZmqTRK8DWZ6UtxirW7r50jPD4p-ir1n%7EqJwSZCFq7IevsIoHPcg9qrV7ZnHZ7EP8B8i5V0pujfaKk7uw82ZEZkQ2fyl0Do2rbbVEeaHEiGecNj8syAxDCMsYfFebysn8P5jCB9moswBZA34EUjpjrxF88wdRaum4RERDHkPiQA__&Key-Pair-Id=K6UGZS9ZTDSZM ce9c0be1a719c55ac0fc23cede35eeee Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wisconsin 003 Subject The topic of the resource Wisconsin Avenue (Wisconsin Avenue) Speed zones Streetscapes (Urban design) Storefronts Description An account of the resource A view of Wisconsin Avenue between R & S streets. Cars and storefronts are visible in the background. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 5, 1964 Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e5217af1ef04f2c0d2393ade095ef835.jpg?Expires=1790208000&Signature=PJO3Uq0rchafC%7EFkEKHB9E-6tW%7EGTUrMNIDnz5vQ7pex%7E4Fx%7EydU7QzqdM89k3cw1eQeyc5eMaU4ioJhuIYV21G3Ox-grkXwIBlSw0%7EkELkkMnnbfIXI4zhldEl79o-3f2d7Py6dxr9UGIw8OZ4UoSkbXiiHnUtaD5s7ho5ems5K8y8gWhlN%7EnEqZdKLGrdz6QQmBZL%7ElTYVvcjFnVQSCIR1qh94YDTStrdZR4iYLIU-OW86i-mEjbrD6l%7EbJTMjdPmbcBHHe0xvksIx9fEFlA6FiCF22LKQqk02OP%7EQg34U-nqwNzdsRLwMO%7Ex42kOZDcJJNeeTv0%7EXAJlYMhGW0g__&Key-Pair-Id=K6UGZS9ZTDSZM 1958a95cd5cd726cbe39851df3ab34dc Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wisconsin Avenue 004 Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Calvert Street (Washington, D.C.) Roads—Interchanges and intersections Automobile dealers Description An account of the resource A photograph of Wisconsin Avenue and Calvert Street. A car dealership is visible on the right, and pedestrians walking on the left. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource March 1952. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/387b7f19092f7b138a09c01a53fa52cf.jpg?Expires=1790208000&Signature=cjU-z-qYqViwL8JTYN6U-1scM%7EnpdkgVn6lUmCLaOSZUsZxQMaM8X0aoCEiCFyw56ZyiJ5t5mXmU7vHIKfqbiJBoWqlG2MkUQfLgVWeBzoFK92m-vskyHwOUMiirT3ZY6KRQB0aKGuxnniCKk51scv3GvzpFPUlDPhddEbJCes9EiFMhSUtaiEnVSk3Mb3kjLJLBZutXVgYXH4UGBio6w6RMb9G4fdy4I63u2f6ehSu13fLIwuEtqWPMRL8PZXHIAKKu9WY4RRs-yOlQnn%7Et8rujvRrPtS90LR3OoEfImKi11e%7EuQscucWKwDSpVuynLh-voYBNsGkagrC1W7DYgAA__&Key-Pair-Id=K6UGZS9ZTDSZM a50a0573f4214ce2dbcfbcdf6b40aa57 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wisconsin Avenue 005 Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Georgetown (Washington, D.C.) Storefronts Theaters Description An account of the resource The Georgetown Theatre marquee overlooks the streetcar tracks on Wisconsin Avenue above M Street. Note the Magruder’s grocery store. Date A point or period of time associated with an event in the lifecycle of the resource Circa 1960. Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DC Streetscapes Subject The topic of the resource Streets Streetscapes (Urban design) Roads Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Description An account of the resource Photographs of the streets, roads, and avenues of Washington, DC. Type The nature or genre of the resource Prints Contributor An entity responsible for making contributions to the resource District Department of Transportation Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wisconsin Avenue Subject The topic of the resource Wisconsin Avenue (Washington, D.C.) Streetscapes (Urban design) Streets Description An account of the resource Photographs of Wisconsin Avenue. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Aerial Photography Streets Streetscapes Wisconsin Avenue https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/9f56cd6b2f284e9c22bc0558d827f237.jpg?Expires=1790208000&Signature=h2TmAa-CWUmdf1V9d5XLDRlljWJSDxKJl04MfwDnFDk03%7EFqj8-CfubmAg%7ERuv%7EKNvOPN8RAFnI2V2lFVzyCk0QjRQtwIqGGIFcrYCqiviTrfbbi0V1iPkH41sRg1OZJxHj9GUnvzBClFYcADEcqVtQ6TMfp3HRdODn7vvhfWLgVKMtL-HZ06BQjNY-Je6KWVbiF2rp-7jB3C1HdVL6A2DNu9mwUw0t1GPdzMhHMxjDryM2dsbwm3SUdBAlUQ-%7E-NINu9xn4wcTuZCBwyMLoaP994sKwXyYqolPIZjXtqcMpEL64CLbATo9Bi4936JGB3o6sTOix3G9KsOGzFhtGRQ__&Key-Pair-Id=K6UGZS9ZTDSZM beed73d37b8c521680172396a4dedd67 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitney Young Memorial Bridge 001 Subject The topic of the resource Robert F. Kennedy Memorial Stadium (Washington, D.C.) Whitney Young Memorial Bridge (Washington, D.C.) Bridges Anacostia River (Md. and Washington, D.C.) Young, Whitney M. Description An account of the resource A photograph of the Whitney Young Memorial Bridge leading to RFK stadium. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 27, 1964 Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DC Bridges and Tunnels Subject The topic of the resource Bridges Description An account of the resource Photographs of bridges in Washington, DC, including the 14th Street Bridges, Sousa Bridge, Memorial Bridge, Frederick Douglass Bridge, Duke Ellington Bridge, Key Bridge, and more. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Contributor An entity responsible for making contributions to the resource District Department of Transportation Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitney Young Memorial Bridge Subject The topic of the resource Whitney Young Memorial Bridge (Washington, D.C.) Bridges Anacostia River (Md. and Washington, D.C.) Young, Whitney M. Robert F. Kennedy Memorial Stadium (Washington, D.C.) Description An account of the resource Photographs of the Whitney Young Memorial Bridge leading to RFK Stadium, named after civil rights activist. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Anacostia River Bridges Robert F. Kennedy Memorial Stadium Whitney Young Memorial Bridge https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/bc69c4f0631d7caf5dd4e4af9bfb86a8.jpg?Expires=1790208000&Signature=hucmsGlDqqZ%7ERwMxbgrW-7GSYkBG9PQH%7E3cXrjUbmap6uDGHifRql9FJ%7E-KAk-CHCDe7eiE609UZ7CTW7YW%7Ef%7Eb5QdRKkGjOq7TBKL-VNioEJnQgbD9r4d8UEK6PLJN9xjpbJCD%7EGEZ1bEUUpE7ZaIUfeZNKM75tteaqSQKU9RP-CvF4WZ3DwZGlNg7fjqed15haMwCfHxUZ0VXHkXC-r8PDuFvioa7f6ThjhT9jCH9k7u-YzBpvaOZegC7yVb32BDjKJsDARrEt056j-Q40I9%7EP6HXrm6--c9GULrYFpZ-G9mCw%7EijK5IQHfBOiLg1Q8PHaIOG6o6GSOs20TVb0Jg__&Key-Pair-Id=K6UGZS9ZTDSZM cebd7d2f91d2021d0df385af1cb9677f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 001 Subject The topic of the resource Key Bridge (Washington, D.C.) Whitehurst Freeway (Washington, D.C.) Public works Storefronts Description An account of the resource Key Bridge approach, looking west at East Canal Bridge near the intersection of Route 29 and M Street NW. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/1387aee77003a43652041c2a821901ef.jpg?Expires=1790208000&Signature=T5J29peJcXFy2yWfSvWIhVQcB3Rjcw463lYFoaJ70mYiB5vnvckafrnA31BnOXx2D3rmLwhHzresWy2HQ70HCKGhhiWt1eDV4mW6pRN7ek%7EQEu69R1kyMSEK9IpP%7EC-I7DodO8T0hh6wRn2K0wRJtld-tmvLhIynryAZpHtCHo9ejgKDbbFtuY0GUC6i32gVGMP5L1uCs6ypRwk2uTcfrifsiMD2TjDdCx2ejkOqLSRqoG2hOcyVvqwO3IqcKy255yErln84jBXGk0oadAtFSFaefvwqSIkRict4i63gVNYIoJFmOnyqVMf2G5Jq8Eygc75F6qc0X6s17dbMfESrlg__&Key-Pair-Id=K6UGZS9ZTDSZM 7f16fd910e5b57b47cfbe76d604645db Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 002 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Bridges Georgetown (Washington, D.C.) Description An account of the resource East canal bridge looking west at the old streetcar barn in Georgetown. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/ec5aaff4134e4c35ec28c568a8948a1f.jpg?Expires=1790208000&Signature=Npx5xFFdWskTqSoHWXF8QKWF8%7EDHp%7EiMfJOPCaImoT65zFxOcMvrVEsqZtmEohYOsuH7PHOrYmVbjQC2bfR3sMvpcmeKWJDpDWcF3SH5OJ61pnOmyTU1plIRKk-2GGAjMRaBB2YflY74JJBdbZJ6mxNXq-mT2DhKfYTO6%7ES%7EmXUvzZvwJr4%7E2KjpoDbb8Y2w84p0-2SkHfTzRfl8jIWMyQfbTPAnjVuMr5YGAQqQUUpwVCocCE2vAmycbENwjNnbx25-aHAtxrsXj4gnOgX3yutBYd7-Z031K9njpYHUolZtyQZaHzgtyToOvlT6J59plItBVOHddo9Xkl6mGXYbWw__&Key-Pair-Id=K6UGZS9ZTDSZM 9e1266da714254a957ce7b6a3b8a4332 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 003 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Key Bridge (Washington, D.C.) Georgetown (Washington, D.C.) Description An account of the resource Eastbound - West Canal Bridge, looking southeast towards Rosslyn, Arlington, Virginia. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/339183265fad8dc5529e895f9a296de1.jpg?Expires=1790208000&Signature=ZhqyytDTtd4AlOANj1GgyvrMpx2YIemMEyE29pucpX5fS3H-uJa0qDBdXyIHFfwTKiIF-BzlO%7EDQDuC7W3CtU7iQt31GkXRorT5VXlP5lje9HOZGhDPoTsQykuDOJyFhBeD7vYDJdjxGkDlJz35yoe2HdLgvgR-xKnj96t2R-GzYDHBJdEst-EaGiqBbPX0SqIALpfQ3Snc3ezIljppXwBnHpEbCQ69j-Z%7EqDjYGLigb8Rciz3Y20SRvk51fj%7ETSbwQtsxRSm8rQsuIsGgbKhT468qtPGflHVeNVLTjeNGNPwypbZFJlu0YLjx9ehYm2JhpDXU7iAmUOov3QNUqJvQ__&Key-Pair-Id=K6UGZS9ZTDSZM 228f9b37e8debaad622f6b75d3162779 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 004 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Motor Vehicles Key Bridge (Washington, D.C.) Pedestrians Description An account of the resource Westbound - West Canal Bridge where Whitehurst Freeway meets M Street NW. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c31098ff8959b462320b795d7a8357ed.jpg?Expires=1790208000&Signature=eafXTXmIqqeX5m9qOXt10z5Qq%7EqsxF5%7EEMqljW1VEL9K16wSTFYEyPkXLW5s1-9ZVtifPhJ103LNGeAlDcmZe3BOdflAL-dEAzoBh5Awl%7E66gQG-SdJfs1KrpWZMkRIu9M-7UdlH03rL0-2X1K4yXkGs1jfAvuy%7E6eLiPrg9m44OXtgYxHtFnwReOtpid3LqpjVp3RUgBwc%7EESVIFDPVhsd3EMq%7E8TYezQcmBdEMj5xpqC684L%7EEmISlDZHC3NrbDol890904ijFeey3uFeL5Q-q40fozyW0SMr95OyrDyupkFNicP-oTGhyuUCu2-Z5c9PDDkeDGSeI1%7E9YmZW5wg__&Key-Pair-Id=K6UGZS9ZTDSZM e513f79ba6b4bcdfc8bad1258fae734e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 005 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Georgetown (Washington, D.C.) Description An account of the resource Ramp to north tow path, with the Key Bridge and Whitehurst Freeway connections in the background. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/78779cd3763a2d3fad461e10245ce8ad.jpg?Expires=1790208000&Signature=U-H5XpcVV7YBbK9i0Kcb0ZTnB-b84g-tnNdaBc10cifJlidq7mI7no5mtlM1PofasKC1T-CoSMEo2kkxUZXJM8P9EZFCM3neAScyolK2CA56Tn9AGky6ilKT9XrpytLeUkVStUqzZgAQ6L6n-rfpb-0XKdvXZN9kesrhllun6Yg44IsWkUbD5eFqKib0yDSd33D3QcEMtENuavMf89LtvjthARiyMrQW4ZjNTn7Yh9IlTaNJT5huztjW0KYUeRHN%7EfoW%7EpoOieUkiqaF7pWSIS25T94gHz5gZXaDnicVwhEMC1w1BWylS5Jhbj3F0qOfQAupc5PUqPzNNX3edGmYNA__&Key-Pair-Id=K6UGZS9ZTDSZM 966e676c3bcf0d0afca8f6aa75a07101 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 006 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Georgetown (Washington, D.C.) Description An account of the resource C & O Canal, looking west along the trail. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/b64bdb4260cb9b2131418fe87ba70efc.jpg?Expires=1790208000&Signature=DQIWyNdFUkRX9Of2fIqsSxhjoRFuLCSQefJ2nnm9TNp9AF8RrTbLwjMAMiRUyAq-czMwQqLitLGVJsu1VYbp3tL4OnnfRYIMadjaDbLpWwjTCbdDph%7EXVqSMtEJ%7EEKaocXhagq05oP7CK2ub5H2YwsMsksbZ69OUMD5-5%7EJTCV76N8ZwA7EcHzn%7EQwhnEWWiplX5SxBQDOZjVISTogCJoeoiBTjCpj8aoEUxD1U28Ibf39sPJixFgXHSrOGTPlSwiz%7ECErOTXaCrCzlm%7EnzG00Mc-oHSNeRoAMPqUWGMXWCK9kLDJfPVRrNA%7E%7EB-0gLfNWy4wYHDpCQUKrv0lblMtQ__&Key-Pair-Id=K6UGZS9ZTDSZM 42e5830b8a961590c329f140f8ddd6e0 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 007 Subject The topic of the resource Georgetown (Washington, D.C.) Chesapeake and Ohio Canal (Md. and Washington, D.C.) Description An account of the resource North canal wall Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c47c6fd0371877948b8b74e534146f03.jpg?Expires=1790208000&Signature=t6p-QFPDsRwxQKiLr10DxMEFgqWayHJlajQSjaBhqeLuaQB160mwkS6e23TeoSem8wF4ZB7WrwjsaXgy84-mSR1PvYQhRW5UE%7E96KnevcMu4l5hMzACYdqPcgapSNPE2-%7EkP6gCaaos01JnzhP-pwg82JKp2DmY5goH-Sz6rSfa60kkMiL9T6YhElnAb%7EzXOjDLhvYp%7EAnn4pQVRIF-W--qfOEMoH2bB12jr2p5tF7dmDizcHpJbbvYj-PfJqLM95Pf1qyNr2as5K0slMGOvoiIulDEhHkZz-5hs6%7E4sW1mWQ5haEpLu4M-9h6D11O3QsHkfaK1McUjP3CRk3tLVGA__&Key-Pair-Id=K6UGZS9ZTDSZM c0b5dd439e0f7f75ac5805f3443c642e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 008 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Georgetown (Washington, D.C.) Description An account of the resource Aqueduct over Water St. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c35273af8969ef5a7dd46fd0c5a6dd8b.jpg?Expires=1790208000&Signature=gmSF0rMMoP2923eK5uH9hex29idS7%7Es7LBl2VAk5GFeBpUjkwEEZpfSIkBkvzNyJLdBS76qHvJOw7bTSmvtDHm-HmneQmj%7E0HH0mp92kNu7aLi2E8NmV5K6lEdsU7cGQjqDzMUPYQAUWeGecqI7XRECL2t%7EK5j3MOshqYxnN12I2cz5z6WJzeS4DiP0m3emlkyjtUcT5mvZlv052-7edAok47B4XPKQFQMOH3ZcaGSdpQtXdHkU71aGeZsUnBQQ-ScAV-eaDq3k9uQc6c8trQ%7ETEP7uzAX9jpULevsTp-wpNFbvxiEcH2F7gtQPtFStpJNE34iQ1yTe1s90R6i523A__&Key-Pair-Id=K6UGZS9ZTDSZM bf8bcaaa95e3b00ccc1d47f71fe9c126 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 009 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Georgetown (Washington, D.C.) Public works Description An account of the resource View of the Whitehurst Freeway from below at the end of K Street in Georgetown. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/779d01f3c0cb318d9718743fb91a8c8a.jpg?Expires=1790208000&Signature=E3KIn9MrrwhRSLdhOggrbmRx%7E-6WdHRD%7E-PKhxhXwRPq-0Xtn0IV7RKSJBa7%7EF62lyiNzhokXsGbh7YZwJt4SPSP21LRGT6wfi6KSk0PGJ%7EI-SlPSGpVEp2JJMRnvfTtHCThvk7dgNHtziS4PTghbCUieLGFuQmlyIYIHzCdIBPqh0VMdFtc5TA8xzmwR4x1ZEYFQjieobARhTv6G9gHMGN0QKLNtXePH39LPWxJVdZ-QdJMo32Gl-ggFfouN8mQhc80YB1GJypm2RomMV-dBCocZ36hG8acLFKSVItiuqDm6SuoviOjbXESNWg-bfK0c%7ESYjT6bBLq96etix%7EFj-w__&Key-Pair-Id=K6UGZS9ZTDSZM 16a6d9c1969f019ec824705ce6116a12 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 010 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Description An account of the resource East abutment of ramp 3 with the Watergate Hotel in the background. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/35869250751d9903a7496355ed1cb79e.jpg?Expires=1790208000&Signature=aHTFVMzSRFGXj8VOULwi3PNT8P5HzrzIQdPagKen5Va7x42tYgMvBQL4Csglsnh0rWl8SQzKkrgm6zbwJH75NpypF3bxV1EceWMo458%7Et0rn4FgI3ba3kBMwj-y1DOab1ttC9eS9SaPcHN5xNQmbszxA-QOukIrVryPnq5w3aAsnEjWSWtN-xGk5gyjYa9ifyPc6Bn3IqWvTnr99kSdWEQecBnlAvuHe9ACslLiaGC01AXrhDnFht49p4Fv9HVNwemiT13ki3757Enf4UgcEC4aefiiOOc4wqVZ6esbjG1y3Z3tKPOx6uIeSFLrnyYWP0smYlzFvY5nOUpgA-CG%7EpA__&Key-Pair-Id=K6UGZS9ZTDSZM 373df400e9e4a74b683c4998e1155d89 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 011 Subject The topic of the resource Rock Creek (Washington, D.C.) Whitehurst Freeway (Washington, D.C.) Description An account of the resource East bank of Rock Creek under Ramps 1 and 4 of the Whitehurst Freeway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/41b610c3f95a0d0455246cd343e3f634.jpg?Expires=1790208000&Signature=J8vEa7x-bFf3lsVr4W4FPN5t6-lvtrWYnI-6NbmC4UDB7WJo4ybTD4bs9qrzh1juHqbVGIgZEWbUauXp7p5x8qncnISNhqcMGduh%7E7GL69nINrJEfs6CL58-LbKM6ikNWEE8Ytx2ghIFtGkFKgvyIQFxJfodVmdsMT9Jsd5oWcCHP93m-5rop2unc5HzCX8KEz8o9VrpD0JFfaRABfdX2gj%7Etm%7EjOTiVPevZEtecH-7IVTDiQKbee4500ApckmCe494c0VO5vHEwlim9gFvG4JPBqQr8Fi90I5CejScUNsYLo3pWgoTyCylfg1Rj2xMT1mAp-pULZ3r4bpXi98N9QQ__&Key-Pair-Id=K6UGZS9ZTDSZM 8f7ff4a9ef57a740a9285daf8eff79ac Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 012 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Georgetown (Washington, D.C.) Description An account of the resource Westbound super structure, looking west from bent 50. This is located on K Street NW. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 19, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c32123d4649a4f3af3fcde4daa45fe5b.jpg?Expires=1790208000&Signature=DqGJsljzuiOQbTmEYN5l50OGTEQMW30p9eLFOIZrDocuHlv2eoAAKcRdeqy68T96knjk-upkBqcMho24mmXjpX7975cG3Hf03AfAxAIjPHnuQkBocdah9bthHr-1JPUX1QHmdckV9ctZXBTwJgtZMPnz8lHlSMKamWMwVc43fUg-u9qsT8nYj2TwKKseT3Z17jgey1fYl-zZz1BJ6E31IwUAOI0N1-yTj1RKvkg4k-KYd-s%7Era8wufy1x-08oDQ3qzPTlDbGkRTB0lPe5pSAZulACZY6Ek3JkJ%7EmH0KkQPdUiiHCTDy4R9QlRluTwMmhzpJCCN8Ybf75metiJgRuKQ__&Key-Pair-Id=K6UGZS9ZTDSZM 5f1b2c7200d669cff607cf8c8bcd9719 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 013 Subject The topic of the resource Public works Chesapeake and Ohio Canal (Washington, D.C.) Description An account of the resource C&O Canal bed lining, looking NW from West side of Canal Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/883eafcb85be5813b6ee854b127efe79.jpg?Expires=1790208000&Signature=ncct6S0-soB0Jl-8UeVVdaRT5-uVnQEV8gZj7dLa3O%7EO%7EqvilLcSqhzg1Dslef3AScnRJNWtw41vzHi9BcsXXrSyZrnuEQ1OJrwY3ssygz3s6RV9qKRQ2b8OVs-AsmmK-uQJcWZnVAltFVOg06uUjyZ0WgyOJbTLpre5u5sOdIjjfHDRuNPP%7EkfwFbR23CUbf5258QwEFY%7EYpTH%7Ee1v7z%7EhpAZWlysCOEDMqBwugBmvtsoGIdWny2EuAfRmiASBbXAtU7fM7WNUQ6cRBExvhA6qHBQHOhgr359ssCLgtyI5m55Q5-xmsPMJPiEjiEOqckr6OevzOjrWY2vXZL%7EW5bQ__&Key-Pair-Id=K6UGZS9ZTDSZM 15058ea6ab8a958e30fce52ca268c0c4 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 014 Subject The topic of the resource Public works Chesapeake and Ohio Canal (Md. and Washington, D.C.) Description An account of the resource Ramp between East Canal Bridge and Key Bridge, looking NE. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/7b5b8e38ed5892705962d5a2bb534a9b.jpg?Expires=1790208000&Signature=b-zCYLZFZKOSdw4xlhx48bRW97TUJT1Gp77O3KJJvrBXcI8I9P-9FeJvmPfOVCMAfsBdm7lvR7mO9qsuTjm8qLMK9XFwZOgmonNn4fgYmo4sg35EPJTCdlGK17b6LC2%7EwQQYh8%7E3noQoKAPnUshnEcuyRMiUFL9RpqA5iqETiVTe%7ExXiD7%7EZ0cWkCiJQ8x%7E67i-bRd-QTo0zyorLz0ghVU50PGa2XGktyv74M0JlmKxyZYBm4COFjDBwIQ90W2L0iiT7dtENHEZYmSnWTLahfWTeBJ69xb2ElOIhbVFlHryT7B5hzl6s3mafFogvHqYi8qDLNatH9oNFgLvuiuX%7EjA__&Key-Pair-Id=K6UGZS9ZTDSZM 94775d274c5e3845d1de1479b47dcc65 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 015 Subject The topic of the resource Georgetown (Washington, D.C.) Public works Description An account of the resource Looking SW at intersection of Canal Road and Whitehurst Freeway Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/562f3ff61e8f8f544b2df4bbb3666bd4.jpg?Expires=1790208000&Signature=vdJaBrw4sMsULN%7EIGjj2bfzpXFNbIA74Vwf-TXmtDYGTKvMttTEkOTiSq3XzW-UHnqksUlC%7EGnDyGC5LeaPe5EdXGic21G7RgYa2ZFG3I9G3Sqlf-FwGiANRR%7Esg7iLLIr1oVXiRejBifuSUQCV-u3wpWMIuR94J7vbqVeK07IwUu92iNnRtDGm8KzCMKWdlgjUDwLqRIq2U4GzrzM7LcHNAFMk3bckuUlxXLMBtQCdkezb1jxZWeadVHLWpOoEmgZpbUspmmtoNCH04QTuWNUVHl64GF6gJiMctgyLRLmlR8B2O5y0rKkM8UzmUxpZ4cO7f2HDtRatygJ5Va1tolw__&Key-Pair-Id=K6UGZS9ZTDSZM b317fca6a431440fd9ba18091fa1a1ec Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 016 Subject The topic of the resource Key Bridge (Washington, D.C.) Public works Description An account of the resource Ramp to Whitehurst Freeway, looking SE under construction running underneath the Key Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/7bb0d4107c9c7c02fde70567868f94df.jpg?Expires=1790208000&Signature=cr1FZaGgx5dADSZIuaHgSCCPsBUr4sACBrkCpIZHGOwkckFGrr28mwg-GoaHyHqgy7z9ADTTUu25MzqTZkmigBnsdAMzdQyQUVzOewzYDRChlH8wjmJIK6Jb5pPKdaZvYTIxsBhlWe4Iwlk6G4l30qwGCTyzcj2GJIBmeQYpwfHqiv2cazbypjqsELUutCPWxfkDh%7EcI0m4Wnd2Wky1ybtxcGGwNF-kGJdcr71mxMaazF2sideFs9ocFyoByIOFRJQeBJX-4SnbL%7ERilbLgJxk0ZnyHNdn1x7UaK9oicJa%7EoSh0EpIfpqCtT-t4wXsINA25nSHE5Nj0e%7EQq89BlL3A__&Key-Pair-Id=K6UGZS9ZTDSZM a6b5ef57be5b20537c6d61ee5ea01ebd Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 017 Subject The topic of the resource Georgetown (Washington, D.C.) Whitehurst Freeway (Washington, D.C.) Description An account of the resource Ramp to Whitehurst Freeway, looking North. The old streetcar barn can be seen in the top right. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/4ca3c6caf8aa1ba6e4fa03ba2087e12f.jpg?Expires=1790208000&Signature=qULiqyBxHPAj-02jrQwcGUXjMWlcICQodR8jNt%7EXexExUVd8leqGCxFgQBzoayCI1zKecZrqZgGBlTfH2I21cRbnlGglSzsKXHMXY%7EroMUjOmewD1rDEuWyYXji69F0-XgqsFNZm270GwaPuaEirWUPD9Yb77C36BEEhAYWC1AiMxt7rCJiA16nVPEb0KV0sliOKTwirckt7smdhfyANbbHyYr76u70dAp9%7EhaIvKLHy%7E04upPrUAPYd77BM8Tie0KTTs5wnJZGi2g9XXu0lRsyxFEAWgpIMLYeBPKVOITFfc5DCLgopJgvvGaOhd27ifMqGv14vxK1enCaJEM5f3g__&Key-Pair-Id=K6UGZS9ZTDSZM ac296761e49a3fcca7a290a12f5e5fe5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 018 Subject The topic of the resource K Street (Washington, D.C.) Motor Vehicles Description An account of the resource Looking west along K Street from 24th Street towards Georgetown and Whitehurst Freeway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/32b630e8f14437586f7b5111c1c1ec9f.jpg?Expires=1790208000&Signature=XCao0bdQMc8f6Rut7RfT5YyemPkt5mnanVn0xhnmKUW-twyRAuOMgtMVDf1avfWZW9D82B7rdQEiElR4WNRp8kvXC8h67Z7Am0WAgC0RP8bGb6bCONGP6s-k2kz80Mg-OXEZFs9iOeuf3JXJhayc2-GSptJyQnV9FCfco2JozvQqZa2BCB5peoJfjKVFbocNNs8lT2FLsTzfqdzlD6AauX4sjg-u-jXWJedoIutHNGlYYD8adpqmEAkj1TZq1NskotcqPyzQn%7E8%7EuNUoY68b9XOOazEWdFhZul1dQJeJlbYz3GKZjJFQ0YOyvVsITZigwzrOwue54-oiP%7EYYnKFfng__&Key-Pair-Id=K6UGZS9ZTDSZM 525b06e4d3cb9ffe0e7423f0edd421a7 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 019 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking east along Water Street from just east of the Aquaduct underneath Whitehurst Freeway Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/9df963d93caeca6010b8ea223ba70efa.jpg?Expires=1790208000&Signature=OZyF%7E%7Es5YzdCrw0K8-ruhIyJ0u1s1-uwQEs0YL2IyJm32%7Eh2TTWWyouv3x7cRlEdVPRisH1ZepR8b0MO1fFZnIUPJ77ivT%7EzYM%7EXECfq10biiY9ALXmxEo5UT%7EJrplMfx3k3EEIv57aFeiM0-t5zWQTpDveQS57Cp0qJ4gIIHAZI14PvTYT21rgpTr5q2beomyIjr8NjzDprwHFIVxsZC%7ERCD2duJ8XtVbIpGoZqLLCjl1k2oCDMwYWrobA4pbs%7EUmHWQwfF%7EE-gxCAbMxHNEJKAEl4bJGc9fcqa75ho8WfzNo-k4CKiK5oXVDBFo8oPQqFnnTnSqscRZbCJHBIoUA__&Key-Pair-Id=K6UGZS9ZTDSZM ac962dc5005ccd677e4671a8d8e30ad3 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 020 Subject The topic of the resource Public works Chesapeake and Ohio Canal (Md. and Washington, D.C.) Description An account of the resource C&O Canal bed lining, looking NW from West side of Canal Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 3, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/8625d474b48160a5f5dbd37be620bf83.jpg?Expires=1790208000&Signature=OKCKEhSVp3xpbzG3jv6RRcIhC1zhqralB2HndpNBVRECHxX6wwZ0LhBqIQvjKabrK5sR34rqWdId3o4Y6oE2RHmowdmTFO1Nhk4%7ExhL2YCLRLDuJ64VAI3ylTIP%7ExDFiVInlQToEPRO06WN0Hk6W64BB5D0F6XTo0YK76yALS0%7EpXFqGKe6OUUFBtNqtT2ueVnvlFy7SbEvwROwKpTnA-mnX9UOmGOldzu0ZrA84pwI%7EM7-IW6AOwQp-e6LyUmeU4H01qzCPOXKEW%7EkZ01aaXyS5%7EzX8DBSTMbxDG81T53r8xoptSfTV0DSTE6Z6VXw1rhLbVznBUOSrPOmjfk53dw__&Key-Pair-Id=K6UGZS9ZTDSZM ed547fe42e4694c1d67d66278178680a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 021 Subject The topic of the resource Key Bridge (Washington, D.C.) Chesapeake and Ohio Canal (Md. and Washington, D.C.) Description An account of the resource Looking east at Canal from pedestrian walkway on Key Bridge with the old streetcar barn on the right. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 3, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/f0139a9a889a6dd3247c7bb75f00db9b.jpg?Expires=1790208000&Signature=WyoEYUPk7AfoPUgO-k8BittH%7ES4ObcLiEITV3AkM8EoTI-CCEYgDHD6o15MBRZtrDfofATk5J4PtU5sK2obiILrDLTL8j%7EfZ4LTQjWxJs%7EuTnDyklWQSGXgsGifk%7EMpEps1mExWOoXckA3HISxayL-8eQbQJXKwySQ5AD2vJ814PvP2YsDzRviqEKsKS3VZtoUk0ulf9tjL-UFsRJmcm5Z4gIDLL3RLagmiatOIRDQ%7EZoO6ysX3Ci6miSsV0M7e-KwY8n7FuMZXwzwxhCuMaXoPBfMmDAR-Dte-P0Ab0HAX%7E7Z9aWDBBXK4jOqJxPvVU0%7EF9D6HCTeeMI1p8cU3dkA__&Key-Pair-Id=K6UGZS9ZTDSZM cb2e1b97601cad9ff86a7d1e9694c553 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 022 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Public works Elevated highways Description An account of the resource Fenced in archaeological area at intersection of 27th and K Streets NW. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 3, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/56ee2c7973e438f47e6e4c816d529c4e.jpg?Expires=1790208000&Signature=Cts6lgfn0J3bnqnl86P7RbWcgpXOvXSG2AzZ4hu6Y7a38rcY8F1OmdxEAr01HePtWCLx6j7c-cwC9neQibuHEwzC6Doadz39Vgn92KLBAzeO6orSfhTBnxVqoPAJtSw04m30CPv70bSSMEERyHqBgJts3oEsCPDHhkDpCVofIY8kzrOQ%7ErEJrbQJ-nQS4eJycmERsk%7EOqqPl%7Ez9Mc6O69N2sfxyDRXuHyvMRRjnHE0PkUVn4yC3lp0rQMVHjVqaScnHPnCvWnP9XMiFreMwVRW0fxTLHDUryDAJrFNxc2-R8YVR%7ElwYKJ%7EhOpufa1eGDWNxk2W3rG%7EeTQPl8JEnIDQ__&Key-Pair-Id=K6UGZS9ZTDSZM de35aa7a6c965b66d69e38b3d05ea64a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 023 Subject The topic of the resource Public works Chesapeake and Ohio Canal (Md. and Washington, D.C.) Description An account of the resource Looking northeast at canal approach wall where Whitehurst Freeway meets Canal Road and M Street. The Streetcar Barn and Exorcist Steps can be seen as well. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 3, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/9e543b7f644491a8f95775d2dfa770b5.jpg?Expires=1790208000&Signature=u1RsjSSjgR45laZdoCZ-JApohdRh0b0gBjif-OAbTMLCF4e0KPCXXvcxEih1vkNxX48BkRm3s722OiXd1SizkCpxGrkspK%7Eg9uXKp4W%7EJ-NF679JjOdvwIBacBoFYbdKnF0vSV46VSbmQduUIQt3EG%7Ek8ltFNDUl6ZvehCyx-%7E%7EPQpWrpOMCxL2GbmvQwZOWO2nOKkfkKWLMAugibQU2lHLVQgc4oCaD97VO-%7EJTSuicS25SnbknQLBXOGJ2V15uyFYB7dMfRqMhlgUNWydNP1-VSWfeF4znQMI-n64sm37lzVdMH%7EunBhot24blLf9fK4GGrXFKJpAeyxwB2juROQ__&Key-Pair-Id=K6UGZS9ZTDSZM 394b54b1475b526d22a635566090230e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 024 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Public works Description An account of the resource Looking southeast at west abutments Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 3, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c9ba4a8c275bc4aa20595da363464196.jpg?Expires=1790208000&Signature=pqxs9uETWS9lpOtYK0Lj20fDQXtDZbt9E1KXgu7BaNkG-v9D0vtjLTOAHFKzCudSYFfEPWFOUWhmz8jBWD2RY39-JYvbeBI7NauTrBIYlg2PZ954nHubbXU3cDhaPoUsGdekiLjVB9l5bkWKX2h1HJNbJvAbvetpVURQMyOIzlku2YhKFmXIHrt7jQtkQxyOj8c-9PLC57H57aDXsbi3wzu-1jdyZr82%7Ezh%7Eq0siNvYf-JKX5ZTEwHljTWYJD2QDrsG3BNdtvJhYLictE5UKU2lDm9k2mqbWJ0yIuvYRVe3rtZ8SExq7gJquzImNVxACe5%7EJq086LfhrSjvV1WQg4g__&Key-Pair-Id=K6UGZS9ZTDSZM 4f6207619553cc024fb0fc8ad756427a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 025 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Key Bridge (Washington, D.C.) Public works Description An account of the resource Looking west at construction activity - West side of Key Bridge. The streetcar barn and Georgetown University Towers can be seen in the background. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 3, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e9c3b728950dbfe04921c4bf54f889b6.jpg?Expires=1790208000&Signature=TWgv-W6mDfyTuKscqxJPQNtqDsNdqKV-owAuKfXKPws5roIVLITXSi8yMUe4nuMGvX5RBFOpvQFCBTWw7abweAyPH-qqGOOflK%7EHBgmdwPZkeN5z-8Vycoi1OJ5Mh9AKzkxP8Y64YJs8z5L21Bcokb2GqaiihHWmtEFbvfFjvAD4hIXwzxBZc22CisuDAUK2Ke%7EP-FTX2ri8j9IUXv0jsc1HEx5MaVG6oTrNCUykBBgibbtAXily%7Ey-f5IBM%7EJdCC9xpcALDKj8NY9MhfOsowsdbFTdlotcnR06%7EZQHeQKu8mrUXfAldwD8NMaFeJ%7EfWyREvxVnY-zg266j1dNMuVQ__&Key-Pair-Id=K6UGZS9ZTDSZM b80124ea4b76ab95278b857671fa121a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 026 Subject The topic of the resource Public works Whitehurst Freeway (Washington, D.C.) Elevated Highways Description An account of the resource NW view of canal ramp - structural steel after concrete removal. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource November 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/f1ba71a3baf120f4554ba180cd9510a6.jpg?Expires=1790208000&Signature=FU0o-3Twssl-x8eGVUWaFud70Zc6KAFrvyAWSI1uS1e%7ElP1WeFSA9hNfSayfFytiJ5dSTRcBYLsBiiSq5NYPth1KUppT4-MOtgMekUjyINQRthOlrGpTYrmnc7r8v7QxOmN317hTM%7ExEY-ehNSpM2%7Emoj-nXSo9MdJw31bXcEXrNs5cINv84T317N3lQPND45-57C6fm9IkqhSQxtkPCnYgpU5s02MMrFKs9n6mu5qAJ3hIXq0fLp3Kj7G8y4MkVG06idPwSqlnBcRHsIp4SXlx2Xv0LsZ9VnIliizHDHeOoWTmdqNzxwQ4LJml97AiWxgYNDtU2E1Yex1Ug7ZNZoQ__&Key-Pair-Id=K6UGZS9ZTDSZM 0680712209339eaa7eaf74b68475393b Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 027 Subject The topic of the resource Key Bridge (Washington, D.C.) Public works Chesapeake and Ohio Canal (Md. and Washington, D.C.) Description An account of the resource Looking southeast at site Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource November 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/6dd34a2b8e50497287452bd727af4083.jpg?Expires=1790208000&Signature=QHpkJ-iacTy8X4Ef94SfeVuBvfWXnd8Smh4-stA96rsaA20vaHjGu7v7vPlcciW2H6FslTI8qSE4eoOp83eoHImzOOdQJszeaPTBh-Z2U0QC1oFQEUyF42hUlSwOBO-SH%7EIWDG3l2-H78Ljyel2xSyfqsRFT7ge1ySe-wkKI-YOXROC3GQjly%7ETU7fkZdlP3EOnNC9CHgT-Sb4VWrQAbm-iho-UZnQ-WzYjI1G5UKLnF%7EAdl5lJGq4lXJqzOGLFlMpiLoP08bNn6tGzFdQU2RkmCX6LDwmNGtX496dH4bV5cDu%7EPiVzBFo580qoF6R6JAU8PQWq7SRcg%7EYrxfSuIKw__&Key-Pair-Id=K6UGZS9ZTDSZM df2ef0e330ebe326cc9ba679c25e8aef Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 028 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Public works Georgetown (Washington, D.C.) Description An account of the resource North approach wall of Canal Rd. - Soldier pile and lagging, facing W. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource November 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/9671b4b18fc1d6c59171408f61377d7e.jpg?Expires=1790208000&Signature=pDz4IY7jw08TlzQ%7EvN6j98UiwTd4kd3eQw86oMHuLtD1a7D66XqHxwYohl%7Eupp0H1mDglTbMPCzfdB-NOxn4%7E81YqT50uhtWgzSYbb2DcbuqnTOHBk1gShZk6MQ5NNq1G%7Eo276Ddg7evEemGDaqXGXRxU9PWxnPyYJa%7E600194xOiHVVOfsHCWex3p0vEjiOf9bZCv0Xm1hTSy6pLGO4NyYb-N3hu0KoPDjPd3ZpHqRnI-2K5eaEqKLfEMyH1QYgT3R1yobbJsEbA534A-4LhX3UZYRL%7EbzObeiZrKEoL2aDu5XyYaHy9jMNVSL4wr3GUeWLAtdM8NjH4Km2lrwqzQ__&Key-Pair-Id=K6UGZS9ZTDSZM b0b130af4ddce2457aef0e7778458406 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 029 Subject The topic of the resource Public works Key Bridge (Washington, D.C.) Description An account of the resource Backform at west end project. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource November 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a4d84674c3ad31039ab3320bda91c110.jpg?Expires=1790208000&Signature=t9S5KBhqLZ5baplJyrjXD09GAW4Yr1eLAdgv4gtHCuSnmxoE3%7E4b7IUr6bwoxGTHo2twKQTz2ShbJNUGcJ6OPaeUJ95m9IZogAcV8k5jw0DoECnYPPvcLRxWNxEJrPzwOcQyRTrjAFjqvQeli%7EzYGAgthRrqfeA3pFmz57VT9S5-TN3%7ELRsNyPIh6xatQa5PAMkzIkx6HdhEnCrYDvWdf4xPGG9w%7EcjTUkFeybLgr%7EC0%7EsCUIDrduMELXDGCkIMR9ec6YT6I8JTQrk-Gc6ZwK5l6fUb27xSBMn41pxi6eZr9hKImTAA1AW-iDzRMwFjSxBP6teSBhAcV5up%7EBaF5Sg__&Key-Pair-Id=K6UGZS9ZTDSZM 1c2919932632333387946a859c65c4bc Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 030 Subject The topic of the resource Interstate 66 (Va. and Washington, D.C.) Public works Traffic Signs and Signals Description An account of the resource Whitehurst Freeway, looking east. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource November 5, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/024b4cd45db8342ad7f7d46e3aad4ea8.jpg?Expires=1790208000&Signature=KhXqwf6Fhe1vFbDuLL%7Ep1zmWeLlmIl1uxaD0abH48KuiafEgloxQQ8o2RuBfulxfeEuKDeoYmnsJZWyIR%7ETEyP3HcOlJVNfPBCNyGJQX-pGfarAJ8DqEloJeEz4bEvWPEE79e0nd%7EMZWmeIWqSEV3qSz9b-yQftD-IwAyFkKePhzfFAjlbFv3BL3R7BD%7EACuNK6NC2G4xlVfvQ%7EDlj8Wzvi4vf5sQJgVB4t2iobnpNa-mIk8%7EahOl0ZZAXV4ZdFRZComEJ%7E6FNVtko4iLJQ6AjNE31iIA3qnbhsfIaZX9Qx-vSU6H04Pkn15gqE7i-Gn3eQLwB7EYWQWWrs7PUd9Vw__&Key-Pair-Id=K6UGZS9ZTDSZM 4eb744dce37e4641e55a91b384e6670f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 031 Subject The topic of the resource Public works Elevated Highways Whitehurst Freeway (Washington, D.C.) Description An account of the resource Looking west from top of Whitehurst Freeway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource December 9, 1996 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/be3bc60d85de267060696b6acaf1ab9f.jpg?Expires=1790208000&Signature=YyAmjF%7Eyo3IteTELp5fmMNxToHX%7ENrlYjEUfz2k6bWnU0dbN4vmd0uG2NiQzGpE7DI4rNVxb0SGbKu8xss3jRkplTv6Rax-JDi2-EDrRU3fQqvimnwANrJDqwwMYRgrt5VYfwGlHO0%7EiboC2OzJWmROj0bsOyGUN9%7Eq85pJPqfbYHZGCgxQPIzIImafMEjv2VSa7UDSRMspDS4LmTWkGlm%7EMEB2UAcEXQEGm2MTeJ6a-TCmFkc502YZgS1xbBML9o22v6SLe29SazNeY9hCrtKeI05L4RU0KaDiKD70zbyCrWPQIYDDIVlUMR1JDr7lXKp%7E%7E-ZDkTQPFWD4qhQSMsw__&Key-Pair-Id=K6UGZS9ZTDSZM edf618a00f2892631b04a2793d5a34e6 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 032 Subject The topic of the resource Public works K Street (Washington, D.C.) Description An account of the resource Looking east at south wall along K Street at the intersection with 26th Street NW. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 7, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a75effc6faf39e87e54a2cba53f87787.jpg?Expires=1790208000&Signature=d16T0SfrBxdGBN2ypdeizPgsWzhMNIPqyLIiRGYeE9TtuAGuxfOifFnoS%7EY1ujSeA7SutZ3evS3dqE9W51reQM5DkyaDCJCGVBTqYh9GYnc0t-%7Eq56G2RkmHkone0t-oDG%7Ecjgif-VRQE4PNNCN4hKFekhf6HsUx0Hb0N%7EzCylEBcJRR%7EfTDT9pkyrYuStayXCEM5TTUNHwRUZoWNJpb2mfdinDviEr4TVtkffnivr9wRt2gNnEe-vQ9G-F5UhQF310ay86Yj1o0ShiX9IK%7ET7AD2P5%7E0UM2AwGKCaAX7ZfxZ9vnZGPAcOp9O50zXZNYEph826Tf95bJKgzUulOB%7EA__&Key-Pair-Id=K6UGZS9ZTDSZM 497110075c9fbab78a9fb5064f75c093 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 033 Subject The topic of the resource Public works Georgetown (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at West Canal Bridge - West Side Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 7, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/bd34c38de389b8902ba33245ff6439a9.jpg?Expires=1790208000&Signature=KmiYL6cyPIWKxCfLJMe18kFsbEgsPK3w4fsKvtx9N6DB7DEnmwdP58Z8ZqDpOJqP5lZya8rHz8PAAMqlDVzg4vytbExuYA1F-Y0Yxltv1RwzQuoTcvK6uX%7EgpClPfmEjxgBUhbKiU2Ku87FjP5l0p1tluv1Ev25wR2rf5zNLM3APP5gBymJr6b4a6Y3UWsT4%7EkkdiPaKaipH59KTegpfOVJE8XmpvtvPe2Xxo7nLhvxW7roOytvc6l1TWTq-EhjQHgCB%7Emz%7EgADEO4yi41qhki5WS1DVAgm0GvbN4SjlHsJJBKt7Cc41lfZ3NUYF4b7k-%7EyU-Bbl62FmzotdIa6Gyw__&Key-Pair-Id=K6UGZS9ZTDSZM 3a2f59ac20ac0de5f71eb09ea2b98fa5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 034 Subject The topic of the resource Public works Georgetown (Washington, D.C.) Description An account of the resource Looking north at north abutment Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 7, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e198d1b2fbbcccfda8dc2bd0aedc5c8f.jpg?Expires=1790208000&Signature=RuoVG84hbs8tLD61tF1KtvhLTPYtZySy7VRtrTByhvvDhIWB3qYbyXdokmViRBLHSB8DTTOuJhWkK20FwykTthB43A-U5wf7TO5vFgQWJNlitDTUdMCl3M3caCbOvKe-UDNzAn1Fb2pI9lqT1bUr91OkMJ1TLWmr2f4y14s8M5gc862NRb0-NdyNq386sYskZOKl9HlYcGId730vSL3T9a1W9gm55PpM7EVFvqLqCy7SexsoBsyUfgfUPi9VySoZoQKNP8jRroT3aVfHZf0zmRtCbjYaqqrrSik7Tp8okAyovcxaMZxNtK9EosmrKHaQIf8y1GzcWwhH8oOGfhwnlQ__&Key-Pair-Id=K6UGZS9ZTDSZM fcb90887548029fd3ed76ac5cfbd9a0a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 035 Subject The topic of the resource Public works Motor Vehicles Description An account of the resource Looking east at Pier 61E, with the Watergate Complex in the background. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 7, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c9b1f93fd2bc5bfca43b3508fcb85817.jpg?Expires=1790208000&Signature=cR%7E-2fBSEVQP-hCOX98-JoOdaqNPx1f%7EvilaBjxYhV3gMOaSTkG%7E6CGeSa9zyLWF%7EIrPRvI9-ctgUQhQSn7mD0eeGX6gtYEdyce-8QaIPd0RZhCIEODiVsCBdcaS-X0OsYW4wEvcn5QnrX2aPVIbm-b3VV%7EIqKF1rmpHp77HBgv%7EsfRtK6kOj9GCkF2-FZ9AF-ueXC%7EcUEDWG0HcBf80pFeCqhY-hbqWbqW9Vw2SCWK-xRVwg%7EgdQjc%7EhccoxSJnE6MErV2GtIII1WTVNwXmbchtucwMGmj4uWcOBJNwxTapjgNZF%7EUHAcHrFODyYtYN7-s0kyYnsf5V0XLByMRtfw__&Key-Pair-Id=K6UGZS9ZTDSZM 215d972b39158902b169c49dbb193652 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 036 Subject The topic of the resource Intersections Motor Vehicles K Street (Washington, D.C.) Description An account of the resource Looking west at 'Do Not Enter' signs at top of ramp 9 at the intersection of Whitehurst Freeway, K Street NW, and the start of Interstate 66 (Potomac River Freeway). Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource March 4, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/25dbdac017547a4495871740da443143.jpg?Expires=1790208000&Signature=V8PtX%7E-XvDOh40dAg23DXpx6AjLI%7E%7EZioM1EaAat8YM4AqoB1W601mf6T%7E4rApAx236tN6hrlSKrPud0VvjFEw-Wv6wk1fUXgz1w78LMYNCkPsxY3TYL%7Ebtb5dIRF4Um6jOqAKDu-SjH%7EOHtqdFyUsMfUYZJnAwZcOwR2bjzzaF7KKyEcL5cYiQRIWRjvLYACWS%7EKVYL2YXlAvP22eX7RE%7EYDcagPvc247lvDEykiUYSLA4M12M0G8XuZtW2%7ExsX3ukv4iOZuqHY7f%7EuQfqaIPWXcJZBtEuWH5UcdoP57X%7EGQv80veIsct1VluW-Wg2K6WqSCaTi7Cx5I0CWqvFPog__&Key-Pair-Id=K6UGZS9ZTDSZM 6ff251d908c06c6a184f1ee5083e58f4 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 037 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Public works Georgetown (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at West Canal Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/6cd838abb72bcd57fc76c9f019e0b44d.jpg?Expires=1790208000&Signature=Gg3149KGBbTGzYKOG5v9esgDmeoxn1nZFZD6aAXSccIdaxeTvsm0c-1dlYsLNeW7bzFTduGVXiu5VoNAWRbr7ApfBwugUbc0zPdGkPieqKYuH%7Ef4PirSN5XODtRJ9HiURtqhRhSl4sOtxDW8Xo5k8Znn6I-hoXKaz-DShT3VSnQwwQjECQy9nkIkhxgn9euIbUPkmUArGTm8GNXM9FiGCN62PiaIGKPWwdNjgjdgRs8lMV3EXFHgsmUO2EUzca1OgF3Ta03DZN4WGHalOtZ35IFaQ0MEzvgoJt4OcL72xw5IdeW0FrufNpTtZ9grK5YXbJt2OZSKdobqG0HEGbhUCg__&Key-Pair-Id=K6UGZS9ZTDSZM 345f307b64b23ba93872468077e40537 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 038 Subject The topic of the resource Public works Whitehurst Freeway (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at Canal Ramp. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/173a854ff939a40ecb5bba6b5c7af1dd.jpg?Expires=1790208000&Signature=KP4hfnBiH57yTy2dPYLbPFOwriv1zu4LHlwx7nFTQSRdwUwZcOrVIZ9JDtChSnil-5Uk%7EHspcvRDk8Mh0Q7rGGF1r4I2f4RMgieKKKmlaZSOLdSHQ8b9iMCY473GrMA4HIzH1clhLXALfj1OoJCLTKlCtDHUcFnLKxP39SFT1wKO5yn5UwbRhqBT5urNoT-VqvqjZLji6MEcBPw7SByvMt2eJv-pxkGGAE5-yYGQH4%7EAzCSj0HlKJ3hG876z%7Ed9ljcJP9LsNd%7EDbxguiRz2-9ZFeo-%7EtqWuqXEFgeyEvv3hjsj1OsaDuDq0TkWGFIci0Cejq0Sh-UUEv9wYmJmWyQQ__&Key-Pair-Id=K6UGZS9ZTDSZM be3b74810359f15a0455711f7f61985f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 039 Subject The topic of the resource Public works Key Bridge (Washington, D.C.) Description An account of the resource Looking east at west end project site. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/bb82683af00e16af156615596cb76e19.jpg?Expires=1790208000&Signature=WRxzN8DFHlzTjlU7Ii8IEPSu9f7X-ElYIjb6UKPeEwKiJxhHxkTaWvJpN0Pp2isSBGlm4YXrF-lstWUlVkjJFC9UZaBi7dfayGeR29J7ExQouNjtsjyW-ap5OQBQfHKSq7xUJbPTPqlePKqgvCCffsFTwb-7wp5T27ygjMxIrJcG-EV41XYnA6C3bBHCm99VSbvcVkNIbH%7EMIMRTtBZWO6Ap66j1OXBsP1BgBtnRp3Hnyq%7EB90zvgmjS2PwVt6ZKwP3ZFqTuA65NIXUOkG-g8T3ltsVQnkLPTaTMH8mS4SoYRwyBhl9NoHotfcL3qFBwXz3SBm2G8IbOirT3vDVc8Q__&Key-Pair-Id=K6UGZS9ZTDSZM 853427373cad8ace2b2b089a813b1050 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 040 Subject The topic of the resource Public works Georgetown (Washington, D.C.) Description An account of the resource Looking NW at west abutment near intersection of Whitehurst Freeway and Canal Road. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/61a46b5be3a1d6589f5405bd75258883.jpg?Expires=1790208000&Signature=mJvYhAcV8fJhs9OC3RCyhnd-OUNkyBBBfUPAEFtUw3vHODonojNeW5zRMgI2lPoxDs%7ETovKd4gSKNvYokV6kaTcMjLVrgdJ1OpWg4283CY3y%7E3E8qjYngVewSNSox9DyIppT6mlsrPjT4Z88n9EMwZymbMl7fS8PASOSso%7EFJghGSk1HDVEdNEuAsnrEcq7xq5d5MDSpA9NLoiEzrlFRbVADJPeZD2hAMXa90BsW7uNMVDsYJjYAAWEpxaHXRdnHcuqiHj3gwxN-V1eCxtCsg6DXZsmO5XlauZqV8G3KdjWLcj7wFU73hT4Y7qYCPclurKJ65icwRdDNeENisytjqw__&Key-Pair-Id=K6UGZS9ZTDSZM 59d5b1dfa2c49be41903b2b82e4c6e14 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 041 Subject The topic of the resource Public works Elevated Highways Description An account of the resource Looking west at top of ramp 8 towards the Key Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c00b363036b66291e95998f4d44a9f2a.jpg?Expires=1790208000&Signature=Z1lTyuxIGcJ2gPIKZfGZksgPsU3d2LS1SuVU-LteR5hNsnq6WKagXamD%7EzMd4%7EmUMeifbIWhu4M05tY3ksmL1HSF2f%7Eos8669BJLqNCS9rFoWIzVhkm19xFPHEGN98%7EbfM-UCVwNdzcchY8FU4z0ZVbevoPZ%7EoeHg4316ADJ0jWBgBaPIGfsj4FPYdmkis0--alO3H-UWJs2KFmUGQw027tNFoy5AcpkFMWiFZdUfFId%7ElSi33XPdyXoWUY4LagqhLuNPUF%7Ee2IsrQfduYCt6gWKzB8lzlI6HVrVbguLbw15REPCdjSO5p%7EfkMiaCDklKvOHNJB0iYTlEzlr-yPrAQ__&Key-Pair-Id=K6UGZS9ZTDSZM dbe36055fecab8f2d84104fbd5925a6f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 042 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Public works Description An account of the resource Looking west from Key Bridge at West Canal Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 5, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e79f93fc97a01cf9d37f25a44fe38209.jpg?Expires=1790208000&Signature=OPkbWszIfCnu4z5pyMdZix6Jf6tb%7ElL41vH2gdFVBAagYoCeuNErlBJWzk5iEqn8f%7EPs7TVizrnsvQ7sDJHb7YF9s9LG2XHU58YfURc%7Eucxrbkn-ptN20YmzN2heykoXB7gcQBkqni4qqXmRUQjSkTA3%7E-AdUI5x7JvKKEFiTv-I4QgRv9oqPdNSZDFVjqmRoqvz5M-tA21AuQ6CKtuUtIHW1LBoqogtRoWjDvc3lFJQf-aaVYofDWQn4oquKOODzb8%7E0U35bIx7qOoY3tSNtrf1Mfh6zcQQ6pzWZrS7agTIj23Cl6qcOXuXtpT5bbQICHIep9ULn4qwN4-khleyUg__&Key-Pair-Id=K6UGZS9ZTDSZM 7cee4bcdad1628a086a6a82b5a6910f2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 043 Subject The topic of the resource Public works Georgetown (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at Canal Ramp towards the streetcar barn and Georgetown University Towers. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 5, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/589f27fbfb5f02389355c885892f9b20.jpg?Expires=1790208000&Signature=ca7BPQLkRqr5PSCCcf0kd9rdDi2tJOhD%7EybY31NgaqUgMhOTO6FTVEcvmJniuuCJ6uw-V5cs6in%7EKXne4xLbZJOCUk0JgQO07dkgm8t9mWW40xihvJPWpGuh137KoInZpkIms5g4o5Q2wvgafzXn4kloTMJZNT5TqlZogi2lC0ZEmX9oY0LDVJ%7EScbGe2DQ9yG7-9zLwlUD4fSIZW7rkdCsX%7ENBDjDpmogjLPCfJ56Zll88Z7b0XGCZQ17PS1PkI-gR%7EGEP%7E%7EwB-GWliBKMFjyzA7eZcINVHDj-Vq7uslKSgpxogPMQ7SEx9BoAXnIIzDgtLmq%7EmPa0V3tUV7sjVMw__&Key-Pair-Id=K6UGZS9ZTDSZM 0b546ff33856412408d58c67862906c0 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 044 Subject The topic of the resource Public works Key Bridge (Washington, D.C.) Description An account of the resource Looking SE at west end project site. Rosslyn and the Key Bridge can be seen in the background. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 5, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/317cefae8f566b88845c5933fa3a308d.jpg?Expires=1790208000&Signature=r%7E%7E0lqgKfn-VU2PnH9ib50c53Bqo0cNHbYsadLBXH8fu8uGUNKFpsvPfJ%7Ef93bMByXwLvKV15IbbDKR26BNV%7EaHhP4gAjdBijoDlxN7x67j3mrQpqnCdKHY2n%7EUziR5%7Ew4wBrmspTN-njvXILTdcYhQfinPZUqbmO7ZrdIA8U5hKznPzAHRnqrd-07fEiWNlp1PwXM0wf48skq5z4fI2yHYf8cfwOrBikFe4IaBubcveaWGGNovbTdH-0qVJm8Hnk8%7Es5fmknUjO%7EBdam347E3qP98pzQIkLLbK97xXpu8OPeerGSFJUn0Y21pGR8x3zlgei2Ko3G8kD%7Ela1xIXr5A__&Key-Pair-Id=K6UGZS9ZTDSZM 757b4a97a8eacf1f48d9f623aef7e96e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 045 Subject The topic of the resource Public works Georgetown (Washington, D.C.) Description An account of the resource Looking north at timber stairs to tow-path west side of aqueduct. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 5, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c98700e9123bae069eec521bfa54b7db.jpg?Expires=1790208000&Signature=lvMkSdn8HwuvjmuS1XV2aNf48XUEHwx-ExHJLGEAl0xEUq03prstPGalll9JfGvoh9pfRkyn2JEVqgD1o1WnJYl%7EtXiT6ABegGc1ml%7EQ2FxgSdWZzZD50F13B1wl6i52kg3B2R7yzzxQTCcHGLoJQsN5yCydBXFlOOWhRMvJQIyIRd-mPlvZcVOAEEdg4DX4s26exeHGI6TDnnCbIMsSnLXT2PyPXiAUVSnhaRUZpAvvAy9e2x3Ki8bw26yyw94GBZ%7EOJxovAB6JffvJJx7SjXl6LL6c11z-lM1-F%7EBSULChW0mt6TNwERpjyIN6N9jRzYfw5fO1FgmkAaYhhAHtiA__&Key-Pair-Id=K6UGZS9ZTDSZM 7e3edecc960774e5634cc82d3f684485 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 046 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Public works Georgetown (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at West Canal Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 3, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/afc03350e5fe4ca887070627bba523be.jpg?Expires=1790208000&Signature=k-5vqxXNseaTUY%7E2Y2e4IGpW2vvl0%7E1SfalmNEl%7EyTC2N7REg%7EzaSOESWdp52WaC%7E7PZ2FeiMYAU3RyxjzdI9B3IacZZeCQQYdLqkX5jnlYvV7f4YsML6x1avARLu4RRBQo2XxgO1RFjcHuZF8s4PZg-D0%7EEKFp%7EGDii2bOap24%7EyQEqdmRJDMOcHYlupxtrjFrlgcZEBIXvPZ2tjuTQH5xohcgulj%7ELK%7EpHeK8-vTYBVDL0QUjGWLOriJbYKladbalESaLIKIei6nECPRxM9XYJDBxzgDjKnGLlSuEcnxN-aNeUV1riuBgTElao-P6jj4NJZ-VVPo-BXTff72UE7A__&Key-Pair-Id=K6UGZS9ZTDSZM 075ee7e417032b20d4095d67a3a4a44d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 047 Subject The topic of the resource Public works Whitehurst Highway (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at Canal Ramp Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 3, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/49c3b502f4739e1ad95809825b47f0a6.jpg?Expires=1790208000&Signature=MPTKnLR0gK2pZ%7EI7C0wAzqAd9KHhHzhoD%7E7daybzd2KpK-5Tgs9IrtXGFPU-jUNXkl94sVULKfn1Ky6n2ZeP-VEbtvOGUBpmj6sIMJEdVt0s94rtbmoRriV-g0GgA1QmWqDRmi1Vq5fJe-t%7Egfh4VSieUu9CpCb-5Jde6YDr-%7E51UMUNlxhPaX8Kxx9eUqfPkdnFKGNwIRfaXsev38hoTfJ2o3aI74R1XpGANnpterRMtb0HjHedH1y05TN6uY4EgmmqdVNusi-N9ORxwr2bXAPfYSD3567iwNH7enb9vDDV3mBId8PHpXBMP9QMpz-R1R%7EcHFLQevw%7E-vI7HMJhXw__&Key-Pair-Id=K6UGZS9ZTDSZM f6890ad57990775152d17d97382aa29c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 048 Subject The topic of the resource Public works Description An account of the resource Looking NW at spans 54E and 55E Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 3, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/59faded8e45b7fd1456b33643f566a79.jpg?Expires=1790208000&Signature=ufK4heO5Tz1oECwjsJQkJlIv-wB4rU9BaWHVstYMPVFtEWdRTNmsxp9G0wcZagTPRYi75iRp7yPexioSr7jRlD5SlcsqYzvekU6jMEtrHB6sl8RnFSStOZYv3V9mTzWfvMA04mXfd1xTfSSI6xM%7Ey%7E-bShb23g4dbsVtQ0eLBBSGQSZWbqjksczccPq8H7xemcLt07wEH%7Ef6GcRuSjI5bkB0pnhveJNl0dZl7IMlZCU0rqSEhgrQMKFFKDyZguW2ZpXxdE75IwMZosC-yVPF-DPpaspASooqyO7y66YLHEYfgZ1fK9eADnxdqHHkaVrfN6MA-NnUANBeDsszcVEugA__&Key-Pair-Id=K6UGZS9ZTDSZM 4b075f17d29d275e32baebffc47c9a90 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 049 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Public works Georgetown (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at West Canal Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/eaddf302876cb594ce911869ab52b9d8.jpg?Expires=1790208000&Signature=rJ8aTMaYM3SCw3gVd4-kBuFZ4KVLHflO7ZaWswQQdyeATUvPE3j6QiZOuG4AWgUXxA0T25kzxyZxsUHCOjiRiDSMUMiQlp3E20TWxEwTFhoplXFn-Ocn1zpyufdNrzn5ZnkoeIFuS7-C9IRA6U7np9LH5Fa3p5K-DMVUhnFBmu58r9c0tHrVKeYyFgmOuxfBCz1VZmWP%7E4PGPYImRF9LYOat1KbiGpl1Zj%7E5ekJM7sm2NH95juIr3D7KuAwyxFgFtaZzEOvXNweC4stFYIhvBxAY5n4J99sLionB1fP6mDqHM00o2hLFzpTwieTGZqpVof7YR3%7EE2oIde1Ixz87QWg__&Key-Pair-Id=K6UGZS9ZTDSZM f8fe7af907fbd1647b3b7b500bd06c90 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 050 Subject The topic of the resource Public works Whitehurst Freeway (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at Canal Ramp of Whitehurst Freeway Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/b58f8954828840f9bb68ababdde7e9c6.jpg?Expires=1790208000&Signature=IqDH3zm6cI0VyG-g24xZXS93qnrRP%7ExCN-0%7EmS03lxV3KRMOQFNWARL8sM8z-HvZHweNnJnmddLjv70C58TZVpZ4sIqhc%7EcI9oOp6UyCJhBaMKgp-H%7EvWQ3xyIGrZEQAiV5fojJ16%7EtxAjXKtTm9FxkKwm5PIwLyuQyyK6yJQ5rpxM0AewLnphrtr7VVhIBJN0LyE8mC02DRmaz6RGPFM90OEmw0B5v-2k1ana0d4GbRJjFx4ceZq5v32DsarDBhAhJKNFgJJ9%7ElXFz0yYkA5efQOoQdR61jowB524herdutBN1hQSHi51fE8Uo%7EsAOVBxF6lbL%7EuxUh9D2pBVUXmQ__&Key-Pair-Id=K6UGZS9ZTDSZM a6c288024cd42bd151a7e86e5dd0f96c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 051 Subject The topic of the resource Public works Road Construction Description An account of the resource Looking east at ramp over Rock Creek Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/637c98c2c606747afd6c325999415e96.jpg?Expires=1790208000&Signature=LlaR0q94tIG2AuCaTiluL43AbbkPLYNtgVvx7hkdEe7UQoRJP%7EucvSXm3bE3vPL2n4o%7ECCoiaM4GuEcHtbofUbvVQRktmN9wiGzfTRutwuwY%7EcWcsRdH709QBLT7jt2v0pMq1V6N1CNLopIYASdCNOxR9sJhgE3Y%7EcGYl0GRFyqOOpC8VTyW3K-fe6EJh3oORB009tcY2nDZSG4B56gn8NxF1K479we4QNfgNUbI3Pl0ot2zmi4l0jORrExQcnh9irWYJTIxB-LDyToSr4d7mWCHeniFZB9yKwuYYc8XFUhM%7EaSXmg9a36SE34Kn6aHXOJVlbI-Y2o0KeFF1gv6wGQ__&Key-Pair-Id=K6UGZS9ZTDSZM 9dd1a2d337956385b9d1b42fd03eca60 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 052 Subject The topic of the resource Public works Elevated Highways Description An account of the resource Looking south at span 55E of Ramp 3 from Ramp A. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/aa7617856ec5d9d3c06fb811dc838c24.jpg?Expires=1790208000&Signature=GXG0pre2NdH%7Ec8bZ8tb3IBfOaaXmNx2gVI-HpymcTL8489N6%7EYAXyO9BpP%7EE1v6BTpRZNz96DUXsnI4DMZqPo7nToORSSRjuiW7oNWQKbDqdFq5jrJIYPaSgOmZzGVKPE9a8pRmA1Wx9LvXlnFT0C9kdG-2e5sVO2HVJpfYITQRCjloY32iReHg5M5r04e71P7hoqGaFSin05-sc4GgnEW68iyWxWVRaRuFtBGsok1eqUi7Nz2Sc6CkY2FyL4xCPJwJbc%7ENV6gV9vEHMav4pLqwUtwk-wEDVGFwq5q-WQffF6QhCoGXIl25MLW1LJX2H8bmo%7EDWElaDnSShzgSzYdw__&Key-Pair-Id=K6UGZS9ZTDSZM 7c7e6d2b24d74cb17aabbb62aff23110 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 053 Subject The topic of the resource Potomac River Freeway (Washington, D.C.) Motor Vehicles Description An account of the resource Looking NW at east end project site from Virginia Ave overpass. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/b3fca1eeb3a2f2a4d455f1e24a63a600.jpg?Expires=1790208000&Signature=v1UCUhW2lb5cRnrHlOd-lXZu7E%7ElQhiUe2rcQ6T9TAyjt-xgum%7E0d5rpYBFwC5IrgozqU7bPR9ASpcBmNTO6HALGIKFA-chXuxZTEX4ConRpuX3SQfH4UgFoO6JQ5ElwfRjk1VGeBfaCpfV-ondmwhVbQnuBX84YE2c4CSQQxRP4Y%7EcaDdpD5QQZ2tJn02eSfPhrIkqyLpQL9QdQe4Z6OCMTMWDfusCWbIql48T1BJL1CCM9vPowUx67cLMeGJaraeKHYSw4Wm0YEPGlhlOyzcaiyGfzkNhRHgkPifMLeBLzfzX9iv2icJT64tCT%7E%7EW2j7PXcABOoYtFi3z-oCw4aQ__&Key-Pair-Id=K6UGZS9ZTDSZM c97d9484feefff73fab50d62816e7f74 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 053 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Georgetown (Washington, D.C.) Public works Description An account of the resource Looking west from Key Bridge at West Canal Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 3, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/64252ef05db74c034fdf06072db4589c.jpg?Expires=1790208000&Signature=qFN4sDvcuwqPRTEN9kPBMy6Iwe8ZglvpanuCeWpGZ007K2KV1W7mijJ3Fw2FbCJs%7EQMZV2Bbd6%7EdjAfdd%7E%7EKuaIfTbHFbSrydX20oeoTJ1l037L0st9jcTF45NwQbKUUCfqB1nBpXKL7StoXK94a27j9tOYWH%7EJ1NDNRaAlVuLqoVvx8ADXnQK%7E6g9jWqFQdRKcKA1O29a-CkYJaufl30H%7ETJQB-yNxSLzSlP0Y8KgFtpVT170QMHVM5ZtQpswHBJkNHUWxYz41qKKHslpyLSzEswwR0Yzte2lSA%7E%7EW3VrlR3Vxs4E2%7ESi4dxv8Pga1-TWYVFPEdaBlKhNUmJLaHEw__&Key-Pair-Id=K6UGZS9ZTDSZM 8505b7b831eeadd9d3886b08ba305731 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 054 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking west from Key Bridge at Canal Ramp of Whitehurst Freeway Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 3, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/3a62bad22f06cc77917a5447bca4d9dc.jpg?Expires=1790208000&Signature=Hl5PMcUm6UPfQCmTVwVeoudogC8ztBIMvUkKACpiKbzZR5NMvYEDQFEQy9HD%7EGjaqg0YCHwroHqZ7sJMRmYxe4nbFssKm4APEgTUdmeGpikLr968sti6pdeIwT2fvodEfFGfFaY20bSSnFRxtRKIO%7ED-4UmAeVfPeH3CJFvYoDKRjPYd8TW9FIQFCnka1TtKZ-t7XcSBOIPkl20pd6CIaXQ4te7GIFR-qL72MZ3JXSSpUQv4pM%7ExO9g5cj4oVt4%7EKzBy83GL%7E0v7Nl9MKrJzu1hxudPQLhIzJZoqnF3Ahoq-DDTm-9ASprtaTtF-nynAYV%7E4p9IU5UldBqnuDL9Ykw__&Key-Pair-Id=K6UGZS9ZTDSZM d826f8be3a46854194a0de956990f15b Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 055 Subject The topic of the resource Public works Elevated highways K Street (Washington, D.C.) Description An account of the resource Looking east at K Street Bridge over Rock Creek from span 52E Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 3, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/fa6c2d1777a08a7c61ea9606213d8475.jpg?Expires=1790208000&Signature=ODQf5xlQu7kKwUrtWB1AyEa9Iq32nX06WMxsTrws6Dafe2Cbbnam3Qd4jvKXwVFnv-g7rJ9NrUI42waKzCn21bIRf9AyaOu5lKqIpxYdu6Z0NrEhayNecOsZEptMFI%7ElrliP0RByqKxmBsV5wsAyZYARA2PlE6ua-utHVutpLvCGnZCTk0ZKbo2Pj5CtyHspiqfX2E992Xa9LlV25S2fM-xqdljups0UP9VUcO3SmiePeW2zXQTrATWL8W-AdwQAPlvTEPoXVwyb-eSkGyP4IS-8BMw7G60glWx0vSc%7EfFhXmtl4d6pq9vDIfCfeOjWPd-EiEa3tp3eSPXPAgyNNiw__&Key-Pair-Id=K6UGZS9ZTDSZM d0fed4b11d68bb7f484cf354146aeffc Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 056 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking SW at precast segmental bridge from ramp 8 Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 3, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e774109c71bfe9094a508b1c93ad24a6.jpg?Expires=1790208000&Signature=FSs3Z%7Eub-Q8EQTFuIO65hHYOZFamec7d2BF04nNCXyJ1C2L68jeX7TGOR36u9mqYPqzxWvVX758UsVBLLw7SF5jfpHiMbxbLudP6Qw98xxeu1u3d70n-2nVMzW2QcDiIdDGth-t9RsMPTXa1zR9GHb9NthQ73Rd7AyOnLFWkaWMDzA60qLgWuyTKxW33xV7PzdIj9S1Yiok3hN-3DnAZr04o%7ESDqlf5Hzf9UgpmiXf258Z%7EmRpa8S47S7Le6KeDrsA5BgnR3cyufl4OaltV6qvzf0axeN6MWSsVpx-eN4eW0JjTpJfAT84%7EVmDu3AFiG6GjPAebrVAEhm5WguMDHyQ__&Key-Pair-Id=K6UGZS9ZTDSZM 5c06c46b99d422b5bbfbcb3c5d09a547 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 057 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking west at top of freeway from segmental bridge span 55E Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 3, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/563749849f18c2425da1c3ca94858c80.jpg?Expires=1790208000&Signature=bL0Rhs6-G%7E8mIhWnFVqwYKj%7EpbrgnjBjdj5Pw3djRIWX8L-gC-Dh3X7wG-NYaebPPkak4llgN0aVvOzf4uSIS8wb9cT2HF-GoTST4jHO5QGKkQ0vlnk4s9HDi4%7Ez9MU91M6p5fBWkMXghFPena4AT%7EzGCgglXPA00v0xkPzIiwyXzmX3hGXThTxn9x83Ir-h1SMuW5zcm-K7tvMq6w8qAar6%7EAED7DYmNIVLEfRqEAlaf7aaIiSxO1XxsCpJKs2N8s5AWkqSVi-AIQyq-EjZgIJJRmhGr8kHdLXPfIzbUGKgcRhbP1BneJzRymRDmkB5FN5QFRQkm2cTzFWoDyyA3Q__&Key-Pair-Id=K6UGZS9ZTDSZM 52b3b699249e80310c6dc4165fcc98ab Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 058 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Public works Georgetown (Washington, D.C.) Description An account of the resource Looking west from Key Bridge at West Canal Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/d122c0245705d0ed5a61087571e3c9de.jpg?Expires=1790208000&Signature=dUU1GWw%7E2zozsZEGmg%7EFKCSPH7AD6gj3MkzR5ejMkHiw-ztqPrgTXiP%7ELoJf1xxvjpX9F9QbQVX-ANvBAwNDn2q3h1en8jjiSsEz6PWADgy5GuZNOUs4Uihx4UWh-uiykUbmaGC%7E2X8fB-LAB7Q-nE6dFOn1WGztEPUpfQKTzdXNF5N3pepc3KS%7EMkk4OTWYW7LBQ0S3CDmsVemNsXGTpDKBMt%7E3jFZYyhFdRoKS9Tf4jgG1%7EswQRnMSMUHYXPZH-lIv2kCko1jtOKJC7RiEMg3k-vbvyJmU1iJQxWd4nJeoAEefJ8yrVOOKfKyXK%7E8jGwk9ruP870WW%7ED6wVhI%7EKg__&Key-Pair-Id=K6UGZS9ZTDSZM 92ffb9dfc775c362be718abec0415cca Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 059 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Georgetown (Washington, D.C.) Public works Description An account of the resource Looking west from Key Bridge at Canal Ramp of Whitehurst Freeway. The towers of Georgetown University and the old streetcar barn are also visible. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e47033d9c5af256a43eb9320f8a83a69.jpg?Expires=1790208000&Signature=lHUNVJ-hMLC3I4O6sfpN6%7EMTILmZX31aYibewlvdEgDWfEoia6C9ekIuL9sFin4PRAIXUBH-m7yC%7E179I5fwooWMrwIcZkBuzPrcy9NqB35FKMqOO-dwZejixkq0lfthJdZzE23UtsKwtdTMXGzR0yw-lcQSV%7EEYKk50owMmfykx8or-SIyd4PbYPklSn9-1LEIYmFol6uvNm-1GF-w55mqKQUrE4J0GRmMwXV0KUIlWza0C%7Ei88zGNFdTIpscV-ojam31CN7vmXBY8HB8UbrooDYfYMsEI-gCT5sTdUmg6kBSeQBACqGcxqvTfsBDfXsAVmIi8yng9xNlyl7GshNQ__&Key-Pair-Id=K6UGZS9ZTDSZM 9634b42d13736ed5e6a5dcc0d31e66b2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 060 Subject The topic of the resource Public works Watergate (Washington, D.C.) Whitehurst Freeway (Washington, D.C.) Description An account of the resource Looking SW at Ramp 3 from top of Ramp 8. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/12223e9824764b4042c81fdfb45ce202.jpg?Expires=1790208000&Signature=H%7E9um3HRqy0ElReksrwcxhXBHromfXTs9gg0cD2Q0DuN40VJDj%7EUv1YDAOdE2DVE1wQ6-AglnbrDEyRhUUXoQoOGlPWyZpETzcilUjqkxf0JCyr0UB%7ERYTnVuDP5Ib1mj%7EB0LpBXsIs4glpcGIxD4mg-YdmVOn1p1sLsw3KZjMjtYXwAVKW%7EcDM5XwJf9BaA4-zNPqmzuSDe6v3m%7EwMYw7DEjSEUr7181OLlmdFBSWfmSu1I714cjuD7qvzLjFCJZ51WzccoO7usiPpk0DSAhYdLRn70DMph5wKu5A4uTUg2nuqoW3EzOF13D57ZjabhCBL61J2f9th-I6lQsgi0jQ__&Key-Pair-Id=K6UGZS9ZTDSZM 86d74de6490c2f9a3e0e2d4353616c24 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 061 Subject The topic of the resource Public works Potomac River Freeway (Washington, D.C.) Description An account of the resource Looking NW at East end project site from Virginia Ave. overpass Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 1, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/1aa6e4645f955c276c586101a108c51b.jpg?Expires=1790208000&Signature=RA7MLouLbxR2mP0WhNXKDi98C5ieRKSLxEZubWoyXTFR5TBhSOg93FTwV9DL8AuxvIpltaZw6bJJwFVTFHH%7EYbTdIdDcjYhIrGsTXm419Q8W4Aj5wV40aa3ezDXw%7EYlVp2%7E1byjuNiIIQmNCJl3Xbp4WtdkanpQYXEIqQsg-6gaWeAqrvCA6pLvPLp2%7EmMEhjpfr9uEMLejiienKkeLtlzTwiH4PDIRNcYIBfF5yhPwPKAc2LqQ0IuK19aMP-TPQHQVofNVh6BbDY0RZhcE4M6VGFEgZ8qp7K%7ElQUS5hVLWEGcg%7E66x200RUmeonIX-FsqDkzlKX-ieNkrYh%7EbKuFw__&Key-Pair-Id=K6UGZS9ZTDSZM 887badf11969a16aaac597c7d893a5d3 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 062 Subject The topic of the resource Public works Potomac River Freeway (Washington, D.C.) Description An account of the resource Looking SE at top of Ramp 3 from span 59E. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource November 4, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/3c58d66c6bbc44b84fe44d7a3d579074.jpg?Expires=1790208000&Signature=X5nBFsIYJ7if8yS3vIaLhUVmBcj6sVwnTlf7TiVL%7EVkIi0rlByLG0ZQKewVAZJNB%7EKC9Lsj1vHr7VtCMogZUDEOXVAp40zGklOjS0ihYi6FfY2uxzgkzxqBVXGYE%7EJeWwHQlhkCymccU25w4zYfWexlbhRyfAWE%7EiURJ0Ny1afbLbm-pUwYEKZJK8-Cwn71xJah6o1dwFyG6o9lC2amKUkHAkvuANfXxQNTl3XcM0vpDePzFAvTigGwNnSldHjMojfSRUJMpDOjeK9XdAPuJppWVA0PrbdgkOKp55QqL8KGgtLlBZVb20kTfCngso9qA8mWO1FlOgzfuvn4iEggU5Q__&Key-Pair-Id=K6UGZS9ZTDSZM d502744543055960ff053ee0ef4c50ea Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 063 Subject The topic of the resource Public works Whitehurst Freeway (Washington, D.C.) Description An account of the resource Looking East at East project site. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource November 4, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/915e3206c80a2e831470820ac8be9057.jpg?Expires=1790208000&Signature=jFlxb2YI0AIgSNOrxgmz7Zg8mDCYEhQKnoSri8mgcp2bG7fOtKSpMJtgy7dJXYr0fDp2inyefytplSNy6CwZhrcqUg5zahCNEcxkY%7EdqAuR22-Ts-P7-6eO8DaPSI60tR4fYtJikXqYADrz6H47JlwCov2x2JEIUTEoClKErgBX-C6gkpJLL69a7oTEAeggScF85I9tfqv7xw540TQUf9o4mCvP630CTHNxjEizo6GiC3m-t88kzZCH-WIk0i6sL6gfRrH99Ml6jc49B4Uj3Ae93-ufq5JC%7ERUlGRtsWO-bZsAsR5nHL2OJ25Yk-gNb6zYEK7guCuwASLrTF2si5Ew__&Key-Pair-Id=K6UGZS9ZTDSZM 19431946634022a5a8cf494abc5952fc Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 064 Subject The topic of the resource Public works Georgetown (Washington, D.C.) Description An account of the resource Looking West from Key Bridge at Canal Ramp of Whitehurst Freeway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource December 2, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/193189afe204009c4d9846710ba2f0ff.jpg?Expires=1790208000&Signature=UYLuboWqy7gTOPLWFNZXukrzCi4Rtg003apiXCgHvo06wZEJMbmjfDViwlm7M105b0J8lsw3u5q6CFYsf2NQt4bWLeO8FvD2LbZSmIex10OGyeR%7EJVYabfZb2m4%7EIlvNPFhwYrMyTBVrIl7Ico0LN8yGuTMiDHwY4U0%7Eq6%7EXXO9Yj7foJe%7EtVXEuwbe0PPy8W1NG9x39KZZE4f7Qi4scrRbFq7XxLu1Z7jXP6k6Ga5qsFeSFnYTq0vajVRGzAPRrqgh8X0rq-oq7Imd2ZVBk8ejqXBcg30ql2ZPGyErkxr0Qh7YK543kPt6OEIIdr9yCUtSUzFrEoo1TEtoMbtoKpg__&Key-Pair-Id=K6UGZS9ZTDSZM d3ed4ba4413293883acbd924004352f4 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 065 Subject The topic of the resource Public works Key Bridge (Washington, D.C.) Description An account of the resource Looking East at Canal Ramp of Whitehurst Freeway from Canal Road. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource December 2, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/5dbd46ba2b1e3ddbb361e244f90bc009.jpg?Expires=1790208000&Signature=LiNQlYSjGfA8YfTsYjja84erUhioncWRk-brj26SuA3gT9ZmqD6uqOycjpf%7EI1JAFXkYZpKeulsuKWys9sSy2WGqw6NkIB1NTGcyVNfDoq8Z396bl5TJv0aJqNmiQ%7E%7ESMbXdbDsoN7wkNaySRNYIhTPlDayatRqR1MQ21RM2RpvHbeRvk%7EKazd93b88w4tvI1rmh1TEoQBaeDcrIZkawv0Cq85QE%7Ee9fsYloVnqVZDlcrKFCQbNUoGWHeI0A97ayjBSPVvRKGFVVxQ0E3uP4hTlJkxCM6ao9fMsvbBk02B6LkeUFzJG-UjSzkQJZLYbMP8ciDS2yqx%7EzRLckLQ9ABA__&Key-Pair-Id=K6UGZS9ZTDSZM ce9746f8223b3f5e9b420cec7b6a450f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 066 Subject The topic of the resource Public works K Street (Washington, D.C.) Description An account of the resource Looking west at south service road from 25th street. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource December 2, 1997 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/546bc22f01b3bcd015b571d7831f6eb0.jpg?Expires=1790208000&Signature=ilsJ0G9xtsmlAiy36EAW0ZaonzgqY%7Ej4lzgLFQGzwXBBV9fEPbD%7EezEExZ%7EC1ssGoi0ThVORvYJX835q9VEkCNCs%7Ehm-LC9GfUfCD6-kCpE70iz-Ys4svkd-U-8Im2%7EWRZNZYFF09ZZBwx2MJzwdFSe98mXCfVbDI%7ENJccSduHc4b4YgRg7SyXirVS0npE%7EaCWWOPdlaoHiwapCfOIEXlEpO54EJ5IS2qV-HuULwNe6ItRcG4pQMrz0LxTmyNAC%7Eru-otokxlQ2huaoik17lSlMpPdjYWnEkpeyPXtMfyVJn4DbBiuAtc%7EgVWkmjDo6JsQ9UVAxi7KaPw7xo7AjL-Q__&Key-Pair-Id=K6UGZS9ZTDSZM 3332ac11d95b97d4467290156a7cf3a0 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 067 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Public works Description An account of the resource Looking West at Whitehurst Freeway from Key Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/886937f517e735aa178832a701a5fc81.jpg?Expires=1790208000&Signature=NSSis2kak3BByHZ3MUVTz5PJ6HAukAQQB0l5ZpuaaStaHXn29aVsYbiMHVd2HU86GejByEdqK%7EE0gLDXFU2g2OI7DoC6EV2sYMbEWZcw-b93%7ENOSfyvFJ6h18THaqCRQDFY0BhE8qPW-dGB5yoiCjrjgq%7ENtDyT%7EboTSjr9rSaaeotQ0SglyiHcRJSFw04hYSH97VhteFnh9q0sH25hhHWr4u9hyXGW-jEZfuY1sZjhFhXH-9dRzsZf13Stz7DoEb8mH7HMqGyRxZ8Olic%7ElSSQy2X1lFQ20Ldjvv6yScNHR8CE1PnXWDBI1tTdPcGWw8uWMFaGiyw2wCUwSQHjQGA__&Key-Pair-Id=K6UGZS9ZTDSZM 158613c59eaf0be70920bac72ffb316e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 068 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking west outbound steel and inbound ramp from Key Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/8b1d11640b85df2a95ac5308382a95e6.jpg?Expires=1790208000&Signature=D%7E4DEldaSe7RdgQkN6bpIF0Ye6%7EEkxeRJ2ASuF4eqZl308y%7EyLxfy7vJhPcNNrBBpGps6Rrslo8iKk2VaVNyMubUFJjnElHFnCYYpk%7EMJYMfr-PTuhnWB7u7FhZQymTfgxhAKSb4ExWXHaYQ4p53PFcjY5QrnAM3ixa6MghYvP080bY9T--SfXD8bN3cuwLYCALX4V5nMjYm2NGWb1ZkBpgHVzIu6F93pfsjA3POZDmjDmK6uTb6RAvMxq2sg4nGM402n385NRIPxbPxQdKVHZfL1FeEIiKvWsb6I8afzdhaU6ojc-1I-KAMbMghutmeB2zeC3Cw485tu%7EVRsrVD3Q__&Key-Pair-Id=K6UGZS9ZTDSZM 647112ea8dc0d28911d45e3b8120000f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 069 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking SW at demolition of West Abutment, phase III. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/2378b959b6842ca3e755ce3ef91bf94a.jpg?Expires=1790208000&Signature=JFLC8dALHIxk6Y3nCRbBLWfxtOrqf5Q5S4cg9tbfZ%7E3wJVLTzq40391mb44Vgc%7EzTwmRnGbyf14gMkhIN%7EzQA0W2LKVzcyZjSObVasX1qhhglX3JQtAaM%7EXhG61jOrlWfFVP7QBy4uBzq9G5xhMtNhAsp5L8ynhJq8DV3BWlBEU6kkIVlyK6RElg6LS2oU2SKvvckHfnKKUMnSYOKd2aq2Ec4moclyW1lfhgWcspMDTf1oNhSpX3wyKLSNrxBy3%7EHKPr6sDqguUkQXd3ISeNUjjcWzWJa%7EPcN7s4sN2IGJWV3nYNmXYQQrQ-F1%7EnOJrMXHOoDYRIKDZCjVqBFlYEgQ__&Key-Pair-Id=K6UGZS9ZTDSZM 7a367e2729925b748091e93cad38d775 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 070 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking west at protection shield for phase III demo from Water St. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/eef6408d035e2c515a43b1751f7ef044.jpg?Expires=1790208000&Signature=mO6QlpjAX5VduyiSY8%7EgJfKb1p9i2zsEU%7EyX7Oa32G%7EUf8DPpg1tVeb0UNVnNZ0y3F%7E%7Eo5I5Afw4lutwWi%7EyTkjfgIAJH7LGpZyg3bw8XT4GSgDAs4968Sm-IrJ9aOIVjdGa2EPZ4TOBVKcRMjnLl%7EMs9Jwq-EprE2Q%7EundvCnW-%7EM8Dyf8qz7LMGN7ixAMDK1eamoG6jkfCzY42XaQDOZCAwugD4w6Q00CDCOxzLvKS5wIzjZtoWwfAt2gWgcmZzal925N2FDyvTODPEyH5bkHFweNNP2YNTPvp0XNCHoCp7QelKsVjhVEp0SRrMSFj2w85kZBLHYX%7E5C9dSoDFxA__&Key-Pair-Id=K6UGZS9ZTDSZM f02f9728bdff1f501ef22ddafd85d3a1 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 071 Subject The topic of the resource Elevated highways Public works Description An account of the resource Looking west at top of Whitehurst Freeway from bent 53. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/2a0cedfb5760b1f8bb59a03ab6d1a7a7.jpg?Expires=1790208000&Signature=J77EZ1EhvjxzlV-7YJqbuMCpH6KCvhPGk-JoBl508-jE5bZ%7EM7Z8WGn3a1-s%7ERKSxUbFkswT5C3S75zbF4aasGOYdZqBeRUmCI5960u1H8cBTTK66TsMg2MPDU-hiS%7EhuDhtNVg5u-SDPUe9Qfpn1msm0Z-m4H-xO6ATrzexdso-SaMv0iuGuhgGeRZSlHpnH2mIS4N25yHjw-TPjxEsAdFCeV4y7oqgLoWq22phtHsyYScqimuuGh1eURAvzhjYWOoBJvfScStii8TwZxAhkqws%7EXMWEF0pxcw3JzcpmwjEYhe8T75Mnhf3bJeyt4FBveXAMKurcaG2b94A3LezRA__&Key-Pair-Id=K6UGZS9ZTDSZM d2ca2131bb8fb9d7da92b0ee51e58af5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 072 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking SE at East approach of K St. from bent 53. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/aa1d7c290e97043ee30e5e0baa25a0cf.jpg?Expires=1790208000&Signature=KL0OZ4Ck6gWEJ58bkA3sd6NB2WWHfiKyySiOIQjiELyWf2sGWh7Unoy9dwUk%7Et-QXiYQsdrBo75myG-IRd7GX1-pKHh30iw12iIFgukDgWhWhZ9YcdGru2lSvRuKYi%7EWmtEOjhYvLXpUeSKLfnPh4LIH1s8NUQWkgWufcNag5ofpBDi8yl9beJtv6bj%7EpV-dqTg5-pwNR8yowhmRK1cP92PZAv6-2SnK0e8iLZsU2aL3%7ENrxVryKl6nZCy0wF0%7ETiXeThZPRvDi3m5Z2ApLppRwk%7EWPj7HdYsVecsHeOFHEo2Y8hQx400ejz1tegQ3PKftTFr9OBsHMF43eLWrc7xA__&Key-Pair-Id=K6UGZS9ZTDSZM 6032f90ea47a9732ed3f175e5f9ce42d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 073 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking NW at ramp 3 from span 58. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource February 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/0e329839c7d958fb2e7c1a05e1e19d64.jpg?Expires=1790208000&Signature=JnKHIXd09Ah3hWfqmJ30OJk4Iq8djBWYa2RQCuDoO3UbQjLtohkiy22J-xT3Jk7iCILEzte7AsFZsWR5pMmY1NqvoNnWqa6eq8VZWR6jH9HHLmbuIxRY7sOBS6EMm7O1fvlRtBv7pQrrBHRWJl7qzlbCYTIKTVgL6XWYHWI-l7U38jcQxWIyT38CixOSGazp6wUm39ewT2HgxhaUQN3pJ3fpJHb5nzh2I00b3DC6fxFGjCHSaIUgrxCDUqIiNVeQLBTH9X9L6id2c9RMMQhYH7Ls-znREVgwYUX2Lr3iZG44SjATdT652QvWFZD2Euor6lNX%7EuDz-%7EhPIIh2A00Uxg__&Key-Pair-Id=K6UGZS9ZTDSZM a6e09859b11e2ee1262b46048a629b7c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 074 Subject The topic of the resource Chesapeake and Ohio Canal (Md. and Washington, D.C.) Elevated highways Description An account of the resource Looking west at C&O Canal from Key Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource April 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/46df47ce9a9ef2abf685e81489028be5.jpg?Expires=1790208000&Signature=YPTdpTS7I3qI%7EhXHehgOviv%7EK5ae%7EIDiDUhczKhk8idr4M2l6bi9r2QBi62N4h-O13TOCzJtB%7EYk9tTNpnu0UiKvo09ZDEDL8Fwa4bFFqmAACyAeKAt943fxp4hKNusVGvUEiEYu6J9R6QaLWbSl95ZVik7fLD7gZ39h1YWeLxDRzM0S7DzofSifq5DUaz1f2xHR%7EHixSEoyDMdBoPyEyyyaBbcLX0hfvBbrcDtTU9of9rs-DnqOrAoLRVMxHLtugXeKG2-ZhKrERJ5AbVf213ZSN6FK4CQqU0H5vQBoHb6NYM82PW--DA0KkqVX0uY8WBUjIc%7Eow3DD7R9CzUY3vQ__&Key-Pair-Id=K6UGZS9ZTDSZM c5b55d9f159aa9a4a75c815773004796 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 075 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking west at Whitehurst Freeway, Phase III from Key Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource April 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/71c65023356180332718e17833f5e7b4.jpg?Expires=1790208000&Signature=IUlT0JX0xZqZ7YExdtlW99MNDPLmNn%7EXmTatUNjFflAYlZQsCZNWh0XJ0xbueCyg1uqNCt%7E2xy3UruJa2fOUogV0eyzuJwzU7N4qsQGBWCXuP%7EmpnfJHzdoVJdNv%7EaiW5mR0MR1X9vsH5ddyMrRo51qs2txWzshXy1go%7E19LX4dNKQnsPqj8XRrTasnu5B5ce7AzO%7ELNgeor7dXhQ44i7ATB7fjSd6UHxFQF-WZpMoIzuzo31gVVRFeDKHCMH-a8Ic4lrAYp3kSMsKO0fLSlluR6KqwEyt%7EERb4IePvv1-q3LZpGyb1d4z3Zwn4GXx9UNc-bz2UyTOQEca%7E-z-eH5g__&Key-Pair-Id=K6UGZS9ZTDSZM 266f16a8c1222f7bf13589c29ec78316 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 076 Subject The topic of the resource Elevated highways Public works Description An account of the resource Looking west at Whitehurst Freeway demo from span 49E. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource April 2, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/336b2aa3a95545b708cee64ec3f58a01.jpg?Expires=1790208000&Signature=Yg-uQlRbNL3ThU5WTgBNpbAB3VMaCn%7En6axrcz7lktxHeVH1-ed6kxw70gp2OfIJV4UhshswheI-Wdo8uUp1gJ99JbeNKs81cwDzyZZoOrmYhh0bYumj9fPOfPR0-pkaMC3F7XYPxlfDQPJ85ZRj3tolEyTPZSlqeMPRYRHA7UBYEZfBVAJXm6DjUI4wbtyfLsmE0z288Wo4m3IgrFHEjLP4fWLtaLNAbFJf2ScQ9s7V80tVW5FTU%7EDt3tPyTEkpRd4L6cr9t6OzfwFtZhG2etphiHutgqIcHkA9w1VcuAZ9CUqXasJ31TEUCxbtOwrEQuhQCn1lT2v-gHwBlC50bw__&Key-Pair-Id=K6UGZS9ZTDSZM 91e793fe228bc3785ffad4fdd969c8ea Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 077 Subject The topic of the resource Public works M Street (Washington, D.C.) Description An account of the resource Looking NW at M Street approach hard surface excavation from M Street. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/29a10179f1c149b9a4fd0bb8b52b9466.jpg?Expires=1790208000&Signature=YUI8QUpeoyGOAyTo6SRkvi1Td3AE5VX82WthqwXevV2YjTlWAA3gngws%7ED3MZusefF3DCpiLqfje6DcTU2I6yKH2vJrObMFe%7EL3ax0aYGlvHZcDmbfua12ro4FocrJbeqnRj5uwNbq-Xspi-9UvV7bxUplqduU2vRxyHlltE10UMmYDJXBBieSUWIcI0JMFlqcxElI--YMeLKw0b3TaO5Scg8MlC97IIhYZ-XK5RZqO7VO%7EEdA%7Et4j-We4Etqul83FJRO4Jx65cxhl0nq7Z%7EqAuw3S5NjfxQbDcu4GoiHKV3OQBRSID5USzOAO0P5bNHyQGA0KJKXGUfNr%7EqLHSjcQ__&Key-Pair-Id=K6UGZS9ZTDSZM a4be9e0c6c38055d96c065de778ed388 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 078 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking SE at WB of W. Canal Bridge and approach from M Street. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/f45c55872ecf9570c7ea379a29d7a1c3.jpg?Expires=1790208000&Signature=RKmczCJOA55BfN4tm5Z-4tyjVl5o7PQ%7E9vBak30J1w9F5mavCkrCo0NbuVOYbb-vx5zXUQK1HMBerrz5iNZlir0tuHiM6YoTGEFC57buSlQiJ2hY0kZ%7Ev7P5dhSOgBY7BOo4kypR%7EaDCsk0IfvQuw%7E3gV2JCdLcTin6TJyIzHx8Ahnc-63vOokKP7V9ClMHCByf2Q8IeD8YqOL3j8MxSSvPlmuj0bjryIstF%7EGWh791T5EFZnSCQUrbWQqugO2cObe24ctk2CuglOSOi1GNgrOaVDFIqH1C7n1w3maihyLmDdIU-sFknQEbPTSOKcNgEmdvGKAS31exM0d13SLx5DQ__&Key-Pair-Id=K6UGZS9ZTDSZM 797455f3ecac480e95e997f9f339485a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 079 Subject The topic of the resource Public works Key Bridge (Washington, D.C.) Chesapeake and Ohio Canal (Washington, D.C.) Description An account of the resource Looking East at EB M Street and sidewalk from freeway @ West end. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/49ec2d8b7f99f1cfccbd98fd9c1373df.jpg?Expires=1790208000&Signature=lNGqJ-psLr6RxLb8HxsRaBFWxteRPARbArC-m6ZPdZ5t53--MyjxX11Ur3B1LqVwda-ZIwgDZ8ESphFgnl9IktxkpvC9WkCNTSkVgF5PIgH-O0yJKfkYVDtTtJmtRqkJ37aJcQ-djYa-oG0JKSqIYsHQ-aBZsV9lv94egiwtCcOnC8AkNZ7fd%7Ezfp%7EzLno7UlSIv3dKjILCsX3dy8g5SYfastYFJ5PGu55rbqWoeUM%7ECcBSqBlO1rTxlsRzxAY97YkwcKGPM6rxBNzjJCoYUYySy-waMQbZyrIqV9t2FW-8w1BTSHfgVhx6s5B0HnemW3WPoO0pW-xdor953rgP0Xg__&Key-Pair-Id=K6UGZS9ZTDSZM cfd8432f9b3c7813e36289179afe2069 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 080 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Public works Elevated highways Description An account of the resource Looking east at WB Freeway framework and ramps from Bent #48E. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/1ee4e9a79d02f2141493ca4de7215b81.jpg?Expires=1790208000&Signature=RhDVaO-pTS%7EwmY7xZZ4XF3kngwzJyD%7E%7EKPI3sK2Wdw4LbpwS2iiiD8dIRQUDDbbQO69EultkKeqLEibCDDNMTizLoQDcMpAivZ7ylKUiOGpbOeDj6Xv-JvLCMnNzwKzwV6oEb8MAoPkFBLXoi3lDUQOU%7Exa5YthmR59phTXEX6IB0ugCo%7Ew272i7XYs%7EoW5NeNCWehKmwgz4WApVlfNL2FXFwCTaFE5o70x0ItxLpzd9dC6DWOgsmwzcupKMbCW1KD56zveMhnCzU9r31Okqz%7Es4nat7wQ8C3Sk8-sh6cFAiy1c7iYgQHZ45h8KU-LfeXc8YZZvOJWXihd5%7E3liwyA__&Key-Pair-Id=K6UGZS9ZTDSZM ecf097a74e321500000fafa26d49b088 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 081 Subject The topic of the resource Public works Key Bridge (Washington, D.C.) Description An account of the resource Looking east at M Street from West end of Whitehurst Freeway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 3, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/901d94b47f49a8e80b9dc492a1f08456.jpg?Expires=1790208000&Signature=TjFyn%7EBpTwzB0QQu6bKUj8cE7tGSOOFGAUdYQINe5%7EDQ7O6zh4ojUEwFCwlkLRcKd3iWiWOAJBnc3-zjkNVXwpb-r66GirF1eWvCA4PqTswDdtz9Wo7JUrztIeRkDYQqdpg%7EVhBxV3CEe0vsMIa88nCTHaX%7EnB5yMEFPzYa2f9HiLOVgp-Ane-nryOC3GNJK7v6PEd3b2QG9NdIQ3bUqe3ghBoZd%7Ewgc9obWExI5Nfx44lhnkSN8tOPyuHLSPStFX36niwRUTWHAQTiXj3VbdLFpx4GH6XPmhO9FMyhc1IjRV2vxnm-QFrJq8uafIqbKnSAsi4A7NCmWZjJS135R8A__&Key-Pair-Id=K6UGZS9ZTDSZM 5cbce72905c175932ca97dff55d71dd2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 082 Subject The topic of the resource Public works Chesapeake and Ohio Canal (Md. and Washington, D.C.) Description An account of the resource Looking west at C&O Canal at west end of freeway from Key Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/173b6f21e598fa44b5d7c48f2425b4bd.jpg?Expires=1790208000&Signature=Wpr8gda-xbL-edmdtfldNTBInb6qiyeLE8sbSt-863p5KQ%7EtCxQ7KGbCNz6Pl9jm6O-ZpjT-iBhPQS3pgtCekV8UtmgnGqgVPxNbO8eLkyPecVEJHFqARLcDOFCi8VyhkFSwVZfzD5GJy8Yt7ErHmMW2jNZbKGh93XTsvR4Xc623yKxQHyADFOxVKQljmKj-TxNLHTQy4oSKVi7LL%7EDBSNxKyQ8XwQdzOeOAX1941KU5IsSLoXrU532Zh3rN2HXE%7EzTCeSbC4SMpoyNJNqYy5KPgzJ6oRB1SpDWATkIJUND2nPby5RjxWyGOt2wpII09MHWB0REQIdOu7UImnLHU-A__&Key-Pair-Id=K6UGZS9ZTDSZM b6bcd7c80faf8e6ca441bf0f88ef93e4 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 083 Subject The topic of the resource Elevated highways Public works Description An account of the resource Looking NW at West end of Whitehurst Freeway from Key Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/704cdc5836fbbaca746e84a660068f32.jpg?Expires=1790208000&Signature=s1Xc-7TQJ74WXZHgKXdvCbrgSpJ3wYUe1Acv9soFotnMgdGFX4R3CVxO%7EsUMlsTLzypbptCJKT93%7EAT2bwv0i84wibOJ5dtD%7EqsRDyZBJ-U3KTP%7EMw-HK1tqwNesvAzJBXuW6TAs9I2e%7EgpCG96%7ErIIQ0bs759NNzWAZNiwZjhHntGT2fA23AjdUpzPCSNxVt4kQVcftOzLTVKaU3fy-ebsaYGamzzqtyGnqg8LhavaCKQRd1AT9QJwBPEIdHAC4QoI8kxIjle9vKOy6KAZe40N0j1Fio0XZj9tDTFmkuhtWdPDIvxRdUypMgOAY0-xcPY78cf6eyhrKIPG-Wq8uig__&Key-Pair-Id=K6UGZS9ZTDSZM 04b5cc6e9bf5ce1b1be629297fd1358f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 084 Subject The topic of the resource Elevated highways Key Bridge (Washington, D.C.) Public works Description An account of the resource Looking SE at West end Westbound freeway from Island at M Street. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/203befa4dd8a2a4fa3818c5f420b8d74.jpg?Expires=1790208000&Signature=RAuIJqmGf7N7y%7EXLVjB6HL6lcSCssADSqBeVnMwUFKjfOBBu6IjqPApeqe2f-q2KNiH6GY2d2wPJcvpXD3dDYZWEFiT%7EKHkAHgMGvkMx7IntGfpGTMhTid7NGK2V4e%7EPkbmGnSDDnT-3ZKW6alVqlb1S%7Ed22CyEf1dgsdLvLCgsfRTmXQXXwxyzL7D9lsjJBeResySlXIW-2smkEbOs1vpBJZyOO0bnyirOiTa5LxuPRJ4KQaN8ywKM3bK9qSOL5%7EqMB04FxK4nm5gtwtxFbsR5%7ECl0gMysuRvqPGicxikWdJAyLqGqm1%7EK30AdtPc7c7I7CuG3xaL3P90yFPouBUQ__&Key-Pair-Id=K6UGZS9ZTDSZM 489c0a525c55475d9c9f42767a0d53a3 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 085 Subject The topic of the resource Public works Elevated highways Description An account of the resource Looking north at retraining wall #1 and abutment from 1st landing of stairs with Abutment. View of the old streetcar barn. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/577bb24074a4e153a11b649da8cd3b81.jpg?Expires=1790208000&Signature=WPw%7EsMO1KNjgtGHjfv7dGiyJoqbRZbwq%7EBpzu9WMBdQoZdc6TsOi3CAGWbXp%7EQbpDAq2ryOHMMRqvtokT%7EXUm6E0NGE-6svBzRf3lj2BiGT4UgVkb%7EyfsKkhjj25rn%7ECaVi0N6KZlliafxin5T1pZ4mZsWUA8XX8huPvQiVrk26LlLVaLgNLquYGVMBZ9hWf5F3pbBAWq8FwK38Hdn0kNcQHzFY0XKnpvJiudVkdGO3ZaXgRwydJU5RewqgwqNyRrIemdMXDw9eMnHD3bU3JR6czCBSplpgt4YCUGTNttG3le6ozhMh6HgYAxLoAjl4d8ljqUxebZiKZjWHLf-5foQ__&Key-Pair-Id=K6UGZS9ZTDSZM 16d974309b2adf44a84c4f5ff804b822 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 086 Subject The topic of the resource Potomac River Freeway (Washington, D.C.) Public works Elevated highways Description An account of the resource Looking NW at Ramp 3 from Virginia Avenue Bridge Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/609d97cb9849bf764c9417975fba5bde.jpg?Expires=1790208000&Signature=YRwh4Dew1w9LmyQI7FU6HD9b7fO6%7Ep7zSIRsXz47KlIWeVhOFOFmY5Z1z--IZ-j6YrE7dsWKpvdRPO4Y%7Eegqdg29QxnfepRutdL%7EeCI-f3sFeXWB8JmmPraH-MyPEZOjTPqWrccxrPSGmrSTCtEX306PJjEVYf1cr-9UItgTViX05YiGzDOYZPa3mIN4OSW5Yw3quAvYh1sm5QdTKCAYX33J45GENAHdhed-CCdcYrqW07VHiMK-N40DN5B9txgZcTkFy91NpwR6L6iv1h--9KaqbPHPuphdc09XlYLv5ew12daT7qOcWpPfSQXe0M13mSwdMbcmhG69p1EfUxgQCQ__&Key-Pair-Id=K6UGZS9ZTDSZM df14d2bc180aab4e791c5eae7e9ec911 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 087 Subject The topic of the resource Underpasses K Street (Washington, D.C.) Description An account of the resource Looking west at K Street from 24th Street Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/76ec9aaf3c84d40c215777c8cc337e64.jpg?Expires=1790208000&Signature=fH5jlyaD8UyxeWj5FP%7E96GRzjfUUM7OJpmjfbbjPQ8roZBcesq5j9kFlLgp99OASuZ2PJ9qYNV2XpIGx7T5j06%7E-yv21VEdeG2AU2AoHw2U8-CaRI-wXvIOO29%7EN0DbobKdxljPCprfGCdTSaty4MM4JizF0O6Px7z4ZEEh696XJEhOkfe8xWUC7sOB84B3G5DEBhmwBMFBzDAlKK94EdyFi2L1iDNCIvXTtZZD4WuifmSaYYU7TTFl-21S738YzLg3m-u0fBjshw5AZ1GFi1TVpolVdbMwiUqXT38481auvta2bQm4eSlfRf5htjykbU3av5TwTmGIeMCjq%7EYbRJw__&Key-Pair-Id=K6UGZS9ZTDSZM d6343638b60ebca665bcc130384d496b Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 088 Subject The topic of the resource Public works Whitehurst Freeway (Washington, D.C.) Elevated highways Description An account of the resource Looking NW at Ramp 1, Westbound K Street at pedestrian underpass. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c48c19296181af1e49ae5c8b203b7efc.jpg?Expires=1790208000&Signature=qkR8xJ6w13RTtEo2apigGOeABn1DyedYjo7vQnGEOw6IWiq7UmHS2VJCiMUzxpFy%7Ef7c12bxnlkfyhv64%7EIfoQJsTQmUAkXQC%7EenI9thLvEZplQIAvDMaTRt9V8Tnww-7ECHpipULinoSQafhvKHxO09lBDXUdslS69ML%7EAIWWIwW9rv78XtOyXJxrpA5cI83Q0tAKjmj6DMTJ2JspjaqwCssWPdi5MgsJvrO3lciQfby4%7EaMdi27CNSRfRnfSmpWGlQSiCOiqMKGy95qEN0kX9BItaWP9dVHcC55tbyxWmhBDNGqWOBB%7EU9xgcB7IPqO%7EpPj0jMRfDBxcUJDgncHw__&Key-Pair-Id=K6UGZS9ZTDSZM 79fb2566b262f8b56e2f6efde95705ff Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 089 Subject The topic of the resource Public works Elevated Highways K Street (Washington, D.C.) Description An account of the resource Looking SE at Ramp 3 from freeway bent 48E median barrier. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/1d11c0234b1ecfae3ad6a0fdd5b8b5d0.jpg?Expires=1790208000&Signature=qJ5Ux8D7yp6ud0fOGTy2-8XJXsvCmMk6cpUK6jGIo6XLD1WWMEkumqwfTYYYHQJVlRana-aeI0dvM2KtYosgrD%7E7bMBziszDxQ-nwrIjj2vHJCi1YYO7KV8x4t1qeJaKOEHDnwOa%7E4dSkk00PuqG3WxuCNU%7Exp2ePnfpUCRAoveOTXMSLTHz6jNAyvT2TSyW%7EInvPUr57po%7E2RvYiq9oGDsGkpBimVUDzVJIFo7%7EpUhnYBk%7EHntNnXY-WuS4rgXUptRIP4PuMt4NAx6o5yaCc-mbJLWYZb0GWBgT9SMClEe9VLuMdN0RiX-NFXVEE2RGYBTipBwuo%7EaoSHn3Or9u-w__&Key-Pair-Id=K6UGZS9ZTDSZM 28e5d889970cfa3b7d0ab0f80623aaf8 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 090 Subject The topic of the resource Elevated highways Public works Whitehurst Freeway (Washington, D.C.) Description An account of the resource Looking west at Whitehurst Freeway from bent 48E median barriers. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/18ad21e5c7781dc5b00a5c246da28345.jpg?Expires=1790208000&Signature=K2MN5Ia-QzY8AQ3ap34hITe35B%7EMwWl7k-JxYJMlRwVaxkO2XkbJ9ngxn5Pit1BDTRxYdk%7E0zD34piXfnfJiEKFlxV7Qu1NfD%7EL6Gg%7EmLXE88LsBcRWTAGoGtJtPHDN0LtgEzcJjZLeRu0IVEVBqmvPNynfrrTvF8ZXE-0ytC8wBLA4X5INYaEBK-HiVmUZurggeW37BlMZZlglijN0zgpd7mKXj79e7Dlqe0PejthrI%7EoOYdu7bi3EDY%7EVZi41mTVqfGlt3wnD8Jz%7Ey5nMvu09j3OETkdPEeXrVgwE9TVKczvNEnw4kbwuQ1zx8zuQ1REHZS4jxjniL4BBMNteQiQ__&Key-Pair-Id=K6UGZS9ZTDSZM 48bd1161612bb115d15945fb77ca774d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 091 Subject The topic of the resource Elevated highways Public works Key Bridge (Washington, D.C.) M Street (Washington, D.C.) Description An account of the resource Aerial view looking east down the rebuilt Whitehurst Freeway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/91454050accfdef5942efdde5ede1452.jpg?Expires=1790208000&Signature=blqEE58em0nB3df-nfG7772plbYs1XJ6bV8YKflnuy81yLBcX%7E6IgJFv5Jgfg42b2kzq8W81Ly42ZXPOPeI6ny%7EWXqS9BU8aKtNVOSIEHoyUYp6gwq5RWLfnQ-txUxRB14pec0onNk3karuyi6pYCppQ8XvrIRGOV1H1yBth8FOlhVOvgAxunsUfUvqskYEwokpLan5uP6av45BgEGHc351uWpJcuiI-I91Ox%7EypZfvjvf-u4mnrXcNMtLIZC4Onff-MowRoU1iuc7qiYeMFKPY3IrymJ8dB0O2ThVQRyNAXHtr5CPtGA-AhP7EsVY8bg-4SGuMPz4cOlALKWVOPWg__&Key-Pair-Id=K6UGZS9ZTDSZM 1054ffb4a8b1e5d7fdd9c56c8805da8c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 092 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) K Street (Washington, D.C.) Key Bridge (Washington, D.C.) Potomac River Elevated highways Description An account of the resource Aerial view of Whitehurst Freeway looking west towards the Key Bridge. Rock Creek Parkway is running underneath the elevated freeway and K Street NW connects with Whitehurst Freeway east of the Parkway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/67b3b49d0d370b3409c5adec7d1e52b7.jpg?Expires=1790208000&Signature=pfcZSKigwP7YJYAxmZ7ECl6BeNqqdd3L%7ElM7%7EyZL1aqmdCuyIQmqgoD7jnYT7MlYtVjazI4QP2AmGta7ypMcAoNVqHVt5JZSdG10hwtRUyPk9RpNfynfnzaN4EE4san1XzLLQQ5w7Gt0Nf-jF0viGuqT3f-y04CKSNtMPp0SOlihBfJ4ucsVbVA4h-nbd5YjHX%7Es6txbX8SCbxC-1RkOe9A30ZkgRS7WXZmU2Mb5UQ%7EKSWOZ8lPDkNqNNji51Xv9cKnNE8-9Ragl-6a5MCSrJcEoRax08XRO-oiZ-vaFwSPDJKRbh4WLGpp1ZwiHMOMb1WPqoegG%7EgqvMA-ZsZNeFQ__&Key-Pair-Id=K6UGZS9ZTDSZM 911c0ca141c0ff24ddb5ee9fc7915999 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 093 Subject The topic of the resource Public works Georgetown (Washington, D.C.) Key Bridge (Washington, D.C.) K Street (Washington, D.C.) Description An account of the resource Aerial view of K Street and Whitehurst Freeway where they meet in between Georgetown and Foggy Bottom area of D.C. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/4eb0e1a2d015b2109b6586780ca30af4.jpg?Expires=1790208000&Signature=Axm13-v2XO12tuIiX7i4s56eBp3hHgO45t%7E3lAE-KcvBOp%7E-%7EJlLGP3tHzUBc5NMkWWHIH9oV%7EBZUsaeKYSzt2Rnc14ESmCizgqmGqChlTuJpLe9Yf-3K2NEyFLs6YjywcZ5%7EXXX08yHrJOZCeB%7EYI-4TdEbP8iBZt9mHtThfD8bMTeO7krPcVwbz%7Ezqpso5O9PREA8n%7EMwfew7QAM7zfdk1m1-OrgXD8UgsKsDzukUkJlLYqAafv%7ELzaMuRqMccp7gvFH83mriyZ3xXGPSlveOu5nMAlUXVmqyiICsS-OwfQdll-fcIwkKKgN5c0LuAURSnoPTChntkGj14Ivfbig__&Key-Pair-Id=K6UGZS9ZTDSZM 8230488449ca98412f5122147ad693a3 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 094 Subject The topic of the resource Aerial Photography Whitehurst Freeway (Washington, D.C.) Rock Creek Parkway (Washington, D.C.) Description An account of the resource Aerial view looking south at the interchange of Whitehurst Freeway, K Street NW, and Rock Creek Parkway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/ae919a70ef6785cb12e468c18c3d5b40.jpg?Expires=1790208000&Signature=nxofbojefhkApLj6p%7EMnj1-jd80rdVBREtLu40B8AGaFsBjl%7EcTPwlfIMZBnJS83zR3NG7G%7EvjFOJ3emCdCrOOIaIAGPgk9hWKQY9ZM8mQSRE5lDR0VvDop2yG0dzHrW%7EffdlJe48VzisUqR6K9v8mys1snuRQ2CZhjkxbd9y0SCH40zM0DVj9VlP9SurcJoYNy6XJhMKYEtf5OOGAzh%7EtncxPWWeIGeaXVtlHbYvgQ21N52Q9waBT4Z3RmrfWGqoBqs4Gox4fGTMV0uh1rKwXKYq19xvggWQF-5GTKK5VNRbGar34GdWfeyc7553Ze3cDjEZvGwCjJWskyxr048wQ__&Key-Pair-Id=K6UGZS9ZTDSZM 1467612d0b8787e63265dc8f93ee9925 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 095 Subject The topic of the resource Aerial Photography Key Bridge (Washington, D.C.) Whitehurst Freeway (Washington, D.C.) Georgetown (Washington, D.C.) Description An account of the resource Aerial view looking east at Whitehurst Freeway after its expansion and renovation. The old abutment of the Aqueduct Bridge can be seen in the lower right foreground. This Bridge was dismantled after the Key Bridge was built in 1923. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/d411898548d300026868984145249115.jpg?Expires=1790208000&Signature=NIqs0Ou7Vi9SfVW%7E0-FbrlTIXnJzpqu-bYIy7CSPC-ktfAymckAHw2SsO51pmSuQWruLx6DDi1FWFlsP16dibZ6spzkJ8egNNDygQ0sc5nWnk0fG04S3KyBTAYwdz2ZtT0A8Yp370-Mp3sIarZ0N0dwcxVWCnMe-mPrYrGcIJwfjfyJemkkfsZmGC9Nz3Na4SFjAt2KHqOWQUtyPhZFEdkYVEnP%7EChLh1ByCkg%7E-En-cPFOXRfmnPnX71lZ4%7Eyjwo1QIGAvixGahaU2xmLM57wFd94sSXGpzZ%7Eg5WF7feTIb%7EBf4bIuNEAD2-PhVFmHsowa1E2JiwuILj97H3y9EWw__&Key-Pair-Id=K6UGZS9ZTDSZM 56446021d47438877747a77737bd39f5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 096 Subject The topic of the resource Aerial Photography Key Bridge (Washington, D.C.) Chesapeake and Ohio Canal (Md. and Washington, D.C.) M Street (Washington, D.C.) Georgetown (Washington, D.C.) Description An account of the resource Aerial view looking east down M Street NW and Whitehurst Freeway. The C&O Canal can be seen running under the Key Bridge and Whitehurst Freeway. The Watergate Complex and Washington Monument can be seen in the left background. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/79ccc2907b8eddeae162cd8a4fb02ccc.jpg?Expires=1790208000&Signature=V6m5DAMAT-ajc7MAZjbIaEHORZF9fCxuhdsaqrgKG0EbLWznwubBB3oGdmMY0LAEG6b%7ERmYLX%7EIqYRcslIRNMK%7EVIQsIOtsYVKeQcERVUjV03ZqvmRka-Xszh9CSx2GEa%7EYnPsXdTyt9%7Etz6nfqoP7QzP7c1oFJyTUaziBw9be1sfmPsNarG-yOQ40LHhAz5FhEL6F38zcvCoW0Sz1Ctv45Vje0oMrnBj%7E2iFiZeNsFKbtNLySz2HAoKQKyNs2uFThpOe3ym-a64eatHGVQjVqYI0qbTH53C94MY-MnItrenZSzHzxTPNu1CGALncdCyQyaVo0VO%7EBaskXEwemr0ng__&Key-Pair-Id=K6UGZS9ZTDSZM 04bda289fd4b7c1eb749c32cb57248f9 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 097 Subject The topic of the resource Key Bridge (Washington, D.C.) Chesapeake and Ohio Canal (Md. and Washington, D.C.) Potomac River Georgetown (Washington, D.C.) Description An account of the resource Aerial View looking south across the Potomac to Virginia. The intersection of M Street, Key Bridge carrying Route 29, and Canal Rd is in the bottom right corner. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/19ad9b8f6f26be262532e3db70c87c90.jpg?Expires=1790208000&Signature=Tnhmm9Fkk7upyrDHRL54xenk4mm5WtO9%7E-0KALHQbevHL0EWZOOhd8nZJ1FBQFim4gfFV2z9hAZzBk67zxhaItA8kYFK9wTWIshUsk2WsxxAOz6Ln-FpcU7vR-9HP2%7EJogAn-0s4GUfJZZiEBWlagY5pgGdbVXQUt3qNp3OZVXrrHSFL%7Eqjwf8B9zB24dflrvDK248LmLSoQEzxYgFlTE67DL3R54E7iAnZpiGPQ0BzVIGlYeoGle6Nolup8TI5QAcjwGMO0uN4Mh2hj3rDAjbXyLNH2mu%7E4gl0jOU3XyYikfMXNCxl1l5zvBIoreHzdjTN1elkhKiWHk48NmjhRxA__&Key-Pair-Id=K6UGZS9ZTDSZM 89b445fb0e4cc408e6012ceed40d8a02 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 098 Subject The topic of the resource Key Bridge (Washington, D.C.) Whitehurst Freeway (Washington, D.C.) Potomac River Chesapeake and Ohio Canal (Washington, D.C.) Description An account of the resource Aerial view looking south of the Key Bridge and its intersections in Washington, D.C. The George Washington Parkway can be seen in Virginia across the water. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/6e4f9e72bcfdd5d508d76af092f674e8.jpg?Expires=1790208000&Signature=uVjJeOYF8gQrJefFEoHndufkK2i%7EqYKBpogNaM6ynzoHDX0IMgJQ%7EJ0JRPS6CBkozOwOawWABFS5B5rfMd0%7ED6cwS82SdvBYzJ66LEzOKqoYLpXaj2CwQjIdCqRXP1bMkl4FcoIpjtt2eMmPnVIJ1a0RkXM2sRKwS-pFnJLjXCKr5qCN9H92hvm6DoP2TSbBLbVO2zxeJeQnJSeFcEMZtNfJYQAT1bfdg8Usj8jftQTmo5O99X0XX39TXPQnAUIsRqKruQG8SmH7PLfrJalVBMDGaubXzlMKQ%7EHrfcVM31gDofP-2QwsUPtvLKfbmVj2oQlonUlMU92-r3ly2J5h5Q__&Key-Pair-Id=K6UGZS9ZTDSZM 062e91c2064b731268b7101884ceb5c4 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 099 Subject The topic of the resource Intersections K Street (Washington, D.C.) Rock Creek Parkway (Washington, D.C.) Description An account of the resource Aerial view looking north at Whitehurst Freeway and its extensions connecting to K Street, I-66 Potomac Freeway, and Rock Creek Parkway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/9ec075c74d3e7838c17692050fd8a060.jpg?Expires=1790208000&Signature=qHL%7EloJGQKAa917VNxqBMrLK5Q-v4-B6j5tNp%7Er6H1rX84lIqzeAH3vx0HuwRAFEeHwmzbUNLjpsfCO-sDZXb%7EsZuWlN-EaKH4zyv7wJPhhQvzwfxytGNdjxCmUdmM2aaPGI3zH4G6-91%7EnxBcZN8h0bZNlfCgZtlgoRXaYbYTl5WBUHtzKFIT21gojW31za6njJ0VBMMii8vpXRrPjRyQqJztqfdN0xmxMHCTKSAFKN1C5vl-feRk4ycmVtfF6Ixz3-j4ClBJfhOHp2eeSCVmJjFjIaUfmaArhQTlMDGy33zQ08CjtHVMqJG0zteyZMzzOOhdII7pfL5NxPOzpcgw__&Key-Pair-Id=K6UGZS9ZTDSZM 8335b6ea93a057a90705da483abdd924 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 100 Subject The topic of the resource Key Bridge (Washington, D.C.) Potomac River Georgetown (Washington, D.C.) Description An account of the resource Aerial view looking north from above the Key Bridge. The old streetcar barn, Exorcist Stairs, and old Aqueduct Bridge Abutment can all be seen in this photo. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/68ad7cf13c0ad4e354138120698cccbf.jpg?Expires=1790208000&Signature=wE75fFCfVY83kVIyZpNj6Ne3XnTwOFpQDbBC4rGJE13iW%7EM9tH8uS6Z7%7EVNtLitSODP4moBI-pywvGdQV3hqa%7EP7SrUc1nagGlTaqaGhbUgazom%7EevMhg-plyuIoFIwbwDKzAUZD7bZcuRxHNqOdTNxnE1Vv5gRF5ToYJNTnHEMHkiecvilHLo2rxWKGx8fVLuBdE4-7njj6e1gSGCA%7EiWwcgPQRs7qCtBE1wTsHtwVu4r4hbMzb2yJRhJK7dXzmC3maXcYe6RO7DL89Vzidgajwzcg0V8TIT1T3HwibtBz-w%7Eav5PyeEz%7EC0fQ-23MAxZmeQjTD-y-860EtquEtzQ__&Key-Pair-Id=K6UGZS9ZTDSZM 7c24cf78bb62594fc30f7cc34bc3a577 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 101 Subject The topic of the resource Rock Creek (Washington, D.C.) Bridges Elevated Highways K Street (Washington, D.C.) Description An account of the resource Aerial view looking northeast at the Whitehurst Freeway and K Street interchange located between Foggy Bottom and Georgetown. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/301a51a9139238e342aadce4b75269c0.jpg?Expires=1790208000&Signature=KJrTOKAbNJrfwxIe9klI%7E6%7Efi-NqVuVGeI-BFU23qYzhDLvn5PGfRH7Bg8szNKqLy66p0qkvZClnI2ERuRLv4lmlgojshatBe-uYMjDDVjUtuCg2c7X%7EU74%7EAjlS0J4Z4qkiYEM0IX8Mo%7ERky%7EtGJ9WSifQkNHXoJW9al6MFxdZQSrkqgqAOLOJKI1bNan6qFmi5Abj%7E1-ATdJR3uBYEclamIfb8cQhpVO9oHEPle5E3DIBGZrcyNMIKaOlC0gY77dYBTylz6Rubaa3kiYDcnmZrzZjXTk9FUxRtlEWK5W240eP5F93F39EqQVRQFoQdy5TZPmq4TB5NdeluRy6F1w__&Key-Pair-Id=K6UGZS9ZTDSZM 732601e14a06d79e66c7273f5320ce2b Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification 102 Subject The topic of the resource Key Bridge (Washington, D.C.) Georgetown (Washington, D.C.) Whitehursst Freeway (Washington, D.C.) Description An account of the resource Aerial view looking north at Georgetown and the Key Bridge. The National Cathedral can be seen in the top left. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DC Highways, Interstates, and Freeways Subject The topic of the resource Highways Freeways Interstate highways Description An account of the resource Photos of highways, freeways, and interstates in the District of Columbia. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Contributor An entity responsible for making contributions to the resource District Department of Transportation Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Modification Project Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Highways Description An account of the resource This item features photos of the Whitehurst freeway modification project which aimed to increase the amount of lanes on the highway (completed in the late 1990s). There is a separate item for older and more general photos of the Whitehurst Freeway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1996-1998 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Aerial Photography Bodies of Water Color Photography Construction Projects Underpasses Whitehurst Freeway https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e0af941acb31909eeef8d9582173405d.pdf?Expires=1790208000&Signature=laZg%7EBnQkxR24kl11OYWPa-aeYCVALeGizxME6bEkjIePkAB8Fxnw-5OrHmyQZwBdmz4AZKmWKf5qc7cP1FuEvjcsN90XBQFDCvI5m%7ESm5o2L1R80Um4kVVOHtDVlEhP5yadCw5Nor9baPutbuqIibSpnxX6GDlZGYtedsFbrEP1-fN1-fOg6cdkWAwfdyXWFz5C28Mw42sKCNISmbdjjwpeqo0A7uCOIczfLohrg26GCnxeo5IdTFNB79nSFe2ivn7SLJw%7ELBf4-hz2N0Iyew6zYB9qcZNe0OOa1i98led%7EXUWlM3JrHb4lQiajnHYMX61wUZPeJCQ-3J7hMApsdg__&Key-Pair-Id=K6UGZS9ZTDSZM 7329191481e27f225a49869409080742 PDF Text Text W H I T E H U R S T F R E E W A Y • C O R R I D O R S T U D Y • • District ofColumbia D e p a r t m e n t of T r a n s p o r t a t i o n Consultants Deleuw. Cather P C * Deion Hampton & Associates. Chartered •KressCox Associates P C JOINT DEVELOPMENT OPPORTUNITY P E D E S T R I A N C O N N E C T I O N B E T W E E N C S O CANALJ AND R O C K CREEK PARK NEAR L STREET �Revised East Ends Whitehurst Freeway Corridor Study Environmental Impact Statement Alternatives �ALTERNATIVE AA ALTERNATIVE F � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Corridor Study Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Creator An entity primarily responsible for making the resource District Department of Transportation Contributor An entity responsible for making contributions to the resource DeLeuw, Cather P.C. Delon Hampton & Associates KressCox Associates P.C. Format The file format, physical medium, or dimensions of the resource Illustrations Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/02b399bdca65ddf107ed0c53ffcf682e.pdf?Expires=1790208000&Signature=BiWDAAe2G1uBi3VGSfuln-AEqjR5w1EEl3ZcMA7mC5zuUcpH54jGbjHjn2xsDUpoHq8dgBYovEgRX8O8JbZ5%7EWpONmZEyyJnfLrkJPtRXbRtYepdVpfGM0EPfKjWGpauvhW6Cy7d2b-hKzW5CByj7rsjU-DV-5FQH3X6xPaPMrbT3YR0ErdoqW6UjcHj-STZm0DL6YlrOHKlKXafZXhiKh65k%7E0KdYpKcCbYlXbiyY7cVi%7EEmUJmPrlcQ3A3ptTuRPjK7J0nM-kqVt1EpFZmP3426mGSwRB6qx591armGZuvZLjwSt36%7EynXFGgcUtXnfHwjBQ5IT7G8ndPZllb6mg__&Key-Pair-Id=K6UGZS9ZTDSZM 821cae420715bea8bbe0e7d2e5ad08ff PDF Text Text � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway : Temporary Crossover to Ramp No. 3 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Creator An entity primarily responsible for making the resource District Department of Transportation Format The file format, physical medium, or dimensions of the resource Illustrations Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e1bc651726f8db49c4ea37f1605ede3c.pdf?Expires=1790208000&Signature=D%7EQnLjAOeJRlhfDopN3U184PTJXsqyq5io7s8RbkxboCRaJSvG9ckOieQN1My15MxelnmW5ULO0E0PilyAnvR%7EB6V4e8%7EvTCTCRyLt5mweUSUtnLfUi57I9LKKur-3AkGW1vUzGnFWYF3-JdZhiUo7qMMxLK6YvREnxYvpHzeXLj6PyUBwre0JRYzZefclL2nyozo%7E%7EPKy6IMs0M%7ElyQs2zyt9IFw649xhaQJZJhIgPPUYeuOP2I-TPr%7EVUY5yin1pNnBADggoqlUvsp2scrg2NuO9LLMxA9fGIAW9SrMQOX6ce4C21NN0TfvRLybLjfoPlAi8pV3p%7EevZChKuk-UQ__&Key-Pair-Id=K6UGZS9ZTDSZM a10d4c4e7f7c2c9dbdee407ab6d36ba3 PDF Text Text "Dedication Of Zhe WHITEHURST FREEWAY Ifu ike Commissioners of the District of Columbia �—Harris H . C . W H I T E H U R S T , Director of D i s t r i c t of C o l u m b i a 1930 to 1948 Highways ct Swing. �P R O G R A M at T h e Whitehurst Freeway and 27th Street, N . W . by T H E COMMISSIONERS O F T H E DISTRICT O F COLUMBIA 1 : 1 5 P . M . — M u s i c b y the M e t r o p o l i t a n Police Department CAPTAIN CHARLES BENTER, Conducting Songs by K A Y D E W I T T , L o e w ' s Capitol Theatre 2 : 0 0 P.M.