davidaulloa/AmericanStories huggingface dataset:
Kodiak mirror., 1959-11-21
THANKSGIVING DINNER FOR BAPTIST MISSION

The Elks Lodge No. 1772 will be hosts to the Kodiak Baptist Mission staff and children, when they serve up Thanksgiving din- ner Thursday, complete with all the trimmings.
 A program will follow, which will include cartoon movies.
Kodiak mirror., 1959-11-21
Turkey Shoot

The Kodiak Outdoorsmen's tur- key shoot to be run off next Sun. day offers niInrods a chance to win a turkey for Thanksgiving The shoot starts at 10 am.
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12
IS PASSENGER STATIONS
PROPOSED FOR TWO LINES

The report proposes Is specific locations for pas
Senger stations along the two rapid rail transit lines
most of them in subways. No effort made to give
exact locations for stations in the nonsubway portions
which would occupy the center strips of freeways.
Following are the listed station locations
Bethesda-Anacosta Line subway begins at Tenley
Circle)-Wisconsin avenue just north of Van Ness
street NV, Wisconsin avenue between Woodley road
and Massachusetts, avenue Massachusetts, avenue be-
tween California and streets Nineteenth street Just
south of Dupont Circle, Nineteenth street between
I and K streets, street NV. between Seventeenth
and Eighteenth streets, main terminal at Twelfth and
streets NV, street between Fourth and Fifth
streets NV station beneath the Union Station Plaza
Second and East Capitol Streets Fourth street between
K and M streets Sc final terminal beyond the Ana
costa River near the Suitland parkway between
Nichols and Firth Sterling avenues Sc.
Wheaton Alexandria Line Subway starts near
Georgia and New Hampshire avenues N.W)-Thir-
tenth street NV between Irving street and Columbia
road. Twelfth street between Rhode Island avenue
and street, Twelfth street and Massachusetts,
nue. main terminal at Twelfth and streets NV,
Twelfth street Just north of Constitution avenue,
Twelfth street Just south of independence avenue SW
the Pentagon in Virginia, Jefferson Davis highway
near the Washington National Airport Jefferson Davis
highway Just north of Old Glebe road Jefferson Davis
highway just south of Monroe street in Alexandria
point near King street and the Richmond FrederickS-
burg & Potomac Railroad, point Just northwest of
the Jefferson Manor development and the first ter
mlnal south OF Hunting Creek and Jefferson Manor.
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12

that the express buses would
operate in the median strips
of the Wisconsin avenue and
North Central freeways until
such time as rail transit facili-
ties proposed on those two lines
are built. BY 1880. however,
the approved plan calls for ex-
press buses to be of the two
rail line expreSswayS, and func-
tioning only on eight permanent
freeway routes. OF these, two
originate in Virginia, one in
Montgomery County and flve
in Prince Georges.
Since most radial freeways
end at the inner loop freeway
network surrounding Central
Washington. the express buses
would leave their freeways at
the loop and proceed to desti-
nations in the center Of town
via local streets.
Speeds on the freeways, ex.
perts said, should average 80
miles an hour, and those on
downtown surface streets, 8
miles an hour. Thus, a rip in
volving 4 miles of operation
on a freeway and / mile
downtown would be made at
per hour, the report estimates.
an overall speed" of % miles
In order to avoid congestion
at the freeway bus stations,
only every second oc third bus
would stop at any given sta
ton. This kind of operation,
called "skip-stop," has proved
highly successful in other cities
both to speed trips and to hold
down overcrowding.
Express bus fares would be
set on the same system as
rail-20 cents for a first zone
and 5 cents for each additional.
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12
Express Buses

Express buses, along with raj
transit, make up the two brand
new forms of transportation
recommended for Washington
The express buses, with Their
terminals and stations, would
be publicly owned. presumably
by the same transit agency
which owned the rail facilities
However, local bus companies
such as D. c. Transit and the
several existing suburban Arms,
would continue to operate I'M
der private ownership, accord
ing to the transit report.
The key factor about the ex-
press buses is that they would
operate for most of their runs
in the lanes of freeways, pull
ing of the roadways at inter-
walls of about a mile to stop at
their own stations.
Two exceptions to this are
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12
Question Undecided

