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Bidding a final farewell to a DC ghost road
WTOP ^ | August 23, 2018 | Dave Dildine

Posted on 09/03/2018 11:58:47 PM PDT by Tolerance Sucks Rocks

WASHINGTON — Routine sign replacement above an orphaned freeway in Foggy Bottom uncovered a roadside relic Thursday morning, evoking memories of an ambitious and contentious era in highway design.

Cones were in place and two left lanes were blocked by 10 a.m. on the Interstate 66 Potomac River Freeway. Road crews with grinder saws and hammers were lifted by bucket trucks up to a weathered overhead structure behind the Kennedy Center.

As strips of rotting plywood were pried off the face of a nearly 50-year-old sign, the outline of an Interstate 695 shield and two white arrows came into view, indicating a freeway that never saw the light of day.

“We have people tour our sign shop to see how we fabricate signs, so this is an opportunity to share with them this historical sign,” Elekwachi said.

The green guide sign dates back to a time when a vast, sprawling highway network was slated to carve through the city.

The proposed I-695 South Leg of the Inner Loop Freeway would have linked the Potomac Freeway and the successfully completed Southwest Freeway, presently the city’s busiest road. Although much of the road would have tunneled underground and out of sight, the planned highway was heavily criticized for its proximity to the National Mall and Tidal Basin.

When construction began in 1960, the Potomac Freeway was poised to become a vital link in an interconnected highway network that would encircle the city.

As political and residential opposition to the proposed freeway segments ballooned during the 1970s, plans to merge the road with an upgraded Interstate 266 Whitehurst Freeway and a six-lane tunnel under K Street were abandoned. The tunnel would have routed I-66 from the Potomac Freeway under Mount Vernon Square to the present day terminus of I-395 and the Third Street Tunnel.

Today, the appendage of I-66 in the District courses a mere eight-tenths of a mile under Virginia Avenue, terminating abruptly near the Watergate Hotel at 27th Street Northwest. For this reason, the Potomac Freeway was featured as one of the region’s ghost roads in 2014.

The artifact removed on Thursday harkens back to a time when highway aids were made from different materials. The design style of signs manufactured prior to the 1990s was referred to as button copy. Small reflective discs were pinned to each of the visual elements, increasing their reflectivity when illuminated by headlights.

Elekwachi said the three replacement signs for Independence Avenue, E Street and I-66 West will have superior reflectivity compared to their predecessors.

“In terms of the font size, the current [Manual on Uniform Traffic Control Devices] has a different standard that we have to follow. Also the sheeting material that we use now is a diamond grade for overhead signs.”

Mike Tantillo, a transportation engineer and road enthusiast, was not associated with the work but couldn’t resist stopping by to watch the operation from afar.

“This is a piece of history that has been unearthed almost like an archaeological dig,” Tantillo said. “This is something that has been hidden for many generations and decades.”

Situated in the middle of the structure, the two faded signs for I-66 and E Street have been pummeled by countless snow and windstorms over the years, but Tantillo said sunlight took a greater toll.

“Typically, modern signs have a warranty on the reflective sheeting of about 10 to 15 years, though the “retroreflectivity” of the sheeting could last 25 years under the right circumstances.”

Tantillo, a traffic device expert, said that the signage could have exceeded its life expectancy since it faced north, away from the direct rays of the sun.

“For signs to last 50 years – those are absolutely ancient,” Tantillo said.

The fourth boarded up sign on the right side of the structure will not be replaced. It marked the spot where an old exit used to be.

The off-ramp from the Potomac Freeway to the Kennedy Center was permanently closed by early 2002 when city planners decided to offer drivers an easier way to leave the parking areas. An on-ramp to the outbound lanes of the freeway and Roosevelt Bridge was opened in its place three years later during the summer of 2005.

“Mayor [Muriel] Bowser and [DDOT] Director [Jeff] Marootian are really committed to enhancing safety for everyone that travels our roads so that they know where they’re going and that it’s clearly identified and clearly marked so this project will make sure that the signs on the Potomac River Freeway are updated to Federal Highway standards,” said DDOT spokesperson Lauren Stephens.

Stephens says the agency’s field operations team receives many requests from residents, council members, ANC commissioners and other stakeholders for sign improvements. The Potomac Freeway signage, she said, is “one of DDOT’s most frequent requests.”

The overhead sign work is expected to be completed by Friday afternoon.

A full-scale overhaul of the District’s highway signs could be on the horizon. DDOT recently secured funding from the Federal Highway Administration for a project, currently in a procurement phase, that will evaluate and possibly revamp highway signage throughout the city to ensure compliance with federal standards.

Editor’s Note: The dismantling of the first sign took longer than planned. The District Department of Transportation plans to resume the work to replace the remaining signs on Wednesday, Aug. 29.


TOPICS: Chit/Chat; History; Local News; Miscellaneous; Outdoors; Travel
KEYWORDS: ddot; ghostroad; i66; i695; infrastructure; potomacfreeway; transportation; washingtondc

1 posted on 09/03/2018 11:58:47 PM PDT by Tolerance Sucks Rocks
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To: Tolerance Sucks Rocks

TTIUWAM


2 posted on 09/04/2018 2:34:40 AM PDT by NonValueAdded (#DeplorableMe #BitterClinger #HillNO! #cishet #MyPresident #MAGA #Winning #covfefe)
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To: Tolerance Sucks Rocks
DC has its problems, but we (mostly) dodged a bullet by heading off the interstate planners, who would have destroyed downtown and Capitol Hill. They would have sliced the city into small segments moated by arterial roads. The most famous avoided monstrosity was the proposal to turn the C&O Canal into another expressway like the George Washington Parkway on the Virginia side.