—Introductory Remarks by: MR. GEORGE V . GRAHAM Chairman, H i g h w a y Committee W a s h i n g t o n B o a r d of T r a d e M a s t e r of Ceremonies: MR. CHARLES M . UPHAM Engineer-Director American Roadbuilders Association I n t r o d u c t i o n of H o n o r e d G u e s t s b y : MR. P. Y . K . HOWAT Chairman, Motor Vehicle P a r k i n g Agency D i s t r i c t of C o l u m b i a Speakers— HON. JOHN RUSSELL YOUNG President, B o a r d of C o m m i s s i o n e r s D i s t r i c t of C o l u m b i a HON. G U Y MASON Commissioner D i s t r i c t of C o l u m b i a G E N E R A L GORDON R . YOUNG Corps of Engineers, United States Engineer Commissioner D i s t r i c t of C o l u m b i a RIBBON CEREMONY MARIA WHITEHURST BROWNETT G r a n d - d a u g h t e r of H . C. W h i t e h u r s t Army Band �P R O G R A M at ROSSLYN PLAZA Arlington, Virginia by THE 2:00 ARLINGTON CHAMBER O F COMMERCE P . M . — M u s i c by the U n i t e d States A r m y B a n d — C A P T A I N H U G H C U R R Y , Leader. Washington-Lee Cadet B a n d —HAKOLD RUBENSTEIN, Leader Presiding: SIDNEY R. JOHNSTON, President A r l i n g t o n C h a m b e r of C o m m e r c e M a s t e r of C e r e m o n i e s : THEODORE M. FORNE, Chairman W h i t e h u r s t F r e e w a y Celebration Committee I n t r o d u c t i o n of D i s t i n g u i s h e d G u e s t s Remarks: A . T . L U N D B E R G , County Manager A d d r e s s of W e l c o m e : B A S I L M. D E L A S H M U T T , Chairman A r l i n g t o n C o u n t y B o a r d of Commissioners P r e s e n t a t i o n of F l o w e r s t o : MRS. H . C. W H I T E H U R S T by M R S . S I D N E Y R . J O H N S T O N MARIA WHITEHURST by K A T H Y BROWNETT BAUER Parade Route F r o m Rock C r e e k , w e s t o v e r the W h i t e h u r s t F r e e w a y to the F r a n c i s Scott K e y B r i d g e . S o u t h o v e r K e y B r i d g e to the R o s s l y n P l a z a i n A r l i n g t o n C o u n t y , V i r g i n i a , thence r e t u r n i n g b y w a y of Key B r i d g e a n d the W h i t e h u r s t F r e e w a y to R o c k C r e e k . �W H I T E H U R S T F R E E W A Y . — A n elevated h i g h w a y p a r a l l e l i n g the P o t o m a c R i v e r f r o m C a n a l R o a d a n d M S t r e e t , N . W . , to the o v e r p a s s a t the i n t e r s e c t i o n of K S t r e e t a n d the R o c k C r e e k a n d P o t o m a c P a r k w a y i n the v i c i n i t y of Twenty-seventh Street. N a m e d i n h o n o r of C a p t a i n H . C . W h i t e h u r s t , D i r e c t o r of H i g h w a y s , E n g i n e e r D e p a r t m e n t , G o v e r n m e n t of the D i s t r i c t of C o l u m b i a f r o m A u g u s t 1st, 1930, u n t i l h i s d e a t h on S e p t e m b e r 1st, 1948, W a s h i n g t o n ' s first e l e v a t e d h i g h w a y w a s officially opened to traffic on October 8th, 1949, w i t h dedication e x e r c i s e s attended by m e m b e r s of C o n g r e s s , officials of the F e d e r a l a n d D i s t r i c t G o v e r n m e n t s a n d p r i v a t e persons, p r o m i n e n t i n the a f f a i r s of the c o m m u n i t y . C o n s t r u c t e d a t a cost of $3,370,000 b y the c o n t r a c t i n g firm of A l e x a n d e r & R e p a s s , D e s Moines, I o w a , the s t r u c t u r e extends over K S t r e e t f o r a d i s t a n c e of a p p r o x i m a t e l y 4,300 feet, a n d p r o v i d e s t w o r o a d w a y s of t w e n t y - t w o feet a n d nine inches e a c h w h i c h a r e s u p p o r t e d on a s e r i e s of p i e r s a n d steel columns. F o u r bronze me- m o r i a l plaques a r e affixed to the p a r a p e t w a l l s i n the a p proaches. �THIS VOLUME IS DEDICATED TO H E R B E R T C. W H I T E H U R S T Director Department of H i g h w a y s , D . C. 1930 - 1948 T h e memory of this E n g i n e e r ' s understanding and s y m p a t h y and his capacity f o r deep f r i e n d s h i p a n d w a r m r e l a t i o n s w i t h h i s s t a f f r e m a i n s u n d i m i n i s h e d . C a p t a i n H e r b e r t C. W h i t e h u r s t distinguished h i m s e l f f o r a l m o s t a q u a r t e r of a c e n t u r y i n t h e s e r v i c e of the G o v e r n m e n t o f t h e D i s t r i c t of C o l u m b i a . D i s t r i c t ' s H i g h w a y F u n d as a separate budget account. A t the time of his death, the a n n u a l H i g h w a y Budget approached $10,000,000. B o r n i n R i c h m o n d , V a . , S e p t e m b e r 20, 1886, he r e ceived his e n g i n e e r i n g education a t V i r g i n i a P o l y t e c h nic I n s t i t u t e , w h e r e he g r a d u a t e d i n 1906. U n t i l W o r l d W a r I , he w o r k e d a s a n e n g i n e e r w i t h p r i v a t e c o n struction firms. D u r i n g t h a t w a r , he s e r v e d i n t h e United S t a t e s a n d abroad as a combat engineer. S u b s e q u e n t l y , h e c o n t i n u e d to s e r v e w i t h t h e C o r p s of E n g i n e e r s a n d , f o r a time, headed the Construction Division at Wilson D a m , Muscle Shoals, A l a b a m a . M a j o r improvement projects conceived under the C a p t a i n ' s direction include the Scott C i r c l e , T h o m a s Circle, Dupont Circle, and V i r g i n i a Avenue underpasses, as w e l l as the Sousa B r i d g e , the South C a p i t o l Street B r i d g e , the C a l v e r t S t r e e t B r i d g e , and the new H i g h w a y B r i d g e over the Potomac R i v e r a t 14th S t r e e t , and m a n y others. A n o t h e r w a s the K S t r e e t E l e v a t e d H i g h w a y , w h i c h w a s officially d e d i c a t e d i n 1949 b y the D i s t r i c t Commissioners as the " W h i t e h u r s t F r e e way." H e w a s t r a n s f e r r e d to the Office of the E n g i n e e r C o m m i s s i o n e r of t h e D i s t r i c t o f C o l u m b i a i n 1926. T h r e e y e a r s l a t e r , he r e s i g n e d h i s c o m m i s s i o n , i n t e n d i n g to e n t e r p r i v a t e i n d u s t r y . H o w e v e r , the D i s t r i c t C o m m i s s i o n e r s , w h o h a d m a d e a s t u d y of t h e W h i t e hurst P l a n for better h i g h w a y management in W a s h i n g t o n , p e r s u a d e d h i m to r e m a i n a s C o o r d i n a t o r a n d C h i e f E n g i n e e r . L a t e r , t h e j o b w a s e x p a n d e d a n d he became t h e first D i r e c t o r of H i g h w a y s . N o r d i d h e h e s i t a t e to u n d e r t a k e d u t i e s b e y o n d t h e l i m i t s of h i s office. I n a d d i t i o n to s e r v i n g a s D i r e c t o r of H i g h w a y s C a p t a i n W h i t e h u r s t s e r v e d a s h e a d of t h e D i s t r i c t D e p a r t m e n t of C i v i l i a n D e f e n s e a n d C o m m a n d e r of t h e C i t y ' s C i v i l D e f e n s e C o r p s d u r i n g World W a r I I . U n d e r the C a p t a i n ' s leadership, the mileage of paved s t r e e t s i n W a s h i n g t o n w a s n e a r l y doubled f r o m 550 m i l e s i n 1926 to n e a r l y a 1,000 m i l e s i n 1948. H e c a m p a i g n e d v i g o r o u s l y a n d s u c c e s s f u l l y to e s t a b l i s h t h e C a p t a i n W h i t e h u r s t ' s r e p u t a t i o n i n the e n g i n e e r i n g p r o f e s s i o n w a s n a t i o n w i d e . H e w a s P r e s i d e n t of t h e A m e r i c a n R o a d B u i l d e r s ' A s s o c i a t i o n 1935-36, p r i o r to w h i c h he h a d been P r e s i d e n t o f the M u n i c i p a l D i v i s i o n of t h a t A s s o c i a t i o n , t h e n k n o w n a s t h e C i t y O f f i c i a l s D i v i s i o n . H e s e r v e d a s T r e a s u r e r o f A R B A f r o m 1940 to the t i m e of h i s d e a t h . H e w a s a l s o a m e m b e r o f the A m e r i c a n Society of C i v i l E n g i n e e r s , the A m e r i c a n A s s o c i a t i o n of S t a t e H i g h w a y Officials, the A s s o c i a t i o n of H i g h w a y Officials of t h e N o r t h A t l a n t i c S t a t e s , t h e H i g h w a y R e s e a r c h B o a r d , a n d the W a s h i n g t o n B o a r d of T r a d e , among others. T h e r e h a v e been f e w m e n so g e n e r a l l y r e s p e c t e d a s w a s C a p t a i n W h i t e h u r s t . T h e f a c t t h a t those w h o k n e w h i m r e f e r r e d to h i m a l w a y s a s " T h e C a p t a i n " w a s a t r i b u t e to h i s devotion to d u t y , h i s a d h e r e n c e to h i g h p r i n c i p l e s , h i s l e a d e r s h i p , h i s a b i l i t y to i n s p i r e confidence, a n d h i s a b i l i t y to get t h i n g s done no m a t t e r w h a t the obstacles. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Souvenir program : Dedication of the Whitehurst Freeway Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Creator An entity primarily responsible for making the resource District of Columbia. Board of Commissioners Date A point or period of time associated with an event in the lifecycle of the resource October 8, 1949 Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/6471c3a1886f208c4a5e2093540d3398.pdf?Expires=1790208000&Signature=In66s6LhNAqxoWPjjK1G9MfMVfbv6o6T0M9vtmX%7ELbsF9d2q9Wzh9tXTCgV94DTwaRBGn7V1lrYr1CsP76fU1vncn4JHzii%7Ek5R1zrVv75W6XR4hDNZbqHD2fAsVhFtONonMNMoEsUWNRHEqwPQ31cgnQhlBg3CySS1GHnC-snYFGnmooBrhr4r9wyBTpay-lBuvf3t9YgglOZyVFimvufnGQkb34rGl6o6X6ZEx6N%7EzQ1PHWdwXPKvgnq4Oy%7Eez6UCyh7ezSJOse307F5PehrLXWRGntFrV27iNMJiufDW5iuAhknlOeNFWNSnjJtBmvwBARkLFfKE8Y1jtyW0eIw__&Key-Pair-Id=K6UGZS9ZTDSZM 61b1f34704e960377284d70b37b4bba1 PDF Text Text OFFICIAL TRANSCRIPT PROCEEDINGS BUORL WHITEHURST FREEWAY CORRIDOR PUBLIC MEETING Tuesday, May 15, 1984 Washington, D. C. �A T A B L E OF CONTENTS T E S T I M O N Y OF: PAGE Lynne Robinson D.C. D e p a r t m e n t o f P u b l i c W o r k s 109 Gary L. Groat De L e u w , C a t h e r a n d Company 114 Robinson Bader Melvin Jones Condo U n i t Owners' A s s o c i a t i o n Ogden Kenneth Ben C. G. 130 134 Carroll 137 Klotz 139 Robert Alcorn 142 Patricia 145 Richard Chabrier Palco Bon W i t P l a z a Owners and T e n a n t s 149 James P r i c e 153 Holsey 155 Jean G. Handyside O'Brien Potomac P l a z a L e o n a M. Terraces, Inc. Lennemann Thomas M i l l e r P r e s i d e n t , Board Knightsbridge 160 16 5 of Directors C o u r t Condominium A s s o c i a t i o n 170 Maggie Cox 173 Shelton Merrill 178 Dorothy L. O h l i g e r 180 Jenny Paul Brake J . Kennedy 183 186 �B T A B L E OF CONTENTS T E S T I M O N Y OF: (Continued) PAGE Thomas D o u g h e r t y S i e r r a Club 189 Mary Bergman Commissioner ANC 2B-0 8 19 4 �W H I T E H U R S T FREEWAY CORRIDOR P U B L I C MEETING F r a n c i s J u n i o r High 24th and M S t r e e t s , W a s h i n g t o n , D.C. Tuesday, The reconvened, Patrick Publie pursuant Meeting May 1 5 , 19 8 4 i n the above-entitled to recess, K e l l y , Hearing O f f i c e r , a t 7:04 o ' c l o c k presiding. School N.W. matter p.m., �97 P R O C E E D I N G S MR. KELLY: Good e v e n i n g . T h e h e a r i n g i s now i n session. My Officer name i s P a t r i c k appointed Departmental pursuant O r d e r No. 6, d a t e d taking written and o r a l the Whitehurst Freeway and This provisions public May 3, 19 8 4 . with the responsibility statements hearing i s being from of interested h e l d i n accordance 23 U.S. C o d e a n d i s d e s i g n e d modify, with the to give the on f o u r a l t e r n a t i v e s t o or replace the Whitehurst c o n n e c t i n g K S t r e e t w i t h Key B r i d g e D.C, of on t h e a l t e r n a t i v e s C o r r i d o r Study t h e o p p o r t u n i t y t o comment Northwest Works' citizens. of Title rehabilitate, a n d I am t h e H e a r i n g t o t h e Department o f P u b l i c I have been charged organizations Kelly and C a n a l as d e s c r i b e d i n t h e d r a f t Freeway Road i n Environmental Impact Statement. Copies and other study for review since of the draft documents have been March Library, Public Library, Wisconsin Public Library a t 49th Library, Transportation, Impact available 24th & L Streets, and R S t r e e t s , and V S t r e e t s , 901 G S t r e e t , 415 1 2 t h S t r e e t , N.W., N.W.; N.W.; N.W.; N.W.; Statement to the public 3 0 , 19 84 a t t h e f o l l o w i n g West End P u b l i c King Memorial Environmental locations: Georgetown Palisades Martin Luther Department o f Room 5 1 9 . �98-107 Also, notice of this Washington Post A p r i l h e a r i n g was p u b l i s h e d i n t h e 12 a n d May 1 0 , 19 8 4 ; April 12; t h e Northwest April 1 3 ; t h e F o g g y B o t t o m News A p r i l May 3; a n d t h e D.C. The at this Agencies Register following hearing: Current April rules The H e a r i n g t e n minutes. representatives from Individual that they signed each individual in. 12; t h e Georgetowner 30; t h e Uptown fororal Officer will if state t h e Department o f P u b l i c speakers w i l l will be c a l l e d Please, from so t h e stenographer only. the Hearing Written stenographer copy rule f o r no i sthe Works. on i n t h e o r d e r testimony, please can record i t c o r r e c t l y . b e no r e s p o n s e may b e s u b m i t t e d t o supplement o r a l testimony, to the and I would statement, to the stenographer that sugges you give who i s s e a t e d here. The public to Officer. statements o f the statement i n a t the beginning of There w i l l t h a t w h e n y o u come up t o make y o u r a speak name, a d d r e s s , a n d t h e g r o u p y o u r e p r e s e n t make s t a t e m e n t s questions a l l speakers. speaker. your statement apply be a f i v e - m i n u t e l i m i t f o r any, o r the neighborhood you l i v e your call groups w i l l When y o u come up t o g i v e y o u r clearly Citizens testimony w i l l The e x c e p t i o n t o t h i s There American M a r c h 30. and r e c o g n i z e d community more t h a n the Afro record w i l l remain open for written �108 comments u n t i l May Whitehurst Freeway Works, 12th 3 1 , 19 8 4 . 415 Also, at 9:30 who do p.m. not C o r r i d o r Study, Street, the for record are statements given the b e f o r e , we testify, i f you have a copy please give i t to the Also, tables you i n the are borrow r e a r , would you and oral will the end persons testimony record. as 20004, will Statements oral statements; requesting t h a t a l l people of your any to that those f o r the stenographer i f you a t 7 p.m. same w e i g h t I said sent W a s h i n g t o n , D.C. to present As who begin be Department of P u b l i c i t i s requested opportunity their written D.C. , Room 5 1 9 , the hearing w i l l present the N.W. Therefore, get Comments may statement, before of the would making the exhibits r e t u r n them t o t h e you statement. from the tables before leave. At witness from the this f o r the time, evening, I would and like to that w i l l D e p a r t m e n t o f P u b l i c W o r k s who presentation You at this may time. proceed. call be the first the r e p r e s e n t a t i v e s shall make their �109 T E S T I M O N Y OF LYNNE ROBINSON, P R O J E C T MANAGER D. C. DEPARTMENT MS. ROBINSON: coming. Freeway OF P U B L I C Good e v e n i n g , We a r e d e l i g h t e d a t y o u r Corridor I WORKS and thank interest you a l l f o r i n the Whitehurst Study. am L y n n e Robinson from t h e D.C. D e p a r t m e n t o f P u b l i c Works, f o r m e r l y t h e D.C. D e p a r t m e n t o f T r a n s p o r t a t i o n . I have s e r v e d as p r o j e c t since theDistrict Whitehurst began t o look Corridor over In investigate manager f o r t h e W h i t e h u r s t solutions this study t o o l d Whitehurs i n 1939 a t a c o s t o f $3.5 m i l l i o n . replace the present deck that $58 m i l l i o n on t h e f r e e w a y A 1982 w o u l d be n e c e s s a r y a n d t o do n e e d e d of the substructure. Before old structure, use o f those investing we w a n t e d funds. that magnitude o f funding i n an t o m a k e s u r e we w e r e m a k i n g t h e b e s t S o , we f e l t remedies and ideas but f o r the connecting also initiated t o t h e d e t e r i o r a t e d 35-year budget e s t i m a t e c a l c u l a t e d reshoring within the two y e a r s ago. May 1 9 8 2 , t h e D i s t r i c t Freeway, b u i l t to at alternatives study f o rnot only we n e e d e d t o look theWhitehurst roadways i nthis a t other Freeway highly itself congested corridor. We u s e d 1. corridor. three premises There t o a i d us i n our d e l i b e r a t i o n s w a s t o b e no i n c r e a s e i n c a p a c i t y o f t h e �110 2. Through t r a f f i c and not encroach 3. into We was t o r e m a i n on m a j o r residential assumed neighborhood a p o t e n t i a l park atertials streets. along the Georgetown Waterfront. The relied study employed on t h e c o n s u l t a n t c o m p o s e d o f 15 Advisory team, local Committee Neighborhood process which a technical advisory f e d e r a l , s t a t e and and a C i t i z e n s S t e e r i n g five a three-way review agency group representatives of representatives Commissions and seven from citizens organizations. The Committee representatives Foggy Bottom g e n e r a l l y , a n d G e o f f Starnrn f r o m ANC From Rick the C i t i z e n s Steering included: From Tyler on t h e Foggy C h u r c h i l l , a n d Tom Jenny Brake, Geoffrey 2A. Bottom A s s o c i a t i o n , Lucille Duprat, Miller. From t h e West End C i t i z e n s A s s o c i a t i o n , From G e o r g e t o w n , ANC From the C i t i z e n s Association James Molinelli. 2 E , Ray K u k u l s k i and Bill Cochran. Charlie Schneider a n d G r o s v e n o r Chapman. represented the Business Georgetown; Bob Corridor Georgetown, Dick Stauffer and P r o f e s s i o n a l A s s o c i a t i o n McFadden was Committee, of from the Wisconsin and Dean P r i c e of Avenue from Georgetown University. �111 From t h e F o x h a l l Citizens Association, Roger From P a l i s a d e s , Association, issues groups special sessions citizen their owe Palisades Citizens 3D. f o r two y e a r s t o more c l o s e l y the D i s t r i c t a great representatives communities douldn't have Thank quite held to share EIS. level have worked and often investigate over certain 35 public the study progress especially to these much. have I t ' s really hard to inform the D i s t r i c t upon to the neighborhoods. t h e i r good been q u i t e an cooperation. experience f o r us. four they t h e new very and t o a d v i s e done t h e s t u d y w i t h o u t As y o u know, alternative, who of credit of the alternatives a pleasure now deal of the study you a l lvery We alternatives are: elevated defined The N o - B i l d , i n the draft the r e h a b i l i t a t e d a l t e r n a t i v e , and t h e ground- arterial. These at Estes, f r o m ANC the communities acceptability and 3B. a l l neighborhoods. We We Foxhall of concern. meetings w i t h i n the Charlie met m o n t h l y Additionally, with Bob S i c i l i a n o ; M i n g o , ANC and Nancy Feldman These scheduled area, the sign-in brochure are briefly table, these i n the brochure w h i c h we h o p e y o u a l l h a v e . has been mailed After described and d i s t r i b u t e d three public available This to the general hearing sessions -- public. last �112 night, of tonight Public summer. and Works w i l l There alternatives. the combination of mental 18-month final various features Statement final t o mix a l t e r n a t i v e by and mid- match the end segments of r e c o m m e n d a t i o n may final presented be featured will During t h i s District i s committed Advisory Committee to work w i t h the be i n the a l t e r n a t i v e s . a v a i l a b l e by to Department the design e f f o r t alternative. District main-line selection will Impact the recommend a s e l e c t e d Consequently, The — is limited ability connections with a tomorrow n i g h t in a January final 19 8 5 . EnvironA 12 to follow s e l e c t i o n of the phase of development, the e s t a b l i s h i n g another us to further Citizen refine the selected alternative. During the hearings begin will be in late held. 1986 or I would who h a v e had and who Chief corner; the our our be Public to introduce the Public to you: Specialist, f r o n t , and the table Public the alternatives involve The next to District tonight Study Cohen, Lorraine press businesses. Whitehurst the Space P o l i c y over here the and a l t e r n a t i v e should Wally at residents public other people here i n t e r e s t i n the Hearings up of Some o f of Hamilton, of phase, a d d i t i o n a l 1987. assistance Office sign-in table Tara early like of design Construction a continuing could of final in this S o r r e l , at Information Officer Lorraine. possible will relocation offer �113 assistance Act. t o any a f f e c t e d p a r t y Representatives Community Services their are available tonight relocation. That to talk now w o u l d four alternatives Gary Groat, prime with Department o f H o u s i n g and Department o f A d m i n i s t r a t i s those affected of responsibilities t h o s e who w i s h i s outside like in a such information. i n the h a l l . to turn a n d a summary the presentation of their P r o j e c t M a n a g e r on t h e s t u d y consultant. Relocation be a v a i l a b l e a t t h e r e l o c a t i o n t a b l e directly relocation table the Uniform to inform and t h e D i s t r i c t ' s They w i l l I the f r o m t h e D.C. D e v e l o p m e n t , a n d t h e D.C. rignts tonight under impacts of the over to f r o m De L e u w , Cather, �114 T E S T I M O N Y OF GARY L . GROAT, DE LEUW, C A T H E R & COMPANY MR. GROAT: Thank y o u , Lynne. I r e p r e s e n t De L e u w , C a t h e r the prime c o n s u l t i n g f i r m technical the on t h i s project. and a d m i n i s t r a t i v e support overall a n d Company who w a s We p r o v i d e d t h e f o rt h i s management o f t h e D i s t r i c t study o f Columbia under Department o f P u b l i c Works. Our ourselves project engineers; finally, study the Whitehurst cooperation f o r modifying Freeway study's with the a i r , noise and t h e t r a n s p o r t a t i o n systerr Corridor. goals and o b j e c t i v e s were e s t a b l i s h e d Committee, and t h e S t e e r i n g Committee w a s made u p o f t h e c i t i z e n s , already a n a l y s i s , and t h e D.C. D e p a r t m e n t o f P u b l i c W o r k s , Technical Advisory which and a e s t h e t i c we c o n d u c t e d d e f i n e d , d e v e l o p e d , alternatives The the landscaping C o x A s s o c i a t e s who p r o v i d e d t h e and a r c h e o l o g i c a l a n a l y s e s . evaluated in Cress E n g i n e e r i n g - S c i e n c e , who p r o v i d e d This in c o n s u l t a n t team c o n s i s t e d o f a n d D e l o n H a m p t o n & A s s o c i a t e s who f u n c t i o n a s t h e urban design, quality De L e u w , C a t h e r as Lynne Robinson has pointed out. Now, we t o o k importance these -- b u t we d i d n ' t them, t h e c i t i z e n s t h e way t h e y were goals rank a n d we r a n k e d them, t h e c i t i z e n s on o u r S t e e r i n g C o m m i t t e e . ranked. them i n The most i m p o r t a n t ranked And t h i s i s goal i n this �115 study was: 1. To achieve community s u p p o r t . 2. To provide cost-effective 3. To improve the highway system. 4. To enhance the q u a l i t y of highway system improvements. adverse To preserve 6. To unite o f t h e C&O Georgetown's t h e two evaluate, am going to t a l k criteria was select about north p r o c e s s was the four and final used to alternatives tonight. tier or l e v e l , seven concepts t h a t were Community S t e e r i n g At and the f i r s t used to s e l e c t alternatives both and, Canal. discuss, At were avoid h i s t o r i c resources Georgetowns, A three-stepped or tiered I and environmental effects. 5. south life developed several key from a wide criteria variety i n coordination with of the Committee. the second increased l e v e l or t i e r , and the four t h e number o f alternatives were evaluatior selected from those seven. The now, i s the third which i s the t i e r E n v i r o n m e n t a l Impact most c o m p r e h e n s i v e selecting tier, criteria one preferred Now, i f I may Statement. and w i l l alternative have we be used are at I t has right the to a s s i s t i n from t h e s e four. the l i g h t s , I would like to use �116 some s l i d e s t o help described the a l t e r n a t i v e s and (A s l i d e The were A presentation a l t e r n a t i v e s t h a t we four r e f i n e d by the s p e c i a l study and of Foggy B o t t o m end connections was also impacts. follows:) community o v e r the the are discussing tonight a period of near Rock C r e e k completed the several during this months. Park refining stage. The which are Impact door, four a l t e r n a t i v e s which described Statement in detail and i n the that brochure Lynne has draft that just mentioned, Environmental you picked up at the are: The No-Build A l t e r n a t i v e . The Rehabilitated The New The At-Grade or Let's Elevated start the Elevated Freeway A l t e r n a t i v e . Freeway A l t e r n a t i v e Ground L e v e l and, Arterial description with the Alternative. No-Build Alternative. This a l t e r n a t i v e i s designed structure as base against line changes can i s . be This decking of include the No-Build A l t e r n a t i v e w i l l which the e f f e c t s of the i m p r o v e m e n t s w o u l d be operational could leave the existing provide other a proposed measured. Minimal facility The to and safe e i t h e r an facility. The through overlay costs made t o the deck keep design year or for these the 2006. a complete re- improvements �117 could r e a c h as were $31.3 m i l l i o n i f a complete redecking accomplished. The of much a s any No-Build land or I would Whitehurst Looking foreground the Canal and you underneath the Whitehurst Freeway see the close Key the one You acquisitio you can see can see t o t h e Key the major note D o d g e W a r e h o u s e on the on the Bridge The connections also the in the at Freeway there i s a light passing ramp g o i n g up from Bridge. corner of Wisconsin can of Key the Whitehurst Road w h e r e B r i d g e , and of views today. Avenue and concerns proximity to h i s t o r i c district. a couple the Georgetown W a t e r f r o n t . into Canal can t o show y o u Freeway connecting you like to the e a s t , Road end, At require buildings. Now, existing A l t e r n a t i v e would not the we have structures right, northwest lower in this within that's K a the Street, study, historic historic corner of Wisconsin and K Street. The include road it, connections a ramp f r o m that passes i f you will. the Whitehurst in front There anywhere. elevated p a r k i n g l o t s , and Park end -- that's t o 1-66 of t h e Kennedy C e n t e r , o r Some o f y o u Freeway Rock C r e e k Freeway are also d o n ' t go the Whitehurst near two have unconnected seen a ramp c o m i n g i f you were going behind ramps them o p e r a t e from 1-66 westbound. the back that as to �118 The next freeway. This widen the alternative existing on either is Alternative freeway require an the Bridge end Exxon unused the eastbound the this feet, and four alternative design alternative, C&O side a feet of Canal end, Canal road, would standards. tunnel, C a n a l and Park Rock C r e e k a Ne new Road and j u s t west i s $99.4 commercial of s l i d e , which The Alternative which of K five existing feet The alternative, removed estimated require land and cost acquisition the Street, and for taking which of of a i s shown in businesses. alternative The i s 15 would 3401 houses third AA. acres at this million. alternative structure in d e s c r i b e d w o u l d be ramp s h o r t e n e d . and-eight-tenths existing. this north 1-66 alternative one rehabilitate eight c u r r e n t highway ramps I p r e v i o u s l y This by by elevated station. the this structure under the Near the two I t would widening, to of pass w o u l d e m e r g e on this the exception t u n n e l , would the A. rehabilitated side. Even w i t h Key i s the i s a new structure l o w e r and This i s the only c u r r e n t highway design 16 elevated w o u l d be feet replaced than would pass under Bridge, the one lane of which would the standards. N e a r Key alternative wider freeway, eastbound on-coming W h i t e h u r s t Freeway meet Canal Road traffic. �119 T h i s would and allow the elimination the Whitehurst of that Freeway, or M S t r e e t light and a t Canal the Road Whitehurst Freeway. New connections allow westbound near 26th Street. Pennsylvania traffic Northbound existing Circle, appearance of t h i s l a n d w o u l d be This w o u l d be unoccupied. is you freed this Exxon 36 from M would exit Street at access One Canal Road physical to the freeway two c i t y acquisition and would blocks displace of two residences i s a t 3631 and the Exxon s t a t i o n . i n the use. require think change Nearly of these b u t you Freeway a t 3633 M Street. I t of i t as M S t r e e t They are just west as of construction time f o r t h i s alternative would months. the fourth street of land are located Alternative is would station. The be end closed. f o r non-highway residences. go w e s t p a s t allow end o f t h e f r e e w a y . a l t e r n a t i v e would They officially traffic a dramatic four and-two-tenths acres family 1-66 ramps t o t h e W h i t e h u r s t T h e r e w o u l d be single to access 1-66 & K S t r e e t s , which currently from Washington of Creek Park Avenue. The 25th M Street n e a r t h e Rock and a t ground F, the a t - g r a d e or g r o u n d - l e v e l final level, alternative. i t w o u l d be A six-lane similar arterial, arterial to M Street and �120 would be replace the existing t h r e e new t r a f f i c level. Traffic signals from or lower-level S-shaped ramp f r o m to those At would r i s e and Whitehurst, connections I just 33rd Street, to carry of this would land at traffic new f a c i l i t y time Road w h i c h forthis differences were both cannot a r e made that's This AA. now o f s i x and o n e - h a l f structure these Impact impacts today. design The c o s t acres of located The c o n s t r u c t i o n the significant alternatives. Road r e s i d e n c e s on described earlier. summarize arterial, alternative a l t e r n a t i v e w o u l d be a p p r o x i m a t e l y First, Street AA. end, t h e proposed i s $96.6 m i l l i o n . however, o f a l l these you Park are similar and Canal and t h e two s i n g l e - f a m i l y between Environmental v i a an ground-level much t h e w a y t h e y d i s p l a c e the commercial I will 28th Key B r i d g e t o Key B r i d g e require the acquisition 3401 K S t r e e t Canal near t o t h e new e l e v a t e d f r e e w a y , and would a t ground i fyou w i l l , the arterial, N e a r t h e Rock C r e e k similar facility described f o rAlternative make t h e c o n n e c t i o n s is this would Key B r i d g e . other that along There northbound Key B r i d g e would r e a c h t h e arterial The elevated f a c i l i t y . 30 m o n t h s . impacts or A detailed discussion c a n be found i n the draft Statement. I will talk during a typical about t r a f f i c . afternoon see i ti n the s l i d e , This slide rush hour. most o f t h e l i c e n s e shows Although plates �121 are from Virginia shortcuts and Maryland. t o Key Bridge of Georgetown. cent by t h e y e a r This traffic this traffic slide would improve over growth because the traffic situation 2006 t r a f f i c are shown i n g r e e n . the rehabilitated the extent of t r a f f i c This near because and Canal Road travellers longer face It that a 2006. Much o f as 28th Street. would a r e already near alternative i n the year alternative diversion n o t show capacity. would 2006. slightly Increases would s l i g h t l y to local would decrease and M S t r e e t traffic intersection desiring area a r e shown i n o r a n g e a n d d e c r e a s e s alternative the existing per- project. As y o u c a n s e e by t h e amount o f freeway t h e Key Bridge 20 areas of the projected as M S t r e e t , freeway street except map o f t h e s t u d y s t r e e t s , such they rehabilitated the year forthis volume growth by t h e y e a r Many o f t h e m a j o r s t r e e t s , s u c h The year i s a schematic g r o w t h w o u l d b e on l o c a l t h e back grow a p p r o x i m a t e l y The orange i n d i c a t e s traffic much o f t h i s Road t h r o u g h looking f o r anything t o the freeway 2006, t h e d e s i g n network. 20-percent and C a n a l Without doing normal maintenance, These a r e d r i v e r s t o turn green, reduce streets. delays, intersection. particularly This i s l i g h t a t the Whitehurst Freeway w o u l d be removed and b e c a u s e left o f f o f Key B r i d g e would no signal. s h o u l d be noted that a l l the "build" i s A, AA a n d F , a s s u m e a b a l a n c e d M Street. alternatives I n other �122 words, there would n o t be a reversible center lane on M Street during evening rush hours. The is the AA new -- w o u l d study entered slightly area. This M Street i n other similar locations A. this Circle, that would for this ramps w o u l d area. diversion, in have create in to additional or The the large traffic o f f s e t by F r e e w a y w e s t o f Rock very alternative -- that's amounts o f and P e n n s y l v a n i a T h i s w o u l d be f l o w more K Street t o go i t performs elevated increase The W h i t e h u r s t Alternative would have This would As y o u c a n s e e by Whitehurst by this delays such as Memorial Bridge near M Street p r o p o s e d new see -- Avenue. the s l i d e would traffic i s because t r a f f i c to the r e h a b i l i t a t e d Alternative the overall or P e n n s y l v a n i a Avenue. Except in increase from Washington Constitution on freeway a l t e r n a t i v e t h e f r e e w a y f r o m t h e ramps a t 2 5 t h and K S t r e e t s , other words, delays lower elevated Avenue, volumes orange the considerably reduced t r a f f i c on C r e e k , a s shown i n g r e e n . Freeway and C a n a l Road intersection smoothly. at-grade a r t e r i a l F -- w o u l d section alternative decrease t r a f f i c This now, volumes of the former Whitehurst the green. — this i s on the lower Freeway, as you i s b e c a u s e t h e r e w o u l d be additional traffic lights t o s l o w down t r a f f i c capacity. However, d r i v e r s would still look and can three reduce the for shortcuts �123 through neighborhood congestion s e e n by and delay areas outside causing than predicted the increased As w i t h in streets, orange north the elevated the study even higher under levels normal growth as of M S t r e e t . freeway area would alternative, increase due delays to the closure of the 25th S t r e e t ramps and t h e added p r e s s u r e reduced capacity t h e new arterial. t i v e would on limit Comparing and Freeway — effectiveness. that's net F -- AA -- together, and looking a t land-use A l l the "build" alternatives area. slide shows e x i s t i n g t h e amount o f The up o n e land rehabilitated and seven-tenths acres up arterial new elevated three and three-fifths -- F -- rehabilitated eight one freeway and n i n e - t e n t h s and a a c r e s , and acres. alternatives of land would increase -- non-highway alternative -- AA by use i n the would of land freeway one-half acres land available for freeway The free provide impacts which vary study free -- disadvantage. this purposes. New in transportation t h a t would alternative, -- No-Build The A t - G r a d e A l t e r n a t i v e o r A r t e r i a l Now, increase area. the the comparable alternative of This alterna- i n the study t h a t ' s A -- -- a r e v e r y i s the only traffic growth a l l alternatives R e h a b i l i t a t e d Freeway Elevated at-grade a l l traffic of — A -- would f o r non-highway -- alternative, the No-Build would at-grade The use not a f f e c t set aside and the f o r the potentia �124 Georgetown W a t e r f r o n t The wider along would require potential new Park. e l e v a t e d freeway i t sentire Waterfront Park once a g a i n , w o u l d be than the e x i s t i n g approximately today and this land. a r t e r i a l , which 31 f e e t w i d e r full feet o n e - t h i r d o f an a c r e o f Whitehurst two eight length than what e x i s t s approximately The A t - G r a d e w o u l d be i s the F along Freeway acres of park alternative i t sentire and w o u l d length require land, potential park land. The is F, would potential existing At-Grade eliminate park and arterial the e x i s t i n g thereby project on by b o t h arterial alternatives A high would for t h e new -- e l e v a t e d freeway that's two-story building to f i t underneath patterns one-fifth Harbor P r o j e c t , AA also Ramp o v e r o f an a c r e which that of the multi-million development. intrude into F. the s i x t h I f either and the At-Grade for a location freeway ground same p l a n n e d too alternative circulation building lane At-Grade a r t e r i a l of those under- s t u b w o u l d be e l e v a t e d freeway This be F. i n t e r f e r e w i t h the planned of that Alternative t h e new and planned t h e abandoned Potomac R i v e r and w o u l d Key B r i d g e again, the Georgetown W a t e r f r o n t , would affected neath return once easement. The Washington dollar alternative alternatives, proposed AA or F, �125 were selected, this designed or, p l a n n e d b u i l d i n g w o u l d h a v e t o be i f constructed, M o v i n g on This a slide very and are which not The t h a t we the density The vary yellow examined. two and of archeological resources green in this shows h i s t o r i c i n s i g n i f i c a n c e -- resources. vary study area, structures "in significance" "insignificant." shows t h e Most o f Georgetown H i s t o r i c are taken. to h i s t o r i c area. historic sites they shows re- potential archeological the District potential historic study and area is in in addition districts zone the to that, identified in there Foggy Bottom. All affect of some o f the these a l t e r n a t i v e would the new resources. adversely ramp c r o s s i n g e a s t passing the "build" alternatives underneath l o c a t i o n of The the the new historic of freeway because of The the resources elevated the s t r u c t u r e s by s t r u c t u r e along Key new that are the C&O Key and Bridge. freeway because the This i t appears next to the wider alternative, and is today. adversely northern edge deck. F, w o u l d b e n e f i t many o f improve these removing a major portion of the S-ramp waterfront. The of tunnel a l t e r n a t i v e would l o w e r and District Canal Bridge ramp a s freeway adversely rehabilitated the west of At-Grade a r t e r i a l Georgetown H i s t o r i c individual of proposed affect the impact Canal elevated The would new the �126 crossing C&O the Canal with C&O near the F C a n a l , would have Key Bridge. Now, i s a major alternative F would appearance from This slide of Avenue and Wisconsin i f you Dodge W a r e h o u s e . similar new only was facade added during lower you can the freeway the -- were of the The the Georgetown, the on facility arterial two blocks of -- the historic alternative alternative, cast corner on A, the the o v e r a l l that's AA, are overall appearance. would make o r new elevated i n other words, o f an at-grade of cosmetic further blend freeway i f an e l e v a t e d level alternative, treatments could be i n w i t h the w a t e r f r o n t process. Near Rock C r e e k at-grade southeast towards and -- this condition. instead design "a" view see, the No-Build alternative, selected, selected final study. shows K Street, rehabilitated to help the city view structure o r some o t h e r t y p e the the view e l e v a t e d freeway minor improvements alternatives in this a r e s t a n d i n g on e l e v a t e d freeway freeway issue i n t h e amount o f shadow t h e y of If a As rehabilitated appearance The on S-ramp a s s o c i a t e d s i g n i f i c a n t l y improve shows t h e as very i s the impact Virginia. looking west the this o f t h e w a t e r f r o n t and particularly and adverse alternative. Aethetics At-Grade an Park, both that's AA and the new F -- w o u l d l a n d f o r non-highway elevated free purposes, up and nearly greatly �127 improving enhance the area aesthetics. t h e v i e w f o r Foggy many p e o p l e h a v e c a l l e d Noise related study noise area. that's A -- Bottom i s a major issue and the n o - b u i l d y e a r of the elevated 2006 slower, would have take engines change or anxious all noise levels. -- all to the elevated existing entire m o d e l t h a t we traffic w o u l d be impacts that gets as w e l l Federal have used does such as s t a r t - u p area would into not primarily are getting I have moving However, t h e talked selected, a s t h o s e who account. significantly because the stricter. about to t h i s point there w i l l be o f Georgetown use the freeway would r e q u i r e of significant and daily commuting. The N o - B u i l d a l t e r n a t i v e not of However, d u r i n g c o n s t r u c t i o n impacts both to the residents Bottom, -- found along the i n the study for cars alternative temporary i n the freeway people honking t h e i r horns, long-term impacts. whatever Foggy lower noise quality standards The pollution -- AA similar under any o f t h e a l t e r n a t i v e s , emission are levels levels from stop-and-go Air freeway F because the t r a f f i c Administration noise of noise Traffic freeway. Alternative Highway study. No-Build, the r e h a b i l i t a t e d a n d t h e new removing what junction." in this i s the major source The significantly r e s i d e n t s by the "spaghetti s t r u c t u r e s , would have noise length T h i s would s i x to for �128 24 months t o c o n s t r u c t . only two during that lanes of the I f a complete redecking were Whitehurst Freeway would c o n s t r u c t i o n t o accomodate the i s the diverted rush hour d i r e c t i o n . to other streets, primarily remain peak d i r e c t i o n A l l other done, open flow, t r a f f i c would M Street and be Roosevelt Bridge. The Alternative rehabilitated A -- which of d i s r u p t i o n very There w o u l d be the new traffic these could be -- that's to Rock C r e e k maintained the No-Build of Park i n the alternative. construction to and t h e C&O two build Canal. peak d i r e c t i o n But during phases. The total approximately 36 The At-Grade of the the similar additional year ramps n e a r alternative i n c l u d e s a redecking would have years an freeway peak arterial and e l e v a t e d freeway -- There quality impact F -- Whitehurst non-peak routes. once a g a i n , would be months. new existing c o n s t r u c t i o n time, would -- would both Freeway. t h a t ' s AA require total detoured a significant associated with such and the demolition A l l t r a f f i c , both d i r e c t i o n , w o u l d be a l s o be -- noise demolition to and in other a i r and construction. The require F -- 36 new e l e v a t e d freeway months t o approximately 30 c o n s t r u c t and months. Alternative AA -- the At-Grade a r t e r i a l I f either of these would -- alternatives �129 were selected, services presented I mentioned i n the draft just attempted I the lights now such as s p e c i a l transit KELLY: Enevironmental Impact to give you a very information i s Statement brief attention. Thank you v e r y I indicated on w i l l call a l lof this and summary. I f I can have on? As I earlier, thank you f o r your MR. f r o m now measures o r d e t o u r s c o u l d be c o n s i d e r e d . As I have mitigation have on R o b i n s o n earlier, five C. minutes Jones. much. the individual t o make t h e i r witnesses presentation. �130 T E S T I M O N Y OF ROBINSON C. J O N E S , BADER CONDO U N I T OWNERS' A S S O C I A T I O N MR. J O N E S : an irate citizen, Association. I am R o b i n s o n J o n e s a n d t h e B a d e r Condo U n i t I am s u b m i t t i n g five-minute time first So, I would one. support of o f Plan on b e h a l f limit F with a new E n v i r o n m e n t a l only like Owners' an e i g h t - p a g e allows Impact statement. The me t o g e t t h r o u g h t h e t o read certain of myself, from t h a t statement i n m o d i f i c a t i o n s , and i n support Study to include those modifications. Since N.W. Twice work July each o f '78, I have day,five a t t h e 2400 b l o c k cross s i x lanes Route 29 p a s s i n g pedestrian days a t 2515 K S t r e e t , a w e e k , on my w a y t o a n d f r o m o f E S t r e e t , I must t r y t o s a f e l y o f high-speed car and truck t r a f f i c theintersection level. lived Understandably, o f 25th o n U.S. a n d K on t h e t h e stop lights a r e timed t o move t h e g r e a t e s t v o l u m e o f i n t e r s t a t e vehicular Consequently, on t h e c u r b , the at pedestrians median, w i t h cars rates i n excess have long w a i t s and t r u c k s c l o s i n g i n opposite o f 100 m i l e s traffic. o r on direction an hour. I m o v e d i n t o Mr. H o w a r ' s b u i l d i n g , t h e B a d e r , i n 1978 he put a s o n e o f 96 t e n a n t s , built i t i n t h e 19 3 0 s . three Swarthmore some o f whom h a d l i v e d I soon o f h i s many r e s i d e n t i a l learned there since t h a t Mr. H o w a r h a d b u i l d i n g s , t h e Bader, t h e a n d t h e Y o r k , up f o r s a l e t o developers. A l l of �131 these several having t o vacate But tenants locate the on step tenants were some o t h e r i n s t e a d , u n d e r D.C. dollars o l db u i l d i n g s . o f the tenants place law — threatened to live. thank goodness able the I t w a s a monumental t a s k on t h e and i tc a l l e d f o rgreat who, o v e r creative m a n y , many t o r e s p e c t each o t h e r ' s t o d i s c u s s and decide — to organize, efforts months m a n y , many m e e t i n g s , d e m o n s t r a t e d w h a t I c o n s i d e r ability with i n f i n a n c i n g , buy and r e h a b i l i t a t e p a r t a n d many o t h e r s laudatory and and f i n d four m i l l i o n their with o f Hower's o f t h e Bader and t h e Swarthmore were 50-year part hundreds a needs and d e s i r e s , t o u g h , compex q u e s t i o n s a t each o f t h e way. I am h o p e f u l common i n t e r e s t by t h e r e s i d e n t s o f these a g a i n be accomplished residents t h a t what was accomplished i n the two b u i l d i n g s , c a n i n t h e common i n t e r e s t by a l l t h e o f t h e West E n d , Foggy Bottom, Georgetown neighborhoods: Respect and making tough can f o r each other's needs residentia and d e s i r e s d o i t i f we t r y . For has passed d e c i s i o n s i n t h e common i n t e r e s t . the past directly twenty through Georgetown neighborhood. car and t r u c k t r a f f i c therefore i ssafely 22nd, 2 3rd, and 24th y e a r s , U.S. I n t e r s t a t e t h e West End-Foggy K S t r e e t passes separated Streets. R o u t e 29 Bottom- Most b u t n o t a l l o f t h i s along I t h i n k we high-speed below and from p e d e s t r i a n traffic B u t f o r more t h a n on twenty years �132 it has been a l l o w e d unseparated been and operators with and 52 49 children their only one years, 5,000 c a r s twenty 25th and and trucks i n the of last 14 at personal i n j u r i e s , and T h i s seems t o be MR. KELLY: Mr. MR. JONES: Very and K per and K. 120 ,000 vehicle Department seven has major a c c i d e n t s Over the past ten intersection computer has no report a strange omission, but Jones, you cars long-standing for place at this the has for pedestrians, Police months, of a c c i d e n t s have taken fatalities. Our 25th This dangerous a l l ages, passengers. intersection y e a r s to endure i t e v e r y day. i s unconscionably women, a n d the of level. o f more t h a n moving through hazard reports, intersection West End-Foggy Bottom-Georgetown neighborhood trucks men, at rates f o r c e d f o r more t h a n traffic the a t the p e d e s t r i a n At hour, our to pass h a v e one on — minute remaining. This from the place. this every this the for. room w i l l injury, redesign and no more never and paragraphs. limb should and federal authorities one in this room, h o p e f u l l y , H o w e v e r , i f we be two to l i f e insane design which city But which responsible in long-standing hazard original approved by good, o n l y permit results have i n the been first was i t to remain, everyone responsible for every accident, for for every i s completed. fatality that takes place after �133 Twenty y e a r s long last, necessary on the city c a n move t o c o r r e c t t h a t m i s t a k e . The F none o f t h e o t h e r s . that the reasons I have w i t h Association leaflet s t a t e d on b o t h me, I s p e a k i n favor of Plan I hope e v e r y and t e l l MR. KELLY: Mr. J o n e s , to w a s made a n d now, a t c o r r e c t i o n s c a n b e made o n e i t h e r P l a n AA o r P l a n For the ago, t h e mistake the stenographer? The next sites of a leaflet f o r t h e B a d e r Condo U n i t F, Owners' modified. one o f y o u w i l l have a chance t o r e a d us what you t h i n k . Thank you v e r y would you give m u c h , Mr. Jones. a copy o f y o u r Thank you. witness w i l l be M e l v i n Ogden. statement �134 T E S T I M O N Y OF M E L V I N OGDEN MR. OGDEN: T h a n k y o u , Mr. My name i s M e l v i n Street, of N.W. I would theWhitehurst There streets hour. like Many i s v e r y heavy cars enbables with traffic greatly during the afternoon desiring rush t o go t o 24th Avenue, making a r i g h t Streets, turn a t them t o r e a c h Route 6 6 , Route 5 0 , Using our streets, lights, traffic alleviated through stop m o t o r i s t s have t o signs which of Alternative Corridor Study M Street a t 26th Bridge. This and signs which which our residential i f t h e D.C. o f f i c i a l s features stop on t h e r e s i d e n t i a l delays traffic, fuel. The save traffic using our s t r e e t s , t h e GW P a r k w a y . waste terminus t o t h e f r e e w a y , on t o t h e R o o s e v e l t B r i d g e . This contend about t h e e a s t e r n v i a t h e Roosevelt Bridge, use 23rd, 2 7th S t r e e t be t o speak a t 730 2 4 t h Freeway. New H a m p s h i r e a n d V i r g i n i a and I reside o f Foggy B o t t o m , e s p e c i a l l y Virginia and Ogden. Kelly. would AA a n d F o f t h e W h i t e h u r s t provides Street, streets f o r a new c o n n e c t i o n could adopt t h e Freeway from l e a d i n g t o 1-66 a n d t h e R o o s e v e l t new c o n n e c t i o n c o u l d be f r e e of traffic lights would expedite t h e flow o f t r a f f i c and fuel. The the west side r o a d w a y c o u l d b e l o c a t e d down t h e embankment on o f t h e park, near south Rock C r e e k , of M Street, �135 which would help 26th the Street, facing east view side and h e l p I Alternative to t o overcome t h e o b j e c t i o n reduce of traffic t h e D.C. a t 25th entry the transmission very heavy, pollution officials eliminations on i tfrom adopt t h a t would on include their noise. part of the the entry/exit and K S t r e e t s ; V i r g i n i a Avenue t o t o K S t r e e t v i a 27th on K S t r e e t i n t e r s e c t i o n a t 25th including and v i b r a t i o n s Street. This would and o t h e r Foggy Bottom s t r e e t s . dangerous one f o r p e d e s t r i a n s is be p l a n t e d t o reduce AA, w h i c h The could conceal ask that traffic Trees o f t h e roadway w h i c h would the freeway eastbound the park. of residents and K S t r e e t s crossing many l a r g e that K. Traffic trucks result i sa that very on K create Street noise, i n damage t o s u r r o u n d i n g structures. Many m o t o r i s t s Washington C i r c l e per is exceed d r i v i n g w e s t on K S t r e e t the posted hour and a few o f them f a i l r e d . Many o f o u r r e s i d e n t s this i n t e r s e c t i o n t o attend 25th and P e n n s y l v a n i a establishments to this limit o f 30 living south of K S t r e e t use other Avenue i n t h e nearby and h o t e l guests north t o do t h e i r s h o p a t t h e many e s t a b l i s h m e n t s community. of K i n t e r s e c t i o n t o go t o t h e K e n n e d y C e n t e r ; Safeway light t h e S t . Stephens Church a t on P e n n s y l v a n i a the Watergate miles t o s t o p when t h e t r a f f i c A v e n u e a n d t o v i s i t many Many r e s i d e n t s use speed under Street t o go food m a r k e t i n g , and t o i n the Watergate complex. �136 The i n t e r s e c t i o n a t 25th the extension behond 26th residents plan at The Street. a petition asking a s k t h a t t h e D.C. leading b e made s a f e b y under Washington C i r c l e I w a s o n e o f t h e many f o r the Whitehurst connection, the of the tunnel signing I and K S t r e e t s could Bottom include i n their Study D E I S a new Corridor o f f of M S t r e e t a t 26th, leading elimination of the e n t r y / e x i t to the Whitehurst 25th a n d K, a n d t h e e a s t b o u n d adoption quality of these of l i f e entry f e a t u r e s would just for this. officials Freeway Foggy to t o 1-66, Freeway to K S t r e e t v i a 27th. g r e a t l y improve t h e f o r t h e r e s i d e n t s o f Foggy Bottom. Thank you. MR. the KELLY: stenographer The Thank you v e r y a copy next much. D i d you give of the statement? witness will final be K e n n e t h G. Carroll. �137 T E S T I M O N Y OF KENNETH MR. CARROLL: G. My name at 2424 P e n n s y l v a n i a Avenue, up onto t h e K S t r e e t CARROLL i s Kenn Carroll. I live an apartment house which backs Freeway. I am h e r e a s a r e s i d e n t , Foggy Bottom t o make a p l e a 24th and 26th Streets. The original long-time resident, of f o r submerging mistake F r e e w a y w a s made l o n g b e f o r e in the D i s t r i c t matter Foggy then to avoid it in between 24th Foggy o f t h e Whitehurs a real I t would have been government a small damage t o t h e n e i g h b o r h o o d o f correction local Bottom was b i s e c t e d by a C h i n e s e and 26th i s not too l a t e the existed between Bottom. Instead, wall great i n the planning there o f Columbia. K Street to correct now w o u l d government f o r the benefit the errors o f commuters. o f t h e 1960s and e n c o u r a g e t h o s e o f u s who to witness But believe another achievement of that government. The traffic handling splendid the District example has already i n t h e modern s e n s e , expediting W h a t we p r o p o s e 26th 16th Street of underpasses a t the c i r c l e s neighborhoods w h i l e extension made n o t a b l e a d v a n c e s i n i n Foggy t h e motor Bottom o f t h e underpass a t Washington Street. By l o w e r i n g i s a which preserve vehicle traffic. i s simply Circle t h e road bed f o r only an west to two short �138 blocks long and c o v e r i n g last be removed. One million low estimate of the cost of such i s ludicrously high. i n the United In tiles, case, y o u n e e d no of the access t o lower interstate use of marble, Most i m p o r t a n t l y , t h e ramps w o u l d be m o s t d e s i r a b l e -- not p r o t e c t the neighborhood B o t t o m h a s s u f f e r e d enough f o r commuters. t h e 1960s w i t h addresses $30 traffic. Foggy raceway a l l the elaborate s o on. costs but to further from commuter at States. a i r c o n d i t i o n i n g , and elimination only this a tunnel Everyone i s aware of the b a s i c c o s t o f e a r t h moving, as w i t n e s s highways of the roadway, the Chinese w a l l would a t Now i t i s time with the present to c o r r e c t the mistakes an e q u i t a b l e and e c o n o m i c a l s o l u t i o n w h i c h the neighborhood needs as w e l l as those of the commuters. I Association support t h e m o t i o n s o f t h e Foggy r e c e n t l y w h i c h recommend t h e D i s t r i c t consider the Alternatives AA 24th 26th K. and Bottom S t r e e t s and Thank MR. and F w i t h a tunnel you. KELLY: Thank you v e r y The n e x t w i t n e s s much. i s Ben K l o t z . of Columbia between �139 T E S T I M O N Y OF MR. if I ' l l KLOTZ: I am and a Proffesor I It support against the growing tunnel street out S o , we 24th have apartment and another building So, increasingly AA M K Streets. Street. insulate Street heard buildings K Street a c t u a l l y cuts need to extend the K off Street to 27th S t r e e t , s i m i l a r to tonight. along this i s on of more i n s u l a t i o n i s n e e d e d This of buries residents the i n the segment o f t h e roadway -- line. K S t r e e t ' s burgeoning harms t h e h e a l t h i s known t o r a i s e b l o o d through of r e s i d e n t s pressure, traffic i n these and the p r o b a b i l i t y of death or i l l pollution i s also property values known t o d e p r e s s millions of dollars at stake apartments, high blood increases are Bottom because i t a r e needed t o of e a r s h o t o f the thousands ten Noise a t 2 6 t h and through-flow. from Plan f r e e w a y a t 2 5 t h and However, even o t h e r comments y o u Street. the i n c r e a s i n g l y harmful e f f e c t s o f Foggy Bottom. westward a t 2403 I p r o p e r t y owner i n Foggy of these features from traffic. arm and I live ramps t o t h e through an Klotz. I wonder tonight. the W h i t e h u r s t Freeway both neighborhood leg i s hurting, K Street o p e n s t h e r a m p t o 1-66 Now, our my Economics. these entry also way resident of KLOTZ across name i s B e n a long-time closes The make i t b a c k My BEN health. along K Street. pressure Noise and So, there there �140 are real real benefits benefits from from Nations seen poorer t o do And cited than now e x p e c t e d by most difference estimates in rate overstatement rates Statement than of the s i x inflation o f c o s t s i n 1988. law s u i t s i n that at several or something effects issues really need n o t enough i n some overlooked. due t o t h e of the noise pollution. evidence sense, are largely here cost of variation So, t h e r e i s r e a l l y We h a v e h u m a n h e a l t h that key junctures down t h e r a n g e when t h e t u n n e l ' s b e n e f i t s Moving year. So, these s t u d i e s t o say the tunnel i s too c o s t l y debilitating T h e $30 a n y e v e n t , we a l l k n o w i n e c o n o m i c s review t o narrow fortunately year of construction. t o 1990 t h r o u g h the cost estimates. especially cost Impact rather overstatement the engineering studies. to date i s i t suddenly the actual i n assumed are often subjective independent in back a 43-percent In offending experts. i s t h e assumed m i d - p o i n t causes over Why Environmental inflation compounds t o a 2 6 - p e r c e n t the mid-point -- a n d I h a v e some o f t h e s e e s t i m a t e s . i n the draft This States t o d i g o u t and deck speaking of the cost, assumed a t e n - p e r c e n t This the United here? c o u l d b e much l e s s percent than That i s , construction. S o , w h y c a n ' t we do i t t o o ? costly million noise pollution. the tunnel's i t -- h a v e c h o s e n streets. too reduced S o , i f we �141 say in that i n some s e n s e the wealthiest country v a l u e d human l i f e . found i t wanting, Now, study this tunnel i s too c o s t l y i n t h e w o r l d , we h a v e We h a v e w e i g h e d t o use a b i b l i c a l do we w a n t to build implicitly i ti n t h e b a l a n c e and phrase. t o do t h i s now w i t h o u t further of the tunnel, i s the question. I several offer these c o m m e n t s a s o n e who h a s cost-benefit studies f o rvarious agencies U.S. G o v e r n m e n t o v e r MR. KELLY: Robert the last 15 y e a r s . Thank you. Alcorn? conducted of the Thank y o u . �142 T E S T I M O N Y OF MR. 1010 25th ROBERT ALCORN I am ALCORN: Street, Robert Alcorn. the Swarthmore, i n the I live Bottom. The W h i t e h u r s t to Freeway has long been the densely-populated residential neighborhood which i t passes Bottom that f o r m o r e t h a n 27 y e a r s , t h e f r e e w a y has had watched the at i t seastern traffic same t i m e , steadily Foggy area into one work hard As a deterrent I am w e l l increase of the b e t t e r a safe through a resident aware from a in-town sections and e n j o y a b l e Foggy effect I have to a saturation emerged of of the upon t h e n e i g h b o r h o o d . Bottom has t o promote end. at point. At low-income whose place residents i n which to live. One o f my prime concerns as Neighborhood Chairman has been w i t h to the freeway. the freeway a t 26th safety parts of the S t r e e t was reality, muggers -- the ceiling, floor which stairway — under pedestrian to entice K Street adjacent passage put locals a t 26th underpass serves i t s bad lighting, forms a haven has as a under to pass Street to deterrent, i t s refuse- for street landscaping, which serves a s some o f o u r r e s i d e n t s It i n the areas Bottom. i t s leaking littered its underground under K S t r e e t In with An crime committed Watch drifters, as a h i d i n g have and place for found out. i n d e e d f o r c e d many o f o u r r e s i d e n t s to �143 walk who t o 25th live S t r e e t o r 24th i n the area constant realize, heavily travelled Many o f o u r c i t i z e n s to cross. with are older trouble out f o r p a r c e l s , packages, or you read With increased People cross traffic problem I just traffic even a t 26th at that to grocery where corner. o f f o f 24th Street, with S t r e e t , our l o c a l over. people The people K Street. shop o r t o t h e subway, also deal of area. fully realize t o maintain that the freeway order it c o n s t a n t l y , as i t has been s i n c e at the expense do vote the central city of our local i s a necessity business I have core. lived B u t must t h e r e , be p e o p l e who d o p a y t a x e s a n d constantly? Alternatives extension solution, little seen Avenue have t o c r o s s in tunnel have watching S o , y o u s e e we h a v e h a d a g r e a t i n this a problem. purses. lifted t o Pennsylvania K Street. less my c o l u m n , y o u h a v e o f t e n the increased going south i s often much o f t e n w a l k way o u t o f t h e i r way t o c r o s s going north freeway with t h e a n d many o f o u r c i t i z e n s even c r o s s i n g t h e s t r e e t , somebody's p u r s e h a s been the t h e wide ramps, t h e r e had If A n d &g a n y o f y o u a u n d e r K S t r e e t , may w e l l b e t h e b e s t provided that o r no a d v e r s e With AA a n d F , c o m b i n e d p o s s i b l y w i t h t h e r a m p t o 1-66 c o u l d effect the increased on r e s i d e n t i a l be p u t i n w i t h housing. development o f the area north of �144 M Street, in something has to g i v e . o u r own p a r t i c u l a r those will o f y o u who only come t o r e a l i z e it will or s i x blocks And w i t h me, four or f i v e twenty north, one o f t h e A l t e r n a t i v e s be no g o o d i f p e o p l e matter. this traffic years , years, that four blocks AA o r F c o u l d A l l t h e Crime Watches i n the area a r e so busy watching crossing the street that they and i t i s an o b v i o u s set-up look north help will out f o r t h e i r no f u r t h e r f o r " h i t men" or very than that anything i n our area. I hope t h a t somebody w i l l fight the the increased i n the last two b l o c k s k e e p up w i t h north. i n this point, can't w h a t we know a f t e r us else live become a n i g h t m a r e To lives area. We t o make extension sure look forward t h a t we do g e t some s o r t t o the t u n n e l , perhaps, AA o r F , s o t h a t we c a n b e g i n normal people again. Thank you. KELLY: Patricia Thank you v e r y Chabrier. of r e l i e f i n o r one o f t h e o t h e r alternatives, MR. or help much. to live as us �145 T E S T I M O N Y OF MS. lived CHABRIER: i n Foggy Bottom together with in my feel that account the i n the views the and around i t . Unlike go Freeway Street of ordinary 2 5 t h and church, N residents must c r o s s i t to to Queen Anne L a n e , t h e the day the live go care taken one N.W children into public on our areas the Whitehurst and and shops cetera. the north playground on along playground side on Watergate s t o r e s , center touches living schools et project, that must c r o s s Library, who young in other S t r e e t s , the West End H u g h e s Mews, citizens we to work, to live, redesign i s the Corridor, Kennedy C e n t e r , et lives have redesign. living Those and K 900 s h o u l d be Freeway I I now families with concerns on and 19 77. residents Georgetown, the Street years. the s w i m m i n g p o o l on Street, 13 Freeway Whitehurst to daily Chabrier daughter, at whole Whitehurst the Freeway last owned s i n c e Whitehurst most d e e p l y K and Foggy Bottom s e c t i o n the Patricia f o r the husband CHABRIER o t h e r Foggy Bottom our Of in I am a t o w n h o u s e w h i c h we Like I PATRICIA 25th and of 26th the K Streets, cetera. Crossing hazardous. The give time little children and K Street traffic to elderly with races slower young c h i l d r e n along the pedetrians persons. Also, to is street. cross, vehicles very Traffic including are light youn|g continually �146 trying with as t o beat the squealing they attempt aftermath black at the lights. and t r u c k s and K S t r e e t s as they f o r us. Qute a p a r t i ti s quite undesirable trucks and t h e and emit The e x i s t i n g underpass alternative to the from t h e a p p a l i n g uncleanli- of the steps. unsafe because of i t s frequent In use of elements. K Street i s truly a barrier to us. Thus, the redesign 24th accelerate i t i s n o t n e g o t i a b l e b y many b e c a u s e addition, associated from heavy at a red light, i s not a usable crossing. the noise especially t o stop suddenly of cars Street ness, of brakes, fumes, a r e a nightmare 26th 25th I n addition, and 26th Streets than an a e s t h e t i c of the Whitehurst issue us and o u r c h i l d r e n , in of the K Street f o rus. section Freeway I t i s an i s s u e the Whitehurst offer view, of t h e four Freeway redesign, u s some l o n g o v e r d u e situation of safety for on K S t r e e t because of the t r a f f i c the parkland extension along provide o f the tunnel F a n d AA traffic f o r the closing and K S t r e e t s , d i v e r t i n g F a n d AA a l s o 26th Alternatives t o an i n t o l e r a b l e from o u r neighborhood Alternatives the only they t h e e x i t / e n t r y r a m p s on 2 5 t h preservation a l t e r n a t i v e s proposed f o r relief of of o f community i s much m o r e the city. I n my and an i s s u e between Street to M some Street. provide f o r an and a r e compatible increase with from t h e Washington C i r c l e to �147 beyond 26th elements Street. I strongly feel of A l t e r n a t i v e s neighborhood because which was their the main reason alternatives by In M of Street ANC order ramp, I f e e l impact the parkland any M other than 26th commercial However, of our F and I am petition included one told too think ramp, of these two s h o u l d be i t does not 26th AA still do Building. of over that 26th However, be put o f a more l o g i c a l on I a Street. not elements, s o l v e the main r e s i d e n t s who problem extension of the extension of the Street. tunnel. t u n n e l was redesigning alternatives fast- signed because and that this t h e way d e p e n d s on the type and place corner with four lanes of K 900 to S t r e e t between positive the adversely i s t h e enormous volume o f middle the made the We were not i t was expensive. built our of the o b j e c t o r s of i s the only for a l l their I might say t o be Street the Westbridge which along i n the amont t h e considered to the M concerns that I cannot requiesting subsequently to rejection portion along neighborhood which moving t r a f f i c tunnel a way M Streets, building Alternatives denied ramp i s r e l o c a t e d , i t s h o u l d n o t In fact, and not positive be every e f f o r t facing residential Streets. f o r the that ramp i n s u c h Street should position t o meet t h e the the M AA these 2A. design if F and that of the i t s cost i s calculated. My �148 understanding tunnel i s that the consultant and t h a t t h e c o s t of a simple that d i d not require v e n t i l a t i o n bear load expensive other than matter. grossly overpriced the tunnel, covered and was n o t i n t e n d e d p e d e s t r i a n s , w o u l d b e a much The way i n w h i c h the cost been c a l c u l a t e d i s a l s o q u e s t i o n a b l e . question average to of the base p r i c e , annual 1988. high. less Such cost assumed Finally, reconstruction a year p r o j e c t i o n seems I feel that the cost i s too expensive -- c o r r e c t l y viable o f any i fi t brings freeway no improvement i n terms against what of lack of to the city r e v e n u e s by way o f and t o t h e p r e s e r v a t i o n o f t h e c i t y alternative to the l i f e i n these S t r e e t t o beyond 26th proposition. of the tunnel a n d p o l l u t i o n on t h e o n e h a n d , a n d i n t e r m s o f Measured 24th costed i t s residents contribute taxes considerab^. i n the study. Foggy Bottom r e s i d e n t s must endure property from 1982 o f a t u n n e l w o u l d t h e r e f o r e be -- m u s t b e m e a s u r e d what f o r an unreasonably extension noise from t h e projection provides The c o s t safety, less apart t o o u r damaged n e i g h b o r h o o d . the to o f a tunnel has Quite increase of ten percent The t r u e c o s t than the cost an i n f l a t i o n i n a way i n the suburbs, terms, the tunnel S t r e e t i s n o t an Thank you. MR. KELLY: The next Thank you. witness i s Richard Palco. as a on t h e o t h e r . extension expensive from �149 T E S T I M O N Y OF OWNERS AND MR. welcome of the here the Bon R I C H A R D P A L C O , BON Good e v e n i n g , opportunity f o r 16 Plaza years PLAZA TENANTS PALCO: Wit WIT to at and speak 24th fellow behalf on and H sufferers. of and the tenants for myself, former president of the I a Foggy resident Bottom Association. During growth of of this George Washington apartment h o t e l s , single period, family residences as U n i v e r s i t y , the the general and houses such I have observed rental condos, shift the increasing from owner buildings rapid occupied to higher and the the "neighborhood" has numbers density mixed commercial and residential. The increasingly has difficult benefitted reluctant needs of 20 integrity to this percent per capita of the of Association, August initiated the crossing prompted the the residents '73 as Department of been environmental included providing president through at are has Government the in the largest burden. Association K Street that been District t a x base but residents tax tenure The s a f e t y , a e s t h e t i c and District D u r i n g my with maintain. increased the group of share by to from the consider of of September to reduce 25th. Three the the Foggy Bottom '75, action was hazards accidents, Transportation, associated one following fatal, a lot of �150 support to of the address Honorable concerns. our They north Jerry The established Moore, C o u n c i l m a n total one way H u g h e s Mews t o K one way strobes a t 25th and Washington C i r c l e And 2 4th S t r e e t 25th Street Street Street one as and north safety, K traffic flasher a d d e d some way streets a throughway a t the "No with e a s t end flashing of the signs Freeway and have e l i m i n a t e d the diverted trucks and on them t o 24th of K onto the Whitehurst the f a r from and of 25th This improved d e s i r e d which b r i d g i n g the using 23rd from Freeway. h o w e v e r , i t was use commuters e n t r y o f commuters 25th was and intersection. District overpass Government s t a t e d e l i m i n a t e d i t as a viable Department o f T r a n s p o r t a t i o n took see lights Through Truck" f o r the e l i m i n a t e d the The of the from crossing. construct a pedestrian overpass K Streets Street north. the Whitehurst Streets, 25th underpass. they The to on were: Street. Added a c a u t i o n to north n o r t h on T h e y a d d e d some l a r g e r the actions taken large, o f K to P e n n s y l v a n i a Avenue. Established 25th at i f the Only improvements one strobe a remains; the expense option. " w a i t and significantly light that see" reduced the The approach the through hazards.. truck �151 signs on have been removed from t h e 24th 2 5 t h a n d K a r e on t h e i n c r e a s e . attention to the t r a f f i c to f o r moving v i o l a t i o n s . patrol District concern f o r the safety Following 23rd, to 23rd v i a H. and H every a r e not s t a f f e d N o t much t o s a y f o r t h e of their prime t a x p a y e r s . on 2 4 t h from Street This created a t r a f f i c evening between 24th t o i s required grid 4:30 a n d 5 : 4 5 . stop a t 24th lock a t Prior to the a n d H, t h e game " c h i c k e n " was p r e v a l e n t . By was t h e way, t h e reason a n a c c o m o d a t i o n t o G.W. t h e nwe m e d i c a l 23rd, for 24th, I a n d H. the safety created areas of their on t h e b l o c k bounded b y foradditional a n d New are permitted on 25th. a t the intersection luck and sheer passage d u r i n g t h e rush hour. and s a f e t y c o n s i d e r a t i o n by t h e Hampshire has c r e a t e d a v i r t u a l Only the residential T h i s added i n c o n v e n i e n c e explosion of t r a f f i c pedestrians. concern apartment h o t e l s passage w i t h i n and h a s been a g i v e n token The 2 4th approval -- no b u s e s the construction of prime t a x p a y e r s . the problem o f tourbus District closure N o t much t o s a y f o r D i s t r i c t o f Foggy Bottom. hazard f o rthe I Street t o permit school building District for The p o l i c e south e s t a b l i s h m e n t o f t h e four-way of and t h e a c c i d e n t s Commuters a r e n o t p a y i n g the closure of I Street t h e commuter t r a f f i c enter 24th lifhts. Street Another guts "No Man's permit challenge of Land" the occasiona f o r the �152 residents o f Foggy The provides Bottom. trend shows hope t h a t the trend is to alleviate Circle west design Freeway With grid shows t h a t use, neighborhood socioeconomics a l l of this s h o u l d be e a s y . going "neighborhood" from Washington I hope t h a t this t r i g g e r s a few memories and l e a d s l o n g way t o w a r d c o r r e c t i n g performance. concerns urban such as After KELLY: James P r i c e . brief historical the decision the residents o f Foggy the tunnel a l l , s a f e , happy Thank you very much. makers Bottom construction. Government w i l l t h e image e s t a b l i s h e d t a x base. MR. concerns, for the decision, the p o s i t i v e performance by t h e D i s t r i c t solid safety, t o Georgetown. s e l e c t i o n O p t i o n AA, a n d p u r s u i n g a improve and l o c a l by past viable O p t i o n AA s a t i s f i e s t h e the direction of supporting a locks, the inclusion of the tunnel in This a t t h e Bon W i t The only o f Foggy B o t t o m a s a and a e s t h e t i c s , plus accessibility review redesign. the t r a f f i c study the land decision We i n Foggy to the beginning of the Whitehurst. The safety, to i t s residents change d i r e c t i o n when t h e d e c i s i o n i s re-establish integrity O p t i o n AA w i t h Government minimum e x p e n d i t u r e . will made o n t h e W h i t e h u r s t and the D i s t r i c t t h e minimum a c c o m o d a t i o n B o t t o m -- u s u a l l y w i t h option that residents by go their ensure �153 T E S T I M O N Y OF J A M E S MR. at 953 25th PRICE; My name making that, 25th I felt who t u r n an S t r e e t one way n o r t h . we w e r e e n t i t l e d extremely substantial t o a. l i t t l e accomplished b i t o f peace. a n d d a r t down t h a t s t r e e t . restraint t o keep out there f o r any p l a n , I head o f steam the bastards b a s i s and i tt a k e s lived time g e t i t because even though personal I'm The l a s t A f t e r we t h e c e m e n t t r u c k s , we h a v e right that w i l l years. m e e t i n g s , we h a d a f u l l W e l l , we d i d n ' t eliminated i s James P r i c e and I have S t r e e t f o r about twenty came t o o n e o f t h e s e on PRICE I take we today this on an e x e r c i s e o f uncorking their a n d t h a t means i n t h i s heads. case AA, not reduce, not minimize but eliminate the bastards who a r e c o m i n g e a s t on K S t r e e t , t u r n i n g right down 25th Street. Now, the best evidence Foggy Bottom n e i g h b o r h o o d I spent between place be considerable recessed dedication f o r the last t i m e a n d money landscaping 9 4 7 a n d 9 5 3 -- a n d y o u s e e i t r e f l e c t e d t o enjoy Now, it i s that between t h e sidewalk able o f my three years, the area i nthe I would like to i t i n peace. i t looks like t o some e x t e n t . and w o u l d be s a t i s f i e d In and t h e s t r e e t . to the AA, i f we c o u l d I would support get K Street that. I do support with i t . addition, that 25th a n d K, a s e v e r y b o d y before �154 me h a s s a i d , there. tunnel try i s a murderous p l a c e . G o i n g w e s t on K S t r e e t t h e y and i t ' s a c o n s t a n t to avoid substantial i t because risk, tunnel It's an underneath dirty, i t ' s full the waits hand, I feel front I n fact, a r e long f o r us i fanything a my w i f e and I elderly. t o 26th tunnel, Street, i s filthy. cleaned up o n year. i s g o i n g t o be done, t o i t ' s mandatory t h a t those a r e g o i n g e a s t , t h a t come o f f o f 2 5 t h ramps S t r e e t , going i n o f S t . P a u l ' s , a n d t h e one c o m i n g o f f t h e C i r c l e have a b s o l u t e l y got t o be eliminated. Thanks. MR. Paul KELLY: Thank you v e r y J . Kennedy. damned and t h e r e i s i f y o u go down times deaths out i n that o f b o t t l e s and i t gets improve t h e neighborhood that barrel K S t r e e t , the walk average o f about three So, hazard. particularly On t h e o t h e r the There have been much. down, �155 T E S T I M O N Y OF MR. my and HANDYSIDE: name i s H o l s e y have I have ago, ladies lived in-town a t o w n h o u s e a t 2529 years HANDYSIDE Chairman, Handyside. Thirty-five flow of automobile Washington, center which of Washington since favored the d e s i r e s interrupted aside a safe, passage as i n s i g n i f i c a n t engineers of organizing out o f center city the desires and suburb, of c i t y pollution-free the Bridge for a quick, and the downtown r o u t e from Georgetown t o t h e Key o f commuters between reasonably quiet and neighborhoi 1962. when t h e t r a f f i c a commuter t r a f f i c through Bottom residential I Street, commuters i n t o they designed and'gentlemen, i n Foggy freeway d e s i g n e r s addressed the problem daily set Mr. owned p r o p e r t y i n t h i s specifically and H O L S E Y G. unand residents which for residential environment. In the commuter was 1940s king. commuters and Columbia late was The the in-town and the e a r l y 1950s, balance established residents overwhelmingly the between of the D i s t r i c t i n favor of the suburban of automobile-borne suburbanite. As Federal of the the a u t h o r i t i e s Government p l a n i n the 1990s, t h e y must s t r i k e commuter c o r r i d o r b e t w e e n the of the D i s t r i c t in-town residents. the The and the 19 8 0 s f o r the t r a f f i c a new balance i n the Whitehurst interests future flows o f t h e commuters configuration of the and �156 Whitehurst residents Freeway must accord equal treatment t o urban and suburban commuters. Fortunately, this at first task might appear glance. twice a d a y f r o m home t o o f f i c e on a d e d i c a t e d commuter t r a f f i c as possible districts the any urban lying to traverse the into track, exactly -- t h a t as i t t o move rapidly and e a s i l y traversing as q u i c k l y neighborhoods o r commercial Surprisingly, t h e same t h i n g i s a dedicated, for his high-speed which enables t h e auto-borne suburbanite t h e urban dweller's modern-day e q u i v a l e n t prevents and back, h i s determined path. in-town r e s i d e n t wants commuter t r a c k T h e commuter w a n t s residential across commuting c o l l e a g u e i snot as d i f f i c u l t residential of a sealed train, t h e home o r o f f i c e - b o u n d c o m m u t e r and degrading t h e q u a l i t y neighborhood i n of life and which from s p i l l i n g i n h i s urban over residentiaj community. A modernized substantially do the this. do modified eastern approach proposed Department o f T r a n s p o r t a t i o n objective. for the no-build of t h e suburban of meeting the needs, could t o date f o r t o an u p d a t e d W h i t e h u r s t F r e e w a y not accomplish this except together with and w e s t e r n approaches Unhappily, the a l t e r n a t i v e s eastern District Whitehurst Freeway, by t h e and i t s c o n s u l t a n t The s e v e r a l proposals, n o n - o p t i o n , accomodate t h e i n t e r e s t s commuter b u t t h e y f a l l the interests, short -- f a r s h o r t and t h e d e s i r e s o f -- �157 the residents My closing Circle o f Foggy neighbors in Alternative from street. B u t we deplore the traffic situation and exist of the Whitehurst and tunnel — and F, and and freeway the 26th to now Streets until, to westward neighbors designers 26th will serious Street i s relocated into a and I a l s o warmly welcome growing generated by rapid d e v e l o p m e n t o f t h e West End connection are to the especially the park high tide 1950s. era's Roosevelt of Whitehurst 26th Freeway be and of Interstate traffic o f f the dedicated 66. We accompanying enlargement and the raising ramps w h i c h of of the memorialize the pro-commuter madness o f the a joy to convert p r o f l i g a t e waste commuter community onto a Street of the pro-freeway, I t will flows of Bridge pleased w i t h the area west never-used residential Circle the and of our high- Street. large streets exist below-grade of the local to Washington 26th safety portion at-grade, diversion the to vehicular continue the present to beyond of neighborhood the extremely i n s h o r t , the e x i s t i n g i s extended My flow of the 24th Washington reconversion to a l o c a l which until ramps a t p e d e s t r i a n and correct i n the exit the failure C o r r i d o r and commuter t r a f f i c roadway access exceedingly hazardous problems which 25th AA I warmly welcome the p r o j e c t e d a high-speed address speed and of the Whitehurst K Street at Bottom. this mute r e m i n d e r taxpayer dollars into usable of that green �158 space. But far at the failed once the to Whitehurst design an respects the a e s t h e t i c s and residents of the modification planners 1-66 access imperatives immediate at 26th the and of Virginia-bound and i n an traffic attractive the nearby park to the absolute An the could any of the To s y s t e m a t i c and proposed the block which w i l l accomodate the be traffic the and numbers same usable, noise designed necessary a t the 26th time level portion a i r pollution the a pedestrian addressed this DoT to they the nor the the s e t of problems in way. Department of Freeway m o d i f i c a t i o n planners But with mall d e t r a c t from however, n e i t h e r the summary, I b e l i e v e t h e of ramp, c o u p l e d S t r e e t between r a t h e r than effective much. access M Street into date, alteration interests of enhance portation-Whitehurst accomplished which the ramp c a n move t h e reduce v i s u a l , c o n s u l t a n t has In accomplishes fashion preserve A v e n u e and park. Whitehurst d e s i r e s of M minimum. substantially existing and environment, access M which w i l l and 26th so engineers. i m a g i n a t i v e l y designed conversion Pennsylvania 1-66 v e h i c l e s and of the a r e a , and I b e l i e v e t h a t an built of freedom from t r a f f i c moving o b j e c t i v e s of and ramp a t have h a v e much m o r e t o do freeway r e s i d e n t s of and Transhave before i t s approaches the meets Foggy B o t t o m , as w e l l as �159 the interests of the First designers and suburban commuters. foremost, must r e c o g n i z e the clearly traffic and engineers irrevocably westward e x t e n s i o n of the Washington C i r c l e urgent and crucial Whitehurst component o f commuter c o r r i d o r . commuter t r a f f i c flow at Streets, day 25th and as the unsightly 26th freeway access folly i s proposing dollars after Thank A will failure of the to tear be as to relocate and covered KELLY: Thank you The next witness very i s Nancy left generation non-use. you. MR. the much. Lambert. more us of the the roadway short-sighted in down, s p e n d i n g years of expensive the t u n n e l i s an 1950s which today's that reconstruction of a depressed ramps w h i c h experts 25 into any and our the traffic taxpayers �160 T E S T I M O N Y OF TERRACES, MS. am here to president located to J E A N O ' B R I E N , POTOMAC P L A Z A INC. O'BRIEN: present of Mr. the Chairman, testimony Potomac P l a z a at 730 24th present our position Whitehurst of Terraces, Jean O'Brien. N a n c y L a m b e r t who a 188-unit We believe than t r a f f i c flow. on the the I appreciate I is cooperative Freeway. the S t r e e t , N.W. I am four issue t o be viability of established Whether the selected should opportunity alternatives for decided i s more modifying basic I t i s : Whether government has the the the protect neighborhoods. freeway serve a r e s p o n s i b i l i t y to alternative that i n t e r e s t s of i s ultimately a l l constituencies, and Whether the integrity and the of transit We report that the to value defend of the convenience of the the property, same drivers little these questions a l t e r n a t i v e s from t h a t of the the who to i t s i t s welfare. answer to none of their receive neighborhood, c o n t r i b u t i n g the U n d e r two the f a m i l i e s should nothing to think have examined must their the and residents neighborhood, from government as maintenance we their safety priority merely of r i g h t of four perspective. meets a l l of alternatives, A i s "yes" and our and We concerns. No-Build, �161 Foggy Bottom w e s t by a of 24th S t r e e t would continue four-lane expressway. subjected to the through traffic at Street 24th Residents would noise, congestion, and or of vehicles transiting and continue pollution exiting Virginia t o be into the dissected to of be both neighborhood Avenue t o and from Virginia and the New freeway. Residents Hampshire Avenues of are 24th especially or e n t e r i n g the freeway. which freeway eastbound Whitehurst, Avenue. Virginia use and the 24th by i s the legally use lane of traffic first can use i t as 24th exiting street to e x i t the a conduit to westbound reach to on freeway T h i s s p r i n g , a p e d e s t r i a n was the injured at Kennedy Center Virginia. traffic southbound Hampshire. the west affected rush hour, d r i v e r s northbound Freeway uses traffic During the K Street. 