The report itself made no
firm recommendation on where
the money should come from,
but left this question up to
whatever permanent regional
agency is formed to handle the
transportation problem.
The 329-mile freeway sys-
tenn itself, meanwhile, was re-
commended - with one ex-
ception - in the same form in
which 1t was made public six
months ago by the study group.
The exception is the addi-
ton of the so-called "Wiscon-
sin avenue corridor" freeway
from Tenley circle to the inner
loop in downtown Washington.
This highly controversial
route was added by the study
steering committee as a policy
decision, although it was not
recommended as necessary by
DeLeuw, Gather & Co., the en-
cheering consultant which
was responsible for determine
ing the need for the various
facilities.
The DeLeuw, Gather report
said that a Wisconsin avenue
freeway should be built be-
tween Pooks Hill and Tenley
Circle, but that the Glover
Archbold parkway, the inter-
mediate loop freeway and 9TH
er routes would be capable of
handling traffic from that
point without a further free
way link to the downtown sec
tor. In fact, the report showed
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12

ficials contend that the report
is over-optimistic about the
prospects Of financing such q
vast highway system. The rea-
son, these officials say, is that
the report UNDERSTANDS the
seriousness Of a problem that
the District, Maryland and Vir-
ginia are having even to match
the limited amount Of Federal
highway aid money now avail
able. District officials, for ex-
ample, say they will begin to
run out of money" for any
construction in 1862 unless new
sources are found to supple
ment their ordinary highway
funds.
The report. however, pre-
sumes that such funds will be
found exclusive of the deficit
in highway money it cites.
Here the reports main COM
mentS on financing the various
elements of the $2.4 billion
program:
HIGHWAYS-Of the 81 g. bill
lion cost of the proposed free
way system, the report assumes
that area highway officials will
spend $l.3 billion from their
own resources. This leaves a
deficit Of $500 million, all of
which the report said should be
spent by 1865.
1t proposes that the imme-
date source of this $500 million
deficit be a bond issue which,
at 4 per cent interest for a pc.
Rod Of 80 years, would require
annual payments of about SGT
million. This $27 million is the
highway portion Of the $43 mil.
lion total annual deficit.
DOWNTOWN PARKING
The downtown parking facili.
ties would cost $119 million.
The survey assumes that all Of
this amount would be paid by
rNrking fees. The report esti-
mates that an average Of 81 per
all-day parking space would be
required to finance the spaces
needed-and this average in.
cludes a number of street park.
ing spaces which now are free.
TRANSIT-The total cost of
all express transit facilities and
equipment is 564 million. This
could be financed, the report
said, through bond issues at an
average cost Of $31.3 million a
year.
Against this annual cost, net
operating revenues from the
transit system, after expenses,
would bring in 1871 million.
This means there would be a
1852 million deficit, needed to
amortize the bonds.
AS large as these deficits are,
the report said they should be
considered against the back
ground of the vastly increased
capacity of the Washington
area to pay more by 1880. BY
that year, for example, taxabls
real estate in the area will have
increased by $12.5 billion, and
personal incomes will have
gone up nearly $40 billion, the
report said.
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12
$110 Million
To Be SOUGHT
For Parking