The 1960's and LBJ's Great Society got almost everything wrong, and we are still digging out of the wreckage.

3 posted on 09/04/2018 3:51:19 AM PDT by sphinx
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To: sphinx

Instead you have some the worst traffic in the nation. Roads are bad. Right?


4 posted on 09/04/2018 4:06:29 AM PDT by Henry Hnyellar
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To: Tolerance Sucks Rocks

Just like the Hartford Beltway they proposed in the 1960s. Only I-291 across the Connecticut River is only part signed as an interstate highway.


5 posted on 09/04/2018 4:36:41 AM PDT by Deplorable American1776 (Proud to be a DeplorableAmerican with a Deplorable Family...even the dog is, too. :-))
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To: Henry Hnyellar
Roads can be bad. Here in greater Boston the roads are for the most part atrociously bad, constantly under construction/repair, and pretty much always congested. The constant repair is because the unions are so powerful here and are making work for themselves --I met an old guy at the supermarket who said he's lived around here ever since he got back from WW2, and the roads have been under steady construction ever since then.

What with all of that, I'd rather have fewer, better roads, instead of ugly blacktop going everywhere, but nowhere fast.

6 posted on 09/04/2018 5:10:09 AM PDT by Wyrd bi ful ard ( Flag burners can go screw -- I'm mighty PROUD of that ragged old flag)
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To: Henry Hnyellar

I was in DC a few weeks ago, and Rush Hour traffic was pretty manageable. I expected far worse.


7 posted on 09/04/2018 5:23:01 AM PDT by Haiku Guy (ELIMINATE PERVERSE INCENTIVES)
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To: Haiku Guy

You were here in the Summer.


8 posted on 09/04/2018 5:55:38 AM PDT by Jamestown1630 ("A Republic, if you can keep it")
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To: Henry Hnyellar
Automobile commutes are fine in smaller cities. As cities increase in size, however, car-centric planning reaches the point of diminishing returns. The DC area is far past that point. It is the fourth largest Combined Metropolitan Statistic Area in the U.S., after New York, Los Angeles and Chicago. (For transportation planning, the combined statistical area is the proper frame of reference; we have people commuting into DC from Gettysburg, Fredericksburg, Winchester and Easton, MD on the Eastern Shore.) The idea that we can solve our transportation woes by building more arterial roads and cramming even more cars into the core is nonsensical.

There are things that could be done to alleviate traffic. We need better lateral movement around the outer ring suburbs. We need more places for local traffic to cross the interstates, which now act like rivers. But basically, people need to live closer to their jobs and get used to taking the train. That's easier said than done. Since the 1950's, we've been planning and building suburbs for automobile commutes, and they are too dispersed, at this stage, for efficient rail service. This leads short-sighted people to demand hair of the dog solutions: more asphalt to prolong the death agonies of an outdated system that is collapsing under its own weight.

Here's the rub. The better long term solution, again, is for people to live closer to their jobs. That means a planning emphasis on restoring, maintaining and enhancing the livability of closer-in neighborhoods. In the District itself, gentrification is on steroids, but less than ten percent of the metro area's people live in the District proper. The inner-ring suburbs are also densifying and gentrifying, with many local variations on the pattern. What we should avoid is major new road construction that destroys or degrades reviving, close-in neighborhoods. We need to start seeing these older areas as the solution, not a traffic impediment to be paved over for the convenience of people with long distance commutes. Neighborhoods should be managed for the benefit of the people who live there, not suburban cowboys who are desperate to shave five minutes off their three hour commutes.

For too many decades, the roadbuilders have smashed through residential neighborhoods, taking on-street parking, sidewalks and tree plats to create additional traffic lanes. The roadbuilders have poisoned too many neighborhoods by turning civilized streetscapes into commuter racetracks. The roadbuilders have gotten away with too many high speed highways with too few crossings, which chop local communities into pieces and destroy neighborhood shopping districts. Etc., etc.

The commuters can drive to a parking garage in the suburbs and ride a train, as opposed to driving into the central city and looking for parking there. That's not hard to understand. Over time, it will change the way the outer ring suburbs are developed. And that's fine. Almost ten million people live here. We are way past the point at which DC can function like the sleepy little southern provincial city that it once was. People in the District laugh at suburbanites with their brutal commutes. And as gentrification prices the welfare careerists and gangbangers out of DC, the problem demographics will migrate to the suburbs as well. The suburbs don't want to plan for this, but that's not my problem. The days of DC being used as the regional dumping ground are over.

9 posted on 09/04/2018 8:08:46 AM PDT by sphinx
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To: sphinx
In that case public transit needs to get better and cheaper. If I were to take the MBTA commuter rail every day, it would cost nearly as much as it does to maintain a car. For a rundown rail system with poor scheduling and variably reliable service.

For the amount the MBTA slurps into it's maw it should be worldclass. And yet of course, any talk of improvement is met with demands for yet more money.

10 posted on 09/04/2018 8:34:58 AM PDT by Wyrd bi ful ard ( Flag burners can go screw -- I'm mighty PROUD of that ragged old flag)
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