24th Since and many e a s t b o u n d d r i v e r s Virginia via Street bound e a s t lane of 24th to A pedestrian, walking s i d e of f o r the reach north 2 4 t h , m u s t c r o s s New or the center v i a south-bound Hampshire p r i o r New on to performances: Against on 2 4 t h , one on New Against New two lanes of heavy Hampshire, a third southbound traffic, and lane of northbound traffic Hampshire. After performances, the process reverses. on one �162 The spillover of traffic t o and from t h e freeway- h a s made t h e i n t e r s e c t i o n a t 2 4 t h , New safety of hazard f o rpedestrians community dictions Hampshire, and i s d e s t r u c t i v e i n Foggy Bottom. Residents enjoy convenient access own a c c e s s shops preservation of policy and, that communities suei i s impeded by public residents p o l i c i e s that with this o f neighborhoods of their thinking. through which i n human terms lives and t h e o r d e r l y neighborhood. pollution. Litter. compromise o f t h e i r While i ti s impossible that are destructive Noise. The a goal o f others: disruption of their Air that The N o - B u i l d and A p a s s e s pay an enormous p r i c e the convenience o f The believe s h o u l d be an e x p l i c i t a r e unwise and u n j u s t . traffic functioning administrators are not consistent The freeway services — i s so fundamental t o q u a l i t y o f l i f e o f communities alternatives for many p u b l i c o f community public whose traffic. Today, sense residents and community t h e West End L i b r a r y and t h e Metro relentless juris- t o t h e Kennedy C e n t e rv i a of our pedestrian as of the sense of other our s t r e e t s a t t h e expense t o neighborhood and " I " a physical safety. to translate this price �163 into dollars, which affects i ti s possible to see that any p u b l i c living property conditions, affects When t h e f r e e w a y waterfront urban in forindustrial and t h a t human s c a l e use. Today, s h o u l d be re-establishe|d prime w a t e r f r o n t property residential/light thinking values. i t w a s common t o z o n e and/or commercial planners believe that communities zoned was b u i l t , commercial. i s evident. The N o - B u i l d , leave the freeway ideas o f l a n d u s e and a b l i g h t should The i n f l u e n c e on P h i l a d e l p h i a ' s S o c i e t y H i l l Place policy of be this and B a l t i m o r e ' s and A a l t e r n a t i v e s i n p l a c e , an o b s o l e s c e n t on u n i q u e , reminder Harbor would o f outmoded scare waterfront footage. Alternatives three existing freeway some o f t h e c o n g e s t i o n probably option t u n n e l beyond reduce provided 26th existing patrons users. could traffic on 2 4 t h Avenue. o r New They Hampshire. on 2 4 t h w i t h o u t would remain inconveniencing accessible Kennedy t h e c e n t e r v i a southbound Parkway, o r V i r g i n i a Circle E x t e n s i o n o f t h e t u n n e l would as K or E Streets. Alternatives relieve f o r e x t e n s i o n o f t h e Washington The freeway reach steps would AA o r F w o u l d b e m o r e a c c e p t a b l e i f Street. ramps, such These f o r the closing of on K a n d on V i r g i n i a non-local t r a f f i c freeway Creek ramps. would not reduce Alternatives either AA a n d F p r o v i d e v i a other Center 1-66, Rock Avenue. AA o r F , w i t h t h e t u n n e l , would make �164 Foggy Bottom a s a f e r , t o be a j u s t must more l i v a b l e community. s o l u t i o n to the freeway m o d i f i c a t i o n , be w e i g h e d . Thank you. MR. I f there i s KELLY: L e o n a M. Thank you v e r y Lennemann. much. this fact �165 T E S T I M O N Y OF LEONA M. MS. LENNEMANN: I am L e o n a L e n n e m a n n , living a t t h e Potomac P l a z a I have lived which I Martyr signed a petition speak Catholic a s 24th as a concerned Church, which I am among Street. parishioner church o f S t . Stephen's i s l o c a t e d a t 25th and o f 25th and K b r i n g s deep c o n c e r n who l i v e i n t h e Potomac a n d many o t h e r a p a r t m e n t which Streets not only Plaza, b u i l d i n g s on 2 4 t h a n d Streets. Religious services 7:30 a.m., 1 2 : 1 0 p.m. minutes return which order t o reach Avenue where traffic must w a l k of vehicle we c a n w a l k n o r t h on 2 5 t h intersection t h e r e i s no t r a f f i c intersect. t o walk traffic Speeding cars f o r 45 rush hours. through I d e s c r i b e below: Street a t 24th light are held t o church and of the t r a f f i c t h e c h u r c h , we h a v e a t t h e dangerous Church a n d 6:15 p.m. a n d c o n t i n u e the peak-period intersections First, arrive a t S t . Stephen's means p a r i s h i o n e r s home d u r i n g dangerous of N.W. o f 43 y e a r s T h e d a n g e r t o human l i f e and K S t r e e t s myself but t o persons the Watergate In 26th now p r e v a l e n t a t t h e i n t e r s e c t i o n as w e l l at Street, requesting the extension of t o beyond P e n n s y l v a n i a A v e n u e , N.W. 25th 730 2 4 t h presently i n c l u d e s 2 3 y e a r s a t my p r e s e n t a d d r e s s . t h e t u n n e l on K S t r e e t to Terraces, i n t h e Foggy Bottom a r e a a t o t a l t h o s e who h a v e is LENNEMANN until a n d New and where coming from we Hampshire four lanes eight lanes, �166 two from North Street; 24th two at from North Street, Hampshire rush 25th S t r e e t as w e l l Avenue times, and own two w h i l e we at danger where for trucks and pedestrians We south side for the green step the cross At at traffic walk the vehicle Street, this and as w e l l traffic across t o go right the avenue Avenue and minimize 24th S t r e e t light to or to 24th left arrive Street. at this the space and onto 24th S t r e e t tunnel t h e n we m u s t s t e p up location available an to reach overpass. walk We across eight-inch wait the cement the sidewalk overpass over the tunnel must a g a i n w a i t Street Avenue above tunnel. We 24th of the i n o r d e r t o g e t up w h e r e we New to walk. s t r e e t w h e r e we present South Hampshire a 7-Eleven Store s t o p and from from North turning p r o c e e d w a l k i n g n o r t h on the vehicle cars lanes 24th intersection. cars Hampshire by two to claim h i s right t r y to walk i s increased and from South s o u t h o f New destination with pedestrians lanes of cars at this trying t h e n o r t h s i d e o f New The lanes lanes a l lmeeting desired two 24th S t r e e t a s two Each d r i v e r his and to reach the north f o r a green light b e f o r e we side can street. time s i x lanes also two as two lanes lanes of cars, of cars of cars t i m e s a l l meet a t t h i s two from from South North 24th from Washington intersection of Circle North �167 24th and desired K Streets, each driver d e s t i n a t i o n whether Some c a r s from is frightening a very trying i t be to turn to h i s n o r t h , s o u t h , or west. t h e s o u t h w a n t t o c o n t i n u e n o r t h and and confused traffic own so situation there as a result. This major degree because Streets which through our on confusion of vehicle this cross over the street before the the Street west request cars speeding The wait 45 light f o r a green I hawe t i m e d time We and toward us i t by my the street. As the eyes are seven lanes light of button punching a walk sign, a n d we citizens f o r 15 speed t o 18 see the being seconds i s not to a r r i v e the time trucks, -- sufficien completely element i s shining i s magnified. including at the light when t h e sun the danger of cars, the This grow o l d e r , especially of the d r i v e r s side after on to to 2 5th seconds second-hand watch. becomes more d a n g e r o u s , there to the west f o r a person w a l k i n g a t normal across in route i s to walk remains for red again. as t h e y t r y t o b e a t "WALK" s i g n Pedestrians dare take courage turns must c r o s s K Freeway t u n n e l must w a i t i n o r d e r t o punch t h e t r a f f i c corner. changed. light another dangerous K S t r e e t s w h e r e we 25th 24th S t r e e t to a ramp a t 2 4 t h and streets. c o n f u s i o n t o s t o p b e f o r e we the i s created to enter the Whitehurst Foggy Bottom r e s i d e n t i a l Two, and of the e x i t - e n t r y permit cars the walkway all traffic Sometimes whose �168 drivers stop and speed motors our w a l k - a c r o s s area. a s we t r y t o w a l k Many south K Streets and evening Nurses this pedestrians are constantly employees and must w a l k i n order dangerous t o board a new B r i s t o l Hotel now b e i n g o f 1984 — and a l s o late fall 26th and K S t r e e t s Four and K S t r e e t s Kennedy C e n t e r , and at rush hours residing a t h o t e l s on Seasons , The Guest Q u a r t e r s , and renovated f o r occupancy i n new c o n d o m i n i u m s b e i n g crossing. Sightseers residing Office persons who w i s h S t r e e t must u s e t h i s The before the the they begin their Memorial, b u i l d i n g s on C o n s t i t u t i o n Avenue. to attend religious dangerous alternatives on on t o Watergate, L'Champ's R e s t a u r a n t , t h e S a f e w a y , and t h e Post built f o r improvement o f down 2 5 t h S t r e e t Federal historical those morning on P e n n s y l v a n i a A v e n u e . S t . P a u l ' s E p i s c o p a l Church between time both tour t o t h e S t a t e Department, t h e L i n c o l n other Also, 25th i n c r e a s e s t h e need P e n n s y l v a n i a Avenue w a l k walking a c r o s s t h e dangerous buses and v i s i t o r s — Howard J o h n s o n live situation. P e n n s y l v a n i a Avenue 25th executives a t t h e Columbia H o s p i t a l a r e included i n Tourists the and c i t y c r o s s - w a l k d u r i n g peak working fearful across the street. federal of K Street and We a t the very nearest line to 24th services and 25th on K crossing. presented t o us a t t h e p r e s e n t f o r the redesign o f the Whitehurst Freeway Corridor �169 appear g r o s s l y as w e l l as pedestrian Alternative toward a streets a new inadequate F or reduction of to tunnel increase the residents streets a church and at l e a s t suggest traffic We MR. Street at the some on possibility the r e s i d e n t i a l proposed 26th with Street plan in a to have southboun adopted. f o r the who large and must c r o s s is particularly We to Freeway situation. myself traffic the extension would enormously i n c r e a s i n g number K Street and of other Bottom. reside from us. vehicular I associate vehicular visitors walk our under Washington C i r c l e safety and with connection, coupled with now people. Whitehurst away is i n Foggy r i g h t to which from M new This elderly safety. of 1-66 This the deal Foggy Bottom, p r o v i d e d connection direction of AA to as important taxpayers in a safe and for Children property n e i g h b o r h o o d w h e r e we Pennsylvania Avenue w i t h o u t in i t s present form has Now i s the correct ask for a safe KELLY: time Thank Thomas M i l l e r . owners to future. you. fear. taken this can that and have attend The right �170 T E S T I M O N Y OF OF THOMAS M I L L E R , P R E S I D E N T OF BOARD D I R E C T O R S , K N I G H T S B R I D G E COURT CONDOMINIUM ASSOCIATION MR. I am MILLER: President of Mr. the C h a i r m a n , my Board of Directors C o u r t Condominium A s s o c i a t i o n . corner of 25th neighborhood and of We acceptable position and to 2A by K ANC 2A, elsewhere alternative End that the none o f the of our Foggy proposed a l t e r n a t i v e s endorse the new an be area no that the position S p e c i f i c a l l y , we tunnel the ramp i n F o g g y years has been s h a r e when i t comes 1 ANC s Bottom required to traffic. do not favor a westward under Washington C i r c l e w e r e done i n s u c h off at irresistible the a way circle, pressure extension as advocated that since f o r a new of i t access to obviously access ramp neighborhood. i t came down t o so freeway over its fair commuter i n the If West the is i f this create i n the Freeway S t r e e t were c l o s e d would condominium i s a t Whitehurst f a r more t h a n K Street agree with replacing H o w e v e r , we the Knightsbridge there that accomodating the i t stands. as West End, do ANC or of city. generally renovating Our S t r e e t s , N.W., our Bottom-West End for M name i s T h o m a s M i l l e r . f a r as our i d e n t i f y i n g the neighborhood choose A l t e r n a t i v e A w h i c h , l e a s t damaging i s c o n c e r n e d , we i n t e r e s t i n g l y enough, i s the would �171 alternative p r e f e r r e d by most o f t h e o r g a n i z a t i o n s from Georgetown t h r o u g h whose neighborhood t h e main a l i g n m e n t the freeway passes We i n i t s entirety. prefer Alternative ramp s t u b s A a l s o because unused the a m o u n t o f s p a c e c o n s u m e d b y t h e 1-66 r a m p s , t h u s their least i n c l u d i n g a new politically and the No-Build a r e AA a n d F d u e r a m p -- among o t h e r who a r e a d v o c a t i n g to think there urge, reasons. AA o r F a r e b e i n g i s any r e a l i s t i c Alternative signals, i n any c a s e , chance disproportionate i s p r e f e r a b l e t o AA 25th and 26th In provide a l l along the conservative. crossings s i d e w a l k s , and a bikeway. s u m m a r y , Mr. C h a i r m a n , we c o n s i d e r would be towards vehicular amenities landscaping, c o r r i d o r , i n c l u d i n g much s a f e r Streets, wider t o be e s s e n t i a l l y presented. g r e a t l y improved and p e d e s t r i a n Street-Whitehurst And creating F. traffic at freeway t o be a d o p t e d , o w i n g t o t h e i r Even We K naive either cost. o f L S t r e e t and reduce desirable alternatives M o r e o v e r , we t h i n k t h o s e for remove parkland. The to i n the vicinity i t would the additional of I t s cost of our position implementation t h e low end o f t h e range o f e s t i m a t e s I t w o u l d be c o m p a r a t i v e l y traffic a net gain during the period i n park i t would not continue of construction. and o t h e r to treat non-disruptive of community unfairly I t would facilities. a neighborhood �172 that historically areawide upon traffic has paid f l o w by a heavy forcing price i n the cause y e t another freeway of ramp i t s residents. T h a n k y o u , Mr. present our MR. Chairman, for this views. KELLY: Maggie Cox. Thank you v e r y much. opportunity to �173 T E S T I M O N Y OF MAGGIE MS. COX: Jefferson Tenants' and My name i s M a g g i e C o x . House a t 922 24th seven years and I s e r v e d neighbors two here i n the Whitehurst proposals would b r i n g lived a t the there f o r o f t h e J e f f e r s o n House t h e tenant-sponsored purchase o f t h a t b u i l d i n g f o u r y e a r s ago. the belief represented I live I have as president condominium c o n v e r s i o n offered Street. Association during I share COX o f many o f my F o g g y that of the four Freeway C o r r i d o r any r e l i e f Bottom alternatives Study E I S only t o r e s i d e n t s o f Foggy Bottom. Specifically Alternatives entrance and and e x i t ramp, w o u l d o f f e r pedestrian as Circle I have both motorists light a t New just t r a f f i c , noise, a i r pollution, attempting Hampshire Avenue d u r i n g experienced speed around and w i t n e s s e s the c i r c l e , to cross morning many n e a r rush misses ignoring a red t r a f f i c of a significant number o f p e d e s t r i a n s the cross-walk. Many o f t h e s e have freeway my n e i g h b o r h o o d a n y as a pedestrian and t h e presence entering Street risk. Personally, hour, only a t a l l from an i n c r e a s i n g l y i n t o l e r a b l e o f commuter a n d t h r o u g h Washington I believe that AA a n d F , b y e l i m i n a t i n g t h e 2 5 t h measure o f r e l i e f level i n my c a s e vehicles entering come o f f t h e W h i t e h u r s t Freeway the t r a f f i c v i a t h e 25th circle Street �174 ramp. Many proceeding o f these around t h e c i r c l e right-of-way, and right placed the truly arrival l o s i n g speed, through the t r a f f i c light, the choked by g a s o l i n e danger w h i l e avoid tell fumes, attempting to cross t o work me you that i n order i tacross and I r e c a l l y i s at the circle that entirely with to increase Washington C i r c l e and d e p a r t u r e H o u s e a t 9 a.m. traffic, situation patterns. i n order can't to avoid report during alive, I've I leave a t the worst crush t o you what t h e evening by n o t l e a v i n g work rush until hour because 6 t o 6:30, i t t h a t bad. In of contest f o r lanes without y o u d o n ' t b e l i e v e me, w a l k B u t I must my Jefferson is sailing chances o f making adjusted I already and i n t h e ensuing t o change i n mortal traffic street. some t i m e . of ignore pedestrian, already If my the right t o smooth beleaguered is motorists a d d i t i o n , Monday three mornings t a g s who h a v e just inches to V i r g i n i a out of f i v e , just entered commuters, vehicles. I would where live. Washington vehicles with the circle i n f r o n t o f me a n d o t h e r observed Washington they t h r o u g h F r i d a y , an a v e r a g e however, run that red light pedestrians. I must Foggy t o ask these Bottom? or the Palisades. I n fairness add t h a t I have p l a t e s o n some o f t h e s e like Virginia e r r a n t rush Washington I don't hour motorists think so. Perhaps I know t h a t r e s i d e n t s o f �Georgetown -- I know t h a t successful perhaps Georgetown, r a t h e r , or Georgetown campaign residents to keep out However, i t seems t o of G e o r g e t o w n and enjoy the luxury expense of in their adjacent of take me grossly neighborhoods automobile on behalf of in Palisades. their Metrorail. unjust to for residents continue to commuter p r i v i l e g e s a t Foggy Bottom r e s i d e n t s midst pride the who accepted the Metrorail a l l Washington area residents and visitors. Now, day of h o u r -- the just week there -- a b o u t any although on ramp. I t i s a habitual the stop corner sign the part of at 24th the of hazardous motorists and using disregard K of day or p e r h a p s more a t is similarly regard time Streets i n t e r s e c t i o n of 24th on evening any rush and intolerable dis- the 25th exit f o r the and night Street traffic light especially for Street and the New Hampshire A v e n u e -- w e k e n d s , e a r l y m o r n i n g , m i d - d a y , w h e n e v e r -- motorists proceed little no or homes and housing the that s p e a d a h e a d down 2 4 t h consideration f o r the apartment b u i l d i n g s , residence Metrorail down t h e by to s t r e e t and constant mention of an with private elderly people coming out encroachment of r e s i d e n t i a l s t r e e t s has only not residents Street these of station. This our full at eliminating the got t o be 25th through traffic s t o p p e d , and Street freeway I on believe ramp w i l l we �176 accomplish this end. Noise force As and Jefferson fumes House r e s i d e n t s a matter of fact, dollars two y e a r s t h e w i n d o w s we from rush until ago had we Jefferson suffered House, cracked walls down t h e s t r e e t , How I know t h e y Because I watched own is Bottom, too l a t e body involved, themselves at all Foggy them, f o r the s a f e t y , MR. KELLY: Shelton Merrill. of the have neighborhood. neighborhood? owner i n conviction that fair Government i f i t to every- must commit o r F, i f t h e y have any c o n c e r n stability, Thank side and p r o p e r t y o f t h e D.C. as a r e s i d e n t i a l windows, vehicles t o t h e d r a w i n g b o a r d t o be AA thousand them. t o e m p h a s i z e my officials closed. noise. the 6th f l o o r , of heavy I followed to Alternatives Bottom on Street a r e heading out of the I wish t o go thermalpane heading out of the Speaking as a r e s i d e n t Foggy our windows out the s t r e e t as a r e s u l t racing do triple the 24th my traffic spent a couple hundred d i d not keep including freeway to keep to i n s t a l l Many a p a r t m e n t s on hour and future neighborhood. you very much. viability of �177 T E S T I M O N Y OF MR. Merrill, a MERRILL: and I live resident/owner, resident to years adjacent to good s e n s e a u p o n my tear ground-level as I do, of personal and road this as set element that has historically Street I n d e e d , one encourage v i o l e n t freeway affords nest dark of foster their In who first I am Georgetown could not live last live makes best adjacent the plain the for a better Street alley-like Freeway. environment multiple-accessed from which to behavior. s i x months a l o n e , of elevated a convenient, the K Whitehurst places F. criminal present The into interest to violent criminal behavior. hiding the in Alternative elevated ask for i t just i n the utilized the well-suited past office committed A v e n u e and Georgetown. F r e e w a y , make i t forth endure under on my a d e a d l y w e a p o n , and have that criminal e v e r y house or with to such c r i m i n a l s and Shelton i n Georgetown, I t o be G e o r g e t o w n who have had to in observations living action who is K name i s the Whitehurst and state wich I am I believe down t h e access residents Street that I have been I believe those 29th I note Street, to 1022 My tonight. that K MERRILL Good e v e n i n g . at and speak Based several SHELTON have fled to K block burglarized; two criminal I have helicopter acts Street on for M witnessed one searches Street or assault for criminaljs Wisconsin i t s convenience of a �178 concealed places get-away v e h i c l e and/or from which You K can Street during it's mindful to just I will in talking day Barbery the about. In R o b b e r y , two ask Coast or Ripper the in five perhaps We refer At 18th those of 1984, Century poor i n armed occurred to night, people. s t a t i s t i c s to point occurrences out what robbery o f f the K Stre freeway. larceny, three February, police. terrorized a few i n two the "Wuthering Heights." I n January underneath Grand as g i v e you G e o r g e t o w n , one corridor merely the of hiding capture. the London where J a c k I am elude i t s many a v a i l a b l e i n ten occurrences.. armed r o b b e r y , occurrences. one in five occurrences Burglary, four in twelve occurrences. In March, armed r o b b e r y , Robbery, t h r e e thirteen i n fourteen occurrences. April, Assault with that Burglary, five armed r o b b e r y , one stabbed Kidnapping, i n two an area with hardly any in and cars to of In occurred their January, i n commercial walking go two an traffic, and in occurrences. occurrences. -- ice pick. occurrences, major crimes areas. Theft, three i n three occurrences with to occurrences. in sixteen of a d a n g e r o u s w e a p o n , one one i n three occurrences. i s w h e r e someone was out two just and this people in getting from r e s t a u r a n t s . i n Georgetown, 4 3 i n In February, 35 i n 68. 60 In �179 M a r c h , 59 i n 6 3 , a n d i n A p r i l , Given criminal the clear behavior commercial 38 i n 4 8 . fact that t h e preponderance i n Georgetown o c c u r s areas as these s t a t i s t i c s most people congregate, i n and would i ti s ludicrous that this potential will t o be more It to stroll being not a t t r a c t the criminal By remove t h a t tearing shelter. cover that elements this without and mug i n , a criminal Thank you v e r y KELLY: Dorothy with K Street, who h a v e t h e that over K you on t h e h i g h w a y . As ground-level cover, without going those t o s i t down go i n a n d o u t o f t h e i r Thank you v e r y Street level, much. L. O h l i g e r . -- t h e d e n down t o g r o u n d isn't people city. particularly alley-like t h e poor people MR. of this Y o u p u t more e y e s traffic, to hide that to encouraging the freeway freeway knows w i t h t r a f f i c , places more p e o p l e be compared everyone that where Front along a den o f c a r n i v e r o u s a n i m a l s the alley-like affords indicate, victims. can almost through even around to think the development o f t h e Washington Harbor of much. dark there cars. �180 T E S T I M O N Y OF MS. permitting OHLIGER: Environmental in Mr. to t e s t i f y me My DOROTHY L . at this Impact f o r 34 years House C o o p e r a t i v e Streets, N.W., property owner and on I have DEIS the totally residents or of t o beyond aging to reduces significantly The dangerous. the light refusing now of DEIS those alternatives to consider a the b u i l d i n g that the alarmed proposed of an t u n n e l under the Washington Circle N.W. any F r e e w a y was early life crossing of 1960s, and and I not a i r pollution None o f t h e of extended only that four DEIS to have limb w h i l e c r o s s i n g K the been Street Whitehurst alternatives this. 25th and rush hour, even to cross the Columbia. of other creates. During of a voter, and concerns to noise, d i r t , traffic I am K I find i n the Freeway and 25th the Freeway. a study of Freeway. draft in Whitehurst the Whitehurst fears of for I have r e s i d e d presently reside corner you Freeway. proposed Street, Washington C i r c l e also the Whitehurst the the present Since and thank regarding the i n the D i s t r i c t over a r e a by even 26th but on a t the taxpayer i g n o r e s my extension subjected hearing the Whitehurst looked i n our alternative Officer, name i s D o r o t h y L o u i s e O h l i g e r . Foggy B o t t o m renovate Hearing Statement Claridge to OHLIGER freeway, K Street though i s extremely the i t i s c a t and pedestrian has mouse b e t w e e n �181 pedestrian out and car. a cigarette, litter the run the Whitehurst cleaning the more by K from risk efforts through to t h i s traffic collecting freeway the because maimed o r k i l l e d who neighborhood i n so by stretch doing speeding Streets. to stop flow of thought that 26th Foggy Bottom tax dollars i t was that the that us. spent on even other types do of beautify motorist the light applaud wrote about the totally complaining r e s i d e n t s would are being of a l l of Virginia stop light impeded I often t u n n e l were Virginia t h e way transportation light unnecessary removed. i f the Washington C i r c l e Street, and irate wanted portion enjoy. crossing, He and t o humanize and felt their u n d e r g r o u n d and paper complaining He at this traffic. an extend residential to p l a n t shurbs ago 25th K of our for a l l to at and would w i l l i n g l y i n order of a l o c a l benefit residents i n keeping stretch funds plant l i f e , Street t o beyond or light. were channeled the e d i t o r have the residents to the glass, e x t e n d i n g t h e i r work to i n c l u d e of being Some n y e a r s to have or p l a s t i c vehicles. attractive this traffic p o r t i o n of I believe of the motorist pitches p r e s e n t t i m e , Foggy Bottom are prevented residential they by freeway can, f o r many y e a r s b e e n e n g a g e d clean, the o r empty b e e r when s t o p p e d At have Sometimes t h e extendec motorist our f o r the Federal �182 The considerably impact of shots of the exhaust plus makes us Is I If incorporate this am of the how one roar of the of the many the b u i l d i n g of i t would i n the early event, MR. our are expected r e s i d e n t s who signed residential to extend of the of the go along to righting suffer a of could extension to live? tunnel. an way to portion the DEIS the ramps a t 2 5th whole neighborhood further delay. you. KELLY: Jenny traffic present s i n c e we a wrong were 1960s. closed without Thank the screeching moving W h i t e h u r s t voters A l t e r n a t i v e s F o r AA have plagued be and help the b l a s t i n g h u g e dump t r u c k s , t h e taxpaying In should Some d a y , also another p e t i t i o n any a l s o would a i r p o l l u t i o n concerns i n Foggy B o t t o m h a v e had dissected tunnel a l l tremble. Washington t u n n e l , which present to prohibit trucks i n this S t r e e t and t h a t we the demaging t r u c k t r a f f i c . brakes, petition of in alleviating from the itself, K extension Thank you Brake. very much. and K f o r so Streets, long, �183 T E S T I M O N Y OF MS. an opportunity I The am of the e a s t end the as a person the Extend the issue living neighborhood In 2515 K Street. i n the Foggy and Bottom directly I do t h a t have been on top not find of any recommended I would recommend by the To To retain access v i a the for access a r e a needs of any to the a d d i t i o n , the Also, to the service prohibit removed, which widened Street adding improved t h i n k we should t o s i x l a n e s , why a and cover freeway g i v e us a l l be we would ramps or south and negate 26th in and M. our 1-66. of L Street additional landscaping, 25th from ramp a t additional ramp s t u b s would freeway road which pedestrian crossings at I 27th grass, flowers, trees. s h o u l d be safer at freeway, tunnel to c u r r e n t proposed option 3. was of alternatives Washington C i r c l e and I live r e c o n s t r u c t i o n p r o j e c t . h a s been connection tunnel with the for givine option: 2. the and S t e e r i n g Committee a c c e p t a b l e . 1. the you neighborhoods. proposed following to thank tonight. a controversial Speaking the views Brake Freeway t o be West End like a i r my Jenny Whitehurst continues and to BRAKE I would BRAKE: JENNY traffic 26th a w a r e o f why have a tunnel parkland. signals Streets. K Street underneath me �184 the c i r c l e , a n d w h y we h a v e atrocities t o our neighborhood were project. A s we a l l k n o w , t h i s controversy agony. ramps t h a t p r o j e c t was one o f f o r the citizens west and f o r t h o s e o f us l i v i n g this p r o j e c t was n o t stopped u n t i l destroyed and K S t r e e t between one this c a n s e e why concern to the citizens Surely, extend a was be begin totally Georgetown raceway. to the current proposals, of the freeway i s such a o f West End a n d Foggy i n t o our neighborhoods. i n 1960 f o r t h i s Bottom. give us back Also, land -- cannot from us. considering additiona T o o much f o r more ramps i n t o o u r n e i g h b o r h o o d away to l e g o f t h e I n n e r Loop an e x t e n d e d t u n n e l w i t h f r e e w a y b y t h e c i r c l e , I b e l i e v e we w i l l facility Corridor, T h i s would By the taken land i n the South- t o 27th S t r e e t . away b a c k additional great t h e Southwest was r a t h e r than r e i n f o r c i n g the raceway. taken city t o o much o f t h e c i t y ramps c a n n o t be added Loop great i t i s not asking the tunnel street living t h e c i r c l e and as a backdrop the renovating of this i n the K Street w a t e r f r o n t w q s made i n t o a s i x - l a n e With These a l lp a r t o f t h e Inner and i t c a u s e d t h e c i t i z e n s Unfortunately go n o w h e r e . that w i l l to rectify neighborhood MR. still accomodate i n the past. KELLY: Thank you very yet will i n f l i c t e d on o u r Thank you. much. to be p r o v i d i n g the t r a f f i c , the grave i n j u s t i c e s access a �185 The Mr. a next witness Z e l i n k a was statement on call f o r the Therefore, and i s Mr. he had o r Mrs. to William Zelinka. leave. He will will Paul submit record. the next witness be J . Kennedy, �186 T E S T I M O N Y OF MR. I have at KENNEDY: lived 25th and P A U L J . KENNEDY i n the Mr. C h a i r m a n , my Claridge House C o o p e r a t i v e K S t r e e t s i n Foggy Bottom I also vote, own name i s P a u l property, Apartments for over and pay Kennedy. twenty taxes years. in the District. Ever s i n c e becoming a attractive area, that the Street traffic this area. trucks K I have been a p p a l l e d passes through area. the i m p a c t on adverse I am pedestri-ans. cross the 25th and speed appear you K an -- on by the the this unique damaging q u a l i t y of nothing has effect life f o r commuter c a r s a heavily and in and populated b e e n done t o mitigate residents. concerned traffic passes idea of the incredible, at about the 25th At danger to S t r e e t where 8:30 amount o f a i n the morning, people that speeds w e l l i n excess of limit. Vehicles these are from under the illegally of p e o p l e must c r o s s . Many o f young. had heart Virtually Through give the particularly number o f that w i l l has T h i s monstrous highway residential large resident of through Pedestrians often people are very hard to e i t h e r e l d e r l y or see when they Washington C i r c l e amber and red lights have near misses Unfortuntaly, despite tunnel. at high from t h i s using very suddenly Cars pass speeds. traffic. caution, pedestrians �187 are often one involved fatal s i t u a t i o n could be under Washington C i r c l e that this i s desirable find this inconceivable. citizens not newly-built the section same c o n s i d e r a t i o n but too The 25th of every and Mr. safety Street. and not the We the were told beneficial. lives of I the of to ensure given be 1-66 to the developed was king was a prerogative use the and without our of the regard to city i s no and Maryland. Why the the can't the pedestrians to have been legitimate of r e f e r r i n g to freeway saw longer same r i g h t t o not existed. f i t — a concerns neighborhood This a t i m e when t h e the s u b u r b a n i t e who he residents of over thought t h a t as the lives DEIS community a t city This are a f t e r the when i t was inner s p e n t on safety. s e e m t o me i n the C h a i r m a n , we and money t h a t w a s residents. rammed t h r o u g h the continuing K? was have 26th by c o s t l y and amount o f consideration Foggy Bottom t h a t was resolved to Georgetown's c i t i z e n s given witnessed beneficial? Consider crossing I have p e r s o n a l l y accident. The tunnel in accidents. freeway motorist q u a l i t y of had the f o r h i s own life right to conveninece residents. tolerable. a safe We i n Foggy Bottom r e s i d e n t i a l environment as Georgetown, Northwest Washington, V i r g i n i a , I therefore find the bias that exists in the �188 DEIS completely unacceptable. Throughout paragraph, which I page a f t e r the q u a l i t y find this of area except there page about life a most d e t a i l e d affected draft i s paragraph Georgetown and in this analysis t h e way a r e a s h o u l d be of t r a f f i c flows f o r Foggy Bottom, w h i c h after i s in safeguarded. i n every largely ignored. We 24th know, f o r e x a m p l e , S t r e e t , which single-family on has flows I have through traffic a good number o f c o n d o m i n i u m s residences. the t r a f f i c that on There this mentioned i s no street analysis i n the pedestrian uses and whatsoever DEIS. safety. But i n almost o t h e r a s p e c t o f t h e D E I S , t h e same c a l l o u s disregard i s shown such noise, f o r the residents pollution, centered on F the and AA of the i s to build to deal with a t u n n e l between alleviate door open t o i n c o r p o r a t e a Thank you, MR. KELLY: Dougherty, Mr. the t r a f f i c tunnel. Chairman. Thank you James. as freeway are a l l T h e r e f o r e , I recommend a d o p t i n g which would concerns section. Foggy B o t t o m t h e o n l y way a humane way Streets. the appearance the Georgetown For in o f F o g g y B o t t o m -- very much. the 24th and this 26th Alternatives situation and leave �189 T E S T I M O N Y OF J A M E S DOUGHERTY, S I E R R A C L U B MR. DOUGHERTY: Even though Chapter, I wanted the local James I am a n o f f i c e r five some o f my own v i e w s That's minutes I sent Committee o f t h e l o c a l raised views tonight t o do s o . rather than a the parties — alternatives probably Act. rather So, instead i fI would and t h e Impact a s an than express that are Statement and organization the public I ' l l just like a t l a r g e and hear a enough o f a t r a i s e a couple o f the points tha[t t o make on l e g a l i s s u e s . i s that this project, a t least the "build" under t h e F e d e r a l 4(f) of that I w o u l d be o f burdening you with -- w h i c h y o u p r o b a b l y f o r highways alternative. project t h a t have been o u t l i n e d illegal Section parkland first about on t h a t . I was under t h e i m p r e s s i o n S i e r r a Club would The night a s an i n d i v i d u a l . of legal chatter cocktail last express One o f some o f t h e l e g a l i s s u e s S o , I am s p e a k i n g DoT o f f i c i a l s Hearing O f f i c e r . lot C h a p t e r a s k e d me about Originally addressing to project. testified views S i e r r a Club up t o s p e a k , h o w e v e r , t h e L e g a l by t h e W h i t e h u r s t I agreed tonight about t h e W h i t e h u r s t some o f t h e a l t e r n a t i v e s a n d t h e i r some o f t h e i r i n the local t o speak S i e r r a Club Committees Since Dougherty. i n the DEIS, a r e Department o f statute prohibits unless there Transportation the use o f i s no f e a s i b l e a n d p r u d e n t �190 What t h a t alternatives, such means i s , i f y o u as the f o u r we h a v e a number have for Whitehurst, must choose t h e a l t e r n a t i v e or a l t e r n a t i v e s t h a t parkland project unless the purposes And will see even traffic that that than levels didn't they say other have not one that to aspect of i s that provide really just like mandate seen the the cards t h e AA the DEIS, you times, will and see sometimes the Department of wants their about t o do chest, route that do. rankles, starts Park and a t 26th I f you look a t t h e map, right into the finger yet they Rock C r e e k really of No-Build. what they want to Alternative t o 1-66. DoT to are very concerned a you selection w h a t D.C. 4 ( f ) statement extends i n the very close S e c t i o n 4 ( f ) of feeder-connecter access that's streets, of purposes. f l o w , commuting i s close, are holding i n the project take alternatives. Act w i l l B u t we and traffic nonarterial i t looks Transportation because of on of the you don't don't a c h i e v e any at the data Alternative the c o u r s e , we few look i n terms So, Of very i f you No-Build better or others simply of park and M that and we are the DEIS, and outraged. Secondly, we think case law we a r e not satisfied that i t probably that the c o u r t s have developed One doesn't problem i s that pass with muster under i t totally on Impact fails to the Statements. disclose �191 the fact that of Congress t h e r e i s now p e n d i n g a p r o p o s a l t o c o n d u c t a $6 m i l l i o n Canal Road, j u s t study a stone's and lower the westbound the westbound lot so that from to the west House rebuilt area. What t h e y w a n t throw project i n each t o do i s d i g a b o u t l a n e and then lane a t the driveway end o f t h e 15 f e e t build down a bridge over t o t h e Georgetown G e o r g e t o w n U. h a s b e t t e r a c c e s s parking t o and from t h e highway. A bill reported a u t h o r i z i n g $6 m i l l i o n favorably last week by t h e House P u b l i c Committee and i t ' s b e f o r e it i s going through, forthis the Senate. b u t none o f t h a t There project Works i s a good i s i n the was chance Impact Statement. I d o n ' t know e x a c t l y implications or other over the long term. they are building implications But c e r t a i n l y both change t h e e q u a t i o n . into of these That about t h e Impact Similarly, as w e l l . D.C. negotiations adding bike lanes, over project w i l l the s h o r t term, that i s going mean while to t o change t h e t r a f f i c flows nothing i n Statement. t h e Key B r i d g e now of that And t h e r e i s s i m p l y DoT i s u n d e r g o i n g right the environmental projects, i s going t h e a r e a and t h e r e s t . there what t o redeck adding i s now up f o r r e n o v a t i o n a l o t o f p l a n n i n g and that. They pedestrian lanes, are considering using a reversible �19 2 traffic lane Statement as for rush you is do rampant. A increased that same v e i n , t h e r e changes I f you from time there. and i n the about the Georgetown. None o f i s i n the Impact well. And there hour. l o t of walk to They are you land happening -- and live the to -- s o we and of construction will vehicular tourists in Southern Washington Harbor increased people, nothing I assume most there i s parkland, traffic, of now also building that kinds are down t h e r e time, pedestrian different that is really Project be seeing traffic, what not, down there. While to the there possibility is really demand is the no D E I S makes r e f e r e n c e s of area discussion for pedestrian lacking in that that and draft favors. respect, as the preparation agency must s a y , F," or "We reasons p u b l i c , to values this f a r a s we i s that impact which the intend the So, DEIS the concerned. Federal alternatives go parkland, changes statements "preferred to are points regulations require the agency alternative." forward with A, the or The AA, or whatever. The the of designate They c a l l that vehicular access. second o b j e c t i o n statements designated a b o u t how The governing being at various are. for that know w h a t t h e I t doesn't are agency require us, that i t really helps i s t h i n k i n g , what a s we are thumbing us, their through �i 19 3 that on not two-inch Alternatives supported So, itself DoT thick F, by our view Mary or t o comb t h r o u g h a l l the the others that probably i n the first under e x i s t i n g Impact i t and Thank MR. o r DD, the agency renders the to revise document Statement law i s that illegal to re-issue the d r a f t Thank you v e r y much. Bergman. are place. you. KELLY: data a n d we Impact i n and of are asking Statement. �T E S T I M O N Y OF MARY BERGMAN, COMMISSIONER, ANC 2B-08 MS. BERGMAN: ANC 2B-08, which i n c l u d e s K S t r e e t e a s t o f 20th been t e r r i b l y ravaged Any by people whiz to Virginia who will be p a y i n g The No-Build MR. KELLY: That of the D i s t r i c t . Alternative would like list like now a n d t e s t i f y tomorrow i s the only Thank you v e r y a n y w i t n e s s e s who w o u l d There being t o D.C. taxpayers acceptable t e a r down D.C. b u i l d i n g s . ends t h e w i t n e s s to c a l l insult none, t h i s everning much. for this afternoon. to testify f o rfive minutes? hearing w i l l a t seven. above-entitled matter was adjourned, 7 p.m., W e d n e s d a y , May 1 6 , 1 9 8 4 . ) Are w h o s e name I stand i n Thank you v e r y ( W h e r e u p o n , a t 9 : 1 5 p.m., t h e p u b l i c h e a r i n g i n the cars project. there until from o u t s i d e i sa further f o rt h i s s i n c e i t doesn't recess S t r e e t andhas m o r e t e a r i n g down o f D.C. b u i l d i n g s s o t h a t can one I am t h e ANC C o m m i s s i o n e r f r o m t o reconvene a t much. �I'm R o b i n s o n J o n e s . On b e h a l f of m y s e l f and t h e Bader Condo U n i t Owners' A s s o c i a t i o n , I'm s u b m i t t i n g a w r i t t e n s t a t e m e n t , a p o r t i o n of w h i c h I ' d l i k e to r e a d a t t h i s t i m e , i n s u p p o r t of P l a n " F " w i t h c e r t a i n m o d i f i c a t i o n s , and a new E n v i r o n m e n t a l Impact S t u d y to i n c l u d e t h o s e m o d i f i c a t i o n s . S i n c e J u l y of 1978, I ' v e l i v e d a t 2515 K S t r e e t , NW. T w i c e e a c h day, f i v e days a week, on my way to and from work a t 2400 b l o c k of E S t r e e t , I must t r y t o s a f e l y c r o s s s i x ( 6 ) l a n e s of h i g h - s p e e d c a r and t r u c k t r a f f i c on U.S. Route-29 p a s s i n g t h e i n t e r s e c t i o n of 2 5 t h and K on t h e PEDESTRIAN l e v e l . Understandably, the stopl i g h t s a r e timed t o move t h e g r e a t e s t volume of i n t e r s t a t e v e h i c u l a r t r a f f i c . C o n s e q u e n t l y , p e d e s t r i a n s have l o n g w a i t s on t h e c u r b , o r on t h e median, w i t h c a r s and t r u c k s c l o s i n g i n o p p o s i t e d i r e c t i o n s a t r a t e s i n e x c e s s of 100 m i l e s p e r hour! I moved i n t o Mr. Howar's b u i l d i n g , t h e B a d e r , i n 1978, a s one of 96 t e n a n t s , some of whom had l i v e d t h e r e s i n c e he b u i l t i t i n t h e 1 9 3 0 ' s . I soon l e a r n e d t h a t Mr. Howar had put t h r e e of h i s many b u i l d i n g s , t h e B a d e r , t h e Swarthmore and t h e Y o r k , up f o r s a l e to d e v e l o p e r s . A l l of t h e s e s e v e r a l h u n d r e d s of Hower's t e n a n t s were t h r e a t e n e d w i t h h a v i n g to v a c a t e and f i n d some o t h e r p l a c e t o l i v e . I n s t e a d , under DC law, t h e t e n a n t s of t h e B a d e r and t h e Swarthmore were a b l e to o r g a n i z e , l o c a t e 4 m i l l i o n d o l l a r s i n f i n a n c i n g , buy and r e h a b i l i t a t e t h e f i f t y y e a r o l d b u i l d i n g s . I t was a monumental t a s k on t h e p a r t of the t e n a n t s . And i t c a l l e d f o r g r e a t c r e a t i v e e f f o r t s on t h e i r p a r t and many o t h e r s who, o v e r many, many months; w i t h many, many m e e t i n g s , d e m o n s t r a t e d a l u a d i t o r y a b i l i t y to r e s p e c t e a c h o t h e r ' s needs and d e s i r e s ; and t o d i s c u s s and d e c i d e tough, complex q u e s t i o n s , at each step-of-the-way. I'm h o p e f u l t h a t what was a c c o m a p l i s h e d , i n t h e common i n t e r e s t , by t h e r e s i d e n t s of t h e Bader and t h e Swarthmore, can a g a i n be a c c o m p l i s h e d , i n t h e common i n t e r e s t , by a l l t h e r e s i d e n t s of t h e West End-Foggy Bottom-Georgetown neighborhood: R e s p e c t f o r e a c h o t h e r s needs and d e s i r e s , and making tough d e c i s i o n s i n t h e common i n t e r e s t . I t h i n k we c a n do i t , i f we t r y . F o r t h e p a s t twenty y e a r s , U S I n t e r s t a t e Route-29 has p a s s e d d i r e c t l y t h r o u g h t h e West End-Foggy Bottom-Georgetown n e i g h b o r h o o d . Most, but not a l l of t h i s h i g h - s p e e d c a r and t r u c k t r a f f i c a l o n g K S t r e e t p a s s e s below and t h e r e f o r e i s s a f e l y s e p a r a t e d from p e d e s t r i a n t r a f f i c a t 22nd, 2 3 r d , and a t 2 4 t h s t r e e t s . BUT f o r more t h a n 20 y e a r s i t h a s been a l l o w e d t o p a s s t h e i n t e r s e c t i o n of 2 5 t h and K u n s e p a r a t e d a t t h e pedestrian l e v e l . At r a t e s of more t h a n 5,000 c a r s and t r u c k s p e r h o u r , our West End-Foggy BottomGeorgetown n e i g h b o r h o o d h a s been f o r c e d , f o r more t h a n twenty ( 2 0 ) y e a r s t o endure more t h a n 120,000 c a r s and t r u c k s moving t h r o u g h i t e v e r y day! This long-standing t r a f f i c h a z a r d i s u n c o n s c o n a b l l y DANGEROUS f o r p e d e s t r i a n s , men, women and c h i l d r e n of a l l a g e s , and f o r v e h i c l e o p e r a t o r s and t h e i r p a s s e n g e r s . Our P o l i c e Department has r e p o r t s , o n l y i n t h e l a s t 14 months of 1_ m a j o r a c c i d e n t s a t t h e one i n t e r e s e c t i o n . of 2 5 t h and K. Over p a s t \C y e a r s , S2a c c i d e n t s have t a k e n p l a c e a t t h i s intersection, with -4^ p e r s o n a l i n j u r i e s , and UbVf^QPJ a i J t a t a l i t i e s / 5 /vft)Lfle>l~e^ M T h i s l o n g - s t a n d i n g h a z a r d to l i f e and limb r e s u l t s from t h e o r i g i n a l i n s a n e d e s i g n , w h i c h s h o u l d n e v e r have been approved by C i t y ^ a n d F e d e r a l a u t h o r i t i e s i n t h e f i r s t p l a c e , but f o r w h i c h no one i n t h i s room^'wg^s''responsible. But, i f we p e r m i t i t t o r e m a i n , e v e r y o n e i n t h i s room w i l l be^ r e s p o n s i b l e f o r e v e r y a c c i d e n t , f o r e v e r y i n j u r y , and f o r e v e r y f a t a l i t y t h a t t a k e s p l a c e a f t e r t h i s r e - d e s i g n i s c o m p l e t e d . Twenty y e a r s ago, t h e m i s t a k e was made. And now, a t l o n g l a s t , the C i t y c a n move to c o r r e c t t h a t m i s t a k e . The n e c e s s a r y c o r r e c t i o n s c a n be made on e i t h e r P l a n n "AA" or P l a n " F " . F o r t h e r e a s o n s s t a t e d on b o t h s i d e s of t h i s s h e e t f f I s p e a k f o r t h e B a d e r Condo U n i t Owners A s s o c i a t i o n i n f a v o r of P l a n "F"» I hope e v e r y one of you w i l l r e a d i t and t e l l us what you t h i n k . ^O&lFiefo �-2 Back i n F e b r u a r y of '83, I was s h o c k e d t o l e a r n t h a t none o f t h e f o u r p l a n s f o r r e c o n s t r u c t i o n proposed by t h e C i t y would, i n any way, s e r v e t o c o r r e c t t h i s l o n g s t a n d i n g m i s t a k e . A p e t i t i o n was d r a f t e d and c i r c u l a t e d , f i r s t among t h e Bader r e s i d e n t s and s u b s e q u e n t l y by a number of o t h e r r e s i d e n t s i n o t h e r p a r t s of Foggy Bottom and West End. Over a p e r i o d of t i m e , more t h a n 900 r e s i d e n t s s i g n e d i n f a v o r of t h i s one s e n t e n c e : The Citizens of Foggy Bottom f o r m a l l y p e t i t i o n t h e D.C. government and i t s Department of T r a n s p o r t a t i o n t o approve NO PLAN, f o r m o d i f i c a t i o n o f t h e Whitehurst Freeway C o r r i d o r , w h i c h does not i n c l u d e e x t e n s i o n of t h e p r e s e n t K S t r e e t (Route to beyond 2 6 t h #29) and K, on the w e s t , w i t h c o v e r i n g l a n e s ) to provide between 2 4 t h t h r o u g h - t r a f f i c t u n n e l from 2 1 s t and K on t h e e a s t , ( o v e r the four depressed f o r ( i n a d d i t i o n t o l o c a l s t r e e t s ) a p e d e s t r i a n m a l l on K and 2 7 t h streets. The C i t y a c t e d on t h i s p e t i t i o n and s u b s e q u e n t l y produced two p l a n s "AA" and " F " , w h i c h would a l l o w f o r e x t e n s i o n of t h e p r e s e n t t u n n e l under Washington C i r c l e s o a s t o c o r r e c t t h e d i r e s a f e t y h a z a r d a t 2 5 t h and K. HOWEVER, t h e C i t y ' s Department o f T r a n s p o r t a t i o n a u t h o r i z e d an E n v i r o n m e n t a l Impact Study which t o t a l l y i g n o r e s t h e t u n n e l , o r e x c a v a t i o n f e a t u r e s of P l a n s "AA" and " F " , and t o a l l y i g n o r e s t h e p r e s s i n g , l o n g - s t a n d i n g need t o l o w e r and s e p a r a t e t h e h i g h - s p e e d c a r and t r u c k t r a f f i c on US-Route #29 from t h e p e d e s t r i a n t r a f f i c a t 2 5 t h & K. and t o t a l l y i g n o r e s t h e e x p r e s s e d d e s i r e s o f more t h a n 900 c i t i z e n s immediately e f f e c t e d . I n December, when I f i r s t l e a r n e d of t h i s high-handed d i s r e g a r d f o r due p r o c e s s , I drafted a l e t t e r t o Mayor B a r r y and d i s t r i b u t e d i t t o t h e r e s i d e n t s of t h e B a d e r , a s k i n g them t o w r i t e t o t h e Mayor e x p r e s s i n g t h e i r v i e w s , and c a l l i n g f o r a n E n v i r o n m e n t a l Impact Study of P l a n n s "AA" and " F " t h a t would, a t a minimum, INCLUDE t h e e f f e c t of l o w e r i n g t h e f o u r l a n e s of h i g h - s p e e d c a r and t r u c k t r a f f i c on USRoute #29 BELOW t h e p e d e s t r i a n t r a f f i c l e v e l a t t h e i n t e r s e c t i o n of 2 5 t h and K, i n t h e West End-Foggy Bottom-Georgetown r e s i d e n t i a l n e i g h b o r h o o d . The l e t t e r t h a t I s i g n e d and s e n t t o Mayor B a r r y i s a t t a c h e d . S i m i l a r l e t t e r s were s e n t by o t h e r r e s i d e n t s of t h e B a d e r . �Subsequently, l a t e i n January, P°TZ5~ the A c t i n g D i r e c t o r , i n w h i c h he o f the p r e s e n t a s TOO t u n n e l f o r two EXPEVSIVE". he s a y "too estimated I r e c e i v e d a ' l e t t e r ^ f r o m John Touchstone, He expensive" argues a d d i t i o n a l b l o c k s was d o e s n ' t s a y how involved. " explored extension and much t h a t expense would be, as compared to what? budget would be t h a t i n 1982 He just Or what p e r s e n t a g e s a y s "... disregared nor of disgarded does the ... too expensive". Some f i v e months a f t e r r e c e i v i n g our s i g n a t o r s , Mr. Touchstone says t h e ^ i n v e s t i g a t e d " , and and is He Well, t h r o u g h - t r a f f i c c a r s and women and "again ed substantially, K c o u l d be made I s a y NONSENSE. p e d e s t r i a n s so a s to make i t s a f e f o r c a r s and to s e p a r a t e men, somJj^increa f o r p e d e s t r i a n s a t 2 5 t h and e x t e n s i o n of the t u n n e l " . to r e s t r i c t the names o f many of i t s _ ^ t u n n e l - e x t e n s i o n was t h a t the c o s t - e s t i m a t e had that "safe r e s t r i c t i o n s without p e t i t i o n and Our purpose i s not trucks. Our purpose t r u c k s from u n r e s t r i c t e d p e d e s t r i a n s , c h i l d r e n of a l l ages. goes on i n t h a t l e t t e r to argue t h a t " e x t e n s i o n o f the t u n n e l i s NOT transportation alternative". He s a y s the C i t y ' s purpose i s to f o c u s a "ON o. dirct t r a n s p o r t a t i o n improvements w h i c h c a n be realized... within available budget e s t i m a t e s " . A g a i n , he with I fails to s t a t e what budget e s t i m a t e s . flexible^ t h i n k we Now not dealing ^ b u d g e t ESTIMATES, r a t h e r t h a n f i x e d , u n a l t e r a b l e a p p r o p r i a t i o n s are. Then, w i t h o u t s a y s the t u n n e l e x t e n s i o n w i l l 30 m i l l i o n F u r t h e r m o r e , a r e we r e f e r e n c e t o any p a r t i c u l a r document, Touchstone c o s t 46 m i l l i o n d o l l a r s . . . u n l e s s i t o n l y costs dollars. i f the C i t y d e c i d e s m i l l i o n more e x p e n s i v e e x t e n s i o n i s only to b u i l d P l a n " F " , r a t h e r than "AA", w h i c h i s 17 t h a n P l a n " F " , the c o s t o f P l a n " F " w i t h the 29 m i l l i o n d o l l a r s , than P l a n "AA" without tunnel the t u n n e l extension. A or i s i t only ^ tunnel? At your w i l l use J 13 m i l l i o n more t h a n "AA" t h i s p o i n t , does anyone r e a l l y know? the power o f y o u r o f f i c e I f not, Mr. to f i n d out. And p l e a s e s e e t h a t someone t a k e s the t r o u b l e to i n f o r m the without the K e l l y , I hope when you do, community. will you �A t any and of those f i g u r e s , I w i l l to p r o p e r l y cover ageee to c o n t r a c t the d e p r e s s e d f o u r f o r the e x c a v a t i o n l a n e s so the r e s i d e n t s of West End-Foggy Bottom-Beorgetown neighborhood c a n u s e safely for pedestrian transport. would have us b e l i e v e , < extension & transportation alternative. TRANSPORT. of the to what tunnel and c o s t i s an above Director affordable^ * neighborhoods s u c h as the Georgetown- Foggy PEDESTRIAN TRAFFIC a l l other v e h i c u l a r transport, except takes f o r ambulances and engines. o f the e x i s t i n g t u n n e l e x p e n s i v e to the c i t i z e n r y o v e r the last than/value of t h e T p e r s o n s i n j u r e d a t 25th and t e n y e a r s . . . s o l e y f o r the m i s t a k e of the p a s t and limb, WILL NOT &ve THE present replenished p u l l s up fully every Does not US-Route #29 qualifies Federal gas-tax day and every the p e d e s t r i a n s , men, women and Foggy Bottom-Georgetown neighborhood. Thus I see not ONE r e a s o n why we And should bogus arguements o f t h e A c t i n g not so a s to s e p a r a t e pedestrian D i r e c t o r and spent on of to the personS the n a t i o n w i l l a l l help to c h i l d r e n o f the the West End- aside be. the e m b a r s i n g l y inadequate demand t h a t the C i t y p e r f o r m Plan "F" of the e x i s t i n g t u n n e l w e s t beyond 2 6 t h and the h i g h - s p e e d c a r and traffic. be n i g h t wheiv an a d d d i t i o n a l E n v i r o n m e n t a l Impact Study on a t l e a s t MODIFIED to INCLUDE e x t e n s i o n fund? funds w h i c h a r e t h a t i s as i t s h o u l d put and i n t e r s e c t K a t 25th s t r e e t f o r s u c h ear-marked F e d e r a l minute o f e v e r y this to l i f e I have been t o l d t h a t e x t e n s i o n to , gas—pumpj. ^ Thus the commuters of to p r o t e c t correct remove t h i s u n c o n s c i o n a b l e h a r z a r d "Whitehurst Freeway"? tunnel to . • ear-marked c o l l e c t i o n s w h i c h c a n o n l y F e d e r a l highways, e t c ? become the spent NECESSARY MONEY BE FOUND I N THE .not^f" K l a c k of i t . However many m i l l i o n s of d o l l a r s must be gross costs, i t i s far less \hy they and a t any IS Furthermore, whatever extension pay streets the A c t i n g neighborhood, PEDESTRIAN TRANSDORT and p r i o r i t y o v e r any local our I t i s a t r a n s p o r t a t i o n a l t e r n a t i v e f o r PEDESTRIAN Surely, i n r e s i d e n t i a l Bottom-West End fire Contrary the needed truck t r a f f i c from the legitimate Kj �— 3 I of a s k t h i s ^ a s a » i r a t e c i t i z e n ^ and a s r e p r e s e n t a t i v e > t h e Bader Condo U n i t Owners A s s o c i a t i o n , pedestrian transport neighborhood. f o r the board of d i r e c t o t s i n the i n t e r e s t of p r i p o r i t y i n t h e West End-Foggy Bottom-Georgetown residential I a s k i t i n t h e name o f common s e n s e , f o r t h e b e n e f i t * o f t h e men, women and c h i l d r e n o f a l l ages l i v i n g i n this t h a t we may u s e o u r l o c a l s t r e e t s i n peace and q u i t e and s a f e t y . neighborhood, �TO MAYOR MARION BARRY - As one o f s e v e r a l hundred r e s i d e n t s o f t h e 2500 b l o c k o f K S t r e e t , NW, I am a s k i n g you t o r e q u i r e o u r Department o f T r a n s p o r t a t i o n t o i s s u e NO E n v i r o n m e n t a l Impact Statement ( E I S ) on the K S t r e e t I n t e r - S t a t e Speedway S t u d y ( W h i t e h u r s t ) which does n o t i n c l u d e EXTENSION o f the p r e s e n t t u n n e l under Washington C i r c l e and 2 4 t h S t r e e t t o some p o i n t w e s t o f 2 6 t h S t r e e t . - As you must know, the p r e s e n t s i t u a t i o n f o r K S t r e e t r e s i d e n t s i s - and h a s been from i t s i n c e p t i o n - UNCONSCIONABLE. I n t h e i n t e r e s t o f p u b l i c s a f e t y and common s e n s e , i t c a n and must be c o r r e c t e d b e f o r e one penny i s a u t h o r i z e d f o r e x p e n d i t u r e on t h e I n t e r - S t a t e Speedway w a s t o f 2 6 t h S t r e e t . Under any o f the proposed NON-tunnel d e s i g n s , a p e d e s t r i a n s t a n d i n g i n t h e narrow m e r r i d i a n w a i t i n g t o w a l k n o r t h , o r s o u t h on 2 5 t h S t r e e t i s caught between two-way t r a f f i c c l o s i n g a t r a t e s i n e x c e s s o f 100 mph! S u r e l y you agree t h a t NO i n t e r e s t s a r e s e r v e d by any attempt t o r e t a i n t h e p r e s e n t I n t e r - S t a t e Speedway t r a f f i c a t 25th and K S t r e e t s ON THE PEDESTRAIN SURFACE. I f t h e I n t e r - S t a t e Speedway i s t o be r e t a i n e d a t 25th and 26th and K S t r e e t s , i t must o n l y be done, not on the s u r f a c e ( a s our DOT c u r r e n t l y p e r s i s t s i n p r o p o s i n g ) , b u t i n a t u n n e l UNDERGROUND. Any o f the proposed d e s i g n s which INCLUDE e x t e n s i o n o f the e x i s t i n g K S t r e e t t u n n e l west beyond 26th s t r e e t w i l l s e r v e t o s o l v e t h e b a s i c problems c r e a t e d by the p r e s e n t I n t e r - S t a t e Speedway t r a f f i c on the p e d e s t r i a n s u r f a c e . Because o f t h e i n e x p l i c a b l e and p e r s i s t a n t r e c a l c i t r a n c e o f o u r Department o f T r a n s p o r t a t i o n , YOUR d i r e c t i o n t o o u r Department o f T r a n s p o r t a t i o n , i n t h e p u b l i c i n t e r e s t , i s now r e q u i r e d . Should t h a t department head - a g a i n s t a l l r e a s o n - p e r s i s t i n i g n o r i n g t h e long n e g l e c t e d need f o r e x t e n s i o n o f t h e I n t e r - S t a t e Speedway t u n n e l w e s t beyond 2 6 t h S t r e e t , you may want t o c o n s i d e r r e p l a c i n g t h a t department head w i t h a more competent person w i l l i n g and a b l e to accomplish work i n the p u b l i c i n t e r e s t , w i t h o u t the C i t i z e n r y having t o f i r s t o r g a n i z e t o f o r c e o u r e l e c t e d r e p r e s e n t a t i v e s t o do what common sense alone d i c t a t e s . Constituently yours, �» TO RESIDENTS of t h e WEST END-FOGGY BOTTOM-GEORGETOWN n e i g h b o r h o o d : From Robby J o n e s , 2515 K S t r e e t , N - DC-20037 T e l : 634-7833-w W 333-0831-h What c a n we GAIN f o r our neighborhood I F WE UNITE i n s u p p o r t to t h e C i t y ' s P l a n "_F" ? o f MODIFICATIONS F o r t h e p a s t twenty y e a r s , U. S. I n t e r - s t a t e Route 29 h a s p a s s e d t h r o u g h our n e i g h b o r h o o d . Most, but n o t a l l of t h i s h i g h - s p e e d c a r and t r u c k t r a f f i c a l o n g K S t r e e t p a s s e s below p e d e s t r i a n t r a f f i c a t 22nd, 2 3 r d , and 2 4 t h s t r e e t s . But i t p a s s e s t h e i n t e r s e c t i o n o f K a n d 2 5 t h AT t h e SAME LEVEL a s t h e PEDESTRIAN TRAFFIC, a t r a t e s of more t h a n 5,000 c a r s and t r u c k s p e r hour. That i s more t h a n 120,000 c a r s and t r u c k s a t h i g h speeds i n o u r neighborhood e v e r y day f o r twenty y e a r s ! The p r e s e n t d e s i g n i s u n c o n s c i o n a b l l y dangerous f o r p e d e s t r i a n s and f o r v e h i c l e o p e r a t o r s and p a s s e n g e r s . I t s h o u l d have n e v e r been approved by e i t h e r Federal or City a u t h o r i t i e s . The whole s y s t e m from Washington C i r c l e w e s t t o Key B r i d g e i n Georgetown i s d e t e r i o r a t e d and i s now s c h e d u l e d f o r r e - d e s i g n and r e p l a c e m e n t . The Mayor w i l l soon s e l e c t one of t h e f o u r p l a n s : " N o - b u i l d " , "A", "AA" o r " F " . QUESTION: I F P l a n " F " i s m o d i f i e d and a d o p t e d , w i l l i t p r o v i d e our e n t i r e neighborhood w i t h f a r more a d v a n t a g e s t h a n ANY of t h e o t h e r proposed d e s i g n s ? I f YOU a g r e e t h a t i t w i l l , t e l l t h e M a y o r , t e l l your n e i g h b o r s , and t e l l C o m m i s s i o n e r s t o s u p p o r t PLAN " F " , w i t h t h e f o l l o w i n g m o d i f i c a t i o n s : our ANC 1) I n Georgetown, e l i m i n a t e v e h i c u l a r e x i s t s and e n t r a n c e s from t h e t h r u t r a f f i c commuter a r t e r y t o Georgetown's l o c a l s t r e e t s , and e l i m i n a t e the s t o p - l i g h t s on t h e t h r u - t r a f f i c commuter a r t e r y . 2) V i a e x c a v a t i o n , o r t u n n e l , d e p r e s s below PEDESTRIAN l e v e l t h e f o u r l a n e s of h i g h - s p e e d , i n t e r s t a t e Route #29 c a r a n d t r u c k t r a f f i c f o r l e s s than two a d d i t i o n m a l b l o c k s on K S t r e e t , from west of 2 4 t h S t r e e t to west of 2 6 t h S t r e e t . 3) E l i m i n a t e the one-lane, 4) C l o s e t o v e h i c u l a r t r a f f i c 2 6 t h S t r e e t between P e n n s y l v a n i a and M s t r e e t s , to p r o v i d e f o r a p e d e s t r i a n m a l l between t h e W e s t b r i d g e Condo and Rock Creek Park. 5) A new E n v i r o n m e n t a l one-way-south RAMP proposed a t 2 6 t h & M s t r e e t s . Impact Study o f P l a n "F"-M0DIFIED. What does our n e i g h b o r h o o d GAIN w i t h PLAN " F " - e v e n w i t h o u t modifications?: these d e s i r e a b l e 1) P l a n " F " g i v e s our n e i g h b o r h o o d 2,000 FEWER c a r s and t r u c k s e v e r y hour! T h a t ' s 48,000 FEWER c a r s and t r u c k s p e r day! T h a t ' s 17&1/2 MILLION FEWER c a r s and t r u c k s p e r y e a r t h a n e i t h e r p l a n s "A" o r "AA"! 2) P l a n " F " g i v e s our n e i g h b o r h o o d o p t i m a l 3) P l a n " F " g i v e s o u r n e i g h b o r h o o d m i n i m a l d i s t u r b a n c e of e x i s t i n g and b u i l d i n g s . 4) P l a n " F " g i v e s our n e i g h b o r h o o d , i n t o t a l , s i x ( 6 ) more a c r e s of p a r k l a n d between Potomac O v e r l o o k and t h e r i v e r f r o n t , p l u s new p e d e s t r i a n a c c e s s t o t h i s p a r k l a n d f o r r e s i d e n t s of t h e W e s t b r i d g e , Potomac residential land use. land over. �O v e r l o o k , the Swarthmore, the Shoremede, the B a d e r , e t c . , p l u s new p e d e s t r i a n a c c e s s t o t h i s e x t r a p a r k f o r a l l r e s i d e n t s s o u t h of K S t . 5) P l a n " F " g i v e s our n e i g h b o r h o o d new p e d e s t r i a n and b i c y c l e a c c e s s o v e r Rock C r e e k Parkway a t both L and K s t r e e t s , p l u s a c c e s s o v e r 1-66 a t Eye S t . , new p e d e s t r i a n walkways o v e r t h e new v e h i c u l a r ramps a t Key B r i d g e i n Georgetown, p l u s a new p e d e s t r i a n w a l k from the C&O C a n a l t o K S t . , p l u s new p e d e s t r i a n a c c e s s t o Key B r i d g e ("F" does not d i s r u p t w a t e r f l o w i n the c a n a l d u r i n g c o n s t r u c t i o n and p r o v i d e s sediment c o n t r o l t o p r o t e c t Rock C r e e k d u r i n g and a f t e r c o n s t r u c t i o n , p l u s new facades at canal c r o s s i n g s ) . 6) P l a n " F " g i v e s our n e i g h b o r h o o d s u p e r i o r p e d e s t r i a n a c c e s s to the new Georgetown w a t e r f r o n t f a c i l i t i e s , p l u s a new walkway on the Acquduct B r i d g e abutment, p l u s new e a s t - w e s t p e d e s t r i a n c o n n e c t i o n s between the H i s t o r i c D i s t r i c t s of Georgetown and Foggy Bottom. 7) P l a n " F " g i v e s our n e i g h b o r h o o d new l a n d s c a p i n g and AND new n o i s e abatement a l o n g the c a n a l , on K S t . from 2 4 t h S t . on the E a s t , to 3 6 t h on t h e West, p l u s s a l v a g e of the "Old I c e House" a t K and 3 4 t h , p l u s r e s t o r a t i o n of the p r e v i o u s p e d e s t r i a n c r o s s w a l k a t the c a n a l and 3 6 t h , p l u s g e n e r a l l a n d s c a p i n g and s i t e - r e s t o r a t i o n a f t e r c o n s t r u c t i o n . 8) P l a n " F " g i v e s our neighborhood r e t u r n of the K s t r e e t medians f o r nonhighway u s e , p l u s l a n d s c a p i n g w e s t of 2 6 t h a t E y e , K, and L s t r e e t s , w i t h w i d e r s i d e w a l k s and p l a n t i n g s on K S t . A l l s t r e e t s s o u t h of M and n o r t h of V i r g i n i a Ave., from 22nd S t . , w e s t t o beyond 2 6 t h S t . , w i l l be f o r p e d e s t r i a n s and l o c a l c a r s o n l y ! 9) P l a n " F " g i v e s our n e i g h b o r h o o d a m a j o r b e n e f i t by removing, a l m o s t i n i t s e n t i r e t y , the p r e s e n t u n d e s i r a b l e e l e v a t e d s t u c t u r e s , e n h a n c i n g the h i s t o r i c a l c h a r a c t e r of t h e a r e a and l i k e the E a s t R i v e r D r i v e i n NY C i t y , g r e a t l y i m p r o v i n g our p r o p e r t y v a l u e s , not o n l y i n Georgetown, but a l s o i n West End and Foggy Bottom. 10) With fewer c a r s and t r u c k s a l l o w e d i n t o the whole s y s t e m , P l a n " F " g i v e s our n e i g h b o r h o o d r e d u c e d carbon-monocide e m i s s i o n s , and l e s s t r a f f i c n o i s e t h a n p r e s e n t , and l e s s t h a n e i t h e r p l a n s "A" or "AA", plus a s c a l e d - d o w n i n t e r s t a t e i n t e r - c h a n g e i n Rock C r e e k P a r k . 11) P l a n " F " g i v e s our n e i g h b o r h o o d s p e c i a l p u b l i c t r a n s p o r t a t i o n d u r i n g c o n s t r u c t i o n , p l u s the most improvement i n r e s i d e n t i a l d e s i g n and a e s t h e i c s f o r t h e e n t i r e a r e a , t h a n any of the o t h e r p r o p o s a l s . 12) BEST OF ALL, PLAN " F " GIVES OUR NEIGHBORHOOD ALL OF THE ABOVE AT A LOWER COST, and A FULL S I X ( 6 ) MONTHS SOONER THAN PROPOSALS "A" or "AA". ### I f YOU ATTEND THE HEARINGS: S U P P O R T Plan "F"-Modified C a l l and w r i t e : Mayor M a r i o n B a r r y and and our ANC c o m m i s s i o n e r s Copy t h i s f l y e r and g i v e t o your n e i g h b o r s . A c t q u i c k l y ! R e t u r n w i t h s i g n a t u r e ( s ) t o : J . T o u c h s t o n e , Room #508, 415 12th S t r e e t , NW, DC-20009 I support Name Plan agree, "F"-MODIFIED a s b e s t f o r a l l RESIDENTS of Georgetown-West End-Foggy Bottom. Address �TESTIMONY ON THE DRAFT ENVIRPMENTAL IMPACT STATEMENT ON THE MODIFICATION OF THE 'WHITEHURST FREEWAY, FRANCIS JUNIOR HIGH SCHOOL, WASHINGTON, D. C, MONDAY, MAY lU, 1$, 16, 198U AT 7:00 P. M. My name i s M e l v i n Ogden, I r e s i d e a t 730 - 2lrth S t r e e t N.W. I would l i k e to speak about t h e e a s t e r n t e r m i n u s o f t h e W h i t e h u r s t Freeway. There i s v e r y heavy t r a f f i c on the r e s i d e n t i a l s t r e e t s o f Foggy Bottom, e s p e c i a l l y d u r i n g t h e a f t e r n o o n r u s h hour. Many c a r s u s i n g our s t r e e t s , d e s i r i n g t o go t o V i r g i n i a v i a the R o o s e v e l t b r i d g e , use 23rd, 2lrth s t r e e t s , New Hampshire and V i r g i n i a Avenues, making a r i g h t t u r n a t 27th S t r e e t t o the freeway on to R o o s e v e l t b r i d g e . GW Parkway. T h i s e n a b l e s them t o r e a c h 1-66, r o u t e !?0 and the Using c u r s t r e e t s , m o t o r i s t have t o contend w i t h t r a f f i c lights and stop s i g n s which d e l a y s t r a f f i c and waste f u e l . The t r a f f i c through r e s i d e n t i a l s t r e e t s c o u l d be g r e a t l y a l l e v i a t e d i f the D. C. O f f i c i a l s our will adopt f e a t u r e s of A l t e r n a t i v e AA and F o f the W h i t e h u r s t Freeway C o r r i d o r Study w h i c h p r o v i d e s f o r a new ing t o 1-66 connection from M S t r e e t a t 26th S t r e e t l e a d - and the R o o s e v e l t b r i d g e . T h i s new connection c o u l d be f r e e o f t r a f f i c l i g h t s and stop s i g n s which would e x p e d i t e t h e f l o w o f t r a f f i c and save f u e l . T h i s roadway c o u l d be l o c a t e d down the embankment on the w e s t s i d e o f t h e p a r k , n e a r Rock Creek, south o f M S t r e e t which would h e l p t o overcome o b j e c t i o n s o f r e s i d e n t s on 26th S t r e e t f a c i n g the p a r k . T r e e s c o u l d be p l a n t e d on t h e e a s t s i d e of the roadway w h i c h would c o n c e a l i t from t h e i r v i e w and h e l p t o reduce the t r a n s m i s s i o n o f t r a f f i c n o i s e . I a s k t h a t t h e D. C. O f f i c i a l s adopt t h a t p a r t o f A l t e r n a t i v e AA which e l i m i n a t i o n s would i n c l u d e : the e n t r y / e x i t to the freeway a t 25th and K S t r e e t s ; V i r g i n i a Avenue t o eastbound e n t r y to K S t r e e t v i a 27th Street. T h i s would reduce t r a f f i c on K S t r e e t , and o t h e r Foggy Bottom S t s . �The i n t e r s e c t i o n a t 25th and t r a i n s c r o s s i n g K. K S t r e e t s i s a v e r y dangerous f o r pedes- T r a f f i c on K S t r e e t i s v e r y heavy i n c l u d i n g many l a r g e t r u c k s t h a t c r e a t e * n o i s e , p o l l u t i o n and v i b r a t i o n s t h a t r e s u l t s i n damage to s u r r o u n d i n g s t r u c t u r e s . Many m o t o r i s t d r i v i n g w e s t under Washington C i r c l e exceed the p o s t e d speed l i m i t of 30 m i l e s per hour and f a i l t o stop when the t r a f f i c l i g h t i s r e d . south of K S t r e e t , use a few o f them Many of our r e s i d e n t s living t h i s i n t e r s e c t i o n t o a t t e n d S t . Stephen's Church a t 25th and P e n n s y l v a n i a Avenue and t o v i s i t many o t h e r e s t a b l i s h m e n t s on P e n n s y l v a n i a Avenue and i n t h e n e a r b y community. g u e s t s n o r t h o f K S t r e e t use Many r e s i d e n t s and hotel t h i s i n t e r s e c t i o n t o go t o the Kennedy C e n t e r , to gc to the Watergate Safeway to do t h e i r food m a r k e t i n g and t o shop a t t h e many e s t a b l i s h m e n t s i n the Watergate Complex. The i n t e r s e c t i o n o f 25th and K S t r e e t s c o u l d be made s a f e by the e x t e n s i o n of t h e t u n n e l under Washi n g t o n C i r c l e to j u s t beyond 26th S t r e e t . I was one of many Foggy Bottom residents signing a p e t i t i o n asking f o r t h i s . I ask t h a t the D. C. O f f i c i a l s i n c l u d e i n t h e i r f i n a l p l a n of W h i t e h u r s t Freeway C o r r i d o r Study D E I s , a new M S t r e e t a t 26th S t r e e t l e a d i n g t o 1-66, connection leading o f f of the e l i m i n a t i o n of e n t r y / e x i t to the W h i t e h u r s t Freeway a t 25th and K S t r e e t s ; the eastbound e n t r y K S t r e e t v i a 27th. The the to adoption of t h e s e f e a t u r e s would g r e a t l y improve the q u a l i t y of l i f e f o r the r e s i d e n t s of Foggy Bottom. �Kioto Whitehurst Freeway A l t e r n a t i v e s : .Ifo? T e s t i m o n y o f Dr. Ben P. K l o t z , P r o f e s s o r o f E c o n o m i c s , May 15, 1984 a t 2 4 t h and N S t . , N.W., I am a longtime r e s i d e n t and p r o p e r t y of E c o n o m i c s . I support Whitehurst JT D.C. owner i n Foggy Bottom, and a P r o f e s s o r Freeway P l a n AA b e c a u s e i t c l o s e s t h e e n t r y ramps to t h e Freeway a t 2 5 t h and K S t . , and i t a l s o opens a ramp to 1-66 a t 2 6 t h & M S t . Both o f t h e s e f e a t u r e s a r e needed to i n s u l a t e Foggy Bottom from t h e i n c r e a s i n g l y h a r m f u l e f f e c t s o f through However, even more i n s u l a t i o n i s needed a g a i n s t t h e growing K S t . c u t s o f f an arm o f Foggy Bottom s o we need to extend t u n n e l westward from 24th t o 27th S t . , b u r y i n g traffic. thru-flow. the K S t . i t out of earshot of the thousands o f r e s i d e n t s i n t h e 10 apartment b u i l d i n g s a l o n g this segment o f roadway. K S t r e e t ' s burgeoning t h r u t r a f f i c of r e s i d e n t s i n these apartments: and noise i n c r e a s i n g ^ harms the h e a l t h i s known to r a i s e b l o o d high blood p r e s s u r e i n c r e a s e s the p r o b a b i l i t y o f death. pollutiom i a a l s o known t o d e p r e s s property m i l l i o n s of d o l l a r s a t stake along K S t . from r e d u c e d n o i s e p o l l u t i o n . i . . , e Nations Noise v a l u e s , and t h e r e a r e So t h e r e a r e r e a l b e n e f i t s from t h e t u n n e l ' s c o n s t r u c t i o n . p o o r e r t h a t t h e U.S. have c h o s e n t o d i g o u t and deck over the o f f e n d i n g s t r e e t , so why c a n ' t we do i t t o o ? c o s t c o u l d be much l e s s t h a n t h e $30 m i l l i o n c i t e d m e n t a l Impact S t a t e m e n t (DEIS). The c o s t ? The a c t u a l i n the D r a f t The DEIS assumed a 10 p e r c e n t r a t e r a t h e r than t h e s i x p e r c e n t now e x p e c t e d difference pressure by most e x p e r t s . Environinflation This i n assumed r a t e s compounds to a 26 p e r c e n t o v e r s t a t e m e n t i n 1988, t h e assumed m i d - p o i n t y e a r o f c o n s t r u c t i o n ; d e l a y i n g t h e to 1990 c a u s e s a 43 p e r c e n t o v e r s t a t e m e n t i n that year. of c o s t s raid-point I n any e v e n t , c o s t e s t i m a t e s a r e o f t e n s u b j e c t i v e a t s e v e r a l key j u n c t i o n s i n e n g i n e e r i n g s t u d i e s , so t h e s e s t u d i e s need independent r e v i e w of v a r i a t i o n that a tunnel i n the e s t i m a t e s . to n a r r o w down the range T h e r e i s n o t enough e v i d e n c e to date to s a y i s too c o s t l y , e s p e c i a l l y when t h e t u n n e l ' s b e n e f i t s a r e ignored'. �The W h i t e h u r s t Freeway h a s l o n g been a d e t r i m e n t t o t h e d e n s e l y p o p u l a t e d . r e s i d e n t i a l neighborhood through w h i c h i t passes, a t i t s e a s t e r n ^ e n d . As a r e s i d e n t o f Foggy Bottom f o r more t h a n 2 7 y e a r s l T ant v e ^ ^ a w a r e '^f^-fore e f f e c t which t h e ^ J ^ r ^ w a x J i a ^ h a ^ l ^ n t h e neighborhood,/iave seen t h e extremes which t h e r e s i d e n t s have had t o t a k e i n o r d e r t o u n i f y t h e i r s e c t i o n o f t h e c i t y , and have been a b l e t o e v a l u a t e some o f t h e problems c r e a t e d by t h e Freeway i n r e g a r d t o my r o l e a s chairman o f t h e Neighborhood Grime Watch„ D u r i n g my r e s i d e n c e i n Foggy B o t t o m ^ X J i a v e watched t r a f f i c s t e a d i l y i n c r e a s e to a s a t u r a t i o n p o i n t A t t h e same t i m e Foggy Bottom h a s emerged from a low income a r e a i n t o one o f t h e b e t t e r in-town s e c t i o n s whose r e s i d e n t s work h a r d t o promote a s a f e and e n j o y a b l e p l a c e i n which t o live„__\Even though t h e a r e a i s p r a c t i c a l l y surrounded by r o a d s and s t r e e t s clogged by t r a f f i c much o f t h e day and even though t h e y must b r e a t h e h e a v i l y p o l l u t e d a i r , t h e l o c a l s manage t o s u r v i v e a n d r a i s e f a m i l i e s o n l y by banding t o g e t h e r t o f l i g h t a l l t h e problems c o n s t a n t l y c r e a t e d by t h e Freeway. Add t o t h i s t h e c o n f u s i o n which c o n s t a n t l y f l o w i n g t r a f f i c f o r c e s on t h e neighborhood where m o t o r i s t s speed when t h e y c a n , i g n o r e d i r e c t i o n s i g n a l s , r e f u s e t o slow down f o r p e d e s t r i a n s , and seem bent o n l y on g e t t i n g t o t h e suburbs and you c a n s e e problems i n f l i c t e d on t h e l o c a l r e s i d e n t s most o f whom a r e not o n l y home owners but a l s o voters.„. c o n s c i o u s minded c i t i z e n s who a r e i n t e r e s t e d i n s e e i n g Washington grow but a r e i n c r e a s i n g l y aware o f t h e c i t y government's l a c k o f c o n c e r n f o r t h e i r plight„ 0 One of my prime c o n c e r n s 'a^^riune^watch chairmanhas been w i t h c r i m e committed i n t h e a r e a s a d j a c e n t t o t h e Freeway. An underground p e d e s t r i a n passage ,puto undery-the Frgeway a t 2 6 t h S t r e e t was t o e n t i c e l o c a l s t o p a s s s a f e l y b & C w ^ e n ^ t h e ' w d p a j r t s o f t h e Bottom „ I n r e a l i t y , i t s e r v e s a s a d e f e r e n t w i t h i t s l e a k i n g c e i l i n g , i t s bad l i g h t i n g , i t s r e f u s e l i t t e r e d f l o o r which forms a haven f o r s t r e e t d r i f t e r s , and i t s s t a i r w a y l a n d s c a p i n g which s e r v e s a s a h i d i n g p l a c e f o r muggers a s some o f our r e s i d e n t s have found, h a s J i p r c e d our c i t i z e n s t o t h e c o r n e r s o f 2 4 t h and 2 5 t h S t r e e t s f o r a p l a c e t o c r o s § 3 S i n c e t h e advent of h o t e l and condo_conversions have f o r c e d t h e s m a l l shops i n t h e a r e a n o r t h o f K S t r e e t to c l o s e j ? e s i d e n t s l i v i n g n o r t h o f K must c r o s s t h e Freeway t o shop, go t o t h e Kennedy Crenter, o r even t o u s e t h e subway. A t t h e same t i m e r e s i d e n t s l i v i n g south o f K S t r e e t going n o r t h t d Georgetown, t o t h e l i b r a r y o r t h e bus must c r o s s K Street„ Many o f our r e s i d e n t s a r e e l d e r l y and t h e r e f o r e w i t h t h e wide Freeway, t h e hordes o f c a r s going onto o r o f f t h e ramps a t 2 5 t h S t r e e t , u s i n g t h e ramp p a s t t h e Bader t o go i n t o 2 6 t h S t r e e t a n d t h e n i n t o P e n n s y l v a n i a Avenue, o r t u r i n g o f f o f 2 4 t h S t r e e t onto t h e ramp o r from the ramp onto 2 4 t h S t r e e t , t h e r e s u l t i n g c o n f u s i o n o f wide f r e e w a y , busy ramps, c a r s t u r n i n g i n t o and out o f s t r e e t s h a s c r e a t e d a nightmare f o r a r e c i t i z e n r y who have t o watch everywhere f o r t r a f f i c and t e n d t o f o r g e t about p u r s e s , packages, o r s u s p i c i o u s people. Even c u l de s a c s c r e a t e d by t h e Freeway and 1 6 6 have been t h e scene o f armed holdupsJsimply by t h e i r s i t u a t i o n and t h e way t h a t smoothly f l o w i n g neighborhood t r a f f i c h a s been c u t off„ Both p a r t s o f 2 6 t h S t r e e t a n d t h e a r e a a l o n g t h e t o p of 1 6 6 a r e examples o f t h i s o j The Freeway h a s been a d e t e r e n t f o r a comprehensive and a l l i n c l u s i v e neighborhood watch program . I n o r d e r t o work out a c o m p l e t e l y c o h e s i v e program a g a i n s t c r i m e problems near t o t h e f r e e w a y , we have had t o have c o n s t a n t c l o s e l y connected s t r o n g c o o p e r a t i o n between a l l t h e l o c a l c i t i z e n s w i t h newspaper and meeting a r t i c l e s devoted t o a d v i s i n g t o t h e r e s i d e n t s o f a l l t h e problems and we keep g e t t i n g t h e same r e s p o n s e t h a t w i t h a l l t h e t r a f f i c on t h e ramps„ w i t h t h e c l u t t e r e d underpass and s i d e s t r e e t s , and w i t h n o i s e etc„, i t i s h a r d t o watch out f o r c r i m e s e t ups u n t i l i t , i s t o o l a t e . „Also.^many-residents own c a r s and s i n c e o u r o l d e r b u i l d i n g s have no space l o r g a r a g i n g l o c a l s must l o o k t �f o r s t r e e t space which i s o f t e n a t a premium even though t h e r e s i d e n t s have p a r k i n g s t i c k e r s . However, w i t h i n c r e a s e d t r a f f i c l a n e s , heavy t r a f f i c f l o w , and s e v e r e p a r k i n g r e s t r i c t i o n s imposed a t many t i m e s i n the day, our r e s i d e n t s have had t o l o o k f a r and wide f o r p a r k i n g o f t e n i n t o a r e a s which a r e not s a f e particularly at night. ( " l f u l l y r e a l i z e t h a t t h e Freeway i s a n e c e s s i t y i n order t o m a i n t a i n t h e c e n t e r c i t y b u s i n e s s c o r e but must i t be so overwhelmingly a t t h e expense of t h e l o c a l community who even though i t chooses t o l i f e i n t h e a r e a does pay high t a x e s for that priviledge. _ A l t e r n a t i v e s AA and F, combined u n n e l e x t e n s i o n Amder K S t r e e t might w e l l be t h e b e s t s o l u t i o n p r o v i d e d t h a t t h e r a j n p ^ o U l a be put i n w i t h veryl i t t l e or no a d v e r s e e f f e c t on r e s i d e n t i a l h o u s i n g With t h e i n c r e a s e d development of t h e a r e a n o r t h of M S t r e e t i n t o b u s i n e s s houses, t h e r e i s bound t o be more f l o w o f f t h e f r e e w a y a t 25th S t r e e t more t u r n i n g a t 24th S t r e e t and more c o n f u s i o n a t Washington Circle„ U n l e s s something i s done t o a U . e v i a t e t h e c u r r e n t problem i e t h e t r a f f i c a v a l a n c h e by c l o s i n g t h e ramps ^ifrexter/cfeg"''' t h e t u n n e l our s t r e e t s a k r e a d y t a x e d s e v e r e l y w i l l not be a b l e t o h o l d t h e a d d i t i o n a l t r a f f i c and our l o c a l s w i l l be even l e s s s a f e and more s u i t a b l e t o be t a r g e t s f o r h i t men, A l l t h e c r i m e watches i n t h e w o r l d a r e not t o t a l l y s u c c e s s f u l when c o n d i t i o n s such a s we see d a i l y f o r t h e p a s t 25 y e a r s a r e a l l o w e d t o c o n t i n u e and prosper„ Be i t a t u n n e l o r some o t h e r e e q u a l l y s u i t a b l e method i t must be done. Foggy Bottom has t a k e n t h e Freeway a s a s t a t u s quo too l o n g . 