About $119 million should be
spent between now and 1880 to
provide 48,500 new parking
spaces in downtown Washing
ton, according to the trans
portation survey report.
Not all of these spaces will
be a net gain over the number
which exist now, however, the
report stressed.
In 1855, for example, there
were $4,000 spaces downtown,
and the number expected to be
needed in 1880 is about lis, 900.
BY 1880, however, some $4,000
of the $4,000 existing spaces
are expected to disappear
through % highway construc-
ton. CD 'land use changes"
and CD anticipated tighter re-
strictions on curb parking. So
$4,000 would be needed to make
up the difference to get the
$4,000.
OF the 48,50O, the need is for
81, 900 long time parking spaces
and 26,600 short-term spaces,
the report said. 1t estimated
that $97 million will be needed
to build parking structures
mostly four levels high, and
that $22 million will be needed
to buy the IS acres of prime
downtown land needed for the
parking areas.
OF the 10000 existing spaces,
$500 were off-street and &c.
500 were at the curb. About
$4,000 of the spaces permitted
all-day parking.
In addition to the downtown
area, the report said, the WASH
ington area should figure on
another 1855 million being
spent to provide parking for the
express bus and rapid rail
transit facilities it proposed.
At huge terminal parking areas
near the ends of the transit
lines, for example, the report
said 10000 spaces are needed.
They would cost $20.8 million.
At intermediate stations along
the transit routes, 1900 spaces
were proposed at a cost of
$16.8 million. The cost of these
transit spaces would be paid
for by parking fees.
The estimated total 1880 park
ing bill. therefore, was listed
at $155.6 million-a staggering
amount even if users are ex-
pected by the report to pay the
entire freight.
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12
Combined System Of Roads, Rai|-Bus Transit Urged
New System Requires
SAB Million Yearly

The Washington area will
need to find about $43 million
a year - entirely apart from
operating revenues and normal
highway resources-to finance
the recommended $2.4 billion
rapid transit-freeway system.
To raise this money, the sur
vey report proposed a combina-
ton Of two sources:
/. Some form Of regional
taxes or charges.
2. Contributions by the Fed
eral Government.
An example Of regional taxes
is an area-wide gasoline tax
which could be imposed only in
the National Capital area on
top Of Federal and State taxes
for the exclusive benefit of this
region. Presumably it could be
collected either by a regional
agency, If one is formed, or
independently by each political
Jurisdiction.
A 2-cents-a-gallon regional
gas tax, the report said, would
produce SIS million a year for
the area in 1880. A special an
nual motor vehicle license tax
Of $40 a car would produce
about $40 million. A ascent
charge on all day parking
downtown would bring in about
IS million a year. A 1/l0th Of
/ per cent tax on the full
value of taxable real estate
would produce $2l million, and
a l/l0th of l per cent tax on
area payrolls would come up
with $l1 million annually.
No Specific Recommendation
In citing these estimates,
the report did not fatty rec
ommend that a certain COM
bination be used. But it listed
them as possibilities to raise
the SAB million which it said
is needed to supplement other
revenues in order to amortize
the system.
Organizationally, the report
said, a new interstate agency
is absolutely essential and it
proposed that the Federal
Government should take two
immediate steps to get things
rolling. The steps are:
/. Make initial Federal
grants to a Federal corpora
ton for the planning and de-
sign OF the recommended rail-
system, and be prepared to
provide funds for the early
stages of rail transit construc-
ton"
2. Undertake study and &C
ton on additional highway
financing which will provide
the necessary funds" to make
up the gap in the freeway
field.
The fiscal analysis said the
$43 million is composed of $27
million worth of extra high
way money needed each year
and SIG million to supplement
net operating revenues to pay
for the rapid transit system.
Over Optimism Seen
Large as the reports deficits
are, however, area highway Of
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12
Freewoys

Area highway departments
were urged by the report to buy
rightS-of-way so wide that a
space "a feet wide can be left
in the middle Of its = Uure
freeways.
This recommendation is one
Of the most important - and
most drastic - to come out of
the entire three-year study, for
a great number Of the conclu-
sionS Of the report are predi-
Gated on the existence of such
wide median strips in the free
ways.
1t is in these median strips,
for example, that the two rail
transit lines to Wheaton and
Bethesda would be built by
1880. In addition, the report as
sumes that traffic congestion will
continue to intensity after 1880
to the point that eventually ex-'
press buses should be moved
into the center lanes of most of
the freeways.
The big question, of course,
is where the money would come
from to buy the extra median
strips.
Some officials who conducted
the Washington area study said
they hoped the Bureau of Pub
lie Roads would agree to permit
some Federal highway aid
funds to be used for this pur-
pose. In the past, however, a
number Of highway user groups,
whose taxes provide the Federal
aid, have objected to any high
way funds be used to assist
transit.
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12
3 Big Alternatives
To Plan Ruled Out

