## THE 1950 PLAN

The unanticipated growth of Federal employment and the Region's population during the depression years and World War II soon offered conclusive proof that the task of planning for the National Capital must be a continuing one. By 1950, the city had outgrown the earlier plans and a new comprehensive plan was published. The plan assumed that the population of the metropolitan area would reach 2 million (an increase of 600,000) by 1980. This would have given the central city 30 years to carry out the corresponding expansion of the CENTRAL EMPLOYMENT AREA, and to provide its share of the transportation facilities needed by so large a population.

But once again the growth of the Federal Establishment had been underestimated. The rate of population growth accelerated, making the Washington metropolitan area one of the fastest-growing in the Nation. The regional population reached 2 million in one decade instead of three.

## THE NATIONAL CAPITAL PLANNING ACT OF 1952

This rapid growth, accompanied by the dispersal of Federal agencies into the suburbs, showed the need for strengthened planning machinery in the District of Columbia, and for a regional planning agency. The National Capital Planning Act of 1952 established the National Capital Planning Commission as "the central planning agency for the Federal and District Governments within the National Capital Region" and created the National Capital Regional Planning Council to coordinate the planning of all of the local jurisdictions in the metropolitan area.

## THE MASS TRANSPORTATION SURVEY

The initial collaboration of the two planning agencies was a 3-year study of the transportation problem. The regional Transportation Plan of 1959 recommended a rail rapid transit system, a network of freeways accommodating express bus service, and expanded downtown parking facilities. The National Capital Transportation Agency was established in 1960 to build the rail transit system. It is currently starting work on the initial 25-mile system authorized by Congress and the President in 1965.

## YEAR 2000 PLAN

In 1961 the Planning Commission and the Regional Council, anticipating that the rapid growth of the region would continue for several decades, prepared jointly a *Policies Plan for the Year 2000*. This document examined several alternative patterns of growth and proposed that most new development be guided along corridors radiating from Washington. The completion of the L'Enfant Plan was recommended as one of the prime objectives for Washington's central area. President John F. Kennedy endorsed the proposed policies in November 1962.

1959 PLAN. The first collaboration of the National Capital Planning Commission and the National Capital Regional Planning Council was the Mass Transportation Study of 1959, which recommended a rail rapid transit system, a freeway network with express bus service and expanded downtown parking facilities.

## STATE OF THE NATION'S CAPITAL MESSAGE (1965)

Sharing President Kennedy's concern for the Nation's Capital, the present administration has advocated policies aimed at improving the quality of life in the District of Columbia and making it "a city in which every American can take justifiable pride." The full scope of the program, embracing education, housing, recreation, health, welfare, transportation, and many other facets of urban life, is best expressed in President Johnson's message on the National Capital, sent to Congress in February 1965.

1961 PLAN. The Planning Commission and the Regional Council, anticipating a rapid growth for several decades, jointly prepared in 1961 a *Policies Plan for the Year 2000*, proposing radial corridors stretching from Washington to contain most of the new development. President Kennedy endorsed it.

7

## ANACOSTIA PARK

The Anacostia River area has a great scenic and recreational potential that can be realized by its development as a waterfront park for the use and enjoyment of large numbers of people.

The river is a wide, tidal stream throughout its course in the District, broadening from 300 feet in the upper regions to 1,700 feet at its mouth. It is flanked by low, flat land, and on the southeast side by a parallel ridge beyond the flats.

Much of the present development along the river contributes little to its park potential. The northwest side is occupied by a number of large building complexes, notably the Naval Weapons Plant and D.C. General Hospital, while the opposite side is cut off from nearby residential areas by freeways that have also consumed some of the park land. The Pennsylvania Railroad bridge breaks the continuity of the park both by water and by land, and cuts off some of the CAPITOL EAST district from the park. Railroad tracks and yards on each side further reduce the usefulness of the park land.

The following improvements are proposed for Anacostia Park:

1. The river channel should be opened for its entire length within the District of Columbia for navigation by small craft.