0 Robert F. A l c o r n The Swarthmore 1010 25th S t r e e t N. W. #711 Washington, D„ C. 20037 » �M a y 1 4 , 1984 Whitehurst Freeway Corridor Study D . C . D e p a r t m e n t of T r a n s p o r t a t i o n 415 12th S t r e e t , N . W . Room 519 Washington, D.C. 20004 I am P a t r i c i a C h a b r i e r and I h a v e lived in F o g g y B o t t o m for the p a s t 13 y e a r s . I n o w l i v e , t o g e t h e r w i t h m y h u s b a n d a n d d a u g h t e r , a t 9 0 0 H u g h e s M e w s , N . W . in a t o w n h o u s e w h i c h w e h a v e owned s i n c e 1 9 7 7 . Like other Foggy Bottom families with young children, I feel that our v i e w s and c o n c e r n s should b e taken into a c c o u n t in the W h i t e h u r s t F r e e w a y redesign. Of t h e w h o l e w h i t e h u r s t F r e e w a y r e d e s i g n p r o j e c t , t h e F o g g y B o t t o m s e c t i o n o n K S t r e e t is t h e o n e t h a t t o u c h e s m o s t d e e p l y t h e d a i l y l i v e s of t h e o r d i n a r y c i t i z e n s l i v i n g a r o u n d i t . U n l i k e the r e s i d e n t s l i v i n g in other areas along the W h i t e h u r s t Freeway c o r r i d o r , w e m u s t cross the W h i t e h u r s t Freeway to g o t o w o r k , to c h u r c h , t h e p u b l i c p l a y g r o u n d a n d s w i m m i n g p o o l o n 2 5 t h a n d N S t r e e t s , t h e s c h o o l s a n d s h o p s in G e o r g e t w o n , t h e W e s t E n d l i b r a r y , e t c . T h o s e r e s i d e n t s w h o l i v e o n t h e n o r t h s i d e of K S t r e e t m u s t c r o s s it to g o t o our playground on 26th Street and Queen A n n e L a n e , the W a t e r g a t e s t o r e s , the K e n n e d y C e n t e r , the day care center on 25th and K S t r e e t s , e t c . C r o s s i n g K S t r e e t w i t h y o u n g c h i l d r e n is v e r y h a z a r d o u s . T h e t r a f f i c r a c e s a l o n g the s t r e e t . T h e t r a f f i c l i g h t s g i v e l i t t l e time for s l o w e r p e d e s t r i a n s to c r o s s , i n c l u d i n g y o u n g c h i l d r e n and e l d e r l y p e r s o n s . A l s o , v e h i c l e s a r e c o n t i n u a l l y t r y i n g to b e a t t h e l i g h t s . I n a d d i t i o n , t h e n o i s e a s s o c i a t e d w i t h t h e s q u e e l i n g of b r a k e s , e s p e c i a l l y f r o m h e a v y t r u c k s a s t h e y a t t e m p t to s t o p s u d d e n l y a t a r e d l i g h t , a n d t h e a f t e r m a t h of c a r s a n d t r u c k s a s t h e y a c c e l e r a t e a n d e m i t b l a c k f u m e s a r e n i g h t m a r e s to u s . T h e e x i s t i n g u n d e r p a s s a t 2 6 t h a n d K S t r e e t s is n o t a u s a b l e a l t e r n a t i v e to t h e 2 5 t h S t r e e t c r o s s i n g . Q u i t e a p a r t f r o m t h e a p p a l l i n g u n c l e a n l i n e s s , i t is n o t n e g o t i a b l e b y m a n y b e c a u s e of t h e s t e p s . In a d d i t i o n , it i s q u i t e u n s a f e b e c a u s e of i t s f r e q u e n t use by undesirable elements. K S t r e e t is t r u l y a b a r r i e r t o u s . T h u s , t h e r e d e s i g n of t h e K S t r e e t s e c t i o n b e t w e e n 2 4 t h a n d 2 6 t h S t r e e t s of t h e w h i t e h u r s t F r e e w a y is m u c h m o r e t h a n a n a e s t h e t h i c i s s u e f o r us. It i s a n i s s u e of s a f e t y f o r u s a n d o u r c h i l d r e n a n d a n i s s u e of c o m m u n i t y preservation. �-2- I n m y v i e w , of t h e f o u r a l t e r n a t i v e s p r o p o s e d f o r t h e W h i t e h u r s t Freeway r e d e s i g n , only A l t e r n a t i v e s F and A A offer us some long overdue relief to a n i n t o l e r a b l e t r a f f i c s i t u a t i o n o n K S t r e e t b e c a u s e t h e y p r o v i d e f o r t h e c l o s i n g o f t h e e x i t / e n t r y r a m p s o n 2 5 t h a n d K S t r e e t s , d i v e r t i n g s o m e of t h e t r a f f i c f r o m our n e i g h b o r h o o d to M S t r e e t . A l t e r n a t i v e s F and A A a l s o p r o v i d e for an i n c r e a s e of the p a r k l a n d along 26th S t r e e t and are c o m p a t i b l e w i t h t h e e x t e n s i o n of t h e t u n n e l f r o m t h e W a s h i n g t o n C i r c l e to b e y o n d 2 6 t h S t r e e t . I s t r o n g l y f e e l that t h e s e p o s i t i v e e l e m e n t s of A l t e r n a t i v e s F and A A should n o t b e d e n i e d to o u r n e i g h b o r h o o d b e c a u s e of t h e o p p o s i t i o n t o t h e M S t r e e t r a m p (and w h i c h a r t H t o M M I w a s t h e m a i n r e a s o n f o r t h e r e j e c t i o n of these two a l t e r n a t i v e s by ANC 2 A ) . I n o r d e r to m e e t t h e c o n c e r n s of t h e o b j e c t o r s of t h e M S t r e e t r a m p , I f e e l t h a t e v e r y e f f o r t s h o u l d b e m a d e to d e s i g n t h e r a m p i n s u c h a w a y t h a t it d o e s n o t a d v e r s e l y i m p a c t t h e p a r k l a n d f a c i n g t h e W e s t b r i d g e B u i l d i n g . H o w e v e r , if t h e M S t r e e t r a m p is r e l o c a t e d , it s h o u l d n o t b e p u t o n a n y o t h e r residential portion along 26th Street between I and M Streets. (In f a c t , I c a n n o t t h i n k of a m o r e l o g i c a l p l a c e t h a n 2 6 t h a n d M S t r e e t s , w h i c h is t h e o n l y corner with a commercial building along 26th S t r e e t ) . H o w e v e r , for a l l their p o s i t i v e e l e m e n t s , A l t e r n a t i v e s F and A A still d o n o t s o l v e t h e m a i n p r o b l e m of o u r n e i g h b o r h o o d , w h i c h i s t h e e n o r m o u s v o l u m e of f a s t m o v i n g t h r o u g h t r a f f i c in t h e m i d d l e f o u r l a n e s of K S t r e e t . I a m o n e of o v e r 9 0 0 r e s i d e n t s w h o s i g n e d t h e p e t i t i o n r e q u e s t i n g t h e e x t e n s i o n of t h e t u n n e l . W e w e r e s u b s e q u e n t l y t o l d t h a t t h e e x t e n s i o n of the t u n n e l w a s n o t i n c l u d e d a m o n g the r e d e s i g n i n g a l t e r n a t i v e s b e c a u s e it w a s considered too e x p e n s i v e . I m i g h t s a y t h a t t h i s d e p e n d s of t h e t y p e o f t u n n e l t o b e b u i l t a n d t h e w a y i t s c o s t is c a l c u l a t e d . M y u n d e r s t a n d i n g is t h a t t h e c o n s u l t a n t g r o s s l y o v e r p r i c e d t h e t u n n e l a n d t h a t t h e c o s t o f a s i m p l e t u n n e l , c o v e r e d in a w a y that did n o t r e q u i r e v e n t i l a t i o n and w a s n o t i n t e n d e d to b e a r load o t h e r than p e d e s t r i a n s , w o u l d b e a m u c h l e s s e x p e n s i v e m a t t e r . T h e w a y in w h i c h t h e c o s t of a t u n n e l h a s b e e n c a l c u l a t e d is a l s o q u e s t i o n a b l e . Quite apart from the q u e s t i o n of t h e b a s e p r i c e , t h e c o s t p r o j e c t i o n p r o v i d e s f o r a n a v e r a g e a n n u a l c o s t i n c r e a s e of 1 0 p e r c e n t a y e a r f r o m 1 9 8 2 to 1 9 8 8 . Such an inflation projection seems unreasonably high. T h e true cost of a t u n n e l w o u l d b e t h e r e f o r e c o n s i d e r a b l y less than assumed in the study. F i n a l l y , I f e e l t h a t t h e c o s t of a n y f r e e w a y r e c o n s t r u c t i o n is t o o e x p e n s i v e if it b r i n g s n o i m p r o v e m e n t to o u r d a m a g e d n e i g h b o r h o o d . The cost of t h e t u n n e l e x t e n s i o n — c o r r e c t l y c o s t e d — m u s t b e m e a s u r e d a g a i n s t w h a t t h e F o g g y B o t t o m r e s i d e n t s m u s t e n d u r e i n t e r m s of l a c k of s a f e t y , n o i s e a n d p o l l u t i o n o n t h e o n e h a n d , a n d i n t e r m s of w h a t i t s r e s i d e n t s c o n t r i b u t e to t h e c i t y r e v e n u e s b y w a y of p r o p e r t y t a x e s a n d t o t h e p r e s e r v a t i o n o f t h e c i t y a s a v i a b l e a l t e r n a t i v e t o t h e l i f e in t h e s u b u r b s , o n t h e o t h e r . �-3- M e a s u r e d in t h e s e t e r m s , the t u n n e l e x t e n s i o n from 24th Street b e y o n d 26th S t r e e t is n o t an e x p e n s i v e p r o p o s i t i o n . I am submitting of t h i s p u b l i c h e a r i n g . this s t a t e m e n t in w r i t i n g for the o f f i c i a l Patricia Chabrier 900 H u g h e s M e w s , N . W . Washington, D.C. 20037 to records �WHITEHURST FREEWAY CORRIDOR STUDY PUBLIC HEARING MAY 15 1984 TESTIMONY PRESENTED ON BEHALF OF BON WIT PLAZA OWNERS AND TENANTS ON THE ALTERNATIVES PRESENTED I N THE DRAFT ENVIRONMENTAL IMPACT STATEMENT ON THE MODIFICATION OF THE WHITEHURST FREEWAY. THIS TESTIMONY I S SUPPORTED BY 150 P E T I T I O N SIGNATURES FROM RESIDENTS REVIEW OF THE FOUR OPTIONS PRESENTED. I WELCOME THE OPPORTUNITY TO SPEAK ON BEHALF OF THE TENANTS OF THE BON WIT PLAZA AS WELL AS FOR MYSELF, A RESIDENT OF FOGGY BOTTOM FOR THE LAST 16 YEARS AND AN ACTIVE MEMBER AND FORMER PRESIDENT OF THE FOGGY BOTTOM ASSOCIATION. DURING THIS PERIOD I HAVE OBSERVED THE RAPID GROWTH OF GEORGE WASHINGTON UNIVERSITY, THE INCREASING NUMBERS OF APARTMENT HOTELS, AND THE GENERAL SHIFT FROM OWNER OCCUPIED SINGLE FAMILY HOUSES AND RENTAL BUILDINGS TO HIGHER DENSITY RESIDENCES I E . , CONDOMINIUMS , MIXED USE - COMMERCIAL/RESIDENCE. OF THE "NEIGHBORHOOD" HAS BEEN INCREASINGLY D I F F I C U L T TO MAINTAIN. THE INTEGRITY THE DISTRICT GOVERNMENT HAS BENEFITTED FROM THE INCREASED TAX BASE BUT HAS BEEN RELUCTANT TO CONSIDER THE SAFETY, ESTHETIC, AND ENVIRONMENTAL NEEDS OF THIS GROUP OF RESIDENTS THAT ARE INCLUDED I N THE 20$ OF THE DISTRICT RESIDENTS PROVIDING THE LARGEST PER CAPITA SHARE OF THE TAX BURDEN. DURING MY TENURE AS PRESIDENT OF THE FOGGY BOTTOM ASSOCIATION, AUG 73 THROUGH SEP 7 5 , ACTION WAS I N I T I A T E D BY THE ASSOCIATION TO REDUCE THE HAZARDS ASSOCIATED WITH CROSSING K STREET AT 25TH. THREE ACCIDENTS, ONE FATAL, PROMPTED THE DOT, FOLLOWING SUPPORT FROM THE HONORABLE JERRY A. MOORE, J R . , COUNCILMAN AT LARGE, TO ADDRESS OUR CONCERNS. �THE TOTAL ACTIONS TAKEN WERE: o ESTABLISH ONE WAY NORTH ON 25TH STREET NORTH OF K STREET TO PENNSYLVANIA AVENUE o ESTABLISH ONE WAY NORTH ON 25TH STREET FROM HUGHES MEWS TO K STREET o ADD LARGER TRAFFIC LIGHTS WITH FLASHING STROBES AT THE 25TH - K STREET CROSSING o ADD A CAUTION FLASHER AT THE EAST END OF THE WASHINGTON CIRCLE UNDERPASS o ADD "NO THROUGH TRUCKS" SIGNS ON 24TH STREET NORTH THE ONE WAY STREETS HAVE ELIMINATED THE USE OF 25TH STREET AS A THROUGHWAY FOR TRUCKS AND COMMUTORS USING THE WHITEHURST FREEWAY AND DIVERTED THEM TO 24TH AND 23RD STREETS AND ELIMINATED THE ENTRY OF COMMUTORS FROM 25TH STREET NORTH OF K STREET ONTO THE WHITEHURST FREEWAY. THIS IMPROVED THE SAFETY HOWEVER WAS FAR FROM THE DESIRED WHICH WAS TO CONSTRUCT A PEDESTRIAN OVERPASS BRIDGING THE 25TH STREET K STREET INTERSECTION. THE DISTRICT GOVERNMENT STATED THAT THE EXPENSE OF THE OVERPASS ELIMINATED I T AS A VIABLE OPTION. DOT TOOK A WAIT AND SEE APPROACH TO SEE I F THE IMPROVEMENTS SIGNIFICANTLY REDUCED THE HAZARDS. ONLY ONE STROBE LIGHT REMAINS, THE THROUGH TRUCK SIGNS HAVE BEEN REMOVED FROM 24TH STREET AND THE ACCIDENTS AT 25TH AND K ARE ON THE INCREASE. COMMUTORS ARE NOT PAYING ATTENTION TO THE TRAFFIC LIGHTS AND THE POLICE ARE NOT STAFFED TO PATROL FOR MOVING VIOLATIONS. NOT MUCH TO SAY FOR DISTRICT CONCERN FOR THE SAFETY OF THEIR PRIME TAXPAYERS. FOLLOWING THE CLOSURE OF I STREET FROM 24TH TO 23RD THE COMMUTOR TRAFFIC SOUTH ON 24TH STREET I S REQUIRED TO ENTER 23RD VIA H STREET. THIS CREATED A TRAFFIC GRID LOCK AT 24TH AND H EVERY EVENING BETWEEN 4:30 AND 5:45- PRIOR TO THE ESTABLISHMENT OF THE FOUR WAY STOP AT 24TH AND H THE GAME OF CHICKEN WAS PREVELANT. BY THE WAY, THE REASON FOR THE I STREET CLOSURE WAS AN ACCOMODATION TO G TO PERMIT THE CONSTRUCTION OF THE NEW MEDICAL SCHOOL BUILDING ON THE W BLOCK BOUNDRIED BY 23RD, 24TH, I , AND H. FOR THE SAFETY OF THEIR PRIME TAXPAYERS. NOT MUCH TO SAY FOR DISTRICT CONCERN �THE D I S T R I C T APPROVAL FOR THE ADDITIONAL APARTMENT HOTELS CREATED THE PROBLEM OF TOURBUS PASSAGE WITHIN THE R E S I D E N T I A L AREAS OF FOGGY BOTTOM. THIS ADDED INCONVENIENCE AND SAFETY HAZARD HAS BEEN GIVEN TOKEN CONSIDERATION BY THE D I S T R I C T - NO BUSSES ARE PERMITTED ON 25TH STREET. THE EXPLOSION OF TRAFFIC AT THE INTERSECTION OF 24TH AND NEW HAMPSHIRE HAS CREATED A VIRTUAL "NO MANS LAND" FOR PEDESTRIANS. ONLY LUCK AND SHEER GUTS PERMITS THE OCCASIONAL PASSAGE DURING THE RUSH HOUR. ANOTHER CHALLANGE FOR THE RESIDENTS OF FOGGY BOTTOM. THE TREND SHOWS THAT THE D I S T R I C T GOVERNMENT PROVIDES THE MINIMUM ACCOMODATION TO I T S RESIDENTS I N FOGGY BOTTOM - USUALLY WITH MINIMUM EXPENDITURE. WE AT THE BON WIT HOPE THAT THE TREND WILL CHANGE DIRECTION WHEN THE DECISION I S MADE ON THE WHITEHURST FREEWAY REDESIGN. THE TRAFFIC THE ONLY VIABLE OPTION TO A L L E V I A T E GRID LOCKS, IMPROVE SAFETY, AND REESTABLISH THE INTEGRITY OF FOGGY BOTTOM AS A "NEIGHBORHOOD" FROM WASHINGTON I S OPTION "AA" WITH THE INCLUSION OF THE TUNNEL C I R C L E WEST TO THE BEGINNING OF THE WHITEHURST. THE STUDY SHOWS THAT OPTION "AA" S A T I S F I E S THE SAFETY, LAND USE, NEIGHBORHOOD AND LOCAL CONCERNS, URBAN DESIGN AND AESTHETICS, PLUS SOCIOECONOMICS CONCERNS, IE., A C C E S S I B I L I T Y TO GEORGETOWN. WITH A L L OF THIS GOING FOR I T THE DECISION SHOULD BE EASY. I DO HOPE THAT THIS B R I E F HISTORICAL REVIEW TRIGGERS A FEW MEMORIES AND LEADS THE DECISION MAKERS I N THE DIRECTION OF SUPPORTING THE RESIDENTS OF FOGGY BOTTOM BY SELECTING OPTION "AA" AND PURSUING THE TUNNEL CONSTRUCTION. BY THE D I S T R I C T GOVERNMENT WILL GO A LONG WAY ESTABLISHED BY THEIR PAST PERFORMANCES. INSURE A SOLID TAX BASE. THIS P O S I T I V E PERFORMANCE TOWARD CORRECTING THE IMAGE AFTER ALL, SAFE, HAPPY RESIDENTS �Statement by Mr. H o l s e y G. Handyside W h i t e h u r s t Freeway C o r r i d o r S t u d y P u b l i c Hearing May 14, 1 5 , 16, 1984 My name i s H o l s e y Handyside. I have l i v e d i n Foggy Bottom and have owned p r o p e r t y i n t h i s i n - t o w n r e s i d e n t i a l neighborhood, s p e c i f i c a l l y a townhouse a t 2529 " I " S t r e e t , s i n c e 1962. I have handed c o p i e s o f my s t a t e m e n t t o the s t a f f . T h i r t y - f i v e y e a r s ago, when t h e t r a f f i c e n g i n e e r s and f r e e w a y d e s i g n e r s a d d r e s s e d t h e problem o f o r g a n i z i n g t h e d a i l y f l o w o f automobile commuters i n t o and o u t o f downtown Washington, t h e y d e s i g n e d a commuter t r a f f i c r o u t e from t h e c e n t e r o f Washington t h r o u g h Georgetown t o t h e Key B r i d g e w h i c h f a v o r e d t h e d e s i r e s o f commuters f o r a q u i c k , u n i n t e r r u p t e d passage between c e n t e r c i t y and suburb, and w h i c h s e t a s i d e a s i n s i g n i f i c a n t t h e i n t e r e s t s and t h e d e s i r e s o f c i t y r e s i d e n t s f o r a s a f e , r e a s o n a b l y q u i e t and r e a s o n a b l y p o l l u t i o n - f r e e r e s i d e n t i a l e n v i r o n m e n t . I n t h e l a t e 1940s and t h e e a r l y 1950s, t h e commuter was K i n g . The b a l a n c e e s t a b l i s h e d between s u b u r ban commuters and t h e i n - t o w n r e s i d e n t s o f t h e D i s t r i c t o f Columbia was o v e r w h e l m i n g l y i n f a v o r o f t h e automobile-borne s u b u r b a n i t e . As t h e a u t h o r i t i e s o f t h e D i s t r i c t and t h e F e d e r a l Government p l a n i n t h e 1980s f o r t h e t r a f f i c f l o w s o f t h e 1990s, t h e y must s t r i k e a new b a l a n c e i n the W h i t e h u r s t commuter c o r r i d o r between t h e i n t e r e s t s o f t h e commuters and the i n - t o w n r e s i d e n t s . The f u t u r e c o n f i g u r a t i o n o f t h e W h i t e h u r s t Freeway must a c c o r d e q u a l t r e a t m e n t t o u r b a n r e s i d e n t s and suburban commuters. F o r t u n a t e l y , t h i s t a s k i s n o t a s d i f f i c u l t a s i t might appear a t f i r s t g l a n c e . The commuter wants t o move t w i c e a day — from home t o o f f i c e and back — r a p i d l y and e a s i l y on a d e d i c a t e d commuter t r a f f i c t r a c k , t r a v e r s i n g as q u i c k l y a s p o s s i b l e any u r b a n r e s i d e n t i a l neighborhoods o r commercial d i s t r i c t s l y i n g a c r o s s h i s d e t e r m i n e d p a t h . S u r p r i s i n g l y , t h e in-town r e s i d e n t wants e x a c t l y t h e same t h i n g f o r h i s commuting c o l l e a g u e : t h a t i s , a d e d i c a t e d , h i g h speed commuter t r a c k w h i c h e n a b l e s t h e auto-borne s u b u r b a n i t e t o t r a v e r s e t h e u r b a n d w e l l e r ' s r e s i d e n t i a l neighborhood i n t h e modern day e q u i v a l e n t o f a s e a l e d t r a i n , and w h i c h p r e v e n t s t h e home o r o f f i c e - b o u n d commuter from s p i l l i n g o v e r i n t o and d e g r a d i n g t h e q u a l i t y o f l i f e i n h i s u r b a n r e s i d e n t i a l community. A modernized W h i t e h u r s t Freeway t o g e t h e r w i t h s u b s t a n t i a l l y m o d i f i e d e a s t e r n and w e s t e r n approaches c o u l d do t h i s . U n h a p p i l y , t h e a l t e r n a t i v e s proposed to d a t e f o r t h e e a s t e r n approach t o a n up-dated W h i t e h u r s t Freeway by t h e D i s t r i c t Department o f T r a n s p o r t a t i o n and i t s c o n s u l t a n t do n o t a c c o m p l i s h t h i s o b j e c t i v e . The s e v e r a l p r o p o s a l s ( e x c e p t f o r t h e n o - b u i l d n o n - o p t i o n ) accomodate t h e i n t e r e s t s o f t h e suburban commuter, b u t t h e y f a l l s h o r t , f a r s h o r t , o f meeting t h e needs, t h e i n t e r e s t s , and t h e d e s i r e s o f t h e r e s i d e n t s of Foggy Bottom. My n e i g h b o r s and I warmly welcome t h e p r o j e c t e d c l o s i n g o f t h e W h i t e h u r s t a c c e s s and e x i t ramps a t Washington C i r c l e i n A l t e r n a t i v e s Double A and F , and t h e r e c o n v e r s i o n o f K S t r e e t from h i g h speed f r e e w a y t o l o c a l n e i g h b o r hood s t r e e t . B u t we d e p l o r e t h e f a i l u r e o f t h e d e s i g n e r s t o a d d r e s s t h e �- 2 - e x c e e d i n g l y hazardous p e d e s t r i a n and v e h i c u l a r t r a f f i c s i t u a t i o n and c o r r e c t t h e e x t r e m e l y s e r i o u s s a f e t y problems w h i c h e x i s t now i n t h e 2 4 t h t o 2 6 t h S t r e e t p o r t i o n o f t h e W h i t e h u r s t c o r r i d o r and w h i c h w i l l c o n t i n u e t o e x i s t a t 25th and 2 6 t h S t r e e t s u n t i l t h e p r e s e n t a t - g r a d e , h i g h speed commuter t r a f f i c f l o w i s r e l o c a t e d i n t o a below-grade roadway — u n t i l , i n s h o r t , t h e e x i s t i n g Washington C i r c l e t u n n e l i s extended westward t o beyond 26th S t r e e t . My n e i g h b o r s and I a l s o warmly welcome t h e d i v e r s i o n o f t h e l a r g e and growing f l o w s o f commuter t r a f f i c g e n e r a t e d by t h e r a p i d development o f t h e West End o f f t h e l o c a l s t r e e t s o f our r e s i d e n t i a l community onto a d e d i c a t e d conn e c t i o n t o t h e R o o s e v e l t B r i d g e and I n t e r s t a t e 66. We a r e e s p e c i a l l y p l e a s e d w i t h t h e accompanying enlargement o f t h e p a r k a r e a west o f 2 6 t h S t r e e t and t h e r a z i n g o f t h e n e v e r used W h i t e h u r s t Freeway ramps w h i c h m e m o r i a l i z e t h e h i g h t i d e o f t h e p r o - f r e e w a y , pro-commuter madness o f t h e 1950s. I t w i l l be a j o y t o c o n v e r t t h i s mute reminder o f t h a t e r a ' s p r o f l i g a t e waste o f t a x payer d o l l a r s i n t o usable green space. B u t t h e W h i t e h u r s t m o d i f i c a t i o n p l a n n e r s h a v e , so f a r , f a i l e d t o d e s i g n an I 66 a c c e s s ramp a t 2 6 t h and M w h i c h a t once r e s p e c t s t h e i m p e r a t i v e s o f t h e environment, accomodates t h e a e s t h e t i c and f r e e d o m - f r o m - t r a f f i c d e s i r e s o f t h e r e s i d e n t s o f t h e immediate a r e a , and a c c o m p l i s h e s t h e t r a f f i c moving o b j e c t i v e s o f t h e t r a f f i c e n g i n e e r s . I b e l i e v e t h a t an I 66 a c c e s s ramp can be d e s i g n e d and b u i l t a t 2 6 t h and M w h i c h w i l l move t h e n e c e s s a r y numbers o f V i r g i n i a - b o u n d v e h i c l e s d u r i n g an a f t e r n o o n r u s h o f r e a s o n a b l e l e n g t h and w h i c h w i l l a t t h e same t i m e and i n an a t t r a c t i v e f a s h i o n p r e s e r v e t h e u s a b l e , l e v e l p o r t i o n o f t h e nearby p a r k and reduce v i s u a l , n o i s e , and a i r p o l l u t i o n t o t h e a b s o l u t e minimum. An i m a g i n a t i v e l y d e s i g n e d a c c e s s ramp coupled w i t h t h e c o n v e r s i o n o f t h e b l o c k o f 2 6 t h S t r e e t between P e n n s y l v a n i a Avenue and M S t r e e t i n t o a p e d e s t r i a n m a l l c o u l d s u b s t a n t i a l l y enhance r a t h e r t h a n d e t r a c t from t h e e x i s t i n g p a r k . To d a t e , however, n e i t h e r t h e DOT nor t h e W h i t e h u r s t c o n s u l t a n t has a d d r e s s e d t h i s s e t o f problems i n any s y s t e m a t i c and e f f e c t i v e way, and t h e c o n s u l t a n t has demonstrated by a c t i o n and a t t i t u d e t h a t he does not e v e n c o n s i d e r f i n d i n g a s o l u t i o n a c c e p t a b l e t o t h e nearby r e s i d e n t s worthy o f h i s a t t e n t i o n . I n summary, I b e l i e v e t h e Department o f T r a n s p o r t a t i o n W h i t e h u r s t Freeway M o d i f i c a t i o n p l a n n e r s have a c c o m p l i s h e d much. B u t t h e y have much more t o do b e f o r e t h e proposed a l t e r a t i o n t o t h e Freeway and i t s approaches meets t h e i n t e r e s t s o f t h e r e s i d e n t s o f Foggy Bottom a s w e l l a s t h e i n t e r e s t s o f t h e suburban commuters. F i r s t and f o r e m o s t , t h e t r a f f i c e n g i n e e r s and d e s i g n e r s must r e c o g n i z e c l e a r l y and i r r e v o c a b l y t h a t t h e westward e x t e n s i o n o f t h e Washington C i r c l e t u n n e l i s an u r g e n t and c r u c i a l component o f any r e - c o n s t r u c t i o n o f t h e W h i t e h u r s t commuter c o r r i d o r . A f a i l u r e t o r e l o c a t e t h e commuter t r a f f i c f l o w i n t o a d e p r e s s e d and c o v e r e d roadway a t 2 5 t h and 2 6 t h S t r e e t s w i l l be a s s h o r t s i g h t e d i n o u r day a s t h e f r e e w a y f o l l y o f t h e 1950s w h i c h l e f t us t h e u n s i g h t l y a c c e s s ramps w h i c h t o d a y ' s g e n e r a t i o n o f t r a f f i c e x p e r t s i s p r o p o s i n g t o t e a r down, spending more t a x d o l l a r s , a f t e r 25 y e a r s o f e x p e n s i v e non-use. Thank you. May 15, 1984 �T E S T I M O N Y P R E S E N T E D ON B E H A L F OF POTOMAC P L A Z A T E R R A C E S , I N C . , ON T H E A L T E R N A T I V E S P R E S E N T E D I N THE D R A F T ENVIRONMENTAL I M P A C T STATEMENT ON THE M O D I F I C A T I O N OF THE W H I T E H U R S T F R E E W A Y , F R A N C I S J U N I O R H I G H SCHOOL, WASHINGTON, D. C., T U E S D A Y , MAY 1 5 , 198 4, 7:00 I am Nancy Lambert, P r e s i d e n t 188-unit cooperative the opportunity modifying We flow. located 24th to present our p o s i t i o n the Whitehurst believe a t 730 o f Potomac P l a z a the issue S t . , N. on Terraces, W. I the four a appreciate alternatives for Freeway. t o be d e c i d e d i s more b a s i c than traffic I t i s : — whether government has a r e s p o n s i b i l i t y t o p r o t e c t v i a b i l i t y of e s t a b l i s h e d neighborhoods; — the whether the Freeway a l t e r n a t i v e that i s u l t i m a t e l y selected should serve the i n t e r e s t s of a l l constituencies; -- w h e t h e r t h e r i g h t o f r e s i d e n t s t o d e f e n d t h e i n t e g r i t y of t h e i r neighborhood, the value of t h e i r property, and t h e s a f e t y o f t h e i r f a m i l i e s s h o u l d r e c e i v e t h e same p r i o r i t y from government as the c o n v e n i e n c e o f d r i v e r s who m e r e l y t r a n s i t t h e n e i g h b o r h o o d , c o n t r i b u t i n g little t o i t s m a i n t e n a n c e and n o t h i n g t o i t s w e l f a r e . We examined that P.M. think the answer i s "yes", the a l t e r n a t i v e s from t h a t p e r s p e c t i v e . none o f t h e f o u r U n d e r two meets S t r e e t would expressway. Residents congestion and into Avenue t o and a l l of our continue would t o be continue a t 24th from the Freeway. have must report B u i l d , Foggy Bottom dissected t o be by a f o u r subjected p o l l u t i o n of both through t r a f f i c the neighborhood We a n d we concerns. o f t h e a l t e r n a t i v e s , A a n d No west of 24th exiting to these questions AND to the of lane noise, vehicles Street or t r a n s i t i n g V i r g i n i a and �- Residents o f 24th Street Avenues a r e e s p e c i a l l y the Freeway. Freeway legally eastbound d r i v e r s rush of was to reach injured southbound i s the f i r s t exiting can use to e x i t or entering to Virginia to reach the Center Hampshire p r i o r to on t h e w e s t against a third Hampshire). Bottom. to a t 2 4 t h , New and i s d e s t r u c t i v e -- s u c h traffic jurisdictions ( o n New hazard f o r o f community enjoy i n Foggy convenient access a t t h e expense of our p e d e s t r i a n t o neighborhood traffic. one on t h e F r e e w a y h a s made t h e of the sense a s t h e West End L i b r a r y impeded by r e l e n t l e s s traffic, reverses. t o and from v i a our streets w h o s e own a c c e s s A side of 24th Hampshire and Eye a s a f e t y Residents of other residents, is the process of traffic t h e Kennedy C e n t e r services lane o f northbound performances, uses the performances: -- pedestrians lane v i a New H a m p s h i r e . a g a i n s t two l a n e s o f heavy, southbound 2 4 t h , o n e o n New H a m p s h i r e , a n d intersection During This Spring, a pedestrian bound e a s t f o r t h e Kennedy C e n t e r lane of 24th spillover Avenue. use t h e northbound -- The many and V i r g i n i a . p e d e s t r i a n walking north-or-southbound After eastbound the Whitehurst, the Freeway v i a K S t r e e t . traffic m u s t c r o s s New Hampshire s t r e e t which westbound on V i r g i n i a a t 24th Freeway a n d New by t r a f f i c use i t as a conduit hour, d r i v e r s 24th and V i r g i n i a affected Since 24th traffic 2 - shops and community and t h e Foggy Bottom Metro -- �- 3 - T o d a y , many p u b l i c administrators community i s so f u n d a m e n t a l of communities that public and this The that to quality of l i f e that preservation goal of public p o l i c y , and, be a n e x p l i c i t policies that unjust. with should believe are destructive The N o - B u i l d of communities a r e unwise and A a l t e r n a t i v e s a r e n o t c o n s i s t e n t thinking. residents o f neighborhoods through which Freeway p a s s e s p a y a n e n o r m o u s p r i c e , i n human t e r m s , of a sense of f o r the convenience others: — t h e d i s r u p t i o n o f t h e i r l i v e s and t h e o r d e r l y f u n c t i o n i n g of t h e i r neighborhood; — air pollution; -- noise; -- litter; -- t h e compromise o f t h e i r While it and i ti s impossible I S possible conditions t o see that physical any p u b l i c a f f e c t s property for industrial that prime, waterfront influence of this should thinking Baltimore's Harbor Place would leave t h e Freeway ideas of land into dollars, policy which a f f e c t s i t w a s common t o z o n e use. living be zoned r e s i d e n t i a l / l i g h t i s evident. believe i n communities and t h a t on P h i l a d e l p h i a ' s i n place, waterfront Today, urban planners be r e - e s t a b l i s h e d property price values. and/or commercial "human s c a l e " s h o u l d safety. to translate this When t h e F r e e w a y w a s b u i l t , The traffic Society Hill commercial. and T h e No B u i l d a n d A a l t e r n a t i v e s an obsolescent u s e and a b l i g h t on u n i q u e , scarce r e m i n d e r o f outmoded waterfront footage. �- 4 - Alternatives existing Rock AA a n d F p r o v i d e Freeway ramps: f o r the closing a t 2 5 t h a n d K, V i r g i n i a C r e e k P a r k w a y a n d K. These steps would the c o n g e s t i o n on K a n d on V i r g i n i a not reduce t r a f f i c Alternatives AA o r F w o u l d option provided beyond 26th traffic would o n 2 4 t h o r New Street. Extension remain accessible 1-66, Kennedy Rock Bottom a safer, solution some o f They probably would Hampshire. be more a c c e p t a b l e i f either Circle o f t h e tunnel would v i aother Center patrons existing could AA o r F , w i t h reach more l i v a b l e community. ### non-local The Freeway such as K or E t h e C e n t e r v i a southbound Avenue. the tunnel, t o the Freeway m o d i f i c a t i o n , ramps, tunnel reduce inconveniencing Freeway users. Creek Parkway or V i r g i n i a Alternatives three and 2 7 t h , and relieve f o r e x t e n s i o n o f t h e Washington on 2 4 t h w i t h o u t Streets. Avenue. of w o u l d make I f there this Foggy i s t o be a f a c t m u s t be just weighed. �WHITEHIRST FREEWAY I - Statomont by Leona K. Lennnmann Tho Potomao P l a z a T w r a c o s 730 24th s t r e e t , N.W. Apt. 717 Washington, D . C . 20037 May 15, l^m an Leona Lennomann, p r o s o n t l y l i v i n g a t t h e Potomac P l a z a T e r r a c e s , 730 24th S t r e e t , N.W. I h a m l i v e d i n t h e Foggy Bottom a r e a a t o t a l of 43 y e a r s v h i c h i n c l u d e s 23 y e a r s a t my p r e s e n t a d d r e s s . I am among those who have signed a p e t i t i o n r o q u e s t i n g tho extonsion of the t u n n e l onfi.S t r e e t t o boyond 26th S t r e e t . I spoak as a concerned p a r i s h i o n e r of S t . Stophen's Martyr C a t h o l i c which church i s l o c a t e d a t 25th and Pennsylvania Avenue, N.W. Church, Tho danger t o human l i f o which i s now p r e v a l e n t a t tho i n t e r s e c t i o n o f 25th and K S t r e e t s as w e l l as 24th and K S t r e e t s brings deep concern not only t o myself but t o persons who l i v e i n t h e Potomac P l a z a , t h e Watorgate and many other apartment b u i l d i n g s on 24th and 25th S t r e e t s . R e l i g i o u s s e r v i c e s a t S t . Stephens Church a r e hold a t 7»30 a.m. 1 2 i l 0 p.m. and 6:15 p.m. and continue f o r 45 minutes which means p a r i s h i o n e r s must walk to church and r e t u r n homo during t h e poak-poriod of tho t r a f f i c r u s h hours. I n order t o r e a c h t h e church we have t o walk through dangerous i n t e r s e c t i o n s of v e h i c l e t r a f f i c . (1) I d e s c r i b e below. W e j a a n w a l k north on 24th _Stroot u n t i l we a r r i v e a t tho dangerous i n t e r s e c t i o n a t 24th a^d Now Hampshire Avenue whore thore i s no t r a f f i c l i g h t and where f o u r l a n e s of t r a f f i c i n t e r s e c t . Speeding c a r s coming from 8 l a n e s 2 lanes. 2 lanes f north 24th S t r e e t and/from south 24th S t r e e t , as w e l l a s / c a r s from north 2 lanes f r 0 m Q - 2 fr m 0 Now Hampshire Avenue and/ south New Hampshire — a l l meeting a t t h i s intersection. Each d r i v e r t r y i n g t o c l a i m h i s r i g h t t o go t o h i s own d e s i r e d d e s t i n a t i o n with c a r s "turning r i ^ h t or l e f t w h i l e wo p e d e s t r a i n s t r y t o walk a c r o s s the avonue T t o a r r i v o a t tho north s i d e of i ow Hampshire Avonue and 24th S t r e o t s . Tho danger i s incroasod by a 7-Eloven S t o r e a t t h i s l o c a t i o n where t r u c k s and c a r s stop and minimize t h e space a v a i l a b l e f o r p o d e s t r a i n s t o walk. �Leona M. Lennomann- Testimony - May 15, l</84 Pago 2 Wo proceod walking north on 24th S t r o o t t o roach tho south s i d e o f the 24th S t r e o t t u n n e l ovorpass* Wo w a i t f o r the greon t r a f f i c l i g h t and then step wo walk a c r o s s tho v o h i c l e s t r e e t whore wo must s t e p up an e i g h t - i n c h coment stop i n order t o get up on t o the s i d ova l k overpass above the present t u n n e l * We walk over tho t u n n e l t o r e a c h tho north s i d e whoro we must again w a i t f o r a greon D lanes f l i g h t before wo can c r o s s tho v e h i c l e s t r e o t * At t h i s time/cars tf5mla^ftwa 2 from 2 lanes f 2 lanes o f north 24th S t r o e t and a l s o c a r s from south 24th a s w o l l as c a r s from Washington 0 0 C i r c l e a l l moot a t t h i s i n t o r s o c t i o n o f north 24th and K S t r e e t * Each d r i v e r t r y i n g t o t u r n t o h i s own d o s i r o d d e s t i n a t i o n whether i t be north, south or west* Some c a r s from tho south want t o continue north and so there i s a v e r y f r i g h t o n i n g and confused t r a f f i c s i t u a t i o n as a r o s u l t . T h i s confusion o f v o h l c l o t r a f f i c i s c r e a t e d t o a major dogreo becauso of tho exit-entry-ramp a t 24th and K S t r o o t s which permits c a r s t o enter tho Whitehurst Frooway through our Foggy Bottom r e s i d e n t i a l s t r e e t s . P o d e s t r a i n s on the walkway over tho 24th S t r o o t tunnol must w a i t f o r a l l t h i s confusion t o stop before we dare take courage t o c r o s s tho s t r o o t before tho l i g h t t u r n s rod a g a i n . (2) Another dangerous routo i s t o walk t o 25th and K S t r e e t s where wo must c r o s s t o the west s i d e o f 25th S t r o o t i n order t o punch tho t r a f f i c l i g h t button a t tho wost c o r n e r . We w a i t £5 seconds a f t e r punching tho r e q u e s t f o r a croon l i g h t and a WALK sign» and we soo the c a r s speoding toward us a s thoy t r y t o 4 boat tho l i g h t being changed .. The "WALK" s i g n remains on f o r 15 t o 18 soconds it ( I have timed .by my second-hand w a t c h ) . T h i s i s not s u f f i c i e n t time f o r a person A walking a t normal spaed t o a r r i v e completely a c r o s s tho s t r o e t . older t h e timo-olemont becomes moro dangerous. As c i t i z e n s grow E s p e c i a l l y when the sun i s s h i n i n g i n tho eyes o f tho d r i v e r s tho danger i s magnified. Sometimes thero a r e s i x l a n e s of c a r s i n c l u d i n g t r u c k s whoso d r i v e r s stop and spoed motors a t the v e r y n e a r e s t l i n o t o our walk-across a r e a . t o walk a c r o s s t h i s stroet. We p e d o s t r a i n s aro c o n s t a n t l y f e a r f u l a s we t r y �Leona K. Lenneinann Testimony - May 15, 1$S4 Pago 3 Many f o d o r a l eaployoos and c i t y e x e c u t i v e s l i r e south of K S t r o o t and must walk a c r o s s t h i s dangerous 25th & K S t r o o t c r o s s w a l k d u r i n g poak-rush-hours both morning and evening i n order t o board buses on Pennsylvania Avonuo. Nurses working a t the Columbia H o s p i t a l are i n c l u d e d I n t h i s dangerous s i t u a t i o n . T o u r i s t s and v i s i t o r s r e s i d i n g at. h o t e l s on Pennsylvania Avenue (Four Seasons, Tho Guest Q u a r t e r s , and a now B r i s t o l H o t e l now being renovated f o r occupancy i n l a t o f a l l of 1584) and a l s o new condominiums being b u i l t on 26th and H S t r e e t i n c r o a s o s tho need f o r improvement of the 25th & K S t r o o t c r o s s i n g . S i g h t s e e r s walk r e s i d i n g on Pennsylvania Avonuo^aowar 25th S t r o o t t o the Watergate, tho Konnody Contort L'Champ's R e s t a u r a n t , tho Safeway, the Howard Johnson and the Post O f f i c e before thoy begin t h e i r walking tour t o tho S t a t e Department, the L i n c o l n Memorial and other f e d e r a l h i s t o r i c a l b u i l d i n g s on C o n s t i t u t i o n Avenue. A l s o those persons who wish t o attend r e l i g i o u s s e r v i c e s a t S t . Paul's E p i s c o p a l Church botwoon 24th and 25th on K S t r o o t must use t h i s dangerous c r o s s i n g . Tho a l t e r n a t i v e s presented t o us a t tho present time ( f o r the rodosign of the Whltohurst Freoway C o r r i d o r ) appear g r o s s l y inadequate t o d e a l w i t h our v e h i c u l a r t r a f f i c as w e l l as p o d e s t r a i n s a f e t y . I a s s o c i a t e myself w i t h A l t e r n a t i v e F or AA which a t l e a s t suggest some p o s s i b i l i t y toward a r e d u c t i o n of v e h i c u l a r t r a f f i c on the r e s i d e n t i a l s t r e e t s of Foggy Bottom provided tho proposed p l a n t o have a now connection from M S t r o e t a t 26th S t r o e t i n a southward d i r o c t i o n t o 1-66 i s coupled adopted. T h i s new connection ^ w i t h tho e x t e n s i o n of tho t u n n e l now under Washington C i r c l e would enormously I n c r e a s e the s a f e t y f a r tho l a r g e and increasing number of r o s l d o n t s and v i s i t o r s who must c r o s s K S t r e e t and othor s t r e e t s i n Foggy Bottom. T h i s i s p a r t i c u l a r l y important f o r c h i l d r e n and o l d o r l y people. Wo as t a x payors and property owners have a r i g h t t o r o s l d e i n a s a f e neighborhood vhoro we can attend church and walk t o Pennsylvania Avenue without f e a r . Whitehurst Freeway i n i t s p r e s e n t form has taken t h a t r i g h t away from u s . the time t o c o r r e c t t h i s s i t u a t i o n , Wo ask f o r a s a f o f u t u r e . Date 97^y^- /If, The Now i s �4 Pag* if a s an added sheet t o tho Statement by Leona H« Lennemann 730 24th S t r e e t , N.W. Washington, D. C. regarding WHITEHURST FREEWAI. Her statement regarding tho dangerous c r o s s i n g a t 24thhand Nov Hampshire. as w e l l as 24th anddJL S t r e e t , and a l s o tho c r o s s i n g a t 25th and X S t r o e t , N.W. caused by tho Whitehurst Freeway* **** ***** Wo, t h e undersigned, agree w i t h t h e statements mads i n the referenced testimony by iliss Loona M. L e n n e m a r m . �Mr- 1 ' KNIGHTJBR1DGE COURT Condominium Association Mr. M a y 1 5 f 1 9 8 4 Chairman, My name i s Thomas M i l l e r . I am P r e s i d e n t of t h e Board o f D i r e c t o r s o f t h e b r i d g e C o u r t Condominium A s s o c i a t i o n . Our condominium i s a t t h e c o r n e r o f and M s t r e e t s , N.W., i n t h e West End n e i g h b o r h o o d o f our c i t y . Knights 25th We g e n e r a l l y a g r e e w i t h t h e p o s i t i o n o f our Foggy Bottom-West End ANC 2A t h a t none of t h e p r o p o s e d a l t e r n a t i v e s f o r r e n o v a t i n g o r r e p l a c i n g t h e W h i t e h u r s t F r e e way i s a c c e p t a b l e a s i t s t a n d s . S p e c i f i c a l l y , we e n d o r s e t h e ANC's p o s i t i o n t h a t t h e r e be no new f r e e w a y ramp i n Foggy Bottom and West End, an a r e a t h a t o v e r t h e y e a r s has been r e q u i r e d t o do f a r more t h a n i t s f a i r s h a r e when i t comes t o a c commodating commuter t r a f f i c . However, we do not f a v o r a westward e x t e n s i o n o f t h e K S t r e e t t u n n e l u n d e r Washi n g t o n C i r c l e , a s a d v o c a t e d by ANC 2A, i f t h i s were done i n s u c h a way t h a t a c c e s s t o K S t r e e t were c l o s e d o f f a t t h e c i r c l e , s i n c e i t o b v i o u s l y would c r e a t e i r r e s i s t i b l e p r e s s u r e f o r a new a c c e s s ramp e l s e w h e r e i n t h e n e i g h b o r h o o d . I f i t came down t o i d e n t i f y i n g t h e l e a s t damaging a l t e r n a t i v e s o f a r a s our n e i g h borhood i s c o n c e r n e d , we would choose A l t e r n a t i v e A, w h i c h , i n t e r e s t i n g l y enough, i s t h e a l t e r n a t i v e p r e f e r r e d by most of t h e o r g a n i z a t i o n s from Georgetown, t h r o u g h whose neighborhood t h e main a l i g n m e n t o f t h e f r e e w a y p a s s e s i n i t s e n t i r e t y . We p r e f e r A l t e r n a t i v e A a l s o b e c a u s e i t would remove t h e unused ramp s t u b s i n t h e v i c i n i t y of L S t r e e t and r e d u c e t h e amount o f s p a c e consumed by t h e 1-66 ramps thus c r e a t i n g a d d i t i o n a l parkland. The l e a s t d e s i r a b l e a l t e r n a t i v e s a r e AA and F due t o t h e i r i n c l u d i n g a new f r e e way ramp, among o t h e r r e a s o n s . Moreover, we t h i n k t h o s e who a r e a d v o c a t i n g AA or F a r e b e i n g p o l i t i c a l l y n a i v e t o t h i n k t h e r e i s any r e a l i s t i c chance f o r e i t h e r t o be adopted owing t o t h e i r d i s p r o p o r t i o n a t e c o s t . E v e n t h e N o - B u i l d A l t e r n a t i v e i s p r e f e r a b l e t o AA and F . We u r g e , i n any c a s e , g r e a t l y improved l a n d s c a p i n g , t r a f f i c s i g n a l s , and p e d e s t r i a n a m e n i t i e s a l l a l o n g t h e K S t r e e t - W h i t e h u r s t c o r r i d o r , i n c l u d i n g much s a f e r c r o s s i n g s a t 2 5 t h and 2 6 t h s t r e e t s , w i d e r s i d e w a l k s , and a b i k e w a y . �KNIGHTSBRIDGE COURT May 1 5 , 1984 Page 2 I n summary, Mr. C h a i r m a n , we c o n s i d e r o u r p o s i t i o n t o be e s s e n t i a l l y c o n s e r v a t i v e . I t s c o s t s o f i m p l e m e n t a t i o n would be t o w a r d t h e low end o f t h e range o f e s t i m a t e s presented. I t would be c o m p a r a t i v e l y n o n d i s r u p t i v e o f v e h i c u l a r t r a f f i c d u r i n g t h e p e r i o d o f c o n s t r u c t i o n . I t would p r o v i d e a n e t g a i n i n p a r k and o t h e r community facilities. And i t would n o t c o n t i n u e t o t r e a t u n f a i r l y a neighborhood t h a t h i s t o r i c a l l y h a s p a i d a h e a v y p r i c e i n t h e c a u s e o f a r e a w i d e t r a f f i c f l o w by f o r c i n g y e t a n o t h e r f r e e w a y ramp upon i t s r e s i d e n t s . Thank you, Mr. C h a i r m a n , f o r t h i s o p p o r t u n i t y t o p r e s e n t o u r v i e w s . Thomas V. M i l l e r , P r e s i d e n t K n i g h t s b r i d g e C o u r t Condominium A s s o c i a t i o n 1158 2 5 t h S t r e e t , N.W. W a s h i n g t o n , D.C. 20037 Telephone: 429-0050 293-9414 (daytime) (eve -w/e) 0 �Mr. Hearing Thank regarding the Officer: you the Bottom name for Whitehurst the the my aging the limb rush Freeway, the that it Freeway plastic At years of the been other K (DEIS) resided in on Claridge the Streets, property N.W. owner in and Foggy House on the taxpayer 26th K Street and pitches time in was when keeping residents - present in our even or a tunnel area, under extended to to dirt is extremely has the the and or neighborhood to and any life air None of of cross car. empty traffic residents, of dangerous. light pedestrian by - Circle fears creates. significantly cigarette, Bottom the noise, traffic reduces stopped now the Washington also a by N.W. but out ignores study to between renovate totally subjected Streets Foggy DEIS been pedestrian mouse the to have alternatives the the Freeway & K that Street, Freeway only litter present of not though cat find alternatives alternative extension 25th DEIS alarmed proposed I of engaged I Whitehurst DEIS or and proposed beyond motorist glass of a an the even is hearing I have reside 25th Freeway. to crossing hour, this Statement Ohliger. voter, the crossing h proposed The a Whitehurst while pollution the over 196o's, early at Columbia. consider the of am those Circle Since and and building the I of looked to testify Impact presently corner Whitehurst Washington in the Louise and Freeway. concerns, refusing of years at have to Environmental Dorothy District I me Freeway. is 3^ Cooperative permitting Draft Whitehurst My in for this. During the Sometimes beer can, or light. who clean, have are for many prevented �(Testimony from of the or stretch residential shrubs, and and other ago an newspaper it crossing, that the wanted the light ington Circle tunnel applaud way ably in truck dump the trucks, Is how I am one trucks in this extend the of I often of the air days taxpaying many residential tunnel. tax of have to of present make portion to order, enjoy. the editor 25th at have traffic. that to if at He Wash- that residents spent & stop the Street being would on plus are trans- help the impact from the the roar considerof exhaust of the damaging of huge moving tremble. expected who of would and shots all residents in to light 26th also concerns brakes, voters all to us. tunnel us life, of Bottom are were to flow beyond blasting of stop this funds wrote thought dollars all the the Foggy pollution itself, the and the to traffic for unnecessary impeded efforts plant motorist being believe collecting stretch about of I through by Street extended screeching traffic this light the 2 Page portion risk cleaning attractive Virginia motorist Some the K the vehicles. more totally Federal alleviating traffic. was benefit extension Whitehurst to our do of this were Virginia for types removed. complaining the even if Freeway) residential run their complaining felt they portion irate He the Whitehurst extend and beautify years local The doing speeding underground portation include so in our Streets. this by Ohliger/Whitehurst to willingly of Some K work would humanize a Louise "because killed channeled plant their Freeway residents of Dorothy extending maimed to of K to live? signed a petition Street and also to prohibit another petition �(Testimony If of Dorothy Alternatives Louise F or building of an it go a to suffer since any event, the would have had In our whole extension long way neighborhood Ohliger/Whitehurst AA of to of the the present "righting" we were ramps for so at DEIS could a wrong long, & K that Circle we in the tunnel, Foggy Bottom early 196"0's. Streets, which have plagued without further be closed delay. I this am leaving public Thank my hearing. you. written statement 3 the should in Page incorporate Washington dissected 25th Freeway) for the official record of �May 15, 1984 WHITEHURST FREEWAY CORRIDOR STUCY HEARINGS Jenny Brake 2515 K S t r e e t , 20037 N.W., #804 The W h i t e h u r s t F r e e w a y r e c o n s t r u c t i o n p r o j e c t h a s been a n d c o n t i n u e s t o be a c o n t r o v e r s i a l i s s u e i n t h e F o g g y Bottom and West End n e i g h b o r h o o d s . S p e a k i n g a s a p e r s o n l i v i n g d i r e c t l y on t o p o f t h e - 53.s; e a s t e n d c o n n e c t i o n o f t h e F r e e w a y , I do n o t f i n d a c c e p t a b l e any of t h e proposed a l t e r n a t i v e s t h a t have been recommended by t h e S t e e r i n g Committee . I would recommend t h e f o l l o w i n g o p t i o n : 1. extend the tunnel to 27th Street tunnel with grass, trees. and 2. r e t a i n a c c e s s t o t h e Freeway from Washington v i a the s e r v i c e roads which would negate the p r o p o s e d o p t i o n o f a d d i n g a ramp a t 2 6 t h and 3. p r o h i b i t a n y a d d i t i o n a l r a m p s i n o u r f o r a c c e s s t o t h e F r e e w a y o r 1-66. cover the Circle current M. neighborhood I n a d d i t i o n , t h e ramp s t u b s s o u t h o f L S t r e e t . s h o u l d be r e m o v e d w h i c h w o u l d g i v e u s a d d i t i o n a l p a r k l a n d . A l s o , t h e a r e a needs improved l a n d s c a p i n g , t r a f f i c s i g n a l s and s l a f e r p e d e s t r i a n c r o s s i n g s a t 2 5 t h and 26th S t r e e t s . I t h i n k we s h o u l d a l l b e a w a r e o f w h y K S t r e e t w a s w i d e n e d t o 6 l a n e s , why we h a v e a t u n n e l u n d e r n e a t h t h e C i r c l e a n d why we h a v e r a m p s t h a t go n o w h e r e . These a t r o c i t i e s to our neighborhood were a l l p a r t of t h e I n n e r Loop p r o j e c t . A s we a l l k n o w , t h i s p r o j e c t w a s o n e o f g r e a t c o n t r o v e r s y and i t c a u s e d t h e c i t i z e n s o f t h i s c i t y g r e a t agony. U n f o r t u n a t e l y f o r t h e c i t i z e n s l i v i n g i n S o u t h w e s t and f o r those of us l i v i n g i n t h e K S t r e e t c o r r i d o r , t h i s p r o j e c t was n o t s t o p p e d u n t i l t h e S o u t h w e s t was t o t a l l y d e s t r o y e d and K S t r e e t between t h e C i r c l e and Georgetown w a t e r f r o n t w a s made i n t o a 6 l a n e r a c e w a y . �With t h i s as a backdrop to the c u r r e n t proposals, one c a n s e e why t h e r e n o v a t i n g o f t h e F r e e w a y i s s u c h a c o n c e r n t o t h e c i t i z e n s o f West End and Foggy B o t t o m . S u r e l y i t i s n o t a s k i n g t o o much o f t h e c i t y t o e x t e n d the t u n n e l to 27th S t r e e t . T h i s would g i v e us back a s t r e e t r a t h e r than r e i n f o r c i n g the raceway. Also, a d d i t i o n a l r a m p s c a n n o t be a d d e d i n t o o u r n e i g h b o r h o o d s . Too m u c h l a n d w a s t a k e n a w a y b a c k i n 1 9 6 0 f o r t h i s l e g o f t h e I n n e r Loop - a d d i t i o n a l l a n d f o r more ramps c a n n o t be t a k e n f r o m u s . By c o n s i d e r i n g an e x t e n d e d t u n n e l w i t h a c c e s s t o t h e F r e e w a y v i a t h e C i r c l e , I b e l i e v e y o u w i l l be p r o v i d i n g a f a c i l i t y t h a t w i l l s t i l l accommodate t h e t r a f f i c y e t w i l l b e g i n t o r e c t i f y t h e g r a v e i n j u s t i c e i n f l i c t e d on our neighborhood i n the p a s t . Thank you. �AA/C s - B - o S , FRIDAY, IS. / W /?8i, R£ MfTBffOflST r\Y s i t f e c e w m B t K 2vsTA/<=r . / f f c c c f i z s K STRttT e>F ^OTtf . S T K t ^ T AA'2> / M S BttM TERRIBLE J&VAGep bv-r^.w^ O F THE ^isr/zicr, 1>eOJA/ TE-AR/A/CF CARS itfSVLT "THE CFfJ WffrZ- TO V/tf> 3 i frfjy c F PEoFAB Fftafl ^ F L E %vn-$>/A/G-S T# IS. A 3>.c,TAY-F/WZfZS Wffo i s 50 THAT Ft'ftT/fEX IV/AL.SE 0A//-Y �May 1 , 1 9 8 4 C116-32 WHITEHURST P U B L I C HEARINGS MAY 1 4 , 1 5 , 1 6 , 1 9 8 4 Good Evening, My and this name Company i s Gary — study. support We provided study of Columbia • I represent the consulting engineers for this District Groat. and a d m i n i s t r a t i v e the o v e r - a l l Department T h e De L e u w , C a t h e r Cather and p l a n n e r s f o r the technical under De L e u w , management o f t h e o f P u b l i c Works. Consultant Team c o n s i s t e d o f ourselves, • Delon Hampton tioned • & A s s o c i a t e s , who as project KressCox func- engineers. A s s o c i a t e s , who p r o v i d e d urban design, landscaping and the aesthetic analysis. • Engineering-Science air, noise quality who provided the and a r c h e o l o g i c a l analyses. This for study modifying Freeway defined, developed and e v a l u a t e d the t r a n s p o r t a t i o n system Corridor. 1 i n the alternatives Whitehurst �The study's cooperation Advisory goals, goals with D.C. G r o u p and as ranked Committee and o b j e c t i v e s were Department of Public a Citizens Steering in order of representatives established Works, a Committee. importance by the in Technical The Steering are: First: Achieve community support; Second: provide c o s t - e f f e c t i v e highway system improvements; Third: improve the highway Fourth: enhance the q u a l i t y of environmental Fifth: and preserve Sixth: and unite 3-step the of or s e l e c t the tier four two the and historic Georgetown's C&O process final life avoid adverse effects; Georgetown's south A system; resources north and; and Canal. was used to evaluate, a l t e r n a t i v e s to be discuss, described tonight. At select the first seven alternatives Steering t h a t were criteria selected a few key criteria a l t e r n a t i v e concepts Committee. evaluation were tier, from At was the developed the from increased, At 2 a wide used tier, and the the to variety in coordination second seven. were with number of the of four a l t e r n a t i v e s third tier, which is �the E n v i r o n m e n t a l Impact criteria will alternative NOW, The MAY four be u s e d from Statement, to assist these t h e most i n selecting one, p r e f e r r e d four. I HAVE T H E L I G H T S OUT. alternatives we a r e d i s c u s s i n g that SUcU. I refined by t h e community o v e r a p e r i o d special s t u d y o f t h e c o n n e c t i o n s n e a r Rock Foggy comprehensive Bottom was a l s o completed tonight of several Creek during this were months. A Park and "refining" stage. The in four the Draft alternatives, which Environmental Impact are described Statement in detail and t h e b r o c h u r e are: • the No-Build Alternative • the Rehabilitated • t h e New • t h e At-Grade Elevated Elevated Freeway Arterial Freeway Alternative A l t e r n a t i v e , and Alternative , _ 3 lid*- Let's is designed Build start with to leave Alternative the No-Build the existing will o f t h e other proposed Minimal improvements could and s a f e include either structure provide a baseline effects operational Alternative. would changes b e made through as i s . against c a n be t o keep This 3 deck T h e No- which the measured. the f a c i l i t y t h e d e s i g n y e a r 2006. an o v e r l a y alternative o r a complete This redecking. �The cost f o r these dollars improvements could i f a complete redecking Alternative would buildings. Here were reach done. not require a c q u i s i t i o n a r e some v i e w s 31.3 m i l l i o n The No-Build o f any l a n d o r of the e x i s t i n g freeway today: looking these east, ...the i s t h e westbound ramp to Canal Canal foreground Road Road ramp t o Key B r i d g e . the corner Note i s i n the are the connections ...this At Key B r i d g e of Wisconsin t h e Dodge W a r e h o u s e , and l o w e r K an important Street... historic site. The connections ...the ...this next a r e the stub i s K Alternative existing freeway current highway Near Canal Canal this include: alternative design Road, ramps the rehabilitated A, w o u l d structure Key B r i d g e , and C a n a l Creek Park Street alternative, freeway, widening, Rock r a m p t o 1-66 ...these The near rehabilitate by e i g h t f e e t . would elevated and widen t h e Even w i t h t h e r e q u i r e an e x c e p t i o n t o standards. a t u n n e l would and would Road. 4 pass under t h e C&O e m e r g e on t h e n o r t h side of �Near and of Rock t h e e a s t b o u n d 1-66 this alternative This eight tenths houses native which third AA. would near acquisition land, and existing feet lower one Creek Park 1-66 cost in this o f two and of a commercial slide, (SLuia II which i s a new and 16 feet elevated would lane would be wider. freeway, replaced This highway Whitehurst allow traffic. westbound only traffic New connections M Street traffic exit at Pennsylvania Avenue. to the Whitehurst Freeway a t 25th and K Streets, from Washington Circle, would allows would be access to the freeway closed. There would change i n the appearance of t h i s nearly two city blocks of land use. 5 end would be Northbound The a dramatic freed for existing which physical of the freeway, be SiucU 1 3 standards. Street. currently from M S t r e e t , Road SCooU. I "3- by one i s the design of eastbound Canal Alter- near 26th traffic ramps shown structure p a s s u n d e r oncoming Rock the taking w h i c h would meet c u r r e n t Bridge, access 1-66 require «SUiLt 10 dollars. would of removed, estimated million alternative The i s 15 Key The be businesses. alternative Near ramps would ramp s h o r t e n e d . a t 3401 K S t r e e t , five The acres the unused i s 99.4 alternative structure to Creek Park, as non-highway SUda. \^ 15 �This two a l t e r n a t i v e would tenths family They of Road), located west be of 36 final ground the would reach traffic At to The cost A to family this and Impact singleunoccupied. and 3401 residences on now between a l l impacts Statement. K Canal time these can be the i s 96.6 the new the 30 The other new rise million elevated to the two described carry Creek Park, freeway. dollars. a c q u i s i t i o n of the signals Bridge elevated six and commercial single earlier. months. significant alternatives. found Key the displace existing traffic ramp. to at the Near Rock S t r e e t , and be new would Road. to street, northbound arterial fourth replace three Road, both would summarize arterial similar would Canal time i s the s-shaped Canal require land, from are facility at differences and (officially arterial, be v i a an is similar new of would located I will four construction S t r e e t , would Bridge Bridge construction of M S t r e e t , the design acres structure two is Street The s i x lane Traffic a l t e r n a t i v e would half 3633 M at-grade There Key 33rd Key of displace residences Station. arterial near proposed sion the similar the the The F, facility. connections freeway. these and Exxon facility. this one 3631 would a c q u i s i t i o n of months. level, along and of alternative. elevated This One at Alternative and land, residences. are would acres require i n the impacts A of detailed Draft or discus- Environmental \ �First, This rush the I ' l l talk slide hour. drivers Road shows Although license plates t h e back doing a schematic orange indicates growth streets, streets, because such they The improve over 2006. such the t r a f f i c would 20 p e r c e n t project. traffic normal This network, i n green. the rehabilitated the extent of t r a f f i c n o t show t h i s i n the year a r e shown alternative be o n much would growth slightly 2006. i n orange, would to local and decreases streets. 7 green, reduce This near t h e Key T h i s i s because the a t the Whitehurst Freeway > ! Increases slightly delays, particularly intersection. light the Many o f t h e m a j o r alternative diversion decrease slide volume As y o u c a n s e e by t h e amount o f freeway and M S t r e e t growth would by their capacity. freeway 2006 t r a f f i c traffic area Street. situation shown existing forthis Much o f t h i s as 28th are Bridge and Canal except grow a p p r o x i m a t e l y year as M Street, would These a r e a s o f t h e p r o j e c t e d 20% t r a f f i c rehabilitated alternative most o f and Maryland. t o the freeway, a r e a l r e a d y near the year afternoon of Georgetown. of the study by t h e y e a r local would the design map a typical see i t i n the s l i d e , Virginia streets anything traffic 2006, during f o r s h o r t c u t s t o Key B r i d g e through year Street a r e from are looking maintenance, is 28th traffic. you can't Without the about and C a n a l �Road intersection desiring a to turn signal. tives would left I t should assume reversible a be o f f o f Key be noted "balanced" center removed, lane and because Bridge that would no longer a l lof the b u i l d M Street — M Street on travellers There would during face alterna- n o t be the evening a rush hour. The new increase because lower elevated overall traffic ramps a t 25th would have would create on that and t o go Memorial diversion, traffic freeway a l t e r n a t i v e delays would have K Streets Bridge entered (i.e., to M Street additional i n the study This i s from Washington i n other or Constitution i t performs s i m i l a r area. slightly the f r e e w a y from or Pennsylvania delays would Avenue. Circle) Avenue. locations, Except to the r e h a b i l i t a t e d the This such as for this alterna- tive . As slide new this you near M Street ramps would area. Whitehurst The The volumes the large and would traffic be and Avenue, volumes offset F r e e w a y w e s t o f Rock Freeway amounts o f orange Pennsylvania increase This Whitehurst f l o w more the c a n s e e by by the reduced t r a f f i c Road the proposed considerably C r e e k , a s shown Canal on in on the i n green. intersection would smoothly. at-grade a r t e r i a l on green. alternative the lower portion This i s because would of K S t r e e t , there 8 would be decrease a s you 3 traffic can see additional by �traffic lights that However, d r i v e r s neighborhood tion by and the study freeway r a m p s and new at-grade growth Comparing tiveness. The alternative Land existing land alternatives non-highway would free elevated the the impacts use one freeway and No-Build would not affect aside for the a by and the of study The new eight of new of the would the 25th on limit a l l elevated alternative net three of an and one rehabilitated effeconly This slide the build land acre. The one-half freeway nine-tenths for alternative new three-fifths, and shows available freeway and acres. alternatives acres p o t e n t i a l Georgetown W a t e r f r o n t 9 freeway disadvantage. A l l of amount o f tenths and No-Build, i s the traffic area. the the in transportation alternative, the the capacity together, rehabilitated seven seen outside reduced alternative congesas with closure alternative. alternative, arterial to the provide increase of area. and vary As the arterial i n the purposes. at-grade The would Street. due This through levels in areas comparable at-grade shortcuts capacity. normal growth alternatives freeway very M pressure study reduce delays increase arterial. would up of and higher under north added for even predicted a l l four that use causing i n the are look alternative, rehabilitated alternatives still orange c o r r i d o r would traffic the than increased Street the would streets, delays elevated s l o w down t r a f f i c , of Park. land set �The new elevated wider along would require grade arterial entire one-third length, of the would The dollar of an acre land. the The on at-grade existing o n e - f i f t h of both require an of arterial alternatives. A location underneath abandoned too elevated the high freeway alternative, planned ground to and circulation intrude proposed f o r A l t e r n a t i v e F. this i n t o the redesigned, or i f already Moving on to This area. vary historic density the The green shows h i s t o r i c the and of would the park, the be at-grade planned for Freeway new elevated with same the planned these arterial alternatives have to be taken. resources shows resources... i n the s t r u c t u r e s and yellow 10 full the River archeological shows i n s i g n i f i c a n c e , and This constructed, slide two s i x - l a n e at-grade building and along i t s would interfere I f e i t h e r of planned at- multi-million Potomac patterns. would selected, the building, also and easement. f i t underneath would The ramp o v e r freeway two-story building were land. Georgetown W a t e r f r o n t , new feet arterial alternative aerial project, 8 feet wider Bridge by be the Key acre Harbour the 31 be today, approximately would Washington would this and affected stub, of be park project than what e x i s t s a l t e r n a t i v e would eliminate return a l t e r n a t i v e would i t s e n t i r e length acres and freeway the study sites, which potential �archeological Georgetown historic natives of affect district, adversely rehabilitated of tunnel elevated individual structures elevated structure crossing would Key of by alter- would adversely ramp c r o s s i n g Bridge. This i t appears SIA-CLP 3 0 (east i s the today. would adversely Sdd* ^' a r e n e x t t o t h e n o r t h e r n edge t h e l o w e r and alternative wider would deck. improve the and benefit many o f the removing a major portion of The " s " ramp along the waterfront. an the b u i l d resources. o f Key that potential a d v e r s e i m p a c t on new the t h e C&O Canal study. The near Bridge. grade i s a major alternative, the waterfront This slide corner shows would and the r e h a b i l i t a t e d in this improve the v i e w of Georgetown the view As issue significantly looking of W i s c o n s i n Avenue Dodge w a r e h o u s e . and A l l of t h e new ramp a s district, have Aesthetics of new at-grade a r t e r i a l historic of west resources Georgetown some i s i n the a r e two freeway a l t e r n a t i v e the freeway, because The there freeway a l t e r n a t i v e Canal because historic and affect the proposed new the study area i n Foggy Bottom. t h e b r i d g e ) and The of districts t h e C&O location Most o f historic would The impact zone. you and can freeway west from K Street, from 11 appearance Virginia. the southeast towards see, the No-Build alternative the at- the historic Alternative SuA* 3 d �are very similar i n t h e amount o f shadow t h e y overall appearance freeway alternative If tives to help the f a c i l i t y during Near Rock arterial blocks area for of land No-Build Park, source of noise freeway Build year 2006 l e v e l s and levels F, because go t r a f f i c , freeway alterna- cosmetic treatments t h e w a t e r f r o n t , would of the freeway be structure. t h e new e l e v a t e d a n d a t - would free up n e a r l y t w o purposes greatly significantly issue. pollution alternatives, noise Administration's T h e new e l e v a t e d improvements. what SuxU city improving improve the view some p e o p l e Traffic-related i n the study and t h e r e h a b i l i t a t e d have lower and t h e have junction". would have or other r e s i d e n t s by r e m o v i n g Alternative Alternative both T h i s would i s a l s o a major new e l e v a t e d would design f o r non-highway "spaghetti major into alternatives Foggy Bottom Noise the Creek aesthetics. called blend final minor o r new e l e v a t e d selected, a facade, considered structure. w o u l d make o n l y the rehabilitated were grade of the freeway cast, noise similar found freeway and t h e to the existing a n d t h e No- the t r a f f i c the length of the would be m o v i n g noise freeway. slower, However, t h e F e d e r a l as the start-up of engines, 12 The structures, N o i s e ,Model d o e s n o t t a k e such area. a l l elevated along levels. noise i s from Highway stop o r people 3 ^ �honking horns, Air cantly into Quality under emission The any account. i n the study of standards for cars However, alternative, will both to the residents well as those The to peak of The and would flow, would that be require i s the rush freeway Bottom, as were 6 t o 24 done, months only t o accomodate two the hour d i r e c t i o n . A l l to other streets—primarily alternative which includes Bridge. rehabilitated Foggy daily. r e m a i n open diverted selected temporary impacts and would Roosevelt redecking, No-Build use the freeway the freeway traffic Street of Georgetown because the are a l l long-term of the significant I f a complete redecking direction other be signifi- stricter. about construction No-Build Alternative construct. lanes M who talked not change primarily are getting I have during there would the a l t e r n a t i v e s , impacts that impacts. areas would have Alternative. construction Canal, but during these to build traffic two y e a r s There would new could phases. of disruption ramps be Total an a d d i t i o n a l n e a r Rock be m a i n t a i n e d 13 C r e e k and i n t h e peak construction months. similar time would a to the year of the C&O direction be 36 �The tives All be to would elevated require traffic, detoured noise The new and new both i n t h e peak selected, mitigation services, would As I mentioned presented of associated arterial I f either such alternafreeway. direction also with would be significant require 36 months would alternatives as s p e c i a l would construction. alternative of these measures, arterial the e x i s t i n g non-peak alternative at-grade 30 m o n t h s . be at-grade There would impacts freeway The and routes. a i r quality elevated and t o t a l demolition to other construct. require freeway were transit considered. earlier, i n the DEIS. Thank a l l of you. 14 this information i s �����������������������������<3lcoL? ���S u a * 3-a ���� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Official transcript proceedings before Whitehurst Freeway Corridor public meeting : Tuesday, May 15, 1984 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Creator An entity primarily responsible for making the resource Alderson Reporting Date A point or period of time associated with an event in the lifecycle of the resource May 15, 1984 Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text Description An account of the resource This transcript is accompanied by further proceedings from <a href="https://ddotlibrary.omeka.net/files/show/6121" target="_blank" rel="noopener" title="Wednesday, May 16, 1984">Wednesday, May 16, 1984</a>. https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/b42345616760f7f41751b3187ca8289f.pdf?Expires=1790208000&Signature=XyJAVmk5HOEtsZYU0V8AY94v8oeuDsXkme8kVnA7-L5oWpkZvzeVxY%7Er7ofU5XjprinIEszrhuvaa80aodQmhKpGVDeBd9K3NQJhepXzDqe8pCxUdTkzNauSX340tO62uItTc0nw8cwox-CMcrGEIXZOAaaDOcceu1ip59D%7E7xU3TWhR1aLUM27JYiRRXgLyn0LXe86Y2Js9PFu76nuT2kUlEEbL8c4zV-DNiOK1Acabfz9b7Dng3OhDrls8AYukFW9U9%7E4Zn-Ovj4xw5iTq%7E%7EmMQOsponp1Ct2jMnLyfUK-Y5LZbPonEEmsom0iAi8M4i0Kavq5epVIU3RdbLxwSg__&Key-Pair-Id=K6UGZS9ZTDSZM 31ffcda5c82507233e18de451bf80d57 PDF Text Text �TABLE OF CONTENTS TESTIMONY OF: PAGE Lynne Robinson D.C. Department o f P u b l i c Works Gary L. 199 Groat De Leuw, C a t h e r and Company 20 4 Nancy G a l l u p 220 Serap N e r s e s i a n D.C. T r a f f i c A d v i s o r y Board Nancy Feldman A d v i s o r y Neighborhood Commission 3D 223 225 R i c h a r d McCoory B u s i n e s s and P r o f e s s i o n a ^ k A s s o c i a t i o n o f Georgetown E l i z a b e t h J . McLaughlin >K Charles Farostein D a v i d Johnson Mary B r e w s t e r 2 2 9 ^V>v 2 3 6 . 4f% \ V 2 % ^ % % Jack Finglas P a p e r m i l l Condominium A s s o c i a t i o n Owners, Barbara 2 4 4 249 251 Searle Board of D i r e c t o r s , C l a r i d g e House Geoffrey 40 253 Tyler 257 Howard Feldman 261 Leonard Zax 263 Vivian Darling 267 A l a n Voorhees 269 C h e r y l Wasserman 2 73 Ray K u k u l s k i 2 77 �B TABLE OF CONTENTS (Continued) TESTIMONY OF: Charles Clapp, * PAGE President Westbridge Condominium A s s o c i a t i o n 2 82 Maria T y l e r 288 Robert L i c c i a r d o 29 3 C a t h e r i n e McCarron Dupont C i r c l e C i t i z e n s A s s o c i a t i o n R e s i d e n t i a l A c t i o n Committee 299 PREPARED TESTIMONY OF: James J . Zwolenik �195 WHITEHURST FREEWAY CORRIDOR PUBLIC MEETING F r a n c i s J u n i o r High School 24th and M S t r e e t s , N.W. Washington, D.C. Wednesday, May 16, 19 84 The P u b l i c Meeting i n the above-entitled matter reconvened, p u r s u a n t t o r e c e s s , a t 7:02 o ' c l o c k P a t r i c k K e l l y , Hearing O f f i c e r , presiding. p.m., �196 P R O C E E D I N G S MR. KELLY: The h e a r i n g w i l l come t o o r d e r , p l e a s e . Good e v e n i n g . My name i s P a t r i c k E. K e l l y and I am t h e H e a r i n g O f f i c e r a p p o i n t e d p u r s u a n t t o t h e Department o f P u b l i c Works* Departmental Order No. 6, dated May 3, 19 84. I have been charged w i t h t h e r e s p o n s i b i l i t y o f t a k i n g w r i t t e n and o r a l s t a t e m e n t s on t h e a l t e r n a t i v e s o f t h e W h i t e h u r s t Freeway C o r r i d o r Study and from i n t e r e s t e d o r g a n i z a t i o n s citizens. T h i s h e a r i n g i s b e i n g h e l d i n accordance w i t h t h e p r o v i s i o n s o f T i t l e 23 U.S. Code and i s designed t o g i v e t h e p u b l i c t h e o p p o r t u n i t y t o comment on f o u r a l t e r n a t i v e s t o r e h a b i l i t a t e , modify, o r r e p l a c e t h e W h i t e h u r s t Freeway c o n n e c t i n g K S t r e e t w i t h Key B r i d g e and C a n a l Road i n Northwest Washington, as d e s c r i b e d i n t h e d r a f t Impact Environmental Statement. Copies o f t h e d r a f t E n v i r o n m e n t a l Impact Statement and o t h e r study documents have been a v a i l a b l e t o t h e p u b l i c f o r r e v i e w s i n c e March 30, 19 84 a t t h e f o l l o w i n g l o c a t i o n s : West End P u b l i c L i b r a r y , 24th and L S t r e e t s , N.W.; P u b l i c L i b r a r y , W i s c o n s i n and R S t r e e t s , N.W.; P u b l i c L i b r a r y , 48th and V S t r e e t s , N.W.; Memorial L i b r a r y , 901 G S t r e e t , N.W.; Georgetown Palisades Martin Luther King D. C. Department o f T r a n s p o r t a t i o n , 415 1 2 t h S t r e e t , N.W. , Room 519. A l s o , n o t i c e o f t h i s h e a r i n g was p u b l i s h e d i n t h e �197 Washington P o s t A p r i l 12th and May A p r i l 1 2 t h ; the Northwest 10, 1984; the A f r o American C u r r e n t A p r i l 1 2 t h ; t h e Georgetowner A p r i l 1 3 t h ; t h e Foggy Bottom News A p r i l 30; the Uptown C i t i z e n s May 3, and the D.C. R e g i s t e r March 30. The f o l l o w i n g r u l e s f o r o r a l t e s t i m o n y w i l l at t h i s h e a r i n g . apply The H e a r i n g O f f i c e r w i l l c a l l on a l l s p e a k e r Agencies and r e c o g n i z e d community groups w i l l speak f o r no more than t e n m i n u t e s , e x c e p t r e p r e s e n t a t i v e s o f the Department o f P u b l i c Works. I n d i v i d u a l s p e a k e r s w i l l be c a l l e d on i n the o r d e r t h a t they signed i n . each i n d i v i d u a l There w i l l be a f i v e - m i n u t e l i m i t f o r speaker. P l e a s e , c l e a r l y s t a t e your name and address and t h e group you r e p r e s e n t , i f any, o r the neighborhood you i n a t the b e g i n n i n g o f your s t a t e m e n t so the live stenographer can r e c o r d i t c o r r e c t l y . P l e a s e , make s t a t e m e n t s o n l y . There w i l l be response t o q u e s t i o n s from the H e a r i n g O f f i c e r . s t a t e m e n t s may o r a l testimony. Written be s u b m i t t e d t o the s t e n o g r a p h e r t o supplement W r i t t e n s t a t e m e n t s w i l l be a c c e p t e d by the s t e n o g r a p h e r i f no o r a l t e s t i m o n y i s t o be g i v e n . record w i l l 19 84. The remain open f o r w r i t t e n comments u n t i l May Comments may S t u d y , D.C. no public 31, be s e n t t o W h i t e h u r s t Freeway C o r r i d o r Department o f P u b l i c Works, 415 12th S t r e e t , Room 519, Washington, D.C. 2004. N.W., �198 A l s o , the h e a r i n g w i l l b e g i n a t 7 p.m. a t 9:30 who p.m. and T h e r e f o r e , i t i s r e q u e s t e d t h a t those do not get the o p p o r t u n i t y t o p r e s e n t o r a l end persons testimony w i l l p r e s e n t t h e i r w r i t t e n s t a t e m e n t s f o r the r e c o r d . Statements f o r the r e c o r d a r e g i v e n the same w e i g h t as o r a l testimony. F o r those o f you who w i l l be s p e a k i n g , once you r e a c h t h e one-minute time l i m i t , I w i l l h o l d up a c a r d . I suggest t h a t you w a t c h me d u r i n g t h e c o u r s e o f your presentation. At t h i s t i m e , I would l i k e t o c a l l the first w i t n e s s f o r t h e e v e n i n g , t h e r e p r e s e n t a t i v e s from the Department o f P u b l i c Works. So, �199 TESTIMONY OF LYNNE ROBINSON, D. C. DEPARTMENT OF PUBLIC WORKS MS. ROBINSON: coming. Good e v e n i n g and thank you a l l f o r We a r e d e l i g h t e d a t t h e i n t e r e s t i n t h e W h i t e h u r s t Freeway C o r r i d o r Study. I am Lynne Robinson from t h e D.C. Department o f P u b l i c Works, f o r m e r l y t h e D.C. Department o f T r a n s p o r t a t i o n . I have s e r v e d as p r o j e c t manager on t h i s s t u d y f o r t h e two y e a r s s i n c e t h e D i s t r i c t began t o look a t a l t e r n a t i v e s w i t h i n the Whitehurst C o r r i d o r for various improvements. I n May, 1982 t h e D i s t r i c t i n i t i a t e d t h i s s t u d y t o i n v e s t i g a t e s o l u t i o n s t o t h e d e t e r i o r a t e d 35-year o l d W h i t e h u r s t Freeway, b u i l t i n 1949 a t a c o s t o f $3.5 m i l l i o n . A 19 82 budget e s t i m a t e necessary c a l c u l a t e d t h a t $58 m i l l i o n would be to replace the present deck on t h e freeway and t o do needed r e s h o r i n g o f t h e s u b s t r u c t u r e . Before i n v e s t i n g t h a t magnitude o f f u n d i n g i n an o l d s t r u c t u r e , we wanted t o make s u r e we were making t h e b e s t use o f t h o s e funds. So, we f e l t we needed t o look a t o t h e r remedies and i d e a s f o r not o n l y t h e W h i t e h u r s t Freeway itself but a l s o f o r t h e c o n n e c t i n g roadways i n t h i s h i g h l y congested corridor. We used t h r e e p r e m i s e s t o a i d us i n our d e l i b e r a t i o n : ; 1. the c o r r i d o r . T h e r e was t o be no i n c r e a s e i n c a p a c i t y i n �200 2. Through t r a f f i c was t o remain on major a r t e r i a l s and not e n c r o a c h i n t o r e s i d e n t i a l streets. 3. We assumed a p o t e n t i a l park a l o n g the Georgetown The s t u d y employed a three-way r e v i e w p r o c e s s w h i c h Waterfront. r e l i e d on the c o n s u l t a n t team, a t e c h n i c a l a d v i s o r y composed o f 15 f e d e r a l , s t a t e , and t i v e s , and l o c a l agency group representa- a C i t i z e n s S t e e r i n g Committee of r e p r e s e n t a t i v e s from f i v e A d v i s o r y Neighborhood Commissions and seven c i t i z e n s organizations. The Committee r e p r e s e n t a t i v e s on the C i t i z e n s S t e e r i n g included: From Foggy Bottom a r e a , Jenny B r a k e , T y l e r , and G e o f f Stamm from ANC C h u r c h i l l and Tom 2A. Geoffrey L u c i l l e Duprat, R i c k M i l l e r from the Foggy Bottom A s s o c i a t i o n . James M o l i n e l l i from the West End C i t i z e n s A s s o c i a t i o n . From the Georgetown a r e a , Ray K u k u l s k i and Cochran r e p r e s e n t e d ANC 2E. Bill From the C i t i z e n s A s s o c i a t i o n Georgetown were C h a r l i e S c h n e i d e r and G r o s v e r n o r Chapman. Dick S t a u f f e r r e p r e s e n t e d A s s o c i a t i o n o f Georgetown. the B u s i n e s s Bob and Professional McFadden r e p r e s e n t e d the W i s c o n s i n Avenue C o r r i d o r Committee, and Dean P r i c e from Georgetown U n i v e r s i t y . From F o x h a l l a r e a , Bob S i c i l i a n o represented F o x h a l l C i t i z e n s A s s o c i a t i o n , and Roger Mingo ANC 3B. the of �201 From P a l i s a d e s , Association, Charlie Estes, Palisades and Nancy Feldman, ANC Citizens 3D. These groups met monthly f o r o v e r two y e a r s and ofter. s c h e d u l e d s p e c i a l s e s s i o n s t o more c l o s e l y i n v e s t i g a t e i s s u e s o f concern. public Additionally, meetings w i t h i n certain t h e D i s t r i c t h e l d o v e r 35 t h e communities t o s h a r e t h e s t u d y p r o g r e s s w i t h a l l neighborhoods. We owe a g r e a t d e a l o f c r e d i t e s p e c i a l l y t o t h o s e c i t i z e n respresentatives who have worked h a r d t o i n f o r m t h e i r communities o f t h e s t u d y and t o a d v i s e t h e D i s t r i c t upon t h e a c c e p t a b i l i t y o f t h e a l t e r n a t i v e s t o t h e neighborhoods. We c o u l d not have done t h e s t u d y w i t h o u t t h e i r good c o o p e r a t i o n and their fine efforts. Thank you v e r y much. We now have f o u r a l t e r n a t i v e s d e f i n e d i n t h e d r a f t EIS. As you know, t h e y a r e t h e N o - B u i l d , t h e r e h a b i l i t a t e d a l t e r n a t i v e , t h e new e l e v a t e d a l t e r n a t i v e , and t h e groundlevel arterial. These a r e b r i e f l y d e s c r i b e d i n the b r o c h u r e at the sign-in table. distributed The b r o c h u r e has a l s o been m a i l e d and to the general public. A f t e r these three public hearing sessions, the D i s t r i c t Department o f P u b l i c Works w i l l recommend a a l t e r n a t i v e by mid summer. mix available selected There i s l i m i t e d a b i l i t y t o and match t h e end c o n n e c t i o n s w i t h t h e v a r i o u s m a i n - l i n e segments o f t h e a l t e r n a t i v e s . Consequently, the f i n a l �202 recommendation may i n the be a c o m b i n a t i o n o f f e a t u r e s as presented alternatives. The s e l e c t i o n w i l l be featured i n a f i n a l m e n t a l Impact Statement a v a i l a b l e by J a n u a r y 12 t o 18-months f i n a l the f i n a l alternative. design e f f o r t w i l l Environ- 19 85. A f o l l o w s e l e c t i o n of During t h i s phase o f development, the D i s t r i c t i s committed t o e s t a b l i s h i n g a n o t h e r C i t i z e n A d v i s o r y Committee t o work w i t h us t o f u r t h e r r e f i n e selected the alternatives. D u r i n g the f i n a l h e a r i n g s w i l l be h e l d . b e g i n i n l a t e 1986 C o n s t r u c t i o n o f the a l t e r n a t i v e or e a r l y I would l i k e t o n i g h t who d e s i g n phase, a d d i t i o n a l p u b l i c 1987. t o i n t r o d u c e some o t h e r people h e r e have had a c o n t i n u i n g i n t e r e s t i n the study and who should can be of a s s i s t a n c e . Our Whitehurst public hearing s p e c i a l i s t i s L o r r a i n e S o r r e l , a t the s i g n - i n t a b l e , and p u b l i c i n f o r m a t i o n o f f i c e r i s T a r a H a m i l t o n , a t the our press table. Perhaps l a t e r on, W a l l y Cohen from our o f f i c e a l s o be h e r e . will He w i l l be a v a i l a b l e t o answer any q u e s t i o n s f u r t h e r e x p l a i n the e x h i b i t s , a l o n g w i t h our or consultant r e p r e s e n t a t i v e s here tonight. Some of the a l t e r n a t i v e s i n v o l v e p o s s i b l e r e l o c a t i o n o f r e s i d e n t s and b u s i n e s s e s . The District will offer a s s i s t a n c e t o any a f f e c t e d p a r t y under the U n i f o r m R e l o c a t i o n �203 Act. Representatives from the D.C. and Community Development and Department o f Housing the D.C. Department o f A d m i n i s t r a t i v e S e r v i c e s are a v a i l a b l e tonight to inform a f f e c t e d o f t h e i r r i g h t s and the D i s t r i c t ' s thos responsibilities in a relocation. They w i l l be a v a i l a b l e a t the r e l o c a t i o n t a b l e t o t a l k d i r e c t l y w i t h those who w i s h such i n f o r m a t i o n . t a b l e i s l o c a t e d i n the o u t s i d e I would now f o u r a l t e r n a t i v e s and That hall. l i k e to t u r n the p r e s e n t a t i o n of the a summary of t h e i r impacts over to Gary G r o a t , p r o j e c t manager on the s t u d y from our c o n s u l t a n t , De Leuw, C a t h e r , a p u b l i c corporation. prime �204 TESTIMONY OF GARY L.<. GROAT, DE LEUW, CATHER & COMPANY MR. GROAT: Thank you, As Lynne s a i d , my De Leuw, C a t h e r and planners Lynne. name i s Gary Groat and I represent Company, the c o n s u l t i n g e n g i n e e r s f o r t h i s study. We p r o v i d e d the t e c h n i c a l a d m i n i s t r a t i v e s u p p o r t f o r t h i s s t u d y under the and and overall management o f the D i s t r i c t o f Columbia Department o f P u b l i c Works. Our De Leuw, C a t h e r c o n s u l t a n t team c o n s i s t e d o u r s e l v e s , Delon Hampton and A s s o c i a t e s , who the p r o j e c t e n g i n e e r s ; K r e s s Cox, the urban d e s i g n , l a n d s c a p i n g Engineering who Science, and functioned A s s o c i a t e s who as provided aesthetic analysis, and a s i s t e r company o f De Leuw, C a t h e r p r o v i d e d the a i r , n o i s e q u a l i t y and The of study defined, archeological developed and analyses. evaluated a l t e r n a t i v e s f o r m o d i f y i n g the t r a n s p o r t a t i o n system i n the W h i t e h u r s t Freeway C o r r i d o r . The study's goals and o b j e c t i v e s were e s t a b l i s h e d i n c o o p e r a t i o n w i t h the Department of P u b l i c Works, the t e c h n i c a l a d v i s o r y C i t i z e n s S t e e r i n g Committee t h a t Lynne o u t l i n e d The group, and earlier. g o a l s as ranked i n o r d e r of importance by t h e S t e e r i n g Committee r e p r e s e n t a t i v e s — community r e p r e s e n t a t i v e s — The D.C. f i r s t and community s u p p o r t . that's the are: the most i m p o r t a n t g o a l , t o achieve �205 Second, t o p r o v i d e c o s t - e f f e c t i v e highway s y s t e m improvements. T h i r d , improve t h e highway s y s t e m . F o u r t h , t o enhance t h e q u a l i t y o f l i f e and a v o i d adverse environmental e f f e c t s . Fifth, p r e s e r v e Georgetown's historic S i x t h , u n i t e t h e two Georgetowns the C&O resources. n o r t h and s o u t h of Canal. A t h r e e - s t e p p e d o r t i e r e d p r o c e s s was used t o e v a l u a t e , d i s c u s s and s e l e c t t h e f o u r f i n a l alternatives to be d e s c r i b e d t o n i g h t . At t h e f i r s t t i e r , a few key c r i t e r i a were used t o s e l e c t seven a l t e r n a t i v e concepts from a wide v a r i e t y o f alternatives. One o f t h e c i t i z e n r e p r e s e n t a t i v e s l a s t night s a i d he thought t h e p e r m u t a t i o n s were about 216 p o s s i b i l i t i e s . These a l t e r n a t i v e s were developed i n c o o r d i n a t i o n w i t h t h e S t e e r i n g Committee. of A t t h e second t i e r , t h e number e v a l u a t i o n c r i t e r i a were i n c r e a s e d and f o u r a l t e r n a t i v e s were s e l e c t e d from t h e s e v e n . the At the t h i r d t i e r , which i s E n v i r o n m e n t a l Impact S t a t e m e n t , t h e most comprehensive c r i t e r i a was used t o a s s i s t i n s e l e c t i n g a p r e f e r r e d a l t e r n a t i v e from t h e s e f o u r . The p r e s e n t a t i o n t o n i g h t and y o u r comments a r e part of that s e l e c t i o n process. Now, may I have t h e l i g h t s t o a s s i s t i n d e s c r i b i n g �206 the alternatives? (A s l i d e p r e s e n t a t i o n The follows:) f o u r a l t e r n a t i v e s t h a t we are discussing tonight were r e f i n e d by the community o v e r a p e r i o d of s e v e r a l months. A s p e c i a l s t u d y o f the c o n n e c t i o n s n e a r Rock Creek P a r k and Foggy Bottom was a l s o completed d u r i n g t h i s r e f i n i n g stage. The four a l t e r n a t i v e s , which are described i n d e t a i l i n the d r a f t E n v i r o n m e n t a l Impact Statement and brochure are: The I'm No-Build A l t e r n a t i v e , t h a t i s A l t e r n a t i v e A — s o r r y , the N o - B u i l d A l t e r n a t i v e . The Rehabilitated Elevated which i s A l t e r n a t i v e Freeway A l t e r n a t i v e A. The New Elevated Freeway A l t e r n a t i v e , w h i c h i s AA, The At-Grade o r Ground-Level A r t e r i a l A l t e r n a t i v e . and L e t ' s s t a r t w i t h the N o - B u i l d A l t e r n a t i v e . This a l t e r n a t i v e i s d e s i g n e d t o l e a v e the e x i s t i n g s t r u c t u r e is. The N o - B u i l d A l t e r n a t i v e w i l l p r o v i d e a base l i n e w h i c h the e f f e c t s of the o t h e r proposed changes can measured. the s a f e through the d e s i g n y e a r 2006. This could include complete r e d e c k i n g . against be Minimal improvements would be made to keep f a c i l i t y operationally as The e i t h e r an o v e r l a y costs deck or a f o r t h e s e improvements c o u l d �207 r e a c h a s much as $31.3 m i l l i o n i f a complete r e d e c k i n g was done. The N o - B u i l d A l t e r n a t i v e would n o t r e q u i r e a c q u i s i t i o n o f any l a n d o r b u i l d i n g s . Here a r e some o f t h e v i e w s o f t h e e x i s t i n g W h i t e h u r s t Freeway today. You can s e e t h e Key B r i d g e i n t h e foreground w i t h t h e f r o n t y a r d o r shore o f Georgetown i n t h e background. The c o n n e c t i o n s n e a r C a n a l Road i n c l u d e the c o n n e c t i o n between W h i t e h u r s t Freeway and C a n a l Road a t which y o u f i n d an i n t e r s e c t i o n w i t h a l i g h t ; a c o n n e c t i o n from W h i t e h u r s t Freeway t o Key B r i d g e , and from Key B r i d g e eastbound t o W h i t e h u r s t Freeway. Now, l o o k i n g a t t h e c o r n e r o f W i s c o n s i n Avenue and l o w e r K S t r e e t , you note on t h e r i g h t , t h a t s m a l l b u i l d i n g i s t h e h i s t o r i c Dodge Warehouse which i s a l i s t e d h i s t o r i c s t r u c t u r e , an i n d i c a t i o n o f t h e c o n s t r a i n t s we had i n t h i s study area. The c o n n e c t i o n s n e a r t h e Rock Creek P a r k end i n c l u d e t h e ramp from W h i t e h u r s t Freeway t o 1-66 — t h a t ' s the l a r g e f a c i l i t y t h a t goes p a s t t h e Kennedy Center and t h e n , c o n v e r s e l y , t h e c o n n e c t i o n from 1-66 westbound t o W h i t e h u r s t Freeway, and note t h e r e a r e two unconnected ramps t h a t go nowhere. They a r e b a s i c a l l y e l e v a t e d p a r k i n g l o t s . They have been t h e r e f o r many y e a r s . The n e x t a l t e r n a t i v e , t h e R e h a b i l i t a t e d E l e v a t e d �208 Freeway w h i c h i s A l t e r n a t i v e A, would r e h a b i l i t a t e and widen the e x i s t i n g freeway s t r u c t u r e by e i g h t f e e t , f o u r on each side. Even w i t h the w i d e n i n g , t h i s a l t e r n a t i v e would r e q u i r e an e x c e p t i o n t o c u r r e n t highway d e s i g n s t a n d a r d s . Near t h e Key B r i d g e end a t u n n e l , a proposed new t u n n e l , would p a s s under t h e C&O C a n a l and C a n a l Road and would emerge on t h e n o r t h s i d e o f C a n a l Road j u s t w e s t o f t h e Exxon s t a t i o n . At t h e Rock Creek P a r k end o f t h i s a l t e r n a t i v e , t h e unused ramps I d e s c r i b e d e a r l i e r would be removed, and t h e eastbound 1-66 ramp s h o r t e n e d . The e s t i m a t e d c o s t o f t h i s a l t e r n a t i v e i s $99.4 m i l l i o n . T h i s a l t e r n a t i v e would r e q u i r e a c q u i s i t i o n o f two and e i g h t - t e n t h s a c r e s o f l a n d and t h e t a k i n g o f a commercial s t r u c t u r e a t 3401 K S t r e e t , shown i n t h e s l i d e , w h i c h houses f i v e b u s i n e s s e s . T h i s i s t h e b u i l d i n g you see from W h i t e h u r s t Freeway t h a t has t h e b i g s i g n " S i g e l " on top of i t . The t h i r d a l t e r n a t i v e i s a New E l e v a t e d Freeway, A l t e r n a t i v e AA. The e x i s t i n g s t r u c t u r e would be r e p l a c e d by one which i s b r a n d new and i s 15 f e e t lower and 16 f e e t w i d e r than t h e e x i s t i n g s t r u c t u r e today. T h i s i s t h e o n l y a l t e r n a t i v e w h i c h would need c u r r e n t highway d e s i g n s t a n d a r d s . Near the Key B r i d g e end, one l a n e o f eastbound C a n a l Road t r a f f i c would be d e s i g n e d to p a s s under oncoming W h i t e h u r s t Freeway t r a f f i c , thereby �209 eliminating the t r a f f i c s i g n a l a t t h a t i n t e r s e c t i o n . c o n n e c t i o n s n e a r t h e Rock Creek Park end would a l l o w New westbound M S t r e e t t r a f f i c t o a c c e s s 1-66 d i r e c t l y from M S t r e e t i n t h e v i c i n i t y o f 26th S t r e e t . i n the r e v e r s e Northbound 1-66 t r a f f i c e x i t a t P e n n s y l v a n i a Avenue. could The e x i s t i n g ramps t o t h e W h i t e h u r s t Freeway a t 2 5th and K S t r e e t w h i c h c u r r e n t l y allow a c c e s s t o t h e W h i t e h u r s t Freeway from Washington C i r c l e , would be closed. T h e r e would be a d r a m a t i c p h y s i c a l change i n the appearance o f t h i s end o f t h e freeway as n e a r l y two c i t y b l o c k o f l a n d would be f r e e d f o r non-highway u s e . T h i s a l t e r n a t i v e would r e q u i r e a c q u i s i t i o n of f o u r and t w o - t e n t h s a c r e s o f l a n d and would d i s p l a c e single-family unoccupied. is officially residences., one o f t h e s e r e s i d e n c e s They a r e l o c a t e d two currently a t 36 31 and 3633 M S t r e e t . I t C a n a l Road but i t i s t h a t e x t e n s i o n o f M S t r e e t j u s t p a s t t h e Exxon s t a t i o n . The c o n s t r u c t i o n time f o r t h i s A l t e r n a t i v e AA would be 36 months. A l t e r n a t i v e F, t h e At-Grade A r t e r i a l o r GroundL e v e l A l t e r n a t i v e , i s t h e f o u r t h and f i n a l a l t e r n a t i v e . A s i x - l a n e a r t e r i a l s t r e e t a t ground l e v e l s i m i l a r t o M S t r e e t would r e p l a c e be t h r e e the e x i s t i n g elevated facility. There would new t r a f f i c s i g n a l s a l o n g t h i s f a c i l i t y . T r a f f i c from northbound Key B r i d g e would r e a c h �210 the a r t e r i a l v i a an S-shaped ramp. The o t h e r c o n n e c t i o n s n e a r Key B r i d g e a r e s i m i l a r t o those f o r the new e l e v a t e d freeway j u s t d e s c r i b e d . At 33rd S t r e e t , the a r t e r i a l , ground- l e v e l a r t e r i a l , would r i s e t o c a r r y the g r o u n d - l e v e l t r a f f i c up t o Key B r i d g e and C a n a l Road i n a c o n n e c t i o n s i m i l a r t o what you have today. Near the Rock Creek P a r k end, the proposed d e s i g n i s s i m i l a r t o the new o f t h i s new e l e v a t e d f r e e w a y , t h a t ' s AA. The c o s t f a c i l i t y i s $96.6 m i l l i o n . T h i s a l t e r n a t i v e would r e q u i r e the a c q u i s i t i o n o f s i x and o n e - h a l f a c r e s o f l a n d and would d i s p l a c e the commercial s t r u c t u r e l o c a t e d a t 3401 K S t r e e t and the two s i n g l e - f a m i l y r e s i d e n c e s on C a n a l Road, both o f which were described e a r l i e r . The c o n s t r u c t i o n time f o r the F A l t e r n a t i v e ; would be a p p r o x i m a t e l y 30 months. I w i l l now summarize some o f the s i g n i f i c a n t impacts or d i f f e r e n c e s between t h e s e a l t e r n a t i v e s . This i s j u s t a summary and a d e t a i l e d d i s c u s s i o n o f a l l impacts can be found i n the d r a f t E n v i r o n m e n t a l Impact Statement. F i r s t , I w i l l t a l k about t r a f f i c . T h i s s l i d e shows 28th s t r e e t d u r i n g a t y p i c a l a f t e r n o o n r u s h hour. Although you c a n ' t see i t i n the s l i d e , most o f the l i c e n s e p l a t e s a r e from V i r g i n i a and Maryland and I must admit, t h e r e a r e many D i s t r i c t l i c e n s e p l a t e s there also. These d r i v e r s a r e l o o k i n g f o r s h o r t c u t s t o Key — �211 B r i d g e and C a n a l Road through t h e back s t r e e t s o f Georgetown. Without doing a n y t h i n g t o t h e f r e e w a y e x c e p t normal maintenan t r a f f i c would grow by a p p r o x i m a t e l y 20 p e r c e n t by t h e y e a r 2006, w h i c h i s t h e d e s i g n y e a r f o r t h i s project. The s l i d e y o u s e e now, i s a s c h e m a t i c map o f t h e study a r e a t r a f f i c network. The orange i n d i c a t e s a r e a s o f the p r o j e c t e d 20 p e r c e n t t r a f f i c volume growth by t h e y e a r 2006. Much o f t h i s growth would be on l o c a l s t r e e t s , such as 28th S t r e e t . Many o f t h e major s t r e e t s such as M S t r e e t , would n o t show t h i s much growth because t h e y a r e a l r e a d y near t h e i r capacity. The R e h a b i l i t a t e d Freeway A l t e r n a t i v e , that's A l t e r n a t i v e A, would s l i g h t l y improve t h e t r a f f i c i n t h e y e a r 2006. Increases o v e r t h e y e a r 2006 situation traffic are shown i n orange and d e c r e a s e s a r e shown i n green. As you c a n s e e by t h e amount o f g r e e n , t h e Rehabilitated Freeway A l t e r n a t i v e would s l i g h t l y reduce t h e extent of t r a f f i c diverstion to l o c a l s t r e e t s . a l t e r n a t i v e would d e c r e a s e d e l a y s , B r i d g e , t h e Key B r i d g e and M S t r e e t This p a r t i c u l a r l y n e a r Key intersection. T h i s i s because t h e e x i s t i n g t r a f f i c light at t h e W h i t e h u r s t Freeway and C a n a l Road i n t e r s e c t i o n would be removed, and because t r a v e l l e r s d e s i r i n g t o t u r n off Key B r i d g e would no l o n g e r f a c e a s i g n a l . I t s h o u l d be noted t h a t a l l o f t h e " B u i l d " left �212 a l t e r n a t i v e s assume a b a l a n c e d M S t r e e t . I n o t h e r words, t h e r e would not be a r e v e r s i b l e l a n e on M S t r e e t d u r i n g the e v e n i n g r u s h hour. The new Lower E l e v a t e d Freeway A l t e r n a t i v e , this i s AA, would s l i g h t l y i n c r e a s e o v e r a l l t r a f f i c d e l a y s i n t h e study area. the T h i s i s because t r a f f i c t h a t would have e n t e r e d f r e e w a y a t t h e ramp a t 25th and K S t r e e t , i n o t h e r words, from Washington C i r c l e , would have t o go t o M S t r e e t and P e n n s y l v a n i a Avenue b e c a u s e , o f c o u r s e , the ramps a r e c l o s e d under t h i s a l t e r n a t i v e . T h i s would c r e a t e additional d e l a y s i n o t h e r l o c a t i o n s , such as on Memorial B r i d g e o r Constitution Avenue. E x c e p t f o r t h i s d i v e r s i o n , i t performs s i m i l a r t o the R e h a b i l i t a t e d E l e v a t e d A l t e r n a t i v e , A. As you can see by t h e l a r g e amounts o f orange on the s l i d e n e a r M S t r e e t and P e n n s y l v a n i a Avenue, t h e proposed new ramps would i n c r e a s e t r a f f i c volumes c o n s i d e r a b l y i n t h i s area. T h i s would be o f f s e t by r e d u c i n g t r a f f i c on the W h i t e h u r s t Freeway w e s t o f Rock C r e e k , as shown i n the g r e e n . The W h i t e h u r s t Freeway and C a n a l Road i n t e r s e c t i o n would f l o w more smoothly. The At-Grade A r t e r i a l , o r A l t e r n a t i v e F, would d e c r e a s e t r a f f i c volumes on the l o w e r K S t r e e t p o r t i o n o f the f a c i l i t y , as you can see by t h e g r e e n . t h e r e would be t h r e e a d d i t i o n a l t r a f f i c T h i s i s because l i g h t s t h a t slow down �213 t r a f f i c and reduce t h e c a p a c i t y . still However, d r i v e r s would look f o r s h o r t c u t s through neighborhood s t r e e t s , even h i g h e r l e v e l s o f c o n g e s t i o n causing and d e l a y s than p r e d i c t e d under normal growth, as seen by t h e i n c r e a s e d orange n o r t h o f M. • S t r e e t . As w i t h the New E l e v a t e d Freeway, t h a t i s AA, d e l a y s o u t s i d e o f t h e s t u d y c o r r i d o r would i n c r e a s e due t o t h e c l o s u r e o f t h e 25th S t r e e t ramps, and t h e added o f reduced c a p a c i t y a t t h e New At-Grade A r t e r i a l . pressure This a l t e r n a t i v e would l i m i t a l l t r a f f i c growth i n t h e study area. Comparing a l l f o u r a l t e r n a t i v e s t o g e t h e r , t h e N o - B u i l d , t h e R e h a b i l i t a t e d Freeway — New E l e v a t e d Freeway — AA — that's A — and t h e the a l t e r n a t i v e s are very comparable i n t r a n s p o r t a t i o n e f f e c t i v e n e s s . The At-Grade A r t e r i a l o r A l t e r n a t i v e F i s t h e o n l y a l t e r n a t i v e t h a t would provide a net t r a f f i c disadvantage. Land use i m p a c t s v a r y by a l t e r n a t i v e . shows e x i s t i n g l a n d use i n t h e study area. This slide A l l of the " b u i l d " a l t e r n a t i v e s would i n c r e a s e t h e amount o f l a n d a v a i l a b l e f o r non-highway use — a l l t h r e e o f them, o f t h e " b u i l d " alternatives. The R e h a b i l i t a t e d Freeway A l t e r n a t i v e , A, would f r e e up one and s e v e n - t e n t h s highway u s e . The New o f an a c r e o f l a n d f o r non- E l e v a t e d Freeway A l t e r n a t i v e , AA, t h r e e and t h r e e - f i f t h s a c r e s o f l a n d , and t h e At-Grade �214 A r t e r i a l , A l t e r n a t i v e F, one non-highway use. and o n e - h a l f acres of land f o r T h i s i s a n e t improvement i n l a n d . The N o - B u i l d and R e h a b i l i t a t e d Freeway A l t e r n a t i v e s would not a f f e c t the e i g h t and n i n e - t e n t h s a c r e s of s e t a s i d e f o r the p o t e n t i a l Georgetown W a t e r f r o n t The New E l e v a t e d Freeway A l t e r n a t i v e , AA, feet wider along land Park. would be eight i t s e n t i r e l e n g t h t h a n what e x i s t s today and would r e q u i r e o n e - t h i r d o f an a c r e of t h i s p o t e n t i a l Waterfront Park land. The At-Grade A r t e r i a l A l t e r n a t i v e , A l t e r n a t i v e F, would be and would r e q u i r e two 31 f e e t w i d e r a l o n g i t s e n t i r e l e n g t h f u l l a c r e s of t h i s a p p r o x i m a t e l y a c r e s of p o t e n t i a l W a t e r f r o n t Park l a n d . The At-Grade A r t e r i a l A l t e r n a t i v e , F, would e l i m i n a t e the e x i s t i n g B r i d g e ramp o v e r the p a r k , t h e r e b y returning nine Key approximately o n e - f i f t h of an a c r e of e x i s t i n g a e r i a l easement. The Washington Harbor p r o j e c t , w h i c h i s a m u l t i m i l l i o n d o l l a r p r o j e c t on the Georgetown W a t e r f r o n t be a f f e c t e d by both the New E l e v a t e d Freeway, AA, At-Grade A r t e r i a l A l t e r n a t i v e F. A two-story would and the building planned f o r l o c a t i o n underneath the abandoned Potomac R i v e r Freeway s t u b , t h a t i s the s t u b t h a t e x i s t s today, would be too h i g h t o f i t underneath the New A l t e r n a t i v e AA, and E l e v a t e d Freeway i t would a l s o i n t e r f e r e w i t h the planned ground c i r c u l a t i o n p a t t e r n o f t h a t development. T h i s same planned b u i l d i n g would i n t r u d e i n t o the �215 s i x - l a n e At-Grade o r Ground-Level A r t e r i a l proposed f o r A l t e r n a t i v e F. I n o t h e r words, i f e i t h e r o f t h e s e a l t e r n a t i v e s , AA o r F, were s e l e c t e d , t h i s planned b u i l d i n g would have t o be r e d e s i g n e d i f i t were n o t c o n s t r u c t e d o r , i f constructed, have t o be t a k e n . Moving on t o h i s t o r i c and a r c h e o l o g i c a l t h i s s l i d e shows t h e d e n s i t y o f r e s o u r c e s resources, i n t h e study area. The green shows h i s t o r i c s t r u c t u r e s and s i t e s w h i c h v a r y i n s i g n i f i c a n c e , and t h e y e l l o w shows t h e p o t e n t i a l zone t h a t we used t o a n a l y z e archeological archeological impacts. Most o f t h e s t u d y a r e a i s i n t h e Georgetown H i s t o r i c D i s t r i c t , and t h e r e a r e two p o t e n t i a l h i s t o r i c d i s t r i c t s i n