No one ever heard of a free
way 80 lanes wide. But up to
that number of lanes would be
needed in some traffic cor
ridorS if Washington tried to
handle its 1880 traffic volumes
entirely with freeways.
This graphic warning Of the
huge traffic volumes antici-
pated in 1880 was cited by the
survey report as a means Of
explaining why it recon-
mended subways and express
buses along with freewayS to
handle the load.
The survey officials stressed
that they didn't start with
the freeway -bus-subway plan.
They ended with it - after
ruling out several other alter
natives.
The idea of examining a
number of alternative schemes
was decided upon, at least
partly, as a strategic measure,
in order to be able to answer
any pet theories" which might
be advanced later. Even so,
however. there was consider
able disagreement among the
experts themselves particu-
larly as regard buses versus rail
trains-before the final system
was agreed upon.
Here are the three main
alternatives that were studied.
and why each was washed out:
AUTO-DOMINANT mo ex-
press transit of any kind; let
freeways do the whole job
This plan was eliminated for
two main reasons:
/. The traffic volume re-
quired more lanes of roads
than could be built in the avail
able space. In some areas, free
ways IL to 10 lanes wide would
be needed-more than four
times as wide as the Shirley
highway. Freeways this large
built, would be "functionally in
operable." OF the biggest free
ways in the country today, few
are more than eight lanes wide.
Here are some Of the specific
numbers of freeway lanes
which the report says would be
needed in certain areas If the
entire traffic demand were met
by the highways:
Southwest freeway, IL and IA
lanes; North FLORIDA avenue)
leg of the inner loop, 10, IL and
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12

Hampshire avenue, the rail line
would dip into a subway.
The exact point Of the sub
way portal will depend upon the
freeway location. In contrast.
to these general highway loca-
tons, the subway lines them
selves are defined with precision.
From New Hampshire avenue
the subway would move south
under Thirteenth street, jog
eastward to Twelfth and follow
Twelfth through the central
terminal to the Southwest wa
terfront. 1t would underpass
Washington Channel in a tun-
mel. come to grade in East Po-
tomac Park. cross the Potomac
River on a bridge and remain at
grade for the rest Of its route.
1t would have stops at the Pen
tagon and Washington National
Airport before terminating
south of Hunting Greek near
Alexandria.
The total length Of this line
Is 20 miles. It would have 20
stations, about a mile apart.
BETHESDA ANACOSTIA
LINE-This route, starting at
Pooks Hill in Bethesda, would
use the center strip Of the pro-
posed Wisconsin avenue free
way as far as Tenley Circle in
the District. There it would be-
come a subway beneath Wis
consin avenue to Massachusetts,.
It would remain beneath Mas
sachusetts until turning right
under Nineteenth street NV,
near Dupont Circle. 1t would
follow Nineteenth to E street
NV, and proceed eastward
under E street to the Union
Station. Moving south under
Second and Fourth streets Sc,
it would pass under the Naval
Gun Factory and the Anacostia
River in a tunnel and end in a
terminal on the far side.
This 13.7-mile route would,
have Is terminals, spaced about
90 miles apart.
The subway construction
would be by a method called
"cut and cover" With this
method street traffic would be
interrupted only temporarily"
the report said, "since the
street would be restored for use
by decking over the excavation
after the initial stage had been
completed"
The report said all other
forms of rapid transit were
studied, but it gave little detail
as to why the others were
rejected. In respect to mono
rail, for example. it simply said:
"a monorail system requires
substantial structures which
would not be acceptable in the
public streets of most parts of
the metropolitan area, whether
built along the curb line or in
the center Of the street."
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12