2. Some portions of Kingman Lake should be filled, and consideration should be given to rechanneling the river in small sections, but only to the extent of providing better use of the land and water surfaces. The east lakes should not be filled beyond the plans of the present landfill operations.

3. The land should be resculptured throughout the park to provide maximum potential in recreational development as well as to provide park users with a feeling of separation from the conflicting land uses lying adjacent to the park.

4. The natural character of the upper sections of the Anacostia River in the areas of the Arboretum, Ecological Reserve and Bird Sanctuary should be restored and preserved. The right-bank waterfront from about the Sousa Bridge south should be developed with a "hard" urban edge, with public open space limited to a pedestrian promenade. The left bank should be grassy with an informal drifting of trees.

5. Improved access to the park should be provided for city-wide use, and special attention should be given to improvement of access from nearby areas, especially from CAPITOL EAST, which must depend on Anacostia Park for some of its recreation space.

6. Waterfront park land which has been claimed for freeways and open parking lots should be replaced by acquisition of other land or substitution of parking structures for lots.

7. Special attention should be given to north-south continuity of the park for benefit of park users, but in order to discourage through traffic, park roads should consist of spurs leading from city streets to centers of activity.

8. New facilities for active recreation should be provided, including a stadium for high school and industrial league sports in the area of Spingarn High School and D.C. Stadium; a variety of marinas for large and small craft; an improved Langston golf course; trails for horseback riding, cycling and hiking; promenades in the more urban sections; playgrounds with tennis and ball courts;

9. Neighborhood recreation centers should be constructed at the major points of access from nearby residential areas to the park.

Pedestrian greenways should be developed in the residential areas leading directly to these points of access into the Anacostia Park.

PROPOSED VEHICULAR AND PEDESTRIAN CIRCULATION SYSTEM FOR ANACOSTIA PARK

DESIGN PRINCIPLES
PROPOSED FOR ANACOSTIA PARK

THE ANACOSTIA TERRAIN
is of becoming the city
though sections should
 particular. The develop

94

General Vehicular Circulation at all Levels.

Vehicular Circulation Above Ground at Union Station.

Vehicular Circulation Below Ground at Union Station.

SUBWAY LINES

SUBWAY STATIONS

RAILROAD LINES

RAILROAD PLATFORMS

FREEWAYS

COMMUNICATING AVENUES

MONUMENTAL CORE AND NORTH-SOUTH AXIAL GATEWAYS

RAMP AND ENTRANCE STREETS

CORE SERVICE STREETS

PARKING GARAGES

VISITORS' CENTER VEHICULAR ENTRANCE RAMPS

INTERSTATE BUS TERMINALS

1,000-FOOT PEDESTRIAN WALK FROM SUBWAY PLATFORM

MAIN TERMINAL CONCOURSE (REBUILT) AND VISITORS' CENTER

CONVENTION AUDITORIUM

TERRACES, WALKWAYS, COURTYARDS

DOWNTOWN AIRLINE PASSENGER TERMINAL

SPECIAL STREET SIDEWALKS, SQUARES AND PARKS

UPPER CONCOURSE STREET AND SPIRAL RAMPS

DEPRESSED FREEWAYS AND STREET RAMPS

COMMUNITY AVENUES AND SURFACE STREETS

PARKING TOWERS AND DECKS, OTHER SERVICE AREAS

RAILROAD VIADUCT AND PLATFORMS

SUBWAY TRACKS

SUBWAY AND LOWER CONCOURSE ENTRANCES

RAILROAD TUNNEL AND VIADUCT

SUBWAY LINES

CAPITOL HILL SUBWAY

FREEWAYS AND STREET RAMPS

LOWER-LEVEL CONCOURSE STREET AND RAMPS

LOWER-LEVEL PARKING AND SERVICE AREAS

PEDESTRIAN CONCOURSES AND CONCOURSE ENTRANCES