Foggy Bottom. would a d v e r s e l y A l l of the " b u i l d " a l t e r n a t i v e s a f f e c t some o f t h e s e resources. The R e h a b i l i t a t e d Freeway A l t e r n a t i v e A would adversely impact t h e C&O C a n a l because o f t h e new ramp c r o s s i n g e a s t o f t h e Key B r i d g e and t h e t u n n e l be c o n s t r u c t e d t h a t would w e s t o f t h e Key B r i d g e . T h i s s l i d e shows t h e l o c a t i o n o f t h e proposed new ramp as i t appears today. The New E l e v a t e d Freeway A l t e r n a t i v e would a f f e c t h i s t o r i c resources adversely that are next to the northern edge o f t h e f r e e w a y because o f t h e lower and w i d e r deck. The At-Grade A r t e r i a l A l t e r n a t i v e F would improve t h e Georgetown H i s t o r i c D i s t r i c t and b e n e f i t many o f t h e �216 i n d i v i d u a l s t r u c t u r e s by elevated removing a major p o r t i o n s t r u c t u r e a l o n g the w a t e r f r o n t . The new of the S-ramp c r o s s i n g , which i s p a r t o f A l t e r n a t i v e F, would have an a d v e r s e impact on the C&O Aesthetics C a n a l n e a r Key Bridge. i s a major i s s u e i n t h i s s t u d y . At-Grade A l t e r n a t i v e F would s i g n i f i c a n t l y improve appearance o f the w a t e r f r o n t and The the the view o f Georgetown from Virginia. T h i s s l i d e shows the view l o o k i n g west from the s o u t h e a s t c o r n e r o f W i s c o n s i n Avenue and K S t r e e t toward the h i s t o r i c Dodge Warehouse. As you Rehabilitated can s e e , the N o - B u i l d A l t e r n a t i v e and Freeway A l t e r n a t i v e A a r e v e r y the amount of shadow t h e y c a s t and the the similar in the o v e r a l l appearance o f freeway s t r u c t u r e . The New Elevated Freeway A l t e r n a t i v e AA would make o n l y minor improvements i n t h a t appearance. Rehabilitated or E l e v a t e d I f the Freeway A l t e r n a t i v e s were a facade or o t h e r c o s m e t i c t r e a t m e n t s to h e l p the b l e n d i n w i t h the w a t e r f r o n t selected, facility would be c o n s i d e r e d d u r i n g the f i n a l d e s i g n o f the f r e e w a y s t r u c t u r e . Near Rock Creek P a r k , both the New At-Grade A r t e r i a l A l t e r n a t i v e s — f r e e up n e a r l y two t h a t ' s AA c i t y b l o c k s of land Elevated and F — and would f o r non-highway p u r p o s e s , g r e a t l y i m p r o v i n g the a r e a a e s t h e t i c s . T h i s would �217 s i g n i f i c a n t l y improve t h e view f o r Foggy Bottom residents by removing what some people have c a l l e d t h e " s p a g h e t t i junction." Noise i s a l s o a major i s s u e . T r a f f i c - r e l a t e d noise i s the major s o u r c e of n o i s e p o l l u t i o n i n t h i s s t u d y a r e a . The N o - B u i l d A l t e r n a t i v e , t h e R e h a b i l i t a t e d Freeway A l t e r n a t i v e A, and t h e New E l e v a t e d Freeway A l t e r n a t i v e AA — a l l elevated structures — to which are would have n o i s e l e v e l s similar t h e e x i s t i n g and N o - B u i l d A l t e r n a t i v e s by the y e a r 2006. A l t e r n a t i v e F because the t r a f f i c would be moving s l o w e r , would have l o w e r n o i s e l e v e l s . However, F e d e r a l Highway A d m i n i s t r a t i o n n o i s e models t h a t we have been u s i n g , do n o t t a k e i n t o account n o i s e from stop-and-go as t r a f f i c such the s t a r t - u p o f e n g i n e s o r people honking t h e i r horns because o f t h e r a i s e d c o n g e s t i o n . Air q u a l i t y i n t h e s t u d y a r e a would not change s i g n i f i c a n t l y under any of t h e a l t e r n a t i v e s , p r i m a r i l y because t h e e m i s s i o n s t a n d a r d s f o r c a r s a r e g e t t i n g stricter. The i m p a c t s t h a t I have t a l k e d about to t h i s p o i n t are a l l long-term impacts. However, d u r i n g c o n s t r u c t i o n of the selected alternative — w h a t e v e r i t i s -- t h e r e w i l l be s i g n i f i c a n t temporary impacts both t o the r e s i d e n t s of Georgetown and Foggy Bottom, as w e l l as those people who the use freeway d a i l y . The N o - B u i l d A l t e r n a t i v e would r e q u i r e s i x t o 24 �218 months t o c o n s t r u c t , and i f a complete r e d e c k i n g were a c c o m p l i s h e d , o n l y two l a n e s o f t h e f r e e w a y would remain open t o accomodate t h e peak d i r e c t i o n f l o w , t h a t i s the r u s h hour d i r e c t i o n . Other t r a f f i c i n t h e non-peak hour d i r e c t i o n would be d i v e r t e d t o o t h e r s t r e e t s , p r i m a r i l y M S t r e e t and R o o s e v e l t B r i d g e . The R e h a b i l i t a t e d Freeway A l t e r n a t i v e , w h i c h i s A l t e r n a t i v e A, w h i c h i n c l u d e s a r e d e c k i n g , would have two years of d i s r u p t i o n s i m i l a r to that I j u s t described f o r the No-Build A l t e r n a t i v e . T h e r e would be an a d d i t i o n a l y e a r o f c o n s t r u c t i o n under A l t e r n a t i v e A t o b u i l d new ramps n e a r Rock Creek P a r k and t h e C&O the C a n a l , b u t t r a f f i c c o u l d be m a i n t a i n e d i n r u s h hour d i r e c t i o n d u r i n g t h e s e p h a s e s . Total c o n s t r u c t i o n time f o r t h e A A l t e r n a t i v e , once a g a i n , i s 36 months. The New E l e v a t e d Freeway AA and t h e At-Grade A r t e r i a l A l t e r n a t i v e F would both r e q u i r e t o t a l d e m o l i t i o n of the e x i s t i n g freeway. A l l t r a f f i c i n both t h e r u s h hour d i r e c t i o n and non-rush hour d i r e c t i o n would be detoured to other r o u t e s . T h e r e would a l s o be s i g n i f i c a n t n o i s e and a i r q u a l i t y i m p a c t s a s s o c i a t e d w i t h the d e m o l i t i o n and c o n s t r u c t i o n . The New E l e v a t e d Freeway A l t e r n a t i v e would r e q u i r e 36 months t o c o n s t r u c t and t h e At-Grade A r t e r i a l 30 months. �219 I f e i t h e r o f t h e s e a l t e r n a t i v e s were s e l e c t e d , m i t i g a t i o n measures such as s p e c i a l t r a n s i t s e r v i c e s would be considered. As I mentioned e a r l i e r , a l l o f t h i s i n f o r m a t i o n i s found i n t h e d r a f t E n v i r o n m e n t a l more d e t a i l . Impact Statement i n much I hope t h i s summary w i l l be o f b e n e f i t t o you. Thank you v e r y much. Can I have t h e l i g h t s , MR. KELLY: please? Thank you. At t h i s time we w i l l c a l l our f i r s t w i t n e s s , Ms. Nancy G a l l u p . I f you have w r i t t e n s t a t e m e n t s , as you come up t o g i v e y o u r o r a l p r e s e n t a t i o n , would you g i v e a copy o f your statement t o the stenographer, You may proceed. please? �220 TESTIMONY OF NANCY GALLUP MS. GALLUP: Thank you. I r e s i d e a t 950 25th S t r e e t , N.W., I appreciate My name i s Nancy Gallup. i n t h e Foggy Bottom a r e a . t h e o p p o r t u n i t y t o p r e s e n t my v i e w s on t h e proposed a l t e r n a t i v e s f o r t h e W h i t e h u r s t Freeway reconstruction. s i x years I have been a Foggy Bottom r e s i d e n t f o r and my apartment o v e r l o o k s K S t r e e t . As I know h a s been d e s c r i b e d by many o f those who have t e s t i f i e d p r i o r t o me on e a r l i e r d a y s , t h e c u r r e n t t r a f f i c s i t u a t i o n i n Foggy Bottom i s i n t o l e r a b l e . The s e c t i o n o f K S t r e e t which s t r e t c h e s from 24th t o 26th S t r e e t , creates an e x t r e m e l y dangerous s i t u a t i o n f o r a l l r e s i d e n t s o f t h e area. The i n t e r s e c t i o n a t 25th and K S t r e e t s i s p a r t i c u l a r l y p e r i l o u s a s c a r s speed up t o pass through before i t turns red. the t r a f f i c light The a c c e s s and e x i t ramps a t 25th Street compound t h e problem by adding an e x t r a l a n e o f a c c e l e r a t i n g traffic — and e n c o u r a g i n g more t r a f f i c t o f u n n e l through our neighborhood. Since I l i v e a t t h i s i n t e r s e c t i o n , I am w e l l acquainted with i t s p e r i l s . The underpass a t 26th S t r e e t i s h a r d t o maneuver, d i r t y , and a t c e r t a i n times o f day and night c l e a r l y unsafe. So, i t ' s n o t a v i a b l e a l t e r n a t i v e t o c r o s s i n g a t 25th and K S t r e e t s . I n a d d i t i o n t o t h e danger, t h e e x i s t e n c e o f t h e c u r r e n t K S t r e e t throughway, which i s h e a v i l y t r a v e l l e d by �221 t r u c k s as w e l l as c a r s , has r e s u l t e d i n n o i s e and a i r p o l l u t i o n l e v e l s which are c e r t a i n l y unacceptable t o the r e s i d e n t s and I would be v e r y s u r p r i s e d i f t h e s e l e v e l s meet c u r r e n t f e d e r a l minimum s t a n d a r d s . Even though I l i v e on t h e t e n t h f l o o r of my b u i l d i n g , I am unable t o open my windows and o f t e n have t o keep my j u s t t o m u f f l e the c o n s t a n t n o i s e . r a d i o or t e l e v i s i o n And I am not on usually home d u r i n g t h e day, so the s i t u a t i o n f o r non-working r e s i d e n t s must be r e a l l y horrible. The o n l y m e a n i n g f u l way o f s o l v i n g the K S t r e e t problem as I see i t i s t o e x t e n d t h e t u n n e l under Washington C i r c l e from 24th S t r e e t t o 26th S t r e e t , t h e r e b y r o u t i n g through t r a f f i c underground p a s t what s h o u l d be a p e a c e f u l r e s i d e n t i a l neighborhood. T h i s would p e r m i t Foggy Bottom t o r e c l a i m i t s i d e n t i t y as a s p e c i a l l i v a b l e c i t y community. Of t h e a l t e r n a t i v e s p r e s e n t e d i n the Environmental Impact Statement, draft o n l y A l t e r n a t i v e s AA and F would accomodate a t u n n e l d e s i g n , and I t h e r e f o r e support t h o s e a l t e r n a t i v e s and would add t h e f e r v e n t hope t h a t t h e t u n n e l e x t e n s i o n be g i v e n s e r i o u s c o n s i d e r a t i o n . The AA and F A l t e r n a t i v e s would p r o v i d e some needed r e l i e f by c l o s i n g the a c c e s s ramps a t 25th and K S t r e e t s . However, the main problem f o r Foggy Bottom i s the enormous volume of f a s t - m o v i n g through lanes of K S t r e e t — t r a f f i c i n the middle f o u r t h i s c o u l d o n l y be s o l v e d by a t u n n e l . �222 I am d e f i n i t e l y opposed t o A l t e r n a t i v e A and t h e No-Build A l t e r n a t i v e . the These d e s i g n s do n o t h i n g t o improve environment i n our Foggy Bottom community. I am v e r y concerned t h a t none o f the p r e s e n t l y proposed f o u r a l t e r n a t i v e s a r e t r u l y r e s p o n s i v e t o t h e need o f Foggy Bottom r e s i d e n t s f o r , and indeed t h e i r r i g h t t o , a n o i s e - f r e e and p o l l u t i o n - f r e e neighborhood. the, I was one o f I b e l i e v e , o v e r 900 r e s i d e n t s who s i g n e d a p e t i t i o n s u p p o r t i n g a K S t r e e t t u n n e l e x t e n s i o n and I urge t h e Department o f T r a n s p o r t a t i o n t o heed t h e c o n c e r n s o f the people o f Foggy Bottom and t o p r o v i d e f o r a c i v i l i z e d d e s i g n f o r t h e e a s t end o f t h e W h i t e h u r s t Freeway p r o j e c t — one t h a t w i l l r e c t i f y what has f o r y e a r s been an i n t o l e r a b l e situation. Thank you. MR. KELLY: Thank you v e r y much. Next we w i l l have t h e r e p r e s e n t a t i v e D.C. T r a f f i c A d v i s o r y Board. from t h e �223 TESTIMONY OF SERAP NERSESIAN, MEMBER OF THE D. C. CITIZENS TRAFFIC SAFETY BOARD MR. NERSESIAN: My name i s Serap N e r s e s i a n . I am a c o n s u l t i n g e n g i n e e r i n t h e D i s t r i c t o f Columbia and a member o f t h e D.C. C i t i z e n s T r a f f i c S a f e t y Board. The D.C. C i t i z e n s T r a f f i c S a f e t y Board i s composed o f c i t i z e n s o f t h e D i s t r i c t throughout t h e e n t i r e D i s t r i c t and a p p o i n t e d by t h e Mayor f o r a term o f t h r e e y e a r s . Their p r i m a r y c o n c e r n i s t r a f f i c s a f e t y and t h e y c o o r d i n a t e t h e i r work w i t h both t h e D.C. Highway Department, Department, and t h e P o l i c e Department Transportation i n furthering t r a f f i c s a f e t y throughout t h e a r e a . I am spokesman f o r t h e Board t o n i g h t t o p r e s e n t t h e i r thoughts r e g a r d i n g t h e f o u r a l t e r n a t i v e s o f c o n s t r u c t i o n t h a t have been suggested. The committee has r e v i e w e d t h e proposed both i n i t s w r i t t e n form and a t t h e s i t e . recognizing construction The committee, t h a t r e c o n s t r u c t i o n and improvements are a v i t a l n e c e s s i t y , s t r o n g l y s u p p o r t s A l t e r n a t i v e A as t h e most cost-effective. The v a r i a t i o n keeps t h e l a r g e s t p e r c e n t a g e o f t h e through t r a f f i c o f f t h e s t r e e t s o f Georgetown and keeps t r a f f i c moving a t t h e f a s t e s t r a t e . This a l t e r n a t i v e avoids a d d i t i o n a l t r a f f i c a t grade w h i c h a r e impediments lights t o t h e movement o f t r a f f i c and a v o i d s a l a r g e number o f p e d e s t r i a n and automobile traffic �224 confrontations. A l t e r n a t i v e A, o t h e r than t h e N o - B u i l d A l t e r n a t i v e , requires the l e a s t a c q u i s i t i o n of property. You w i l l note t h a t i n t h e p r e s e n t a t i o n of the E n v i r o n m e n t a l Impact S t a t e m e n t , t h a t t h e c a p a c i t y i n terms o f v e h i c l e s p e r hour i n A l t e r n a t i v e A i s 4,900 v e h i c l e s p e r l o u r ; AA i s 4,975 v e h i c l e s p e r hour, and A l t e r n a t i v e F has a capacity o f 3,500 v e h i c l e s p e r hour. Under A l t e r n a t i v e F, t h e b a l a n c e o f 1,400 v e h i c l e s per hour i n t h e e a s t - w e s t d i r e c t i o n would c o n s e q u e n t l y r u n onto M S t r e e t , c a u s i n g more p e d e s t r i a n and v e h i c l e confron- tations . The Committee o f t h e C i t i z e n s T r a f f i c S a f e t y recommends adoption o f t h e A l t e r n a t i v e A p r o p o s a l . Thank you v e r y MR. KELLY: much. Thank you. Nancy Feldman, ANC 3D. Board �225 TESTIMONY OF NANCY FELDMAN, ADVISORY NEIGHBORHOOD COMMISSION 3D MS. FELDMAN: I have a few b r i e f remarks t o n i g h t , and we hope t o supplement them i n o u r w r i t t e n material. The W h i t e h u r s t Freeway i s t h e p r i n c i p a l a c c e s s t o downtown f o r t h e communities l o c a t e d i n t h e P a l i s a d e s a r e a , and a l s o F o x h a l l Road and S p r i n g V a l l e y , Wesley H e i g h t s , and t h e American U n i v e r s i t y Campus a l s o use t h i s as a major arterial. A l l o f t h e s e communities a r e r e p r e s e n t e d by ANC 3D. Our p r i m a r y o b j e c t i v e f o r p a r t i c i p a t i n g i n t h i s s t u d y was t o m a i n t a i n t h e f r e e - f l o w i n g n a t u r e o f t h e p r e s e n t freeway. The N o - B u i l d A l t e r n a t i v e : The c u r r e n t freeway functions reasonably w e l l except f o r the t r a f f i c congestion w h i c h i s found i n t h e C a n a l Road i n t e r s e c t i o n and we b e l i e v e d e s p e r a t e l y needs t o be remedied. B u t t h e planned Georgetown U n i v e r s i t y s o u t h e n t r a n c e e x p a n s i o n and t h e p r o j e c t e d i n c r e a s e s i n g e n e r a l t r a f f i c d u r i n g t h e n e x t twenty y e a r s , as p r o v i d e d t o us by t h e c o n s u l t a n t s , make t h i s alternative unacceptable t o our c o n s t i t u e n t s . I n a d d i t i o n , t h e N o - B u i l d o p t i o n would not e l i m i n a t e t h e unused ramps a t t h e e a s t end o f t h e f a c i l i t y which a r e u n s i g h t l y and s p o i l o t h e r w i s e u s a b l e p a r k l a n d . With r e g a r d t o A l t e r n a t i v e AA, t h e New E l e v a t e d : �226 T h i s p r o p o s a l would p r o v i d e a l o w e r and a w i d e r f r e e w a y . While i t would be l e s s v i s i b l e from c e r t a i n a r e a s o f Georgetown i t would be f a r more o b t r u s i v e on t h e c u r r e n t "lower K S t r e e t " corridor. I n a d d i t i o n , i t would r e q u i r e c l o s i n g t h e f a c i l i t y e n t i r e l y f o r the three-year period of construction. not s e e any b e n e f i c i a l t r a f f i c impact t o be d e r i v e d We do from t h i s r e c o n f i g u r a t i o n , and we do s e e t h a t t h e c o s t would be s u b s t a n t i a l l y higher than f o r the other a l t e r n a t i v e s . The E a s t End t r e a t m e n t o f t h e AA A l t e r n a t i v e would n o t , we b e l i e v e , succeed i n i t s o r i g i n a l purpose o f r e d u c i n g t r a f f i c i n t h e s u r r o u n d i n g neighborhoods. I t would simply d i v e r t i t from t h e c u r r e n t path t o a d j o i n i n g s t r e e t s , w h i l e s e r i o u s l y inconveniencing u s e r s o f t h e freeway by s e v e r i n g t h e K S t r e e t c o n n e c t i o n s t o Washington C i r c l e . The West End c o n f i g u r a t i o n , w h i l e i m p r o v i n g e g r e s s t o C a n a l Road by e l i m i n a t i o n o f t h e c u r r e n t t r a f f i c s i g n a l , would not a l l e v i a t e the Key B r i d g e l e f t - t u r n t r a f f i c problem w h i c h contributes s i g n i f i c a n t l y t o t h e c u r r e n t b o t t l e neck and t h e t r a f f i c and s a f e t y problems a t t h a t p a r t i c u l a r i n t e r s e c t i o n . So, f o r t h o s e r e a s o n s we do n o t f a v o r A l t e r n a t i v e AA. A l t e r n a t i v e F, t h e Ground-Level A r t e r i a l : This o p t i o n would i n v o l v e t e a r i n g down t h e p r e s e n t s t r u c t u r e and providing lights. a s t r e e t - l e v e l multi-lane road w i t h numerous t r a f f i c The p r o j e c t i o n s t h a t we have had i n d i c a t e a much l o w e r �227 v e h i c l e c a p a c i t y w i t h g r e a t e r a c c e s s t o Georgetown s t r e e t s . We t h i n k i t would e a s i l y p e r m i t commuters from Maryland and V i r g i n i a t o d e v e l o p s i d e r o u t e s through M S t r e e t , Upper Georgetown, and through our neighborhoods v i a R e s e r v o i r Road during perceived t r a f f i c , and t r a f f i c t i e - u p s , even s l i g h t l y heavy at times of r i v e r flooding. T h i s proposed a r t e r i a l w h i c h would s i m p l y and exacerbate duplicate the c u r r e n t M S t r e e t s i t u a t i o n would e l i m i n a t e the f r e e - f l o w i n g n a t u r e o f the p r e s e n t t o t a l l y u n a c c e p t a b l e t o our freeway and i s therefore constituents. A l t e r n a t i v e A, the R e h a b i l i t a t e d E l e v a t e d Freeway: T h i s p r o p o s a l would r e f u r b i s h and widen the e x i s t i n g and improve the c o n n e c t i o n s on each end. freeway Improvement of the span i t s e l f would not c l o s e down the f a c i l i t y , although i t would be more l i m i t e d i n terms of the l a n e s d u r i n g construction period. Also, i t s projected cost i s l o w e r t h a n the new elevated option t o the g r o u n d - l e v e l considerably alternative. The d e s i g n o f the West End r e l a t i v e l y unimpeded t r a f f i c Key Bridge tat and the i t i s v e r y comparable c o n f i g u r a t i o n would permit f l o w from the freeway and onto C a n a l Road, and from does t h a t . However, we l e a s t maintain i t i s the o n l y a l t e r n a t i v e d i d go i n t o t h i s p r o j e c t l o o k i n g t o a t the f r e e - f l o w i n g t r a f f i c and not to m a t e r i a l l y improve our s i t u a t i o n . We j u s t d i d n ' t want i t to get w o r s e , �228 and we t h i n k t h a t t h e p r o j e c t e d and t h e a d d i t i o n increase i n o v e r a l l t r a f f i c o f v e h i c l e s from t h e Georgetown University- s o u t h e n t r a n c e onto C a n a l Road would p r o b a b l y r e s u l t i n a p p r o x i m a t e l y t h e c u r r e n t t r a v e l time f o r t h e people who live i n o u r neighborhoods and a l s o f o r t h e commuters. So, t h i s a l t e r n a t i v e would m e r e l y a v o i d a reduction in traffic flow r a t h e r than m a t e r i a l improvement i n the p r e s e n t s i t u a t i o n , and we don't t h i n i t would encourage a l o t o f new t r a f f i c t o come onto t h e f a c i l i t y . So, f o r t h o s e r e a s o n s we s t r o n g l y s u p p o r t t h e s e l e c t i o n o f A l t e r n a t i v e A. Thank you. MR. KELLY: Thank you. The B u s i n e s s and P r o f e s s i o n a l A s s o c i a t i o n Georgetown, R i c h a r d McCooey. of �229 TESTIMONY OF RICHARD McCOOEY, BUSINESS AND PROFESSIONAL ASSOCIATION OF GEORGETOWN MR. McCOOEY: Good e v e n i n g , Mr. Chairman, c i t y o f f i c i a l s and l a d i e s and gentlemen. My name i s R i c h a r d McCooey and I am t h e P r e s i d e n t o f t h e B u s i n e s s A s s o c i a t i o n o f Georgetown. retail, and P r o f e s s i o n a l The A s s o c i a t i o n h a s o v e r 160 c o m m e r c i a l , p r o f e s s i o n a l and s e r v i c e member o r g a n i z a t i : i n Georgetown. Our p r i m a r y c o n c e r n i s t h e p r e s e r v a t i o n and t h e enhancement o f t h e q u a l i t i e s o f doing b u s i n e s s Georgetown a r e a . i n the We a r e a l s o concerned w i t h s e r v i n g and b e i n g good n e i g h b o r s f o r t h e r e s i d e n t s o f Georgetown and with contributing t o the o v e r a l l q u a l i t y of l i f e i n the area. At i t s Board meeting on May 14, 19 84, o u r A s s o c i a t i o n resolved that: 1. new Extremely concerned w i t h t h e pace and s i z e o f development i n t h e Georgetown commercial a r e a . b e l i e v e t h a t the high We i n t e n s i t y o f developments such as the Georgetown P a r k , Phase I I ; Washington Harbor and t h e Trammell Crow development b e i n g b u i l t w i t h o u t s u f f i c i e n t o f f s t r e e t parking — egress and o f t e n w i t h poor a t t e n t i o n t o a c c e s s and t o parking — overloaded t r a f f i c will f u r t h e r exacerbate and p a r k i n g c o n d i t i o n s the already i n t h e commercial and r e s i d e n t i a l a r e a s o f Georgetown. 2. The d i s a p p e a r a n c e o f c o n v e n i e n t p a r k i n g and t h e c h o k i n g o f f o f good a c c e s s t o t h e a r e a by t h e s e developments -- �2 30 coupled w i t h t h e D i s t r i c t Government's d e s i g n a t i o n o f M S t r e e t and W i s c o n s i n Avenue as s t r e e t s f o r through t r a f f i c — i s severely a f f e c t i n g the small businesses and t h a t a r e o u r members t h a t make up t h e a c t i v i t y t h a t i s t h e h e a r t o f t h e commercial Georgetown a r e a . 3. We b e l i e v e t h a t none o f t h e a l t e r n a t i v e s i n the Whitehurst study address t h e needs o f t h e Georgetown b u s i n e s s community, n o r do we b e l i e v e t h a t t h e study takes the necessary presented account o f t h e extreme o v e r l o a d e d and p a r k i n g c o n d i t i o n s e x i s t i n g i n t h e a r e a . itself traffic Therefore, the B u s i n e s s and P r o f e s s i o n a l A s s o c i a t i o n o f Georgetown does n o t a t t h i s time s u p p o r t any o f t h e a l t e r n a t i v e s p u t f o r w a r d i n t h e d e s i g n Environment Impact Study. 4. T h i s Study i s s u b s t a n t i a l l y f l a w e d by i t s f a i l u r e t o t a k e account o f o f f - p e a k t r a f f i c and p a r k i n g c o n d i t i o n s i n Georgetown, and t o accomodate s o l u t i o n s f o r t h e s e c o n d i t i o n s i n t h e Study. And we t h i n k t h i s i s v e r y important. We a r e prepared t o work w i t h t h e D i s t r i c t and F e d e r a l o f f i c i a l s and community groups f o r however long i t t a k e s t o a r r i v e upon an a l t e r n a t i v e t h a t w i l l s e r v e t h e best i n t e r e s t s of a l l the users of the Whitehurst bueiness persons, Corridor r e s i d e n t s , v i s i t o r s and customers — w e l l as commuters and d e v e l o p e r s . as F a i l i n g t h e emergence o f such an a l t e r n a t i v e , we a r e prepared to take whatever steps — �231 a r e n e c e s s a r y t o p r o t e c t our r i g h t s and ensure our c o n t i n u e d a b i l i t y t o do b u s i n e s s i n t h e Georgetown a r e a . We do d e s i r e a c o n s t r u c t i v e w o r k i n g relationship w i t h t h e v a r i o u s groups i n v o l v e d i n t h e p l a n n i n g Whitehurst corridor. We a r e t h e r e f o r e p r e p a r e d f o r the to o f f e r p r o p o s a l s we b e l i e v e w i l l r e t u r n t h e Georgetown commercial a r e a t o an environment where people c a n c o n v e n i e n t l y and e n j o y a b l y v i s i t , shop, do b u s i n e s s and e n j o y t h e h i s t o r i c and v i s u a l l y a t t r a c t i v e surroundings. These p r o p o s a l s suggest t h e need f o r a new a l t e r n a t i v e and a r e a s f o l l o w s : 1. B u i l d new commercial p a r k i n g f a c i l i t i e s t o accomodate v i s i t o r s and customers now v y i n g f o r r e s i d e n t i a l s t r e e t space and f o r t h e few commercial s t r e e t spaces and lot spaces l e f t i n the area. Many s m a l l b u s i n e s s e s i n Georgetown have l i t t l e o r no o f f - s t r e e t p a r k i n g . Commercial l o t s a r e d i s a p p e a r i n g and o n - s t r e e t spaces a r e inadequate. Most o f t h e s e l o c a t i o n s s h o u l d be a c c e s s i b l e from t h e new road. New developments make p a r k i n g o n l y f o r t h e a c t i v i t i e s t h e y c o n t a i n and o f t e n t h a t i s i n a d e q u a t e . We need commercial p a r k i n g a t a s t r a t e g i c l o c a t i o n i n t h e commercial a r e a . 2. P u t i n p l a c e a p a r k i n g s u b s i d y program and a t r a n s i t connector convenient f o r o f f - s t r e e t commercial p a r k i n g w i t h s t o p s i n t h e commercial a r e a . We a r e p r e p a r e d t o c o n s i d e r support s u b s i d i e s and a t r a n s i t c o n n e c t o r of parking f o r those new p a r k i n g �232 f a c i l i t i e s s o t h a t p a r k i n g i n them w i l l be s a f e r and more convenient than p a r k i n g elsewhere. 3. to R e s t r u c t u r e M S t r e e t and W i s c o n s i n Avenue accomodate t r a f f i c p r o m a r i l y s e r v i n g l o c a l b u s i n e s s e s and r e s i d e n t s and t o p r o v i d e i n c r e a s e d p e d e s t r i a n s a f e t y and circulation. Traffic — 18-hour-a-day t r a f f i c — i s choking M and W i s c o n s i n , d r i v i n g o u t b u s i n e s s and c r e a t i n g an ugly environment. for We need t o r e t u r n those s t r e e t s t o l o c a l use p e d e s t r i a n s , s e r v i c e and goods f u n c t i o n s , t r a n s i t and p i c k - u p and d r o p - o f f f u n c t i o n s . We need t o make our two major s t r e e t s v i s u a l l y a t t r a c t i v e f o r v i s i t o r s and customers. 4. Manage o n - s t r e e t p a r k i n g i n commercial areas. We need t o manage curb p a r k i n g t o h e l p a c c o m p l i s h t h e p r o p o s a l s f o r M and W i s c o n s i n . 5. I n s t i t u t e measures t o manage v e h i c u l a r movement between a d j o i n i n g commercial and r e s i d e n t i a l a r e a s . The i n s t i t u t i o n o f t h e s e measures, e f f e c t i v e e l s e w h e r e i n Washington and o t h e r urban shopping and r e s i d e n t i a l sections, w i l l a l l e v i a t e f r i c t i o n and impacts between commercial and r e s i d e n t i a l u s e r s and w i l l h e l p keep t r a f f i c from t h e new road from p e n e t r a t i n g r e s i d e n t i a l a r e a s . 6. Provide f a c i l i t i e s for c i t y parking control and s t r e e t c l e a n i n g i n an a p p r o p r i a t e l o c a t i o n i n t h e proposed w a t e r f r o n t a r e a . We need e f f e c t i v e towing and s t r e e t �233 c l e e n i n g programs i n the a r e a . Facilities programs s h o u l d be put i n a c o n v e n i e n t but f o r both t h e s e inconspicuous l o c a t i o n i n the Waterfront. A New Alternative We b e l i e v e t h a t t h e f a c i l i t y p r o v i d e d i n t h e W h i t e h u r s t c o r r i d o r must meet t h r e e major 1. I t s h o u l d p r o v i d e the c a p a c i t y t o s e r v e a l l e a s t - w e s t through t r a f f i c n o r t h and south t r a f f i c 2. criteria. and a p o r t i o n o f the through as w e l l . I t s h o u l d p r o v i d e c o n t r o l l e d a c c e s s t o and e g r e s s from major a c t i v i t i e s i n the Waterfront a r e a , p a r t i c u l a r l y the i n c r e a s e d p a r k i n g n e c e s s a r y t o r e s o l v e current shortages. 3. I t s h o u l d remove or d i m i n i s h the v i s u a l the p r e s e n t s t r u c t u r e c r e a t e s between Georgetown and W a t e r f r o n t and i t s h o u l d c o n s t i t u t e a s u b s t a n t i a l barrier the visual improvement t o t h e a r e a . We a r e s t u d y i n g a new a l t e r n a t i v e t h a t may offer a b e t t e r o p p o r t u n i t y t o accomodate t h e s e c r i t e r i a . For i t s l e n g t h o f a p p r o x i m a t e l y e i g h t - t e n t h s o f a m i l e , the facility s h o u l d o f f e r s u p e r l a t i v e v i e w s o f the Georgetown W a t e r f r o n t . Perhaps j u s t as i m p o r t a n t , the f a c i l i t y s h o u l d o f f e r the same v i e w s t o those w o r k i n g , l i v i n g , to shopping and v i s i t i n g areas t h e n o r t h and south o f t h e proposed a l i g n m e n t and should improve the p r o s p e c t of Georgetown from V i r g i n i a and Potomac �234 River. By p r o v i d i n g and capacity some n o r t h through t r a f f i c f o r a l l e a s t through traffic i n the c o r r i d o r , the f a c i l i t y c o u l d h o l d o u t t h e o p p o r t u n i t y t o implement t h e r e c o n f i g u r a t i o n of M S t r e e t and l o w e r W i s c o n s i n Avenue. W h i l e we applaud some o f t h e a c t i o n s proposed a t e i t h e r end o f t h e f a c i l i t y , we b e l i e v e f u r t h e r improvements can be made t o ease t h e r e d i r e c t i o n o f through t r a f f i c away from M S t r e e t , a t t h e e a s t end o f t h e system. We b e l i e v e particularly t h a t good a c c e s s t o p a r k i n g t o be p r o v i d e d a t t h e e a s t and w e s t ends and a t midpoints will south o f M S t r e e t — such as t h e I n c i n e r a t o r S i t e reduce t h e need f o r v i s i t o r t r a f f i c — t o use M S t r e e t itself. By p r o v i d i n g a c c e s s t o and e g r e s s from activities i n t h e W a t e r f r o n t a r e a , t h e new f a c i l i t y c a n f u r t h e r give passage t o t h o s e v e h i c l e s d e s t i n e d f o r such a c t i v i t i e s . i n g e t t i n g t o and from p a r k i n g w a t e r f r o n t and park Ease activities c i t y s e r v i c e f a c i l i t i e s , we b e l i e v e , d e s e r v e s p a r t i c u l a r attention. By i m p r o v i n g t h e v i s u a l appearance o f t h e e l e v a t e d s t r u c t u r e , t h e new f a c i l i t y c a n r e t u r n much o f t h e p o t e n t i a l of the Waterfront e n v i s i o n e d t y v a r i o u s inhabitants of the a r e a , t h e r e s i d e n t s , m e r c h a n t s , b u s i n e s s and v i s i t o r s . Accomodating t h e f a c i l i t y i n a l a n d s c a p e d s e t t i n g c o u l d contribute t o t h e a t t r a c t i v e n e s s o f t h e proposed P a r k , t h e �235 W a t e r f r o n t and The those s t r u c t u r e s t h a t i t f r o n t s . n e x t s t e p s we h a v e , we have r a i s e d a number o f i s s u e s here t h i s evening. We strongly f e e l t h a t a l l of them r e l a t e d i r e c t l y t o the r e s o l u t i o n o f the W h i t e h u r s t Freeway question. that C e r t a i n l y , a l l w i l l be substantially affected by solution. Over the n e x t few weeks, we w i l l be p u t t i n g the p u b l i c record a s e r i e s o f t e c h n i c a l b r i e f s we w i l l a d d r e s s the i s s u e s we further define The and implications believe have r a i s e d h e r e t h i s e v e n i n g s u p p o r t our remainder o f my i n the p u b l i c r e c o r d , s t a t e m e n t , w h i c h I have p l a c e elaborates on our p r o p o s a l s and We e x t r a c o p i e s a v a i l a b l e f o r anyone w i s h i n g to have Mr. Chairman, f o r the time attention. MR. KELLY: Elizabeth and proposal. f o r the W h i t e h u r s t Freeway Study. Thank you, into Thank you McLaughlin. v e r y much. their have one. and �236 TESTIMONY OF ELIZABETH M c L a u g h l i n MS. MCLAUGHLIN: Thank you f o r t h i s o p p o r t u n i t y t o p r e s e n t my v i e w s on t h e d r a f t E n v i r o n m e n t a l Impact Statement on t h e W h i t e h u r s t Freeway. My name i s E l i z a b e t h J . M c L a u g h l i n , and I have been a r e s i d e n t o f t h e Shoremede A p a r t m e n t s , 2517 K S t r e e t , N.W. s i n c e October 19 5 1 . S i n c e I have l i v e d a t t h i s a d d r e s s f o r n e a r l y 33 y e a r s , I have e x p e r i e n c e d p e r s o n a l l y t h e changes w h i c h have o c u r r e d as a r e s u l t o f t h e e x t e n s i o n o f t h e W h i t e h u r s t Freeway t o Washington C i r c l e d u r i n g t h e 1960s. The c o n s t r u c t i o n w h i c h took p l a c e a t t h a t time was d e s i g n e d f o r t h e convenience o f t h e suburban commuters i n t o Washington. No thought was g i v e n t o t h e d e t r i m e n t a l e f f e c t on a r e s i d e n t i a l community. C o n s t r u c t i o n o f t h e Washington C i r c l e t u n n e l and the a c c e s s s e r v i c e roadways had an immediate impact on t h e appearance o f a p r e v i o u s l y a t t r a c t i v e nieghborhood. A l l o f the b e a u t i f u l o l d t r e e s from 24th t o 26th S t r e e t were removed; f r o r lawns were c u t b a c k ; s i d e w a l k s narrowed, and t h e neighborhood n o r t h and s o u t h o f K S t r e e t was d i v i d e d . I s t r o n g l y f e e l t h a t any f u t u r e r e d e s i g n o f t h e W h i t e h u r s t Freeway s h o u l d r e s t o r e t h e appearance o f t h e neighborhood and p r o t e c t t h e s a f e t y o f p e d e s t r i a n s . An e x t e n s i o n o f t h e t u n n e l t o 26th S t r e e t would r e u n i t e t h e neighborhood and e l i m i n a t e t h e p r e s e n t t r a f f i c h a z a r d s . �237 A s i d e from a e s t h e t i c c o n s i d e r a t i o n s , I am more concerned about f o u r c r u c i a l problems w h i c h have been caused by t h e i n c r e a s e d f l o w o f heavy t r a f f i c on K S t r e e t , and w h i c h have an immediate a d v e r s e e f f e c t on our d a i l y 1. Air Pollution. lives. I n my e a r l y y e a r s on K S t r e e t , we e x p e r i e n c e d some d i r t and a i r p o l l u t i o n from the c o a l w h i c h was used t o h e a t both s i n g l e f a m i l y r e s i d e n c e s and apartment h o u s e s , and from t h e o p e r a t i o n o f i n c i n e r a t o r s . These were d i s c o n t i n u e d when e n v i r o n m e n t a l matter of concern. s a f e t y became a I can a s s u r e you t h a t the d i r t and have i n c r e a s e d a t l e a s t t e n f o l d i n r e c e n t y e a r s due soot t o the carbon monoxide g i v e n o f f by the heavy f l o w o f t r a f f i c . Even though I l i v e on the 6th f l o o r , my window s c r e e n s a r e c o v e r e d throughout t h e y e a r w i t h a heavy c o a t i n g of s o f t b l a c k soot. D e s p i t e f r e q u e n t c l e a n i n g , i t i s i m p o s s i b l e t o keep window s i l l s and o t h e r s u r f a c e s f r e e o f i t . I wonder i f the a i r q u a l i t y r e a l l y meets government regulations. 2. Noise P o l l u t i o n . the week i s c o n s t a n t . The t r a f f i c n o i s e throughout D u r i n g c o o l w e a t h e r w i t h the windows c l o s e d , i t i s n e c e s s a r y t o have t h e t e l e v i s i o n l o u d e r I would l i k e i n o r d e r t o h e a r i t . S i n c e I am s e n s i t i v e t o a i r c o n d i t i o n i n g , my windows a r e open i n warm w e a t h e r . i n c r e a s e d noise l e v e l i s n e a r l y unbearable. normal rumbling than The Added t o the o f c a r s i s the s q u e a l i n g o f b r a k e s of �238 m o t o r i s t s who f a i l i n t h e i r r a c e t o b e a t the t r a f f i c a t 25th and K S t r e e t s . The n o i s e l e v e l has been r a i s e d enormously by the i n c r e a s e d use o f K S t r e e t by heavy 3. light B u i l d i n g Damage. trucks. The v i b r a t i o n s o f the continuov t r a f f i c on K S t r e e t have caused our b u i l d i n g t o s e t t l e over a p e r i o d of time. a decided slope. I n my apartment Window moldings the k i t c h e n f l o o r has i n o t h e r rooms have p u l l e d away from the w a l l s , and windows a r e l o o s e i n t h e i r 4. T r a f f i c Hazards. unevenly frames. K S t r e e t a t 25th S t r e e t has become a r e a l danger t o p e d e s t r i a n s . Not o n l y do m o t o r i s t s coming o f f t h e W h i t e h u r s t Freeway s c r e e t c h t o a s t o p a t the t r a f f i c l i g h t , c o u n t l e s s numbers pass the amber and r e d l i g h t s i l l e g a l l y , as do v e h i c l e s coming out o f the t u n n e l . There have been numerous a c c i d e n t s a t 25th and K S t r e e t s , i n c l u d i n g a t l e a s t f o u r p e d e s t r i a n f a t a l i t i e s i n t h e p a s t few years. As a r e s u l t , I a v o i d c r o s s i n g K S t r e e t , even t o the e x t e n t t h a t I do my shopping o u t s i d e the neighborhood r a t h e r t h a n p a t r o n i z e the shops i n t h e Watergate who l i v e south of K S t r e e t who complex. Friends must c r o s s K have e x p r e s s e d s i m i l a r f e a r s a t c r o s s i n g t h a t dangerous i n t e r s e c t i o n . From what I have s a i d , i t s h o u l d be c l e a r t h a t the N o - B u i l d and A A l t e r n a t i v e s d i s c u s s e d i n the d r a f t Impact Statement Environments a r e t o t a l l y u n a c c e p t a b l e s i n c e they l e a v e my neighborhood unchanged. A l t e r n a t i v e s AA and F, a l t h o u g h they �239 fall f a r s h o r t o f t h e r e q u i r e d improvements i n my neighborhood, have some p o s t i v e elements i n t h a t they c l o s e t h e e n t r y e x i t ramps a t 25th and K S t r e e t s and, most i m p o r t a n t , they permit the incorporation of a tunnel. I t h e r e f o r e opt f o r AA o r F. As a longtime t a x - p a y e r , v o t e r , and r e s i d e n t o f t h i s neighborhood, I s t r o n g l y urge t h a t c o n s i d e r a t i o n be g i v e n t o e x t e n d i n g Circle t h e Washington t u n n e l t o 26th S t r e e t a s a s o l u t i o n t o a l l o f t h e c u r r e n t problems. I am one o f t h e many r e s i d e n t s i n o u r neighborhood who s i g n e d the p e t i t i o n requesting t h e D.C. Government t o e x t e n d t h e t u n n e l . I am s u b m i t t i n g record of t h i s public t h i s statement f o r the o f f i c i a l hearing. Thank y o u , Mr. K e l l y . MR. KELLY: Thank you v e r y much. You may g i v e t h e statement t o the stenographer, Larry Bert. Charles Farbstein. please. �240 TESTIMONY OF CHARLES FARBSTEIN MR. l i v e a t 950 v o t e r and FARBSTEIN: My name i s C h a r l e s 25th S t r e e t , N.W. Farbstein. I I am a D i s t r i c t of Columbia f o r the p a s t f i v e y e a r s I have been a r e s i d e n t - owner of a c o o p e r a t i v e apartment f r o n t i n g on K S t r e e t w e s t of 25th S t r e e t on the ground just floor. I remain i n t h i s l o c a t i o n because Foggy Bottom i s a v i t a l neighborhood, c o n v e n i e n t to a s p e c t s o f urban l i v i n g t h a t a r e i m p o r t a n t t o me. But I feel severely penalized f o r t h i s c h o i c e because o f the v a s t amount o f n o i s e and atmospheric p o l l u t i o n t h a t i n t r u d e s entering and from t r a f f i c l e a v i n g the W h i t e h u r s t Freeway a l o n g t h i s s t r e t c h of K S t r e e t . The loud r u m b l i n g o f the many t r u c k s , the roaring o f the m o t o r c y c l e s , the c o n s t a n t automobile n o i s e and the c u m u l a t i o n o f e x h a u s t fumes f o r c e s my windows to s t a y s h u t merely t o reduce somewhat t h i s c o n t i n u o u s a s s a u l t on the senses. As a p e d e s t r i a n who a t 25th to r e a c h downtown and r e a l i z e how frequently K Street Georgetown l o c a t i o n s , I i m p o r t a n t i t i s t o keep my payment c u r r e n t . crosses l i f e insurance premium T h i s i s a hazardous i n t e r s e c t i o n where automotive t r a f f i c a t h i g h speed o f t e n n e g l e c t s t r a f f i c s i g n a l s or t r i e s t o b e a t or jump the gun changing l i g h t s , and where t r a f f i c e n t e r i n g t o obey on the the Freeway a t �241 25th S t r e e t p l a y s "chicken" t h e t u n n e l westbound. w i t h t h e on-coming c a r s I wonder t h a t i n f o r m o r d i s a b l e d p e r s o n s even c o n s i d e r c h a l l e n g i n g off leaving t h e s e behemoths by s t e p p i n g the curb. The on a c i v i l i z e d most s e n s i b l e form o f r e l i e f from t h e s e a s s a u l t s urban e x i s t e n c e i s the extension of the tunnel t o 26th S t r e e t , which would r e t u r n K S t r e e t t o t h e s t a t u s o f a l o c a l t h o r o u g h f a r e and e l i m i n a t e described. the miseries I have I n not i n c l u d i n g t h i s s o l u t i o n , the d r a f t E n v i r o n m e n t a l Impact Statement f a i l s i n i t s purpose o f considering and a n a l y z i n g t h e e n t i r e spectrum o f a l t e r n a t i v e s o l u t i o n s t o a problem and t h e i r e n v i r o n m e n t a l consequences, and f a l l s f a r s h o r t o f h e e d i n g t h e u r g e n t and l e g i t i m a t e c o n c e r n s o f t h e neighborhood r e s i d e n t s . I was among t h e many hundreds o f r e s i d e n t s who s i g n e d t h e p e t i t i o n u r g i n g t h e i n c l u s i o n o f the tunnel extension. Of t h e f o u r a l t e r n a t i v e s i n t h e D E I S , t h e N o - B u i l d A l t e r n a t i v e and A l t e r n a t i v e A a r e u n a c c e p t a b l e t o t h e Foggy Bottom community s i n c e they would p r o v i d e no r e l i e f the c u r r e n t e v i l s and, worse y e t , would e l i m i n a t e b i l i t y of extending the tunnel The from the p o s s i - a t a l a t e r date. o t h e r a l t e r n a t i v e s , F and AA, would a t l e a s t p r o v i d e some r e l i e f by c l o s i n g t h e ramps a t 25th S t r e e t . would improve p e d e s t r i a n safety, protect neighborhood r e s i d e n t i a l s t r e e t s from s p i l l - o v e r o f t h e through t r a f f i c This �and improve o t h e r neighborhood v a l u e s , i n c l u d i n g the p o t e n t i a l of the a d d i t i o n of s u b s t a n t i a l amounts of p a r k l a n d . more i m p o r t a n t l y , Perhaps e i t h e r of t h e s e a l t e r n a t i v e s would l e a v e open the p o t e n t i a l f o r e x t e n s i o n o f the t u n n e l a t a f u t u r e time. What i s the o b j e c t i o n to p r e f e r r i n g A l t e r n a t i v e s F and AA o v e r the o t h e r two t h e DEIS a r e concerned? as f a r as the E a s t End Only t h a t both F and AA aspects include ramp a t 26th and' M S t r e e t s t o d i v e r t through t r a f f i c t o V i r g i n i a t o the p e r i m e t e r of the neighborhood. By a going taking a r e l a t i v e l y s m a l l s t r i p o f l a n d on the w e s t e r n s i d e o f parkland the a t t h a t l o c a t i o n , t h e r e would be a minimal a d v e r s e e f f e c t on the r e s i d e n t s of one l u x u r y o f f i c e and condominium apartment b u i l d i n g s e t w e l l back from the ramp a r e a . I f t h e r e i s concern t h a t t h i s change would r e s u l t in increased t r a f f i c on 26th S t r e e t , the s o l u t i o n i s t o c l o s e t h a t s t r e e t f o r the s h o r t b l o c k between M Pennsylvania and Avenue s i n c e 26th S t r e e t dead-ends a t M S t r e e t anyway. The minimal adverse e f f e c t I describe s m a l l p r i c e t o pay i s indeed a f o r the s u b s t a n t i a l b e n e f i t s t h a t would a c c r u e t o a much l a r g e r community o f r e s i d e n t s who been s u f f e r i n g f o r many y e a r s and who relief for of d e s e r v e the t h a t A l t e r n a t i v e s F or AA would b r i n g , and ultimate r e l i e f t h a t some day may come from have initial the hopes extension �243 of the t u n n e l . I am l e a v i n g a copy o f my w r i t t e n s t a t e m e n t f o r the record. MR. KELLY: Thank you v e r y much. D a v i d Johnson. �TESTIMONY OF DAVID JOHNSON MR. Johnson. JOHNSON: Good e v e n i n g . My name i s David I am a r e s i d e n t o f t h e Westridge Condominium a t 26th and P e n n s y l v a n i a . I am a p r o p e r t y owner t h e r e , a l s o . My s t a t e m e n t concerns more o r l e s s t h e p h y s i c a l parameters o f the W h i t e h u r s t Freeway pollution issues. and does not d e a l w i t h Those a r e o t h e r i s s u e s t h a t a r e b e i n g d e a l t w i t h by o t h e r people. I f u l l y support the D i s t r i c t o f Columbia's initiative t o r e n o v a t e the W h i t e h u r s t Freeway i n northwest Washington i n some f a s h i o n . Any p r o p o s a l s , a l t e r n a t i v e s , o r recommendations made r e g a r d i n t t h e freeway r e n o v a t i o n must r e s p e c t the o r i g i n a l ground r u l e s or s t u d y parameters imposed by t h e D.C. Department o f T r a n s p o r t a t i o n . i n D.C. The r u l e s were quoted DoT's " F i r s t I n t e r i m R e p o r t " o f J a n u a r y 19 83 as follows: A l t e r n a t i v e s a r e t o accomodate p r e s e n t t r a v e l demands w h i l e m i n i m i z i n g the g e n e r a t i o n o f a d d i t i o n a l t r a f f i c . Through t r a f f i c i n a d j a c e n t r e s i d e n t i a l hoods i s t o be c o n t r o l l e d o r neighbor- reduced. A v i a b l e w a t e r f r o n t park a l o n g the Georgetown Shore must be accomodated, and t h e r e s h o u l d be some a d d i t i o n a l r u l e s w h i c h were not s t a t e d but t h e y got i n v o l v e d i n the l a t e r s t r a t e g y , such as reduced p o l l u t i o n i f you c a n , and �245 a l s o t o improve freeway The traffic flow. f o u r proposed a l t e r n a t i v e s should^ be clearly understood r e l a t i v e t o t h e i r component p a r t s and the problems they a r e i n t e n d e d alternatives — to solve. The components o f each o f the e x c e p t the N o - B u i l d A l t e r n a t i v e — s o l v e s e p a r a t e problems. appear t o The component p a r t s , when a c t i n g t o g e t h e r as a t o t a l s y s t e m , s h o u l d be r e s p o n s i v e t o the t h r e e ground r u l e s or the o t h e r u n w r i t t e n rules. For purposes o f t h i s d i s c u s s i o n , t h e r e appear t o be f o u r components t o each of the a l t e r n a t i v e s -- the three a l t e r n a t i v e s , not the N o - B u i l d because the N o - B u i l d i s s i m p l y a r e n o v a t i o n t o keep t h e t h i n g f u n c t i o n i n g and s a f e . The component p a r t s o f the t h r e e a l t e r n a t i v e s a r e : The main a l i g n m e n t r e l a t i v e t o an improved w i d t h , e l e v a t i o n , t u n n e l or w h a t e v e r , t o improve the Whitehurst Freeway as a f u n c t i o n i n g b y p a s s , which i s what i t s o r i g i n a l intention was. The second component p a r t i s the w e s t end freeway c o n n e c t i o n w i t h Key B r i d g e and C a n a l Road t o be developed t o m i n i m i z e the t r a f f i c backup a t t h a t a r e a t h e r e , on e i t h e r end, i n a l l three places there. The e a s t end e n t r a n c e e x i t s t o p r i m a r i l y accomodate t r a f f i c t o and from the b u s i n e s s d i s t r i c t , and the f o u r t h component i s the change of 1-66 efficiently. and the freeway and central inter- t o accomodate through traffic �F i r s t , I w i l l address the l a s t two components, t h a t i s the e n t r a n c e s and e x i t s t o accomodate t r a f f i c t h e c e n t r a l b u s i n e s s d i s t r i c t and the 1-66 from freeway i n t e r - change. The two component p a r t s concern the e a s t end c o n n e c t i o n s and t h e 1-66 freeway's freeway i n t e r c h a n g e . The t r e a t m e n t o f t h e s e two a l t e r n a t i v e s as p r e s e n t l y proposed not o n l y n e g a t i v e l y impacts t h e r e s i d e n t i a l a r e a s o f t h e w e s t end D.C, but i s u n r e s p o n s i v e t o the D.C. DoT ground rules l i s t e d e a r l i e r . The proposed a l t e r n a t i v e s e a s t end connections as p r e s e n t l y d e f i n e d encourage a d d i t i o n a l t r a f f i c i n the west end D.C, and t h a t i s i n our r e s i d e n t i a l a r e a s . f a c t , i n A l t e r n a t i v e s AA and F, the 1-66 In e n t r a n c e a t M and 26th compounds t h e problem, and I have i n c l u d e d some t a b l e s i n h e r e t o show t h a t t h e t r a f f i c i n c r e a s e s i n almost a l l i n s t a n c e s o f t h e s i m u l a t i o n model and t h e t r a f f i c flow model t h a t the e n g i n e e r s a r e p r o p o s i n g . not q u i t e s u r e how I t increases — and I'm t o r e a d a l l o f t h e s e models because t h e r e i s not a complete e x p l a n a t i o n o f them. But i n some i n s t a n c e s , f o r example, A l t e r n a t e A, i t i n c r e a s e s as much as 86 p e r c e n t i n some a r e a s l i k e on M S t r e e t . T h a t i s due to t h a t L and 26th ramp. But i n most a l l i n s t a n c e s e x c e p t one c a s e , t h e r e i s a v e r y minor n e g a t i v e d e c r e a s e i n t r a f f i c . The streets �247 o v e r w h e l m i n g l y have i n c r e a s i n g t r a f f i c a l o n g M S t r e e t . G e n e r a l l y , t h e t a b l e s show t h a t we have not l i v e d up t o the ground r u l e s . T h e r e f o r e , I r e j e c t t h i s p a r t i c u l a r component, t h a t i s the i n and out e x i t s f o r t h e e a s t end o f the freeway for the A l t e r n a t i v e s AA and F as b e i n g u n r e s p o n s i v e . F u r t h e r s t u d i e s s h o u l d be r e q u i r e d by whomever e n g i n e e r s and D.C. DoT — t o f i n d e x i t s and e n t r a n c e s t h a t w i l l e f f i c i e n t l y accomodate CBD t r a f f i c and cause t h e 1-66 job — c e n t r a l business d i s t r i c t and freeway i n t e r c h a n g e t o do i t s better. Second, I w i s h t o a d d r e s s the c o s t i s s u e . the — Although N o - B u i l d A l t e r n a t i v e i s the l e a s t c o s t l y , about $31 m i l l i o n , i t does not s o l v e the horrendous traffic flow problem w h i c h i s one o f t h e t h i n g s t h a t t h i s freeway s h o u l d s o l v e ; t h a t was i t was i t s o r i g i n a l i n t e n t i o n some time ago when built. F u r t h e r s t u d i e s s h o u l d be r e q u i r e d t o f i n d new e n t r a n c e s and e x i t s t h a t w i l l e f f i c i e n t l y accomodate the new t r a f f i c t h a t we a r e e x p e r i e n c i n g . Although the N o - B u i l d A l t e r n a t i v e i s a c c e p t a b l e to me f o r i t s low c o s t , i t i s u n a c c e p t a b l e o t h e r w i s e as a traffic f l o w accomodator. A l t e r n a t i v e F i s a l s o u n a c c e p t a b l e by the ground r u l e s , t h a t i s because i t i s c o n t r a r y t o the needs o f Georgetown t o m a i n t a i n t h e i r W a t e r f r o n t Park and w h a t e v e r else, �248 I t doesn't s o l v e any o f t h e problems. Although i t f o l l o w s t h a t A l t e r n a t i v e s A and AA a r e a l s o u n a c c e p t a b l e because they a r e c o n t r a r y t o the f i r s t two ground r u l e s , they have p o t e n t i a l f o r s u c c e s s contribute and do t o problem s o l v i n g a t t h e w e s t end and as a main- l i n e by-pass. I t appears t h a t a r e s t u d y o f t h e e a s t end e x i t s and e n t r a n c e s s h o u l d be c o n s i d e r e d t o be responsive t o the ground r u l e s and perhaps t h e c o s t can be worked out about t h e same. And I'm not d e a l i n g w i t h a t u n n e l t h a t ' s a d i f f e r e n t i s s u e t h a t has been d e a l t w i t h MR. Mary KELLY: here, before. Your time i s up, s i r . Thank you. Brewster. �249 TESTIMONY OF MARY BREWSTER MS. BREWSTER: Mr. H e a r i n g O f f i c e r , r e p r e s e n t a t i v e s o f t h e Department o f P u b l i c Works, l a d i e s and gentlemen, my name i s Mary B r e w s t e r and I l i v e a t 2528 Queen Anne's Lane. I have l i v e d t h e r e f o r a p p r o x i m a t e l y 15 y e a r s . I f a v o r e i t h e r A l t e r n a t i v e AA -- a new e l e v a t e d freeway — or A l t e r n a t i v e F — ground l e v e l — p r o v i d e d each o f t h e s e a l t e r n a t i v e s i s amended t o i n c l u d e a t u n n e l from Washington C i r c l e t o beyond 26th and K S t r e e t s . T h i s t u n n e l s h o u l d be c o v e r e d over and p r o v i d e pedestrian access across i t . Environmental I t i s my v i e w , t h e d r a f t Impact Statement does not a d e q u a t e l y t h i s p r o p o s a l , n o r does i t a d e q u a t e l y address a c c e s s t h e impact on q u a l i t y o f l i f e and p e d e s t r i a n r i g h t s which each o f i t s f o u r p r o p o s a l s w i l l have. traffic through The emphasis i s on r u s h i n g o u r Foggy Bottom a r e a . R e s i d e n t s and p e d e s t r i a n s a r e e n t i t l e d , a t a minimum, t o e q u a l c o n s i d e r a t i o n As p a r t o f t h i s p r o p o s a l , c e r t a i n a c c e s s roads t o t h e freeway s h o u l d be c l o s e d o f f . The s p e c i f i c s have been g i v e n by other speakers. My r e a s o n s f o r u r g i n g t h i s change o f t h e a d d i t i o n o f a t u n n e l t o A l t e r n a t i v e s AA and F a r e as f o l l o w s : 1. I t w i l l i n c r e a s e p e d e s t r i a n s a f e t y and s e c u r i t y i n our a r e a . 2. I t w i l l l e s s e n t h e n o i s e and p o l l u t i o n t h a t t h e �250 freeway t r a f f i c 3. I t w i l l have t h e l e a s t a d v e r s e impact on t h e q u a l i t y of l i f e 4. causes. i n o u r neighborhood. I t o f f e r s t h e b e s t compromise between t h e need t o move t r a f f i c i n t o and out o f t h e c i t y and t h e r i g h t s o f the r e s i d e n t s o f t h e Foggy Bottom community. Thank you. MR. Jack KELLY: Thank you v e r y much. Finglas. legitimate �TESTIMONY OF JACK FINGLAS, PAPERMILL CONDOMINIUM ASSOCIATION OWNERS MR. FINGLAS: Good e v e n i n g . I l i v e a t 1019 P a p e r m i l l C o u r t , My name i s J a c k F i n g l a s N.W. I am h e r e t o n i g h t r e p r e s e n t i n g t h e P a p e r m i l l Condominium A s s o c i a t i o n Owners, and I would l i k e t o thank Bob Reed, o u r p r e s i d e n t , f o r j o i n i n g me t o n i g h t . We, t h e one hundred and one p r o p e r t y owners o f t h e P a p e r m i l l Condominium A s s o c i a t i o n l i v e w i t h t h e r e a l i t y of the Whitehurst our p r o p e r t y Freeway d a i l y . values, a e s t h e t i c surroundings, a c t i v i t i e s and s e c u r i t y . have been I t has a major e f f e c t on daily vehicular A l l o f t h e suggested a l t e r n a t i v e s reviewed. We b e l i e v e t h a t a m o d i f i e d best s o l u t i o n t o t h i s design The A l t e r n a t i v e F i s the problem. p r e s e n t e l e v a t e d highway, and any s i m i l a r s t r u c t u r e , tends t o s e p a r a t e Georgetown from i t s h i s t o r i c waterfront area. We do n o t want t h i s b a r r i e r between us and t h e Potomac w i t h i t s untapped r e s o u r c e s and developmental possibilities. The road s h o u l d be a non-access f a c i l i t y downtown w i t h a p p r o p r i a t e s e r v i c e lanes f o r s t r i c t l y Wide promenade-type passageways a t t h e end o f c e r t a i n should provide l o c a l use streets a c c e s s t o t h i s new park and developmental a r e a s south o f t h e roadway. T h i s would e n s u r e a c c e s s t o t h e s e a r e a s by from �252 p e d e s t r i a n s and v e h i c l e s a l i k e , w h i l e a t t h e same time r e s t o r e t h e urban s t r e e t s c a p e t h i s a r e a so d e s p e r a t e l y Thank you. MR. KELLY: Thank you v e r y much. Barbara Searle. i needs. �253 TESTIMONY OF BARBARA SEARLE MS. SEARLE: at the Claridge My name i s B a r b a r a S e a r l e and I l i v e House i n Foggy Bottom, which i s l o c a t e d a t t h e c o r n e r o f 25th and K S t r e e t s . I am t e s t i f y i n g a s an i n d i v i d u a l who i s deeply concerned w i t h t h e q u a l i t y o f l i f e i n Foggy Bottom and a l s o as a r e p r e s e n t a t i v e Directors of the Claridge with o f t h e Board o f House w h i c h i s a c o o p e r a t i v e 350 apartments and about 500 r e s i d e n t s . The Claridge House Board has gone on r e c o r d f a v o r i n g t h o s e o p t i o n s t o t h e W h i t e h u r s t Freeway r e d e s i g n t h a t would reduce t h e n o i s e and p o l l u t i o n and improve t h e s a f e t y o f K S t r e e t , and t h a t would keep open t h e p o s s i b i l i t y of e x t e n d i n g t h e p r e s e n t t u n n e l under Washington C i r c l e t o beyond 26th S t r e e t . On t h i s b a s i s , we f a v o r Options AA and F. Further- more, we c o n s i d e r t h a t c l o s i n g t h e ramps a t 25th and K S t r e e t s i s an e s s e n t i a l p a r t o f t h e d e s i g n f o r t h e w e s t end i n Options AA and F. We would be s t r o n g l y opposed t o dropping t h a t component o f t h e p l a n as h a s been suggested by a t l e a s t one w i t n e s s at this hearing. F i n a l l y , we s t r o n g l y oppose t h e N o - B u i l d and A A l t e r n a t i v e s because they do n o t h i n g t o remedy t h e t r a f f i c problems we f a c e and c h a n n e l a l l t h e r e s o u r c e s f o r t h i s p r o j e c t t o other constituents. I t i s u n a c c e p t a b l e t o us t h a t t h e D i s t r i c t would �254 spend m i l l i o n s o f d o l l a r s on a p r o j e c t t h a t w i l l have an enormous impact on us and t h a t none o f t h e s e r e s o u r c e s s h o u l d be s p e n t on improvements i n o u r neighborhood. I would l i k e t o spend t h e n e x t few minutes d i s c u s s i n c t h r e e a s p e c t s o f t h e W h i t e h u r s t Freeway r e d e s i g n e f f o r t are o f p a r t i c u l a r c o n c e r n t o me. that These a r e : The dangers and u n p l e a s a n t n e s s o f K S t r e e t , w h i c h you have a l r e a d y h e a r d about. How we a s s e s s who g a i n s and l o s e s , and whether t h e p r o c e d u r e s t h a t were adopted f o r i d e n t i f y i n g o p t i o n s w i l l i n t h e end produce t h e b e s t compromise we c a n r e a c h . We who l i v e i n t h e C l a r i d g e House, a l o n g w i t h many o t h e r s who l i v e on K S t r e e t , s u f f e r i n many ways from t h e t r a f f i c on K S t r e e t . air — We l i v e w i t h n o i s e , v i b r a t i o n s , p o l l u t e d p a r t i c u l a r l y from t r u c k s — t r a f f i c jams. s p e e d i n g c a r s , and And a l l o f us i n t h e neighborhood, n o t o n l y t h o s e on K S t r e e t s u f f e r because K S t r e e t h a s c u t our communit in half. P a r e n t s cannot a l l o w t h e i r c h i l d r e n t o c r o s s K S t r e e t unattended. O l d e r people and those w i t h impairments f i n d i t d i f f i c u l t t o l i v e i n t h e whole neighborhood, t o t r a v e l f r e e l y between t h e two s i d e s . I must c o n f e s s t h a t even t h e h a r d i e s t o f us a r e on o c c a s i o n i n t i m i d a t e d by speeders and r e c k l e s s d r i v e r s . The �f a c t i s , we a r e i n h e r i t o r s o f p a s t bad p l a n n i n g . A witness i n t h e s e h e a r i n g s e a r l i e r t h i s week e n u n c i a t e d a p r i n c i p l e for planning projects that I find compelling: p r o j e c t s s h o u l d undo p a s t harm. She s a i d , I submit t h a t we new residents on K S t r e e t above a l l need t h e Government of the D i s t r i c t o f Columbia t o undo some o f t h e harm t h a t has been done t o us through p a s t d e c i s i o n s . The second p o i n t I want t o make concerns how d e c i d e what the t r a f f i c we impact w i l l be on d i f f e r e n t p a r t s o f t h e neighborhoods a f f e c t e d by remodeling o f the W h i t e h u r s t . The c h a r t s I have s e e n , w h i c h a r e i n f a c t up around t h e w a l l s h e r e , show changes t h a t can be from the s i t u a t i o n as i t e x i s t s today. t h a t e x i s t s today i s g r o s s l y hanging expected But the s i t u a t i o n unequal. I see an i m p o r t a n t p a r a l l e l t o the r e c e n t d i s p u t e o v e r the f l i g h t p a t t e r n s l e a v i n g and approaching N a t i o n a l Airport. The people a l o n g the e x i s t i n g f l i g h t p a t t e r n l i v e with very high l e v e l s of noise. I know s i n c e we a t the C l a r i d g e House a r e b l e s s e d w i t h a i r p l a n e n o i s e as w e l l as K Street. As the e x p e r i e n c e w i t h t h e s c a t t e r p l a n showed, people who have l e s s than t h e i r s h a r e o f u n p l e a s a n t n e s s not v e r y eager t o s h a r e t h e l o a d . l o g i c o f t h e s c a t t e r p l a n was But i t seems t o me are the c o r r e c t and s i m i l a r l y , i n our s i t u a t i o n , i t i s not c o r r e c t t o look a t t r a f f i c impact as �256 change from t h e e x i s t i n g s i t u a t i o n . R a t h e r , i t would be much f a i r e r t o look a t a b s o l u t e l e v e l s o f n o i s e , c a r s , and pollution. On t h a t b a s i s , we on K S t r e e t a l r e a d y have more than o u r s h a r e . I f t h e D i s t r i c t cannot f i n d a way t o l e s s e n t h e o v e r a l l burden, then I t h i n k i t o n l y f a i r t h a t t h e p l a n n e r f i n d some way t o reduce t h e l o a d on K S t r e e t , even i f t h e consequence i s some i n c r e a s e i n t h e burden F i n a l l y , I understand Works has d e c i d e d elsewhere. why t h e Department o f P u b l i c t o reduce t h e many p o s s i b l e combinations of o p t i o n s f o r t h e w e s t end, t h e e a s t end, and t h e m i d d l e , to j u s t four options. B u t I am v e r y u n c o m f o r t a b l e w i t h t h e knowledge t h a t what happens i n t h e w e s t end may be hostage t o t h e a c c i d e n t o f w h i c h w e s t end o p t i o n got a t t a c h e d t o w h i c h c e n t e r o r e a s t end o p t i o n . As f a r as I c a n s e e , t h e r e i s no n e c e s s a r y c o n n e c t i o n between t h e t h r e e p i e c e s o f t h e p l a n . I would p l e a d w i t h t h e Department o f P u b l i c Works t o r e v i e w t h e testimony i t has h e a r d and r e c o n s i d e r how t h e p i e c e s a r e put t o g e t h e r . Only i f t h i s i s done w i l l I f e e l t h a t t h e many c o n f l i c t i n g concerns t h a t have been e x p r e s s e d d u r i n g hearings a r e t r u l y being attended t o . Thank you. MR. KELLY: Geoffrey Thank you v e r y much. Tyler. these �257 TESTIMONY OF GEOFFREY TYLER MR. TYLER: My name i s G e o f f r e y T y l e r . I am a p r o p e r t y owner and t a x p a y e r l i v i n g a t 949 25th S t r e e t , N.W. I have l i v e d i n t h e Foggy Bottom f o r more than 18 y e a r s . From June 19 83, I was t h e r e p r e s e n t a t i v e o f ANC 2A on t h e S t e e r i n g Committee. I am p r e p a r i n g a w r i t t e n document a n a l y z i n g t h e D E I S and t h e t e c h n i c a l r e p o r t s a t t a c h e d t o i t which f o r w a r d s h o r t l y and which I shall I would ask t o be i n c o r p o r a t e d i n the record. R e s i d e n t s o f Foggy Bottom b e l i e v e t h a t t h e r e d e s i g n s h o u l d r e d r e s s t h e damage done i n t h e p a s t . possible I t s h o u l d be (1) t o p r o v i d e b e n e f i t s t o a l l p a r t i e s concerned, commuters, Georgetown, and Foggy Bottom and (2) t o b r i n g t h e freeway b r o a d l y up t o modern s t a n d a r d s o f t r a f f i c e f f i c i e n c y and a c c e p t a b l e e n v i r o n m e n t a l impact. These two d e s i d e r a t a a r e not met i n Foggy Bottom. There i s no b a l a n c e i n t h e d i s t r i b u t i o n o f b e n e f i t s . There i s a complete b i a s a g a i n s t Foggy Bottom i n both t h e a n a l y s i s and t h e f a c t u a l c o n t e n t o f t h e DEIS. l e a v e Foggy Bottom unchanged — the adverse environmental impact The p r o p o s a l s No-Build and A — either or leave f a r above modern s t a n d a r d s AA and F. T h i s b i a s shows up i n a number o f t e c h n i c a l f l a w s i n the DEIS. My w r i t t e n s t a t e m e n t d i s c u s s e s t h e s e f l a w s i n — �258 the a r e a s o f : 1. Traffic analysis. 2. A i r quality 3. Noise a n a l y s i s . 4. D e s c r i p t i o n s o f l a n d use and h i s t o r i c a l 5. Cost e s t i m a t e s . analysis. resources I v e r y much r e g r e t , I must s a y , t h a t t h e q u a l i t y o f t h e c o n s u l t a n t ' s work f a l l s s h o r t o f what I s h o u l d expect and t h e DEIS r e q u i r e s c o n s i d e r a b l e r e v i s i o n b e f o r e i t can be used a s t h e b a s i s o f d e c i s i o n making. A p a r t i c u l a r l y important imbalance i s i n t h e t r e a t m e n t o f t h e p r o p o s a l t o e x t e n d t h e Washington C i r c l e t u n n e l t o 26th S t r e e t . ignored. I n t h e DEIS p r o p o s a l i t i s b a s i c a l l y Even t h e t e c h n i c a l r e p o r t on t h e E a s t End Restudy considers only t r a f f i c impacts and, a p a r t from a s i n g l e T i e r 2 a n a l y s i s t a b l e , which i s not discussed i n the t e x t , environmental ignores impacts. T h e r e a r e d i v i s i o n s o f o p i n i o n i n s i d e Foggy Bottom as t h e r e a r e i n o t h e r neighborhoods. They a r i s e primarily from t h e n e c e s s a r y i n c l u s i o n o f t h e new southbound ramp a t the end o f GT1 e a s t end. R e s i d e n t s a t t h e Westbridge and K n i g h t s b r i d g e o b j e c t t o t h i s p r i n c i p a l l y because i t w i l l i n c r e a s e t r a f f i c on a d j a c e n t s t r e e t s and because t h e ramp c o u l d be p h y s i c a l l y i n t r u s i v e . The t r a f f i c change w i l l but t h e numbers a f f e c t e d a d v e r s e l y a r e much l e s s than exist, those �259 b e n e f i t i n g e l s e w h e r e under t h i s a l t e r n a t i v e and volumes on t h e s e s t r e e t s , t h a t i s around the traffic Knightsbridge and W e s t b r i d g e , w i l l s t i l l be much l e s s than on K S t r e e t , for example. I firmly believe t h a t the net b e n e f i t t o whole o f Foggy Bottom i s maximized by the GT1 The p h y s i c a l i n t r u s i o n of the new east ramp can and the end. should be k e p t t o a c c e p t a b l e s t a n d a r d s by a p p r o p r i a t e d e s i g n . I would l i k e my w r i t t e n to end by q u o t i n g the c o n c l u s i o n s statement. " I t i s c l e a r t h a t the N o - B u i l d and do n o t h i n g t o d e a l w i t h the major and p l a c e d upon the r e s i d e n t s rejected. A Alternatives unreasonable burdens of Foggy Bottom and should be To a c c e p t them would a l s o imply a complete d i s t o r t i o n i n the d i s t r i b u t i o n of b e n e f i t s r e d e s i g n i n f a v o r of commuters and The benefits of e a s t end of the freeway Georgetown. A l t e r n a t i v e s AA and F provide t o the community of Foggy Bottom as a whole, i n c l u d i n g t h o s e c u r r e n t l y most a f f e c t e d by the freeway, which f a r outweigh the d i s a d v a n t a g e s t o a more l i m i t e d group of residents. with The a l t e r n a t i v e s must, t h e r e f o r e , be the q u a l i f i c a t i o n t h a t t h e y do not go f a r enough would be enormously improved by a t u n n e l . no means of c o n s i d e r i n g The The supported The the impact of such a DEIS and gives tunnel. DEIS c o n t a i n s i n c o r r e c t f a c t u a l assumptions. t e c h n i c a l a n a l y s i s i s s e r i o u s l y flawed. I t does not �260 adequately c o v e r the Foggy Bottom and West End neighborhoods and p r o v i d e s no b a s i s f o r j u d g i n g t h e e n v i r o n m e n t a l o f the freeway on t h e d a i l y l i v e s impact of Foggy Bottom r e s i d e n t s . Further a n a l y s i s i s required before a f i n a l a p p r o p r i a t e E I S can be completed. The a d d i t i o n a l and analysis should: a. C o r r e c t the t e c h n i c a l f l a w s and the faulty statements. b. Remove the imbalance between the t r e a t m e n t of Foggy Bottom and o t h e r a r e a s . c. Heed t o the demands o f r e s i d e n t s f o r r e l i e f from t h e p r e s e n t u n s a f e , n o i s e and p o l l u t e d s i t u a t i o n c r e a t e d by t h e W h i t e h u r s t d. Freeway. P r o v i d e a f u l l , b a l a n c e d , and realistic c o n s i d e r a t i o n of the impact o f the e x t e n s i o n o f the p r e s e n t t u n n e l under Washington C i r c l e t o beyond 26th Only i n t h i s way Street. can t h e r e s i d e n t s o f Foggy Bottom a c c e p t t h a t f a i r and i m p a r t i a l c o n s i d e r a t i o n has been g i v e n to t h e i r l e g i t i m a t e , r e a s o n a b l e , and v e r y grave about t h e enormous burden p l a c e d upon them by Whitehurst Freeway. MR. KELLY: Thank you v e r y much. Howard Feldman. complaints the �261 TESTIMONY OF HOWARD FELDMAN MR. FELDMAN: I s u b m i t t e d a w r i t t e n s t a t e m e n t on t h i s s u b j e c t t o t h e Department o f T r a n s p o r t a t i o n on May 3 i n t h e form o f a l e t t e r , b u t I wanted t o come t o n i g h t t o show my c o n c e r n f o r t h e i s s u e t h a t i s b e i n g discussed. On A p r i l 30 o f t h i s y e a r , t h e Foggy Bottom A s s o c i a t i had a s t h e main i t e m on i t s agenda t h e d i s c u s s i o n o f t h e W h i t e h u r s t Freeway C o r r i d o r Study and t h e A s s o c i a t i o n had a r a t h e r e x t e n s i v e debate on t h e v a r i o u s a l t e r n a t i v e s i t was n o t o n l y e x t e n s i v e , i t was on o c c a s i o n — r a t h e r heated. There were persons t h e r e a t t h e A s s o c i a t i o n meeting from most o f t h e v a r i o u s g e o g r a p h i c a l segments o f Foggy Bottom and t h e r e were people r e p r e s e n t i n g t h e ANC t h e r e as w e l l and some o f t h e v a r i o u s condominiums. many i f n o t a l l o f t h e v i e w p o i n t s were e x p r e s s e d So, I b e l i e v e t h a t o f Foggy Bottom r e s i d e n t s t h a t evening. As t h e c i t y knows, t h e Foggy Bottom A s s o c i a t i o n d i d pass a r e s o l u t i o n t h a t e v e n i n g and has forwarded i t t o the Department o f T r a n s p o r t a t i o n . The FBA r e s o l u t i o n s u p p o r t e d A l t e r n a t i v e AA o r F and, as I i n d i c a t e d i n my l e t t e r I a l s o f a v o r t h o s e two a l t e r n a t i v e s . I am r a t h e r d i s a p p o i n t e d t h a t t h e Department o f P u b l i c Works d i d n o t i n c l u d e t h e t u n n e l p r o p o s a l among i t s various a l t e r n a t i v e s , but I s t r o n g l y favor the c i t y c o n s i d e r i n g t h a t t y p e o f approach t o t h e crowded traffic �problems t h a t w i l l be and a r e p r e s e n t l y K S t r e e t and t h e W h i t e h u r s t Freeway. development and c o n s t r u c t i o n connected w i t h I would l i k e t o see a o f a t u n n e l under Washington C i r c l e t h a t goes beyond 26th S t r e e t , and I b e l i e v e t h a t would c h a n n e l away from t h e r e s i d e n t i a l a r e a o f Foggy much o f t h e t r a f f i c that Bottom t h a t i s g e n e r a t e d now and w i l l be f u r t h e r g e n e r a t e d by any o f t h e v a r i o u s a l t e r n a t i v e s t h a t w i l l be developed i n r e w o r k i n g t h e W h i t e h u r s t Freeway. So, I want t o s t r e s s t o n i g h t t h a t I f a v o r t h e p o s i t i o n t a k e n by t h e Foggy Bottom A s s o c i a t i o n w h i c h i s i n s u p p o r t o f A l t e r n a t i v e AA o r F. Thank you. MR. KELLY: Leonard Zax. Thank you v e r y much. �263 TESTIMONY OF LEONARD ZAX MR. ZAX: neighbors. Good e v e n i n g , Mr. K e l l y , f r i e n d s and My name i s Leonard Zax, Z-a-x, and I have l i v e d i n t h e Foggy Bottom West End a r e a o f t h e D i s t r i c t o f Columbia s i n c e 1975. F o r most o f t h a t t i m e , o f 25th and K S t r e e t s . Avenue. at I l i v e d a t the corner I p r e s e n t l y r e s i d e a t 2555 Pennsylvania My law f i r m ' s o f f i c e s a r e l o c a t e d i n Foggy Bottom 600 New Hampshire Avenue, N.W. I n a d d i t i o n t o my law degree, I r e c e i v e d a master i n c i t y planning from t h e H a r v a r d Graduate School o f D e s i g n . I have s e r v e d as a l e c t u r e r and member o f t h e f a c u l t y a t Harvard, teaching and a seminar on h o u s i n g and urban development, I am t h e a u t h o r o f a number o f a r t i c l e s on t h e s u b j e c t of land-use planning and f e d e r a l l y - a s i s t e d development. I am a member o f t h e American P l a n n i n g Association, t h e Urban Land I n s t i t u t e , t h e N a t i o n a l T r u s t f o r H i s t o r i c P r e s e r v a t i o n , "Don't T e a r i t Down," and P a r t n e r s f o r Livable Places. I am t e s t i f y i n g t h i s e v e n i n g as an i n d i v i d u a l c i t i z e n and n o t on b e h a l f o f any p a r t i c u l a r group o r organization. I w i l l keep my remarks v e r y b r i e f t o n i g h t and w i l l submit a more d e t a i l e d s t a t e m e n t f o r t h e r e c o r d . My s t a t e m e n t f o r t h e r e c o r d w i l l include specific r e a s o n s why A l t e r n a t i v e s AA and F s h o u l d be r e j e c t e d . Because o f t h e time l i m i t a t i o n s t o n i g h t , I w i l l focus on o n l y �264 one c r u c i a l a s p e c t o f t h e W h i t e h u r s t Freeway a l t e r n a t i v e s , t h e p r o p o s a l c o n t a i n e d i n two o f the a l t e r n a t i v e s , f o r a highway e n t r a n c e t o I n t e r s t a t e Route 66 b e g i n n i n g a t t h e c o r n e r o f 26th and M S t r e e t s . My b a s i c p o i n t i s t h a t t h i s proposed ramp e n t r a n c e would d e s t r o y an i m p o r t a n t p i e c e o f Rock Creek P a r k , s e v e r e l y degrade t h e q u a l i t y o f urban l i f e i n t h e a r e a , c o n f l i c t w i t h o t h e r i m p o r t a n t p l a n n i n g and f i s c a l p o l i c i e s o f t h e D i s t r i c t and F e d e r a l Government. For t h e s e r e a s o n s t h a t I s h a l l o u t l i n e , I urge t h e D i s t r i c t o f Columbia t o r e j e c t t h e proposed ramp r e g a r d l e s s o f w h i c h a l t e r n a t i v e f o r t h e r e n o v a t i o n o f W h i t e h u r s t Freeway is selected. A l t e r n a t i v e s AA and F would p r o v i d e f o r t h e c o n s t r u c t i o n o f a highway ramp a t 26th and M, c u t t i n g through Rock Creek P a r k t o p r o v i d e V i r g i n i a - b o u n d c a r s w i t h a new c o n n e c t i o n t o 1-66. The most d i r e c t l y a f f e c t e d A d v i s o r y Commissions, t h e Georgetown ANC End ANC, Neighborhood and t h e Foggy Bottom West have adopted r e s o l u t i o n s opposing t h e a l t e r n a t i v e s t h a t i n c l u d e t h i s new highway e n t r a n c e . I would l i k e t o e x p l a i n i n more d e t a i l t h a n t h e ANCs d i d why t h i s ramp s h o u l d not be b u i l t . The ramp proposed i n A l t e r n a t i v e s AA and F would be no l e s s t h a n 20 f e e t wide and would e f f e c t i v e l y e l i m i n a t e �265 p u b l i c use o f t h a t p o r t i o n o f Rock Creek P a r k bounded by M S t r e e t on t h e n o r t h , 26th S t r e e t on t h e West, P e n n s y l v a n i a Avenue on t h e s o u t h , and Rock Creek P a r k on t h e e a s t . This i s a v e r y s m a l l p a r t b u t i t i s an i n t e g r a l p a r t o f c i t y l i f e t o neighborhood r e s i d e n t s . Many young c h i l d r e n live i n a s i n g l e b u i l d i n g a c r o s s t h e s t r e e t and many more, l i v i n g i n t h e immediate a r e a , r e g u l a r l y use t h e p a r k . Contrary to the cursory treatment contained i n the d r a f t E n v i r o n m e n t a l Impact S t a t e m e n t , any highway e n t r a n c e t o 26th and M, no m a t t e r how w e l l d e s i g n e d and l a n d s c a p e d , would e f f e c t i v e l y d e s t r o y t h e park now a t t h i s s i t e . The s i z e o f t h e park and i t s g r a d i n g s i m p l y do not a l l o w f o r a highway e n t r a n c e w i t h o u t d e s t r o y i n g t h i s park. The proposed ramp would d e s t r o y p a r t o f t h a t h i s t o r i c r e s o u r c e s i n c e t h i s l a n d i s an i m p o r t a n t p a r t o f Rock Creek P a r k w h i c h has been d e s i g n a t e d as a Category 1 landmark on t h e D i s t r i c t o f Columbia i n v e n t o r y o f h i s t o r i c sites. The ramp would cause i r r e p a r a b l e harm t o a v i t a l p o r t i o n o f Rock Creek P a r k , much o f which was designed by F r e d e r i c k Law Olmstead, America's g r e a t e s t landscape architect The proposed ramp e n t r a n c e would be c o n t r a r y t o D i s t r i c t o f Columbia p l a n n i n g f o r t h e West End which i s designed t o encouraged a mix o f r e s i d e n t i a l and commercial development. The ramp, coupled w i t h i n c r e a s e d t r a f f i c , would �266 make i t i m p o s s i b l e t o m a i n t a i n t h e key r e s i d e n t i a l dimension t h a t p l a n n i n g and z o n i n g f o r t h e West End were designed t o encourage. The ramp would be c o n t r a r y t o sound p l a n n i n g f o r t h e a r e a because i t would c a r v e a s h a r p b a r r i e r between t h e West End and Georgetown, s n u f f out t h e r e n a i s s a n c e residential and commercial development now b e g i n n i n g t o t h r i v e a l o n g P e n n s y l v a n i a Avenue, and c r e a t e p h y s i c a l b a r r i e r s t o what has become a n a t u r a l gateway t o Georgetown. The ramp would be c o n t r a r y t o l o c a l and r e g i o n a l t r a n s p o r t a t i o n p o l i c i e s d e s i g n e d t o encourage Virginia commuters t o use t h e new M e t r o r a i l t r a n s p o r t a t i o n facilities a l o n g t h e 1-66 c o r r i d o r r a t h e r t h a n d r i v i n g i n t o t h e D i s t r i c t . F i n a l l y , t h e ramp would be a h o r r i b l e w a s t e o f money. Both t h e D i s t r i c t o f Columbia and t h e F e d e r a l Government have h i g h e r p r i o r i t i e s f o r s c a r c e funds. The ramp i s bad from t h e s t a n d p o i n t o f t h e environment; i t i s bad from t h e s t a n d p o i n t o f h i s t o r i c p r e s e r v a t i o n ; i t i s bad from t h e s t a n d p o i n t o f p a r k p l a n n i n g ; it i s contrary to regional p o l i c i e s . I t i s the a n t i t h e s i s of urbanism and d i a m e t r i c a l l y opposed t o t h e cause o f urban l i f e i n t h e D i s t r i c t o f Columbia. F o r a l l t h e s e r e a s o n s I r e s p e c t f u l l y submit t h a t t h e D i s t r i c t o f Columbia's p l a n s f o r t h e f u t u r e o f W h i t e h u r s t Freeway s p e c i f i c a l l y e x c l u d e any ramp a t 26th and M. MR. KELLY: Thank you. Vivian Darling. Thank you �267 TESTIMONY OF VIVIAN DARLING MS. DARLING: Good e v e n i n g . My name i s V i v i a n D a r l i n g and I l i v e a t 2555 P e n n s y l v a n i a Avenue. t h i s e v e n i n g t o e x p r e s s my I am here o p p o s i t i o n as a mother to the c u r r e n t p r o p o s a l w h i c h would v i r t u a l l y e l i m i n a t e the usable park space a t 26th & P e n n s y l v a n i a Avenue. The West End r e s i d e n t i a l use. t o the D.C. a r e a has been zoned to encourage T h i s p r o p o s a l i s 180 degress i n opposition zoning p l a n s w h i c h not o n l y a r e r e h a b i l i t a t i n g t h i s important p a r c e l o f prime D.C. property which i n c r e a s i n g l y i s becoming an a t t r a c t i v e r e s i d e n t i a l c o r r i d o r . of t h i s important p a r c e l of g r e e n e r y The loss could very e a s i l y r e v e r s e t h e t r e n d o f young f a m i l i e s i n t h i s a r e a . Without the r e s i d e n t i a l c o n s t i t u e n c y , the West End c o u l d e a s i l y become a 7 p.m. the business g h o s t l a n d s i m i l a r t o much o f district. There a r e c u r r e n t l y 15 c h i l d r e n l i v i n g i n my b u i l d i n g a l o n e , 90 p e r c e n t o f whom a r e under the age o f s i x . These c h i l d r e n r e g u l a r l y e n j o y t h e c o n v e n i e n c e of t h i s adjacent parkland. Any highway e n t r a n c e a t 26th and M would e f f e c t i v e l y d e s t r o y t h e use o f the park now at this site. I r e a l l y do not b e l i e v e , nor do the mothers o f t h i s a r e a b e l i e v e , t h a t a u s a b l e p a r c e l o f park would remain. A d d i t i o n a l l y , the A l t e r n a t i v e s AA and F can o n l y put more p r e s s u r e on t h e c u r r e n t rush-hour b o t t l e necks generating �268 even more o f a t r a f f i c How load through t h e Georgetown corridor. can t h i s be a v i a b l e a l t e r n a t i v e ? I t has been e s t i m a t e d t h a t an a d d i t i o n a l 840 c a r s would pass by our d o o r s t e p d u r i n g t h e rush hour p e r i o d alone. T h i s c a n ' t be an a t t r a c t i v e a l t e r n a t i v e t o our c h i l d r e n and r e s i d e n t i a l taxpayers. How can the a d d i t i o n a l t r a f f i c not c o n s t i t u t e s i g n i f i c a n t s a f e t y impediments t o our c h i l d r e n and o l d e r residents? Also, l e t ' s not f o r g e t t h a t t h i s a d d i t i o n a l volume p r e s e n t s a f a i r l y s i g n i f i c a n t i n c r e a s e at point p o l l u t i o n l e v e l . traffic i n the already And f u r t h e r m o r e , the construction a l o n e o f a 26th S t r e e t o n e - l a n e r o u t e would d e f i n i t e l y pose s a f e t y problems w h i c h I shudder t o t h i n k about. L e t ' s keep our g r e e n e r y . I t g r e a t l y enhances t h e a i r q u a l i t y o f our a r e a , i s a much s a f e r p l a c e and encourages t h e t r e n d f o r r e s i d e n t i a l use o f t h e West End c ommun i t y . Thank you. MR. KELLY: Thank you v e r y much. A l a n Voorhees. to play, �269 TESTIMONY OF ALAN VOORHEES MR. VOORHEES: on I am A l a n Voorhees. 3 1 s t S t r e e t j u s t n o r t h o f M. I have p r o p e r t y I am a r e t i r e d transportation planner. I agree w i t h a l o t o f t h i n g s t h a t have been s a i d tonight t h a t i n many ways t h e E n v i r o n m e n t a l Impact Statement c o n c e n t r a t e d v e r y h e a v i l y on t h e a.m. and p.m. traffic i s s u e s and a v o i d e d a l o t o f t h e o t h e r i s s u e s t h a t I t h i n k s h o u l d have been c o n s i d e r e d i n d e v e l o p i n g t h e b e s t But r a t h e r than t o c o n c e n t r a t e plan. on t h a t , I would l i k e t o t a l k about a couple b a s i c t r a f f i c i s s u e s t h a t I t h i n k have been o v e r l o o k e d i n t h e d e s i g n o f t h e r e p o r t . I f you t h i n k o f t r a f f i c going through t h i s corridor i n t h e morning, i n t h e e a s t d i r e c t i o n , they g e n e r a t e from F o x h a l l and C a n a l Road, from each o f t h o s e s o u r c e s i n t o two lanes. That i s a capacity c o n s t r a i n t . I t doesn't m a t t e r what you do, o n l y so much t r a f f i c can go through t h a t i n t e r s e c t i o n a t a given hour. At t h e p r e s e n t t i m e , t h e peak hour has been exceeded and s t r e t c h e d t o a l m o s t from 7 o ' c l o c k i n t h e morning t o 10 o ' c l o c k . The bridge, other capacity c o n s t r a i n t r e a l l y i s a t the r e l a t e d t o M and Key B r i d g e . And a g a i n , don't do any improvement o f i t , t h e r e i s a f i x e d t o t h a t b r i d g e and t h a t interchange. i f you capacity �270 And so the amount o f t r a f f i c t h a t i s on K S t r e e t i s a v e r y f i x e d amount, c o n s i d e r a b l y and on C a n a l Road and l e s s t h a n i t i s on Key Bridge you i n c r e a s e the c a p a c i t y of the j u n c t i o n . T h e r e i s no way, accepting i t c a n ' t be exceeded u n l e s s f o r example — they t a l k about a 2 0 - p e r c e n t i n c r e a s e i n t r a f f i c because of growth i n the a r e a . T h a t c a n ' t o c c u r as long as t h e s e c o n s t r a i n t s exist. Now, i f you one take t r a f f i c t h i n g more. T h a t means t h a t i n e f f e c t from h e r e to h e r e , to 25th S t r e e t on a f r e e w a y , an e l e v a t e d highway or a b r i d g e , i t gets maybe a minute f a s t e r t h a n i f you put them on an street. But c e r t a i n l y , an a r t e r i a l that t r a f f i c . arterial s t r e e t can accomodate I t ' s c o n t r o l l e d by the c o n s t r a i n t s . And t h a t minute's s a v i n g s t h a t i s brought about by t h a t s t r u c t u r e i s r e a l l y c o s t i n g about $9 a t r i p , which r e c o r d e d by one the q u e s t i o n o f the p r e s e n t a t i o n s i s whether a l l t h e s e minute a t r i p The i s worth $9 a was So, improvements to save a trip. o t h e r t h i n g I would l i k e l i k e you do i n "A", so elevated the o t h e r day. to t a l k about which i s a v e r y s e r i o u s d e f i c i e n c y i n the model, i f you traffic there increase a t t h i s j u n c t u r e you have t o i n c r e a s e the amount o f t r a f f i c t h a t w i l l be coming i n t o Georgetown and going throughout the a r e a . And i f you have a 50-percent i n c r e a s e i n t r a f f i c here which i s p o s s i b l e w i t h �271 t h i s i n c r e a s e i n c a p a c i t y , you a r e going t o have the whole c i t y , Georgetown, Foggy Bottom, c o v e r e d w i t h more t r a f f i c . I t h i n k t h a t was not b u i l t i n t o t h e model and should have been b u i l t i n t o i t , and i t would have made e v a l u a t i o n s between t h e d i f f e r e n t a l t e r n a t i v e s j u s t c o m p l e t e l y different. The i s s u e t h a t i s r e l a t e d t o t h e neighborhoods n o r t h o f M S t r e e t , and Foggy Bottom, t r a f f i c penetration i s a v e r y s e r i o u s one and, I f e e l , has not been a d d r e s s e d properly. We know t h a t i n congested c i t i e s i n our country t h a t t h e o n l y way you get a t t h o s e k i n d s o f problems i s by d i r e c t approach, c l o s i n g s t r e e t s , t r a f f i c c o n t r o l s of v a r i o u s types. For example, i f you look around t h e metropolitan a r e a s , Old Town A l e x a n d r i a has a v e r y e f f e c t i v e program o f one-way s t r e e t s and s t o p s i g n s . They a r e i n c r e a s i n g t h e stop s i g n s a l l the time. Chevy Chase i n Maryland has c l o s e d o f f s t r e e t s to solve t h e i r t r a f f i c penetration i s s u e . I f you look a t t h e European e x p e r i e n c e , the s o called t r a f f i c f r e e zones, they c l o s e o f f a l o t o f s t r e e t s and they use t r a f f i c m e t e r i n g t e c h n i q u e s amount o f t r a f f i c first. i n there. to c o n t r o l the And t h i s s h o u l d have been done P l a n s s h o u l d have been developed f o r Georgetown, p a r t i c u l a r l y Foggy Bottom because they a r e i n v e r y bad shape and t h o s e t h i n g s have t o be s t u d i e d f i r s t and answers r e l a t e d �272 to them found. of s t r e e t Then i t i s a p p r o p r i a t e t o look a t t h e i s s u e improvement. I would l i k e t o s t r e s s a g a i n t h a t t h e s e neighborhood problems i n A l e x a n d r i a , o r Chevy Chase, o r i n Europe a r e n o t s o l v e d by new s t r e e t s , they a r e s o l v e d by c l o s i n g and t a k i n g these p o s i t i v e a c t i o n s . I n s u m m a r i z i n g , I would j u s t l i k e t o s a y t h i s : t h i n k t h a t t h e r e have been a l o t o f g r e a t i d e a s here. I f e e l the Environmental I presented Impact Statement up t o t h i s time h a s n o t been v e r y i m a g i n a t i v e , and I hope t h a t they take the i d e a s t h a t have been g e n e r a t e d by t h i s h e a r i n g and r e v i e w some o f t h e i r t e c h n i c a l i s s u e s and improve some o f t h e i r e n g i n e e r i n g judgments and e v a l u a t i o n s , and I t h i n k we can s e e t h a t w i t h such an approach t h a t we s h o u l d g e t a much more a p p r o p r i a t e answer t o t h e problem o f t h e W h i t e h u r s t Freeway C o r r i d o r . MR. KELLY: Thank you v e r y much. C h e r y l Wasserman. �273 TESTIMONY OF CHERYL WASSERMAN MS. WASSERMAN: Thank you f o r t h i s o p p o r t u n i t y t o comment on t h e W h i t e h u r s t Freeway C o r r i d o r Study. My name i s C h e r y l Wasserman. P e n n s y l v a n i a Avenue. I l i v e a t 2555 I have l i v e d t h e r e f o r a p p r o x i m a t e l y almost going on f i v e y e a r s . P r i o r t o t h a t , I l i v e d f o r more t h a n s i x y e a r s on K S t r e e t a t 25th. I am h e r e t o n i g h t n o t t o comment as a "Nimby" which i s where I s t a r t e d o u t , w h i c h peaked my i n t e r e s t a "Nimby" i s n o t i n my b a c k y a r d a t t i t u d e — — but rather I have g i v e n t h i s m a t t e r some c o n s i d e r e d a n a l y s i s . I have a m a s t e r ' s i n c i t y p l a n n i n g from t h e U n i v e r s i t y o f P e n n s y l v a n i a , a m a s t e r ' s i n management from S t a n f o r d B u s i n e s s S c h o o l , and worked f o r t h e E n v i r o n m e n t a l P r o t e c t i o n Agency f o r t w e l v e y e a r s , and I have been v e r y much i n v o l v e d over t h a t whole p e r i o d o f time i n n a t i o n a l urban p o l i c y and t h e q u a l i t y o f o u r urban environment. L e t me s a y , a t bottom I am f i r m l y i n f a v o r o f A l t e r n a t i v e A o r some v a r i a n t o f i t . the two o b j e c t i v e s o f enhancing q u a l i t y o f o u r urban environment I t h i n k i t b e s t meets or a t l e a s t maintaining the and meeting t h e t r a f f i c needs t h a t t h i s whole s t u d y was a d d r e s s e d t o meet. I found t h a t A l t e r n a t i v e s AA and F s h o u l d be t o t a l l y u n a c c e p t a b l e t o t h e c i t y and I am v e r y s y m p a t h e t i c t o t h e concerns r a i s e d by my neighbors on K S t r e e t and t h e �274 Foggy Bottom a r e a i n g e n e r a l . many y e a r s . I e x p e r i e n c e d them too f o r I t h i n k , though, t h a t the s u p p o r t f o r AA and F i s somewhat misguided as I p l a n t o show i n my a n a l y s i s , and I t h i n k t h a t the c i t y s h o u l d a d d r e s s those concerns s e p a r a t e a n a l y s i s and Why in a study. A l t e r n a t i v e A and why not the o t h e r s ? Basically, t h e N o - B u i l d A l t e r n a t i v e does keep up the f l o w and i t does r e n o v a t e the W h i t e h u r s t , w h i c h i s o b v i o u s l y needed. not a d d r e s s , however, t h e West End problems o f I t does traffic c o n g e s t i o n a t C a n a l Road and t h e i n t e r s e c t i o n w i t h Key B r i d g e , and I t h i n k t h a t i s the major cause o f back-up and congestion. A l t e r n a t i v e s AA and F do i n c l u d e the ramp t h a t o b v i o u s l y does a f f e c t me d i r e c t l y as a r e s i d e n t o f Westbridge. But when you look a t the a n a l y s i s i n the d r a f t E I S , i t makes i t c l e a r t h a t what t h o s e a l t e r n a t i v e s do w i t h the ramp i s i n c r e a s e the t r a f f i c volume i n t h e neighborhood by a t l e a s t 50 p e r c e n t under AA and 84 p e r c e n t under F. T h a t t r a f f i c volume i s not going t o go down 1-66 and, as t h e a n a l y s i s i n d i c a t e s , i t does not enhance the traffic Freeway. flow through Georgetown o r as a by-pass to Whitehurst T h a t t r a f f i c i s going t o back up and go i n t o a l l t h e r e s i d e n t i a l s t r e e t s throughout t h e Foggy Bottom a r e a . The d r a f t E I S notes t h a t they n e v e r a n a l y z e d the whole network i n i t s e n t i r e t y . c u r r e n t l y congested I t n e v e r a n a l y z e d the r o u t e through R o o s e v e l t B r i d g e , the 1-66 �275 connection. I t i n d i c a t e s t h a t any impact on t r a f f i c i s g o i n g t o be m i n i m a l . So, what do you l o s e ? I t ' s t r u e t h a t i n t h e 1960s, K S t r e e t c r e a t e d a problem f o rthe residents — t h e K S t r e e t w i d e n i n g and c r e a t i n g i t as a major t h o r o u g h f a r e caused a problem. what now e x i s t s as t h e major gateway t h r i v i n g renaissance and development, But t o Georgetown, a a r e a o f v i t a l urban commercial roads a p e d e s t r i a n way c o n n e c t i n g t h e c i t y Georgetown, an a r e a w h i c h h a s many, many o n - s t r e e t into restaurants and C a f e - t y p e e n v i r o n m e n t s , would now be b i f u r c a t e d from Georgetown. T h i s cannot be t h e answer, g i v e n t h e minimum b e n e f i t s that accrue t o the K S t r e e t r e s i d e n t s . i s a q u a l i t y urban And t h e concern there environment. The parkway, t h e d e s t r u c t i o n o f t h e park has broader p s y c h o l o g i c a l EIS — e f f e c t s t h a n j u s t parkway, and t h e d r a f t I think erroneously of land f o r land. — t r e a t s t h i s as a s i m p l e c a l c u l u s What you a r e d e a l i n g w i t h i s o n - s t r e e t a c c e s s i b l e p a r k a r e a t h a t c r e a t e s an i n v i t i n g entryway i n t o Georgetown and i s a c c e s s i b l e t o r e s i d e n t s , v e r s u s some l a n d t h a t i s going t o be t o t a l l y surrounded by freeway interchanges grassy and e x i t s as t h e one-for-one t r a d e i n t h e new a r e a , and I j u s t cannot u n d e r s t a n d t h a t and a c c e p t t h a t . As t o whether o r n o t a freeway s h o u l d be e l e v a t e d or a t s t r e e t l e v e l , I do t h i n k t h e r e i s a problem with �276 A l t e r n a t i v e F not o n l y i n that i t diminishes g r e a t l y the c a p a c i t y t o by-pass Georgetown and t h e whole a r e a i n terms of i t s a b i l i t y t o handle t r a f f i c flow, but i t c r e a t e s a s i g n i f i c a n t b a r r i e r t o access t o t h e Georgetown W a t e r f r o n t . A l t e r n a t i v e AA s i g n i f i c a n t l y changes t h e a l i g n m e n t and t h e b u i l d i n g and t h e development now planned f o r t h e Georgetown W a t e r f r o n t i n a way t h a t I don't t h i n k pays i n terms o f t h e benefits that accrue. Those a r e my b a s i c r e a s o n s f o r s t r o n g l y A l t e r n a t i v e A, and I hope t o submit something more for the record. Thank you v e r y much. MR. KELLY: Thank you. Ray K u k u l s k i . supporting formal �277 TESTIMONY OF RAY KUKULSKI MR. KUKULSKI: Mr. H e a r i n g O f f i c e r , friends, n e i g h b o r s , my name i s Ray K u k u l s k i and f o r t h e l a s t s e v e n t e e n y e a r s I k v e l i v e d w i t h i n s e v e r a l hundred f e e t o f t h e W h i t e h u r s : Freeway, c u r r e n t l y a t 1021 30th S t r e e t . Recently, I r e t i r e d a f t e r four years of being A d v i s o r y Neighborhood Commissioner f o r t h e a r e a , d u r i n g w h i c h time I was t h e c h a i r f o r t h r e e y e a r s , and d u r i n g t h e e n t i r e time t h e c h a i r o f t h e T r a n s p o r t a t i o n Committee. member o f t h e W h i t e h u r s t Freeway I was a Study Committee from i t s i n c e p t i o n , u n t i l b e i n g r e p l a c e d l a s t f a l l by our c u r r e n t chairman. Having l i v e d i n t h e shadow o f t h e freeway f o r t h e s e 17 y e a r s and h a v i n g s t u d i e d t h i s problem intensely f o r the l a s t two y e a r s , I am s a y i n g as an i n d i v i d u a l , t h e r e a r e r e a l l y no complete s o l u t i o n s t o t h e problems i n t h i s q u a r t e r , there are only m i t i g a t i o n s . I therefore b e l i e v e the modified F A l t e r n a t i v e i s t h e b e s t o v e r a l l , and l e t me e x p l a i n why. I n 19 49, t h e W h i t e h u r s t Freeway was b u i l t as a by-pass f o r rush-hour t r a f f i c around Georgetown. t o go t o Georgetown. changed. Of c o u r s e , i n 19 49 no one wanted However, today t h e c i r c u m s t a n c e s have People want t o go t o Georgetown 20 hours a day, seven days a week. The problem i s , t h e W h i t e h u r s t Freeway works too �278 w e l l as a b y - p a s s . to go. They s i m p l y c a n ' t get t o where they want I n f a c t , t h e m a j o r i t y o f the o f f - s t r e e t p a r k i n g i n Georgetown i s south o f M S t r e e t . W i t h i n t h e n e x t two y e a r s , t h e r e w i l l o n l y be one o f f - s t r e e t p a r k i n g s i t e above M S t r e e t i n Georgetown. The problem w i t h t h e W h i t e h u r s t Freeway i s t h a t d u r i n g t h e day, t h e e v e n i n g s and weekends, people must e n t e r Georgetown on M S t r e e t , and s i n c e t h e r e a r e more s t r e e t s heading n o r t h t h a n s o u t h , they t u r n o f f i n t o residential neighborhoods, d r i v i n g around l o o k i n g f o r p a r k i n g p l a c e s . So, we have a problem w i t h t h e W h i t e h u r s t Freeway w o r k i n g w e l l f o r 12 t o 15 hours a week, and f o r the remainder o f the week i t works v e r y , v e r y b a d l y . A l s o , the t r a f f i c a t n i g h t s and on weekends i s much g r e a t e r , appears r u s h hour. t o be much g r e a t e r , than i t i s d u r i n g However, t h e r e a r e more c a r s p a s s i n g M through W i s c o n s i n Avenue d u r i n g r u s h hour t h a n d u r i n g weekends. The r e a s o n , o f c o u r s e i s , t h e a u t o - p e d e s t r i a n c o n f l i c t reduces number o f c a r s going through each t r a f f i c c y c l e . the I f there were an F A l t e r n a t i v e , the grade l e v e l , you would s e p a r a t e the l o a d between M S t r e e t and K S t r e e t and reduce t h a t pedestrian conflict. Now, d i v e r g e n c e through the r e s i d e n t i a l neighbor- hoods has been brought up as a g r e a t concern t o the neighbors. I n f a c t , the t r a f f i c Of f l o w numbers don't show t h i s . 