IA lanes; East (Third street
NV. leg of the inner loop, 10
lanes; Wheaton Washington
freeway. IL and IA lanes;
Northeast (Route to Baltimore)
freeway, 8. 10 and IL lanes.
2. The load on downtown
Washington would be intoler-
able. Part of the load would
come simply from too many
cars. VEN ent literally
would slow to a walk. In addi-
ton, more than 100 acres of
prime downtown land now in
other uses would have to be
turned over to parking, to han
die the vast increase in auto
mobiles.
ALL-BUS mo rail transit,
just express buses and auto
freeways)-ThiS plan had the
merit of being the cheapest
studied, $2.1 billion instead of
$2.4 billion. The idea was to
run express buses on 10 radial
freewayS between the suburbs
and downtown Washington.
This also was ruled out for
two reasons:
l. A contention that down.
town streets would be so
crowded that congestion from
the increased number of
buses would be impossible.
2. A contention that it
would be impossible to get
enough space on the freeways
for all the buses. On some
routes for example, the report
said this system would require
from 375 to $50 buses on each
freeway during the peak hour
of travel"
ALL RAIL supplement
freeways with rail subway
lines instead of express buses
in all directions from town
The plan studied included a
77-mile-long, mineral line
system. 1t would have cost
1915 million-almoSt twice as
much as the express transit
system finally recommended.
This plan was rejected be-
cause there was not enough
traffic demand on most of the
routes to justify the high costs.
The main reason, the report
said. is that Washington, un-
like most big metro areas, has
its population Scattered equal
ly around the perimeter. This
holds down the tremendous
concentrations which build up
in the suburbs when cities are
strung out in a line.
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12


amount of traffic could be
routed from the Wheaton area
to Wisconsin avenue because
basic traffic in the Wisconsin
corridor was not excessive.
District Split
The District Commissioners
have split on the necessity for
a downtown freeway in the
Wisconsin corridor but, at the
moment, are still on record
against it as a board.
Four officials of the National
Capital Regional Planning
Council representing each
part of the area-filed specific
minority reports in opposition
to the last-minute inclusion Of
the Wisconsin avenue freeway
connection.
District Engineer Commits
sioner A. C. yelling and Wash
ington resident John A. Remon
filed identical comments say
ing that a balanced system"
was proposed by De Leuw-
Gather and that the additional
freeway was mot justified"
M. L. Reese, manager of
Montgomery County, said he
voted against the inclusion be-
cause Il did not consider that
adequate study and evaluation
had been given"
William H. Moss of Fairfax
County said he voted against
the freeway because II have
reservations about including it. l"
Survey officials emphasized
that the freeways reflect the
needs of traffic, even though
in some instances the routes
had not been previously pro-
posed by highway officials.
In the District, where most
of the new freeway construction
would be concentrated, highway
officials say they are not in a
position to comment on the
prospects of following the plan
until two things happen. The
first is a complete restudy of
the Federal highway aid sys-
tenn, which will determine
routes on which they expect to
apply for Federal aid. The Sec
ond is some more definite word
on the availability of highway
funds.
OF the 329 miles of freeways
proposed, only 81 miles now ex-
list. The cost of the new roads
is $1.8 billion.
Although the District would
reap less direct benefit than
the suburbs from the new roads,
the report said, almost half of
the freeway cost would fall in
the District. The Districts
share of the cost would be 1912
million, while Maryland's would
be $434 million and Virginia's,
$497 million.
The report strongly urged
that as many of the freeways
as possible be built by 1865, so
that they also can provide IA
cilities for the express bus and
rail transit systems.
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12
Rapid Transit Plans
Are Dramatic Feature

Following are highlights of the rail transit, ex
press bus and freeway proposals-the three parts Of
the 1880 transportation system:
Evening star. [volume] (Washington, D.C.) 1854-1972, 1959-07-12

miles an HOur. 1ney WOulQ BeJ
a suburbanite to work down.
town at an average speed of
81 miles an hour, including
travel in the crowded central
business area.
Passengers would board the
trains either at large terminals
at the end Of the lines or at
intermediate stations, spaced
roughly a mile apart along the
way. There would be adequate
parking at both places.
The trains themselves would
be three-unit cars, varying the
length Of the trains between
$50 and $50 feet. The cars
might have rubber-tire d
wheels, as do the latest sub
way trains in Paris. Or they
might adopt the Stockholm
method - a new ultra-quiet
type vehicles with steel wheels.
One of the great advantages
Of the trains, Of course, is that
they would carry so many
more people than can auto
roadways. An example: Ex-
perts figure the proposed two
track transit bridge over the
Potomac near Fourteenth
street could carry as many
people as IS ordinary auto
bridge lanes-three bridges as
wide as Arlington Memorial
Bridge.