23 �279 s e l e c t e d s i t e s , t h e r e was a d e c r e a s e o f 14, an i n c r e a s e o f e i g h t , and no change a t one. On b a l a n c e , t h e r e was o n l y a k 1.5 p e r c e n t d e c r e a s e o v e r t h e N o - B u i l d and t h i s , o f c o u r s e , i s w i t h o u t any t r a f f i c m i t i g a t i o n s b e i n g used. I t i s my f i r m b e l i e f t h a t t r a f f i c mitigation systems would p r e v e n t d i v e r s i o n i n t h e c o r r i d o r . Okay, a n o t h e r i s s u e i s , f r e e - f l o w i n g t r a f f i c t h e W h i t e h u r s t Freeway d u r i n g r u s h hour i s a myth. on I walk home from t h e Foggy Bottom Metro S t a t i o n s e v e r a l t i m e s a week, and I can a s s u r e you, a t 6 o r 6:30 p a r k i n g l o t backed up t o 26th S t r e e t . traffic i s a The numbers i n t h e DEIS a r e t h e o r e t i c a l numbers, t a l k i n g about 4,900 c a r s an hour compared t o 3,700, I b e l i e v e , f o r the F A l t e r n a t i v e . In f a c t , i f you went out t h e r e a t r u s h hour you would s e e , i t ' s a p a r k i n g l o t . So, when people speak o f f r e e - f l o w i n g W h i t e h u r s t Freeway t r a f f i c , i t doesn't e x i s t . The problems o f t h e W h i t e h u r s t o c c u r a t the end, not the middle. On the West End, t h e avenue a l t e r n a t i v e would s o l v e , would h e l p m i t i g a t e , t h e l e f t - h a n d t u r n problems t h a t have been s o o v e r l y i d e n t i f i e d because i f you broke t h e C a n a l Road eastbound t o M S t r e e t c o n n e c t i o n and f o r c e d traffic to go down a l o n g K S t r e e t , you would s o l v e the problem o f people g e t t i n g t o Georgetown and through Georgetown, a t t h e same time g i v i n g more "green t i m e " t o t h e s i g n a l and �280 e l i m i n a t i n g one o f t h e t u r n i n g movements. T h i s would more c a r s t o make t h a t t u r n f o r f a r l e s s than t h e $40 allow million s o l u t i o n o f t h e t u n n e l w h i c h would have a d v e r s e impact on t h e C&0 C a n a l and would p r o b a b l y o n l y move the problem t o the west. I a l s o recommend dropping t h e S - t u r n because o f c o s t s and impact on t h e p a r k . On E a s t End I s u g g e s t GT-1 because i t d i v e r t s t r a f f i c g o i n g t o V i r g i n i a w i t h o u t going through Georgetown. To remove t h e " s p a g h e t t i ramps," and my feeling i s i t f r e e s up more p a r k l a n d f o r p o t e n t i a l use. B a s i c a l l y , on a e s t h e t i c c o n s i d e r a t i o n s t h e F Alternative wins. I f t h e W h i t e h u r s t Freeway d i d not e x i s t today and someone proposed t h a t i t be b u i l t , he would be run out of' town on a r a i l . t h e K-M S t r e e t l e f t - h a n d t u r n i s w i t h the F A l t e r n a t i v e . most o f a l l , problem The most c o s t - e f f e c t i v e s o l u t i o n t o But t h e F Avenue A l t e r n a t i v e h e l p s t h e Georgetown 20 hours a day, seven days a week when people want t o go t o Georgetown and need t o go t o t h e p a r k i n g g a r a g e s , not t h e r e s i d e n t i a l a r e a s because a s m a l l p o r t i o n o f t h e d i v e r g e n c e can be c o n t r o l l e d by t r a f f i c management systems and t h e maintenance costs o v e r the l i f e o f an e l e v a t e d freeway a r e s i g n i f i c a n t l y h i g n e r than t h e Grade A l t e r n a t i v e . And l e a s t b u t not l a s t — l a s t b u t not l e a s t , I don't r e a l l y want t o be h e r e 35 y e a r s from now, going through �281 t h i s same s t u d y a l l o v e r a g a i n . Thank you. MR. KELLY: Thank you v e r y much CHARLES CLAPP. �282 TESTIMONY OF CHARLES CLAPP, PRESIDENT WESTBRIDGE CONDOMINIUM ASSOCIATION MR. CLAPP: My name i s C h a r l e s Clapp and I am s p e a k i n g f o r t h e Westbridge Condominium A s s o c i a t i o n , w h i c h I serve as president. Because o f time c o n s t r a i n t s , we w i l l submit a more complete s t a t e m e n t f o r t h e r e c o r d . F i r s t , l e t me s a y t h a t we r e c o g n i z e t h e e n o r m i t y and importance o f t h e t a s k and t h e p o l i t i c a l and p r a c t i c a l c o n s i d e r a t i o n s w h i c h i n f l u e n c e judgments i n an e m o t i o n a l l y - charged i s s u e such a s t h i s , where t h e r e i s no e a s y o r obvious solution. We a p p r e c i a t e , t o o , t h e e t h i c s o f Lynne Robinson, o t h e r government o f f i c i a l s and t h e c o n s u l t a n t s , t o p u b l i c i z e the problem i n t h e proposed a l t e r n a t i v e s o l u t i o n s . They have succeeded i n p r o d u c i n g v i g o r o u s community debate w h i c h can be h e a l t h y . Having s a i d t h a t , I must add — me — as o t h e r s before t h a t we b e l i e v e t h e documents t o be s e r i o u s l y f l a w e d . T h e r e a r e t h e l e g a l q u e s t i o n s such a s t h o s e r a i s e d by t h e S i e r r a Club i n i t s t e s t i m o n y , some o f w h i c h h a s p r e v i o u s l y been r a i s e d w i t h me by o t h e r s and w h i c h posed major o b s t a c l e s to change. Then t h e r e i s t h e q u e s t i o n o f b a l a n c e . We a l l r e c o g n i z e t h a t t h e W h i t e h u r s t Freeway problem i s t o an �283 i m p o r t a n t degree a Georgetown problem, and stand under- f u l l a t t e n t i o n to t h a t s e c t i o n . But one EIS t h u s can comes away from e x a m i n a t i o n of the d r a f t w i t h the f e e l i n g t h a t o t h e r a r e a s d i d not get f u l l T h u s , not a l l t r a f f i c , n o i s e , p o l l u t i o n , and considerations We are f u l l y attenti parkland explored. b e l i e v e a l s o t h a t an o p p o r t u n i t y has been m i s s e d . T h a t more a t t e n t i o n s h o u l d have been g i v e n t o expanding the r o l e o f Metro and p u b l i c t r a n s p o r t a t i o n i n the development o f a r e v i t a l i z e d t r a n s p o r t a t i o n network, p a r t i c u l a r l y r e l a t i n g to 1-66. Nor, i t appears from t h e d r a f t E I S a r e a l l h i s t o r i c a l resources created equal. o f the f o u r Category 1 r e s o u r c e s draft EIS. at great archeological Y e t , the l e t t e r does not d i s c u s s — length i n the resources. the l e t t e r does not d i s c u s s the impact o f the v a r i o u s a l t e r n a t i v e s on the T h a t s h o u l d be The one among the 41 l i s t e d i n the I t s h i s t o r y i s discussed t e c h n i c a l r e p o r t on h i s t o r i c and Rock Creek P a r k i s park. done. d r a f t a l s o assumes t h a t the r e m a i n i n g grassy a r e a s t h a t s u r v i v e d the c o n s t r u c t i o n o f an e n t r a n c e ramp t o 1-66, can be used f o r r e c r e a t i o n . We seriously question t h a t i n an a r e a t h a t w i l l be t o t a l l y surrounded by heavy t r a f f i c , and w h i c h i s now levels, w i l l effect that. s u b j e c t t o troublesome a i r q u a l i t y �284 In f a c t , we would l i k e t o make the p o i n t which the r e p o r t i g n o r e s , the f a c t t h a t a l l g r a s s y a r e a s a r e not The equal. d r a f t t a k e s a q u a n t i t a t i v e approach t o a s s e s s i n g the impact on l a n d use alternatives. and g r a s s y a r e a s of the proposed That v i o l a t e s a b a s i c p r i n c i p l e of r e a l e s t a t e . Land use i s not a s i m p l e c a l c u l a t i o n . L o c a t i o n makes a l l the difference. The d r a f t p o i n t s t o the net r e t u r n o f l a n d , but f a i l s t o a d d r e s s the f a c t t h a t i n a d o p t i n g the ramp we e x c h a n g i n g much l i m i t e d green space a t r e s i d e n t i a l a l r e a d y used as a p a r k , and recessed f o r p l o t s surrounded by level, highways from the l e v e l a t w h i c h r e s i d e n c e s a r e l o c a t e d . We would p o i n t out a l s o t h a t w h a t e v e r the o f i n i t i a l s u p p o r t f o r the proposed ramp to 1-66 and M, are at extent 26th i t no l o n g e r i s a c c u r a t e t o s a y , as the DEIS d i d , t h a t community r e p r e s e n t a t i v e s a r e v i r t u a l l y unanimous i n favor. More a c c u r a t e l y , a l m o s t the r e v e r s e i s t r u e . we have j u s t had opposition an o p p o r t u n i t y t o study t o the ramp has i n c r e a s e d . As the package, The D.C. DoT should t a k e n o t e , and we hope the P a r k S e r v i c e w i l l t o o , t h a t both o f the most concerned e l e c t e d b o d i e s , the Georgetown and Foggy Bottom and West End ANCs, s p e c i f i c a l l y oppose the ramp in t h e i r testimony, as do the C i t i z e n s A s s o c i a t i o n o f Georgetown, the S i e r r a C l u b , and o t h e r i n t e r e s t e d p a r t i e s . �285 I t s h o u l d be noted t h a t a t the meeting of Foggy Bottom-West End ANC t o d e c i d e the i s s u e , Commissioner T y l e r moved a s u b s t i t u t e r e s o l u t i o n w h i c h i n c l u d e d and was the d e f e a t e d f o u r t o one, the ramp a f t e r w h i c h the Commissioners by a v o t e of f o u r t o n o t h i n g , w i t h T y l e r a b s t a i n i n g , passed a r e s o l u t i o n which s p e c i f i c a l l y r e j e c t e d i t . I s h o u l d p o i n t out t h a t the Foggy Bottom Association d i d v o t e f o r the ramp, but o n l y by a vote o f 25 t o demonstrating c l e a r l y t h a t opinions are divided 17, i n that organization. We w i l l c o n t i n u e t o oppose the ramp on t r a n s p o r t a t i o n , and violence r e c r e a t i o n a l grounds. t o the West End mixed use environmental I t i s doing experiment. I n t h e d r a f t E I S , the ramp i s p a r t o f a l a r g e r p l a n GT-1 incorporated i n both AA r e d i s t r i b u t e s t r a f f i c patterns and F, w h i c h b a s i c a l l y r a t h e r than s o l v i n g problems, adding s u b s t a n t i a l l y t o M S t r e e t and Avenue t r a f f i c . cent increase i n t r a f f i c volume on M S t r e e t , E a s t End and i s s u e d i n F e b r u a r y '84 the t e c h n i c a l r e p o r t on c r e a t i n g new congested R o o s e v e l t no problems i n d e l a y s per26th traffic p r e d i c t s an 84 p e r c e n t i n c r e a s e rush hour e v e n i n g t r a f f i c volume, p r o v i d i n g And Pennsylvania F o r example, the d r a f t speaks of a 50 under A l t e r n a t i v e AA, n e t g a i n s and traffic in measurable in already Bridge. i t r u i n s the r e c r e a t i o n a l park a r e a — there �286 are v e r y few — We f o r t h e enjoyment o f people. a r e not e n t h u s i a s t i c about any o f the f o u r o p t i o n s , but w i t h o u t h e s i t a t i o n we other "build" a l t e r n a t i v e s . We f a v o r "A" over the do not endorse "A" without r e s e r v a t i o n s , however. We r e c o g n i z e t h a t t h e west end o f the freeway i s a major problem a r e a , and we a r e s y m p a t h e t i c w i t h e f f o r t s t o reduce t h a t g l a r i n g b o t t l e n e c k . be reduced I n d e e d , we t h i n k i t must i f any m e a n i n g f u l p r o g r e s s i s t o be made. Yet, we a r e d i s t u r b e d by the impact o f t h e proposed t u n n e l on the C&O C a n a l and urge a c o n t i n u i n g s e a r c h f o r more e f f e c t i v e and, h o p e f u l l y , l e s s e x p e n s i v e ways t o a l l e v i a t e the difficulty. MR. KELLY: E x c u s e me, MR. CLAPP: We oppose the GT-1 approach. Mr. C l a p p , your time i s up. r e j e c t AA and F. We s t r o n g l y We b e l i e v e f i r m l y t h a t the Washington C i r c l e a c c e s s t o the W h i t e h u r s t Freeway a l o n g K S t r e e t s h o u l d be m a i n t a i n e d , and t h a t t h e 26th and M S t r e e t s ramps s h o u l d be We "deep s i x e d " forever. a r e c o n v i n c e d , t o o , a f t e r examining t h e d a t a , t h a t O u i j a b o a r d d e c i s i o n making and f i g u r i n g r a t h e r than thorough a n a l y s i s c h a r a c t e r i z e t h a t phase of the s t u d y . The r e p o r t i t s e l f acknolwedges t h a t thorough a n a l y s i s i s l a c k i n g here. I f AA i s bad, F i s good. �287 MR. KELLY: Thank you. Maria T y l e r , please. We w i l l r e a d t h e statement, �288 TESTIMONY OF MARIA TYLER MS. TYLER: My name i s M a r i a T y l e r . on 25th S t r e e t i n Foggy Bottom s i n c e 1961. property I have l i v e d I am a v o t e r , owner, and t a x p a y e r t o the D i s t r i c t of Columbia. S i n c e 1979, 03 of ANC I have been e l e c t e d ANC 2A. Commissioner of D i s t r i c t I have a l s o c h a i r e d the ANC 2A Transportation Committee f o r a number of y e a r s . I have viewed the freeway r e d e s i g n as a unique opportunity t o r e d r e s s the damage done t o t h i s o l d neighborhood i n the e a r l y '60s. residential Then the freeway was extended t o Washington C i r c l e and a b a r r i e r i n t h e form of an e i g h t lane highway w i t h a t u n n e l under Washington C i r c l e was through out neighborhood. Land, w h i c h p r e v i o u s l y p r o t e c t e d the adverse impact o f t r a f f i c was t h e b e n e f i t of commuters. r e s i d e n t s from t a k e n away from us f o r T r a f f i c volume along r e s i d e n t i a l p o r t i o n of K S t r e e t was the new placed allowed the to i n c r e a s e a c c e s s ramps a t 25th and K S t r e e t s flooded and through- t r a f f i c i n t o our r e s i d e n t i a l s t r e e t s i n our community. S i n c e t h e n , w i t h expanding s u b u r b s , the volume has traffic i n c r e a s e d c o n s i d e r a b l y , c r e a t i n g extreme dangers to p e d e s t r i a n s , very d i s r u p t i v e l i v i n g conditions from n o i s e and a l s o from a i r p o l l u t i o n , and v e h i c u l a r t r a f f i c v i b r a t i o n t h a t damages p r o p e r t i e s . R e s i d e n t s have been s u b j e c t e d convoys o f heavy t r u c k s p a s s i n g a l o n g t h e i r dwellings, to �289 c r e a t i n g t h e atmosphere o f a war zone w h i c h h a s i n v a d e d our r e s i d e n t i a l community. I would l i k e , t h e r e f o r e , t o focus on two p e t i t i o n s by Foggy Bottom r e s i d e n t s who a r e a f f e c t e d by t h e s e conditions of t h e freeway: 1. The r e q u e s t t o p r o h i b i t through t r u c k s from t h e r e s i d e n t i a l portion o f K S t r e e t , w h i c h would a l s o eliminate t h e i r present s p i l l - o v e r into other r e s i d e n t i a l s t r e e t s . 2. Request t o e x t e n d t h e e x i s t i n g t u n n e l under Washington C i r c l e t o be on 26th S t r e e t . While t h e freeway i t s e l f c u t s o n l y through my ANC d i s t r i c t , t h e a c c e s s ramps a t 25th and K S t r e e t s allow through t r a f f i c t o s p i l l over i n t o t h e l a r g e m a j o r i t y o f r e s i d e n t i a l Foggy Bottom s t r e e t s . Moreover, t h e i n t e r s e c t i o n o f 25th and K S t r e e t i s a major p e d e s t r i a n Foggy Bottom p o p u l a t i o n , t h e m a j o r i t y o f whom w a l k Both p e t i t i o n s were s u p p o r t e d by s t r o n g ANC I have p e r s o n a l l y a i r p o l l u t i o n , some s i g n a t u r e s accompanied by t h e f o l l o w i n g f o r the extensively resolutions. w i t n e s s e s many n e a r m i s s e s by s p e e d i n g v e h i c l e s i n t h e Foggy Bottom a r e a . and crossing Regarding n o i s e on t h e p e t i t i o n were remarks: "From my apartment t h i s has become a d i s a s t r o u s situation — n o i s e w i s e and h e a l t h w i s e , " o r "The p o l l u t i o n i s u n h e a l t h y and t h e t r u c k s a r e u n b e a r a b l y n o i s y and a l s o a r e a s a f e t y h a z a r d t o r e s i d e n t s , " o r , "You b e t , s h o u l d have �290 been done a l o n g time ago," o r , " I w i s h t o send t h e a t t a c h e d p e t i t i o n a g a i n s t t h e t r u c k s coming down K S t r e e t and 24th Street. They a r e r u i n i n g our houses and s h a k i n g windows o u t . " I p e r s o n a l l y v i s i t e d t h e homes o f r e s i d e n t s and w i t n e s s e d what u n c i v i l i z e d c o n d i t i o n s t h e s e people must endure. They a r e f o r c e d t o s t a y b e h i n d c l o s e d windows, w i t h TV s e t s t u r n e d a t h i g h volumes t o c o u n t e r t h e n o i s e from t h e t r a f f i c , e s p e c i a l l y the t r u c k s . I cannot a c c e p t t h e a n a l y s i s i n t h e DEIS w h i c h has n o t a d d r e s s e d i t s e l f t o such c o n d i t i o n s i n our I n no o t h e r neighborhood har to neighborhood. i n v o l v e d i n t h e freeway r e d e s i g n t h e r e been such a d i r e c t o u t c r y f o r h e l p from t h e people, relieve a presently intolerable situation. I t i s c l e a r t h a t t h e N o - B u i l d and A A l t e r n a t i v e s are t o t a l l y u n a c c e p t a b l e t o our neighborhood because t h e y i g n o r e t h e through t r a f f i c p l i g h t t o w h i c h t h e r e s i d e n t s i n Foggy Bottom a r e s u b j e c t e d , and w h i c h i n any civilized s o c i e t y s h o u l d have been c o r r e c t e d a long time ago. ends o f F and AA, The e a s t s u b j e c t t o t h e c o r r e c t i o n s w h i c h must be made i n t h e DEIS t o t a k e a c c o u n t p r o p e r l y o f our neighborhood, do o f f e r t h e o p p o r t u n i t y f o r a l l e v i a t i n g t h e p r e s e n t t r a f f i c s i t u a t i o n f o r a v e r y l a r g e number o f Foggy Bottom s t r e e t s because: 1. They l e a v e t h e door open f o r e x t e n d i n g t h e tunne] to beyond 26th S t r e e t , w h i c h i s c r u c i a l , as t h i s i s viewed �291 by the m a j o r i t y of r e s i d e n t s , as w e l l as by the ANC the FBA 2A and r e s o l u t i o n s as the o n l y m e a n i n g f u l s o l u t i o n t o d e a l w i t h the p r e s e n t 2. t r a f f i c problem i n Foggy Bottom. They c l o s e the e n t r y / e x i t ramps a t 2 5th and K S t r e e t s w h i c h i s e q u a l l y c r u c i a l as i t would p r e v e n t present the s p i l l - o v e r o f through t r a f f i c w h i c h p l a g u e s the m a j o r i t y of Foggy Bottom s t r e e t s . We, as o t h e r neighborhoods a r e g r e a t l y concerned about through t r a f f i c on our residential s t r e e t s , and we want o t h e r neighborhoods t o r e s p e c t 3. They d i v e r t t r a f f i c 4. They p r o v i d e large this. from V i r g i n i a Avenue t o 1-66. for a large increase i n parkland a l o n g 26th S t r e e t . Rational opposition A l t e r n a t i v e s AA and Condominium and because we t o the e a s t ends o f F come from r e s i d e n t s of the Westbridge the K n i g h t s b r i d g e Condominium townhouses u n d e r s t a n d from the c o n s u l t a n t t h a t these a l t e r n a t i v e s n e c e s s i t a t e a southbound ramp from the West While I a p p r e c i a t e End. t h e s e c o n c e r n s , they must be weighed a g a i n s t the need to a l l e v i a t e the presently u n a c c e p t a b l e t r a f f i c s i t u a t i o n f o r the m a j o r i t y of r e s i d e n t s i n the Foggy Bottom community. Moreover, the d i s a d v a n t a g e t o the m i n o r i t y , i f such a ramp i s p r o p e r l y l o c a t e d , would be s m a l l compared w i t h t h e long-overdue improvements w h i c h t h e e a s t end o f AA and F would o f f e r to the m a j o r i t y of �292 r e s i d e n t s i n ANC 2A a f f e c t e d by t h e r e d e s i g n . I ask t h e D.C. f o r help. Government t o heed t o our o u t c r y Such h e l p s h o u l d be g i v e n MR. KELLY: immediately. Thank you v e r y much. Robert L i c c i a r d o . �293 TESTIMONY OF ROBERT LICCIARDO MR. LICCIARDO: and gentlemen. 1045 ladies My name i s Robert L i c c i a r d o and I l i v e a t 3 1 s t S t r e e t , N.W., lower K. Good e v e n i n g , Mr. Chairman, i n Georgetown between t h e C a n a l and This i s a private presentation. The r e a s o n I do i t i s because the s o c i a l l y - a c c e p t a b l e environment the retention of f o r Georgetown i n g e n e r a l , i n c l u d i n g t h e a r e a between t h e C a n a l and t h e W a t e r f r o n t i s i m p o r t a n t because i t i s r i c h i n h i s t o r i c a l and human v a l u e s , and t h e s e a r e some o f t h e i m p o r t a n t elements t h a t j u s t make l i f e worthwhile. My purpose h e r e today i s t o p r e s e n t a b r i e f r e v i e w of t h e r e s u l t s o f t h e d r a f t E n v i r o n m e n t a l Impact and E v a l u a t i c a g a i n s t t h e c r i t e r i a w h i c h a r e b e i n g proposed t o e v a l u a t e t h e f o u r a l t e r n a t e s p r e s e n t e d f o r comment. We have had a tremendous amount o f d i s c u s s i o n . T h e r e was a l o t o f d a t a t h a t i s b e i n g p r e s e n t e d i n t h e DEIS and t h e r e a r e c r i t e r i a t h a t arei b e i n g l a i d o u t , and I j u s t wanted t o r e v i e w a l l t h i s i n f o r m a t i o n a g a i n s t t h e c r i t e r i a . The f i r s t s e t of c r i t e r i a c o n s i s t s of the three ground r u l e s e s t a b l i s h e d by D.C. DoT from t h e b e g i n n i n g o f t h e s t u d y t o guide t h e development and a n a l y s i s o f alternatives. 1. These a r e : The a l t e r n a t i v e s a r e t o accomodate p r e s e n t t r a v e l demand w h i l e m i n i m i z i n g t h e g e n e r a t i o n o f a d d i t i o n a l �294 traffic. 2. Through t r a f f i c i n a d j a c e n t neighborhoods i s t o be c o n t r o l l e d and 3. The potential waterfront Georgetown Shore must be residential reduced where p o s s i b l e . park a l o n g the accomodated. Taking these three r u l e s and e x a m i n i n g the c h a r t s on the w a l l show t h a t A l t e r n a t e A i s the best r e l e v a n t t o Ground Rule 1 t h a t the a l t e r n a t i v e s a r e accomodate p r e s e n t t r a v e l demand w h i l e m i n i m i z i n g generation of a d d i t i o n a l color to the traffic. A l t e r n a t i v e A i s the b e s t r e l e v a n t t o Ground Rule 2, i f you look a t the i n f o r m a t i o n , t h a t through traffic i n a d j a c e n t r e s i d e n t i a l neighborhoods i s t o be c o n t r o l l e d and reduced where p o s s i b l e . F u r t h e r , an e x a m i n a t i o n o f the i n f o r m a t i o n in the E I S showed t h a t A l t e r n a t e A i s the b e s t and most a t t r a c t i v e r e l e v a n t t o Ground Rule 3 t h a t a p o t e n t i a l w a t e r f r o n t a l o n g t h e Georgetown Shore must be Further, i n respect park accomodated. t o I t e m 3, the E I S does not seem t o have g i v e n c r e d i t f o r the r e t e n t i o n o f a l l t h a t a r e a under the W h i t e h u r s t Freeway w h i c h i s r e t a i n e d b u s i n e s s and p u b l i c use and Alternative i n the c a s e o f both the for No-Build A. G i v e n no i n t e r f e r e n c e from the rework s t r u c t u r e , t h e r e i s e v e r y r e a s o n t o hope t h a t from the c u r r e n t building �295 l i n e through t o the r i v e r f r o n t t h a t a v e r y f i n e and w e l l d e v e l o p e d , and imaginative new a l o n g the e x i s t i n g b u i l d i n g l i n e , can businesses r e c r e a t i o n a l a r e a , supported by developed t o e s t a b l i s h a new Now, s o c i a l and b u s i n e s s center. the second p a r t o f the c r i t e r i a w h i c h have been used a r e the s t u d y g o a l s and effectiveness. of these be r e l a t e d measures o f Because of the s h o r t n e s s i s l i m i t e d t o two o f t i m e , my review a l t e r n a t e s of popular concern: 1. A l t e r n a t e A, the E l e v a t e d Freeway. 2. The A l t e r n a t e F Ground-Level A r t e r i a l . Each o f t h e s e measures of e f f e c t i v e n e s s — a r e 45 i n a l l — and there can be compared w i t h the?-'No-Build A l t e r n a t e to see i f t h e changes have a p o s i t i v e or an a d v e r s e impact. Now, good s t a r t . t h i s i s a v e r y s i m p l e approach, but i t i s a Of the 45 measures, A l t e r n a t e A has a p o s i t i v e impact on 25 o f the measures compared w i t h o n l y 11 from A l t e r n a t e F. F u r t h e r m o r e , A l t e r n a t e A has a n e g a t i v e o n l y 29 p e r c e n t Alternate percent impact on o f the measures compared w i t h 71 p e r c e n t for F. O b v i o u s l y , on a v e r y s i m p l e e v a l u a t i o n , A l t e r n a t i v e A i s s u b s t a n t i a l l y s u p e r i o r to A l t e r n a t e F. They a r e considering t h e most i m p o r t a n t proposed g a i n s t o A l t e r n a t i v e F: T h a t the A l t e r n a t e F i s an improvement to the Georgetown H i s t o r i c a l District. �296 I do not agree t h a t removing a s u b s t a n t i a l p o r t i o n o f the e l e v a t e d s t r u c t u r e t o be r e p l a c e d by a s i x - l a n e a r t e r i a l w i t h r o a r i n g t r a f f i c o v e r t w o - t h i r d s of i t s l e n g t h , f o l l o w e d by what i s a number o f a c c e s s ramps o v e r the last o n e - t h i r d o f i t s l e n g t h , and w h i c h e f f e c t i v e l y e l i m i n a t e s the proposed Georgetown P a r k , i s an i m p o r t a n t improvement t o the Georgetown H i s t o r i c a l D i s t r i c t , compared w i t h R e h a b i l i t a t e d Whitehurst treatment Freeway w i t h a p p r o p r i a t e the facade and a r e l a t i v e l y q u i e t s o c i a l a r e a . Anyone who has s a t through the r e p r e s e n t a t i o n s of t h e Foggy Bottom c i t i z e n s would n e v e r e v e r agree t h a t r e c e i v i n g the r o a r i n g t r a f f i c w i t h i t s s o c i a l l y undesirable i m p a c t s d i r e c t l y from K S t r e e t i s a s o c i a l improvement o v e r a proposed A l t e r n a t e A. You s h o u l d have been h e r e l a s t n i g h t to l i s t e n to the p l e a s of our Foggy Bottom b r e t h r e n . I t has been proposed t h a t A l t e r n a t e F would provide improved v i s t a s from M S t r e e t , the proposed Georgetown P a r k , and pragmatically, from V i r g i n i a — emotionally yes, no. I s t o o d i n the middle o f M S t r e e t and moved q u i c k l y , w i t h i n h a l f a minute, otherwise knocked o v e r . The o n l y way I was going t o be you a r e going t o get an improved v i s t a i s t o s t a n d on the c u r b , and on the curb, u n l e s s you e l i m i n a t e a l l p a r k i n g and a l l d r i v i n g , you don't �297 get a view o f t h e river. From V i r g i n i a , no, you.don't get a view. I f you do a d e t a i l e d watch, t h e r e a r e no w a t e r f r o n t s p o t s t o watch e x c e p t i n the Teddy R o o s e v e l t I s l a n d people who and the v e r y few l i v e t h e r e , and i f you go t o the c o r n e r o f K S t r e e t B r i d g e and Georgetown P a r k . I don't b e l i e v e t h a t the v e r y few people who going t o see the improved w a t e r f r o n t , I t h i n k the are totality i s t r i v i a l compared w i t h the i n f l u e n c e . The main v i s t a s a r e from Potomac R i v e r around t o the Kennedy C e n t e r and t w o - t h i r d s o f the way Teddy R o o s e v e l t B r i d g e . And i f you look a t t h a t t o t a l t h e p r o p o r t i o n o f t h e K S t r e e t t h a t i s observed r e s p e c t t o the t o t a l . a c r o s s the vista, i s small i n The t o t a l i t y o f the v i s t a i s i m p o r t a n t , not i n f a c t the MR. KELLY: Mr. MR. LICCIARDO: — L i c c i a r d o , your time i s up. Thank you. I d i d want t o conclude t h a t I b e l i e v e on the b a s i s of t h e c r i t e r i a and the study g o a l s and measures of e f f e c t i v e n e s s , A l t e r n a t i v e A shows s u b s t a n t i a l advantages o v e r a g r o u n d - l e v e l a r t e r i a l , A l t e r n a t i v e F, on a l l i m p o r t a n t accounts. D.C. DoT, And on the b a s i s o f the c r i t e r i a p r e f e r r e d by A l t e r n a t e A shows t o advantage o v e r a l l o t h e r alternatives. Thank you, Mr. Chairman. �MR. KELLY: Thank you v e r y much. C a t h e r i n e McCarron. �299 TESTIMONY OF CATHERINE McCARRON MS. McCARRON: C a t h e r i n e McCarron. Mr. H e a r i n g O f f i c e r , my name i s I l i v e a t 1312 2 1 s t S t r e e t , w h i c h i s j u s t a few b l o c k s e a s t o f h e r e . I d i d not know o f t h i s u n t i l I saw i t i n t h e P o s t t h i s morning. Association. I b e l o n g t o t h e Dupont C i r c l e Citizens We have had no c o r r e s p o n d e n c e , we have n e v e r been i n v i t e d t o p a r t i c i p a t e . None o f our A d v i s o r y Neighborhood Committees have known about i t ; t h e r e i s a new o r g a n i z a t i o n c a l l e d a R e s i d e n t i a l A c t i o n Committee — Coalition, rather, and t h e y don't know about i t . Though I b l a s t t h e P o s t many t i m e s , today I have to s a y I am g r a t e f u l t o them. A f t e r I h e a r d t h e b u s i n e s s and p r o f e s s i o n a l men, I r u s h e d home and made c o n t a c t w i t h two members o f t h e R e s i d e n t i a l A c t i o n Committee speak t o you t o n i g h t . and got t h e i r p e r m i s s i o n t o We would l i k e a l e t t e r o f e x p l a n a t i o n why we have not been n o t i f i e d . Our b o u n d a r i e s go t o K S t r e e t and 26th S t r e e t , and I would a p p r e c i a t e a l e t t e r t o t h a t effect. I n a d d i t i o n , when I h e a r d t h e b u s i n e s s and p r o f e s s i o n a l men propose t h i s r e a l l y f r e e w a y — i n v o l v e d i n t h e f r e e w a y f i g h t i n 196 7, of the you were around h e r e — and I was I don't know how many what he i s t r y i n g t o do i s g e t a l l t r a f f i c , through t r a f f i c , o f f onto a super freeway and �300 then "dump" i t i n t h e v i c i n i t y o f 26th and P e n n s y l v a n i a Avenue. W e l l , i f any o f you were around h e r e and you knew the f i g h t t h e n , I am s u r e y o u don't want t o g e t i n v o l v e d w i t h t h a t , and I'm s u r e t h e c i t y doesn't want t o g e t i n v o l v e d with that. Sammy A b b o t t , who was o u r l e a d e r , i s now Mayor o f Takoma P a r k , M a r y l a n d , and he w i l l be v e r y unhappy when he h e a r s about i t , and he w i l l h e a r about i t . We don't want any new r e d e s i g n o f t h e f r e e w a y , o f the W h i t e h u r s t Freeway. J u s t keep i t as i t i s , r e p a i r t h e s u r f a c e i f n e c e s s a r y , and l e t i t go a t t h a t . I have l i v e d o v e r h e r e , I am a f i f t h - g e n e r a t i o n Washingtonian. I have l i v e d h e r e a l l my l i f e . I know when t h o s e apartment houses were b u i l t on K S t r e e t , and though I sympathize w i t h y o u , t h e people moved i n a f t e r t h e apartment houses were b u i l t and a f t e r t h e freeway — t h e widened K S t r e e t o r i g i n a l l y , and t h e n i t became a freeway. So, t h a t ' s done. But nothing. l e t ' s n o t r u i n t h e r e s t o f i t , no ramps, J u s t keep i t as i t i s . And I w i l l send a l e t t e r i n , c o n f i r m i n g t h i s i n writing. MR. KELLY: Thank y o u v e r y much, Ms. McCarron. I have a w r i t t e n s t a t e m e n t t h a t was s u b m i t t e d by �301 James A. Z w o l e n i k , and I am going t o a c c e p t i t f o r t h e r e c o r d . That concludes the w i t n e s s l i s t , witness l i s t . to t e s t i f y Are t h e r e any o t h e r c i t i z e n s at this t h e prepared t h a t would l i k e time? T h e r e b e i n g no o t h e r w i t n e s s e s a t t h i s t i m e , I would l i k e t o thank a l l o f you f o r a t t e n d i n g t h e h e a r i n g , and t h i s h e a r i n g i s now c l o s e d . Thank you. (Whereupon, a t 9:30 p.m., the a b o v e - e n t i t l e d m a t t e r was the p u b l i c hearing i n closed.) �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Official transcript proceedings before Whitehurst Freeway Corridor public meeting : Wednesday, May 16, 1984 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Description An account of the resource This transcript is accompanied by further proceedings from <a href="https://ddotlibrary.omeka.net/files/show/6116" target="_blank" rel="noopener" title="Tuesday, May 15, 1984">Tuesday, May 15, 1984</a>. Creator An entity primarily responsible for making the resource Alderson Reporting Date A point or period of time associated with an event in the lifecycle of the resource May 16, 1984 Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/836278460f8d7c6cc204ea821bec6057.pdf?Expires=1790208000&Signature=h0i-qgUjyTaZSAhHVC5JBeZwTY1-TLM5gBr4On-xmemWTyXVyYCI57W-s3k9c0V8Ot7I2vg-GneScEfYLjFZMHmQsxczZ3bn9OYKWBbGzdg-Ym3GfNOUxlT2TbNRP2oeNEpJvANAagE7xjXuw54uH44hh1juRkLjakdjjyQpFRCR1lrFCCfEuetCrtQyC3wZq9zewQczQH9mWl4Yryu5UG-W0n4GCY-rLBkczC262Ant11aC6eK9CasnkSpw0hfMtMUt9GR1EYPbmewv1gQ4FqiqZwDDwDpgNLKU91lffQ7P%7EEhLPor3YaZf8xvML3HmkyG5qqhEKDwQt4%7EDawOCEA__&Key-Pair-Id=K6UGZS9ZTDSZM 48ce2459d60d0f242efc40f82dbf9eaa PDF Text Text TECHNICAL REPORT ON HISTORIC AND ARCHEOLOGICAL RESOURCES WHITEHURST FREEWAY CORRIDOR STUOY District of Columbia Department of Transportation DeLeuw, Cather P.C. * Delon Hampton & Associates, Chartered * KressCox Associates, P C . �TECHNICAL REPORT ON HISTORIC AND ARCHEOLOGICAL RESOURCES WHITEHURST FREEWAY CORRIDOR STUDY January 198 4 Prepared by De Leuw, C a t h e r , P.C. in association with K r e s s c o x A s s o c i a t e s , P.C. For D i s t r i c t of Columbia Department of T r a n s p o r t a t i o n O f f i c e of P o l i c y and Program Development �TABLE OF CONTENTS Page 1. 1 No-Build Alternative Alternative Alternative 2. DESCRIPTION OF ALTERNATIVES 1 1 5 7 A - R e h a b i l i t a t e d E l e v a t e d Freeway AA - New E l e v a t e d Freeway F - At-Grade A r t e r i a l 13 14 22 POTENTIAL IMPACTS 35 H i s t o r i c Resources A r c h e o l o g i c a l Resources 4. 10 P r e h i s t o r i c Background H i s t o r i c Overview D e s c r i p t i o n of I n d i v i d u a l S i t e s or S t r u c t u r e s on or E l i g i b l e f o r the N a t i o n a l R e g i s t e r of Historic Places 3. CULTURAL RESOURCES 35 40 CONCLUSION AND MITIGATION 44 REFERENCES 46 �L I S T OF FIGURES Figure Page 1 No-Build A l t e r n a t i v e 2 2 Alternative A 3 3 A l t e r n a t i v e AA 6 4 Alternative F 8 5 H i s t o r i c and A r c h e o l o g i c a l S i t e s 6 Recorded P r e h i s t o r i c A r c h e o l o g i c a l S i t e s Washington, D.C. Area 7 Map of Georgetown W a t e r f r o n t , and B r a t t 8 Foggy Bottom i n 18 57 9 H i s t o r i c a l Development of W a t e r f r o n t Shoreline 11 Within 1874, by F a e h t z 15 19 21 ii and 33 �WHITEHURST FREEWAY CORRIDOR STUDY WASHINGTON, D.C. 1. DESCRIPTION OF ALTERNATIVES Improvements to the W h i t e h u r s t Freeway i n Washington, D.C. a r e being c o n s i d e r e d by the D i s t r i c t of Columbia Department of T r a n s p o r t a t i o n (DCDOT). The e x i s t i n g freeway i s a f o u r - l a n e e l e v a t e d s t r u c t u r e which i s i n d e t e r i o r a t e d c o n d i t i o n and r e q u i r e s r e h a b i l i t a t i o n or replacement. I n May, 198 2, the W h i t e h u r s t Freeway C o r r i d o r Study was i n i t i a t e d to develop and e v a l u a t e a l t e r n a t i v e s f o r m o d i f y i n g the e x i s t i n g freeway. A broad range of p r e l i m i n a r y a l t e r n a t i v e s has been narrowed to t h r e e " b u i l d " a l t e r n a t i v e s and a " n o - b u i l d " a l t e r n a t i v e i n c o o r d i n a t i o n w i t h c i t i z e n and agency r e p r e s e n t a t i v e s on the p r o j e c t ' s T e c h n i c a l A d v i s o r y Group (TAG) and S t e e r i n g Committee. The f o u r f i n a l a l t e r n a t i v e s a r e being e v a l u a t e d i n a D r a f t E n v i r o n m e n t a l Impact Statement, scheduled f o r completion i n F e b r u a r y , 1984. 1 The final a l t e r n a t i v e s a r e as f o l l o w s . No-BuiId. T h i s a l t e r n a t i v e e s s e n t i a l l y l e a v e s the W h i t e h u r s t f a c i l i t y as i t i s now, i n c l u d i n g i t s c u r r e n t c o n n e c t i o n s w i t h C a n a l Road, M S t r e e t , Key B r i d g e , K S t r e e t , and 1-66 ( F i g u r e 1 ) . The No-Build would i n c l u d e minimum improvements as needed to keep the f a c i l i t y s a f e and o p e r a t i o n a l through the d e s i g n year ( 2 0 0 6 ) . To accomplish t h i s , normal maintenance ( p a i n t i n g , f i l l i n g p o t h o l e s , e t c . ) would have to c o n t i n u e , as w e l l as any other a c t i o n s needed to keep the freeway open to t r a f f i c . G i v e n the c o n d i t i o n of the f a c i l i t y , i t i s expected t h a t t h i s would i n c l u d e a replacement of p o r t i o n s or a l l of the paved s t r u c t u r e ( r e d e c k i n g ) . To be e l i g i b l e f o r F e d e r a l funding, such r e d e c k i n g would have to meet c u r r e n t s t a n d a r d s of the American A s s o c i a t i o n of S t a t e Highway and T r a n s p o r t a t i o n O f f i c i a l s (AASHTO) or e x c e p t i o n s j u s t i f i e d and approved; however, f o r the purposes of t h i s a n a l y s i s and to provide a b a s e l i n e f o r comparison, i t i s assumed t h a t the geometries of the f a c i l i t y would remain as they a r e today. A l t e r n a t i v e A - R e h a b i l i t a t e d E l e v a t e d Freeway. The main alignment of the e x i s t i n g freeway would be r e h a b i l i t a t e d , s t a y i n g g e n e r a l l y w i t h i n the c u r r e n t r i g h t - o f - w a y along most of the alignment, and m o d i f i c a t i o n s would be made to the e a s t and west ends ( F i g u r e 2 ) . Along the main a l i g n m e n t , the roadway would be widened e i g h t f e e t to 60'6", and the new deck would begin a t the edge of the e x i s t i n g s t e e l support s t r u c t u r e , about f o u r f e e t c l o s e r to the b u i l d i n g s on the n o r t h s i d e of W h i t e h u r s t / l o w e r K S t r e e t . T h i s 1 �WHITEHURST FREEWAY CORRIDOR STUDY NO-BUILD ALTERNATIVE PLAN AND PROFILE �FIGURE 2 WHITEHURST FREEWAY CORRIDOR STUDY ALTERNATIVE A REHABILITATED ELEVATED FREEWAY PLAN AND PROFILE �widening would, r e f l e c t the need t o r e c o n s t r u c t the deck t o s t a n d a r d s adopted by the F e d e r a l Highway A d m i n i s t r a t i o n (FHWA), but would s t i l l r e q u i r e e x c e p t i o n s t o t h e e x i s t i n g s t a n d a r d s . A t the west end, westbound freeway t r a f f i c would pass under t h e W h i t e h u r s t and Key B r i d g e ramps, C & 0 C a n a l , and C a n a l Road v i a a 600-foot t u n n e l , which would emerge on t h e n o r t h s i d e of Ganal Road near 37th S t r e e t . A new one-lane ramp f o r Key B r i d g e t r a f f i c t h a t c u r r e n t l y t u r n s l e f t onto C a n a l Road would be provided t o e l i m i n a t e t h e c o n f l i c t a t t h e n o r t h end o f Key Bridge f o r V i r g i n i a bound M S t r e e t t r a f f i c . T h i s ramp would c r o s s over the C & 0 C a n a l e a s t o f Key B r i d g e and merge w i t h westbound W h i t e h u r s t t r a f f i c a s i t approaches the t u n n e l . The e x i s t i n g two-lane ramp t h a t p e r m i t s r i g h t t u r n s from the freeway towards Georgetown would be demol i s h e d . The c u r r e n t Key B r i d g e t o eastbound W h i t e h u r s t Freeway c o n n e c t i o n would remain unchanged. At t h e e a s t end near Rock Creek, t h e uncompleted Potomac R i v e r Freeway stub would be demolished. c o n n e c t i n g westbound W h i t e h u r s t Freeway and 1-6 6 ened and t h e two unconnected ramps removed. The the eastbound f a c i l i t y would be r e c o n s t r u c t e d . three-lane The ramps would be s h o r t ramp c o n n e c t i n g Improvements t o t h e main alignment would i n c l u d e a e s t h e t i c t r e a t m e n t s t o h e l p i n t e g r a t e t h e freeway i n t o i t s environment. There a r e t h r e e c a t e g o r i e s of a e s t h e t i c improvements t h a t might be made t o l e s s e n t h e v i s u a l impact of the e x i s t i n g e l e v a t e d freeway on the Georgetown w a t e r f r o n t and H i s t o r i c D i s t r i c t . The f i r s t c a t e g o r y i n c l u d e s minimum a e s t h e t i c changes, such as changing the s t r u c t u r e ' s p a i n t c o l o r from l i g h t green t o a l e s s o b t r u s i v e e a r t h tone which would v i s u a l l y blend w i t h t h e r e d b r i c k b u i l d i n g s i n the surrounding H i s t o r i c D i s t r i c t . Another minimum a e s t h e t i c change would i n v o l v e removal of the gas l i n e s hung from t h e u n d e r s i d e of the freeway and improvement of the v i s u a l l y o b s t r u c t i v e l i g h t f i x t u r e s . The e x i s t i n g f i x t u r e s c o u l d be r e p l a c e d w i t h something l i k e t h e D i s t r i c t ' s s t a n d a r d f l u t e d s t y l e f i x t u r e or t h e roadway l i g h t i n g could be concealed w i t h i n the r a i l i n g / b a r r i e r . The second and t h i r d c a t e g o r i e s (which would a l s o apply t o A l t e r n a t i v e AA, a new e l e v a t e d s t r u c t u r e ) encompass facade t r e a t m e n t s . The o b j e c t i v e would be t o modify the e x t e r i o r appearance o f the freeway so t h a t i t would r e f l e c t the c h a r a c t e r and a r c h i t e c t u r e of t h e surrounding H i s t o r i c D i s t r i c t . T h i s could be done by a p p l y i n g v a r i o u s facades or s k i n t r e a t m e n t s . The second c a t e g o r y of a e s t h e t i c t r e a t m e n t would i n c l u d e a p p l i c a t i o n of a l i g h t - w e i g h t facade such a s a metal l a t t i c e work and c l a d d i n g the e x i s t i n g columns. The t h i r d c a t e g o r y would i n v o l v e more s u b s t a n t i a l , h e a v i e r facade t r e a t m e n t s , u s i n g m a t e r i a l s such a s p r e c a s t c o n c r e t e , c a s t s t o n e , or b r i c k masonry. 4 �A t t h i s s t a g e i n the W h i t e h u r s t Freeway C o r r i d o r Study, a range of p o t e n t i a l a e s t h e t i c t r e a t m e n t s has been i d e n t i f i e d f o r f u r t h e r c o n s i d e r a t i o n . P o t e n t i a l t r e a t m e n t d e t a i l s and d e c i s i o n s on a s p e c i f i c t r e a t m e n t to be used w i l l be i d e n t i f i e d i n the f i n a l d e s i g n s t a g e , pending a d d i t i o n a l community and agency c o o r d i n a t i o n and s e l e c t i o n of a f i n a l a l t e r n a t i v e f o r implementation. As p a r t of A l t e r n a t i v e A, v a r i o u s non-highway improvments a r e proposed. A t the e a s t end, a p e d e s t r i a n and b i c y c l i s t overpass would be p r o v i d e d over 1-66 a t I S t r e e t . A p e d e s t r i a n overpass would a l s o be p r o v i d e d a t L S t r e e t over Rock Creek Parkway to the C & 0 C a n a l , and t h e r e would be a s i d e w a l k on the south s i d e of K S t r e e t . G e n e r a l l a n d s c a p i n g would be p r o v i d e d a f t e r cons t r u c t i o n . A t the west end, the land i n the a r e a of the new ramp would be regraded and landscaped, w i t h a p e d e s t r i a n walkway from the C & 0 C a n a l to lower K S t r e e t . The concept f o r t h i s walkway i s a zig-zagged alignment a l l o w i n g the path to q u i c k l y descend the steep grade. A p e d e s t r i a n c r o s s i n g ( p a r t i a l l y covered) would be p r o v i d e d over the westbound C a n a l Road ramp to a l l o w Key B r i d g e to M S t r e e t p e d e s t r i a n movements. A t u n n e l would a l s o be c o n s t r u c t e d f o r p e d e s t r i a n s to c r o s s C a n a l Road a t 36th Street. A m i t i g a t i n g measure w i t h A l t e r n a t i v e A c o u l d be a p e d e s t r i a n c o n n e c t i o n o v e r the C & 0 Canal a t 36th S t r e e t . T h i s connect i o n c o u l d be made e i t h e r by widening the ramp l e a d i n g to Canal Road and i n c o r p o r a t i n g a p e d e s t r i a n b r i d g e as p a r t of t h a t ramp, w i t h s t a i r s down to the c a n a l , or by p r o v i d i n g a s e p a r a t e p e d e s t r i a n b r i d g e s i m i l a r to the mule c r o s s o v e r b r i d g e a t 34th S t r e e t between the two ramps. Old photographs show t h a t t h e r e was a p e d e s t r i a n b r i d g e west of Key B r i d g e a t about t h i s l o c a t i o n b e f o r e 1949 when the W h i t e h u r s t Freeway was c o n s t r u c t e d . A new b r i d g e c o u l d thus r e c r e a t e a p r e v i o u s p e d e s t r i a n c r o s s i n g . A l t e r n a t i v e AA - New E l e v a t e d Freeway. For the main alignment, a new, e l e v a t e d , f o u r - l a n e freeway would be c o n s t r u c t e d , a p p r o x i mately 15 f e e t lower than the p r e s e n t s t r u c t u r e ( F i g u r e 3 ) . The new freeway deck would be 68 f e e t wide, or about 16 f e e t wider than w i t h the No-Build and e i g h t f e e t wider than w i t h A l t e r n a t i v e A. T h i s a l t e r n a t i v e would r e q u i r e a t l e a s t e i g h t f e e t of a d d i t i o n a l r i g h t - o f - w a y on the south and a maintenance easement along the l e n g t h of i t s alignment. The n o r t h e r n edge of the deck would be the same d i s t a n c e from the b u i l d i n g s on the n o r t h s i d e as w i t h the No-Build. The deck w i d t h w i t h t h i s a l t e r n a t i v e r e f l e c t s the minimum AASHTO d e s i g n s t a n d a r d s adopted by the FHWA. At the west end, one l a n e of eastbound C a n a l Road would underpass the W h i t e h u r s t ramp t h a t merges w i t h westbound C a n a l Road, and would emerge to the west of the M S t r e e t / K e y B r i d g e i n t e r s e c t i o n . The c u r r e n t Key B r i d g e to W h i t e h u r s t Freeway connect i o n s would remain b a s i c a l l y unchanged. 5 �FIGURE 3 WHITEHURST FREEWAY CORRIDOR STUDY EIS ALTERNATIVE AA NEW ELEVATED FREEWAY PLAN AND PROFILE �A t the e a s t end, eastbound W h i t e h u r s t Freeway would be connected t o southbound 1-66 v i a a one-lane ramp from the r i g h t hand l a n e of the freeway. A new ramp would c a r r y t r a f f i c from westbound M S t r e e t t o southbound 1-66 and would merge w i t h the ramp from the W h i t e h u r s t Freeway b e f o r e r e a c h i n g the v i c i n i t y of V i r g i n i a Avenue. T h i s ramp would pass under P e n n s y l v a n i a Avenue. The W h i t e h u r s t / I - 6 6 c r o s s i n g s would be grade s e p a r a t e d . A new ramp from northbound 1-66 would connect w i t h both t h e westbound W h i t e h u r s t Freeway, v i a a loop ramp and eastbound P e n n s y l v a n i a Avenue, v i a a one-lane ramp. The two 1-66 ramps would p a r a l l e l Rock Creek Parkway from K S t r e e t u n t i l the parkway c r o s s e s the c r e e k . From t h a t p o i n t , i t would p a r a l l e l the creek on t h e e a s t s i d e . The Potomac R i v e r Freeway stub and ramps would be removed. As w i t h A l t e r n a t i v e A, a v a r i e t y of a e s t h e t i c t r e a t m e n t s c o u l d be i n c o r p o r a t e d as p a r t of t h i s a l t e r n a t i v e . The a l t e r n a t i v e would be designed t o accommodate d e p r e s s i n g and c o v e r i n g K S t r e e t from Washington C i r c l e to a p p r o x i m a t e l y 26th S t r e e t a t some p o i n t i n the f u t u r e . T h i s concept i s not i n c l u d e d as p a r t of the alternative. T h i s a l t e r n a t i v e a l s o i n c l u d e s v a r i o u s non-highway improvements which a r e the same a s those l i s t e d f o r A l t e r n a t i v e A, e x c e p t t h a t no underpass i s proposed f o r p e d e s t r i a n s a t 36th S t r e e t . I n a d d i t i o n , A l t e r n a t i v e AA would p r o v i d e r e g r a d i n g and l a n d s c a p i n g f o r the two l a r g e p a r c e l s of land west of 26th S t r e e t t h a t c o u l d be r e t u r n e d t o non-highway u s e s . These two p a r c e l s would be n o r t h and south of K S t r e e t and e a s t of 27th S t r e e t . A l t e r n a t i v e F - At-Grade A r t e r i a l . The main a l i g n m e n t of the W h i t e h u r s t Freeway would be r e p l a c e d by a s i x - l a n e a r t e r i a l road a t the K S t r e e t l e v e l , w i t h f o u r t r a f f i c s i g n a l s as shown i n F i g u r e 4. The roadway would be s i m i l a r t o the e x i s t i n g M S t r e e t , N.W. T h i s a l t e r n a t i v e would r e q u i r e a p p r o x i m a t e l y 31 f e e t of a d d i t i o n a l r i g h t - o f - w a y on the south. During the peak h o u r s , f o u r l a n e s would o p e r a t e i n the peak d i r e c t i o n , u t i l i z i n g reversible lanes. The west end would o p e r a t e as d e s c r i b e d i n A l t e r n a t i v e AA, except t h a t movements from Key B r i d g e t o eastbound W h i t e h u r s t (new a r t e r i a l ) would be accommodated v i a an "S"-shaped ramp. T h i s ramp would b e g i n a t t h e n o r t h e r n end o f Key B r i d g e , c r o s s over the C & 0 Canal and the main alighment e a s t of t h e b r i d g e , and r e a c h ground l e v e l i n the v i c i n i t y of 33rd S t r e e t . A t the e a s t end, c o n n e c t i o n s t o 1-6 6, M S t r e e t , and P e n n s y l v a n i a Avenue would be as d e s c r i b e d f o r A l t e r n a t i v e AA. This a l t e r n a t i v e could a l s o accommodate the K S t r e e t t u n n e l from Washington C i r c l e to 26th S t r e e t as a f u t u r e o p t i o n a l measure. 7 �FIGURE 4! WHITEHURST FREEWAY CORRIDOR STUDY ALTERNATIVE F AT-GRADE ARTERIAL PLAN AND PROFILE �The same non-highway improvements would be p r o v i d e d w i t h A l t e r n a t i v e F a s w i t h A l t e r n a t i v e AA, e x c e p t t h a t t h e r e would be no a e s t h e t i c / f a c a d e t r e a t m e n t s o t h e r than g e n e r a l l a n d s c a p i n g . I n a d d i t i o n , a p e d e s t r i a n o v e r p a s s and p a r t i a l c o v e r i n g o f t h e "S" ramp would f a c i l i t a t e a c c e s s from t h e e a s t s i d e o f Key B r i d g e to M S t r e e t . 9 �2. CULTURAL RESOURCES There a r e numerous c u l t u r a l r e s o u r c e s i n the p r o j e c t a r e a t h a t a r e l i s t e d on, e l i g i b l e or p o t e n t i a l l y e l i g i b l e f o r l i s t i n g on the N a t i o n a l R e g i s t e r of H i s t o r i c P l a c e s ( F i g u r e 5 ) . To i n d i c a t e the d e n s i t y of h i s t o r i c b u i l d i n g s i n the a r e a , a l l r e s o u r c e s south of M S t r e e t a r e noted on F i g u r e 5. However, f o r the purposes of t h i s a n a l y s i s , o n l y t h o s e r e s o u r c e s l o c a t e d w i t h i n 200 f e e t * of the e x i s t i n g or proposed r i g h t - o f - w a y a r e l i s t e d i n d i v i d u a l l y below. O t h e r , more d i s t a n t r e s o u r c e s a r e c o n s i d e r e d w i t h i n the c o n t e x t of the Georgetown H i s t o r i c D i s t r i c t o r , t h e p o t e n t i a l Foggy Bottom Historic Districts. The c u l t u r a l r e s o u r c e s w i t h i n the p o t e n t i a l impact a r e a i n c l u d e (numbers keyed to F i g u r e 5 ) : * * 1. Georgetown H i s t o r i c D i s t r i c t ( N a t i o n a l R e g i s t e r ) 2. Washington Canoe Club (D.C. Category I I ) 3. Aqueduct B r i d g e Abutment (D.C. S i t e s Category I ) 4. Potomac Boat C l u b (D.C. Category I I I ) 5. Key 6. C & 0 Canal National H i s t o r i c a l Park 7. F o r r e s t Marbury House and 8. 3342 M S t r e e t District) 9. 3336-3340 M S t r e e t ( c o n t r i b u t i n g Historic District) 10. B r i d g e (D.C. I n v e n t o r y of H i s t o r i c I n v e n t o r y of Sites Historic I n v e n t o r y of H i s t o r i c Sites I n v e n t o r y of H i s t o r i c S i t e s C a t e g o r y I I I ) Wing ( N a t i o n a l R e g i s t e r ) (contributing 1113 and 1111 3 4th S t r e e t Historic District) (National Register) v a l u e to Georgetown H i s t o r i c v a l u e to Georgetown (contributing v a l u e to Georgetown •Because t h e r e a r e dozens of i n d i v i d u a l r e s o u r c e s i n the g e n e r a l p r o j e c t v i c i n i t y , a c l e a r l y d e f i n e d boundary of the p o t e n t i a l i m p a c t l a r e a was e s s e n t i a l f o r the d e t a i l e d a n a l y s i s of i n d i v i d u a l s i t e s and s t r u c t u r e s . A 2 0 0 - f o o t a r e a on both s i d e s of the r i g h t of-way was chosen as a r e a l i s t i c boundary f o r the p o t e n t i a l i m p a c t s . * * R e s o u r c e s a r e numbered from w e s t to e a s t to f a c i l i t a t e l o c a t i n g them on F i g u r e 5, r a t h e r t h a n i n o r d e r of s i g n i f i c a n c e . The r e l a t i v e s i g n i f i c a n c e of each r e s o u r c e i s i n d i c a t e d i n the l e g e n d . I n a d d i t i o n to the N a t i o n a l R e g i s t e r and D.C. I n v e n t o r y , s o u r c e s f o r the r a t i n g s were the H i s t o r i c B u i l d i n g s and S i t e s R e p o r t p r e p a r e d by Constance Ramirez f o r the Georgetown W a t e r f r o n t F e a s i b i l i t y Study and the Foggy Bottom-West End A r c h i t e c t u r a l Survey by T r a c e r i e s . 10 �WHITEHURST FREEWAY CORRIDOR STUOY • • • District: of Columbia Department of Transportation Consultants: DeLeuw, Catherr P.C. -k Delon Hampton & Associates, Chartered ir KressCox Associates, P.C. �11. A, B, C, and D M S t r e e t A l l e y Georgetown H i s t o r i c D i s t r i c t ) 12. 33 48 M S t r e e t ( c o n t r i b u t i n g v a l u e Historic District) t o Georgetown 13. 3301 K S t r e e t ( c o n t r i b u t i n g v a l u e Historic District) t o Georgetown 14. Bomford M i l l (D.C. I n v e n t o r y Category I I ) 15. Paper M i l l III) 16. 3233 K S t r e e t ( c o n t r i b u t i n g v a l u e toric District) 17. 1021-1031 C e c i l P l a c e Historic District) 18. Dodge Warehouses Category I ) (D.C. I n v e n t o r y 19. D.C. I n c i n e r a t o r process) (determination 20. L i b b y Rowhouses (major v a l u e Historic District) 21. W h e a t l e y Rowhouses Historic District) (major v a l u e 22. West H e a t i n g P l a n t Historic District) (contributing value 23. Godey Lime K i l n s 24. P o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s in process) 25. 2524-2526 L S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) 26. 1019-1023 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) 27. 2521-2523 K S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) (D.C. I n v e n t o r y to of H i s t o r i c S i t e s of H i s t o r i c S i t e s C a t e g o r y t o Georgetown (contributing value (National 12 (contributing value His- t o Georgetown of H i s t o r i c Places of e l i g i b i l i t y i n to Georgetown t o Georgetown t o Georgetown Register) (nominations to p o t e n t i a l to p o t e n t i a l to p o t e n t i a l �28. 2520 K S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) to p o t e n t i a l 29. 2524 K S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) to p o t e n t i a l 30. Hinkley Pottery (contributing value Foggy Bottom H i s t o r i c D i s t r i c t ) 31. 949-955 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) 32. 947 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) to p o t e n t i a l 33. 913 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) to p o t e n t i a l 34. 901-907 2 6 t h S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) 35. 2530-2532 I S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) to p o t e n t i a l 36. 2512-2528 I S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) to p o t e n t i a l 37. 2635-2639 I S t r e e t ( c o n t r i b u t i n g v a l u e Foggy Bottom H i s t o r i c D i s t r i c t ) to p o t e n t i a l 38. Sensitive Archeological to p o t e n t i a l to p o t e n t i a l to p o t e n t i a l Zone P r e h i s t o r i c Background. D u r i n g t h e p e r i o d of i n i t i a l E u r o p e a n i n t r u s i o n t h e D i s t r i c t o f Columbia was i n h a b i t e d by t h e Conoy, a t r i b a l confederacy of the Algonquian-speaking peoples of the north. T h e r e a r e t h o u g h t t o have been a t l e a s t f o u r I n d i a n v i l l a g e s w i t h i n t h e p r e s e n t c i t y t h a t d a t e from t h e e a r l y 1 7 t h c e n t u r y , i n c l u d i n g one n e a r t h e C & 0 C a n a l and MacArthur B o u l e v a r d , and an i m p o r t a n t v i l l a g e c a l l e d Nacochtanke on t h e e a s t bank o f t h e A n a c o s t i a River. The s h o r e s o f t h e Potomac R i v e r have l o n g been known a s a s o u r c e of I n d i a n a r t i f a c t u a l m a t e r i a l . A r t i f a c t s have been c o l l e c t e d from a v a r i e t y o f s i t e s a l o n g t h e V i r g i n i a and M a r y l a n d s h o r e s , i n c l u d i n g the i s l a n d s w i t h i n the r i v e r . Theodore R o o s e v e l t I s l a n d a c r o s s from Georgetown was r e p o r t e d i n 1716 t o have I n d i a n s l i v i n g on i t , one c e n t u r y a f t e r C a p t . John Smith f i r s t reported such occupation. But t h i s c o n t a c t p e r i o d o c c u p a t i o n was p r e c e d e d by many c e n t u r i e s o f u s e and h a b i t a t i o n by p r e h i s t o r i c p o p u l a t i o n s , documented by r e c e n t s u r v e y s and e x c a v a t i o n s a l o n g t h e Potomac and t h e C & 0 C a n a l . 13 �A n o t h e r a r e a of i n t e n s e a b o r i g i n a l a c t i v i t y was a l o n g the banks of Rock C r e e k . Rock C r e e k and i t s t r i b u t a r i e s were the l o c a t i o n of numerous q u a r r i e s of w o r k a b l e q u a r t z i t e , and a t l e a s t two s t e a t i t e ( s o a p s t o n e ) q u a r r i e s . I n the l a t e 19th c e n t u r y , the S m i t h s o n i a n I n s t i t u t i o n s p o n s o r e d e x p l o r a t i o n of the q u a r r i e s and r e c e n t e x c a v a t i o n s a t one o f t h e major q u a r t z i t e q u a r r i e s on P i n e y B r a n c h d e m o n s t r a t e d t h a t t h e s e were workshops w h i c h , f o r c e n t u r i e s , s u p p l i e d m a t e r i a l s f o r s t o n e t o o l manufacture a t other l o c a t i o n s . As F i g u r e 6 i l l u s t r a t e s , numerous s i t e s have been r e p o r t e d w i t h i n the r e g i o n . T h e s e s i t e s r e f l e c t more t h a n 8000 y e a r s of h a b i t a t i o n , b u t few have been s y s t e m a t i c a l l y e x c a v a t e d . No s i t e s have been r e c o r d e d w i t h i n t h e p r o j e c t a r e a , a l t h o u g h a r t i f a c t s r e p o r t e d l y a r e commonly found i n Georgetown. Food r e s o u r c e s would have been abundant a l o n g the Potomac s h o r e l i n e and i n the Rock C r e e k b a s i n , c r e a t i n g an a t t r a c t i v e l o c a t i o n for a b o r i g i n a l habitation. Recently published p r e d i c t i v e models s u g g e s t t h a t s i t e s a r e l i k e l y t o be p r e s e n t w i t h i n the p r o j e c t a r e a t h a t could y i e l d s c i e n t i f i c i n f o r m a t i o n to e x p l a i n W i l l i a m Henry Holmes s t a t e m e n t of 1897: " P a r t l y w i t h i n t h e c i t y l i m i t s and e x t e n d i n g up the Potomac t o L i t t l e F a l l s , we have a g r e a t n a t i v e f i s h i n g ground s u r r o u n d e d by a m u l t i t u d e o f i n h a b i t e d s i t e s from w h i c h our c o l l e c t o r s have f i l l e d t h e i r c a b i n e t s w i t h c u r i o u s o b j e c t s of a r t . The s p o t now t h e p o l i t i c a l c e n t e r of t h e n a t i o n was t h u s i n p r e h i s t o r i c t i m e s a c h i e f r e s o r t of the n a t i v e people of the r e g i o n . " H i s t o r i c a l O v e r v i e w . Maps and d i a r i e s of the 17th c e n t u r y p o i n t out v a r i o u s landmarks of t h a t p e r i o d t h a t a r e w i t h i n the p r o j e c t area. C h i e f among t h e s e i s Rock C r e e k and t h e i s l a n d now known as Theodore R o o s e v e l t I s l a n d , but t h e n v a r i o u s l y c a l l e d " A n a l o s t a n " , "My L o r d I s l a n d " , "Barbadoes", and "Mason's I s l a n d " . F r o n t i e r s e t t l e m e n t s and t r a d i n g p o s t s were e s t a b l i s h e d by E n g l i s h , S c o t c h , I r i s h and German e n t r e p r e n e u r s . A f o r t was c o n s t r u c t e d a t t h e mouth of Rock C r e e k i n 169 3, under t h e d i r e c t i o n o f C o l . John A d d i s o n , l e a d e r of a company of v o l u n t e e r c a v a l r y known a s " R a n g e r s " . N i n i a n B e a l l , a S c o t , commanded the Potomac t r o o p of R a n g e r s , and by 170 3 o b t a i n e d a l a n d g r a n t of 765 a c r e s on the w e s t s i d e of Rock C r e e k . He named h i s e s t a t e "Rock o f Dumbarton" and l a t e r gave i t t o h i s son George. At t h e time of B e a l l ' s l a n d g r a n t , t h e r e was a s e t t l e m e n t c a l l e d Saw P i t L a n d i n g on the w e s t s i d e of Rock C r e e k , and t r a d i n g a c t i v i t i e s from t h e Rock C r e e k g a r r i s o n house s u p e r v i s e d by C a p t . R i c h a r d B r i g h t w e l l had been c o n d u c t e d before 1697. 14 �WHITEHURST FREEWAV CORRIDOR STUDY • • • District of Columbia Department of Transportation Consultants: DeLeuw, Catherc P C . *Delon Hampton & Associates. Chartered • KressCox Associates, P.C. FIGURE 6 RECORDED PREHISTORIC ARCHEOLOGICAL SITES WITHIN WASHINGTON, DC AREA �I n 1734 George Gordon, a n o t h e r Scotsman, became owner o f a p a r t o f "Knaves D i s a p p o i n t m e n t " , 300 a c r e s p r e v i o u s l y owned by James S m i t h . Gordon's p a r t o f t h e e s t a t e was known as "Rock Creek P l a n t a t i o n " . The Georgetown community i s p o s i t i o n e d on B e a l l ' s and Gordon's o r i g i n a l e s t a t e s . Between 1730 and 1750, s e t t l e r s , encouraged by t h e a c t i v e promotion o f p a t e n t - h o l d e r s , found t h e l o c a t i o n j u s t below t h e f a l l s o f t h e Potomac c o n v e n i e n t and p r o f i t a b l e f o r e x p o r t i n g tobacco t o Europe, and i m p o r t i n g l u x u r i e s t o t h e American c o l o n i e s . George Gordon was s u c c e s s f u l i n h a v i n g a " r o l l i n g house" e s t a b l i s h e d by an A c t o f t h e M a r y l a n d Assembly on h i s l a n d a t t h e Rock Creek L a n d i n g o f t h e Potomac R i v e r . Gordon was a l s o a p p o i n t e d tobacco i n s p e c t o r . D u r i n g t h e same p e r i o d , a warehouse was b u i l t and a f e r r y o f f i c i a l l y e s t a b l i s h e d from t h e V i r g i n i a s h o r e s between Rock Creek and t h e Potomac R i v e r . Georgetown was e s t a b l i s h e d by t h e M a r y l a n d P r o v i n c i a l Assembly i n 1751 on l a n d w h i c h had once been t h e I n d i a n t r a d i n g town o f Tohoga. The town c l o s e l y r e s e m b l e d a B r i t i s h p r o v i n c i a l town, w i t h r e d b r i c k s t r u c t u r e s c l o s e l y arranged along the w a t e r f r o n t . A l t h o u g h few p u b l i c b u i l d i n g s were e r e c t e d , t h e r e was a cosmop o l i t a n l i f e , w i t h t h e warehouses r e c e i v i n g goods from t h r o u g h o u t t h e w o r l d , and s h i p s ready t o t r a n s p o r t l o c a l goods a c r o s s t h e ocean. By t h e 1780's Georgetown was named an o f f i c i a l p o r t o f e n t r y f o r M a r y l a n d . I n 1789 t h e g e n e r a l l o c a t i o n o f t h e D i s t r i c t o f Columbia had been d e s i g n a t e d by Congress b u t t h e f i n a l d e c i s i o n o f where t h e C a p i t a l would be had been l e f t t o t h e P r e s i d e n t . I t was i n Georgetown t h a t Washington met w i t h P i e r r e L ' E n f a n t t o p l a n t h e c i t y and draw up t h e n e c e s s a r y agreements t o p u r c h a s e l a n d . By 1 7 9 1 , Georgetown was one o f t h e l a r g e s t tobacco p o r t s i n the n a t i o n . I n t h e f o r t y y e a r s between 1790 and 1830, i t s p o p u l a t i o n i n c r e a s e d w i t h i t s growing commerce and t h e growth o f t h e new c a p i t a l c i t y . The wharves o f Georgetown s t r e t c h e d from t h e s h o r e s o f Rock Creek a l o n g t h e Potomac R i v e r t o what i s now Key B r i d g e . The p o r t c o u l d p r o v i d e b e r t h s f o r more t h a n 70 s h i p s , a l l o f w h i c h were owned o r used by l o c a l merchants. Foggy Bottom's r e c o r d e d h i s t o r y b e g i n s somewhat l a t e r t h a n t h a t of Georgetown. D u r i n g t h e 1 8 t h c e n t u r y , wharves and l a n d i n g s developed on t h e e a s t e r n s h o r e s o f Rock C r e e k , as they had on the Georgetown s i d e . One of t h e w e a l t h i e s t and most i n f l u e n t i a l men of t h e a r e a was R o b e r t P e t e r , who owned much of t h e l a n d i n the p r o j e c t v i c i n i t y , w i t h town l o t s , h o u s e s , and c o m m e r c i a l p r o p e r t y i n Georgetown. I n a d d i t i o n , he owned t h e l a n d on t h e e a s t s i d e o f Rock C r e e k c a l l e d "Mexico", w h i c h became p a r t o f t h e D i s t r i c t of Columbia i n 1 7 9 1 . 16 �Jacob Funk p u r c h a s e d 130 a c r e s on l a n d e a s t of Rock Creek i n 1765, w i t h p l a n s t o s u b d i v i d e the l a n d f o r a v i l l a g e to be known as Hamburgh or Funkstown. T h i s p l a t , s o u t h e a s t of the p r o j e c t a r e a , was l a r g e l y a paper town w i t h few b u i l d i n g s by the l a t e 18th c e n t u r y . I n 1791, Mexico and Hamburgh were i n c o r p o r a t e d i n t o the new c i t y of Washington. Among those s t r u c t u r e s i n c l u d e d i n the new c i t y were the d w e l l i n g and tobacco house of R o b e r t P e t e r between 27th and 25th S t r e e t s , and between K and I S t r e e t s . The l a n d d e s i g n a t e d f o r s t r e e t s and p u b l i c b u i l d i n g s by the L ' E n f a n t P l a n was r e t a i n e d by the government; the r e s t r e v e r t e d or was s o l d t o p r i v a t e owners. Two p u b l i c s i t e s i n Foggy Bottom were p r o v i d e d by the L ' E n f a n t P l a n — Washington C i r c l e and R e s e r v a t i o n Number F o u r , w h i c h became the s i t e of the f i r s t N a v a l O b s e r v a t o r y . K S t r e e t and P e n n s y l v a n i a Avenue were major t h o r o u g h f a r e s of the planned c i t y , and R o b e r t P e t e r , among o t h e r s , b u i l t new houses soon a f t e r the new c a p i t a l c i t y was begun. P e t e r b u i l t a row of houses f o r each of h i s sons on what was F e r r y Road (K S t r e e t ) about 1795 near the b r i d g e over Rock Creek l e a d i n g t o the c o m m e r c i a l e s t a b l i s h m e n t s of the Georgetown w a t e r f r o n t . Soon a f t e r w a r d s , s i m i l a r rowhouses l i n e d the s t r e e t s , and the s m a l l but d i v e r s e l o c a l p o p u l a t i o n i n c l u d e d both w e a l t h y r e s i d e n t s and w o r k i n g c l a s s f a m i l i e s who were a t t r a c t e d by the water-powered i n d u s t r i e s along Rock Creek and the Potomac R i v e r . A t the t i m e , Rock Creek was n a v i g a b l e t o P S t r e e t and the s o u t h e r n and w e s t e r n p o r t i o n s of Foggy Bottom were e s s e n t i a l l y an e x t e n s i o n of the Georgetown w a t e r f r o n t . A l a r g e s t o n e warehouse owned by T o b i a s L e a r was l o c a t e d a t 27th and G S t r e e t s on L e a r ' s Wharf a t the j u n c t i o n of the Potomac R i v e r and Rock Creek. I n a d d i t i o n t o s h i p p i n g and w a r e h o u s i n g , e a r l y commercial and i n d u s t r i a l a c t i v i t i e s i n Foggy Bottom i n c l u d e d a b r e w e r y , s e v e r a l d r y goods s t o r e s , and a g l a s s f a c t o r y a t Hamburgh Wharf a t the f o o t of 22nd S t r e e t . E x p o r t s from Georgetown peaked i n 1790 and d e c l i n e d s t e a d i l y t h e r e a f t e r . B a l t i m o r e was a more c o n v e n i e n t market f o r w e s t e r n Maryland wheat f a r m e r s , tobacco p r o d u c t i o n had d e c l i n e d , and wagon r o a d s l i n k e d A l e x a n d r i a w i t h the g r a i n - p r o d u c i n g V i r g i n i a c o u n t i e s e a s t of the B l u e Ridge and i n the Shenandoah V a l l e y . Georgetown and A l e x a n d r i a became r i v a l s f o r the produce of the V i r g i n i a g r a i n b e l t . Georgetown merchants i n v e s t e d i n the Georgetown B r i d g e Company w h i c h c o n s t r u c t e d a b r i d g e over the Potomac a t L i t t l e F a l l s i n 1795, and i n an e f f o r t t o d i v e r t t r a d e from A l e x a n d r i a , a s e r i e s of t u r n p i k e companies sought Georgetown c a p i t a l . D e s p i t e t h e s e and o t h e r e f f o r t s , the coming of steam n a v i g a t i o n , w i t h the need f o r deeper h a r b o r s , and the growth of both 17 �Washington and B a l t i m o r e combined t o cause a d e c l i n e i n the commercial a c t i v i t i e s o f Georgetown. I n an e f f o r t to p r o v i d e an o u t l e t and market f o r the g r a i n s and produce of the h i n t e r l a n d s , the Chesapeake and Ohio C a n a l p r o j e c t began. A f t e r the Patowmack Company, which had been c o n s t r u c t i n g c a n a l s on the Potomac s i n c e 1785, s u r r e n d e r e d i t s c h a r t e r i n 1823, l o c a l r e s i d e n t s urged immediate a p p r o p r i a t i o n f o r the new c a n a l w h i c h would l i n k Georgetown t o Cumberland. C o n s t r u c t i o n began i n 1828. A f t e r t h r e e y e a r s the c a n a l was i n use from Georgetown t o Seneca, f i n a l l y r e a c h i n g Cumberland i n 1850. Georgetown e n j o y e d c o n t i n u e d p r o s p e r i t y u n t i l 1860. I n 1871, Georgetown was annexed by the C i t y of Washington. I t c o n t i n u e d to grow w i t h i n the l i m i t s of i t s u n y i e l d i n g b o u n d a r i e s . S i n c e i t was bounded on the e a s t by Rock C r e e k , on the west by Georgetown C o l l e g e and the Convent of the V i s i t a t i o n , on the s o u t h by the Potomac R i v e r , and on the n o r t h by l a r g e e s t a t e s , i t c o u l d not s p r e a d out. L o t s were t h e r e f o r e s u b d i v i d e d and row h o u s i n g was b u i l t ( F i g u r e 7 ) . I n a d d i t i o n t o s t r i c t b o u n d a r i e s , the growth, a r c h i t e c t u r e and d i v e r s i t y of Georgetown were i n f l u e n c e d by the i n f l u x of l a b o r e r s both t o b u i l d and work a l o n g the c a n a l and w a t e r f r o n t , and growing numbers of c i v i l s e r v a n t s who found i t a c o n v e n i e n t and i n e x p e n s i v e p l a c e to l i v e . The h i s t o r y of Georgetown i s i n t e r t w i n e d w i t h the c o m m e r c i a l , t e c h n o l o g i c a l and t r a n s p o r t a t i o n h i s t o r y of the n a t i o n , and peopled by f i g u r e s of n a t i o n a l as w e l l as l o c a l s i g n i f i c a n c e . I n the 1780's, Thomas C o r c o r a n s e t t l e d i n Georgetown and became a p o w e r f u l f o r c e i n Washington business. H i s son, W i l l i a m , donated the C o r c o r a n G a l l e r y of A r t and the l a n d f o r Oak H i l l Cemetery to Washington. I n the p r o c e s s , he brought such f i g u r e s as James Renwick, Andrew J a c k s o n Downing, C a l v e r t Vaux, and F r e d e r i c k Law Olmsted to Washington t o b u i l d the S m i t h s o n i a n C a s t l e , the Oak H i l l Chapel and Gatehouse, and to p l a n the l a n d s c a p e of the M a l l . Robert Todd L i n c o l n brought a house on N S t r e e t when he r e t i r e d from the p r e s i d e n c y of the Pullman Company i n 1815, and o t h e r houses i n Georgetown were b u i l t or bought by Thomas Sim Lee, t w i c e governor of Maryland and p i l l a r of the F e d e r a l i s t p a r t y ; F r a n c i s Dodge, a merchant whose warehouse remains on the w a t e r f r o n t ; and F r a n c i s S c o t t Key, whose house was demolished i n 1947 t o p r o v i d e a c c e s s f o r Key B r i d g e . By the l a t e 19th c e n t u r y , Georgetown's r i v e r - b a s e d commercial a c t i v i t i e s had e s s e n t i a l l y ended and c a n a l t r a d e was waning. I n d u s t r i a l a c t i v i t i e s on the w a t e r f r o n t c o n t i n u e d , and a r a i l road s p u r a l o n g the w a t e r f r o n t s u p p l a n t e d waterway t r a n s p o r t a t i o n f o r these a c t i v i t i e s . By 1930, the i n d u s t r i a l i z e d w a t e r f r o n t and o t h e r a r e a s of Georgetown were c o n s i d e r e d undesirable p l a c e s to l i v e , w i t h a g i n g and d e t e r i o r a t e d row h o u s i n g . However, Georgetown's c o n v e n i e n t l o c a t i o n and v i l l a g e atmosphere l e d to 18 �WHITEHURST FREEWAY CORRIDOR STUDY • • • District: of Columbia Department: of Transportation Consultants: DeLeuw. Cathen P.C. * Delon Hampton & Associates, Chartered * KressCox Associates, P C 200' 400 FIGURE 7 MAP OF GEORGETOWN WATERFRONT , 1874 BY FAEHTZ AND BRATT �a g r a d u a l i n f l u x o f new, more a f f l u e n t r e s i d e n t s i n t h e 1930s and 1940s, w i t h a p r o c e s s o f r e n o v a t i o n and r e s t o r a t i o n . In 1949, t h e e l e v a t e d W h i t e h u r s t Freeway was b u i l t a l o n g t h e d e c l i n i n g Georgetown w a t e r f r o n t , t h e n c h a r a c t e r i z e d by a m i x t u r e o f i n d u s t r i a l and c o m m e r c i a l u s e s . S i n c e t h a t time, the l a n d s o u t h o f t h e f r e e w a y has been c l e a r e d . D u r i n g t h e f i r s t h a l f of t h e 19th c e n t u r y , Foggy Bottom's c h a r a c t e r s l o w l y changed, r e f l e c t i n g an i n c r e a s e d number o f i n d u s t r i a l e s t a b l i s h m e n t s a l o n g t h e w a t e r f r o n t and Rock Creek. S e v e r a l o f t h e s e were owned by C a p t a i n W i l l i a m E a s b y , i n c l u d i n g a l i m e k i l n , i c e house, and s h i p y a r d w h i c h produced s m a l l c r a f t and c a n a l b o a t s f o r t h e C & 0 C a n a l . The c a n a l s e r v e d a s t h e n o r t h e r n boundary f o r E a s b y ' s s h i p y a r d . A n o t h e r i m p o r t a n t e s t a b l i s h m e n t was t h e Washington Gas L i g h t Company, w h i c h b u i l t a p l a n t a t New Hampshire and V i r g i n i a Avenues i n 1856. Between 1850 and 1860 ( F i g u r e 8) b o t h t h e c i t y and Foggy Bottom e x p e r i e n c e d l a r g e p o p u l a t i o n i n c r e a s e s , which continued during and a f t e r t h e C i v i l War when more i n d u s t r i e s moved i n t o Foggy Bottom. The p r o x i m i t y of t h e r i v e r and c a n a l c o n t i n u e d t o be a m a j o r i n f l u e n c e i n e s t a b l i s h i n g Foggy Bottom's r e p u t a t i o n a s a working c l a s s neighborhood. The Godey Lime K i l n s were b u i l t a t t h e edge of t h e c a n a l i n 18 64, and t h e r e was a n o t h e r l i m e k i l n on Rock C r e e k owned by K n o t t and M u l e r . Easby's shipyard was t a k e n o v e r by a p a v i n g company. T h e r e were two b r e w e r i e s , t h e Abner C r u r y Brewery Company and t h e H e u r i c h Brewery, f i r s t e s t a b l i s h e d i n 1872, and moved i n 1895 t o 2 5 t h and K S t r e e t . The gas works expanded. A t 27th and K S t r e e t was t h e A r l i n g t o n Bottlers. T h e s e and o t h e r b u s i n e s s e s a t t r a c t e d l a r g e numbers of b l a c k s and f o r e i g n - b o r n r e s i d e n t s , m o s t l y German and I r i s h . Foggy Bottom was one o f t h e few a r e a s i n Washington w h i c h had a l a r g e immigrant p o p u l a t i o n . A l l e y d w e l l i n g s were c o n s t r u c t e d i n t h e l a t e 1870's and 1880's t o p r o v i d e i n e x p e n s i v e h o u s i n g for workers. They became i n c r e a s i n g l y crowded, however, and l a c k e d b a s i c a m e n i t i e s . By 1892, Foggy Bottom had n i n e i n h a b i t e d a l l e y s , one of w h i c h , Snow's, had o v e r 300 r e s i d e n t s . A f t e r 1900, t h e i n d u s t r i e s i n Foggy Bottom began t o d e c l i n e . The i n c r e a s e d u s e o f t h e r a i l r o a d , d e c r e a s e d demand f o r c o a l , and o t h e r f a c t o r s l e d t o t h e d e c l i n e o f t h e c a n a l , and i n d u s t r i e s began moving away. P r o h i b i t i o n s e v e r e l y a f f e c t e d t h e b r e w e r i e s and hence employment o p p o r t u n i t i e s . As t r a n s p o r t a t i o n improved and a u t o m o b i l e use i n c r e a s e d , p e o p l e moved f a r t h e r out of the c i t y , except f o r the poorer r e s i d e n t s . Some a l l e y d w e l l i n g s were r e p l a c e d by w a r e h o u s e s and p a r k i n g l o t s . I n the 1920s t h e f i r s t m u l t i - s t o r y a p a r t m e n t h o u s e s were b u i l t i n Foggy Bottom, s e v e r a l l o c a t e d a l o n g K S t r e e t . The A l l e y D w e l l i n g A u t h o r i t y , c r e a t e d i n 1934, d e m o l i s h e d more a l l e y d w e l l i n g s i n an e f f o r t t o wipe o u t slum h o u s i n g . As t h e immigrant p o p u l a t i o n d e c l i n e d , t h e number o f b l a c k r e s i d e n t s i n c r e a s e d . 20 �Source: Foggy Bottom 1800-1975: FIGURE 8 A Study i n t h e Uses o f an Urban Neighborhood, 1978 FOGGY BOTTOM IN 1857 WHITEHURST FREEWAYCORRIDOR STUDY D i s t r i c t of Columbia D a p a r t m e n t o f T r a n s p o r t a t i o n CorauUra: DeLaL*» Other P C * Oeicr w o o r S Araooaure Oartsreo * KressCo Assooatw P C �A f t e r World War I I , t h e c h a r a c t e r o f Foggy Bottom a g a i n began t o change d r a m a t i c a l l y . P r i v a t e owners began t o r e h a b i l i t a t e many of the n e i g h b o r h o o d ' s d e t e r i o r a t e d h o u s e s and i n d u s t r i a l u s e s were removed. Lower income f a m i l i e s were d i s p l a c e d by more a f f l u e n t r e s i d e n t s a t t r a c t e d by Foggy Bottom's c e n t r a l location. V a r i o u s t r a n s p o r t a t i o n p r o j e c t s had a major i m p a c t . The p o r t i o n of the I n n e r Loop Freeway b u i l t i n the 1950s d e s t r o y e d the v a s t m a j o r i t y of h o u s e s between 2 6 t h and 2 7 t h S t r e e t s from L S t r e e t t o V i r g i n i a Avenue. C o n s t r u c t i o n of a p p r o a c h e s t o t h e Theodore R o o s e v e l t B r i d g e took more b u i l d i n g s i n 1960, i n c l u d i n g t h e H e u r i c h Brewery. The K S t r e e t E x p r e s s w a y or e a s t e r n e x t e n s i o n of the W h i t e h u r s t Freeway e f f e c t i v e l y d i v i d e d t h e n e i g h b o r h o o d i n h a l f i n 1961. The e x p a n s i o n of George Washington U n i v e r s i t y and major r e d e v e l o p m e n t p r o j e c t s a l s o i m p a c t e d the neighborhood; the Columbia P l a z a p r o j e c t , begun i n 1965, removed some 186 rowhouses n e a r 2 4 t h and F S t r e e t s . As r e s u l t of the t r a n s p o r t a t i o n and r e d e v e l o p m e n t p r o j e c t s , Foggy Bottom i s now a m i x t u r e of h i g h r i s e b u i l d i n g s and s m a l l s c a l e 19th c e n t u r y rowhouses, s u r r o u n d e d by h i g h w a y s . a D e s c r i p t i o n of I n d i v i d u a l S i t e s or S t r u c t u r e s on o r f o r t h e N a t i o n a l R e g i s t e r of H i s t o r i c P l a c e s . Eligible 1. Georgetown H i s t o r i c D i s t r i c t . I n 1950, C o n g r e s s p a s s e d the Georgetown A c t c r e a t i n g the Georgetown H i s t o r i c D i s t r i c t , b o r d e r e d by Rock C r e e k and Potomac Parkway on the e a s t , t h e n o r t h e r n boundary o f Dumbarton Oaks P a r k , Whitehaven S t r e e t , and W h i t e h a v e n Parkway on the n o r t h , r u n n i n g s o u t h a l o n g 35th S t r e e t t o R e s e r v o i r Road, w e s t a l o n g R e s e r v o i r to A r c h b o l d Parkway, and s o u t h t o the Potomac R i v e r . The Commission of F i n e A r t s i s r e s p o n s i b l e f o r a d m i n i s t e r i n g the A c t . The Georgetown H i s t o r i c D i s t r i c t was l i s t e d on t h e N a t i o n a l R e g i s t e r i n 1967. W i t h i n t h e d i s t r i c t a r e many s t r u c t u r e s t h a t a r e e i t h e r on or e l i g i b l e f o r the N a t i o n a l R e g i s t e r , i n c l u d i n g numerous b u i l d i n g s i n the Georgetown w a t e r f r o n t a r e a , the h e a r t of the o l d town. On Thomas J e f f e r s o n S t r e e t , t h e r e a r e a t l e a s t s i x h o u s e s d a t i n g between the 1790's and 1810. These h o u s e s were o c c u p i e d v a r i o u s l y by t h e Potomac Masons, D a n i e l R e i n t z e l , one of Georgetown's e a r l y mayors, and l a t e r , a r t i s a n s and l a b o r e r s a t t r a c t e d by t h e new C & 0 C a n a l . A l o n g the c a n a l towpath toward 3 1 s t S t r e e t a r e h o u s e s b u i l t around 1870 by P h i l i p Gormley, who bought the Potomac Mason's Lodge (1058 Thomas J e f f e r s o n S t r e e t ) i n 1840 and h i s n e i g h b o r , P e t e r von E s s e n . On 3 1 s t S t r e e t i s C a n a l S q u a r e , a b r i c k shopping complex t h a t i n c o r p o r a t e s an o l d c a n a l warehouse a s i t s s o u t h w a l l . I n the f i r s t p a r t o f t h i s c e n t u r y the warehouse housed the o f f i c e s of Herman H o l l e r i t h , i n v e n t o r of t h e t a b u l a t i n g m a c h i n e . 22 �S o u t h of the c a n a l t h e r e a r e a v a r i e t y of s t r u c t u r e s i m p o r t a n t f o r t h e i r h i s t o r i c a l or a r c h i t e c t u r a l s i g n i f i c a n c e . Among t h e s e is G r a c e C h u r c h , b u i l t i n 18 66-1867 a s a m i s s i o n c h u r c h f o r the boatmen of the C & 0 C a n a l . I t i s b u i l t i n the G o t h i c R i v i v a l s t y l e of g r a n i t e a s h l a r w i t h s a n d s t o n e t r i m . A t 1066 W i s c o n s i n Avenue i s the V i g i l a n t F i r e h o u s e b u i l t i n 1844 t o house a p r i v a t e f i r e f i g h t i n g company and c o n v e r t e d t o c o m m e r c i a l u s e i n 1883. The s t r u c t u r e i s b r i c k , two s t o r i e s , w i t h a g a b l e r o o f and a wooden b e l f r y . I t c u r r e n t l y houses a s t o r e . Above t h e Washington Canoe C l u b a t Key B r i d g e i s the s i t e of the F r a n c i s S c o t t Key.house w h i c h was d e s t r o y e d i n 1947. The house was b u i l t i n 1802 by Thomas C l a r k e and was o c c u p i e d by Key between 1805 and 1830. A p l a q u e on the b r i d g e commemorates the h o u s e . A t 1052-54 Potomac S t r e e t i s t h e J o s e p h C a r l e t o n House, w h i c h was b u i l t i n 1794. I t i s brick, 2 \ s t o r i e s with a g a b l e r o o f and shop on t h e f i r s t f l o o r . Above the C a r l e t o n House, a t 3276 M S t r e e t , i s t h e Georgetown Market, b u i l t i n 1866 on f o u n d a t i o n s of a 1796 m a r k e t . I t was r e c e n t l y r e s t o r e d to i t s o r i g i n a l u s e . T h e r e a r e numerous o t h e r b u i l d i n g s of m a j o r h i s t o r i c and a e s t h e t i c v a l u e i n the Georgetown H i s t o r i c D i s t r i c t . Most of t h e s e b u i l d i n g s d a t e from t h e p e r i o d a f t e r 1800 and a r e i l l u s t r a t i v e of a r c h i t e c t u r a l t r e n d s t h r o u g h o u t the 19th c e n t u r y . The s c a l e , m a s s i n g , and m a t e r i a l s of the b u i l d i n g s c r e a t e a d i s t i n c t i v e atmosphere of a t t r a c t i v e , r e s t o r e d r e s i d e n c e s l i n i n g narrow, t r e e - s h a d e d s t r e e t s n o r t h of M S t r e e t . South of M S t r e e t , l a r g e - s c a l e r e d e v e l o p m e n t p r o j e c t s have s i g n i f i c a n t l y a l t e r e d the ambience of t h e 1 8 t h and 19th c e n t u r y w a t e r f r o n t a r e a . 2. Washington Canoe C l u b . The Washington Canoe C l u b was b u i l t a b o u t 1890 and r e p r e s e n t e d a new a r c h i t e c t u r a l s t y l e on t h e waterfront. I t s s h i n g l e s t y l e a r c h i t e c t u r e was p o p u l a r i z e d by H. H. R i c h a r d s o n and the a r c h i t e c t u r a l f i r m of McKim, Mead and White, and was c h a r a c t e r i s t i c of summer r e s o r t s around the t u r n of the c e n t u r y . The b u i l d i n g i s two s t o r i e s h i g h w i t h t w i n , three-story turrets. I t i s l i s t e d on t h e D.C. I n v e n t o r y of H i s t o r i c S i t e s a s a C a t e g o r y I I landmark. 3. Aqueduct B r i d g e Abutment. The Potomac Aqueduct B r i d g e was a b r i d g e w i t h a wooden s u p e r s t r u c t u r e b u i l t i n 18 33-18 43 t o c a r r y C & 0 C a n a l t r a f f i c a c r o s s t h e Potomac R i v e r . T h i s b r i d g e was c o n s i d e r e d a r e m a r k a b l e e n g i n e e r i n g a c h i e v e m e n t i n i t s day. I n 1868, a new wooden s u p e r s t r u c t u r e was added so t h a t t h e b r i d g e had two l e v e l s , the lower u s e d f o r t h e c a n a l t r o u g h , and the upper f o r a highway b r i d g e . I n 18 88, t h e s u p e r s t r u c t u r e was a g a i n changed, t h i s time t o i r o n . T h i s s u p e r s t r u c t u r e and the upper p a r t s of the b r i d g e p i e r s were removed i n 1933 a f t e r the b r i d g e was r e p l a c e d by t h e new Key B r i d g e . The s t o n e abutment on the Georgetown s i d e , b u i l t i n 1839-1841, i s s t i l l s t a n d i n g and i s i n c l u d e d on t h e D C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y 0 23 �I landmark. T h i s r e c t a n g u l a r a b u t m e n t h a s two s e g m e n t a l a r c h b a r r e l v a u l t s r u n n i n g e a s t - w e s t , o n e o f w h i c h was r a i s e d i n 1900-1909 t o p r o v i d e c l e a r a n c e f o r t h e r a i l r o a d . 4. Potomac B o a t C l u b . This i s the o l d e s t s u r v i v i n g boat c l u b along the Georgetown w a t e r f r o n t , founded i n 1869. The c l u b ' s p r e s e n t s t r u c t u r e i s o v e r 70 y e a r s o l d ( b u i l t i n 1 9 0 8 ) . I t i s l i s t e d on t h e D.C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y I I I landmark. 5. Key B r i d g e . T h i s b r i d g e was b u i l t a d j a c e n t t o t h e P o t o m a c A q u e d u c t B r i d g e , w h i c h h a d become i n a d e q u a t e f o r t r a f f i c . C o n s t r u c t i o n b e g a n i n 1 9 1 7 a n d t h e b r i d g e was o p e n e d t o t r a f f i c on J a n u a r y 1 7 , 19 2 3 . K e y B r i d g e i s an e a r l y example o f reinforced concrete arch construction. The Romanesque form and N e o - c l a s s i c a l d e t a i l i n g o f t h e b r i d g e w e r e d e s i g n e d by a W a s h i n g t o n a r c h i t e c t , N a t h a n C. Wyeth, and t h e c o n s t r u c t i o n p l a n s w e r e p r e p a r e d by t h e U.S. Army C o r p s o f E n g i n e e r s . The b r i d g e has f i v e p r i n c i p a l a r c h spans between the r i v e r p i e r s and a b u t m e n t s and a s e r i e s o f s p a n d r e l r o u n d a r c h e s w h i c h support the bridge deck. T h e t o t a l l e n g t h i s 1,620 f e e t f r o m the Georgetown abutment t o t h e R o s s l y n abutment. An a d d i t i o n a l 1 5 2 - f o o t s p a n was a d d e d t o t h e V i r g i n i a s i d e i n 1 9 3 7 when t h e G e o r g e W a s h i n g t o n M e m o r i a l P a r k w a y was b u i l t . T h e b r i d g e was o f f i c i a l l y named i n h o n o r o f F r a n c i s S c o t t K e y , a u t h o r o f t h e S t a r S p a n g l e d B a n n e r , i n 1 9 1 6 ; t h e name was c h a n g e d t o t h e G e o r g e t o w n B r i d g e i n 1920 and back a g a i n t o t h e F r a n c i s S c o t t Key B r i d g e i n 1924. K e y B r i d g e i s i n c l u d e d on t h e D.C. I n v e n t o r y o f H i s t o r i c S i t e s as a C a t e g o r y I I I l a n d m a r k ; a determination of e l i g i b i l i t y for the National Register i s c u r r e n t l y being processed. 6. C&O C a n a l N a t i o n a l H i s t o r i c a l P a r k . T h e C&O C a n a l p l a y e d an i m p o r t a n t r o l e i n t h e c o m m e r c i a l d e v e l o p m e n t o f G e o r g e t o w n . C o n s t r u c t i o n o f t h e c a n a l began i n 1828; t h e l a s t s t r e t c h of t h e 1 8 4 . 5 - m i l e c a n a l t o C u m b e r l a n d , M a r y l a n d , was o p e n e d i n 1850. I n a d d i t i o n t o t r a n s p o r t i n g c o a l , g r a i n , and o t h e r p r o d u c t s , t h e c a n a l was a s o u r c e o f w a t e r p o w e r f o r t h e m i l l s and b u s i n e s s e s t h a t g r e w up a l o n g i t . Canal t r a f f i c declined r a p i d l y a f t e r 1899 a n d c o m m e r c i a l o p e r a t i o n s w e r e e n d e d i n 19 24 a f t e r damage f r o m a m a j o r f l o o d . T h e C&O C a n a l N a t i o n a l H i s t o r i c a l P a r k was e s t a b a l i s h e d i n 1 9 7 1 . T h e c a n a l h a s b e e n r e s t o r e d and i s m a i n t a i n e d by t h e N a t i o n a l P a r k S e r v i c e . I tis l i s t e d on t h e N a t i o n a l R e g i s t e r a n d i s i n c l u d e d on t h e D.C. I n v e n t o r y o f H i s t o r i c S i t e s as a C a t e g o r y I l a n d m a r k . 7. F o r r e s t M a r b u r y House and Wing. The F o r r e s t Marbury House a t 3 3 5 0 M S t r e e t was b u i l t b e t w e e n 1788 a n d 1 7 9 0 . I t was t h e home o f C o l . U r i a h F o r r e s t , a R e v o l u t i o n a r y War s o l d i e r a n d s t a t e s m a n who was l a t e r a m a y o r o f G e o r g e t o w n . I n 1800, t h e h o u s e was b o u g h t b y W i l l i a m M a r b u r y , a l a w y e r who i s famous f o r h i s r o l e i n t h e Supreme C o u r t c a s e , Marbury v s . Madison. The 24 �a d j a c e n t wing was added i n the 1870's. I n a d d i t i o n to i t s a r c h i t e c t u r e , t h e house i s s i g n i f i c a n t a s a m e e t i n g p l a c e f o r George Washington and the f o u n d e r s of the c a p i t a l c i t y . The F o r r e s t Marbury House i s l i s t e d on the N a t i o n a l R e g i s t e r and i s i n c l u d e d on t h e D.C. I n v e n t o r y of H i s t o r i c S i t e s as a C a t e g o r y I landmark. 8. 3342 M S t r e e t . T h i s i s t w o - s t o r y c o m m e r c i a l s t r u c t u r e of b r i c k b e a r i n g w a l l s and wood i n t e r i o r c o n s t r u c t i o n w i t h l a r g e s t o r e f r o n t windows on t h e f i r s t and second f l o o r s . The d e t a i l i n g a t t h e c o r n i c e i s t y p i c a l of s m a l l - s c a l e c o m m e r c i a l b u i l d i n g s b u i l t i n t h e 1920's. R e s e a r c h on the b u i l d i n g p e r m i t does not g i v e the d a t e s of c o n s t r u c t i o n , but the b u i l d i n g was r e m o d e l ed i n 1927. I t has c o n t r i b u t i n g v a l u e t o the Georgetown H i s t o r i c District. 9. 3336, 3338, and 3340 M S t r e e t . B u i l t as a s i n g l e s t r u c t u r e , p r o b a b l y between 1890 and 1900, t h e s e a r e t w o - s t o r y s t r u c t u r e s of b r i c k b e a r i n g w a l l and wood i n t e r i o r c o n s t r u c t i o n . Records i n d i c a t e r e m o d e l i n g a t v a r i o u s t i m e s i n the p a s t and 3340 has been s u b s t a n t i a l l y a l t e r e d , w i t h a shed r o o f and s t o r e f r o n t windows n o t i n k e e p i n g w i t h t h e o r i g i n a l c o n s t r u c t i o n . The b u i l d i n g s have a c o n t i n u o u s d e n t i l m o l d i n g a t t h e f r o n t r o o f line. They have c o n t r i b u t i n g v a l u e t o the Georgetown H i s t o r i c District. 10. 1113 and 1111 3 4 t h S t r e e t . Both of t h e s e b u i l d i n g s were l i s t e d i n the 1950*s a s 1021 3 4 t h S t r e e t . B u i l t a s a s i n g l e s t r u c t u r e a f t e r 1887, t h e y a r e t w o - s t o r y , b r i c k b e a r i n g w a l l c o n s t r u c t i o n w i t h m i n i m a l a r c h i t e c t u r a l d e t a i l i n g . Used f o r a r e s i d e n c e and o f f i c e , t h e s e b u i l d i n g s were o r i g i n a l l y p a r t of t h e F o r r e s t Marbury e s t a t e u n t i l i t s s u b d i v i s i o n . The b u i l d i n g s a r e marked by a m a t c h i n g p a i r of h o r s e heads mounted on t h e w a l l . They have c o n t r i b u t i n g v a l u e t o the Georgetown Historic District. 11. A, B, C, and D M S t r e e t A l l e y . A d j a c e n t t o the above s t r u c t u r e , t h e s e f o u r t w o - s t o r y rowhouses a r e of b r i c k b e a r i n g w a l l and wood i n t e r i o r c o n s t r u c t i o n . They were p r o b a b l y b u i l t around t h e t u r n o f the c e n t u r y , a t the same time as t h e i r n e i g h b o r i n g s t r u c t u r e s on 3 4 t h S t r e e t , and have c o n t r i b u t i n g v a l u e t o t h e Georgetown H i s t o r i c D i s t r i c t . 12. 3 3 48 M S t r e e t A l l e y . This i s a small, unrestored, twos t o r y warehouse s t r u c t u r e t y p i c a l of t h o s e b u i l t a l o n g the c a n a l , w i t h b r i c k b e a r i n g w a l l s and wood i n t e r i o r c o n s t r u c t i o n . It was b u i l t on the F o r r e s t Marbury p r o p e r t y a f t e r 1887. Some of t h e window o p e n i n g s have been m o d i f i e d w i t h plywood, and b a r s have been added a t t h e f i r s t f l o o r . L a r g e d o o r s a t t h e second f l o o r i n d i c a t e warehouse u s e f o r the o r i g i n a l c o n s t r u c tion. The b u i l d i n g i s c u r r e n t l y used f o r a d r a p e r y shop and a woodworking shop. I t has c o n t r i b u t i n g v a l u e t o the Georgetown Historic District. 25 �13. 3301 K S t r e e t . The t w o - s t o r y K S t r e e t p o r t i o n o f t h i s b u i l d i n g was o r i g i n a l l y b u i l t i n 1888 f o r u s e a s an a r c h i t e c t u r a l i r o n w o r k s shop and was l a t e r u s e d a s a r e p a i r shop. The o r i g i n a l warehouse h a s a s t o n e w a t e r t a b l e w i t h b r i c k , i n d u s t r i a l s t y l e c o n s t r u c t i o n above. Windows a t t h e upper l e v e l have b r i c k a r c h e s . New windows have been i n s t a l l e d , and o n l y t h e two s t r e e t f a c a d e s of the o r i g i n a l c o n s t r u c t i o n remain. The r e a r o n e - a n d - o n e - h a l f s t o r y warehouse s t r u c t u r e was b u i l t a f t e r t h e f r o n t p o r t i o n , and i s o f b r i c k c o n s t r u c t i o n , w i t h m i n i m a l d e t a i l i n g . The e n t i r e b u i l d i n g h a s undergone s u b s t a n t i a l r e m o d e l i n g d u r i n g t h e p a s t year. I t h a s c o n t r i b u t i n g v a l u e t o t h e Georgetown H i s t o r i c District. 14. Bomford M i l l . T h i s f o u r - s t o r y b r i c k b u i l d i n g was b u i l t i n 1845-47 and e n l a r g e d c . 1 8 8 3 . I t was b u i l t a s a c o t t o n m i l l by C o l . George Bomford, a m e r c h a n t and ordnance e x p e r t , on t h e s i t e o f a f l o u r m i l l d e s t r o y e d by f i r e i n 1844. I n 1866, t h e b u i l d i n g was s o l d t o A. H. H e r r , who c o n v e r t e d i t t o a n o t h e r flour mill. By t h e time i t was e n l a r g e d , i t had become known a s the P i o n e e r F l o u r M i l l . The b u i l d i n g i s t h e o n l y o l d m i l l r e m a i n i n g i n Georgetown and i s r e p r e s e n t a t i v e o f t h e growth o f t h e m i l l i n g i n d u s t r y i n Georgetown a s a r e s u l t o f t h e w a t e r power p r o v i d e d by t h e C & O Canal. I t i s i n c l u d e d on t h e D.C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y I I landmark. 15. Paper M i l l . The o r i g i n a l b r i c k s t r u c t u r e a t 3255-59 K S t r e e t was b u i l t around 1900-02 and s e r v e d a s t h e D i s t r i c t o f Columbia Paper M i l l M a n u f a c t u r i n g Company b u i l d i n g . A port i o n o f t h e o r i g i n a l s t r u c t u r e h a s been i n c o r p o r a t e d i n t o a new condominium b u i l t on t h e s i t e i n 1980. I t i s i n c l u d e d on t h e D.C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y I I landmark. 16. 3233 K S t r e e t . T h i s i s a s m a l l c o m m e r c i a l s t r u c t u r e o f two s t o r i e s w i t h b r i c k b e a r i n g w a l l s and wood frame i n t e r i o r construction. A stone b u i l d i n g occupied t h i s s i t e p r i o r to 18 87, b u t was d e m o l i s h e d and r e p l a c e d w i t h t h i s b r i c k s t r u c t u r e , p r o b a b l y d u r i n g r e m o d e l i n g i n t h e 1920's. The l a c k of d e t a i l i n g i n t h e masonry i n d i c a t e s t h a t t h e o r i g i n a l u s e was probably commercial. The b u i l d i n g h a s c o n t r i b u t i n g v a l u e t o t h e Georgetown H i s t o r i c D i s t r i c t . 17. 1021-31 C e c i l P l a c e . T h e s e s i x rowhouses a r e p a r t o f t h e C h e r r y h i l l complex f l a n k i n g C h e r r y h i l l Lane and C e c i l P l a c e . B u i l t about 1890 i n t h e V i c t o r i a n v e r n a c u l a r s t y l e , t h e h o u s e s a r e b r i c k , two s t o r i e s h i g h w i t h an exposed basement, and have two b a y s . The h o u s e s were r e s t o r e d about 1950. They have been documented i n t h e H i s t o r i c A m e r i c a n B u i l d i n g s S u r v e y (HABS). The HABS program, i n i t i a t e d i n 19 33 f o r r e c o r d i n g i m p o r t a n t examples o f A m e r i c a n a r c h i t e c t u r e , i s c o n d u c t e d by t h e N a t i o n a l Park S e r v i c e i n c o o p e r a t i o n w i t h the American I n s t i t u t e of A r c h i t e c t s and t h e L i b r a r y o f C o n g r e s s . 26 �18. Dodge Warehouses. L o c a t e d a t the f o o t of W i s c o n s i n Avenue and K S t r e e t , the Dodge Warehouses were b u i l t i n the l a t e 1700's and e a r l y 18QQ's. They a r e group of f o u r a d j a c e n t b u i l d i n g s , 1000-1010 W i s c o n s i n Avenue and 3205 K S t r e e t , l i s t e d c o l l e c t i v e l y on t h e D.C. l i s t as a C a t e g o r y I I landmark. The main warehouse i s b r i c k , 2% s t o r i e s h i g h , w i t h a g a b l e r o o f . The f o u n d a t i o n s of t h e s o u t h w a l l a r e o f r u b b l e masonry, p a r t of an e a r l i e r s t o n e b u i l d i n g on t h e s i t e . I t was one of s e v e r a l w a r e h o u s e s owned by F r a n c i s Dodge, a p r o s p e r o u s Georgetown merchant and trader. T h e s e b u i l d i n g s p r e s e r v e most of t h e i r o r i g i n a l f e a t u r e s and a r e t y p i c a l o f the Georgetown w a t e r f r o n t i n the F e d e r a l period. The b u i l d i n g a t 3205 K S t r e e t , c u r r e n t l y o c c u p i e d by C h a d w i c k ' s r e s t a u r a n t , was b u i l t around 1815, s h o r t l y a f t e r the a d j o i n i n g warehouse. The b u i l d i n g has undergone s u b s t a n t i a l i n t e r i o r r e m o d e l i n g and t h e e x t e r i o r has been p a i n t e d . 19. D.C. I n c i n e r a t o r . T h i s i s a f o u r - s t o r y i n d u s t r i a l b u i l d i n g , mostly b r i c k , w i t h a smokestack. B u i l t i n 1931 i n the A r t Deco s t y l e , t h e b u i l d i n g was s e t i n grounds l a n d s c a p e d by the Olmstead B r o t h e r s , t h e d e s i g n e r s of C e n t r a l P a r k . The i n c i n e r a t o r was abandoned i n 1971. . The Georgetown C i t i z e n s A s s o c i a t i o n has f i l e d an a p p l i c a t i o n d e s i g n a t i n g t h i s b u i l d i n g a h i s t o r i c landmark. P l a n s by a p r i v a t e d e v e l o p e r t o l e a s e the b u i l d i n g , owned by the D i s t r i c t of Columbia, f o r a d i n n e r t h e a t e r , a r e u n c e r t a i n . S u t e r ' s T a v e r n o r g i n a l l y o c c u p i e d the s o u t h e a s t c o r n e r ,of the s i t e a t 3 1 s t and K S t r e e t s i n t h e e a r l y d a y s of Washington. This t a v e r n was o f t e n r e f e r r e d t o a s a p o p u l a r m e e t i n g p l a c e i n h i s t o r i c r e c o r d s of the development of the new c a p i t a l c i t y . The s i t e i s now marked by a p l a q u e . 20. L i b b y Rowhouses. T h e s e n i n e rowhouses a t 1021-1037 3 0 t h S t r e e t were b u i l t s h o r t l y a f t e r 1887. The s i t e was owned by J o s e p h and J . E . L i b b y . An i n t e r e s t i n g f e a t u r e of the twos t o r y b r i c k rowhouses i s t h e b r i c k c o r n i c e capped by a d o g t o o t h row of s t r e t c h e r s . Major r e m o d e l i n g was one i n 1968. The b u i l d i n g s have been documented i n the H i s t o r i c American B u i l d i n g s Survey. 21. Wheatley Rowhouses. These e i g h t i d e n t i c a l rowhouses a t 1018-1032 2 9 t h S t r e e t were b u i l t between 1884-1887. Francis W h e a t l e y , who bought the l o t s i n 1853, was a p r o m i n e n t l o c a l c i t i z e n and c o - f o u n d e r o f a lumber b u s i n e s s c a r r i e d on by h i s sons u n t i l 1903. The h o u s e s were b u i l t to be r e n t e d (the Wheatley f a m i l y l i v e d n o r t h of M S t r e e t ) . These t w o - s t o r y , b r i c k h o u s e s a r e r e p r e s e n t a t i v e of a t y p e of m u l t i p l e d w e l l i n g u n i t common i n t h e l a t e 19th c e n t u r y . They have been documented i n the H i s t o r i c A m e r i c a n B u i l d i n g s S u r v e y . 22. West H e a t i n g P l a n t . B u i l t by the G e n e r a l S e r v i c e s A d m i n i s t r a t i o n i n 1946, t h i s l a r g e s t r u c t u r e has a s t o n e w a t e r t a b l e w i t h g r a n i t e cap w h i c h c o n t i n u e s a s a w a l l around the s i t e . The e n t r y d o o r s a r e framed w i t h g r a n i t e . The m e t a l windows a r e o f an i n d u s t r i a l c h a r a c t e r , i n k e e p i n g w i t h the use of the building. At the c o r n e r s o f t h e b u i l d i n g , the b r i c k w o r k i s 27 �a r t i c u l a t e d w i t h bands o f p r o t r u d i n g b r i c k s a t a l t e r n a t i n g c o u r s e s . A l t h o u g h t h e h e a t i n g p l a n t was b u i l t l e s s t h a n 50 y e a r s ago, i t h a s a r c h i t e c t u r a l m e r i t and may be e l i g i b l e f o r the N a t i o n a l R e g i s t e r a t a l a t e r date. I t was r a t e d a s h a v i n g c o n t r i b u t i n g v a l u e i n t h e s u r v e y o f h i s t o r i c b u i l d i n g s and s i t e s c o n d u c t e d i n 1970 f o r t h e Georgetown W a t e r f r o n t F e a s i b i l i t y Study p r e p a r e d f o r t h e N a t i o n a l C a p i t a l P l a n n i n g Commission, t h e C i t i z e n s ' A s s o c i a t i o n of Georgetown, and t h e Georgetown Harbour A s s o c i a t e s . 23. Godey Lime K i l n s . The l i m e k i l n s were among t h e many i n d u s t r i e s t h a t grew up a l o n g t h e C&O C a n a l . They were b u i l t i n 1864 and o p e r a t e d u n t i l 1907. D u r i n g t h e peak y e a r s o f o p e r a t i o n , t h e k i l n s c o n s i s t e d o f f o u r ovens and a s s o c i a t e d wooden u t i l i t y s t r u c t u r e s l o c a t e d a t t h e e a s t e r n edge o f t h e C a n a l . A f t e r 1907, t h e wooden sheds were d i s m a n t l e d ; two o f t h e ovens were l a t e r removed t o make room f o r t h e W h i t e h u r s t f r e e w a y ramps. The r e m a i n i n g two r u b b l e s t o n e s t r u c t u r e s a r e a p p r o x i m a t e l y 15 f e e t h i g h , w i t h r e d b r i c k a r c h e s a t t h e k i l n o p e n i n g s . The k i l n s a r e m a i n t a i n e d by t h e N a t i o n a l Park S e r v i c e . They were l i s t e d on t h e N a t i o n a l R e g i s t e r i n 1973 and a r e i n c l u d e d i n t h e D.C. I n v e n t o r y o f H i s t o r i c S i t e s a s a C a t e g o r y I I landmark. 24. Foggy Bottom H i s t o r i c D i s t r i c t s . As a r e s u l t of a r e c e n t study,* A d v i s o r y Neighborhood Commission (ANC) 2A and t h e Foggy Bottom C i v i c A s s o c i a t i o n a r e c o n s i d e r i n g s u b m i t t i n g a p p l i c a t i o n s f o r s e v e r a l p o t e n t i a l h i s t o r i c d i s t r i c t s i n Foggy Bottom-West End. Two p o t e n t i a l d i s t r i c t s have been i d e n t i f i e d i n t h e W h i t e h u r s t Freeway s t u d y a r e a : a Foggy Bottom H i s t o r i c D i s t r i c t bounded by 2 4 t h , 2 7 t h , and K S t r e e t s and New Hampshire Avenue, and a second h i s t o r i c d i s t r i c t (name n o t y e t s e l e c t e d ) d i r e c t l y n o r t h o f t h e f i r s t , bounded by K, 25th and 2 6 t h S t r e e t s and P e n n s y l v a n i a Avenue. These p o t e n t i a l h i s t o r i c d i s t r i c t s r e p r e s e n t t h e heyday o f Foggy Bottom n e i g h b o r h o o d a s a l a t e 19th c e n t u r y w o r k i n g c l a s s community w i t h s t r o n g e t h n i c r o o t s . Many o f t h e s m a l l - s c a l e b r i c k rowhouses c h a r a c t e r i s t i c o f t h e h i s t o r i c Foggy Bottom n e i g h b o r h o o d a r e t h e work of one b u i l d e r , P e t e r McCartney, w h i c h l e n d s some c o n t i n u i t y t o t h e a r e a d e s p i t e t h e i n t r u s i o n o f h i g h r i s e d e v e l o p m e n t s . Of p a r t i c u l a r i n t e r e s t a r e t h e r e m a i n i n g a l l e y rowhouses w h i c h i l l u s t r a t e t h e d e v e l o p ment o f Foggy Bottom and i t s p o p u l a t i o n d e n s i t y i n r e s p o n s e t o economic f a c t o r s . The i n d i v i d u a l b u i l d i n g s l i s t e d below a r e a l l w i t h i n t h e 200f o o t impact zone i d e n t i f i e d f o r t h i s e v a l u a t i o n and a r e of c o n t r i b u t i n g v a l u e t o t h e p o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s . * Foggy Bottom-West End H i s t o r i c A r c h i t e c t u r a l S u r v e y , A u g u s t 1982, p r e p a r e d f o r ANC 2A and Foggy Bottom C i v i c A s s o c i a t i o n by T r a c e r i e s . Data i n t h i s r e p o r t c o n c e r n i n g i n d i v i d u a l b u i l d i n g s i n Foggy Bottom h a s been o b t a i n e d from T r a c e r i e s . 28 �25. 2524-26 L S t r e e t . T h e s e two b u i l d i n g s were c o n s t r u c t e d i n 18 87 by the owner, C. C. W a l k e r . They a r e b r i c k / two s t o r i e s h i g h w i t h an e x p o s e d basement, and have s q u a r e bay windows. A s t a r m o t i f a p p e a r s b e n e a t h the windows. 26. 1019-1023 2 6 t h S t r e e t . T h e s e t h r e e b r i c k rowhouses d a t e from t h e e a r l y 2 0 t h c e n t u r y . Two of t h e b u i l d i n g s (1019 and 1021) were b u i l t i n 1902 by Roger Maher f o r owner John Day. They a r e b r i c k , two s t o r i e s h i g h p l u s an exposed basement, and have o c t a g o n bay windows e x t e n d i n g t h e f u l l h e i g h t of t h e d w e l l i n g s . The a d j a c e n t r e s i d e n c e (1023) i s a t h r e e s t o r y b u i l d i n g w i t h a f l a t facade. 27. 2521-23 K S t r e e t . The b u i l d i n g a t 2523 K S t r e e t i s a twoS t o r y b r i c k r e s i d e n c e w i t h a V i c t o r i a n e n t r y door hood and modillioned l e n t i l s . I t i s two b a y s w i d e . The a d j a c e n t d w e l l i n g is significant as a s h o t g u n - s t y l e house, w i t h s i d e p o r c h / e x t e r i o r h a l l w a y and e n t r y s i m i l a r t o t h o s e found i n C h a r l e s t o n , South C a r o l i n a , and New O r l e a n s . I t has a f a l s e p a r a p e t , grooved c o r n i c e , and capped l e n t i l s . 28. 2520 K S t r e e t . T h i s i s a t w o - s t o r y b r i c k d w e l l i n g , b a y s w i d e , w i t h an e x p o s e d basement. A modern p o r c h has added t o t h e f r o n t of t h e b u i l d i n g . three been 29. 2524 K S t r e e t . T h i s i s a t w o - s t o r y b r i c k rowhouse w i t h two b a y s , w h i c h has chimneys on the w e s t s i d e of the g a b l e d r o o f . The d a t e o f c o n s t r u c t i o n has not been d e t e r m i n e d b u t t h e b u i l d i n g a p p e a r s t o d a t e from t h e F e d e r a l p e r i o d . 30. Hinkley Pottery. T h i s b r i c k b u i l d i n g a t 2534 K S t r e e t was d e s i g n e d and c o n s t r u c t e d i n 1889 by P e t e r McCartney. The f i r s t owner, P e t e r M c l n t y r e , o p e r a t e d a g r o c e r y s t o r e t h e r e f o r many y e a r s . The b u i l d i n g ' s p o s i t i o n on a c o r n e r l o t i s a c c e n t u a t e d by a t h r e e - s t o r y s q u a r e bay crowned by an a r c h e d pediment. On 2 6 t h S t r e e t , the H i n k l e y P o t t e r y b u i l d i n g now s h a r e s a common e n t r a n c e w i t h an a d j o i n i n g , t w o - s t o r y house of the same s t y l e . 31. 949-955 2 6 t h S t r e e t . T h e s e f o u r rowhouses were b u i l t i n 1892 by J . W. S e r r u i . They a r e t w o - s t o r y , two bay b r i c k b u i l d i n g s w i t h wrought i r o n s t e p s l e a d i n g up t o the f i r s t f l o o r entrance. A segmental arch motif i n d e c o r a t i v e brickwork a p p e a r s above the d o o r s and windows. 32. 947 2 6 t h S t r e e t . A d j a c e n t t o t h e p r e v i o u s rowhouses, t h i s d w e l l i n g was b u i l t by P e t e r McCartney i n 1886. I t i s a twos t o r y b r i c k house w i t h a pronounced bay t o the l e f t . A decorat i v e b r i c k s e g m e n t a l a r c h crowns the door and windows. 29 �33. 913 2 6 t h S t r e e t . T h i s i s a t h r e e - s t o r y rowhouse b u i l t i n 18 87. The f a c a d e i s now c o v e r e d by P e r m a s t o n e . A b r i c k v e r a n d a has been e x t e n d e d from t h e s e c o n d f l o o r l e v e l and i s s u p p o r t e d by b r i c k columns. 34. 901-907 2 6 t h S t r e e t . E x t e n s i v e a l t e r a t i o n s have been made to t h i s l a r g e t h r e e - s t o r y b r i c k b u i l d i n g a t the c o r n e r of 26th and I S t r e e t s , w h i c h may have been an i n d u s t r i a l b u i l d i n g o r m u l t i - f a m i l y a p a r t m e n t s . On t h e t h i r d f l o o r , new windows have been punched i n t o t h e s p a c e s between t h e o r i g i n a l windows and a modern archway w i t h a l a r g e p i c t u r e window has been added. 35. 2530-32 I S t r e e t . B u i l t i n 1889, t h e s e two a t t a c h e d h o u s e s were d e s i g n e d and c o n s t r u c t e d by P e t e r McCartney. They a r e two s t o r i e s h i g h and two b a y s w i d e , w i t h i n t r i c a t e b r i c k c o r n i c e work. A d i s t i n c t i v e f e a t u r e i s t h e b r i c k opening s e t i n t o t h e c o n n e c t i n g p a r t y w a l l l e a d i n g t o t h e back y a r d s . 36. 2528-2512 I S t r e e t . s c a l e and d e c o r a t i o n t h a n a recessed l o t l i n e . The and 2520) was b u i l t by N. 2516, 2514, and 2512) was a l l c o n s t r u c t e d i n 1911. T h e s e n i n e rowhouses a r e o f more modest t h e i r n e i g h b o r s a t 2530-32, and f o l l o w f i r s t group (2528, 2526, 2524, 2522, R. Grimm; t h e s e c o n d group (2518, by a b u i l d e r named B e e r s . They were 37. 2635-39 I S t r e e t . T h e s e t h r e e rowhouses were c o m p l e t e l y i s o l a t e d from t h e r e s t o f Foggy Bottom by highway c o n s t r u c t i o n i n t h e 1960's. Two o f t h e s t r u c t u r e s , 2635 and 2637, were b u i l t in. 1875 by P e t e r McCartney f o r t h e owner, G i l b e r t Gannon. They a r e s i m p l e b r i c k rowhouses, two s t o r i e s h i g h and t h r e e b a y s w i d e . One o f t h e two (2635) h a s undergone r e s t o r a t i o n i n c l u d i n g r e p l a c e m e n t of i t s f a c a d e w i t h new b r i c k ; t h e o t h e r remains i n t a c t . The t h i r d b u i l d i n g (2639) i s a s i n g l e u n i t t h a t a p p e a r s t o have been d e s i g n e d a s a d o u b l e r e s i d e n c e . B u i l t i n t h e l a t e 1 8 7 0 ' s , i t i s a l s o two s t o r i e s h i g h and t h r e e bays wide. O t h e r B u i l d i n g s , i n a d d i t i o n t o t h e r e s o u r c e s d e s c r i b e d above, t h e r e a r e two b u i l d i n g s on t h e n o r t h s i d e on M S t r e e t , w e s t of t h e Exxon gas s t a t i o n a t Key B r i d g e , w h i c h w a r r a n t d i s c u s s i o n in this evaluation. T h e s e b u i l d i n g s would be removed w i t h A l t e r n a t i v e s AA and F b e c a u s e o f t h e t a k i n g r e q u i r e d on t h e n o r t h s i d e o f M S t r e e t / C a n a l Road w i t h t h e p r o p o s e d w e s t end connection. The two b u i l d i n g s , a t 3631 and 3633 M S t r e e t , were b u i l t around 1915. They have masonry b e a r i n g w a l l s and wood interior construction. The r e s i d e n c e a t 3633 M S t r e e t , w h i c h i s o c c u p i e d , h a s an a d j o i n i n g b r i c k and s t e e l s t r u c t u r e on t h e w e s t s i d e ; t h e b u i l d i n g h a s no d e t a i l i n g i n t h e b r i c k w o r k . The a d j a c e n t r e s i d e n c e h a s a t w o - s t o r y wood p o r c h a c r o s s i t s f r o n t and t h e r e i s b r i c k d e n t i l molding a t t h e c o r n i c e o n l y . T h i s r e s i d e n c e (3631) i s b a d l y d e t e r i o r a t e d and h a s been abandoned. 30 �A l t h o u g h l o c a t e d w i t h i n the b o u n d a r i e s of the Georgetown H i s t o r i c D i s t r i c t , t h e s e two b u i l d i n g s a r e c o m p l e t e l y i s o l a t e d from t h e i r s u r r o u n d i n g s by M S t r e e t / C a n a l Road, t h e gas s t a t i o n , and the s t e e p grade t o t h e r e a r of the r e s i d e n c e s . They a r e a t t h e edge of t h e s t r i p of p a r k l a n d owned by the N a t i o n a l Park S e r v i c e w h i c h e x t e n d s w e s t t o the Potomac P a l i s a d e s and Potomac Gorge. P r e v i o u s h o u s e s a l o n g t h i s s t r i p were a c q u i r e d and d e m o l i s h e d by t h e P a r k S e r v i c e . The two b u i l d i n g s a r e not l i s t e d on the N a t i o n a l R e g i s t e r and have not been c i t e d i n the e x t e n s i v e H i s t o r i c A m e r i c a n B u i l d i n g s S u r v e y of Georgetown. They have no s i g n i f i c a n t a r c h i t e c t u r a l f e a t u r e s and a r e of a b u i l d i n g t y p e v e r y common i n Georgetown and Washington. Further, t h e y d e t r a c t from t h e v i s u a l c o n t i n u i t y of t h e p a r k l a n d w h i c h s e r v e s as a gateway i n t o Georgetown from the w e s t . I t has been d e t e r m i n e d t h a t the two b u i l d i n g s a r e not h i s t o r i c a l l y s i g n i f i c a n t and do not c o n t r i b u t e t o the Georgetown H i s t o r i c D i s t r i c t b e c a u s e o f t h e i r i s o l a t i o n . T h e r e f o r e , t h e y a r e not c o n s i d e r e d further in this evaluation. I c e House. A n o t h e r b u i l d i n g w h i c h may be a f f e c t e d by the p r o j e c t i s a b u i l d i n g a t 3401-3 K S t r e e t , j u s t e a s t of Key B r i d g e . This b u i l d i n g - ( l o c a t e d i m m e d i a t e l y below number 6 on F i g u r e 5) i s a l s o known as t h e I c e House. Tax a s s e s s m e n t r e c o r d s i n d i c a t e t h a t the I c e House was b u i l t i n 1926 and remodeled i n 1938. This two-story c o m m e r c i a l b u i l d i n g c o n s i s t s of two s t r u c t u r e s , one i n t e g r a l w i t h t h e o t h e r on t h e l o t . I t i s b e l i e v e d t h a t the I c e House i n c o r p o r a t e s a b r i c k w a l l from e a r l i e r c o n s t r u c t i o n on the s i t e . A c c o r d i n g t o t h e 1887 c i t y d i r e c t o r y , t h i s s i t e between 3 4 t h and 3 5 t h S t r e e t on K S t r e e t was o c c u p i e d a t t h a t time by two b u i l d i n g s , the A. H. H e r r s Columbia M i l l (a f l o u r m i l l ) and a n o t h e r s t r u c t u r e owned by John D. Agnew. V a r i o u s a g e n c i e s and i n d i v i d u a l s have been c o n t a c t e d r e g a r d i n g the p o t e n t i a l h i s t o r i c a l s i g n i f i c a n c e of the I c e House, i n c l u d i n g t h e D.C. S t a t e H i s t o r i c P r e s e r v a t i o n O f f i c e , F i n e A r t s Commission, N a t i o n a l C a p i t a l P l a n n i n g Commission, N a t i o n a l P a r k S e r v i c e , and o t h e r s o u r c e s ; however, no i n f o r m a t i o n was a v a i l a b l e and the v a l u e of t h i s p r o p e r t y has not been e s t a b lished . 38. S e n s i t i v e P r e h i s t o r i c and H i s t o r i c A r c h e o l o g i c a l Zone. The e n t i r e p r o j e c t a r e a i s a s e n s i t i v e p r e h i s t o r i c and h i s t o r i c a r c h e o l o g i c a l zone, p r e d i c t e d t o c o n t a i n a r c h e o l o g i c a l r e s o u r c e s r e f l e c t i n g t h e l o n g human use and h a b i t a t i o n of t h e r e g i o n . T h e s e r e s o u r c e s would be l o c a t e d a l o n g the Georgetown w a t e r f r o n t on b o t h s i d e s of K S t r e e t and a l o n g t h e mouth of Rock C r e e k , a l l b u r i e d under c o n s i d e r a b l e f i l l d e p o s i t s . A l t h o u g h t h e r e a r e s e v e r a l maps d a t i n g from t h e 17th c e n t u r y t h a t d e p i c t the p r o j e c t a r e a , t h e e a r l i e s t one t h a t c o u l d be u s e d i n p r e d i c t i n g e a r l y h i s t o r i c s i t e s i s t h a t o f 1752. At t h e t i m e o f A l e x a n d e r B e a l l ' s f i r s t s u r v e y of Georgetown i n 1752, t h e mouth of Rock C r e e k was shown as a b r o a d e s t u a r y , e x t e n d i n g as f a r w e s t as the f o o t of W i s c o n s i n Avenue. Up a s t e e p h i l l from t h e mouth o f the c r e e k was Gordon's Tobacco 31 �I n s p e c t i o n House, s a i d t o be b u i l t on t h e s i t e of an I n d i a n village. T h i s a r e a , near t h e mouth of Rock C r e e k , was c a l l e d Saw P i t L a n d i n g . I t was t h e n u c l e u s of Georgetown, and was s a i d t o be s t r e w n w i t h many s t o n e t o o l s , remnants of a b o r i g i n a l occupation. B e a l l ' s s u r v e y of Georgetown l e f t a s p a c e of ground f o r a p u b l i c s t r e e t ( p r e s e n t K S t r e e t ) between the w a t e r l o t s of the town and t h e s h o r e of t h e r i v e r . The s t r e e t d i d n o t e x t e n d to the s h o r e l i n e b e c a u s e the o r i g i n a l p l a t s d i d not e x t e n d t o t h e w a t e r f r o n t . Thus e a r l y Georgetown d i d n o t e x t e n d beyond the p r e s e n t - d a y K Street. I t was not u n t i l t h e 1780's and 1790's t h a t l e g a l c o n t r o v e r s y o v e r w a t e r f r o n t r i g h t s was s e t t l e d . I n 1762 Simon N i c h o l s was g i v e n a c o n t r a c t t o b u i l d a wharf a t the f o o t of W i s c o n s i n Avenue. The work on the 6 0 - f o o t wide w h a r f was f i n i s h e d i n 17 63. Sometime between 17 63 and 17 80 t h i s w h a r f d i s a p p e a r e d , p r o b a b l y a t the same time t h a t the w a t e r f r o n t was f i l l e d and e x t e n d e d f u r t h e r i n t o t h e Potomac. Wharves a g a i n a p p e a r e d by 1856 t o accommodate l a r g e r s h i p s . E x a m i n a t i o n of e a r l y maps p e r m i t s t h e r e c o n s t r u c t i o n of t h e s h o r e l i n e a t v a r i o u s t i m e s from 1791 t o the p r e s e n t ( F i g u r e 9 ) . The 1791 s h o r e l i n e was a p p r o x i m a t e l y 100 f e e t from K S t r e e t . The s h o r e l i n e h a s n o t changed s i g n i f i c a n t l y on the w e s t e r n end of the p r o j e c t a r e a n e a r Key B r i d g e , b u t t h e r e have been s u b s t a n t i a l f i l l i n g e p i s o d e s a t t h e mouth of Rock C r e e k and a l o n g the Foggy Bottom w a t e r f r o n t . Commercial b u i l d i n g s and town h o u s e s l i n e d K S t r e e t d u r i n g t h e w a t e r f r o n t ' s a c t i v e p e r i o d a f t e r the R e v o l u t i o n and d u r i n g t h e f o r m u l a t i o n of the f e d e r a l c i t y . Many of the s t r u c t u r e s b u i l t i n i t i a l l y a s r e s i d e n c e s were expanded d u r i n g the 19th c e n t u r y t o accommodate t h e growing need f o r more comm e r c i a l space. The mouth of Rock C r e e k has changed c o n s i d e r a b l y s i n c e t h e 18th c e n t u r y from the g r a d u a l s i l t i n g and l a n d f i l l . Rock C r e e k was n a v i g a b l e t o P S t r e e t i n t h e 1 8 t h c e n t u r y and b e f o r e t h e b u i l d i n g of the C & O C a n a l , and t h e s h o r e s were l i n e d w i t h w h a r v e s and b u s i n e s s e s e s t a b l i s h e d t o t a k e a d v a n t a g e of the l o c a t i o n . Modest r e s i d e n c e s , o c c u p i e d by w o r k e r s , were l o c a t e d t h r o u g h o u t t h e a r e a . The s h o r e l i n e has been e x t e n d e d more t h a n 400 f e e t i n some p l a c e s between 27th S t r e e t and W i s c o n s i n Avenue. T h i s e x t e n s i o n o c c u r r e d s l o w l y , i n many c a s e s , t o accommodate the landowner's need f o r more w a t e r f r o n t p r o p e r t y . E v i d e n c e of t h i s change between t h e l a t e 1 8 t h and e a r l y 19th c e n t u r i e s s h o u l d be p r e s e n t i n l o c a t i o n s w i t h i n t h e p r o j e c t a r e a , b u r i e d under c o n s i d e r a b l e l a n d f i l l . H i s t o r i c a r c h e o l o g i c a l r e s o u r c e s p r o b a b l y r e m a i n i n t a c t i n many l o c a t i o n s t h r o u g h o u t the p r o j e c t a r e a d a t i n g from the 17th t h r o u g h 20th c e n t u r i e s . A l t h o u g h some 1 9 t h and 20th c e n t u r y c o n s t r u c t i o n may have d e s t r o y e d some of t h e s e r e s o u r c e s , t h e deep f i l l d e p o s i t s may a l s o have p r e s e r v e d many of t h e s e . P r e h i s t o r i c r e s o u r c e s 32 �WHITEHURST FREEWAY CORRIDOR STUDY • • • District: of Columbia Department: of Transportation Consultants: DeLeuw, Cathen P.C. • Delon Hampton & Associates. Chartered * KressCox Associates. P.C. FIGURE 9 HISTORICAL DEVELOPMENT OF WATERFRONT AND SHORELINE �should a l s o be p r e s e n t , a g a i n b u r i e d under c o n s i d e r a b l e l a n d fill. S o i l b o r i n g s conducted f o r the Western Development p r o j e c t i n 1980 i d e n t i f y f i v e d i f f e r e n t s o i l types w i t h i n the p r o j e c t a r e a . They c o n s i s t o f : (1) man-made f i l l , (2) f i n e to medium sand, (3) o r g a n i c c l a y e y s i l t and s i l t y c l a y , (4) sand and g r a v e l w i t h c o b b l e s , and (5) decomposed r o c k . S p e c i f i c a l l y , s o i l b o r i n g s conducted south of K S t r e e t between 30th and 3 1 s t S t r e e t s r e v e a l 15 to 20 f e e t of c u l t u r e - b e a r i n g d e p o s i t s before s t e r i l e s o i l i s reached. These d e p o s i t s appear to be u n d i s t u r b e d s t r a t i f i e d l e v e l s , r e f l e c t i n g the v a r i o u s s t a g e s of a c t i v i t i e s conducted on the b l o c k d u r i n g the 19th c e n t u r y . B r i c k fragments, wood, and c e r a m i c s were encountered 5 to 10 f e e t below the s u r f a c e . T e s t p i t s dug by the g e o l o g i s t s l o c a t e d b r i c k s and p o t t e r y , as w e l l as l a r g e timbers of the s o r t used i n wharves. I n a d d i t i o n , p a r t of a b r i c k w a l l was encountered i n a t e s t p i t a t the e s t i mated l o c a t i o n of the Simms Saw M i l l , and surrounding b o r i n g had t r a c e s of wood c h i p s of the s o r t expected from t h i s type of activity. These b o r i n g s , i n a d d i t i o n to those conducted i n p r e v i o u s y e a r s along the w a t e r f r o n t , i n d i c a t e t h a t t h e r e has been s u b s t a n t i a l f i l l i n g throughout the a r e a . These d e p o s i t s a r e l i k e l y to be deepest a t the mouth of Rock Creek, where 18th c e n t u r y accounts r e l a t e evidence of mud f l a t s and lower e l e v a t i o n s . C u l t u r a l m a t e r i a l d e p o s i t e d before p e r i o d s of f i l l i n g would s t i l l be b u r i e d beneath the l a t e r d e p o s i t s , and could p o t e n t i a l l y r e v e a l s i g n i f i c a n t i n f o r m a t i o n on the e a r l y h i s t o r i c o c c u p a t i o n of Washington and Georgetown, as w e l l as evidence of p r e h i s t o r i c use of the p r o j e c t a r e a . Recent e x c a v a t i o n s i n urban c e n t e r s such as New York C i t y , Wilmington, Delaware, and P r o v i d e n c e , Rhode I s l a n d , have proven the v a l u e of a r c h e o l o g i c a l e x c a v a t i o n beneath deep f i l l d e p o s i t s i n these c i t i e s . Very o f t e n the f i l l d e p o s i t s have p r o t e c t e d a r c h e o l o g i c a l r e s o u r c e s from 19th and 20th c e n t u r y d i s t u r b a n c e . T h i s i s probably t r u e i n many l o c a t i o n s along the Potomac R i v e r and Rock Creek b a s i n . C a r e f u l s u b s u r f a c e t e s t i n g w i t h heavy machinery could determine the i n t e g r i t y and c u l t u r a l a f f i l i a t i o n of p o t e n t i a l r e s o u r c e s w i t h i n the p r o j e c t a r e a . 34 �3. POTENTIAL IMPACTS Historic Resources Because the l i s t e d c u l t u r a l r e s o u r c e s a r e on, e l i g i b l e , or p o t e n t i a l l y e l i g i b l e f o r the N a t i o n a l R e g i s t e r , the c r i t e r i a of e f f e c t p u r s u a n t to the procedures of the A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n (ACHP), 36 CFR, 800, were a p p l i e d to the p r o j e c t a l t e r n a t i v e s . I t has been determined t h a t under a l l a l t e r n a t i v e s , t h e r e would be "no e f f e c t " to any i n d i v i d u a l r e s o u r c e s beyond the 200-foot impact zone d i s c u s s e d i n S e c t i o n 2, C u l t u r a l R e s o u r c e s . A l l of the l i s t e d r e s o u r c e s w i t h i n the 200-foot l i m i t would be a f f e c t e d to some degree by c o n s t r u c t i o n a c t i v i t i e s ( e x c e p t w i t h the N o - B u i l d ) , T h e r e f o r e , depending on the a l t e r n a t i v e , t h e r e would e i t h e r be "no adverse e f f e c t " or an "adverse e f f e c t " to each l i s t e d r e s o u r c e . No-Build. There would be a s h o r t - t e r m c o n s t r u c t i o n - r e l a t e d impact on those r e s o u r c e s d i r e c t l y a d j a c e n t to the freeway (3301 K S t r e e t , Paper M i l l , 3233 K S t r e e t , and Dodge Warehouses) as a r e s u l t of i n c r e a s e d n o i s e and d u s t d u r i n g the a n t i c i p a t e d r e d e c k i n g of the freeway. However, t h i s impact would not be s i g n i f i c a n t and t h e r e would be "no adverse e f f e c t " on these r e s o u r c e s . There would be "no e f f e c t " on the other l i s t e d resources. A l t e r n a t i v e A. I t has been determined t h a t t h e r e would be an "adverse e f f e c t " on the C & O C a n a l N a t i o n a l H i s t o r i c a l Park w i t h t h i s a l t e r n a t i v e . There would be "no adverse e f f e c t " on the other l i s t e d resources. There would be a s h o r t - t e r m c o n s t r u c t i o n - r e l a t e d impact on a l l of the l i s t e d r e s o u r c e s as a r e s u l t of i n c r e a s e s i n n o i s e and d u s t ; however, t h i s temporary impact would not a f f e c t the h i s t o r i c c h a r a c t e r of these p r o p e r t i e s . The Georgetown D i s t r i c t as a whole would b e n e f i t from a e s t h e t i c changes which would l e s s e n the v i s u a l i n t r u s i o n of the e l e v a t e d freeway s t r u c t u r e . As d i s c u s s e d i n S e c t i o n 1, t h e r e a r e t h r e e c a t e g o r i e s of a e s t h e t i c improvements which might be used, ranging from minimal improvements t h a t would c l e a n up the e x i s t i n g s t r u c t u r e to v a r i o u s facade t r e a t m e n t s . The p r o c e s s of s e l e c t i n g a s p e c i f i c t r e a t m e n t , i f t h i s a l t e r n a t i v e i s chosen, w i l l seek to maximize the c o m p a t i b i l i t y of the freeway w i t h the Georgetown Historic District. A t the e a s t end, the removal of the unused ramps and stubs would have a b e n e f i c i a l e f f e c t on the L i b b y Rowhouses, Wheatley Rowhouses, West Heating P l a n t , Godey Lime K i l n s , the p o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s , and the i n d i v i d u a l b u i l d i n g s l i s t e d i n Foggy Bottom (numbers 25-37), by r e d u c i n g the i n t r u s i v e ness of the i n t e r s t a t e - s t y l e i n t e r c h a n g e . The impact of changes 35 �a t the e a s t end would be to p h y s i c a l l y and v i s u a l l y f r e e t h i s a r e a of u n n e c e s s a r y freeway s t r u c t u r e s and shadows, and improve the q u a l i t y of the environment. The v i s i b i l i t y of the Godey Lime K i l n s , which a r e p r e s e n t l y obscured by the ramp near L S t r e e t , would be s i g n i f i c a n t l y improved. The k i l n s would a l s o be more a c c e s s i b l e as a r e s u l t of the new p e d e s t r i a n c o n n e c t i o n a t L S t r e e t over Rock Creek Parkway, which would help t i e the k i l n s i n t o the C & O C a n a l ( h i s t o r i c a l l y the r e a s o n f o r the k i l n s ' l o c a t i o n ) . The new p e d e s t r i a n b r i d g e would a l s o improve p e d e s t r i a n c o n n e c t i o n s between the Georgetown and p o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s as w e l l . I n d i v i d u a l b u i l d i n g s i n Foggy Bottom and the s t r u c t u r e s i n Georgetown e a s t of 30th S t r e e t (Libby Rowhouses, Wheatley Rowhouses, and West Heating P l a n t ) would be s l i g h t l y f a r t h e r away from the ramp on the n o r t h s i d e of the freeway, which would be some improvement i n t h e i r s e t t i n g , although not a major change. The w i d e r deck would be about f o u r f e e t c l o s e r to the b u i l d i n g s d i r e c t l y a d j a c e n t to the e l e v a t e d freeway and lower K S t r e e t (3301 K S t r e e t , Paper M i l l , 3233 K S t r e e t , and Dodge Warehouses). However, these b u i l d i n g s a r e a l r e a d y a d v e r s e l y a f f e c t e d by t h e i r p r o x i m i t y to the freeway. The s l i g h t l y wider deck a t the same h e i g h t as the e x i s t i n g deck would not s i g n i f i c a n t l y change the s e t t i n g of these b u i l d i n g s and no p h y s i c a l impacts (such as a l t e r a t i o n or d e m o l i t i o n ) would occur. T h e r e f o r e , i t has been determined t h a t t h e r e would not be a s i g n i f i c a n t a d v e r s e e f f e c t on these r e s o u r c e s as a r e s u l t of A l t e r n a t i v e A. At the west end, A l t e r n a t i v e A i n c l u d e s dropping two l a n e s of westbound W h i t e h u r s t t r a f f i c down i n t o a t u n n e l which would pass under the C & O Canal. C o n s t r u c t i o n of t h i s t u n n e l would cause temporary d i s u p t i o n to the c a n a l . C o n s t r u c t i o n t e c h n i q u e s to minimize t h i s impact are c u r r e n t l y being i n v e s t i g a t e d . I t i s a n t i c i p a t e d t h a t a cut-and-cover method of c o n s t r u c t i o n would be u t i l i z e d ; the t u n n e l i n g method does not appear to be f e a s i b l e because t h e r e would not be s u f f i c i e n t overburden (minimum of 20 f e e t of cover r e q u i r e d ) . The most f e a s i b l e c o n s t r u c t i o n scheme appears to be c o n s t r u c t i n g h a l f of the t u n n e l under the c a n a l a t a time. A cofferdam could be used to d i v e r t the c a n a l water s l i g h t l y to the north s i d e of the c a n a l w h i l e b u i l d i n g one h a l f of the t u n n e l , then d i v e r t i n g the w a t e r s l i g h t l y to the south d u r i n g c o n s t r u c t i o n of the other h a l f . There i s s u f f i c i e n t space a t t h i s l o c a t i o n of the c a n a l f o r the d i v e r s i o n , which would a l l o w water f l o w to be r e t a i n e d throughout the c o n s t r u c t i o n p e r i o d . With t h i s c o n s t r u c t i o n method, a f t e r the water has been d i v e r t e d to one s i d e , temporary supports would be p l a c e d around the proposed box ( t u n n e l ) to r e t a i n the e a r t h and support any roadway decking r e q u i r e d , the s i t e would be e x c a v a t e d , and h a l f of the t u n n e l would then be constructed. The procedure would then be repeated on the other side. 36 �The new t u n n e l would r e q u i r e r e c o n s t r u c t i o n of a p o r t i o n of the c a n a l r e t a i n i n g w a l l s u p p o r t i n g C a n a l Road. T h i s w a l l would be r e p a i r e d and r e s t o r e d i n k i n d a f t e r c o n s t r u c t i o n . I n the long term, the c a n a l would be r e l i n e d to the l i m i t s of the t u n n e l c o n s t r u c t i o n and the c o n s t r u c t i o n would not a d v e r s e l y a f f e c t the f u n c t i o n and c h a r a c t e r of the c a n a l . The new ramp on the e a s t s i d e of Key Bridge would have a long term a d v e r s e e f f e c t on the c a n a l , i n a d d i t i o n to s h o r t - t e r m c o n s t r u c t i o n i m p a c t s , because i t would be a new c r o s s i n g of the c a n a l . T h i s new c r o s s i n g would be o f f s e t to some degree by the removal of the e a s t e r n h a l f of one of the two e x i s t i n g ramps c r o s s i n g the c a n a l . The new ramp would be immediately west of the p r e s e n t p e d e s t r i a n and m u l e - c r o s s o v e r b r i d g e a t 34th S t r e e t . I t would be a s i n g l e - l a n e ramp r e q u i r i n g a s t r u c t u r e a p p r o x i m a t e l y 15 f e e t wide, and would c r o s s over the c a n a l about 15 f e e t above the towpath, ramping down to merge w i t h westbound Whitehurst t r a f f i c . The new ramp could be designed as a s i n g l e a r c h c l a d w i t h g r a n i t e or other a p p r o p r i a t e m a t e r i a l to make i t s appearance s i m i l a r to the W i s c o n s i n Avenue c a n a l b r i d g e . The e x i s t i n g b r i d g e over the c a n a l a t 34th S t r e e t i s on the s i t e of one of the o r i g i n a l mule c r o s s - o v e r s , although the b r i d g e i t s e l f i s of r e l a t i v e l y r e c e n t v i n t a g e ( 1 9 5 2 ) . I t i s used as a p o p u l a r stopping p o i n t f o r p e d e s t r i a n s , whose v i s t a from the b r i d g e would be n e g a t i v e l y a f f e c t e d by the new ramp. Concern has a l s o been expressed about the e f f e c t of nearby v e h i c u l a r t r a f f i c on the mules t h a t tow the c a n a l barges operated f o r s i g h t s e e i n g t o u r s . I f the mules were d i s t u r b e d , i t i s p o s s i b l e t h a t the mule c r o s s i n g might be moved to the west s i d e of Key Bridge w i t h a new c r o s s o v e r b r i d g e , l e a v i n g the e x i s t i n g b r i d g e i n place for pedestrians. With the new ramp, the net amount of shadow c a s t on the c a n a l by highway ramps would be l e s s than e x i s t s today, because the new ramp would be narrower than the p o r t i o n of the ramp removed on the west s i d e of Key B r i d g e . A major long term b e n e f i t w i l l r e s u l t to the c a n a l by removing the e x i s t i n g ramp p i e r s i n the c e n t e r of the c a n a l . These p i e r s c u r r e n t l y d e t r a c t from the appearance of the c a n a l and impede c a n a l barge o p e r a t i o n s . Removal of these p i e r s as proposed w i l l h e l p o f f s e t a d v e r s e e f f e c t s on the c a n a l . A l t e r n a t i v e A would e n t a i l d e m o l i t i o n of the I c e House. Although the h i s t o r i c a l v a l u e of t h i s p r o p e r t y has not been e s t a b l i s h e d , any s i g n i f i c a n c e i s b e l i e v e d to be l i m i t e d to o l d e r b r i c k w o r k i n c o r p o r a t e d i n t o the newer s t r u c t u r e . I f A l t e r n a t i v e A i s s e l e c t e d f o r implementation, i t i s recommended t h a t the importance of perhaps s a l v a g i n g a p o r t i o n of the I c e House be e x p l o r e d . It may be p o s s i b l e to c a r r y out s e l e c t i v e d e m o l i t i o n p e r m i t t i n g 37 �c o n s t r u c t i o n of the new ramp w h i l e r e t a i n i n g a p o r t i o n of the older f a b r i c . I t has been suggested t h a t a l l or some of the o l d e r b r i c k w a l l might be i n c o r p o r a t e d i n t o the d e s i g n as a landscape f e a t u r e . R e l o c a t i n g the I c e House to another s i t e as a p o t e n t i a l m i t i g a t i o n measure does not appear t o be w a r r a n t e d . The I c e House c u r r e n t l y s h i e l d s the c a n a l from n o i s e and fumes from the freeway; i t s removal c o u l d thus i n d i r e c t l y a f f e c t the c a n a l . M i t i g a t i o n measures such as n o i s e b a r r i e r s screened by l a n d s c a p i n g c o u l d reduce t h i s p o t e n t i a l impact. The new ramp would a l s o somewhat a l t e r the e x i s t i n g s e t t i n g of s e v e r a l nearby h i s t o r i c b u i l d i n g s ( F o r r e s t Marbury House and Wing, 3342 M S t r e e t , 1113 and 1111 34th S t r e e t , A, B, C, and D M S t r e e t A l l e y , and 3348 M S t r e e t A l l e y ) . S i n c e t h e r e would be no p h y s i c a l changes to the b u i l d i n g s and the e x i s t i n g s e t t i n g i s c h a r a c t e r i z e d by the M S t r e e t commercial environment, t h i s e f f e c t i s not judged a d v e r s e . A l t e r n a t i v e AA. With t h i s a l t e r n a t i v e , t h e r e would be an "adverse e f f e c t " on those r e s o u r c e s along the n o r t h e r n edge of the freeway because of the lower, 16-foot wider deck. These r e s o u r c e s i n c l u d e 3301 K S t r e e t , the Paper M i l l , 3233 K S t r e e t , and the Dodge Warehouses. The new freeway would f u r t h e r obscure these r e s o u r c e s , p a r t i c u l a r l y the s m a l l s c a l e Dodge Warehouses and 3233 K S t r e e t . As w i t h A l t e r n a t i v e A, t h e r e would be s h o r t - t e r m impacts on a l l r e s o u r c e s as a r e s u l t of i n c r e a s e d n o i s e and d u s t d u r i n g cons t r u c t i o n . Because the e x i s t i n g e l e v a t e d s t r u c t u r e would be demolished, these c o n s t r u c t i o n impacts would be g r e a t e r than w i t h A l t e r n a t i v e A; however, they would not c o n s t i t u t e an "adverse e f f e c t " pusuant to ACHP g u i d e l i n e s . A t the e a s t end, the ramps c o n n e c t i n g 1-66 and the W h i t e h u r s t Freeway would be moved f a r t h e r to the w e s t . The Potomac R i v e r freeway stub and ramps would be removed. The c o n n e c t i o n from 1-66 to 26th and L S t r e e t s would be m o d i f i e d by adding an a t grade i n t e r s e c t i o n a t 27th S t r e e t and Whitehurst/K S t r e e t . Two b l o c k s of l a n d west of 26th S t r e e t would thus be f r e e d f o r nonhighway use, which would have a b e n e f i c i a l e f f e c t on the p o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s and i n d i v i d u a l b u i l d i n g s (numbers 2 4 - 3 7 ) . The m o d i f i c a t i o n s a t the e a s t end would s l i g h t l y improve the a c c e s s i b i l i t y and v i s i b i l i t y of the Godey Lime K i l n s . On the Georgetown s i d e of Rock Creek, the West Heating P l a n t , Wheatley Rowhouses, and L i b b y Rowhouses would b e n e f i t from the r e c o n f i g u r e d i n t e r c h a n g e , which would be f a r t h e r away from these b u i l d i n g s . The Georgetown H i s t o r i c D i s t r i c t as a whole would b e n e f i t from the new, e l e v a t e d freeway, which would be a more modern, c l e a n e r 38 �s t r u c t u r e , and a l e s s i n t r u s i v e element on the w a t e r f r o n t from vantage p o i n t s l o o k i n g down M S t r e e t towards the Potomac R i v e r . As w i t h A l t e r n a t i v e A, v a r i o u s a e s t h e t i c treatments could be used to h e l p i n t e g r a t e the freeway i n t o i t s s e t t i n g . A s m a l l p a r c e l of p a r k l a n d on the n o r t h s i d e of the c a n a l would be taken to a l l o w f o r widening the roadway and the edge of the e x i s t i n g ramp which connects eastbound C a n a l Road w i t h the W h i t e h u r s t Freeway would be widened s l i g h t l y to improve the t u r n i n g r a d i u s . T h i s impact would not be s i g n i f i c a n t . A l t e r n a t i v e F. With A l t e r n a t i v e F, t h e r e would be an "adverse e f f e c t " on the C & O Canal N a t i o n a l H i s t o r i c a l P a r k . There would be "no adverse e f f e c t s " on the remaining l i s t e d r e s o u r c e s . As w i t h A l t e r n a t i v e s A and AA, t h e r e would be s h o r t - t e r m i n c r e a s e s i n n o i s e and d u s t d u r i n g c o n s t r u c t i o n ; however, these impacts would not cause an adverse e f f e c t p u r s u a n t to ACHP g u i d e l i n e s . At the e a s t end, as w i t h A l t e r n a t i v e AA, two l a r g e p a r c e l s of land would be f r e e d f o r non-highway use, which would be an improvement to the p o t e n t i a l Foggy Bottom H i s t o r i c D i s t r i c t s and i n d i v i d u a l b u i l d i n g s (numbers 24-37). These r e s o u r c e s would a l s o b e n e f i t from the reduced number of e l e v a t e d s t r u c t u r e s , d i v i s i v e ramps, and amount of shadow c a s t by the ramps. The Godey Lime K i l n s would a g a i n b e n e f i t s l i g h t l y from i n c r e a s e d a c c e s s i b i l i t y and v i s i b i l i t y , and the West Heating P l a n t , Wheatley Rowhouses, and L i b b y Rowhouses would b e n e f i t from the removal of the ramp on the n o r t h s i d e of the freeway. Replacement of the freeway w i t h an at-grade a r t e r i a l would r e s u l t i n a s i g n i f i c a n t v i s u a l improvement to the Georgetown H i s t o r i c D i s t r i c t and to the i n d i v i d u a l b u i l d i n g s along the main a l i g n m e n t . There would be no e l e v a t e d s t r u c t u r e e a s t of 33rd S t r e e t to o b s t r u c t v i e w s of the w a t e r f r o n t from M S t r e e t , v i e w s of Georgetown from a c r o s s the Potomac R i v e r , and views of p e d e s t r i a n s along K S t r e e t and u s i n g the proposed w a t e r f r o n t park. The h i s t o r i c c h a r a c t e r of Georgetown would be enhanced by the removal of the e l e v a t e d freeway s t r u c t u r e . A wide s i d e w a l k (15 f e e t ) on the n o r t h s i d e of the new a r t e r i a l would promote p e d e s t r i a n c i r c u l a t i o n and a c t i v i t y on lower K S t r e e t , a l t h o u g h p e d e s t r i a n a c c e s s w i t h i n the Georgetown H i s t o r i c D i s t r i c t to the w a t e r f r o n t and proposed w a t e r f r o n t park would be impeded by the l a r g e t r a f f i c volumes on the at-grade f a c i l i t y . However, the o v e r a l l e f f e c t on the Georgetown H i s t o r i c D i s t r i c t would be p o s i t i v e . At the west end, a new "S"-shaped ramp e a s t of Key B r i d g e would r e p l a c e the e x i s t i n g ramp f o r northbound Key Bridge t r a f f i c t u r n i n g e a s t onto the W h i t e h u r s t Freeway. The e x i s t i n g Key Bridge to eastbound W h i t e h u r s t ramp would be demolished. The 39 �new ramp would have an adverse e f f e c t on the C & O Canal N a t i o n a l H i s t o r i c a l Park because i t would be a new c r o s s i n g of the c a n a l . T h i s new ramp would be longer and more c i r c u i t o u s than an e x t e n s i o n of the e x i s t i n g ramp down to ground l e v e l f o r e a s t bound t r a f f i c ; however, the " S " - c o n f i g u r a t i o n a l l o w s the ramp t o meet grade two b l o c k s west of where the e x i s t i n g Key B r i d g e ramp would r e a c h ground l e v e l . Because the "S" shape f o r e s h o r t e n s the v i e w of the ramp from the south, i t has a e s t h e t i c advantages when viewed from the w a t e r f r o n t or a c r o s s the r i v e r . T h i s ramp has no t r a f f i c b e n e f i t s and i s i n c l u d e d i n A l t e r n a t i v e F s o l e l y f o r t h i s a e s t h e t i c r e a s o n . When viewed from the n o r t h , w e s t , or e a s t , the ramp would be more prominent and i n t r u s i v e . As w i t h A l t e r n a t i v e A, the I c e House would be t a k e n , which would r e s u l t i n the l o s s of the s h i e l d i n g e f f e c t t h i s b u i l d i n g c u r r e n t l y p r o v i d e s by s e p a r a t i n g the c a n a l from highway n o i s e . T h i s impact could be m i t i g a t e d by landscaping and n o i s e b a r r i e r s For the removal of the I c e House i t s e l f , p o t e n t i a l m i t i g a t i o n would be the same as d i s c u s s e d under A l t e r n a t i v e A. The new ramp would a l s o somewhat a l t e r the e x i s t i n g s e t t i n g of s e v e r a l nearby h i s t o r i c b u i l d i n g s ( F o r r e s t Marbury House and Wing, 3342 M S t r e e t , 1113 and 1111 34th S t r e e t , A, B, C, and D M S t r e e t A l l e y , and 3348 M S t r e e t A l l e y ) . S i n c e t h e r e would be no p h y s i c a l changes t o the b u i l d i n g s and the e x i s t i n g s e t t i n g i s c h a r a c t e r i z e d by the M S t r e e t commercial environment, t h i s e f f e c t i s not judged a d v e r s e . Archeological Resources A p r e l i m i n a r y l o c a t i o n and i d e n t i f i c a t i o n survey was conducted i n t h e p r o j e c t a r e a , c o n s i s t i n g of a walkover of the a r e a and a preliminary a r c h i v a l search. Other p r o f e s s i o n a l a r c h e o l o g i s t s knowledgeable i n the r e g i o n , were c o n s u l t e d , and s i t e r e p o r t s and s t u d i e s were r e v i e w e d . There a r e no recorded a r c h e o l o g i c a l s i t e s on or determined e l i g i b l e f o r the N a t i o n a l R e g i s t e r i n the p r o j e c t a r e a . However the p r e d i c t i v e s u r v e y conducted as p a r t of t h i s study i n d i c a t e d t h a t t h e r e i s a s t r o n g p o t e n t i a l f o r a r c h e o l o g i c a l r e s o u r c e s to be p r e s e n t . A s e n s i t i v e a r c h e o l o g i c a l d i s t r i c t has been d e f i n e d as t h a t a r e a w i t h i n 200 f e e t of the p r o j e c t r i g h t - o f - w a y d i s cussed i n S e c t i o n 2, C u l t u r a l R e s o u r c e s . F i g u r e 9, which i n d i c a t e s recorded s t r u c t u r e s w i t h i n t h i s d i s t r i c t t h a t have been i d e n t i f i e d from 1800 and 1857 maps, l o c a t e s p o t e n t i a l s i t e s where s i g n i f i c a n t s t r u c t u r a l remains may be p r e s e n t . No s p e c i f i i 40 �a r e a can be c o n s i d e r e d v o i d of a r c h e o l o g i c a l r e s o u r c e s w i t h o u t a s u b s u r f a c e a r c h e o l o g i c a l t e s t i n g program. As noted e a r l i e r , some a r e a s e x h i b i t c o n s i d e r a b l e f i l l d e p o s i t s which may have p r e s e r v e d e a r l y h i s t o r i c and p r e h i s t o r i c f e a t u r e s . T w e n t i e t h c e n t u r y c o n s t r u c t i o n of Key B r i d g e , W h i t e h u r s t Freeway, and other highway c o n s t r u c t i o n may have d e s t r o y e d some of these r e s o u r c e s , but t h i s i s i m p o s s i b l e to determine w i t h o u t a d e t a i l e d study of e a r l y topographic maps and c o n s t r u c t i o n drawings a t each l o c a t i o n . The f o l l o w i n g d i s c u s s i o n f o c u s e s on p r e d i c t e d impacts to a r c h e o l o g i c a l r e s o u r c e s known through p r e l i m i n a r y map and a r c h i v a l s t u d y . S u b s u r f a c e t e s t i n g , i n combination w i t h l o t - s p e c i f i c a n a l y s i s of h i s t o r i c use of a p r o p e r t y , would be v a l u a b l e i n f u r t h e r d e f i n i n g i m p a c t s . P r e d i c t i v e models as w e l l as 17th c e n t u r y w r i t t e n s o u r c e s suggest t h a t t h e r e may be p r e h i s t o r i c r e s o u r c e s w i t h i n the a r e a ; however, t h i s can o n l y be determined through a s u b s u r f a c e t e s t i n g program. A l t e r n a t i v e A. There would be impacts to p r e d i c t e d a r c h e o l o g i c a l r e s o u r c e s from s e v e r a l a c t i o n s under t h i s a l t e r n a t i v e . On the west end, the new t u n n e l under the W h i t e h u r s t Freeway, Key Bridge ramps, and C & O C a n a l c o u l d have impacts r e l a t e d to both p r e h i s t o r i c o c c u p a t i o n and h i s t o r i c use of t h i s p r o p e r t y . Numerous s t r u c t u r e s a r e d e p i c t e d on 19th c e n t u r y maps i n t h i s l o c a t i o n , and i t i s not c l e a r i f any d e s t r u c t i o n o c c u r r e d to these r e s o u r c e s d u r i n g the c o n s t r u c t i o n of Key B r i d g e and the W h i t e h u r s t Freeway. The new ramp on the e a s t s i d e of Key Bridge c o u l d have a s i m i l a r impact. On the e a s t end, r e c o n s t r u c t i o n of the ramp south of the freeway c o u l d a g a i n have an impact on h i s t o r i c or p r e h i s t o r i c r e s o u r c e s , depending on the d e s i g n and c o n s t r u c t i o n method, and the degree of d i s t u r b a n c e to the s i t e d u r i n g c o n s t r u c t i o n . I n a l l l o c a t i o n s , r e g r a d i n g a c t i v i t i e s could impact both p r e h i s t o r i c and h i s t o r i c r e s o u r c e s . A l t e r n a t i v e AA. There would be impacts to p r e d i c t e d r e s o u r c e s from s e v e r a l a c t i o n s . On the west end, the eastbound Canal Road underpass c o u l d impact remains from s t r u c t u r e s once l o c a t e d between the c a n a l and C a n a l Road, and those p r e d i c t e d from s t r u c t u r e s once on the n o r t h s i d e of Canal Road. I f p r e s e n t , p r e h i s t o r i c r e s o u r c e s c o u l d a l s o be a f f e c t e d i n t h i s l o c a t i o n . The t a k i n g of e i g h t a d d i t i o n a l f e e t south of the e x i s t i n g W h i t e h u r s t Freeway r i g h t - o f - w a y c o u l d have an impact on remains of s t r u c t u r e s once l o c a t e d between K S t r e e t and the r i v e r , i f these have not a l r e a d y been d e s t r o y e d by i n d u s t r i a l b u i l d i n g s l o c a t e d i n the a r e a d u r i n g the 20th c e n t u r y . On the e a s t end, the new i n t e r c h a n g e c o u l d have an e f f e c t on r e s o u r c e s d a t i n g from the e a r l y days of the founding of the 41 �f e d e r a l d i s t r i c t and i t s 1 8 t h c e n t u r y use. Robert P e t e r ' s Mexico p l a n t a t i o n r e s i d e n c e was w i t h i n the impact a r e a . As w i t h A l t e r n a t i v e A, r e g r a d i n g a c t i v i t i e s could impact both p r e h i s t o r i c and h i s t o r i c r e s o u r c e s . A l t e r n a t i v e F, Under t h i s a l t e r n a t i v e , the t a k i n g o f 31 a d d i t i o n a l f e e t on t h e south s i d e of K S t r e e t would impact those p r e d i c t e d p r e h i s t o r i c and h i s t o r i c r e s o u r c e s i n t h i s l o c a t i o n . Even though 20th c e n t u r y c o n s t r u c t i o n a c t i v i t i e s w i l l have d e s t r o y e d many o f t h e s e , a r c h e o l o g i c a l s i t e s w i l l be p r e s e n t i n those a r e a s along the w a t e r f r o n t not so d i s t u r b e d , but p r o t e c t e d by s u b s t a n t i a l l a n d f i l l d e p o s i t s . On the west end, t h e new "S"-shaped ramp would impact a r c h e o l o g i c a l r e s o u r c e s , i f r e m a i n i n g , from t h e 18th and 19th c e n t u r y use and o c c u p a t i o n of t h i s l a n d . There c o u l d a l s o be p r e h i s t o r i c r e s o u r c e s p r e s e n t a t t h i s l o c a t i o n . The widening of C a n a l Road c o u l d impact p o t e n t i a l s i t e s on the n o r t h s i d e o f the e x i s t i n g road i n the P a l i s a d e s r e g i o n . The new i n t e r c h a n g e a t the e a s t end c o u l d have a s i m i l a r impact as p r e d i c t e d i n the o t h e r a l t e r n a t i v e s . S i m i l a r l y , r e g r a d i n g could have an impact i n any l o c a t i o n . Summary. I n c o n c l u s i o n , no a r e a c a n be c o n s i d e r e d v o i d o f a r c h e o l o g i c a l r e s o u r c e s w i t h i n the t o t a l p r o j e c t a r e a a t t h i s time. T h i s i s an a r e a t h a t has e x p e r i e n c e d s i g n i f i c a n t a c t i v i t i e s d u r i n g the e x p l o r a t i o n , founding, and development of the p o r t o f Georgetown and t h e growth o f the C a p i t a l . Many of the persons s i g n i f i c a n t i n the h i s t o r y o f the r e g i o n and n a t i o n l i v e d and worked w i t h i n the p r o j e c t a r e a . The growth and development of the community i n i t s f o r m a t i v e s t a g e s c a n be t r a c e d by a r c h e o l o g i c a l e x p l o r a t i o n t o supplement t h e o f t e n fragmentary h i s t o r i c a l documents of the e a r l y y e a r s of the town and c i t y , and i t s residents. I n a d d i t i o n , even though 1 7 t h and 18th c e n t u r y r e p o r t s were made c o n c e r n i n g I n d i a n o c c u p a t i o n i n the r e g i o n , t h e r e has been l i t t l e s c i e n t i f i c documentation of the p r e h i s t o r i c use and o c c u p a t i o n of the a r e a , e s p e c i a l l y w i t h i n the c o n f i n e s of the D i s t r i c t o f Columbia. S i n c e i t was r e p o r t e d t h a t t h i s was the c e n t e r of a r e g i o n a l I n d i a n s e t t l e m e n t d u r i n g the L a t e Woodland p e r i o d , w i t h t h e s u b s t a n t i a l q u a r r i e s of Rock Creek which p r o v i d e d raw m a t e r i a l s f o r tool-making f o r l o c a l and r e g i o n a l groups, any s i t e p r e s e n t w i t h i n the p r o j e c t a r e a could be s i g n i f i c a n t i n understanding the development of p r e h i s t o r i c activities. Only a f t e r f u r t h e r s i t e - s p e c i f i c a r c h i v a l r e s e a r c h i s conducted and a t e s t i n g program implemented i n p o t e n t i a l impact a r e a s c a n the e f f e c t be determined. I t may be t h a t t h e r e has been s u b s t a n t i l d i s t u r b a n c e t o most or a l l of the a r e a through 1 9 t h and 20th c e n t u r y c o n s t r u c t i o n , w i t h l i t t l e or nothing remaining from p r e v i o u s h i s t o r i c or p r e h i s t o r i c a c t i v i t i e s . 42 �Upon s e l e c t i o n o f a f i n a l a l t e r n a t i v e d u r i n g the d e s i g n phase, as a p p r o p r i a t e , DCDOT w i l l p r o v i d e f o r f u r t h e r a r c h e o l o g i c a l i n v e s t i g a t i o n s i n c l u d i n g s i t e - s p e c i f i c a r c h i v a l r e s e a r c h and a t e s t i n g program t o o b t a i n more i n f o r m a t i o n on impacts t o a r c h e o l o g i c a l r e s o u r c e s . A t t h a t time, the e x t e n t o f a d d i t i o n a l a r c h e o l o g i c a l study t o be undertaken w i l l be determined i n c o o r d i n a t i o n w i t h the D.C. S t a t e H i s t o r i c P r e s e r v a t i o n O f f i c e r . 43 �4. CONCLUSION AND MITIGATION I n c o n s i d e r a t i o n of S e c t i o n 106 of the H i s t o r i c P r e s e r v a t i o n A c t of 1966 and E x e c u t i v e Order 11593, the f o l l o w i n g summarizes the d e t e r m i n a t i o n of e f f e c t f o r the a l t e r n a t i v e s . Under both A l t e r n a t i v e s A and F, t h e r e would be an "adverse e f f e c t " on the C & O C a n a l N a t i o n a l H i s t o r i c a l Park, a t t r i b u t a b l e to a new ramp c r o s s i n g over the c a n a l . With these a l t e r n a t i v e s , t h e r e would be "no a d v e r s e e f f e c t s " to the other r e s o u r c e s l i s t e d (other than p o t e n t i a l a r c h e o l o g i c a l r e s o u r c e s ) . Under A l t e r n a t i v e AA, t h e r e would be an "adverse e f f e c t " on those r e s o u r c e s on the n o r t h s i d e of the freeway because of t h e i r p r o x i m i t y to the lower, w i d e r freeway deck (3301 K S t r e e t , Paper M i l l , 3233 K S t r e e t , and Dodge Warehouses). There would be an "adverse e f f e c t " to a r c h e o l o g i c a l r e s o u r c e s , i f present, with a l l b u i l d a l t e r n a t i v e s . F i n a l determination of the impact and the type and s i g n i f i c a n c e of these r e s o u r c e s cannot be determined u n t i l a c o n t r o l l e d s u b s u r f a c e a r c h e o l o g i c a l t e s t i n g program i s conducted, i n accordance w i t h N a t i o n a l Park S e r v i c e and ACHP g u i d e l i n e s f o r the p r o t e c t i o n of a r c h e o l o g i c a l resources. I f r e s o u r c e s a r e p r e s e n t , i t would be p o s s i b l e to develop an a r c h e o l o g i c a l r e s o u r c e s management p l a n f o r the p r o j e c t a r e a t h a t would i n c l u d e o p p o r t u n i t i e s f o r the p r e s e r v a t i o n , cons e r v a t i o n , and perhaps d a t a r e c o v e r y of a r c h e o l o g i c a l p r o p e r t i e s . T h i s could c o n s t i t u t e m i t i g a t i o n of any such r e s o u r c e s i n the p r o j e c t a r e a , and a l l o w s u c c e s s f u l completion of the W h i t e h u r s t Freeway P r o j e c t . Upon s e l e c t i o n of a f i n a l a l t e r n a t i v e , DCDOT w i l l p r o v i d e f o r f u r t h e r a r c h e o l o g i c a l i n v e s t i g a t i o n s as a p p r o p r i a t e f o r compliance w i t h S e c t i o n 106 requirements r e g a r d i n g archeological resources. V a r i o u s m i t i g a t i o n measures have been proposed f o r the p r o j e c t , including: •Improving the a c c e s s i b i l i t y of the Aqueduct Bridge abutment, i n c l u d i n g r e p a i r i n g the s t a i r s t h a t l e a d to the top of the abutment and p r o v i d i n g a walkway to the end of both s i d e s of the abutment, l e a v i n g the c e n t e r of the trough open. T h i s would encourage p u b l i c a p p r e c i a t i o n of t h i s s t r u c t u r e , which i s c u r r e n t l y fenced o f f a t the C&O Canal l e v e l . The walkway to the end of the abutment would provide a p l e a s a n t promontory o v e r l o o k i n g the Potomac R i v e r . •With A l t e r n a t i v e A, a major m i t i g a t i o n measure planned i s to remove the e x i s t i n g ramp p i e r s from the c e n t e r of the C & O C a n a l a t the west end. These p i e r s a r e a s i g n i f i c a n t v i s u a l i n t r u s i o n on the c a n a l and p r e s e n t a h o r i z o n t a l c l e a r a n c e problem f o r s e a s o n a l c a n a l barge 44 �operations. The shadows c r e a t e d by the ramps and the g r a f f i t i s c r a w l e d on the p i e r s make t h i s a r e a an u n a t t r a c t i v e s t r e t c h of the c a n a l . Removal of the p i e r s would be a s i g n i f i c a n t improvement. •Clad the proposed new ramps over the c a n a l ( A l t e r n a t i v e s A and F ) w i t h g r a n i t e or other a p p r o p r i a t e m a t e r i a l s t o make them compatible w i t h the e x i s t i n g C & O C a n a l environment. •Noise abatement i n the form of noise b a r r i e r s screened by landscaping i s proposed w i t h A l t e r n a t i v e s A and F to s h i e l d the c a n a l v i s u a l l y and a c o u s t i c a l l y from the f r e e w a y , t o compensate f o r the removal of the I c e House. I f a p p r o p r i a t e , i t may be p o s s i b l e t o r e t a i n p a r t of the I c e House, r a t h e r than d e m o l i s h i n g t h e e n t i r e s t r u c t u r e . •With A l t e r n a t i v e A, i t i s proposed t h a t the c a n a l r e t a i n i n g w a l l s u p p o r t i n g C a n a l Road be r e p a i r e d and r e s t o r e d i n k i n d t o the l i m i t s of the t u n n e l c o n s t r u c t i o n . The v a r i o u s m i t i g a t i o n measures proposed w i l l be r e f i n e d i n c o n s u l t a t i o n w i t h t h e D.C. S t a t e H i s t o r i c P r e s e r v a t i o n O f f i c e r , A d v i s o r y C o u n c i l on H i s t o r i c P r e s e r v a t i o n , F i n e A r t s Commission, N a t i o n a l Park S e r v i c e , N a t i o n a l C a p i t a l P l a n n i n g Commission, and o t h e r i n t e r e s t e d a g e n c i e s and groups p r i o r t o f i n a l d e s i g n of the a l t e r n a t i v e s e l e c t e d f o r implementation. 45 �REFERENCES C o l b e r t , Leo O t i s 1949 E a r l i e s t Maps o f Washington, DC, i n The M i l i t a r y v o l . 41 ( J u l y - A u g u s t ) , pp. 247-50. Engineer, D a v i s , Donald S t e t s o n 1965 Georgetown - 1751 t o P r e s e n t . E v a n s , Henry 1933 O l d Georgetown on t h e Potomac, a h i s t o r i c a l Georgetown News.' sketch. Washington F r a n k l i n , K a t h e r i n e and S a r a h G r e g o r y 1980 R e p o r t on a R e c o n n a i s s a n c e A r c h e o l o g i c a l S u r v e y of P a r k S e r v i c e P r o p e r t y a f f e c t e d by t h e Rock Run WSSC A l t e r n a t i v e P o i n t s of D i s c h a r g e . N a t i o n a l P a r k S e r v i c e , Denver S e r v i c e C e n t e r , N a t i o n a l C a p i t a l Team. Georgetown P l a n n i n g 1975 Group Georgetown W a t e r f r o n t A r e a Study - F i n a l Report. Hahn, Thomas F . 1980 Towpath Guide t o t h e Chesapeake & Ohio C a n a l , S e c t i o n One. A m e r i c a n C a n a l and T r a n s p o r t a t i o n C e n t e r , Shepardstown, WV, Second e d i t i o n , A u g u s t . Green, C o n s t a n c e M c L a u g h l i n 1977 Washington: A H i s t o r y o f t h e C a p i t a l , 1800-1950. Princeton, NJ: P r i n c e t o n U n i v e r s i t y P r e s s . Higman, J o n a t h a n 1982 The Georgetown W a t e r f r o n t : An A r c h e o l o g i c a l S u r v e y . P r e p a r e d f o r t h e Georgetown A d v i s o r y Neighborhood Commission. Holmes, W i l l i a m Henry 18 94 S t o n e Implements o f t h e Potomac-Chesapeake T i d e w a t e r R e p o r t of t h e U.S. B u r e a u of E t h n o l o g y , v o l . 15. 1889 Province. P o t t e r y of t h e Potomac T i d e - w a t e r R e g i o n . I n A b o r i g i n e s of t h e Lower Potomac, A m e r i c a n A n t h r o p o l o g i s t , v o l . I I , pp. 247-259. Holmes, W i l l i a m Henry, W i l l i a m D i n w i d d i e , G e r a l d Fowke 1891 G e n e r a l A r c h e o l o g y o f t h e T i d e w a t e r C o u n t r y : Lower Potomac, James & C h e s a p e a k e , ms. i n A n t h r o p o l o g y A r c h i v e s , S m i t h s o n i a n , #2125. 46 �Holmes, W i l l i a m Henry n.d. Minor A r c h a e o l o g i c a l Papers by W.H. Holmes, 1872-1920. #4695, A n t h r o p o l o g i c a l A r c h i v e s , S m i t h s o n i a n I n s t i t u t i o n . Humphrey, Robert L and Mary E l i z a b e t h Chambers 1977 A n c i e n t Washington, American I n d i a n C u l t u r e s of the Potomac V a l l e y . GW Washington S t u d i e s , No. 6, George Washington U n i v e r s i t y , Washington, D.C. Jackson, Cordelia 1932 People and P l a c e s i n Old Georgetown, i n Columbia H i s t o r i c a l S o c i e t y Records, v o l . 33/34, pp. 133-62. MacMaster, R i c h a r d K. and Ray E l d o n H i e b e r t 1976 A G r a t e f u l Remembrance, the S t o r y of Montgomery County, Maryland. R o c k v i l l e , MD: Montgomery County Government and the Montgomery County H i s t o r i c a l S o c i e t y . J o i n t Committee on Landmarks 1980 Landmarks o f the N a t i o n a l C a p i t a l , Designated by the J o i n t Committee on Landmarks o f the N a t i o n a l C a p i t a l as of October 7, 1980. McGee, W.J. 1889 The Geologic Antecedants of Man i n the Potomac V a l l e y , i n A b o r i g i n e s o f the Lower Potomac, American A n t h r o p o l o g i s t , v o l . I I , J u l y , pp. 227-234. Maddex, Diane 1973 H i s t o r i c B u i l d i n g s of Washington, DC. Ober Park A s s o c i a t e s , I n c . P i t t s b u r g h , PA: M i t c h e l l , Mary 1968 D i v i d e d Town. Barre, MA. Mooney, James 1889 I n d i a n T r i b e s of the D i s t r i c t of Columbia, i n A b o r i g i n e s o f the Lower Potomac, American A n t h r o p o l o g i s t , v o l . I I , pp. 25 9266. Mueser, R u t l e d g e , J o h n s t o n & Desimone 1983 I n v e s t i g a t i o n of the R i v e r P i e r s o f the Key B r i d g e , D i s t r i c t of Columbia. Report submitted to DeLeuw, Cather P . C , J a n . 19, 1983. Munford, B a r b a r a Ann 1982 The P i n e y Branch Quarry S i t e : An A n a l y s i s o f a L i t h i c Workshop i n Washington, DC. M.A. t h e s i s , The George Washington U n i v e r s i t y , Washington, D.C. Myer, Donald Beekman 1974 B r i d g e s and the C i t y of Washington. A r t s , Washington, DC. 47 U.S. Commission of F i n e �N a t i o n a l C a p i t a l P l a n n i n g Commission and F r e d e r i c k Gutheim 1977 Worthy o f t h e N a t i o n , The H i s t o r y o f P l a n n i n g f o r the N a t i o n a l Capital"^ Washington, DC: The Smithsonian I n s t i t u t i o n P r e s s . N a t i o n a l C a p i t a l P l a n n i n g Commission 1975 Georgetown W a t e r f r o n t Area P l a n and Development Management Program, N a t i o n a l C a p i t a l P l a n n i n g Commission, C i t i z e n s A s s o c i a t i o n o f Georgetown and Georgetown Harbour A s s o c i a t e s 1970 Georgetown W a t e r f r o n t F e a s i b i l i t y Study. Prepared by Urban Design and Development C o r p o r a t i o n , December 1970. National Preservation I n s t i t u t e 1983 Barney C i r c l e Freeway M o d i f i c a t i o n Study, Archaeology. F i n a l T e c h n i c a l Report Number Twelve. F e b r u a r y . Prepared f o r D i s t r i c t o f Columbia Department o f T r a n s p o r t a t i o n and U.S. Department of T r a n s p o r t a t i o n , F e d e r a l Highway Administration. Netherton, Nan 1980 D e l i c a t e Beauty and B u r l y M a j e s t y : The S t o r y of Theodore R o o s e v e l t I s l a n d . Prepared f o r the N a t i o n a l Park S e r v i c e , r e v i s e d d r a f t , March 1980. P e t e r , Grace Dunlop 1951 A P o r t r a i t of Old Georgetown. Richmond: The D i e t z P r e s s . P r o c t o r , John C l a g e t t 1933 Old Georgetown as a S h i p p i n g C e n t e r , i n the Sunday S t a r , A p r i l 16, 1933. P r o u d f i t , S.V. 1923 A b o r i g i n a l Occupany o f t h e D i s t r i c t o f Columbia. Records of the Columbia H i s t o r i c a l S o c i e t y , V o l . 25, Washington, DC. 1889 A n c i e n t V i l l a g e S i t e s and A b o r i g i n a l Workshops i n the D i s t r i c t of Columbia. I n A b o r i g i n e s of the Lower Potomac, American A n t h r o p o l o g i s t , v o l . I I , pp. 241-246. Reps, John 1965 The Making o f Urban America. Princeton: University Press Schwartz, Nancy B. 1974 H i s t o r i c American B u i l d i n g Survey, D i s t r i c t o f Columbia C a t a l o g . p u b l i s h e d f o r t h e Columbia H i s t o r i c a l S o c i e t y , Washington, DC by t h e U n i v e r s i t y P r e s s o f V i r g i n i a , C h a r l o t t e s v i l l e , VA. Sherwood, Suzanne B e r r y 1978 Foggy Bottom 1800-1975: A Study i n t h e Uses of an Urban Neighborhood. George Washington U n i v e r s i t y , Washington S t u d i e s , Number 7, 1978. 48 �Snyder, Kimberly A. and W i l l i a m M. Gardner 1979 A P r e l i m i n a r y A r c h e o l o g i c a l Resources Reconnaissance of Proposed Sewer L i n e s i n t h e Rock Run A r e a , Montgomery County, Maryland. Submitted to NUS C o r p o r a t i o n , R o c k v i l l e , by Thunderbird Research C o r p o r a t i o n , F r o n t R o y a l , VA. MD T a g g a r t , Hugh 1908 Old Georgetown, i n Columbia H i s t o r i c a l S o c i e t y Records, vol. 11. T i l p , Frederick 1978 T h i s was Potomac R i v e r . P u b l i s h e d by the author, 124 Quay S t r e e t , Box 630, A l e x a n d r i a , VA 22313. Traceries 1982 Foggy Bottom-West End H i s t o r i c A r c h i t e c t u r e Survey. Prepared f o r A d v i s o r y Neighborhood Commission 2A and the Foggy Bottom A s s o c i a t i o n , August 1982. U.S. Commission of F i n e A r t s and O f f i c e of Archeology and H i s t o r i c P r e s e r v a t i o n , N a t i o n a l Park S e r v i c e , Department of I n t e r i o r 196 8 Georgetown H i s t o r i c W a t e r f r o n t : A Review o f Canal and R i v e r side A r c h i t e c t u r e . U.S. Commision o f F i n e A r t s and t h e H i s t o r i c American B u i l d i n g Survey, N a t i o n a l Park S e r v i c e , Department o f the I n t e r i o r 1967Georgetown Commerical A r c h i t e c t u r e — T h e W a t e r f r o n t ; 1970 Georgetown Commercial A r c h i t e c t u r e — W i s c o n s i n Avenue; Georgetown R e s i d e n t i a l A r c h i t e c t u r e — N o r t h e a s t ; Georgetown A r c h i t e c t u r e — N o r t h w e s t ; Georgetown A r c h i t e c t u r e . W i l s o n , Thomas 1889 The P a l e o l i t h i c P e r i o d i n the D i s t r i c t of Columbia, i n A b o r i g i n e s of the Lower Potomac, American A n t h r o p o l o g i s t v o l . I I , J u l y , pp. 235-241. Woodward-Clyde C o n s u l t a n t s 1981 Report of Subsurface I n v e s t i g a t i o n , Georgetown W a t e r f r o n t , Washington, DC. Prepared f o r Georgetown Harbour A s s o c i a t e s , 1204 W i s c o n s i n Ave, NW, Washington, DC 49 �MAPS CONSULTED 1673 Augustine Herman. Map of V i r g i n i a and Maryland 1716 De G r a f f e n r e i d . Map of Potomac R i v e r , Maryland, V i r g i n i a from R e l a t i o n du Voyage d'Amerique 1742 P l a t of F a i r f a x County, V i r g i n i a 1742 Jennings, Daniel. Creek northward. 1745 Warner. 1752 P l a t o f Georgetown, 27 F e b r u a r y 1752 1755 F r y , Joshua and P e t e r J e f f e r s o n . e t du Maryland 1758 Map of Georgetown, 1751, c o r r e c t e d 1758 by John F r e d e r i c k Augustus P r i g g s , s u r v e y o r . Taken from Georgetown J o u r n a l of the Commissioners, 1751 t o 1789. 1768 Hamburg. 1789 Map of A n n a p o l i s - A l e x a n d r i a Road... C h r i s t o p h e r C o l l e s , Survey of roads of the U n i t e d S t a t e s of America 1791 A P l a n , e x h i b i t i n g square on which Robert P e t e r ' s b u i l d i n g ' s s t t o d on t r a c t of l a n d c a l l e d Mexico 1791 Toner, Joseph M. 1792 Andrew E l l i c o t t . P l a n of the C i t y of Washington 1793 Andrew E l l i c o t t . of Columbia T o p o g r a p h i c a l Map 1796 B a s t e r t , August. Map 1797 King, Nicholas. 1798 Dermott, James R. Washington 1802 Harmon, Artemas C. 1802 L a t r o b e , Benjamin Henry. Canal. 1803 King, Nicholas Potomac R i v e r from G r e a t Hunting Survey of Northern Neck Map C a r t e de l a V i r g i n i e of the T e r r i t o r y of Georgetown of Georgetown "Tin-Case Map" L o c a t i o n of 50 of the C i t y of Houses... P l a n s and S e c t i o n s of Proposed �1814 Fenwick, F r a n c i s . 1822 C a r e y , H.C. 1830 Bussard, William. 183S Boyd. 1856 Boschke. 1855 C a r l t o n , J.H. 1862 Johnson, A l v i n J . and Ward. 1872 Forsyth, William. 1874 Faehtz & B r a t t , 1882 C o a s t a l and G e o d e t i c S u r v e y , #12 0 1887 Hopkins, Survey and P l a t s i n t h e C i t y of Washington. 1888 SanHorn. 1888 U.S. G e o l o g i c a l 1889 P r o u d f i t , Map 1903 Sanborn. 1911 U.S. C o a s t a l and G e o d e t i c Survey, #560 1922 U.S. C o a s t a l and G e o d e t i c S u r v e y , #560 Map Map o f Georgetown. and L e a , I s a a c Georgetown o f Washington Map o f Washington. Georgetown Georgetown. Georgetown. Washington. P l a t e 40, 39 S u r v e y , w e s t Washington Quadrangle. o f S i t e s i n t h e D i s t r i c t of Columbia. Maps of Washington, P l a t e I I I , 51 72, 59. �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Technical report on historic and archeological resources : Whitehurst Freeway corridor study Technical report on historic and archaeological resources : Whitehurst Freeway corridor study Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Creator An entity primarily responsible for making the resource De Leuw, Cather & Company Kresscox Associates, P.C. Delon Hampton & Associates Date A point or period of time associated with an event in the lifecycle of the resource January 1984 Contributor An entity responsible for making contributions to the resource District of Columbia. Department of Transportation. Office of Policy and Program Development Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DDOT Historical Reports & Other Documents Subject The topic of the resource Transportation--Research--United States Transportation--Planning Description An account of the resource District Department of Transportation's historical reports and other documents. Creator An entity primarily responsible for making the resource Various Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text Date A point or period of time associated with an event in the lifecycle of the resource Various Contributor An entity responsible for making contributions to the resource District Department of Transportation Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Description An account of the resource Historical reports and documents related to the Whitehurst Freeway in the Washington, D.C. Creator An entity primarily responsible for making the resource Various Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Documents Language A language of the resource English Type The nature or genre of the resource Text https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/8584742711ef527cfdeb8695dc983c26.jpg?Expires=1790208000&Signature=k7YfjH%7EWU8-Uvdi006NAP8rPOD7cKW9Mb8rkkJY4hAZ5aNEgGcukpVhxwfP-2hXVf%7EgbHsdUwje6IiONDxQVxI7RBeb78tUsCOwUo0V%7E0%7EAgLawz4Me0cQRwFRkNFJdm3g0bMIxmTlDNsFh4-hNR7EnnXA1TQGYnBnoVVo-iF-DoZpEyENo-zqXGHIfj8fNj-VwXhk8RH81-mdXQFlVPqvr2wNrLiXDZJeUUXZHu3ZIopQ7-n0o3PQJU71lI3lMeMSDkysJvNeK2VlvpCnGg4wud3VVqQV2JrUsoQNyPXXm0FgfMWRIYtEnHQAXDc24c8yj2yu4COtCsulxfrbO1MA__&Key-Pair-Id=K6UGZS9ZTDSZM 185704d9a493b4df4e507dc3bd118fa1 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 001 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Description An account of the resource Cars driving down the Whitehurst Freeway. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource March 15, 1961 Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/99edb0105ba4979c697c00e88a0718b8.jpg?Expires=1790208000&Signature=hFdGFtTHzrXOsL3o8yxA0kdFSQHVYeES9u1Z1dxSJw7wpFM8tO58%7EjHqD4jONO%7EC8-BH%7ElQfE5Z2UvvNXdM1SUCe01AmADA7OldbC3c-WXvH-mJ2auq-%7EI6uRKG6KyspOlZw32-P1AKqGve7Zkm9tfPbGZnRuDRPsagfxT0wgzLNBer1O0yqdWcHzT9aGIREHt67JLfqBM-Y33PgSyB13QGVBoyn8xUwSbRa0fjErZME2JD4Xx7%7E7VunGlmmZUauO5wmMQZfkfe85O0ybWnQl8qkkd4Q%7EDUmXX98qIsF92HMOHtNHO3JKHTSzpGUP88ZGSKXqkDSAdkLoXrvR7AD3Q__&Key-Pair-Id=K6UGZS9ZTDSZM 746ec000b76c10e67b78a7171bed9962 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 002 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Potomac River Georgetown (Washington, D.C.) Description An account of the resource The Whitehurst Freeway leading into Georgetown. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 1974 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/5485a5adcc88f82a18281114d6923ff5.jpg?Expires=1790208000&Signature=LgyPfvFt0LHGB2rQ8tYorHOpq29HEvdR95jAraY-tL79XlV21nlRcYZGgdBUnOt%7E8ZIPK6uhlF96734Wcqd8iYCiQG6M1sdG6%7ECwDfMTV7GwIHOVIfxle9QibpAAjFlrL-RpFEl%7Eow1crf%7EHMwHkc2Ku5ABiJjw7DFZQcodchxp0U4NBc6GaMgb3ZAa5axF-DHuXQC64BK6ErbBzl2qtREZ7G6F87-TRIXhjUW31cUwFnAYXK%7EJOzU6bTp62OiYW1TIwY6H1gM9v7OcrwTBldJRm7lG7Q5Yc2fHn8Om1kZJHtgaDfwTU8O63mLYhFSJv2dZPfcXwYa0HrzkSgMfwOw__&Key-Pair-Id=K6UGZS9ZTDSZM b2e47df4f6b088963f2f1a43305efff5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 003 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) K Street (Washington, D.C.) 31st Street (Washington, D.C.) Thirty First Street (Washington, D.C.) Description An account of the resource The Whitehurst Freeway at 31st Street and K Street northwest, looking east at 2 pm. Creator An entity primarily responsible for making the resource District of Columbia. Department of Highways and Traffic District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource March 13, 1959 Rights Information about rights held in and over the resource Public domain Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c35762c674c8045c67ff5b874ae60088.jpg?Expires=1790208000&Signature=cjTJUKWTACjvQ1kxIPJpbO-yXCKCS%7EX3DY0mpxQi64gpKYxNtWswjuzo6g9VYg3gaB8a9RPnV5eZelb0AVltSHtvdg3bsXjKqXzatDaNd%7ERIgIXaedPWx2wwwZnUg14NDV1MLOAc6rhor2yms8bBnrHWN4hbV1Iy9wS89rc604PvX9ZL3ghf3P0%7EEjE7OduWQCFWCo94I2zklJN6hHrCpdkTzIblDsE-2rkP7Wgdg19DbaUrehz2cuFyMTBzc21MMicju9w0xZ04ccJuw2GjzOgi96BsVe5V2k7DJqPPpnr4QEid18L371NDedthkozBbf6zukEGYJnbe42CToAJFA__&Key-Pair-Id=K6UGZS9ZTDSZM 9d23ab69c71fe34e7068453ed518ccd2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 004 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Motor vehicles Streets K Street (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no. 1, no. 1. Looking east at column 16W. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource November 28, 1990 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/89df4063f1e386ef6f3beac7490c62e8.jpg?Expires=1790208000&Signature=u1p5q0fLIqiqyR7KLVz1pqgFjAirsEO0P9566uHAtV6JJiTaGm72AErBDWfvLQs8P3lDg0eian%7ESW6MuyucO-tsMBbkgZTGGq83z9SOPOByUFxHLuNd0uKjizPWcMf-dpMlaCPXYekRdRuJost9IKtj1EH9I8BIoZabMBRcdRsha5A1VPYpVvVWaP9vlKr7-F1LmxHldzYUr1g0Kb8SGeHKgXZU1G-pmn0aGL4lDhuED04WLjsBaWM29hCp2Q9ZWlthQzHZwN28UFbOfuWbJo4aI7D16ZXrtbUPwcH4tgDLppXXbEygGFLOiU0ompagOOz%7EtJqtwmMlHxrgOy%7EtUwQ__&Key-Pair-Id=K6UGZS9ZTDSZM 3bade6426dcfa51eb7b8e2524c5fe87f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 005 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Streets K Street (Washington, D.C.) Motor vehicles Parking lots Bars Description An account of the resource Whitehurst Freeway contract no. 1, no. 2. Looking west across Wisconsin Avenue down K Street at column 24E next to Chadwicks bar. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource November 28, 1990 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/5127ece4efc4af06f6b6e47b86f05ceb.jpg?Expires=1790208000&Signature=jNv7lIhCX12CET%7EvnxLQT4YyreG%7EW1dlzXrJvKOgWrT04Xm2Iu2heTNCnTKp6zUwT%7EVRhbcAiZ3KZwdL-dJFuTbcncEE%7EKkw%7EGf2YJim%7E8HPvCAZgdEj%7EEowCBmplwY7aLMtHS7fF8BxKNrLqMpLgG1E3Xm4YtXbi%7Edpctfb6nwwzwhOUAFVBxuCSDZi-OOPtzEy6a8gZxBZScNnFrsYh-sswtI%7EvJTVe0%7Eqavtfq%7E-SB5yQuo9rBTnc-FKUsDexa3-lSScOGkwDtsrHe%7Ei0fBj6NSNkDLJ-Sm4uGLnGuSlRm5nz-szSPowKftcNBlEHwMf3dKMw8HwRPfxxEXxhOw__&Key-Pair-Id=K6UGZS9ZTDSZM b77b0f7506e6ae0c07db46cf7b56c5b4 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 006 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) K Street (Washington, D.C.) Wisconsin Avenue (Washington, D.C.) Motor vehicles Streets Description An account of the resource Whitehurst Freeway contract no. 1, no. 3. Looking east across Wisconsin Avenue at column 24E. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource November 28, 1990 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/f92cc84e6502ff1d809c1cc1328554b3.jpg?Expires=1790208000&Signature=c86-lOtz1s3a4YfPu9VN0fw5pYDkPeO9ex6R5%7EgVQp%7EW2TCq9G78r2VE4XjO99Qbn4PyRnb-u6DcBD4CYyuBnFDKq1VDQy%7ERW7CUccnQrGv-zNyFuhO%7EJ9OO6BERSvPDX3KwgEPZSJhMfd-9KSW48BZSV497vHJJtHdyUggXifniM7kN2W8i-fBQBsBbA0wbl7WuOkRoxBJZS1XmUJLTDNW9-ha4DEoXE3p9oKe0QwQ1KdrFXgvn2elF4hdcjl5ch641md6mYQL06IE2Uyq0VcPNqvV-AvSuva74zxqfp7T4AxaMOFS4K0e6eJSARi8SU39KliUbQ8UUT0Iob4v2nw__&Key-Pair-Id=K6UGZS9ZTDSZM 5af547de3cc9f709ed452ed943727691 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 007 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Streets Construction K Street (Washington, D.C.) Motor vehicles Description An account of the resource Whitehurst Freeway contract no. 1, no. 4. Looking west at column 38E. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource November 28, 1990 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/501fb6d301202cca536f11198db860d6.jpg?Expires=1790208000&Signature=CrzSZzPp-Bwf56cdQGPs1sfQmMF0gZ%7EIpckiFEGsSRC3bXmjSVYWgtYRMpxmYxs3PkU-d2MHrdaAHEohraip-hqhvEUCx5dWh31xo%7EqZ3jZYFklLc3G8uK6y193PxBaOkaKXbELMXHCoNxlMVciw9we6tZWNPIOyeiiorfFBey2vIydYZhRiNeEM0u5S1Z%7EJ-fpvYTZtQahFL21%7EDWXLgR%7ESh3-hUZMpoc52UBFnhnrNfsxbU2NESu-s9992K5TvZ4xYFB6SQmJ7EiMvKP%7EAmKEMyiQ4-e4yAYY8NYiKkt4tJgMJiCv7wKtVQEl2Q6zI4SxjDCDPNXQclYkLR%7EC9gw__&Key-Pair-Id=K6UGZS9ZTDSZM fd43e7e7e497cba6bf2729b9b00a3237 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 008 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Motor vehicles Potomac River Description An account of the resource Whitehurst Freeway contract no. 1, no. 5. Looking west from Harper House. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource November 28, 1990 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/5bcec623ed85482986e21cffe41c70e8.jpg?Expires=1790208000&Signature=QDlmyD0vBZ6fm4BdqFdBkWaSvZl7FrB68VoC6JJNwFbenVSdfojMBMW8d7eIVwRrdSkvAyWrV0kyTiuPfgs6U2hh4Y4teSRRNvSEuE5vBUzM5LoD26PdnaHSccxE24H3BolLaGSv3VXrpNRKfRKg9qW4Yp7y5Mw1ga9GdhCsbMmxH-9%7EbvmMm9Y4RAXCqXCDSrXrFeETun6MPq5JAxgGQMJT3mNqsuYgerbAcuDHyi5%7Eg0sQsSphOgnVtfLBLHQCSnTh0qdelnggtwsvBZb16YFH29XjCdN-rS2W48IODGXSzd7FC%7E-EP%7E1M33e20XnRQehPf37ufVhI3xGN3iHnHA__&Key-Pair-Id=K6UGZS9ZTDSZM 67a902acc05ac2786e6e429ceff7c7d5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 008 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Bridges Francis Scott Key Bridge (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no. 1, no. 6. Looking east from column 16W. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource November 28, 1990 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/99731dde80628450ede2162482949c53.jpg?Expires=1790208000&Signature=LwU9BMtGfOfTNi%7EiTea0PT8Edbh602V2MqXHyh5WFTAymVRbBtZuX1KFseX%7EqnrKwrMFjE-c2kmeu8mPY0ua%7E0UARQhL276KnLyJcOLqE%7Enm3uwr3%7Edgy7HqbLaWp5O2XtFewYOM6WJOI9qwsardrfYeEk8BdCm6F4PK-L1enczO-3eiCWUkNgBV1BPp88iCN%7Enrng11ymdU9-7UXOC%7EhlUb-0EbMKaZ6d6aouDUDdHxyPT8Z86v9hDmxyxrC1gCqDMR1aNBgM8A8FOJgJDLNMv64izduJjF4TIrgGrPyjE6NvtpfCxKuTVPMPktdeHXmzEoZa%7E9lcK%7ERPAA5ql65g__&Key-Pair-Id=K6UGZS9ZTDSZM ece9dd1cd151af86f5d746df0d1a4f56 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 009 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Construction workers K Street (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no. 1, no. 7. East from west end of K Street. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource January 9, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/cce3120d660486188767ec3ef3aaba19.jpg?Expires=1790208000&Signature=rlHEp%7EvciHPEHnQ44-g1%7EcBURqxbmSBhrB%7EpZa6nQXLhthWA%7Ek%7EmckVGtgwejP5AkA8A44D4Nrml0I9vqz-7eE5Sr-3X4jmiUiXzPWP2CEMY6lB7moPmX0IvcsjMpDeT5fr5uP9w4pfnWfxd2NPhRMew6DqhQgpSmyMwyR0fTYzzRInyQp8l3lJg3SC5MHwDRsrXGoxJZgXxLDAB3Jz8Sw3QdCJVp7HUow62FP1Y%7EX76JuRF%7EJe2kKfg%7E2VH-gWVhZLQPR12knodovD7gB-LZbpVNtMqEZDUeitBp2ZcM5nruJcRFe7nWQZGnZf7TqdFUy2mTGzK0zC4eH-WAZ1dXA__&Key-Pair-Id=K6UGZS9ZTDSZM 9b07114236a89f751ff81c799ccc9ea2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 010 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Description An account of the resource Whitehurst Freeway contract no 1, no. 8. Northeast at poly protection. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource January 9, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/761cff28417b83b0cba86cdc0efb5f06.jpg?Expires=1790208000&Signature=UK-0ThAjhSHOdZqoUu-Z5hZr4C6PnoO8Yhio3M2fzcYNvcvatt1XCDArlhaFVWg8h-%7E-asX0vn3B0spnE3zpxR2Lo9Ihju2o6ezWRm07aAg1F9ILXa2HC3sSKHErlehpch2nnpcR%7EdCdAK%7E3hb%7E3IwVsGnMCPMWYN%7EmtMQPlCkTkPtRFSbBptYTrLx7jp3-Lv5cRtAJLGe%7EfrlbFyRpSZ6bLkZHPPA7y8PBOLqUhuJtZyY0omz%7EUPM8363DKiqBL4WD8Q6TQ5nsxHwddjS50QAzFEp4d016NjFu5OzLWQZmIGWhSI7RvDmV5PyQTW-EEXTF4EyOJWwMXelpXR%7EQlEA__&Key-Pair-Id=K6UGZS9ZTDSZM 303f50b1c4f5cb7c9d03ab73586ba829 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 011 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) K Street (Washington, D.C.) Streets Construction sites Bars Construction workers Description An account of the resource Whitehurst Freeway contract no 1, no. 10. Looking west from Wisconsin Avenue down K Street next to Chadwicks Bar and Restaurant. Chadwicks was founded in 1967 and stayed in operation at this location until 2014. It is most famous for being the meeting place for CIA counterintelligence officer Aldrich Ames and Soviet counterintelligence chief Viktor Cherkashin on June 13, 1985 when Ames revealed the names of over 100 American undercover agents working in the Soviet Union for a reward of about $4.6 million. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource January 9, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/0ff1cd89ecf5936a764dbe00c38fbb0d.jpg?Expires=1790208000&Signature=ujSo69x865aY4kYKxgM1-dAi-I3J3PTJbgzt%7EoAthEQxxufzipk%7EeV2koinQSoPDwEUkEAKUIK7SBnSbxmZBC0UM49LvsPQABYdxTgzHIQVqfcnGa5nKuv78EEQmUXdgY1f2ez2xkDgxi815CGdBbABXJN7T2fPdXOiz9vpBtWhJhNacjQzN0VY7%7EpTNFbmIJvNu8vf9wyhlAJoiggjD5Xn0OhQZdQftc06dCVKetLa4CJcLUB-e7kO1kICEPspA509LU1brcqzkC4bbR4LgIHTAmyDvtDgXIE0X8mLk1rGgGFQAMRQJc0LI5nOuEF1tmk51DHoAYpm8ln6YB8Pu2Q__&Key-Pair-Id=K6UGZS9ZTDSZM 6795b36bf89d561bcedcb878d37fbd0b Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 012 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) K Street (Washington, D.C.) Streets Construction sites Stores Description An account of the resource Whitehurst Freeway contract no 1, no. 11. Looking east from Wisconsin Avenue down K Street. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource January 9, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a8843d36089e0c2bb2d24827f7cc8f14.jpg?Expires=1790208000&Signature=vAOAOSaKG5Fax4YzM-sadIMa1E9%7ECi2KokshLRQERpBO3eA98loVHuiYLH4hK4AGX3wIEK7zsqSwf4RNuRvuyiACScWZvVlmpRYH5tl5adUR0PLfkT7sfQZ2iXw2d1PACZSem%7Et-uXR32Jd8Q5%7EK-9CO8hC3Lwsoj6BMR9MqEvPEkYIo3SGaTbUWD7Qb2IqOatXU7U94wjYIvBwbLP3sen5CkfRn5OFOOUGTU5WMUSSugFDP3Iqt3K1SCZ0jQYHL8J%7E4si%7El9UwBAgIEIKfBr%7EiQdau7jf7IXL9DLw5WPoqz-0%7EgAs6c4GRMEK1huIl8KKhFQVpgy-b4Fna2siOduQ__&Key-Pair-Id=K6UGZS9ZTDSZM 129faef789aa7db7bd62ccc1960b25d9 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 013 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) K Street (Washington, D.C.) Streets Parking Description An account of the resource Whitehurst Freeway contract no 1, no. 12. Looking west from 30th Street down K Street. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource January 9, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/2ad33c48ab47f2fde56545dfdc440d57.jpg?Expires=1790208000&Signature=l%7E1NRMnNi8YfJoVoXpxkqkDXzaHlcxqpMEaGZjNi6OJWQh%7EgAw1rP7CBsHOO-ax3I2ryXabAwA4fWg5HzjY5FzSrqQA8Uhl2bU8x-WxACEN5VO%7EOKdvtFNFSASjjxB78E3QVG-i%7Ez2vosT5T8zDzZ8l89zsVTNIpjbH2GMwlTu%7ERVWdnRb5rYueCFQVcJp1arO-Ty5l0GYkNdtnBKjPSfmYspm-YfsVidwjRFqLbhu8AQG6oC1LmEANVpcSs8%7EHwpnP2cxZEC1yfl1Myi-yEUNTkuiNsmwRhAcj0bayUDVaP0iFzRACr4QPWbX5CpL36PWCTXqOhLvzdH8VRR3W9BQ__&Key-Pair-Id=K6UGZS9ZTDSZM 4585412f9aea2a576de0fdf96cc8b47f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 014 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Bridges Potomac River Description An account of the resource Whitehurst Freeway contract no 1, no. 13. Looking west from the east end of the project. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource January 9, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/b307c10b90963765fd26b5982d437893.jpg?Expires=1790208000&Signature=dnswAYxvQCiWcjA9wc7tAm5dcocQBWAj975fGKoChtt-G1nA%7EK3zzsUx0jxV0cB%7Eage0ygqSpiXlfi-fcGd4M6l8gKIwzfxPswsaCTR0isjoesu5Gv2p5bNeW1bPzAhPzAHrG-035o%7ETK-hn9jYwVlMtvqTiyAdf1MffjRJI%7E3o6MH09RwfbaXz5%7EVTuQbD47rSdKc%7EJ4kdv8wwXOW%7EThg1mcJ%7EZ6POt0YMqjS8NwTkNoy0f0UAUMVgN-0X%7EOt93zpywMnuWHDYdzuYSojggHRdSkLVcjNLt5Sc0iMvKWFKM6bUroaYVl-2tR-VecGscjuM3yJZ3taMe6%7E0RaXv62Q__&Key-Pair-Id=K6UGZS9ZTDSZM 74d9c48541b9991cfcb6850cea2cc27f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 015 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Bridges Construction sites Description An account of the resource Whitehurst Freeway contract no 1, no. 14. Looking west toward deck removal. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 016 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Construction workers Bridges Francis Scott Key Bridge (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 15. Looking east at deck removal. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource January 9, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/774ec44a7f5f9b024e9b4088f22f671e.jpg?Expires=1790208000&Signature=bQ5LNxwW-vCZdxh5JQlR1789VkXUnRxAtw8ah6egwFs7RcLJUj8KWyBFeN93t6weFL0Lw7YLXbCbxbGHZmO4YNPeuc1XboS7DqNsKPKchSffj-CvwEI3jkNdk6nK8tS%7EIsXokFlQIuRpS1PJ-AH59tdeuZUkYNQLWYNMXlfqkKMKOvKVvEVquv2t0KgRpBZoBkydxdRU9iQHdkWPAWKvZPOcWE7j%7E%7Epi2swFExa-g%7Edsq3MJe8uSk1UPrRDuxJ7lQeV0OfiGbejecYybiRpxAmwHrvNm4biBJLOuZbsecOnGeqtDulncYyA22NYtd0YWZFfhzy29L3dHOeSbpRXzMg__&Key-Pair-Id=K6UGZS9ZTDSZM 3a29fa5dddd41d1df9c015e57285a257 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 017 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Bridges Construction sites Francis Scott Key Bridge (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 16. General view looking west from Key Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource February 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/d17eed48b16a96c9225f803275cde0f5.jpg?Expires=1790208000&Signature=wJbnyrg2W4veqPH%7EIHROUldNU9pidg7GGgGoq7BtPHXO31veLrLtjnX-QlrrWkf56sdjo6ZQ3A0RBLjTYx%7ElEjpgzpLNlrdIwzZv6%7EOfi%7EAd5v1iYkbXYvcMLoiImDQluXEKBj6MQkxE1Hr7onb9X6vMSwYSuGmX8QhH6-8mpIZC610aDoXTzjR439UW1U8-0V2F-uVtZ1BZvamlsApqzreu44YblPaWjt-A2B6%7EaatiR1dcDU6PCYiYiNQdeyx321esNbUUbdn5566YHHwqrR%7E%7ECEnacXDHhtFWwJ02YxeQ5%7EuIn1SXmgqV5keydxxOc%7EZOoE9Z%7Eoat4NarC8i92A__&Key-Pair-Id=K6UGZS9ZTDSZM c7e45f6e90383fb2118d02c5e1d71643 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 018 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) K Street (Washington, D.C.) Construction sites Streets Description An account of the resource Whitehurst Freeway contract no 1, no. 19. Wood protection shield vicinity of 31st Street and K Street. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource February 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/856a3fa2782c40a801f59589de8b391b.jpg?Expires=1790208000&Signature=mYV0B0W0y8ckD8k6-c3YE5EpUNf4zA1w-jCEMB6r6ytLvA7xQ7GtH4mR5D4%7EhHBXDVeweQ-iAJLoQ6%7E4k9LOtIN%7E3ZkF007XCgmrIxCxNA%7EXpcdpynLnCrzUIZUCrHMHDPjx2GYHLvmbL4q84dE-zUGjz3VCTgD62P-QpKliMeaD1bmdvzvMayaDSaQxLK546OFf1WLIgikJXnsSxEBCQOCmN0ccSyBWexmRWxDSVyvqHuc11A5gxckwFd3MZ-TE4yg9SWQswl5QqPUijklNz6k2VGTtnf--0h2PeutLXAYRp14euZ5TPpuxJl-jrnNdtfZMjsW0Vjj8WBP6%7Ecbe8Q__&Key-Pair-Id=K6UGZS9ZTDSZM e494c1b1d417b85a5e1bec3b9896f7e2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 019 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Parks Description An account of the resource Whitehurst Freeway contract no 1, no. 20. General view looking northwest at bar joist. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource February 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/49fc45fff41ad9ef9717057355e5b5ed.jpg?Expires=1790208000&Signature=enS7%7EvwK443rltYG%7EliO7YvHG97%7EoZVwTIxquU%7EF5e2w9YtkltIFp7niqooK53aQv9cFiJy3z75t7mq-FgBCKSC-W4qM8ixXX4cw1jxsagewIqCMWGhIF0JUIO-YpcWdf4sd%7Ef9k4wVQLpLrWYLU9PD-R7dHLuKC5Ob9SlY3%7ErLU4bzh3KyRwbS41LpXPg5GkK5mjnTuDuFCDHQtzlGQEZNdxouR5AM%7EDRVK70SZ0fUVa%7E-3TgR2dX5eNfZdkSUqEEyFaK5rTuATtwSbHKdE2O5FAVwG4UHg23P8HAzT%7EOTAmQXo0kXVdRbTDXHo0w6DtPK-Z3Vj2oilJrKnddywBQ__&Key-Pair-Id=K6UGZS9ZTDSZM 860ec2cbc4c83f88985fb693b7b1e64c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 020 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) 27th Street (Washington, D.C.) Twenty Seventh Street (Washington, D.C.) Motor vehicles Streets Freeways Cyclists Description An account of the resource Whitehurst Freeway contract no 1, no. 21. General view looking south along 27th Street from K Street. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource February 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/475c556cbab0d44c1bbf2c67b475b46b.jpg?Expires=1790208000&Signature=E6ZG9sz9uBDUjD6bmfYeIGnT7zosP5WjnKVIG-RBqYL5giBRJOpX5K2VlOSjW00-9uILgtJLXw0Rg49WZ3zlbC1PeX7spu1CXDTjEEwQgvbJD5T%7EFGiFfc0B-ocPwWK4PrNGzdUlqEhb%7EUzh%7EMeZIAfqWwSk0sJ3RTOchRfsdhrrFvDr73qYunmppUO3Sgwi-KqwbeWwIAx%7Er42SNZqIPxuSZYznSGyZ402dhwDEhqI5intg5OIXvIGj9ki96te6RU6lPRFE0%7EvHtXpri%7EsLSOv-rzPLHVIGueK7qaW2Y5zh1GfhHwIB0mbXP79JK8AAa8P5EphYuh76%7EXuVTdcSDA__&Key-Pair-Id=K6UGZS9ZTDSZM 56e38412e796660822587a10d8728cab Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 021 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Bridges Francis Scott Key Bridge (Washington, D.C.) Construction sites Freeways Description An account of the resource Whitehurst Freeway contract no 1, no. 22. Overall site view looking east from Key Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource March 7, 1991 Contributor An entity responsible for making contributions to the resource Stewart Brothers Photographers Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e9cd852bec99b4cdbdf7aa64abf6e9d9.jpg?Expires=1790208000&Signature=ikyCVnGLhGtMkbq0WKi990dpltOkWTsopxYmC8QKb3VOe4ndWKh7UbYZqDmOt5JB%7E1oiy%7EQ%7Ep6PD1srT5yABUuoRM7kMWUUW6UsL2qZbp0D10bhgo7Abg%7ExD9ihe6TmS4vCMepDTqFI7n3fSeKNfVCpDVoQQ0omktazX7CCtfM0gRH%7EHRKQz2pdI0dyTycBGMpl3udxFAYhMiYLZ5gVqqMWu-xMmP1V1CCyypaCpX17pVp1w1Jgm7bfR2lag%7EMLHvaYrgpSXig-csWcOMGgbW8A8g74q2bSjvrNheknFLKYn0VzJhlHuBHBcpXA6BlNdCC47w%7EuPiKTm0rPKqnCxmw__&Key-Pair-Id=K6UGZS9ZTDSZM e6875c642f8e5f53910e9813e2f1e7dd Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 022 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Bridges Freeways Motor vehicles Potomac River Description An account of the resource Whitehurst Freeway contract no 1, no. 23. Overall site view looking northeast from Key Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource March 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/59b8b42d7627f7fb71e3678e00317ec2.jpg?Expires=1790208000&Signature=HI%7ECgpUPphTkpWcts2%7EdsfeRZQUk5qnFqBPopi9q%7EZhxCdaXdpUvgMHCuC8E4UaWA2u2w6DnY-QrosYkHgGnEJYi%7EdCBMYKkEEtlU3V32xVGlU8NuUUluaTF%7EvnRDFkowD36Uz-ykBVWaTjZMJm5gScDx-P9lkm3FnIP26ZqAKKkSw29cDJ-dzdFoFk8JHXr3oOQJjDLs7jITbGTmahZdLWL6G2aFII8CeTEwANTWbjAeiINkc6fTpAKg81GdsG%7Erhp9PilKCGiRQBRovFoto70%7EZKuhmCXEuDMvYSPXitlyu2IZoAmbYwr9IqslWxAM0-e-fCSVDWS-m6skzj9QMw__&Key-Pair-Id=K6UGZS9ZTDSZM da7ebda32b4661dd96af9af3fea2d3b4 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 023 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Freeways Construction workers Bridges Description An account of the resource Whitehurst Freeway contract no 1, no. 24. Bridge deck looking east from column 9 west. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource March 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/8ff8665e3c7eba2e90cbc1b15768521a.jpg?Expires=1790208000&Signature=vmhicVov2NJ0fefPbYzhL%7ErYkCHxkj6APk1VaHBCErivEUnAH3-eFj0X4aqhXRZN-QmsUm7hS9Joz9%7Eo26YUacwQL480XCNYE1n9-YHcBc0E48oyvWJ8S4%7EbWqFpeK5H2PxsrE5eruYysbpj4sERPWZmSN-ZN61ryULSyQgmVWzx9ao7ggo9Bp-CKkvbzSy-P8d8VVssBIFbr4CZNW2znQ7t90iU46fXm3GCev2hvXglEceJwcC0ehC5exi5htdrygpRZgt%7ELTzI7-thqQr-ZgM4uT9E45Phi27G8mYciWovwI0Bbm5JUu9T1CDNeULZuasQkM4Y1ZRuzZmPbguXCQ__&Key-Pair-Id=K6UGZS9ZTDSZM ba9c4a2f422c9bab43a4921b41b2abc5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 024 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Formwork Description An account of the resource Whitehurst Freeway contract no 1, no. 25. General view looking east at formwork from column 14 west. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource March 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c9df56f7f335e2cce56385f5b307589f.jpg?Expires=1790208000&Signature=bawVzCtt4PV1ocQ3lm8858ql0SqfO-7wReYs8Z-Fd8ZLUP3dEO-UZ2YLqRwWKjmD9BAE5egAebZ6Vj7l2wkJb8puc3WiXiXHcPv-E7%7EfcRLkxzu1AnRqbqDjrTNLg04TXKh2BJbqznvNvEBYAI3gjO8Tnh9lJVnNy31QyjEk5XN42UB7lbFfOPFcpFJHkFOST%7E1kT0lZvKEj9B048jeD3ljtqn7lw8eDJyW8ZM-8M8Cr3BX4c5qTie819X6esSGdaIAp-dCxXEHsqIJyja5FmQnFs3hq0cpPPp7qArWQW1yb3hPGKM2FyyvdmKflq3Zea%7EqJQsq2DreR5HOYAi9Dkw__&Key-Pair-Id=K6UGZS9ZTDSZM 1a85014b8295d6e87f6549c170ca6b8f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 025 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Bridges Description An account of the resource Whitehurst Freeway contract no 1, no. 27. General view looking west from column 7 east. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource March 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/cfe59e27bcd0cea2370ed535460e4aba.jpg?Expires=1790208000&Signature=fI85-5PFqvt8C3ehIYeQ%7EBa9b39JLpytgZ%7EYqsA6A1N9AfcBYiagWKkALHtrxWlzAGZeek72zBi5ctcqawwImXc0%7EkKFEVxTlSMSS1AlFKSE9sxpaDK578mTIFVfS466rgjbpPrJvFS7imSsZxLmi-WlwfkTAC%7En2Lycp3n0p8khvCzJdgPSb9mvGm%7EtLh7yoluYHWqcJ-XQLNCBC4E4IyFGdIdr1flE0uyYMByOnOWypatQc85hXmBtH2m2oW6IBBtLdxvwFjc1cu6Btm6JHI3p0FJK2w0dR5dhLwv3h--aveI5PiwecwpKP%7EOOcImrUKUU-vg0pV-D6xtvDVdu3A__&Key-Pair-Id=K6UGZS9ZTDSZM 238e558c0adb6a86ce1786a108f38395 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 026 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Description An account of the resource Whitehurst Freeway contract no 1, no. 28. General view looking east from column 7 east. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource March 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/16b6bc866fdf1768f2bf276decccb940.jpg?Expires=1790208000&Signature=F7ESkGqg6FnbO9l-8OZM%7E8X2hwXjxXhxpvg5H390GOo7ZXs9ldgzWQ0QkQD5aMyo%7EGMwWueFGmOeq2eosbNgyalEyWTOZf5DGQIrTRxf5eAMMA3P9AcJaYvDpVfZgb84Ui3xx2VVeNRWwGWQ5mHdQXiXXXMkbfN%7EShL4klonj4g0ySVrGsf3quAophsDAJbFlWeOCHLc6%7Ea5cBM7mvIJUvYxyNsM75mlrikQ3kuxjPo1HfhHv-xoLj4Jp0a4GmGeIprDAt9QLEN7TuOdzAZq1Z1qwItSdTLUOAVQAix2pAgQMhjYfEgvs4u1AL%7Elu4JhCoZwzkPnAZRwTHb3mkdMKg__&Key-Pair-Id=K6UGZS9ZTDSZM c75752faf6cab261fed3c3eee792d04d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 027 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Bridges Description An account of the resource Whitehurst Freeway contract no 1, no. 29. General view looking west from column 24 east. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource March 7 , 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/5a586738362149bbbd3c33fc3bd35223.jpg?Expires=1790208000&Signature=UdldUwWymDZ%7En99K4%7Ev8I66q0T6kAJBrVPePzkp4Cb0adjl5y9Fhw-q8hEV-JzisQgBJEZbP4E%7E%7EapS0lNNIr9Mdm8doXURRWbfzQrl%7EqU77taqRMvO3bZyTg5ExDE6wI192d4F1LpMwyHb3XwWHFPcvn0mf9RLqLfZXEvb67gR1VazaVtFWvIaIce83pFlgUcMiOcTHzq4Xhh9XsLWNPiLE%7E6Dz5BC4XLupLLb%7EJNSJ8F5iMIiaKIkluq2Q4u88GAZSd4aGCzyFcJdmOXe27mvln9kEy%7ENiiUZoWiXnlwVh5DSwLZYUilOgrRdKEwfCpcDw2%7EMoq1HwbGYhtrAbcw__&Key-Pair-Id=K6UGZS9ZTDSZM 48b95b3f84b118853b8cf92493e7d28f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 029 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Storefronts K Street (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 30. General view looking east from column 26 east. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource March 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/191aec99a80beafbcaf1910857e77407.jpg?Expires=1790208000&Signature=f0W9ljGAglCT%7Ec5Nl8vCnLg10oEYXWEpeL1b-ysfWi1UMu5qDrn%7EPBJ2pUNRIswMXXkZE4v1wV3PXDSz9LwOLaMJL%7E%7EsS8TKND2fRtbLcGOxor6qZxsLT6MwAEbzw8PZgCxSg3qzPMSNShp12RP-xb-kYOCmJY89TTC7aEjjh9ee-JN8qaSdbPKvt0S9shTRK7jZpTDcDm6tP8N901tFTDL90MfpdQk-Ttirf3ilHxPwmiGobUap6XMBzzF43KvhJH7UpH5dr24X6jV2liE3qAlAcKz0MExyrQyp1YFnGhy05hqLBGimkL-fIwdWooG94JSJDdiT9j%7E54ggHxXmgpA__&Key-Pair-Id=K6UGZS9ZTDSZM 85b1df214e6af8d20a61ac090c147442 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 030 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Bridges Construction workers Freeways Francis Scott Key Bridge (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 32. Placing rebar on bridge deck, bent 16W-13W looking east. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource April 4, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a7ab72849101c36ef85d2caf280c4b8b.jpg?Expires=1790208000&Signature=ShD-RAd6ritYMutTqtXUTpG52IgfMMnad2wkDWefUH1WOK7ExOax%7E8aRWzqoRFIcvTirBmAIQe1NTgI5aeN6mSJJWYJNgXRa272-DmifG%7EmMpLeOu8FWjbBt073vHRDQsPT3a3%7EhWRq4a%7E2eMA93mnXC-Aj8seRAAy6KRFOdAYEW06wlE7NfMsUx21FsidDyu6ZNz-XqwruoMy%7ETm52aySXey0eHq2WnbdjtvnKkuQK40Z%7Etfd9BPkt-wh1D5OhLOfrW2tv6vv5nSlquMhouWw6sAW0obijrdfb9sqG9vo9HKrggsx2QnNNmf%7EZkdVX0rRIUY1yV2xFGwrvKLypliA__&Key-Pair-Id=K6UGZS9ZTDSZM a756b3f3d3439f7b491f82d32b311874 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 031 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Canal Road (Washington, D.C.) Bridges Streets Francis Scott Key Bridge (Washington, D.C.) Ramps Description An account of the resource Whitehurst Freeway contract no 1, no. 33. On ramp at Canal Road and Whitehurst Freeway looking south. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource April 4, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/53cdc4a631027241ae321d2735fbff6f.jpg?Expires=1790208000&Signature=h6rGUR-CBscyGPwiM3DUeL%7E7DRd26SrA%7EbXci08P39uKewTwBAfdn3Rm5sYfv644aPFxkR3IdKcvMU8m-FR66aqoJV2YbAkT4YzC%7EHKNiJlKQSo0OjnwhH4WNVuvdD3A5sz33nbqk0X4rTp5zqnrycDZsjobOhFJtToWmNFnqbHgUL9loO9lfyFM-KwQ4jULGuuDmsFK3zP6w6KYehnRcw8m%7EuUSK2WhQ%7EQmrlVTMIXJqqQnMN75Tivih5IUZ%7Ey%7E1ClOnQ4R0TB9PLP4NHuW34HUYyyrP08HdUWydvdGMFSvX2xQLZb-lO59vFfQyYadm5KToLoFtqYNUIhvNWGjqg__&Key-Pair-Id=K6UGZS9ZTDSZM 632f93a58d81c9e5e5bb3b3eb54c2a54 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 032 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Construction workers Bridges Francis Scott Key Bridge (Washington, D.C.) Potomac River Description An account of the resource Whitehurst Freeway contract no 1, no. 34. Placing structural diaphragm on span 13E looking south. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 033 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Construction workers Freeways Description An account of the resource Whitehurst Freeway contract no 1, no. 35. Tightening bolts on cover plates on span 13E, beam G3. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 034 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Sand blasting Description An account of the resource Whitehurst Freeway contract no 1, no. 36. Sandblasting span 23E looking northwest. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 035 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Construction workers Tests Description An account of the resource Whitehurst Freeway contract no 1, no. 37. Airborne inorganic lead test, span 23E. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 036 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Freeways Description An account of the resource Whitehurst Freeway contract no 1, no. 38. Typical downspout installation (disapproved). 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 037 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Freeways Sewers Construction workers Description An account of the resource Whitehurst Freeway contract no 1, no. 39. Bent ISE-5 footing and 12 inch diameter sewer pipe looking north. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 038 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Streets Freeways Description An account of the resource Whitehurst Freeway contract no 1, no. 40. General view looking southwest from 6W-N. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource May 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/18a03c99867a9b97e4c8fdcc6f1ea16a.jpg?Expires=1790208000&Signature=UcAPRj-AxrtZeCALNtojy%7EZAAbUEucfgNZu4Fb%7EMojLb34k9EQLaGkC2BKu4KVbpSAb6cMCGWY2%7Es6mLJRbkzjL%7E7rIK1wQt3GgW9TTgY0X1iKnodsjNXiyPb92nBfI4DjKyAHcDKhAFIvzD%7EpgiuNaJQQPr608JVjhrq0xkCsST05OF%7E0zKTsMFy7xRVKBPYsW5HUeBKta39-VMlsdM7-ZqwGTJpMI3fe4m-QH05gPbl-8DagMbt0brTIrnw%7EuYEhNmFxCzwFM0T5iI6C%7E3K-mc9ZWwc8QTIt4PBM4lxSz7qMi4D%7ETKP379B5NHihGuhH4RDPK-qd0vWcDTGQesvQ__&Key-Pair-Id=K6UGZS9ZTDSZM 8c659d854b45f9abf4e4da616243457f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 039 Subject The topic of the resource Whitehurst Freeway (Wsahington, D.C.) Freeways Construction sites Sand blasting Description An account of the resource Whitehurst Freeway contract no 1, no. 41. Sand blasting and paint enclosure, span 16W, phase 1. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 040 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Parapets Description An account of the resource Whitehurst Freeway contract no 1, no. 42. View of south parapet looking west from 14W. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource May 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/23d5b66c339fe61cba040926312932e2.jpg?Expires=1790208000&Signature=RapCHHGwIhoNS5KFputbWP0aLDqkrPaxp8eGO8TfdfMUzHTooUWSXR1SuKWzP8tAKcV-WSA%7ElB4xrsZ1HzqhtCFdZlEXdZUGtSUjjy9h0AqaMDyq6hAaatGHe4vVED8JjevVcAKK9hPCUuiyPpWFMEV7qfFt4Kjornq1GETBY-msYx%7EphRaqGDr%7EewivcOPfVywJ5PPxRV1wfk58IzxwhZgGI0eKfzlUsET7059DvrtSwiJW2SOf5cp8G-Nff2rfBt8i1PGKk7mvAbWqIxk284v1JZZzsPVq6W3ZEmK8JOnxVx2rqzHxgnIRnnoYBkc0EtlDUL3fWpMqpQcZHLQyXw__&Key-Pair-Id=K6UGZS9ZTDSZM 4c0a574024e85b44a5f4f6103ca3a804 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 041 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Freeways Construction workers Bridges Description An account of the resource Whitehurst Freeway contract no 1, no. 43. General view looking east from 5W. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 042 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Construction sites Freeways Sand blasting Construction workers Description An account of the resource Whitehurst Freeway contract no 1, no. 44. General view looking south from bent 12W of the enclosed blasting and painting operation. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource June 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c66ac6a118aedde42f3b7c59ae3b1e1f.jpg?Expires=1790208000&Signature=dUwBrs0eA0hhE%7Eekv-F2ovRp9AoqW2wN9giZmUM2NpQTQ4ibuDgsjbY38R8G02rhpcVjoD4s8o6MO8aMMGarbdNp0j06uclg-JNeqTYpQGGlsW0efQLwDOK95bjUsXorj8Q2osIUlY9l0K6WJAh0HXUrZ4v%7EcHYTLgvI8asdzO2TDrkpOxqTVABgzn6X0Ef-HGofhDUa4hr5yMc6-tp8QYyXjZdQqtXjzkOghQrfIxja1nEFHANtwIcgNlQgxNeh-o-uaWcIE4YvvdK-JPzQPv4tDB3%7EkqYHf58kiOv0JVQw6akAPXiQTHYRjrstShVjinusVP9Tgfar%7E7L67JCk5w__&Key-Pair-Id=K6UGZS9ZTDSZM 48ffe485bdb551bea41a53d5b044d32f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 043 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Painting Description An account of the resource Whitehurst Freeway contract no 1, no. 45. View of span 15W and 16W primer and intermediate coat. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 044 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Bridges Francis Scott Key Bridge (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 46. General view looking east for south parapet from 15w. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 045 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Bridges Construction sites Freeways Francis Scott Key Bridge (Washington, D.C.) Ramps Description An account of the resource Whitehurst Freeway contract no 1, no. 48. General view looking west from southeast at ramp from Key Bridge. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 046 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Bridges Construction sites Construction workers Francis Scott Key Bridge (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 49. General view looking west from 12E. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 047 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Description An account of the resource Whitehurst Freeway contract no 1, no. 50. Temporary support tower south of column 5WS. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource July 11, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e11f26d58212545b43305de8d8062017.jpg?Expires=1790208000&Signature=vzw%7Eynqynj4Y3yZ7i-PDE3Z4EY1eIkwv24jBaOs4SNT8C-VVIu%7Ez7KwpaDN5IoFrhpjaBfOqohWlkOgn6MnmdEMiuHPruU1beVXASXodJ8%7ESvY4-sJqOug5PXPt5TJzz1pZoOAikU1IfkTBdjNBba7nG579%7ERSXVMMSBfJycGSpDG2NKftB36ynliSVoU%7ES6b%7EvoP9IF1nmsuJ5B-mgJO3gEwBGKauxt5lrKcUqS5dcMt-3end7-qgqjphNGaTbgwUTkbAiQHAY83SwFBi-ap7Xw6AmvBkEbO6DmIUhllK-6e6V2NqvA46SBiNc-EHKJisY7IxDJOT3Ynemz6rqUBg__&Key-Pair-Id=K6UGZS9ZTDSZM e4c42d6acc1b54bbe12bde104cbd25f8 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 048 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Description An account of the resource Whitehurst Freeway contract no 1, no. 51. New column and support tower 15ES view from 16ES. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 049 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Description An account of the resource Whitehurst Freeway contract no 1, no. 52. Column 17ES strengthened viewed from 16ES. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource July 11, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/8c6b9c121ffd5aa62db2e47625053f85.jpg?Expires=1790208000&Signature=bPVLALtnmeROuQwZzj5uhdul90uPndSvBvgXo95EBTLqTlAISkMpGq9WvEMx2yHZHQz9JeKfVa8vUNQ60-UEDxbFKZVgwD1Vs4lHxaOgo2dpjmG92HbUHqN5SBkuUMmRr1Zv8qIORtSAWy0gDD%7EYBHRwy32JFpKfpcRkcYn1mDkIYb0t8XfzgPd3%7EaDPzo71yIhva3vd-QL%7Eo69iZfW4KQv3ETAHBjYyWwVxChMrw3IvREmE7Tsj6xZfuWE-PYdykit9ntR7cq2j5xiZfD2H%7EK3d2vSvbGK6FgDe9wc0CJAcrpFJDPFX5uCEc2l2YruU2niBgYA3BLOv03v2yrrCGQ__&Key-Pair-Id=K6UGZS9ZTDSZM b02bc071a27f988ba544e0c7cc1f0329 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 050 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Description An account of the resource Whitehurst Freeway contract no 1, no. 53. Down spout clean-out box, column 19ES looking north. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource July 11, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/bb5f8028b4202d444703049663efa35c.jpg?Expires=1790208000&Signature=N7gyZUzFmBvXZdGxWB7Qmf%7E08F93XifyOxPwzvYTmurgf8nQMXE6evaJ4mH5SxKV13oCEM7JwIwjxuI%7EGaUEOTOpph6nuddJs1ivHG0djlRndqR9XQFm6g8loiVdypMQUiam5NnYTFacIM5xUrFj4BDLBPukMGqO6S0U22MktpP0neIL-wP83AsZpK%7Ej0gVs2Xdmh%7ERu%7EQFGZYnB1qYFJUIlsAG9JFHqhf4aXYKq0NbGfB-vodIGOD3ORzMlGFNTBz-jjl%7ErjfLZqCNZ2ndPpH61rkVACFMDJJSx5HNGvlBwGZmrYakcd-0pgOwm-WTDZ-0yODqbEDJMuXj8az%7E0pQ__&Key-Pair-Id=K6UGZS9ZTDSZM d43b9d86a9d4280abec7e6273db62306 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 051 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Parking lots Girders Description An account of the resource Whitehurst Freeway contract no 1, no. 54. General view of G.O. girder connection to column 24ES. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 052 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Parking lots Motor vehicles Bridges Francis Scott Key Bridge (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 55. General view looking east from bent 24E. 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For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 053 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Description An account of the resource Whitehurst Freeway contract no 1, no. 56. General view looking west from bent 24E. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource July 11, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c8eb69d46d68fa2274e879c493534696.jpg?Expires=1790208000&Signature=kEnwNgDoHtnmAsEOq0HGrpIm1WwqkAoZCjci-1z1AZt3HdI68lxZERzi3Wfcolw6tbSgUyx8lzyrVuUHJoKHK3j7O-WBg5AIYmLczQU5e-BYsKXmGQDQZFffRgR3FKm9FschOYj2%7ELgMWWsSZGl8xhNeQ0aI5GiQq9ki%7E1mSXENwgA1DH-SyOY6FH38-GEQ7EChTgqQe6tfykqma8lez1XdEXbtewI0uxhTjNHLnrswkizURIa5fStS8jfj8Evf53X3CyVMAUGl1IGxLr-90IPcdYpJ11fXP8JmTa0PgKVj7dFzYNs9fkN2DZZh1nviH-dwfCLd6CG7S%7Eas26XunGA__&Key-Pair-Id=K6UGZS9ZTDSZM 9e1d5bd06930598439a13fd7eeec5118 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 054 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Streets K Street (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 57. Looking west from 34th Street down K Street, typical phase 1. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource August 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/36fd1636589bbca6086ff23642863a22.jpg?Expires=1790208000&Signature=OsbYyLU9FjuVQoxgpzlOa%7EDB3sjH7bPNwHRjzcpzgSnDaTlAmQ6yeQQl9q1-9J5EBSh0PpJjvkAy9P55a1gadXL3svBO5L12xsM4RG6pOHpt9YvN05NZx9UAGKPQCasbCD4oQZ48W9Ud9HGTZKfRFQLxgy7z71JQOcrqCYPKJ3bqJQUYhzw9EyDDNIBG6f29ND8dngpQSxkGvoA8Z1kOQpNyoBtB0Y9wbl9VyoQHxRioHPbu%7EVLTjQ8rscBbdeaoWp-FyeEYA5ljHfDymfKQqG1a2zowp2RyIguDFaW5MdGezLqTDiKdMwEjhNqdaxZkggUvBRswjc5YT8iuKilIzw__&Key-Pair-Id=K6UGZS9ZTDSZM 8d4b145dd3eea554d2b46695998ac0bb Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 055 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Streets Construction sites K Street (Washington, D.C.) Pedestrians Description An account of the resource Whitehurst Freeway contract no 1, no. 58. Looking west on the north side of K Street at the pedestrian protection shield under construction. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource August 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/8f7038912dcecab064dc2f282c7b14b6.jpg?Expires=1790208000&Signature=kc%7EAJTozhrtpx%7EGdewYC8PQ%7EXqUThQLhEOeBGmb1GLh%7Et309apA0W7ud%7EeCBMvEJ5ktBJA1c4ksGyxT%7ED4T1Wk%7EmeIA74TBRxRg4UypXj1vlg2PXhho3C1ZD7PwF4MZP1UK58f1tVF4Dv55kSmw-jiJldXIaIgZlgx8AORr%7EUg8wun5EkxrsNKJYBVpoUeoLXxjxEW1i6zxWaT5lGspv96U2YBuk0-zjjJeLbLoUXsuMnKlIxpqf6G21QsVXDyhDzr8OnHcjlqcx2jnj57FdwYpUONtDIgQieI-GNWwP2eeAC51ZsZRfUSGguXB2TckyXjy%7EDH-rScfZMC1OM7BH-Q__&Key-Pair-Id=K6UGZS9ZTDSZM c44bc369519013406e8f3e678de38a79 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 056 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) K Street (Washington, D.C.) Pedestrians Construction sites Trucks Description An account of the resource Whitehurst Freeway contract no 1, no. 59. Pedestrian protection shield under construction, looking east from Waterfront Center. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource August 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/da63401357271174638b723284534175.jpg?Expires=1790208000&Signature=koyNix9u6fB7uz-Hjr9T9hsOje%7E7gaij0voCt6mtHHkDRn1MA1c7dZwe2PHihJVuwJQ9fxjFhsQ6tWVwQTpKdu6zLPL%7EaTDuALKcx5nU-XJVmWZZ3Uo4viKzeAnpRKPK5uingSkL6DnHaERh1vXNfbYKFYPtTTzgJeh90pq9c%7E2ANZBo08dl3SZuCDzhzXhw0pMpNxxnAzC5ar5WTNj5vOrq9tFZWwsOPPLeeTrWIhzW-eV8JoHiRNBv3J-emsd2jDpAX%7ECdXMvNwQjDelDVPoIt6W955n3itH%7E7zsuZKF1SHA39J0jvY%7E3R3ZoHXt%7EA0KFpkAw9tTE-O52Fadn5gg__&Key-Pair-Id=K6UGZS9ZTDSZM bb2596d412dce78da7aed0c655edb62a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 057 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Construction sites Bridges Francis Scott Key Bridge (Washington, D.C.) Description An account of the resource Whitehurst Freeway contract no 1, no. 60. Looking west from 28E. Creator An entity primarily responsible for making the resource District Department of Transportation Stewart Brothers Photographers Date A point or period of time associated with an event in the lifecycle of the resource August 7, 1991 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/6b82aa968a70e34fc3e1b740ba19e700.jpg?Expires=1790208000&Signature=sBUWqQ4mPzELKn-P9KUdsDGHn9yHlyBfjOz7QousHjtjiZsqVCJrWBB6kXXnJ1o0WDrX6dBE1aduMwdVvsDzUwgWVb0cXX8fS-MN6IlwANUZ1qLqmMf-2bFJsl9dUNWyMc2kW5y0eqfzP-C8y-Lm8HetutouLrVash7NBiuluWkuD83CqG-p9n8VU5tBgiWOibHBhffDqUBqulvuXtlDZxhUT%7EcmplOeDtlrG5LcH8Z0JuHUZgMxO60HBC8D2k-LRk2ZqRP%7EJSpMAWHkDMmzPgXN5rIMHNgXVwqKwsk1zFrzZq5d7aKjCkUBo3ROjON-6FHR0ybUCobcMmT8cHrfVA__&Key-Pair-Id=K6UGZS9ZTDSZM 291a8cc13be1d3c0934d373e08666c45 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 058 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Roads—Interchanges and intersections Construction projects Construction Description An account of the resource A view looking north from Foggy Bottom at the construction of the the interchange connecting the Whitehurst Freeway/US Route 29 and I-66. Date A point or period of time associated with an event in the lifecycle of the resource early 1960s Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Source A related resource from which the described resource is derived The description and year information with this photograph was crowd-sourced from the group Old Time DC on Facebook. https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/10a8e3a0fc716c7436ced420cd2b0919.jpg?Expires=1790208000&Signature=OXWogK7b9lEVUzRFdAAqjHddC3DR-eDLbHztKjGhx%7EsXejMCVMl0Bb2Vmvyq9sRqLYKwkjon6CqBAZTbHvpeE8tkzvoKNs3N-2v-F-Cw9UK-hsoTvvA2bOFS2QjnKM0a-nMoUQpHrpMicJlICk7uOfGaZ2LlXBLaBk6ivAFYcbyrEZ3FKpFzfC-yqA6wU9ZI1MkvVIUysuK%7EQLnI0rK-vbm7txybZ9aQYDB1bV56p6SAEHXyAfF4xkuhsChhlcDhIKYofxKSNFmlrjKhRsh-bAnWMEY%7ESt6vKvb6o77J2QFWgrZmGhfqk-FTvp%7EqJacf331DU9YZ04p9%7EAXpiIkRAQ__&Key-Pair-Id=K6UGZS9ZTDSZM 7b7eba2eb6c0f418cc8525420ba3503d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 059 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Construction projects Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. Creator An entity primarily responsible for making the resource Alexander and Repass Company District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 8, 1947 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/93f6f9b43678464b92048118fdf5ab51.jpg?Expires=1790208000&Signature=YIV8aAGSLQUMROp6q85rBAJI7tFYMxEZZqK0KxfuFZE9-ElJvF-6c28rU9aYw6ujp9RqP2VBbxjAfLW47D89xqSlv38Egobeg8t4tG5dSpgd8zqosLhRkTHrRRP5UE3TrtQ1eH0%7EwB4MRoWQw%7EAQIot83GUcPdi91nCDgqE41jNfURIT9W3ET%7EVDBVXX1EJG2yAVTc5yyTQvqCLWF8Fh9oAMESoP6tHui61uNmuFqmxdDvDuJNFgIEZkmzUTpPLP8Y22qiyZLHlYD2%7ETEVpT7woGUdBqsHBm3GIRZZ6pvtRpASwYtJ47EgLYdMMd9Yb0yu72vdKZzoUc6UFnkdNMSw__&Key-Pair-Id=K6UGZS9ZTDSZM 36d15775e38a57803a4ac1b5ec9f918f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 060 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Construction projects Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. This is a view of the general construction area. Creator An entity primarily responsible for making the resource Alexander and Repass Company District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 10, 1947 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/7921925be458d64b009c9626fd0c8e67.jpg?Expires=1790208000&Signature=epHmW%7E-NZi64gOsa-Z-MW-0oSpLUdQmVC-fRfa%7EZ5d%7EOwRGah6ZdH%7EophLiE3jkgCJsrg3CxCiYgDx5Z9RAhwetC8tSxCrERamsRmYJOTO1RM6JPrZC%7E-tSpQwUHpphIwVnHaKk8fvjuiHafbnbvSSkjLgpKKhIj-kIk0lvlrME6sorQpwPN6BHtH8bx3zCy-hwZE4jAKpA1%7EVDR27q7-DQEmMOuINS7C0XqUQDQ-S56CZVV5oqEkUULds9MVGqqDiQ6kzCcDhLljM8RdHQ5ObyxduQproP9InLsZIplL9FtyAp4thrrJG5rL5dMwwXjDx50XZi1dugKwQ43U1q4uA__&Key-Pair-Id=K6UGZS9ZTDSZM a5e8652cae7a78f56607acf2a231f620 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 061 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. This is a view of the general construction site. Creator An entity primarily responsible for making the resource Alexander and Repass Company District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 8, 1947 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/5bb310a6b5de5068fa4d062d500d04f3.jpg?Expires=1790208000&Signature=qYmMfB4jUHESXUD2x7kQ9Ta5iShsfbmDKwo5U-h47HqDyAc-ZrCj9YlcKmvRHvAwlUgoHEmMsD4b6CATC-yvUyFReq2CJxLZreCkC7sX2p%7EcTMtrD3EeQfo0YQfdRScDzazzf9bgt3SrbCdqFw5FuecNJaZMKKQSo7QXvTt0hPMxeWgR8iyjpPAP7OUDwUMhHB8FDZrxWp7r5cOHbMV9BhIoCkeWUMCr1BJaRqhHvUjYLmht8j4XJXucdiwmKpDGhaPxHpMyevWa8Jwon3jcNtDQv8C1PAzZBSEbxcXmvzKf3iE3l%7EvbrXSyL2gwq7Ml0arM9kjkO7qkPiIKJbNeFQ__&Key-Pair-Id=K6UGZS9ZTDSZM 853876a31284e0d9c88d8b33ff22b845 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 062 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Construction projects Construction workers Georgetown Waterfront (Washington, D.C.) Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. This is a view of construction workers at the site, and Georgetown is visible in the background Creator An entity primarily responsible for making the resource Alexander and Repass Company District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 10, 1947 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/15e58f739e862ae942b1e45efe08a5f5.jpg?Expires=1790208000&Signature=c4pJcXG4vfwdRfsOo0GvFPGXfj6dIpA%7EyP1I9j9V53gcSg3GxNxYjsT1-NeUMp3w6y0jTRLgt2HKshbXo0Ys7qKE30hgbFI4PXht2AxmcPG3z3bZqZ9o1g%7Et%7EGjEm2NoWPXdU8-q%7EsoZ0LN4lLZazAYfJBRq0ZMvaFtsT0mjOTObcWl%7EBvz8YibDTp8kgO2NyyE2qCx7OOxg5Bsjwy9S8lodBuro2x3KGiBWBKl2%7E1bRR3D5p1id5hFogLUYKmwwc8Ei-lxv1ZdIAQbuIehlEvu09z1AQZNaJ34WPTrryZpqlIVm0d2PCTx7Uyur9Auo7ttwgHvzA3Cnq7wmrww6fw__&Key-Pair-Id=K6UGZS9ZTDSZM 5437beabc9470cfbb99b2e33226aed42 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 063 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Construction projects Georgetown Waterfront (Washington, D.C.) Key Bridge (Washington, D.C.) Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. This is a view of the general construction site with Key Bridge visible in the background. Creator An entity primarily responsible for making the resource Alexander and Repass Company District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 10, 1947 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/f6e3de2d3c857f6104a3766e49d9f465.jpg?Expires=1790208000&Signature=PL8g7z-Ml%7EMjRF4DmAzkYOpEeVaPtMBLhGplgJVAEWiCXzX6v3nEUuxWsMR-CkkYiRXKnZyLp0n0M9gkY35x3qYu5TLFwvRkjpgmXSgcofRnlWkH4A2NvltVACqBr48BstoRzuGiA-jNIpsRG5CQWYMx8RVWG8GpqQMZ7x3ksJVbmoQjkcbFHWwpDZzq4rf8wXr%7EGyD1XGcY9AgPvwYeb0fOKDgYmVo0IHYEkkdaMEc0NoLM47IFbHg5ELT4WB-jmrx3tGazCP95Jcki%7EaCBXF8L%7EmSMbvixB5ek-T1NF6YjZ301YZA8NGcm%7EJ4PWolx2WaXbJryBd7cD2c4R3Uddw__&Key-Pair-Id=K6UGZS9ZTDSZM 7a33b6909c8d494d514e70b679de9b29 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 064 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Georgetown Waterfront (Washington, D.C.) Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. This is a view of the general construction site with the Georgetown waterfront area visible in the background. Creator An entity primarily responsible for making the resource Alexander and Repass Company District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 10, 1947 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/492676b8916dc7af0f418e04573503ea.jpg?Expires=1790208000&Signature=Cm3HI-wJQGQ1YmJplOFnWN4Mdm4TIJgrZUWfKsnsRKBtew%7EkG%7EFhop-Vtyrwsz3e8k-coolq2EezugANmE1o-5Nxe2ZFZ9sAhHx5-NTboKCsMcOlpSO-UEUyhPm7SgVS8Z17Ps7lh3F-tqOdCYu1e4qwERuJefL%7EVLuTy2jtR1525GDJkFMtvd5vK5A-kAPI4OdgtUXVgBjvEzd3xsB9PbF%7Ea8%7EKx3a-nZHCyEbpq5qcDJ--sFumAKbJ1pQJc9xW0U%7EsI6MVqP4OsqIhkMCs5FQFar-82NJkDPo4ASqucvyL1nC03A1j8XuXLvHB7c0SCjy3uwYGHnRSHkcdE%7EMHYg__&Key-Pair-Id=K6UGZS9ZTDSZM 31283ae69bf55915b4498883f853cb4d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 065 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Construction workers Key Bridge (Washington, D.C.) Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. This is a view of the site, with a construction worker visible in the foreground and Key Bridge visible in the background. Creator An entity primarily responsible for making the resource Alexander and Repass Company District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 10, 1947 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/b950c146cee3a72c3d2aa9c16a9377e6.jpg?Expires=1790208000&Signature=U7aY%7EvEMeyuKAwhwiPVMi0NpuUW-bc5xatBLl%7EwUMnSTI2YceAsJL%7Ex1K23097Szrhu1ZPGuvZHnp-fyUuzPSFaJeMl4Elbj-uSms4iiU4eReo3eJQRdLK2QUSHCZVt95wp93g1t2AOuagCwGHUImQqTFYJNogVa-9drX9y47bWe8NYs9alzij6TyysMLEbvD1%7EPZHh3wtNbjKeQp6XtfXEvc93Zv6GdZwW8ZvMv28x0Fs9KuKT0MAuRfWFUFn8bOZY6y93phGkPNLukFUN8nE58TSnCDbq4nv%7ED19XHkDFP3Oz%7EW8xxPsBshEZniTwyz-fkFMALtpbBhAbN2INhWQ__&Key-Pair-Id=K6UGZS9ZTDSZM 712080a1cb76847145a8f963def9b44f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 066 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Construction projects Georgetown Waterfront (Washington, D.C.) Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. This is a view of the general construction site with the Georgetown Waterfront area visible in the background. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1947 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/5756d09275ac81a3d38714d9489570ba.jpg?Expires=1790208000&Signature=H8VV8Fwtj5lwXNXzHI0pCSTNWqA3VaHvZmQ297BnJRJ9f%7EMm%7ExcLD-3mkW-smYYYXi6dXj5CbZxU09Dz1t7kQDgcM%7EPhnpu-fIr5Jnpz5wvyH32AISrdcANYAVfCmPY%7EYw1HWUGYU8nKrGEIQq-%7ET-u4An96XvRiMc2aFPJHns6CyJiQM0gkMUlChVAz-bDOfZ0RZAZDg8vP4Eo3PvmN%7Ee%7E%7E6eZ6cUNK0%7ElqFmuj%7EnYHdF94GE26Z23-yZu0IXR%7EpwzuLVdu1Y8wzqzGmzPkYLf1exXC%7EEs97pgxkRTStfkg3NKX%7EuBDtk-RaolhjHYdQfp-77hRqI8mHwons2%7Efyg__&Key-Pair-Id=K6UGZS9ZTDSZM 7c355060aa5c7eee1bba00b5c50d077a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 067 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways K Street (Washington, D.C.) Thirty-first Street (Washington, D.C.) Georgetown Waterfront (Washington, D.C.) Description An account of the resource This is a a photograph of the original construction of the Whitehurst Freeway, which opened in 1949. It was originally called the K Street Elevated highway, and was set at K Street and 31st Street, northwest. This is a view of the general construction site. Creator An entity primarily responsible for making the resource Alexander and Repass Company District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 15, 1946 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/4e98847cba207d8100446a714455eaec.jpg?Expires=1790208000&Signature=LaYn0CWsRFTMBiRKLxE9YXtuLlrQGGHrjvtyVnSxUkmlOFvj45gk-LY%7ExXknxUpj8ZCaJ9jQrICHQTYGoNY%7EI6aZPdxGdxpIbPUbGUOxEcjW0mv5ua2PERqeeID2SEhS3tEos72YDPzf0J669uM9Vn92K1zXy1AuYTCegpHQyomWKX9q5ODZrxRfQb-wH5d0VvBDFzo5Pe%7E49LynUh7ND%7EElHg%7ExZuEar%7E4en304vNG3EU-aOweVDRIV0zliT958ZoTJxhpleOHVOOa6DLVk8lgRNFrFrDWteiq7BbLtPh6OD49kLLnCfcf64jOQK4v2Q3Noy0i3W3X-3Q8SJI3URA__&Key-Pair-Id=K6UGZS9ZTDSZM d150d880271bf06dd007c749e5025c7d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 068 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Key Bridge (Washington, D.C.) Aerial photography Georgetown Waterfront (Washington, D.C.) Description An account of the resource This is an aerial view of the Whitehurst Freeway and the Key Bridge in Georgetown that was printed in the Washington Evening Star newspaper. Creator An entity primarily responsible for making the resource Washington Evening Star Date A point or period of time associated with an event in the lifecycle of the resource 1950 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/3b233405074d85f99f0481024c3ceaf3.jpg?Expires=1790208000&Signature=pB8V-NWb7D2vLIe7XkBus0OfjPEWuGoymCcIe9BoV5A0o1wkUhrebgu-DQXmO7OuGI9h2hEpQXov20VQqchp30aCEDDXbpoPonex3VT-%7EKiam9jXo3Q3Pe0SD3Is3DdtutlDEbys0TwnSRZ-xhQo5SUDOB5RWK9ZGYae%7EKy6Na4TGXQndxxstqBOx0GIu8G9TCizPQBdjAYyB1RFjBk4LUi3zt1XayP-q%7E%7E9Zx640peJm7Wl2rFRXfFL02dCeHBJXzjBrE-vJwIGoWEsDjniDjg2Dm1GoA6CBG4WfXOLaB1Mixfz6T-SsDYNgGzZWtnKHTVWB3ME-8CdyUjQq1So8w__&Key-Pair-Id=K6UGZS9ZTDSZM 4fa92dfbeea0f1db6be4a20c0c378e96 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 069 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Georgetown Waterfront (Washington, D.C.) Twenty-seventh Street (Washington, D.C.) Description An account of the resource This is a view of the cars driving at the intersection of 27th Street and the Whitehurst Freeway, with Georgetown visible in the background. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1950 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/3f011998b1cb40331d7da555d538de21.jpg?Expires=1790208000&Signature=UEP0tIHmGOKrfOKR1fBNWwWWujHcitsK7TJhrpoNBHfAva1sv4-czDmQHNynusdmmC1pkXR8EQYFi6KC-1ZpunJQWyh-TpU08DLQ%7Es3tNf5IBap39YTLWeGMUL6WxU1huMutsCPZ48Vb0nxqd-0zIfxV1OxiwpumW1BIKbyR5eag-6ElpEvuAeJoAPZ35-2w824MBVy2ZPepz5UgbfVSukAVoU1aiHmfHyIfJ1BiwIRchmu4cYc9tuSoIT8M3JUZQ60wwlxtVB-iPEROGsAmEUUje02dnrFzIPKylxQ%7EaEP8QznyyMScAMxV6UJlxIGWvCGMrSGOmU6f0U0ORh9MLg__&Key-Pair-Id=K6UGZS9ZTDSZM c16970d3e2f86404aa2f0fc0b745da8e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 070 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Key Bridge (Washington, D.C.) Georgetown Waterfront (Washington, D.C.) Key Bridge (Washington, D.C.) Description An account of the resource This is a view of the Whitehurst Freeway and the Key Bridge, with cars visible on the roadway. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Circa 1950 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/86afaaa4e5fc0bcb547f5ca23022dead.jpg?Expires=1790208000&Signature=KDkZMhmL7dSojw4ReyFqqpnLVyZFTNsV5f2EtwEF0vHFTp4ANs0Ur8UVsGPHnqKsVXoi87GWB8eSPzSUSQueSPjnWoh9sEXk7am5BMvAgibBOyfwzfbrg6L9JnxGr6VOWhq5wlD7aVIRXmAz8wDmlPY8KSLsOcgZMJZ%7EPwh39anNmfLIz2vj6kh128F0SrnhRxfchNXn7xwmvEva1c0971x0z7TEqd8pRbLcF9ailNQrUPAOCy57JFY%7EXDGX8QQegGmURwnG%7Er-APi4Iu3gAcTjHC3FAf3qmcphp17yBl7xphOzaoUHlUSyz1cPUmbYx1n0UAhjUf7x3IOtOKl70AA__&Key-Pair-Id=K6UGZS9ZTDSZM 701812e603b1c21cb84edc7e8a1bc23c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway 071 Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Freeways Key Bridge (Washington, D.C.) Description An account of the resource This is a view of cars driving on the Whitehurst Freeway under the Key Bridge. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1950 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DC Highways, Interstates, and Freeways Subject The topic of the resource Highways Freeways Interstate highways Description An account of the resource Photos of highways, freeways, and interstates in the District of Columbia. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Contributor An entity responsible for making contributions to the resource District Department of Transportation Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Whitehurst Freeway Subject The topic of the resource Whitehurst Freeway (Washington, D.C.) Highways Description An account of the resource Photographs of the elevated portion of U.S. Route 29 in DC, best known as the Whitehurst Freeway. The Whitehurst Freeway began construction in 1947 and was completed in 1949. There was a push to demolish the freeway in the 1970s, but it remains in place today. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Construction Projects Construction Workers Freeways Georgetown Overpasses Potomac River Underpasses Whitehurst Freeway https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/eee6030a0d76d02cec1a88943cf126c6.jpg?Expires=1790208000&Signature=L7CxUePzWZz7-Mn1NyBHmOw6ZWShROFoNgLGsjKggpaOrbuopCoaRAH50w9HZNMigRIT%7E4O1scIjMrUaV3PbXOgtz-YuWJcvUUdiB5Gv7JqQajob5PE2%7Ef35rkhpZHeMzqkZkNruw3e9YThWdaT2JCIz97nWPVhfMKMtrDZ-DkdXpcxnnELQC5KPhiIzF40DncUo09A8YCk8f4kcZZ3HPY4ClL9B%7EOZ%7E5LYTMt1f%7EvewsgU4rbZWuyL0ApAxSnyeXpj09tp7DlzGcDzl9TnKJWga9ZB3A-qdrodTkuroW6RnTSy0cWCk90BKxKJuQgWrGA24hVBAp64YbXn%7EkYDwdQ__&Key-Pair-Id=K6UGZS9ZTDSZM 30680d1706e5a0978f2925a701fe23bf Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource White House 001 Subject The topic of the resource White House (Washington, D.C.) Description An account of the resource An aerial view of the White House. Creator An entity primarily responsible for making the resource District Department of Transportation Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DC Buildings, Churches, and Landmarks Subject The topic of the resource Libraries Buildings Monuments Description An account of the resource Photos of various buildings, landmarks, and monuments in DC. Creator An entity primarily responsible for making the resource District Department of Transportation. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Date A point or period of time associated with an event in the lifecycle of the resource Various Contributor An entity responsible for making contributions to the resource District Department of Transportation Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource White House Subject The topic of the resource White House (Washington, D.C.) Description An account of the resource Photographs of the White House in Washington, D.C. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Landmarks White House https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a8005f70bdde048f2fe0849183994d7e.jpg?Expires=1790208000&Signature=UKkGsB-cD9P2coiUipvYUcrbApQrBDVU%7EOc155MGvjSOYG3GQNNuHnR0ATldEqjTVvf6axCKAE7HIPeJT8wfzs-VXJRvEkvwdSjgo%7E2oGxnvLAcO91TTAvE9P%7Esn2aG5TwaS8ZwgTEUjvJT1ELWJZBhHyY7kYbye9MyoQ-XZLRLIlFp8ceW1gujR6kYj1C1ZKy984OwiQBHWHpuFnOM9ESX2yv442JAOWsYowPJhYn9tkX-ityxU8K9saq7tBAUwwPdpoILrmxj2%7EoSH9IcM%7EkJg8ltJ3%7EL3GcGd4YtlFcLvIoCIW%7E%7E4ILih1akg8uE2cr76fJ-ozM-rjhSrEAJk2w__&Key-Pair-Id=K6UGZS9ZTDSZM 248f147d8ffaf68a61ac4dc2b348129e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Subject The topic of the resource Weigh stations Motor vehicle scales Motor vehicles Description An account of the resource Motor vehicles and people at a weigh station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways and Traffic Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Title A name given to the resource Weigh stations 001 Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/e506f7d64c9b7631fe900ade5f9e33a7.jpg?Expires=1790208000&Signature=fvUjTmzwq389WfuxKn9OjUFLA-509wdnKhlkrm3btaaE7EpAZQxYyQW2i5S2GM9F-qoV40Mc4JDkB90pAfb2CmqSHdfUJ3IxcV398nb%7EadHm3YisqmQWTF8jlCUk5MiuF1HE4FJnWvUbMbONg-dMvMtwC7fUWfUTmqV09Z06LCP%7EzdD3xFsKJ24ASsVS9cLAc0AqPTV5BSElTeK3FfdD0tMUW%7E8USKFDWZzaozHcHoBHpCh3EvfCmz0A1%7ElTUUpb9Gqj52yIHQbYx4sLoA26QVJYDh%7Ea0wTLJF0gu6CUtvxec4k7ja9ofcy1UmucFN56YZDkA5Ec-uiwAdGm0N4DpA__&Key-Pair-Id=K6UGZS9ZTDSZM b44d7f10a96831c9da2bcff3ac83f3fc Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 002 Subject The topic of the resource Weigh stations Motor vehicle scales Motor vehicles Service stations Trucks Description An account of the resource A photograph of motor vehicles and people at a weigh station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways and Traffic Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/429a6349d825d960fb540f7be0f9fe20.jpg?Expires=1790208000&Signature=oSCKKp8zMdORVPW9IGPGedwyMkEEpa60B5AbYMjcl89MgfP6CJ5xmD1zIKmCtM9EEBOwk0T1-RuB0%7E94AJnqa0WbGyhb4f7gxXds3jFJTodcK5z4HMDor62xdSAUrtGGJ-wR7NO8e4tkdsSpufZ3g46qyjGmUbPbqWmEdrt0TE7ad4wNlnco5tPxIoCihwssrhjRPtVjWhTw5kX5qe4ChLBfEWZib537ezr7WxWWW8%7EsEVbUk7iMVotCkBW2lycUyNouudboJNBqQrVUYELkLcU%7EXTo-iyhKwlG2LJ8%7EURN694Xjlw0gu0iO0pBxaOVNN0-TUieXbzUbpYFmwuLx8w__&Key-Pair-Id=K6UGZS9ZTDSZM ea0e040617f28b2796cf6d0092481947 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 003 Subject The topic of the resource Weigh stations Motor vehicle scales Motor vehicles Trucks Description An account of the resource A photograph of motor vehicles and people at a weigh station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation District Department of Transportation. Department of Highways and Traffic Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/1331a9c131d87768aa5c11f2bdcbafe2.jpg?Expires=1790208000&Signature=pNwHL7EzprHaghRk6H%7EMzqhl10cILI9INJGnIpEIO8to9js5J4C2ABTmMwI38RNMDMvjTihqwYBj0K-wEpuqonsez3J5NsmtCrpJ6N%7EwfAEbQuus-6Bj5sEFTROp84fEFCJf%7EVSVoXb2NCmloPSwPYjEGAY-ZASb6RDi0YgHEgtOJj7Knxuc--4Klk9g5LBIHCNwmkCG87OjJBUXTjyD%7EVjuhzoUnGxAF2Xeu3LvPZImGUdqbaUJl4X1LCvKvwuQ2Od0GIgHWbtmrkleiUw3i1Gs5nqYEBvUkhWgnbSOmI9yMTsG2qCpBPvOWkkO9gpVGvqVot7XbU0GScwxH06raQ__&Key-Pair-Id=K6UGZS9ZTDSZM e1da8a934dd3ea4cf1f5eb356a6de863 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 004 Subject The topic of the resource Weight stations Motor vehicle scales Service stations Motor vehicles Description An account of the resource A photograph of motor vehicles and people at a weigh station. Location Unknown. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways and Traffic Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/9460628ebaec2b2428eb6010e4ccd572.jpg?Expires=1790208000&Signature=vqzDpfV92xx1CaNb9PXCnN21tookTfDpcN3uFj6QFEgSO1WWaJZZKyfjnCls0iq89swo7JoV%7EP6zp5Gs81WJgcM4thbJlNRz2E0%7EX1H8vvsWD7SHEwy8RlgUfyzo3v5einSq96jW3IUeq4gnCqFIISZ2gZjAKWCVkwjU26u6YHPwCSD4eoDMT1ImkidxBK937Egjs9lJ5gR4U9Z0XKoa2-qpmItm2Rn03ETGfblJQmz1JfPYoLFOoHTpOBwirVK8rIKbk3Jm4Nspgh8snT6OE1ymguDDg2J0%7EGbExiVjtHEhTTKPYp4QAEYhFdVp34O70QpWpftuO0nMC1%7E-GAclVQ__&Key-Pair-Id=K6UGZS9ZTDSZM 834565af7bfeb0f570340c12cda056bb Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 005 Subject The topic of the resource Weigh stations Motor vehicle scales Motor vehicles Service stations Trucks Description An account of the resource A photograph of motor vehicles at a weigh station. Location Unknown. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways and Traffic Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/7a7afd22df6f85036aa746073dfbd223.jpg?Expires=1790208000&Signature=eTj1r3D5%7EGDL2BzaZwhOp2msamMndHk6CRUhtVXjMoUqXHyLWa7T3NQpQGCH2sRNEST5w5FLhLyEjorozL4xq%7E30l-bs4lreyt8ducmWEtyMCnfRv0gvOWwXEKCRG0ZltjcmbobePflPtGLZSzvyGtx305gyrkT24QAeIjwkRjsPToJN7ddxREMEF5jhnbkIosKZU5f0iW9ZVMK3klBENV6qL4nptlfgbQns%7EjOyVd9FTmmNdGP6ATQndfvchGOSxajR2uizSmvdoelorxrMVbghjIqJJkyMPeU5r1sCkquCJaqHmuUwRK097dRJyZRihOaK5qw-doxTcNXluUGtWA__&Key-Pair-Id=K6UGZS9ZTDSZM 1e6d457103e35b59d16a3c97410771ea Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 006 Subject The topic of the resource Weigh stations Motor vehicle scales Motor vehicles Service stations Trucks Description An account of the resource A photograph of motor vehicles at a weigh station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways and Traffic Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/aa7b7790d2ae996744009982fdc23392.jpg?Expires=1790208000&Signature=eA7f998HxohWfBrccLaOt9p-nHlg1mDJpJig7h-MImzpH%7EihqZztGsg%7EGSIbhkTGyxQqLM60rgqi8gSt1TurrVHsWInF8-5kUUJfKNR3PD-8AT-e3AN346EiuxeTEM7dhpQAwn2yuyx8Sa0dDK%7EpVOVnGO1jpai3Acaj2t5B4uatoOBxoXPaMV1yAnjY%7E4UU9CMEgy4t5XiwKCLeSG7vpCGyPbWYqdDMc3xzn8AYVKchbqmIjxYQDl2TqLFvXomSXs1unsZAApSUXpv-oartCngjf0V7xotgIGWGuLFxzw1PcsjHkRqW-AZ4G1oG04CB%7EdunhwuRUWMkt-g-nFa-Gg__&Key-Pair-Id=K6UGZS9ZTDSZM f9027d77265db3e789002d69e030bafe Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 007 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource Photograph of a truck survey at Tenley Circle weigh station. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways Date A point or period of time associated with an event in the lifecycle of the resource September 25, 1957 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/7b3f95390266e80c8192cfbd00dd34b1.jpg?Expires=1790208000&Signature=tyD1viAwH7RE4-7uxIyyT03ZheS6ooJWyXGd9tZFnlFHgS4C5rmF1XCcWjl-236-rKgvX7yYBhnsh3RID2xs%7Ecp2aoJKQfXE114dL8VNZ6FIFI01BxvGSB73tqWCbCNORWI2p790l-8QQB6ZBsSOIAZUoBzIoqAiNmLBf5A6XkjkUVbAqfWe8iW8W0NzgH9zA53vX2xHZuOZszQyImEoM7voJtcnoqQulVbIoR5cVFSjBxzkZuZdD7tGMPIg-u4FPWW%7EXWedzj59rfuEy0DJMZqVkPPRSQHV8TMiIeLZEub9d3oyDHDrqlB-fd6JqTnTvHuKYYnhlwsaL2cnAdNRYg__&Key-Pair-Id=K6UGZS9ZTDSZM bf280acbcb56df8338d59144f9d6b9b5 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 008 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck at a weigh station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a8edf71b28cd2d4fe15c5de272fccce8.jpg?Expires=1790208000&Signature=pjB1tzXGicKopP4l58MdBBeueD13BgJ6yL5CYyZZFUMoooZpHuSG-kHs9KGrrfTOJlJyTXW0eT9Geu4VJF0HvUvQs3CRShIladf8rYgtKlE7vVLj-lclssjsYwwwysTrWmnt5DDcTiiIVbNtSGI%7E8ihplJZ0SRfxFt8n-WnOPM5yPT3F6W5Di4teQy7Id5nDwivleJBt9N-Tj2lHGDZJA4XX7dDfrFHiapjtzuwf3LZze0Z%7EcT-mTcXN38bGw3FypXUU6JXgqLkUXPJOwbEQOsQSLdhPifbjMalsNGKaYmV8FDYMWZzXJFLOnwx1uzPITZ1k3GtAUaba3RHlDkS00A__&Key-Pair-Id=K6UGZS9ZTDSZM 1292a16af63de6a6eed3403f2c5a4cbe Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 009 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck at a weigh station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways and Traffic Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/645005833e76f60124e7550dd07c3d69.jpg?Expires=1790208000&Signature=SeevcvEmuOUkSA5M%7E%7ExImcXvHH2yFpv73rHDYtBUPPcjP1BGoLInK7bVf%7EahrhWhX%7EmNxHFz-xg-WegobdYHOee2uX5SRtpXteZ%7ExKLOyGSVnSwLwE%7Eb6AmgUGErpPgqXZVBMvcyeatfxEU6EHNtndz11WTBRWWTipmTOybL8BxyI5wQk21hCiKfVRl09v-N-Vst2A3FC6UdrxCwNsp%7ECqwhotvNQPlcNY2xnesYDzO4cuP%7EeKgWFhG7dv1mltdIBiLP21LBzi%7EUBqd022mTuJRKFTbDveTgOPOGp1tYcSxoDXLuz1gEu5yuIdGpXUUYgSOlFZDbqaUy-mqyKrt9dQ__&Key-Pair-Id=K6UGZS9ZTDSZM 717563911f4794418f8bc11f6f6dd7d8 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 010 Subject The topic of the resource Weigh stations Motor vehicle scales Description An account of the resource A photograph of a worker in a weigh station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highway and Traffic Date A point or period of time associated with an event in the lifecycle of the resource October 24, 1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/0a263cc2f903032d47e18d15e5adba69.jpg?Expires=1790208000&Signature=LBxjFM2lLWxGRzrTzR3HY3A6eCd%7EWOrdOmTSu4RdRr5cc4ecveeRGXU4QwRQZvVf02Xa7NV73IaGbidwi7dphOd5NOoELCJbS7LDdM35eOnKAZ8vFcXJ-7OgAlABaNp3HiZQyi3A7kXiz3uuix2%7E-WwpeMZdpZlCB2FVBdNJG-Zw0KGzINQ9UerKyOn0ThE074WgisX-SDvTOIboKdOH3Jc0UzJZ12bavZgU0A7bygTkh2GX7GYOKF7Sm2NBghCIY7jt13fX0G43pwQ0tMowvBkb2K1CN%7E2YkFUNffMW0WiibrDbnX5jYwGDxFt8r7o3jCHMSgAbUKE42ZMt0zpK8A__&Key-Pair-Id=K6UGZS9ZTDSZM 4c02d5ea4093b4f6b7c4abca3794a8c2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 011 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck survey at the Tenely Circle weigh station. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways Date A point or period of time associated with an event in the lifecycle of the resource September 25, 1957 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/54db5b6d769dc886616cc6f98b98e8fc.jpg?Expires=1790208000&Signature=O9b9AEjnJjG745U5VdLizq3zx9QdVUjDXhYGuz-ojK8%7E%7EUHXKb1wc%7EfRxIdSWIxKBJqP35ib71ehRg2Nzho5wT1Vq0UKysFywQA8RiBvHm%7EC--Ypud47qk9PDQTc6UlOKLQHQHMATsVFjG1fBtXfKQXg-4-d2qYiGNHPoCP992VFjnQCSRXaxLMm4oX7zSo3uvA6t5OFgMauKesT8sns4dlWNBPIlcDC14PQ%7EgzmfII9ORGNrsIjGHtsr1wkNDOfidf-JKA0pAfpeE9d-p-jnkSsvPvkNUuG1I8Km1mfIBeZOEiLsUYrCeE5D7NBtvsaHk%7EemwIW8U01cXD0faJTtg__&Key-Pair-Id=K6UGZS9ZTDSZM 12ebaeaf607b68b908d33c38525b8690 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh station 012 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck survey at Tenley Circle. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways Date A point or period of time associated with an event in the lifecycle of the resource September 25, 1957 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/257ef53a06368dbcae319a88da1b129d.jpg?Expires=1790208000&Signature=bgxPsJ2win5rjk0kSuELD69ugfNG4FRIPJjRu1rsr8%7Eh7DMlo9YsicWukoEVkdFNY07LQ647rQnhLIvq23YLh9E4xKgGoz-wnPktoNJ5BYkdAZP5BaZuXkJN%7E8Eajgd-3wpPmHbl0FMKfRW7wLEJuif3MTYc-ck7YR24Iwlc-bXxzbgqdp%7EhwIFbbLFUaO8AvT2vINFv0kA5NbeL24V2%7EVxgSdA-0ZpPmyojnVjFTgEf2LtZ%7EPfe-IelpFniGKBNKcLTEDaIp2sxeoWGBPJnYsHtS7WI8bsL4TLCJX5G9q-KD6sk6oFZumjijILfAfrdVwwxcAjmgJY303-veFZSxg__&Key-Pair-Id=K6UGZS9ZTDSZM 7320bec9a1ca85b239c202386e037799 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 013 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck survey at Tenley Circle weigh station. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways Date A point or period of time associated with an event in the lifecycle of the resource September 25, 1957 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/3b66377838a5e0f461cf22966e5cd684.jpg?Expires=1790208000&Signature=XcuKdFuV6rWjnQgjjK5LAJLixsr2bVxFixUfda8adobkfJ3J2l2h%7Eph4Kbd1C0pIwHhTZ8HlgtyrzO1zUFyx0jyna3PdinzWuM5lWofSk2i3La7DXAHGfMm0-napRzo5N7zABed3KluwcmZuKLQ-sxg-mRpnEx%7EpM%7EHHYXDJkhg9dHgf07Vk3qgOWZGc5Aw3or4jtmgILCexhADTVVuTNgH7fdyp0msDBbwGs6O10mv8f-PGD6emFnvpaDb26lF-xIbijUoKOWXY3uarZgYuEI%7EWcoRAc6uf4lqzqEeFz5uzQ0PembVpvxOpe2lWk6ZYBwzoQFPiwwQBOir%7EQt%7EElw__&Key-Pair-Id=K6UGZS9ZTDSZM 1159de0a487b727eb05b50b0f8c99000 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 014 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck survey at Tenley Circle. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways Date A point or period of time associated with an event in the lifecycle of the resource September 25, 1957 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/b07032127dd0591237cc088aaf1563b6.jpg?Expires=1790208000&Signature=UjPP%7EV9nrwJ2t4ZmCgGDM-ZVLJcWMX1tBUGpa9J4aVzQCL4UwyG08oYsrlCIqp1%7EznYpLHUpRLADT8FjWr1gZgqFBJAl8aaFLVsOYyymUXr%7EjyzmRFLayUGWII7QlSbyPHRqj4Tz1dwRu1AwibEbsiQ8gd5O2e2yV-PEFUd3bw2yf8MaLYdFUFdTBSE64XbGyyFyxsowMRdlsIFTqlN30cqAWOMIRatBVV4wdNoxsoRtBOUPJLqwW0g2Vw8gUoEjQ2y-84SXe6feC2Ue80eaaK7gNw-%7Ex0OWyxUfMojJPKRO9OUyE0gdq1IiPeVtMW4FHs%7Eh9knDsuFZod0yfuei6A__&Key-Pair-Id=K6UGZS9ZTDSZM 3c49656c6ee8b41afdfda34ed23ff47a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 015 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck at a weigh station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a2061c6f9075fb07b113789adf843d61.jpg?Expires=1790208000&Signature=Dc4x0pprpafZNwlWRNI496Rk2uSMlCJT-IfTCs3MRRu0bgbziZGI5ACSaNBGDE0NocaPUee3axkpGx7OvvZuymHM-LXC%7EXu0sUnyRaiqNb9d3i77yqD5NT%7ET7c7%7EByqyWFZCO%7EOnzeFu0%7E4N2M1AOCZpmOImJ8DzklAHGLMdAl1YrFs-2L-LN2i%7EIwLZ%7EpmrFzxrnFP6%7EqMtF1CVnmhxCUNTA81rYQfdGuDik0oVW8Y356eYJg-jrC-UTAPxuB%7ECzkVFcRX7zjHgP%7EYcjlU6NZJTzcHVI9oWeGY9mz8qoDQgx3P%7EBlS2exLM5g9URKsf9JuEFw699xc-NrN3EIYxnQ__&Key-Pair-Id=K6UGZS9ZTDSZM 102cfdd867b53fe26dd17bd54a65e56a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weight stations 016 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A truck being weighed at a station. Location unknown. Creator An entity primarily responsible for making the resource District Department of Transportation Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/c5aac184d0cb4c042e84acb537656f0c.jpg?Expires=1790208000&Signature=NvFaxR1t2h3HvoIXg1u8wQK1yQwnUlo3RQoxP0hIyIZ96PeFK0YJMu3tCEMi2W3XXcAwqki22u8rvov8dkzFAwK8FkYObLOOEfBau1pL7mCWuxSELnYJ9U3pLygbp-GoazXpE%7EzlMceLQHbPxakZLYxCtVf4JJpXnszpUGznYpuaRB7OECoOh8gGDxDwdoz6JuLCK3pSY0SCeNalLy%7Eurf5pLDIhwpRm871YXdMSw0YPk-WASs%7EKK1TsY%7EKlvywSTIt3ELb08CvI0KL1LpocbgA0wdeiiRyKaLGwxvJtW-MEXJADHhgD2MGoTwAhpFAnJRlGzeQVojjeA4y3nHq8EQ__&Key-Pair-Id=K6UGZS9ZTDSZM 29c4355e141b24eccbeab596dc25533c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh station 017 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck being weighed at 2300 Branch Avenue SE between 2 & 3 p.m. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways Date A point or period of time associated with an event in the lifecycle of the resource September 22, 1949 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/3fe7effd2c6eeb1ed879fc0fc060cc38.jpg?Expires=1790208000&Signature=FnWwsitd-W2MAK8CUMMSN1Te09y%7EgTf9Fg8ulz5pO3QGRoAziLnax4ymdN2M5lnVJdbCQFSJCIt9IkTkl3vMemdlmJss41oYLikjEFfJhTjsgUHrM-cXxI2LTO5BdZI4dptgjQ6T0qtoVB%7ErbqQYCYrs2pmbbkfSIymUI8vEK8G4Qhz%7EHllMJ5BwQDjJDkkhIWXn7m1BwY6HVfrOcuB3rygF6va2lOx037c8oHo333QPjfRfUpq23ptKYDpuT2iBolBhRMVqF-5bjqcFvpGMvkk0fcS%7EnEF7-FZAFptMC%7ERwNbaNyiW4AcnNHHqgzPisRNsy%7ETJAwSQruGe9XPzrgg__&Key-Pair-Id=K6UGZS9ZTDSZM a2261b878c0a2dd75c4e5d3f5342d94b Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations 018 Subject The topic of the resource Weigh stations Motor vehicle scales Trucks Description An account of the resource A photograph of a truck survey at Tenley Circle. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways Date A point or period of time associated with an event in the lifecycle of the resource September 25, 1957 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource DC Highways, Interstates, and Freeways Subject The topic of the resource Highways Freeways Interstate highways Description An account of the resource Photos of highways, freeways, and interstates in the District of Columbia. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Contributor An entity responsible for making contributions to the resource District Department of Transportation Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Weigh stations Subject The topic of the resource Motor vehicle scales Weight stations Motor vehicles Description An account of the resource Photographs of weigh stations from the 1950s and 60s. Creator An entity primarily responsible for making the resource District Department of Transportation District of Columbia. Department of Highways and Traffic. Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Motor Vehicle Scales Motor Vehicles Service Stations Trucks Weigh Stations https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/827fb88147720bc8e6a491563d46b38a.jpg?Expires=1790208000&Signature=MK2udxXIFWAXfbJKx6dgS8JTGhLGwG0QLeJlHf-HMr5vwhHW3AYpFa5Gqh27PjhF9g7BdojKxvDFd6C1H0HTVTgVlOF0UmNbNSuWzlhoZqZHEHGreP84UlLA0ClStg0C614rIeFmQCgeEL6aN3-7pmYbkpE%7EC5AdrHAzyDiO-3Fw3KlK68YPgowSZfdo9B%7ELrBOUrDTXbU5LBtkqDXzwzqicaWWX1iLVqyIUbCkCJc2jsoszrV5w0QndzBupabGOADNdvsdBxAV4vYISFFw32nFwH3K6-pg3Yr8nWFaNW8pylqyIrk%7EcgPlUesN71IcXak2Zk2Rq40DOLwp-vjeVEA__&Key-Pair-Id=K6UGZS9ZTDSZM 3bd3acd4c9c1efc38a7df48a5fad6d4a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 001 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Bridges Description An account of the resource A view of the pedestrian bridge over the Watts Branch tributary in northeast DC. This looks south along 58th Street. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 12, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/fd246ba16d6de011cf02d82436d2c00f.jpg?Expires=1790208000&Signature=Zn3iJmitW6OXHnZSExlFOppR8aUuCNTUPynsJ-1C%7EuYYO5Lo11lDgr%7EIO2Ap97l3vm0B0nzzW%7Ev2U65ywMbrmVd3QB4N0YfGzLF5RZYYcgyvP3YWMEq9YmHWXc2YGkuGNTjE8ZdnbefwaIG-hq0lX7myeimHIejjTB4IR1tm-3NpObgdU705a8IzLXmSKOHmRz1ptx80niFFuUr4RFZXqG0%7EEMAjmzoVt6eJjgY4xRcTMMXrBba%7E3DWr1PPxTm9e2UEK2q3KPMeUOa9RBJKu63V2AiFN1xzuM-Le0H3H1cY6kSVseytafQKIt86RJPxlDo26VdSMsQFlmbPHR4AQlg__&Key-Pair-Id=K6UGZS9ZTDSZM 9d7dd8515b32f631813a03d98abcc936 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 002 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Trees Description An account of the resource A view of the pedestrian bridge over the Watts Branch tributary in northeast DC. This looks west along the old bridge. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 12, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/76041c21a2bf08984af1ac35c626d166.jpg?Expires=1790208000&Signature=HL91MUJvGiiJ5Pcp8dc8fWJJ%7ErHysTJS9wcpsHCASYwJR8B-fnCBtyJghWA8szrSEF1ibzAlFHXmtvdWgDwjmqJ5AYhiOO1KlWBavqTbAgM0i-nYRAfZqVCINnv0ItuRkGAg3UEhiz25R-wegbywnExHEm1-FbKn6LjIRs97-vmFXjZH-iANsNCvMCme8arX5Bk6eNTcSs8QWjWuJxYANdxIWFRuDQsbrGvL2fS6zK8sdlCtm9gWfgYXF7sh6aHLcDxGzyZk234%7EA1xCJD3n9qcuzPqOgRuiesvmNRCZem6j5Cs6jTBrFbFtClnnG10fOkvDMWMkvQthvSFG6o5S7A__&Key-Pair-Id=K6UGZS9ZTDSZM 03f114cfa6643e2837250d64fa22d53a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 003 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Bridges Description An account of the resource A view of the pedestrian bridge over the Watts Branch tributary in northeast DC. This looks north along 58th Street. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource July 12, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/440a6f61c6641e7eb8b955de91f0e5aa.jpg?Expires=1790208000&Signature=cWjWqhhNx6k7DjaUzPYIoywTAaRk37wMj3-qpnGut5eJkUadnO1G0nCRA7M39YeIZtLu144TLcg9MhvFnklwMuVPOYa2XUO9zwjZZT2u1xH4SkWtrl76b9LB8FP7xWj3RW3BKNoxvbqJFfbGQMyTNrc33ijSYkkN0SJ-ym54K2l4zQYPctje4MgAuAmW1-uORxUxzdnl%7EeX21R68LsbBfzs2hUB3sIivfRGzaP6HSGqPVhJIFwYdcVBHtONmKQ6zesZRFV8DFjoSBCp950o1wMUC0dloRBBljjpsdxzg9IWbMkK9SAMjWbQqmViIA4uRftk4WzVKo2eUQK%7EFKYAUoA__&Key-Pair-Id=K6UGZS9ZTDSZM 163bb9163bbbc31a2e4b4d022d56f816 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 004 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Bridges Description An account of the resource A view of the pedestrian bridge over the Watts Branch tributary in northeast DC. This is a general look at the site for the proposed pedestrian overpass at 57th Street. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 12, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/0db103dba1bcf92325b72a595c417800.jpg?Expires=1790208000&Signature=QKTYN2C1aWwyDYkp9fOO%7E4iMga5WFfEnF-NJtsn0z0jLwfEReYlY2i9RWU2PWBF0w8di6RTPNw2wGL-Rhdv3yrRD0Y5uczyrbGmpywcONUznv95rCZ49O6GAuExpNykEmOz-vCMl6T-8zZaSn9vpDd3uxfnGTiNN9m59Cd0hwdgSd4FH0pPLqe1rUj1p6KnPzcqbpmwdS1ac40rRx94KRMCfJCTInRoKt7BB%7EMDSo%7EUOpa1%7E0ZpLMcc6voZof99PwnR9ctjzNB4qUZldvbdlCbOU2Ezbxb6eSU721Ab0zjhXnMAHwWGNJl2bn3%7ECtuJhET-cc7TQnN-9WyjTW0KWZA__&Key-Pair-Id=K6UGZS9ZTDSZM 30d0f9e8d2b386433110ec0cf4828497 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 005 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Bridges Description An account of the resource A view of the bridge over the Watts Branch tributary in northeast DC. This is a look at the north abutment and the wing wall. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 13, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/6d8c2a70a06963ee0eb76ae547bd3931.jpg?Expires=1790208000&Signature=D0dPROjl%7ERVbWMicxI9QaT8DVlyAaTBiSkFVSNxtKshS9MZ5xzghe78XY-9NOCYoKa1aP7Ep0PCabAOy1fgWT8JSkjaTW8MiMb2HYWHPoPlQMZ%7E7O%7ELny4-m6TQqrT0u5S%7EQBLlwmbG3x4kUE-3xe4jliE%7EaeXX-853fhDTn0ogOGx-h-pYAYSfhdmni0YxH0go3KDjwVep-b-oTKGUbu72IEe94obMpNqEJDsLpFpnXCo47htrb0fE6sfBRPu28v1c3mGUWactpNjxPhU2x-GsWh0VViexVkQ6fjFcyyKteVpAoeoL%7EruWK41mXHjY%7EEGXqDTC%7EBdPCLS9e%7EiXp%7EA__&Key-Pair-Id=K6UGZS9ZTDSZM 5f265cfc2c389949ce2316e003cdf88d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 006 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Trees Description An account of the resource This is the channel relocation looking southeast from station 6+89.36. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 13, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/15d0c2b59953f68c803f5af588f3d29b.jpg?Expires=1790208000&Signature=JGcqhbyvS2PNrosQ9ucxaiK6hQTWgqXDUli4JLPkqE5haUGjPmUm42zbK-fvTgDAncN0lkfWsVuFGA02wiHgMUSj3YWopJII8Bz8m5FP3JHkhzl-e0I6gJLyO34IUgJVKTI8pgkN3rVTIxYUJOd-A%7ENg8iyQrZ3z9Q8LIKL7vi5yWCEHFQ5KmRgWo119gtcm61qa3P35vExhwRmziS7pl5twQybsCPp6SnrObswz-c9ejr3DJkga9paKGOQxvqNggaefEVZIF%7EJy8ur9m%7Eb4kDHHlm0uYJxlJpAOMetyZdpkKqyUs0bdJnfJqtYqfkvYfNJzh5oEJjEYwcZj8iCAOA__&Key-Pair-Id=K6UGZS9ZTDSZM 85a71d8cc35c7abcf20575a2a0f62199 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 007 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Construction workers Bridges Description An account of the resource A view of the construction of the bridge over the Watts Branch tributary in northeast DC. This photograph looks east at the south structure, showing workers on site. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 13, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/fc77d2e076c452e763940c0c8fb0127e.jpg?Expires=1790208000&Signature=mjL0bMfDWQ6-OOKnhPPW8G0xr5szdO1zoqmfe-r0xKKyVNQ-rqsOvUvslEhWYbdywgPoeaw4HkZXbRlnynl%7ESexqHcE4qku6Ifkg38nI-1MVHgujmAO-z9MM177RlKG4nRrZqYZF7ettUsH46rJZClLWmCU1F1BxLhdITm4yCKNkTEGsWBWOLcM3u4bJ1fUqevEZLTjcW-VOUxdo9hRvDfuFrSoGXMH5qjAWfzuEEbKWqR-xUvK4GMhLxfmkuJZ5H4ge8LRntuGA4phWy16ZDgGKyibkEnk9R1YlhrtdQfM7JPFGSyeqJvfhpXKJrm1b6JVIKvATr4pvZKMn8Q%7EzWw__&Key-Pair-Id=K6UGZS9ZTDSZM 428126e8585bd02e8e5110b097e79d96 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 008 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Construction workers Bridges Description An account of the resource A general view of the south structure construction, looking west. Workers are visible on the site. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource October 123, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/13f58e9055a2d081857c10fde4022023.jpg?Expires=1790208000&Signature=Qm%7ERHZFSwYdOtM2H01z1QhXaeOWYzJTuEX9h2T7T83ZmqcemBGXS5FBo%7E1ZGHX8oms-KNnQlR0NVCctUY24Yy3Q9BVNOfH0m4m4d8y%7Es7a7E3mqh%7ERfz2twKSFbJFgM8p4Aq3Aw0mAM4my%7E7VguPO5ExcLh6DswcBSJO%7EDzSjE6JEfIirC8tCJdWclMwlru14OECTUyRpsCyWo9aMvV6qF70Mf5nEsRuy5tAXQRaY00sWDGuhAXkXdLzfKg3daxe%7Eid5Wl-PCSfrJ4yvU2wFrQ8szcVvsMAIZPL2oODt0pVpZnwaHnnFaoKrKpFUPUE7jnCZf2y9EvxN5z-fimVMfQ__&Key-Pair-Id=K6UGZS9ZTDSZM f891e84bd7ea3739aeecd9a007864b9a Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 009 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Trees Bridges Description An account of the resource A view looking north along 58th Street. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource November 14, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 010 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Snow Housing Bridges Description An account of the resource A general view looking southwest at a snow covered construction site. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource December 19, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 011 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Snow Housing Residential streets Bridges Description An account of the resource A general view looking southeast at a snow covered construction site with housing in the background. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource December 19, 1960 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 012 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Housing Residential streets Bridges Description An account of the resource A view of the relocation of PEPCO poles, looking north from station 13+60 with housing and cars in the background. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 3, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 013 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Snow Construction workers Housing Residential streets Bridges Description An account of the resource A general view of construction workers on the site, looking south. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 3, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 014 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Construction workers Housing Residential streets Bridges Description An account of the resource A westward view of construction workers on the site, with housing in the background. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource January 3, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 015 Subject The topic of the resource Watts Branch Tributary Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Construction workers Housing Residential streets Bridges Description An account of the resource A view of construction workers inspecting the deck reinforcing. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource March 1, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 016 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Construction workers Housing Residential streets Bridges Description An account of the resource A view of construction workers pouring the side-walk on the west side of the site. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource April 3, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 017 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Trees Bridges Description An account of the resource A general view of the site, looking northwest. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 2, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 018 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Construction workers Housing Residential streets Bridges Description An account of the resource A view of workers on the nearly complete bridge, looking southwest. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 2, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 019 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Housing Residential streets Bridges Description An account of the resource A view of the overflow condition from 57th Place eroding the embankment from light rain fall. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 2, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 020 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Bridges Description An account of the resource A view of workers at the southeast windwall. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource May 19, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 021 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Bridges Description An account of the resource A view of the site, looking northward. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 5, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 022 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Bridges Description An account of the resource A view of the nearly completed bridge, looking west. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 5, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 023 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Housing Residential streets Bridges Description An account of the resource A general view of the area, looking south. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 29, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. 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Title A name given to the resource Watts Branch Tributary Bridge 024 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Bridges Description An account of the resource A view of the completed bridge, looking west. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 20, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/3b7e76042357cb3fe8bf2b17f80b58fe.jpg?Expires=1790208000&Signature=f5sAdVLMPXYf3Ntn77w0eefI-LUlxCFT5gvbji9UZZ%7Es7nNrngvqckxCcra8VHUakOXbkh%7EKgjrqzR69CrBGI0XiXiGaNYtXmtZMY0f0IlBt6N-UJn2VsmvLHRpxzhtCBzONphWbqaD1xPCQLZGs6YXGsoyI-mMK2kA7quQi4cGIdIwnXVPNyAb2gpmpsvq%7E2SVNbuhAILQq5UnZsxTPS6AoEfA8ir59eFxw22rXv6vRa4hpXdbbwS24NzJfq5tInBA71AArU3gdy1vRQUqvqY4-XviWSOjgJT4JXDFolkUgizg93Lo%7E2lTpoGgTw5204YjewcWhQuEiR4VU-BMJkw__&Key-Pair-Id=K6UGZS9ZTDSZM d052ed28649e68c84904735a96c26506 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 025 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Pedestrians Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Bridges Description An account of the resource A view of pedestrians on the bridge. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource June 29, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/f461c38c9dcaa7277fb008eed6c8e897.jpg?Expires=1790208000&Signature=MeLsirPD2vGQ27nO8s-yCWgSsIEtEsNpBZehWQl5VMHHrA30XJnu0WAJ5ncc3ipGdn15ZLb4OR%7Etj6XdbPjrpNk7%7Ed-nIegEgQb-iwB4Aa91aalrq0X2WL6c5XK94zxT3Ycd4MNoHs9oYyuWImQcP4E5-Bi1pJ5jdLU3nQ9vLz1K3HF2iabetbTUsZFll3YLekK27gqzgvsZjO-LlYncWGioMg92x41ebkJemH5y8lBIhuwmatCheCJVBn1WCIVjAcdrW0CwsMUtSCOWdzm3ZJmrwqVmlcyArrESOmpTgN7Rw0hUoADRKTnu0BJ52WjXs-naOoadkVLNTWM-zarhKw__&Key-Pair-Id=K6UGZS9ZTDSZM b3264245eb2f4306fdc31eaa85e79818 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 026 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Housing Residential streets Description An account of the resource A view looking north along 57th Street. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 2, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/ebdbb7cb794588188861568f27e7361d.jpg?Expires=1790208000&Signature=jUqGFv3pNzaIrqi6%7EQril9svbSGAE7FPxASkuqCJP0l-S6KMPSJ7cZdL7TxPklDfFgSIiIl5QgS6I%7Ett%7ENC4ObnLMQd7g6TPWGdXhzAO7HveF-DOI1QoViRvq7aD%7Eim9mI7z4XRGHHbgouKB45K57Eqt%7EfeskbbmdY7ksQtChFSmP6IBSxd-cBUstVHqIRVBwHPRnhr-aA1ws1H84W2N-APbT5r4xwGhIDIEM7Vr%7EoxVhSfaqyC-Xy9SY%7E3TrdRVRFDnCyBf8Fz5lPTrSI4abib1W6iY3ZB1Gr585S7NbmfiD%7EMjNJEvmIda%7E74vthIsdazGWlLZhZZnrArWNFZ0Eg__&Key-Pair-Id=K6UGZS9ZTDSZM 0e00e8fdd94c9fcf6e13df330ee04a1f Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 027 Subject The topic of the resource Watts Branch Tributary Tributaries Pedestrian bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Description An account of the resource A view of the pedestrian bridge, looking east. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource August 2, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/a19c6b9026c2ee9d96b3636b5fa88625.jpg?Expires=1790208000&Signature=bHHNJkjiOPgOcUbqOJAVPRd9Tkp0TlqM8QeB7GzbDxgcqattoOoYfCZybFpRo15sd4wbHspawTjwNMjY5kQJfVa6MtB4C7czg8-KEOyAXosltHhXLYdigxgDdQ8HZOHJm%7E0oVBBIbcGv40P71JmGb24HWpsso8izuVtlStVjrpmxl%7EsDWnw7GWbmeWZenWnEr2Q05YY2tdvE-q0w2%7Ek5x4L2MaCfvHrVYw4ZMKWTEW9DzUtS3qQ1133qYXJmvNGYuOITMGfcKcoTQj8sBNj-mzkrdZMUJBRjzeLXZMFWeG%7E%7EuWXxjSiyK7VwLVgfwgHc-jT8Kaq7hQvkCicIWxKZPg__&Key-Pair-Id=K6UGZS9ZTDSZM ffa35b2d8467758d7fd2d003ea495026 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 028 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Bridges Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Housing Residential streets Description An account of the resource A general view of the area, looking south. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/20ceac3fc9a636eb37c403aa2b0df39c.jpg?Expires=1790208000&Signature=maz%7E1xyzb415ceh3CPt8gD4CT6UThlFTEuYl2wCUkuNHcSt3bfibZYGrD3zVnKr7VHaGgChypfHmGp1RMgbAG3Spy9k-gkln-MM4lIOJRZA7iFdaz3RhU4uOOZH9%7E4xovwuVA1cHlBZFBPkW2CvvGi3mmoPzpIVhlMahwarzAwMrG0aaflfjqbwDSACxW48yOF0o91yvQwYwTTvzhjQCA0vP1HA6wJSewkHWE762SVy%7EjPdFukXLrHvrOnYu33o2RIwS4DXqmsL-AUUSedZZVRQNsXGODsEq-1aF2iI7ppZaz3deN265YHXNUJ5OJEUhBBfyB%7ELMuNHB5kw7zIRSJA__&Key-Pair-Id=K6UGZS9ZTDSZM cc51e2cd7bb3ad3c7a6579955105f56c Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 029 Subject The topic of the resource Watts Branch Tributary Tributaries Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Housing Residential streets Pedestrian bridges Description An account of the resource A view of the pedestrian overpass, looking north along 57th Street. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain https://d1y502jg6fpugt.cloudfront.net/13460/archive/files/bab1788ab50d16c224894d594540ef5d.jpg?Expires=1790208000&Signature=ryzFYP82tB4PFX3zTUgJwzBzxtMxnGDO%7EhYgMZVVsF7gq4yfzKCLO8AaxIa4J4N0ybR355puFcbpY-oTZq60YojfJAXmva6kEcFDXnGJBARM2Gt-WMYivSJxPpKgi8sVvKu7rfnOWHbO8u5hkvVZ%7E7EVnGk4V2d83TJps07sHV4PegHx1fFRhh16tAIq5GOG-7F5l48vsvR7n3JMVQjurbUTJg9omM1kjtaeXQVazW4sSNAx2Mx8uWvMOrvq-y28cImlgp%7EqU4uk6tPJcWq%7EFoTXrBlQGZ8xpqHpIAHaCZlztqADSBCR69peOTeoOOB4A5J4rkGnqj9OEFQa2oytCQ__&Key-Pair-Id=K6UGZS9ZTDSZM 2873ad4555654f5c3b9a01e8b12c38fd Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge 030 Subject The topic of the resource Watts Branch Tributary Pedestrian bridges Tributaries Fifty-Eighth Street (Washington, D.C.) Fifty-Seventh Street (Washington, D.C.) Construction projects Description An account of the resource A view of the pedestrian overpass, looking west. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource September 1, 1961 Contributor An entity responsible for making contributions to the resource WM. E. Delaine, resident engineer James McHugh Construction Co. Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Rights Information about rights held in and over the resource Public domain Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Construction Projects Subject The topic of the resource Construction projects Road construction workers Road construction Description An account of the resource Construction heavy photographs that don't otherwise fit in DC Streetscapes or DC Bridges. Creator An entity primarily responsible for making the resource District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource Various Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Contributor An entity responsible for making contributions to the resource District Department of Transportation Still Image A static visual representation. Examples of still images are: paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type "text" to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Watts Branch Tributary Bridge Construction Subject The topic of the resource Fifty-Eighth Street (Washington, D.C.) Watts Branch Tributary Tributaries Rivers Bridges Pedestrian bridges Fifty-Seventh Street (Washington, D.C.) Description An account of the resource Photographs of the construction of the 58th Street bridge and 57th Street bridge pedestrian bridge over the Watts Branch tributary. Creator An entity primarily responsible for making the resource Stewart Brothers Photography District of Columbia. Department of Highways District Department of Transportation Date A point or period of time associated with an event in the lifecycle of the resource 1960-1961 Format The file format, physical medium, or dimensions of the resource Photographs Language A language of the resource English Type The nature or genre of the resource Prints Bridges Construction Projects Construction Workers Snow